Replacing an earlier scanned photo with a better version 02-Dec-14.

 

In a hybrid Malaysia Airlines / Air UK Leisure livery.

 

This aircraft was delivered to the GPA Group Ltd and leased to Leisure International Airways (trading as Air UK Leisure) as G-UKLA in Oct-88. Between Oct-89/Apr-90 it was wet-leased to Malaysia Airlines.

 

It was leased to Malaysia Airlines again for the winter season 1990/91, this time as 9M-MLC, returning as G-UKLA in Jun-91. For the winter of 1995/96 it was leased to Modiluft India as VT-MGE and was stored on it’s return in Aug-96. It became G-ULKA again in Apr-97, but only briefly.

 

Air UK and Air UK Leisure were owned by KLM and in Jun-97 they were merged into KLM. G-UKLA was re-registered PH-BPA and continued in service with KLM until, after a brief wet lease to Air Mediterranee, it was returned to the lessor in Mar-01.

 

It was leased to Turkish charter company Sky Airlines the following month as TC-SKA and operated with them for seven years. In Feb-08 it was returned to the lessor and sold to Wells Fargo Bank Northwest (Trustee) as N865FC.

 

It was converted to freight configuration at Tel Aviv, Israel in Dec-08 and leased to BlueBird Cargo Iceland in Mar-09 as TF-BBH. Bluebird Cargo became Bluebird Nordic in Jan-18 although the aircraft titles still show Bluebird Cargo. Now 34.5 years old, it continues in service. Current, updated 13-Feb-23.

(April 2007 Auction Catalog) 1988-89 Mario Lemieux Pittsburgh Penguins Photo-Matched Game Worn Helmet - A super helmet from Super Mario! Lemieux gave this black Cooper helmet a good workout during the Penguins’ road games and there’s definitely a season’s worth of use on it. In fact, we believe that it was worn for a few seasons during the 1980’s, and quite possibly his rookie campaign in 1985. Cooper stickers on both sides and the front. The Cooper sticker on the front has been placed over a Cooper logo that was painted over before the sticker, now present, was affixed. LINK - lelands.com/bids/1988-89-mario-lemieux-pittsburgh-penguin....

 

Mario Lemieux's autograph has certainly evolved through time. As a rookie and for the first few years of his career, Lemieux's signature was legible, featuring a large "M" followed by a lower case "a" and a series of bumps and lines. It was during this time that Lemieux was an accommodating signer via the mail and in person. As his popularity grew through the years, Lemieux instructed someone else to sign his mail due to the overwhelming volume of requests. In addition, his in-person signing habits drastically changed with more and more collectors left out in the cold when pursuing his signature. His last name, similar to his first, featured a large "L" followed by a lower case "e" and a series of bumps and lines. His current autograph, the same one he has featured since the late 1980s, resembles a "ML" followed by his jersey number (66). LINK - www.psacard.com/autographfacts/hockey/mario-lemieux/95#:~....

 

Mario Lemieux OC CQ (born October 5, 1965) is a Canadian former professional ice hockey player. He played parts of 17 seasons in the National Hockey League for the Pittsburgh Penguins between 1984 and 2005, and he assumed ownership of the franchise in 1999. Nicknamed "the Magnificent One", "Le Magnifique", and "Super Mario", Lemieux is widely regarded as one of the greatest players of all time for his combination of size, strength, athleticism, and creativity.

 

Drafted first overall by the Penguins in the 1984 NHL Entry Draft, Lemieux led Pittsburgh to consecutive Stanley Cup championships in 1991 and 1992. Under his ownership, the Penguins won additional titles in 2009, 2016, and 2017. He is the only man to have his name on the Cup both as a player and owner. He also led Team Canada to an Olympic gold medal in 2002, a championship at the 2004 World Cup of Hockey, and a Canada Cup in 1987. He won the Lester B. Pearson Award as the most outstanding player voted by the players four times, the Hart Trophy as the NHL's most valuable player during the regular season three times, the Art Ross Trophy as the league's points leader six times, and the Conn Smythe Trophy as playoffs MVP in 1991 and 1992. He is the only player to score one goal in each of the five possible situations in a single NHL game, a feat he accomplished in 1988. At the time of his retirement, he was the NHL's seventh-highest career points scorer with 690 goals and 1,033 assists. He ranks second in NHL history with a 0.754 career goals-per-game average, behind Mike Bossy (0.762). He ranks second in NHL history with a 1.129 career assists-per-game average and a 1.883 points-per-game average, both behind Wayne Gretzky (1.320 and 1.921, respectively).

 

Lemieux was never able to play a full season, and played in 70 or more games in a season on only six occasions during his career - four of which came before the age of 25. Lemieux's career was plagued by health problems that limited him to 915 of a possible 1,430 regular season games between the opening of the 1984–85 campaign and the conclusion of the 2005–2006 campaign. Lemieux's NHL debut was on October 11, 1984 and his final game took place on December 16, 2005. His numerous ailments included spinal disc herniation, Hodgkin's lymphoma, chronic tendinitis of a hip-flexor muscle, and chronic back pain so severe that other people had to tie his skates. He retired on two occasions due to these health issues, first in 1997 after battling lymphoma before returning in 2000, and then a second and final time in 2006 after being diagnosed with atrial fibrillation. Lemieux also missed the entire 1994–95 season due to Hodgkin's lymphoma. Despite his lengthy absences from the game, his play remained at a high level upon his return to the ice; he won the Hart Trophy and scoring title in 1995–96 after sitting out the entire previous season. He was on pace for 188 points, but only played in 70 games. He was also a finalist for the Hart Trophy when he made his comeback in 2000. In 1999, he bought the then-bankrupt Penguins and their top minor-league affiliate, the American Hockey League's Wilkes-Barre/Scranton Penguins, and was the team's principal owner until selling controlling interest in the team to Fenway Sports Group in 2021. However, he remains part-owner and chairman of the board.

 

The Hockey Hall of Fame inducted Lemieux immediately after his first retirement in 1997, waiving the normal three-year waiting period; upon his return in 2000, he became the third Hall of Famer (after Gordie Howe and Guy Lafleur) to play after being inducted. Lemieux's impact on the NHL has been significant: Andrew Conte of the Pittsburgh Tribune-Review called him the saviour of the Pittsburgh Penguins, and after Lemieux's retirement, Wayne Gretzky commented, "You don't replace players like Mario Lemieux ... The game will miss him." Bobby Orr called him "the most talented player I've ever seen." Orr, along with Bryan Trottier and numerous fans, speculated that if Lemieux had had fewer health issues, his on-ice achievements would have been much greater. In 2017, he was named one of the "100 Greatest NHL Players". He was inducted into Canada's Walk of Fame in 2004, and into the IIHF Hall of Fame in 2008.

 

LINK to video - Top 10 Mario Lemieux Moments - www.youtube.com/watch?v=x1g2BneSPNQ

Closer shot. Going to post instructions soon in case anyone wants to make their own!

Replacing an earlier scanned slide with a better version 23-Dec-15.

 

In basic Air Anglia livery with Air UK tail livery.

 

First flown in Aug-63 with the Fokker test registration PH-FEX, this aircraft was delivered to Malayan Airlines the same month as 9M-AMM. Malayan Airlines merged with Singapore Airlines to form Malaysia-Singapore Airlines in Jan-67.

 

The aircraft was sold back to Fokker in May-71 as PH-EXC and stored. It was re-registered PH-FEX again in May-72. In Dec-72 it was sold to the Australian Department of Supply and donated to Biman Bangladesh Airlines in Apr-73 as S2-ABK.

 

Biman sold it in Mar-76 to East-lease Ltd and it was leased to Air Anglia as G-BDVS. It was briefly sub-leased to BMA British Midland Airways for two weeks in Jan-80. Later the same month Air Anglia was merged into AirUK.

 

In Aug-87 it was leased to Loganair, returning to AirUK in Jul-88. It was retired at Norwich, UK, in Sep-94 and broken up there in Dec-96. The forward fuselage section was donated to the Norfolk & Suffolk Aviation Museum and put on display.

replace tha handle.

 

Spec

Frame: BMC Track Machine TRC 01

Handlebar: Vision UCI Alloy Base Bar 31.8 x 40

Stem：THOMSON Elite X4

wheel:corima

Crank:FSA Carbon Crank

SEAT:Carbon seat

seatpost:One by ESU Carbon magadama seatpost 31.6mm

 

2011.5.22

 

ameblo.jp/sosh/

 

IMG_3024.JPG

Photo credited to strumdogg at forum.blu-ray.com. As one of my collaborations, Nickelodeon will release Blue's Clues Handy Dandy notebook prop replicas to stores everywhere replacing DVDs and Walmart will replace the DVD isle with expanded teacher supply isle with extra more teacher supply stuff like Green Chalkboards and electric mechanical wall bells and extra Disney Snow White and Pinocchio stuff and extra more new modern environmental friendly 1997 Crayola Crayon boxes for all elementary schools and daycare centers to replace all Bogen Muticom 2000 systems and having Corbeil School buses and all other school buses with an electric stop arm and my new safety updated ice cream trucks with the current yellow trapezoid children slow crossing warning blades that word CHILDREN SLOW CROSSING and school bus stop signs replacing all of the last remaining ice cream trucks that still have the bad old outdated red trapezoid children slow crossing warning blades that word IF-SAFE STOP THEN-GO and for all schools to get rid of that mean scary looking grumpy face with the freaky spikey eyelashes and triangular eyes and razor blade forehead wrinkles they used to have on Gordon in the old live action model version of Thomas and Friends and mean-spirited angers like mean teachers, Frankie Foster getting mad by yelling, screaming, and making freaky spikey eyelashes and triangular eyes in Foster's Home for Imaginary Friends, and Chief Wiggums meanly aiming his gun in modern Simpsons forever. And also with this collaborations Walmart will also have Blue's Clues Handy Dandy Notebook prop replicas and Little Golden Books replace all of the DVDs in the bargain bins since that many people including me love prop accurate Blue's Clues Handy Dandy Notebooks and Little Golden Books and that we also need to get rid of the bad old school junk like that Walmart and other stores need to get rid of 1992's Tom and Jerry: The Movie due to that 1992's Tom and Jerry: The Movie is extremely upsetting to Blue's Clues Steve fans because of the mean-spirited fake exaggerated house demolition with a pear-shaped wrecking ball at the beginning and the house at the beginning of 1992's Tom and Jerry: The Movie does resemble the Blue's Clues house and that 1992's Tom and Jerry: The Movie is also a huge plagiarism from Disney too because 1992's Tom and Jerry: The Movie is an extremely huge rip-off of The Rescuers which is a Disney Movie and Walmart and other stores also need to get rid of that mean scary looking grumpy face with the freaky spikey eyelashes and triangular eyes and razor blade forehead wrinkles they used to have on Gordon in the old live action model version of Thomas and Friends and mean-spirited anger images because they make little kids cry extremely bad and remind them of mean teachers at school. And these new changes I am making for Walmart and other stores and all other of my collaborations, Corduroy episodes at Nelvana, restoring all of the good things from my past, safety improvements, and Friendly rebrands will make a better economy and an all-inclusive future together. In the 2000s, Warner Bros reviving 1992's Tom and Jerry the movie and and selling too many DVD copies of that movie surpassing Corduroy the Bear and his buttons was all McDonald's corporation and Bogen Communication's fault because the super size at McDonald's was brainwashing many people by reviving the bad old 1992 Tom and Jerry movie and popularizing Bogen Multicom 2000 and their mean spirited bell tones that are haunted chimes that don't sound like a bell at all scaring off kids especially kids with autism and making them not want to go to school and abandoning my golden toddler stuff like Corduroy the Bear with two buttons on his green corduroy overalls but good thing I am undoing all of the bad influence the super size gave us by restoring my golden toddlerhood, safety improvements, kindness improvements, reviving Nelvana's version of Corduroy the Bear with the premiere of Two Buttons again and Forever fixing Betty Quan's upsetting mistake for good by showing that they did get Corduroy's button out of the storm drain and put Corduroy's button back on Corduroy the Bear's green corduroy overalls and that corduroy the bear does have two buttons on his green corduroy overalls forever and bringing back all nostalgic inducing stuff like green chalkboards and electric mechanical wall bells etc and create a nostalgic inducing future. So this is why all broadcasts of The Simpsons MUST BE BY LAW MANDATED to be ONLY reruns of classic Simpsons (first 18 seasons of The Simpsons). This is why all schools MUST BE BY LAW MANDATED to be set up like Middleborough, Hilltop School from Timothy Goes to School, and or my DeVry building in North Brunswick, NJ and all with green chalkboards, electric mechanical wall bells, and Corbeil school buses and other school buses with electric stop arms, and only kind-spirited stuff like Disney Snow White and Pinocchio stuff and Corduroy the Bear with two buttons on his green corduroy overalls and Steve Notebooks etc, and no mean-spirited stuff like Bogen Multicom 2000 and that mean scary looking grumpy face with the freaky spikey eyelashes and triangular eyes and razor blade forehead wrinkles they used to have on Gordon in the old live action model version of Thomas and Friends and no processed foods in the school lunches. This is why McDonald's restaurants MUST BE BY LAW MANDATED to be McEyebrows with the yellow and orange striped awnings, arch wedge the new aluminum exterior I have created, or the original 1970s version of the iconic double sloped mansard roof and better and safe updated indoor PlayPlaces with low and safe steps and slides and green chalkboards and or just the dining room option (no playplace), This is why all ice cream trucks MUST BE BY LAW MANDATED to be all updated to the current updated yellow trapezoid children slow crossing warning blades that word CHILDREN SLOW CROSSING and or school bus stop signs and that all ice cream trucks MUST BE BY LAW MANDEDTED TO GET RID of the bad old outdated red trapezoid children slow crossing warning blades that word IF-SAFE STOP THEN-GO for good, This is why Crayola Crayon boxes MUST BE BY LAW MANDATED to be new modern 1997 boxes. This is why school PA systems MUST BE BY LAW MANDATED to be Rauland Telecenter or PA systems with no bell tones. And this is why Nelvana and Hanna-Barbera MUST TAKE OVER Warner Bros. Animation. That mean scary looking grumpy face with the freaky spikey eyelashes, triangular eyes, and razor blade forehead wrinkles they used to have on Gordon in the old live action model version of Thomas and Friends is the worst mean spirited anger imagery because the way how that face is modeled was depicting Gordon the Big engine about to kill people by running over them and about to come out of the TV and kill the viewers of the show by running over them which is very bad and murding is the worst crime. Mean teachers getting students arrested for having autism or other disabilities MUST BE BANNED because that is very mean and hurtful and causes trauma to students with autism and other disabilities especially in modern Simpsons (The Simpsons seasons 19 to 30) Chief Wiggums was getting people arrested for having autism and other disabilities is why modern Simpsons MUST END IMMEDIATELLY and that Nelvana's version of Corduroy the Bear MUST BE REVIVED with the premiere of Two Buttons again and Forever IMMEDIATELY and a lot of big schools with Bogen Multicom 2000 also have mean teachers getting students arrested for having autism or other disabilities is another reason why Bogen Multicom 2000 is a very mean-spirited PA System along their bell tones not sounding like a bell at all especially the in this picture of a mean teacher getting a boy arrested for having autism is in a school with a Bogen Multicom 2000 and allowing mean spirited stuff and allowing an ice cream truck to keep the bad old outdated red trapezoid children slow crossing warning blades that word IF-SAFE STOP THEN-GO is why I am dead furious with Bogen Communications and Fox Broadcasting and getting students arrested for having autism or other disabilities is one of the extremely bad impact modern Simpsons (The Simpsons seasons 19 to 30) has gave us along with reusing bad things they used to make in the past and how to be mean and scary which are extremely bad. So this is why all broadcasts of The Simpsons MUST BE BY LAW MANDATED to be ONLY reruns of classic Simpsons (first 18 seasons of The Simpsons). This is why all schools MUST BE BY LAW MANDATED to be set up like Middleborough, Hilltop School from Timothy Goes to School, and or my DeVry building in North Brunswick, NJ and all with green chalkboards, electric mechanical wall bells, and Corbeil school buses and other school buses with electric stop arms, and only kind-spirited stuff like Disney Snow White and Pinocchio stuff and Corduroy the Bear with two buttons on his green corduroy overalls and Steve Notebooks etc, and no mean-spirited stuff like Bogen Multicom 2000 and that mean scary looking grumpy face with the freaky spikey eyelashes and triangular eyes and razor blade forehead wrinkles they used to have on Gordon in the old live action model version of Thomas and Friends and no processed foods in the school lunches. This is why McDonald's restaurants MUST BE BY LAW MANDATED to be McEyebrows with the yellow and orange striped awnings, arch wedge the new aluminum exterior I have created, or the original 1970s version of the iconic double sloped mansard roof and better and safe updated indoor PlayPlaces with low and safe steps and slides and green chalkboards and or just the dining room option (no playplace), This is why all ice cream trucks MUST BE BY LAW MANDATED to be all updated to the current updated yellow trapezoid children slow crossing warning blades that word CHILDREN SLOW CROSSING and or school bus stop signs and that all ice cream trucks MUST BE BY LAW MANDEDTED TO GET RID of the bad old outdated red trapezoid children slow crossing warning blades that word IF-SAFE STOP THEN-GO for good, This is why Crayola Crayon boxes MUST BE BY LAW MANDATED to be new modern 1997 boxes. This is why school PA systems MUST BE BY LAW MANDATED to be Rauland Telecenter or PA systems with no bell tones. And this is why Nelvana and Hanna-Barbera MUST TAKE OVER Warner Bros. Animation and Fuzzy Door Productions. And from now on the only childrens' books from the McDonald's double-sloped mansard era people MUST reuse in schools, republish, restore, reprint, and re-create are ONLY little golden books with the classic character train back cover template with Tootle pulling the long train of characters and Donald duck waving the flag saying "The World of Little Golden Books" not any of those old Thomas books with pictures from the old live action model version of Thomas and Friends so we will never ever have to deal with that mean scary looking grumpy face with the freaky spikey eyelashes and triangular eyes and razor blade forehead wrinkles they used to have on Gordon in the old live action model version of Thomas and Friends ever again. That mean scary looking grumpy face with the freaky spikey eyelashes, triangular eyes, and razor blade forehead wrinkles they used to have on Gordon in the old live action model version of Thomas and Friends is the worst mean spirited anger imagery because the way how that face is modeled was depicting Gordon the Big engine about to kill people by running over them and about to come out of the TV and kill the viewers of the show by running over them which is very bad and murding is the worst crime. Original photo credited to TrustaMann on Deviantart.com. Parents and Teachers being mean to them and destroying their kid's toys and belongings and yelling "GOD DAM HELL" and "GOD IN HELL" as a punishments MUST BE BANNED AND ILLEGAL EVERYWHERE FOREVER!!!!!!!! because Parents and Teachers taking away and destroying kid's toys and stuff as a punishment is being mean to kids and hurts their feelings real bad and cry which is extremely bad and parents and teachers use scary inappropriate behaviors like yelling "GOD DAM HELL" and meanly yell I'm so god dam cross with you whey they take away kid's toys and stuff needs to stop forever. And at Holly Springs school in my 5th grade school year there were mean teachers that got mean and super mad at me and took away my Steve notebook and forced me to see the freaky spikey eyelashes, razor blade forehead wrinkles, and triangular eyes they used to had on Gordon's grumpy face in the old model version of Thomas and Friends which scared me and other kids real bad when they meanly called me bad just because I made one bad choice and I am a good boy and always try to be kind and respectful. And in the old model version of Thomas and Friends, Gordon looked like an evil man with a gun when he gets grumpy is why I hate the old model version of Thomas and Friends and say that the old model version of Thomas and Friends MUST BE BANNED and good thing I the kind and respectful teachers gave me back my Steve Notebook. Also in my 5th grade year at Holly Springs there was a preschool class with a secondary teachers being mean and got super mad at the little kid and took away his toys and stuff and destroyed them and made the little kid sit in the hallway and and forced and made the little kid to see the freaky spikey eyelashes, razor blade forehead wrinkles, and triangular eyes they used to had on Gordon's grumpy face in the old model version of Thomas and Friends and the little kid cried real hard and I felt bad for the little kid but at least Santa mended the little kids destroyed toys back together at his workshop and gave the toys back to the little kid and at also it is a good thing Thomas and Friends moved to from live action models to CGI animations which is better and friendlier and made Gordon have a more accurate grumpy face similar to Homer Simpson in classic Simpsons episodes. This is why Bogen Multicom 2000 systems MUST BE BANNED from schools and that Bogen Communications MUST SHUT DOWN FOREVER. Especially, that mean scary looking grumpy face with the freaky spikey eyelashes, triangular eyes, and razor blade forehead wrinkles they used to have on Gordon in the old live action model version of Thomas and Friends is the worst mean spirited anger imagery because the way how that face is modeled was depicting Gordon the Big engine about to kill people by running over them and about to come out of the TV and kill the viewers of the show by running over them which is very bad and murding is the worst crime. Eventhough I am not worried about the mean teachers at Holly Springs school anymore, I still occasionally have nightmares about the mean teachers at Holly Springs school, one night I had 2 nightmares of the mean teachers at Holly Springs school and the first nightmare was in Mrs. Monic's room with the mean teachers at Holly Springs threatening to give me a punishment day by destroying my Steve notebook and forcing me to see that mean scary looking grumpy face with the freaky spikey eyelashes and triangular eyes and razor blade forehead wrinkles they used to have on Gordon in the old live action model version of Thomas and Friends and the mean then the mean teachers told me to shut up in a slow monster voice with teeth sticking together and then I woke up and realized it was only a dream and the second nightmare with the mean teachers at Holly Springs school the mean teachers were forbidding me to revive Nelvana's version of Corduroy the Bear with the premiere of Two Buttons again and Forever fixing Betty Quan's upsetting mistake for good and the mean teachers then were calling me a bad boy and then destroyed my Steve notebook and had Gordon in the old live action model version of Thomas and Friends kill me by running me over with that mean scary looking grumpy face with the freaky spikey eyelashes and triangular eyes and razor blade forehead wrinkles they used to have on Gordon in the old live action model version of Thomas and Friends and sending my soul to where the devil lives but good thing God came and angrily confronted the mean teachers at Holly Springs school and angrily destroyed that mean scary looking grumpy face with the freaky spikey eyelashes and triangular eyes and razor blade forehead wrinkles they used to have on Gordon in the old live action model version of Thomas and Friends and angrily put a grinning smile face on the live action model version of Gordon the Big engine and made the live action model version of Gordon the Big engine inanimate forever as his punishment and revived me and mended my Steve notebook back together and God told me that I am not a bad boy and then allowed me to revive Nelvana's version of Corduroy the Bear with the premiere of Two Buttons again and Forever fixing Betty Quan's upsetting mistake showing that they did get Corduroy's button out of the storm drain and put Corduroy's button back on Corduroy the Bear's green corduroy overalls and Corduroy the Bear does have two buttons on his green corduroy overalls forever. Especially when I was in 5th grade at Holly Springs, my anxiety had in my head of the mean teachers making evil magic giant steel crates to lock kids in with slamming lift doors forcing kids to see that mean scary looking grumpy face with the freaky spikey eyelashes and triangular eyes and razor blade forehead wrinkles they used to have on Gordon in the old live action model version of Thomas and Friends and the mean teachers having live action model version of Gordon the Big engine shoot a gun at the kids in the steel crate with that mean scary looking grumpy face with the freaky spikey eyelashes and triangular eyes they used to have on Gordon in the old live action model version of Thomas and Friends and the mean teachers having the live action model version of Gordon the Big engine kill the kids in the steel crate by running them over with that mean scary looking grumpy face with the freaky spikey eyelashes and triangular eyes and razor blade forehead wrinkles they used to have on Gordon in the old live action model version of Thomas and Friends and I had been having this scary thought since 5th grade at Holly Springs when the mean secondary teachers from Mrs. Monic's room was giving a little kid a punishment day in the hall and was giving me the idea of killing myself by setting my own body on fire I had this bottled up since 5th grade at Holly Springs school. This is why I am collaborating to make everything great again as when I revive Nelvana's version of Corduroy the Bear with the premiere of Two Buttons again and Forever fixing Betty Quan's upsetting mistake for good by showing that they did get Corduroy's button out of the storm drain and put Corduroy's button back on Corduroy the Bear's green corduroy overalls and Corduroy the Bear does have two buttons on his green corduroy overalls forever. This is why Bogen Multicom 2000 systems MUST BE BANNED from schools and that Bogen Communications MUST SHUT DOWN FOREVER. Especially, that mean scary looking grumpy face with the freaky spikey eyelashes, triangular eyes, and razor blade forehead wrinkles they used to have on Gordon in the old live action model version of Thomas and Friends is the worst mean spirited anger imagery because the way how that face is modeled was depicting Gordon the Big engine about to kill people by running over them and about to come out of the TV and kill the viewers of the show by running over them which is very bad and murding is the worst crime. And parents and teachers being mean to kids and destroying their kid's toys and belongings as punishments was giving me the idea of killing myself by setting my own body on fire.

Finally replaced my old ratty shoes! Old shoes as seen here and here .

 

+2 in comments, couldn't decide even though they pretty much look the same haha...

 

View On White

Although it assumes you already have a few bits to play with ;)

 

1. Is an Opteka 0.45x wide angle converter for a Fuji S5500 (and probably many other big zoom compacts). The wide front element unscrews to leave you with a single positive element which can be used as a macro adaptor (for which it's crap, but that's by the by). The threaded retaining ring on this can be undone to give you a naked glass element about 40mm across.

 

2 and 3. Meyer-Optik Gorlitz lenses have a conical adaptor to M42 thread that can be unscrewed (and replaced with a similar attachment to use them with other mounts like Exakta or Praktica B bayonets).

 

4. The single glass element sits loosely inside the female M42 front end of the BPM bellows unit.

 

5. The Meyer cone screws into the M42 BPM piece, and holds the glass element in lace while acting as a lenshood.

 

6. It all gets attached to the front of the bellows.

 

7. The bellows attached to the 30D (via another adaptor, this time M42-Canon EF). Bellows is racked out to about 3 or 4", which is somewhere near the focal length of the glass element.

 

Now all you do is go out and point it at things, focus with the bellows rack, and enjoy minimalist, lo-fi, ultra-soft and distorted photography!

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

Replacing an earlier scanned photo with a better version 14-Mar-17, plus Topaz DeNoise AI 06-Jul-23.

Replacing an earlier scanned print with a (slightly) better version 28-Apr-19.

 

Fleet No: "209".

 

First flown in Dec-90 with the Airbus test registration F-WWDP, this aircraft was delivered to Air Canada as F-WWFI in Feb-91. Now almost 30 years old, it was ferried to Kansas City, MO, USA. in Sep-20 and stored due to the COVID-19 Pandemic. There's a fair chance it's permanently retired... Updated (Sep-20).

Where the cathedral now stands, there was a small chapel of Our Lady from the 9th to the 12th century, which acquired the status of parish church in 1124[2]. During the course of the twelfth century, it was replaced by a larger Romanesque church (80 metres (260 ft) long and 42 metres (140 ft) wide).[2]

 

In 1352, construction was begun on a new Our Lady’s church which would become the largest Gothic church in the Netherlands. In the beginning, it was to be provided with two towers of equal height. In 1521, after nearly 170 years, the new church of Our Lady was ready. The south tower reached only as far as the third string course.

 

During the night of October 5-6, 1533, the new church was largely gutted by fire. The completion of the second tower was therefore delayed, which led to its ultimate postponement. Moreover, the church only became cathedral of the bishopric of Antwerp in 1559 but lost this title again from 1801 to 1961, following the Concordat of 1801.[2][3] During the Iconoclasm of August 20, 1566 (at the start of the Eighty Years' War), Protestants destroyed a large part of the cathedral interior. Later, when Antwerp came under Protestant administration in 1581, a number of artistic treasures were once again destroyed, removed or sold. The restoration of Roman Catholic authority came in 1585 with the fall of Antwerp.

 

In 1794 the French revolutionaries that conquered the region plundered Our Lady’s Cathedral and inflicted serious damage.[2] Around 1798, the French administration intended to demolish the building but after each blow, the cathedral was able to recover. In 1816, various important works of art were returned from Paris, including three Rubens masterpieces. And over the course of the 19th century, the church was completely restored and refurnished.

  

Replacing an earlier scanned photo with a better version 25-Nov-21 (DeNoise AI).

 

This aircraft was built as a 'CF' with a main deck cargo door and could be easily converted to carry either passengers or cargo.

 

A 'one airline' aircraft, it was delivered to Martinair as PH-MCR at the end of Mar-95. By late 2005 it was being used as a full-time freighter and by early 2006 the titles had become 'Martinair Cargo'.

 

The aircraft was withdrawn from service and initially stored at Amsterdam, Netherlands in Mar-15. It was ferried to Mojave, CA, USA in Sep-15 and permanently retired. It was last noted still at Mojave in Oct-16 with many parts missing.

Replacing an earlier scanned photo with a better version 17-Jan-22 (DeNoise AI).

 

This aircraft was delivered to the GPA Group and leased to Tradewinds (Singapore) as 9V-TRA in Jul-90, Tradewinds was renamed Silk Air in Apr-91.

 

It was returned to the lessor in Oct-99 and leased to Cronus Airlines as SX-BGK the following month. Cronus was merged into Aegean Cronus Airlines in Oct-01 and renamed Aegean Airlines in Apr-03.

 

The aircraft was returned to the lessor in Feb-08 and converted to freighter configuration in early May-08. It was leased to Swiftair (Spain) as EC-KRA later the same month.

 

It was wet-leased to Agro Air Cargo (Portugal) in Jan-09 and returned to Swiftair in late 2011. It was returned to the lessor in Mar-12 and leased to West Atlantic Airlines as G-JMCM in Apr-12. Current (Nov-16).

Replacing an earlier scanned photo with a better version 29-May-22 (DeNoise AI)

 

Operated by Air Pacific's DQ-FJD, it had the Royal Tongan Airlines livery on the right side and the Air Pacific-Fiji livery on the left side.

 

This aircraft was delivered to AWAS Ansett Worldwide Aviation Services and leased to Air Columbus (Portugal) as CS-TKG in May-94. Unfortunately, Air Columbus ceased operations just six months later, on 26-Nov-94, and the aircraft was repossessed and stored.

 

It was leased to Air Pacific as DQ-FJD in Jan-95 and returned to AWAS in May-99 (I was just in time to photograph both sides before it went back to the lessor!).

 

The aircraft was leased to Titan Airways as G-ZAPM the following month. It was operated on behalf of many different airlines during it's time with Titan, including CityFlyer Express for a couple of weeks in Aug-99 and Tyrolean Airways between Mar/May-00.

 

It was returned to AWAS in Sep-07 and was leased to Norwegian Air Shuttle as LN-KKE in Oct-07. In Oct-11, the aircraft was returned to AWAS and immediately leased to VivaAerobus (Mexico) as XA-VIR.

 

It was withdrawn by VivaAerobus in Oct-16 and stored at Mexico City. It was returned to the lessor as N813HA in Mar-17 and ferried to Tucson, AZ, USA for further storage. The aircraft ferried to Caracas, Venezuela in late May-17 and was leased to Estelar Latinoamerica (Venezuela) as YV630T. Current, updated 19-Feb-22.

Frankreich / Île-de-France - Schloss Versailles

 

Queen's hamlet

 

Weiler der Königin

 

The Palace of Versailles (/vɛərˈsaɪ, vɜːrˈsaɪ/ vair-SY, vur-SY; French: château de Versailles [ʃɑto d(ə) vɛʁsɑj]) is a former royal residence commissioned by King Louis XIV located in Versailles, about 18 kilometres (11 mi) west of the city centre of Paris, in the Yvelines department of Île-de-France region in France.

 

The palace is owned by the government of France and since 1995 has been managed, under the direction of the French Ministry of Culture, by the Public Establishment of the Palace, Museum and National Estate of Versailles. About 15,000,000 people visit the palace, park, or gardens of Versailles every year, making it one of the most popular tourist attractions in the world.

 

Louis XIII built a hunting lodge at Versailles in 1623. His successor, Louis XIV, expanded the château into a palace that went through several expansions in phases from 1661 to 1715. It was a favourite residence for both kings, and in 1682, Louis XIV moved the seat of his court and government to Versailles, making the palace the de facto capital of France. This state of affairs was continued by Kings Louis XV and Louis XVI, who primarily made interior alterations to the palace, but in 1789 the royal family and French court returned to Paris. For the rest of the French Revolution, the Palace of Versailles was largely abandoned and emptied of its contents, and the population of the surrounding city plummeted.

 

Napoleon, following his coronation as Emperor, used the subsidiary palace, Grand Trianon, as a summer residence from 1810 to 1814, but did not use the main palace. Following the Bourbon Restoration, when the king was returned to the throne, he resided in Paris and it was not until the 1830s that meaningful repairs were made to the palace. A museum of French history was installed within it, replacing the courtiers' apartments of the southern wing.

 

The palace and park were designated a World Heritage Site by UNESCO in 1979 for its importance as the centre of power, art, and science in France during the 17th and 18th centuries. The French Ministry of Culture has placed the palace, its gardens, and some of its subsidiary structures on its list of culturally significant monuments.

 

History

 

In 1623, Louis XIII, king of France, built a hunting lodge on a hill in a favourite hunting ground, 19 kilometres (12 mi) west of Paris, and 16 kilometres (10 mi) from his primary residence, the Château de Saint-Germain-en-Laye. The site, near a village named Versailles, was a wooded wetland that Louis XIII's court scorned as being generally unworthy of a king; one of his courtiers, François de Bassompierre, wrote that the lodge "would not inspire vanity in even the simplest gentleman". From 1631 to 1634, architect Philibert Le Roy replaced the lodge with a château for Louis XIII, who forbade his queen, Anne of Austria, from staying there overnight, even when an outbreak of smallpox at Saint-Germain-en-Laye in 1641 forced Louis XIII to relocate to Versailles with his three-year-old heir, the future Louis XIV.

 

When Louis XIII died in 1643, Anne became Louis XIV's regent, and Louis XIII's château was abandoned for the next decade. She moved the court back to Paris, where Anne and her chief minister, Cardinal Mazarin, continued Louis XIII's unpopular monetary practices. This led to the Fronde, a series of revolts against royal authority from 1648 to 1653 that masked a struggle between Mazarin and the princes of the blood, Louis XIV's extended family, for influence over him. In the aftermath of the Fronde, Louis XIV became determined to rule alone. Following Mazarin's death in 1661, Louis XIV reformed his government to exclude his mother and the princes of the blood, moved the court back to Saint-Germain-en-Laye, and ordered the expansion of his father's château at Versailles into a palace.

 

Louis XIV had hunted at Versailles in the 1650s, but did not take any special interest in Versailles until 1661. On 17 August 1661, Louis XIV was a guest at a sumptuous festival hosted by Nicolas Fouquet, the Superintendent of Finances, at his palatial residence, the Château de Vaux-le-Vicomte. Louis XIV was impressed by the château and its gardens, which were the work of Louis Le Vau, the court architect since 1654, André Le Nôtre, the royal gardener since 1657, and Charles Le Brun, a painter in royal service since 1647. Vaux-le-Vicomte's scale and opulence led him to imprison Fouquet that September, as he had also built an island fortress and a private army. But Louis XIV was also inspired by Vaux-le-Vicomte, and he recruited its authors for his own projects. Louis XIV replaced Fouquet with Jean-Baptiste Colbert, a protégé of Mazarin and enemy of Fouquet, and charged him with managing the corps of artisans in royal employment. Colbert acted as the intermediary between them and Louis XIV, who personally directed and inspected the planning and construction of Versailles.

 

Construction

 

Work at Versailles was at first concentrated on gardens, and through the 1660s, Le Vau only added two detached service wings and a forecourt to the château. But in 1668–69, as a response to the growth of the gardens, and the Treaty of Aix-la-Chapelle (1668), Louis XIV decided to turn Versailles into a full-scale royal residence. He vacillated between replacing or incorporating his father's château, but settled on the latter by the end of the decade, and from 1668 to 1671, Louis XIII's château was encased on three sides in a feature dubbed the enveloppe. This gave the château a new, Italianate façade overlooking the gardens, but preserved the courtyard façade, resulting in a mix of styles and materials that dismayed Louis XIV and that Colbert described as a "patchwork". Attempts to homogenize the two façades failed, and in 1670 Le Vau died, leaving the post of First Architect to the King vacant for the next seven years.

 

Le Vau was succeeded at Versailles by his assistant, architect François d'Orbay. Work at the palace during the 1670s focused on its interiors, as the palace was then nearing completion, though d'Orbay expanded Le Vau's service wings and connected them to the château, and built a pair of pavilions for government employees in the forecourt. In 1670, d'Orbay was tasked by Louis XIV with designing a city, also called Versailles, to house and service Louis XIV's growing government and court. The granting of land to courtiers for the construction of townhouses that resembled the palace began in 1671. The next year, the Franco-Dutch War began and funding for Versailles was cut until 1674, when Louis XIV had work begun on the Ambassadors' Staircase, a grand staircase for the reception of guests, and demolished the last of the village of Versailles.

 

Following the end of the Franco-Dutch War with French victory in 1678, Louis XIV appointed as First Architect Jules Hardouin-Mansart, an experienced architect in Louis XIV's confidence, who would benefit from a restored budget and large workforce of former soldiers. Mansart began his tenure with the addition from 1678 to 1681 of the Hall of Mirrors, a renovation of the courtyard façade of Louis XIII's château, and the expansion of d'Orbay's pavilions to create the Ministers' Wings in 1678–79. Adjacent to the palace, Hardouin-Mansart built a pair of stables called the Grande and Petite Écuries from 1679 to 1682 and the Grand Commun, which housed the palace's servants and general kitchens, from 1682 to 1684. Hardouin-Mansart also added two entirely new wings in Le Vau's Italianate style to house the court,[75] first at the south end of the palace from 1679 to 1681 and then at its north end from 1685 to 1689.

 

War and the resulting diminished funding slowed construction at Versailles for the rest of the 17th century. The Nine Years' War, which began in 1688, stopped work altogether until 1698. Three years later, however, the even more expensive War of the Spanish Succession began and, combined with poor harvests in 1693–94 and 1709–10, plunged France into crisis. Louis XIV thus slashed funding and cancelled some of the work Hardouin-Mansart had planned in the 1680s, such as the remodelling of the courtyard façade in the Italianate style. Louis XIV and Hardouin-Mansart focused on a permanent palace chapel, the construction of which lasted from 1699 to 1710.

 

Louis XIV's successors, Louis XV and Louis XVI, largely left Versailles as they inherited it and focused on the palace's interiors. Louis XV's modifications began in the 1730s, with the completion of the Salon d'Hercule, a ballroom in the north wing, and the expansion of the king's private apartment, which required the demolition of the Ambassadors' Staircase. In 1748, Louis XV began construction of a palace theatre, the Royal Opera of Versailles at the northernmost end of the palace, but completion was delayed until 1770; construction was interrupted in the 1740s by the War of the Austrian Succession and then again in 1756 with the start of the Seven Years' War. These wars emptied the royal treasury and thereafter construction was mostly funded by Madame du Barry, Louis XV's favourite mistress. In 1771, Louis XV had the northern Ministers' Wing rebuilt in Neoclassical style by Ange-Jacques Gabriel, his court architect, as it was in the process of falling down. That work was also stopped by financial constraints, and it remained incomplete when Louis XV died in 1774. In 1784, Louis XVI briefly moved the royal family to the Château de Saint-Cloud ahead of more renovations to the Palace of Versailles, but construction could not begin because of financial difficulty and political crisis. In 1789, the French Revolution swept the royal family and government out of Versailles forever.

 

Role in politics and culture

 

The Palace of Versailles was key to Louis XIV's politics, as an expression and concentration of French art and culture, and for the centralization of royal power. Louis XIV first used Versailles to promote himself with a series of nighttime festivals in its gardens in 1664, 1668, and 1674, the events of which were disseminated throughout Europe by print and engravings. As early as 1669, but especially from 1678, Louis XIV sought to make Versailles his seat of government, and he expanded the palace so as to fit the court within it. The moving of the court to Versailles did not come until 1682, however, and not officially, as opinion on Versailles was mixed among the nobility of France.

 

By 1687, however, it was evident to all that Versailles was the de facto capital of France, and Louis XIV succeeded in attracting the nobility to Versailles to pursue prestige and royal patronage within a strict court etiquette, thus eroding their traditional provincial power bases. It was at the Palace of Versailles that Louis XIV received the Doge of Genoa, Francesco Maria Imperiale Lercari in 1685, an embassy from the Ayutthaya Kingdom in 1686, and an embassy from Safavid Iran in 1715.

 

Louis XIV died at Versailles on 1 September 1715 and was succeeded by his five-year-old great-grandson, Louis XV,[78][106] then the duke of Anjou, who was moved to the Château de Vincennes and then to Paris by Louis XV's regent, Philippe II, Duke of Orléans. Versailles was neglected until 1722, when Philippe II removed the court to Versailles to escape the unpopularity of his regency, and when Louis XV began his majority. The 1715 move, however, broke the cultural power of Versailles, and during the reign of Louis XVI, courtiers spent their leisure in Paris, not Versailles.

 

During Christmas 1763, Mozart and his family visited Versailles and dined with the King. The 7-year-old Wolfgang Amadeus Mozart played several works during his stay and later dedicated his first two harpsichord sonatas, published in 1764 in Paris, to Madame Victoria, daughter of Louis XV.

 

In 1783, the palace was the site of the signing of the last two of the three treaties of the Peace of Paris (1783), which ended the American Revolutionary War. On 3 September, British and American delegates, led by Benjamin Franklin, signed the Treaty of Paris at the Hôtel d'York (now 56 Rue Jacob) in Paris, granting the United States independence. On 4 September, Spain and France signed separate treaties with Britain at the Palace of Versailles, formally ending the war.

 

The King and Queen learned of the Storming of the Bastille in Paris on 14 July 1789, while they were at the palace, and remained isolated there as the Revolution in Paris spread. The growing anger in Paris led to the Women's March on Versailles on 5 October 1789. A crowd of several thousand men and women, protesting the high price and scarcity of bread, marched from the markets of Paris to Versailles. They took weapons from the city armoury, besieged the palace, and compelled the King and royal family and the members of the National Constituent Assembly to return with them to Paris the following day.

 

As soon as the royal family departed, the palace was closed. In 1792, the National Convention, the new revolutionary government, ordered the transfer of all the paintings and sculptures from the palace to the Louvre. In 1793, the Convention declared the abolition of the monarchy and ordered all of the royal property in the palace to be sold at auction. The auction took place between 25 August 1793 and 11 August 1794. The furnishings and art of the palace, including the furniture, mirrors, baths, and kitchen equipment, were sold in seventeen thousand lots. All fleurs-de-lys and royal emblems on the buildings were chambered or chiselled off. The empty buildings were turned into a storehouse for furnishings, art and libraries confiscated from the nobility. The empty grand apartments were opened for tours beginning in 1793, and a small museum of French paintings and art school was opened in some of the empty rooms.

 

By virtue of an order issued by the Versailles district directorate in August 1794, the Royal Gate was destroyed, the Cour Royale was cleared and the Cour de Marbre lost its precious floor.

 

19th century – history museum and government venue

 

When Napoleon became Emperor of the French in 1804, he considered making Versailles his residence but abandoned the idea because of the cost of the renovation. Prior to his marriage with Marie-Louise in 1810, he had the Grand Trianon restored and refurnished as a springtime residence for himself and his family, in the style of furnishing that it is seen today.

 

In 1815, with the final downfall of Napoleon, Louis XVIII, the younger brother of Louis XVI, became king, and considered returning the royal residence to Versailles, where he had been born. He ordered the restoration of the royal apartments, but the task and cost was too great. Louis XVIII had the far end of the south wing of the Cour Royale demolished and rebuilt (1814–1824) to match the Gabriel wing of 1780 opposite, which gave greater uniformity of appearance to the front entrance. Neither he nor his successor Charles X lived at Versailles.

 

The French Revolution of 1830 brought a new monarch, Louis-Philippe to power, and a new ambition for Versailles. He did not reside at Versailles but began the creation of the Museum of the History of France, dedicated to "all the glories of France", which had been used to house some members of the royal family. The museum was begun in 1833 and inaugurated on 30 June 1837. Its most famous room is the Galerie des Batailles (Hall of Battles), which lies on most of the length of the second floor of the south wing. The museum project largely came to a halt when Louis Philippe was overthrown in 1848, though the paintings of French heroes and great battles still remain in the south wing.

 

Emperor Napoleon III used the palace on occasion as a stage for grand ceremonies. One of the most lavish was the banquet that he hosted for Queen Victoria in the Royal Opera of Versailles on 25 August 1855.

 

During the Franco-Prussian War of 1870–1871, the palace was occupied by the general staff of the victorious German Army. Parts of the château, including the Hall of Mirrors, were turned into a military hospital. The creation of the German Empire, combining Prussia and the surrounding German states under William I, was formally proclaimed in the Hall of Mirrors on 18 January 1871. The Germans remained in the palace until the signing of the armistice in March 1871. In that month, the government of the new Third French Republic, which had departed Paris during the war for Tours and then Bordeaux, moved into the palace. The National Assembly held its meetings in the Opera House.

 

The uprising of the Paris Commune in March 1871, prevented the French government, under Adolphe Thiers, from returning immediately to Paris. The military operation which suppressed the Commune at the end of May was directed from Versailles, and the prisoners of the Commune were marched there and put on trial in military courts. In 1875 a second parliamentary body, the French Senate, was created and held its meetings for the election of a President of the Republic in a new hall created in 1876 in the south wing of the palace. The French Senate and National Assembly continue to meet in the palace in joint session on special occasions, such as the amendment of the Constitution of France.

 

20th century

 

The end of the 19th and the early 20th century saw the beginning of restoration efforts at the palace, first led by Pierre de Nolhac, poet and scholar and the first conservator, who began his work in 1892. The conservation and restoration were interrupted by two world wars but have continued until the present day.

 

The palace returned to the world stage in June 1919, when, after six months of negotiations, the Treaty of Versailles, formally ending the First World War, was signed in the Hall of Mirrors. Between 1925 and 1928, the American philanthropist and multi-millionaire John D. Rockefeller, Jr. gave $2,166,000, the equivalent of about 38 million dollars in 2024, to restore and refurbish the palace.

 

More work took place after World War II, with the restoration of the Royal Opera of Versailles. The theatre was reopened in 1957, in the presence of Queen Elizabeth II of the United Kingdom.

 

In 1978, parts of the palace were heavily damaged in a bombing committed by Breton terrorists.

 

Starting in the 1950s, when the museum of Versailles was under the directorship of Gérald van der Kemp, the objective was to restore the palace to its state – or as close to it as possible – in 1789 when the royal family left the palace. Among the early projects was the repair of the roof over the Hall of Mirrors; the publicity campaign brought international attention to the plight of post-war Versailles and garnered much foreign money including a grant from the Rockefeller Foundation.

 

One of the more costly endeavours for the museum and the French Fifth Republic has been to repurchase as much of the original furnishings as possible. Consequently, because furniture with a royal provenance – and especially furniture that was made for Versailles – is a highly sought-after commodity on the international market, the museum has spent considerable funds on retrieving much of the palace's original furnishings.

 

21st century

 

In 2003, a new restoration initiative – the "Grand Versailles" project – was started, which began with the replanting of the gardens, which had lost over 10,000 trees during Cyclone Lothar on 26 December 1999. One part of the initiative, the restoration of the Hall of Mirrors, was completed in 2006. Another major project was the further restoration of the backstage areas of the Royal Opera of Versailles in 2007 to 2009.

 

The Palace of Versailles is currently owned by the French state. Its formal title is the Public Establishment of the Palace, Museum and National Estate of Versailles. Since 1995, it has been run as a Public Establishment, with an independent administration and management supervised by the French Ministry of Culture.

 

The grounds of the palace hosted the equestrian competition during the 2024 Summer Olympics.

 

The Queen's hamlet and Theatre

 

Near the Trianons are the French pavilion, built by Gabriel in 1750 between the two residences, and the Queen's Theatre and Queen's Hamlet, built by architect Richard Mique in 1780 and from 1783 to 1785 respectively. These were both built at the behest of Marie Antoinette; the theatre, hidden in the gardens, indulged her appreciation of opera and is absolutely original, and the hamlet to extend her gardens with rustic amenities. The building scheme of the Queen's Hamlet includes a farmhouse (the farm was to produce milk and eggs for the queen), a dairy, a dovecote, a boudoir, a barn that burned down during the French Revolution, a mill and a tower in the form of a lighthouse.

 

Modern political and ceremonial functions

 

The palace still serves political functions. Heads of state are regaled in the Hall of Mirrors; the bicameral French Parliament—consisting of the Senate (Sénat) and the National Assembly (Assemblée nationale)—meet in joint session (a congress of the French Parliament) in Versailles to revise or otherwise amend the French Constitution, a tradition that came into effect with the promulgation of the 1875 Constitution. For example, the Parliament met in joint session at Versailles to pass constitutional amendments in June 1999 (for domestic applicability of International Criminal Court decisions and for gender equality in candidate lists), in January 2000 (ratifying the Treaty of Amsterdam), in March 2003 (specifying the "decentralized organization" of the French Republic), and in March 2024 (to enshrine the freedom of women to have recourse to abortion).

 

In 2009, President Nicolas Sarkozy addressed the Great Recession before a congress in Versailles, the first time that this had been done since 1848, when Louis Napoleon Bonaparte gave an address before the French Second Republic. Following the November 2015 Paris attacks, President François Hollande gave a speech before a rare joint session of parliament at the Palace of Versailles. This was the third time since 1848 that a French president addressed a joint session of the French Parliament at Versailles. The president of the National Assembly has an official apartment at the Palace of Versailles. In 2023 a state visit by Charles III to France included a state banquet at the Palace.

 

(Wikipedia)

 

Das Schloss Versailles (französisch château de Versailles) in der gleichnamigen Nachbarstadt von Paris ist eine der größten Palastanlagen Europas und war von der Mitte des 17. Jahrhunderts bis zum Ausbruch der Französischen Revolution die Hauptresidenz der Könige von Frankreich. Der Barockbau, dessen größte Ausdehnung mehr als einen halben Kilometer beträgt, gilt als ein Höhepunkt europäischer Palastarchitektur und diente vom 17. bis zum 19. Jahrhundert als Vorbild für zahlreiche weitere Schlossbauten.

 

Ursprünglich von Philibert Le Roy als Jagdschloss für König Ludwig XIII. errichtet, wurde die Anlage ab 1661 unter Ludwig XIV. durch Louis Le Vau, François II d’Orbay, Jules Hardouin-Mansart und Robert de Cotte in mehreren Phasen um- und ausgebaut. Die Innenausstattung schuf Charles Lebrun, die berühmten Gartenanlagen, die aus einem Jagdpark hervorgingen, stammen von André Le Nôtre. Erst 1682 war der Riesenbau so weit vorangeschritten, dass der „Sonnenkönig“ mit seinem Hofstaat von Schloss Saint-Germain-en-Laye nach Versailles umziehen konnte. In seiner Zeit als Residenz war der Palast fast durchgehend von einem mehrere tausend Personen umfassenden Hofstaat bewohnt und bildete das kulturelle und große politische Zentrum Frankreichs.

 

Seit dem 19. Jahrhundert wird das Schloss als Museum genutzt. Es steht heute für Besucher offen, ebenso wie die weitläufigen Gartenanlagen und wie die drei weiteren im Park befindlichen Lustschlösser Grand Trianon, Petit Trianon und Hameau de la Reine. Während der Mittelbau mit den Staatssälen des 17. und 18. Jahrhunderts in der ursprünglichen Form zu sehen ist, beherbergen die großen Seitenflügel das im 19. Jahrhundert eingerichtete Museum der Geschichte Frankreichs. 1979 wurde Schloss Versailles in die Liste des UNESCO-Weltkulturerbes aufgenommen.

 

Das Schlossgebäude

 

Das Bauwerk

 

Der Ursprung: Ein kleines Jagdschloss

 

Der Ort Versailles vor den Toren der Hauptstadt Paris wurde 1038 erstmals urkundlich erwähnt. Der Wortstamm – versare, d. h. umgraben, umwenden – lässt seine ursprüngliche Bedeutung noch erkennen und verweist auf das kleine Bauerndorf und seine Äcker, die einst hier lagen.[3] Im Dorf Versailles befanden sich im 17. Jahrhundert ein verfallenes kleines Schloss und eine Mühle. Die Ländereien und das Anwesen gehörten zum größten Teil der ansässigen Familie Gondi, ein kleinerer Teil befand sich in königlichem Besitz. Ludwig XIII., der das wildreiche Gebiet der Galie häufig bei Jagdausflügen aufsuchte, nächtigte gelegentlich in dem mittelalterlichen Versailler Schloss und sogar in der Mühle.

 

1623 ließ sich der König anstelle der Mühle ein kleines Jagdhaus errichten, in dem er 1624 das erste Mal übernachtete. Dieser gelegentlich als Kartenschloss verspottete Ansitz war so klein, dass er nicht einmal Räumlichkeiten für die Königin enthielt. François de Bassompierre bezeichnete das Jagdhaus als „ein armseliges Schloss, bei dem nicht mal ein einfacher Edelmann Neid empfindet“. Nachdem der König Ländereien der Gondi in Versailles hinzu erworben hatte, ließ er das Gebäude von 1631 bis 1634 durch Philibert Le Roy zu einem dreiflügeligen Jagdschloss erweitern. Das verfallene alte Schloss wurde später abgetragen. Das von einem Graben umgebene, aus Backstein erbaute und mit Sandsteinelementen gegliederte neue Versailler Schloss wurde im Stil des frühen französischen Barock errichtet. Dieses Jagdschloss bildet bis heute den Kern der Anlage, es umschließt den Marmorhof, den letzten und kleinsten der drei Ehrenhöfe, die der Stadtseite des Palastes vorgelagert sind. Nach dem Tode Ludwig XIII. ging das Gebäude als Teil des Erbes an seinen Sohn und Nachfolger Ludwig XIV. über. Der junge König residierte nach seiner Regierungsübernahme 1661 regelmäßig in Versailles, das ihm zunächst vor allem als Lustschloss und Sommersitz diente und in dem er große Hoffeste ausrichten ließ.

 

Den entscheidenden Impuls zum Ausbau des Palastes lieferte wohl der Finanzminister Nicolas Fouquet. Dieser ließ sich mit Vaux-le-Vicomte ein aufsehenerregendes Schloss erbauen, das nicht nur die Kunst des höfischen Barock in Frankreich nachhaltig prägen sollte, sondern auch den Zorn des Königs erregte. Ludwig XIV. vermutete, dass Fouquet die Pracht zu einem Großteil mit dem Griff in die Staatskasse finanzierte. Er warf seinem Minister Untreue vor und ließ ihn verhaften. Das in Vaux geschaffene Gesamtkunstwerk aus Bauarchitektur und Gartenkunst bestätigte den König in seinem Vorhaben, sich eine zeitgemäße Residenz errichten zu lassen. Er zog Fouquets Architekten und Künstler zu Rate und beauftragte sie schließlich mit dem Ausbau des kleinen Schlosses seines Vaters.

 

Ausbau zum Residenzschloss

 

Entgegen dem Ratschlag des Finanzministers Colbert, der aus Kosten- und Prestigegründen einen Neubau empfahl, weigerte sich Ludwig XIV. für die Versailler Residenz das alte Jagdschloss aufzugeben und so wurde das den späteren Marmorhof umschließende Gebäude im Laufe der Zeit umgebaut und in mehreren Abschnitten in den Neubau integriert. Der König schrieb in seinen Memoiren sogar, selbst wenn das alte Schloss hätte abgerissen werden müssen, so hätte er es ganz genauso wieder errichten lassen, wie es war. Nach anfänglichen kleineren Umbauten ab 1661 bildete der Aachener Frieden von 1668 den Auftakt zu einer ersten Erweiterung des Schlosses. Der U-förmige Mittelbau Ludwigs XIII., Kern des heutigen Corps de Logis, erhielt von 1668 bis 1671 durch Le Vau die enveloppé. Dabei handelte es sich um eine bauliche, sogenannte Ummantelung des alten Schlosses durch zwei neue, äußere Trakte. Die südlichen Flügel der Ummantelung nahmen die Paradezimmer der Königin auf, die nördlichen jene des Königs. Dieser Bau besaß anstelle der späteren Spiegelgalerie noch eine große Terrasse über den gartenseitigen Arkaden des Erdgeschosses.

 

1677 verkündete der König, Versailles zum künftigen Regierungssitz zu bestimmen. Der damit verbundene Ausbau des Palastes begann im Zuge des Friedens von Nimwegen, der Umzug des Hofstaats erfolgte ab dem 5. Mai 1682. Von 1678 bis 1684 wurde die Terrasse des Corps de Logis samt den ihr benachbarten Salons durch Jules Hardouin-Mansart über- und umgebaut und die Spiegelgalerie, sowie die Salons des Krieges und des Friedens installiert. Die ursprünglich waagerechten Fensterabschlüsse des ersten Stockwerkes wurden durch Rundbogenfenster ersetzt, die mit den Spiegeln der großen Galerie korrespondierten. Mit diesen Baumaßnahmen erhielt die Gartenfassade des Hauptgebäudes ihre heutige Gestalt.

 

Um Platz für den Hofstaat zu schaffen, wurden gleichzeitig mit den Erweiterungen am Corps de Logis 1678 die Arbeiten am Südflügel und ab 1685 die am Nordflügel begonnen. Mansart plädierte zudem dafür, das Schloss um ein weiteres Stockwerk zu erhöhen, um so mehr Wohnraum zu erhalten, was der König jedoch aus unbekannten Gründen ablehnte. Beide Flügelbauten bestehen aus jeweils zwei parallel zueinander errichteten langen Gebäuderiegeln, je einer auf der Garten- und einer auf der Stadtseite. Diese sind durch Querbauten mehrfach miteinander verbunden und beinhalten so eine Anzahl kleinerer Lichthöfe. Der Südflügel war 1684 weitgehend fertig gestellt, der später begonnene Nordflügel fünf Jahre darauf. Die Arbeiten an dessen stadtseitig gelegenem Trakt wurden wegen der Kosten des Pfälzischen Erbfolgekrieges jedoch eingestellt und der Bau erst im 19. Jahrhundert vollendet. Für den Bau des Nordflügels musste die Thetis-Grotte, ein mit Statuen geschmücktes Brunnenhaus von 1664, abgerissen werden. Die darin ausgestellten Skulpturen befinden sich heute zum Teil im sogenannten Boskett des Apollo-Bades im Park des Schlosses. Auf dem Standort der Thetis-Grotte erhebt sich der Bau der 1710 durch Robert de Cotte fertiggestellten Schlosskapelle, deren Zugang durch den Nordflügel erfolgt.

 

Die Flügel des Versailler Schlosses und seiner Nebengebäude gruppieren sich um drei in einer Achse gelegene Hofplätze, die zusammen eine weitgehend zusammenhängende Fläche bilden und vom Zentrum des Schlosses in Richtung der Stadt führen. Den Ausgangspunkt bildet der kleine Marmorhof (Cour de Marbre) des umbauten Jagdschlosses, auf diesen folgt der von den Verlängerungstrakten des Corps de Logis umgebene Königshof (Cour Royale) und schließlich der große Platz des Ministerhofs (Cour des Ministres) mit den freistehenden Ministerflügeln. Da Versailles nicht nur königliche Residenz, sondern auch Regierungssitz war, wurde mit diesen Gebäuden Platz für die Hofbeamten geschaffen. Den Höfen stadtseitig gegenüber stehen der kleine und der große Marstall, umfangreiche Gebäude für die Pferde und den Fuhrpark der königlichen Familie. Östlich, vom Südflügel des Schlosses und dem südlichen Ministertrakt begrenzt, befindet sich außerdem das vierflügelige Grand Commun, ein solitär stehender Wirtschaftsbau von 1682, der die Schlossküchen und Bedienstetenwohnungen für über 1.000 Hofangestellte enthielt.

 

Nach dem Umzug des Hofes 1682 arbeiteten zeitweise über 22.000 Menschen an und in Versailles, nach den Angaben eines Zeitgenossen erreichte die Zahl der Arbeiter im Jahr 1685 sogar 36.000. Zum Ende des 18. Jahrhunderts war Versailles in seinen heutigen Dimensionen weitgehend fertiggestellt; die Gartenfassade ist 570 Meter breit.

 

Stilistische Einordnung

 

Das Äußere des Schlosses ist in zwei verschiedenen Stilformen gehalten, die zudem durch die unterschiedliche Addition der einzelnen Baukörper einen konträren Eindruck vermitteln. Die Stadtfassaden bestehen aus zahlreichen Einzelgebäuden, so dass sich dem Betrachter erst beim näheren Hinsehen erschließt, dass sie alle gemeinsam ein großes, zusammenhängendes Gebäude bilden. Die Fassaden des Schlosses folgen hier dem älteren Stil des ursprünglichen Jagdschlosses rund um den Marmorhof und entsprechen noch dem frühen französischen Barock. Sie sind aus rotem Ziegelstein errichtet, der mit Sandsteinelementen gegliedert ist, die Baukörper tragen sichtbare Mansarddächer.

 

Die Gartenfassaden des Schlosses sind im Stil des für Frankreich typischen klassizistischen Barocks gestaltet und gehen damit auf die Vorgabe von Le Vaus Ummantelung zurück. Horizontale Linien dominieren das Bauwerk und nur risalitartig hervorspringende Portale lockern die strengen Sandsteinfassaden auf. Die abschließende Balustrade des Obergeschosses ist mit steinernen Vasen und Trophäendarstellungen dekoriert und verbirgt hinter sich flache Dächer. Die Gartenfassade fasst die Gebäudeteile zu einem großen Block zusammen, dessen Breitenwirkung durch die horizontale Gliederung noch gesteigert wird.

 

Die verschiedenen Baustile des Schlosses, die majestätisch-monotone Garten- und die kleinteiligeren Stadtfassaden riefen nicht nur Bewunderung, sondern auch Kritik hervor. Versailles steht im völligen Kontrast zu den anderen Barockschlössern Frankreichs, die zumeist nicht nur kleiner, sondern wie Vaux-le-Vicomte oder Maisons-Laffitte auch im Pavillonsystem errichtet wurden. In der Kunstgeschichte werden insbesondere die Gartenfassaden zwar häufig als überwältigend in ihrer Wirkung, aber auch als eintönig beschrieben, Colbert nannte das Schloss einen „Mann mit großen Armen und einem dicken Kopf.“ Der Herzog Saint-Simon bezeichnete den Kontrast der Baustile als „schönes und häßliches, das zusammengenäht wurde“ und über das hinter der Attika verborgene Flachdach schrieb er „man glaubt einen abgebrannten Palast zu sehen, dem das obere Stockwerk und das Dach fehlen.“ Die Kapelle wurde als Riesenkatafalk verspottet und Voltaire bezeichnete sie als einen „erstaunlichen Firlefanz“.

 

Zur Zeit Ludwigs XV. wurde eine als grand dessin bezeichnete Neugestaltung der Stadtseite im Stil des Klassizismus erwogen. Die alten Fassaden dort sollten, den Gartenfassaden ähnlich, mit Haustein überbaut werden. Auch war über dem Hauptgebäude eine Kuppel geplant. Die Leitung dieses Projekts übernahm Ange-Jacques Gabriel. Letztlich erfolgte aus finanziellen Gründen jedoch ab 1771 nur der Umbau eines zu dieser Zeit baufälligen, stadtwärts gerichteten Trakts, der seit jener Zeit Gabrielflügel genannt wird. Der Pavillon des gegenüberliegenden Gebäudes, des Dufourflügels, wurde erst um 1820 angepasst und die Symmetrie der Hoffassade knapp ein halbes Jahrhundert nach Beginn der Umbauarbeiten halbwegs wiederhergestellt. Die parallel gegenüberstehenden Gebäudeteile tragen noch heute verschiedene Fassadenstile. 1780 durch Étienne-Louis Boullée vorgelegte Pläne zu einer vollständigen Neugestaltung des Schlosses im Sinne der Revolutionsarchitektur wurden nicht realisiert.

 

Symbolik und Kosten

 

Symbolik des Schlosses

 

Neben der offensichtlichen Zurschaustellung von Luxus und Reichtum diente das Schloss auch einer subtileren Darstellung des Ruhms und der Macht des Königtums. Die unter Ludwig XIV. angelegten Staatsräume und Säle verherrlichen den Sonnenkönig. Die Dekoration des Stucks und die Themen der Gemälde sind auf seine wirtschaftlichen und politischen Erfolge abgestimmt und künden von seinen Feldzügen und Siegen.[ Eine große Rolle nahmen außerdem die römische und die griechische Mythologie ein, mit deren Motiven die oberen Gesellschaftsschichten des 17. und 18. Jahrhunderts wohlvertraut waren. Die Mythologie wurde als Gleichnis eingesetzt und Ludwig XIV. wiederholt als Gott Apollon dargestellt, was der Hofgesellschaft zahlreiche Interpretationen ermöglichte. Die Darstellung als antiker Gott der Sonne und des Lichts verlieh Ludwig XIV. zudem die Aura eines mystischen, höchsten Wesens, ohne zugleich mit der Kirche in Widerspruch zu geraten – denn den Rang des Königs mit dem christlichen Gott gleichzusetzen, war auch im absolutistischen, aber immer noch katholisch geprägten Frankreich unmöglich und wäre einem Sakrileg gleichgekommen. Der Vergleich mit Apollon dagegen bekräftigte seinen Ruf als Sonnenkönig.

 

Kosten und Finanzierung

 

Obwohl der französische Haushaltsplan immense Ausgaben für das Schloss vorsah, war das Geld in Versailles immer knapp und die Bauphasen konnten nur in den Friedenszeiten zwischen den Reunionskriegen vorangetrieben werden. Nachdem Ludwig XIV. den Pfälzischen Erbfolgekrieg begonnen hatte, musste er 1689 sogar das berühmte Silbermobiliar der Spiegelgalerie verkaufen und einschmelzen, um die Kriegsausgaben zu bestreiten. Viele geplante Bauvorhaben, wie der oben beschriebene Umbau der Stadtfassaden, konnten aus Kostengründen nicht in Angriff genommen werden. Fast alle Aufträge wurden ausgeschrieben, Voranschläge unbedingt eingehalten und die Armee in Friedenszeiten zu Bauarbeiten herangezogen. Der Sonnenkönig selbst sagte: „… am liebsten wird mir immer alles sein, was möglichst schön ist und wenig kostet“. Was den meisten Betrachtern als unglaublicher Luxus erschien, war in Wirklichkeit so kostengünstig wie nur möglich gebaut, was zur Folge hatte, dass die Kamine oft nicht zogen, die Fenster nicht richtig schlossen und das Leben dort im Winter sehr unkomfortabel war.

 

Bereits zwischen 1661 und 1663 waren mehr als 1.500.000 Livres für das Schloss ausgegeben worden. Der erste Bau Ludwigs XIII. hatte insgesamt gerade einmal 300.000 Livres verbraucht, wovon 213.000 auf das Schloss verwendet und weitere 82.000 für die Gärten benötigt wurden. Im Zeitraum von 1664 bis 1688 wurde jährlich durchschnittlich eine Million Livres in Versailles verbaut. Der französische Staatshaushalt verfügte in den 1680er Jahren über ein Budget von etwa 110 Millionen Livres, wovon Ludwig nach dem Frieden von Nimwegen 15 Millionen für seine Bautätigkeiten genehmigt bekam. Bis zum Tode des Sonnenkönigs sollen 300 Millionen Livres in die Versailler Schlösser, den Park, die Ausstattung und den Unterhalt geflossen sein. Fünfzig bis sechzig Millionen allein für das Mobiliar und zwei Millionen für den Bau des Eure-Kanals. Bescheiden nimmt sich dagegen die Leibpension für die bei Unfällen verstorbenen Arbeiter aus, deren Familien im Schnitt 40 bis 100 Livres als Hinterbliebenenrente erhielten.

 

Die Trianonschlösser und der Weiler

 

Im Park von Versailles befinden sich mehrere Lustschlösser: das Grand Trianon, das Petit Trianon sowie das Hameau de la Reine (deutsch: Weiler der Königin).

 

Das weitläufige Gartenschloss Grand Trianon (großes Trianon) oder Trianon de marbre (Marmor-Trianon) stammt noch aus der Zeit Ludwigs XIV. Es war ursprünglich dem König und seiner Familie vorbehalten, doch im Laufe der Jahre wurde es auch dem weiteren Hofstaat zugänglich gemacht. Das benachbarte Petit Trianon (kleines Trianon) ist ein Werk, das Ludwig XV. für seine Mätresse Madame de Pompadour erbauen ließ. Diese starb jedoch vor der Vollendung des kleinen, klassizistischen Schlösschens. Nachdem sein Nachfolger Ludwig XVI. es Marie-Antoinette geschenkt hatte, wurde es durch sie prunkvoll ausgestattet und ein neuer Gartenbereich angelegt, in dem auch ein kleines Theater seinen Platz fand. Die Königin ließ sich hier zudem, einer damaligen Mode folgend, ein künstliches Dorf, den so genannten Weiler der Königin mit augenscheinlich windschiefen Häusern errichten, die aber in Wirklichkeit prunkvolle Dekoration für die Schäferspiele der Herrscherin waren.

 

All diese Gebäude wurden eine halbe Fußstunde entfernt vom Hauptschloss errichtet, um den Königen Entspannung und Erholung abseits des überfüllten Palastes zu bieten. Versailles war zudem in ein ganzes Netzwerk von kleineren Schlössern eingebunden. Noch im Ort selbst befand sich das Schloss Clagny, welches Madame de Montespan gewidmet war (und bereits 1769 der Spitzhacke zum Opfer fiel), und nur eine halbe Wegstunde zu Pferde entfernt befand sich das Schloss von Marly, das mit seinen Gärten und Wasserspielen zu den berühmtesten Lustschlössern des ausgehenden 17. Jahrhunderts gehörte. Ebenfalls in Reichweite lagen die königlichen Residenzen Saint-Germain-en-Laye und Saint-Cloud.

 

Geschichtlicher Überblick

 

17. und 18. Jahrhundert: Das Ancien Régime

 

Die Residenz des Sonnenkönigs und seiner Nachfolger

 

Frankreich war im 17. Jahrhundert der mächtigste Staat Europas und unter dem Wirken des Sonnenkönigs zum kulturellen, wirtschaftlichen und politischen Zentrum des Kontinents geworden. Das Schloss des Königs war ein Ausdruck der Leistungsfähigkeit Frankreichs und ein Symbol seiner Größe und Stärke. Die geordnete Natur der Parkanlagen war ein Spiegelbild der Ordnung, die Ludwig XIV. dem Land brachte.

 

Nachdem er als Kind die Gefahr der Fronde in Paris am eigenen Leib erleben musste, konnte sich der König nie für die französische Hauptstadt begeistern, er liebte dagegen das kleine Jagdschloss seines Vaters. Dort konnte er einen angemessen repräsentativen und weitläufigen neuen Palast erbauen, der zudem so im engen Paris undenkbar gewesen wäre. Der Entschluss, den Hof 1682 aus dem Palais du Louvre und dem Tuilerienpalast sowie dem bis 1682 zumeist bewohnten Schloss Saint-Germain-en-Laye hierher zu verlegen, sollte Frankreichs Geschichte für viele Jahre prägen. Hier vollendete Ludwig XIV. den Regierungsstil, den man später als Absolutismus bezeichnete. Der König wollte weitere Aufstände wie die Fronde verhindern, er schnitt die Aristokratie von ihrer alten Aufgabe der Provinzverwaltung ab und setzte Beamte dafür ein, die Mitglieder des Adels wurden dagegen an den Hof geholt. Eine mögliche Opposition aus der Ferne gegen ihn, wie sie zum Beispiel seinem Vater widerfuhr, wurde somit erschwert. Die Angehörigen des Adels wurden politisch entmachtet und im Gegenzug mit kostbaren Geschenken und prunkvollen Festen entschädigt. Der einst mächtige hohe Adel Frankreichs verließ bereitwillig seine Schlösser in den Provinzen, nur wenige konnten es sich leisten, dauerhaft eigene Hofgesellschaften zu unterhalten. Um auf der Höhe der Zeit zu sein und den neuesten Moden des Hofes folgen zu können, verschuldeten sich die Aristokraten oder erhielten willkürliche Renten vom König.

 

Eine Wohnung in Versailles zugewiesen zu bekommen, war ein bedeutendes Privileg, das zudem die Illusion vermittelte, im Zentrum der Macht an der Regierung beteiligt zu sein. Wer zu den Logeants, den im Schloss Wohnenden gehörte, stand im Rang über den Galopins, den Kutschierenden, die Abends zurück in ihre Stadtwohnungen nach Paris mussten. Innerhalb des Hoflebens übernahm das Hofzeremoniell eine bedeutende Rolle; im Prinzip unbedeutende Hofämter standen symbolisch für politischen Einfluss. Lediglich bei Hofe konnten Posten, Titel und Ämter errungen werden, und wer sich vom Sonnenkönig distanzierte, lief Gefahr, Vorrechte und Rang zu verlieren. Aus diesem Grund hielt sich die Aristokratie so gut wie ständig um ihren König auf und versuchte, ihm gefällig zu sein. Das sorgte dafür, dass zeitweise mehrere Tausend Menschen zugleich das Schloss bewohnten.

 

Für die französische Gesellschaft bedeutete der Wandel des Zweiten Standes vom Land- zum Hofadel auf Dauer eine schwere Belastung. Von ihren alten Pflichten und Aufgaben weitgehend entbunden, fristete der französische Adel bald ein dekadentes Dasein. Während der Dritte Stand die Steuerlast und die Arbeit zu tragen hatte, konnte – beziehungsweise musste – sich der Adel dem Müßiggang hingeben. Dieser Umstand sollte über hundert Jahre später einer der Auslöser der Französischen Revolution werden.

 

Leben im Schloss

 

Ludwig XIV. führte einen streng geregelten Tagesablauf, beginnend mit dem Lever (ca. 8 Uhr), einem feierlichen Staatsakt, dem Dutzende Familienangehörige und Mitglieder des Hofstaats beiwohnen mussten, ferner auswärtige Besucher und Gesandte sowie besonders auszuzeichnende Persönlichkeiten, die der König selbst täglich aussuchte. Es folgte die Arbeit im Kabinett (ca. 2 Stunden). Der ganze Tag war vom Hofzeremoniell durchgetaktet, dazu gehörten Jagden und Ausfahrten sowie Besuche und Theateraufführungen. Zu diesen Anlässen war er zu jeder Zeit von Würdenträgern umgeben. Zur späten Stunde wurde ein Hofball abgehalten. Gunstbeweise verteilte er durch Gewährung kleiner zeremonieller Aufgaben oder Vorrechte, er gestattete oder entzog Einzelnen die Teilnahme an bestimmten Zeremonien oder Festlichkeiten und wusste auf diese Weise den gesamten französischen Adel meisterhaft zu beherrschen und in Schach zu halten.

 

Nach dem Tode Ludwigs XIV. 1715 und der Regentschaft Philipp II. im Namen von Ludwig XV., der zu dieser Zeit noch ein Kind war, verließ der Hof den riesigen Palast und begab sich bis 1723 nach Paris, wo die Adligen sich aber vom Hof des Regenten im Palais Royal (oder auf seinem Schloss Saint-Cloud) teilweise fernhielten und stattdessen ihre eigenen Salons in ihren Hôtels particuliers im Marais oder im Faubourg Saint-Germain führten. Unter den Nachfolgern des Sonnenkönigs verlor Versailles seine umfassende zentralistische Bedeutung und die Gesellschaft traf sich nun zunehmend auch wieder in den Landschlössern des Adels oder den Pariser Hôtels. Dennoch residierten auch Ludwig XV. und Ludwig XVI. in Versailles, so dass das Schloss ab 1682 nur mit kurzen Unterbrechungen fast ständig von der Königsfamilie bewohnt war. Obwohl öfter Ausflüge in die vielen weiteren Schlösser rund um Paris unternommen wurden, blieb Versailles immer Regierungssitz und Mittelpunkt des höfischen Frankreichs.

 

Am Ende des Ancien Régime umfasste der Hofstaat rund 10.000 Personen, von denen bis zu 5.000 direkt im Schloss lebten. Die eigentlichen Höflinge machten davon rund 1.000 Personen aus, hinzu kamen Kammerfrauen, Köche, Leibwachen und andere Bedienstete. Der Palast war eine Stadt unter einem großen Dach, mit Wohnungen, Arbeitsräumen und Vergnügungsstätten. Auf den Gängen und Höfen ließen sich Händler nieder. Das Schloss war fast ständig überbelegt, und die Aristokratie, so sie nicht zur königlichen Familie gehörte, war zum Teil verarmt und hauste sogar in den engen Dachkammern der oberen Geschosse oder im benachbarten Grand Commun, da Ludwig XIV. seiner Ehre wegen jedem einen Schlafplatz bieten wollte. Victor Hugo bezeichnete das Schloss später als eine einzige Höflingskaserne. Der Palast war nicht allein dem Adel vorbehalten: Zugang hatte auch das gewöhnliche Volk, die Neugierigen wurden von den Bewohnern als Voyeux bezeichnet. Je höher der Rang des Besuchers war, desto weiter durfte er in das Innere des Schlosses gelangen. Der englische Reisende Arthur Young berichtete in seiner Schrift Reise durch Frankreich in den Jahren 1787, 1788, 1789 und 1792 über Versailles: „Es war höchst belustigend, wenn Strolche in den ärmlichsten Lumpen unbeobachtet durch den Palast […] spazierten.“ Der freie Zugang zum Schloss bedeutete jedoch nicht zugleich Kontakt mit den hier lebenden Personen. Wer als Bittsteller kam oder auf ein Amt hoffte, musste offiziell bei Hofe vorgestellt werden, wozu man neben einem verbrieften Titel üblicherweise die Fürsprache eines bereits etablierten Höflings benötigte. Als etabliert galt, wer über eines der zahlreichen käuflichen Hofämter verfügte, die, je nach Bedeutung des Amts, vom König oder dem Haushofmeister vergeben wurden.

 

Trotz der prunkvollen Ausstattung war Versailles ein unkomfortables Schloss. Die en filade gereihten, zugigen und hohen Räume ließen sich schlecht heizen, und Madame de Maintenon beklagte, „man erträgt lieber die Zugluft durch die Türen […], man muss in Symmetrie zugrunde gehen“. Im strengen Winter 1709 platzten sogar Likörflaschen durch die Kälte. Die große Spiegelgalerie besaß keine Kamine, und auch das zentrale Schlafzimmer Ludwigs XIV. war so kalt, dass Ludwig XV. ein privates Schlafzimmer im Nordtrakt des Corps de Logis einrichten ließ, das er nach der Zeremonie des Coucher zum Schlafen aufsuchte und morgens rechtzeitig zum Lever wieder verließ.

 

Es gab, wie damals in ganz Europa üblich, im Schloss weder fließendes Wasser noch fest installierte Toiletten. Man verrichtete die Notdurft in Leibstühle und Nachttöpfe, deren Inhalte von der Dienerschaft in bis zu 29 Sickergruben in der Umgebung des Schlosses ausgeleert wurden. Ludwig XVI. ließ sich Frankreichs erstes Wasserklosett mit Toilettenspülung einbauen. Das Schloss hatte wiederholt mit Ratten- und Mäuseplagen zu kämpfen und einmal jährlich begab sich der Hof nach Fontainebleau, damit der Versailler Palast in dieser Zeit von Grund auf gereinigt werden konnte. Der Körperpflege wurde im 17. Jahrhundert zwar noch kein übermäßiger Stellenwert zugeschrieben, doch bereits Ludwig XIV. ließ sich im Untergeschoss des Corps de Logis mehrere Zimmer umfassende Badegemächer einrichten. Im Laufe des 18. Jahrhunderts fanden sich auch zunehmend Baderäume in den Appartements der königlichen Familienmitglieder, während sich die übrigen Schlossbewohner weiterhin mit feuchten Tüchern und Waschschüsseln behelfen mussten.

 

Die Versorgung des Hofstaats mit Nahrungsmitteln und Getränken beschäftigte eine Anzahl von mehreren hundert Angestellten. Die Mitglieder der königlichen Familie und Höflinge von hohem Rang wurden als commensaux, als Tischgenossen des Königs betrachtet und aus seiner Küche versorgt.[80] Verschiedene Höflinge hatten die Verpflichtung, offene Tafeln zur Verkostung weiterer Schlossbewohner zu halten, andere Hofangestellte erhielten für ihre bouche eine finanzielle Entschädigung, mussten sich um die Versorgung allerdings selbst kümmern. Die Mahlzeiten stammten zum Teil aus den Wirtshäusern in der Umgebung des Schlosses, zum Teil aus selbst organisierten Küchen, von denen sich im Laufe der Zeit immer mehr in den Höfen und unter den Dächern des Schlosses einfanden.

 

Das Leben bei Hof bedeutete Verzicht auf Privatsphäre. Die Königsfamilie nahm selbst gewöhnliche Mahlzeiten vor Publikum ein und auch die Niederkünfte der Königinnen waren innerhalb der Hofgesellschaft traditionell öffentliche Ereignisse – so sehr, dass Marie-Antoinette während der Geburt ihres ersten Kindes in Lebensgefahr geriet, als sich zu viele Menschen in ihrem Schlafzimmer aufhielten. Schon unter den Vorgängern des Sonnenkönigs gab es strenge Riten zur Verherrlichung der französischen Herrscher, doch um das Schloss Versailles und Ludwig XIV. wurde eine beispiellose Abfolge von Zeremonien entwickelt. Die Etikette regelte und beschrieb jeden Vorgang, von großen Festlichkeiten und Empfängen bis hin zu so alltäglichen Dingen wie dem Mittagsmahl. Auch für den Fall von Krankheit und Tod gab es vorgeschriebene Regeln, und als Ludwig XV. 1774 im Trianon an den Pocken erkrankte, wurde er eilig ins Versailler Schloss gebracht, um dort unter den Augen des Hofs zu sterben. Die Bedeutung dieses Systems kann heute nicht mehr annähernd nachvollzogen werden. Dem König widerfuhr eine nahezu göttliche Verehrung und entrückte diesen, durchaus beabsichtigt, vom Volk und unterstrich seine übergeordnete Stellung. Dem König zu dienen bedeutete, Frankreich zu dienen. Ihm beim Aufstehen, beim Lever behilflich zu sein, ihm einfach nur das Wasser oder das Hemd zu reichen, galt als allergrößte Ehre, die über Aufstieg und Fall bei Hofe entscheiden konnte. Ob man in der Gegenwart des Königs stehen, sitzen oder sprechen durfte und selbst durch welche Tür man sein Schlafzimmer betrat, war ein für alle Anwesenden sichtbares Zeichen des eigenen Rangs. Ludwig XIV. schrieb in seinen Memoiren „Im übrigen ist es eine der hervorragendsten Wirkungen unserer Macht, einer Sache, die an sich keinen Wert hat, einen unbezahlbaren Preis zuzuordnen.“

 

Die Etikette galt nicht nur im Umgang mit dem König, sondern auch für jeden Herzog, jeden Prinzen, jeden Höfling. Das Protokoll regelte den Umgang miteinander und wies jedem Mitglied des Hofs einen für alle sichtbaren Platz innerhalb dieser Gesellschaft zu. Das uralte System der höfischen Etikette wurde auch unter den Nachfolgern des Sonnenkönigs kaum verändert. Ein Beispiel für das streng geregelte Hofzeremoniell ist folgende Anekdote, die durch Madame Campan, die Kammerfrau der Königin überliefert wurde und die Marie-Antoinettes Alltag im Schloss beschrieb:

 

„Das Lever der Königin vollzog sich analog dem Lever des Königs. Die Hofdame vom Dienst hatte das Recht, der Königin beim Ankleiden das Hemd zu reichen. Die Palastdame zog ihr den Unterrock und das Kleid an. Kam aber zufällig eine Prinzessin der königlichen Familie dazu, so stand dieser das Recht zu, der Königin das Hemd überzuwerfen. Einmal also war die Königin gerade von ihren Damen ganz ausgekleidet worden. Ihre Kammerfrau hielt das Hemd und hatte es soeben der Hofdame präsentiert, als die Herzogin von Orléans eintrat. Die Hofdame gab das Hemd der Kammerfrau zurück, die es gerade der Herzogin übergeben wollte, als die ranghöhere Gräfin von Provence dazukam. Nun wanderte das Hemd wieder zu der Kammerfrau zurück, und erst aus den Händen der Gräfin von Provence empfing es endlich die Königin. Sie hatte die ganze Zeit nackt, wie Gott sie geschaffen hat, dabeistehen und zusehen müssen, wie die Damen sich mit ihrem Hemd überkomplimentierten.“

 

– Madame Campan

 

Die französische Revolution

 

Am 5. Mai 1789 traten im Grande Salle des Menus Plaisirs die Generalstände zusammen. Damit begann die konstitutionelle Phase der Französischen Revolution. Der König, dem nach der Verfassung die Einberufung und Entlassung der Generalstände zustand, ließ den Sitzungssaal aus politischen Gründen schließen. Die Abgeordneten des Dritten Standes, die sich mittlerweile zur Nationalversammlung erklärt hatten, zogen sich darauf in das außerhalb des Schlossgeländes liegende Ballhaus zurück. Dort leisteten sie am 20. Juni den Ballhausschwur „… sich niemals zu trennen, bis der Staat eine Verfassung hat …“.

 

Ludwig XVI. und Marie-Antoinette bewohnten das Schloss samt ihrer Familie und dem Hofstaat bis zum 5. Oktober 1789. An diesem Tag stürmten die Poissarden das Schloss und zwangen den König und seine Familie tags darauf, Versailles für immer zu verlassen und nach Paris in den Tuilerien-Palast zu ziehen. Das Schloss wurde von den Revolutionären in den folgenden Jahren zum Teil geplündert und stand weitgehend leer.

 

Das 19. Jahrhundert

 

Nach der Revolution

 

Nach der Revolution konnte das Schloss nur notdürftig erhalten werden. Napoléon erwog, den Palast wieder als Residenz herzurichten, doch wurden die Pläne nie umgesetzt und der Kaiser der Franzosen begnügte sich damit, das Grand Trianon für Wohnzwecke umzugestalten. Seit der Regierung Louis-Philippes I. dagegen wurden die Räume des Schlosses wiederhergestellt, sowie ein historisches Nationalmuseum eingerichtet und mit Büsten, Porträts, Schlachtenbildern und anderen Kunstwerken von vorwiegend historischem Wert ausgeschmückt (darunter Meisterwerke von Horace Vernet, Eugène Delacroix, Ary Scheffer, Adolphe Yvon, James Pradier). In dieser Epoche wurden große Veränderungen im Nord- und Südflügel vorgenommen, Museumsräume in den ehemaligen Appartements eingerichtet und der große Schlachtensaal und die sogenannten Kreuzfahrer- und die Afrikasäle installiert. In diesen historistischen Museumsräumen wurden die französische und die europäische Geschichte thematisiert.

 

Der Gartenarchitekt Gabriel Thouin präsentierte 1820 in seinem Werk Plans raisonnés de toutes les espèces de jardins einen Vorschlag zur teilweisen Umgestaltung und Einbettung des (im Kernbereich geometrisch belassenen) Schlossparks in einen noch größeren Landschaftsgarten, der jedoch nicht umgesetzt wurde. Der deutsche Gartenarchitekt Peter Joseph Lenné wurde bei seinen Entwürfen durch den Plan Thouins beeinflusst.

 

Zweite Hälfte des 19. Jahrhunderts

 

Eine besondere Bedeutung gewann das Schloss für die deutsch-französische Geschichte. Vom 5. Oktober 1870 bis 13. März 1871 war es im Deutsch-Französischen Krieg Sitz des großen Hauptquartiers der deutschen Armeen. Im Spiegelsaal des Schlosses fand am 18. Januar 1871 mit der Ausrufung König Wilhelms I. von Preußen zum deutschen Kaiser Wilhelm I. die Gründung des Deutschen Reiches statt. Dieser Ort war im Sinn einer historischen Gerechtigkeit ausgewählt worden, da viele Deckengemälde die Feldzüge und Eroberungen Ludwigs XIV. in Deutschland verherrlichten. Die besiegten Franzosen hingegen sahen in dem Akt jedoch nur eine Demütigung ihres Königtums.

 

Die Friedenspräliminarien wurden am 26. Februar 1871 in Versailles unterzeichnet. Am 10. März 1871 verlegte die Nationalversammlung den Regierungssitz von Bordeaux nach Versailles; erst 1879 wurde er wieder nach Paris verlegt. Seit der Dritten Republik trat der Kongress des Parlaments in Versailles zusammen. Für diesen Zweck wurde ein Kongresssaal in den mittleren Lichthof des Südflügels eingebaut. Von 1879 bis 1953 wurden hier die Präsidenten der Republik gemeinsam von Abgeordneten und Senatoren gewählt. Auch heute tritt der Kongress bei Verfassungsänderungen zur Unterstreichung deren Bedeutsamkeit hier zusammen, das Schloss selbst dient oft als Ort von Staatsempfängen.

 

Das 20. Jahrhundert und die Gegenwart

 

Vom Versailler Vertrag zur Nachkriegszeit

 

Nach dem Ersten Weltkrieg wurde der Friedensvertrag, den das unterlegene deutsche Reich 1919 unterschreiben musste, im Versailler Schloss verhandelt. Die Franzosen wählten den Ort als Revanche für die Kaiserproklamation von 1871. Im Grand Trianon wurde der Vertrag von Trianon ausgehandelt. Die Bedingungen des Versailler Vertrages, die Deutschland eine Alleinschuld am Krieg anlasteten, werden als eine der Ursachen für den politischen Aufstieg der Nationalsozialisten betrachtet. Nach dem Zweiten Weltkrieg wurden Versailles und sein Schloss eine Stätte der deutsch-französischen Aussöhnung. Davon zeugten auch die Feierlichkeiten anlässlich der 40. Wiederkehr der Unterzeichnung des Élysée-Vertrages vom 22. Januar 1963 (2003) in der Schlachtengalerie.

 

Am 26. Juni 1978 verübten bretonische Separatisten einen Sprengstoffanschlag auf das Schloss, das ihrer Meinung nach als Symbol für den französischen Zentralismus stand. Nach 2:00 Uhr nachts explodierte ein Sprengsatz, der die Einrichtung in drei Sälen vollständig zerstörte und in sieben anderen schwere Verwüstungen anrichtete. Der entstandene Sachschaden wurde auf fünf Millionen Francs geschätzt. 1979 erfolgte die Aufnahme in die Liste des UNESCO-Weltkulturerbes. 1982 diente das Schloss als Kulisse für den Weltwirtschaftsgipfel der G7.

 

Das Schloss heute

 

Das Schloss mit seinen Gartenanlagen, Museen und Parkschlössern ist für Besucher geöffnet und zugleich das meistbesuchte Schloss Frankreichs, es zählt damit zu den größten Touristenmagneten des Landes. Rund um den Palast, seine Pflege und Verwaltung sind um die 900 Personen beschäftigt. Versailles samt seiner Museen wird von einer staatlichen Betreibergesellschaft geführt. Von 2002 bis 2007 war die spätere französische Kulturministerin Christine Albanel Geschäftsführerin des Établissement public de Versailles, ihre Amtszeit stand in der Kritik, da Albanel keine kunstwissenschaftliche Erfahrung besaß und ihr zeitweise ein Ausverkauf des französischen Nationaldenkmals vorgeworfen wurde. Gegenwärtiger Geschäftsführer ist Jean-Jacques Aillagon.

 

Für die Besichtigung der verschiedenen Museen, der Sonderausstellungen und der Gartenanlagen wird ein Eintrittsgeld verlangt, EU-Bürger unter 26 Jahren und Behinderte sind davon ausgenommen. Aufgrund der weltweiten Bekanntheit von Versailles gehören Schloss und Gärten für viele Frankreich- und Paris-Touristen zum Pflichtprogramm, im Jahr 2022 wurden fast 7 Millionen Besucher gezählt. Gäste müssen unter Umständen mit langen Warteschlangen an den Kassen, besonders im Sommer und an den Wochenenden, rechnen.

 

In der Schlossanlage und den Gärten fanden und finden zu Beginn des 21. Jahrhunderts umfangreiche Restaurierungsarbeiten statt, die bis heute (2022) andauern. Für das Projekt stellte die Regierung unter Jacques Chirac 2003 rund 390 Millionen Euro zur Verfügung. In einem ersten Abschnitt wurden u. a. die Deckengemälde im Spiegelsaal restauriert, die im Juni 2007 fertiggestellt und der Öffentlichkeit übergeben wurden. Andere fundamentale Etappen der Restaurierungskampagne waren das Bassin de Latone und einige Boskette im Park sowie Dachstuhl, Fenster und das Äußere der Schlosskapelle (Chapelle Royale). Letztere wurde im April 2021 fertiggestellt.

 

Während der Olympischen Sommerspiele 2024 in Paris wurden auf den Außenanlagen des Schlosses die Reitsportwettbewerbe sowie die Entscheidungen im Modernen Fünfkampf ausgetragen.

 

(Wikipedia)

Replaces the one we bought in '92

Photo Taken At The 2012 Fleet And Equipment Demo Day At Playland Park In Rye, New York.On Tuesday June 5, 2012.

 

City Of Yonkers New York Police Department New Fleet Vehicle 2012 Chevrolet Caprice Which Will Be Replacing Their Current Fleet Vehicle 2009 Ford Crown Victoria - 060512 2

   

IMG1794

  

1942 SA2 Class #1741 on Route 693. This service was replaced by Route 193 in August 1959. (B.Maguire Collection)

Replaced framing sections on the historic Swindon Intercity DMU Buffet vehicle from the original 1956 Edinburgh Glasgow sets are cleaned of paint and rust in preparation for welding on new bodyside sheeting during the 2016 Winter Woolies Work Week inside the goods shed at Bo'ness (SRPS).

 

The vehicle is being completely rebuilt from the frames up (and down) in a total restoration by our volunteers. When complete the vehicle shall operate with the three (already restored) Ayrshire Class 126 vehicles. www.class126.co.uk

+++ DISCLAIMER +++

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

  

Some background:

In the late 1970s the Mikoyan OKB began development of a hypersonic high-altitude reconnaissance aircraft. Designated "Izdeliye 301" (also known as 3.01), the machine had an unusual design, combining a tailless layout with variable geometry wings. The two engines fueled by kerosene were located side by side above the rear fuselage, with the single vertical fin raising above them, not unlike the Tu-22 “Blinder” bomber of that time, but also reminiscent of the US-American SR-71 Mach 3 reconnaissance aircraft.

 

Only few and rather corny information leaked into the West, and the 301 was believed not only to act as a reconnaissance plane , it was also believed to have (nuclear) bombing capabilities. Despite wind tunnel testing with models, no hardware of the 301 was ever produced - aven though the aircraft could have become a basis for a long-range interceptor that would replace by time the PVO's Tupolew Tu-28P (ASCC code "Fiddler"), a large aircraft armed solely with missiles.

 

Despite limitations, the Tu-28P served well in its role, but the concept of a very fast interceptor aircraft, lingered on, since the Soviet Union had large areas to defend against aerial intruders, esp. from the North and the East. High speed, coupled with long range and the ability to intercept an incoming target at long distances independently from ground guidance had high priority for the Soviet Air Defence Forces. Even though no official requirement was issued, the concept of Izdeliye 301 from the Seventies was eventually developed further into the fixed-wing "Izdeliye 701" ultra-long-range high-altitude interceptor in the 1980ies.

 

The impulse for this new approach came when Oleg S. Samoylovich joined the Mikoyan OKB after having worked at Suchoi OKB on the T-60S missile carrier project. Similar in overall design to the former 301, the 701 was primarily intended as a kind of successor for the MiG-31 Foxhound for the 21st century, which just had completed flight tests and was about to enter PVO's front line units.

 

Being based on a long range cruise missile carrier, the 701 would have been a huge plane, featuring a length of 30-31m, a wing span of 19m (featuring a highly swept double delta wing) and having a maximum TOW of 70 tons! Target performance figures included a top speed of 2.500km/h, a cruising speed of 2.100km/h at 17.000m and an effective range of 7.000km in supersonic or 11.000km in subsonic mode. Eventually, the 701 program was mothballed, too, being too ambitious and expensive for a specialized development that could also have been a fighter version of the Tu-22 bomber!

 

Anyway, while the MiG-31 was successfully introduced in 1979 and had evolved in into a capable long-range interceptor with a top speed of more than Mach 3 (limited to Mach 2.8 in order to protect the aircraft's structural integrity), MiG OKB decided in 1984 to take further action and to develop a next-generation technology demonstrator, knowing that even the formidable "Foxhound" was only an interim solution on the way to a true "Four plus" of even a 6th generation fighter. Other new threats like low-flying cruise missiles, the USAF's "Project Pluto" or the assumed SR-71 Mach 5 successor “Aurora” kept Soviet military officials on the edge of their seats, too.

 

Main objective was to expand the Foxhound's state-of the-art performance, and coiple it with modern features like aerodynamic instability, supercruise, stealth features and further development potential.

 

The aircraft's core mission objectives comprised:

- Provide strategic air defense and surveillance in areas not covered by ground-based air defense systems (incl. guidance of other aircraft with less sophisticated avionics)

- Top speed of Mach 3.2 or more in a dash and cruise at Mach 3.0 for prolonged periods

- Long range/high speed interception of airspace intruders of any kind, including low flying cruise missiles, UAVs and helicopters

- Intercept cruise missiles and their launch aircraft from sea level up to 30.000m altitude by reaching missile launch range in the lowest possible time after departing the loiter area

 

Because funding was scarce and no official GOR had been issued, the project was taken on as a private venture. The new project was internally known as "Izdeliye 710" or "71.0". It was based on both 301 and 701 layout ideas and the wind tunnel experiences with their unusual layouts, as well as Oleg Samoylovich's experience with the Suchoi T-4 Mach 3 bomber project and the T-60S.

 

"Izdeliye 710" was from the start intended only as a proof-of-concept prototype, yet fully functional. It would also incorporate new technologies like heat-resistant ceramics against kinetic heating at prolonged high speeds (the airframe had to resist temperatures of 300°C/570°F and more for considerable periods), but with potential for future development into a full-fledged interceptor, penetrator and reconnaissance aircraft.

 

Overall, “Izdeliye 710" looked like a shrinked version of a mix of both former MiG OKB 301 and 701 designs, limited to the MiG-31's weight class of about 40 tons TOW. Compared with the former designs, the airframe received an aerodynamically more refined, partly blended, slender fuselage that also incorporated mild stealth features like a “clean” underside, softened contours and partly shielded air intakes. Structurally, the airframe's speed limit was set at Mach 3.8.

 

From the earlier 301 design,the plane retained the variable geometry wing. Despite the system's complexity and weight, this solution was deemed to be the best approach for a combination of a high continuous top speed, extended loiter time in the mission’s patrol areas and good performance on improvised airfields. Minimum sweep was a mere 10°, while, fully swept at 68°, the wings blended into the LERXes. Additional lift was created through the fuselage shape itself, so that aerodynamic surfaces and therefore drag could be reduced.

 

Pilot and radar operator sat in tandem under a common canopy with rather limited sight. The cockpit was equipped with a modern glass cockpit with LCD screens. The aircraft’s two engines were, again, placed in a large, mutual nacelle on the upper rear fuselage, fed by large air intakes with two-dimensional vertical ramps and a carefully modulated airflow over the aircraft’s dorsal area.

 

Initially, the 71.0 was to be powered by a pair of Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each, and with 152 kN (34,172 lbf) with full afterburner. These were the same engines that powered the MiG-31, but there were high hopes for the Kolesov NK-101 engine: a variable bypass engine with a maximum thrust in the 200kN range, at the time of the 71.0's design undergoing bench tests and originally developed for the advanced Suchoj T-4MS strike aircraft.

With the D-30F6, the 71.0 was expected to reach Mach 3.2 (making the aircraft capable of effectively intercepting the SR-71), but the NK-101 would offer in pure jet mode a top speed in excess of Mach 3.5 and also improve range and especially loiter time when running as a subsonic turbofan engine.

 

A single fin with an all-moving top and an additional deep rudder at its base was placed on top of the engine nacelle. Additional maneuverability at lower speed was achieved by retractable, all-moving foreplanes, stowed in narrow slits under the cockpit. Longitudinal stability at high speed was improved through deflectable stabilizers: these were kept horizontal for take-off and added to the overall lift, but they could be folded down by up to 60° in flight, acting additionally as stabilizer strakes.

 

Due to the aircraft’s slender shape and unique proportions, the 71.0 quickly received the unofficial nickname "жура́вль" (‘Zhurávl' = Crane). The aircaft’s stalky impression was emphasized even more through its unusual landing gear arrangement: Due to the limited internal space for the main landing gear wells between the weapons bay, the wing folding mechanisms and the engine nacelle, MiG OKB decided to incorporate a bicycle landing gear, normally a trademark of Yakovlew OKB designs, but a conventional landing gear could simply not be mounted, or its construction would have become much too heavy and complex.

 

In order to facilitate operations from improvised airfields and on snow the landing gear featured twin front wheels on a conventional strut and a single four wheel bogie as main wheels. Smaller, single stabilizer wheels were mounted on outriggers that retracted into slender fairings at the wings’ fixed section trailing edge, reminiscent of early Tupolev designs.

 

All standard air-to-air weaponry, as well as fuel, was to be carried internally. Main armament would be the K-100 missile (in service eventually designated R-100), stored in a large weapons bay behind the cockpit on a rotary mount. The K-100 had been under development at that time at NPO Novator, internally coded ‘Izdeliye 172’. The K-100 missile was an impressive weapon, and specifically designed to attack vital and heavily defended aerial targets like NATO’s AWACS aircraft at BVR distance.

 

Being 15’ (4.57 m) long and weighing 1.370 lb (620 kg), this huge ultra-long-range weapon had a maximum range of 250 mi (400 km) in a cruise/glide profile and attained a speed of Mach 6 with its solid rocket engine. This range could be boosted even further with a pair of jettisonable ramjets in tubular pods on the missile’s flanks for another 60 mi (100 km). The missile could attack targets ranging in altitude between 15 – 25,000 meters.

 

The weapon would initially be allocated to a specified target through the launch aircraft’s on-board radar and sent via inertial guidance into the target’s direction. Closing in, the K-100’s Agat 9B-1388 active seeker would identify the target, lock on, and independently attack it, also in coordination with other K-100’s shot at the same target, so that the attack would be coordinated in time and approach directions in order to overload defense and ensure a hit.

 

The 71.0’s internal mount could hold four of these large missiles, or, alternatively, the same number of the MiG-31’s R-33 AAMs. The mount also had a slot for the storage of additional mid- and short-range missiles for self-defense, e .g. three R-60 or two R-73 AAMs. An internal gun was not considered to be necessary, since the 71.0 or potential derivatives would fight their targets at very long distances and rather rely on a "hit-and-run" tactic, sacrificing dogfight capabilities for long loitering time in stand-by mode, high approach speed and outstanding acceleration and altitude performance.

 

Anyway, provisions were made to carry a Gsh-301-250 gun pod on a retractable hardpoint in the weapons bay instead of a K-100. Alternatively, such pods could be carried externally on four optional wing root pylons, which were primarily intended for PTB-1500 or PTB-3000 drop tanks, or further missiles - theoretically, a maximum of ten K-100 missiles could be carried, plus a pair of short-range AAMs.

 

Additionally, a "buddy-to-buffy" IFR set with a retractable drogue (probably the same system as used on the Su-24) was tested (71.2 was outfitted with a retractable refuelling probe in front of the cockpit), as well as the carriage of simple iron bombs or nuclear stores, to be delivered from very high altitudes. Several pallets with cameras and sensors (e .g. a high resolution SLAR) were also envisioned, which could easily replace the missile mounts and the folding weapon bay covers for recce missions.

 

Since there had been little official support for the project, work on the 710 up to the hardware stage made only little progress, since the MiG-31 already filled the long-range interceptor role in a sufficient fashion and offered further development potential.

A wooden mockup of the cockpit section was presented to PVO and VVS officials in 1989, and airframe work (including tests with composite materials on structural parts, including ceramic tiles for leading edges) were undertaken throughout 1990 and 1991, including test rigs for the engine nacelle and the swing wing mechanism.

 

Eventually, the collapse of the Soviet Union in 1991 suddenly stopped most of the project work, after two prototype airframes had been completed. Their internal designations were Izdeliye 71.1 and 71.2, respectively. It took a while until the political situation as well as the ex-Soviet Air Force’s status were settled, and work on Izdeliye 710 resumed at a slow pace.

 

After taking two years to be completed, 71.1 eventually made its roll-out and maiden flight in summer 1994, just when MiG-31 production had ended. MiG OKB still had high hopes in this aircraft, since the MiG-31 would have to be replaced in the next couple of years and "Izdeliye 710" was just in time for the potential procurement process. The first prototype wore a striking all-white livery, with dark grey ceramic tiles on the wings’ leading edges standing out prominently – in this guise and with its futuristic lines the slender aircraft reminded a lot of the American Space Shuttle.

 

71.1 was primarily intended for engine and flight tests (esp. for the eagerly awaited NK-101 engines), as well as for the development of the envisioned ramjet propulsion system for full-scale production and further development of Izdeliye 710 into a Mach 3+ interceptor. No mission avionics were initially fitted to this plane, but it carried a comprehensive test equipment suite and ballast.

 

Its sister ship 71.2 flew for the first time in late 1994, wearing a more unpretentious grey/bare metal livery. This plane was earmarked for avionics development and weapons integration, especially as a test bed for the K-100 missile, which shared Izdeliye 710’s fate of being a leftover Soviet project with an uncertain future and an even more corny funding outlook.

 

Anyway, aircraft 71.2 was from the start equipped with a complete RP-31 ('Zaslon-M') weapon control system, which had been under development at that time as an upgrade for the Russian MiG-31 fleet being part of the radar’s development program secured financial support from the government and allowed the flight tests to continue. The RP-31 possessed a maximum detection range of 400 km (250 mi) against airliner-sized targets at high altitude or 200 km against fighter-sized targets; the typical width of detection along the front was given as 225 km. The system could track 24 airborne targets at one time at a range of 120 km, 6 of which could be simultaneously attacked with missiles.

 

With these capabilities the RP-31 suite could, coupled with an appropriate carrier airframe, fulfil the originally intended airspace control function and would render a dedicated and highly vulnerable airspace control aircraft (like the Beriev A-50 derivative of the Il-76 transport) more or less obsolete. A group of four aircraft equipped with the 'Zaslon-M' suite would be able to permanently control an area of airspace across a total length of 800–900 km, while having ultra-long range weapons at hand to counter any intrusion into airspace with a quicker reaction time than any ground-based fighter on QRA duty. The 71.0, outfitted with the RP-31/K-100 system, would have posed a serious threat to any aggressor.

 

In March 1995 both prototypes were eventually transferred to the Kerchenskaya Guards Air Base at Savasleyka in the Oblast Vladimir, 300 km east of Mocsow, where they received tactical codes of '11 Blue' and '12 Blue'. Besides the basic test program and the RP-31/K-100 system tests, both machines were directly evaluated against the MiG-31 and Su-27 fighters by the Air Force's 4th TsBPi PLS, based at the same site.

 

Both aircraft exceeded expectations, but also fell short in certain aspects. The 71.0’s calculated top speed of Mach 3.2 was achieved during the tests with a top speed of 3,394 km/h (2.108 mph) at 21,000 m (69.000 ft). Top speed at sea level was confirmed at 1.200 km/h (745 mph) indicated airspeed.

Combat radius with full weapon load and internal fuel only was limited to 1,450 km (900 mi) at Mach 0.8 and at an altitude of 10,000 m (33,000 ft), though, and it sank to a mere 720 km (450 mi) at Mach 2.35 and at an altitude of 18,000 m (59,000 ft). Combat range with 4x K-100 internally and 2 drop tanks was settled at 3,000 km (1,860 mi), rising to 5,400 km (3,360 mi) with one in-flight refueling, tested with the 71.2. Endurance at altitude was only slightly above 3 hours, though. Service ceiling was 22,800 m (74,680 ft), 2.000 m higher than the MiG-31.

 

While these figures were impressive, Soviet officials were not truly convinced: they did not show a significant improvement over the simpler MiG-31. MiG OKB tried to persuade the government into more flight tests and begged for access to the NK-101, but the Soviet Union's collapse halted this project, too, so that both Izdeliye 710 had to keep the Soloviev D-30F6.

 

Little is known about the Izdeliye 710 project’s progress or further developments. The initial tests lasted until at least 1997, and obviously the updated MiG-31M received official favor instead of a completely new aircraft. The K-100 was also dropped, since the R-33 missile and later its R-37 derivative sufficiently performed in the long-range aerial strike role.

 

Development on the aircraft as such seemed to have stopped with the advent of modernized Su-27 derivatives and the PAK FA project, resulting in the Suchoi T-50 prototype. Unconfirmed reports suggest that one of the prototypes (probably 71.1) was used in the development of the N014 Pulse-Doppler radar with a passive electronically scanned array antenna in the wake of the MFI program. The N014 was designed with a range of 420 km, detection target of 250km to 1m and able to track 40 targets while able to shoot against 20.

 

Most interestingly, Izdeliye 710 was never officially presented to the public, but NATO became aware of its development through satellite pictures in the early Nineties and the aircraft consequently received the ASCC reporting codename "Fastback".

 

Until today, only the two prototypes have been known to exist, and it is assumed – had the type entered service – that the long-range fighter had received the official designation "MiG-41".

  

General characteristics:

Crew: 2 (Pilot, weapon system officer)

Length (incl. pitot): 93 ft 10 in (28.66 m)

Wingspan:

- minimum 10° sweep: 69 ft 4 in (21.16 m)

- maximum 68° sweep: 48 ft 9 in (14,88 m)

Height: 23 ft 1 1/2 in (7,06 m )

Wing area: 1008.9 ft² (90.8 m²)

Weight: 88.151 lbs (39.986 kg)

 

Performance:

Maximum speed:

- Mach 3.2 (2.050 mph (3.300 km/h) at height

- 995 mph (1.600 km/h) supercruise speed at 36,000 ft (11,000 m)

- 915 mph (1.470 km/h) at sea level

Range: 3.705 miles (5.955 km) with internal fuel

Service ceiling: 75.000 ft (22.500 m)

Rate of climb: 31.000 ft/min (155 m/s)

 

Engine:

2x Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each

and with 152 kN (34,172 lbf) with full afterburner.

 

Armament:

Internal weapons bay, main armament comprises a flexible missile load; basic ordnance of 4x K-100 ultra long range AAMs plus 2x R-73 short-range AAMs: other types like the R-27, R-33, R-60 and R-77 have been carried and tested, too, as well as podded guns on internal and external mounts. Alternatively, the weapon bay can hold various sensor pallets.

Four hardpoints under the wing roots, the outer pair “wet” for drop tanks of up to 3.000 l capacity, ECM pods or a buddy-buddy refueling drogue system. Maximum payload mass is 9000 kg.

  

The kit and its assembly

The second entry for the 2017 “Soviet” Group Build at whatifmodelers.com – a true Frankenstein creation, based on the scarce information about the real (but never realized) MiG 301 and 701 projects, the Suchoj T-60S, as well as some vague design sketches you can find online and in literature.

This one had been on my project list for years and I already had donor kits stashed away – but the sheer size (where will I leave it once done…?) and potential complexity kept me from tackling it.

 

The whole thing was an ambitious project and just the unique layout with a massive engine nacelle on top of the slender fuselage instead of an all-in-one design makes these aircraft an interesting topic to build. The GB was a good motivator.

 

“My” fictional interpretation of the MiG concepts is mainly based on a Dragon B-1B in 1:144 scale (fuselage, wings), a PM Model Su-15 two seater (donating the nose section and the cockpit, as well as wing parts for the fin) and a Kangnam MiG-31 (for the engine pod and some small parts). Another major ingredient is a pair of horizontal stabilizers from a 1:72 Hasegawa A-5 Vigilante.

 

Fitting the cockpit section took some major surgery and even more putty to blend the parts smoothly together. Another major surgical area was the tail; the "engine box" came to be rather straightforward, using the complete rear fuselage section from the MiG-31 and adding the intakes form the same kit, but mounted horizontally with a vertical splitter.

 

Blending the thing to the cut-away tail section of the B-1 was quite a task, though, since I not only wanted to add the element to the fuselage, but rather make it look a bit 'organic'. More than putty was necessary, I also had to made some cuts and transplantations. And after six PSR rounds I stopped counting…

 

The landing gear was built from scratch – the front wheel comes mostly from the MiG-31 kit. The central bogie and its massive leg come from a VEB Plasticart 1:100 Tu-20/95 bomber, plus some additional struts. The outriggers are leftover landing gear struts from a Hobby Boss Fw 190, mated with wheels which I believe come from a 1:200 VEB Plasticart kit, an An-24. Not certain, though. The fairings are slender MiG-21 drop tanks blended into the wing training edge. For the whole landing gear, the covers were improvised with styrene sheet, parts from a plastic straw(!) or leftover bits from the B-1B.

 

The main landing gear well was well as the weapons’ bay themselves were cut into the B-1B underside and an interior scratched from sheet and various leftover materials – I tried to maximize their space while still leaving enough room for the B-1B kit’s internal VG mechanism.

The large missiles (two were visible fitted and the rotary launcher just visibly hinted at) are, in fact, AGM-78 ‘Standard’ ARMs in a fantasy guise. They look pretty Soviet, though, like big brothers of the already not small R-33 missiles from the MiG-31.

 

While not in the focus of attention, the cockpit interior is completely new, too – OOB, the Su-15 cockpit only has a floor and rather stubby seats, under a massive single piece canopy. On top of the front wheel well (from a Hasegawa F-4) I added a new floor and added side consoles, scratched from styrene sheet. F-4 dashboards improve the decoration, and I added a pair of Soviet election seats from the scrap box – IIRC left over from two KP MiG-19 kits.

The canopy was taken OOB, I just cut it into five parts for open display. The material’s thickness does not look too bad on this aircraft – after all, it would need a rather sturdy construction when flying at Mach 3+ and withstanding the respective pressures and temperatures.

  

Painting

As a pure whif, I was free to use a weirdo design - but I rejected this idea quickly. I did not want a garish splinter scheme or a bright “Greenbottle Fly” Su-27 finish.

With the strange layout of the aircraft, the prototype idea was soon settled – and Soviet prototypes tend to look very utilitarian and lusterless, might even be left in grey. Consequently, I adapted a kind of bare look for this one, inspired by the rather shaggy Soviet Tu-22 “Blinder” bombers which carried a mix of bare metal and white and grey panels. With additional black leading edges on the aerodynamic surfaces, this would create a special/provisional but still purposeful look.

 

For the painting, I used a mix of several metallizer tones from ModelMaster and Humbrol (including Steel, Magnesium, Titanium, as well as matt and polished aluminum, and some Gun Metal and Exhaust around the engine nozzles, partly mixed with a bit of blue) and opaque tones (Humbrol 147 and 127). The “scheme” evolved panel-wise and step by step. The black leading edges were an interim addition, coming as things evolved, and they were painted first with black acrylic paint as a rough foundation and later trimmed with generic black decal stripes (from TL Modellbau). A very convenient and clean solution!

 

The radomes on nose and tail and other di-electric panels became dark grey (Humbrol 125). The cockpit tub was painted with Soviet Cockpit Teal (from ModelMaster), while the cockpit opening and canopy frames were kept in a more modest medium grey (Revell 57). On the outside of the cabin windows, a fat, deep yellow sealant frame (Humbrol 93, actually “Sand”) was added.

 

The weapon bay was painted in a yellow-ish primer tone (seen on pics of Tu-160 bombers) while the landing gear wells received a mix of gold and sand; the struts were painted in a mixed color, too, made of Humbrol 56 (Aluminum) and 34 (Flat White). The green wheel discs (Humbrol 131), a typical Soviet detail, stand out well from the rather subdued but not boring aircraft, and they make a nice contrast to the red Stars and the blue tactical code – the only major markings, besides a pair of MiG OKB logos under the cockpit.

 

Decals were puzzled together from various sheets, and I also added a lot of stencils for a more technical look. In order to enhance the prototype look further I added some photo calibration markings on the nose and the tail, made from scratch.

  

A massive kitbashing project that I had pushed away for years - but I am happy that I finally tackled it, and the result looks spectacular. The "Firefox" similarity was not intended, but this beast really looks like a movie prop - and who knwos if the Firefox was not inspired by the same projects (the MiG 301 and 701) as my kitbash model?

The background info is a bit lengthy, but there's some good background info concerning the aforementioned projects, and this aircraft - as a weapon system - would have played a very special and complex role, so a lot of explanations are worthwhile - also in order to emphasize that I di not simply try to glue some model parts together, but rather try to spin real world ideas further.

 

Mighty bird!

Replacing an earlier digital photo with a better version, plus Topaz DeNoise AI 01-Mar-24.

 

A 'one airline' aircraft, it was delivered to Saudia - Saudi Arabian Airlines as HZ-AKL in Nov-98. after just under 19 years in service it was permanently retired at Jeddah, Saudi Arabia in Aug-17.

Peterlee, is a New Town in County Durham, named after Peter Lee the miner's leader and county councillor. George Grenfell-Baines was the primary architect on the project, having replaced Berthold Lubetkin who resigned from the Peterlee Development Corporation in 1950, his ambitious plans for tower blocks having been rejected as unsuitable for the geology of the area which had been weakened by mining works.

 

Photographed during a day visit in February 2014.

The ageing Willys Model 77 was replaced with a more modern Model 37 in 1937 with a rounded nose, the headlights recessed into the fenders. (1938 Model 38 and 1939 Model 39) The 1940 model was the 440 and 1941/42 models were the 441 and 442 ‘Americars’

Although the 1940 body design was essentially the same as the 1939 models, the front end design was updated.

Models available in 1940 were;

The 440 Deluxe, 2 door Coupe, 4 door Sedan and Woody Wagon

The 440 Speedway, 2 door Coupe and 4 door Sedan

Original engine; 61hp 134 cu in Go Devil 4 cyl

Critical four-cylinder engine failures and the sheer lack of assistance from Willys turned many Americars into perfect targets for the nascent hot rod community

Houston teachers replaced the grocery store center with a thrift store to teach students about reusing items instead of throwing them away.

British Railways Brush Traction Type 4 Co-Co class 47/0 diesel-electric locomotive number 47284 of Bristol Bath Road Traction Maintenance Depot passes Castleton East Junction signal box 60 signal with the twelve van 10:35 Leeds to Manchester Red Bank Carriage Sidings empty non-passenger carrying coaching stock van train (4M06). 11:44, Sunday 27th October 1985

(1/250, F5.6)

 

Note, 47284 was built to a Brush Traction design by British Railways at Crewe works in 1965 as number D1986, being renumbered 47284 in March 1974

 

60 signal (Up Main Home, although plated as the Up Main Home 1) was carried on a tubular post commissioned on 10th March 1985 that replaced a London Midland & Scottish Railway Company right-hand bracket on a tubular main stem in the same location . The signal was decommissioned at 00:44 on 31st March 2013 in preparation for the replacement of absolute block working between Vitriol Works, Castleton East Junction and Rochdale West signal boxes by track circuit block working

 

Ref no IL/06525

I've rediscovered PicMonkey.....found some options I overlooked before, so I now like it more than Pixlr. And more good news I discovered today......the old Picnik team is about to launch a new site that is very similar to Picnik called ribbit! Not up and running yet, but soon!

 

© all rights reserved

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.

Replacing an earlier scanned photo with a better version 20-Oct-20.

 

Named: "Liberec".

 

This aircraft was delivered to the GPA Group Ltd (later to become part of GECAS) and leased to MAS Malaysia Airline System as 9M-MJM in Jan-91. It was returned to the lessor in Feb-95 and leased to CSA Czech Airlines as OK-WGG the following month. The aircraft was returned to the lessor in Dec-05 and leased to Lion Air (Indonesia) as PK-LIS a few days later. It was withdrawn from service at Jakarta-CGK in 2013 and stored. The aircraft was ferried to Batam, Indosesia in 2016 and permanently retired.

Yorkshire Water are replacing the Wheatcroft outlet in South Bay, which discharges ‘consented’ waste water, from the washing and processing of potatoes at McCain, into the sea at Cornelian Bay. The Abeko Server 3 and Aaron are in Scarborough to dig a trench for the new 2.5 km hdpe pipe for the main contractor Van Oord. The contract should be copleted by the end of August, until then the present outfall will remain in use.

Fall colours fading and replaced with holiday lights and decor.

+++ 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 AH-64 Apache originally started as the Model 77 developed by Hughes Helicopters for the United States Army's Advanced Attack Helicopter program to replace the AH-1 Cobra. The prototype YAH-64 was first flown on 30 September 1975. The U.S. Army selected the YAH-64 over the Bell YAH-63 in 1976, and later approved full production in 1982. After purchasing Hughes Helicopters in 1984, McDonnell Douglas continued AH-64 production and development. The helicopter was introduced to U.S. Army service in April 1986. The first production AH-64D Apache Longbow, an upgraded Apache variant, was delivered to the Army in March 1997. Production has been continued by Boeing Defense, Space & Security, and more than 2,000 AH-64s have been produced to date.

 

The Boeing AH-64 Apache is a four-blade, twin-turboshaft attack helicopter with a tailwheel-type landing gear arrangement and a tandem cockpit for a two-man crew. It features a nose-mounted sensor suite for target acquisition and night vision systems. It is armed with a 30 mm (1.18 in) M230 chain gun carried between the main landing gear, under the aircraft's forward fuselage. It has four hardpoints mounted on stub-wing pylons, typically carrying a mixture of AGM-114 Hellfire missiles and Hydra 70 rocket pods. The AH-64 has a large amount of systems redundancy to improve combat survivability.

 

The U.S. Army is the primary operator of the AH-64; it has also become the primary attack helicopter of multiple nations, including Greece, Japan, Israel, the Netherlands, Singapore, and the United Arab Emirates; as well as being produced under license in the United Kingdom as the AgustaWestland Apache. American AH-64s have served in conflicts in Panama, the Persian Gulf, Kosovo, Afghanistan, and Iraq. Israel used the Apache in its military conflicts in Lebanon and the Gaza Strip; British and Dutch Apaches have seen deployments in Afghanistan and Iraq.

 

Studies for a naval version of the Apache were begun during 1984 and since that time the McDonnell Douglas Helicopter Company has proposed several modified Apaches to both the U.S. Marine Corps and U.S. Navy. The navalized Apache was viewed as a replacement for the aging Bell AH-1 Sea Cobras that are in service with the Navy and Marines. With the introduction of a four-blade rotor system to the then current Marine Sea Cobra, the AH-1W, the Bell Cobra was believed to have reached the limit of its development. While older Sea Cobra airframes could be brought up to AH-1W standards, the Marines saw the need for a replacement for the Sea Cobra with some urgency.

 

The proposed Sea Apache (also known as the ‘Gray Thunder’) was intended for operations from smaller Navy ships such as frigates and cruisers and by the Marines from Amphibious Assault Ships (LHA) and smaller helicopter capable amphibious ships of a Marine Amphibious Ready Group (ARG). These ships would frequently operate outside the air cover of a carrier task group, so that the Sea Apache was also tasked with limited air defense duties and regarded as an offensive surface strike platform, with more capable weapons than the Army's version.

 

Since 1984, several design studies and formal proposals had evolved, with the Navy requesting changes in the Sea Apache configuration as it refined the aircraft's missions and roles. All in all the project went through no less than three stages, and each of these proposed navalized versions of the Apache differed in several ways from the standard Army AH-64A, although all three proposals had the same powerplants in common, two 1,723shp naval standard General Electric T700-GE-401 engines.

Also in common were increased corrosion preventive measures, improved electro-magnetic interference protection, a Doppler navigation system, upgraded brakes, additional tie down points, and a powered automatic rotor blade fold system.

 

Some of the missions envisioned by the Navy for the Sea Apache were:

- Escort for amphibious assault craft

- Anti-shipping strike

- Combat Air Patrol (CAP) with up to six Sidewinders

- Over the Horizon (OTH) targeting for surface ships

- Air support for SEAL special warfare teams

- Standoff surveillance

- Long range coastal patrol

 

Originally (designated “Stage 1”), the Sea Apache was to be a basic AH-64A airframe modified with a folding tail boom, a relocated tail wheel, a mast-mounted radar for surface/air search and attack, and provisions for Harpoon and Sidewinder missiles. Over time, however, the engineering studies and changing roles/missions requirements revealed that the Sea Apache's final configuration would have to be altered drastically.

 

One of the early problems encountered with navalizing the Apache was the narrow wheel base of the main landing gear. Engineering studies found that the standard Apache main wheel track was too narrow, causing the aircraft to be very unstable on the deck of a small ship. The roll of the deck in heavy seas, coupled with the aircraft's narrow wheel base and a relatively high center of gravity, could easily cause the Sea Apache to tip over. To solve this problem, McDonnell Douglas engineers redesigned the main landing gear, relocating it from the fuselage to the tips of the stub wings. The revised main landing gear was also retractable, with the gear retracting into streamlined housings (although the wheel itself remains uncovered) on the end of each reinforced stub wing. These housings also had provisions for mounting Sidewinder missile launcher rails.

 

The revised landing gear configuration was put forward in the second proposal (Stage 2) which also deleted the 30mm Chain Gun and its associated ammunition storage system. Furthermore, the Stage 2 Sea Apache featured a revised nose contour and replaced the TADS/PNVS with a nose mounted radar.

Extended fuselage side sponsons carried additional electronics and fuel cells. The sponsons themselves were smoothly faired into the fuselage to lower drag and extended almost to the tip of the nose. This aircraft was to also have provision for carrying two AIM-9L Sidewinder air-to-air missiles on short racks on the fuselage underside, a folding tail assembly and a retractable tail wheel.

 

This design had been refined still further, and the Stage 3 Sea Apache proposal had the side fuselage sponsons deleted and featured a larger nose radome intended to house an APG-65 Sea Search radar. This radar, developed from the multi-mode radar used on the F/A-18 Hornet fighter/attack aircraft, was compatible for both air-to-surface attack and air-to-air engagements. The forward fuselage was deepened to house additional fuel cells and the relocated avionics bays.

 

Projected armament included both the Harpoon or Penguin air-to-surface missiles (although the number of stations had been reduced to two) as primary weapons against surface targets, plus two Sidewinder air-to-air missiles for self-defense.

Additional weapons included Stinger, Sidearm, AMRAAM, and Hellfire missiles, as well as 127mm Zuni and 70mm FFAR rockets. Performance goals specified for the Sea Apache by the Navy at this stage included a 370km mission radius, and a four hour endurance on station. To extend the Sea Apache's time on station even further, an extendable in-flight refueling probe would be mounted on the starboard fuselage side below the cockpit. Consideration was also being given to installing the Canadian developed Bear Trap automatic haul-down landing system, which allowed operations during heavy sea states.

 

In 1989 the Navy gave serious consideration to the purchase of the Sea Apache once adequate funding was made available to finance prototype construction. The Navy desires the Sea Apache not only for its capabilities, but also because the aircraft would cost far less to acquire than to undertake the design of a totally new aircraft to replace the AH-1W in service.

 

It took until 1992 that the AH-64N, how the Sea Apache was now officially called, was given green lights and a total of seven prototypes were ordered (five for flight tests and in different configurations from Stage 2 and 3, plus two static airframes), and trials took another four years. During this time, one prototype was lost in a fatal crash and the overall budget for the new helicopter was slimmed down, so that the service aircraft became less drastically changed from the Army helicopter, and was eventually designated “Stage 2+”. It carried the Stage 3 avionics suite, but the performance goals became less ambitious, so that the deepened fuselage was not necessary anymore, improving aerodynamics and compensating a little for the reduced internal fuel capacity.

 

The first production AH-64Ns were delivered in 1998 and entered service on board of US Navy Wasp-class amphibious assault ships, e. g. the newly built USS Bataan (LHD-5), in 1999. Bataan was also one of many vessels in the Middle East region at the beginning of the Iraq war on or about 20 March 2003. After delivering her attack and transport helicopters, troops and vehicles she was employed as a "Harrier Carrier" with primary duties supporting two Marine AV-8B Harrier II squadrons along with USS Bonhomme Richard. USN AH-64Ns of the newly formed HLA-80 light attack helicopter squadron served successfully in the Combat Air Patrol (CAP) role, armed with AIM-120 AMRAAM and AIM-9L Sidewinders, as well as in the escort role for emergency medical care transports in the conflict region.

 

Until 2003, a total of 80 AH-64Ns were built, exclusively for the US Navy. The US Marines showed interest in the new helicopter, but budget restrictions forced the USMC to stay with its AH-1W helicopters and the AV-8B fleet. A proposed Marine Corps variant would retain the TADS/PNVS and Hellfire missile system, for use in the close air support role and for anti-shipping duties while escorting amphibious vessels. This variant would also relocate the radar dome back to the top of the rotor mast. Another option favored by the Marines was the capability to use the four tube TOW missile system as a back-up to the Hellfire missile system. But due to further budget restrictions, this variant that resembled the initial Stage 1 design of the AH-64N, never left the drawing board.

 

Further export ambitions received a blow when the British Army successfully deployed license-built AgustaWestland Apaches in 2003 upon the Royal Navy's HMS Ocean, a Landing Platform Helicopter, demonstrating that the land-based Army helicopter was quite capable of naval operations.

  

General characteristics:

Crew: 2 (pilot, and co-pilot/WSO)

Length: 58.17 ft (17.73 m) (with both rotors turning)

Fuselage length: 49 ft 5 in (15.06 m)

Rotor diameter: 48 ft 0 in (14.63 m)

Height: 12.7 ft (3.87 m)

Disc area: 1,809.5 ft² (168.11 m²)

Empty weight: 11,387 lb (5,165 kg)

Loaded weight: 17,650 lb (8,000 kg)

Max. takeoff weight: 23,000 lb (10,433 kg)

 

Powerplant:

2× General Electric T700-GE-701C turboshaft engines, delivering 1,890 shp (1,409 kW) each,

driving a foldable 4 blade main rotor and a 4 blade tail rotor in non-orthogonal alignment

 

Performance:

Never exceed speed: 197 knots (227 mph, 365 km/h)

Maximum speed in level flight: 165 knots (190 mph, 306 km/h)

Cruise speed: 143 knots (165 mph, 265 km/h)

Range: 290 nmi (332 mi, 535 km) with two AGMs and four AAMs

Combat radius with two hours loitering time: 162 nmi (186 mi, 300 km)

Ferry range: 1,080 nmi (1,242 mi, 2,000 km)

Service ceiling: 21,000 ft (6,400 m) minimum loaded

Rate of climb: 2,500 ft/min (12.7 m/s)

Disc loading: 9.80 lb/ft² (47.9 kg/m²)

Power/mass: 0.18 hp/lb (0.31 kW/kg)

 

Armament:

No internal gun;

Four pylon stations on the stub wings; the inner pair under the wings can carry a wide range of

AGMs and AAMs, including AGM-84 Harpoon and AGM-119 Penguin against surface targets.

Alternatively, up to eight AGM-114 Hellfire missiles or pods with Hydra 70 70 mm, CRV7 70 mm,

and APKWS 70 mm air-to-ground rockets can be carried

Stations on each wingtip and under the fuselage can carry launch rails for up to four

AIM-120 AMRAAM and/or AIM-9 Sidewinder AAMs.

  

The kit and its assembly:

Another entry for the 2016 “In the Navy” group build at whatifmodellers.com, and to my surprise I was so far the only builder of this interesting “real” what-if project – even though the navalized Apache had been tackled by other modelers several times before.

 

The three design stages, plus USMC options, offer a wide range of potential builds – but I did not want to build a 1:1 copy of any of these. I wanted a sleek helicopter, purely armed with guided missiles, so I settled for “something between Stage 2 and 3”, or rather something that combines design elements from these:

- Nose radome (Stage 2)

- Recontoured upper fuselage (Stage 2 onwards)

- Retractable landing gear in wing tip pods & relocated tail wheel (Stage 2 onwards)

- Deleted sponsons (Stage 3), but also no deepened Stage 3 fuselage

 

A nice basis for my plan was Academy’s new AH-64 kit – it’s selling point in my case was the fact that it is the only kit that comes with separate sponson parts. Any other kit I know has them as integral part of the fuselage halves, so that Stage 1 would be fairly easy to build, Stage 2 challenging and Stage 3 a total re-sculpting of the forward fuselage. But in this case, the sponsons can simply be left away and a floor panel needs some modifications.

 

The thimble radome is an aftermarket resin piece, actually for a WWII FuG 240 Morgenstern radar on board of a Ju 88G night fighter. It simply replaces the original nose and it was blended into the fuselage through a 2C putty “plug”.

 

Stage 2 and 3 of the navalized Apache feature a higher upper deck around the rotor gear cover. On a 1:72 kit it’s not much, maybe 2mm, but recognizable to keen eyes. I scratched it through donation parts (including an air brake from an Airfix A-1 Skyraider…), styrene strips and some putty. The rotor mast was also extended by the same amount, compensating for the higher dorsal line. Subtle, but worked out fine.

 

I was a little uncertain concerning the stub wings. Stage 3 had a reduced span, and I found the OOB wings a little too small for the wingtip pods (scratched from styrene profiles and some 2C putty) with the landing gear. I eventually added 3mm depth to the wings through inserted styrene profiles – probably hard to recognize at all when hidden under paint, but proportions look IMHO more balanced, also with the missile ordnance on board and the longer nose. Any means to move the landing gear forward is helpful!

 

Work on struts and wheels started once the wings and the pods were in place, for a proper ground clearance. The struts are modified parts from the Academy kit, I just replaced the fat low-pressure main wheels for the land-based version with donations from a Hobby Boss MiG-15: similar diameter, but less wide and an interesting wheel hub cover.

 

For the retractable tail wheel, a well opening was cut of the tail boom and an interior plus covers added.

The whole tail wheel comes OOB from the kit, the struts were just re-arranged for a more vertical position in the well.

 

The ordnance comes from a Hasegawa US weapon set and encompasses a pair of AGM-119 Penguins, a pair of AIM-120 AMRAAM and a pair of AIM-9 Sidewinder, plus the missiles’ respective launch rails.

 

Anyway, nothing goes without trouble. In this case, disaster struck in the form of a cracked canopy while trying to dry-fit the clear part over the finished cockpit and fuselage. Sh!t.

I was lucky to have a spare AH-64A canopy at hand, from an early Italeri kit. While not as sharp in detail as the Academy part, the shape and outline of both pieces was almost identical, the Italeri part only turned out to be 2-3mm too short at its rear end, a gap that could be bridged with styrene strips, though.

 

Overall, the implantation called for some modifications around the cockpit opening, but for a donor part solution the result is thankfully pretty good, phew! When painting started, I was even more happier, because the putty work associated with the implantation turned out to be better than expected. On the downside, the donor part seems to bear a lot of micro-cracks – they are only visible from certain angles and in direct light, though, and once I discovered them the piece had already been blended into the fuselage, so I stuck with the solution.

 

Another final modification was a little rhinoplasty – I did not assess the amount of putty correctly that was needed to blend the radome with the rest of the fuselage, it added 4-5mm in length. The result, once the fuselage was completed and overall proportions clearer, looked a littel Pinocchio-esque, though. So, with a bleeding heart and shaky hands, I cut a 5mm disc out of the massive resin nose and fitted the two remaining parts together again, blending the cut and the differences in diameter with putty. This worked out fine, too, and I also used the opportunity to re-shape the radome’s underside a little, so that the whole outline would come closer to the Stage 2 sketches. Looks better, in the end.

  

Painting and markings:

I stuck to the livery many illustrations of this fictional helicopter show: a typical, all-gray low-viz scheme, similar to the USMC’s late AH-1 helicopters. Everything very straightforward and based on contemporary USN benchmarks.

 

Basic colors are FS 35237 for all upper surfaces and FS 36375 for the undersides – as a personal twist I added a third tone, FS 36320, to the flanks – after all, it’s a whif kit.

A light black ink wash and some dry-brushing on panels were used for weathering, as well as some grinded graphite around the engines and the stabilizers for exhaust soot stains.

 

The cockpit and visible parts of the rotor system became very dark gray (a mix of black and FS 36081), while the blades became neutral gray (FS 36173). The landing gear and its wells standard all-white in order to reveal leaks in the hydraulic system, as well as all six launch rails. The ordnance was painted according to the real world, I just chose a medium grey finish for the Penguins.

 

The decals were puzzled together from various sources, HLA-80 as a unit and its markings are purely fictional. The grey walkways are grey decal strips (TL Modellbau stuff).

  

Despite the canopy and nose trouble on the way, the result looks pretty good. O.K., my build does not match any of the three proposed design stages, but many characteristic details are there – and who knows how a real navalized AH-64 might finally have looked like?

 

The Triumph Herald was built from 1959-71, replacing the Standard 8 and 10 Saloons, the Herald got new razor edge looks. Along with great all round visibility, the main body tub was bolted to the chassis and the whole front end hinged forward to allow access to the engine.

Available as 2 door Coupe, Sedan, Estate and Convertible. Van introduced in 1962

The Vitesse was the 6 cyl version of the Herald, using most of the Heralds body panels but with a slanted 4 headlight front and 1596cc 6 cyl from the Vanguard. It was built from 1962-71 and available as Coupe or Convertible,

In 1966 the Engine was upgraded to a 1998cc 6 cyl (2 litre badge on side of bonnet).

The Mk II introduced in 1968 got a new grille, better suspension and more power.

+++ DISCLAIMER +++

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

  

Some background:

The CAC Sabre, sometimes known as the Avon Sabre or CA-27, was an Australian variant of the North American Aviation F-86F Sabre fighter aircraft. In 1951, Commonwealth Aircraft Corporation obtained a license agreement to build the F-86F Sabre. In a major departure from the North American blueprint, it was decided that the CA-27 would be powered by a license-built version of the Rolls-Royce Avon R.A.7, rather than the General Electric J47. In theory, the Avon was capable of more than double the maximum thrust and double the thrust-to-weight ratio of the US engine. This necessitated a re-design of the fuselage, as the Avon was shorter, wider and lighter than the J47.

 

To accommodate the Avon, over 60 percent of the fuselage was altered and there was a 25 percent increase in the size of the air intake. Another major revision was in replacing the F-86F's six machine guns with two 30mm ADEN cannon, while other changes were also made to the cockpit and to provide an increased fuel capacity.

 

The prototype aircraft first flew on 3 August 1953. The production aircrafts' first deliveries to the Royal Australian Air Force began in 1954. The first batch of aircraft were powered by the Avon 20 engine and were designated the Sabre Mk 30. Between 1957 and 1958 this batch had the wing slats removed and were re-designated Sabre Mk 31. These Sabres were supplemented by 20 new-built aircraft. The last batch of aircraft were designated Sabre Mk 32 and used the Avon 26 engine, of which 69 were built up to 1961.

 

Beyond these land-based versions, an indigenous version for carrier operations had been developed and built in small numbers, too, the Sea Sabre Mk 40 and 41. The roots of this aircraft, which was rather a prestigious idea than a sensible project, could be traced back to the immediate post WWII era. A review by the Australian Government's Defence Committee recommended that the post-war forces of the RAN be structured around a Task Force incorporating multiple aircraft carriers. Initial plans were for three carriers, with two active and a third in reserve, although funding cuts led to the purchase of only two carriers in June 1947: Majestic and sister ship HMS Terrible, for the combined cost of AU£2.75 million, plus stores, fuel, and ammunition. As Terrible was the closer of the two ships to completion, she was finished without modification, and was commissioned into the RAN on 16 December 1948 as HMAS Sydney. Work progressed on Majestic at a slower rate, as she was upgraded with the latest technology and equipment. To cover Majestic's absence, the Colossus-class carrier HMS Vengeance was loaned to the RAN from 13 November 1952 until 12 August 1955.

 

Labour difficulties, late delivery of equipment, additional requirements for Australian operations, and the prioritization of merchant ships over naval construction delayed the completion of Majestic. Incorporation of new systems and enhancements caused the cost of the RAN carrier acquisition program to increase to AU£8.3 million. Construction and fitting out did not finish until October 1955. As the carrier neared completion, a commissioning crew was formed in Australia and first used to return Vengeance to the United Kingdom.

The completed carrier was commissioned into the RAN as HMAS Majestic on 26 October 1955, but only two days later, the ship was renamed Melbourne and recommissioned.

 

In the meantime, the rather political decision had been made to equip Melbourne with an indigenous jet-powered aircraft, replacing the piston-driven Hawker Fury that had been successfully operated from HMAS Sydney and HMAS Vengeance, so that the "new jet age" was even more recognizable. The choice fell on the CAC Sabre, certainly inspired by North American's successful contemporary development of the navalized FJ-2 Fury from the land-based F-86 Sabre. The CAC 27 was already a proven design, and with its more powerful Avon engine it even offered a better suitability for carrier operations than the FJ-2 with its rather weak J47 engine.

 

Work on this project, which was initially simply designated Sabre Mk 40, started in 1954, just when the first CAC 27's were delivered to operative RAAF units. While the navalized Avon Sabre differed outwardly only little from its land-based brethren, many details were changed and locally developed. Therefore, there was also, beyond the general outlines, little in common with the North American FJ-2 an -3 Fury.

Externally, a completely new wing with a folding mechanism was fitted. It was based on the F-86's so-called "6-3" wing, with a leading edge that was extended 6 inches at the root and 3 inches at the tip. This modification enhanced maneuverability at the expense of a small increase in landing speed due to deletion of the leading edge slats, a detail that was later introduced on the Sabre Mk 31, too. As a side benefit, the new wing leading edges without the slat mechanisms held extra fuel. However, the Mk 40's wing was different as camber was applied to the underside of the leading edge to improve low-speed handling for carrier operations. The wings were provided with four stations outboard of the landing gear wells for up to 1000 lb external loads on the inboard stations and 500 lb on the outboard stations.

 

Slightly larger stabilizers were fitted and the landing gear was strengthened, including a longer front wheel strut. The latter necessitated an enlarged front wheel well, so that the front leg’s attachment point had to be moved forward. A ventral launch cable hook was added under the wing roots and an external massive arrester hook under the rear fuselage.

Internally, systems were protected against salt and humidity and a Rolls-Royce Avon 211 turbojet was fitted, a downrated variant of the already navalized Avon 208 from the British DH Sea Vixen, but adapted to the different CAC 27 airframe and delivering 8.000 lbf (35.5 kN) thrust – slightly more than the engines of the land-based CAC Sabres, but also without an afterburner.

 

A single Mk 40 prototype was built from a new CAC 27 airframe taken directly from the production line in early 1955 and made its maiden flight on August 20th of the same year. In order to reflect its naval nature and its ancestry, this new CAC 27 variant was officially christened “Sea Sabre”.

Even though the modified machine handled well, and the new, cambered wing proved to be effective, many minor technical flaws were discovered and delayed the aircraft's development until 1957. These included the wing folding mechanism and the respective fuel plumbing connections, the landing gear, which had to be beefed up even more for hard carrier landings and the airframe’s structural strength for catapult launches, esp. around the ventral launch hook.

 

In the meantime, work on the land-based CAC 27 progressed in parallel, too, and innovations that led to the Mk 31 and 32 were also incorporated into the naval Mk 40, leading to the Sea Sabre Mk 41, which became the effective production aircraft. These updates included, among others, a detachable (but fixed) refueling probe under the starboard wing, two more pylons for light loads located under the wing roots and the capability to carry and deploy IR-guided AIM-9 Sidewinder air-to-air missiles, what significantly increased the Mk 41's efficiency as day fighter. With all these constant changes it took until April 1958 that the Sabre Mk 41, after a second prototype had been directly built to the new standard, was finally approved and cleared for production. Upon delivery, the RAN Sea Sabres carried a standard NATO paint scheme with Extra Dark Sea Grey upper surfaces and Sky undersides.

 

In the meantime, the political enthusiasm concerning the Australian carrier fleet had waned, so that only twenty-two aircraft were ordered. The reason behind this decision was that Australia’s carrier fleet and its capacity had become severely reduced: Following the first decommissioning of HMAS Sydney in 1958, Melbourne became the only aircraft carrier in Australian service, and she was unavailable to provide air cover for the RAN for up to four months in every year; this time was required for refits, refueling, personnel leave, and non-carrier duties, such as the transportation of troops or aircraft. Although one of the largest ships to serve in the RAN, Melbourne was one of the smallest carriers to operate in the post-World War II period, so that its contribution to military actions was rather limited. To make matters worse, a decision was made in 1959 to restrict Melbourne's role to helicopter operations only, rendering any carrier-based aircraft in Australian service obsolete. However, this decision was reversed shortly before its planned 1963 implementation, but Australia’s fleet of carrier-borne fixed-wing aircraft would not grow to proportions envisioned 10 years ago.

 

Nevertheless, on 10 November 1964, an AU£212 million increase in defense spending included the purchase of new aircraft for Melbourne. The RAN planned to acquire 14 Grumman S-2E Tracker anti-submarine aircraft and to modernize Melbourne to operate these. The acquisition of 18 new fighter-bombers was suggested (either Sea Sabre Mk 41s or the American Douglas A-4 Skyhawk), too, but these were dropped from the initial plan. A separate proposal to order 10 A-4G Skyhawks, a variant of the Skyhawk designed specifically for the RAN and optimized for air defense, was approved in 1965, but the new aircraft did not fly from Melbourne until the conclusion of her refit in 1969. This move, however, precluded the production of any new and further Sea Sabre.

 

At that time, the RAN Sea Sabres received a new livery in US Navy style, with upper surfaces in Light Gull Gray with white undersides. The CAC Sea Sabres remained the main day fighter and attack aircraft for the RAN, after the vintage Sea Furies had been retired in 1962. The other contemporary RAN fighter type in service, the Sea Venom FAW.53 all-weather fighter that had replaced the Furies, already showed its obsolescence.

In 1969, the RAN purchased another ten A-4G Skyhawks, primarily in order to replace the Sea Venoms on the carriers, instead of the proposed seventh and eighth Oberon-class submarines. These were operated together with the Sea Sabres in mixed units on board of Melbourne and from land bases, e.g. from NAS Nowra in New South Wales, where a number of Sea Sabres were also allocated to 724 Squadron for operational training.

 

Around 1970, Melbourne operated a standard air group of four jet aircraft, six Trackers, and ten Wessex helicopters until 1972, when the Wessexes were replaced with ten Westland Sea King anti-submarine warfare helicopters and the number of jet fighters doubled. Even though the A-4G’s more and more took over the operational duties on board of Melbourne, the Sea Sabres were still frequently deployed on the carrier, too, until the early Eighties, when both the Skyhawks and the Sea Sabres received once more a new camouflage, this time a wraparound scheme in two shades of grey, reflecting their primary airspace defense mission.

 

The CAC 27 Mk 41s’ last carrier operations took place in 1981 in the course of Melbourne’s involvements in two major exercises, Sea Hawk and Kangaroo 81, the ship’s final missions at sea. After Melbourne was decommissioned in 1984, the Fleet Air Arm ceased fixed-wing combat aircraft operation. This was the operational end of the Sabre Mk 41, which had reached the end of their airframe lifetime, and the Sea Sabre fleet had, during its career, severely suffered from accidents and losses: upon retirement, only eight of the original twenty-two aircraft still existed in flightworthy condition, so that the aircraft were all scrapped. The younger RAN A-4Gs were eventually sold to New Zealand, where they were kept in service until 2002.

  

General characteristics:

Crew: 1

Length: 37 ft 6 in (11.43 m)

Wingspan: 37 ft 1 in (11.3 m)

Height: 14 ft 5 in (4.39 m)

Wing area: 302.3 sq ft (28.1 m²)

Empty weight: 12,000 lb (5,443 kg)

Loaded weight: 16,000 lb (7,256 kg)

Max. takeoff weight: 21,210 lb (9,621 kg)

 

Powerplant:

1× Rolls-Royce Avon 208A turbojet engine with 8,200 lbf (36.44 kN)

 

Performance:

Maximum speed: 700 mph (1,100 km/h) (605 knots)

Range: 1,153 mi, (1,000 NM, 1,850 km)

Service ceiling: 52,000 ft (15,850 m)

Rate of climb: 12,000 ft/min at sea level (61 m/s)

 

Armament:

2× 30 mm ADEN cannons with 150 rounds per gun

5,300 lb (2,400 kg) of payload on six external hardpoints;

Bombs were usually mounted on outer two pylons as the mid pair were wet-plumbed pylons for

2× 200 gallons drop tanks, while the inner pair was usually occupied by a pair of AIM-9 Sidewinder

AAMs

A wide variety of bombs could be carried with maximum standard loadout being 2x 1,000 lb bombs

or 2x Matra pods with unguided SURA missiles plus 2 drop tanks for ground attacks, or 2x AIM-9 plus

two drop tanks as day fighter

  

The kit and its assembly:

This project was initially inspired by a set of decals from an ESCI A-4G which I had bought in a lot – I wondered if I could use it for a submission to the “In the navy” group build at whatifmodelers.com in early 2020. I considered an FJ-3M in Australian colors on this basis and had stashed away a Sword kit of that aircraft for this purpose. However, I had already built an FJ variant for the GB (a kitbashed mix of an F-86D and an FJ-4B in USMC colors), and was reluctant to add another Fury.

 

This spontaneously changed after (thanks to Corona virus quarantine…) I cleaned up one of my kit hoards and found a conversion set for a 1:72 CAC 27 from JAYS Model Kits which I had bought eons ago without a concrete plan. That was the eventual trigger to spin the RAN Fury idea further – why not a navalized version of the Avon Sabre for HMAS Melbourne?

 

The result is either another kitbash or a highly modified FJ-3M from Sword. The JAYS Model Kits set comes with a THICK sprue that carries two fuselage halves and an air intake, and it also offers a vacu canopy as a thin fallback option because the set is actually intended to be used together with a Hobby Craft F-86F.

 

While the parts, molded in a somewhat waxy and brittle styrene, look crude on the massive sprue, the fuselage halves come with very fine recessed engravings. And once you have cleaned the parts (NOTHING for people faint at heart, a mini drill with a saw blade is highly recommended), their fit is surprisingly good. The air intake was so exact that no putty was needed to blend it with the rest of the fuselage.

 

The rest came from the Sword kit and integrating the parts into the CAC 27 fuselage went more smoothly than expected. For instance, the FJ-3M comes with a nice cockpit tub that also holds a full air intake duct. Thanks to the slightly wider fuselage of the CAC 27, it could be mounted into the new fuselage halves without problems and the intake duct almost perfectly matches the intake frame from the conversion set. The tailpipe could be easily integrated without any mods, too. The fins had to be glued directly to the fuselage – but this is the way how the Sword kit is actually constructed! Even the FJ-3M’s wings match the different fuselage perfectly. The only modifications I had to make is a slight enlargement of the ventral wing opening at the front and at the read in order to take the deeper wing element from the Sword kit, but that was an easy task. Once in place, the parts blend almost perfectly into each other, just minor PSR was necessary to hide the seams!

 

Other mods include an extended front wheel well for the longer leg from the FJ-3M and a scratched arrester hook installation, made from wire, which is on purpose different from the Y-shaped hook of the Furies.

 

For the canopy I relied on the vacu piece that came with the JAYS set. Fitting it was not easy, though, it took some PSR to blend the windscreen into the rest of the fuselage. Not perfect, but O.K. for such a solution from a conversion set.

 

The underwing pylons were taken from the Sword kit, including the early Sidewinders. I just replaced the drop tanks – the OOB tanks are very wide, and even though they might be authentic for the FJ-3, I was skeptical if they fit at all under the wings with the landing gear extended? In order to avoid trouble and for a more modern look, I replaced them outright with more slender tanks, which were to mimic A-4 tanks (USN FJ-4s frequently carried Skyhawk tanks). They actually come from a Revell F-16 kit, with modified fins. The refueling probe comes from the Sword kit.

 

A last word about the Sword kit: much light, but also much shadow. While I appreciate the fine surface engravings, the recognizably cambered wings, a detailed cockpit with a two-piece resin seat and a pretty landing gear as well as the long air intake, I wonder why the creators totally failed to provide ANY detail of the arrester hook (there is literally nothing, as if this was a land-based Sabre variant!?) or went for doubtful solutions like a front landing gear that consists of five(!) single, tiny parts? Sadism? The resin seat was also broken (despite being packed in a seperate bag), and it did not fit into the cockpit tub at all. Meh!

  

Painting and markings:

From the start I planned to give the model the late RAN A-4Gs’ unique air superiority paint scheme, which was AFAIK introduced in the late Seventies: a two-tone wraparound scheme consisting of “Light Admiralty Grey” (BS381C 697) and “Aircraft Grey” (BS 381C 693). Quite simple, but finding suitable paints was not an easy task, and I based my choice on pictures of the real aircraft (esp. from "buzz" number 880 at the Fleet Air Arm Museum, you find pics of it with very good light condition) rather than rely on (pretty doubtful if not contradictive) recommendations in various painting instructions from models or decal sets.

 

I wanted to keep things simple and settled upon Dark Gull Grey (FS 36231) and Light Blue (FS 35414), both enamel colors from Modelmaster, since both are rather dull interpretations of these tones. Esp. the Light Blue comes quite close to Light Admiralty Grey, even though it should be lighter for more contrast to the darker grey tone. But it has that subtle greenish touch of the original BS tone, and I did not want to mix the colors.

 

The pattern was adapted from the late A-4Gs’ scheme, and the colors were dulled down even more through a light black ink wash. Some post-shading with lighter tones emphasized the contrast between the two colors again. And while it is not an exact representation of the unique RAN air superiority scheme, I think that the overall impression is there.

 

The cockpit interior was painted in very dark grey, while the landing gear, its wells and the inside of the air intake became white. A red rim was painted around the front opening, and the landing gear covers received a red outline, too. The white drop tanks are a detail I took from real world RAN A-4Gs - in the early days of the air superiority scheme, the tanks were frequently still finished in the old USN style livery, hence the white body but fins and tail section already in the updated colors.

 

The decals became a fight, though. As mentioned above, the came from an ESCI kit – and, as expected, the were brittle. All decals with a clear carrier film disintegrated while soaking in water, only those with a fully printed carrier film were more or less usable. One roundel broke and had to be repaired, and the checkered fin flash was a very delicate affair that broke several times, even though I tried to save and repair it with paint. But you can unfortunately see the damage.

 

Most stencils and some replacements (e. g. the “Navy” tag) come from the Sword FJ-3. While these decals are crisply printed, their carrier film is utterly thin, so thin that applying esp. the larger decals turned out to be hazardous and complicated. Another point that did not really convince me about the Sword kit.

 

Finally, the kit was sealed with matt acrylic varnish (Italeri) and some soot stains were added around the exhaust and the gun ports with graphite.

  

In the end, this build looks, despite the troubles and the rather exotic ingredients like a relatively simple Sabre with Australian markings, just with a different Navy livery. You neither immediately recognize the FJ-3 behind it, nor the Avon Sabre’s bigger fuselage, unless you take a close and probably educated look. Very subtle, though.

The RAN air superiority scheme from the late Skyhawks suits the Sabre/Fury-thing well – I like the fact that it is a modern fighter scheme, but, thanks to the tones and the colorful other markings, not as dull and boring like many others, e. g. the contemporary USN "Ghost" scheme. Made me wonder about an early RAAF F-18 in this livery - should look very pretty, too?

Replacing an earlier scanned photo with a better version 13-Jun-22 (DeNoise AI).

 

Mount Cook, South Island, New Zealand.

 

Most light aircraft in New Zealand don't usually display the national 'ZK' prefix on the registration, just the last three letters. I guess it's not necessary as they never go outside New Zealand. The nearest 'land' is Australia which, even if it had the range, would be about 9/10 hours away for aircraft of this size.

 

Mount Cook Ski Planes were originally a part of Mount Cook Airline until the airline became part of Air New Zealand Link. The Ski Planes became a separate company and also had to paint out the large flower emblem on the tail.

The Military Collection - Transports

From a collection of some 430 Military slides that I've had scanned from my archives. Hope they will provide some enjoyment and nostalgia from a bygone age.

 

Luftwaffe (West German Air Force) Transall C-160D 50+96 is seen here from the top deck of a photo-bus at the International Air Tattoo. In contrast we have Dornier Do-28D Skyservant 59+22 in front.

 

50+96 c/n D-133 Transall C-160D - delivered new to the Luftwaffe in 1972, and operated by LTG-63 (Lufttransportgeschwader 63) based at Hohn Air Base in Westerburg.

 

59+22 c/n 4197 Dornier Do-28D-2 Skyservant - delivered new to the Luftwaffe in 1972.

 

😎*** Check out my latest uploads from the 'SOUND & VISION' archives - Aviation Archive Two - sounds of the 70s - 45mins of live Air Traffic Control broadcasts + Aviation Archive Three - sounds of the 70s - 45mins of live Air Traffic Control broadcasts + Aviation Archive Four - sounds of the 70s - over an hour of live Air Traffic Control broadcasts ***😎

 

Find the latest recordings on SoundCloud here: soundcloud.com/sound-vision-10193594/aviation-archive-4-s...

 

here: soundcloud.com/sound-vision-10193594/aviation-archive-thr...

 

here: soundcloud.com/sound-vision-10193594/aviation-archive-2-s...

 

and you can find Aviation Archive One - sounds of the 70s - an hour of live Air Traffic Control broadcasts here: soundcloud.com/sound-vision-10193594/aviation-archive-1?s...

 

German Air Force (Luftwaffe) – total: 110; after 20 were sold to Turkey: 90; October 2011 (before introduction of the Airbus A400M): 80; August 2014: 56; the last wing (4 aircraft) was disbanded on 15 December 2021 and Replaced with C-130J-30 Super Hecules and Airbus A400M Atlas.

 

Air Transport Wing 61 at Landsberg-Lech Air Base (disbanded 31 December 2017)

Air Transport Wing 62 at Wunstorf Air Base (transitioned to A400M)

Air Transport Wing 63 at Hohn Air Base (disbanded 15 December 2021)

 

The Transall C-160 is a military transport aircraft, produced as a joint venture between France and Germany. "Transall" is a German abbreviation of the manufacturing consortium Transporter Allianz, comprising the companies of MBB, Aerospatiale, and VFW-Fokker. It was initially developed to meet the requirements for a modern transport aircraft for the French and German Air Forces; export sales were also made to South Africa and to Turkey, as well as a small number to civilian operators.

 

In July 1977, France placed an order for 25 aircraft to be built to an improved standard. Production work for the new variant was split 50-50 between Aérospatiale (the successor to Nord) and MBB (which had absorbed VFW and HFB), with a single assembly line in Toulouse. The first second generation C-160 took flight in 1981. Aircraft produced in this batch included 29 for France (an additional four non-standard aircraft were constructed for special missions), and 6 for Indonesia.

 

The C-160 remains in service more than 60 years after the type's first flight in 1963. It has provided logistical support to overseas operations and has served in specialist roles such as an aerial refuelling tanker, electronic intelligence gathering, and as a communications platform.

 

The C-160 has been replaced in French and German service by the Airbus A400M Atlas, and by a small number of Lockheed-Martin C-130J Super Hercules operated in a multinational unit. More info here: en.wikipedia.org/wiki/Transall_C-160

 

and here: MBB, Nord Aviation and VFW formed the Transall group in 1959 for the development and production of the C-160 for the air forces of France, Germany, South Africa and Turkey. Production of the aircraft by the three companies ended in 1972, with 169 aircraft having been delivered. [Courtesy - www.airforce-technology.com/projects/transall/]

 

Taken with a Soviet made Zenith TTL camera and standard lens. Scanned from an original slide, with no digital restoration.

 

You can see a random selection of my aviation memories here: www.flickriver.com/photos/heathrowjunkie/random/

Replacing the usual 787 afternoon service.

Thermit reaction

Comerica Park is an open-air ballpark located in Downtown Detroit. It serves as the home of the Detroit Tigers of Major League Baseball, replacing Tiger Stadium in 2000.

 

The park is named after Comerica Bank, which was founded in Detroit and was based there when the park opened. Comerica's headquarters have since been moved to Dallas, though the bank still retains a large presence in Detroit. The stadium's seating capacity is 41,297. There is a Detroit People Mover station about a block from the stadium (at Grand Circus Park). Comerica Park sits on the original site of the Detroit College of Law.

 

Since their founding in 1901, the Tigers had played at the corner of Michigan and Trumbull Avenues in Detroit's Corktown section. For the last 88 of those years, they played at what eventually became Tiger Stadium. By the mid-1990s, it had become apparent that the much-beloved park could not be renovated any further.

 

Groundbreaking for a new ballpark to replace Tiger Stadium for the Tigers was held on October 29, 1997 and the new stadium was opened to the public in 2000. At the time of construction, the scoreboard in left field was the largest in Major League Baseball. The first game was held on April 11, 2000, against the Seattle Mariners. The new stadium is part of a downtown revitalization plan for the city of Detroit, which included the construction of Ford Field, adjacent to the park. In December 1998, Comerica Bank agreed to pay $66 million over 30 years for the naming rights for the new ballpark. Upon its opening, there was some effort to try to find a nickname for the park, with the abbreviation CoPa suggested by many. It is often referred to simply as Comerica. The first playoff game at Comerica was played on October 6, 2006 against the New York Yankees. It hosted its first World Series later that month.

 

In contrast to Tiger Stadium, which had long been considered one of the most hitter-friendly parks in baseball, Comerica Park is considered to be extremely friendly to pitchers. Except for dead center—420 feet (130 m) versus Tiger Stadium's 440 feet (130 m)—the outfield dimensions were more expansive than those at Tiger Stadium. This led to complaints from players and fans alike, most famously from Bobby Higginson who sarcastically called the venue Comerica National Park. After Minute Maid Park reduces its center field fence from 436 feet (133 m) to 409 feet (125 m) in 2017, 420 feet will be the longest in baseball.

 

Although a few public figures—notably radio announcer Ernie Harwell—supported the dimensions, most agreed that the left-field wall, in particular, needed to be brought closer to home plate. Before the 2003 MLB season the club did so, moving the distance from left-center field from 395 to 370 feet (120 to 113 m). This also removed the flagpole from the field of play, originally incorporated as an homage to Tiger Stadium. Two years later, the bullpens were moved from right field to an empty area in left field created when the fence was moved in. In place of the old bullpens in right field, 950 seats were added for a new capacity of 41,070. This made one of the most pitcher-friendly ballparks transform into the third most batter-friendly (with extra bases also taken into account).

 

Also of note, the current layout of the playing field at Comerica Park means that when a player is at bat, the direction he is facing looks farther to the south than at any other Major League Baseball park.

 

The stadium also includes many baseball-themed features, including a "Monument Park" in the deep center field stands, complete with statues of former Tigers Ty Cobb, Hal Newhouser, Charlie Gehringer, Hank Greenberg, Al Kaline, and Willie Horton.

 

Entrance to the ballpark is located across from the Fox Theatre and between two historic downtown churches, St. John Episcopal Church and Central United Methodist Church. Outside of the main entrance to the stadium there is a tiger statue that is approximately 15 feet (4.6 m) in height. There are 8 other heroic-sized tiger statues throughout the park, including two prowling on top of the scoreboard in left field. These tigers' eyes light up after a Tigers home run or a victory and the sound of a growling tiger plays as well. The tigers were originally created by sculptor Michael Keropian and fabricated by ShowMotion Inc. in Norwalk, Connecticut. Along the brick walls outside of the park are 33 tiger heads with lighted baseballs in their mouths.

 

The field itself features a distinctive dirt strip between home plate and the pitcher's mound. This strip, sometimes known as the "keyhole", was common in early ballparks, yet very rare in modern facilities (the only other current major-league park to feature one is Chase Field in Phoenix).

 

en.wikipedia.org/wiki/Comerica_Park

 

en.wikipedia.org/wiki/Wikipedia:Text_of_Creative_Commons_...

Replacing the Morris 8 was the Morris Minor, quite an advanced little car for its day, with rack and pinion steering and independent front suspension.

1948 MM; (lowlight Minor) the first, available in 2 door Saloon and Tourer; 918cc from the old Series E.

1950; 4 door Saloon introduced.

1951; headlights raised and set in mudguards

1952; Series II; Austin 803cc OHV 4 cyl.

1953; 2 door Traveller (external wooden trim), Van and Pickup introduced.

1954; new slat grille and new dash.

1956-71; Minor 1000; 948cc engine, one piece windscreen and larger back window.

From 1947-54 Nuffield Australia assembled the Morris Minor and Morris Oxford from CKD kits.

Dominion Motors In New Zealand also assembled the Minor from 1948-69

Replacing an earlier scanned photo with a better version 05-Mar-21.

 

Fleet No: "625".

 

This Viscount, ex Air Canada sat in this position at Vancouver for many years before being floated across to Victoria, Vancouver Island on a barge for restoration. It's now complete and on display at the British Columbia Aviation Museum in the original Trans-Canada livery. The Museum is located at Sydney, BC, Canada (on the east side of Victoria International Airport).

 

The aircraft was delivered to Trans-Canada Air Lines as CF-THG in Mar-57. TCA was renamed Air Canada in Jun-64. It was withdrawn from service in Mar-74 and stored at Winnipeg, MB, Canada.

 

Along with another 23 Air Canada Viscounts, the aircraft was sold to Beaver Enterprises at the end of Apr-74 and remained stored. It was sold to Harrison Air in Jan-77 and stored at Vancouver, BC, Canada.

 

It never entered service and was sold to BCIT British Columbia Institute of Technology in Jun-80 for use as an instructional airframe. It was retired by BCIT in late 1995 and remained in open storage at Vancouver International.

 

The aircraft was sold to the British Columbia Aviation Museum in Apr-05, external restoration in the original Trans-Canada livery was completed by late 2008.

The great west window dating from 1961 and replacing a Victorian window which was blown out during the Second World War. It glows with blues and purples. In the centre are the Holy family with Werburgh, Oswald, Aidan on the left and Chad, Wilfred and Ethelfleda on the right. Along the bottom are scenes from the lives of the saints, apart from the Virgin and Child where there is an image of Adam and Eve. At the top, the three red rings on a yellow background represent the Trinity.

St Mary Star of the Sea was built in 1891-1900 to replace an earlier church built in 1854. The new building was designed by the architect Edgar Henderson and the contract was awarded in September 1891 to C W Crompton. The 1890s depression and lack of funds slowed work considerably and in 1896, with the walls still incomplete, Henderson left Victoria for Western Australia. He was replaced by the architect Phillip Kennedy who made a number of alterations to Henderson's design, and is credited with the final design of the roof and the interior. In 1897 the spire was eliminated from the design due to financial problems. In 1898 the specifications were accepted for a new pipe organ, a huge electric-powered three manual instrument by Fincham & Hobday. Windows were commissioned from the leading manufacturers in England, Germany and Australia. The church was officially opened on 18 February 1900 by Cardinal-Archbishop Moran of Sydney. The fixtures and fittings were supplied by some of the most highly-regarded artists and furnishers in Melbourne and beyond. With the completion of the new church the old one was used as a school. A new boys' school designed by the architects Kempson & Conolly was built on Howard Street in 1910, and three years later the old church was demolished and a girls' school designed by the same architects was completed in 1914 on the Chetwynd Street corner. The old denominational school south of the old church was converted into clubrooms (now demolished and replaced by a new school building). Further decoration of the interior took place in the inter-war period and in the 1920s the original timber altars were replaced by altars of Italian marble. The building and interiors underwent major restoration works in the early twenty-first century. .

The St Mary Star of the Sea complex includes the church, the presbytery, and the boys' and girls' schools. The church is a Latin Cross plan French Gothic style building of brick faced with random coursed sandstone on a bluestone plinth, with limestone dressings, a slate roof and an incomplete tower on the north-east corner. The slate roof is embellished with a series of dormer vents, fabricated from sheet zinc. At the centre of the roof is a polygonal fleche of pressed zinc on timber framing, with louvred vents on the sides and surmounted by a tapering conical spire. The colonettes flanking the window and door openings are of polished red Aberdeen granite. The total length of the building is 175 ft. (54 m) and the height of the roof ridge is 75 ft. 23m). The interiors are opulently decorated, with a strong Italian Baroque influence. The nave is painted pink and there is extensive use of high-quality building stone such as Swedish red granite in the nave columns, Carrara white marble for the transept piers and Pyrenean rose marble for the chapel columns. This is further enhanced by the reflective finishes of the mosaic-tiled sanctuary floor, the brass altar rails, the scagliola (imitation marble) of the colonettes and the polished timber, especially in the distinctive two-toned groined ceiling. The ceiling is lined with timber panelling, and painted statues of angels blowing trumpets stand on the hammerbeams. The church retains much original furniture and fittings, including its pews (1900), elaborate marble altars (1925-7) and font (1900), a fine set of Stations of the Cross by Peter Hansen (1901), a Mission Cross by James Curtin (1891), a Bishop's throne made for Daniel Mannix in 1913, and several notable stained glass windows made by prominent local and overseas craftsmen. .

The Fincham organ in the gallery is a large three manual organ with richly gilded and decorated pipes arranged on either side of a large stained glass window, possibly by Brooks Robinson & Co, and with a fine blackwood console. The presbytery is a symmetrical two storey rendered building with a slate roof, and a two storey cast iron verandah with unusual round-arched flying buttresses supporting the walls. The boys' school is a two storey symmetrical rendered Free Classical style building with a slate roof and with twin gabled parapets on the front elevation. The front facade of the girls' school has a very similar composition, but is of face brick with rendered dressings and has Gothic arched openings..

.

St Mary Star of the Sea is historically significant as Melbourne's largest parish church and as one of the most costly parish churches built in Australia, a reflection of the spirit of the substantial Catholic population, predominantly of Irish extraction, of the area in the late nineteenth and early twentieth century that helped fund its construction..

St Mary Star of the Sea is architecturally significant as unusual example of a church in the French Gothic style, and as a major example of the work of the distinguished architects Edgar Henderson, a Catholic architect who later achieved considerable success and renown as a designer of Catholic churches, schools and convents in Western Australia, and Phillip Kennedy. The complex includes an interesting presbytery designed by William Wardell and altered by Reed & Barnes and two early twentieth century school buildings by Kempson & Connolly..

St Mary Star of the sea is of aesthetic significance for its opulent interior, with imposing marble and granite pillars, an unusual timber ceiling, thought to be unique in Victoria, intricate marble fittings, especially the marble altars and font, Stations of the Cross by Peter Hansen and an oak mission cross by James Curtin. The magnificent stained glass windows are by prominent local and European makers, such as William Montgomery, Hardman & Company of London and Franz Mayer & Company of Germany.

The Fincham pipe organ is historically and technologically significant as the largest example of nineteenth century indigenous organ building in Australia to remain essentially unaltered. It is the most intact surviving example of the work of the prominent organ builder George Fincham and was the last organ completed by Fincham himself. It one of a very small number of surviving three-manual Fincham organs, and is believed to be the second largest organ, after that in the Sydney Town Hall, to retain a tubular-pneumatic key and action stop..

St Mary Star of the Sea is socially significant for its important role in the lives of the Roman Catholic community of Melbourne..

 

Senator Harry Reid (D) Nevada

 

MINORITY RETORT

by ELSA WALSH

 

How a pro-gun, anti-abortion Nevadan leads the Senate’s Democrats.

Issue of 2005-08-08 and 15

Posted 2005-08-01

 

About twenty minutes before President Bush announced that John G. Roberts, Jr., was his choice to replace Sandra Day O’Connor on the Supreme Court, he telephoned Harry Reid, of Nevada, the Senate Minority Leader. As Reid recalls the brief conversation, Bush said, “This guy is really smart, and you’ll like him.” Reid replied, “I hope so,” and added that, during the search, he had enjoyed working with the White House legal counsel, Harriet Miers. (A few days earlier, Reid had met with Miers and had suggested ways to avoid a divisive confirmation process.) Mentioning her name, Reid said, was a signal—his way of telling Bush, “Thanks for not giving us any of these crazies.” Or, as he put it a little later, the President “didn’t give us somebody who people like me were jumping up and down screaming the first time the name was uttered.”

 

Reid has been the Democrats’ leader in the Senate for six months. He is sixty-five, a trim man with short, graying hair and slightly stooped shoulders, and not someone who appears likely to jump up and down screaming. When we met last week in his Capitol office, it was clear that the Roberts nomination had come as a relief. “There were lots of people we didn’t want, and I made sure he knew what those names were,” Reid said, and mentioned the federal judges Edith Jones and Janice Rogers Brown, among others. “I think the President submitted someone who he thinks won’t be much trouble.” Nonetheless, Reid was reserving judgment until the F.B.I. investigation and the Senate Judiciary Committee hearings were completed. “Roberts is not a slam dunk,” he said. “I’m just keeping, as some have heard me say, my powder dry until we find out what the deal is.” And yet he couldn’t quite conceal his pleasure.

 

The day after Bush made his choice public, Roberts went to Capitol Hill to meet with some of the senators who will eventually be asked to vote on his confirmation. Reid, who is a former trial lawyer, spent thirty minutes with Roberts. One thing he asked him was how he felt about Supreme Court precedents—in particular, on what grounds they might be overturned. “Precedent is so important to me in the law,” Reid told him.

 

Roberts, Reid recalled, said, “ ‘Oh, on the Supreme Court you can change precedent only if there’s this and this,’ and he was rattling them off. I hope I didn’t act surprised, but I’d never heard anything like that before.” Roberts, in Reid’s view, left no doubt that he would be very reluctant to overturn precedents. To do so, Roberts had said, the Court would first have to consider a series of objective criteria, two of which stood out: whether a precedent fostered stability in the nation; and the extent to which society had come to rely on an earlier ruling, even a dubious one. “I thought it would be more of a weaselly answer than that, but he said you have to meet all these standards before you can change a precedent,” Reid said. Roberts’s view of precedent is likely to be an important issue during the upcoming confirmation hearings. Earl Maltz, a conservative and a professor at the Rutgers University School of Law at Camden, says that what Roberts told Reid could be “very significant,” because it runs counter to the “originalist” approach of Antonin Scalia and Clarence Thomas, who believe that the Constitution should be strictly interpreted, according to the original intent of the Founding Fathers; on that premise, some previously decided cases, including Roe v. Wade, would be ripe for overturning. “The Constitution is not a living organism,” Scalia has said.

 

The other important part of their conversation, as Reid recounted it, had to do with an environmental case that Roberts had successfully argued before the Supreme Court in 2002—“one of the biggest environmental victories in decades,” Reid said. As a private attorney, Roberts had represented the Tahoe Regional Planning Agency, which had been sued for imposing a building moratorium in Lake Tahoe, Nevada. Under questioning by the Justices, Roberts had cited the potential for “irreparable harm” to the lake, and at one point said, “A temporary ban on development doesn’t render property valueless.” The environment is one of Reid’s causes, and what impressed Reid was that Roberts’s argument had been reasoned, not doctrinaire—“He based it on the facts.” Reid felt that the case demonstrated Roberts’s ability to grasp both sides of a debate.

 

Reid more than once compared Roberts to Justice David Souter, who was appointed by the first President Bush, in 1990, and today is widely detested by conservatives because he frequently sides with the more liberal Justices. Souter and Reid are friendly. “He’s my favorite man on the Court,” Reid said. “I think he’s such a wonderful man, and he believes in precedent. That’s all he’s doing. He’s just following the law.” Reid smiled, and continued, “If somebody is a real lawyer and not a Clarence Thomas or Edith Jones, who is there not to be a judge but to be a legislator, it gives us some hope, and so, if he is approved, I would hope he would turn out like Souter or somebody like that.” There is, to be sure, little in Roberts’s early record to suggest that he is anything but a conservative. A Washington Post report last week, for instance, quoted documents suggesting that Roberts had been an aggressive advocate of Ronald Reagan’s agenda when he served as a special assistant to Attorney General William French Smith.

 

Reid, though, believes that Bush chose Roberts in a moment of political weakness. Two months earlier, the Democrats had been successful in beating back the so-called “nuclear option”—Senator Trent Lott’s infelicitous name for the Republican attempt to change long-standing Senate rules on the filibuster. That issue had occupied the Senate for months, and for good reason: Republicans have a ten-vote advantage in the hundred-member Senate, but it requires sixty votes to stop a filibuster; the Republican leadership wanted to change that to a simple majority of fifty-one votes, which would have made it almost impossible for the Democrats to block a controversial Supreme Court nomination. “I don’t want to stick my finger in his eye, at this stage,” Reid said, speaking of Bush. “I’m trying, in a nice way, to say I think everyone’s experience here with the nuclear option has made everyone, including the President, more cautious about judges, because, as it turned out, we spent a third of the Senate’s time so far this year basically on it.” The filibuster issue was finally resolved by means of a complex bargain worked out by a group of centrist Republicans and Democrats, who became known as the Gang of Fourteen. In the end, the filibuster was preserved. The result was widely seen as a victory for Reid and a setback for his counterpart, Majority Leader Bill Frist, of Tennessee.

 

After that, Reid said, Bush “just didn’t need another fight.” He added, “He’s had plenty.” He pointed to a drop in Bush’s approval rating, and cited a recent Wall Street Journal / NBC News poll in which only forty-one per cent of the respondents said they believed that Bush was honest and straightforward. Reid attributed the President’s declining popularity to bad news from Iraq, the investigation into whether his key political adviser, Karl Rove, leaked the name of an undercover C.I.A. agent, and his proposal, now faltering, to privatize part of Social Security. “He’s always been king of the hill,” Reid said. “His numbers have been good, but they’re not good now.” Reid also thought that Bush had come to have a different view of him. “I just don’t think he estimated me at all—under or over.” Now, Reid said, “I think he understands me a little bit more than he used to.”

   

This spring, I went to see Reid in Nevada, which he has represented in Washington since 1983, in the House of Representatives for two terms and, since 1987, in the Senate. Outside his home state, or the orbit of the United States Capitol, though, he is not widely known. During one stop, Reid called around the country to some committed Democratic donors. In two out of three calls, he had to identify himself several times before the recipient figured out who he was. “This is Harry Reid.” Pause. “I’m a U.S. senator.” Pause. “Harry Reid. I’m the Senate Minority Leader. Harry R-E-I-D.” When he hung up, he turned to me and said, “I guess I’m not too well known in that household.”

 

In Nevada, a state where the federal government owns nearly ninety per cent of the land and politics can be incestuous, Reid’s power and influence are widespread. He was embarrassed two years ago when a Los Angeles Times story revealed that one of his sons and his son-in-law had lobbied in Washington for “companies, trade groups and municipalities seeking Reid’s help in the Senate.” Over the previous four years, the newspaper reported, these efforts, supported by Reid, brought more than two million dollars in business to firms that employed family members. At the time, Reid’s four sons, ranging in age from thirty to forty-two, worked for Nevada’s largest law firm, Lionel Sawyer & Collins. The story noted that the Howard Hughes Corporation alone “paid $300,000 to the tiny Washington consulting firm of [Reid’s] son-in-law Steven Barringer to push a provision allowing the company to acquire 998 acres of federal land ripe for development” in the Las Vegas metropolitan area. When I asked Reid about the L.A. Times story, he pointed out that his son-in-law had been a lobbyist before his daughter married him. Susan McCue, Reid’s chief of staff, said in an e-mail that when the newspaper started making inquiries “Senator Reid (and I) agreed that we needed to put up a wall between any family members lobbying and this office for the sake of appearances, even if they’re working on issues that benefit Nevada.” Soon after he was interviewed by L.A. Times reporters, Reid banned relatives from lobbying his office.

 

Reid seems, at first, an unlikely choice for party leader in the Senate, especially given the tradition of men like Lyndon Johnson, whose method of leadership was to cajole and threaten his colleagues. Reid doesn’t have the sort of domineering personality that L.B.J. had; in fact, despite an occasionally quick temper, he can seem almost shy. But, if Reid is no Johnson, he has, unlike his immediate predecessor, Tom Daschle, of South Dakota, or Frist, been able to keep his party largely united. That is due, in part, to his attentiveness; he is in constant contact with colleagues, and even reserves a pocket in his suit for their written requests. Susan McCue says that Reid is always assessing a person’s vulnerabilities in order to “disarm, to endear, to threaten, but most of all to instill fear.” And Reid has made it plain that there are consequences for stepping out of line. Without Reid’s approval, Senator Byron Dorgan, of North Dakota, who was making a bid to chair the Democratic National Committee, announced that he had Reid’s support. Reid—a friend of Dorgan’s—promptly and publicly withdrew his backing.

 

Like L.B.J. and other Southwestern politicians, such as Barry Goldwater, Reid has a habit of using language that his critics say is inappropriate for a Senate leader. “I think Senator Reid often says what we’re all thinking but perhaps are afraid to say,” Senator Edward Kennedy says. Reid has called Alan Greenspan, the Federal Reserve chairman, a “political hack,” said that Clarence Thomas was an “embarrassment,” and labelled Bush a “loser” and a “liar.” He surprised the Democratic operative Jim Johnson, who was conducting John Kerry’s search for a running mate, by sharply criticizing a long list of potential candidates, including John Edwards.

 

In public presentations, Reid is sometimes barely audible, which forces his spokesman to stand very close to him to hear what he says. In his haste to finish a speech, he sometimes mangles the text, and he is not much liked by television—he suffers from a certain charisma gap. When I asked him one day which former Senate leader he most admired, he mentioned Mike Mansfield, of Montana, who was the Majority Leader from 1961 to 1977. “He hated going on programs like ‘Meet the Press,’ and he was so bad they eventually hated having him on,” he said. Yet the aversion to television also works to Reid’s advantage. As former Senator John Breaux, Democrat of Louisiana, says, “It’s easier for an elected official like Harry to be more trusted and accepted by his colleagues if they don’t think that he’s out in front trying to do it for the media.”

 

To most politicians, this kind of anonymity would be torment. But Reid is not aspiring to be the face of the Democratic Party, or even its voice. “I know my limitations,” he said, and added, “I haven’t gotten where I am by my good looks, my athletic ability, my great brain, my oratorical skills.” Reid is a Mormon, and differs with most of his Democratic colleagues on social issues. He is opposed to abortion, gay marriage, and gun control, and supports the death penalty. He voted for both Persian Gulf wars. At a time when the White House and Congress are controlled by Republicans, Reid’s essential role is defensive—to hold the line for his party when the Bush agenda threatens to trample what Democrats most value. And, despite his relative anonymity, Reid has certainly been noticed by conservatives. When the Senate finally reached a deal on the filibuster, James Dobson, the ultraconservative chairman of Focus on the Family, delivered a backhanded compliment to Reid. “This Senate agreement represents a complete bailout and betrayal by a cabal of Republicans and a great victory for united Democrats,” Dobson said.

   

When Reid talks to constituents, he likes to single out staffers for particular praise. He told a group of Las Vegas businessmen that Susan McCue was one of ten children and that “she worked like a dog to get through college.” McCue, who is thirty-nine, and has worked intermittently for Reid since 1990, rolled her eyes at Reid’s description. When Reid speaks about Bush, his tone changes; he has called Bush “King George,” and in Las Vegas he told a group of community activists that the President’s view was “If you’re poor it’s your fault. Go out and be part of America’s success. Go out and get a job and be rich.” And he added, “I wish it were so.” When I asked McCue about this apparent class sensitivity, she said, “It’s not resentment on Reid’s part. But he knows they”—Reid and Bush—“are from different sides of the track.” She urged me to visit Searchlight, Nevada, where Reid was born and has a home—a place that does double duty as a political backdrop, evoking the authentic Old West.

 

Seven years ago, Reid wrote a history of his home town, “Searchlight: The Camp That Didn’t Fail,” published by the University of Nevada, in which he observed, “There are no permanent towns that survive on mining alone. When the tide goes out, when the boom is over, the debris is all that is left. . . . When the town fades, those with money, talent, and initiative generally depart quickly, leaving behind the diehards, the outcasts, the mavericks, or those too old or too sick to move on.” Today in Searchlight, which is about a mile long, one can see the two-room cinder-block schoolhouse that Reid attended, a small casino on the main street, and a McDonald’s. Almost all the houses are double-wide mobile homes, with no landscaping.

 

There were about two hundred people left in the town when Reid was born, in 1939, the third of four sons of Harry Reid, Sr., a gold miner with an elementary-school education, and his wife, Inez, who did laundry for some of the local bordellos, which were by then the town’s primary business. Reid’s boyhood home was built out of scavenged railroad ties; it had no indoor toilet and no hot water. There were no telephones in Searchlight until the nineteen-fifties. When Reid’s younger brother, Larry, broke a leg in a bicycle accident, the leg was never set. “We didn’t go to doctors in those days unless it was a matter of life and death,” Reid said. “And he just lay there. It was so painful, and you couldn’t touch the bed. And that’s the way it just was for several days.” (Larry and another brother are retired; the third, an alcoholic, died in 1977.) Reid’s parents drank and his father often got into brawls. “He didn’t like people coming around and wouldn’t let us answer the door even if we were home,” Reid said. When he could no longer work, because of silicosis, a miner’s cough, Reid’s father stopped drinking, but at the age of fifty-eight he committed suicide, with a gunshot to the head. “He was always depressed,” Reid said, adding that his father’s depression was evident to him only in hindsight. “We always joke that Dad sobered up and killed himself.” His mother tacked to the wall a blue pillowcase with gold fringe and a message of perseverance that originated with Franklin Delano Roosevelt: “We can. We will. We must.”

 

Because the school in Searchlight went only up to eighth grade, every week Reid hitchhiked forty miles to Henderson, a factory town, where he boarded with relatives while he went to the public high school. “I always knew I wanted to get out of there,” he said of Searchlight. “I knew that from the time I was a little kid.” In Henderson, Reid met Landra Gould, the woman whom he eventually married. Reid said that Gould’s parents, who were Jewish, liked him until they realized how serious the couple was—“They wanted their daughter to marry a Jewish boy”—and tried to end the relationship. Her father, Landra Reid told me, “would tear up Harry’s letters, hang up the phone on him. They had a fight in the front yard.” Reid has said that the fight ended when he knocked his future father-in-law, a chiropractor, to the ground. Landra says, “I remember a lot of yelling and pushing.” In 1959, when Harry was twenty and Landra was nineteen, they eloped. After a honeymoon dinner at a Chinese restaurant in Las Vegas, Landra called home to report the news; within days, she got a letter from her parents saying that, despite their misgivings, their daughter’s happiness came first. Reid now wears his father-in-law’s ring.

 

In Henderson, Reid also met Donal (Mike) O’Callaghan, who arrived at the high school to teach government and boxing. O’Callaghan, who had lost a leg in the Korean War and was just ten years older than Reid, became a hero to Reid after he faced down a school bully. Reid, a catcher on the school’s championship baseball team and a guard on the football team, learned to box from O’Callaghan, who helped him win a partial athletic scholarship to a junior college in Utah and later helped pay his way through law school. O’Callaghan, like Reid, had larger ambitions: in the seventies, he served two terms as governor of Nevada, and he went on to become the executive editor of the Las Vegas Sun and a sometime columnist for the paper. When he died, last year, Reid eulogized him as the best friend he had ever had. McCue told me that the only time she ever saw Reid cry was at the news of O’Callaghan’s death.

 

While Harry was in college, he and Landra converted to Mormonism. “The thing that was so impressive to me—in addition to the spiritual aspects that I’d never experienced before—was the emphasis on family,” Reid said. “The biggest jump for me,” Landra Reid said, “was to try to understand the connection between Judaism and the Old Testament and the New Testament, and how to make any sense of how Christianity fit into it.” She added, “Before we got married, we had talked about it and decided we were not going to let religion divide us after what we’d been through. If we found something, we were going to find it together.” Until both of her parents died, Harry Reid said, the family observed the Jewish holidays. “My two oldest children have great affection for things Jewish, and my three younger children are aware of their mother’s lineage, and all of them are very proud of the fact that they are eligible for Israeli citizenship.” On the doorway of their house in Searchlight, the Reids have a mezuzah.

 

The Reids’ house, a Mediterranean-style two-bedroom home that faces the open desert, is situated on a hundred acres at the end of a long dirt road. They had it built four years ago, after living for years in a double-wide. Reid’s friend Jay Brown, a Las Vegas lawyer and a Brooklyn native, said, “You should have seen the trailer,” and complained that simply getting there ruined the tires of his car. Reid is a former marathoner—he ran twelve races before an injury and then a fall sidelined him. Now he takes an hour-long walk each morning, often with Landra, whose presence appears to put him in a lighter mood.

 

The Reids took me on a tour of the house, which is decorated in a Western mining motif, including a gate from one of the town’s mines that hangs on a wall in the entry hall. Next to it is an abstract oil painting of Martin Luther King, Jr. Reid showed me his high-school yearbook; when he was sixteen, his nickname was Pinky. A painting of what appeared to be a mountain man with a white scraggly beard caught my attention. “That’s my brother Larry,” he said.“He still looks that way.” He pointed to a skeletal structure in the distance, the remains of one of the mines where his father worked.

   

As George W. Bush has learned, Harry Reid does not ignore slights. “I believe in vengeance,” he once told a reporter. In May, he began a commencement address at George Washington University Law School by saying that the last time he had set foot on the campus was January, 1964—the year he graduated from the school. “I’ve been holding a grudge,” he said. Law school was difficult. “We managed to get by, but just barely,” he said. At one point, while Landra was pregnant with their second child and he was working six days a week as a Capitol police officer, the transmission of their car, a 1954 Buick Special, broke down. He was desperate. “No car,” he continued. “No way to get to work. Too many bills.” When he approached a dean for help, he recalled, the dean said, “ ‘Why don’t you just quit law school?’ I don’t remember exactly what I thought he would say, but that was not it,” he said. “Since that day, I’ve harbored ill will toward this school.”

 

Reid told the graduates that he regretted his pettiness, but it’s fair to say that payback has been a factor in his career. When I asked what got him interested in politics, he had a one-word reply: “Rudeness.” He explained that not long after he returned to Henderson to practice law, a client, a doctor, had asked him to accompany him to an administrative hearing at a hospital. “As we walked in, the chairman of the board of trustees said, ‘We don’t need lawyers here. We do what we want to do,’ ” Reid recalled. “It was just so rude. I wasn’t there to say anything. I was there just to watch. As a result of how rude he was, I decided to run for the hospital board.” He was elected in 1966, and not long afterward, he said, “we got him”—the administrator—“fired.” Soon, Reid decided that he could accomplish more in the state assembly, and in 1968 he announced his candidacy. This time, he went after the telephone company. “Service was so bad then, and they were dumb enough to respond to me,” Reid has said. “So I had an issue.” Reid served in the assembly for only two years, but he acquired a reputation as a consumer advocate, and he still holds the Nevada record for introducing the most bills in a session.

 

In 1970, Reid was barely thirty, and preparing for another state run, when it was suggested that he enter the lieutenant governor’s race. His good friend Mike O’Callaghan was running for governor as a Democrat—a long-shot candidacy—and Reid decided to run, he says, “within fifteen minutes.” His law partners gave him a party, and, as Reid tells it, “one of the local columnists wrote that I must be supported by Howard Hughes—otherwise how could I have a big party like that. Howard Hughes had just come to town. Of course it wasn’t true, but who was I to deny that he was helping me?”

 

Reid believes that the pseudo-Hughes connection may have frightened off challengers, and both O’Callaghan and Reid, running separately, won. But success, he says, made him overconfident. Reid had been lieutenant governor for four years when Senator Alan Bible announced his retirement. “I was a shoo-in,” Reid says. “Everything was in my favor. But I was young and impulsive and I attacked everybody. Every day, we would get up and find out who we were going to attack that day.” His pollster was Pat Cadell, who went on to work for Jimmy Carter’s Presidential campaign in 1976. Cadell assured him that he couldn’t lose. “I showed him,” Reid says. “I lost by six hundred and twenty-four votes,” to Paul Laxalt. When friends told him that such reverses always turn out for the best, he said, “I wanted to kick them in the shins.”

 

In 1977, O’Callaghan appointed him to the chairmanship of the Nevada Gaming Commission, which oversees casinos, and that was an experience that made his other work look easy. Before Reid took the job, O’Callaghan introduced him to the outgoing chairman, Peter Echeverria. “Pete was telling us, ‘I’ve had people out here watching me, these gangsters,’ and he said, ‘I think they’ve tapped my phone,’ ” Reid recalled. “I thought he was making all this stuff up. It just didn’t make sense. I had no concept of the Mob. It meant nothing to me.” There had been a decrease in Mob activity, but organized crime was again investing in Las Vegas, and for four years Reid confronted wiseguys like Tony (the Ant) Spilotro, who had been sent to Las Vegas by a Chicago branch of La Cosa Nostra, “the Outfit,” and was known for killing his victims by squeezing their heads in a vise. In 1979, Reid barred Spilotro from all casinos.

 

In July of 1978, a man named Jack Gordon, who was later married to LaToya Jackson, offered Reid twelve thousand dollars to approve two new, carnival-like gaming devices for casino use. Reid reported the attempted bribe to the F.B.I. and arranged a meeting with Gordon in his office. By agreement, F.B.I. agents burst in to arrest Gordon at the point where Reid asked, “Is this the money?” Although he was taking part in a sting, Reid was unable to control his temper; the videotape shows him getting up from his chair and saying, “You son of a bitch, you tried to bribe me!” and attempting to choke Gordon, before startled agents pulled him off. “I was so angry with him for thinking he could bribe me,” Reid said, explaining his theatrical outburst. Gordon was convicted in federal court in 1979 and sentenced to six months in prison.

 

One day in 1981, Landra Reid noticed that the family station wagon was not running properly, and she discovered a cable under the hood and “something” sticking out of the gas tank. Police found a device that would have exploded had it been correctly grounded. Reid always blamed Gordon for the bomb, and the incident frightened his family—by then there were five children, four sons and a daughter—so that for a year they started the car by remote control. Gordon died in April, at the age of sixty-six, and his connection to the bombing attempt was never proved. McCue, Reid’s chief of staff, says that the episode changed Reid. Whatever the issue, she says, his approach is always “No one is going to kill me over this.”

 

When Reid’s Gaming Commission appointment expired, in 1981, he went back to private practice. He was at work on a liability lawsuit stemming from the M-G-M Grand fire, the 1980 blaze in which eighty-four people died, when Nevada was given another seat in the House of Representatives. Reid ran as a New Democrat, in a state that was tilting Republican. “Part of it, I’m sure, was my narrow loss in the Senate race, and it was also to show people I could make a comeback,” Reid said of his desire to run. He won the election and went to Washington in 1983.

   

After visiting Searchlight, Reid and I drove to Las Vegas, fifty-five miles away, through the Mojave Desert. On the drive, he talked about his relationship with Bush, whom he regularly disparages; there appears to be no chance that Reid and Bush will duplicate the unusually friendly relationship that Ronald Reagan had with Thomas P. (Tip) O’Neill, the Democratic Speaker of the House, or even the businesslike partnership between Speaker Sam Rayburn and President Eisenhower. At an appearance at the Doris Hancock Elementary School, in Las Vegas, which some of his children attended, Reid began by talking about how his life had become more pressured since he’d become Minority Leader, but he was soon asked about Bush. “I didn’t come here to beat up on President Bush,” he said. “But I have served three Republican Presidents. President Reagan—I cared a great deal for him, and he got most of what he wanted. If you disagreed with him, he did not hold it against you.” He went on, “President Bush No. 1 is such a nice person. Some of my most prized possessions are the three letters he wrote me. But this President is totally different. He takes after his mother. It’s either his way or no way. It’s very, very difficult.” Even Reid seemed surprised by the depth of his reaction. “I’m sorry to give you this report on President Bush,” he said, “but that’s how I feel.”

 

Reid had been head of the school P.T.A., and the parents of some of his children’s friends were in the audience. One was the mother of a college roommate of one of his sons. Like Reid, she is an observant Mormon and they were old friends; but she was a Republican and clearly upset that Reid did not support Bush, especially on the partial privatization of Social Security. Later, she told me that she had voted for Reid in every election except the last one. “He became too liberal,” she said. “I love his wife, but I feel he’s left a lot of his beliefs behind.” While we were talking, Reid approached and she told him that one of her son’s friends, a professional football player, had been at the White House on Valentine’s Day. “They said Bush was so nice,” she said. Reid raised his eyebrows.

 

What happened between him and Bush? Their first meetings, right after Bush’s 2000 election, were cordial enough, Reid told me. “He was an extremely personable man—the kind of guy you’d like to go to a ballgame with.” But, he went on, “I have a lot of history now that I didn’t have then. First of all, he started out on a real bad foot with me because of Yucca Mountain”—a site a hundred miles northwest of Las Vegas, which the federal government wants to use as long-term storage for tens of thousands of tons of radioactive waste. Al Gore opposed this plan in the 2000 campaign, and Bush seemed to oppose it as well, promising that he would base any decision on “sound science.” Reid believed Bush, but, he said, “my belief was short-lived.” Barely a year into his first term, Bush approved the project, and Reid accused him of lying: “I thought he had misled the people of Nevada on nuclear waste.” Of calling Bush a liar, Reid said, “If somebody doesn’t tell the truth, how else would you describe it? I guess I could have said he didn’t tell the truth.” Reid said that, in a private meeting in the Oval Office in February, 2002, he told Bush, “You sold out on this.” The Wall Street Journal later reported the Yucca Mountain decision as the “biggest defeat” of Reid’s career, but added, “The fact that the campaign went on for so long is testimony to Mr. Reid’s formidable persuasive powers—a gift that still could put him in line to be his party’s next leader.”

   

The moment came on November 3, 2004, the day after the election. Tom Daschle had just lost his Senate race in South Dakota, becoming the first Senate leader in half a century to be defeated, and the Republicans had picked up five other seats being vacated by Democrats. Reid, who, as the Democrats’ Minority Whip since 1998, had been Daschle’s No. 2, had assiduously attended to his colleagues’ needs, monitoring legislation on the Senate floor while earning a reputation as trustworthy. By 11 a.m., Reid had the votes he needed. Neither Bush, who had been unsure of his own victory until early that morning, nor Reid, who had spent much of the night on the phone, had slept much. Bush called Reid in Nevada, and, Reid recalled, “he said, ‘This is a new term for me. I’m not running for anything ever again and I want to work with you again.’ ” Reid was pleased, and reported the conversation to his staff. “He had a significant majority in both the House and the Senate, and I thought he would work with us to try to get things done, that we could agree on,” he said.

 

Reid has not been particularly tough on Bush’s appointments so far. He voted to confirm Condoleezza Rice as Secretary of State and even announced that he would probably support Scalia as Chief Justice if William Rehnquist retired and Bush wanted him. He didn’t push for a filibuster against Alberto Gonzales as Attorney General, despite the opposition of all eight Democrats on the Judiciary Committee. Yet, on February 7th, the Republican National Committee attacked Reid’s record on its Web site, citing the Los Angeles Times story on his family, in which Reid was accused of voting for legislation that benefitted his sons and son-in-law. (One passage quoted on the R.N.C. Web site said, “So pervasive are the ties among Reid, members of his family and Nevada’s leading industries and institutions that it’s difficult to find a significant field in which such a relationship does not exist.”) On the Senate floor, Reid denounced the story as “scurrilous” and rebuked the President. Coincidentally, Bush had invited the Reids to dinner at the White House that night, along with three other senators and their wives. Reid initially thought about not going, but decided that “it would be too easy for them for me just not to go.” Still, it was clear that he and Landra were angry. Reid recalled that Bush said, “You know, I didn’t have anything to do with that. I don’t know what they do.” Reid wasn’t mollified. The next day, he reminded reporters of Bush’s campaign pledge to be a “uniter.” “I’m beginning to think those statements were just absolutely false,” he said.

 

There is no longer anything about Reid’s family on the R.N.C. Web site. The offending lines were removed on orders from Karl Rove. According to Rove, following the dinner Bush told him to tell Ken Mehlman, the chairman of the R.N.C., to “never mention Reid’s family again.” When I asked Reid about this, he said he was aware that the section had been deleted, but not of Bush’s role. “That’s nice of him,” he said.

 

Reid said that relations with Bush got worse in April, during the filibuster dispute, at a breakfast meeting in the White House between Bush and the congressional leadership. Reid said that he appealed to Bush to stay out of the fight, telling him, “I hope you’re going to help us on this nuclear option.” The President, he said, “was very direct and blunt: ‘I have nothing to do with this. This is your business. It’s not mine.’ ” Reid thought that would remove one powerful obstacle. But, within days, Vice-President Dick Cheney announced that, as acting president of the Senate, he would provide the tie-breaking vote if it was needed to change the rule. Bush, Reid said, had pulled a “halfback’s stutter step”—a fake—on him. “He was just trying, it appears to me, to mislead me. He just wasn’t telling me the truth at that breakfast meeting. No question about it. He could have said to me, ‘What you’ve done is wrong and I’m going to do everything I can to get it exercised. I want all my judges.’ But he didn’t.” Reid paused. “Just tell me what I have to work with. Don’t mislead me. How do I say this—because I don’t want to appear holier than thou—but relationships are built on trust, and that’s the problem that I’m having with the White House today. It’s that I don’t think they want to establish trust with me.” Reid paused again and shrugged. “I’m not important to them. They can just go around me.” He sounded weary, but then his voice strengthened. “He’s not a dictator. He’s a President. And he has the same power that I do. He individually may have more power. But his branch of government has no more power than mine.”

   

About a month later, at a point when negotiations on resolving the filibuster issue seemed to have stalled, Reid made his only phone call on the issue to the White House—to Rove. “This thing should be worked out,” Reid said he told Rove. “It’s craziness.” At the time, Bush had re-submitted the names of seven appellate-court nominees whom Senate Democrats had previously blocked, using the filibuster tactic. “We let this continue to go on, twenty years from now, if either of us is still alive, we’re going to look back and be ashamed of what we allowed to happen,” Rove said. He said that harsh attacks were driving out possible nominees who were leery of the confirmation process. “I get it,” Reid responded. He told Rove that he had been trying for years to improve the process, and added, “I’m just trying to find a way out of this.”

 

For Rove, the most painful example was Miguel Estrada, who had worked in the Solicitor General’s office, and who was Bush’s first appellate-court nominee, in 2001. Estrada withdrew his name twenty-eight months after being nominated. During the confirmation struggle, Estrada’s wife miscarried; in November, 2004, she died, of an overdose of alcohol and sleeping pills. The death was ruled accidental by the medical examiner. Rove said that Mrs. Estrada had been traumatized by the nastiness of the process. Reid told Rove that he empathized with Estrada, but said that the Republicans’ treatment of President Clinton’s nominees—more than sixty were never voted on by the Judiciary Committee—had created victims, too. Rove, according to Reid, replied, “We need to sit down and talk about this,” adding that the ugliness of the confirmation process had reached a new low.

 

Rove recalls that the conversation was mostly about making a deal on the judicial nominees. According to Rove, Reid said, “They’re all unqualified, but you can pick the one you want,” and eventually it got to two. At one point, Rove asked Reid, “If they’re unworthy, why are you letting us have any?” And he said, “Harry, it’s like you’re asking us to pick one of our children and kill them.” He said that Reid kept jumping around with the numbers: “It was a nutty conversation.” For Reid at this point, the individual nominees were a secondary issue. “I didn’t like the judges,” he said later, “but there was a principle higher than any of those men or women”—the preservation of the Senate filibuster rule. When the discussion ended in an impasse, Reid was disappointed, but he said, “I wasn’t owed anything, that’s for sure.”

 

Reid had always regarded a full Senate vote on the “nuclear option” as a gamble. Frist appeared to hold the advantage; with Cheney in the wings, he needed only fifty senators to make the rules change, while Reid needed to persuade six Republicans to cross over. And although Reid thought that he had those six votes, he was certain only of four. “Each day, I started losing people,” he recalled. By May 23rd, the day before the scheduled vote, Reid believed that neither he nor Frist really knew for sure who had the votes, and when the seven Democrats in the Gang of Fourteen told Reid that they were ready to make a deal with the Republicans he acquiesced. “I thought we might have the six votes, but I wasn’t positive, and I wasn’t willing to take the chance. He”—Frist—“didn’t know that he had the votes, but he was willing to take the chance.” In the final compromise, three of the seven Bush judicial choices that Reid and Rove had discussed were approved by the Senate, and it was simultaneously agreed that senators could filibuster a nominee “under extraordinary circumstances”—somewhat vague language that has yet to be tested. For the Democrats, though, the agreement preserved the power to block a Bush Supreme Court choice.

 

Standing before reporters, Reid, who had worked behind the scenes for this result, looked euphoric. Frist, who appeared later, looked glum—understandably, some observers thought. Frist had staked a lot on the issue; he has said that he plans to retire from the Senate in 2006, and it is believed that he may seek the Presidency. “I was not a party to that agreement nor was the Republican leadership,” Frist said. “Now we move into a new and uncertain phase.” The Senate that Frist purportedly led had suddenly been taken over by a bipartisan group beyond his reach. And, for Reid and others, it is not a stretch to see the connection between the filibuster compromise and the relatively noncontroversial nomination of John G. Roberts.

Replacing an earlier photo taken 19JUN15 with a better version 18-Jun-16.

Replacing an earlier scanned photo with a better version 20-Oct-16, plus Topaz DeNoise AI 05-Jun-25.

 

With additional 'Continental Connection' sticker by the forward door.

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 04-Sep-25.

 

This aircraft was delivered to Singapore Airlines as 9V-SYB in Dec-98. It was withdrawn from service and stored at Singapore in Dec-11.

 

It was sold to VEBL-767-300 Ltd as EI-UNP in Mar-12 and leased to Transaero Airlines, Russia in May-12. Transaero ceased operations on 26-Oct-15, the aircraft was returned to the lessor and stored at Teruel, Spain.

 

In Aug-15 the aircraft was to Rossiya - Russian Airlines. It was repainted in Feb-17 in a memorable 'Far Eastern Leopard' special livery with the head and face of a leopard around the nose and forward fuselage.

 

The aircraft was re-registered RA-73282 in Mar-22 after Russia invaded Ukraine. Due to western sanctions the Russian Government re-registered all aircraft owned by western leasing companies.

 

It was withdrawn from service and stored at Moscow-Sheremetyevo the day after it was re-registered in Mar-22, and returned to service in Dec-23. It was withdrawn from service and stored at Moscow-Sheremetyevo again on 05-Jul-25. Possibly due to non-availability of spare parts? Updated 04-Sep-25.

Replaced the terribly old toilet upstairs. This new one uses 1.28 gal. per flush.

Replacing an earlier scanned photo with a slightly better version, plus Topaz DeNoise AI 16-Aug-24 (another very yellowed negative).

 

Taken through glass with some reflections.

 

This aircraft was delivered to LTU International Airways (Germany) as D-AMUG in Oct-98. It was sold to Pegasus Leasing on delivery and leased back to LTU. They only kept it for five years and returned it to the lessor in Sep-03.

 

The aircraft was leased to Air Astana (Kazakhstan) as P4-EAS (Aruba!) in Oct-03. It was withdrawn from service and stored at Almaty, Kazakhstan in Mar-20, due to the COVID-19 Pandemic.

 

It was ferried to Lleida (north east Spain) in Dec-20 for further storage and returned to the lessor. It was sold it AerSale Inc as N111AS in Dec-22. Permanently retired at Lleida. Noted at Lleida on 30-Mar-24, still in full Air Astana livery without engines and other parts. Updated 09-Apr-24.

Replacing an earlier digital photo with a better version 24-Aug-25.

 

Blimey, this history is longer than I expected... First flown with the Airbus test registration D-AVZK, this aircraft was delivered to ILFC and leased to Novair Sweden as SE-RDN in Apr-04. It was withdrawn from service and stored at Woensdrecht, Netherlands at the end of Feb-16. It was returned to AerCap in May-16.

 

Four days later the aircraft was leased to SmartLynx Airlines, Latvia as YL-LCQ and immediately wet-leased to Thomas Cook Airlines UK, based at London-Gatwick for the 2016 summer season. It returned to SmartLynx at the end of Oct-16.

 

In Mar-17 it was wet-leased, short-term, to Novair Sweden and returned to SmartLynx in Apr-17. at the end of the month it was again leased to Thomas Cook Airlines UK for the summer season, returning to SmartLynx in early Nov-17.

 

The aircraft was wet-leased to Condor Flugdienst in Jan-18 for three months, returning to SmartLynx at the end of Apr-18. The following day it was wet-leased to Thomas Cook Airlines UK for another summer season, this time based at Stansted, UK and returned to SmartLynx in Nov-18.

 

It was wet-leased to Jetstar Pacific Airlines, Vietnam in Jan-19 for one month, returning to SmartLynx in Feb-19. It was wet-leased, short-term to LOT Polish Airlines for a week in Mar-19. Then it was wet-leased to Thomas Cook Airlines UK at Stansted for a final summer season at the end of Mar-19.

 

The Thomas Cook Group UK ceased operations on 23-Sep-19, taking Thomas Cook Airlines UK with it. The aircraft returned to Smart Lynx and immediately operated Thomas Cook repatriation services for the UK CAA using Titan Airways, UK flight numbers for two weeks and returned to SmartLynx in early Oct-19.

 

The aircraft was wet-leased to Jet2,com the following day and returned to SmartLynx a month later in early Nov-19. It was stored at Larnaca, Cyprus in Jan-20 at the start of the COVID-19 Pandemic and returned to service in Jun-21. The aircraft was wet-leased to RAM Royal Air Maroc in Jul-21 and returned to SmartLynx in Sep-21.

 

In Apr-22 it was wet-leased to Jet2,com for another summer season, this time based at Birmingham, UK. It returned to SmartLynx in Nov-22. It was stored at Riga, Latvia in Nov-22 and returned to service in mid Mar-23 when it was wet-leased to AnadoluJet, Turkiye.

 

AnadoluJet was renamed A Jet Airlines at the end of Mar-24. The wet-lease continued until the aircraft returned to SmartLynx in Dec-24. It operated occasional flights for SmartLynx and SmartLynx Malta before being stored at Riga in mid Mar-25. The aircraft was again wet-leased to A Jet Airlines, Turkiye in mid Jul-25. The lease continues. Current, updated 24-Aug-25.