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these three were once my most popular mocs (on mocpages) but as time goes on, and mocers become better, they eventually decide to replace their old models, so these Lamborghini Gallardos will be replaced with new ones (hopefully better ones)
ps. wips coming soon! :D
The R Type is the second series of post-war Bentley automobiles, replacing the Mark VI. Essentially a larger-boot version of the Mk VI, the R type is regarded by some as a stop-gap before the introduction of the S series cars in 1955. As with its predecessor, a standard body was available as well as coachbuilt versions by firms including H. J. Mulliner & Co., Park Ward, Harold Radford, Freestone and Webb and others.
Other than the radiator grilles and the carburation there was little difference between the standard Bentley R Type and the Rolls-Royce Silver Dawn. The R Type was the more popular marque, with some 2,500 units manufactured during its run to the Silver Dawn's 760.
DESIGN
During development it was referred to as the Bentley Mark VII; the chassis cards for these cars describe them as Bentley 7. The R Type name which is now usually applied stems from chassis series RT. The front of the saloon model was identical to the Mark VI, but the boot (trunk) was almost doubled in capacity. The engine displacement was approximately 4½ litres, as fitted to later versions of the Mark VI. An automatic choke was fitted to the R-type's carburettor. The attachment of the rear springs to the chassis was altered in detail between the Mark VI and the R Type.
For buyers looking for a more distinctive car, a decreasing number had custom coachwork available from the dwindling number of UK coachbuilders. These ranged from the grand flowing lines of Freestone and Webb's conservative, almost prewar shapes, to the practical conversions of Harold Radford which including a clamshell style tailgate and folding rear seats
RUNNING GEAR
All R Type models use an iron-block/aluminium-head straight-6 engine fed by twin SU Type H6 carburettors. The basic engine displaced 4,566 cc with a 92 mm bore and 114.3 mm stroke. A 4-speed manual transmission was standard with a 4-speed automatic option becoming standard on later cars.
Brakes and suspension
The suspension was independent at the front using coil springs with semi elliptic leaf springs at the rear. The brakes used 311 mm drums all round and were operated hydraulically at the front and mechanically at the rear via a gearbox driven servo.
PERFORMANCE
A four door saloon with automatic transmission tested by the British magazine The Motor in 1953 had a top speed of 163.7 km/h and could accelerate from 0-97 km/h in 13.25 seconds. A fuel consumption of 18.2 L/100 km was recorded. The test car cost £4481 including taxes.
BODIES
The first example is the standard steel saloon built by Bentley, but a number of customers opted for a bare chassis which was taken to a coachbuilder of their choice.
R-TYPE CONTINENTAL
The R-Type Continental was a high-performance version of the R-Type. It was the fastest four-seat car in production at the time.
The prototype was developed by a team of designers and engineers from Rolls-Royce Ltd. and H. J. Mulliner & Co. led by Rolls-Royce's Chief Project Engineer, Ivan Evernden. Rolls-Royce worked with H. J. Mulliner instead of their own coachbuilding subsidiary Park Ward because the former had developed a lightweight body construction system using metal throughout instead of the traditional ash-framed bodies.
The styling, finalised by Stanley Watts of H. J. Mulliner, was influenced by aerodynamic testing conducted at Rolls-Royce's wind tunnel by Evernden's assistant, Milford Read. The rear fins stabilised the car at speed and made it resistant to changes in direction due to crosswinds.
A maximum kerb weight of 34 long hundredweight (1,700 kg) was specified to keep the tyres within a safe load limit at a top speed of 190 km/h.
The prototype, with chassis number 9-B-VI and registration number OLG-490, which earned it the nickname "Olga", was on the road by August 1951. Olga and the first series of production Continentals were based on the Mark VI chassis, and used a manual mixture control on the steering wheel boss, as these versions did not have an automatic choke.
The early R Type Continental has essentially the same engine as the standard R Type, but with modified carburation, induction and exhaust manifolds along with higher gear ratios. The compression ratio was raised to 7.25:1 from the standard 6.75:1, while the final gear ratio was raised (lowered numerically) from 3.41 to 3.07.
Despite its name, the two-door Continental was produced principally for the domestic home market, most of the 207 cars produced were right-hand drive, with 43 left-hand drive examples produced for use abroad. The chassis was produced at the Rolls-Royce Crewe factory and shared many components with the standard R type. R-Type Continentals were delivered as rolling chassis to the coachbuilder of choice. Coachwork for most of these cars was completed by H. J. Mulliner & Co. who mainly built them in fastback coupe form. Other coachwork came from Park Ward (London) who built six, later including a drophead coupe version. Franay (Paris) built five, Graber (Wichtrach, Switzerland) built three, one of them later altered by Köng (Basel, Switzerland), and Pininfarina made one. James Young (London) built in 1954 a Sports Saloon for the owner of the company, James Barclay.
After July 1954, the car was fitted with an engine with a larger bore of 94.62 mm, giving a total displacement of 4.9 L.
The rarity of the R Type Continental has made the car valuable to car collectors. In 2015 a 1952 R Type Continental, in unrestored condition, sold for over $1 million USD.
PRODUCTION NUMBERS
R Type: 2323 (295 with coachbuilt bodies)
R Type Continental: 208 (including the prototype)
WIKIPEDIA
They replaced the signage (you can tell it was the old logo) the day before I took this picture...they'll paint over the labelscar (I hope!)...UPDATE: Of course, they painted the building...the building is now tan.
Adapted from wholenewmom.com/recipes/energ-egg-substitute-egg-replacer..., this is a cheap, accessible and easy to make version of the Ener-G Egg Replacer Powder. Gluten, corn, soy and dairy free!
Reproduced 35mm slide
Photo shot by my Dad, Jay Thomson
In July 1981 the L&N replaced the old bridge over the Clinch River at Elza, TN (near Oak Ridge). Dad's bridge gang was part of the crew that worked on this major project. The new bridge was taken down from an abandoned L&N line and floated up the Tennessee River from West Tennessee.
This was a short-lived A&W drive-in, replacing a walkup stand in the city park. It opened around 1971 and was closed by 1982. The original building was later a video store that closed in the mid 90s. Around 1995, the building was divided between Hungry Howie's and an office, while two new suites were built over the drive-in lanes. One suite became a short-lived and very small Hallmark store, and the other became an AT&T store. The Hallmark was later another video store called Jumbo Video, and it was supposed to reopen as "Jpad Video" but that fell through somehow. The office is now a cash for gold store.
The International A series (or A-line) replaced the S series in April 1957. The name stood for "Anniversary", as 1957 marked the fiftieth (or Golden) anniversary of truck production by International Harvester. It was largely a rebodied version of the light and medium S-series truck, incorporating a wide cab and more integrated fenders. A modified version of this truck range was also built in Australia until 1979, where it was marketed both as an International and as a Dodge.
The new lower design necessitated a slight hump in the cabin floor. The stylish new front end, deleted running boards, and panoramic windshield brought the design more up to date for the later half of the fifties on this, the first all-new design to appear since Ted Ornas was put in charge of design in 1953. The hood was now hinged in the rear, rather than being a lift-off unit. The parking lights were mounted above the headlights. As with the R- and S-series trucks, there was a Travelall station wagon version developed from the new range. There were A-100 to A-180 series models available, with Gross Vehicle Weight ratings ranging from 4,200 to 33,000 lb (1,900 to 15,000 kg). A step-side bed remained standard, but a new flush-sided "Bonus Load" bed was an option for the first time. There was also a gold and white two-tone Golden Jubilee Custom Pickup package available, featuring some special equipment.
For 1959, the B series replaced the A series. This was the first of the series to feature V8 engines as an option, of either 304 ci or 345 ci. The usual engines were International's 'Diamond' series of inline-sixes. The B series had twin headlights, mounted above each other. The B-120 was also available with four-wheel drive. The B series was available with the same weight ratings as its predecessor, and was built until 1961 when more thorough changes took place, and the truck became known as the C series.
Designed to replace the Avro York the Handley Page Hastings was the mainstay of RAF Transport Command for a decade and was developed as a long-range transport that served with both the RAF and Royal New Zealand Air Force. The first prototype flew with four Bristol Hercules 101 radial piston engines on 7th May 1946 and the initial C.1 entered RAF service in October 1948. Production aircraft could accommodate 30 paratroopers or 50 fully equipped soldiers. The first of 14 squadrons to receive it, in October 1948, was No 47, and this unit took part in the Berlin Airlift. The new aircraft served alongside the York throughout the Airlift (Operation 'Plainfare'), flying vital supplies into the city during the Soviet blockade. A Hastings made the last sortie of the Airlift on 6th October 1949.
Production totalled 100 C.1s and 42 C.2s, the latter powered by four Bristol Hercules 106 engines in place of the C.1s Hercules 101s. Four C.3s were sold to the New Zealand service and four C.4 VIP transports were constructed. The C.2 had a larger tail plane mounted lower on the fuselage and increased fuel capacity. All C.1s were rebuilt to this standard as C.1As.
From 1950, the last C.1s were delivered as Met Mk1s for weather reconnaissance and flew in this role until the mid-1960s. Eight C.1s became Hastings T.5s, providing radar training for bomb-aimers at the Bomber Command Bombing School [BCBS] from 1959. By 1968 the Hastings had left front-line service with the delivery of Hercules and Armstrong-Whitworth Argosy transports, but none found their way on to the civil market. The last four served with the Radar Flight of No.230 Operational Conversion Unit (unofficially known as '1066 Squadron') until 30th June 1977.
TG517 was the 19th Hastings C.1 to be built. It was initially delivered to 5 MU in July 1948 and later served 47 and 53 Squadron, participating in the Berlin Airlift. It was the first C.1 to be converted to a T.5 variant for allocation to the RAF Bombing School [BCBS] and later served with the Radar Flight of No.230 Operational Conversion Unit. This aircraft also flew fishery protection sorties during the Icelandic 'Cod War'. TG517 was flown to the Newark Air Museum at RAF Winthorpe on 22nd June 1977 by Squadron Leader Jackson of No.230 Operational Conversion Unit.
The A-6 Intruder was designed to serve two roles: one, to replace the aging A-1 Skyraider and supplement the A-4 Skyhawk in the carrier-based strike role, and two, to give the US Navy a genuine all-weather strike aircraft. The requirement was issued in 1957, and Grumman’s A2F-1 design selected, with the first flight in 1960. In 1962, just before fleet entry in 1963, the Intruder was redesignated A-6A.
The A-6 was designed to hit targets with pinpoint accuracy in adverse weather, day or night, similar to what the USAF would later require for the F-111 Aardvark. For this reason, it was built around the Digital Integrated Attack/Navigation Equipment (DIANE), which used three radar systems to constantly update the INS and provide attack data to the bombardier/navigator sitting in the right seat. The system proved very complicated and it would be some years before it was perfected. Since the weather and night would be the Intruder’s primary defense, no internal armament equipped the aircraft, though it could carry an impressive 18,000 pound warload.
The Intruder was committed early to the Vietnam War, which showed up the flaws in the DIANE system and a more lethal one in the bomb delivery system, which had a tendency to set off the bombs prematurely, destroying the aircraft. Gradually improvements were made, and despite the loss of 84 Intruders over Vietnam, it proved to be extremely effective: until the bugs were ironed out of the F-111A in 1971, the A-6 remained the only American aircraft that could attack during the monsoon season.
Specialized A-6Bs were also produced specifically for Iron Hand defense suppression missions, and A-6Cs for anti-truck operations on the Ho Chi Minh Trail. All three variants were replaced by the A-6E beginning in 1971: this replaced DIANE with a more advanced solid-state computer and the three radars with a single AN/APQ-148 multimode radar. In 1979, the A-6E was further modified with the installation of Target Recognition Attack Multisensor (TRAM), consisting of a turret in the nose containing FLIR linked to the radar and a new bomb computer. Besides making the already accurate A-6 even more deadly, it also allowed the Intruder to drop laser-guided bombs, hit moving targets with bombs, and also use passive radar to attack a target.
A-6s would find themselves once more heavily employed during the First Gulf War, flying 4700 sorties for the loss of four aircraft; its final roles would find it supporting Marines in Somalia in 1991 and UN forces in Bosnia in 1995. By that time, surviving A-6Es had been partially upgraded to allow them to fire all newer guided weapons in the inventory (namely the AGM-84 Harpoon, AGM-65 Maverick, and AGM-88 HARM), while most of the fleet also received composite wings.
Grumman further proposed an updated version designated A-6F, with new avionics and engines, but the US Navy rejected this in favor of replacing the Intruder with first the cancelled stealthy A-12A Avenger II, then the F/A-18C/D Hornet. The last A-6E left US Navy service by Feburary 1997; the US Marine Corps had retired theirs in 1993. Older, non-modified aircraft were sunk as an artificial reef off Florida; others remain at AMARC for scrapping.
This Intruder is Bureau Number 154162, built as an A-6A and entering service with VMA(AW)-533 ("Hawks") at MCAS Iwakuni, Japan. 154162 would just miss service in Vietnam, as VMA(AW)-533 was sent back to Southeast Asia in 1972, but by that time it was serving with VA-176 ("Thunderbolts") aboard the USS Franklin D. Roosevelt (CV-42) in the Atlantic. It was upgraded to an A-6E in 1974 and would spend the next decade as a test aircraft, first with the Naval Air Weapons Center at NAS China Lake, California and then with the Pacific Missile Test Range at NAS Point Mugu. 154162 would see its only combat while assigned to VA-145 ("Swordsmen") aboard the USS Ranger (CV-61), supporting the US effort in Somalia, though no airstrikes were flown. Badly damaged in a landing accident at Tinker AFB, Oklahoma in 1995, it was repaired to static condition and eventually donated to the Palm Springs Air Museum.
Today, 154162 is preserved in the colors of VA-36 ("Roadrunners"), during its time aboard the USS Theodore Roosevelt (CVN-71), though it does not appear 154162 ever flew with that squadron. It still looks good, though, and like the Hornet next to it, is displayed on a simulated carrier deck.
Replacing an earlier scanned slide with a better version 06-Jul-15, plus Topaz DeNoise AI 20-May-26
Named: "Serene".
A somewhat confusing history... Delivered new to Overseas National Airways in May-69 as N864F, it was briefly leased to Air Afrique in Oct/Nov-77. It was sold to Seaboard World Airlines in Dec-77 and leased to Capitol International Airways in May-79, returning to Seaboard World in Nov-79.
It was then immediately leased to Saudi Arabian Airlines Cargo. In the meantime Seaboard World was merged into Flying Tiger Line in Oct-80 and Saudi Arabian returned the aircraft to them in Mar-81 when it was re-registered N774FT.
It was sold to the 'new' Overseas National Airways in Apr-81 (the 'old' ONA ceased trading in 1978 and a new company took over the name) and leased to Wein Air Alaska the following month. It was re-registered N906R with Wein Air Alaska in May-81.
The aircraft was returned to ONA in Jul-82. Over the next two years it was leased to several airlines, Airlift International (Nov-82/Jul-83), Air India (Jul/Oct-83 and Nov-83). In the meantime ONA had been renamed National Airlines and Air India returned it to them in Dec-84.
In Jan-85 it was sold to ATASCO Leasing and leased back to National Airlines. It was again leased to Air India (Feb/Jul-85). National Airlines ceased trading in Feb-86 and the aircraft was sold to Emery Worldwide in Mar-86.
They sold it to Aerolease Financial Group in Jun-88 and leased it back. It was returned to Aerolease in Jun-95. ATI Air Transport International leased it in Jul-95. It was sold to Aerofreighter LLC in Dec-99 while the lease to ATI continued.
It was returned to Aerofreighter LLC in Jan-02 and was stored at Marana, AZ, USA, where it was eventually broken up.
Vicksburg, Mississippi est. 1825, pop. (2013) 23,54) • MS Delta
• aka Manor House Inn & Club, Great Hope Manor, a name derived from the motto on the Scottish Craig family crest: “J’ai Bonne Esperance" (“I have Good Hope”)
• 3-story, 14,000-square foot Tudor style residence designed by NY architect W.W. Knowles (1871-1944) • Knowles was born in Harlem & studied at the Ecole des Beaux-Arts, Paris • also designed Vicksburg's 1907 First National Bank Building
• in 1901, Charles Clark Craig & wife Harriet “Hattie” Rabb Craig purchased this parcel of land to build their turn of the 20th c. dream house • it replaced the estate of John Wesley Vick, a member of Vicksburg’s founding family • the original bldg. was torn down & 3 outbuildings constructed with the lumber, 2 of which — the carriage house & servants' quarters — remain
• construction required 3 yrs. (1904-06) • was equipped with state-of-the-art conveniences, e.g., a 3-door refrigerator, built-in silver safe, plate warmer, servants' bells & interior fire hydrant w/100’ of hose —Craig-Flowers House NRHP Nomination Form
• in 1928 Craig deeded the house to his daughter, Hester Flowers (1885-1987) • here, in 1931, she organized Vicksburg’s first garden club • her grandson, Dr. William Reynolds Ferris, Jr. (William R. Ferris is a noted writer, scholar & filmmaker focused on southern African American folklore & culture • The William R. Ferris Collection
“My maternal grandmother, Hester Craig Flowers, often reminded me that “blood is thicker than water.” She told me how her Scots-Irish father, William Clark Craig, took his family from Vicksburg to their ancestral home in County Antrim in 1903. There they visited with relatives and and attended the local Presbyterian church with their uncle Tom Craig. When the offering was taken, Uncle Tom told her father, "William, you will embarrass the family if you put less than a shilling in the plate." —William R. Ferris, “The William R. Ferris Reader, Omnibus E-book: Collected Essays from the Pages of Southern Cultures, 1995-2013
• practically intact, this house is considered one of the finest Tudors in Mississippi, if not the entire South • its walks, parterres & outbuildings have also survived with minimal alteration • it remains a private residence
• South Cherry Street Historic District, National Register # 03001140, 2003 • National Register # 84002352, 1984
Replacing an earlier digital photo with a better version 12-Sep-20.
'Old' Condor livery with Thomas Cook tail logo.
First flown with the Boeing test registration N1786B, this aircraft was delivered to Condor Flugdienst as D-ABOJ in Mar-00. From early 2000 the UK's Thomas Cook Group gradually bought up Lufthansa's shares in Condor and in Mar-03 it became Thomas Cook Airlines Germany (powered by Condor). The Thomas Cook name didn't work well in Germany and the name was changed back to Condor Flugdienst in Jun-04. The aircraft was wet-leased to Ryan International Airlines (USA) between Dec-04/Jun-05, Operating for Apple Vacations. It was fitted with blended winglets at Helsinki, Finland in Dec-09. The Thomas Cook Group (UK) ceased operations in Sep-19 and Condor was granted a loan by the German Government to keep operating. The aircraft was stored at Frankfurt in Mar-20 due to the COVID-19 Pandemic. It returned to service in early Jul-20. Current, updated (Sep-20).
The church San Sebastian de La Rochette replaced in the 1180s building a robust eleventh century. His plan is simple: a single nave, transept crossing a fake and a semicircular apse.
The facade has a central portal to three naked arches and two side arches each containing a small carved tympanum. North tympanum (left has a equestrian figure stomping a little character. Latter holds a scholarship. So it can be a representation of the victory of virtue over greed, vice. Unless not necessary to see here a figure of Constantine, the first Christian emperor, symbolizing the triumph of the church over paganism.
To the south, presented under the guise of a bearded man squatting edge at full speed vice symbolized by a character riding a fantastic animal.
Some interpretations have this man as Samson the lion.
Above the portal, consoles indicate the past presence of a built in 1632 to enlarge the church and now defunct porch. A series of ornate corbels and confined by two columns window occupy the upper part of the facade.
Capitals in replacement were placed high up the corners of the front and side walls. These are punctuated by massive buttresses. Animals, plants and various characters adorn the corbels supporting the ledge to the north and south.
The apse is supported by two flat and shows no ornamentation foothills. A bell tower overcomes the false transept crossing. Its floor is drilled in 1905 recovered five openings: two kinds of loopholes in the west and a rectangular bay on each other faces.
Coverage of the building, recently restored (1980), consists of limestone slate.
Inside, the nave is covered with a broken and divided into three bays by arches falling on half-columns with carved cradle. Three bays are drilled north and south. Those in the north had been walled up in the early sixteenth century.
The full cradle vaulted arch above the apse false square topped by a cul-de-four and lit by an opening window in the south.
We also find this side of a swimming pool and two niches of cabinets.
The interior of San Sebastian offers fine examples of Romanesque sculpture. In addition to the palms and animal heads, we see, at the entrance of false square, a lion, one of the hind legs is devoured by a head. Its tail ends itself in the form of head. Cinch corner and scrolls adorn the capitals framing the entrance to the sanctuary.
The capitals of the nave have, among other characters grappling with ducks, lions devouring the arms of a man or an unfortunate armed with a spear and defending against a monster that already eats up a knee.
As the eardrums of the facade, most of these storied capitals involved a pervasive iconography in the decor of our medieval churches intended to illustrate the ongoing struggle between good and evil.
Clementine: Avrei voluto che fossi rimasto.
Joel: E io vorrei averlo fatto. Ora vorrei essere rimasto. Vorrei aver fatto molte cose. Vorrei... vorrei essere rimasto. Davvero.
Clementine: Tornai subito di sotto, ma non c'eri!
Joel: Ero uscito, me n'ero andato via.
Clementine: Perché?
Joel: Non lo so! Ero come un bambino spaventato e... era una cosa più grande di me. Non lo so...
Clementine: Avevi paura?!
Joel: Sì... pensavo che l'avessi capito.
On April 17, 1926, Western Air Service, Inc., commenced operation on Contract Air Mail Route 4 (CAM-4) between Los Angeles and Salt Lake City. via Las Vegas. For service over this route, a distance of about 660 miles, Western selected the Douglas M-2 aircraft, a mailplane version of the 0-2 observation plane produced by the Douglas Company to replace the U.S. Army DH-4 aircraft.
The Douglas M-2 was selected because it was far superior in strength, construction, performance, and flying characteristics to other aircraft entered in the Post Office Department’s competition for airmail airplanes. The M-2 was a single-bay biplane with the conventional form of axleless undercarriage. The fuselage, a truss of steel tubes and tie rods, was made in two detachable sections. The engine section was detachable at the station at the front wing beam and the engine cowling was hinged to facilitate inspection. The fuselage aft of the firewall was covered with fabric. The wings, vertical fin, and horizontal stabilizer were of standard wood beam and built-up rib construction, with the elevators and rudder made of Duralumin tubing. The power plant was a 400-hp, Liberty water-cooled engine, with nose radiator. Two main fuel tanks, each of sixty gallons capacity and made of sheet aluminum, were so mounted in the lower wing that they could be jettisoned by the pilot. A small 10-gallon gravity tank was located in the upper wing.
A design detail of particular interest was the location and construction of the M-2 mail compartment. It was situated in front of the pilots cockpit, sealed from the engine by a fireproof bulkhead, and lined with reinforced Duralumin. It was six feet long, had a capacity of 58 cubic feet, and could carry up to 1,000 pounds of mail. A unique feature was the provision of two removable seats that permitted carrying passengers or reserve pilots from one field to another. The passengers were seated well down in the compartment and protected by suitable windshields. Access was provided by the use of aluminum covers over the top, arranged and constructed so that, with passengers aboard, the roof door could be folded down. providing a cockpit opening.
Flights were scheduled daily in both directions on the Los Angeles-to-Salt Lake City run, with one-way flight time averaging slightly in excess of six hours. The record time for the route was 4 hours, 12 minutes. The schedule was maintained by four regular pilots, two reserve pilots, eight mechanics, and three radio operators at the fields. Although transporting the mail remained the airlines’ chief concern, Western Air Express invited passenger traffic, and invaluable experience was gained flying passengers in the M-2 over the same rugged territory of eastern California. southern Nevada, and western Utah traveled many years before by the Mormons.
The M-2 performed remarkably well during the early years on the CAM-4 route. Its load-carrying capability, remarkable stability, and rugged construction contributed to a perfect safety record and profitable operation. Government and airline experiences with the Douglas mailplanes and the 0-2 led to modifications of the basic design. Relatively minor changes in cockpit layout, engine accessories, and airframe construction led to the M-3 mailplane, which differed little in physical appearance from the M-2 version. A subsequent addition of five feet to the wingspan resulted in the final version, the M-4, which realized considerable gain in payload at a negligible loss in performance. While Western eventually added two M-4s to its fleet of six M-2s, the M-4 saw more extensive service with National Air Transport (later United Air Lines) from 1927 to 1930 on the Chicago-New York route. National Air Transport modified all of its M-3s into the M-4 configuration and eventually had twenty-four Douglas mailplanes on its roster, to become the largest operator of this type in commercial service.
The M-2 of the National Air and Space Museum is believed to be the last Douglas mailplane in existence. This machine is actually an M-4 model originally purchased by Western from the Post Office Department in June 1927 and registered as NC 1475, serial number 338. The aircraft saw considerable service on Western’s mail route until 1930. when it crashed and was sold to Continental Air Map Company of Los Angeles. The airplane had a series of corporate and private owners until it was reacquired by Western Air Lines in April 1940 and subsequently registered with the Federal Aviation Administration as M-2 NC15O, Western’s first M-2. The first substantial restoration took place in 1946, although no attempt was made to make it flyable. For the next twenty two years, the M-2 made its home in a corner of Western’s hangar at Los Angeles International Airport. In 1974 an intensive, large-scale restoration effort commenced, under the impetus of retired Western Captain Ted Homan.
Volunteers from Western Air Lines, McDonnell-Douglas Corporation, Goodyear Tire Company, and many other organizations completely rebuilt the aircraft and its Liberty engine, returning the machine to flyable condition. The M-2 flew for the first time in thirty-six years on June 2,1976, and after a series of test flights was recertified airworthy by the Federal Aviation Administration. After a successful transcontinental journey in May 1977, the venerable M-2, resplendent in the silver and red colors in which it flew the old Mormon Trail, is displayed as a lasting tribute to the men and women who pioneered the mail-passenger service during the formative years of commercial aviation in the United States.
Replacing an earlier scanned photo with a better version, plus DeNoise AI 25-Jan-23.
This aircraft was line No: 446 and the last DC-10, built in Dec-88. It was originally ordered as a freighter by FedEx (N318FE not used) but the order was cancelled before completion.
It was changed to a passenger aircraft was was due for delivery to Nigerian Airways as 5N-AUI. However, the order was taken over by the Japan Leasing Corporation and it was leased to Nigerian Airways as N3024W in Jul-89.
It was repossessed by the lessor in Dec-93 and sold to Equator Leasing Inc the following day. It was repainted all white at Amsterdam, Netherlands in Dec-93 and stored at Amsterdam until May-94 when it was ferried to Zurich, Switzerland for further storage.
The aircraft was leased to World Airways in Apr-95. It was wet-leased to Malaysia Airlines for a Haj Pilgrimage operation in early May-95 and returned to World Airways at the end of Jun-95. It was re-registered N117WA in Sep-95.
In Mar-96 the aircraft was wet-leased to Garuda Indonesia Airlines for another Haj Pilgrimage and returned to World Airways in May-96. It was returned to the lessor as N117GB in Oct-01 and stored at Manchester, UK. It ferried to Tel Aviv, Israel in Jan-02 (above) for further storage.
The aircraft was leased to World Airways again as N353WL in Nov-02 and returned to the lessor in Oct-04. It was sold Omni DC-10 Leasing LLC and leased to Omni Air International in Nov-04.
It was re-registered N270AX in Feb-05 and continued in service until it was permanently retired at Tulsa, OK, USA in Aug-11. It was broken up there in Apr-12.
The state-of-the-art facility replaced Ned Skeldon Stadium, the home of the Hens since 1965. The right field corner and "The Roost" at Fifth Third Field were designed to be reminiscent of Wrigley Field, Camden Yards and Tiger Stadium. At both Wrigley and Camden, historic buildings are just across the street from the ballpark. Six historic buildings are incorporated into the right field concourse of Fifth Third Field. The first two rows of "The Roost" actually overhang the playing field, reminiscent of the home run porch at old Tiger Stadium. St. Clair Street is just beyond the right field wall and long home runs can be retrieved by fans just like Waveland Avenue at Wrigley Field. -- mudhens.com
Opening day: April 9, 2002
Stadium Design: Gateway Consulting is Lucas County Ballpark project consultant, HNTB is ballpark architect, Lathrop Construction is project construction manager
Playing Surface: Natural grass
2011 Dimensions: 320 (LF), 412 (CF), 315-375 (RF
Seating Capacity: 8,943 seats
Class/League: Class AAA/International League
Location: 406 Washington St., Toledo, Ohio, 43604. Downtown Toledo (Warehouse District).
Photo Credit: Blimpshooter.com/Toledo Mud Hens
"The first fountain next to the arch was completed in 1852 and replaced in 1872. In 1851, it was described as having "a very large circular basin, with a central jet and several side jets." A story on the completion of the fountain appeared in the first edition of the New-York Daily Times, which would eventually become the New York Times. The statue of Giuseppe Garibaldi was unveiled in 1888. In 1918, two statues of George Washington were added to the north side.
Washington Square Park is a 9.75-acre (39,500 m2) public park in the Greenwich Village neighborhood of Lower Manhattan, New York City. One of the best known of New York City's public parks, it is an icon as well as a meeting place and center for cultural activity. It is operated by the New York City Department of Parks and Recreation (NYC Parks).
The park is an open space, dominated by the Washington Square Arch at the northern gateway to the park, with a tradition of celebrating nonconformity. The park's fountain area has long been one of the city's popular spots, and many of the local buildings have at one time served as homes and studios for artists. Many buildings have been built by New York University, while others have been converted from their former uses into academic and residential buildings.
Greenwich Village (/ˈɡrɛnɪtʃ/ GREN-itch, /ˈɡrɪn-/ GRIN-, /-ɪdʒ/ -ij) is a neighborhood on the west side of Lower Manhattan in New York City, bounded by 14th Street to the north, Broadway to the east, Houston Street to the south, and the Hudson River to the west. Greenwich Village also contains several subsections, including the West Village west of Seventh Avenue and the Meatpacking District in the northwest corner of Greenwich Village.
Its name comes from Groenwijck, Dutch for "Green District". In the 20th century, Greenwich Village was known as an artists' haven, the bohemian capital, the cradle of the modern LGBT movement, and the East Coast birthplace of both the Beat and '60s counterculture movements. Greenwich Village contains Washington Square Park, as well as two of New York City's private colleges, New York University (NYU) and The New School.
Greenwich Village is part of Manhattan Community District 2, and is patrolled by the 6th Precinct of the New York City Police Department. Greenwich Village has undergone extensive gentrification and commercialization; the four ZIP Codes that constitute the Village – 10011, 10012, 10003, and 10014 – were all ranked among the ten most expensive in the United States by median housing price in 2014, according to Forbes, with residential property sale prices in the West Village neighborhood typically exceeding US$2,100/sq ft ($23,000/m2) in 2017.
New York, often called New York City or NYC, is the most populous city in the United States. With a 2020 population of 8,804,190 distributed over 300.46 square miles (778.2 km2), New York City is also the most densely populated major city in the United States. The city is within the southern tip of New York State, and constitutes the geographical and demographic center of both the Northeast megalopolis and the New York metropolitan area – the largest metropolitan area in the world by urban landmass. With over 20.1 million people in its metropolitan statistical area and 23.5 million in its combined statistical area as of 2020, New York is one of the world's most populous megacities, and over 58 million people live within 250 mi (400 km) of the city. New York City is a global cultural, financial, and media center with a significant influence on commerce, health care and life sciences, entertainment, research, technology, education, politics, tourism, dining, art, fashion, and sports. New York is the most photographed city in the world. Home to the headquarters of the United Nations, New York is an important center for international diplomacy, an established safe haven for global investors, and is sometimes described as the capital of the world." - info from Wikipedia.
The fall of 2022 I did my 3rd major cycling tour. I began my adventure in Montreal, Canada and finished in Savannah, GA. This tour took me through the oldest parts of Quebec and the 13 original US states. During this adventure I cycled 7,126 km over the course of 2.5 months and took more than 68,000 photos. As with my previous tours, a major focus was to photograph historic architecture.
Now on Instagram.
Replacing an earlier scanned photo with a (slightly) better version 06-Apr-17, plus Topaz DeNoise AI 20-May-24.
Leased from/op by TransAer.
With a history this long, you can tell this aircraft has had a busy life!! First flown with the Airbus test registration F-WWBR, this aircraft was delivered to Orix Leasing and leased to Translift Airways (Ireland) as EI-TLF in Jun-94.
Translift was a major ACMI operator (see below) and operated on behalf of many airlines including Leisure Air (Nov-94/May-95), SunExpress Airlines (Turkey) (Jun/Aug-95), All Leisure Airways (Aug/Oct-95), TransMeridian Airways (USA) (Oct-95/May-96), Turkish Airlines (May/Oct-96), and America West Airlines (Nov-96/Apr-97).
Translift Airways was renamed TransAer International Airlines in May-97. ACMI wet-leases continued with Airworld (UK) (May/Oct-97, TransMeridian Airways (USA) (Nov-97/Apr-98), Britannia Airways (UK) (Apr/Nov-98), TransMeridian Airways (Nov-98/Apr-99) and Britannia Airways (Apr/Nov-99).
The aircraft was returned to Orix Leasing in Jan-00 and re-registered N168GB the following month. It was leased to Airtours Group German subsidiary FlyFTI (Frosch Touristic International) as D-AUKT in Mar-00. It was returned to Orix in Nov-01 and leased to Skyservice Airlines (Canada) as C-GTDL in Dec-01.
The aircraft was wet-leased to MyTravel Airways (UK) between May/Oct-02, Apr/Nov-03, Jun/Nov-04. Between Apr/Nov-05 the aircraft was dry-leased to MyTravel Airways as G-GTDL, returning to Skyservice as C-GTDL between Nov-05/May-06. It was dry-leased to MyTavel again as G-GTDL in May-06 and stayed until Nov-07 when it returned to Skyservice as C-GTDL.
At the end of Mar-08, MyTravel Airways was Merged into Thomas Cook Airlines UK. The aircraft was leased to Thomas Cook Airlines UK as G-GTDL in Apr-08 and this time was repainted in full Thomas Cook livery. It was still sub-leased to Thomas Cook when Skyservice ceased operations at the end of Mar-10.
The aircraft should have returned to Skyservice but stayed at Manchester, UK as a back-up aircraft for the summer season and was stored at Manchester in Nov-10. It was returned to the lessor in Sep-11 and was re-registered N476PB the following month.
It was leased to Skywings Asia Airlines (Cambodia) as XU-ZAB in Nov-11. It was wet-leased to Aviatrans K between May/Sep-13 and wet-leased to Apsara International Air in Oct-13. Skywings Asia was renamed Sky Angkor Airlines in Nov-14 and the aircraft was returned to them in Feb-15.
The aircraft was returned to the lessor in Nov-16 and was sold(?) to Zagros Air (Iran) as EP-ZAR in Dec-16. It was transferred to Iran Aseman Airlines in Mar-17 and re-registered EP-API in Apr-17. After 26 years in service the aircraft was withdrawn and stored at Tehran in Mar-20. Updated 03-Jun-22.
Some notes on replacing a newer Getrag 260 with an older one, on a BMW E30 3 series or E28 5 series.
Here, the original transmission was in a 1986 325es. I assume that it was original to that car. It would not go into fourth gear, necessitating replacement.
The older replacement transmission going into this 325es could've been out of an e 30 or e 28.
Original transmission part number stamps:
Front half of case: 260.0.1270.90 ( 260 0 1270 90 )
Rear half of case: 260.0.1060.91 (260 0 1060 91 )
Date stamp inside bellhousing: 85/86
Replacement transmission part number stamps:
Front half of case: 260.0.1270.90 ( 260 0 1270 90 )
Rear half of case: 260.0.1060.90 ( 260 0 1060 90 )
Date stamp inside bellhousing: 83/84
So far as I can tell the external dimensions are the same. This includes the stud spacing for the slave cylinder. Stud spacing at output shaft flange was the same but different design.
The difference between the two is the mounting for the shift platform. At first, I thought that perhaps I could use metal bow P/N 25 11 2 225 369 as bolt-on workaround. It was not a bolt-on solution. It required bending, grinding, washers and fabricating spacers to fit. Even the shift rod had to be ground.
In the end, it works acceptably but I can feel a slight difference in the position of the shifter. I have played with reversing/adjusting all components of the shifter linkage to some benefit. I may have gotten better results if I had spent more time getting my fabricated solution more exactly aligned to replicate the original position of the shift platform connection.
Conclusion: swapping out a newer Getrag 260 and replacing it with an older was is doable, but enough of a PITA that given the choice I would happily pay more for the correct used transmission, or sourced the correct shifter platform and related parts.
Other notes:
Removing the output shaft flange nut was very difficult. It took a full two minutes of torching and an impact wrench to get it off. The vibration collar around the flange was char-broiled at this point so I've done without it. I haven't noticed any more vibration as a result. Also, complicating this swap was the build date of car (5/86). This corresponds with a mid-year changeover of design affecting the clutch, the shifter platform, and the guibo. While I knew that I had the newer style of shifter platform, I had to buy one of each clutch kit and guibo. I can't remember if the clutch and guibo ended up being the newer or older design; the point is that the reality of what was on the car did not correspond exactly to the month stated in the parts catalog.
Replaced the stock amber indicator bulb with a cleaner chrome version, which removes the "fried egg" look. Looks much cleaner.
Replacing an earlier scanned photo with a better version 20-Jan-22 (DeNoise AI).
This aircraft was delivered to ILFC International Lease Finance Corporation as N151LF in early Dec-95. It was leased to Transaero Airlines (Russia) as EI-CLV the following day. The aircraft was re-registered N651LF in Mar-98. It was wet-leased to Royal Nepal Airlines in Dec-98 and returned to Transaero in Feb-99.
The aircraft was returned to ILFC in maid Mar-99 and leased to Flying Colours Airlines as G-FCLI two days later. Flying Colours merged with Caledonian Airways (the ex British Airways version, not to be confused with the earlier version that became Caledonian // BUA and later British Caledonian) to form 'jmc AIR' at the end of Mar-00.
The aircraft was wet-leased to North American Airlines (USA) for the winter season between Dec-00/Apr-01. 'jmc AIR' was renamed Thomas Cook Airlines UK in Apr-03. Short-tern, between Mar/Apr-13 it was leased to Thomas Cook Airlines Scandinavia.
In Dec-14 the aircraft was wet-leased to WestJet Canada and operated on behalf of Thomas Cook Canada. It returned to Thomas Cook Airlines UK in Apr-15. The aircraft was returned to AerCap in Jan-16 and stored at St. Athan, Wales, UK.
It was sold to DHL Air Ltd at the end of Mar-16 and ferried to Greensboro, NC, USA for further storage. The aircraft was re-registered G-DHKH in Jun-16 before being converted to freighter configuration with a main deck cargo door in Jan-17.
It entered service with DHL at East Midlands, UK, in May-17. The aircraft was transferred to DHL Air - Austria & re-registered OE-LNC in Jan-22. Current, updated 23-Jan-24..
Note: JMC Airlines, known as ‘jmc AIR', was formed by the merger of Flying Colours Airlines and the British Airways version of Caledonian Airways in Mar-2000. The name was derived from the initials of Thomas Cook’s son, John Mason Cook. Who knew! Well, no one really! It was an Ad Man’s dream and everyone else’s nightmare. Even those of us ‘in the business’ had no clue. The travelling public had no idea either and booked their holidays with names they recognised. ‘jmc’ lasted three years before they were renamed Thomas Cook Airlines in Mar-2003.
the top lever is the old one, been bent a few times too many!! I sprayed the new one with a few coats of Molotow signal black first
Replaced a pole with glass kimbles.. There was a Ton of Xcel and Permier bucket trucks down this road! and Xcel seems to be using these newer kind of polymer suspension insulators, It turns out that the newer version has more skirts than the ones w/ 4 skirts on it also the skirts on the end is much larger than the ones in the middle
A precursor to the present cathedral was built in 1250, and was replaced with a stone church in 1333 by Grand Duke Ivan Kalita, who would later become the first Russian monarch to be buried in the church. In 1505, Grand Duke Ivan III, already in the midst of major renovation project for the Kremlin, turned his attention to the church, as in the case of the rebuilding of the Assumption Cathedral two decades earlier, turned to architects from Italy for assistance. A Milanese, Lamberti Aloisio da Mantagnana was invited to Moscow, and ground was broke for a new cathedral on 21 May 1505. Ivan died in the autumn of the same year, and was buried in the still unfinished building. Work on the cathedral was completed by the end of 1508, but it was not formally consecrated until 8 November 1509.
The new building incorporated many elements of the Italian Renaissance, and numerous of these details (considered “exotic” by Moscow standards) disappeared during later repairs and restorations. The interior walls were not painted with frescoes until the 1560s.
The cathedral was damaged in the 1737 Kremlin Fire, and was further threatened by the construction of the predecessor of the Grand Kremlin Palace, which led to soil subsidence, and caused a slight tilt in the orientation of the walls.
Victories of the Russian military were celebrated in the Cathedral of the Archangel. All Russian tsars and grand princes were buried within the cathedral until the time of Peter the Great, along with many empresses and princes of the blood, with the sole exception of Boris Godunov. After the royal necropolis was moved to Peter and Paul Cathedral in St. Petersburg, only Tsar Peter II, who happened to die in Moscow, was interred here.
View of the Archangel Cathedral from Ivan the Great Bell Tower, with the Cathedral of the Annunciation in the background.
There are 54 burials in the cathedral, with 46 ornamented whitestone tombstones (1636–1637) and glazed cases made of bronze (1903). Of note is the tomb of Tsarevich Demetrius, the son of Ivan the Terrible, was buried there in the early 17th century and was later canonized.
During the 1917 Russian Revolution, the cathedral was damaged during the fighting. Afterwards, it was closed by the Bolshevik regime. During the 1950s, along with the other surviving churches in the Moscow Kremlin, was preserved as a museum. A large portion of the church’s treasures were either transferred to the Kremlin Armory Museum, or sold overseas.
After 1992, the building was returned to the Russian Orthodox Church and occasional religious services resumed.
Students, families, teachers and staff will soon benefit from a new Lord Nelson Elementary with construction now underway to seismically replace the school thanks to $18.4 million from the Province.
Education Minister Mike Bernier joined Vancouver School Board official trustee Dianne Turner and the Lord Nelson community today to mark the beginning of construction for the replacement school with a formal groundbreaking ceremony.
The project includes replacing the existing Lord Nelson Elementary school with a state-of-the-art building on the same site. The new school will be built to the Leadership in Energy and Environmental Design (LEED) Gold standard and will support B.C.’s new curriculum with modern and open learning spaces. The new three-storey school will have a Neighbourhood Learning Centre and a StrongStart program.
Learn more:
Replacing an earlier scanned photo with a better version 09-Sep-21 (DeNoise AI).
Taken from YVR South Terminal.
First flown with the Airbus test registration F-WWJZ, this aircraft was delivered to Singapore Airlines as 9V-SJC in Jun-96. Singapore Airlines A340-300 fleet was traded in to Boeing between 2001/2003 in part-exchange for new Boeing 777-300ER's.
This one was registered to the Boeing Aircraft Holding Company in Dec-01 and immediately leased to Cathay Pacific Airways as B-HXO. It was sold to a lessor in Mar-02 while the lease to Cathay Pacific continued.
The aircraft was withdrawn from service and stored at Victorville, CA, USA in Sep-09. It was returned to the lessor in Feb-12 and leased to Aerolineas Argentinas as LV-CSF later the same month. It was returned to the lessor and permanently retired at San Bernadino, CA, USA in Mar-18. It was sold to Unical Aviation as N128XX in May-18 for parting out.
Earth Designs Garden Design and Build were asked to created a landscape and propose garden design in South Woodford, Essex*. Here are the details of the project
The Family Landscape Garden in South Woodford, Essex RM14
BRIEF:
Lawn, planting and privacy were considerations for the client in this small sub-urban garden. The brief was to create a garden that would accommodate the needs of the client’s child whilst being interesting to adults and usable for dining and entertainment. The solution would need to deal with the different levels and provide interest throughout the year.
SOLUTION:
This design makes maximum use of limited space by dividing the garden into two distinct areas.
The existing fences along all boundaries were removed and replaced with new fencing, upon which willow screens were fixed.
The main focal point of the space takes the form of a seating/dining area to the left hand side of the garden. Constructed from robust new treated railway sleepers, this area comprises an L-shaped fixed bench backed by a tall L-shaped raised bed and complimented by a freestanding table and low bench (also constructed from railway sleepers). This area screened from the rest of the garden by a rusted iron mesh trellis to the back of the raised bed. Flooring in this section and down the sideway is in stylish golden Iroko hardwood decking. The sideway itself features a tall stainless steel ‘monolith’ water feature, which can be viewed from all sides.
Access to the garden is provided by a set of decking steps from the patio door leading to a small rectangle of slate paving directly in front of the patio doors. Further decked steps lead from the paving to the second half of the space, which features a kidney shaped lawn bordered on one side by a curved granite sett path. This path leads to a 1.5m diameter granite sett paved circle in the bottom left corner of the garden, large enough to accommodate a café-style table and chairs or display a variety of pots or garden ornaments.
A child-friendly railway sleeper ‘growing’ bed was constructed behind the exposed side of the L-shaped raised bed and left un-planted for future use by the client’s child. Planting throughout the space was chosen to provide year round interest, including a mimosa in the left hand corner. The addition of long flowering herbaceous perennials ensures maximum colour throughout much of the year, while evergreen shrubs help give the garden backbone across the seasons. Climbing clematis planted around the boundaries will over time help to soften and obscure the fencing.
Lighting in the garden is simple yet comprehensive. The risers of each decking step are lit with small ‘micro led’ lights to safely guide the user into and out of the space. Net lighting on the mesh screen draws ones eye to the seating area, while stainless steel bollard lights placed at either end of the L-shaped bed the bench frame this section of the space. The stainless steel water feature is illuminated from both sides by spotlights fixed to the decking. Low-voltage spotlights throughout the planting beds give the garden a subtle, gentle glow.
If you dig this and would like to find out more about this or any of other of our designs, please stop by our web-site and have a look at our work.
Earth Designs is a bespoke London Garden Design and build company specialising in classic, funky and urban contemporary garden design.
Our Landscape and Garden build teams cover London, Essex and parts of South East England, while garden designs are available nationwide.
Please visit www.earthdesigns.co.uk to see our full portfolio. If you would like a garden designer in London or have an idea of what you want and are looking for a landscaper London to come and visit your garden, please get in touch.
Follow our Bespoke Garden Design and Build and Blog to see what we get up to week by week, our free design clinic as well as tips and products we recommend for your garden projects www.earthdesigns.co.uk/blog/.
Earth Designs is located in East London, but has built gardens in Essex , gardens in Hertfordshire Hertfordshire and all over the South East. Earth Designs was formed by Katrina Wells in Spring 2003 and has since gone from strength to strength to develop a considerable portfolio of garden projects. Katrina, who is our Senior Garden Designer, has travelled all over the UK designing gardens. However we can design worldwide either through our postal garden design service or by consultation with our senior garden designer. Recent worldwide projects have included garden designs in Romania. Katrina’s husband. Matt, heads up the build side of the company, creating a unique service for all our clients.
If you a not a UK resident, but would like an Earth Designs garden, Earth Designs has a worldwide design service through our Garden Design Postal Design Vouchers. If you are looking for an unique birthday present or original anniversary present and would like to buy one of our Garden Design Gift Vouchers for yourself or as a present please our sister site www.gardenpresents.co.uk. We do also design outside of the UK, please contact us for details.