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Replacing an earlier digital photo with a better version 23-Jul-24
This aircraft was delivered to BOC Aviation Leasing and leased to the easyJet Airline Company as G-EZJY in Jun-03. It was returned to BOC Aviation Leasing in Mar-10.
It was due to be leased to Jet Lite (India) but the lease was cancelled and instead it was leased to Turkish Airlines as TC-JKT in Apr-10. The aircraft was operated for Turkish Airlines by their 'low-cost' subsidiary AnadoluJet in full AnadoluJet livery.
The lease and operation was taken over by SunExpress Airlines (jointly owned by Turkish Airlines and Lufthansa) and re-registered TC-SAG in May-12 while the sub-lease to AnadoluJet continued.
The aircraft was returned to the lessor in Oct-14 and permanently retired at Lourdes, France and it was broken up there in late 2015.
Note: An in service life of just 11.5 years is nothing for a Boeing 737NG. I wonder what was wrong with it?
Historic 1927 Parker though truss bridge on SC S-33-88 over Stevens Creek on the Edgefield-McCormick County Line. Built by the Roanoke Iron and Bridge Works.
The bridge has been removed and replaced by a new bridge.
Replacing an earlier digital photo with a better version 23-Aug-19.
Named: "Tekirdag".
This aircraft was delivered to Turkish Airlines as TC-JGE in Mar-02. It was fitted with blended winglets in Jul-03. Sadly, the aircraft was written off when it crashed in a field on final approach to runway 18R at Amsterdam, Netherlands on 25-Feb-09, due to a radio altimeter malfunction. Of the 7 crew and 128 passengers on board, 4 crew and 5 passengers lost their lives.
For details on what tools and products I used and what I did in this step and all the other steps in this tutorial, checkout the entire blog entry.
February 2010 - After replacing seven girders in the northbound lanes, crews completed the concrete deck pour.
Crews are repairing damage to the State Route 509 Puyallup River Bridge sustained in a December 2002 rail-car fire. The blaze damaged two bridge columns and a total of 15 girders. To keep traffic moving, crews are repairing one half of the damaged span at a time, reducing a one-mile stretch of the four-lane bridge between Tacoma and Fife to two lanes with one lane of traffic in each direction.
Apparently this is what I do on a Friday night in the party capital of Colombia, home to the most beautiful women of Colombia, it is said. Sometimes I think I should change my priorities.
The KA-6D was a tanker version of the A-6 attack aircraft obtained by converting existing Intruder airframes: radar and bombing equipment were removed and replaced with an internal hose-and-reel refueling package, with the drogue fairing protruding from underneath the rear fuselage.
A total of 90 KA-6Ds were produced by Grumman for the U.S. Navy.
One of the most famous events that involved a KA-6D during its operational life spanning from 1963 to 1997, took place on Jul. 9, 1991 to a VA-95 Green Lizard Intruder during an aerial refueling mission overhead its aircraft carrier, the USS Abraham Lincoln (CVN-72).
On that day, Lt. Mark Baden and Lt. Keith Gallagher, who were the pilot and the bombardier and navigator (BN) of the Intruder “Lizard 515”, experienced a very unusual incident: a partial ejection from the aircraft. Both the crew members released their accounts of the mishap to Approach Magazine in November 1991 and the full story is today reported on www.gallagher.com.
Gallagher himself explains: “Murphy’s Law says, “Whatever can go wrong, will, and when you least expect it.” (And, of course, we all know that Murphy was an aviator). […] Fortunately for me, however, he failed to follow through. On my 26th birthday I was blindsided by a piece of bad luck the size of Texas that should have killed me. Luckily, it was followed immediately by a whole slew of miracles that allowed me to be around for my 27th. We were the overhead tanker, one third of the way through cruise, making circles in the sky. Although the tanker pattern can be pretty boring midway through the cycle, we were alert and maintaining a good lookout doctrine because our airwing had a midair less than a week before, and we did not want to repeat.”
After the third fuel update call, Lizard 515 aircrew decided that the left outboard drop was going to require a little help and as recommended by NATOPS (which is The Naval Air Training and Operating Procedures Standardization program, responsible for rules and regulations governing safe and correct operation of all naval aircraft), they applied positive and negative Gs to force the valve open.
As explained by Gallagher, when the pilot moved the stick forward: “ I felt the familiar sensation of negative “G”, and then something strange happened: my head touched the canopy. For a brief moment I thought that I had failed to tighten my lap belts, but I knew that wasn’t true. Before I could complete that thought, there was a loud bang, followed by wind, noise, disorientation and more wind, wind, wind. Confusion reigned in my mind as I was forced back against my seat, head against the headrest, arms out behind me, the wind roaring in my head, pounding against my body. “Did the canopy blow off? Did I eject? Did my windscreen implode?” All of these questions occurred to me amidst the pandemonium in my mind and over my body. These questions were quickly answered, and replaced by a thousand more, as I looked down and saw a sight that I will never forget: the top of the canopy, close enough to touch, and through the canopy I could see the top of my pilot’s helmet. It took a few moments for this image to sink into my suddenly overloaded brain. This was worse than I ever could have imagined – I was sitting on top of a flying A-6!”
The sensations experienced by Gallagher during this wild ride were extreme: “I couldn’t breathe. My helmet and mask had ripped off my head, and without them, the full force of the wind was hitting me square in the face. It was like trying to drink through a fire hose. I couldn’t seem to get a breath of air amidst the wind. My arms were dragging along behind me until I managed to pull both of them into my chest and hold them there.”
While he was still trying to breathe, Gallagher thought that Baden would never have tried to land and he decided to start the ejection sequence once again: “I grabbed the lower handle with both hands and pulled-it wouldn’t budge. With a little more panic induced strength I tried again, but to no avail. The handle was not going to move. I attempted to reach the upper handle but the wind prevented me from getting a hand on it. As a matter of fact, all that I could do was hold my arms into my chest. If either of them slid out into the wind stream, they immediately flailed out behind me, and that was definitely not good.”
In the meanwhile, Baden contacted the aircraft carrier: “Mayday, Mayday, this is 515. My BN has partially ejected. I need an emergency pull-forward!” The reply arrived immediately: “Roger, switch button six.”
Baden switched to the UHF frequency preset on Channel 6 and said “Boss (the Air Officer who has to rule the flight deck), this is 515. My BN has partially ejected. I need an emergency pull-forward!”
The Boss replied: “Bring it on in.” At this point Baden looked at his BN’s legs still moving and understood that Gallagher was not dead. So when the Boss came up and asked if the BN was still with the aircraft, Baden replied “Only his legs are still inside the cockpit.” Fortunately, the Boss understood what Baden meant and asked him if he was heading to the aircraft carrier for landing. When Baden confirmed he was returning to “homeplate,” the Boss told him that the aircraft carrier was ready to recover Lizard 515.
But Gallagher’s conditions were really frantic: “The wind had become physically and emotionally overwhelming. It pounded against my face and body like a huge wall of water that wouldn’t stop. The roaring in my ears confused me, the pressure in my mouth prevented me from breathing, and the pounding on my eyes kept me from seeing. Time had lost all meaning. For all I knew, I could have been sitting there for seconds or for hours. I was suffocating, and I couldn’t seem to get a breath. I wish I could say that my last thoughts were of my wife, but as I felt myself blacking out, all I said was, “I don’t want to die.”
While Baden headed to the USS Abraham Lincoln, he thought that he didn’t want to perform a perfect landing (the footage of which can be seen in the video below): “I had no intention of passing up any “perfectly good wires.” I touched down short of the 1-wire (the perfect carrier landing is dubbed OK 3 and it took place when the pilot engages the third of four wires placed on the carrier deck) and sucked the throttles to idle. The canopy shards directly in front of the BN’s chest looked like a butcher’s knife collection. I was very concerned that the deceleration of the trap was going to throw him into the jagged edge of the canopy.” Then after the landing Baden realized that Gallagher was still alive when he said: “Am I on the flight deck?”
When Baden and Gallagher knew what really happened, it became obviously how much the Intruder BN had been lucky. Gallagher’s parachute had deployed and wrapped itself around the tail section of the plane then the timing release mechanism had fired and released the BN from the seat. The only things holding him attached to the plane were the parachute straps.
For this well executed emergency landing Lt. Mark Baden was awarded the Air Medal for his decisive action on that day and the LSO (Landing Signal Officer), LCDR Mike Manazir, received the “Bug Roach Paddles Award” for his part in the recovery. The crew of the Lincoln was recognized for a well-executed emergency pull-forward – LT Baden had the jet on deck about six minutes after the emergency began.
The Captain of the Lincoln would later read over the PA system, a portion of a letter written by Michelle Gallagher (LT Gallagher’s wife) where she thanked the crew of the Lincoln for saving her husband’s life, while the injuries suffered by the BN were later described by Gallagher himself: “My most serious injury was that 1/2 my right arm (the shoulder, bicep, and forearm) was paralyzed due to a stretched nerve in my shoulder. In addition, my left shoulder was damaged as well. I have all of the damage of someone who dislocated his shoulder, but it was not dislocated when I landed. My supposition is that it dislocated, and popped back in upon landing. Other than that, I was just extremely beat up. Via physical therapy, I recovered within 6 months. My right shoulder “came back” in about 1 month, my forearm in about 2-3 months, and my bicep returned in about 4-5 months. I had to re-do all of my physiological qualifications (swimming, etc) to prove that I was OK, but I flew again 6 months to the day after the accident.”
The old one was removed at least 8 years ago maybe more. In 2012 the process started to get it back.It took almost 2 years but we finally got a much needed shelter and garbage can and art of a building that at a glance looks like an erection.
2017 moved again to make way for construction. No shelter at the new stop.
Washtec Softcare Pro with purple brushes at BP (Toomey) in Rochford near southend, Essex, installed in 2008.
My trusty Panasonic G1 that has produced me some good images is getting a bit battered and I've been looking at upgrading. I did think of a Leica M240 to replace this and the M9 but it is so clunky to use in Live View that I couldn't get on with it. I thought of Sony A7's but the incompatibility with Leica wide angles limited its usefulness. The Fuji XE2 is ecellent but it's a new system to me, the Leica T works nicely but isn't quite for me. Then I thought, what's wrong with Panasonic, looked at the GX7 and bought that. Here are the first results. I hope it takes on from where the G1 left me and supplements the rest of my systems.
And now for something completely different ... ever wondered how they replace a pole carrying all those essential services? Here's a step by step instruction guide! (My thanks to the team from Aus Grid and Lend Lease who were happy for me to be taking pictures!)
Replace power supply unit ADA Vuppa I 110vDC to 230V DC out 5V DC
Ecco qualche step by step per adattare un trasformatore standard 230v Ac out 5V dc(corrente continua) al posto del trasformatore 110V AC 5v originale senza perdere la garanzia.
In pratica i trasformatori standard hanno un maschio come connettore mentre quello ada ha una femmina, quindi per poter ataccare alla pompa il trasformatore nuovo gli sostituisco il maschio con una femmina.
In questo modo non modifico il prodotto ADa, ma solo il mio trasformatore nuovo che adirittura è un 110V-230V AC out 5V.
Jeff removing the old door jamb. The day before we rented a jackhammer to remove the brick. even with it, it took 4 1/2 hours of hard work to break up the brick side walls and clean up the rubble.
Tram tracks have a very limited number of years they can live. Contrary to most railway tracks, the changing of them is not easily done, as they are embedded into the street.
So this week the part between Goldbrunnenplatz and Gutstrasse is being replaced. Which means that they have around 48 hours to rip the old ones out, level the place again, put in the new drainage and install the new rails and start fixing them to the ground.
So it is a masterpiece of planning to get all the work done at the right point in time.
Replace Hazelwood Rally in Melbourne 6 November 2010, increasing pressure on Premier John Brumby and Ted Baillieu to commit to replacing all of Hazelwood power station within the next term of Government.
2010 year end Vacation - Wayanad, Calicut, Nanjangud
Detailed Photo story at my Blog - do not miss it ;-)
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Contact: muralidharan.alagar@gmail.com
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⚠️ Replaced in 2024
New Replacement - Christ Alpha C173
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Christ Varius C163 in Silver with black sensofil brushes installed in 2015, replacing a Christ Primus C150.
Video - youtu.be/8WP5CdB0vaQ
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Show Rádio Metropolitana FM : November 07, 2009 - Santo André/SP
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Foto por Rodrigo Bertolino: rodrigobertolino.com
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LAX ~ Los Angeles International Airport
Designed by Paul Tzanetopoulos and Ted Tokio Tanaka, in 2000 the "LAX Gateway Pylon Project Kinetic Light Installation" was completed in front of the Los Angeles airport. Fifteen 100'-tall glass towers are arranged in a circle. The lights change colors - red, blue, green, yellow, purple, orange, pink...
Replaced the main dolly stand with a large piece of plywood, upgraded the wheels to Bones ATF and using Bones Red skate bearings. MUCH SMOOTHER.
This picture shows the construction of the depot with eight inches of sandstone and four inches of brick. The dark areas are fresh mortar.
The V1 carbon fiber front splitter for both the Aston Martin V8 Vantage Coupe and Roadster models is one of our most elegant parts available. It has been developed to compliment the V8 Vantage’s low muscular stance. It’s also functionally elegant in creating more down-force on the front of the car. The V1 front splitter spans the front bumper, is very simple to fit, replaces the existing OEM scrape panel and is extremely light.