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Replacing a digital photo taken 4 days ago with a better version 21-Sep-19.
Operated on behalf of TUI Airways UK by Gowair Vacation Airlines, covering for TUI's grounded Boeing 737 MAX 8's.
First flown in Jul-00 with the Airbus test registration F-WWBG, this aircraft was delivered to CNAC - Zhejiang Airlines as B-2210 in Sep-00. CNAC - Zhejiang Airlines was merged into Air China - Zhejiang in Oct-02.
The aircraft was stored at Chengdu, China in Dec-16 and returned to the lessor in Jun-17. It was leased to Gowair Vacation Airlines, Spain as EC-MQH in Jul-17. It was wet-leased to Air Moldova between Jul/Aug-17 and briefly wet-leased to Tunis Air in late Aug-17.
At the end of Aug-17 the aircraft was wet-leased to Primera Air Scandinavia and returned to Gowair at the end of Oct-17. It was wet-leased to Volotea Airlines between May/Oct-18. The aircraft was also leased to RAM Royal Air Maroc between Apr/May-19.
It was wet-leased to TUI Airlines Germany between May/Jun-19, TUI Airlines Netherlands for 4 days in Jun-19, TUI Airlines Belgium for 6 days in Jun-19, RAM Royal Air Maroc, again, between Jun/Sep-19 and to TUI Airways UK between Sep/Oct-19.
The aircraft was withdrawn from service and permanently retired at Castellon de la Plana, Costa Azahar, Spain in Mar-20 at the beginning of the COVID-19 Pandemic. It was broken up there in Jan-23.
Note: Gowair was a Spanish Charter Airline specialising in short or long term leases to other airlines, they were renamed Aura Airlines in Jan-21 and ceased operations in late Oct-22
Replacing an earlier scanned 6"x4" print with a better version 27-Apr-22 (DeNoise AI).
First flown with the temporary Lockheed registration N9724C, it was originally to be registered ZK-BMP but that wasn't used and it was delivered to TEAL Tasman Empire Airways Ltd in Oct-59 as ZK-TEA. TEAL was renamed Air New Zealand in Apr-65.
It was sold to California Airmotive Corporation in May-72 as N31231 and leased to Flamingo Airlines the following month, returning to California Airmotive in Nov-72.
The aircraft was converted to freighter standard in Dec-72 and sold to Fred Olsens Flyveselskap A/S (operating as Fred Olsen Air Transport) in Sep-73. It served with Fred Olsen for a further 24 years until it was retired at Coventry, UK in Aug-97 after Fred Olsen closed down their airline operation.
It was sold to World Aviation Services Inc in Dec-99 and registration N31231 was reserved but never taken up as the aircraft was found to have severe corrosion problems. It remained at Coventry and was broken up there in late 2005.
The forward fuselage was sold to the Ferrymead Aeronautical Society (New Zealand) in early 2006 for display at the Ferrymead Historical Park and it was shipped to New Zealand in mid 2006.
From tea bag to finished cup - four images.
This image started out as baking a cake, but after some thought the cake was replaced by a cup of tea. I set the cup/saucer up on a black velvet board and mounted my camera on a sturdy tripod looking down on the cup/saucer.
image taken with a Canon 5D mounted on a Manfrotto 055CB Professional Tripod. Two Canon 580EX flashes were used one on each side of the cup and saucer. Both flashes diffused to avoid hot spots on the ceramic, water etc. I set up the cup on the saucer a little off centre because I felt this looked more pleasing.
My first shot of the cup & tea bag was done quite leisurely but the fun started when the water started to pour. Taking the other three images kettle/milk/spoon took about 45 seconds to do, because I wanted to ensure that the water was hot out of the kettle (though not too hot that it sent steam up to my camera!!!). Hot water meant that the tea bag would do it's stuff properly and that I would get effects like the condensation on the side of the cup as seen in the image with the milk.
Even though I had less than a minute to take these images I still managed to get a range of images at each stage so that afterwards I could choose an image that I wanted. I eventually chose images which showed how the tea in the cup changes colour progressively towards the final result. In the final image with the spoon I stirred up the tea and then took the image so that I got the pleasing highlights on the surface of the tea.
Post production was pretty easy. I took one image and using guide lines to help me make sure that the edge of the saucer to the edge of the image was the same all around - which is important when it came to quartering the image. Once sure that the saucer was in the centre of the image (remember the cup is off centre) I cropped it to the size that wanted. Then I dragged different image layers onto this initial image and changed the opacity of this new layer to 60% and aligned it exactly with the first image. I did this for all the layers so that they all aligned together perfectly. Then I cropped so that all layers were the same. The rest was simple - quarter, new image (black background), extract each layer to new image, position etc.
And finally, my wife had the resulting cup of tea and she said it tasted disgusting...
Note: This image won the Gold Cup in a Worth1000 Advanced Photography Competition in April 2007.
Copyright © 2007 f2 Photography
Please Note: This image may not be used for any purpose without written permission from F-2 Photography. You are NOT allowed to download, blog, print, broadcast, publish, use in a mosaic, use on a forum, distribute, change and/or manipulate this image for commercial, private or non-commercial reasons.
The Chiesa Santa Lucia alla Badia was built between 1695 and 1703 in a Baroque style by the architect Luciano Caracciolo. It replaced a church that was destroyed by the earthquake of 1693.
The stunning Piazza Duomo is anchored by the Duomo di Siracusa (Syracuse Cathedral). The Piazza was designed in a uniform Sicilian Baroque style after the devastating earthquake of 1693.
Replacing an earlier scanned photo with a better version 02-May-18, plus Topaz DeNoise AI 20-Mar-24.
Named: "Caliacan".
Delivered to AeroMexico as XA-AMB in Apr-80, this aircraft was sold to GECAS in Jun-89 and leased back to AeroMexico until it was returned to the lessor in Nov-03.
It was stored at Goodyear, AZ, USA. The aircraft was re-registered N481SG in Jan-04 and remained stored at Goodyear until it was sold to Bravo Air Congo as TN-AHQ in Jan-07.
It operated for just over a year before being stored at Kinshasa in early 2008. It was last reported still stored at Kinshasa in Nov-11 and has presumably been broken up.
Replacing an earlier scanned photo with a slightly better version 05-Jun-21. From a damaged & 'yellowed' negative...
This aircraft was delivered to JAL Japan Airlines as JA8155 in Dec-81. It was sold JAA Japan Asia Airways in Feb-92 and leased back to JAL. It was returned to JAA in May-93 and was operated by them until it was sold to Kalitta as N743CK in Nov-06. The aircraft was ferried to Kalitta's base at Oscoda, MI, USA and permanently retired. It was gradually dismantled for spare parts. The aircraft was last noted at Oscoda in Jul-08 without engines and missing many parts. The registration was cancelled in Dec-09.
Note 1... Quite a few years ago the Chinese Government in Beijing brought in a rule that said airlines operating services to Taiwan could not operate into mainland China. Quite a few airlines then created subsidiaries for flights to Taiwan. JAL with JAA, KLM with KLM asia, British Airways with British Asia Airways, Swissair with Swissair Asia etc. I think it's only KLM who still have aircraft painted with these titles. Japan Asia Airways was merged back into JAL mainline at the end of Mar-08.
Note 2... The registration N743CK was re-issued to an ex JAL B747-400(F) which was sold to Kalitta Air in Nov-10.
Replacing an earlier scanned photo with a better version 11-Oct-20.
'Wunala Dreaming', Australia World Tail livery.
An early build Boeing 757, line No:16, this aircraft was delivered to British Airways as G-BIKF in Apr-83. It was leased to Air Europe two days later for the summer season and returned to British Airways in Oct-83. It was sold to Barclays Mercantile Finance in Aug-02 (on behalf of DHL Air Ltd) and stored at Tel Aviv, Israel prior to freighter conversion. The aircraft was converted to freighter configuration with a main deck cargo door in Apr-03 and delivered to DHL Air Ltd in May-03. It was permanently retired at Madrid, Spain in Jul-16 after 33 years in service and had retained the same registration throughout it's life. Updated (Oct-20).
The British Army replaced its Land Rover Series III fleet with 110's in 1985, with many being sold onto the civilian market from the late 1990's. This one was seen at Northrepps Airfield, near Cromer in Norfolk.
Length: 181.1 in. (4,600 mm)
Width: 70.47 in. (1,790 mm)Height: 81.89 in. (2,080 mm)
Wheelbase: 109.84 in. (2,790 mm)
Curb weight: 4,308 lb. (1,954 kg)
Front suspension: Rigid axle, coil springs, anti-roll bar
Rear suspension: De Dion axle, coil springs, anti-roll bar
Front brakes: 11.77 in. (299 mm) vented discs
Rear brakes: 11.42 in. (290 mm) discs
Front tyres: 7.5/- R16
Rear tyres: 7.5/- R16
Fuel capacity: 16.49 gal. (75 litres)
Engine: 2,495 cc (152.3 cu. in.) inline 5, 10 valve, turbo diesel
Engine output: 120 hp (89.48 kW)
at 4,200 rpm
Gearbox: 5 speed manual
Drive: All wheel drive
Top speed : 81 mph (130 km/h)
0 to 100 km/h (62 mph): 17.5 sec.
Replacing an earlier scanned slide with a better version 13-Feb-14, plus DeNoise AI 02-Jan-23
I was in Hannover for the Airshow in 1964, on a chartered British Eagle Viscount.
Named: "Clipper Heidelberg".
For anyone who might wonder what Pan-Am DC-6B's were doing in Hannover. After the second World War, the Russians decreed that the new Lufthansa would not be allowed to use the three air corridors from West Germany to Berlin. Only aircraft of the other joint powers (UK, USA & France) were permitted. So BEA used BAC One-Elevens, Pan-Am used DC-6B's (and later B727's) and Air France used Caravelles.
This aircraft was delivered to Pan American World Airways as N6526C in May-52. It was leased to PANAGRA Pan American Grace Airways in 1958 and returned to Pan Am in 1959.
It was leased to Capital Airlines in Jan-60 and returned to Pan Am in May-61. In May-62 the aircraft was leased to Aerovias Panama as HP-359 and returned to Pan Am in Jan-63 when it was transferred to operations in West Germany.
It was withdrawn from service and stored at Miami, FL, USA in Mar-68. The aircraft was sold to Air Lease Inc in Sep-68 and was sold on to Concare Aircraft Leasing in Oct-70. It was sold to Inair Panama as HP-539 (not a typo with the above). Sadly, it was written off when it crashed at Manaus, Brasil in Apr-72.
Note: The aircraft was off the centreline and too high on an ILS approach into Manaus on a ferry flight. The runway alignment was corrected but the rate of descent increased and the nosegear collapsed when it hit a wall, 12 mts / 40 feet short of the runway. The aircraft slid along the runway for about 300 mts and was damaged beyond repair.
Replacing an earlier scanned photo with a better version 19-Nov-21 (DeNoise AI).
Leased from/op by TransAer International. TransAer (previously Translift) was one of the original ACMI (Aircraft, Crew, Maintenance & Insurance) companies operating services for other airlines. The history below only shows major sub-leases but there were lots of 'one-off' and short-term leases in between.
I was dreading doing the history for this aircraft, it goes on for ever...
First flown in Apr-93 with the Airbus test registration F-WWIZ, this aircraft was delivered to the Orix Aircraft Corporation as N429RX in Jul-93 and stored until it was leased to Translift Airways as EI-TLE in Oct-93.
It was wet-leased to Leisure Air (USA) between Nov-94/Apr-95, TransMeridian Airways (USA) between Dec-95/Apr-96, Turkish Airlines between May/Oct-96 and TransMeridian Airways between Nov-97/Apr-97.
Translift was renamed TransAer in May-97 and became TransAer International Airways in Sep-97. The aircraft was wet-leased to Novair Airlines (Sweden) for 3 weeks in Nov-97, TransMeridian Dec-97/Apr-98, AirWorld (UK) between May/Nov-98, TransMeridian between Dec-98/Apr-99 and Britannia Airways between Apr/Oct-99.
The aircraft was returned to the lessor in Nov-99 (TransAer ceased operationa a year later in Oct-00). In Jan-00 it was leased to Airtours International Airways as G-BYTH. It was transferred to Airtours German operation, flyFTI (Frosch Touristik International) as D-ASSR in Apr-00 for the summer season, returning to Airtours as G-BYTH in Nov-00.
It was sub-leased to Skyservice Airlines (Canada) as C-GTDM in Dec-01. Confusingly, it was sub-sub-leased back to Airtours for the summer season in Apr-02. Airtours was renamed MyTravel Airlines in May-02.
The aircraft was returned to Skyservice Airlines (on paper) in Nov-02 and became G-BYTH the same day on return to MyTravel. It was transferred to MyTravel Lite in May-03 (MyTravel's attempt at 'low-cost' - it didn't work!) and was based at Birmingham (UK) for the summer season.
It returned to MyTravel Airways in Nov-03 and was sub-leased to Skyservice Airlines as C-GTDM in Dec-03, returning to MyTravel as G-BYTH in Apr-04. It was sub-leased to Skyservice again (as C-GTDM) between Nov-04/Apr-05 and between Nov-05/Apr-06.
As G-BYTH the aircraft continued in service with MyTravel. The MyTravel Group was merged into Thomas Cook Airlines in Mar-08 and it continued in service until it was returned to the lessor in Apr-10.
Later that month the aircraft was leased to Skywest Airlines (Australia) as VH-FNP. Skywest entered a franchise agreement with Virgin Australia in May-13, operating as Virgin Australia Regional Airlines.
The aircraft was withdrawn from service at the end of Apr-20 and stored at Perth, WA, Australia, due to the COVID-19 Pandemic. It remained stored at Perth until it was ferried to Sharjah and returned to the lessor in late Mar-21.
It was leased (or sold) to Olympus Airways (Greece) as SX-AQK in Apr-21 but never entered service. It remained stored at Sharjah, UAE. Now 32 years old, it's permanently retired and probably used for spares. Updated 25-Feb-25.
Replacing an earlier digital photo with a better version 28-Jul-19.
'T-Mobile' logojet, right side.
Originally due for delivery as D-AHLB, this registration wasn't used and the aircraft was delivered to a lessor and leased to Hapag-Lloyd as D-AHLD in Dec-90. It was returned to the lessor in Nov-98 and leased to MALEV Hungarian Airlines as HA-LER the following month. It was returned to the lessor and re-leased to Hapag-Lloyd as D-AHLD in Mar-04 when it was operated for Hapag-Lloyd Express. It was repainted in 'T-Mobile' logojet livery in Feb-06. The aircraft returned to the lessor in Dec-07. It was leased to Aerolineas Argentinas as LV-BNM in Jan-08. In Jun-13 it was returned to the lessor and permanently retired at Orlando-Sanford, FL, USA. It was last noted still at Sanford in Aug-15 and was subsequently broken up.
Despite the livery having been replaced over 5 years ago, Air Canada's old Evergreen livery still lives on and whilst in certain conditions does look particularly dated and even weathered poorly, in most cases such as good lighting and well-maintained still looks sleek and elegant... The winter light certainly proves the old colours still looks superb and dare I say better than the new livery.
For the W22 scheduler, Air Canada are certainly busy at London Heathrow; the carrier is operating 8 daily flights from their usual hubs across Canada, as well as a fifth-freedom flight to and from Mumbai. 5 out of the 8 daily flights are in the hands of the large Boeing 787-9 fleet, whilst the remaining 3 flights are provided by one Airbus A330-300, Boeing 737 MAX 8 and Boeing 777-300ER each.
At present, Air Canada is in the process of finalising their upcoming S23 schedule where capacity and frequency are expected to increase, expect a update in the future...
Currently, Air Canada operates 37 Boeing 787s, which includes 8 Boeing 787-8s and 29 Boeing 787-9s. Air Canada have 2 Boeing 787-9s on-order.
Foxtrot Romeo Sierra Alpha is one of 29 Boeing 787-9s operated by Air Canada, delivered new to the flag-carrier on 5th January 2017 and she is powered by 2 General Electric GEnx-1B engines.
Boeing 787-9 Dreamliner C-FRSA on short finals into Runway 27L at London Heathrow (LHR) on AC858 from Toronto-Pearson (YYZ), Ontario.
Replacing an earlier scanned photo with a better version 27-Apr-19, plus Topaz DeNoise AI 22-Jul-23.
Fleet No: "508".
Built as a Tristar 1, this aircraft was delivered to Air Canada as C-FTNH in Dec-73. It was converted to Tristar 150 standard in 1989. It was retired by Air Canada and stored at Marana, AZ, USA in Nov-90.
The aircraft was sold to Air Transat in May-93 and operated for another 8 years. It was retired and stored at Montreal-Mirabel, Canada in Dec-01 before being broken up there in Feb-02.
Replacing an earlier scanned photo with a better version 11-Oct-20.
Named: "Jetstreamer". In 1999 this was Virgin's new livery...
This aircraft is c/n 002 and the A340 second prototype. It had it's first flight in Feb-92 with the Airbus test registration F-WWAS. After the test programme was completed the aircraft was leased to Virgin Atlantic Airways as G-VHOL in May-97. It was returned to Airbus Leasing in Jul-11 and stored at Lourdes, France. It was sold to GMT Holdings 4 Ltd as M-YRGU in Sep-11 and remained stored. The aircraft was due to to be leased to Luzair (Portugal) as CS-TTQ but the lease didn't happen. It was sold to Rajshahi Air (Bangladesh) in Dec-11 and went straight to Tehran, Iran via an intermediate point. The aircraft, now registered EP-APA, was seen outside the Iran Aseman Hangar at Tehran in Jan-12. It entered service with Iran Aseman Airlines in Mar-12. Current, updated (Oct-20).
Note: Rajshahi Air was a 'shell' company to evade international sanctions on Iran and the EU stopped the transfer of subsequent aircraft.
The Nissan Micra replaced the Datsun Cherry. The Micra is also known as 'March' in some markets.
This Micra is from the pre-facelift first version, and was designed by Naganori Ito.
This front bumper is not original. It's taken from the 1989-1992 European facelift version.
988 cc.
700 kg.
Production Nissan Micra in general: Oct. 1982-present.
Production Micra K10 this version: Oct. 1982-June 1985 (the K10 first gen. was continued till Dec. 1992.
Original Dutch reg. number: Febr. 29, 1984.
Scrapped after May 22, 2020.
Amsterdam-N., Papaverweg, Sept. 7, 2016.
© 2016 Sander Toonen Amsterdam | All Rights Reserved
Replacing an earlier scanned slide with a better version 01-Sep-19, plus Topaz DeNoise AI 05-Mar-23.
This was taken at Pisa, Italy. Note the wartime ramp, made up of Marston Matting (aka Pierced Steel Planking). I was on a British Eagle Viscount on the next stand.
I-LIFE was delivered new to LAI Linee Aeree Italiane in Mar-57, seven months later, in Oct-57, LAI were merged into Alitalia. It remained in service with Alitalia for 12 years until it was sold to Somali Airlines in Jun-69 as 6OS-AAK.
It was re-registered 6O-AAK later the same month. It was retired at Mogadishu, Somalia, in Jun-77 and later broken up.
Replacing an earlier scanned photo with a better version 03-Apr-22, plus Topa DeNoise AI 09-Feb-24
Operated by Lauda Air on behalf of Lauda Air Italy.
An early CRJ.100 (Line No:36), this aircraft was first flown with the Canadair test registration C-FROL, it was delivered to Lauda Air as OE-LRC in Mar-94. It was sold to Lufthansa Leasing GmbH as D-ACLX and leased to Lufthansa CityLine in Oct-95.
It was wet-leased to Air Littoral (France) the same day and returned to Lufthansa CityLine in Jul-96. The aircraft was returned to Lufthansa Leasing, leased to Lauda Air again, as OR-LRC and sub-leased to Lauda Air Italy in Mar-99.
It wasn't with Lauda Air Italy for long (I was lucky to catch it!) and returned to Lauda Air in Apr-01. It was returned to Lufthansa Leasing a few days later. The aircraft was sold to Bombardier Capital Inc as D-ANIM and leased to Eurowings (Germany) towards the end of Apr-01.
The aircraft was returned to Bombardier Capital Inc in Nov-01 and stored at Maastricht, Netherlands. It was re-registered C-FZZO in Jul-0 and remained stored until it was leased to Lufthansa CityLine as D-ACJZ in Nov-02.
It was returned to Bombardier Capital Inc in May-03 and was re-registered N652ML in Jun-03 for a lease to Midways Airlines (USA). However, the lease was cancelled and the aircraft was stored.
It was leased to Mesa Airlines in Jul-04 and operated on behalf of US Airways Express. It returned to Bombardier Capital in Jan-06. It was sold to Voyageur Airways as C-FIPX in May-06 and operated on behalf of Harmony Airways between Jun/Oct-06.
The aircraft continued in service with Voyageur until late 2012. The registration was cancelled in Feb-13. No further information. Updated 03-Apr-22.
Today is the "retirement day" of Taichung Station. Tomorrow, it will be replaced by an new elevated station and tracks.
Replacing an earlier scanned photo with a better version 20-Jan-22 (DeNoise AI).
This aircraft was bought by AWAS Ansett Worldwide Aviation Services but by the time it was due for delivery they didn't have an airline to lease it to. It was due to be delivered as VR-BLC but that wasn't used and it was delivered to AWAS as HB-IHU in Oct-89.
It was sold on delivery to Petrolair System SA (Switzerland). The aircraft was re-registered HB-IEE the following month. In Sep-95, Petrolair System SA dropped the 'System' and was renamed Petrolair SA. They became Privatair in Jan-97.
The aircraft was wet-leased to the UK Royal Air Force for 10 days in Feb-00 when the Swiss Flag style tail logo was replaced by a small Union Flag. The aircraft was fitted with blended winglets in Oct-07. It was withdrawn from service and stored at Hahn, Germany in Mar-13
It was sold to JetMagic (Malta) as 9H-AVM in Oct-13 and remained stored at Hahn until it was delivered to Malta in Feb-14. The aircraft was stored at Montpellier (France) between Aug-14/Aug-15, it was then moved to Auch (France) in Aug-15 and stayed there until Apr-16 when it moved back to Montpellier again.
The aircraft returned to service in Jun-16. It was repainted in a special livery in Jul-17 for the Band, U2 for their 'U2 - The Joshua Tree Tour 2017' and for U2 again in Feb-19 for the 'U2 - Joshua Tree Tour 2019'.
Although it's now over 32 years old it continues in service, it can't have that many hours or cycles 'on the clock'. Current, updated 19-Jan-22.
Replacing an earlier scanned photo with a better version, plus DeNoise AI 04-Dec-22.
Taken into the sun on a cold, misty and frosty morning!
Fleet No: '008'.
This aircraft was delivered to Continental Airlines as N78008 in Mar-99. It was sold to a lessor in Apr-01 and leased back to Continental. In Oct-10, Continental was merged into United Airlines. Now 23.5 years old, the aircraft continues in service. Updated 04-Dec-22
Note: The rear fuselage was damaged by a tail strike at New York - Newark on 02-Mar-05. It was repaired by Boeing and returned to service on 16-Apr-05.
Hi everyone - I just tried to add my name to this photo in Aviary and for some reason it has taken my photo off and says it is no longer available - I have been having trouble with Aviary for a few days now :-( I will be absent from Flickr for a few days so hopefully problems will be resolved by then - enjoy the rest of your week everyone :-)
Managed to replace the photo without losing my faves and comments thank goodness :-)
The DB4 is a grand tourer that was produced by Aston Martin from 1958 until 1963. The "DB" designation came from Sir David Brown, who built up the company from 1947 onwards.
Technically the DB4 was not a development of the DB Mark III it replaced, nor did it evolve into the DB5. It had a platform rather than a tubular chassis with a new engine by Tadek Marek. The DB4's design formed the basis for later Aston Martin models, such as the DB4 GT Zagato, the Lagonda Rapide 4-door saloon.
The lightweight superleggera (tube-frame) body was designed by Carrozzeria Touring in Milan, and its Continental looks caused a sensation on its unveiling at the 1958 London Motor Show. Although the design and construction techniques were Italian, the DB4 was the first Aston to be built at the company's Newport Pagnell works in Buckinghamshire, England.
The 3.7 L (3670 cc/223 in³) engine, designed by Tadek Marek, a Polish born racing driver, has double overhead cam straight-6, with cylinder head and block of cast R.R.50 aluminium alloy, a further development of the earlier Lagonda straight-6 engine. The engine was prone to overheating initially, but the 240 hp (179 kW)[2] produced by the twin-SU carburettor version made buyers forgive this unfortunate trait.[4] Servo-assisted disc brakes were fitted all round - early 11.5 in (292 mm) Dunlops were replaced by Girlings. Initially the DB4 was fitted with 16-inch wheels with 600H16 Avon TurboSpeed crossply tyres, or 185VR16 Pirelli Cinturato CA67 as the radial option. In 1962 they moved to 15-inch wheels with 6.70V15 Avon TurboSpeed with an upgrade option of 185VR15 Pirelli Cinturato radials. The independent front suspension used ball-jointed wishbones, coil springs and rack-and-pinion steering. The live rear axle[5] also used coil springs and was located by a Watt's linkage. The normal final-drive ratio for British and European use was 3.54:1, however in the United States the ratio was usually 3.77. Customers wanting a car with an especially high top speed could choose a 3.31:1 ratio.
Vantage
With the introduction of the Series IV in 1961, a high-performance DB4 Vantage was offered. It featured three SU carbs and special cylinder heads, increasing power to 266 hp (198 kW). Most Vantage models used the enclosed headlights of the DB4 GT. In all, there were 136 saloons and 32 convertibles with the Vantage engine....Wikipedia
Replacing an earlier scanned photo with a better version 14-Aug-22 (DeNoise AI).
This aircraft was delivered to Alaska Airlines as N796AS in May-98. It was sold to a lessor on delivery and leased back to Alaska. It was returned to the lessor in May-16 and stored at Victorville, CA, USA.
The aircraft was sold to Safair Operations Pty Ltd (South Africa) in Sep-16. It was due to be registered ZS-WRO but that wasn't taken up and it was registered ZS-WMP (after Safair's Executive Director 'Wimpie' Davidson. It's operated by flySafair.co.za. Current, updated 14-Aug-22.
Replacing an earlier scanned photo with a better version 27-Dec-21 (DeNoise AI).
Original Sabre tail livery. Fitted with hush-kits and 'Boeing 727 Quiet Power' titles on the engines.
Named: "Lady Patricia".
Delivered to TAA Trans Australia Airlines in Oct-74 as VH-TBK, TAA was renamed Australian Airlines in Aug-86. The aircraft was sold to a lessor in Dec-86 and leased to Dan-Air Services as G-BNNI a few days later.
It was wet-leased to Sun Country Airlines, USA between Dec-89/Apr-90 and again between Sep-90/Apr-92. It was returned to the lessor in Nov-92 and stored at Dan-Air's maintenance base at Lasham, UK.
After 2.5 years in storage it was leased to Sabre Airways in Mar-95. It was stored at London-Gatwick in May-96 and ferried to Lasham in Nov-96 for further storage before being leased, short term, to Constellation International Airways between Apr/May-97.
It returned to service with Sabre Airways and was wet-leased to Sun Country Airlines for the winter season between Nov-99/May-00. Sabre Airways bought it in Sep-00 and it was ferried to Southend, UK, in Nov-00 for freighter conversion.
However, the airframe was found to be badly corroded and the conversion was abandoned. The aircraft remained stored at Southend and was sold to Cougar Leasing Ltd in Dec-03.
The engines were removed and the aircraft was noted still stored at Southend in Jul-03 with the nose cut off. The registration was cancelled the following month. The airframe was later sold to 727 Communications, Stilling, Denmark, disassembled and taken by road & sea to be reassembled outside the 727 Communications HQ in Denmark. It was noted still there in Mar-17.
Replacing an earlier digital photo with a better version, plus Topaz DeNoise AI 28-Mar-23.
Southern England storm 'Katie' diversion from London-Heathrow. With a nice shot of Derbyshire's snow covered hills in the background.
Special livery celebrating "50 years, Singapore's Golden Jubilee" in 2015.
First flown in Jan-09 with the Airbus test registration F-WWSC, the aircraft was ferried to the Airbus airfield at Hamburg-Finkenwerder for interior fitting out and painting.
It was delivered to Singapore Airlines as 9V-SKI in Jul-09. The aircraft was withdrawn from service and stored at Singapore at the start of the COVID-19 Pandemic in Mar-20.
It was moved to Alice Springs, Australia in Apr-20 for continued long term storage. The aircraft never re-entered service and was broken up at Singapore in Nov-22.
Replaced with Hasselblad X1 Scan:
A Kyrgyz Mil-Mi 17 helicopter at Khan Tengri (7010m) and Pik Pobeda (7439m) base camp in the Tien Shan mountains of Kyrgyzstan, about to pick up a group of climbers.
August 2010.
Contax G2, 21mm Biogon, B+W yellow filter and Fuji Acros 100 (in HC-110)
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This one looked great when I was playing with the tones. Then I converted to b&w and it just had that classic street photograpy feel. I just had to do it!
update - after reading Zolashine's comments I re-did the picture. I think it makes it 1000% stronger. On the money my friend...
I replaced the leather on a few joints of Alisha, my Paperwhite Doll by Teri. Teri offered to do it for me of course, but I decided to tackle it myself rather than having to ship her back. I'll be posting more of my notes on the Hearts of Clay forum soon. :)
Installed as part of the Water Orton corridor resignaling scheme between 2009 and 2012 the repeater for WN4884 has always made for a fine frame for trains on the Up Derby Fast from the Saltley Viaduct. The signal stands in the way of the alignment of the new viaduct and has recently been replaced with a simple pole mounted version between the fast and slow lines. Pictured here back in 2019 as 43366 powers by with 1S51 Plymouth to Glasgow Central.
Replacing an earlier scanned photo with a better version 19-Nov-17, plus Topaz DeNoise AI 22-Jul-23.
Fleet No: '5318', later '5418'.
This aircraft was delivered to United Airlines as N518UA in Sep-90. It was fitted with blended winglets in Jul-08. In Dec-08 the aircraft was sold to Wells Fargo Bank Northwest and sold back to United Airlines in Apr-17.
In Oct-19, after 29 years in service, the aircraft was ferried to Tupelo, MS, USA and permanently retired. It was sold to Universal Asset Management the following day and broken up at Tupelo in 2020.
Replacing an earlier scanned photo with a better version 16-Jan-15, plus Topaz DeNoise AI 08-Jul-23.
This aircraft was delivered to BEA British European Airways as G-APEX in Jun-58. It was sold to BKS Air Transport in Dec-69.
BKS was renamed Northeast Airlines in Nov-70 when it became part of British Air Services. British Air Services was merged into British Airways in Apr-74.
The aircraft continued in service with British Airways until it was sold to British Air Ferries in Mar-81. It was retired and stored at Southend, UK in Mar-84 and was broken up at Southend by 1994.
Finally finished and ready for some shows! Really enjoyed building this as it was a good challenge. I plan to replace the sails with some new ones im making that have a Elizabethan design printed on them. Thanks to Captain Green Hair for his great hull technique and a few others for ideas ive used.
New pics.
I replaced pics to bigger size. ;) (4/4/2011)
I replaced this set pics to special large size.(2/4/2013)
The empty cement train from Devonport arrives at Railton with remote unit 2002 trailing the consist with 2010 up the front on 14-10-13.
Loco 2002 entered service on 1-11-1968 as 1522 of the 1502 class. It was later sold to Tranz Rail in New Zealand before arriving back in Tasmania under ATN ownership
With the 47 replacing the intended Black 5 due to the heightened fire risk during the current warm and dry spell of weather, the "Swanage Belle" tour from London Victoria speeds past Potbridge on the fast line as it heads to Dorset.
Locomotive: West Coast Railways Class 47/4 47804.
Location: Totters Lane, Potbridge, near Winchfield, Hampshire.
Bowes Castle is a medieval castle in the village of Bowes in County Durham, England. Built within the perimeter of the former Roman fort of Lavatrae, on the Roman road that is now the A66, the early timber castle on the site was replaced by a more substantial stone structure between 1170 and 1174 on the orders of Henry II. A planned village was built alongside the castle. Bowes Castle withstood Scottish attack during the Great Revolt of 1173–74 but was successfully looted by rebels in 1322. The castle went into decline and was largely dismantled after the English Civil War. The ruins are now owned by English Heritage and managed as a tourist attraction. There is free admission during daylight hours.
Bowes Castle was built within the ruins of the Roman fort of Lavatrae. The route was one of the few upland passes to link England and Scotland and had remained strategically important during the medieval period. The castle site lay within the Honour of Richmond, a grouping of lands traditionally owned by the Counts of Brittany during the early medieval period, but the land itself was a demesne estate, owned by the Crown.
Around 1136, Alan de Bretagne, the Count of Brittany, built a timber castle in the north-west corner of the old fort. The use made of the older Roman fort at Bowes was similar to that at the nearby castles of Brough and Brougham to the west, on the same Roman road over the Stainmore Pass. Bowes Castle was inherited by his son, Conan, and when he in turn died in 1171, it was claimed by Henry II.
Royal concerns over security led to Henry II investing heavily in a new castle structure on the site between 1171 and 1174. It was unusual for a new royal castle to be built in this part of England during the 12th century, and Henry appears to have been driven by the military threat from Scotland before and during the Great Revolt of 1173 to 1174. Henry II spent almost £600 on the castle between 1170 and 1187, most of it in the first few years, rebuilding the older structure under the supervision of the Count of Brittany's local tenants, Torfin, Osbert and Stephen of Barningham.
The rebuilt castle featured a hall-keep, an uncommon design in English castles; built of stone, this was a three-storied structure 82 feet (25 m) long, 60 feet (18 m) wide and 50 feet (15 m) high. Internally the keep was divided to form a long hall and a solar and was lit by large, rounded windows. The keep had architectural similarities to various nearby castles in the region, but in particular to those at Middleham and Outhgill. A ditch formed an inner defensive bailey around the keep, with the ramparts of the old fort forming a larger, outer bailey. A mill, then an essential part of any castle, was built by the River Greta to supply flour for the garrison . The village of Bowes was built after the castle and formed a planned site running up to the castle, complete with a church and a market place; this form of planned village is again unusual in England.
In England, the Great Revolt against Henry's rule involved a coalition of rebel barons, bolstered by support from the King of Scots and European allies. King William the Lion pushed south from Scotland in 1173 and Bowes Castle was damaged in the raids; work was carried out in anticipation of further attacks the following year, including repairs to the chamber, gates and the construction of bulwarks around the keep. The next year William, King of Scots directly besieged the castle, but was he forced to retreat after the arrival of a relief force led by Henry's illegitimate son Geoffrey, then the Bishop of Lincoln.
Henry II was successful in quelling the Great Revolt, capturing William the Lion at the Second Battle of Alnwick and imprisoning him until a peace treaty was agreed, extending Henry's authority north into Scotland. In the subsequent years the security situation in the north of England improved significantly. King John gave control of Bowes Castle to Robert de Vieuxpont, an important administrator in the north, in 1203 and he retained control of the fortification until 1228. John stayed there himself in 1206 and in 1212, and the castle was also used briefly to hold John's niece Eleanor of Brittany, who had been placed under the custody of Vieuxpont. Henry III granted it briefly to William de Blockley and Gilbert de Kirketon, until it was given to Duke Peter of Brittany in 1232, and then to William de Valence. In 1241 Peter II, the Count of Savoy was made the Earl of Richmond and was then given Bowes by the king.
The castle remained in the hands of the Earls of Richmond until 1322, by when it was in a poor state of repair. Edward II then gave Bowes Castle to John de Scargill instead; the local tenants of the Earl of Richmond rebelled and attacked the castle. The lord of the castle was away at the time, and the attackers burnt part of a hall, drank four tuns of wine and stole armour, springalds and other goods. Conflict with Scotland led to further raids against the castle and the surrounding manor; the neighbouring fields were abandoned as a result and by 1340 the castle was in ruins and the manor worth nothing.
Still ruined, Bowes Castle was reclaimed by the Crown in 1361; between 1444 and 1471 it was controlled by the Neville family, powerful regional landowners, before reverting to the Crown once again. James I sold the castle in the early 17th century and most of the remaining fortifications were dismantled in the mid-17th century after the English Civil War. By 1928, the castle was in a poor condition, with little interest being shown in it from locals or its owner, Lady Lorna Curzon-Howe. Facing death duties on her estate, Curzon-Howe agreed to pass the castle into the care of the Office of Works in 1931.
In the 21st century, the castle is controlled by English Heritage and operated as a tourist attraction. The ruins of the keep survive, largely intact, and are protected as a Grade I listed building and as a scheduled monument.
Replacing an earlier scanned photo with a better version 13-Aug-18.
Named: "Tormod Viking".
This aircraft was delivered to SAS Scandinavian Airlines as OY-KIN in Aug-97. It was sub-leased to SAS associate Blue1 Airlines as OH-BLD in Sep-06. The aircraft was returned to SAS in Nov-10 and stored at Stockholm-Arlanda. It was sold to Delta Air Lines (via Wells Fargo Bank Northwest as owner trustee) as N931DN in Apr-11 and initially stored at Marana, AZ, USA. The aircraft entered service in Jan-12. It was withdrawn from service in Mar-20 due to the COVID-19 Pandemic (although it was due for retirement anyway) and permanently retired at Blytheville, AR, USA. Updated (Oct-20).
Replacing an earlier scanned slide with a better version 09-Oct-15, plus Topaz DeNoise AI 28-Feb-25.
The Cambrian Airways livery after it became part of 'British Air Services'.
Delivered new to BEA British European Airways in Oct-53, this aircraft was sold to Channel Airways 10 years later in Dec-63. It was leased to British Eagle International Airlines and sub-leased to British Eagle (Liverpool) Ltd (ex Starways of Liverpool) in Feb-64.
It returned to British Eagle International in Apr-64 after the Starways route licences had been transferred. It was returned to Channel Airways in Apr-65 and then sold to Cambrian Airways in Oct-65. The aircraft was retired and stored at Cardiff, Wales, Nov-71 and broken up there in Sep-72.