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Replaced photo! Apologies for bad shot !i think I will leave her now added whiskers and some fade colour to background.thanks Krissie for original shot 👍
Replacing an earlier scanned photo with a better version 24-Feb-22 (DeNoise AI).
Fleet No: "6447"
This aircraft was delivered to United Airlines as N647UA in Apr-92. It was sold to a lessor on delivery and leased back to United.
It was sold back to United in Jun-15 and fitted with blended winglets in Aug-18. Now 30 years old it continues in service, Updated 24-Feb-22.
Replacing an earlier scanned slide with a better version 15-Feb-15, plus Topaz DeNoise AI 30-Oct-22.
Operating a charter on behalf of Scanair.
Named: "Odd Viking".
This aircraft has quite a simple history. Delivered new to SAS in Oct-56, it flew with them for 11 years until it was traded in to Sud Aviacion in part-exchange for Caravelles.
It was stored at Bordeaux, France in Aug-67. It was sold to Air Management Corp in Aug-74 and continued to be stored at Bordeaux until it was finally scrapped in 1980. Oddly, it spent more time sitting on the ground at Bordeaux (13years) than it did in service with SAS.
Replacing an earlier scanned photo with a better version 06-Dec-20.
Fleet No: "403".
First flown with the Airbus test registration F-WWIC, this aircraft was delivered to GPA Airbus 320 (later to become part of GECAS) and leased to Canadian Airlines International as C-GQCA in Jul-91. Canadian Airlines International was merged into Air Canada in Apr-01. It was transferred to Air Canada 'Tango' in Feb-02 and then to Air Canada 'Jetz' in Oct-03. The aircraft returned to Air Canada mainline in May-12. Due to the COVID-19 Pandemic the aircraft was stored at Kansas City, MO, USA in Oct-20. Now over 29 years old, it probably won't survive Air Canada's COVID retirement programme. Stored, updated (Dec-20).
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 24-May-23.
Named: "Sundance Kid".
First flown with the Airbus test registration F-WWIR, this aircraft was delivered to GECAS, leased to Virgin Atlantic Airlines and sub-leased to Virgin Sun Airlines as G-VKID in Dec-99.
Virgin Sun was closed down by Virgin Atlantic and the aircraft was returned to the lessor in Nov-01 and stored at Bristol-Filton, UK. It was moved to Dublin, Ireland in May-02 and leased to Transair Sweden as SE-RCD the following month.
Transair Sweden immediately wet-leased it to GOODjet and operations continued until the aircraft was repossessed by GECAS in Dec-02 and stored at Bordeaux, France (Transair Sweden was declared bankrupt in Jan-03 with debts of USD 3 million).
The aircraft was leased to Iberworld as EC-IMU in Mar-03. It was damaged at Madrid in Oct-08 when the nosewheel collapsed in the hangar during scheduled maintenance. It was repaired and repainted all white but didn't return to service until Feb-10.
The aircraft was returned to the lessor in Oct-10 and immediately leased to Rossiya - Russian Airlines as VQ-BDR. It returned to the lessor in Feb-18 and was stored at Shannon, Ireland. At the end of May-18 it was sold to Sunrise Asset Management Inc and leased to Allegiant Air as N235NV. Current, updated 24-May-23..
Replacing an earlier scanned print with a better version 03-Feb-19.
Built in Feb-66 by Short Brothers & Harland in Belfast, NI, UK. The aircraft was first flown with the Shorts test registration G-52-13 and delivered to the UK Royal Air Force serialled XR368 in Mar-66.
A high level decision at the UK Ministry of Defence saw the whole fleet grounded by mid 1976 and this aircraft was sold to Pan African Freight Liners as G-BEPS in Apr-77.
The aircraft was sold to TAC HeavyLift in Sep-78 and transferred to HeavyLift Cargo Airlines in Oct-80. It was permanently retired at Southend, UK in Apr-01 and was eventually broken up there in Oct/Nov-08.
Replaced the Cotton Bag with a Square Bottom Paper Bag.
In Ballston Spa West gradually acquired nine water-powered mills on Kayaderosseras Creek by 1879 manufacturing cotton, paper, and paper bags.
West was called "The Paper Bag King" because he was one of the first men in the country to manufacture paper bags at a time when most bags were made from cotton
Replacing an earlier scanned slide with a better version 29-Jan-15, plus Topaz DeNoise AI 07-Mar-23.
In the background, a Japan Airlines DC-8, a Skyways Avro York and a Pakistan International Super Constellation.
First flown in Nov-61, this aircraft was delivered to the RAF Royal Air Force serialled XR395 in Jun-62. It was transferred to RAF Maintenance Unit (60 MU) in Jul-75.
The aircraft was sold to Dan-Air Services as G-BDIT in Aug-75 and was stored at Dan-Air's maintenance base at Lasham, UK in Oct-80. They sold it to a 'D Arnold' in Jun-81 and it was moved to Blackbushe, UK for further storage. The aircraft was broken up at Blackbushe in Jul-84.
The Jerónimos Monastery or Hieronymites Monastery is a former monastery of the Order of Saint Jerome near the Tagus river in the parish of Belém, in the Lisbon Municipality, Portugal; it was secularised on 28 December 1833 by state decree and its ownership transferred to the charitable institution, Real Casa Pia de Lisboa.
The monastery is one of the most prominent examples of the Portuguese Late Gothic Manueline style of architecture in Lisbon. It was classified a UNESCO World Heritage Site, along with the nearby Tower of Belém, in 1983.
The Jerónimos Monastery replaced the church formerly existing in the same place, which was dedicated to Santa Maria de Belém and where the monks of the military-religious Order of Christ provided assistance to seafarers in transit. The harbour of Praia do Restelo was an advantageous spot for mariners, with a safe anchorage and protection from the winds, sought after by ships entering the mouth of the Tagus. The existing structure was inaugurated on the orders of Manuel I (1469–1521) at the courts of Montemor o Velho in 1495, as a final resting-place for members of the House of Aviz, in his belief that an Iberian dynastic kingdom would rule after his death. In 1496, King Manuel petitioned the Holy See for permission to construct a monastery at the site. The Hermitage of Restelo (Ermida do Restelo), as the church was known, was already in disrepair when Vasco da Gama and his men spent the night in prayer there before departing on their expedition to India in 1497.
The construction of the monastery and church began on 6 January 1501, and was completed 100 years later. King Manuel originally funded the project with money obtained from the Vintena da Pimenta, a 5 percent tax on commerce from Africa and the Orient, equivalent to 70 kilograms of gold per year, with the exception of those taxes collected on the importation of pepper, cinnamon and cloves, which went directly to the Crown. With the influx of such riches, the architects were not limited to small-scale plans, and resources already prescribed for the Monastery of Batalha, including the Aviz pantheon, were redirected to the project in Belém.
Manuel I selected the religious order of Hieronymite monks to occupy the monastery, whose role it was to pray for the King's eternal soul and to provide spiritual assistance to navigators and sailors who departed from the port of Restelo to discover lands around the world. This the monks did for over four centuries until 1833, when the religious orders were dissolved and the monastery was abandoned.
The monastery was designed in a manner that later became known as Manueline: a richly ornate architectural style with complex sculptural themes incorporating maritime elements and objects discovered during naval expeditions, carved in limestone. Diogo de Boitaca, the architect, pioneered this style in the Monastery of Jesus in Setúbal. Boitaca was responsible for drawing the plans and contracting work on the monastery, the sacristy, and the refectory. For its construction he used calcário de lioz, a gold-coloured limestone quarried from Ajuda, the valley of Alcántara, Laveiras, Rio Seco and Tercena. Boitaca was succeeded by the Spaniard Juan de Castilho, who took charge of construction around 1517. Castilho gradually moved from the Manueline to the Spanish Plateresque style, an ornamentation that included lavish decorations suggesting the decorative features of silverware (plata). The construction came to a halt when King Manuel I died in 1521.
Several sculptors left their mark on this building: Nicolau Chanterene added depth with his Renaissance themes, while the architect Diogo de Torralva resumed construction of the monastery in 1550, adding the main chapel, the choir, and completing the two stories of the monastery, using only Renaissance motifs. Diogo de Torralva's work was continued in 1571 by Jérôme de Rouen (also called Jerónimo de Ruão) who added some classical elements. The construction stopped in 1580 with the union of Spain and Portugal, as the building of the Escorial in Spain was now draining away all the allocated funds.
On 16 July 1604, Philip of Spain (who ruled after the Iberian Union) made the monastery a royal funerary monument, prohibiting anyone but the royal family and the Hieronymite monks from entering the building. A new portal was constructed in 1625, as well as the cloister door, the house of the doorkeepers, a staircase and a hall that was the entrance to the upper choir designed by the royal architect Teodósio Frias and executed by the mason Diogo Vaz. In 1640, the prior Bento de Siqueira ordered construction of the monastery's library, where books owned by the Infante Luís (son of King Manuel I) and others linked to the religious order were deposited.
With the restoration of Portuguese Independence in 1640, the monastery regained much of its former importance, becoming the burial place for the royal pantheon; within its walls four of the eight children of John IV of Portugal were entombed: the Infante Teodósio (1634–1653), the Infanta Joana (1636–1653), King Afonso VI (1643–1683) and Catarina de Bragança (1638–1705). In 1682 the body of Cardinal Henrique was buried in the transept chapels. On 29 September 1855, the body of King Afonso VI was transported to the royal pantheon of the House of Braganza in the Monastery of São Vicente de Fora, along with his three brothers and sister.
In 1663, the Brotherhood of the Senhor dos Passos occupied the old Chapel of Santo António, which was redecorated with a gold tiled ceiling in 1669, while the staircase frescos with the heraldry of Saint Jerome were completed in 1770. The retables were completed in 1709 and 1711, valuable alfaias were presented to the religious order, and the sacristy was redecorated in 1713. The painter Henrique Ferreira was commissioned in 1720 to paint the Kings of Portugal: the regal series was placed in the Sala dos Reis (Hall of the Kings). Henrique Ferreira was also commissioned to complete a series of nativity paintings.
The monastery withstood the 1755 Lisbon earthquake without much damage: only the balustrade and part of the high choir were ruined, but they were quickly repaired. On 28 December 1833, the Jerónimos Monastery was secularised by state decree and its title transferred to the Real Casa Pia de Lisboa to serve as a parochial church for the new civil parish of Santa Maria de Belém. Many of the artworks and treasures were either transferred to the crown or lost during this period. It was vacant most of the time and its condition began to deteriorate.
Restoration work began on the monastery after 1860, starting with the southern façade under supervision of the architect Rafael Silva e Castro, and in 1898 under Domingos Parente da Silva. Although the cloister cistern, internal clerical cells and the kitchen were demolished at this time, three reconstruction projects proposed by architect J. Colson, including the introduction of revivalist neo-Manueline elements, failed to gain the required approval. In 1863, architect Valentim José Correia was hired by the ombudsman of the Casa Pia, Eugénio de Almeida, to reorganise the second storey of the old dormitory and design the windows (1863–1865). He was subsequently replaced by Samuel Barret, who constructed the towers in the extreme western end of the dormitories. Similarly and inexplicably, Barret was replaced by the Italian scenery designers Rambois and Cinatti, who had worked on the design of the São Carlos Theatre, to continue the remodelling within the monastery in 1867. Between 1867 and 1868, they profoundly altered the annex and façade of the Church, which then appeared as it does today. They demolished the gallery and Hall of the Kings, constructed the towers of the eastern dormitory, the rose window of the upper choir and substituted the pyramid-shaped roof of the bell tower with the mitre-shaped design. The remodelling was delayed by the 1878 collapse of the central dormitory. After 1884, Raymundo Valladas began to contribute, initiating in 1886 the restoration of the cloister and the Sala do Capítulo, including construction of the vaulted ceiling. The tomb of Alexandre Herculano, designed by Eduardo Augusto da Silva, was placed in the Sala do Capítulo in 1888.
To celebrate the 1898 fourth centenary of the arrival of Vasco da Gama in India, it was decided to restore the tomb of the explorer in 1894. The tombs of Vasco da Gama and Luís de Camões, carved by the sculptor Costa Mota, were placed in the southern lateral chapel. A year later the monastery received the remains of the poet João de Deus, later joined by the tombs of Almeida Garret (1902), Sidónio Pais (1918), Guerra Junqueiro (1923) and Teófilo Braga (1924).
The Minister of Public Works opened a competition to finish the annex, which would serve as the National Museum of Industry and Commerce (Museu Nacional da Indústria e Comércio), but the project was canceled in 1899, and the Ethnological Museum of Portugal was installed.
Further remodelling of the monastery was begun in 1898 subsequent to the work done by Parente da Silva in 1895 on the central annex, now simplified, as well as restoration of the cadeirals (the chairs used by the clergy in religious services), which were completed in 1924 by sculptor Costa Mota. In 1938 the organ in the high choir was dismantled at the same time that a series of stained-glass windows, designed by Abel Manta and executed by Ricardo Leone, were replaced in the southern façade.
As part of the celebrations marking the centenary of modern Portugal in 1939, yet more remodelling was completed in the monastery and tower. During these projects, the baldachin and tomb of Alexandre Herculano were dismantled and the cloister patio was paved. In 1940 the space in front of the monastery was redesigned for the Portuguese Exposition. The Casa Pia vacated the interior spaces of the cloister and the tombs of Camões and Vasco da Gama were transferred to the lower choir. A series of windows designed by Rebocho and executed by Alves Mendes were completed in 1950.
In 1951 the remains of president Óscar Carmona were entombed in the Sala do Capítulo. They would later be transported to the National Pantheon in 1966 to join the bodies of other former presidents and literary heroes of the country.
The Maritime Museum was inaugurated in the western wing of the monastery in 1963.
The church and the monastery, like the nearby Torre de Belém and Padrão dos Descobrimentos, symbolise the Portuguese Age of Discovery and are among the main tourist attractions of Lisbon. In 1983, UNESCO formally designated the Monastery of the Hieronymites and Tower of Belém as a World Heritage Site.
When Portugal joined the European Economic Community, the formal ceremonies were held in the cloister of the monument (1985).
Two major exhibitions took place at the monastery during the 1990s: 4 séculos de pintura, in 1992; and the exposition "Leonardo da Vinci – um homem à escala do mundo, um Mundo à escala do homem", in 1998 (which included the Leicester Codex, on temporary loan from Bill Gates).
At the end of the 20th century, remodelling continued with conservation, cleaning and restoration, including the main chapel in 1999 and the cloister in 1998–2002.
On 13 December 2007, the Treaty of Lisbon was signed at the monastery, laying down the basis for the reform of the European Union.
Replacing an earlier digital photo with a better version 25-Oct-17, plus DeNoise AI 22-Nov-22.
Named: "Zephyros". (dark blue tail livery).
First flown with the Boeing test registration N6055X, this aircraft was delivered to ILFC International Lease Finance Corporation and leased to EuroCypria Airlines (Cyprus) as 5B-DBU in Feb-03.
EuroCypria was absorbed into Cyprus Airways and ceased operations on 12-Nov-10. The aircraft was returned to ILFC and stored at Perpignan, France.
In Dec-10 it was re-registered N641LF and re-registered again as N859AM in Feb-11. It ferried to Shannon, Ireland in Mar-11 and was repainted in AeroMexico livery before being leased to AeroMexico in Apr-11.
The aircraft was returned to the lessor in Aug-20 as a consequence of the COVID-19 Pandemic. It was stored at Goodyear, AZ, USA. It was moved to Miami, FL, USA in Dec-20 for further storage before ferrying to Dothan, AL in Apr-21 to await freighter conversion.
The aircraft was converted to freighter configuration with a main deck cargo door by the end of Jun-21 and leased to iAero Airways in Jul-21. It's operated on behalf of DHL USA. Current, updated 22-Nov-22.
PLEASE, NO invitations or self promotions, THEY WILL BE DELETED. My photos are FREE to use, just give me credit and it would be nice if you let me know, thanks.
First light was established here in 1873 and was a wooden structure. The original Robertson Point Lighthouse has been replaced by a cylindrical tower topped by a red light.
Tower Height: 7.5 meters (24.6ft)
Focal Height: 12.3 meters (40.35ft) above water level
Light: red flash every 4 seconds
Bleasdale near Preston England is the location of an ancient wooden circle. Concrte posts have been used to replace the original tree stumps. This is one in a series of BW pictures taken of trees in this area.
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 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.
Replacing an earlier scanned photo with a better version 23-Aug-22 (DeNoiseAI).
-Rendesvous-, China World Tail livery.
This aircraft was delivered to British Airways as G-DOCM in Mar-92. It was sold to a lessor in May-99 and leased back to British Airways. It was sub-leased to DBA.com (previously Deutsche BA, Germany) in May-04, returning to British Airways in Jul-04.
The aircraft was returned to the lessor in Nov-04 as N843BB and stored at Greensboro, NC, USA. It was leased to Sundowner Oklahoma City LLC in Dec-04 and operated on their behalf by Ryan International Airlines for the US Department of Justice.
It was stored at Miami, FL, USA in early 2011. The aircraft was sold to Aviation Technologies Inc and permanently retired. It was last noted still at Miami in Oct-11 in poor condition and without engines.
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 slide with a better version 25-Feb-15, plus DeNoise AI 09-Jan-23.
Now you know why Britannia Airways was called Britannia Airways...
Delivered new to BOAC British Overseas Airways Corporation in Mar-57 as G-ANBO, the aircraft was wet-leased to Cathay Pacific Airways from Dec-60/mid-61. It was wet leased to Malayan Airlines from Sep/Oct-61 and again from Jul/Aug-62.
The aircraft was stored at Cambridge, UK, in Dec-62 after just 5 years in service. It was leased to Britannia Airways (previously known as Euravia) in Jan-65 and they bought it in Mar-70. It was retired at Luton in Nov-70 and broken there up in May-71.
Replacing an earlier scanned photo with a better version 18-Sep-22 (DeNoise AI).
Yellow/lilac 'Reso'cha' special livery.
This aircraft was delivered to JAL Japan Airlines as JA8116 in Dec-72. It was leased to Japan Asia Airways in Jul-92 and returned to JAL in May-93.
In Nov-96 the aircraft was transferred to JAC Japan Air Charter, JAC was renamed JALways in Oct-99. It continued in service until it was withdrawn from use and stored at Tokyo-Narita in Nov-01.
The aircraft was sold to Boeing in Feb-02 and immediately leased to Orient Thai Airways as HS-UTH. It was transferred to their subsidiary 'One-Two-Go' in Dec-04. It was noted stored at Jakarta (CGK), Indonesia in May-05. Permanently retired, it was broken up at Jakarta-CGK in Dec-05.
Replacing an earlier scanned slide with a better version 10-Mar-22 with Topaz DeNoise AI.
Operated for Airbus Industrie by Aeromaritime.
This aircraft was built from parts of other Boeing 377 / C-97's. It was first registered N211AS to Aero Spacelines Inc, California, USA in Sep-69 and had it's first flight in Aug-70.
It was delivered to Aeromaritime, France as F-BTGV in Sep-71 and operated on behalf of Airbus Industrie for 25 years until it was retired in Jun-96.
The aircraft was ferried to Bruntingthorpe, UK in early Jul-96 and presented to a preservation group. It stayed at Bruntingthorpe for another 25 years. Unfortunately the airfield owner sold the land in Nov-20 and as the aircraft could no longer fly, it was broken up in Jan-21, which is very sad!
However, the flight deck section from the swinging nose has been preserved and is awaiting display at the South Wales Air Museum at St. Athan, UK. Updated 12-Mar-22.
There is another one in the museum at Toulouse Airport...
Replacing an earlier scanned 6"x4" print with a better version 29-Jan-21.
Fleet No: "605". Named: "Al-Muharraq".
This aircraft was delivered to Gulf Air as A4O-GJ in Jun-89. It was sold to a lessor in Jun-00 and leased back to Gulf Air, it was also repainted in in a '50th Anniversary' livery later the same year.
Gulf Air was originally owned by four Arabian Gulf countries, Bahrain, Qatar, the UAE (Abu Dhabi) and Oman. Qatar left the group when they formed Qatar Airways in 1994 and the UAE (Abu Dhabi) pulled out in 2003 when they formed Etihad Airways.
That left Bahrain and Oman. All Gulf Air's aircraft had been registered in Oman until they decided to invest more in the fledgling Oman Air and pulled out in 2007. As a consequence, all of Gulf Air's aircraft were re-registered in Bahrain. A4O-GJ became A9C-GJ in Nov-07.
Gulf Air had to downsize to survive and this aircraft was returned to the lessor and stored at Dublin, Ireland in Apr-08. It was sold to Wells Fargo Bank Northwest as N182AQ in Jan-09 and in Apr-09 it was moved to Maastricht, Netherlands for further storage.
It was at Maastricht for two years before making it's final move to Sanford, FL, USA in Mar-11, still in Gulf Air's 50th anniversary livery. The aircraft was sold to Bank of Utah in Jul-12 and permanently retired. It was broken up at Sanford in late 2014. Updated 29-Jul-21.
Note: Oman's registration prefix is 'Alpha Four Oscar' (A4O) and not 'Alpha Four Zero' (A40) as some people assume...
The Sangi Railway in Mie Prefecture somewhat recently announced that their fleet of 1960's and 70's era EMU's used for their local services would be replaced with "newer" secondhand 211 Series from JR Central, starting in 2025. Even though the 211's have their roots from the JNR era, displacing mid-century relics is still sad to see. It was fun while it lasted.
Here Sangi Railway 751 enters the elevated curve at the rice fields north of Misato Station with a "futsu" (local) for Nishi-Fujiwara.
Sangi Railway Sangi Line
Sangi 751 Series
Inabe, Mie Pref., Japan
Puzzle with 508 pieces (5 replacements, 1 piece recolored),
21 x 35 cm (4 mm thick),
Material: Plywood / pressed cardboard? (i dont know the right word for it..which cheap furniture manufacturers sometimes use)
- Manufacturer: unknown, probably German
- Manufacturing period: unknown
Image: “View of Constantinople” by Georg Macco from 1916
....pretty difficult puzzle...
Replacing an earlier scanned slide with a better version 23-Feb-15, plus Topaz DeNoise AI 24-Apr-23.
Named: "John Moody".
Originally registered to the Bristol Aeroplane Company as G-AMLJ, it later used the Bristol temporary registration G-18-116 before being delivered to Aer Lingus in Jul-52 as EI-AFR.
It was sold to Skyways Ltd in Jun-55 but wasn't returned to the UK Register as G-AMLJ until 3 months later. In Dec-55 Skyways sold it to Middle East Airlines as OD-ACM.
It was acquired by BOAC Associated Companies in May-58 but remained operating in the middle east until it returned to the UK, again as G-AMLJ, in Oct-58 and was leased to BKS Air Transport. They bought it in Jul-59.
It was sold to Aer Turas Ireland in Mar-66 as EI-APC. Aer Turas flew it for more than 6 years until it was sold in France in Dec-72 to Transportes Aeriens Reunis as F-BTYO. It was retired at Nice, France, in 1976 and broken up.
Replacing an earlier scanned photo with a better version 19-May-22 (DeNoise AI)
"N'debele - Martha", Southern Africa World Tail livery.
Operated by British Airways franchise partner, British Regional Airlines.
First flown with the British Aerospace test registration G-4-018 in Jul-93, this aircraft was due for delivery to Markair (USA) as N140MA but the order was cancelled and the aircraft was stored.
It was registered to Jetstream Aircraft Ltd (British Aerospace) as G-BVKT in Mar-94 and leased to Manx Airlines Europe as G-MAJB in Jun-94. It was operated on behalf of British Airways Express from Jun-95.
In Sep-96 the aircraft was transferred to BRA British Regional Airlines while the operation on behalf of British Airways Express continued. The 'Express' titles were dropped in Jun-97.
British Regional Airways was merged into British Airways CitiExpress in Mar-02 while the operation for British Airways continued. The aircraft was withdrawn from service and stored at Hull-Humberside Airport, UK in Apr-03.
It was sold to Eastern Airways (UK) in Jul-03 and remained stored until it entered in Sep-03. In Sep-16 the aircraft was wet-leased to the UK Coastguard and painted in their full livery.
It was returned to Eastern Airways in Jan-17 and repainted in their full livery before returning to service. Now almost 29 years old it continues in service. Updated 07-Mar-22.
Replacing an earlier scanned slide with a better version 18-Jan-15, plus Topaz DeNoise AI 14-May-23.
Built in 1947 this aircraft was originally sold to Iranian Airways as EP-ACH. It was sold to Morton Air Services as G-ANAN in Jul-53. It was leased to the Burma Oil Company in Burma (now Myanmar) as XY-ADE in Feb-55 and returned to Mortons as G-ANAN in Mar-56.
The aircraft was sold to Alares Development in Dec-68 and sold to SONATRA Societe Nationale de Transport Aerien (Senegal) as 6V-ABT in Jun-69. It was eventually broken up (details unknown).
The Daf A-1500 Series trucks were replaced by A-1600 truck. It received a new designed cabin in 1959 and a new range of engines. The four-part windshield with a central split was only used in 1959. For the 1960 model cabin the central split disappeared.
The first series had a three horizontal strip front grille, in 1964 reduced to only two strips. Around 1964 the small ventilation openings under the A-pillar were replaced by two small ventilation grilles alongside the cooling grille.
This Daf A1600 flatbed was used as a mobile podium by Stichting Theaterstraat. The photo was made during a performance or demonstration which I forgot. I think I had more attention for this old truck.
L6 Diesel engine.
5650 kg.
Max. payload: 6950 kg.
Production DAF new A-Series: 1959-1970.
Production A-Series this version: 1964-1970.
Original old Dutch reg. number: Aug. 15, 1967 (still valid, Jan. 2023).
Same owner since Aug. 24, 1982 !!
Scan from an analog photo.
Location: Amsterdam-Westerpark, Van Limburg-Stirumplein.
Date: May 3, 2003.
Halfweg, Jan. 4, 2023.
© 2023 Sander Toonen Halfweg | All Rights Reserved
Old concrete railway sleepers, very neatly removed and replaced with the new without holding up the rail traffic unduly.
59206 'John F Yeoman - Rail Pioneer' passes Manningford on 11/01/24 with the recently introduced 7A40 08.40 Merehead-Hanwell Bridge Loop (class 7 due to the old Yeoman JHA's at the rear). This replaces 7A09 to Acton which ran for decades.
Replacing an earlier scanned slide with a better version 14-Apr-15.
BKS = Barnby, Keegan and Stevens, the airline's founders.
G-ALZR in it's final livery, just 16 months before it was written off at London-Gatwick (LGW)
G-ALZR was delivered new to BEA British European Airways in Feb-52. Just over five years later, in Aug-57, it was sold to Rolls Royce and was re-registered G-37-4 in Feb-59. It was used as a test-bed for the Rolls Royce Tyne engine.
It was sold to BKS Air Transport in May-63 and was converted to a freighter in Nov-64 for the BKS Bloodstock Division specialising in the carriage of horses.
It was damaged beyond repair while landing at London-Gatwick Airport in Jul-69 when the nosewheel collapsed. It was sold to Dan-Air London in Nov-69 for spares and transported to Dan-Air's Engineering base at Lasham, Hants, UK, where it was broken up in 1972.
The stairs replace the street in the location of Mozart Street on the west side of Hermann, Missouri just below St. George Catholic Church, due to the steep hillside. The house, with multiple porches and a turret (and a pyramid roof outhouse on the west side) was built by local physician W.C. Wessel in 1917.
Edit: ninja replaced, game crashed while I tried to apply some DoF.
The Witcher 3: Wild Hunt
- 3300x4400;
- Project Toussaint Lighting, ReShade framework;
- Zanzer's cheat table for setting time of day;
- HD reworked project, Autumn Flora Enhancement, increased LOD and other mods;
- Timestop, weather toggle and tilt via Photomode2inOne.
Replacing an earlier scanned slide with a better version 27-Mar-22 (DeNoise AI).
Quite a 'late build' Super Connie, this aircraft was delivered to National Airlines as N7133C in Oct-57. It was stored at Miami 6 years later.
It was sold to the International Aviation Corporation in Dec-64 and leased to Nordair Canada as CF-NAL. It was briefly wet-leased to Eastern Provincial Airways between Nov-68/Feb-69 and sold to Canairelief Ltd in Apr-69, still as CF-NAL.
It was suspected of being involved in gun-running in Biafra
and was abandoned at Sao Tome in Jan-70 along with sister-ship CF-NAM. Both were seen still at Sao Tome in poor condition in 2013. One being used as part of a restaurant and the other now forms part of a house.
Update: 52 years since they were abandoned at Sao Tome and they are still there (see photos below). In a sad state but still there and being used as part of a restaurant. Amazing! Many thanks to Goncalo Guimaraes for the update, 27-Mar-22.
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 scanned photo with a better version 01-Jul-21
KD Air started operations in 1990 and was based at Qualicum Beach, a small town on Vancouver Island, BC, Canada. They operated flights between Qualicum Beach and Vancouver, Tofino and Gillies Bay. There was also ground transport link between Qualicum Beach and Port Alberni.
KD Air ceased operations in 2019.
Replacing an earlier scanned photo with a better version 09-Oct-21 (DeNoise AI).
With additional '600th' ERJ titles, right side.
A misty December morning at Manchester...