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CDX-3160
Age; 1997
I purchased the Miata in 2006 with this radio installed so it's somewhere between 17 and 26 years old
Garden Village, Burnaby, British Columbia
Replacing an earlier scanned photo with a better version 09-Apr-22 (DeNoise AI).
Right side.
This aircraft was delivered to QANTAS Airways as VH-EBQ in Dec-79. It was leased to Air Pacific (Fiji) as DQ-FJI in Dec-98 and returned to QANTAS as VH-EBQ in Aug-00.
It was withdrawn from service and retired in Nov-02 and was donated to the Outback Museum, Longreach, Australia where it's on display.
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.
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.
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...
Chiltern Railways 165020 departs Rickmansworth working 2V28, 11:57 Marylebone – Aylesbury Vale, 9th January 2019.
Rickmansworth station opened on 1st September 1887 as the terminus of the Metropolitan Railway's extension from Pinner. In 1889, the line was extended from Rickmansworth to Chesham and the station became a through station. In 1898 the Great Central Railway London Extension opened joining the Metropolitan at Quainton Road north of Aylesbury putting Rickmansworth on the “Main Line”. Metropolitan services were electrified to Rickmansworth in 1925.
Unit History
Thirty-nine class 165/0 units were built in 1990-91 for the Chiltern lines suburban services, numbered 165001-039. Units 165001-028 were delivered as two car units, and were followed by eleven three car units numbered 165029-039. These vehicles have a top speed of 75mph and are fitted with tripcocks for working over the London Underground lines between Amersham and Harrow-on-the-Hill. The class 165/0 units were refurbished between late 2003 and early 2005 and fitted with air conditioning with the opening hopper windows replaced with sealed units.
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.
Replaced an earlier scanned slide with a better version 23-Jan-15 + DeNoise Ai 24-Sep-22.
This slide was a real mess when I took it out of the box, spots and fungal growth all over the place. I've cleaned it up as much as I can.
The first Britannia to land at Liverpool, coming 'over the fence' for a landing on runway '26' on 01-Jan-64, the day that British Eagle officially took over Starways routes.
Named: "Enterprise".
G-AOVT was delivered new to BOAC British Overseas Airways Corporation in Jan-59. It was briefly leased to BEA for a month in early 1961. In Sep-63, after less than 5 years with BOAC, it was leased to British Eagle International Airlines who later bought it.
They sold it to Monarch Airlines in Aug-68. In Dec-74 it was leased to Invicta International for 3 months, returning to Monarch in Mar-75. Three months later, in Jun-75, the aircraft was retired and presented to the Duxford Aviation Museum, UK. 50 years on, it's still on display. Updated 11-Mar-25.
Replacing an earlier scanned slide with a better version 18-Jan-15, plus Topaz DeNoise AI 04-Sep-23.
First flown in Jan-62, this aircraft was delivered to the UK Royal Air Force (114 Squadron) as XN856 in Mar-62. It was transferred to the A&AAE (Aeroplane and Armament Experimental Establishment) at Boscombe Down, UK in Nov-62 and returned to the RAF (114 Squadron) in Feb-63.
It was withdrawn from use and permanently retired at RAF Kemble, UK in Oct-71. The aircraft was sold to Field Aircraft Services in Aug-75 and had been broken up at Kemble by the end of the year. A 9 year working life isn't much of a life at all! Updated 05-Sep-23.
Replacing an earlier scanned photo with a better version 13-Nov-21 (DeNoise AI).
'Colum', Ireland World Tail livery. Operated on behalf of British Airways by franchise partner Brymon Airways.
First flown in Feb-97 with the deHavilland Canada test registration C-GFHZ. It was ordered for Pelangi Air (Malaysia) initially as 9M-PGD then 9M-PGB. Neither was taken up and the order was cancelled.
The aircraft was stored at Toronto-Downsview. Bombardier Inc took delivery of it in Jul-97 and it remained stored until it was leased to Brymon Airways as G-BRYV in Apr-98 and operated on behalf of British Airways Express.
Brymon was merged into British Airways CitiExpress in Mar-02 with the aircraft still operating for British Airways. The operation was renamed BA Connect in Feb-06. In Mar-07 the BA Connect operation was turned over to FlyBe and the aircraft was stored at Exeter (UK) in basic British Airways livery.
It was returned to Bombardier Inc around Jan-08 and was leased to Air Tanzania as 5H-MWG the following month. The aircraft was written off when it crashed during an aborted take-off at Kigoma, Tanzania on 09-Apr-12.
The take-off was abandoned after an engine failure, the aircraft overran the runway, the undercarriage collapsed and the right wing was torn off at the wing root. Surprisingly, there were no injuries! Updated 13-Nov-21
Replacing an earlier scanned slide with a better version 22-Sep-15, plus Topaz DeNoise AI 01-Sep-25.
Delivered to National Airlines in Dec-67 as N4731, National were merged into Pan American World Airways in Jan-80 and the aircraft continued with Pan-Am until it was retired at Oklahoma City, OK, USA in Dec-91 after 24 years in service.
It was sold to General Electric Capital Corporation (later GECAS) in Sep-92 and broken up at Oklahoma City in 1993.
Replacing an earlier scanned slide with a better version 23-Feb-15, plus Topaz DeNoise AI 11-May-23.
This aircraft was delivered to BOAC British Overseas Airways Corporation in Jul-49 as G-ALHG, it was sold to Overseas Aviation in Apr-60 and stored at London-Gatwick.
It was sold to Derby Airways in Oct-61. Derby Airways was renamed British Midland Airways in Oct-64. Sadly, the aircraft crashed in the centre of Stockport, UK, on 04-Jun-67 while on final approach to Manchester Airport.
Note: This aircraft was lost on the 4th June, 1967, when it crashed in the centre of Stockport, Cheshire, UK while on final approach for runway 24 at Manchester Airport. Sadly, of the 79 passengers and 5 crew, only 10 passengers and 2 crew survived.
The reasons behind the crash are many and complicated. On final approach the No:4 engine stopped due to fuel starvation. Briefly and very basically, 50 years ago the engine instrumentation on most 4 engine piston powered aircraft showed two engines on one dial. Engines 1/2 and 3/4 with 2 needles on each instrument with the engine numbers shown on each needle.
There appears to have been some confusion on the flight deck and the crew left the No:4 prop windmilling and shut down No:3. With two engines out on the same side and the drag of the No:4 prop, the aircraft was unable to maintain height and crashed. If you want to read the Aviation Safety Report, Google 'Accident, G-ALHG'.
Replacing an earlier scanned slide with a better version 13-Mar-15, plus DeNoise AI 17-Mar-26.
In basic Trans Meridian livery with Dan-Air titles.
Originally delivered as a standard DC-7 to United Airlines as N6348C in Sep-57, it only served as a passenger aircraft for 3 years and was converted by United to DC-7B(F) standard with two main-deck cargo doors in Dec-60.
It was sold to Trans World Leasing Ltd in Dec-64, re-registered G-ATAB in Jan-65 and leased to Trans Meridian Flying Service. It was returned to Trans World Leasing in Mar-66 and was immediately leased to Dan-Air London.
Dan-Air bought it in Dec-66 and it continued in service until it was retired at their engineering base at Lasham, Hants, UK, in Jun-69 (an operational life span of only 12 years!). It was broken up there in Aug-73.
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 slide with a better version 17-Mar-15, plus Topaz DeNoise AI 07-Mar-23.
I think this was the first B707-320C to land at Liverpool although we'd already had an Irish International B720-048.
Named: "St Enda / Eanna".
Delivered new to Irish International Airlines in Apr-66 as EI-ANV, this aircraft was wet-leased to Trek Airways between Oct-68/May-69.
It was sold to Ghanaian company Clipper International in Dec-80 as 9G-ACR, but as they didn't have the money to pay for it, it was repossessed in May-81 becoming EI-ANV again the following month.
It was immediately sold to Cargolux although they didn't operate it. It was painted up in Rwandair livery but the deal fell through and they sold it on to United African Airlines in Libya as 5A-DIY at the end of Jun-81.
United African was renamed Jamahiriya Air Transport in Jun-83 and merged into Libyan Arab Airlines in Jun-86. The aircraft was withdrawn from use at Cairo, Egypt, in Jan-92.
It was sold in Sep-92 to National Overseas Airlines (Egypt) as SU-BLI but never took up those marks. It remained parked in the desert at Cairo Airport and was still there in Apr-09, derelict and covered in sand.
Replacing an earlier scanned slide with a better version 07-Mar-15.
A USAF Herc bringing British Army troops back from an exercise.
Replacing an earlier scanned photo with a better version 21-Aug-21 (DeNoiseAI). Re-scanned from a very 'yellowed' original negative
-Blue Poole-, England World Tail livery, left side.
The ATP really did sit 'tail down' like this when it was fully loaded, the nose leg oleo became really extended
G-MAUD was registered out of the usual G-MANx sequence while it was with Manx Airlines. It was said at the time that it was named after a long serving Manx Airlines staff member when she retired from the Accounts department in the Isle of Man. I don't know if it's true or not but it's a nice story!
This was the second prototype ATP which first flew in Feb-87 as G-BMYM. After participating in the development programme the aircraft was delivered to BMA British Midland Airways in Jun-88. BMA sold it to Lombard leasing the following month and leased it back.
It was sub-leased to Manx Airlines in Oct-91 and re-registered G-MAUD in Dec-91. It was returned to British Midland in Jan-95. The aircraft was transferred to a new BMA backed company, British Regional Airlines and sub-leased back to BMA in Sep-96.
It was returned to British Regional Airlines in Mar-97 and operated on behalf of British Airways. British Regional was merged into British Airways CitiExpress in Mar-02 and operations on behalf of British Airways continued.
The aircraft was transferred to Loganair in Feb-04 and was withdrawn from service and stored at the end of May-05.
In Dec-06 it was sold to West Air Sweden as SE-MAF and converted to freighter configuration. West Air joined Atlantic Airlines (UK) in 2011 to form the West Atlantic Group and both companies now trade as West Atlantic.
The aircraft was withdrawn from use and stored at Malmo, Sweden in Jan-16. It was sold to 'ATP Cargo' (also based at Malmo) in Aug-19 but appears to be stored. No further information. Updated 01-Sep-21.
Replacing an earlier scanned photo with a better version 09-Mar-17 + DeNoise AI 28-Oct-22.
Fleet No: "6642".
This aircraft was delivered to Singapore Airlines as 9V-SQQ in Sep-80. It was wet leased to Garuda Indonesia Airlines in Apr-94 and returned to Singapore Airlines at the end of May-96 when it was stored at Singapore.
In Jul-96 the aircraft was sold to Northwest Airlines as N642NW. It was retired and stored at Marana, AZ, USA in Aug-04. Three years later, in Aug-07, it was sold to Evergreen Aircraft Sales & Leasing and was broken up at Marana in Dec-07.
The complete nose section (Section 41), including the nosewheel was delivered to the Tokyo Museum of Aeronautical Sciences at Tokyo-Narita in 2008 and is displayed in the colours of the Boeing 747 prototype complete with stickers of all the airlines who originally bought the type.
Replacing an earlier scanned print with a better version 08-Apr-16, plus DeNoise AI 29-Nov-22.
Air Alfa, leased from Pegasus Airlines in this hybrid livery.
Delivered to GPA Group Ltd and leased to Nortjet with the temporary Spanish registration EC-251 in Feb-89, it was re-registered EC-EMY in Apr-89.
The aircraft was repossessed by the lessor in Feb-92 when Nortjet ceased operations. It was placed in storage and was re-registered EI-CEW in Apr-92. In Jul-92 it was leased to Transmed Airlines (Egypt) as SU-BLL and returned to the lessor in Nov-93.
The aircraft was stored again until it was leased to Trans Alsace Airlines as F-GNFS in Feb-94. This airline only lasted a couple of months and ceased operations Apr-94. The aircraft was repossessed again! It was re-registered EI-CEW again and leased to Markair (USA) later the same month.
It returned to the lessor a year later, in Apr-95 and was immediately leased to Pegasus Airlines as TC-AFZ. Pegasus sub-leased it to Air Alfa between Nov-98/Mar-99. It was also sub-leased to Air Algerie between Sep-99/Feb-00.
It was returned to the lessor in Apr-01 and was leased to SATA International the following month as CS-TGW. It was returned to the lessor in May-04 and was leased to Turkish Airlines as TC-JKB in Jul-04.
The aircraft was returned to the lessor in Feb-07 and leased to Adam Sky Connection Airlines (Adam Air), Indonesia as PK-KMA in Mar-07. The Indonesian CAA withdrew Adam Air's operating certificate and the airline closed down in Mar-08. The aircraft was returned to the lessor in Apr-08.
It was initially stored at Singapore-Seletar and then ferried to Victorville, CA, USA in Sep-08, it was permanently retired at Victorville and was last noted still there in May-09. Updated 29-Nov-22
Replacing an earlier scanned photo with a better version 23-Mar-17 (DeNoise AI 02-Sep-22).
A 'one airline' aircraft!
First flown with the Airbus test registration F-WWAX, this aircraft was due for delivery to Monarch Airlines as G-MONT but that registration wasn't used and it was delivered as G-MAJS in Apr-91.
The aircraft served with Monarch for 23 years and was permanently retired at Tupelo, MS, USA in Feb-14. It was last noted stored at Tupelo without engines in Apr-14. The registration was cancelled in Jul-14.
Replacing an earlier scanned slide with a better version 03-Oct-15, plus Topaz DeNoise Ai 03-Apr-26.
Named: "Aruba".
An early DC-9-15 (l/n 55) leased from the Douglas Aircraft Company, it was delivered to KLM Royal Dutch Airlines as PH-DNE in Oct-66. It was transferred to ALM Dutch Antillean Airlines 2 years later in Nov-68 as PJ-DNA.
In Feb-75 it was returned to Douglas as N54648 and stored at Long Beach, CA, USA. in Aug-75 it was wet-leased to Cyprus Airways, returning to Douglas in Nov-76. A week later it was leased to AeroMexico as XA-GOK.
It was returned to Douglas in Mar-82 as N2896W and stored again. In Nov-82 it was wet-leased to Aeropesca, Colombia. They were renamed Intercontinental Colombia in Jun-83. In Jan-84 the wet-lease became a dry lease and the aircraft was re-registered HK-2865-X.
In Jun-93 it was sub-leased to SATENA, the airline division of the Colombian Air Force, returning to Intercontinental Colombia in Dec-94. The aircraft continued in service until it was retired at Bogota, Colombia, in late 2003 after 37 years in service. It was broken up at Bogota in Aug-04.
IMG_7752r1
Le Lido is a musical theatre venue located on the Champs-Élysées in Paris, France. It opened in 1946 at 78 Avenue des Champs-Élysées and moved to its current location in 1977. Until its purchase by Accor in 2021, it was known for its exotic cabaret and burlesque shows including dancers, singers, and other performers. Famous names have performed there including: Edith Piaf, Siegfried and Roy, Hervé Vilard, Sylvie Vartan, Ray Vasquez, Renee Victor, Johnny Hallyday, Maurice Chevalier, Marlene Dietrich, Eartha Kitt, Josephine Baker, Kessler Twins, Elton John, Laurel & Hardy, Dalida, Shirley MacLaine, Mitzi Gaynor, Juliet Prowse, and Noël Coward.
The hotel group Accor bought Le Lido in 2021 and dismissed most of the permanent employees, mainly artists and technicians, in order to replace the costly dinner shows and revues with less expensive musical theatre productions.
(source: Wikipedia)
Replacing an earlier scanned photo with a better version 06-Jan-17 (DeNoise AI 19-Sep-22).
This aircraft was delivered to Air New Zealand as ZK-NZT in Nov-77. It was leased to LAN Chile as CC-CJT in Jun-82 and returned to Air New Zealand as ZK-NZT in Mar-86. It was sold to ILFC International Lease Finance Corporation later the same month and stored.
The aircraft was sold to American Airlines as N164AA in Jun-86 and served with them for another 18 years until it was retired and stored at Mojave, CA, USA in Dec-04. It was sold to Pacific AirCorp 46950 Inc in Jun-01 and was ferried to Marana, AZ, USA for further storage.
Permanently retired, it was sold to ART46950 LLC in Feb-03. It was noted still stored at Marana in Sep-09 and was broken up there sometime in 2014.
Replacing an earlier scanned slide with a better version 22-Oct-15, DeNoise AI 02-Oct-22
The final livery for Cambrian before it was absorbed into British Airways. Retro-fitted with weather radar.
G-AOYS was one of those rare aircraft that retained the same registration throughout its life. It was delivered to BEA British European Airways in Jun-58.
It was sold to Cambrian Airways, part of British Air Services, in Sep-71 (above photo taken just after delivery) and operated until Cambrian/British Air Services was absorbed into British Airways in Apr-74.
The aircraft was withdrawn from British Airways service and stored at Cardiff, Wales, UK, in Apr-80. It was sold to BAF British Air Ferries in May-81 and was wet-leased to Air Algerie between Jun/Oct-81.
It was sold to Panavia Air Cargo in Jan-84 and leased back to BAF until late 1984 when it was retired at Southend, UK. It was broken up there in Feb-85.
Replacing an earlier scanned photo with a better version 24-Aug-21 (DeNoiseAI)
Being a great DC-10 fan, I love this shot !!! This photo was taken just 4 weeks before the aircraft was retired and stored at Madrid, Spain.
Named: "Costa de Azahar".
Delivered to Iberia in Apr-74, this aircraft was operated by Iberia for almost 27 years, operating it's last service on 28-Nov-00. It was also Iberia's last DC-10 service. It was stored at Madrid in Dec-00 and remained there for a year until it was sold to Firstport International (Spain) in Dec-01.
It remained stored at Madrid for another year until it was ferried from Madrid to Mahon, Menorca, Spain in Dec-02 for further storage. In approx Aug-03 the aircraft was ferried via Madrid to Mobile - Downtown Airport, AL, USA, with the intention of converting it to freighter configuration. However, nothing came of the idea and it remained stored at Mobile.
In 2004 (exact date?), still as EC-CEZ and in faded Iberia livery, it was sold to a Uruguayan company, Global Sun SA. It remained stored at Mobile until it was sold to Wells Fargo Bank Northwest in Jul-05 and re-registered N8095V.
It was ferried to Greenwood, MS, USA in Aug-05 where it was permanently retired. The aircraft sat at Greenwood for another 4 years until it was finally broken up there in Apr/May-09.
Replacing an earlier scanned photo with a better version 09-Aug-21 (DeNoiseAI).
'Killer Whale' tail tail livery
Fleet No: "321".
Aircraft is current with North Cariboo Air. Updated Mar-21.
Replacing an earlier scanned slide with a better version 18-Apr-15, plus Topaz DeNoise AI 19-May-23.
Delivered to Channel Airways as G-ATEI in Nov-65. It was leased to LIAT Leeward Islands Air Transport the following month as VP-LIN, returning to Channel Airways as G-ATEI in May-66.
In May-69 it was leased to Transair Canada as CF-TAX and returned to Channel Airways as G-ATEI again in Nov-69. It was wet-leased to Rousseau Aviation, France, from May/Aug-70.
In Aug-70 it was leased to Philippine Airlines as PI-C1029 and re-registered RP-C1029 when the Philippines country code changed in Nov-74. It was written off when it crashed shortly after take-off from Manila in May-75 when a tyre burst during undercarriage retraction. The aircraft was damaged beyond repair. There were no fatalities.
158773 Let's Roll with Pride approaches Ely North Jn., working 1L13 13.51 Liverpool Lime Street - Norwich. [Pole, 5/6 sections (~6.8m)]
This was booked about twenty minutes in front of 1Q90 (37612 and 37175), and was the first train to pass after I'd arrived. I'd not realised that East Midlands Railway had only applied its "interim" livery of white and purple with a mid-grey solebar band to two 158s, and I was grateful to another photographer for alerting me that one of them was on its way. I'd actually photographed 158773 before, also in the Ely area, but before it gained its Pride stripes - see here. This livery was only applied to EMR's DMUs and DEMUs which were to be replaced - and 170s are already taking over from 158s on Norwich services,
Note the off-lease East Midlands Trains-liveried 153s on the right.
Visit Brian Carter's Non-Transport Pics to see my photos of landscapes, buildings, bridges, sunsets, rainbows and more.
Edited and replaced.
Torch on string and a flash tucked in my hooded sweater. The moon is photoshopped in place obviously, taken from an old testshot that wasn't sharp or large enough to be a nice moon photo alone.
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.
So this is a follow up to the Anakin Skywalker - What If I posted a while back. It's based in the same universe and operating under the same galaxy changing event.
Obi-Wan Kenobi - With the public execution of Supreme Chancellor Palpatine at the hands of the CIS commander General Grievous, the Jedi council made it their highest priority to capture the villainous commander and bring to justice before the Senate. To accomplish this, they assigned the Open Circle Armada commanded by Jedi Generals Obi-Wan Kenobi and Anakin Skywalker to lead the spearhead into the heartland of Separatist space with one objective. Capture Grievous.
Having faced the droid general on multiple occasions and failing to best him in combat, Obi-Wan would often feel guilt for Palpatine's death, believing that had he not failed in the past the Clone War would have come to an end long ago. But with the help of his former apprentice, Obi-Wan was able to look beyond his past failures to the future. Both he and Anakin would bring Grievous to justice in the name of the former chancellor.
The spearhead campaign would take both Jedi to the edges of the Outer-Rim, culminating in a skirmish on the sinkhole world of Utapau where Grievous would gravely wound Obi-Wan by stabbing the blade of a lightsaber through his stomach. As his former apprentice fought the droid general one on one, Obi-Wan was able to use the force to briefly numb his pain.
As he delved deep into the force to grant him the power he needs for one last strike, Obi-Wan heard a familiar voice calling to him.
"I am proud of you, Obi-Wan."
At first Obi-Wan was taken aback. Hearing the voice of his deceased master distracted him for a moment, but calling on the force allowed him to lunge forward with his lightsaber. Before Grievous could react, Obi-Wan decapitated the Separatist commander. Neutralising the threat.
Collapsing from blood loss, the Jedi master was rushed to the nearest medical bay onboard a Republic cruiser. Despite a near brush with death, Obi-Wan survived and told Anakin about how he'd heard the voice of Qui-Gon Jinn speak to him. It was at that point that Anakin confessed something he'd hidden from his master since the beginning of the Clone War. Following the first battle of Geonosis, he had married Senator Padme Amidala of Naboo.
Whilst he was taken aback by this revelation, deep down Obi-Wan had always suspected that his feelings for Senator Amidala were more than he cared to admit. Though hesitant, Obi-Wan voiced his support for his former padawan, and promised to keep his secret. In a jokey remark, Obi-Wan then asked if Anakin knew who the father of Padme's future child would be, much to the Jedi Knight's horror.
With the elimination of General Grievous, it was believed the Clone Wars would come to an end with the capture of Count Dooku, the recently ascended Sith Lord. Though keen to finally bring peace to the galaxy, Obi-Wan and Anakin were ordered back to Coruscant for a much needed reprieve from the conflict. As they left Utapau, Grievous' final trap would reveal itself. Every sinkhole on the surface of Utapau had been layered with explosives designed to detonate two days after activation. The explosions would destroy every city on Utapau and destroy a sizeable portion of the occupying force.
The devastation would leave the surface of Utapau inhospitable. Realising the horrors that the Separatists were capable of, the Republic vowed never to end the war until their enemy was wiped from existence.
As both Anakin and Obi-Wan returned to Coruscant, Padme went into labour resulting in an unexpected surprise.
Anakin became the father of twins.
As his closest friend, the young Jedi asked Obi-Wan to be godfather to his children. Obi-Wan graciously accepted.
Though he was happy for his former padawan having the family he'd always wanted, deep down Obi-Wan felt more isolated than ever. Having lost the love of his life the Duchess Satine of Mandalore to the hands of Darth Maul, just under a year ago he couldn't help but feel heartbroken every time he saw Anakin's new family.
To distract himself, Obi-Wan would take on a new apprentice by the name of Jaylam Duos. Despite his reluctance in the past to take on a new apprentice, having wanted to not teach a pupil during a time of war, Obi-Wan decided that his declining physical condition meant it was unlikely he'd make past the war thus his choice to take on his new apprentice now.
As both master and apprentice began to move into the unknown regions of space, they'd encounter Count Dooku's newest agents. Sith acolytes, all vying for the position as Dooku's apprentice. Though Kenobi and Duos were able to defend themselves against the acolytes, the Jedi Master lost the closest friend he had during the Clone War. Clone Commander Cody was killed saving Duos' life from one of Dooku's acolytes.
In a moment of rage, Obi-Wan was able to disarm all four of Dooku's acolytes by severing their hands, only to allow them to leave. A perplexed Duos would be met by one of the first lessons Kenobi was taught by his own master.
'Revenge is not the Jedi way.'
In honour of their fallen comrade, Duos would take the former clone commander's blaster pistol and continue to use it in conjuncture with his lightsaber much to Kenobi's dismay. He considered blasters to be a crude and inelegant weapon compared to a lightsaber.
As time would progress and the recently deceased Commander Cody was replaced by Clone Captain Sendro, Kenobi's former apprentice would achieve the rank of Master before being named Grand Master of the Jedi Order as Master Yoda passed the reigns to young Skywalker. Though the transfer of power was questioned by some council members, Kenobi would openly endorse his former Padawan, claiming there was no-one more suited for the role than the Chosen One himself.
Under Skywalker's leadership, the Jedi would undertake an intensive search throughout the galaxy to locate the final piece of the puzzle needed to end the Clone War. Reigning Sith Lord, Count Dooku known by this point as the nefarious Darth Tyranus. After two weeks scouring the galaxy, Kenobi and Duos would come face to face with the Sith Lord.
The duel between the three of them would culminate in the Sith Lord besting Kenobi in lightsaber combat, but not before the Jedi Master could sever one of Dooku's hands. Even in his weakened state, the old man was able to easily best Duos in lightsaber combat and would use his blade to decapitate the young boy. Distraught, Obi-Wan declared how horrifically Dooku disgraced Qui-Gon Jinn's legacy.
In a moment of what appeared to be regret, the Sith Lord chose to leave the duel without taking Kenobi's life. This would prove to be the Count's undoing, as Kenobi was able to place a tracker on the Sith Lord's cape allowing Republic intelligence to track the Count back to his last refuge.
A moon sized battle station known as the 'Death Star'. Reunited with Skywalker, both Master and former apprentice would lead the Republic fleet into battle against the Separatists one last time, with the fate of the galaxy in their hands....
Replacing an earlier scanned slide with a better version 06-Mar-15, plus Topaz DeNoise AI 01-Apr-23.
A Manchester diversion into Liverpool on a foggy November morning.
Named: "St. Declan / Deaglan".
Delivered to Aer Lingus in Jul-65 as EI-ANG, this aircraft stayed in service for 26 years until Aer Lingus retired it at Shannon in Mar-91.
It was bought by leasing company Guinness Peat Aviation (later to become more famous as lessor GECAS) in Jun-91 and leased to Nigerian airline Hold Trade Air as 5N-HTA later the same month.
Unfortunately it didn't go on for much longer and was damaged beyond repair when it skidded off the runway at Kaduna, Nigeria, in Aug-92.
Replacing an earlier scanned slide with a better version 06-Jul-15, plus Topaz DeNoise AI 20-Dec-23.
Delivered new to Braathens (S.A.F.E. = South American and Far Eastern) as LN-SUP in Jan-69, it continued in service with Braathens for 21 years until it was returned to ILFC in Feb-90.
It was leased to Transwede Airways the following month and sub-leased to Euralair International until Feb-91, It was also sub-leased to Time Air Sweden in Mar-91 and operated by them for Air Comores from Dec-92 until it was repossessed by the lessor in Feb-93 after Transwede ceased operations.
It was stored until Sep-93 when it was leased to Nordic East International. It was returned to the lessor in Jan-95. In Jul-95 it was leased to Magnicharters (Mexico) as XA-SYT and re-registered XA-MAD in Apr-00.
It was stored at Mexico City on Aug-00 and then leased to Aerocontinente in Jan-01 as OB-1751. Aerocontinente ceased trading in Jul-04 and immediately restarted as Nuevo Continente.
The aircraft was withdrawn from use and stored at Lima, Peru in Apr-05 at the grand old age of 36. I have no further information although in all probability it's been broken up.
Note: The registration LN-SUP was previously used on a Braathens C-54B/R5D-2.
Replacing an earlier digital photo with a better version 06-Dec-21, plus Topaz DeNoise AI 28-Jan-24.
Named: "Santa Maria"
Air Columbus ceased trading on 26-Nov-94 and CS-TKC was impounded at Manchester. You can see a couple of concrete blocks in front of, and behind the nosewheel. It was leased from Norway Airlines and was released back to them on 15-Dec-94.
First flown in Oct-87 with the Boeing test registration N5573K, this aircraft was stored at Boeing Field until it was delivered to Nordstress Ltd (AWAS) as LN-NOS and leased to Norway Airlines in Jan-88.
It was wet-leased to Britannia Airways (UK) in May-88 and returned to Norway Airlines in Nov-88. It was leased to the United Nations between Dec-88/May-89. A few days later the aircraft was wet-leased to Air Europe Scandinavia and then sub-leased to Air Europe (UK) in Jun-89.
It was re-registered G-BRXJ in Apr-90. Air Europe (UK) ceased operations in Mar-91 and the aircraft was returned to Norway Airlines as LN-NOS the following month. In Apr-92 the aircraft was leased to Air Columbus (Portugal) as CS-TKC. Air Columbus ceased operations in Nov-94 and the aircraft was repossessed by Norway Bank the following month and stored.
It was leased to Air Malta as 9H-ACT in Apr-95 and returned to Norway Bank in Jun-96 and immediately leased to TAP Air portugal as CS-TIO. It was returned to the lessor in Oct-99 and stored at Lisbon.
In May-00 the aircraft was leased to Air Zarco (Portugal). Air Zarco was renamed euroAtlantic Airways in Jun-00. The aircraft was sub-leased to BRA Brasil Rodo Aereo as PR-BRA in Dec-00 and returned to euroAtlantic Airways in Apr-03, this time as CS-TLI.
It was wet-leased to Alisea Airlines (Italy) in Jun-03. Unfortunately, Alisea ceased operations in Sep-03 and the aircraft was returned to euroAtlantic. In Jan-04 it was sub-leased to BRA Transportes Aereas as PR-BRY. The aircraft returned to Portugal in Apr-04, wet-leased to euroAtlantic for the summer and returned to BRA Transportes Aereas in Nov-04.
BRA ceased operations in Nov-07, the aircraft was returned to the lessor and stored at Santiago, Chile. It was re-registered N238MQ in Jul-08 and remained stored at Santiago until it was leased to WebJet Linhas Aereas (Brasil) as PR-WJK in Sep-08. WebJet ceased operations in Nov-12. The aircraft was now 25 years old and was permanently retired at Sao Paulo-Conghonas, Brasil. It was preserved at the GOL Linhas Aereas training centre at Conghonas in Aug-17.
Replacing an earlier scanned slide with a better version 27-Dec-15 (DeNoise AI 24-Aug-22).
Please note that dates are approximate.
This aircraft was delivered to the East German Air Force (NVA Nationale Volksarmee) as DM-SCO (coded 171) in Dec-73. It was transferred to Interflug in May-79 and re-registered DDM-SCO the following month. After Germany was unified the aircraft was re-registered D-AOBD in Oct-90.
It was sold to Syktyvkar Avia as CCCP-65613 in Oct-91. It became RA-65613 with Komiaviatrans in May-93. The aircraft was sold to Yamal Airlines in Jul-98 and passed through another couple of airlines before being sold to UTAir Aviation around 2006. It was eventually broken up, date unknown.
Replacing an earlier photo with a better version 29-Apr-23.
Arriving to take Manchester City FC on the short hop to London-Stansted before their match against Fulham tomorrow (30-Apr-23)
First flown with the Airbus test registration D-AUBE, this aircraft was delivered to Silk Air (Singapore) as 9V-SLN in May-11. It was sold to a lessor as G-POWK and leased to Titan Airways in Jan-15.
As well as operating charter flights in their own right, Titan Airways are a major 'ACMI' airline operating services for other airlines.
The aircraft was wet-leased to British Airways between Mar / Oct-18, TUI Airways UK between May / Sep-19 and again between May / Sep-22. It was wet-leased to Jet2,com between Oct / Nov-22. Current, updated 29-Apr-23.
After the rush of AOU and Ant-Man movie posters from Comic con, I decided to make Ultron and his "family".
From left to right:
Ultron - Fairly pleased with him, although I'm hoping we get an Ultron in next year's Avengers sets to replace him
Ant-Man - Really like him. He's practically the same as my last version, except the new head and the dark red hips (which IMO look better).
Wasp - Completely new. Don't have Savage Opress' torso, so I got inventive. Though I don't think the end result is too shabby.
Vision - Also completely new. After seeing him in the new AOU poster, I had to make him. His design comes from bits I've seen around Flickr, so if you see your design, then I give credit to you before hand.
Enjoy :)
COMMENTS AFTER FAVES ARE MUCH APPRECIATED
Replacing an earlier scanned slide with a better version 17-Mar-15, plus Topaz DeNoise AI 21-Apr-23.
There were still a lot of 'big pistons' around in the mid '60s, as evidenced by the pools of dripping oil all over the ramp, most of it caused by ACE Freighters Constellations...
An early build DC-7, this aircraft was delivered new to American Airlines as N308AA in Dec-53. It only stayed with them for just over 5 years before being sold to leasing company GALCO in May-59.
It was leased to Overseas National Airways as N308A the following month. Overseas National went on to buy it in Dec-62 and then sold it a year later, in Dec-63, to US Overseas Airways.
They only kept it for 4 months before selling it to Ostermanair Charter as SE-CNG in Apr-64. Ostermanair merged into Internord in Nov-65. The aircraft was retired at Stockholm-Bromma Airport at the end of 1967 and was broken up in Jun-68.
Replacing an earlier scanned slide with a better version 21-Feb-15, plus Topaz DeNoise AI 30-May-23.
This was a Belgian charter flight with fans for that evenings Football (Soccer) match at Anfield between Liverpool and Anderlecht (25-Nov-64, Liverpool won 3-0).
This aircraft was delivered new to American Airlines in Jan-56 as N90780, a DC-6A dedicated freighter. It was sold to World Airways in Apr-61. Then sold to BIAS Belgian International Air Services as OO-ABE in Mar-64 and was converted to DC-6A/B standard.
It was wet-leased to Air Congo between Apr/Sep-66. In Feb-69 it was sold to Trans-Union Airlines as F-BRID and transferred to Europe Aero Service in Sep-71. In Jun-73 it was sold to Transportes Aeriens Reunis and later sold again to Delta Air Transport in Jul-75.
In Dec-75 it was sold to Atlas Aircraft Company as N9232Z and leased to Transportes Aereos SA, Guatemala, in Jun-76. The aircraft was re-registered TG-COC in Mar-77 and Transportes Aereos SA bought it in Jul-78 before selling it two months later to Aviateca Guaremala.
It was sold back in the USA to Quo Vadis Inc as N9232Z in May-84. I can find no further information or photo’s after 1984 and I’m assuming it was retired and broken up, although the registration wasn’t finally cancelled until 25-May-13.
Note: The registration OO-ABE has been re-issued and was used (Jan-19) on an Air Belgium A340-313X.
Replacing an earlier digital photo with a better version 15-Sep-21 (DeNoise AI).
This aircraft was delivered to AVIANCA Colombia as N794AV in Mar-17. It was withdrawn from service and stored at Bogota, Colombia in Mar-20 as a consequence of the COVID-19 Pandemic and returned to service in early Sep-21. Current, updated 15-Sep-21.