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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 digital photo with a better version 09-Jul-21.
TUI Airways UK, still in a hybrid TUI / Sunwing livery since it returned to the UK after lease in Mar-20.
This aircraft was delivered to the TUI Group Plc and leased to Thomson Airways as G-TAWB in Feb-12. It was fitted with 'Split Scimitar' winglets in Nov-14.
In Dec-15 it was sub-leased to Sunwing Airlines (Canada) for the winter season as C-GWVB and returned to Thomson as G-TAWB in Apr-16. Thomson titles were replaced with billboard TUI titles in Jan-17 ahead of the transition to TUI Airlines UK at the end of Oct-17.
The aircraft was sub-leased to Sunwing Airlines again, as C-GWVB, between Nov-17/Apr-18 and again between Dec-19/Mar-20. It was returned as G-TAWB one month early due to the COVID-19 Pandemic and stored at Birmingham, UK, still in the hybrid TUI/Sunwing livery. The aircraft returned to service in mid Jul-20 but was again stored, this time at East Midlands, UK in early Jan-21 after the UK had gone into a second COVID lockdown. It returned to service in late May-21, still in basic TUI livery with Sunwing titles and orange tail. Current, updated 11-Jun-21.
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 slide with a better version 18-Jan-15, plus DeNoise AI 10-Jan-23.
Euravia became Britannia Airways and later Thomsonfly.com, Thomson Airways and TUI Airlines UK.
This aircraft was the 5th production Constellation. It was built as a Lockheed C-69 and delivered to the US Army Air Forces in Feb-45 as 43-10315.
It was stored at Lockheed's Burbank facility in Nov-45 and transferred to the US War Asset Administration in Mar-47. It was sold to Intercontinent Airways as N90828 in mid 1947. It was transferred to Lineas Aereas de Panama SA in 1948 as RX-124 and later transferred to 'The Jewish Agency Inc' as N67930.
It was stored in 1949, then sold to El Al Israel Airlines in Dec-50 and converted to L049 standard as 4X-AKB. It was retired by El Al and stored at Tel Aviv in 1961.
It was bought by UK Inclusive Tour operator, Universal Sky Tours in Feb-62 as G-ARVP and transferred to their in-house airline, Euravia (London) Ltd., in May-63.
Euravia's operation in that first summer season was awful. They suffered severe mechanical problems on the L049 fleet and it's no exaggeration to say they were frequently running up to 3 days behind schedule for much of the season.
In 1964 they leased Bristol Britannia 102's from BOAC and renamed the airline Britannia Airways in Aug-64. G-ARVP was retired at Luton in early 1965 and broken up in May-65.
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 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
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 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.
Greenwich England. Greenwich is an area in south-east London, England.
Greenwich is notable for its maritime history and for giving its name to the Greenwich Meridian (0° longitude) and Greenwich Mean Time. The town was the birthplace of many Tudors, including Henry VIII and Elizabeth I. The Palace was replaced by the Royal Naval Hospital for Sailors, designed by Sir Christopher Wren and his assistant Nicholas Hawksmoor. These buildings became the Royal Naval College in 1873, and they remained a military education establishment until 1998, when they passed into the hands of the Greenwich Foundation. The historic rooms within these buildings remain open to the public; other buildings are used by the University of Greenwich and Trinity Laban Conservatoire of Music and Dance.
Class 47 47081 had failed at Exeter while working a Leed's to Penzance service and Class 52 1016 Western Gladiator was called from the stabling point to replace it above it is running down onto the stock. 08/09/1975.
Kevin Connolly - All rights reserved so please do no use this image without my explicit permission
Replacing an earlier scanned slide with a better version 11-Feb-15, plus Topaz DeNoise AI 13-Sep-23.
The Percival Pembroke was a military version of the civil Percival Prince with a greater wingspan to give a higher maximum take-off weight.
Replacing an earlier scanned slide with a better version 17-Jan-15.
This 'Roller' (I wish I could say it was mine - but it wasn't!) only just fitted on the 'hi-lo' with it's long wheelbase and the 'hi-lo' driver had to reverse slightly to avoid scraping the front bumper on the aircraft on the way up.
Named: "Iarfhlaith / St Jarlath".
Built as a Douglas C-54B, this aircraft was delivered to the USAAF United States Army Air Force in Nov-44 serialled 42-72343. The USAAF was renamed the USAF United States Air Force in Sep-47.
The aircraft was 'demobbed' in 1950 and sold to North American Airlines as N88819. It was bought by Resort Airlines in 1955. They leased it to World Airways in Jul-60 and it was returned to Resort Airlines in Jun-61.
Slick Airways bought it in early 1962 and they sold it to Aviation Traders (Engineering) Ltd in Oct-62, still as N88819. It was converted into an ATL.98 Carvair and sold to Aer Lingus in Apr-63 as EI-AMR. In May-68 it was sold to Eastern Provincial Airways, Canada, as CF-EPV.
It was sold to British Air Ferries in Sep-63 and stored at Southend, UK. At the end of May-74 the registration officially changed to C-FEPV when the Canadian Government introduced the C-Gxxx registration series, although it remained as CF-EPV on the stored aircraft.
Two attempts were made to buy it by a new Norwegian airline. Norwegian Overseas Airways, once as LN-NAB and once as LN-MDA. Both failed!
(Note: While researching Norwegian Overseas, I found that they tried to buy seven aircraft at different times, 2 Carvair's, 4 C-54's and a C-47. They only managed to acquire two, a Carvair and a C-54E and they had gone out of business by 1976!).
C-FEPV was sold to a 'J Jorgensen' in Sep-74 but it remained stored at Southend until it was broken up in Sep-78. The nose section was preserved at the '100th Bomb Group Museum' at Thorpe Abbots, UK. However, it now resides at Halesworth Airfield Museum, Suffolk, UK, (Updated Jan-17).
Replacing an earlier scanned photo with a slightly better version 05-Aug-19. Unfortunately the original negative has suffered badly while stored and I was unable to completely remove the yellow'ish sky!
This aircraft was delivered to ILFC International Lease Finance Corporation and leased to Cayman Airways as VR-CAA in Jan-92. It was returned to ILFC in Aug-93 and immediately leased to Carnival Airlines (USA) as N404KW.
It was returned to the lessor in Apr-98 and leased to Olympic Airways as SX-BKK the following month. In Dec-93 Olympic Airways, which had massive debts, was closed down by the Greek Government... and started again the following day as Olympic Airlines!
The aircraft was returned to the lessor in Apr-06 and leased to SKY Airlines, Turkiye as TC-SKG the following month. It was wet-leased to SAMA Airways (Afghanistan) between Nov-08/Jan-09 for a Haj Pilgrimage operation. Sky Airlines ceased operations in Jun-13.
The aircraft was returned to the lessor and stored at Sofia, Bulgaria. It was re-registered N707DB in Jul-13 and ferried to Goodyear, AZ, USA at the end of Aug-13 for further storage. In Dec-13 it was leased to Blue Air (Romania) as YR-BAR.
The aircraft was returned to the lessor in Dec-17 and was stored at Dothan, AL, USA as N971NZ. It was converted to freighter configuration with a main deck cargo door at Dothan in Jun-18 and sold to Airwork (NZ) Ltd as ZK-PAU.
It's operated by Airwork Flight Operations Ltd in all white livery on behalf of Virgin Australia. Current, updated 16-Feb-25.
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 our disgusting old blinds. i want white aluminium venetians, HE says they will look cheap, nasty and office like. maybe white painted timber venetians as the compromise? i don't want curtains. i'll never find the 'right' fabric.... i guess white/off white verticals could work.....
This set started off with 37405, after failing yesterday it was replaced with 37409, now 37422 has replaced that too, god knows why. But here is 37422 passing Dalton with the morning 2c47 Preston-Barrow. The light dropped just before this arrived, unfortunately.
In February 2024 the left and right towers in the photo were removed and replaced by one new tower on the left. Hence, three towers became two towers.
Replacing an earlier scanned slide with a better version 02-Feb-15, plus Topaz DeNoise AI 07-Jul-23.
"Sorry Captain, there'll be a slight technical delay"...
This aircraft was delivered to the Kings Flight, Royal Air Force as VL247, a Viking C Mk.2, in Feb-47. The Kings Flight became the Queens Flight in May-52. The aircraft was sold to Tradair in Aug-58 as G-APOR.
Like many airlines of the time, Tradair didn't last and ceased trading in Dec-62. Their assets were transferred to Channel Airways the following month. The aircraft was stored at Southend in Oct-63 and was broken up there in Feb-65.
Note: There were 3 ex Queens Flight Vikings, all were sold to Tradair, known as 'POO. POP & POR' (G-APOO, G-APOP and G-APOR).
Facts:
Overview:
Lost bascule bridge over Intracoastal Waterway on FL 704 in West Palm Beach
Location:
West Palm Beach, Palm Beach County, Florida
Status:
Replaced by a new bridge
History:
Built 1929; reconstructed 1959; replaced 2005
Design:
Bascule
Dimensions:
Length of largest span: 113.9 ft.
Total length: 1,237.9 ft.
Deck width: 27.9 ft.
Also called:
Intracoastal Waterway Bridge
Approximate latitude, longitude:
+26.70602, -80.04645 (decimal degrees)
26°42'22" N, 80°02'47" W (degrees°minutes'seconds")
Approximate UTM coordinates:
17/594853/2954229 (zone/easting/northing)
Quadrangle map:
Palm Beach
Inventory numbers:
FDOT 930505 (Florida Dept. of Transportation bridge number)
FDOT 930022 (Florida Dept. of Transportation bridge number)
BH 12466 (Bridgehunter.com ID)
Inspection: (as of 04/1998)
Deck condition rating: Satisfactory (6 out of 9)
Superstructure condition rating: Satisfactory (6 out of 9)
Substructure condition rating: Critical (2 out of 9)
Appraisal: Structurally deficient
Sufficiency rating: 15.7 (out of 100)
Average daily traffic: (as of 1996)
11,000
Credit for the data above is given to the following website:
Replacing an earlier digital photo with a better version 02-Jun-24.
First flown with the Airbus test registration D-AXAN, this aircraft was delivered to the easyJet Airline Company as G-EZOA in Dec-14.
It was the first aircraft to appear in easyJet Holidays special livery when it appeared in Nov-19 (I think there's also an 'neo' in this livery now). Current, updated 02-Jun-24.
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 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.
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 slide with a better version 17-Feb-16, plus Topaz DeNoise AI 14-Apr-26.
ABC Air Bridge Carriers. Looking very much in need of a coat of paint. In the days before the internet was commonplace, who remembers sending Telex's?...
First flown in Dec-60 with the UK temporary registration G-1-7, this aircraft was delivered to Riddle Airlines, USA in Jan-61 as N6502R. It was sold to Capitol Airways in Jul-62 and sold to Zantop Air Transport in Sep-65.
Zantop Air Transport was renamed Universal Airlines and the aircraft was re-registered N895U in Sep-66. In Feb-72 it was sold to Sagittair, UK and stored at Coventry, UK. It was sold to Field Aircraft services in 1973 and remained stored until it was registered G-BEOZ in Mar-77.
It was leased to ABC Air Bridge Carriers in Aug-79. It was retired at East Midlands Airport, UK, in Mar-86 and was preserved at the East Midlands Aeropark in May-87.
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 19-Feb-15, plus Topaz DeNoise AI 23-Nov-23.
Ordered in 1941, this aircraft was delivered as a C-47 to the USAAF US Army Air Forces in Jul-42 serialled 41-18428. It was allocated to the US 8th Air Force in Europe.
It survived WW2 and was converted to civil DC-3A standard. It was sold to LAI Linee Aeree Italiane as I-LONA in Nov-47. LAI was merged into Alitalia in Nov-57. The aircraft was sold to Martins Air Charter as PH-MAB in Feb-60.
It was sold to Australian Aircraft Sales in Dec-68 and sold to the Indonesian Navy serialled U-603 in Feb-70. The aircraft was written off on 15-Aug-84 at Wamena, West Papua Niugini.
Replacing an earlier scanned slide with a better version 20-Nov-15.
'Sister Ships'... the one behind it is G-ARRA.
Delivered to British Overseas Airways Corporation/Cunard (BOAC Cunard) as G-ARRB in Feb-63, the BOAC Cunard partnership didn't last and it became solely BOAC in Jan-67. It was wet-leased to MAS Malaysian Airline System in Apr-73, returning to BOAC in Aug-73. BOAC and BEA were merged to form British Airways in Apr-74. The aircraft was sold back to Boeing in Jan-76 in part exchange for a new B747-236B, it was withdrawn from use and stored at Kingman, AZ, USA, It was broken up there in Sep-79.
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 scanned 6"x4" print with a better version 30-Dec-14.
This DC-9-32 first flew in Jan-73 with the Douglas Aircraft Co temporary registration N1346U and was delivered to JAT Jugoslovenski Aerotransport the following month as YU-AJI.
It carried that registration for the next 33 years until it was finally retired at Belgrade in 2006. At various times it was leased to Air Djibouti (and flew around in this full livery for about 2 years after the lease was completed), Tuninter, Bellview Airlines (Nigeria) and Sosoliso Airlines (Nigeria). It was broken up at Belgrade in late 2006.
Once a beach resort for tourists from the 1870 through the 1950s, the shoreline was still lined with dozens of 19th century beach cottages. Some were full-time residences and others were summer houses for people from New Haven and even as far away as New York City.
Very few of these cottages still exist as most of them have been replaced with modern houses and McMansions.
If your browser supports Flickr Notes, I've added a number of them explaining what used to be there during my childhood in the 1960s and later teen years in the 1970s.
Dedicated to Saint Peter, the abbey church of Champagne is not located, as one would think, in the bubbly-producing hills of northeastern France, but much further south, on the banks of River Rhône, between Lyon and Valence, in the northern part of the département of Ardèche, i.e., in the old province of Vivarais.
Stylistically, this large church, built right next to the busy and noisy thoroughfare that Highway 86 is today, is very homogeneous and was built around 1150, replacing an older, 11th century church of which two capitals have been re-used in the nave. Numerous sculpted fragments from the previous church were also gathered as demolition progressed and reinserted haphazardly in the new one. But built by whom exactly, and for what exact purpose? That is much more mysterious.
From the scant written evidence that has come to us, we can surmise that it was originally built by the Albon family of powerful local lords, probably for regular canons of one or the other obedience. In 1275, it has become a priory of the Benedictine abbey of Saint-Chef. In 1172, the canons of the chapter of the Saint Maurice Cathedral in Vienne had given a number of churches to the abbey of Saint-Chef, but the charter doesn’t specify which ones. If we are right in thinking that the Champagne church was originally owned by canons, it is possible that those canons were the ones from the Vienne chapter, and if so, the Champagne church may have been among those turned over to the abbey in 1172. The deal would have been facilitated by the fact that, from 1119, the archbishop of Vienne was also the protector of the abbey of Saint-Chef. Furthermore, it has been noted (in particular in my Zodiaque collection reference book, Vivarais et Gévaudan romans, by Robert Saint-Jean) that the Champagne church offers many similarities with the abbey church of Saint-Chef, in a more accomplished version, as the former came half a century after the latter.
The link between Saint-Chef and Champagne, however, did not last. Because of deep and enduring management problems at Saint-Chef where the monks could not elect a new abbot, the archbishop of Vienne was first appointed as abbot ad perpetuitam by a papal Bull of John XXII in 1320. A second Bull, in 1328, took away from the abbey the Saint Peter Priory, under the pretext that its income was not sufficient to support the prior and his monks. The church then became a simple parish church. However, let’s not forget that, at the time, the Rhône River was the border between the kingdom of France and the Holy Roman Empire: the archbishop of Vienne had his seat on the left bank, on the Empire side, while the Saint Peter Priory was on the right bank, on the kingdom side; the archbishop may have wanted to be able to take refuge in France in the event things went sour on the Empire side... which would explain why the priory compound was indeed fortified at the same time!
Seriously damaged during the Wars of Religion in the 1560s, the church undertook important repairs during the early 1600s: it is then the the three cupolas on squinches roofing the nave were put in place in lieu of the previous Romanesque barrel vault. The church, much too big for such a small village, continued to degrade over the decades. By 1750, the upper floors of the tower-porch that framed the western entrance were in ruin, and one century later, what was left of that tower-porch was razed to allow for the enlargement of what was then the royal road number 86. This veritable act of vandalism prompted the authorities to protect the monument in 1854 by listing it as a Historic Landmark.
A systematic restoration took place between 1888 and 1894, during which (it is a rare enough occurrence to be duly noted and lauded!) all the add-ons erected after the end of the Romanesque period were eliminated. The original church was saved. In 1968, three regular Augustinian canons from a Swiss convent came and settled in Champagne, reviving the Saint Victor offshoot of the Augustinians which had been dead since the French Revolution. They proved extremely successful and in 1976, Pope Paul VI elevated the priory to abbey status. Today, the church is both canonical and parochial.
However, the very exceptional characteristic of this abbey is that, because the original monastery buildings had been destroyed after the French Revolution and replaced by ordinary village houses, the Augustinians had to build anew where there was space available, i.e., a couple hundred meters away from the church...! Thus, there is no proper enclosure, the canons live in the middle of the village, and walk across it to go attend to their duties. This is much too in sæculum for my taste, and not a proper way to practice the life of a so-called “regular” canon. I understand the appeal that the church may have had, but my opinion is that, owing to the present-day configuration of the village, it should have been deemed unsuitable. Likewise, the liturgy of this congregation does not truly meet with my approval, the same way “reality TV” doesn’t: a floor-heated church, cleverly designed lighting everywhere, a discreet and elaborate sound system... quite a bit too Hollywoodian for me. But obviously, just like reality TV, it does have its appeal.
The choir and the ambulatory (which does not exist in Saint-Chef). There are no radiating chapels in which relics could have been exposed (and no crypt either), and no record of any being kept in this church, so the ambulatory is a bit of a mystery. It is nicely lit by three large windows.
*Update* This photo has been replaced. It was previously cropped differently but i like this more :)
Click it! Looks better in light box.
So I had a photoshoot today and after it was all set and done I wanted to take advantage of my time and try a photo. This is what I came up with, im still sitting on it. Not sure if its what I expected it to be. I promise I can do better! I have loads of ideas just need to make them all happen.
Hope everyone is well! "this photo might transform in a few hours once I give myself some time to look at it.
Replacing an earlier scanned photo with a better version 17-Feb-18, plus Topaz DeNoise AI 16-Jan-24. Blurred, a long distance shot, outside the range of my 200mm telephoto.
STAF Cargo Airlines (Servicios de Transportes Aereos Fueguinos SA) Argentina. leased from/operated by World Airways.
As well as operating their own services and charters for the US Military, World Airways was a well established ACMI lease operator (= Aircraft, Crew, Maintenance & Insurance). The long history shows many of the leases.
This aircraft was built as an MD-11CF with a main deck cargo door and could be used for either passengers or cargo. It was delivered to ILFC International Lease Finance Corporation and leased to World Airways as N276WA in Mar-95.
It was sub-leased to Garuda Indonesia Airways on a Haj Pilgrimage operation between May/Jul-95. In Aug-95 it started a long-term lease to Malaysia Airlines. They sub-leased it to Garuda Indonesia Airways for a Haj Pilgrimage operation in Apr-96.
It returned to MASkargo (Malaysia Airlines Cargo) in May-96 as a freighter. It was sub-leased to Philippine Airlines between Oct-96/Aug-97 when it returned to MASkargo. It returned to World Airways in Nov-97 and was sub-leased to STAF Cargo (Argentina) between Aug-98/Feb-00.
The aircraft was sub-leased to Saudi Arabian Airlines for a Haj Pilgrimage operation between Feb/Apr-00 in full STAF livery. It also operated Haj flights for Garuda Indonesia Airways between Jan/Apr-01 (with 10 days off in the middle).
It was returned to ILFC in Oct-12 and sold to FedEx Federal Express later the same month when it was stored at Victorville, CA, USA. The aircraft was re-registered N68092 but never flew again, it was used by Fed Ex as a spares source. It was last noted at Victorville in Oct-16, still as N276WA.
Replacing an earlier scanned slide with a better version 13-Mar-15, plus DeNoise AI 14-Feb-23.
It's unusual to see people on the top balcony with chairs, not sure what was happening there. I thought it might be a Holiday weekend but the 31-May-66 was a Tuesday!
A brief history... Built in 1945 for the USAAF (United States Army Air Forces) serialled 43-48339 and transferred on delivery to the UK Royal Air Force as KJ816. It was sold to the Lancashire Aircraft Corporation as G-AMWV in Dec-52 and leased to Scottish Airlines.
The aircraft was returned to the Lancashire Aircraft Corporation in May-57 and leased to Silver City Airways in Oct-52. Silver City was merged into BUA British United Airways around Jan-62.
It was sold to Hibernian Airlines (Ireland) as EI-APB in 1966 and sold to Emerald Airways as G-AMVW again in Jun-67 and then to Ulster Air Transport/Air Ulster in May-68. It was withdrawn from use in Mar-69 at Prestwick, Scotland, UK and ended up on the 'fire dump' before being broken up.
Replacing an earlier digital photo with a better version 07-Jul-19.
Named: "Clann MhicAonghais / Clan Macinnes".
First flown with the Embraer test registration PT-SGX, this aircraft was delivered to a lessor and leased to BMA British Midland Regional as G-RJXD in Feb-00.
It was renamed 'bmi regional' in Feb-01. 'bmi regional' ceased operations in Feb-19 and the aircraft returned to the lessor. It was leased to Loganair as G-SAJN in Mar-19. Current, updated 25-Mar-24.