Replacing an earlier digital photo with a better version 28-Oct-19.

Additional 'Dubai Summer Surprises 2005' logo & titles.

First flown with the Airbus test registration F-WWJP, this aircraft was delivered to Singapore Airlines as 9V-SJN in Sep-98. It was traded in to Boeing for Boeing 777's in Aug-03 and registered D-AIFL to Boeing Capital. In Jan-04 it was leased to Emirates Airline as A6-ERM. It was withdrawn from service in Jul-16 and stored at Dubai World Central, UAE. The aircraft briefly returned to service for one round trip to Muscat, Oman in early Oct-16 and was stored again at Dubai. It was ferried to Teruel, Spain in Dec-16 for further storage. The aircraft was sold to AS Air Lease IX (Ireland) Ltd as EI-GAD in Jan-17 and remained stored at Teruel until it was leased to Hi Fly Airlines Malta as 9H-JAI in Jun-17. It operated many short-term and one-off leases for a number of airlines until it went on long-term wet-lease to Estelar Latinoamerica (Venezuela) in Dec-17, it returned to Hi Fly Malta in Jan-19 and was stored at Cairo, Egypt. It was wet-leased to Estelar again in Aug-19 and the lease continues. Current, updated (Oct-19).

Replacing an earlier scanned photo with a better version 15-Jul-16.

Originally built as an MD-81, this aircraft was delivered to a lessor and leased to Swissair as HB-INN in Aug-81. It was converted to MD-82 standard prior to being returned to the lessor in Jul-97.

It was re-registered N928TW and stored at Kansas City, MO, USA the following month. It was leased to TWA Trans World Airlines in Dec-97. TWA was taken over by American Airlines in Dec-01 and the aircraft became part of the American Airlines fleet.

It was permanently retired and stored at Roswell, NM, USA in Feb-03. It was last noted still stored at Roswell in Sep-10. The registration was finally cancelled in Mar-13. Presumably it's now been broken up.

Replacing an earlier scanned slide with a better version 07-Feb-16.

I think this may have been 'KB's first visit to Manchester.

Named: "Windsor Castle".

Eastern Air Lines and British Airways were launch customers for the Boeing 757 and this is an early one, line No:10. It was delivered to British Airways as G-BIKB in Jan-83.

After 18 years with British Airways it was traded in to Boeing and then sold on to EAT European Air Transport in Oct-01. The aircraft was stored at Mobile - Downtown (BFM), AL, USA, until it underwent freighter conversion there in Jun-02.

It was re-registered OO-DPF in Jul-02 and returned to Europe operating services for DHL Europe. In Mar-10 the aircraft was transferred to EAT Leipzig GmbH and re-registered D-ALEF. Operations for DHL Europe continued.

In Sep-15 it was transferred to DHL Air Ltd, still operated by EAT Leipzig, and returned to the UK register as G-BIKB. The aircraft was permanently retired at Madrid (Spain) in Aug-17 after 34.5 years in service.

The Russian IZh company was found in 1965, and was part of AvtoVAZ group. It started to built Moskvich 408 models.

A new developed closed van version of the Moskvich 412 appeared in 1968 as Moskvich 434.

Under their own brand name for the first time, the Moskvich 434 Van was launched in 1972 as IZh 2715.

A pickup version followed in 1974 as IZh 27151 Pickup.

The original rectangular Moskvich headlamps were replaced by these round ones in 1970, as well as the grille was restyled then.

The Russian post office placed a major order at the IZh company to supply this kind of panel vans.

1478 cc L4 petrol engine.

Performance: 70 bhp.

C. 1100 kg.

Max payload: 350 kg.

Production Moskvich 412 saloon/Kombi: 1967-1976.

Production Moskvich 634 Panel Van: 1968-1972.

Production IZh 2715: Panel Van: c. 1972-1997.

Old Hungarian reg. number.

Scan from analog photo.

Film roll 01-23.

Hungary (location ?), Aug. 2, 2001.

© 2001 Sander Toonen Amsterdam/Halfweg | All Rights Reserved

i replaced the original photo, but im putting it in thi comments.

this was the initial edit i did after i shot this photo, but second guessed myself and went with a more basic edit.

+ the original in comments

explored

Replacing an earlier scanned photo with a better version 28-Nov-18 (DeNoise AI 05-Sep-22).

This aircraft was delivered to Cathay Pacific Airways as VR-HUD in Dec-92. It was re-registered B-HUD in Jul-97 when Hong Kong became an autonomous region of the People's Republic of China.

The aircraft was withdrawn from service and permanently retired at Kemble, UK in Sep-12. It was broken up there in Apr/May-13.

Cusworth Hall is an 18th-century Grade I listed country house in Cusworth, near Doncaster, South Yorkshire in the north of England. Set in the landscaped parklands of Cusworth Park, Cusworth Hall is a good example of a Georgian country house. It is now a country house museum.

The house is constructed of ashlar with slate roofs. The rectangular 6 x 5 bay plan main block is linked to 5 x 2 bay service wings.

The Wrightson family had held the lordship of Cusworth since 1669.

The present house was built in 1740–1745 by George Platt for William Wrightson to replace a previous house and was further altered in 1749–1753 by James Paine. On William's death in 1760 the property passed to his daughter Isabella, who had married John Battie, who took the additional name of Wrightson in 1766. He employed the landscape designer Richard Woods to remodel the park. Woods was one of a group of respected landscape designers working across the country during the 18th century and Cusworth was one of his most important commissions in South Yorkshire, another being at Cannon Hall. Woods created a park of 250 acres with a hanging and a serpentine river consisting of three lakes embellished with decorative features such as the Rock Arch and the Cascade.

The estate afterwards passed to John and Isabella's son, William Wrightson (1752–1827), who was the MP for Aylesbury from 1784 to 1790 and High Sheriff of Yorkshire for 1819–1820. He was succeeded by his son William Battie-Wrightson (1789–1879), who at various times was MP for East Retford, Kingston upon Hull and Northallerton. He died childless and Cusworth Hall passed to his brother Richard Heber Wrightson, who died in 1891.

The property was then inherited by his nephew William Henry Thomas, who took the surname Battie-Wrightson by Royal Licence and died in 1903. He had married Lady Isabella Cecil, eldest daughter of the 3rd Marquess of Exeter. Between 1903 and 1909 Lady Isabella made further alterations to the house. She died in 1917, leaving an only son Robert Cecil Battie-Wrightson (1888–1952). On his death in 1952, the estate descended to his sister, a nurse who had married a Major Oswald Parker but later was variously known as Miss Maureen Pearse-Brown and as Mrs Pearce. She was obliged to sell the contents of Cusworth Hall in October 1952 to meet the death duties levied at Robert Cecil's death. She subsequently sold the hall to Doncaster Council.

Cusworth Estate Cusworth was first mentioned as ‘Cuzeuuorde’ in the domesday survey of 1086 but there has been a settlement here for centuries dating back to the Anglo-Saxon period. Many different families had held the lands and manor but they did not always live at Cusworth.

‘Old Hall’ A large house is first mentioned in 1327. Robert Wrightson bought the lands and manor of Cusworth in 1669 from Sir Christopher Wray. The first surviving map of Cusworth is that of Joseph Dickinson's 1719 plan which shows the hall and gardens covered only 1 acre with the orchards a further 2 acres. What is most significant at this time was the ‘Parke’ of some 25 acres. The ‘Old Hall’ was next to the walled gardens in the centre of Cusworth village. In 1726 the ‘Old Hall’ was expanded including altering the gardens between 1726 and 1735. This expanded the kitchen garden into the size and form we know today with the Bowling Green and Pavilion.

In the period 1740–1745 William Wrightson employed George Platt, a mason architect from Rotherham, to build a new hall – the current Cusworth Hall – high on a scarp slope on the Magnesian Limestone removing the Hall, and the family, from the village of Cusworth. The ‘Old Hall’ was largely demolished in the process, many components from the old building re-used in the new.

Cusworth Hall Cusworth Hall itself and its outbuildings are at the centre of the park enjoying ‘prospect’ over the town of Doncaster. The Grade I-listed eighteenth century hall was designed by George Platt in the Palladian style. Cusworth Hall is handsome, well proportioned, with wings consisting of a stable block and great kitchen. Later additions by James Paine include a chapel and library. It has decorative outbuildings including a Brew House, Stable Block and Lodge. In addition it has a decorative garden called Lady Isabella's Garden on the west side adjacent to the chapel. On its eastern flank the stable block and gardeners' bothy. Attached to the bothy is a decorative iron enclosure known as the Peacock Pen.

Cusworth Park Cusworth Park is an historic designed landscape with a Grade II listing in the English Heritage Register of Parks and Gardens. It was designed and created by the nationally known landscape architect Richard Woods to ‘improve’ the park in the style made famous by Lancelot ‘Capability’ Brown now termed ‘The English Landscape Park’. Work started in 1761 laying out the ‘grounds and the serpentine river’.

The land forming the existing park is 60 acres (25 hectares) – 250,000m, and was part of the much larger parkland (250 acres) and estates (20,000 acres) of the Battie-Wrightson family who owned Cusworth Hall.

The walled garden The earliest description of the layout of the park and walled gardens is that shown on Joseph Dickinson's 1719 plan. In 1761 Richard Woods altered areas within the walled gardens. Together ‘woods’ Kitchen Garden and Green House Garden occupy the site of the orchard shown on Dickinson's plan.

The purchase of bricks from Epworth for the construction of the walled gardens is recorded in the New House Accounts.

The garden was a compartmentalised space, however with focus on domestic production in some sections, exotics in another, an orchard, and formal flower gardens in the rest.

The kitchen gardens included pine pits (pineapple house), later to become stove houses and mushroom houses.

The Entrance Terrace (Upper Terrace) Old plans show a narrow walled enclosure or ‘entrance terrace' running east–west. The walls of this enclosure may well have been of stone or stoned faced and still, in part survives. To the south are the main components of the walled garden. Access from the terrace down to the bowling green is via a flight of stone steps.

Bowling Green Described on Richard Woods plans of 1760. This is a roughly square, walled enclosure where the bowling green is surrounded by an earthed banked terraced walk. The enclosure is defined by a brick wall, which was lowered along its western side to give a view over to the Green House Garden.

Summerhouse / Bowling Pavilion Built 1726. The summerhouse is the main architectural feature of the walled garden. It is of two stories with the upper storey accessed from the Bowling Green. There is an impression of more carefully shaped quoins at the corners but it is probable that the walls were originally rendered and lime washed externally. There are windows giving views across the Bowling Green from the upper chamber and across the Flower Garden from the lower chamber.

During restoration in the 1990s the upper chamber was decorated with Trompe-l'œil. showing views of imagined walled gardens at Cusworth.

Flower Garden The garden was designed to be viewed principally from the higher position of the bowling green. It was subdivided by cross-paths and furnished with four formal beds. Although one of the smallest compartments, the flower garden was the most highly ornamental and tightly designed. It would have created a formal, colourful architectural space contrasting with the simplicity of the bowling green

Hall Garden The function of the Hall Garden is not clear but appears to have been an extension of the decorative scheme of the flower garden. The Hall Garden has a perimeter walk and is then divided into two plots by a further, central path.

Peach House This whitewash wall indicates the position of the peach house.

Melon Pits Melon pits ran east–west along this area.

Orchard Through the 18th century the orchard was not enclosed and remained open until the late 19th century. It was double its current size extending back up to Cusworth Lane until the northern half was sold off for housing in the 1960s.

Kitchen Garden (No longer existing) The west, south and this east boundary wall(s) of the garden still exist but the plot of land was sold off for housing in the 1960s. There was an access gate between the Hall Garden and the kitchen garden (this can be seen bricked up in the northwest corner). This garden had a perimeter walk and was planted with trees arranged in parallel lines orchestrated around a small building at the northern end of the compartment.

Green House Garden (No longer existing) The kitchen garden represents the greater part of the area occupied by the original orchard shown on Dickinson's 1719 plan. The remaining area was described on Woods’ plan as the Green House Garden and was shown divided into two unequal parts. Both parts of the garden appear to have been planted with trees, probably fruit trees. A building abuts the bowling green in roughly the position as the one shown on the Dickinson plan but there is an additional building, roughly square in plan, to the northwest corner of the enclosure. This was probably the Dovecote for which Wrightson paid £9 15s 0d in 1736.

The west boundary wall still exists and this low (east) wall that runs along the length of the bowling green but the plot of land was sold off for housing in the 1960s.

In 1961 Doncaster Rural District Council purchased Cusworth Hall and the adjoining parkland from the Battie-Wrightson family. The Council undertook an initial restoration of the grounds and also recreated what is now the tearooms within the former stable block. The former reception rooms and spacious galleries now house the Museum of South Yorkshire life, officially opened on 30 September 1967.

Cusworth Hall and Park underwent an extensive £7.5 million renovation between 2002 and 2005, involving essential conservation repairs to the Hall and extensive restoration of the landscape gardens. Within the hall external repairs to the stonework and roof were undertaken to ensure that the exterior was watertight, whilst internal works upgraded internal services and enabled new displays to be installed.

The restoration of the designed landscape have been greatly influenced by a comprehensive analysis of available archive material, among which are the original written memoranda and sketches produced by Richard Woods for his site forman Thomas Coalie. An integrated archaeological programme also formed a key aspect of the restorations, recording in detail landscape features such as the Rock Arch, Cascade, and Bridge. This restoration has not 'recreated' the 18th century scheme, although elements are still incorporated within a 'living' amenity garden that is now thriving as a result of the recent work undertaken in partnership with the Friends of Cusworth Park.

The Hall reopened to the public on 23 May 2007 and the new displays document the history of South Yorkshire and it is a valued resource for local residents, students and school groups alike.

Cusworth Hall Museum and Park is the venue for a varied program of seasonal exhibitions, events and activities linked to the history of the area. including Country Fairs, vintage vehicle rallies, historic re-enactments, wildlife sessions and a range of seasonally themed events. A free, weekly, 5 km parkrun takes place every Saturday at 9 am in the grounds of Cusworth Hall. The first event was held on Saturday 5 October 2019 and was hosted by the staff at Cusworth in collaboration with the local community.

Additionally, Doncaster Museums' Education Service offers a range of learning sessions to schools and educational establishments. Specialist and experienced Education Officers deliver learning workshops to schools across a broad range of topics as well as out-of-school-hours activities for families and local communities.

Replaced with Hasselblad X1 scan:

Somewhere in the Tien Shan in southeastern Kyrgyzstan.

August 2010.

Contax G2, Zeiss G Biogon 21mm and Kodak Ektar.

-------------------------

www.ps-photo.net

Every morning you get another 1440 minutes replacement...but do understand that it's a "limited offer".

ODC:Replace

Replacing an earlier scanned photo with a better version 03-Mar-18, plus DeNoise AI 18-Jan-23.

First flown with the Airbus test registration F-WWCC in Jan-88, this aircraft was originally ordered by Air Algerie, the order was cancelled and the aircraft was stored at Toulouse on completion.

It was delivered to HH International Investments and leased to Somali Airlines using the French Overseas registration F-ODSV in Mar-89. It was repossessed by the lessor at Frankfurt in Jan-91 and stored.

In Dec-92 it was ferried to Bordeaux for further storage. It was moved to the Airbus airfield at Bremen-Lemwerder (now closed) in May-93, still in basic Somali livery.

The aircraft was leased to Alyemda - Democratic Yemen Airlines, still as F-ODSV, in Jun-93. Alyemda was renamed Alyemen in Oct-94 and became Yemenia in May-96. It was returned to the lessor the same month and stored.

The aircraft was sold to the Government of Qatar as A7-AAF in Feb-98, it was converted to a VIP configuration and transferred to the Qatar Amiri Flight, operated by Qatar Airways.

The Government of Qatar donated the aircraft to Pakistan in Feb-07. It was originally to be registered AP-GOP but that wasn't used and it became AP-OOI (001 !) operated by the Pakistan Air Force.

It was serialled J-757 in May-11. The aircraft was passed to PIA Pakistan International Airlines in May-13 and stored at Karachi where it was permanently retired and used as a spares source. The registration was cancelled in 2014.

Replacing an earlier scanned photo with a better version 24-Aug-21 (DeNoiseAI).

I flew on this aircraft many times when it was G-GCAL with Cal-Air and Novair.

This was the 2nd DC-10 prototype and first flew on 29-Jan-71 as N101AA. This registration was swapped with the original prototype, N10DC, in Dec-72 when N101AA was delivered to American Airlines.

After being stored by McDonnell Douglas in 1973 it was leased to Laker Airways as G-BELO in Jun-77 and operated with them until they ceased operations in Feb-82 when it was repossessed.

After a year in storage it was leased to American Trans Air in Feb-83 as N183AT. It was returned to the lessor in Dec-85 and stored.

The aircraft was leased to Cal Air International in Feb-86 as G-GCAL. Cal Air was renamed Novair International in Dec-88 and ceased trading in Mar-90. It was stored initially at Prestwick, Scotland, UK before being transferred to Waco, TX, USA.

In Nov-91 it was sold to Project Orbis as N220AU. After an almost 4 year conversion programme it returned to operation as a flying eye hospital.

It was retired in Dec-13 after 42 years in service, not because it had come to the end of it's life but because of a shortage of volunteer DC-10 rated pilots and flight engineers after FedEx converted their DC-10F's to MD-10 standard for two crew operation.

The aircraft was stored at Victorville, CA, USA. However, the old 'gal was repainted in Orbis' latest livery and pressed back into service in mid 2014.

It was finally retired at the end of Oct-16 after 45 years in service and ferried Los Angeles / Long Beach on 03-Nov-16 for a final visit to her birthplace. Her final flight was on 07-Nov-16 from Long Beach to Davis Monthan Air Force Base where she's been displayed at the Pima Air and Space Museum.

Replacing an earlier scanned slide with a better version 05-Mar-15, plus DeNoise AI 02-Mar-23.

Delivered new to United Airlines as N6325C in Jan-55. It was in service with United for just over 5 years and was traded in to the Douglas Aircraft Company in Apr-60.

The aircraft was stored and sold to California Airmotive in Sep-63. It continued in storage until May-64 when it was sold to TAS SA Transportes Aereos (Trabajos Aereos del Sahara SA) with the temporary registration EC-WVP, becoming EC-AVP later the same month.

TASSA ceased trading in Jul-65 and the aircraft was stored at Palma, Majorca, with the rest of the TASsa fleet. It was broken up there in 1970.

Note: This photo was taken about 3 months after TASSA had ceased operations and the aircraft would never fly again (just as well with all that FOD on the ramp!). If you look under the aircraft, along the line of props 1 & 2, you can see that props 3 & 4 are feathered.

Replacing an earlier scanned print with a slightly better version 28-Aug-20.

A heavily cropped shot outside the 200mm focal length of the telephoto lens I had at the time.

Adria Airways ceased operations suddenly at the end of Sep-19.

Considering this aircraft had 'one careful owner' for most of it's life, it certainly got around. First flown with the Airbus test registration F-WWIH, this aircraft was delivered to Adria Airways as YU-AOD in Sep-90.

It was wet-leased to Aero Lloyd (Germany) between Jul/Oct-91. After the break-up of the former Yugoslavia, Slovenia was allocated it's own registration prefix and the aircraft became SL-AAB in Feb-92.

It was briefly wet-leased to Transmed Airlines (Egypt) between Apr/May-92 and then to WDL Aviation (Germany) between Dec-92/Mar-93. On it's return to Adria, the Slovenia country code was changed from SL and it became S5-AAB on 15-Mar-93.

The aircraft was wet-leased to Cretan Airlines (Greece) at the end of Mar-93. The lease changed to a dry-lease as Cretan's own crews were trained and it was re-registered SX-BAT. It returned to Adria as S5-AAB in Nov-94. The aircraft was wet-leased to Air Malta between Mar/Nov-96, to Eurofly Italy between Jul-97/Apr-98 and to Afriqiya Airways (Libya) between Apr-06/Apr-08.

It was sold to Phoenix Aircraft Leasing in Nov-09 and leased to MIA Myanmar International Airways as XY-LHD. The aircraft returned to the lessor in May-14 and was immediately sold to Danish Air Transport Leasing A/S as OY-LHD and leased to DAT Danish Air Transport.

It was withdrawn from use and stored at Sofia (Bulgaria) in Apr-19. By now it was 29 years old and I expected it to be scrapped, but no! It was ferried to Tucson, AZ, USA in early Sep-19 for further storage.

It was sold to Elevate Jet as N804RR in Sep-19. It was noted at Tucson in Jul-20 in Elevate's full livery but doesn't seem to have flown yet. Stored, updated 12-May-24.

Note: Elevate Jet are a Business Jet owner/operator, currently with an EMB.135BJ and a Falcon 900.

Replacing an earlier scanned 6"x4" print with a better version 23-Apr-14 (DeNoise AI 14-Sep-22)

Ahhh! DC-10!

Ex Laker Airways G-GFAL. BCA Charter & British Caledonian Charter, renamed Cal-Air International and later Novair International.

First flown by McDonnell Douglas in Dec-78 using the test registration N1002D, this aircraft was delivered to Laker Airways in Feb-79 as G-GFAL. Laker Airways ceased operations on 05-Feb-82 and the aircraft was repossessed by Mitsui Leasing.

The Rank Leisure Group and Thomson Holidays had a big summer charter programme with Laker Airways and were suddenly short of capacity. They entered into discussions with British Caledonian Airways and as a result B.Cal and Rank Leisure formed British Caledonian Charter with a 51%/49% holding.

The leases of 2 Laker DC-10-10's were transferred and British Caledonian took delivery of G-GFAL on 22-Feb-82 when it was re-registered G-BZJD. It was transferred to British Caledonian (Charter) Ltd on 01-Mar-82.

The company was renamed Cal Air International Airways in Oct-85. When B.Cal was taken over by British Airways, they didn't want Cal Air (they already had British Airtours which became Caledonian Airways Mk:2) and B.Cal's 51% was sold to the Rank Leisure Group.

Cal Air was renamed Novair International in Dec-88. Rank Leisure closed the company down at the end of Mar-90 (and I was out of a job!). The aircraft was initially stored at Prestwick, Scotland, and later, ferried to Waco, TX, USA in Nov-90 for continued storage.

It was sold to ILFC International Lease Finance Corporation in Nov-92 as N581LF and remained stored at Waco until Feb-94 when was converted into a freighter with a main-deck cargo door and leased to FedEx Federal Express as N10060 in Aug-94.

In Nov-08 it underwent the MD-10 conversion with the MD-11 'glass cockpit' and 2 crew operation. Sadly, this aircraft was finally retired in Jan-21 after an amazing 42 years in service. Updated 14-Sep-22.

Replacing an earlier scanned slide with a better version 15-Mar-15, plus DeNoise AI 12-Jan-23.

The DH.84 Dragon was the forerunner of the DH.89A Dragon Rapide. G-ADDI was already an old lady when this photo was taken, having been built in May 1935 and operated by Railway Air Services.

It was impressed into the RAF in 1939 but wasn't allocated a serial. After the end of WWII it was sold to a private owner in 1946 and then sold to Air Charter Ltd in 1947. It was sold to Air Navigation & Trading in 1951 and spent a number of years doing pleasure flights around Blackpool Tower (I might even have flown round the Tower on it around 1958).

It was sold to Aero Enterprises Ltd in 1963 and was operated by Chrisair. As far as I know, it was 'sold in the USA' and registered N34DH in Feb-72 and flown to Rotterdam, Netherlands for shipping to the USA.

According to what I've read it was still flying as late as mid 2011 and is preserved at the Perlitch Transportation Museum, Morgan Hill, California. Updated (Dec-19).

Replaces earlier photo. The smokey eye might look a little over the top, but rest assured i'm not on meth.

Replacing an earlier photo from Apr-17 with a better version 25-Sep-18.

This aircraft was delivered to United Airlines as N27958 in Sep-15. Current (Sep-18)

Project 365, 2022 Edition: Day 260/365

One of the reasons it was so urgent to replace the old camera when it died recently was that we had already booked a weekend in Tobermory. The reason we did so was largely because I wanted to photograph what I consider one of the most beautiful parts of Ontario, around Bruce Peninsula National Park, which I hadn't visited since 2006. Danny had never been there before; we were dating by 2006, but it was a summer outing for just me and my teenaged children.

While I would have happily driven all that way (3 hours from home) simply for the chance to photograph a fringed gentian or the incredible sea blue water of Indian Head Cove, what really made it worthwhile was how much Danny enjoyed it. While he eagerly encourages my love of nature, he isn't readily comfortable outdoors the way I am. In fact he doesn't normally like to get his feet wet. But the best moment of the weekend was at Singing Sands on Dorcas Bay which is so shallow you can wade right across the bay without getting your shorts wet. The sand is fine and soft and the play of afternoon sunlight through the ripples is mesmerizing. The weather was windy and warm.

Danny was enchanted. By Saturday afternoon I was already knackered from all the trekking around I'd led him on, but at Singing Sands I seriously had trouble keeping up with him. It was our favourite day of the whole summer. We're already thinking up plans to return.

Thank you to everyone who visits, faves, and comments.

521 - PA06 AAU

Alexander Dennis Trident, East Lancs Myllennium Lolyne (H47/27F)

Xelabus, Eastleigh

Southampton Road, Eastleigh

29 October 2022

(HMN 249J)

Dans le cimetière de bateaux de Kerhervy (Morbihan - France)

Sur les rives d’une boucle de la rivière du Blavet, le cimetière de bateaux de Kerhervy abrite des épaves. Ces embarcations y ont été déposées à partir de la fin des années 1950.

Quand les moteurs et l’acier remplacent les voiles et le bois,une nouvelle génération de bateaux, répondant aux nouvelles exigences de modernisation et d’exploitation halieutique est construite.

La question du recyclage des bateaux ne se pose pas. Devenus inutiles, ils sont mis à la casse dans la vasière de Kerhervy.

Le lieu est avant tout une décharge qui raconte l’histoire de la pêche dans le pays de Lorient et plus largement, le rapport de l’homme à la mer.

The red shipwreck - II

In the Kerhervy boat cemetery (Morbihan - France)

On the banks of a loop of the River Blavet, the Kerhervy boat cemetery is home to a number of shipwrecks. These boats were deposited here from the late 1950s onwards.

As engines and steel replaced sails and wood, a new generation of boats was built to meet the new demands of modernization and fishing.

There was no question of recycling the boats. No longer needed, they were scrapped on the Kerhervy mudflat.

The site is above all a dumping ground that tells the story of fishing in the Lorient region and, more broadly, of man's relationship with the sea.

Replacing an earlier scanned photo with a better version 11-Feb-18, plus Topaz DeNoise AI 10-Jan-24. Taken into a low early morning sun through a tinted window.

Fleet No: '9050'.

This aircraft was delivered to Ozark Airlines as N950U in Jun-84. It was leased to American Airlines on delivery and returned to Ozark in Dec-84. Ozark Airlines was merged into TWA Trans World Airlines in Oct-86.

The aircraft was sold to a leasing company in Mar-94 and leased back to TWA. In Dec-01 TWA was merged into American Airlines. The aircraft continued in service until it was permanently retired at Roswell, NM, USA in Apr-06.

It was sold to Mid American Aerospace in Mar-09 and broken up at Roswell soon after. The registration was cancelled in Sep-09.

Replacing an earlier scanned photo with a better version 11-Nov-21 (DeNoise AI).

Named: "City of Thessaloniki"

This aircraft 'got around a bit'. It was delivered to Air-Berlin as D-ABAG in Mar-94. It was sold to a lessor on delivery and leased back to Air-Berlin. It was returned to the lessor in May-99 and leased to Macedonian Airlines as SX-BMB the same day.

Macedonian was absorbed back into Olympic Airlines in Dec-03 and the aircraft was returned to the lessor in May-04. It was leased to Futura International Airways (Spain) as EC-IZG in Jun-04.

It was wet-leased to Jetairfly.com (TUI Airlines Belgium) in May-08 for the summer season. However, Futura ceased operations 0n 08-Sep-08 and the aircraft was returned to Futura and the lessor the following day and initially stored at Brussels.

It was re-registered N213TH in Nov-08 and remained stored until it was leased to RAK Airways (Ras al Khaimah, UAE) as A6-ESE in Sep-10. It was sub-leased to East Air in Feb-11 with just 'Airways.com' titles and transferred to Eastern Sky Jets around Jun-11.

The aircraft was returned to the lessor, withdrawn from service and stored at Ras al Khaimah in late 2014. In Feb-16 it was leased to Air Bucharest for three months as YR-SKI, returned to Wells Fargo Bank Northwest in Apr-16 and stored at Dothan, AL, USA.

It was re-registered N120WF in May-16 and was converted to freighter configuration by Nov-16 before being ferried to Montpelier, France in Dec-16 and stored. It was moved to Lasham UK in Apr-17 and moved again to, back across the Atlantic to Everett, WA, USA in May-17 and then for further storage at Moses Lake, WA, USA.

The aircraft was sold to RVL Aviation in Feb-18 and travelled across the Atlantic again, back to Montpelier. At the end of Feb-18 it moved to St Athan, Wales, UK where it was stored again. It was sold to International Spray Solutions Ltd as G-CKUZ in Apr-18 and remained stored. The aircraft was leased to West Atlantic Airlines UK in Dec-19. Current, updated 08-Dec-24.

Replacing an earlier scanned slide with a better version 12-Nov-15, DeNoise AI 02-Oct-22

I never particularly liked this livery and always wondered why the 'airways' didn't have a capital 'A'. I liked it even less when they took the 'airways' away altogether and just had the billboard 'British'. I felt it looked unfinished...

With additional tiny 'Cambrian' titles on the lower forward fuselage.

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 slide with a better version 21-Apr-15, plus Topaz DeNoise AI 21-Oct-23.

Seen here operating a cargo charter.

The durability of the old Douglas built designs never fails to amaze me. This aircraft is still in service in late Mar-26. Almost 58 years after it was delivered to Martinair!

Delivered new to Martinair Holland as PH-MAN in Jul-68, it was built as a passenger/cargo combi aircraft with a main-deck cargo door. It was sold to Hawaiian Airlines as N94454 in Nov-73.

It was wet leased to Itavia from Oct-78 to May-81. In Sep-81 it was leased to American International Airways and repossessed in Sep-84. In Jan-85 it was sold to Airborne Express and re-registered N933AX in Apr-85.

In Aug-03 the company was sold to DHL Brussels and renamed ABX Air, flying for DHL USA. It was returned to DHL Network Operations (USA) in Oct-08 and stored at Wilmington, OH, USA.

In Feb-11 it was sold to Map Asset Preservation Inc and leased to Kalitta Charters II LLC. In Jul-12 it was re-registered N916CK. The aircraft was withdrawn from service and stored at Oscoda, MI, USA in Dec-19.

After 51 years in service you'd think that was it. No! It was sold to Frontera Flight Holdings Inc (as trustee for Aeronaves TSM) in Nov-21 and registered XA-VFA with Aeronaves TSM SA de CV in Jan-22. Now almost 58 years old it continues in service. Updated 25-Apr-26.

Replacing an earlier scanned print with a slightly better version 24-Jan-19. Sorry it's a little blurred.

Taken from the Templeton Bridge.

Named: "Derwent Water".

This aircraft was delivered to BOAC British Overseas Airways Corporation as G-AWNE in Mar-71. BOAC was merged with BEA British European Airways to form British Airways in Apr-74. The aircraft was sold to AAR Aircraft Leasing in Feb-98 and leased back to British Airways. After 28.5 years in service it was returned to the lessor and stored at Roswell, NM, USA in Nov-99. It was sold to Kabo Air (Nigerial) in Jan-01 as 5N-RRR. It never left Roswell and was eventually broken up there for spares.

Replacing an earlier digital photo with a better version, plus Topaz DeNoise AI 17-Nov-21.

Named: "Madaba".

First flown with the Airbus test registration D-AVZJ, this aircraft was delivered to Royal Jordanian Airlines as JY-AYV in Jun-12.

The aircraft was repainted in an 'Alia' retro livery in Nov-21. Current, updated 30-Nov-24.

Replacing an earlier scanned slide with a better version 25-Jan-15, plus Topaz DeNoise AI 28-Jul-23.

Named: "Jet Clipper Challenger".

This aircraft was delivered to Pan American World Airways as N767PA in Jun-63. It was sold to a lessor in Jun-76 and leased to Dan-Air London as G-BEAF a few days later.

It was sub-leased to IAS Cargo Airlines in Sep-76 and returned to Dan-Air in Jun-78. the aircraft was returned to the lessor in Jun-78 and sold to Interamericana Export (Argentina) as LV-MSG in Jul-78.

It was immediately leased to Transportes Aereo Rioplatense. The aircraft was withdrawn from use and stored at Buenos Aries-Ezeiza, Argentina in 1984. It was broken up there in Oct-96. The fuselage was used as part of a Restaurant until 1998.

Replacing an earlier scanned print with a better version 02-Feb-19, plus Topaz DeNoise AI 06-Aug-23.

Only 10 Shorts SC.5 Belfast's were built. This aircraft was first flown in Dec-64 as G-52-?? It took part in the development and modification flying and wasn't officially delivered to the UK Royal Air Force serialled XR365 until Jan-69.

A high level decision at the UK Ministry of Defence saw the whole fleet grounded by mid 1976 and this aircraft was sold to Rolls Royce Military in Aug-78.

It was sold to Heavylift Cargo Airlines as G-HLFT in Sep-81 and was in operation until Sep-02 when it was parked at Southend UK. It was ferried to Prestwick, Scotland, UK in Nov-02 for further storage.

The aircraft was sold to Heavylift Cargo Airlines Pty Ltd, Australia in Jan-03 and was re-registered 9L-LDQ, Sierra Leone, in Feb-03. It entered service in mid Sep-03 and was operated by South Pacific Air.

The aircraft was operated for HeavyLift Cargo Airlines Australia by 'Transpacific' in Jan-07 and registered in the Philippines as RP-C8020. The aircraft was stored at Cairns in Jan-09 and hasn't flown since.

Fourteen years on and the aircraft was sold to the Bank of Utah as N1819S (as Trustee for ?) at the end of Aug-23. Now 59 years old it's possible that it might fly again. However I don't think it'll be flying anytime soon.

In mid Dec-23 the lower fuselage was partially submerged when Cairns Airport was flooded during Cyclone Jasper. I've read that all the engines and props need a complete overhaul and after 16 years in the hot & humid conditions at Cairns, corrosion could be a problem. Updated 25-Jan-26.

Replacing an earlier scanned slide with a better version 25-Oct-15, plus Topaz DeNoise AI 23-May-23.

This aircraft was delivered new to Sudflug, Germany, in May-68 as D-ACEB. However, they only operated it for the summer of 1968 and it was sold to Swissair as HB-IFX in Oct-68. Swissair operated it for 13 years and sold it to Texas International Airways as N538TX in Dec-81.

Texas International was merged into Continental Airlines in Oct-82. It was leased to Eastern Air Lines in Jan-90, returning to Continental in Apr-91. It continued in service with Continental until it was returned to the lessor in Jul-99.

The following month it was sold to Millionair Charter, South Africa, as ZS-OLN. In Jan-04 it was sold to Afrinat International and stored at Johannesburg. In Feb-05 it was sold to King Air Services Partnership and leased to 1Time Airlines for the summer season, returning to King Air Services in Oct-05.

It was immediately leased to the United Nations Organisation and operated in the Horn of Africa until late 2006 when it was returned to King Air Services and stored at Johannesburg after almost 39 years in service. It was broken up at Johannesburg in late 2009.

Replacing an earlier scanned photo with a better version 23-Oct-14.

Seen here in the basic livery of LTE. it was in transit through Manchester on delivery to LTU in Germany. You can see that the registration had been incorrectly painted as N-525EA.

This aircraft was delivered to Eastern Air Lines as N525EA in Dec-86. They only kept it for three years and sold it to United Aviation Services Inc in Dec-89.

It was leased to LTU International Airways in Feb-90 and sub-leased to Spanish associate company LTE (Lufttransport Espana) with the Spanish temporary registration EC-390 ten days later. It was re-registered EC-ETZ in May-90.

The aircraft was returned to LTU International Airways as D-AMUK in Oct-93 and was sub-leased to to their Munich based subsidiary LTU Sud the same day. It was returned when LTU Sud was merged back into LTU International in Nov-97 and returned to the lessor in Mar-01.

In May-01 the aircraft was leased to Atlas International Airways (Turkey) as TC-OGB. Atlas International was renamed AtlasJet International Airways in May-03. It was wet-leased to ThaiJet between Nov-04/Apr-04 and to Air Astana between Jan/May-05.

It was returned to the lessor and sold to The Dart Group Plc (for operation by Jet2.com) as G-LSAF at the end of Oct-06 but it was never applied to the aircraft. It was stored at Southend, UK and sold three months later in Jan-07 to lessors East Trust as N689GX.

The aircraft remained at Southend until Mar-07 when it was ferried to Jacksonville-Cecil Field, FL, USA to await freighter conversion.

It was converted to freighter configuration by Jul-07 and was due to be leased to VARIGLOG Cargo, Brasil as PR-LGK, however the lease wasn't taken up and the aircraft remained stored at Jacksonville for two years until it was leased to Arrow Air Cargo in Jul-09.

Arrow Air ceased operations at the end of Jun-10 and the aircraft was returned to the lessor and initially stored at Miami, FL, USA, it was moved to Marana, AZ, USA the following month. It was sold to AerSale Inc in Dec-11 and permanently retired at Roswell, NM, USA. It was broken up at Roswell in 2013.

Not so happy with some of my recent shots. I must say this one feels really good.

Press the L button!

Updated : desaturated and lightened. NOW it really feels good...

Replacing an earlier scanned slide with a better version 24-Jul-15.

Court Line were part of the Clarksons Holiday group. They also had One-Elevens painted in yellow, green and blue. They were Luton (LTN) based and so I never got the opportunity to photograph the other colours.

Delivered new to Court Line as G-AXMF in Dec-69 prior to their start-up in Jan-70. It was repossessed by the British Aircraft Corporation in Sep-74 when Court Line ceased trading after the collapse of the Clarksons Travel Group. It was leased to Transbrasil in Dec-74 as PT-TYV and returned to BAC in Nov-77. It was sold to Austral Lineas Aereas as LV-MEX in Jan-78. It was retired and stored at Buenos Aries, Argentina, in Oct-94. It was leased to Patagonia Air in Aug-95 and returned to Austral in Jan-96 when it was stored again. In Jun-96 it was bought by European Air Charter who registered it VR-BED and returned it to the UK, intending to turn it into a VIP aircraft. However, it was stored at Bournemouth on it's return. In Apr-97 it was re-registered VP-BED with European Aviation. It became G-IIIH in Jun-97 and was eventually broken up at Bournemouth UK in Apr-01.

Replacing an earlier scanned photo with a better version 09-Aug-21 (DeNoiseAI).

I think this final livery from Canadi>n Airlines was definitely the best one since the original simple Canadian Pacific Air Lines livery.

Fleet No: "382".

This aircraft was delivered to the Nissho Iwai Corporation and leased to Canadian Airlines International as C-FCRA in Feb-91. Canadian Airlines was merged into Air Canada in Apr-01. It was withdrawn from service in May-03 and initially stored at Vancouver, Canada. The aircraft was returned to the lessor in Jul-03 and re-registered N895NC. It remained stored at Vancouver until it was ferried to Marana, AZ, USA in Nov-03 for further storage. It was leased to Aerolineas Argentinas as LV-AXF in Aug-04. The aircraft operated Aerolineas Argentinas' last Boeing 747 service from Madrid, Spain to Buenos Aires on 31-Jan-12 and was stored at Buenos Aires-Ezeiza in Feb-12. It was ferried to Mojave, CA, USA in Mar-13 and returned to the lessor. The aircraft was stored at Mojave, re-registered N268LM and permanently retired. It was sold to Atlas Air in Apr-13 for spares use and was last noted still at Mojave in Oct-15, still as LV-AXF and in basic Aerolinas Argentinas livery.

The registration CF-CRA/C-FCRA was previously used on a Canadian Pacific Air Lines B747-217B between Nov-73/Jan-86.

Replacing the street lamps in Mar Vista

Replacing an earlier scanned photo with a better version 11-May-18, plus Topaz DeNoise AI 20-Apr-24.

Fleet No: '721'.

This aircraft was delivered to Braniff Airways as N416BN in Jul-73. It was sold to American Airlines as N721AA in Dec-80. After 29 years in service the aircraft was retired at Mojave, CA, USA in Mar-02. It was sold to KCP leasing & Services LLC in Sep-02 and ferried to Newburgh, NY, USA for further storage. It made it's final journey in 2003 when it was permanently retired at San Bernadino, CA, USA.

Replacing an earlier scanned 6"x4" print with a better version 09-Jan-19 (DeNoise AI 14-Sep-22).

Taken just after a superb 45 minute flight around north Cheshire in this wonderful old aircraft. One of my 'Bucket List' items fulfilled.

Built in 1936 it's one one of the few aircraft I've flown in that's actually older than I am!

It was acquired by Lufthansa in the USA in 1984 and spent a year being restored by LH Technik at their base at Hamburg.

Replacing an earlier photo from May-18 with a better version 02-Oct-18.

Built in Mar-17 and stored at Toulouse awaiting engines, this aircraft was first flown with the Airbus test registration F-WWTO in Sep-17. It was delivered to Lufthansa as D-AINI in Oct-17. Current (May-18).

Foto Promo da Banda Replace

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Replacing an earlier scanned slide with a better version, plus Topaz DeNoise AI 28-Oct-23.

Fleet No: "646".

CF-TIB was delivered to TCA Trans Canada Air Lines in Jun-58 and TCA was renamed Air Canada in Jun-64. It was stored at Winnipeg, Manitoba, Canada, in Oct-72.

The aircraft was sold to United Aircraft Services Ltd in Apr-74 (technically, it became C-FTIB in May-74 when Canada also introduced the C-Gxxx registrations). It was sold again, to Beaver Enterprises in Jun-75.

In Nov-78 it became 9Q-CPP when it was sold to Zaire Aero Service, however it remained stored at Winnipeg and was repossessed by Beaver Enterprises in Aug-80, becoming C-FTIB again.

It was leased to Air Caravanne in Aug-80 and leased to Air Cardinal in Jun-81 before returning to Beaver Enterprises in Jan-82 when it was stored at Toronto, Canada.

The aircraft was sold in Zaire again in Jan-86 when it became 9Q-CTS with Scibe Airlift. Scibe sold it to Air Charter Service, Zaire, in Jun-86, they used the operating name 'Filair'.

The aircraft was damaged beyond repair in a landing accident when the nosewheel 'became detached' at Tshikapa, Zaire, in 1988. It was last noted still stored at Tshikapa in 1992 in derelict condition.

Now in 4K! Also, some modifications here and there.

The K50 is intended to replace the Tsar-class, as that design was found to be heavily flawed. However, the good features were borrowed from the Tsar-class, like its bridge that gave an excellent view on the battlespace.

The ship is based on the Pearl battlecruiser's hull, but modified to meet the needs of battleship. This class is supposed to fill out the gap between the said battlecruiser and The Divine superbattleship.

It utilizes many new features that makes it lighter and cheaper. Firtsly, it has only three turret versus the usual four of other nations' battleships while still having the same number of cannons. With one less turret a lot of weight was saved due to less machinery and a shorter citadel, this way more weight could be used for armor. At standard load it has a displacement of 38,230 t.

Armor

The ships' armor protection was designed to break up 16-inch (406 mm) shells from a distance of 15,000–20,000 meters and the primary armor plates made of Krupp cemented armor (which reduces spalling) are backed up by splinter bulkheads intended to contain any shell fragments.

The ship's waterline armor belt is 305 mm (12 in) thick and tapered to a thickness of 100 mm (3.9 in) at its bottom edge; above it is a strake of 229 mm (9.0 in) armor. The main deck armor is 104 mm (4 in). The turrets are protected with an armor thickness of 305 mm on the face, 230–190 mm (9.1–7.5 in) on the sides, and 152 mm on the roof. The barbettes of the second turret is protected by armor 305 mm thick, while the casemates of the 150 mm guns are protected by 37 mm armor plates. The sides of the conning tower are 369 mm (14.5 in) thick.

Propulsion

K50 is equipped with four steam turbines, each of which drove one propeller shaft. The turbines were designed to produce a total of 91,000 shaft horsepower provided by oil-fueled boilers. The ship could carry 5,000 long tons of fuel oil, giving her a range of 10,200 km at a speed of 16 knots. The ship exceeded her designed speed of 26.5 knots during her sea trials, reaching 26.7 knots .

Armament

K50 class' eight 50-caliber 41-centimeter guns are mounted in three turrets, one twin and two triple superfiring turrets fore and aft. Numbered one through three from front to rear, the hydraulically powered turrets give the guns an elevation range of −2 to +35 degrees, giving them a maximum range of 30,200 m. The rate of fire for the guns is around two rounds per minute.

The ship's secondary armament of 12 150 mm guns is mounted in four twin turrets and the remaining in casemates. These guns have a maximum range of 20,500 metres and fired at a rate of six to ten rounds per minute.

These guns are complemented by smaller oness, a dozen multipurpose 107 mm guns in twin turrets. Between the turrets is two twin torpedo launchers to give the ship more versatility.

Anti-aircraft defense is provided by six 84 mm high elevation guns, eight 40 mm guns in two quad turrets and eight 25mm guns, six in twin turrets and two as single mounts.

Replacing an earlier scanned slide with a (slightly) better version, plus Topaz DeNoise AI 25-Sep-23.

Named: "Deaglan / St. Declan".

This aircraft was delivered to the USAAF (United States Army Air Force) serialled 44-15166 in 1944, it was sold to DDL Det Danske Luftfartselskab (Danish Air Lines, one of the forerunners of SAS) as OY-AUB in Nov-46.

It was sold to Aer Lingus as EI-AFA in Nov-48 and stayed with them until it was sold to Nepal Airlines as 9N-AAL in Oct-63. It was eventually broken up, date unknown.

i was trying to figure out the benefits of replacing my struts

and this freaking girl kept getting in the way... how rude.

Replacing an earlier scanned photo with a better version 13-Jul-22 (DeNoise AI).

This aircraft was delivered to Lufthansa as D-ABHW in Feb-82. It was sold to Croatia Airlines as 9A-CTE in Jul-93. In Dec-98 it was sold to Aerotrans Ltd (South Africa) as ZS-OIV and leased to Nationwide Air Charter the same month.

Nationwide Air Charter ceased operations in Apr-08 and the aircraft was stored at Johannesburg. It was sold to KAL Aviation (UAE) as AP-BIP in Apr-09 and leased to Shaheen Air International (Pakistan) the same day.

After 30 years in service the aircraft was permanently retired at Karachi in Mar-12 and the registration was cancelled the following month. It was last noted still stored at Karachi in Jan-14.

Blog fodder: dennissylvesterhurd.blogspot.com/2022/05/noting-new-netwo...

Replacing an earlier scanned slide with a better version 17-Aug-21, plus Topaz DeNoise AI 13-May-23.

Towards the end of their lives, Cambrian Airways started to give their old C-47's a makeover. A new livery and refurbished interiors with fewer seats. Viscounts G-AMOG, MOH, MON and MOO were also painted in this livery.

Not long after this, both Cambrian (with a hideous orange livery) and BKS Air Transport (renamed 'Northeast' with an equally hideous yellow livery) became BEA/British Airways subsidiaries as part of the the newly created 'British Air Services'.

Delivered to the USAAF United States Army Air Forces as 42-92155 in Sep-43. Under 'Lend-Lease' the aircraft was transferred to the UK Royal Air Force as a Dakota 3 at the end of Dec-43 serialled FL563.

It was delivered to BOAC British Overseas Airways Corporation as G-AHCZ in Apr-46. The aircraft was leased to Iraqi Airways as YI-HCZ in Dec-46 and returned to BOAC as G-AHCZ in Apr-47.

In Aug-47 it was transferred to BEA British European Airways and leased to Cambrian Airways in Mar-59. Cambrian bought it in Oct-61. It was sold to Worldinter Supply Services, Cyprus as 5B-CBC in Apr-69. The aircraft was written of at Beirut, Lebanon (date unknown).

History info. Credit RZjets.net