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Replacing an earlier scanned slide with a better version 03-Feb-15, plus Topaz DeNoise AI 17-Jun-23.
Not my photo although I was there on the day (I ran out of film!), scanned from a slide in my collection (one of only 6 of the 18,200 photos on Flickr that I didn't take myself).
This aircraft was delivered new to the UK Royal Air Force in Feb-46 as MW258 and used extensively on the Berlin Air Lift. It was stored at RAF Kilbride, Scotland in Feb-51 and transferred to RAF Aldergrove, Belfast in Feb-54.
It was sold to Aviation Traders (Engineering) Ltd. in Dec-54 as G-ANXN and transferred to Air Charter in Feb-55. Dan-Air bought it in Sep-56 and operated it for 7 years until it was retired at Lasham in 1963 and broken up there later the same year.
Replaced broken sections of painted glass, cosmetic repairs and cleaning of stained glass windows. 19c. Maxwell Park, Pollokshields, Glasgow. www.rdwglass.com
PLEASE, NO invitations or self promotions, THEY WILL BE DELETED. My photos are FREE to use, just give me credit and it would be nice if you let me know, thanks.
San Francisco City Hall is the seat of government for the City and County of San Francisco. The structure's dome is the fifth largest in the world—taller than that of the United States Capitol by 12.8 m (42 ft). The present building replaced an earlier City Hall that was destroyed during the 1906 earthquake, which was 2 blocks from the present one.
Replacing an earlier scanned slide with a better version 20-Dec-15.
Delivered to JAL Japan Air Lines in Mar-66 as JA8311, it was sold to Dan-Air Services as G-BAJW in Dec-72. It was wet-leased to GAS Air Nigeria for the 1983/84 winter season between Oct-83/Apr-84.
It was also leased to Royal Nepal Airlines as 9N-ABW for the winter season 1985/85 from Oct-85/Apr-86 when it returned to G-BAJW again. In Mar-88 it was sold to the Aeron Leasing Corporation and leased back to Dan-Air until they returned it to Aeron in Oct-89.
It was sold the same day to AmeriJet International as N190AJ and converted to freighter with a main-deck cargo door in Jan-90. The aircraft was wet-leased to Aces Colombia in Jan-91 and returned to Amerijet in Dec-91.
It was sold to Northern Air Cargo (Alaska) in Apr-98. It continued in service with NAC through into the 2000's and was retired at Anchorage, AK, USA, in approx 2011. It's still in use (2015) as a Fire Service trainer.
317649 approaches Shepreth Branch Jn. (south of Cambridge) working an afternoon Cambridge - Liverpool Street services. To the right of the train is Addenbrooke's Hospital, while on the left are two new bridges over the railway which had yet to be opened - the Addenbrooke's Link Road and the Cambridge Guided Busway; Cambridge South station will be located between the two.
The EMU carries the original livery of the West Anglia Great Northern franchisee, designed by Ray Stenning's Best Impressions after that company had designed a new livery for Stagecoach-owned South West Trains (which was subsequently adapted for use on Stagecoach's bus fleets, replacing its original "stripes" livery). Sadly, this attractive livery was only ever carried by the 317/6 subclass; these EMUs had been built between 1985 and 1987 to replace slam door class 312s on Great Northern outer suburban services, and were refurbished under Prism Rail-owned WAGN in 1998, being reclassified from 317/2 to 317/6 and renumbered at the same time - 317649 was originally 317349. The refurbishment included replacing 3+2 seating with 2+2 to match the class 365 "Networker Express" units on the GN, but the livery was not applied to the 365s as their paintwork was still under warranty. When WAGN was split in April 2004, all the 317/6s ended up with the Greater Anglia franchise (known as 'one' initially), and when this company was rebranded as National Express East Anglia a white stripe was added to the livery so that "national express" and "East Anglia" branding could be added - as seen here.
On this particular sunny Saturday I'd been sat at home (as there wasn't really much of interest about) when a gen message came through that a Freightliner container train had been seen heading north through Elsenham, the pair of 86s on the front being dragged by a 66 as the train would be routed via Dullingham and Bury St. Edmunds to reach Ipswich (and subsequently Felixstowe). I rushed into Cambridge to get a shot of it after taking the Newmarket line at Coldham Lane Jn. (see here) and then wondered what to do on such a lovely day, having made the effort to go out. So I came to Shepreth Branch Jn. to photograph units of various sorts.
Visit Brian Carter's Non-Transport Pics to see my photos of landscapes, buildings, bridges, sunsets, rainbows and more.
Replacing an earlier scanned photo with a better version 01-Feb-18 (DeNoise AI 11-Sep-22).
BASE Airlines - Business Air, with additional 'So nice to fly with' titles.
Previously G-LOGT of Loganair
Replacing an earlier scanned slide with a better version 19-Apr-22 DeNoise AI).
Fleet No: "866".
Delivered to Air Canada in Jul-68 as CF-TJZ, it became C-FTJZ in May-74 when Canada also introduced the C-Gxxx registration series. It was retired and stored at Marana, AZ, USA, in Jan-83.
In Jul-85 it was sold to United Aviation Services Inc and leased to Eagle Air, Iceland, as TF-ISA. It was sub-leased to Air Algerie on Haj Pilgrimage flights between late Jul/Sep-85 and again between early Jul/Sep-86. It was returned to United Aviation Services in Nov-86 and stored.
In Mar-87 it was re-registered N48UA, sold to a 'Michael A Meagher' and leased back to United Aviation Services. In Aug-91 it was sold to Wilmington Trust Company and leased back to UAS Engineering Inc. It was returned to Wilmington Trust in Jan-92 and re-registered N161DB in Jul-92.
In Nov-92, after spending most of the previous six years on the ground, it was leased to Buffalo Airways (not the Canadian 'Ice Pilots' one) and sub-leased to Aeropostal Venezuela the following month, returning to Buffalo Airways in Jun-93. It was sub-leased to Translift Airways, Ireland, between Jun/Sep-93.
By Mar-94 it has been converted into a freighter with a main-deck cargo door. It was stored at Miami, FL, USA, in Dec-95. It was sold to another couple of lessors during Dec-95 and remained stored until it was leased to Florida West Airlines in Jun-96.
It was returned to Tranship Investments Ltd in Dec-99 and was leased to MAS Air Cargo as XA-MAA the following month. It returned to the lessor in May-01 and was leased to ABSA Cargo, Brazil, in Jun-01 as PR-ABA.
The aircraft was permanently retired at Sao Paulo-Viracopos (date unknown) and was last noted still at Viracopos in Aug-14 in very dirty condition.
Withdrawn and stored GE Dash-7s 5057-5059-5058 watch silently as two of their replacements, GE Dash 9s 7067-7068, head past the 7-Mile Yard at Karratha with an empty ore consist on August 17, 1998
(98.040.23_HI_5057-59_7067-68MPwt)
Replacing an earlier scanned photo with a better version 22-May-22 (DeNoise AI). Slightly blurred!
Operated by Eagle Airways on behalf of Air New Zealand Link.
Enlarged from a shot well beyond the focal range of the 200mm lens I had at the time. A little blurred in places, but 'it is what it is'. Bandeirantes were rare in 1999, even more so now.
For my photography project, I followed my friend Gloria around for a day, when going to stage school.
And I just really like this photo. :)
Replacing an earlier scanned slide with a better version 09-Sep-15, plus Topaz DeNoise AI 01-Sep-25.
Fleet No: "608".
Delivered new to Eastern Air Lines as N8608 in Aug-60, the aircraft was sold to Air Spain in Apr-73 as EC-CDA. Air Spain ceased operating in Feb-75 and the aircraft was stored at Palma, Majorca, Spain.
It was Jun-76 before Eastern was able to repossess it through the Spanish Courts and it became N8608 again. It was ferried back to the USA in Aug-76 and stored at Marana, AZ.
It was sold to JH Goodwin & Associates in Nov-76 and remained stored until it was sold to Hamarein Air of the United Arab Emirates as A6-SHA in Feb-77. It was leased to Bursa Hava Yollari, Turkey, as TC-JBV in Mar-80 and they bought it 4 months later.
It was withdrawn from use and stored at Beek, Holland, in Apr-81. It remained stored at Beek until it was bought by Omega Air for spares in Sep-84. It was broken up at Beek in Dec-84.
An Air Force Lockheed Martin F-22 "Raptor" assigned to the 3rd Wing flies over Joint Base Elmendorf-Richardson, Alaska, Feb. 27, 2018. The Lockheed Martin F-22 "Raptor" is the U.S. Air Force’s premium fifth-generation fighter asset.
From Wikipedia, the free encyclopedia
The Lockheed Martin F-22 "Raptor" is a fifth-generation, single-seat, twin-engine, all-weather stealth tactical fighter aircraft developed for the United States Air Force (USAF). The result of the USAF's Advanced Tactical Fighter (ATF) program, the aircraft was designed primarily as an air superiority fighter, but also has ground attack, electronic warfare, and signal intelligence capabilities. The prime contractor, Lockheed Martin, built most of the F-22's airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.
The aircraft was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Despite its protracted development and various operational issues, USAF officials consider the F-22 a critical component of the service's tactical air power. Its combination of stealth, aerodynamic performance, and situational awareness enable unprecedented air combat capabilities.
Service officials had originally planned to buy a total of 750 ATFs. In 2009, the program was cut to 187 operational production aircraft due to high costs, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile F-35. The last F-22 was delivered in 2012.
Development
Origins
In 1981, the U.S. Air Force identified a requirement for an Advanced Tactical Fighter (ATF) to replace the F-15 "Eagle" and F-16 "Fighting Falcon". Code named "Senior Sky", this air-superiority fighter program was influenced by emerging worldwide threats, including new developments in Soviet air defense systems and the proliferation of the Su-27 "Flanker"- and MiG-29 "Fulcrum"-class of fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems, more powerful propulsion systems, and most importantly, stealth technology. In 1983, the ATF concept development team became the System Program Office (SPO) and managed the program at Wright-Patterson Air Force Base. The demonstration and validation (Dem/Val) request for proposals (RFP) was issued in September 1985, with requirements placing strong emphasis on stealth and supercruise. Of the seven bidding companies, Lockheed and Northrop were selected on 31 October 1986. Lockheed teamed with Boeing and General Dynamics while Northrop teamed with McDonnell Douglas, and the two contractor teams undertook a 50-month Dem/Val phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23, respectively.
Dem/Val was focused on risk reduction and technology development plans over specific aircraft designs. Contractors made extensive use of analytical and empirical methods, including computational fluid dynamics, wind-tunnel testing, and radar cross-section calculations and pole testing; the Lockheed team would conduct nearly 18,000 hours of wind-tunnel testing. Avionics development was marked by extensive testing and prototyping and supported by ground and flying laboratories. During Dem/Val, the SPO used the results of performance and cost trade studies conducted by contractor teams to adjust ATF requirements and delete ones that were significant weight and cost drivers while having marginal value. The short takeoff and landing (STOL) requirement was relaxed in order to delete thrust-reversers, saving substantial weight. As avionics was a major cost driver, side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. However, space and cooling provisions were retained to allow for future addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II. Despite efforts by the contractor teams to rein in weight, the takeoff gross weight estimate was increased from 50,000 lb (22,700 kg) to 60,000 lb (27,200 kg), resulting in engine thrust requirement increasing from 30,000 lbf (133 kN) to 35,000 lbf (156 kN) class.
Each team produced two prototype air vehicles for Dem/Val, one for each of the two engine options. The YF-22 had its maiden flight on 29 September 1990 and in flight tests achieved up to Mach 1.58 in supercruise. After the Dem/Val flight test of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the Lockheed team as the winner of the ATF competition. The YF-23 design was considered stealthier and faster, while the YF-22, with its thrust vectoring nozzles, was more maneuverable as well as less expensive and risky. The aviation press speculated that the Lockheed team's design was also more adaptable to the U.S. Navy's Navalized Advanced Tactical Fighter (NATF), but by 1992, the Navy had abandoned NATF.
Production and procurement
As the program moved to full-scale development, or the Engineering & Manufacturing Development (EMD) stage, the production version had notable differences from the YF-22, despite having a broadly similar shape. The swept-back angle of the leading edge was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%. To improve pilot visibility, the canopy was moved forward 7 inches (18 cm), and the engine intakes moved rearward 14 inches (36 cm). The shapes of the wing and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. Increasing weight during development caused slight reductions in range and maneuver performance.
Prime contractor Lockheed Martin Aeronautics manufactured the majority of the airframe and performed final assembly at Dobbins Air Reserve Base in Marietta, Georgia; program partner Boeing Defense, Space & Security provided additional airframe components as well as avionics integration and training systems. The first F-22, an EMD aircraft with tail number 4001, was unveiled at Marietta, Georgia, on 9 April 1997, and first flew on 7 September 1997. Production, with the first lot awarded in September 2000, supported over 1,000 subcontractors and suppliers from 46 states and up to 95,000 jobs, and spanned 15 years at a peak rate of roughly two airplanes per month. In 2006, the F-22 development team won the Collier Trophy, American aviation's most prestigious award. Due to the aircraft's advanced nature, contractors have been targeted by cyberattacks and technology theft.
The USAF originally envisioned ordering 750 ATFs at a total program cost of $44.3 billion and procurement cost of $26.2 billion in fiscal year (FY) 1985 dollars, with production beginning in 1994. The 1990 Major Aircraft Review led by Secretary of Defense Dick Cheney reduced this to 648 aircraft beginning in 1996. By 1997, funding instability had further cut the total to 339, which was again reduced to 277 by 2003. In 2004, the Department of Defense (DoD) further reduced this to 183 operational aircraft, despite the USAF's preference for 381. A multi-year procurement plan was implemented in 2006 to save $15 billion, with total program cost projected to be $62 billion for 183 F-22s distributed to seven combat squadrons. In 2008, Congress passed a defense spending bill that raised the total orders for production aircraft to 187.
The first two F-22s built were EMD aircraft in the Block 1.0 configuration for initial flight testing, while the third was a Block 2.0 aircraft built to represent the internal structure of production airframes and enabled it to test full flight loads. Six more EMD aircraft were built in the Block 10 configuration for development and upgrade testing, with the last two considered essentially production quality jets. Production for operational squadrons consisted of 37 Block 20 training aircraft and 149 Block 30/35 combat aircraft; one of the Block 35 aircraft is dedicated to flight sciences at Edwards Air Force Base.
The numerous new technologies in the F-22 resulted in substantial cost overruns and delays. Many capabilities were deferred to post-service upgrades, reducing the initial cost but increasing total program cost. As production wound down in 2011, the total program cost is estimated to be about $67.3 billion, with $32.4 billion spent on Research, Development, Test and Evaluation (RDT&E) and $34.9 billion on procurement and military construction (MILCON) in then year dollars. The incremental cost for an additional F-22 was estimated at about $138 million in 2009.
Ban on exports
The F-22 cannot be exported under US federal law to protect its stealth technology and other high-tech features. Customers for U.S. fighters are acquiring earlier designs such as the F-15 "Eagle" and F-16 "Fighting Falcon" or the newer F-35 "Lightning II", which contains technology from the F-22 but was designed to be cheaper, more flexible, and available for export. In September 2006, Congress upheld the ban on foreign F-22 sales. Despite the ban, the 2010 defense authorization bill included provisions requiring the DoD to prepare a report on the costs and feasibility for an F-22 export variant, and another report on the effect of F-22 export sales on U.S. aerospace industry.
Some Australian politicians and defense commentators proposed that Australia should attempt to purchase F-22s instead of the planned F-35s, citing the F-22's known capabilities and F-35's delays and developmental uncertainties. However, the Royal Australian Air Force (RAAF) determined that the F-22 was unable to perform the F-35's strike and close air support roles. The Japanese government also showed interest in the F-22 for its Replacement-Fighter program. The Japan Air Self-Defense Force (JASDF) would reportedly require fewer fighters for its mission if it obtained the F-22, thus reducing engineering and staffing costs. However, in 2009 it was reported that acquiring the F-22 would require increases to the Japanese government's defense budget beyond the historical 1 percent of its GDP. With the end of F-22 production, Japan chose the F-35 in December 2011. Israel also expressed interest, but eventually chose the F-35 because of the F-22's price and unavailability.
Production termination
Throughout the 2000s, the need for F-22s was debated, due to rising costs and the lack of relevant adversaries. In 2006, Comptroller General of the United States David Walker found that "the DoD has not demonstrated the need" for more investment in the F-22, and further opposition to the program was expressed by Secretary of Defense Donald Rumsfeld, Deputy Secretary of Defense Gordon R. England, Senator John McCain, and Chairman of U.S. Senate Committee on Armed Services Senator John Warner. The F-22 program lost influential supporters in 2008 after the forced resignations of Secretary of the Air Force Michael Wynne and the Chief of Staff of the Air Force General T. Michael Moseley.
In November 2008, Secretary of Defense Robert Gates stated that the F-22 was not relevant in post-Cold War conflicts such as irregular warfare operations in Iraq and Afghanistan, and in April 2009, under the new Obama Administration, he called for ending production in FY2011, leaving the USAF with 187 production aircraft. In July, General James Cartwright, Vice Chairman of the Joint Chiefs of Staff, stated to the Senate Committee on Armed Services his reasons for supporting termination of F-22 production. They included shifting resources to the multirole F-35 to allow proliferation of fifth-generation fighters for three service branches and preserving the F/A-18 production line to maintain the military's electronic warfare (EW) capabilities in the Boeing EA-18G "Growler". Issues with the F-22's reliability and availability also raised concerns. After President Obama threatened to veto further production, the Senate voted in July 2009 in favor of ending production and the House subsequently agreed to abide by the 187 production aircraft cap. Gates stated that the decision was taken in light of the F-35's capabilities, and in 2010, he set the F-22 requirement to 187 aircraft by lowering the number of major regional conflict preparations from two to one.
In 2010, USAF initiated a study to determine the costs of retaining F-22 tooling for a future Service Life Extension Program (SLEP). A RAND Corporation paper from this study estimated that restarting production and building an additional 75 F-22s would cost $17 billion, resulting in $227 million per aircraft, or $54 million higher than the flyaway cost. Lockheed Martin stated that restarting the production line itself would cost about $200 million. Production tooling and associated documentation were subsequently stored at the Sierra Army Depot, allowing the retained tooling to support the fleet life cycle. There were reports that attempts to retrieve this tooling found empty containers, but a subsequent audit found that the tooling was stored as expected.
Russian and Chinese fighter developments have fueled concern, and in 2009, General John Corley, head of Air Combat Command, stated that a fleet of 187 F-22s would be inadequate, but Secretary Gates dismissed General Corley's concern. In 2011, Gates explained that Chinese fifth-generation fighter developments had been accounted for when the number of F-22s was set, and that the U.S. would have a considerable advantage in stealth aircraft in 2025, even with F-35 delays. In December 2011, the 195th and final F-22 was completed out of 8 test EMD and 187 operational aircraft produced; the aircraft was delivered to the USAF on 2 May 2012.
In April 2016, the House Armed Services Committee (HASC) Tactical Air and Land Forces Subcommittee proposed legislation that would direct the Air Force to conduct a cost study and assessment associated with resuming production of the F-22. Since the production halt directed in 2009 by then Defense Secretary Gates, lawmakers and the Pentagon noted that air warfare systems of Russia and China were catching up to those of the U.S. Lockheed Martin has proposed upgrading the Block 20 training aircraft into combat-coded Block 30/35 versions as a way to increase numbers available for deployment. On 9 June 2017, the Air Force submitted their report to Congress stating they had no plans to restart the F-22 production line due to economic and operational issues; it estimated it would cost approximately $50 billion to procure 194 additional F-22s at a cost of $206–$216 million per aircraft, including approximately $9.9 billion for non-recurring start-up costs and $40.4 billion for aircraft procurement costs.
Upgrades
The first aircraft with combat-capable Block 3.0 software flew in 2001. Increment 2, the first upgrade program, was implemented in 2005 for Block 20 aircraft onward and enabled the employment of Joint Direct Attack Munitions (JDAM). Certification of the improved AN/APG-77(V)1 radar was completed in March 2007, and airframes from production Lot 5 onward are fitted with this radar, which incorporates air-to-ground modes. Increment 3.1 for Block 30 aircraft onward provided improved ground-attack capability through synthetic aperture radar mapping and radio emitter direction finding, electronic attack and Small Diameter Bomb (SDB) integration; testing began in 2009 and the first upgraded aircraft was delivered in 2011. To address oxygen deprivation issues, F-22s were fitted with an automatic backup oxygen system (ABOS) and modified life support system starting in 2012.
Increment 3.2 for Block 35 aircraft is a two-part upgrade process; 3.2A focuses on electronic warfare, communications and identification, while 3.2B includes geolocation improvements and a new stores management system to show the correct symbols for the AIM-9X and AIM-120D. To enable two-way communication with other platforms, the F-22 can use the Battlefield Airborne Communications Node (BACN) as a gateway. The planned Multifunction Advanced Data Link (MADL) integration was cut due to development delays and lack of proliferation among USAF platforms. The F-22 fleet is planned to start receiving Increment 3.2B as well as a software upgrade for cryptography capabilities and avionics stability in May 2019. A Multifunctional Information Distribution System-Joint (MIDS-J) radio that replaces the current Link-16 receive-only box is expected to be operational by 2020. Subsequent upgrades are also focusing on having an open architecture to enable faster future enhancements.
In 2024, funding is projected to begin for the F-22 mid-life upgrade (MLU), which is expected to include new sensors and antennas, hardware refresh, cockpit improvements, and a helmet mounted display and cuing system. Other enhancements being developed include IRST functionality for the AN/AAR-56 Missile Launch Detector (MLD) and more durable stealth coating based on the F-35's.
The F-22 was designed for a service life of 8,000 flight hours, with a $350 million "structures retrofit program". Investigations are being made for upgrades to extend their useful lives further. In the long term, the F-22 is expected to be superseded by a sixth-generation jet fighter to be fielded in the 2030s.
Design
Overview
The F-22 "Raptor" is a fifth-generation fighter that is considered fourth generation in stealth aircraft technology by the USAF. It is the first operational aircraft to combine supercruise, supermaneuverability, stealth, and sensor fusion in a single weapons platform. The F-22 has four empennage surfaces, retractable tricycle landing gear, and clipped delta wings with reverse trailing edge sweep and leading edge extensions running to the upper outboard corner of the inlets. Flight control surfaces include leading-edge flaps, flaperons, ailerons, rudders on the canted vertical stabilizers, and all-moving horizontal tails (stabilators); for speed brake function, the ailerons deflect up, flaperons down, and rudders outwards to increase drag.
The aircraft's dual Pratt & Whitney F119-PW-100 augmented turbofan engines are closely spaced and incorporate pitch-axis thrust vectoring nozzles with a range of ±20 degrees; each engine has maximum thrust in the 35,000 lbf (156 kN) class. The F-22's thrust-to-weight ratio at typical combat weight is nearly at unity in maximum military power and 1.25 in full afterburner. Maximum speed without external stores is approximately Mach 1.8 at military power and greater than Mach 2 with afterburners.
The F-22's high cruise speed and operating altitude over prior fighters improve the effectiveness of its sensors and weapon systems, and increase survivability against ground defenses such as surface-to-air missiles. The aircraft is among only a few that can supercruise, or sustain supersonic flight without using fuel-inefficient afterburners; it can intercept targets which subsonic aircraft would lack the speed to pursue and an afterburner-dependent aircraft would lack the fuel to reach. The F-22's thrust and aerodynamics enable regular combat speeds of Mach 1.5 at 50,000 feet (15,000 m). The use of internal weapons bays permits the aircraft to maintain comparatively higher performance over most other combat-configured fighters due to a lack of aerodynamic drag from external stores. The aircraft's structure contains a significant amount of high-strength materials to withstand stress and heat of sustained supersonic flight. Respectively, titanium alloys and composites comprise 39% and 24% of the structural weight.
The F-22's aerodynamics, relaxed stability, and powerful thrust-vectoring engines give it excellent maneuverability and energy potential across its flight envelope. The airplane has excellent high alpha (angle of attack) characteristics, capable of flying at trimmed alpha of over 60° while maintaining roll control and performing maneuvers such as the Herbst maneuver (J-turn) and Pugachev's Cobra. The flight control system and full-authority digital engine control (FADEC) make the aircraft highly departure resistant and controllable, thus giving the pilot carefree handling.
Stealth
The F-22 was designed to be highly difficult to detect and track by radar. Measures to reduce radar cross-section (RCS) include airframe shaping such as alignment of edges, fixed-geometry serpentine inlets and curved vanes that prevent line-of-sight of the engine faces and turbines from any exterior view, use of radar-absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. The F-22 was also designed to have decreased radio emissions, infrared signature and acoustic signature as well as reduced visibility to the naked eye. The aircraft's flat thrust-vectoring nozzles reduce infrared emissions of the exhaust plume to mitigate the threat of infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Additional measures to reduce the infrared signature include special topcoat and active cooling of leading edges to manage the heat buildup from supersonic flight.
Compared to previous stealth designs like the F-117, the F-22 is less reliant on RAM, which are maintenance-intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 has a Signature Assessment System which delivers warnings when the radar signature is degraded and necessitates repair. While the F-22's exact RCS is classified, in 2009 Lockheed Martin released information indicating that from certain angles the aircraft has an RCS of 0.0001 m² or −40 dBsm – equivalent to the radar reflection of a "steel marble". Effectively maintaining the stealth features can decrease the F-22's mission capable rate to 62–70%.
The effectiveness of the stealth characteristics is difficult to gauge. The RCS value is a restrictive measurement of the aircraft's frontal or side area from the perspective of a static radar. When an aircraft maneuvers it exposes a completely different set of angles and surface area, potentially increasing radar observability. Furthermore, the F-22's stealth contouring and radar absorbent materials are chiefly effective against high-frequency radars, usually found on other aircraft. The effects of Rayleigh scattering and resonance mean that low-frequency radars such as weather radars and early-warning radars are more likely to detect the F-22 due to its physical size. However, such radars are also conspicuous, susceptible to clutter, and have low precision. Additionally, while faint or fleeting radar contacts make defenders aware that a stealth aircraft is present, reliably vectoring interception to attack the aircraft is much more challenging. According to the USAF an F-22 surprised an Iranian F-4 "Phantom II" that was attempting to intercept an American UAV, despite Iran's assertion of having military VHF radar coverage over the Persian Gulf.
Replaced with Hasselblad X1 scan:
Somewhere in the Tien Shan in southeastern Kyrgyzstan.
August 2010.
Contax G2, Zeiss G Biogon 21mm and Kodak Ektar.
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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 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 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.
Replaces earlier photo. The smokey eye might look a little over the top, but rest assured i'm not on meth.
521 - PA06 AAU
Alexander Dennis Trident, East Lancs Myllennium Lolyne (H47/27F)
Xelabus, Eastleigh
Southampton Road, Eastleigh
29 October 2022
(HMN 249J)
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 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 scanned slide with a better version 31-Jan-15, plus Topaz DeNoise AI 06-Jun-23.
This aircraft was delivered new to the US Army Air Force as a C-54-DO in Sep-42 serialled 42-32941. It survived the war and was sold to Pennsylvania Central Airlines a N88747 in Jul-46.
PCA converted it to DC-4A standard with a standard passenger door in 1946. They were renamed Capital Airlines in Apr-48. The aircraft was sold to Pacific Southwest Airlines in 1955.
In 1960 it was sold to a private individual. It was bought by Starways in Feb-61 as G-ARIY and served with them until just before they were taken over by British Eagle International Airlines in Jan-64.
Transferred to Aviation Overhauls at the end of Dec-63 it was stored at Liverpool. Aviation Overhauls were unable to sell it as it didn't have a cargo door and it was broken up for spares in 1965. The remaining empty hull was sold to the Liverpool Airport Fire Service in early 1966 and it ended up on the Fire Dump, used for training.
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.
The Series 62 was a series of cars produced by Cadillac from 1940 through 1964 (when it was renamed the Cadillac Calais, continuing on under that badge until 1976). Originally designed to replace the entry level Series 65, it became the Series 6200 in 1959, and remained that until the change to Calais five years later.
For 1948, the Series 62 was moved to the same 126 in (3,200 mm) chassis as the Series 61, making the vehicles virtually identical. The main difference, apart from extra chrome, was the availability of a convertible model. Distinguishing features included grooved bright metal front fender gravel guards, rocker panel brightwork, chevron style chrome shlashes below taillights and slightly richer interior trim. Also in 1948 the first tail fins were added. Sales fell to 34,213, nevertheless accounting for a record 68% of all Cadillacs sold.
The new Cadillac OHV V8 was the big news for 1949, with minor trim differences otherwise. This 331 cu in (5.4 L) engine produced 160 hp (119 kW).The major difference between Series 61 and Series 62 models of similar body style was minor trim variations. The higher-priced series again had grooved, front fender stone shields and bright rocker panel moldings. Chevrons below the taillights were no longer seen. The convertible was an exclusive offering. A heater was optional.
Sales reached a record 55,643.
The Cadillac Series 62 Coupe de Ville was introduced late in the 1949 model year. Along with the Buick Roadmaster Riviera, and the Oldsmobile 98 Holiday, it was among the first pillarless hardtop coupes ever produced. At $3,496 it was only a dollar less than the Series 62 convertible, and like the convertible, it came with power windows standard. It was luxuriously trimmed, with leather upholstery and chrome 'bows' in the headliner to simulate the ribs of a convertible top.
For 1950, major styling changes were performed. The cars were lower and sleeker, with longer hoods, and one-piece windshields were fitted. Hydramatic transmission was now standard. The Series 61 was again a short wheelbase model, having been reduced to 122 in (3099 mm).
Sales set yet another record at 59,818.
Full-length chrome rocker panels set off the 1951 model, and the Coupe de Ville was now marked with noticeably-improved trim, including Coupe de Ville script on the rear roof pillar. Sales were 81,844, or a record of over 74% of all Cadillacs sold. Popular Mechanics reported about 20 mpg at 45mph.
In 1952, to commemorate the 50th anniversary of Cadillac, the V-shaped hood and deck emblems were done as gold castings. The Series 62 sedan was also characterized by a higher rear deck lid contour. This provided additional luggage space. Back up lights were now standard equipment and were incorporated in the taillights. The grille wraparound panels were redesigned once again having broad chrome trim below each headlight with side scoop styling and gold-colored winged emblem mounted in the center. At the rear all Cadillacs adopted a through the bumper dual exhaust system. Deck ornamentation took the form of a Cadillac crest over abroad golden "V". New standard features included self-winding clocks, improved direction signal indicators, glare proof mirrors, stannate treated pistons, and four barrel carburetion. Engine output for the 331 was up to 190 hp (142 kW). Sales fell to 70,255, but with the Series 61 out of the way, Series 62 sales accounted for a record 78% of all Cadillacs.
The 1953 Series 62 saw a redesigned grille with heavier integral bumper and bumper guards, the repositioning of parking lamps directly under the headlights, chrome "eybrow" type headlamp doors, and one piece rear windows without division bars. Wheel discs were fashioned in an attractive new disced design. Series 62 bodystyles were identified by non louvered rear fenders, the use of thin bright metal underscores on the bottom rear of the cars only and the decoration of both hood and deck lid with Cadillac crests and V- shaped ornaments. The Club Coupe model disappeared. Two door Series 62 were now all hardtops (including the better equipped Coupe de Ville) or convertibles. Another familiar name appeared on 1953's Series 62. The top of the line subseries Eldorado was one of three specialty convertibles produced in 1953 by General Motors, the other two being the Oldsmobile 98 Fiesta and the Buick Roadmaster Skylark. The Eldorado was a limited-edition luxury convertible, and would eventually become its own series. It featured a full assortment of deluxe accessories, including wire wheels, and introduced the wraparound windshield to Cadillac standard production.
Sales set a new record at 85,446.
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.
Nur sehr wenige Möbel und sonstige Objekte aus Schillers Zeit sind im Haus erhalten geblieben. Sie wurden durch ähnliche Stücke aus der gleichen Zeit oder Nachbauten ersetzt.
Only very few pieces of furniture and other objects from Schiller's time have been preserved in the house. They have been replaced by similar pieces from the same period or replicas.
Schillers Gartenhaus mit einem 1600 Quadratmeter großen Garten ist eine von nur zwei erhaltenen Wohnstätten Friedrich Schillers in Jena, in der er mit seiner Familie in den Sommern der Jahre 1797 bis 1799 lebte. Hier entstanden einige seiner wichtigsten Werke, wie Teile von Wallenstein und Maria Stuart, sowie zahlreiche Balladen. 1799 zog Schiller mit seiner Familie nach Weimar, gab allerdings das Jenaer Gartenhaus erst 1801 endgültig auf. Das Haus befindet sich heute in Besitz der Friedrich-Schiller-Universität, die hier ein Museum und einen Diskursort mit zahlreichen Veranstaltungsformen unterhält.
Schiller's garden house with a garden of 1600 square metres is one of only two surviving residences of Friedrich Schiller in Jena, where he lived with his family in the summers of 1797 to 1799 and where he wrote some of his most important works, such as parts of Wallenstein and Maria Stuart, as well as numerous ballads. Schiller moved to Weimar with his family in 1799, but did not finally give up the Jena garden house until 1801. The house is now owned by the Friedrich Schiller University, which maintains a museum and a discourse centre with numerous types of events.
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 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.
► █░▓ LAST SUMMER I payed a visit to my watchmaker. After almost four years I was looking forward to se him and replace a battery in my watch. A young woman, who turns out to be his daughter in law, stood behind the counter. She said that he had passed away. I was struck. He was a relatively young and good looking, healthy middle-aged man. A real gentleman, like all watchmakers used to be in Belgrade of my youth.
—She took my condolences and kindly let me take a picture of this old watch in the drawer while I was still confused with what I'd just heard.
This old ᴇᴛᴇʀɴᴀ watch plays a symbolic roll in my memory. We have been using other devices to read time for a while already. In this electronic day and age not just the watchmakers pass away (as they always have); their craft is dying too. Along with this superb exquisite craft and the art of designing and making beautiful watches like this one. I defy anyone to show me a modern watch design that can distantly match this one.
The time has stopped for the watchmaker and his favorite timepiece; the eternity has obviously opened up. But note that the pointer still hasn’t reached ETERNA, and that both the pointers are slightly bent and have a broken section. Even the time – for us humans the boldest, the least malleable and the most insurmountable of all dimensions – has to stop at the gate of eternity.
We will never truly be able to understand eternal life from the perspectives of this world. Yet, there are so many people who think that something they don’t fathom cannot therefore be true or can't even exist. Such a tragic boldness, and just because they cannot grasp it.
That is a sadder form of existence. I wish they woke up and commenced a more dignified, humane view on the complexities of the universe.
The cameraphone capture edited in Snapseed app.
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Elgin Cathedral is a historic ruin in Elgin, Moray, north-east Scotland. The cathedral—dedicated to the Holy Trinity—was established in 1224 on land granted by King Alexander II outside the burgh of Elgin and close to the River Lossie. It replaced the cathedral at Spynie, 3 kilometres (1.9 mi) to the north, that was served by a small chapter of eight clerics. The new and bigger cathedral was staffed with 18 canons in 1226 and then increased to 23 by 1242. After a damaging fire in 1270, a rebuilding programme greatly enlarged the building. It was unaffected by the Wars of Scottish Independence but again suffered extensive fire damage in 1390 following an attack by Robert III's brother Alexander Stewart, Earl of Buchan, also known as the Wolf of Badenoch. In 1402 the cathedral precinct again suffered an incendiary attack by the followers of the Lord of the Isles. The number of clerics required to staff the cathedral continued to grow, as did the number of craftsmen needed to maintain the buildings and surrounds.
The cathedral went through periods of enlargement and renovation following the fires of 1270 and 1390 that included the doubling in length of the choir, the provision of outer aisles to the northern and southern walls of both the nave and choir. Today, these walls are at full height in places and at foundation level in others yet the overall cruciform shape is still discernible. A mostly intact octagonal chapter house dates from the major enlargement after the fire of 1270. The gable wall above the double door entrance that links the west towers is nearly complete and was rebuilt following the fire of 1390. It accommodates a large window opening that now only contains stub tracery work and fragments of a large rose window. Recessed and chest tombs in both transepts and in the south aisle of the choir contain effigies of bishops and knights, and large flat slabs in the now grass-covered floor of the cathedral mark the positions of early graves. The homes of the dignitaries and canons, or manses, stood in the chanonry and were destroyed by fire on three occasions: in 1270, 1390 and 1402. The two towers of the west front are mostly complete and were part of the first phase of construction. Only the precentor's manse is substantially intact; two others have been incorporated into private buildings. A protective wall of massive proportions surrounded the cathedral precinct, but only a small section has survived. The wall had four access gates, one of which—the Pans Port—still exists.
The number of canons had increased to 25 by the time of the Scottish Reformation in 1560, when the cathedral was abandoned and its services transferred to Elgin's parish church of St Giles. After the removal of the lead waterproofing of the roof in 1567, the cathedral fell steadily into decay. The building was still largely intact in 1615 but in the winter of 1637, a storm brought down the roof covering the eastern limb. In the spring of 1711, the central steeple above the crossing collapsed taking the walls of the nave with it. Ownership was transferred from the Church to the Crown in 1689 but that made no difference to the building's continuing deterioration. Only in the early years of the 19th Century did the Crown begin the conservation process—the stabilisation of the structure proceeded through until the end of the 20th Century with the large scale improvements to the two western towers.
And be sure to check by my other acount: www.flickr.com/photos_user.gne?path=&nsid=77145939%40..., to see what else I saw 2 Weeks Ago!
Yes I'm back again.
However due to my main computer on which I edit my work being struck down with a big bad virus, this picture and all the others I am uploading, were Unedited but have now been replaced with Edited versions. So enjoy and Thanks for your patience and understanding.
I do still hate everything about this shit that is new Flickr and always will, but an inability to find another outlet for my work that is as easy for me to use as the Old BETTER Flickr was, has forced me back to Flickr, even though it goes against everything I believe in.
I don't generally have an opinion on my own work, I prefer to leave that to other people and so based on the positive responses to my work from the various friends I had made on Flickr prior to the changes I have decided to upload some more of my work as an experiment and to see what happens.
So make the most of me before they delete my acount: www.flickr.com/photos/69558134@N05/?details=1, to stop me complaining!!
Yes, I replaced the background. I don't do this often but I liked her in the shot but the surroundings were terrible. The original is in the comments. This is not something I am experienced at and probably never will be.
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.
Another archive photo tonight, one of many Mercedes C320 Avantgarde Saloon Traffic cars we used to run. It is seen here in early 2003 outside the Operations Division at Aykley Heads HQ when it was brand new.
These cars were very unusual for the fleet, firstly for being Automatics, when previous cars were manual. It was also a new type of car as BMW and Volvo previously had the Traffic Car contracts, but these proved very popular for their agile handling and ease of driving with them being Autos. It was in service until 2008 when it was replaced by a new BMW 530d.
Vehicle details: Mercedes-Benz C320 auto Avantgarde Saloon
Call sign: M17P
These archive photos are courtesy of PC Ian Cousins.
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The black-crowned night heron (Nycticorax nycticorax), or black-capped night heron, commonly shortened to just night heron in Eurasia, is a medium-sized heron found throughout a large part of the world, except in the coldest regions and Australasia (where it is replaced by the closely related rufous night heron, with which it has hybridized in the area of contact).
Adults are approximately 64 cm (25 in) long and weigh 800 g (28 oz). They have a black crown and back with the remainder of the body white or grey, red eyes, and short yellow legs. They have pale grey wings and white under parts. Two or three long white plumes, erected in greeting and courtship displays, extend from the back of the head. The sexes are similar in appearance although the males are slightly larger. Black-crowned night herons do not fit the typical body form of the heron family. They are relatively stocky with shorter bills, legs, and necks than their more familiar cousins, the egrets and "day" herons. Their resting posture is normally somewhat hunched but when hunting they extend their necks and look more like other wading birds.
Immature birds have dull grey-brown plumage on their heads, wings, and backs, with numerous pale spots. Their underparts are paler and streaked with brown. The young birds have orange eyes and duller yellowish-green legs. They are very noisy birds in their nesting colonies, with calls that are commonly transcribed as quok or woc.
The breeding habitat is fresh and salt-water wetlands throughout much of the world. The subspecies N. n. hoactli breeds in North and South America from Canada as far south as northern Argentina and Chile, N. n. obscurus in southernmost South America, N. n. falklandicus in the Falkland Islands, and the nominate race N. n. nycticorax in Europe, Asia and Africa. Black-crowned night herons nest in colonies on platforms of sticks in a group of trees, or on the ground in protected locations such as islands or reedbeds. Three to eight eggs are laid.
This heron is migratory in the northernmost part of its range, but otherwise resident (even in the cold Patagonia). The North American population winters in Mexico, the southern United States, Central America, and the West Indies, and the Old World birds winter in tropical Africa and southern Asia.
These birds stand still at the water's edge and wait to ambush prey, mainly at night or early morning. They primarily eat small fish, crustaceans, frogs, aquatic insects, small mammals, and small birds. They are among the seven heron species observed to engage in bait fishing; luring or distracting fish by tossing edible or inedible buoyant objects into water within their striking range – a rare example of tool use among birds. During the day they rest in trees or bushes. N. n. hoactli is more gregarious outside the breeding season than the nominate race.
For more information, please visit en.wikipedia.org/wiki/Black-crowned_night_heron
Replacing an earlier scanned photo with a better version 14-Sep-17, plus DeNoise AI 04-Dec-22.
First flown with the Boeing test registration N6046P, this aircraft was delivered to ILFC International Lease Finance Corporation and leased to VARIG Airlines Brasil as PP-VOA in Apr-88.
It was returned to the lessor as N830DS in Feb-00 and leased to Air Atlanta Icelandic as TF-ATH in Apr-00. It was wet-leased to El Al Israel Airlines for 5 weeks in Aug/Sep-00.
In Dec-00 the aircraft was wet-leased to Iberia (Spain) for 2 years, returning to Air Atlanta Icelandic in Dec-02 when it was stored at Marana, AZ, USA.
It was returned to the lessor in May-03 and immediately leased to Air Pullmantur as EC-IOO. The aircraft was permanently retired at Roswell, NM, USA in Dec-08. It was last noted still stored at Roswell in Apr-09.
I also have a photo of this aircraft as TF-ATH with Air Atlanta Icelandic at ...
Metroline's DE1670 (YX09AFA) is seen in South Harrow on the 487. I took a ride on this, and it was awful. It wouldn't even climb a hill. Also the route is crowded - does the route need double deck vehicles? Post your opinions in the comments.
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.