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.

.

.

On November 12th 2015 GETTY IMAGES unveiled plans for a new stills upload platform called ESP (Enterprise Submission Platform), to replace the existing 'Moment portal', and on November 13th I was invited to Beta test the new system prior to it being rolled out to the general public in December. (ESP went live on Tuesday December 15th 2015)

***** Selected for sale in the GETTY IMAGES COLLECTION on June 15th 2016

CREATIVE RF gty.im/539189020 MOMENT OPEN COLLECTION**

This photograph became my 1,987th frame to be selected for sale in the Getty Images collection and I am very grateful to them for this wonderful opportunity.

.

.

This photograph was taken an altitude of Six hundred and seventy four metres, at 17:18pm on Friday May 13th 2016 off the Alaska Highway 1 then onto the Klondike Highway 2, on the shoreline of Tagish Lake, Yukon Territory in Canada.

Here, we look back towards Mt Patterson in the Yukon.

.

.

Nikon D800 200mm 1/320s f/6.3 iso100 RAW (14Bit) Hand hald with Nikkor VR vibration reduction on. Nikon back focus button enabled. AF-C Continuous point focus with 3-D tracking. Manual exposure. Matrix metering. Auto white balance. Nikon AF Fine tune on (+10).

Nikkor AF-S 200-500mm f/5.6G ED VR. Power Up 95mm UV filter. Nikon MB-D12 battery grip. Two Nikon EN-EL15 batteries. Nikon DK-17M 1.2x Magnifying Eyepiece. Nikon DK-19 soft rubber eyecup. Digi-Chip 64GB Class 10 UHS-1 SDXC card. Lowepro Transporter camera strap. Lowepro Vertex 200 AW Photo/ 15.4" Notebook Backpack camera bag. Nikon GP-1 GPS unit.

.

.

LATITUDE: N 60d 0m 2.17s

LONGITUDE: W 134d 39m 44.83s

ALTITUDE: 674.0m

RAW (TIFF) FILE SIZE: 103.00MB

PROCESSED (JPeg) SIZE: 28.12MB

.

.

PROCESSING POWER:

Nikon D800 Firmware versions A 1.10 B 1.10 L 2.009 (Lens distortion control version 2)

HP 110-352na Desktop PC with AMD Quad-Core A6-5200 APU processor. AMD Radeon HD8400 graphics. 8 GB DDR3 Memory with 1TB SATA storage. 64-bit Windows 10. Verbatim USB 2.0 1TB desktop hard drive. WD My Passport Ultra 1tb USB3 Portable hard drive. Nikon ViewNX2 Version 2.10.3 64bit. Adobe photoshop Elements 8 Version 8.0 64bit.

Foto Promo da Banda Replace

Ao utilizar a foto coloque creditos para:

www.fotolog.net/vinniciusmelo

Replacing an earlier scanned slide with a better version 25-Feb-15, plus Topaz DeNoise AI 08-Dec-23.

This photo was taken just a couple of days after delivery, it was brand new!

First flown with the Fokker test registration PH-FGO, this aircraft was delivered to Schreiner Airways as PH-SAD in Apr-65 and wet-leased to Indian Airlines between Oct-65 / Apr-66.

Schreiners had stopped operating the F.27's by Nov-67 and this aircraft was sold to KLM Royal Dutch Airlines the following month. In Sep-68 it was leased back to Fokker and immediately sub-leased to Euralair France, returning to Fokker and KLM in Nov-68.

It was leased to NLM Nederlandse Luchtvaart Maatschappij in Jan-72, NLM was renamed NLM Cityhopper in Jan-77 and became KLM Cityhopper in Aug-90. In Nov-90, now almost 26 years old, it was sold to Aircraft Financing & Trading BV and stored at Woensdrecht, Netherlands.

In Nov-93 it was leased to Sudamericana de Aviacion (Argentina) as LV-WEB. However, it was repossessed in Dec-96 and stored at Buenos Aries-Ezeiza, Argentina, where it was eventually broken up in Oct-03. Updated 10-Dec-23.

Note: Schreiner Airways also operated three Douglas DC-7C's on intercontinental passenger and cargo charter operations between 1965 and the end of 1968. Although still part of the Schreiner Aviation Group, no aircraft were operated. The Schreiner Group was sold to CHC Helicopters in 2005.

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.

Replacing an earlier scanned slide with a better version 06-May-15.

Named: "Phoenix".

I was made redundant when British Eagle folded in Nov-68. 01-Feb-69 was my first day with the original Caledonian Airways at Gatwick and Laker's hangar was right next door. Laker had just bought the two ex British Eagle 707-138B's from the liquidator and this one had recently ferried over from Stansted. I was in the right place at the right time... for once!

This was a very early B707-138, line number 64. It was delivered to QANTAS in Sep-59 as VH-EBG and converted to a 707-138B in Jan-62.

It was sold to British Eagle International Airlines in Mar-68 as G-AWDG. Sadly, British Eagle ceased trading in Nov-68 and Laker Airways bought it from the liquidator in Jan-69.

It was sold to the Charlotte Aircraft Corporation in Nov-78 as N600JJ and immediately sold to IASCO Inc. It became a 'corporate' aircraft and was sold to Trafalgar Leasing Inc in Oct-79 and sold again to 'Sheikh Abdallah Baroom' in Jun-81.

Skyways Aircraft Leasing Inc bought it in Aug-87 and it was leased to 'Gerald A Lovell' the following month. It was bought by First City Texas Inc in Feb-90 and leased back to Skyways Aircraft Leasing Inc, It was re-registered N707SK, in Apr-92.

In Mar-98 it was sold to the Republic of Congo as 9Q-CLK. It was still in service with the Democratic Republic of Congo Government in late Sep-15 visiting Beijing, China. At that time it was 56 years old. I'm assuming it's no longer in service. Updated 01-Sep-23.

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, 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.

Replacing an earlier 6"x4" scanned print with a better version 03-Mar-14, plus Topaz DeNoise AI 01-Jul-23.

Inter European were a Cardiff, UK, based company that started up in May-87 with just this one aircraft (it was returned to the lessor in Oct-87).

First flown with the Boeing test registration N8295V, this aircraft was delivered to Maersk Air, Denmark as OY-APP in Sep-80. It was sold to the GPA Group (later to become part of GECAS) in Apr-87 and briefly leased back to Maersk Air until it was returned to GPA the following month.

Ten days later, in May-87, it was leased to Inter European Airways as G-BNGK for the summer season, returning to the the lessor at the end of Oct-87.

The aircraft was leased to EAS Europe Aero Service (France) as F-GEXI in early Nov-87. It was sub-leased to Air Charter (France) between Dec-87 / Apr-94. It was returned to the lessor in Mar-95 and stored.

In Aug-96 the aircraft was leased to Air Toulouse and sub-leased to AOM French Airlines in Sep-96 for six weeks, returning to Air Toulouse in Oct-96. It was returned to the lessor in Jun-99 and stored at Toulouse, France.

It remained stored until it was leased to Air Mediterranee (France) in May-03. The aircraft was returned to the lessor in Jul-03 and was leased to Bali International Air Service (Indonesia) as PK-KJO in Aug-03.

The aircraft was withdrawn from use and stored at Yogyakata, Indonesia in Jul-07. I have it noted in my own records that it was seen stored at Surabaya, Indonesia in Nov-08 and was still there in derelict condition without engines in Nov-12.

It was 'preserved' at Sememi, West Surabaya, Indonesia in Aug-13 as part of a Restaurant in a fictional airline livery. Updated 01-Jun-23, no further information.

Note: In later years Inter European had B.737-300/400's, a B757 and an A320. In Jun-93 their owners, Aspro Travel (always good for a headache!), were taken over by the Airtours Travel Group. Inter European ceased ops at the end of Oct-93. The B737's were returned to the lessors while the A320 & B757 were transferred to the Airtours fleet.

Replacing and earlier scanned photo with a better version 03-Apr-21, plus Topaz DeNoise AI 31-Aug-23.

This aircraft was delivered to the Taiwan Government and leased to CAL China Airlines as B-152 in Jun-93. It was sub-leased to Mandarin Airlines in May-96. Mandarin was merged with Formosa Airlines in Aug-99 while their long & medium-haul fleet (including this aircraft) were taken over by China Airlines.

However it remained in Mandarin Airlines full livery... Complicated Politics involved. The aircraft was re-registered B-18151 at the end of Sep-99. It was sold to FedEx Federal Express as N579FE in Jul-01 and it was converted to freighter configuration with a main deck cargo door in Sep-01.

The aircraft was stored at Victorville, CA, USA in Feb-12 and returned to service in Nov-12. It was permanently retired at Victorville in Dec-13. Updated Mar-21.

After the funeral, Tim shares a quiet moment with Lina, who decided she'd rather be on the bench than the ground!!

(Announcement - my new Mac Mini should be delivered today! The logic board needs replacing in my old one, but they cost almost as much to have fixed as buying a new one, and this will be a brand new Mac, not a refurb one from eBay!!)

Replacing an earlier scanned photo with a better version 06-Sep-21 (DeNoiseAI)

Named: "Flagship St. Francis", later un-named and then "Flagship St. Bernard" in Apr-92

This aircraft was delivered new to Air UK Leisure just 4 days before the photo was taken and I have a feeling that this may have been it's first commercial flight.

With the 47 replacing the intended Black 5 due to the heightened fire risk during the current warm and dry spell of weather, the "Swanage Belle" tour from London Victoria speeds past Potbridge on the fast line as it heads to Dorset.

Locomotive: West Coast Railways Class 47/4 47804.

Location: Totters Lane, Potbridge, near Winchfield, Hampshire.

Replacing an earlier scanned photo with a better version 23-Feb-21. Sadly my negatives have deteriorated over the years. Being stored in lofts and damp garages hasn't helped. This one is particularly bad.

Built as a dedicated freighter, this aircraft was delivered to Singapore Airlines as 9V-SFC in Feb-95. Singapore transferred their Cargo Division into a separate company, Singapore Airlines Cargo, in Jul-01. The aircraft was leased to Air China Cargo as B-2409 in Nov-03. Current, updated Feb-21.

The old Pennsylvania turntable is being replaced by a new one, how sad!

PD Ports Pilot Vessel Stainsby returning to the River Tees. Stainsby replaced Coatham who had clocked up 800000 Miles over a 20 year period on the River Tees

Seen here at South Gare 26/12/2020

Pic

Replacing an earlier scanned slide with a better version 30-Jan-15, plus Topaz DeNoise AI 10-Jul-23.

A postwar built DC-4-1009, this aircraft was delivered to National Airlines as N33679 in Feb-46, it was sold to Resort Airlines in Nov-53 and later sold again to Riddle Airlines in Jan-56.

It was sold to East Anglian Flying Services in Mar-62 as G-ARYY. East Anglian Flying Services was renamed Channel Airways in Oct-63. The aircraft continued in service until it was retired and stored at Southend, UK, at the end of the summer season in Nov-69.

It was sold to Ipswich Museum in Feb-70 but remained stored at Southend. It was eventually broken up there in Jan-71.

Replacing an earlier attempt at the pair. Have got more fussy over time.

Replacing an earlier digital photo with a better version, plus Topaz DeNoise AI 05-Apr-25.

Manchester in the rain... again! This was a London-Heathrow fuel diversion because of landing delays at LHR due 'low visibility procedures' in force.

Not a bad photo considering it was lining up on runway 23L, half a mile (700m) away!

Built as an A340-641HGW (Higher Gross Weight), this aircraft was first flown with the Airbus test registration F-WWCL. It was delivered to Castlelake Leasing and leased to Qatar Airways as A7-AGD in Mar-07.

After only 12 years in service, the aircraft operated it's last revenue flight on the 20-Apr-19. It was also the last Qatar Airways A340-600 flight.

It was initially stored at Doha, Qatar and moved to Kemble-Cotswold Airport, UK in Jul-19. The aircraft was returned to the lessor as 2-AGDD and permanently retired. It was broken up at Kemble in Mar-20.

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.

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

Replacing an earlier digital photo with a better version 29-Apr-20.

Taken just a few months before the BKK airport code was transferred from Don Muang to the new Bangkok airport at Suvarnabhumi. Don Muang was re-coded DMK.

'One-Two-GO', operated by Orient Thai Airlines.

This aircraft was delivered to Texas Air Corporation and leased to Continental Airlines as N72825 in Nov-86. The aircraft was withdrawn from service and stored at Goodyear, AZ, USA in Jul-04.

It was sold to Continental in Mar-05 and remained stored at Goodyear until Jul-05 when they sold it to another lessor. The aircraft was leased to Orient Thai Airlines as HS-OMD later that month and operated by their subsidiary company 'One-Two-GO'.

It was wet-leased to Myanmar Airways International between Mar/Sep-08. The aircraft was stored at Bangkok (DMK), Thailand in Aug-10 and permanently retired. It was eventually broken up there in Aug-13.

July 7, 2014 - Kearney Nebraska US

Prints Available...Click Here

All Images are also available for...

stock photography & non exclusive licensing...

Always good storm chasing stories to tell about my weather adventures in 2014.

Days right after my knee replacement... Home from the hospital & I definitely wasn't supposed to be out and about. Knee was almost in a cast and I wasn't supposed to be doing anything to aggravate the situation. Though my quest for severe weather never ends and I wasn't going to miss another possible chase especially when its in my backyard. This storm was going to be a photogenic monster... Decision was made & off I went.

I wasn't out for long as the storm has now passed over to the north of the city. Wasn't the wisest of ideas to go out. I headed back home & as I pulled into the drive, the backside edge of the updraft had this incredible mammatus display. It was just a bit north of the city & I had a phenomenal view of this storm as it passed almost directly overhead. Sunlight that was cresting against this was simply incredible. So much detail in these mammatus clouds I couldn't quit taking snaps.

Personal Note *** On the original set Back in 2014 I had use the free Avery photo editor here Flickr and it wasn't the best but I had no prior knowledge of editing them back then. Only shot in .jpg format and I didn't do the best by over coloring and over saturation. Was very under experienced in photo editing back then.

Another epic set of thunderstorm captures from South Central Nebraska remastered through Lightroom and Photoshop. Though I paid for it with my knee just being replaced. I was super sore and the swelling was unreal a few days after this event. All worth it when it comes to what epic views I caught storm chasing on that particular day!

*** Please NOTE and RESPECT the Copyright ***

Copyright 2014

Dale Kaminski @ NebraskaSC Photography

All Rights Reserved

This image may not be copied, reproduced, published or distributed in any medium without the expressed written permission of the copyright holder.

#ForeverChasing

#NebraskaSC

Visit my Photostream Archive (On Flickr) of Severe Weather

Replacing an earlier scanned slide with a better version 07-Feb-15, plus Topaz DeNoise AI 13-Apr-23.

Named: "Winton".

This aircraft was delivered to QANTAS (Queensland and Northern Territories Aerial Services) as VH-EBI in Aug-61. It was withdrawn from service and stored at Sydney, Australia in 1968 (having been superseded by the B707-338C's).

It was sold to Braniff Airways as N105BN in Jun-69. It was sold back to Boeing in Nov-75. The aircraft was sold to 'Montana Austria' as OE-IRA in Nov-76 and leased to Alitalia between Nov-78/Mar-79 and then leased to Central Airlines (Nigeria) between Aug/Oct-80.

It was stored at Vienna, Austria in Jul-81. The aircraft was re-registered OE-URA and sold to Air Lease Egypt in Nov-82, it was leased to Egyptair as SU-FAB in Mar-83. The aircraft was returned to Air Lease Egypt in Aug-83.

Air Lease Egypt was renamed Misr Overseas Airways in Jan-84, It was sold to Air Crew Leasing as N245AC in Jun-86 and sold on to the Boeing Military Airplane Company a few days later. It was withdrawn from use and parts were used by Boeing in the KC-135E conversion programme. The rest of the aircraft was stored at Davis Monthan AFB, AZ, USA, before being broken up.

Note: The registration VH-EBI was later used on a QANTAS Boeing 747-238B and then on a QANTAS Airbus A330-203 which was sold to the Royal Australian Air Force in Nov-15 for conversion to an A330/MRTT (Multi Role tanker Transport) serialled A39-007.

Replacing an earlier scanned slide with a better version 10-Jul-15, plus Topaz DeNoise AI 02-Aug-23.

The 'not very old but well used' mini van was the Caledonian Airways Traffic D/O's only transport in 1969 ! On this particular day, that guy was me!

I-DABT was delivered to Alitalia in Apr-62, only six years later, in Jul-68, it was leased to SAM Societa Aerea Mediterranea. The aircraft was retired and stored at Rome-Fumicino in Feb-77.

It was sold at auction in 1983 and moved to Villorba, a town just north of Venice. It was moved to Cusinati di Rosa, northeast of Vicenza, Italy in 1987 and resides in the grounds of La Casa dei Gelsi, a restaurant and wedding/party venue. Updated 04-Jun-19.

There is a photo on Planespotters of this aircraft in bits at Villorba (No: 1, below). Also a photo on Jetphotos (dated Apr-13) taken at Cusinati near Vicenza, Italy of the aircraft in a wild white/red livery (No: 2).

Hat tip to Nigel Barrow for the additional information on it's current location. The aircraft currently (Jun-19) shows on 'Google Earth', enter 'La Casa Dei Gelsi'.

No: 1.

( www.planespotters.net/photo/680461/i-dabt-alitalia-sud-av... )

No: 2.

( www.jetphotos.com/photo/7600550 )

Replacing a deformed hairspring on a Tudor (ETA) 1156.

Spring is to be removed.

Replacing an earlier scanned photo with a better version 02-Aug-16, plus Topaz DeNoise AI 23-Oct-24.

Originally delivered to Ansett Airlines Australia as VH-CZL in Nov-71, this aircraft was sold to Midway Airlines as N935ML in Jun-82. Midway sold it to a lessor in Aug-84 and leased it back.

In Jul-91 Midway ceased operations and the aircraft was repossessed and stored at Orlando, Fl, USA. A year later, In Jul-92, it was leased to AeroMexico, still as N935ML.

AeroMexico operated it for 10 years and returned it to the lessor in Jul-02 when, now 31 years old, it was permanently retired and stored at Tucson, AZ, USA. It was broken up at Tucson in Feb-06 although the registration wasn't cancelled until 08-Aug-13.

Replacing an earlier scanned slide with a better version 07-Jun-22.

Photo taken from the base of the original domestic Pier A, facing the old Cargo Ramp.

Leased to PIA Pakistan International Airlines, this aircraft was delivered to PIA in Aug-59 as AP-AJG. PIA bought it in Jul-64, sold it to Hawker Siddeley Aviation the same day and leased it back again. It was returned to Hawker Siddeley in Mar-66 and stored.

In Mar-67 it was re-registered G-AVJB and in Jul-67 it was leased to BMA British Midland Airways. It was sub-leased to Nigeria Airways for a year between Oct-68/Oct-69. It was leased to Kestrel International Airways in Mar-72 but they had financial problems and BMA repossessed it in Nov-72 when Kestrel ceased operations.

It was briefly leased to a company called Site Aviation in Jan-74 and leased to British Airways in Mar-76, returning to BMA in Jun-76. The aircraft was sold to Intra Airways (Jersey) in Dec-76. Intra was renamed Jersey European Airways in Oct-79. It was retired and stored at East Midlands Airport, UK, in Dec-80 after it was sold to Field Aviation.

It was sold to British Air Ferries in Sep-81 and returned to service, mostly operating night mail services for the UK Post Office. It was stored at East Midlands again in Oct-83. In Nov-86 it was sold to Baltic Aviation (Sweden) as SE-IVY and operated until Apr-89 when Baltic was declared bankrupt.

By now it was 30 years old and it was stored at Southend, UK. In late 1989 it made it's final flight back to Malmo, Sweden, where the engines were removed and repossessed by the owners.

It was dismantled during 1992 and transported to the 'High Chaparral' Wild West Theme Park at Kulltorp, Sweden, where it was rebuilt and displayed. As of Oct-15, the aircraft was still on display at Kultorp.

Note: I also have a photo of this aircraft in my database as SE-IVY with Baltic Airlines at www.flickr.com/photos/kenfielding/13689426775

Replacing an earlier scanned slide with a better version 15-Mar-15, plus Topaz DeNoise AI 06-May-23.

Irelfly - London Ltd., were yet another short-lived airline that operated between May & November, 1966. They were mostly based at London-Gatwick and had three Douglas C-47's, this one, G-ALYF the ex British Westpoint aircraft still in their livery with the titles whitewashed out, and G-AMPY which was an ex Starways of Liverpool machine.

History dates are approximate. This aircraft was delivered to the US Army Air Force serialled 44-76999 in 1945 and transferred to the UK Royal Air Force as KN642 soon afterwards. At some stage it also carried the RAF serials XF648 and XF667.

It was sold to BKS Air Transport as G-AMSH (date unknown) and then to the short-lived Irelfly-London in May-66. They ceased operations in Nov-66 and the aircraft was sold to LIA Lebanese International Airways although as far as I'm aware it was never registered in Lebanon.

It later became VR-ABE and later 7O-ABE with Alyemda (Yemen). It was permanently retired at Sana'a, Yemen (date unknown) and was last noted still there, derelict, in Dec-93.

With the arrival of Networker Turbo units and class 158 DMU's elsewhere replacing traditional loco hauled services Old Oak Common Depot in West London became a gathering point for stored and withdrawn class 47's in quite larger numbers in the early 1990's. By this date the major workshops side of the depot known as the "Factory" was no longer in use so the sidings were used to park up the stored and withdrawn locos.

Leading the line at its home depot is 47 430 unusually for an ETS fitted loco it carries BR Trainload Construction markings. It was one of only 10 class 47's to carry this livery and the only class 47/4, all the others were 'no heat' examples. The loco was stored unserviceable on 03/02/92 and formerly withdrawn on 21/02/92. It never left Old Oak Common and five years later was cut up on site by MRJ Phillips Ltd in May 1997. Completing the line up behind 47 430 are 47 440, 47 112, 47 441, 47 425, 47 452 & 47 426.

Great American Ball Park is a baseball stadium in Cincinnati, Ohio, which is the home field of Major League Baseball's Cincinnati Reds. It opened in 2003, replacing Cinergy Field (formerly Riverfront Stadium), their home field from 1970 to 2002. The park's name comes from Great American Insurance Group.

The ballpark hosted the 2015 Major League Baseball All-Star Game. The Reds put in $5 million for improvements, which included two new bars and upgraded concession stands.

In 1996, Hamilton County voters passed a ½% sales tax increase to fund the construction of new venues for both the Reds and the Cincinnati Bengals of the National Football League (NFL). The Reds and the Bengals had previously shared occupancy of Cinergy Field, but by the mid-1990s, they complained that the multi-purpose stadium lacked amenities necessary for small-market professional sports teams to compete and each lobbied for venues of their own.[11] Nearby Paul Brown Stadium broke ground in 1998 and was opened on August 19, 2000.

Great American Ball Park was built by the architectural firms Populous (then HOK Sport) and GBBN at a cost of approximately US$290 million. It is located on the plot of land between the former site of Cinergy Field and US Bank Arena; it was known locally as the "wedge". The limited construction space necessitated the partial demolition of Cinergy Field. It was fully demolished on December 29, 2002.

The original address of Great American Ball Park was 100 Main Street. However, after the death of former pitcher and longtime broadcaster Joe Nuxhall in 2007, the address was changed to 100 Joe Nuxhall Way. A sign bearing Nuxhall's traditional signoff phrase "rounding third and heading for home" is located on the third base side exterior of the park. The Cincinnati Reds Hall of Fame and Museum is adjacent to Great American Ball Park. In honor of Crosley Field, the Cincinnati Reds' home park from 1912 to June 1970, a monument reminiscent of the park's infamous left field terrace was built on the main entrance plaza on Joe Nuxhall Way; statues of Crosley-era stars Nuxhall, catcher Ernie Lombardi, first baseman Ted Kluszewski, and outfielder Frank Robinson are depicted playing an imaginary baseball game.

A 35-foot-(10.7-m)-wide break in the stands between home plate and third base called "The Gap" is bridged by the concourse on each level (see photo). Aligned with Sycamore Street, it provides views into the stadium from downtown and out to the skyline from within the park.

In right center field, two smokestacks, reminiscent of the steamboats that were common on the Ohio River in the 19th and early 20th centuries, flash lights, emit flames and launch fireworks to incite or respond to the home team's efforts. When the Reds strike out a batter, fire blows out of the stacks beginning with the 2012 season (previously, steam was spewed out following a strikeout). Fireworks are launched from the stacks after every Reds home run and win. The seven baseball bats featured on both smokestacks symbolize the #14 of Pete Rose. On May 15, 2015, a part of the top of the right smokestack caught on fire during the 6th inning of a Reds game, caused by a loose propane valve, causing smoke to be blown across the field, several sections of seats to be evacuated, and the Cincinnati Fire Department being called to put it out. No one was injured.

A 50-foot-by-20-foot (15 x 6 m) Indiana limestone bas relief carving near the main entrance features a young baseball player looking up to the heroic figures of a batter, pitcher and fielder, all set against the background of many of Cincinnati's landmarks, including the riverfront and Union Terminal. Local designers and artist created the piece between 2001 and 2003 with concept, design and project oversight / management by Berberich Design. The illustrative artist was Mark Riedy, the sculptors of the scale model used for fabrication were Todd Myers and Paul Brooke with fabrication by Mees Distributors.

Just inside the main gates off the Crosley Terrace you will find two mosaic panels measuring 16 feet wide by 10 feet high. The mosaics depict two key eras in Reds history: "The First Nine", the 1869 Red Stockings who were the first professional baseball team in history with a record of 57-0 in their first season and "The Great Eight", the famous Big Red Machine that won back-to-back World Series in 1975 and 1976. The mosaics were created between 2001 and 2003 with concept, design and project oversight / management by Berberich Design. The illustrative artist was Mark Riedy. These mosaic panels are made of opaque glass tiles and were produced in Ravenna, Italy by SICIS.

Panoramas of downtown Cincinnati, Mt. Adams, the Ohio River and Northern Kentucky are visible from most of the park.

At 217 feet, 9 inches (66.4 m) wide, the scoreboard from Daktronics is the sixth largest in Major League Baseball, and the 15th largest in the United States out of all LED screens. The Reds paid $4 million to install a new, LED scoreboard and high definition video screen in time for the 2009 season. The scoreboard did not add any size from the previous, but added HD quality. The scoreboard clock was originally a replica of the Longines clock at Crosley Field, but has since been modified.

If a Reds player hits the "Hit Me" sign located between the Power Stacks located in right field, a randomly selected fan will win the red Toyota Tundra pickup truck located on top of an elevator shaft approximately 500 feet (150 m) from home plate beyond the center field fence, which is valued at approximately US$31,000.

As a nod to Crosley Field, the Reds' home from 1912–1970, a monument was created in front of the main entrance to highlight the park's famous left-field terrace. Bronze statues of Crosley-era stars Joe Nuxhall, Ernie Lombardi, Ted Kluszewski, and Frank Robinson (created by sculptor Tom Tsuchiya) are depicted playing in an imaginary ballgame. The grass area of the terrace has the same slope as the outfield terrace at Crosley Field.

A three-piece mural on the back of the scoreboard in left field depicts the bat Pete Rose used for his record-breaking 4,192nd hit and the ball he hit in 1985. This was replaced with new banners in 2015 as part of the All-Star Game upgrades.

Located on the west side of Great American Ball Park on Main Street, the Hall of Fame and Museum celebrate the Reds' past through galleries and extensive use of multimedia. The Hall of Fame has been in existence since 1958, but did not previously have a building.

A private party area located above the batter's eye.

The dimension of 404 feet (123 m) in center field is a tribute to the same center field dimension in the Reds' previous home, Riverfront Stadium.

A glass encased restaurant on the third level of the stadium that serves upscale food and has views of the field and the river.

Adjacent to both the stadium and the Reds Hall of Fame is a rose garden that symbolizes Pete Rose's record-breaking 4,192nd hit. It was strategically placed here because the ball landed around this area in Riverfront Stadium. The garden is visible from a stairwell in the hall of fame displaying the number of balls that Rose hit.

For the 2015 season, Great American Ball Park became the first MLB ballpark to feature a suite designed exclusively as a place for mothers to feed and care for their babies Reds COO Phil Castellini, a father of 5, says he felt compelled to do his best to provide a worthwhile solution after stadium officials told him an increasing number of women were asking where they could nurse their children at the ballpark. The suite has 5 glider chairs, diaper-changing stations, a restroom, a kitchenette, refrigerator, lockers, and televisions showing the game. It's located on the Suite Level near the Champions Club elevators.

After the 2008 season, all of the scoreboards in the park were replaced by new high-definition video displays. The Reds have a ten-year contract with the Daktronics company of Brookings, South Dakota, and also have contracted with Sony for the high-definition video cameras and production equipment, which will be operated from a renovated control room. A team of 25 people will be responsible for the content of the displays.

The previous displays were installed by the Trans-Lux company when Great American Ball Park was built. However, Trans-Lux went bankrupt, and the team could not find replacement parts.

"We were just limping through, hoping the old scoreboard would make it to the end of the 2008 season", said Reds spokesman Michael Anderson.

Jennifer Berger, Reds senior director of entertainment, events and production said that the Cincinnati Reds will assume the responsibility of the cost of maintaining the displays; the fans will not have to bear the brunt of paying for them.

The team expects to save money in the long term due to the displays' increased energy efficiency.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Great_American_Ball_Park

Replacing an earlier scanned 6"x4" print with a better version 11-Dec-21 (DeNoise AI).

Dates in the history are approximate. For instance, my photo above was taken in Mar-96 and is clearly still in standard Aeroflot livery. However, some histories say it was transferred to the Russia State Transport Company by 1993.

This aircraft was built in 1987 and delivered to Aeroflot as CCCP-86467 in May-88. It was sub-leased to Air Ukraine in Sep-91 and returned to Aeroflot as RA-86467 in Aug-92.

It was transferred to the Russia State Transport Company sometime in the mid 1990's and continued in service until it was permanently retired at Moscow-Vnukovo in Dec-11. It was broken up there in Nov-12.

nl.wikipedia.org/wiki/Houtribdijk

Made some adjustments.

Replacing an earlier scanned slide with a better version 02-Jan-16.

Delivered to JAL Japan Air Lines as JA8128 in Jun-75, the aircraft was sold to subsidiary company JAA Japan Asia Airways in Nov-86. It was leased back to JAL in Nov-98 and sub-leased to JALways in early 1999 in the Reso'cha livery.

It was returned to Japan Asia Airways in Aug-03 and sold to Orient Thai Airlines as HS-UTD. It was transferred to Orient Thai 'One-Two-Go' in Jun-05.

It was retired and stored at Phitsanulok, Thailand, in early 2008 and was donated to the local education authority with "This aeroplane is an asset donated for education and learning" titles. It was noted still there in Mar-12.

Replacing an earlier scanned slide with a better version 31-Jan-15, plus Topaz DeNoise AI 21-Aug-23.

Parked on the Aviation Overhauls Ramp. Not the best of shots but I remember it was a typical dark January day. I-TAVO had supposedly been bought by Bardock Aviation (UK) but was never delivered. Another UK airline start-up of the early 1960's that didn't last long!

History dates are approximate. This aircraft was delivered to the USAAF United States Army Air Forces serialled 44-07760 in early 1945. It was transferred to the UK Royal Air Force as KN682 in May-45.

In Nov-51 it was sold to Hunting Aviation Services as G-AMNL and in Dec-51 it was used in the British film/movie 'Top Secret' as an Aeroflot aircraft with the fictitious Soviet registration CCCP-L1783, with Northolt, UK doubling as Moscow.

The aircraft was leased to Hunting Clan in 1952 and in the early 1950's used the RAF serial XF767 for UK Ministry of Defence trooping flights. In mid 1960 Hunting Clan, along with other UK independent airlines, was merged to form British United Airways.

In Nov-61 the aircraft was leased to Aerolinee Itavia (Italy) as I-TAVO. In late 1963 the aircraft arrived in Liverpool UK for maintenance and storage with Aviation Overhauls.

It was due to be leased to Bardock Aviation Services as G-AMNL again and, still in basic Itavia livery, the titles Bardock Aviation Services were added in Mar-64. However, the 'transaction was cancelled' and it remained stored at Liverpool.

In Jun-64 it was sold to PLUNA Primeras Lineas Uruguayas de Navegacion Aerea as CX-BDB. The aircraft was later retired at Montevideo, Uruguay (date unknown). It was later presented to the Museo Aeronáutico de Montevideo, Uruguay and displayed in a derelict state. Updated from various sources 17-Jun-23.

Replaced the laser cannons with "Jitte" looking parts from Lego Ninjago. I need to get another gray jitte to replace the golden one. Gotta save up (for next month)!

Also, I must confess that today, one of the wings went broken down at the turning of the toggle to change wing positions. I had to reinforce upper wings with some changes in the construction.

Back in 2012 the town of Kokshetau was quite a sight for a transport fan with good dozen of classic Soviet Ikarus and LiAZ buses in regular operation. Sadly not a case anymore as the worn classics were replaced with modern buses in later years.

[Kokshetau bus park / Кокшетауский АП] LiAZ-677M / ЛиАЗ-677М # 18, C449BK

Gorkiy koshesi, Kokshetau, KZ

Interesting lesson today in 2B..

Field of Canola was Kim Klassen photo. We had to take it and replace the sky...took me awhile but I'm happy with the results...I'll have to try this again sometime soon so I don't forget...I forget a lot these days..Oh the sky shot was mine...

Replacing an earlier scanned slide with a better version 18-Oct-15, plus Topaz DeNoise AI 06-Apr-23.

Lockheed Tristar prototype visiting East Midlands (EMA) for a presentation to Rolls Royce staff.

This was the 3rd prototype Tristar and was originally to have been N302EA. However it first flew as N301EA with Lockheed not long before this photo was taken.

It was re-registered N302EA by Lockheed in Feb-73 at the end of the test programme and delivered to Eastern Air Lines in May-73. Eastern Air Lines ceased operating in Jan-91 and the aircraft was bought from the liquidator by Delta Air Lines in Mar-91.

It was re-registered N781DL in Jun-91. The aircraft was damaged beyond repair in Aug-95 after suffering a sudden decompression at 33,000 feet shortly after departure from Los Angeles en-route to Honolulu, causing severe damage to the airframe and the rear bulkhead separated from the fuselage crown.

The crew carried out an emergency descent to 14,000 feet and returned safely to Los Angeles. The aircraft was now 24 years old and due to the cost of repairs, Delta decided to retire it.

The aircraft was sold back to Lockheed almost immediately and used for testing in their 'Ageing Aircraft' programme. In Oct-95 the aircraft was ferried to Dobbins AFB, Marietta, GA., where it was eventually broken up.

Replacing an earlier scanned photo with a better version 06-Feb-15.

They obviously couldn't afford the paint in those early days...

Named: "The Spirit of Ireland".

This aircraft was built in Romania under license as a One-Eleven 561RC. It was delivered to Tarom - Romanian Airlines as YA-BRB in Jul-83.

It was wet-leased to Dan-Air (UK) between Apr/Oct-85. It was leased to Ryanair as EI-BSS in Nov-86 and returned to Tarom As YR-BRB in Nov-89. Just a month later the aircraft was leased to Ryanair again, as EI-BSS between Dec-89/Nov-90, returning to Tarom as YR-BRB.

in Apr-92 it was leased to Ryanair a third time as EI-BSS, returning to Tarom as YR-BRB on Oct-92 and again to Ryanair as EI-BSS between Apr/Jun-93, returning as YR-BRB.

It was wet-leased to Aero Asia three times, between Dec-93/Mar-94, Jul/Oct-94 & Feb/Jun-95. The aircraft was sold to Aerolion International in Dec-97 and was stored at Sharjah, UAE in Feb-98.

It was sold to Executive Airline Services, trading as EAS Airlines (Nigeria) as 5N-ESD in Jun-99. The aircraft was grounded by the Nigerian Authorities in Sep-02 and stored at Lagos, Nigeria after the crash of another EAS One-Eleven (5N-ESF crashed on take-off from Kano, Nigeria 04-May-02).

Replacing an earlier scanned photo with a better version 01-Jan-22 (DeNoise AI).

Additional 'Soaring Spirit' Winter Olympic Games, Salt Lake City, 2002 titles.

Fleet No: "7005"

First flown with the Boeing test registration N50217, this aircraft was delivered to Delta Air Lines as N864DA in Dec-99.

When the COVID-19 Pandemic hit the world in Mar-20, Delta Air Lines made the decision to permanently withdraw their Boeing 777 fleet. This aircraft was stored at Victorville, CA, USA in Oct-20.

It was sold to the 'Arizona Cardinals' (Phoenix based American Football Team) in Oct-22 when it was ferried to Marana, AZ, USA and stored. It appears to be a 'spares' aircraft as the Arizona Cardinals operate sister ship N867DA (now re-registered N777AZ) in their full livery. Updated 08-Feb-24.

Replacing an earlier scanned slide with a better version 29-May-22 (DeNoise AI).

Named: "Holidayliner Freedom".

Sadly, this beautiful DC-10 didn't last long. Built with a main deck cargo door, this aircraft could be used for either passengers or cargo. It was delivered to ONA Overseas National Airways as N1032F in Jun-73 and was written off at New York-Kennedy just 2.5 years later on 12-Nov-75.

Note:

The aircraft was departing on a ferry flight from New York-Kennedy to Frankfurt and Jeddah at the start of a series of Haj Pilgrimage charter flights with 129 staff passengers and 10 crew.

During the take-off run the aircraft hit a large flock of seagulls on the runway and the take-off was abandoned. The damage to the No:3 engine fan blades caused a rotation imbalance and the compressor case disintegrated, causing a fire in the engine pylon and the right wing.

It also damaged the No:3 hydraulic system which affected the aircraft braking and the No:3 thrust reverser couldn't be deployed.

The runway was wet and it was apparent that the aircraft was not going to stop on the runway, so the crew steered onto a taxiway with the aircraft still doing 40kts which caused the undercarriage to collapse. The aircraft was damaged beyond repair. There were no fatalities.

Replacing an earlier scanned print with a better version 20-Jun-19, plus Topaz DeNoise AI 30-Jan-24.

First flown in Jul-88 with the British Aerospace test registration G-5-376, the aircraft was originally ordered by Wings West Airlines as N376AE but the order was cancelled before completion.

It was later re-registered G-11-6 with British Aerospace. It was delivered to BMA British Midland Airways as G-UIET in Oct-88. It was sold to a lessor on delivery, leased back to BMA and sub-leased to Manx Airlines.

It was wet-leased to British Airways Express in Oct-92 and returned to Manx Airlines in Dec-92. The aircraft was re-registered G-MANO in Nov-94. It was sub-leased to Air Ostrava (Czech Republic) as OK-TFN in May-95 and returned to Manx Airlines as G-MANO in Jan-96.

Manx Airlines was merged into British Airways CitiExpress in Mar-02. The aircraft was returned to BAE Systems and stored at Southend, UK in Nov-03. It was converted to freighter configuration with a main deck cargo door in Sep-07 and leased to West Air Sweden as SE-MAN.

It was transferred to Atlantic Airlines as G-MANO in Mar-11. Atlantic Airlines merged with West Air Sweden in Nov-15 to form the West Atlantic Group. The aircraft was transferred back to West Atlantic Sweden as SE-MAN in Nov-16.

After 31 years in service the aircraft ferried from Oslo to the Isle of Man in May-19 and was permanently retired.

My neigbours are having a new drive put down - one of the builders looks like he stepped straight out of a Caravaggio painting.

See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum | Curtiss P-40E Warhawk (Kittyhawk IA):

Whether known as the Warhawk, Tomahawk, or Kittyhawk, the Curtiss P-40 proved to be a successful, versatile fighter during the first half of World War II. The shark-mouthed Tomahawks that Gen. Claire Chennault's "Flying Tigers" flew in China against the Japanese remain among the most popular airplanes of the war. P-40E pilot Lt. Boyd D. Wagner became the first American ace of World War II when he shot down six Japanese aircraft in the Philippines in mid-December 1941.

Curtiss-Wright built this airplane as Model 87-A3 and delivered it to Canada as a Kittyhawk I in 1941. It served until 1946 in No. 111 Squadron, Royal Canadian Air Force. U.S. Air Force personnel at Andrews Air Force Base restored it in 1975 to represent an aircraft of the 75th Fighter Squadron, 23rd Fighter Group, 14th Air Force.

Donated by the Exchange Club in Memory of Kellis Forbes.

Manufacturer:

Curtiss Aircraft Company

Date:

1939

Country of Origin:

United States of America

Dimensions:

Overall: 330 x 970cm, 2686kg, 1140cm (10ft 9 15/16in. x 31ft 9 7/8in., 5921.6lb., 37ft 4 13/16in.)

Materials:

All-metal, semi-monocoque

Physical Description:

Single engine, single seat, fighter aircraft.

Long Description:

Whether it was the Tomahawk, Warhawk, or Kittyhawk, the Curtiss P-40 was a successful and versatile fighter aircraft during the first half of World War II. The shark-mouthed Tomahawks that General Claire Chennault led against the Japanese remain among the most popular airplanes of the war. In the Phillipines, Lt. Boyd D. Wagner became the first American ace of World War II while flying a P-40E when he shot down six Japanese aircraft during mid-December 1941. P-40s were first-line Army Air Corps fighters at the start of the war but they soon gave way to more advanced designs such as the Republic P-47 Thunderbolt and the Lockheed P-38 Lightning (see NASM collection for both aircraft). The P-40 is not ranked among the best overall fighters of the war but it was a rugged, effective design available in large numbers early in the war when America and her allies urgently required them. The P-40 remained in production from 1939 to the end of 1944 and a total of 13, 737 were built.

Design engineer Dr. Donovan R. Berlin layed the foundation for the P-40 in 1935 when he designed the agile, but lightly-armed, P-36 fighter equipped with a radial, air-cooled engine. The Curtiss-Wright Corporation won a production contract for 210 P-36 airplanes in 1937-the largest Army airplane contract awarded since World War I. Worldwide, fighter aircraft designs matured rapidly during the late 1930s and it was soon obvious that the P-36 was no match for newer European designs. High altitude performance in particular became a priceless commodity. Berlin attempted to improve the P-36 by redesigning it in to accommodate a turbo-supercharged Allison V-1710-11 inline, liquid-cooled engine. The new aircraft was designated the XP-37 but proved unpopular with pilots. The turbo-supercharger was not reliable and Berlin had placed the cockpit too far back on the fuselage, restricting the view to the front of the fighter. Nonetheless, when the engine was not giving trouble, the more-streamlined XP-37 was much faster than the P-36.

Curtiss tried again in 1938. Berlin had modified another P-36 with a new Allison V-1710-19 engine. It was designated the XP-40 and first flew on October 14, 1938. The XP-40 looked promising and Curtiss offered it to Army Air Corps leaders who evaluated the airplane at Wright Field, Ohio, in 1939, along with several other fighter proposals. The P-40 won the competition, after some modifications, and Curtiss received an order for 540. At this time, the armament package consisted of two .50 caliber machine guns in the fuselage and four .30 caliber machine guns in the wings.

After production began in March 1940, France ordered 140 P-40s but the British took delivery of these airplanes when Paris surrendered. The British named the aircraft Tomahawks but found they performed poorly in high-altitude combat over northern Europe and relegated them to low-altitude operations in North Africa. The Russians bought more than 2,000 P-40s but details of their operational history remain obscure.

When the United States declared war, P-40s equipped many of the Army Air Corps's front line fighter units. The plucky fighter eventually saw combat in almost every theater of operations being the most effective in the China-Burma-India (CBI) Theater. Of all the CBI groups that gained the most notoriety of the entire war, and remains to this day synonymous with the P-40, is the American Volunteer Group (AVG) or the Flying Tigers. The unit was organized after the Chinese gave former U. S. Army Air Corps Captain Claire Lee Chennault almost 9 million dollars in 1940 to buy aircraft and recruit pilots to fly against the Japanese. Chennault's most important support within the Chinese government came from Madam Chiang Kai-shek, a Lt. Colonel in the Chinese Air Force and for a time, the service's overall commander.

The money from China diverted an order placed by the British Royal Air Force for 100 Curtiss-Wright P-40B Tomahawks but buying airplanes was only one important step in creating a fighting air unit. Trained pilots were needed, and quickly, as tensions across the Pacific escalated. On April 15, 1941, President Franklin D. Roosevelt quietly signed an Executive Order permitting Chennault to recruit directly from the ranks of American military reserve pilots. Within a few months, 350 flyers joined from pursuit (fighter), bomber, and patrol squadrons. In all, about half the pilots in the Flying Tigers came from the U. S. Navy and Marine Corps while the Army Air Corps supplied one-third. Factory test pilots at Bell, Consolidated, and other companies, and commercial airline pilots, filled the remaining slots.

The Flying Tigers flew their first mission on December 20. The unit's name was derived from the ferocious fangs and teeth painted on the nose of AVG P-40s at either side of the distinctive, large radiator air intake. The idea is said to originate from pictures in a magazine that showed Royal Air Force Tomahawks of No. 112 Squadron, operating in the western desert of North Africa, adorned with fangs and teeth painted around their air intakes. The Flying Tigers were the first real opposition the Japanese military encountered. In less than 7 months of action, AVG pilots destroyed about 115 Japanese aircraft and lost only 11 planes in air-to-air combat. The AVG disbanded on July 4, 1942, and its assets, including a few pilots, became a part of the U. S. Army Air Forces (AAF) 23rd Fighter Group in the newly activated 14th Air Force. Chennault, now a Brigadier General, assumed command of the 14th AF and by war's end, the 23rd was one of the highest-scoring Army fighter groups.

As wartime experience in the P-40 mounted, Curtiss made many modifications. Engineers added armor plate, better self-sealing fuel tanks, and more powerful engines. They modified the cockpit to improve visibility and changed the armament package to six, wing-mounted, .50 caliber machine guns. The P-40E Kittyhawk was the first model with this gun package and it entered service in time to serve in the AVG. The last model produced in quantity was the P-40N, the lightest P-40 built in quantity, and much faster than previous models. Curtiss built a single P-40Q. It was the fastest P-40 to fly (679 kph/422 mph) but it could not match the performance of the P-47 Thunderbolt and the P-51 Mustang so Curtiss ended development of the P-40 series with this model. In addition to the AAF, many Allied nations bought and flew P-40s including England, France, China, Russia, Australia, New Zealand, Canada, South Africa, and Turkey.

The Smithsonian P-40E did not serve in the U. S. military. Curtiss-Wright built it in Buffalo, New York, as Model 87-A3 and delivered it to Canada as a Kittyhawk IA on March 11, 1941. It served in No. 111 Squadron, Royal Canadian Air Force (RCAF). When the Japanese navy moved to attack Midway, they sent a diversionary battle group to menace the Aleutian Islands. Canada moved No. 111 Squadron to Alaska to help defend the region. After the Japanese threat diminished, the unit returned to Canada and eventually transferred to England without its P-40s. The RCAF declared the NASM Kittyhawk IA surplus on July 27, 1946, and the aircraft eventually returned to the United States. It had several owners before ending up with the Explorer Scouts youth group in Meridian, Mississippi. During the early 1960s, the Smithsonian began searching for a P-40 with a documented history of service in the AVG but found none. In 1964, the Exchange Club in Meridian donated the Kittyhawk IA to the National Aeronautical Collection, in memory of Mr. Kellis Forbes, a local man devoted to Boys Club activities. A U. S. Air Force Reserve crew airlifted the fighter to Andrews Air Force Base, Maryland, on March 13, 1964. Andrews personnel restored the airplane in 1975 and painted it to represent an aircraft of the 75th Fighter Squadron, 23rd Fighter Group, 14th Air Force.

• • •

Quoting from Wikipedia | Curtiss P-40 Warhawk:

The Curtiss P-40 Warhawk was an American single-engine, single-seat, all-metal fighter and ground attack aircraft that first flew in 1938. It was used by the air forces of 28 nations, including those of most Allied powers during World War II, and remained in front line service until the end of the war. It was the third most-produced American fighter, after the P-51 and P-47; by November 1944, when production of the P-40 ceased, 13,738 had been built, all at Curtiss-Wright Corporation's main production facility at Buffalo, New York.

The P-40 design was a modification of the previous Curtiss P-36; this reduced development time and enabled a rapid entry into production and operational service.

Warhawk was the name the United States Army Air Corps adopted for all models, making it the official name in the United States for all P-40s. The British Commonwealth and Soviet air forces used the name Tomahawk for models equivalent to the P-40B and P-40C, and the name Kittyhawk for models equivalent to the P-40D and all later variants.

The P-40's lack of a two-stage supercharger made it inferior to Luftwaffe fighters such as the Messerschmitt Bf 109 or the Focke-Wulf Fw 190 in high-altitude combat and it was rarely used in operations in Northwest Europe. Between 1941 and 1944, however, the P-40 played a critical role with Allied air forces in three major theaters: North Africa, the Southwest Pacific and China. It also had a significant role in the Middle East, Southeast Asia, Eastern Europe, Alaska and Italy. The P-40's performance at high altitudes was not as critical in those theaters, where it served as an air superiority fighter, bomber escort and fighter bomber.

P-40s first saw combat with the British Commonwealth squadrons of the Desert Air Force (DAF) in the Middle East and North African campaigns, during June 1941. The Royal Air Force's No. 112 Squadron was among the first to operate Tomahawks, in North Africa, and the unit was the first to feature the "shark mouth" logo, copying similar markings on some Luftwaffe Messerschmitt Bf 110 twin-engine fighters. [N 1]

Although it gained a post-war reputation as a mediocre design, suitable only for close air support, more recent research including scrutiny of the records of individual Allied squadrons indicates that the P-40 performed surprisingly well as an air superiority fighter, at times suffering severe losses, but also taking a very heavy toll on enemy aircraft. The P-40 offered the additional advantage of low cost, which kept it in production as a ground-attack fighter long after it was obsolete in the air superiority role.

As of 2008, 19 P-40s were airworthy.

"the artists of the "Casa del Musical" group (House of Musical)".

“gli artisti del gruppo "Casa del Musical".

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

click to activate the icon of slideshow: the small triangle inscribed in the small rectangle, at the top right, in the photostream;

or…. Press the “L” button to zoom in the image;

clicca sulla piccola icona per attivare lo slideshow: sulla facciata principale del photostream, in alto a destra c'è un piccolo rettangolo (rappresenta il monitor) con dentro un piccolo triangolo nero;

oppure…. premi il tasto “L” per ingrandire l'immagine;

Qi Bo's photos on Fluidr

Qi Bo's photos on Flickriver

www.worldphoto.org/sony-world-photography-awards/winners-...

www.fotografidigitali.it/gallery/2726/opere-italiane-segn...

……………………………………………………………………….

A history of Taormina: chronicles of a forbidden love and its great secret (not only Paolo and Francesca) with an unexpected "scoop".

This story is an integral part of the story previously told, the historical period is the same, the place is the same, the various characters often meet each other because they know each other; Taormina, between the end of the 1800s and the beginning of the 1900s, in an ever increasing growth, became the place of residence of elite tourism, thanks to the international interest aroused by writers and artists, such as Johann Wolfgang von Goethe , or great personalities like Lady Florence Trevelyan: Taormina becomes so famous, thanks to the paintings of the painter Otto Geleng and the photographs of the young Sicilian models by Wilhelm von Gloeden; in the air of Taormina there is a sense of libertine, its famous and histrionic visitors never fail to create scandal, even surpassing the famous Capri, in which, to cite just one example, the German gunsmith Krupp, trying to recreate the he environment of Arcadia that one breathed in Taormina (thanks to the photos of von Gloeden) was overwhelmed by the scandal for homosexuality, and took his own life. Taormina thus becomes a heavenly-like place, far from industrial civilizations, where you can freely live your life and sexuality; this is the socio-cultural environment in which the two protagonists of this story move, the British painter Robert Hawthorn Kitson (1873 - 1947) and the painter Carlo Siligato (born in Taormina in 1875, and died there in 1959). Robert H. Kitson, born in Leeds in England, belonged to a more than wealthy family, as a young engineer he had begun to replace his father in the family locomotive construction company (Kitson & Co.), on the death of his father in 1899 sells everything and decides to move very rich in Sicily to Taormina (he had been there the previous year with a trip made with his parents, here he had met, in addition to Baron von Gloeden, also the writer and poet Oscar Wilde who came to Italy, immediately after having served two years in prison in forced labor, on charges of sodomy); Kitson settled there because he was suffering from a severe form of rheumatic fever (like von Gloeden was advised to treat himself in the Mediterranean climate milder), and because as a homosexual, he leaves England because the Labouchere amendment considered homosexuality a crime. The other protagonist of this story is Carlo Siligato, he was from Taormina, he had attended the Academy of Fine Arts in Venice, a very gifted painter, he was very good at oil painting (he exhibited his paintings in an art workshop, even now existing, in via Teatro Greco in Taormina), the meeting with the painter Robert Kitson, led him to adopt the watercolor technique: almost to relive Dante's verses on Paolo and Francesca "Galeotto was the book and who wrote it" the common passion for painting led the two artists to live an intense love story. Kitson built his home in the "Cuseni" district of Taormina, called for this "Casa Cuseni", the house was built between 1900 and 1905, its decorations were entrusted to the artists Alfred East (realist landscape painter, president of the Royal Society ), and Frank Brangwyn (painter, decorator, designer), he was a pupil of William Morris, leader of the English movement "Arts and Crafts" which spread to England in the second half of the nineteenth century (the Arts and Crafts was a response to the industrialization of Europe, of mass production operated by factories, all this at the expense of traditional craftsmanship, from this movement originated the Art Nouveau, in Italy also known as Liberty Style or Floral Style, which distinguished itself for having been a artistic and philosophical movement, which developed between the end of the 19th century and the first decade of the 20th century, whose style spread in such a way as to be present everywhere). Casa Cuseni has kept a secret for 100 years that goes far beyond the forbidden love lived by Robert and Carlo, a secret hidden inside the "secret room", that dinning room that was reopened in 2012; entering the dining room, you can witness a series of murals painted on the four walls by Frank Brangwyn, in Art Nouveau style, which portray the life and love story between the painter Robert Kitson, and his life partner, the Carlo Siligato from Taormina, but the thing that makes these murals even more special, full of tenderness and sweetness, is that "their secret" (!) is represented in them, it is described visually, as in an "episodic" story that really happened in their lives: Messina (and Reggio Calabria) are destroyed by the terrible earthquake with a tsunami on December 28, 1908, Carlo Siligato, Robert Kitson, Wilhelm von Gloeden and Anatole France leave for Messina, to see and document in person the tragedy, the city was a pile of rubble, many dead, Robert and Carlo see a baby, Francesco, he is alone in the world, without parents who died in the earthquake, abandoned to a certain and sad destiny, a deep desire for protection is born in the two of them, a maternal and paternal desire is born, they decide to takes that little child with them even knowing that they are risking a lot ... (!), what they want to do is something absolutely unthinkable in that historical period, they are a homosexual couple, what they are about to do is absolutely forbidden ..(!) but now there is Francesco in their life, thus becoming, in fact, the first homogenitorial family (with a more generic term, rainbow family) in world history: hence the need to keep the whole story absolutely hidden, both from an artistic point of view , represented by the murals (for more than 100 years, the "dinning room" will be kept hidden), both of what happens in real life, with little Francesco cared for lovingly, but with great risk or. I have allegorically inserted, in the photographic story, some photographs of the artists of the company "Casa del Musical", who came to Taormina to perform during the Christmas period: today as yesterday, Taormina has always been (starting from the last 20 years of the 19th century) center of a crossroads of artists and great personalities, Casa Cuseni also in this has an enormous palmares of illustrious guests, too long to state. The young boys painted on the murals of Casa Cuseni, wear white, this is a sign of purity, they wanted to represent their ideal homosexual world, fighting against the figure dressed in black, short in stature, disturbing, which acquires a negative value, an allegorical figure of the English society of the time, indicating the Victorian morality that did not hesitate to condemn Oscar Wilde, depriving him of all his assets and rights, even preventing him from giving the surname to his children. The boys are inspired by the young Sicilian models photographed by Wilhelm von Gloeden, dressed in white tunics, with their heads surrounded by local flowers. The only female figure present has given rise to various interpretations, one could be Kitson's detachment from his motherland, or his detachment from his mother. On the third wall we witness the birth of the homogenitorial family, both (allegorically Carlo and Kitson with the child in their arms) are in profile, they are walking, the younger man has a long, Greek-style robe, placed on the front, next to him behind him, the sturdier companion holds and gently protects the little child in his arms, as if to spare the companion the effort of a long and uncertain journey, there is in the representation of the family the idea of a long journey, in fact the man holding the child wears heavy shoes, their faces are full of apprehension and concern: in front of them an empty wall, so deliberately left by Frank Brangwin, since their future is unknown, in front of them they have a destiny full of unknowns (at the same time, their path points east, they go towards the rising sun: opening the large window the sun floods everything in the room). In the "secret room" there is the picture painted in 1912 by Alfred E. East, an oil on canvas, representing Lake Bourget. Carlo Siligato later married Costanza, she was my father's grandmother's sister, they had a son, Nino, who for many years lived and worked as a merchant in his father's art workshop. I sincerely thank my colleague Dr. Francesco Spadaro, doctor and esteemed surgeon, owner and director of the "Casa Cuseni" House-Garden-Museum, who, affectionately acting as a guide, gave me the precious opportunity to create "this photographic tour" inside the house- museum and in the "metaphysical garden" of Casa Cuseni. … And the scoop that I announced in the title ..? After photographing the tomb of Carlo Siligato, in the Catholic cemetery of Taormina, I started looking for that of Robert Kitson, in the non-Catholic cemetery of Taormina: when I finally found it (with him lies his niece Daphne Phelps, buried later in 2005) ... I felt a very strong emotion, first of all I was expecting a mausoleum, instead I found a small, very modest tomb on this is not a photo of him, not an epitaph, not a Cross, not a praying Angel to point it out, but ... unexpectedly for a funerary tombstone ... a small bas-relief carved on marble (or stone) depicting ... the Birth ... (!), obviously , having chosen her could have a very specific meaning: a desire to transmit a message, something very profound about him, his tomb thus testified that in his soul, what was really important in life was having a family, with Carlo and baby Francesco, certainly beloved, saved from a certain and sad fate, in the terrible Messina earthquake-tsunami of 28 December 1908 ... almost recalling in an absolute synthesis, at the end of his life, what had already been told in the "secret murals" of Casa Cuseni.

…………………………………………………………………..

Una storia di Taormina: cronache di un amore proibito e del suo grande segreto (non solo Paolo e Francesca) con inaspettato “scoop”.

Questa storia fa parte integrante della storia precedentemente raccontata, il periodo storico è lo stesso, il luogo è lo stesso, i vari personaggi spesso si frequentano tra loro poiché si conoscono; Taormina, tra la fine dell’800 e l’inizio del’900, in un sempre maggiore crescendo, diventa luogo di residenza del turismo d’élite, grazie all’interesse internazionale suscitato ad opera di scrittori ed artisti, come Johann Wolfgang von Goethe, o grandi personalità come Lady Florence Trevelyan: Taormina diventa così famosa, complici i quadri del pittore Otto Geleng e le fotografie dei giovani modelli siciliani di Wilhelm von Gloeden; nell’aria di Taormina si respira un che di libertino, i suoi famosi ed istrionici frequentatori non mancano mai di creare scandalo, superando persino la famosa Capri, nella quale, per citare solo un esempio, l’armiere tedesco Krupp, cercando di ricreare l’ambiente dell’Arcadia che si respirava a Taormina (grazie alle foto di von Gloeden) viene travolto dallo scandalo per omosessualità, e si toglie la vita. Taormina diviene quindi un luogo simil-paradisiaco, lontana dalle civiltà industriali, nella quale poter vivere liberamente la propria vita e la propria sessualità; questo è l’ambiente socio-culturale nel quale si muovono i due protagonisti di questa vicenda, il pittore britannico Robert Hawthorn Kitson (1873 – 1947) ed il pittore Carlo Siligato (nato a Taormina nel 1875, ed ivi morto nel 1959). Robert H. Kitson, nacque a Leeds in Inghilterra, apparteneva ad una famiglia più che benestante, da giovane ingegnere aveva cominciato a sostituire il padre nell’impresa familiare di costruzioni di locomotive (la Kitson & Co.), alla morte del padre nel 1899 vende tutto e decide di trasferirsi ricchissimo in Sicilia a Taormina (vi era stato l’anno precedente con un viaggio fatto coi suoi genitori, qui aveva conosciuto, oltre al barone von Gloeden, anche lo scrittore e poeta Oscar Wilde venuto in Italia, subito dopo aver scontato due anni di prigione ai lavori forzati, con l’accusa di sodomia); Kitson vi si stabilisce perché affetto da una grave forma di febbre reumatica (come von Gloeden gli fu consigliato di curarsi nel clima mediterraneo più mite), sia perché in quanto omosessuale, lascia l’Inghilterra perché l’emendamento Labouchere considerava l’omosessualità un crimine. L’altro protagonista di questa storia è Carlo Siligato, egli era taorminese, aveva frequentato l’Accademia di Belle Arti di Venezia, pittore molto dotato, era bravissimo nel dipingere ad olio (esponeva i suoi quadri in una bottega d’arte, ancora adesso esistente, in via Teatro Greco a Taormina), l’incontro col pittore Robert Kitson, lo portò ad adottare la tecnica dell’acquarello: quasi a rivivere i versi di Dante su Paolo e Francesca “Galeotto fu ‘l libro e chi lo scrisse” la comune passione per la pittura condusse i due artisti a vivere una intensa storia d’amore. Kitson costruì nel quartiere “Cuseni” di Taormina la sua abitazione, detta per questo “Casa Cuseni”, la casa fu costruita tra il 1900 ed il 1905, le sue decorazioni furono affidate agli artisti Alfred East (pittore verista paesaggista, presidente della Royal Society), e Frank Brangwyn (pittore, decoratore, designer, progettista), egli era allievo di William Morris, leader del movimento inglese “Arts and Crafts” (Arti e Mestieri) che si diffuse in Inghilterra nella seconda metà del XIX secolo (l’Arts and Crafts era una risposta alla industrializzazione dell’Europa, della produzione in massa operata dalle fabbriche, tutto ciò a scapito dell’artigianato tradizionale, da questo movimento ebbe origine l’Art Nouveau, in Italia conosciuta anche come Stile Liberty o Stile Floreale, che si distinse per essere stata un movimento artistico e filosofico, che si sviluppò tra la fine dell’800 ed il primo decennio del ‘900, il cui stile si diffuse in tal modo da essere presente dappertutto). Casa Cuseni ha custodito per 100 anni un segreto che va ben oltre quell’amore proibito vissuto da Robert e Carlo, segreto celato all’interno della “stanza segreta”, quella dinning room che è stata riaperta nel 2012; entrando nella sala da pranzo, si assiste ad una serie di murales realizzati sulle quattro pareti da Frank Brangwyn, in stile Art Nouveau, che ritraggono la vita e la storia d’amore tra il pittore Robert Kitson, ed il suo compagno di vita, il pittore taorminese Carlo Siligato, ma la cosa che rende questi murales ancora più particolari, carichi di tenerezza e dolcezza, è che in essi viene rappresentato “il loro segreto” (!), viene descritto visivamente, come in un racconto “ad episodi” quello che è realmente avvenuto nella loro vita: Messina (e Reggio Calabria) vengono distrutte dal terribile sisma con maremoto il 28 dicembre del 1908, partono per Messina, Carlo Siligato, Robert Kitson, Wilhelm von Gloeden ed Anatole France, per vedere e documentare di persona la tragedia, la città era un cumulo di macerie, moltissimi i morti, Robert e Carlo vedono un piccolo bimbo, Francesco, egli è solo al mondo, privo dei genitori periti nel terremoto, abbandonato ad un certo e triste destino, nasce in loro due un profondo desiderio di protezione, nasce un desiderio materno e paterno, decidono di prende quel piccolo bimbo con loro pur sapendo che stanno rischiando moltissimo…(!) , quello che vogliono fare è una cosa assolutamente impensabile in quel periodo storico, loro sono una coppia omosessuale, quello che stanno per fare è assolutamente proibito..(!) ma oramai c’è Francesco nella loro vita, divenendo così, di fatto, la prima famiglia omogenitoriale (con termine più generico, famiglia arcobaleno) nella storia mondiale: da qui la necessità di tenere assolutamente nascosta tutta la vicenda, sia dal punto di vista artistico, rappresentata dai murales (per più di 100 anni, la “dinning room” verrà tenuta nascosta), sia di quanto accade nella vita reale, col piccolo Francesco accudito amorevolmente, ma con grandissimo rischio. Ho inserito allegoricamente, nel racconto fotografico, alcune fotografie degli artisti della compagnia “Casa del Musical”, giunti a Taormina per esibirsi durante il periodo natalizio: oggi come ieri, Taormina è sempre stata (a partire dagli ultimi 20 anni dell’800) al centro di un crocevia di artisti e grandi personalità, Casa Cuseni anche in questo ha un enorme palmares di ospiti illustri, troppo lungo da enunciare. I giovani ragazzi dipinti sui murales di Casa Cuseni, vestono di bianco, questo è segno di purezza, si è voluto in tal modo rappresentare il loro mondo ideale omosessuale, in lotta contro la figura vestita di nero, bassa di statura, inquietante, che acquista un valore negativo, figura allegorica della società inglese dell’epoca, indicante la morale Vittoriana che non ha esitato a condannare Oscar Wilde, privandolo di tutti i suoi beni e diritti, impedendogli persino di dare il cognome ai suoi figli. I ragazzi sono ispirati ai giovani modelli siciliani fotografati da Wilhelm von Gloeden, vestiti con tuniche bianche, col capo cinto dei fiori locali. L’unica figura femminile presente, ha dato spunto a varie interpretazioni, una potrebbe essere il distacco da parte di Kitson dalla sua madre patria, oppure il distacco da sua madre. Sulla terza parete si assiste alla nascita della famiglia omogenitoriale, entrambi (allegoricamente Carlo e Kitson col bimbo in braccio) sono di profilo, sono in cammino, l’uomo più giovane ha una veste lunga, alla greca, posto sul davanti, accanto a lui, alle sue spalle, il compagno più robusto sostiene in braccio e protegge con dolcezza il piccolo bimbo, quasi a voler risparmiare al compagno la fatica di un lungo ed incerto percorso, vi è nella rappresentazione della famiglia l’idea di un lungo percorso, infatti l’uomo che regge il bimbo indossa delle calzature pesanti, i loro volti sono carichi di apprensione e preoccupazione: davanti a loro una parete vuota, così volutamente lasciata da Frank Brangwin, poiché il loro futuro è ignoto, davanti hanno un destino pieno di incognite (al tempo stesso, il loro cammino indica l’est, vanno verso il sole nascente: aprendo la grande finestra il sole inonda ogni cosa nella stanza).

Nella “stanza segreta” c’è il quadro dipinto nel 1912 da Alfred E. East, un olio su tela, rappresentante il lago Bourget.

Carlo Siligato, successivamente si sposò con Costanza, una sorella della nonna di mio padre, da lei ebbe un figlio, Nino, il quale per tantissimi anni ha vissuto e lavorato come commerciante nella bottega d’arte del padre. Ringrazio di cuore il mio collega dott. Francesco Spadaro, medico e stimato chirurgo, proprietario e direttore della Casa-Giardino-Museo “Casa Cuseni”, il quale, facendomi affettuosamente da cicerone, mi ha dato la preziosa opportunità di realizzare “questo tour fotografico” all’interno dell’abitazione-museo e nel “giardino-metafisico” di Casa Cuseni.

…E lo scoop che ho annunciato nel titolo..? Dopo aver fotografato la tomba di Carlo Siligato, nel cimitero cattolico di Taormina, mi sono messo alla ricerca di quella di Robert Kitson, nel cimitero acattolico di Taormina: quando finalmente l’ho trovata (insieme a lui giace sua nipote Daphne Phelps, seppellita successivamente nel 2005)…ho provato una fortissima commozione, innanzitutto mi aspettavo un mausoleo, invece ho trovato una tomba piccola, molto modesta, su questa non una sua foto, non un epitaffio, non una Croce, non un Angelo pregante ad indicarla, ma … inaspettatamente per una lapide funeraria…un piccolo bassorilievo scolpito su marmo (o su pietra) raffigurante…la Natalità…(!), evidentemente, l’averla scelta potrebbe avere un significato ben preciso: un desiderio di trasmettere un messaggio, qualcosa di molto profondo di lui, la sua tomba testimoniava così che nel suo animo, ciò che in vita fu davvero importante fu l’aver avuto una famiglia, con Carlo e col piccolo Francesco, certamente amatissimo, salvato da un molto probabile triste destino, nel terribile terremoto-maremoto di Messina del 28 dicembre del 1908…quasi rievocando in una sintesi assoluta, al termine della sua vita, ciò che era già stato raccontato nei “murales segreti” di Casa Cuseni.

………………………………………………………………………………….

Ford Fiesta L (Mk.2) (1983-89) Engine 1117cc Valencia S4

Registration Number F 31 TVT (Stoke on Trent)

FORD EUROPE SET

www.flickr.com/photos/45676495@N05/sets/72157623665118181...

The Ford Fiesta Mark 2 appeared towards the end of summer 1983 with a revised front end interior, and bootlid mirroring the swage lines from the sides of the car. The 1.3 L OHV engine was dropped, being replaced in 1984 by a CVH powerplant of similar capacity, itself superseded by the lean burn 1.4 L two years later. The 957 and 1,117 cc Kent/Valencia engines continued with only slight alterations and for the first time a Fiesta diesel was produced with a 1600 cc engine adapted from the Escort.

The new CTX continuously variable transmission, also fitted in the Fiat Uno, eventually appeared early in 1987 on 1.1 L models only. This gearbox provided a quick and economic driving experience, despite the resemblance of the sensation of the continuously variable transmission to that of a slipping clutch.

Diolch am 97,267,235 o olygfeydd anhygoel, mae pob un yn cael ei werthfawr706'n fawr.

Thanks for 97,267,235 amazing views, every one is greatly appreciated.

Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-105

Diesel replaces steam, with a BR Cravens DMU passing a steam service at Drummuir station in the late-50s / early-60s..

The DMU's destination is 'Elgin - via Craigellachie'..

Passenger services through here ceased in 1968, and the line closed down completely in 1991.

Today (2016) almost everything in this photo has vanished, and all that is left is a single running track, and one bare platform - where the DMU is standing. The line is now part of the preserved 'Keith and Dufftown Railway'.

The Cravens DMUs later became BR Class 105, and all were withdrawn by 1988. Today, only one complete 2-car unit, and a trailer, have survived.

Original slide - photographer unknown

See where this photo was taken