Chatsworth House

Grade I listed

List Entry Number: 1373871

PARISH OF CHATSWORTH CHATSWORTH PARK SK 2570/2670 6/82 29.9.51 Chatsworth House GV I Country house. South wing 1687-9 by William Talman. East front 1689-91 by Talman, west front 1700-03, north front 1705-7 by Thomas Archer. Alterations and additions 1756-60 by James Paine, mostly replaced by alterations and additions including the north wing 1820-42 by Jeffrey Wyatt, later Sir Jeffrey Wyatville. Baroque and Neo-classical styles. For the First, Fourth and Sixth Dukes of Devonshire. Sandstone ashlar (mostly local) with other stones and marbles used for decoration. Roofs hidden behind parapets. Basically preserving the plan of the previous Elizabethan house, of four ranges around a courtyard, and with a long north east wing with a return range to south and wall enclosing a long entrance courtyard. Three floors, the ground floor treated as a basement due to the fall of the land. North wing of one storey over a basement. South front of twelve bays, 3-6-3 with a rusticated basement and two upper floors of equal height. Advanced end pavilions have giant fluted Ionic pilasters. Full entablature with carving to the frieze of the pavilions and bold inscription CAVENDO TUTUS across the centre. Balustrade added in 1693 and urns in 1701. The basement has segment headed glazing bar sashes and in the centre a double return flight staircase, a replacement of 1837 by Wyatville. The first and second floors have twelve glazing bar sashes in moulded architraves with stepped keyblocks. East front of 1-8-1 bays, continues the rusticated basement, entablature, balustrade and urns. Segment headed sashes to ground floor and glazing bar sashes in keyed moulded architraves, to the two upper floors. The end bays are set back and are flanked by paired giant pilasters. The front was altered by Wyatville in 1823, who removed a row of attic windows and refaced the whole front. West front (originally the entrance front) of 3-3-3 bays. The centre three advanced and pedimented, on four fluted Ionic attached columns. The outer bays have giant fluted Ionic pilasters. Rusticated basement with segment headed glazing bar sashes and a central flat arched entrance with moulded architrave. Two tiers of glazing bar sashes above, in moulded architraves with stepped keyblocks, the centre and upper ones decorated with relief carving. Complete entablature with carved frieze, carving also in the pediment. Balustraded parapet with urns. Garlands around the centre windows. Carving by Nadauld and by Samuel Watson. North front of 3-5-3 bays, the centre five forming a shallow curve, taller than the rest. Rusticated basement, giant fluted Corinthian pilsters to the centre bow, and glazing bar sashes in moulded architraves. The facade was altered by Wyatville whose north wing abuts it. He altered the fenestration of the centre part, removing attic windows and making the pilasters fluted. The internal courtyard has elevations of five and seven bays, mostly in their present form as altered by Wyatville. Plain pilasters with carved trophies by Watson. Top floor windows with alternately triangular and segmental pedimented architraves. Wyatville replaced an open colonnade on the south side. North wing has north elevation of 1-5-5-5-1 bays, followed by the orangery of 2-5-2 bays. Of the first part the middle and end bays are divided by plain pilasters and have solid parapets with urns rather than balustraded parapets. Rusticated basement with segment headed glazing bar sashes and glazing bar sashes in moulded architraves above. The orangery has the five middle bays advanced and divided by plain pilasters. Large casement windows. Balustraded parapet, dated 1827. The wing is terminated by a three by six bay pavilion and belvedere, rising to four storeys. Entablatures between storeys, glazing bar sashes in moulded architraves and the corner bays with plain pilasters. The belvedere has open colonnades on all sides. Lower pavilion beyond. Return range to west with gateways and entrance lodges. Tripartite composition with three round-arched carriageways. The centre flanked by paired Tuscan Doric columns, triglyph frieze, entablature and parapet, partly balustraded. Flanked by glazing bar sashes in moulded architraves and rusticated advanced end bays. Partly balustraded parapet. The central gates are re-set and are late C17 by Jean Tijou. Wall to south enclosing entrance courtyard with statues on pedestals. Interior: North entrance hall converted from a kitchen by James Paine. Tuscan Doric columns with triglyphs. Wyatville replaced the chimneypieces and widened the staircase. North corridor enclosed and altered by Wyatville. The Painted Hall of two storey height. Ceilings and walls painted by Laguerre, assisted by Ricard, in 1694. Stone carvings by Samuel Watson. Staircase 1911-12 by W H Romaine-Walker. The south range commences with private apartments, one room with an early C18 chimneypiece, another with early C19 painted panels in the window reveals. The Oak Room has panelling and twisted columns of c1700, brought from Germany by the Sixth Duke. The chapel in the south west corner is of two storeys, with an east gallery. Cedar panelling with limewood carvings by Samuel Watson. Sumptuous Baroque alabaster reredos designed by Cibber and carved by Watson. Completed in 1694. Walls and ceilings painted by Laguerre. On the west side, the west stairs with iron balustrade of 1702 by John Gardom, with wrought iron panels on the landings by Tijou. Painted ceiling by James Thornhill. West entrance hall with Grisaille painting. Leather Room and Lower Library redecorated in 1839 by Crace. The ground floor of the north wing contains service rooms. First floor has mostly private apartments, taking in the upper half of the chapel and hall, except the north wing. On the south side private dining and drawing rooms, basically early C18 but redone in 1780s by John Carr. The dining room was altered by Wyatville. In the west wing the centre bedroom was originally a vestibule and has late C17 panelling. Other rooms with delicate late C18 plasterwork. Duchess' dressing room ceiling by Joseph Palfreyman, 1775. The Red Velvet Room has a chimneypiece by Kent. On the north side the Library made in 1832 by Wyatville with woodwork and fittings by Armstrong and Siddons. Late C17 ceiling with painting by Verrio. The Ante-Library by Wyatville with ceiling painting by Hayter. To the north the suite of rooms in Wyatville's north wing. Dome Room, the Great Dining Room with segmental arched coffered ceiling and chimneypiece by Westmacott the Younger and Sievier. Sculpture Gallery lit by three lantern skylights. At the north end ormolu capitals to the columns, by Delafontaine of Paris. Bas reliefs by Thorwaldsen and collection of neo-classical sculpture. Second floor contains the state rooms along the south wing. Great Staircase designed by Talman (1689-90). Ceiling by Verrio; statues and doorcases by Cibber, balustrade by Tijou. The state Dining Room, Drawing Room, Music Room and Bedroom fill the south side. They have painted ceilings by Verrio, Laguerre and Ricardi and a profusion of wood carving by the London carvers Lobb, Davis and Young, assisted by Watson. The rooms were decorated in 1689-99, but only the Dining Room survives in its original state. In the centre of the west wing is the Sabine Bedroom, originally a lobby, with uninterrupted illusionist painting over ceiling and walls by Thornhill (1708). In the north wing are smaller family rooms and in the east wing the Queen of Scots Rooms, a suite of rooms redone by Wyatville c1830. The oak stairs between ground and first floor are by Wyatville, 1823-4. At the end of Wyatville's wing is the Theatre, designed in 1833 as a banqueting chamber. The painted ceiling panels of c1700 by Cheron and Thornhill, were originally in the Library. Sources: William, 6th Duke of Devonshire Handbook of Chatsworth & Hardwick, London 1844. J Lees-Milne and J Cornforth Chatsworth. Nine articles in Country Life April-September 1968. Duchess of Devonshire The House: A Portrait of Chatsworth MacMillan 1982.

Listing NGR: SK2602270104

Sources

Books and journals

Devonshire, William Duke of, Handbook of Chatsworth and Hardwick, (1844)

Devonshire, Duchess of , The House a Portrait of Chatsworth, (1982)

'Country Life' in September, (1968)

historicengland.org.uk/listing/the-list/list-entry/1373871

Replacing an earlier scanned photo with a better version 02-Jan-22 (DeNoise AI).

HISTORY UPDATED - Permanently retired (COVID-19)...

Fleet No: "273".

First flown with the Airbus test registration F-WWKZ, this aircraft was delivered to US Airways as N673UW in May-00. It was re-registered N273AY in Aug-06.

US Airways was merged into American Airlines in Apr-15. The aircraft was withdrawn from service in Mar-20 due to the COVID-19 Pandemic and stored at Roswell, NM, USA.

In late summer 2020 American made the decision to permanently retire the whole A330 fleet and it continued to be stored at Roswell. Updated 02-Jan-21.

Replacing an earlier digital photo with a better version 07-Aug-20.

Operated by Ryanair Sun (Poland) on behalf of Ryanair.

A bit of heat shimmer on this one, caused by another B737 landing on runway 23R.

This aircraft was delivered to Ryanair as EI-GDA in Sep-17. It was transferred to Ryanair's Polish subsidiary, Ryanair Sun as SP-RSP in Nov-18. Current, updated (Aug-20).

Replacing an earlier scanned photo with a better version 03-Oct-21 (DeNoise AI).

This aircraft was delivered to Australian Airlines as VH-TJA in Dec-88. Australian Airlines was merged into QANTAS Airways in Oct-93.

It continued in service and was briefly leased to Polynesian Airlines between late Jan/Mar-99. The aircraft was leased to Jet Connect (New Zealand) as ZK-JNN In Oct-04.

It returned to QANTAS in Sep-09 and was sold to an aircraft part-out company in the USA as N295AG. It was ferried to Tucson, AZ, USA in Sep-09 and permanently retired. The registration was cancelled in Nov-09.

Replaced an earlier scanned slide with a better version 21-Jan-15, plus Topaz DeNoise AI 19-Jul-23.

The idea here was to sling a rope over the tail with 6 loaders hanging on to it and use a rope on the nosewheel leg tied to a tractor to put it back upright... Until the flight engineer suggested that if it tipped too quickly the nosewheel leg could be pushed up through the flight deck floor!!! So on to 'Plan B'... (see next photo)

Replacing an earlier scanned photo with a better version 12-Mar-22 (DeNoise AI).

'Grand Union', England World Tail livery. Operated by Brymon Airways on behalf of British Airways Express.

First flown with the deHavilland Canada test registration C-GFCF, this aircraft was leased to Air Wisconsin as N435AW in Apr-92 and operated on behalf of United Airlines Express.

It was transferred to Atlantic Coast Airlines in Apr-93 while operations for United Express continued. It was transferred again, this time to Mesa Airlines, in Feb-95 and still operated for United Express.

The aircraft was returned to Bombardier Aircraft Trading in Apr-96 and immediately leased to Brymon Airways as G-BRYP and operated on behalf of British Airways Express. BA Express was merged into British Airways CitiExpress in Mar-02 and it was returned to Bombardier Inc as N783BC in May-02.

It was sold to CIBC Aviation Inc and leased back to Bombardier Services Corporation the same day. The aircraft was leased to LIAT Leeward Islands Air Transport as V2-LFX in Aug-02 and returned to Bombardier Capital Inc as N315SN in Sep-07 and placed into storage.

In Mar-08 it was sold to the Avmax Group as C-FJFW and leased to Regional 1 Airlines the following month. It was returned to the Avmax Group in Oct-10 and leased to Hawkair Aviation in Nov-10. The aircraft was transferred to CMA Central Mountain Air in Sep-11 and returned to the Avmax Group in Mar-16.

It was re-registered N171AV in Jul-16 and sold to the Sierra Nevada Corporation in Sep-16. It was stored at Huntsville/Decatur, AL, USA on delivery. The Sierra Nevada Corp works closely with the US Military...

In May-19 the aircraft was transferred to the US Army Parachute Team serialled 17-01609. Current (as far as I know), updated 12-Mar-22.

The magnetic motor will be cheaper than a standard motor to make, as the rotor and stator assemblies can be set into plastic housings, due to the fact that the system creates very little heat. Further, with the motor's energy efficiency, it will be well suited for any application where a motor has limited energy to drive it. While development is still focused on replacing existing devices, Minato says that his motor has sufficient torque to power a vehicle. With the help of magnetic propulsion, it is feasible to attach a generator to the motor and produce more electric power than was put into the device. Minato says that average efficiency on his motors is about 330 percent.

Mention of Over Unity devices in many scientific circles will draw icy skepticism. But if you can accept the idea that Minato's device is able to create motion and torque through its unique, sustainable permanent magnet propulsion system, then it makes sense that he is able to get more out of the unit than he puts in in terms of elctrical power. Indeed, if the device can produce a surplus of power for longer periods, every household in the land will want one.

"I am not in this for the money," Minato says. "I have done well in my musical career, but I want to make a contribution to society -- helping the backstreet manufacturers here in Japan and elsewhere. I want to reverse the trends caused by major multinationals. There is a place for corporations. But as the oil industry has taught us, energy is one area where a breakthrough invention like this cannot be trusted to large companies."

Minato was once close to making a deal with Enron. But today, he is firmly on a mission to support the small and the independent -- and to go worldwide with them and his amazing machine. "Our plan is to rally smaller companies and pool their talent, and to one day produce the technology across a wide range of fields."

When we first got the call from an excited colleague that he'd just seen the most amazing invention -- a magnetic motor that consumed almost no electricity -- we were so skeptical that we declined an invitation to go see it. If the technology was so good, we thought, how come they didn't have any customers yet?

We forgot about the invitation and the company until several months later, when our friend called again. "OK," he said. "They've just sold 40,000 units to a major convenience store chain. Now will you see it?" In Japan, no one pays for 40,000 convenience store cooling fans without being reasonably sure that they are going to work.

The Maestro ~

The streets of east Shinjuku are littered with the tailings of the many small factories and workshops still located there -- hardly one's image of the headquarters of a world-class technology company. But this is where we are first greeted outside Kohei Minato's workshop by Nobue Minato, the wife of the inventor and co-director of the family firm. The workshop itself is like a Hollywood set of an inventor's garage. Electrical machines, wires, measuring instruments and batteries are strewn everywhere. Along the diagram-covered walls are drill presses, racks of spare coils, Perspex plating and other paraphernalia. And seated in the back, head bowed in thought, is the 58-year-old techno maestro himself. Minato is no newcomer to the limelight. In fact, he has been an entertainer for most of his life, making music and producing his daughter's singing career in the US. He posseses an oversized presence, with a booming voice and a long ponytail. In short, you can easily imagine him onstage or in a convertible cruising down the coast of California -- not hunched over a mass of wires and coils in Tokyo's cramped backstreets. Joining us are a middle-aged banker and his entourage from Osaka and accounting and finance consultant Yukio Funai. The banker is doing a quick review for an investment, while the rest of us just want to see if Minato's magnetic motors really work. A prototype car air conditioner cooler sitting on a bench looks like it would fit into a Toyota Corolla and quickly catches our attention. Seeing is Believing ~

Nobue then takes us through the functions and operations of each of the machines, starting off with a simple explanation of the laws of magnetism and repulsion. She demonstrates the "Minato Wheel" by kicking a magnet-lined rotor into action with a magnetic wand. Looking carefully at the rotor, we see that it has over 16 magnets embedded on a slant -- apparently to make Minato's machines work, the positioning and angle of the magnets is critical. After she kicks the wheel into life, it keeps spinning, proving at least that the design doesn't suffer from magnetic lockup. She then moves us to the next device, a weighty machine connected to a tiny battery. Apparently the load on the machine is a 35kg rotor, which could easily be used in a washing machine. After she flicks the switch, the huge rotor spins at over 1,500 rpms effortlessly and silently. Meters show the power in and power out. Suddenly, a power source of 16 watt or so is driving a device that should be drawing at least 200 to 300 watts. Nobue explains to us that this and all the other devices only use electrical power for the two electromagnetic stators at either side of each rotor, which are used to kick the rotor past its lockup point then on to the next arc of magnets. Apparently the angle and spacing of the magnets is such that once the rotor is moving, repulsion between the stators and the rotor poles keeps the rotor moving smoothly in a counterclockwise direction. Either way, it's impressive. Next we move to a unit with its motor connected to a generator. What we see is striking. The meters showed an input to the stator electromagnets of approximately 1.8 volts and 150mA input, and from the generator, 9.144 volts and 192mA output. 1.8 x 0.15 x 2 = 540mW input and 9.144 x 0.192 = 1.755W out. But according to the laws of physics, you can't get more out of a device than you put into it. We mention this to Kohei Minato while looking under the workbench to make sure there aren't any hidden wires. Minato assures us that he hasn't transcended the laws of physics. The force supplying the unexplained extra power out is generated by the magnetic strength of the permanent magnets embedded in the rotor. "I'm simply harnessing one of the four fundamental forces of nature," he says. Although we learned in school that magnets were always bipolar and so magnetically induced motion would always end in a locked state of equilibrium, Minato explains that he has fine-tuned the positioning of the magnets and the timing of pulses to the stators to the point where the repulsion between the rotor and the stator (the fixed outer magnetic ring) is transitory. This creates further motion -- rather than a lockup. (See the sidebar on page 41 for a full explanation). Real Products ~ Nobue Minato leads us to the two devices that might convince a potential investor that this is all for real. First, she shows us the cooling fan prototype that is being manufactured for a convenience store chain's 14,000 outlets (3 fans per outlet). The unit looks almost identical to a Mitsubishi-manufactured fan unit next to it, which is the unit currently in wide use. In a test, the airflow from both units is about the same. The other unit is the car air conditioning prototype that caught our eye as we came in. It's a prototype for Nippon Denso, Japan's largest manufacturer of car air conditioners. The unit is remarkably compact and has the same contours and size as a conventional unit. Minato's manufacturing skills are clearly improving.

The Banker and his Investment ~

Minato has good reason to complain about Japan's social and cultural uniformity. For years, people thought of him as an oddball for playing the piano for a living, and bankers and investors have avoided him because of his habit of claiming that he'd discovered a breakthrough technology all by himself -- without any formal training. However, the Osaka banker stands up after the lecture and announces that before he goes, he will commit \100 million to the investment pool. Minato turns to us and smiles. We brought him good luck, and this was his third investor in as many weeks to confirm an interest. Bringing the Tech to the Table ~ With the audience gone, we ask Minato what he plans to do to commercialize the technology. His game plan is simple and clear, he says. He wants to retain control, and he wants to commercialize the technology in Japan first -- where he feels he can ensure that things get done right. Why doesn't he go directly to the US or China? His experiences in both countries, he suggests, have been less than successful. "The first stage is critical in terms of creating good products and refining the technology. I don't want to be busy with legal challenges and IP theft while doing that." Still, the export and licensing of the technology are on his agenda, and Minato is talking to a variety of potential partners in other countries. Whereas another inventor might be tempted to outsource everything to a larger corporation, part of what drives Minato is his vision of social justice and responsibility. The 40,000 motors for the convenience store chain are being produced by a group of small manufacturers in Ohta-ku and Bunkyo-ku, in the inner north of Tokyo -- which is becoming a regional rust belt. Minato is seized with the vision of reinvigorating these small workshops that until the 80s were the bedrock of Japan's manufacturing and economic miracle. Their level of expertise will ensure that the quality of the motors will be as good as those from any major company. International Prep " Despite his plan to do things domestically first, Minato is well prepared for the international markets. He is armed with both six years of living and doing business in Los Angeles in the early 90s -- and with patent protection for over 48 countries. His is hardly a provincial perspective. His US experience came after playing the piano for a living for 15 years. He began tinkering with his invention in the mid-70s. The idea for his magnetic motor design came from a burst of inspiration while playing the piano. But Minato decided to drop everything in 1990 to help his daughter Hiroko, who at the age of 20 decided that she wanted to be a rhythm and blues star in the US. Minato is a strong believer in family: If Hiroko was going to find fame and fortune in the US, Dad had better be there to help manage her. He suceeded in helping Hiroko to achieve a UK dance chart number one hit in 1995. In 1996 Minato returned to Japan and his magnetic motor project. The following year he displayed his prototypes to national power companies, government officials and others at a five-day conference in Mexico City. Interest was palpable, and Minato realized that his invention might meet a global need for energy-saving devices.

Subsequent previews and speeches in Korea and Singapore further consolidated his commitment to bringing the invention to fruition, and he was able to bring in several early-stage investors.

During the late 90s, Minato continued to refine his prototypes. He also stayed in constant contact with his lawyer, registering patents in major countries around the world. Through his experiences in the US he realized that legal protection was critical, even if it meant delaying release of the technology by a couple of years. Ironically, by the time he'd won patents in 47 countries, the Japanese patent office turned him down on the grounds that "[the invention] couldn' t possibly work" and that somehow he was fabricating the claims. But a few months later they were forced to recant their decision after the US patent office recognized his invention and gave him the first of two patents. As Minato notes: "How typical of Japan's small-minded bureaucrats that they needed the leadership of the US to accept that my invention was genuine." By 2001, the Minatos had refined their motors and met enough potential investors to enter into a major international relationship, initially with a Saudi company, to be followed thereafter by companies in the US and elsewhere. However, fate dealt the investors and Minato's business a serious blow when the World Trade Center was attacked in New York. The Saudis retreated, and Minato's plans fell back to square one. Now Minato is once again ready to move. With the first order in the works and more orders pending successful prototypes, he has decided that investors don't have to be primary partners. He is actively accepting inquiries from corporate investors who can bring strategic advantages and corporate credibility with them. His company, Japan Magnetic Fan, will make a series of investment tie-up announcements in the first and second quarters of 2004. Implications ~ Minato's motors consume just 20 percent or less of the power of conventional motors with the same torque and horse power. They run cool to the touch and produce almost no acoustic or electrical noise. They are significantly safer and cheaper (in terms of power consumed), and they are sounder environmentally. The implications are enormous. In the US alone, almost 55 percent of the nation's electricity is consumed by electric motors. While most factory operators buy the cheapest motors possible, they are steadily being educated by bodies like NEMA (National Electrical Manufacturers Association) that the costs of running a motor over a typical 20-year lifespan comprise a purchase price of just 3 percent of the total, and electricity costs of 97 percent. It is not unusual for a $2,000 motor to consume $80,000 of electricity (at a price of .06 cents per kilowatt hour). Since 1992, when efficiency legislation was put into place at the US federal level, motor efficiency has been a high priority -- and motors saving 20 percent or so on electrical bills are considered highly efficient. Minato is about to introduce a motor which saves 80 percent, putting it into an entirely new class: The $80,000 running cost will drop to just $16,000. This is a significant savings when multiplied by the millions of motors used throughout the USA and Japan -- and eventually, throughout the world. The Devices ; Minato's invention and its ability to use remarkably less power and run without heat or noise make it perfect for home appliances, personal computers, cellphones (a miniature generator is in the works) and other consumer products.

Content provided by J@pan Inc. Magazine -- www.japaninc.com

US Patent # 4,751,486

(Cl. 335/272)

Magnetic Rotation Apparatus

(June 14. 1998)

Kohei Minato

Abstract --- The magnetic rotation apparatus of the present invention has first and second rotors rotatably supported and juxtaposed. The first and second rotors are connected so as to be rotatable in opposite directions in a cooperating manner. A number of permanent magnets are arranged on a circumferential portion of the first rotor at regular intervals, and just as many permanent magnets are arranged on a circumferential portion of the second rotor at regular intervals. Each permanent magnet has one magnetic polarity located radially outward from the rotors, and has the other magnetic polarity located radially inward toward the rotors. The polarity of each permanent magnet, which is located radially outward from the rotors, is identical. When the first and second rotors are rotated in a cooperating manner, the phase of rotation of the permanent magnets of one rotor is slightly advanced from that of the permanent magnets of the other rotor. One of the permanent magnets of one rotor is replaced with the electromagnet. The radially outward polarity of the electromagnet can be changed by reversing the direction in which a current is supplied to the electromagnet.

TECHNICAL FIELD

The present invention relates to a magnetic rotation apparatus in which a pair of rotors are rotated by utilizing a magnetic force.

BACKGROUND ART

An electromotor is well known as a rotation apparatus utilizing a magnetic force. For example, an AC electromotor comprises a rotor having a coil, a stator surrounding the rotor, and a plurality of electromagnets, disposed on the stator, for generating a rotating magnetic field. An electric power must be constantly supplied to the electromagnets in order to generate the rotating magnetic field and keep the rotor rotating, i.e., an external energy, or electric energy, is indispensable for the rotation of the rotor. Under the circumstances, a magnetic rotation apparatus, which employs permanent magnets in lieu of electromagnets and can rotate a rotor only by a magnetic force of the permanent magnets, is highly desirable. The present application proposes a magnetic rotation apparatus which comprises a pair of rotors rotatable in opposite directions in a cooperating manner, and a plurality of permanent magnets stationarily arranged at regular intervals on the peripheral portion of each rotor. One end portion of each permanent magnet of both rotors, which has the same polarity, is located radially outward of the rotors. When the two rotors are rotated in a cooperating fashion, a permanent magnet on one rotor and a corresponding permanent magnet on the other, which form a pair, approach and move away from each other periodically. In this case, the phase of rotation of the magnet on one rotor advances a little from that of the corresponding magnet on the other rotor. When the paired permanent magnets approach each other, magnetic repulsion causes one rotor to rotate. The rotation of one rotor is transmitted to the other rotor to rotate the same. In this manner, other pairs of magnets on both rotors sequentially approach each other, and magnetic repulsion occurs incessantly. As a result, the rotors continue to rotate. In the above apparatus, in order to stop the rotation of the rotors, a brake device is required. If an ordinary brake device is mounted on the magnetic rotation apparatus, the entire structure of the apparatus becomes complex, and a driving source for the brake device must be provided separately. The present invention has been developed in consideration of the above circumstances, and its object is to provide a magnetic rotation apparatus including a brake device for suitably stopping the rotation of rotors.,DISCLOSURE OF THE INVENTION The magnetic rotation apparatus of the present invention is provided with magnetic force conversion means which is substituted for at least one pair of permanent magnets of the paired rotors. In a normal state, the magnetic force conversion means causes a magnetic repulsion, as in the other pairs of permanent magnets. When it is intended for the rotors to stop, the magnetic force conversion means causes a magnetic attraction force. Since a magnetic attraction force can be produced between the rotors at any time, the magnetic attraction force serves to stop the rotors. The brake device constituted by the magnetic force conversion means differs from an ordinary brake device which forcibly stops a pair or rotors by using a frictional force. In the brake device of this invention, by converting a magnetic repulsion force to a magnetic attraction force, the rotors can be braked in the state that the movement of the rotors is reduced. Thus, the rotors can be stopped effectively. BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic perspective view showing a magnetic rotation apparatus according to an embodiment of the invention;

FIG. 2 is a schematic plan view showing the relationship between the first and second rotors; FIG. 3 is a perspective view of a permanent magnet; FIG. 4 shows an electromagnet, a permanent magnet cooperating with the electromagnet, and a driving circuit the electromagnet; and FIG. 5 is a view for explaining how a pair of rotors rotate. BEST MODE OF CARRYING OUT THE INVENTION FIG. 1 shows a magnetic rotation apparatus embodying the present invention. The magnetic rotation apparatus has frame 1. Frame 1 is provided with a pair of rotation shafts 2 which extend vertically and in parallel to each other. Shafts 2 are located at a predetermined distance from each other. Upper and lower ends of each shaft 2 are rotationally supported on frame 1 via bearing 3. First rotor 4a is mounted on one of rotation shafts 2, second rotor 4b is mounted on the other rotation shaft 2. First and second rotors 4a and 4b are arranged on the same level. Rotors 4a and 4b have similar structures. For example, each rotor 4a (4b) comprises two ring-shaped plates 5 which are spaced apart from each other in the axial direction of the rotation shaft 2. Gears 6a and 6b made of synthetic resin are, as cooperating means, attached to lower surfaces of first and second rotors 4a and 4b. The diameters of gears 6a and 6b are identical but larger than those of rotors 4a and 4b. Gears 6a and 6b mesh with each other. First and second rotors 4a and 4b are thus rotatable in opposite directions in a cooperating manner. In FIG. 1, reference numeral 7 indicates support arms for supporting first and second rotors 4a and 4b.

For example, 16 magnets are arranged at regular intervals on a peripheral portion of first rotor 4a. These magnets are secured between two ring-shaped plates 5. In this embodiment, among the 16 magnets, one is electromagnet 9a (see FIG. 2), and the others are permanent magnets 8a. FIG. 2 shows only some of permanent magnets 8a. As shown in FIG. 3, permanent magnet 8a comprises case 10, and a plurality of rod-like ferromagnetic members 11 housed in case 10. Ferromagnetic member 11 is, for example, a ferrite magnet. Ferromagnetic members 11 of each permanent magnet 8a are arranged such that ferromagnetic members 11 have the same polarity at one end. In first rotor 4a, for example, an N-polarity end portion of each permanent magnet 8a faces radially outward, and an S-polarity end portion of magnet 8a faces radially inward. As shown in FIG. 2, when each permanent magnet 8a is located between two shafts 2, angle C formed by longitudinal axis A of magnet 8a and imaginary line B connecting two shafts 2 is, for example, set to 30.degree. C. On the other hand, electromagnet 9a is, as shown in FIG. 4, constituted by U-shaped iron core 12, and coil 13 wound around core 12. Electromagnet 9a is arranged such that both N- and S-polarity end portions face radially outward of first rotor 4a, and the above-mentioned angle C is formed, similarly to the case of permanent magnet 8a. The same number of permanent magnets (8b,9b) as the total number of all permanent magnets and electromagnet (8a,9a) of first rotor 4a are secured on a peripheral portion of second rotor 4b at regular intervals. In FIG. 2, when first and second rotors 4a and 4b are rotated in opposite directions, each permanent magnet of second rotor 4b periodically moves toward and away from the corresponding one of the magnets (8a,9a) of first rotor 4a. The permanent magnets (8b,9b) of second rotor 4b will now be described in greater detail. Permanent magnets 8b of second rotor 4b, which periodically move toward and away from permanent magnets 8a of first rotor 4a in accordance with the rotation of rotors 4a and 4b, have a structure similar to that of permanent magnets 8a of first rotor 4a. The polarity of that end portion of each permanent magnet 8b which is located radially outward from second rotor 4b, is identical with that of the end portion of each permanent magnet 8a of first rotor 4a. That is, the radially outward portion of each permanent magnet 8b has an N-polarity. Permanent magnet 9b of second rotor 4b, which periodically moves toward and away from electromagnet 9a of first rotor 4a, has a structure shown in FIG. 4. Permanent magnet 9b has a structure similar to that of permanent magnets 8a. Both polarities of electromagnet 9a face radially outward from first rotor 4a. Permanent magnet 9b has two different polarities which face radially outward from second rotor 4b and correspond to both polarities of electromagnet 9a. As shown in FIG. 2, when each permanent magnet 8b,9b is located between two rotation shafts 2, angle E formed by longitudinal axis D of the magnet (8b,9b) and imaginary line B connecting two shafts 2 is, for example, set to 56.degree. C. In addition, when rotors 4a and 4b are rotated in opposite directions, as shown by arrows, the magnets (8a,9a) of first rotor 4a move a little ahead of the corresponding permanent magnets (8b,9b) of second rotor 4b, in a region in which both magnets (8a,9a; 8b,9b) approach one another. In other words, the phase of rotation of the magnets (8a,9a) of first rotor 4a advances by a predetermined angle in relation to the permanent magnets (8b,9b) of second rotor 4b. As shown in FIG. 4, electromagnet 9a of first rotor 4a is electrically connected to drive circuit 14. Drive circuit 14 includes a power source for supplying an electric current to coil 13 of electromagnet 9a. While rotors 4a and 4b rotate, drive circuit turns on electromagnet 9a upon receiving a signal from first sensor 15 only when electromagnet 9a and permanent magnet 9b are in a first region in which they periodically approach each other. First sensor 15 is an optical sensor comprising a light-emitting element and a light-receiving element. As shown in FIG. 1, first sensor 15 is attached to a portion of frame 1 above first rotor 4a. First sensor 15 emits light in a downward direction. The light is reflected by reflection plate 16 projecting radially inward from the inner edge of first rotor 4a. First sensor 15 receives the reflected light, and feeds a signal to drive circuit 14. Thus, drive circuit 14 turns on electromagnet 9a. The circumferential length of reflection plate 16 is equal to that of the above-mentioned first region. When magnets 9a and 9b enter the first region, first sensor 15 is turned on, and when they leave the first region, first sensor 15 is turned off. When drive circuit 14 receives a signal from first sensor 15, it excites electromagnet 9a such that both polarities of electromagnet 9a correspond to those of permanent magnet 9b of second rotor 4b. Drive circuit 14 is electrically connected to switching circuit 17. When brake switch 18 is operated, switching circuit 17 reverses the direction in which an electric current is supplied to electromagnet 9a. When the current supplying direction of drive circuit 14 is reversed, drive circuit 14 excites electromagnet 9a only in a time period in which drive circuit 14 receives a signal from second sensor 19. Second sensor 19 has a structure similar to that of first sensor 15, and is attached to frame 1 so as to be located closer to the center of rotor 4a than first sensor 15. Reflection plate 20, which corresponds to the position of second sensor 19, is formed integral to an inner edge portion of reflection plate 16. As shown in FIG. 2, compared to reflection plate 16, reflection plate 20 extends in rotational direction of first rotor 4a, indicated by the arrow. The operation of the above-described magnetic rotation apparatus will now be explained with reference to FIG. 5. In FIG. 5, rotation shaft 2 of first rotor 4a is denoted by 01, and rotation shaft 2 of second rotor 4b is denoted by 02. Only the radially outward polarity, that is, N-polarity, of the magnets of rotors 4a and 4b is shown, for the sake of convenience. Although electromagnet 9a and permanent magnet 9b have both polarities located radially outward, only the N-polarity thereof is shown. When first and second rotors 4a and 4b are put in a position shown in FIG. 5, magnetic pole Nb1 of one permanent magnet of second rotor 4b is located in a line connecting shafts 01 and 02. In this case, polarity Na1 of first rotor 4a, which is paired with polarity Nb1, is a little advanced from polarity Nb1 in the rotational direction of first rotor 4a. For example, as shown in FIG. 5, magnetic pole Na1 is advanced from polarity Nb1 by an angle of X.degree.. Polarities Na1 and Nb1 exert repulsion force F1 upon each other along line L. Supposing that an angle, formed by line M, which is drawn from shaft 01 perpendicularly to line L, and the line connecting shafts 01 and 02 is represented by Y, and that the length of line K is represented by R, torques Ta1 and Tb1 caused by repulsion force F1 to rotate first and second rotors 4a and 4b can be given by: Ta1=F1.multidot.R.multidot.cos (Y-X)

Tb1=F1.multidot.R.multidot.cos Y Since cos (Y-X)>cos Y, Ta1>Tb1.

As shown in FIG. 5, since magnetic pole Na1 is advanced from magnetic pole Nb1 by angle X.degree., first rotor 4a receives a greater torque than second rotor 4b. Thus, first rotor 4a forwardly rotates in the direction of the arrow in FIG. 5. Mention is now made of paired magnets of rotors 4a and 4b in the vicinity of magnetic poles Na1 and Nb1. Magnetic poles Nan and Nan-1 of first rotor 4a are advanced ahead of magnetic pole Nal in the rotational direction. Magnetic poles Nan and Nan-1 receive a torque produced by a repulsion force acting between magnetic poles Nan and Nan-1 and corresponding magnetic poles Nbn and Nbn-1. In FIG. 5, magnetic poles Nan and Nan-1 receive a smaller torque, as they rotate farther from the location of magnetic pole Na1. It is well known that a torque of first rotor 4a, which is caused by a repulsion force acting on magnetic poles Nan and Nan-1, is decreased in inverse proportion to the square of the distance between paired magnetic poles Na and Nb.

Magnetic poles Na2 and Na3, behind magnetic pole Na1, receive a torque which tends to rotate rotor 4a in the reverse direction. This torque is considered to be counterbalanced with the torque acting on magnetic poles Nan and Nan-1. In FIG. 5, attention should be paid to the region of magnetic poles Na1 and Na2. As first rotor 4a forwardly rotates, the direction in which a torque applies to magnetic pole Na2, is changed from the reverse direction to the forward direction, before magnetic pole Na2 reaches the position of magnetic pole Na1. The torque for forwardly rotating rotor 4a is larger than that for reversely rotating rotor 4a. Therefore, first rotor 4a is easily rotated in the direction shown in FIG. 2. Second rotor 4b is considered to receive a torque in a direction reverse to the direction shown in FIG. 2, as seen from the description of first rotor 4a. It is obvious that second rotor 4b receives a maximum torque at the position of magnetic pole Nb1. As seen from the above formula, torque Tb1 applied to second rotor 4b in a direction reverse to that denoted by the arrow is smaller than torque Ta1 applied to first rotor 4a in the forward direction. The rotation of first rotor 4a is transmitted to second rotor 4b through gears 6a and 6b. By determining the relationship between the strengths of torques Ta1 and Tb1, second rotor 4b is thus rotated in a direction reverse to the rotational direction of first rotor 4a, against the torque applied to second rotor in the direction. As a result, first and second rotors 4a and 4b are kept rotating, since a torque for rotating rotors 4a and 4b in a cooperating manner is produced each time magnetic poles Na of first rotor 4a pass across the line connecting shafts 01 and 02. In a diagram shown in the right part of FIG. 5, a solid line indicates a torque applied to first rotor 4a, and a broken line indicates a torque applied to second rotor 4b. The ordinate indicates a distance between each magnetic pole and the line connecting shafts 01 and 02 of rotors 4a and 4b. The first region in which electromagnet 9a of first rotor 4a is turned on is set in a range of Z during which a torque is applied to first rotor 4a in the forward direction. In order to stop the cooperative rotation of rotors 4a and 4b, brake switch is turned on to operate switching circuit 17. Thus, the direction in which drive circuit 14 supplies a current to electromagnet 9a is reversed. The polarities of electromagnet 9a are reversed. The torque applied to electromagnet 9a in the forward direction is stopped. When electromagnet 9a approaches permanent magnet 9b, a magnetic attract:on force is produced. As a result, the rotation of rotors 4a and 4b is effectively slowed down and stopped. Since the second region, in which electromagnet 9a is excited, is larger than the first region, a large braking force can be obtained from a magnetic attraction force. In the above embodiment, since electromagnet 9a is excited only in a specific region, a large electric power is not required. In addition, since electromagnet 9a rotates and brakes rotors 4a and 4b, a braking mechanism for a magnetic rotation apparatus can be obtained without having to make the entire structure of the apparatus complex. The present invention is not restricted to the above embodiment. With the exception of the paired electromagnet and permanent magnet, all permanent magnets of the rotors are arranged such that their end portions of the same polarity face radially outward from the rotors. However, it is possible that the polarities of the radially outward end portions of the permanent magnets are alternately changed. Namely, it should suffice if the polarities of the radially outward end portions of the first rotor are identical to those of the corresponding radially outward end portions of the second rotor. The magnets may have different magnetic forces. Furthermore, an electric power for exciting the electromagnet can be derived from the rotation of the rotors or from the revolving magnetic field of the permanent magnet.

Angles C and E are not restricted to 30.degree. and 56.degree.. They may be freely determined in consideration of the strength of the magnetic force of the permanent magnet, a minimum distance between adjacent magnets, angle x, and the like. The number of magnets of the rotor is also freely chosen.

Industrial Applicability ~ As described above, the magnetic rotation apparatus of the present invention can be used as a driving source in place of an electric motor, and as an electric generator. US Patent # 5,594,289 (Cl. 310/152) Magnetic Rotating Apparatus (January 14, 1997) Kohei Minato Abstract --- On a rotor which is fixed to a rotatable rotating shaft, a plurality of permanent magnets are disposed along the direction of rotation such that the same magnetic pole type thereof face outward. In the same way, balancers are disposed on the rotor for balancing the rotation of this rotor. Each of the permanent magnets is obliquely arranged with respect to the radial direction line of the rotor. At the outer periphery of the rotor, an electromagnet is disposed facing this rotor, with this electromagnet intermittently energized based on the rotation of the rotor. According to the magnetic rotating apparatus of the present invention, rotational energy can be efficiently obtained from permanent magnets. This is made possible by minimizing as much as possible current supplied to the electromagnets, so that only a required amount of electrical energy is supplied to the electromagnets. Claims --- [ Claims not included here ] Description BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a magnetic rotating apparatus, and more particularly, to a magnetic rotating apparatus which utilizes repulsive forces produced between a permanent magnet and an electromagnet.

2. Description of the Prior Art In a conventional electric motor, an armature as a rotor consists of turns of wires, and electric field as a stator consists of a permanent magnet. In such the conventional electric motor, however, current must be usually supplied to windings of the armature which is rotated. When the current is supplied, heat is generated, which gives rise to the problem that not much driving force is efficiently generated. This, in turn, gives wise to the problem that the magnetic forces cannot be efficiently obtained from the permanent magnet. In addition, in the conventional electric motor, since the armature is so constructed as consisting of the windings, the moment of inertia cannot be made very high, so that enough torque cannot be obtained. To overcome the above-described problems of such the conventional electric motor, the inventor proposed, in Japanese Patent Publication No. 61868/1993 (U.S. Pat. No. 4,751,486) a magnetic rotating apparatus in which a plurality of the permanent magnets are disposed along the two rotors, respectively, at a predetermined angle, and in which an electromagnet is disposed at one of the rotors. In a generally constructed conventional electric motor, there is a limit as to how much the efficiency of energy conversion can be increased. In addition, the torque of the electric motor cannot be made high enough. For the above reasons, hitherto, various improvements have been made on existing electric motors, without any success in producing an electric motor so constructed has providing satisfactory characteristics. In the magnetic rotating apparatus disclosed in Japanese Patent Publication No. 6868/1993 (U.S. Pat. No. 4,751,486) a pair of rotors is rotated. Therefore, it is necessary for each of the rotors to have high precision, and in addition, measures must be taken for easier rotation control. SUMMARY OF THE INVENTION In view of the above-described problems, the object of the present invention is to provide a magnetic rotating apparatus in which rotational energy can be efficiently obtained from the permanent magnet with a minimum amount of electrical energy, and in which rotation control can be carried out relatively easily. According to one aspect of the present invention, there is provided a magnetic rotating apparatus comprising a rotating shaft; a rotor which is fixed to the rotating shaft and which has disposed thereon permanent magnet means and means for balancing rotation, the permanent magnet means being disposed such that a plurality of magnetic poles of one (or first) polarity type is arranged along an outer peripheral surface in the direction of rotation, and a plurality of magnetic poles of the other (or second) polarity type arranged along an inner peripheral surface, with each pair of corresponding magnetic poles of one and the other polarities obliquely arranged with respect to a radial line; electromagnet means, which is disposed facing this rotor, for developing a magnetic field which faces the magnetic field of the permanent magnet means of the rotor and detecting means for detecting rotating position of the rotor to allow the electromagnet means to be energized. According to another aspect of the present invention, there is provided a magnetic rotating apparatus comprising a rotating shaft a rotor which is fixed to the rotating shaft and which has disposed thereon a plurality of permanent magnets and balancers for balancing rotation, the permanent magnets being disposed such that one magnetic polarity type is arranged along an outer peripheral surface in the direction of rotation and the other magnetic polarity type arranged along an inner peripheral surface, with each pair of corresponding magnetic poles of one and the other polarities obliquely arranged with respect to a radial line; an electromagnet, which is disposed facing this rotor, for developing a magnetic field which produces the other magnetic polarity type on the facing surface; and energizing means for intermittently energizing the electromagnet means from where the leading permanent magnet, based on the rotation of the rotor, passes the facing surface of the electromagnet in the direction of rotation. According to still another aspect of the present invention, there is provided magnetic rotating apparatus comprising a rotating shaft; a first rotor which is fixed to the rotating shaft and which has disposed thereon permanent magnet means and means for balancing rotation, the permanent magnet means being disposed such that a plurality of magnetic poles of the second polarity type is arranged along an outer peripheral surface in the direction of rotation, and a plurality of magnetic poles of the first pole type arranged along an inner peripheral surface, with each pair of corresponding magnetic poles of one and the other polarities obliquely arranged with respect to a radial line; a second rotor which rotates along with the first rotor and is fixed to the rotating shaft, having disposed thereon a plurality of permanent magnets and balancers for balancing rotation, the permanent magnets being disposed such that one magnetic polarity type is arranged along an outer peripheral surface in the direction of rotation and the other magnetic polarity type arranged along an inner peripheral surface, with each pair of corresponding magnetic poles of one and the other polarities obliquely arranged with respect to a radial line a first and a second electromagnet means, which are magnetically connected and disposed facing the first and second rotors, respectively, for developing a magnetic field which faces the magnetic field of the permanent magnet means of the first and second rotors; and detecting means for detecting rotating position of the rotors to allow the electromagnet means to be energized. The nature, principle and utility of the invention will become more apparent from the following detailed description when read in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS In the accompanying drawings: FIG. 1 is a perspective view schematically illustrating a magnetic rating apparatus according to one embodiment of the present invention FIG. 2 is a side view of the magnetic rotating apparatus illustrated in FIG. 1; FIG. 3 is a plan view of a rotor of the magnetic rotating apparatus illustrated in FIGS. 1 and 2;

FIG. 4 is a circuit diagram illustrating a circuit in the magnetic rotating apparatus shown in FIG. 1; FIG. 5 is a plan view showing a magnetic field distribution formed between the rotor and the electromagnet of the magnetic rotating apparatus shown in FIGS. 1 and 2, and FIG. 6 is an explanatory view illustrating a torque which causes rotation of the rotor of the magnetic rotating apparatus shown in FIGS. 1 and 2. DESCRIPTION OF THE PREFERRED EMBODIMENTS The magnetic field developed by an electromagnet means and that of a permanent magnet means of a rotor repel each other. In addition, the magnetic field of the permanent magnet means is flattened by the magnetic fields of other nearby permanent magnets and electromagnet means. Therefore, a torque is produced therebetween to efficiently rotate the rotor. Since the rotor has a high inertial force, when the rotor starts rotating, its speed increases by the inertial force and the turning force. A magnetic rotating apparatus related to one embodiment of the present invention will be described with reference to the following drawings. FIGS. 1 and 2 are schematic diagrams of a magnetic rotating apparatus related to one embodiment of the present invention. In the specification, the term "magnetic rotating apparatus" will include an electric motor, and from its general meaning of obtaining turning force from the magnetic forces of permanent magnets, it will refer to a rotating apparatus utilizing the magnetic forces. As shown in FIG. 1, in the magnetic rotating apparatus related to one embodiment of the present invention, a rotating shaft 4 is rotatably fixed to a frame 2 with bearings 5. To the rotating shaft 4, there are fixed a first magnet rotor 6 and a second magnet rotor 8, both of which produce turning forces and a rotated body 10, which has mounted therealong a plurality of rod-shaped magnets 9 for obtaining the turning forces as energy. They are fixed in such a manner as to be rotatable with the rotating shaft 4. At the first and second magnet rotors 6 and 8, there are provided, as will be described later in detail with reference to FIGS. 1 and 2, a first electromagnet 12 and a second electromagnet 14 respectively are energized in synchronism with rotations of the first and second magnet rotors 6 and 8, both of which face each other and are each disposed in a magnetic gap. The first and second electromagnets 12 and 14 are respectively mounted to a yoke 16, which forms a magnetic path. As shown in FIG. 3, the first and second magnet rotors 6 and 8 each have disposed on its disk-shaped surface a plurality of tabular magnets 22A through 22H for developing a magnetic field for generating the turning forces and balancers 20A through 20H, made of non-magnetic substances, for balancing the magnet rotors 6 and 8. In the embodiments, the first and second magnet rotors 6 and 8 each have disposed along the disk-shaped surface 24 at equal intervals the eight tabular magnets 22A through 22H along half of the outer peripheral area and +the eight balancers 20A through 20H along the other half of the outer peripheral area.

As shown in FIG. 3, each of the tabular magnets 22A through 22H are disposed so that its longitudinal axis 1 makes an angle D with respect to a radial axis line 11 of the disk-shaped surface 24. In the embodiment, an angle of 30 degrees and 56 degrees have been confirmed for the angle D. An appropriate angle, however, can be set depending on the radius of the disk-shaped surface 24 and the number of tabular magnets 22A through 22H to be disposed on the disk-shaped surface 24. As illustrated in FIG. 2, from the viewpoint of effective use of the magnetic field, it is preferable that the tabular magnets 22A through 22H on the first magnet rotor 6 are positioned so that their N-poles point outward, while the tabular magnets 22A through 22H on the second magnet rotor 8 are positioned so that their S-poles point outward. Exterior to the first and second magnet rotors 6 and 8, the first and second electromagnets 12 and 14 are disposed facing the first and second magnet rotors 6 and 8 respectively in the magnetic gap. When the first and second electromagnets 12 and 14 are energized, they develop a magnetic field identical in polarity to the their respective tabular magnets 22A through 22H so that they repel one anther. In other words, as shown in FIG. 2, since the tabular magnets 22A through 22H on the first magnet rotor 6 have their N-poles facing outwards, the first electromagnet 12 is energized so that the side facing the first magnet rotor 6 develops an N-polarity. In a similar way, since the tabular magnets 22A through 22H on the second magnet rotor 8 have their S-poles facing outwards, the second electromagnet 14 is energized so that the side facing the tabular magnets 22A through 22H develops a S-polarity. The first and second electromagnets 12 and 14, which are magnetically connected by the yoke 16, are magnetized so that the sides facing their respective magnet rotors 6 and 8 are opposite in polarity with respect to each other. This means that the magnetic fields of the electromagnets 12 and 14 can be used efficiently. A detector 30, such as microswitch, is provided to either one of the first magnet rotor 6 or second magnet rotor 8 to detect the rotating position of the magnet rotors 6 and 8. That is, as shown in FIG. 3, in a rotational direction 32 of the tabular magnets 22A through 22H, the first and the second magnet rotors 6 and 8 are respectively energized when the leading tabular 22A has passed. In other words, in the rotational direction 32, the electromagnet 12 or 14 is energized when starting point So, located between the leading tabular magnet 22A and the following tabular magnet 22B coincides with the center point Ro of either the electromagnet 12 or 14. In addition, as illustrated in FIG. 3, in the rotational direction 32 of the tabular magnets 22A through 22H, the first and the second magnet rotors 6 and 8 are de-energized when the last tabular magnet 22A has passed. In the embodiment, an end point Eo is set symmetrical to the starting point So on the rotating disk-shaped surface 24. When the end point Eo coincides with the center point Ro of either the electromagnet 12 or 14, the electromagnet 12 or 14 is de-energized, respectively. As will be described later, with the center point Ro of the electromagnet 12 or 14 arbitrarily set between the starting point So and the end point Eo, the magnet rotors 6 and 8 start to rotate when the electromagnets 12 and 14 and their tabular magnets 22A through 22H face one another. When a microswitch is used as the detector 30 for detecting the rotating position, the contact point of the microswitch is allowed to slide along the surface of the rotating disk-shaped surface 24. A step is provided for the starting point So and the end point Eo so that the contact of the microswitch closes between the starting point So and the end point Eo. The area along the periphery therebetween protrudes beyond the other peripheral areas of the rotating disk-shaped surface 24. It is apparent that a photo sensor or the like may be used instead of the microswitch as the detector 30 for detecting the rotating position. As shown in FIG. 4, the windings of the electromagnets 12 and 14 are connected to a DC power source 42 through a movable contact of a relay 40, which is connected in series with the windings. A series circuit containing the relay 40 (solenoid) and the detector 30 or microswitch is connected to the DC power source 42. In addition, from the viewpoint of energy conservation, a charger 44 such as a solar cell is connected to the DC power source 42. It is preferable that the DC power source 42 is constantly chargeable using solar energy or the like. In the magnetic rotating apparatus illustrated in FIGS. 1 and 2, a magnetic field distribution shown in FIG. 5 is formed between the tabular magnets 22A through 22H, disposed on each of the magnet rotors 6 and 8, and the electromagnets 12 and 14 which face them, respectively. When the electromagnet 12 or 14 is energized, a magnetic field of a tabular magnet of the tabular magnets 22A through 22H, adjacent to the electromagnet 12 or 14, is distorted in the longitudinal direction in correspondence with the rotational direction. This results in the generation of a repulsive force therebetween. As is apparent from the distortion of the magnetic field, the repulsive force has a larger component in the longitudinal or perpendicular direction, and produces a torque, as shown by an arrow 32. Similarly, a magnetic field of a tabular magnet of the tabular magnets 22A through 22H, which next enters the magnetic field of the electromagnet 12 or 14, is distorted. the repulsive force produced between the tabular magnets of the tabular magnets 22A through 22H, which have already entered the magnetic field of the electromagnets, a repulsive force operates between both of the poles M and M' of the tabular magnet at the rotating side and the electromagnet at the stationary side, respectively. Therefore, from the relationship illustrated in FIG. 6, an angular torque T is generated based on the formula: T=F. a.cos (.alpha.-.beta.), where in a is a constant. The angular torque starts the rotation of the rotating disk-shaped surface 24. After the rotating disk-shaped surface 24 has started rotating, its rotating speed gradually increases due to an inertial moment thereof, which allows a large turning driving force to be produced. After a stable rotation of the rotating disk-shaped surface 24 has been produced, when a necessary electromotive force can be developed in an electromagnetic coil (not illustrated) by externally bringing it near a rotated body 10 to be rotated along with the rotating disk-shaped surface 24. This electric power can be used for other applications. This rotating principle is based on the rotating principle of the magnetic rotating apparatus already disclosed in Japanese Patent Publication No. 61868/1993 (U.S. Pat. No. 4,751,486) by the inventor. That is, even if an electromagnet, provided for one of the rotors of the magnetic rotating apparatus disclosed in the same Patent Application, is fixed, it is rotated in accordance with the rotating principle disclosed therein. For details, refer to the above Japanese Patent Publication No. 61868/1993 (U.S. Pat. No. 4,751,486).

The number of tabular magnets 22A through 22H is not limited to "8" as shown in FIGS. 1 and 3. Any number of magnets may be used. In the above-described embodiment, although the tabular magnets 22A through 22H are disposed along half of the peripheral area of the disk-shaped surface 24, and the balancers 20A through 20H are disposed along the other half of the peripheral area, the tabular magnets may further be disposed along other areas of the disk-shaped surface 24. It is preferable that balancers, in addition to magnets, are provided along a portion of the peripheral area on the disk-shaped surface. The counter weights, which do not need to be formed into separate blocks, may be formed into one sheet of plate which extends on the outer peripheral area of the disk-shaped surface. In addition, in the above-described embodiments, while the construction is such as to allow the electromagnets to be energized for a predetermined period of time for every rotation of the rotating disk-shaped surface, the circuit may be so constructed as to allow, upon increased number of rotations, energization of the electromagnets for every rotation of the rotating disk-shaped surface, starting from its second rotation onwards. Further, in the above-described embodiment, a tabular magnet has been used for the permanent magnet, but other types of permanent magnets may also be used. In effect, any type of magnet may be used as the permanent magnet means as long as a plurality of magnetic poles of one type is disposed along the outer surface of the inner periphery and a plurality of magnetic poles of the other type are disposed along the inner peripheral surface of the disk-shaped surface, so that a pair of corresponding magnetic poles of one and the other polarities is obliquely arranged, with respect to the radial line 11, as shown in FIG. 3. Although the tabular magnets 22A through 22H are mounted on the magnet rotors 6 and 8 in the above embodiment, they may be electromagnets. In this case, the electromagnets 12 and 14 may be the alternative of electromagnets or permanent magnets.

According to the magnetic rotating apparatus of the present invention, rotational energy can be efficiently obtained from permanent magnets. This is made possible by minimizing as much as possible current supplied to the electromagnets, so that only a required amount of electrical energy is supplied to the electromagnets. It should be understood that many modifications and adaptations of the invention will become apparent to those skilled in the art and it is intended to encompass such obvious modifications and changes in the scope of the claims appended hereto. KeelyNet: BBS Posting from Henry Curtis (11-18-1997)

Korean Magnetic Perpetual Motion Wheel I must apologize for not having all the details of this interesting device but will update the file when I get more info from the source. In email communications with John Schnurer, I happened to mention it and he's been on me since then to send him a diagram, yet I felt like it would simply be confusing because its operation is not clear or readily apparent from the information I had.The information that I have comes directly from long time friend Henry Curtis of Colorado. We both attended the 1997 ISNE conference in Denver and Henry was telling about this interesting machine he had seen while on a trip to the Phillipines. He said there was a free energy conference held there and he noticed a spinning bicycle wheel that was attached to a stand that sat on a table.The wheel was running when he first saw it, yet there did not appear to be any driving force such as a motor, belts, gears, etc..Henry said he watched it for quite awhile and it never stopped running. On expressing curiosity about the wheel, he was invited to stop it and start it up without any outside assistance.Henry reports the wheel was brought to a complete stop, then he gave it a spin with his hand and it began moving on its own. I am uncertain if it followed the tendency of other such devices to establish its own speed. Some devices like this can be spun up to high speed from an outside source, then will slow to a speed which is determined by the geometry and strength of the repelling or attracting forces that operate it.Henry swears it was the neatest thing he'd ever seen and drew a crude diagram of the arrangement on my notepad. Unfortunately, we were a bit rushed and I did not achieve a complete understanding of how it operated. That is why I did not want to blow smoke about it until more detail had been received, god knows, we don't need any more of that.However, perhaps someone can figure it out from the limited information I do have. The following drawing shows the wheel arrangement, one half was weighted, the other half had slanted magnets. I do not know whether they are all repelling, attracting or a mix of these forces. As you can imagine, the weight of the magnets must equal the weight of the other half of the wheel to balance out. Apparently the force of the magnetic repulsion or attaction provides the actual imbalance.Henry also said there was a patent on this device that is dated January 14, 1997. The inventor is a Japanese man named Minatu. The spelling of this name is uncertain. I did a search on the IBM server but found nothing even remote. Henry specifically said this was a United States patent. So, here it is. Perhaps Henry can come up with some more detail which can be used to update this file in future. Good luck.... KeelyNet: Update and Corrections from Henry Curtis (Wed, 19 Nov 1997) ~

From: Henry Curtis ~ To: Jerry Decker Subject: Bicycle wheel correction and update Jerry, Again we see that communication is difficult and memories are fallable. Obviously I am remiss in not having sent this to you months ago as I intended to, but as a sage of old observed "The spirit is willing, but the flesh is slow." During the first weekend of May, 1997, a group in Soeul, Korea headed up by Mr. Chi San Park, held The First International New Energy Conference in Seoul, Korea. I attended this conference and gave a talk on various approcahes to free energy. It was at this conference in Seoul, Korea that I saw the bicycle wheel and had the opportunity to work with it unattended by anyone else.The inventor is Kohei Minato, a Japanese rock musician, who reports that he has spent a million dollars out of his own pocket developing magnetic motors, because the world needs a better source of energy. He has several patents in various countries. His latest patent that I am aware of is United States Patent # 5,594,289. His development efforts have gone in the general direction of the Adams motor which the above patent is similar to. He had a working prototype of this design at the conference and reported that it used 150 watts power input and produced 450 watts output on a sustained basis. About a year ago CNN (in the US) had a 10 minute segment about him and his motors. In this video he is shown demonstrating two of his magnetic motors. I have a copy of this film clip that he gave to me. I will make a copy and send it to you. Unfortunately, the editors were not attuned to technical details and the pictures of the running machines show little useful detail. The Phillipine connection that you mention is completely erroneous. It was in Korea. The drawing on the web site is essentially correct with the following exceptions. The counter weight is a single curved piece of aluminum covering 180 degrees. Each of the several individual magnets on the other half of the wheel are slightly asymmetric, crescent shaped and nested. They are magnetised end to end with the N poles out. The motor is actuated by moving the N pole of a large permanet magnet (the drive magnet) toward the wheel. As this magnet is moved toward the wheel, the wheel starts to spin. As the magnet is moved closer to the wheel it spins faster. The acceleration of the wheel is rapid. So rapid in fact, as to be startling. To put it another way I was very impressed. The motor works. And it works very well. In the film clip a slight pumping action of Minato's hand holding the magnet is apparent. When I braced my hand so that there was no pumping action, the motor still ran. In fact it seemed to run better. Pumping action by the hand held magnet is not the power that drives the motor. When the drive magnet is moved away from the wheel it coasts rather quickly to a stop and comes to rest in a manner typical of any spinning bicycle wheel. Again when the wheel is at rest and a large magnet is moved up to the wheel it starts to spin. At no time is it necessary to touch the wheel to get it to rotate. Simply bring the N pole of a large magnet several inches from the wheel. The particular orientation of the wheel when it is at rest seems to have no effect on how well it starts to turn. Irrespective of how the wheel and the magnets on it are sitting; move the drive magnet near, it starts to spin. Move the magnet closer it spins faster. Move the magnet further away it slows up. The wheel was mounted on a stand made of aluminum angle pieces bolted together similar to the diagram in the above mentioned patent. The axle of the wheel was mounted parellel to the surface of the planet. I have attached a rough diagram of the wheel. Apparently the geometry of the magnets on the wheel is very important and subtle. I have built several small models none of which have shown the free energy effects of Minato's machine. The conference in Seoul was attended by several hundred people, most appeared to be under 40 and evenly divided between men and women. Presenters were from Korea, US, Japan, and China. Simultaneous translation was provided for all talks in the 3 day conference. Jerry, I hope this information is useful. I may be contacted by e-mail at mailto:hcurtis@mindspring.com or by phone at 303.344.1458.

KeelyNet: Email from Gene Mallove at Infinite Energy ~ I spoke to Bob Vermillion of Tri-Cosmos Development (Los Angeles, CA 310-284-3250 or fax 310-284-3260) today, just before he left for the three-day demonstrations of the Minato magnetic motor being held in Mexico City, Mexico on July 8, 9, 10th.Three (3) Minato Motors (MM), covered by US Patents # 5,594,289 (Jan 14, 1997) and # 4,751,486 (June 14, 1988), have been brought over from Japan. One was allegedly tested last evening by Grupo Bufete Industrial (supposedly one of the largest power generation construction companies in Mexico and South America). The company engineers were said (by Vermillion) to have measured an output /input ratio of 4.3 / 1. The printed literature, which I received in a Fedex packet from Vermillion states that the device can put out 500 watts (maximum) with an input of 34 watts.For those of you who wonder why the device is not self-sustaining -- oral info from Vermillion is that Minato *will* in the course of one of the demonstrations *remove the battery power supply* and let the device self-run -- presumably with a load. The press release makes no bones about the physics-busting character of the MM: "As rotations per minute (rpm's) increase, the electromagnetic consumption of the stator decreases. This phenomenon is in direct conflict with accepted laws of physics and is achieved through the repelling magnetic fields. It operates without heat, noise, or pollution of any kind. It can be produced in size from ultra-small to very large." It is said in the press release that applications from cell phones to laptop computers are under development. Vermillion told me of other parties who were planning to attend the demonstrations, which will be conducted both in public displays and with private party measurements. These include: ENRON, Bechtel, Tejas (a division of Shell Oil Corporation), Fluor Daniels, Kellogg Corp. .He told me that Hal Fox of New Energy News and the Fusion Information Center will be there (I confirmed with Hal that he will be there and will give us a full report.) I considered going myself (I was invited), but I trust Hal Fox to provide a full report --

www.japaninc.com/article.php?articleID=1302

en.wikipedia.org/wiki/Permanent_magnet_motor

Replacing a photo taken 08-May-11 with a better version 28-Jun-16.

Left side with additional '22kg Baggage allowance' and 'Allocated seats' titles

First flown with the Boeing test registration N5573K, this aircraft was delivered to China Southern Airlines as B-2803 in Nov-87. It was retired and stored at Guangzhou, China in Sep-06. In Nov-06 it was sold to The Dart Group Plc as G-LSAI and leased to Jet2.com. The aircraft suffered a serious tail-strike on landing at Alicante, Spain on 10-Apr-17. It was temporarily repaired and ferried back to Manchester, UK on 06-May-17. The aircraft was then 30 years old and I thought it may have been too expensive to repair. However I was forgetting that it was Jet2 and it returned to service at the end of May-17. Now 32.25 years old, it continues in service. Current, updated (Feb-20).

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

Another 'lessor-owned' aircraft with a long and mostly sad history. It was first flown in Mar-93 with the Airbus test registration F-WWIE.

Originally ordered by 'GPA Airbus A320', they cancelled the order and the aircraft was delivered to GATX/CL Air Leasing and leased to LACSA Costa Rica as N486GX in Jun-93. But not for long.

It was returned to the lessor in Jan-94 and transferred to GATX/CL Air NV as PH-GCX in Feb-94. It was leased to Air Inter (France) as F-GJVX the same day. Air Inter was renamed Air Inter Europe in Jan-96 and the aircraft was returned to the lessor in May-97.

It was leased to a new Spanish company, BCM Airlines in Jun-97, retaining it's French registration. BCM ceased operations in Oct-97 (see note below), the aircraft returned to the lessor and was stored.

In Apr-98 it was leased to Volare Airlines (Italy), still with it's French registration. They ceased operations in Nov-04. The aircraft returned to the lessor and was stored at Bordeaux, France.

It was leased to Thomas Cook Airlines - Belgium as OO-TCM in Apr-05 and returned to the lessor in Feb-08. It was immediately leased to Aerolineas Argentinas as LV-BNZ and delivered to Buenos Aries-EZE.

However, it never entered service and was stored until it was returned to the lessor as N420BV in Dec-08 and stored at Goodyear, AZ, USA. It changed lessors twice white it was stored and was eventually leased to Strategic Airlines Europe (a small Australian company with big ideas and very little finance!) as F-GSTS in Aug-09.

Their French AOC was withdrawn in Oct-10, they ceased operations, the aircraft was returned to the lessor and stored at Brussels, Belgium. Strategic Airlines Europe started up again in Apr-11, this time in Luxembourg. They leased the aircraft again, now registered LX-STC.

They were no more successful the second time than they had been previously and ceased operations in Oct-12. The aircraft was returned to AeroTurbine Inc and re-registered N271AT in Nov-12. It was permanently retired at Goodyear, AZ, USA and the registration was cancelled in Mar-13.

Note: BCM Airlines was named after the initials of it's owner 'Bartolome Cursach Mas'. The airline only lasted for the summer of 1997 and ceased operations in Oct-97. Two of their four ex A320's formed the basis of Iberworld.

The area that was to become West Palm Beach was settled in the late 1870s and 1880s by a few hundred settlers who called the vicinity "Lake Worth Country." These settlers were a diverse community from different parts of the United States and the world. They included founding families such at the Potters and the Lainharts, who would go on to become leading members of the business community in the fledgling city. The first white settlers in Palm Beach County lived around Lake Worth, then an enclosed freshwater lake, named for Colonel William Jenkins Worth, who had fought in the Second Seminole War in Florida in 1842. Most settlers engaged in the growing of tropical fruits and vegetables for shipment the north via Lake Worth and the Indian River. By 1890, the U.S. Census counted over 200 people settled along Lake Worth in the vicinity of what would become West Palm Beach. The area at this time also boasted a hotel, the "Cocoanut House", a church, and a post office. The city was platted by Henry Flagler as a community to house the servants working in the two grand hotels on the neighboring island of Palm Beach, across Lake Worth in 1893, coinciding with the arrival of the Florida East Coast railroad. Flagler paid two area settlers, Captain Porter and Louie Hillhouse, a combined sum of $45,000 for the original town site, stretching from Clear Lake to Lake Worth.

On November 5, 1894, 78 people met at the "Calaboose" (the first jail and police station located at Clematis St. and Poinsettia, now Dixie Hwy.) and passed the motion to incorporate the Town of West Palm Beach in what was then Dade County (now Miami-Dade County). This made West Palm Beach the first incorporated municipality in Dade County and in South Florida. The town council quickly addressed the building codes and the tents and shanties were replaced by brick, brick veneer, and stone buildings. The city grew steadily during the 1890s and the first two decades of the 20th century, most residents were engaged in the tourist industry and related services or winter vegetable market and tropical fruit trade. In 1909, Palm Beach County was formed by the Florida State Legislature and West Palm Beach became the county seat. In 1916, a new neo-classical courthouse was opened, which has been painstakingly restored back to its original condition, and is now used as the local history museum.

The city grew rapidly in the 1920s as part of the Florida land boom. The population of West Palm Beach quadrupled from 1920 to 1927, and all kinds of businesses and public services grew along with it. Many of the city's landmark structures and preserved neighborhoods were constructed during this period. Originally, Flagler intended for his Florida East Coast Railway to have its terminus in West Palm, but after the area experienced a deep freeze, he chose to extend the railroad to Miami instead.

The land boom was already faltering when city was devastated by the 1928 Okeechobee hurricane. The Depression years of the 1930s were a quiet time for the area, which saw slight population growth and property values lower than during the 1920s. The city only recovered with the onset of World War II, which saw the construction of Palm Beach Air Force Base, which brought thousands of military personnel to the city. The base was vital to the allied war effort, as it provided an excellent training facility and had unparalleled access to North Africa for a North American city. Also during World War II, German U-Boats sank dozens of merchant ships and oil tankers just off the coast of West Palm Beach. Nearby Palm Beach was under black out conditions to minimize night visibility to German U-boats.

The 1950s saw another boom in population, partly due to the return of many soldiers and airmen who had served in the vicinity during the war. Also, the advent of air conditioning encouraged growth, as year-round living in a tropical climate became more acceptable to northerners. West Palm Beach became the one of the nation's fastest growing metropolitan areas during the 1950s; the city's borders spread west of Military Trail and south to Lake Clarke Shores. However, many of the city's residents still lived within a narrow six-block wide strip from the south to north end. The neighborhoods were strictly segregated between White and African-American populations, a legacy that the city still struggles with today. The primary shopping district remained downtown, centered around Clematis Street.

In the 1960s, Palm Beach County's first enclosed shopping mall, the Palm Beach Mall, and an indoor arena were completed. These projects led to a brief revival for the city, but in the 1970s and 1980s crime continued to be a serious issue and suburban sprawl continued to drain resources and business away from the old downtown area. By the early 1990s there were very high vacancy rates downtown, and serious levels of urban blight.

Since the 1990s, developments such as CityPlace and the preservation and renovation of 1920s architecture in the nightlife hub of Clematis Street have seen a downtown resurgence in the entertainment and shopping district. The city has also placed emphasis on neighborhood development and revitalization, in historic districts such as Northwood, Flamingo Park, and El Cid. Some neighborhoods still struggle with blight and crime, as well as lowered property values caused by the Great Recession, which hit the region particularly hard. Since the recovery, multiple new developments have been completed. The Palm Beach Mall, located at the Interstate 95/Palm Beach Lakes Boulevard interchange became abandoned as downtown revitalized - the very mall that initiated the original abandonment of the downtown. The mall was then redeveloped into the Palm Beach Fashion Outlets in February 2014. A station for All Aboard Florida, a high-speed passenger rail service serving Miami, Fort Lauderdale, West Palm Beach, and Orlando, is under construction as of July 2015.

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

en.wikipedia.org/wiki/West_Palm_Beach,_Florida

I just can't stop working on this plane.

The MeMe-21IF was the interceptor version of the MeMe-21, given all-weather capabilities at the cost of losing its 30mm cannon. Experiences in the 1967 war between the UAR and Samaria proved this to be a mistake, and a new version called the IFM was put into production, with a new two-piece side-opening canopy and the option to add a 22mm cannon gunpod in place of a drop tank, as well as a system which blew excess exhaust over the wing in order to reduce landing speeds. For some very dumb reason, this feature didn't make it into the MeMe-21E production later in the 70s.

Muh P&Qs for DC6 deplorables:

MeMe-21IF

Payload - 3 (0)

Agility - Quick (0)

Range - 1000 km (-1)

Speed - Mach 2 (+2)

All Weather (+1)

Drop Tanks (0)

No Gun (-1)

Terrifying Landings (-1)

MeMe-21IFM

Payload - 3 (0)

Agility - Quick (0)

Range - 1000 km (-1)

Speed - Mach 2 (+2)

All Weather (+1)

Drop Tanks (0)

Replacing an earlier scanned photo with a better version 01-Nov-21 (DeNoise AI)

Operated on behalf of Jersey European by European Aviation.

This photo was taken just a few days before it was returned to European Aviation.

Jersey European became British European and then FlyBe Airlines.

First flown as G-AVMK in Aug-68, this aircraft was delivered to BEA British European Airways in Sep-68.

BEA merged with BOAC to form British Airways in Jul-74. It was retired and stored at Bournemouth, UK in Dec-92. The aircraft was sold to European Aviation in May-93.

It was leased to Subsidiary company European Air Charter in Apr-94. It was returned to European Aviation in Mar-95, only to be leased to European Air Charter 8 days later and wet-leased to SABENA Belgian World Airlines the following day.

It was returned to European Air Charter in Dec-95. The aircraft was wet-leased to Jersey European Airways in Mar-97. It was returned to European Aviation in Oct-98.

After 30 years in service, the aircraft was retired at Bournemouth UK later the same month. It was broken up there in Feb-00.

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 08-Sep-23.

This aircraft was delivered to Eastern Air Lines as N325EA in Nov-73. It was leased to TWA Trans World Airlines in May-75 and returned to Eastern in Oct-75.

In Jul-78 it was sold to Cathay Pacific Airways as VR-HHY. The aircraft was sold to Norske Finance Nederland BV as TF-ABU in Nov-96 and leased to Air Atlanta Icelandic the following day.

Air Atlanta Icelandic was a major ACMI wide-body operator (it still is but not so much now!) and the aircraft was wet-leased to a number of airlines, including Peach Air (UK) between Nov-96/Feb-97, to Monarch Airlines (UK) between May/Dec-97.

To Monarch Airlines again between May/Oct-98, and again between Dec-98/Oct-00. After 27 years in service the aircraft was returned to the lessor in Nov-00 and permanently retired at Soderhamm, Sweden. It was broken up there in Jan-01.

Note 1: 'ACMI' = Aircraft, Crew, Maintenance and Insurance.

Note 2: The registration TF-ABU was previously used by Air Atlanta Icelandic on a Boeing 737-200 between May/Nov-94.

Replacing an earlier scanned photo with a better version 18-May-18.

First flown with the Airbus test registration D-AXAR, this aircraft was delivered to Lufthansa & leased to Eurowings as D-AEWQ in Nov-16. Current, updated 18-May-24.

Replacing an earlier scanned slide with a better version 01-Sep-15.

A little bit of 'glare' along the top of the 'cheat-line'. The tail on the right is Wardair's B727 CF-FUN.

Eagle Airways was renamed Cunard Eagle Airways in Mar-60 after a 60% investment by the Cunard Steamship Company.

This aircraft was delivered to Cunard Eagle Airways in Feb-62. It was originally due to be registered G-ARWD but that wasn't taken up and instead it was registered to Cunard Eagle Airways Bermuda as VR-BBW.

In Sep-62 after much double dealing, Cunard formed a new company with BOAC. The aircraft was re-registered G-ARWD and was transferred to BOAC Cunard. The Cunard part didn't last and in Oct-66 the aircraft became part of BOAC's mainline fleet.

It was leased to BEA Airtours in Jan-73 and in Apr-74 it was renamed British Airtours. In Apr-79 the aircraft was wet leased to Air Mauritius for 2 years, returning to British Airtours in Apr-81.

The following month it was returned to British Airways and sold to Boeing in part exchange for new Boeing 747's. It was stored at Kingman, AZ, USA, in May-81 and subsequently broken up there in 1986.

Replacing an earlier scanned photo with a better version 01-Oct-17, plus Topaz DeNoise AI 16-Mar-23.

"Mule Deer" tail design (right side) / *Snowy Owl" (leftside), Fleet No: "270".

Originally delivered to Maersk Air as OY-MBZ in Nov-81, this aircraft was returned to Polaris Aircraft Leasing in Jun-90 and leased to Dragonair (Hong Kong) as VR-HYN. It returned to Polaris as N170PL in Sep-93.

It was leased to Aero Costa Rica in early Oct-93 and returned to Polaris in Apr-96. It was leased to Frontier Airlines in Jun-96 and was re-registered N270FL in Aug-96.

It returned to Polaris in Oct-02 and was stored. Sold to Bellview Airlines (Nigeria) in Mar-03 as 5N-BFM, it was retired and stored at Lagos in late 2012 and was last noted still there in Jan-15.

Replacing an earlier scanned photo with a better version 31-Aug-19, plus Topaz DeNoise AI 12-Dec-25 (rescanned from a very yellowed negative).

Named: "Arab Solidarity".

This aircraft was delivered to Syrian Arab Airlines as YK-AHB in Jul-76. After more than 31 years in service it was withdrawn from service and stored at Damascus in 2008, only because the airline was unable to obtain spare parts due to US sanctions.

Sometime around 2012/2013, the aircraft was ferried to Riyadh, Saudi Arabia and was noted stored there in Sep-13. It was broken up at Riyadh in Apr/May-14.

Replacing an earlier scanned photo with a slightly better version, plus Topaz DeNoise AI 08-Dec-24

Dates appearing in this history are approximate. This aircraft was delivered to Balkan - Bulgarian Airlines as LZ-BTN in 1990. It was wet-leased to Lao Airlines, Laos around Nov-91 and returned to Balkan - Bulgarian in Spring 1992.

It was wet-leased to Palair Macedonia around May-92 and returned to Balkan - Bulgarian by Apr-94. The aircraft was sold to Hemus Air, Bulgaria as LZ-HMN in Mar-01. It was sold to BH Air - Balkan Holidays around May-02.

The aircraft was sold to Aeroflot Russian Airlines as RA-85765 in Aug-05. It was noted still in service in Sep-10 but by Jul-11 it was operational with the Ulyanovsk Higher Civil Aviation School - UVAUGA (still in basic Aeroflot livery with Cyrillic 'UVAUGA' titles). It was eventually retired and broken up but I don't know where or when! Updated 08-Dec-24

Two units lead BNSF Train U LINLIN6 09Z running east towards Nebraska City with 4 cars on a round trip from Lincoln as they pass the station sign at Syracuse and tiptoe up to a highway crossing that was being protected by flagmen as the planks were replaced. One of the interesting things about this line are the green whistle boards and milepost signs that look more like highway signs than railroad signs.

This is a track geometry test train being operated by BNSF Railway for reinstatement of through-trains on the Nebraska City Branch. The test train operated at 10 MPH for the duration of the trip. The line between Lincoln and Nebraska City was built as a CB&Q branch, later BN, BNSF, and in latter years was used to serve the Omaha Public Power District Nebraska City Generating Station.

The KYLE Railroad also made an attempt at operating this line in the early 2000’s serving local customers until BNSF resumed service after only a couple years. BNSF had the coal contract for OPPD, but Union Pacific won it in 2002, and they routed trains from their Falls City Sub., which passes through Nebraska City. After that, through trains didn’t traverse the entire line until a half dozen or so coal trains were rerouted in 2007 from Lincoln.

Since 2007, a through train hadn’t crossed the entire line until today. While the west end had been used occasionally by BNSF and OPPD to store cars, a large Frontier Co-Op Elevator loop track opened in April 2017 at Syracuse loading unit grain trains, served by UP from the east. At the moment, the only other customer on the line is the AGP Elevator in Lincoln, served by BNSF.

The interesting part is that the line itself was sold to OPPD. Union Pacific was the Primary Operating Railroad and called the line the UP Arbor Sub. and dispatched it via TWC. BNSF Railway refers to their portion on the west end from Lincoln the BNSF Nebraska City Industrial Spur. BNSF recently won the coal contract from UP, which begins in 2021. Dozens of bridges were replaced, repaired, or strengthened, crossing protection was installed, enhanced, or put back in service, track was surfaced, and trees were trimmed. Special agents and Heartland Division officials escorted or the train through towns that hadn’t seen a train over a decade.

As it turned out, one of UP’s last hurrahs was as bringing a coal train into the power plant just hours before the arrival of the test train, which was supposed to run through the loop track and return to Lincoln. They wound up having to recrew the train and run the engines around the consist to take it back west that night. To make matters even more interesting, that very UP coal train experienced a locomotive fire as the train came into Nebraska City. It was an interesting day, to say the least.

As of December 18, 2020, BNSF Railway again became the POR for the entire line, and is beginning the process of requalifying crews with short trains on the line for the coal contract start date of January 1, 2021.

Locomotives: BNSF 8590, BNSF 7753

12-9-20

Syracuse, NE

Replacing an earlier scanned photo with a better version 20-Nov-20, plus Topaz DeNoise AI 05-Apr-23.

Martinair only kept their A320's for just over 4 years.

First flown with the Airbus test registration F-WWDE, this aircraft was delivered to SALE Singapore Aircraft Leasing Enterprise and leased to Martinair as PH-MPE in Mar-03 and returned to the lessor in Nov-07.

It was leased to Etihad Airways as A6-EIB in Dec-07. The aircraft was sub-leased to Air Seychelles as S7-SIL in Jul-15 and returned to Etihad in Aug-19 when it was stored at Abu Dhabi. It was moved to Hyderabad, India in Dec-19 for continued storage and returned to the lessor in Aug-20.

It was leased to SmartLynx Airlines - Malta as 9H-SLB two weeks later and, because of the COVID-19 Pandemic, it was stored at Malta on delivery. The aircraft was ferried to St. Athan, Wales, UK in Sep-20.

It never entered service and was permanently retired at St. Athan, Wales, UK. It was broken up there in Mar-23.

Replacing an earlier digital photo with a better version 13-Jan-20.

Hybrid livery, basic Excel Airways with 'flyhelios.com' titles.

First flown with the Boeing test registration N1786B, this aircraft was delivered to GECAS and leased to Helios Airways (Cyprus) as 5B-DBH in Mar-01.

In Dec-05 it was repainted in basic Excel Airways livery with 'flyhelios.com' titles. Helios was renamed A-Jet Airways in Apr-06 and the aircraft was returned to the lessor in May-06 and leased to Excel Airways as G-OXLB five days later.

Excel was renamed XL Airways UK in Nov-06. It was returned to the lessor in May-07 and leased to SunExpress Airlines (Turkey) as TC-SUY the following month. It was fitted with blended winglets in Jun-08.

The aircraft was sub-leased to SunExpress Airlines Germany as D-ASXC in Apr-16 and was wet-leased to Eurowings for the summer from May to the end of Oct-16. The following day (01-Nov-16) it was wet-leased to Lufthansa to operate European scheduled services and returned to SunExpress Airlines Germany at the end of Mar-18.

The aircraft was wet-leased to Lufthansa again in early Feb-19. It was returned to SunExpress Germany when the COVID-19 Pandemic hit Europe in mid Mar-20 and was stored at Frankfurt.

The aircraft briefly returned to service in early Jun-20, however, on the 23-Jun-20 the company was closed down by joint owners Lufthansa & SunExpress Turkey and it was stored at Antalya, Turkey. The lease was transferred to SunExpress Turkey in Oct-20 when it was re-registered TC-SPG.

The aircraft never returned to service, it was ferried to Kaunas, Lithuania in early Mar-21 and returned to the lessor for further storage as OE-IWM. In May-22 it was sold to ASL Aviation Holdings and ferried to Guangzhou, China in Jun-22 for freighter conversion. Updated 21-Dec-22.

Replacing an earlier digital photo with a better version 24-Aug-25.

'Star Alliance' livery, still with the faded '10 years 1997 - 2007' logo!

Named: "Jarlabanke Viking"

This aircraft was delivered to Scandinavian Airlines as SE-DYT in Dec-03. It was transferred to the Norwegian register as LN-RRL in Dec-04. It was sold to a lessor the following day and leased back to SAS.

Braathens, Norway was merged into SAS Norway as SAS/Braathens in at the end of Dec-04 and renamed SAS Scandinavian Airlines Norge Jun-07. The aircraft was retro-fitted with blended winglets in Aug-08.

It was returned to the lessor and sold to Aero Capital Solutions as VP-CGD in Feb-22 and converted to freighter configuration with a main deck cargo door at Miami in Aug-22. It ferried to East Midlands, UK for painting.

The aircraft was leased to Bluebird Nordic Cargo, Iceland as TF-BBU in Nov-22. It was returned to World Star Aviation in Jul-24 and leased to AirExplore Cargo, Slovak Republic as OM-EDD 10 days later. It was withdrawn from service and stored at Forli, Italy in Apr-25. Stored, updated 24-Aug-25.

no disponible!

Zion National Park is an American national park located in southwestern Utah near the city of Springdale. A prominent feature of the 229-square-mile (590 km2) park is Zion Canyon, which is 15 miles (24 km) long and up to 2,640 ft (800 m) deep. The canyon walls are reddish and tan-colored Navajo Sandstone eroded by the North Fork of the Virgin River. The lowest point in the park is 3,666 ft (1,117 m) at Coalpits Wash and the highest peak is 8,726 ft (2,660 m) at Horse Ranch Mountain. Located at the junction of the Colorado Plateau, Great Basin, and Mojave Desert regions, the park has a unique geography and a variety of life zones that allow for unusual plant and animal diversity. Numerous plant species as well as 289 species of birds, 75 mammals (including 19 species of bat), and 32 reptiles inhabit the park's four life zones: desert, riparian, woodland, and coniferous forest. Zion National Park includes mountains, canyons, buttes, mesas, monoliths, rivers, slot canyons, and natural arches. Human habitation of the area started about 8,000 years ago with small family groups of Native Americans, one of which was the semi-nomadic Basketmaker Anasazi (c. 300). Subsequently, the Virgin Anasazi culture (c. 500) and the Parowan Fremont group developed as the Basketmakers settled in permanent communities. Both groups moved away by 1300 and were replaced by the Parrusits and several other Southern Paiute subtribes. Mormons came into the area in 1858 and settled there in the early 1860s. In 1909, President William Howard Taft named the area Mukuntuweap National Monument in order to protect the canyon. In 1918, the acting director of the newly created National Park Service, Horace Albright, drafted a proposal to enlarge the existing monument and change the park's name to Zion National Monument, Zion being a term used by the Mormons. According to historian Hal Rothman: "The name change played to a prevalent bias of the time. Many believed that Spanish and Indian names would deter visitors who, if they could not pronounce the name of a place, might not bother to visit it. The new name, Zion, had greater appeal to an ethnocentric audience." On November 20, 1919, Congress redesignated the monument as Zion National Park, and the act was signed by President Woodrow Wilson. The Kolob section was proclaimed a separate Zion National Monument in 1937, but was incorporated into the national park in 1956. The geology of the Zion and Kolob canyons area includes nine formations that together represent 150 million years of mostly Mesozoic-aged sedimentation. At various periods in that time warm, shallow seas, streams, ponds and lakes, vast deserts, and dry near-shore environments covered the area. Uplift associated with the creation of the Colorado Plateau lifted the region 10,000 feet (3,000 m) starting 13 million years ago. The park is located in southwestern Utah in Washington, Iron and Kane counties. Geomorphically, it is located on the Markagunt and Kolob plateaus, at the intersection of three North American geographic provinces: the Colorado Plateau, the Great Basin, and the Mojave Desert. The northern part of the park is known as the Kolob Canyons section and is accessible from Interstate 15, exit 40. The 8,726-foot (2,660 m) summit of Horse Ranch Mountain is the highest point in the park; the lowest point is the 3,666-foot (1,117 m) elevation of Coal Pits Wash, creating a relief of about 5,100 feet (1,600 m). Streams in the area take rectangular paths because they follow jointing planes in the rocks. The stream gradient of the Virgin River, whose North Fork flows through Zion Canyon in the park, ranges from 50 to 80 feet per mile (9.5 to 15.2 m/km) (0.9–1.5%)—one of the steepest stream gradients in North America. The road into Zion Canyon is 6 miles (9.7 km) long, ending at the Temple of Sinawava, which is named for the coyote god of the Paiute Indians. The canyon becomes more narrow near the Temple and a hiking trail continues to the mouth of The Narrows, a gorge only 20 feet (6 m) wide and up to 2,000 feet (610 m) tall. The Zion Canyon road is served by a free shuttle bus from early April to late October and by private vehicles the other months of the year. Other roads in Zion are open to private vehicles year-round. The east side of the park is served by Zion-Mount Carmel Highway (SR-9), which passes through the Zion–Mount Carmel Tunnel and ends at Mount Carmel. On the east side of the park, notable park features include Checkerboard Mesa and the East Temple. The Kolob Terrace area, northwest of Zion Canyon, features a slot canyon called The Subway, and a panoramic view of the entire area from Lava Point. The Kolob Canyons section, further to the northwest near Cedar City, features one of the world's longest natural arches, Kolob Arch. Other notable geographic features of the park include the Virgin River Narrows, Emerald Pools, Angels Landing, The Great White Throne, and Court of the Patriarchs. Spring weather is unpredictable, with stormy, wet days being common, mixed with occasional warm, sunny weather. Precipitation is normally heaviest in March. Spring wildflowers bloom from April through June, peaking in May. Fall days are usually clear and mild; nights are often cool. Summer days are hot (95 to 110 °F; 35 to 43 °C), but overnight lows are usually comfortable (65 to 70 °F; 18 to 21 °C). Afternoon thunderstorms are common from mid-July through mid-September. Storms may produce waterfalls as well as flash floods. Autumn tree-color displays begin in September in the high country; in Zion Canyon, autumn colors usually peak in late October. Winter in Zion Canyon is fairly mild. Winter storms bring rain or light snow to Zion Canyon and heavier snow to the higher elevations. Clear days may become quite warm, reaching 60 °F (16 °C); nights are often 20 to 40 °F (−7 to 4 °C). Winter storms can last several days and make roads icy. Zion roads are plowed, except the Kolob Terrace Road which is closed when covered with snow. Winter driving conditions last from November through March. Source: en.wikipedia.org/wiki/Zion_National_Park

www.nps.gov/zion/index.htm

utah.com/zion-national-park

www.zionnationalpark.com/

Replacing an earlier scanned photo with a better version 07-Nov-17.

Fleet No: '493'.

This aircraft was delivered to Delta Air lines as N493DA in May-75. It served with Delta for 25 years and was permanently retired at Victorville, CA, USA in Jan-00. It was broken up at Victorville around 2003.

Here is Arriva Buses Wales DAF DB250 East Lancs Lowlander Y704 XJF 4189 is seen at Bangor bus station as it's about to replace Wrightbus VDL SB200 Pulsar CX14 BYM 3174 to do the route 5 to Llandudno to collect more passangers. 28/01/17

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

Replacing and earlier digital photo with a better version, plus Topaz DeNoise AI 27-Dec-24.

Named: "City of Karachi".

First flown with the Boeing test registration N6018N, this aircraft was delivered to Cathay Pacific Airways as VR-HOL in Feb-87. It was re-registered B-HOL in Jul-97 when Hong Kong became an autonomous region of China.

The aircraft was sold to PIA Pakistan International Airlines as AP-BFX in May-99. It was withdrawn from use and stored at Sialkot, Pakistan in Feb-08. The aircraft was later moved to Karachi, Pakistan and broken up there in Feb/Mar-11. Updated 11-Aug-21

Built to replace the ageing fleet of LL-918 one-man spacecrafts, the LL-947 has 6 side mounted lasers on the wings to defend itself from the forces of Blacktron, which was a key problem with the old 918 class spacecrafts, who couldn't defend themselves if they ran into trouble. There are numerous reports that some of these have been modified by Blacktron to use against our forces, but so far there is no photographic evidence of these occurrences.

Replacing the originally advertised 'Tornado', LNER class A4 no. 4464 'Bittern' approaches the site of the former Copmanthorpe station, 3 1/4 miles south of York, with a Steam Dreams' charter 'The Cathedrals Express' from Kings Cross on 19th December 2013, nearing the end of it's journey.

edit: replaced by the one i originally had in the comments

sooc, except for a little straightening. i don't think i could take a straight picture to save my life.

i miss spring break. this was a sort of window ledge/seat thingie in my room in the place we stayed, it was big enough to sit in. (which i did often.) and of course, it had the best view. ;)

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

Operating on a 3 week lease for Flying Colours Airlines in full Onur Air livery.

Named: "Kaptan Soray Kahin".

This aircraft was the 2nd prototype A321 and first flew at Hamburg-Finkenwerder in May-93 as an A321-111 with CFM56 engines.

It was registered F-WWIB for test flying at Toulouse. The aircraft returned to Finkenwerder in early 1996 and was re-fitted with International Aero Engines IAE2500 engines by May-96.

It was re-registered D-AVZG and first flew as an A321-131 in May-96. The aircraft was delivered to Onur Air (Turkey) as TC-ONJ in Jul-96. It was wet leased to UK airline Flying Colours for 3 weeks in May-99, still with the c/n (385) on the rear fuselage.

In Nov-00 it was wet leased to Shaheen Air International (Pakistan), returning to Onur Air in Jan-01. In Jan-06 it was wet-leased to Qeshm Air (Iran) and returned to Onur Air in Jun-06.

The aircraft was leased to Saudi Arabian Airlines between Oct-08/Jun-09 and again between Oct/Jan-10. It was withdrawn from service in Apr-20 due to the COVID-19 Pandemic and stored at Istanbul-ISL.

Due to the Pandemic Onur Air had financial problems and ceased operations in Dec-21 when the Turkish Government didn't renew their operating license. By this time the aircraft was almost 29 years old and isn't expected to fly again. Updated 13-Jul-22.

Millennium Falcon: Smuggler's Run

Hollywood Studios - Orlando, FL USA

*[We flew the fastest ship in the galaxy

while hurtling through hyperspace! LOL]

*[The quite-amazing new STAR WARS exhibit opened just ten days

prior (to above) on December 5th, 2019. Since we were in Orlando

for a company holiday-party we checked it out. As expected, it was jammed in the daytime with a 90+ minute wait for the ride. We went back in the evening (with a 35 minute wait) and it was very cool! With everything all lit-up at night it was fantastic and we truly felt

as if we were on the Galaxy's Edge! A must for the Star Wars fan!]

*[Star Wars: Galaxy's Edge is set within the Star Wars universe, at the Black Spire Outpost village on the remote frontier planet of Batuu. Attractions include Star Wars: Rise of the Resistance, a dark ride that places guests in a climactic battle between the First Order and the Resistance; and Millennium Falcon: Smugglers Run, a flying simulator attraction that allows guests to pilot the Millenium Falcon through a customized secret mission on behalf of Hondo Ohnaka and Chewbacca. Restaurants and shops include Oga's Cantina, Savi's Workshop, and the Droid Depot. The land opened in 2019, replacing the park's Streets of America section. The 14-acre area cost an estimated $1 billion. - Probably why a park-ticket is $125.]

en.wikipedia.org/wiki/Disney%27s_Hollywood_Studios

The Brickell Avenue Bridge is a bascule bridge in Downtown Miami, Florida, that carries U.S. Route 1 (US 1; Brickell Avenue) over the Miami River.

The original Brickell Avenue Bridge was built in 1929 and replaced in 1995. The Brickell Avenue Bridge was widened by one additional northbound lane in 2006 to reduce the traffic bottleneck through downtown. Before this, there were three southbound but only two northbound lanes. Currently, there are three lanes in each direction as well as a pedestrian walkway on both sides. Still, the bridge causes frequent traffic delays on the busy Brickell Avenue when it opens. According to the Florida Department of Transportation (FDOT), the bridge opened 4,990 times in 2010.

The statue is a 53-foot bronze monument commissioned by the Florida Department of Transportation and created by Cuban Master Sculptor Manuel Carbonell in 1995. The "Pillar of History" consists of a 36-foot high carved bas-relief column that graphically narrates the lives of the Tequesta Indians, Miami's first inhabitants, and features 158 figures. At the top stands a 17-foot bronze sculpture, "Tequesta Family" portraying a Tequesta Indian warrior aiming an arrow to the sky, looking for space in eternity, with his wife and child by his side, while the son covers his face in expectation of their extinction.

Carbonell also created four bas reliefs, measuring 4-feet by 8-feet, which were installed in niches on the bridge's supporting piers. Each relief honors Miami's early founders and pioneers - William and Mary Brickell, Henry Flagler, Marjory Stoneman Douglas, and Julia Tuttle.

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

en.wikipedia.org/wiki/Brickell_Avenue_Bridge

© All Rights Reserved - you may not use this image in any form without my prior permission.

Replacing an earlier scanned photo with a better version 11-May-16, plus Topaz DeNoise AI 20-Mar-25 (it was a very 'yellowed' negative!).

The charter division of SABENA Belgian World Airlines.

Delivered new to Air France as F-GHGK in Mar-94 this aircraft was only in service for less than two years before being sold to a leasing company and stored in Dec-95.

In Jun-96 it was leased to Sobelair as OO-STF. It was returned to the lessor in Mar-01 and leased to Asiana Airlines in May-01 as HL7200. Returning to the lessor in Jan-06 it was immediately sold to RAM Royal Air Maroc as CN-ROG.

RAM sold it to Cargo Aircraft Management as N365CM in Feb-12 when it was stored at Jacksonville-Cecil Field, FL, USA. The aircraft was ferried to Tel Aviv, Israel around May-13 and converted to freight configuration with a main deck cargo door.

The conversion was completed in Jul-13 and the aircraft was leased to ABX Air in Aug-13. It appears to have been returned to Cargo Aircraft Management around Feb-14 and was noted stored at Wilmington, Ohio in Mar-14, still in basic Royal Air Maroc livery.

It remained stored until it was eventually leased to Cargojet Airways, Canada, in Mar-15 as C-GVIJ. Cargojet bought it in Oct-18. It was wet-leased to DHL Aviation in Apr-22 and operates in full DHL livery. Current, updated 20-Mar-26.

Botanical gardens, Georgetown, Malaysia

Ok, this one stays. I replace these photos if I do not like the PP. I am trying to show the birds with accurate colors.

replaced with a cropped version. i kept looking at the thumbnail of the original like, "wait...i think this actually looks better."

LeicesterSquare

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

Named: "Jet Clipper Challenger".

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

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

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

Replacing an earlier scanned photo with a better version 07-Feb-22 (DeNoise AI). Unfortunately, many of my old negatives are suffering from this 'yellow plague'.

Named: "Pella".

This aircraft was delivered to Olympic Airways as SX-BKG in Jun-93. All Olympic Airways debts disappeared in Dec-03 when the airline was renamed Olympic Airlines.

The same thing happened again when Olympic Airlines was closed down at the end of Sep-09. It became Olympic Air the following day. However, this aircraft wasn't transferred to the new company and was stored at Athens in Oct-09.

It remained stored until it was sold by the Olympic Airlines liquidator to AerSale Inc (USA) as N148AS in Dec-10. It was ferried to Istanbul-SAW in Jan-11 for post storage maintenance before being stored at Bucharest-Baneasa (Romania) in Feb-11.

The aircraft was leased to Moscovia Airlines (Russia) as VQ-BNX in Nov-12 and returned to the lessor in May-14 when it was stored at Roswell, NM, USA. It was re-registered N148AS again in Jul-14.

It was briefly leased to SkyKing Inc for a couple of weeks in Sep/Oct-14 before being leased to Xtra Airways (USA) in mid Oct-14. It was re-registered N149XA in Jun-16. It was returned to AerSale Inc in Feb-18 and sold to Swift Air (USA) the following month.

Swift Air had reserved the registration N809TJ in Jun-18 but it wasn't taken up and the aircraft remained as N149XA. On 01-Jan-20 Swift Air was renamed iAero Airways. It was withdrawn from service and stored at Dothan, AL, USA in Sep-23. Updated 04-Feb-24.

Replacing an earlier scanned slide with a better version 10-Feb-15, plus Topaz DeNoise AI 17-Jun-23. A bit blurred!

With additional 'On Charter to C.A.A.C' (Central African Airlines Corporation) stickers.

This was parked outside the British Eagle hangars at London-Heathrow being serviced with British Eagle equipment. As the rest of the BOAC DC-7C fleet had been disposed of by spring 1964, I think Eagle had a maintenance contract for the remaining 2 freighters which were in service until spring 1965. As the stickers say, it was being 'Operated for C.A.A.C.' (Central African Airways Corporation).

This aircraft was delivered new to BOAC in Apr-57 and was in passenger service for just three and a half years before it was converted into a freighter with 2 main-deck cargo doors by the Douglas Aircraft Company at their Santa Monica, CA, plant in Dec-60.

It continued in service with BOAC Cargo until it was sold to Universal Trading Corp (USA) in May-65. It was transferred to FB Ayer & Associates the same month as N16465. It was leased to Airlift International in Jan-66, returning to FB Ayer in Sep-66.

The following month it was leased to International Aerodyne and sub-leased back to Airlift International. It was returned to FB Ayer in Sep-67. In Feb-68 it was leased to Air Caribbean Transport as 6Y-JFK and returned to FB Ayer in Apr-70, again as N16465 and was stored at Tucson, AZ, USA.

It was sold to Onyx Aviation in Mar-78 and sold again in Nov-78 to ComTran Inc and sold again to La mancha Aire Inc in Dec-81. Finally, it was sold to Paterson Aircraft Corp in Sep-83. It was later stored again at Miami and broken up there in Dec-92.

Clearer photo.

Replacing an earlier scanned photo with a better version 23-Nov-20, plus Topaz DeNoise AI 25-Nov-23 (unfortunately there is some yellowing of the negative).

Named: "City of Karachi".

First flown with the Boeing test registration N6018N, this aircraft was delivered to Cathay Pacific Airways as VR-HOL in Feb-87. It was re-registered B-HOL in Jul-97 when Hong Kong became an autonomous region of China.

The aircraft was sold to PIA Pakistan International Airlines as AP-BFX in May-99. It was withdrawn from use and stored at Sialkot, Pakistan in Feb-08. The aircraft was later moved to Karachi, Pakistan and broken up there in Feb/Mar-11.

Replacing an earlier scanned print with a better version 15-Jun-16.

Operated by Piedmont Airlines on behalf of US Air.

Some people may wonder why there is an Iberia DC-9 in the background if this is Miami. Iberia based DC-9's and later MD-87's at Miami to provide Caribbean connections from their Madrid / Miami B747 services.

Fleet No: "HHA"

First flown in Dec-95 with the deHavilland Canada test registration C-GFYI, this aircraft had been ordered by Horizon Air but the order was cancelled and it was stored. It was leased to Piedmont Airlines as N986HA in Apr-96 and operated for US Air Express.

US Air Express was renamed US Airways Express in Feb-97. The aircraft continued in service until it was stored at Calgary, Alberta, Canada in Mar-04 when US Airways filed for US Chapter 11 bankruptcy protection.

It was returned to the lessor in Sep-04 and remained in storage until it was leased to Air Niugini as P2-ANZ in Jun-05. The aircraft operated for Air Niugini for 9 years, it was returned to the lessor in Sep-14 and was stored again at Calgary.

It was sold to Wells Fargo Bank Northwest in Jul-15 becoming N986HA again. The aircraft was ferried to Denver-Centennial Airport, Colorado, USA in Oct-15 and stored.

In Nov-16 the aircraft was sold to the Sierra Nevada Corporation and converted for airborne reconnaissance. It operates in all white livery of behalf of the US Air Force 645 Aeronautical Systems Group. Current, updated 01-Sep-24.

The mute swan (Cygnus olor) is a species of swan and a member of the waterfowl family Anatidae. It is native to much of Eurosiberia, and (as a rare winter visitor) the far north of Africa. It is an introduced species in North America – home to the largest populations outside of its native range – with additional smaller introductions in Australasia and southern Africa. The name 'mute' derives from it being less vocal than other swan species. Measuring 125 to 170 cm (49 to 67 in) in length, this large swan is wholly white in plumage with an orange beak bordered with black. It is recognizable by its pronounced knob atop the beak, which is larger in males.

Mute swan sub-fossils, 6,000 years old, have been found in post-glacial peat beds of East Anglia, Great Britain. They have been recorded from Ireland east to Portugal and Italy, and from France, 13,000 BP (Desbrosse and Mourer-Chauvire 1972–1973). The paleosubspecies. Cygnus olor bergmanni, which differed only in size from the living bird, is known from fossils found in Azerbaijan. Cygnus Falconeri, another paleosubspecies from the Mediterranean islands of Malta and Sicily, may have been even bigger (one third bigger than Cygnus olor) and flightless.

Adults of this large swan typically range from 140 to 160 cm (55 to 63 in) long, although can range in extreme cases from 125 to 170 cm (49 to 67 in), with a 200 to 240 cm (79 to 94 in) wingspan. Males are larger than females and have a larger knob on their bill. On average, this is the second largest waterfowl species after the trumpeter swan, although male mute swans can easily match or even exceed a male trumpeter in mass. Among standard measurements of the mute swan, the wing chord measures 53–62.3 cm (20.9–24.5 in), the tarsus is 10–11.8 cm (3.9–4.6 in) and the bill is 6.9–9 cm (2.7–3.5 in).

The mute swan is one of the heaviest flying birds. In several studies from Great Britain, males (known as cobs) were found to average from about 10.6 to 11.87 kg (23.4 to 26.2 lb), with a weight range of 9.2–14.3 kg (20–32 lb) while the slightly smaller females (known as pens) averaged about 8.5 to 9.67 kg (18.7 to 21.3 lb), with a weight range of 7.6–10.6 kg (17–23 lb). While the top normal weight for a big cob is roughly 15 kg (33 lb), one unusually big Polish cob weighed almost 23 kg (51 lb) and this counts as the largest weight ever verified for a flying bird, although it has been questioned whether this heavyweight could still take flight.

Young birds, called cygnets, are not the bright white of mature adults, and their bill is dull grayish-black, not orange, for the first year. The down may range from pure white to grey to buff, with grey/buff the most common. The white cygnets have a leucistic gene. Cygnets grow quickly, reaching a size close to their adult size in approximately three months after hatching. Cygnets typically retain their grey feathers until they are at least one year old, with the down on their wings having been replaced by flight feathers earlier that year.

All mute swans are white at maturity, though the feathers (particularly on the head and neck) are often stained orange-brown by iron and tannins in the water.

The mute swan is found naturally mainly in temperate areas of Europe then across the Palearctic as far east as Primorsky Krai, near Sidemi.

It is partially migratory throughout northern latitudes in Europe and Asia, as far south as North Africa and the Mediterranean. It is known and recorded to have nested in Iceland and is a vagrant to that area as well as to Bermuda, according to the UN Environment Program chart of international status chart of bird species, which places it in 70 countries, breeding in 49 countries, and vagrant in 16 countries.[citation needed] While most of the current population in Japan is introduced, mute swans are depicted on scrolls more than 1,000 years old, and wild birds from the mainland Asian population still occur rarely in winter. Natural migrants to Japan usually occur along with whooper and sometimes Bewick's swans.[citation needed]

The mute swan is protected in most of its range, but this has not prevented illegal hunting and poaching. It is often kept in captivity outside its natural range, as a decoration for parks and ponds, and escapes have happened. The descendants of such birds have become naturalized in the eastern United States and Great Lakes, much as the Canada goose has done in Europe.

For more information, please visit en.wikipedia.org/wiki/Mute_swan

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

HMY Airways was later renamed Harmony Airways.

Fleet No: "801".

This aircraft was delivered to EL Al Israel Airlines as 4X-EBL in Nov-87. It was sold to Boeing Capital in May-00 and leased back to El Al. It was returned to Boeing Capital as N789BA in Jan-01 and stored at Marana, AZ, USA.

The aircraft was leased to HMY Airways as C-GMYC in Nov-02. HMY Airways was renamed Harmony Airways in May-04. The airline ceased operations in Apr-07 and the aircraft was returned to the Boeing Aircraft Holding Company in Jun-07.

It was stored at Greenwood, MS, USA. By now it was 20 years old and was permanently retired. The aircraft was last noted still at Greenwood in Nov-08 in basic Harmony livery with many parts missing, it was broken up at Greenwood in 2009. Updated 01-Jan-21.

Replacing an earlier scanned photo with a better version 13-Oct-21 (DeNoise AI).

First flown with the Boeing test registration N1787B, this aircraft was delivered to Itochu Airlease and leased to Sterling European Airways as OY-SEH in Jan-99.

It was sub-leased to Transavia Holland between Apr/Sep-99 and to Air Berlin from Apr/Jun-01. The aircraft was sub-leased to Israir (Israel) between Jul/Sep-01. It was returned to the lessor in Mar-07 and was due to be leased to Transavia Holland as PH-HSW.

Instead, it was leased to Transavia France as F-GZHV in May-07 and was fitted with blended winglets before it entered service.

The aircraft was temporarily stored at Nantes, France in Mar-20 due to the COVID-19 Pandemic and returned to service in Jul-20. It was stored at Perpignan, France in Sep-22 (it's nearly 24 years old so I'm not sure if it's permanently retired).

Replacing an earlier scanned slide with a better version 14-Jul-15.

The original Britannia Boeing 737 livery.

G-AVRO was quite an early B737, line number 162, delivered to Britannia Airways in Apr-69. Britannia leased it to FEAT Far East Air Transport as B-2605 over two winter seasons, Nov-76/Apr-77 and Nov-77/Apr-78.

It was sold to CG Air Leasing Inc as N313XV in May-86 and immediately leased to Presidential Airways. It was returned to CG Air Leasing and sold to the Aviation Sales Company in Apr-87 and leased to America West the following month.

They re-registered it N199AW in Oct-87. It returned to the Aviation Sales Co in Sep-91 and was stored. It was sold to International Pacific Trading in Mar-92 and leased to Aero Continente in Aug-92 as OB-1493.

It was returned in Aug-99 and sold to Millennium Aircraft Leasing Inc, briefly becoming P4-ARC before it was leased to Aero Continente (Chile) as CC-CJP the same month. It was returned to Millennium in Nov-99 and again leased to Aero Continente (Peru), this time as OB-1723.

It was retired and stored at Lima, Peru, in Oct-03. Aero Continente ceased operations in Jul-04 after the USA cancelled its permit to fly to US airports and named its Chief Executive among it's '10 most wanted' (allegedly because of 'criminal activities involving the illegal drugs trade').

The Company quickly restructured it's Board and started up again two weeks later as Nuevo Continente. However, the Peruvian Government cancelled it's operating permit in Jul-05 and the airline ceased trading, by which time this aircraft was 36 years old. OB-1723 remained stored at Lima, Peru, and was eventually broken up.

I replaced the vintage limbs. From some newer figure. I don't know what it was from even ....It had a black guys head . And shoulder armor, that I removed....

This Cylon was OK for customizing since he has almost no chrome ! As we all know is a problem with this figure anyway !

I managed to get him apart without damaging anything ..It would be nice to be able to rechrome the pieces again. With some home kit or something... I haven't seen a home kit though ....

The actual Apollo 13 lunar landing mission prime crew from left to right are: Commander, James A. Lovell Jr., Command Module pilot, John L. Swigert Jr. and Lunar Module pilot, Fred W. Haise Jr. The original Command Module pilot for this mission was Thomas "Ken" Mattingly Jr. but due to exposure to German measles he was replaced by his backup, Command Module pilot, John L. "Jack" Swigert Jr.

NASA Media Usage Guidelines

Credit: NASA

Image Number: S70-36485

Date: April 1970