View along Rannie Road just before Pitt Lake in Pitt Meadows near Vancouver, British Columbia, Canada.

View Larger On Black

About this photo: Well, we've been battered by some snow storms here on the west coast of Canada in the last couple of weeks. In the area where I live we must have received about a foot (about 30cm) of snow if not more. The last dump of snow came to us on Monday morning and since then it has been freezing cold with temperatures below freezing, but the snow was replaced by blue skies and sunshine. I finally have been able to go out and enjoy the sunshine in the last couple of days, although it's very cold outside.

I had to take my mother in law to the hospital in Maple Ridge for cataract surgery a few days ago. She would be there for about 3 hours and while she was getting her eye drops done and the procedure I decided to venture out and drive to beautiful Pitt Lake which was not far away. I stopped near the dykes first which is only a few km before Pitt Lake. The views from here are always so beautiful. There was still snow around and the surrounding mountains looked all white as well. What a beautiful day it was.

~Camera Settings:

*Camera Model: Sony ILCA-77m2

*Focal Length: 16mm

*F-Number: F/8

*Exposure Time: 1/125 sec.

*ISO Speed: ISO-100

*Exposure Program: Shutter Priority (A)

Thank you for dropping by!

Ann :)

Some information on the Pitt Lake area: Pitt Lake is located in Grant Narrows Regional Park in Pitt Meadows which is about 45 minutes east of downtown Vancouver. Pitt Lake is the second-largest lake in the Lower Mainland of British Columbia, being about 53.5 square km (20.5 square mi) in area. It is about 25km (15.6mi) long and about 4.5km (2.8mi) wide at its widest, and is also one of the world's largest tidal lakes, its confluence with the Fraser being only a few miles upstream from that river's estuary into the Strait of Georgia. Its southern tip, where the Pitt River resumes, is 40km (25mi) east of downtown Vancouver.

The upper Pitt River valley is a typical U-shaped glacial valley in the Coast Mountains of British Columbia. The over-deepening of the lower end of the valley over the span of the Wisconsin glaciation created a trough over 140m (462ft) below current sea level. After initial glacial retreat at around 13,000 years ago a saltwater fjord occupied this basin when relative sea levels were still ca 120m (396ft) to 140m (462ft) above current levels in the region. Unlike neighbouring Indian Arm and Howe Sound farther west this fjord basin became cut off by sedimentation of the lower Fraser River by ca 10,500 years ago and is now considered a tidal fjord lake.

The community of Pitt Meadows occupies the marshy lowland at the southern end of the lake, some of which has become drained and is known as the Pitt Polder. Just southwest of the lake is the community of Port Coquitlam, which is across the Pitt River from Pitt Meadows. At the north end of the lake is a locality named Alvin, which is a transport and shipping point for logging companies and their employees. The Upper Pitt, meaning the valley upstream from the lake, is considered BC's best fly-fishing rivers and one of its best steelhead streams.

The lake is popular with boaters and canoeists, but is prone to heavy winds and rains as well as big waves (due to its great depth). The mountain range on its east flank comprises Golden Ears Provincial Park, its basin to the north is in southern Garibaldi Provincial Park, while the mountain range on its west, northeast of Vancouver's Coquitlam Lake watershed reservoir, is Pinecone Burke Provincial Park. The waterfront and foreshore of the lake and river are public-access and include extensive migratory wildfowl habitat. There is a destination golfing resort in the Pitt Polder area called Swan-e-set.

The area along the east side of the lake is somewhat famous for being the reputed location of Slumach's lost gold mine, the location of many failed and sometimes disastrous searches for the alleged murderer's lost gold mine. (Info from Wikipedia)

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise 07-Sep-25.

First flown in Nov-94 with the Airbus test registration F-WWAA, this aircraft was stored at Toulouse until it was delivered to China Eastern Airlines as B-2325 in Mar-95.

It was retired and stored at Shanghai-Hongqiao in Mar-14. The aircraft was sold to AVIC Leasing in Dec-14 and converted to freighter configuration at Dresden, Germany in Mar-16 and leased to Uni-Top Airlines, China in later the same month.

The aircraft was permanently retired at Shanghai-Hongqiao in Jun-19.

“When the sun has set no candle can replace it” . Twin Peaks, San Francisco . #twinpeaks #sanfrancisco #california #westcoast #clickingmann #view #sunset #mountains #topoftheworld #landscape #photography #travel #travelphotography #photooftheday #holiday #lightroom #500px, via Instagram ift.tt/2BG4O4A

Replacing an earlier scanned print with a better version 29-Jan-19.

Originally delivered to Aeroflot Russian Airlines as CCCP-42527 (date unknown), this aircraft was sold to Air Ukraine as UR-42527 (date unknown). It was sold to Air Lviv in Jun-65. It was permanently retired at Lviv, Ukraine around 2005/06. Last noted at Lviv in Aug-08, derelect. Thought to have been broken up in 2012.

Replacing an earlier digital photo with a better version 26-Aug-21 (DeNoiseAI).

Taken from the Templeton Bridge,

Fleet No: "722".

First flown with the Boeing test registration N1786B, this aircraft was originally to have been registered N17730. This wasn't taken up and the aircraft was delivered to Continental Airlines as N27722 in Apr-99. It was fitted with blended winglets in May-05. Continental Airlines was merged into United Airlines in Oct-10 and the blended winglets were changed to split scimitar winglets in Sep-15. Current, updated (Aug-20)

Replacing an earlier scanned photo with a better version 02-Feb-17 + DeNoise AI 28-Oct-22.

Fleet No: "1227".

This aircraft was delivered to Swissair as HB-IHI in Oct-77. It operated Swissair's last DC-10 service on 30-May-92 with additional 'Farewell, DC-10' titles.

The aircraft was sold to Northwest Airlines as N227NW in Jun-92. It was retired in late 2006 after 29 years in service, sold to the Memphis Group and stored at Marana, AZ, USA.

It was sold to Qwest Air Parts in Nov-07 and broken up at Marana in Nov/Dec-07 (although the fuselage shell was noted still intact in Apr-08).

Replacing an earlier scanned photo with a better version 20-Apr-16.

First flown with the Airbus test registration D-AVYD, this aircraft was delivered to Tunis Air in Sep-98. Now almost 18 years old (as of Apr-16), it continues in service.

Go Ahead WY have had this Procters branded Volvo B7RLE on the Leeds - Wetherby X98/99 over the last few days, seen here in Oakwood, Leeds. There is a wonderful recess mounted post box here at the junction with North Lane to the right of the bus.

Replacing an earlier digital photo with a better version 18-Apr-24.

Named: "Al-Wuseil".

First flown as an A330-203 with the Airbus test registration F-WWKU, this aircraft was delivered to Qatar Airways as A7-ACD at the end of Mar-03. It was sold to Doha Leasing (A330) Ltd on delivery and leased back to Qatar Airways.

It was converted to A330-202 standard in Sep-04 to bring it in line with the rest of the Qatar A330-200 fleet. It was returned to the lessor in May-18 and sold to Wilmington Trust SP Services (Dublin) Ltd as EI-GGP in Jun-18.

The aircraft was leased to Air Italy (Italy) a few days later. Air Italy ceased operations on 11-Feb-20, just at the start of the COVID-19 Pandemic (Italy suffered very badly early on).

It was returned to the lessor and stored at Doha, Qatar. The aircraft was 'leased' to Qatar Airways as A7-ACR in Nov-20, although it never entered service. It was ferried to Teruel, Spain in Dec-20 and permanently retired. It was broken up at Teruel in Sep-21. Updated 01-Apr-24.

Replacing an earlier scanned print with a better version, plus Topaz DeNoise AI 06-Aug-21.

Leased from/operated by Maersk Air.

An early build B737-700 (Line No:11), this aircraft was first flown with the Boeing test registration N35161. It was delivered to Maersk Air (Denmark) as OY-MRB in Mar-98. It was wet-leased to Air Malta in Mar-00 and returned to Maersk Air in Oct-00.

The aircraft was sold to GECAS in Dec-00 and immediately leased to GOL Transportes Aereos (Brasil) as PR-GOA. It was returned to GECAS in Sep-12 and stored at Greenwood, MS, USA where it was subsequently broken up after only 14 years in service.

Replacing an earlier scanned photo with a better version 26-Aug-21 (DeNoiseAI)

'all go' titles, right side. 'go now' titles. left side.

This aircraft was delivered to ILFC and leased to Garuda Indonesia Airlines as PK-GWF in Apr-90. It was returned to the lessor in Mar-98 and leased to Go Fly Ltd as G-IGOF the following month (see note below).

Go Fly was merged into the easyJet Airline Company in Dec-02 and the aircraft stayed with them until it was returned to the lessor in Nov-03. It was leased to Garuda again in Dec-03 as PK-GHS.

The aircraft was transferred to Garuda Citylink in May-04 and returned to the lessor in Jan-09 and leased to Sriwijaya Air as PK-CJY in Feb-09. The aircraft was damaged beyond repair when it caught fire at Jakarta (CGK) in Oct-14.

Note: Go Fly Ltd was set up by British Airways as a low-cost answer to Ryanair and easyJet. It was based at Stansted, UK. It didn't really catch on and it's somewhat ironic that BA eventually sold Go Fly to easyJet in Dec-02.

Replacing an earlier photo taken 21-Jun-16 with a better shot 25-Jun-16.

Recently repainted in the Thomas Cook Group's new corporate livery.

First flown with the Airbus test registration F-WWYG, this aircraft was delivered to Airtours International Airways and leased to their Danish subsidiary, Premiair, as OY-VKG in Jul-00. The Airtours Group was renamed MyTravel Airways in May-02 and Premiair was renamed MyTravel Airways A/S.

The aircraft was wet-leased to Garuda Indonesia Airlines for Haj Pilgrimage operations between Dec-03/Mar-04 and again between Dec-04/Feb-05. In May-05 it was leased back to MyTravel Airways UK for the summer season, returning to MyTravel A/S at the end of Oct-05.

The aircraft was wet-leased to Garuda Indonesia Airlines again for a Haj Pilgrimage operation between Dec-05/Feb-06, and between Nov-06/Feb-07 and Nov-07/Jan-08. In May-08 the MyTravel Group was merged into the Thomas Cook Travel Group and MyTravel Denmark was renamed Thomas Cook Airlines Scandinavia. More Haj Pilgrimage leases for Garuda Indonesia were operated between Nov-08/Jan-09 and Oct/Dec-10.

The Thomas Cook Group UK ceased operations on 23-Sep-19, taking Thomas Cook Airlines UK with it. Thomas Cook Scandinavia continued operating at a reduced capacity and was sold to Norwegian Consortium at the end of Oct-19. It was renamed Sunclass Airlines on 01-Nov-19.

This aircraft was withdrawn from service and stored at Copenhagen in Mar-20 when the COVID-19 Pandemic hit the world. In Feb-21 it was sold to TVPX Aircraft Solutions as N349UK and ferried to Istanbul-ISL, Turkiye for maintenance with Turkish Airlines.

In May-21 it was sold to Turkish company ULS Airlines Cargo and registered in San Marino as T7-ULS. It was immediately leased to San Merino Executive and operated as a 'Preighter' with seats and carpets removed. The aircraft was wet-leased to Garuda Indonesia Airlines for a Haj Pilgrimage operation between May and early Aug-23 (with seats & carpets refitted!).

It was returned to ULS Airlines Cargo in Oct-23 and sold to CAM Cargo Aircraft Management as N803CM. It was stored at Istanbul-ISL awaiting 'P2F' freighter conversion. The aircraft was converted to full freighter configuration with a main deck cargo door in Mar-25 and leased to ULS Airlines Cargo, Turkiye as TC-GOU in Jul-25, it operates cargo services on behalf of Turkish Airlines Cargo. Current, updated 24-Dec-25.

Development of an improved B-29 began in 1944 with the desire to replace the unreliable Wright R-3350 Duplex-Cyclone engines with the more powerful four-row 28-cylinder Pratt & Whitney R-4360 Wasp Major radial engine. A B-29A-5-BN was modified by Pratt & Whitney as a testbed for the installation of the R-4360 in the B-29 with four 3,000-horsepower R-4360-33s replacing the 2,200-horsepower R-3350s. Known as the XB-44 Superfortress, it took to the skies in May 1945.

The planned Wasp-Major powered bomber, the B-29D, was to incorporate considerable changes in addition to the new engines including extensive use of 75-S aluminum making the wing stronger and lighter, a more robust undercarriage, and specifically a larger vertical fin and rudder and enlarged flaps to deal with the increased engine power and weight. Armament was similar to that of the B-29 with two bomb-bays carrying 20,000 pounds (9,100 kg) of bombs and a further 8,000 pounds (3,600 kg) externally. Defensive armament was 13 x 12.7mm (.50 inch) machine guns (or 12 machine guns and one 20mm (0.8 inch) cannon) in five turrets.

The need for the new bomber lead to an order with Boeing for 200 B-29Ds in July 1945 but the end of World War II in August 1945 prompted mass cancellations of outstanding orders for military equipment, with over 5,000 B-29s cancelled in September 1945. In December of that year, B-29D orders were cut from 200 to 60, while at the same time the designation of the aircraft was changed to B-50. On its first flight in May 1945, the XB-44 proved to be 50-60 mph (80-100 km/h) faster than the standard B-29. The first production B-50A (there were no prototypes) made its maiden flight on 25 June 1947 with a further 78 B-50As following.

In this image, a B-50A (serial number 46-0010) “Lucky Lady II” assigned to the 43rd Bombardment Group flies high over the American mid-west. This aircraft became the first airplane to circle the world nonstop. The “Lucky Lady II” departed Carswell Air Force Base near Fort Worth, Texas on 26 February 1949 heading east and after flying 23,452 mi (37,742 km), the aircraft returned to base on 2 March 1949 after flying 94 hours and one minute. During its circumnavigation, the aircraft wa refuled four times by KB-29M Superfortress tankers near Lajes Air Base in the Azores, Dhahran Airfield in Suadi Arabia, Clark Air Base in the Philippines, and Hickam Air Force Base in Hawaii using the soon-to-be-obsolete grappled-line looped-hose technique.The mission required a double crew with three pilots under the command of Capt. James Gallagher and rotated shifts of four to six hours. The aircraft flew at altitudes between 10,000 to 20,000 ft (3,000 to 6,100 m) and completed the trip around the world at an average ground speed of 249 mph (401 km/h). General Curtis Lemay, the Strategic Air Command’s commanding general, was on hand to greet “Lucky Lady II” upon its arrival with Distinguished Flying Cross medals for the crew.

Replacing an earlier scanned photo with a better version 28-Oct-17, plus Topaz DeNoise AI 01-Jun-23.

This aircraft was delivered to US Air as N624AU in Jul-94. US Air was renamed US Airways in Feb-97. It was sold to a lessor in Dec-03 and leased back to US Airways.

In Jan-07 the aircraft was re-registered N937UW and was fitted with blended winglets in May-09. US Airways was merged into American Airlines in Apr-15 (official merger date).

American Airlines retired the aircraft at Goodyear, AZ, USA in Nov-17. It was thought to be permanently retired but was sold to SF Airlines (Shun Feng Airlines) in Jun-18 and ferried to Singapore-Seletar for freighter conversion.

It was converted to full freighter configuration with a main deck cargo door in Dec-18 and re-registered B-207Y prior to service entry. Current, updated 01-Jun-23.

Replacing an earlier digital photo with a better version 27-Sep-20.

Operating on behalf of CMTA Compagnie Mauritanienne de Transport Aerien

File: 2016001-0105

Previous scaled down image replaced with full size 2592 x 3872 image.

Lulu modelling and photographed in casual outfit. Newport, Wales, United Kingdom, 29th January 2016.

She is seen here, modelling in a light brown and cream coloured stripped faux fur coat made by Quality Fashion, bought second-hand from a charity shop. She is wearing her own black scoop neckline top, with her own dark blue jeans. She is wearing a pair of black high heels. The photographs were taken in front of a studio backdrop, using a Nikon D200 DSLR.

In 1985, when I was at a deaf school in my last year, I decided to get into doing photography as a career. It is the kind of off-beat job that I would like to do, so I tried to apply for a college course studying photography. But the hearing teachers, my own family, family friends, career advisors, and even the social workers, told me that I should not do photography as a job because I am deaf.

In those days here in the United Kingdom, there were discrimination against disabled people, as there weren’t much laws protecting our rights at that time. My mother told me I can’t do photography, because I’m deaf with speech impaired.

I tried to make an effort to get them into helping me get a college course, studying photography. But they got me on a training course at college, instead of a proper serious course. From 1987 to 1989, I spent two days studying traditional graphic design while at college, with three days work experience for a professional photographer as part of my training course, mainly as photographer’s assistant and darkroom technician.

I admit that I became hooked on doing graphic design, so in additional to wanting to become a photographer, I decided I want to become a graphic designer as a second option.

After leaving college, I attempted to get a job working either in photography or graphic design, but as I mentioned earlier, in those days, there were still discrimination against the disabled people, so employers are likely to favour hearing people over deaf people.

For a few years, I continue to do my own photography and my own graphic design projects at home, in order to keep up my skills, while at same time, trying to find a job. Then I got married, and started a family life, but divorced her and I became a full-time single parent, so everything was put on hold for a while, until the kids were much older.

Finally, in the United Kingdom, we got The Equality Act 2010, that would protect our rights.

Few years later, while my kids were old enough to attend full-time school, I resumed my own projects, mainly to refresh my skills. I would need to improve my portfolio if I were to try to apply for a job, or may even consider going freelance. One of the graphic design projects I planned to do, requested a female model.

So I searched online, looked at some of the modelling agencies and model booking websites.

I booked Lulu for a two-hours outdoors photo-shoot in Newport, Gwent, South Wales. I arrived at her home, met up with her, and went through the details of the photo-shoot. We went into city centre, and I found a perfect location for my needs, did the photo-shoot for my graphic design project.

When the outdoors photo-shoots were done, there was still time to spare, I think maybe one and half hour of the booked two-hours slot was used up, leaving maybe half hour left.

I think that both she and her husband didn’t think it was right, I think they feel like they were overcharging me for less time used, or something like that. They were nice and polite, and they allowed me to use up what was left of the booked timeslot. They pointed out that they have a small makeshift studio in their spare bedroom, and suggested I could use it for some indoor photo-shoots, use what was left of the booked timeslot to do more photographs if I wish to do so. I figured why not? Not only that I would get my money’s worth, but also take a chance to do more refresher photography.

And this is one of the series of photos I took in the remaining half hour of the booked timeslot.

Point of note: Lulu had left a glowing and positive review on my profile, on the model booking website, pointing out that despite my being deaf with speech impaired, she had found working with me a pleasure and enjoyable.

The Comment Box for my photo is NOT an advertising billboard for any Groups. (e.g.: “As seen in [whatever] group.”)

You are free and welcome to comment for yourself, with your own words, but not for the group Admins. Any comments with clickable links will be considered as spam and will be deleted.

Broad-bodied chaser, male

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 27-May-24.

Named: "Parrot".

This aircraft was delivered to GECAS and leased to China Airlines as B-18673 in Nov-96. It didn't stay long and was returned to the lessor in Dec-98. It was leased to Istanbul Airlines as TC-IAG the following day.

It didn't stay in Türkiye long either and returned to the lessor in Apr-00 (Istanbul ceased operations in Aug-00). The aircraft was leased to City Bird Airlines (Belgium) in May-00. It was transferred to City Bird France as F-GLTG in Apr-01. City Bird and City Bird France were declared bankrupt in Oct-01 and the aircraft was returned to the lessor as N120AF in Nov-01 and stored.

In Apr-02 it was leased to SATA International (Azores/Portugal) as CS-TGZ in Apr-02 and returned to the lessor in Aug-05. In Sep-05 it was re-registered VT-SJC and leased to Air Sahara (India). Air Sahara was sold to Jet Airways (India) and was eventually renamed Jet Lite as Jet Airways 'low-cost' division.

The aircraft was returned to the lessor as N491MT in Apr-09 and stored at Kuala Lumpur-Subang. In Sep-09 it was leased to Skynet Asia Airways (Japan) as JA737G. Skynet was renamed Solaseed Air in Jul-11. It was sold to Solaseed Air in Jul-14 and a week later the aircraft permanently retired at Chateauroux, France.

In Jul-15 the aircraft was preserved at Chateauroux as a crash rescue mock-up for Fire Service training. Updated 26-May-24.

Replaced in 2015 from the Airlink service 100 between Waverley Bridge and Edinburgh Airport by new buses, the original vehicles were transferred to East Coast Buses. Seen at Abbeymount is 20940 - SN10DKK.

Replacing an earlier scanned photo with a better version 27-Oct-17, plus Topaz DeNoise AI 30-May-23.

Fleet No: '5648'.

This aircraft was delivered to Northwest Airlines as N548US in Aug-96. Blended winglets were added in May-07. Northwest was merged into Delta Airlines in Oct-08.

After 29.5 years in service the aircraft was permanently retired at Victorville, CA, USA in Nov-25. Updated 18-Feb-26.

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 10-Apr-24. Slightly blurred!

Named: "Luiz Vaz de Camoes".

First flown with the Airbus test registration D-AVZI, this aircraft was delivered to TAP Air Portugal as CS-TJF in Jan-01. Current, updated 10-Apr-24.

Replaced the original with this tonemapped (from a single JPG!!) version which brings the texture and colour of the grass up nicely...(I think)

-Added to the Cream of the Crop pool as most interesting.

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 11-Sep-24.

Named: "Esra".

A late build MD-88, this aircraft was delivered to Onur Air as TC-ONP in May-97. It was sold to Bukovyna Aviation (Ukraine) in Apr-11 as UR-CIZ.

By the following month it had found it's way to Iran and was wet-leased to Taban Air. Taban Air bought it in Jun-12 and it was re-registered EP-TBB. Current, updated 11-Sep-24.

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 23-Mar-25.

Named: "Ernest Hemingway".

This aircraft was delivered to Lauda Air, Austria as OE-LPB in Sep-98. It was sold to GECAS on delivery and leased back to Lauda Air.

This, the original version of Lauda Air, was merged into Austrian Airlines in Oct-04. All Austrian Airlines services were operated by Tyrolean Airways between Jul-12 and Mar-15, although still marketed as Austrian Airlines (see note below). Now 27.5 years old, the aircraft continues in service. Updated 13-Mar-26.

Note: Austrian Airlines had been facing heavy losses and became part of the Lufthansa Group in Sep-09. The Austrian Unions were unhappy and there were numerous strikes by both aircrew and ground staff.

The Lufthansa Group were a bit fed-up with the situation and in Jul-12 they technically closed the company down and transferred all the aircraft to the Austrian Airlines subsidiary Tyrolean Airways (also known as 'Austrian Arrows'). All staff had to re-apply for their jobs at Tyrolean on new salary grades and many flight crew left the company.

Services were still marketed as Austrian Airlines and all aircraft remained in full Austrian Airlines livery with additional small 'Operated by Tyrolean Airways' titles on the forward fuselage. In Mar-15 a new labour agreement was signed with the Unions and Tyrolean Airways was re-integrated into Austrian Airlines.

( I made a little lighting changes and replaced the orginal one on 18th Oct 2008 )

View On Black

Replacing an earlier scanned photo with a better version 03-Mar-18, plus Topaz DeNoise AI 15-Apr-23.

'Wanula Dreaming', Australia World Tail livery, left side.

This aircraft was delivered to British Airways as G-BNLS in Mar-91. It was in service with British Airways for 23 years until it was permanently retired and stored at Victorville, CA, USA in May-14. It was last noted still stored at Victorville in May-15.

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

Leisure International Airways, the 'Intercontinental' division of Air UK Leisure (a KLM company!)

Named: "Caribbean Star".

This aircraft was delivered to ILFC International Lease Finance Corporation and leased to Leisure International Airways as G-UKLH in Apr-93. Leisure International was merged into Air 2000 in Nov-98 and the aircraft was re-registered G-OOAN in Jan-99.

Air 2000 was renamed First choice Airways in Jan-04 and First Choice was merged into Thomson Airways in Nov-08. Blended winglets were fitted in Feb-10 and the aircraft was returned to ILFC in Mar-13 and was stored at Singapore-Paya Lebar.

It was sold to Cargo Aircraft Management Inc as N233CY in Apr-13 and remained stored until it was converted to freighter configuration with a main deck cargo door in Sep-13.

It was ferried to Goodyear, AZ, USA in Dec-13 and stored until it was leased to Star Air, Denmark as OY-SRS in Mar-14. It was returned to the lessor in Jan-15 and immediately leased to CargoJet Airways, Canada as C-FGSJ, operating on behalf of Canadian parcel delivery company Purolator. The Purolator titles were replaced with standard CargoJet titles in late 2015. Current, updated 25-Jul-25.

I also have photo's of this aircraft as G-OOAN with Air 2000 at...

www.flickr.com/photos/kenfielding/8348337611

and as C-FGSJ with CargoJet Airways at...

www.flickr.com/photos/kenfielding/19908457923

Replacing an earlier scanned photo with a better version 09-Apr-14.

Operated as a freighter by Baltic Airlines, it's seen here still in the basic livery of Manx Airlines, it's previous operator.

This was quite a late build Viscount which first flew in Aug-59. Originally ordered by Trans Australia Airlines as a Viscount 816, it should have become VH-TVR but the order was cancelled before delivery.

It was initially stored and then converted to a type V.836 in Apr-60 and sold to the Union Carbide Corporation for executive operation as N40N in May-60. It was sold to the Royal Australian Air Force in Aug-64 as A6-435 and operated for five years until it was sold in the USA in Nov-69 as N40NA to the Alda Corporation.

It returned to Australia the following month as VH-EQP with Jet Air Australia and was sold to the Brins Finance Corporation in Sep-70 and sold on the same day to Gates Aviation Turbine Propeller Sales.

In Jun-71, continuing it’s ‘executive’ role, it was sold to The Sultan of Oman’s Air Force serialled ‘501’. In Sep-78 it was sold to Royal Swazi National Airways as 3D-ACM but the sale was never completed and the aircraft stayed in Oman until Mar-79 when it was sold to British Midland Airways in the UK as G-BFZL.

The aircraft was briefly leased to BMA subsidiary Manx Airlines in Oct/Nov-83 and then leased to them again in Nov-85. In May-86 it was sold to British Aerospace (BAe), leased back to BMA and sub-leased to Manx Airlines, all on the same day.

It continued in service with Manx until it was returned to BAe in Nov-88 and immediately leased to Baltic Airlines. It was briefly sub-leased to Manx Airlines again in Apr/May-90 (when this photo was taken).

In May-90 Baltic Airlines was merged into British Air Ferries who changed their name to British World Airlines in Apr-93. In Apr-97 it was sold to Heli-Lift Ltd and leased to their subsidiary Heli Jet Aviation.

In Mar-98 it was transferred to their South African division as ZS-NNI and was later stored at Lanseria, South Africa, until it was sold to Trans Inter Congo in Nov-02 as 9Q-CGL. In Apr-03, now 44 years old, it was written off in a take-off accident in the Democratic Republic of Congo.

Replacing an earlier digital photo with a better version 05-Jan-22 (DeNoise AI).

UK Football Association 'Emirates FA Cup' logojet (right side).

First flown in Jul-13 with the Airbus test registration F-WWAD, this aircraft was ferried to the Airbus Factory airfield at Hamburg-Finkenwerder for cabin fitout and painting. it was delivered to Emirates Airline as A6-EES in Dec-13.

The aircraft was withdrawn from service in Mar-20 and stored at Dubai-World Central due to the COVID-19 Pandemic. It was moved back to Dubai-International in Oct-21 and returned to service in late Nov-21 after repainting in the 'DUBAI EXPO' special livery. Current, updated 05-Jan-22.

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 19-Nov-23.

Boeing 707-300C's were all built with a main deck cargo door and could be used for either passengers or freight. This aircraft was delivered to Northwest Orient Airlines as N376US in Nov-67.

It was sold to BWIA International (Trinidad & Tobago) as 9Y-TEK in May-75. In Mar-82 it was sold to Caribbean Air Cargo (Barbados) as 8P-CAD and converted to a full freighter configuration with the cabin windows replaced with blanks.

The aircraft was sold to Dynair Tech of Florida Inc in Oct-89 and stored. It was sold to Skyways International in Dec-90 and in May-91 it was sold to First City Texas Houston as N707KV. It was transferred to New First City Texas Houston in Nov-92 and stored at Athens, Greece.

In Feb-94 it was sold to Nordstrom Holdings and leased to TAAT Trans Arabian Air Transport as ST-ANP. The aircraft was sold to TAAT Uganda as 5X-ARJ and leased back to Trans Arabian (Sudan) in Dec-96 (when Sudan registered aircraft were banned from Europe).

It was re-registered ST-ANP again in Apr-99 when Trans Arabian Air Transport (Sudan) bought it. The aircraft was damaged beyond repair just 4 months later, in Aug-99, when it landed with a strong tailwind at Juba, South Sudan and overran the end of the runway.

(Replaced with a slightly rotated version.)

Replacing the 22

When eventually completed, the new tram extension will replace several Lothian Buses service. One of the routes impacted is the 22, on which 358 (SN11EBG) is seen here. The squiggle on the destination indicates a bus service that has to divert from it’s normal route due to roadworks.

The advert on the side of the bus may need reviewing in the current circumstances….:

Replacing an earlier scanned slide with a better version 12-May-15, plus Topaz DeNoise AI 03-Dec-23.

Built as a Beech AT-11 Kansan, this aircraft was delivered to the US Army Air Forces serialled 42-36966 in 1942 and used for aircrew basic training.

It was converted to Beech C-45H Expeditor standard in 1953 and re-serialled 52-10610. It was sold into the civil aviation market as N9597Z (date unknown),

The aircraft was sold to LAVCO, the Libyan Aviation Company as N176L around 1968 and operated on oil well support, based in Tripoli, Libya.

It was sold to ATC Inc (USA) in Mar-75. The registration was cancelled in Oct-86, presumably it was permanently retired.

Built in 1914 at no. 911 Wellington Street East.

"This is a Prairie-style single-story residence, noticeably located at the south-west corner of Wellington and Woodward in the city’s east-central area. It encompasses part of Lot 15, Plan 568 and Lot 29, Plan 930. GIS coordinates: 705,711.336 5,154,111.585 Meters

This handsome, distinctive, well maintained home is the best example of a Prairie-style residence to be found in Sault Ste. Marie. It is an elegant Craftsman style bungalow with a variety of gently pitched roof slopes and a small hipped dormer. The eaves are deep and bracketed. The columns are plain with square abacuses and no base. The inclusion of classical modillions in a residence is rare in Sault Ste. Marie and to Prairie-style homes. A variety of rustic building materials have been utilized: stucco, wood, brick and stone. The window groupings consist of both casement and sash with inner muntin bars. Those windows on the front have been replaced with modern aluminum windows but the windows around the sunroom on the east side and those on the partial second floor are original. Many of the original storm windows are stored in the garage. Craftsmanship in the building is excellent yet simple and functional. Even the interior fireplace sports hand-carved brackets of similar design to those supporting the overhanging exterior eaves. With the exception of the kitchen and bathroom, the main floor rooms are still finished with the original oak trim and floors. An old photo of the house indicates that cedar shingles once adorned the roof.

This residence was constructed, in its present form, in 1914 for Richard H. Carney who was District manager for Canada Life Assurance Co. It was the Carney family who was responsible for construction of the Carney Block on Queen St. It thus reflects the affluence of an upper middle class business family which was profiting from the Clergue industrial expansion of the day. A 1914 date and initials of the stone mason builder may be found in the basement wall mortar between the sandstone pieces. It is likely this sandstone was quarried from the locks as was typical for the day. This house was purchased in 1939 by the MacIntosh family who owned it until 2004.

The key exterior features that embody the heritage value of 911 Wellington St. E. include:

- Variety of gently pitched roof slopes provide horizontal emphasis reflecting the Prairiestyle bungalow

- Clerestory lighting that provides light to a half story loft

- A hipped dormer and deep bracketed eaves

- Columns with abacuses and no base but adorned with modillions

- Rustic building materials including stucco, wood, brick and stone

- Original casement windows with sash and inner muntin bars on the sunroom (east side)

and on the half story loft

- Home and property have been well maintained in traditional style with little change to

the exterior

- An interior with oak trim, baseboards and flooring unchanged save for the kitchen and

bathroom

- A beautiful fireplace with brackets supporting the mantle matching those under the

eaves on the exterior

- The best example of a classical Prairie-style residence in Sault Ste. Marie distinctively

located in a prominent east-central location

- A residence which reflects the affluence of a prominent Sault business family built

during the heyday of the Clergue industrial empire" - info from the Sault Ste. Marie Municipal Heritage Committee.

"Sault Ste. Marie (/ˈsuː seɪnt məˈriː/ SOO-seint-ma-REE) is a city on the St. Marys River in Ontario, Canada, close to the Canada–US border. It is the seat of the Algoma District and the third largest city in Northern Ontario, after Sudbury and Thunder Bay.

The Ojibwe, the indigenous Anishinaabe inhabitants of the area, call this area Baawitigong, meaning "place of the rapids." They used this as a regional meeting place during whitefish season in the St. Mary's Rapids. (The anglicized form of this name, Bawating, is used in institutional and geographic names in the area.)

To the south, across the river, is the United States and the Michigan city of the same name. These two communities were one city until a new treaty after the War of 1812 established the border between Canada and the United States in this area at the St. Mary's River. In the 21st century, the two cities are joined by the International Bridge, which connects Interstate 75 on the Michigan side, and Huron Street (and former Ontario Secondary Highway 550B) on the Ontario side. Shipping traffic in the Great Lakes system bypasses the Saint Mary's Rapids via the American Soo Locks, the world's busiest canal in terms of tonnage that passes through it, while smaller recreational and tour boats use the Canadian Sault Ste. Marie Canal.

French colonists referred to the rapids on the river as Les Saults de Ste. Marie and the village name was derived from that. The rapids and cascades of the St. Mary's River descend more than 6 m (20 ft) from the level of Lake Superior to the level of the lower lakes. Hundreds of years ago, this slowed shipping traffic, requiring an overland portage of boats and cargo from one lake to the other. The entire name translates to "Saint Mary's Rapids" or "Saint Mary's Falls". The word sault is pronounced [so] in French, and /suː/ in the English pronunciation of the city name. Residents of the city are called Saultites.

Sault Ste. Marie is bordered to the east by the Rankin and Garden River First Nation reserves, and to the west by Prince Township. To the north, the city is bordered by an unincorporated portion of Algoma District, which includes the local services boards of Aweres, Batchawana Bay, Goulais and District, Peace Tree and Searchmont. The city's census agglomeration, including the townships of Laird, Prince and Macdonald, Meredith and Aberdeen Additional and the First Nations reserves of Garden River and Rankin, had a total population of 79,800 in 2011.

Native American settlements, mostly of Ojibwe-speaking peoples, existed here for more than 500 years. In the late 17th century, French Jesuit missionaries established a mission at the First Nations village. This was followed by development of a fur trading post and larger settlement, as traders, trappers and Native Americans were attracted to the community. It was considered one community and part of Canada until after the War of 1812 and settlement of the border between Canada and the US at the Ste. Mary's River. At that time, the US prohibited British traders from any longer operating in its territory, and the areas separated by the river began to develop as two communities, both named Sault Ste. Marie." - info from Wikipedia.

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Built in 1929, this 17-story Art Deco-style former passenger railroad station was designed by Fellheimer & Wagner to replace the multiple previous train stations and termini in Buffalo, which were scattered throughout the city and belonged to different railroads. The structure stands on the site of the old Union Depot built in 1874, which closed in the early 1920s. The station began construction in 1925 when the New York Central Railroad settled on building their new union terminal in Buffalo at the site, with the station being built to accommodate the expected growth of Buffalo from a city of about 550,000 people to one with 1.5 million people, and to accommodate continued growth in passenger numbers. However, both of these projections never materialized, with the city’s population growth and the railroad’s passenger numbers growth, already slowing in the 1920s, slowing further due to the Great Depression during the 1930s, and then beginning a long, steady decline, only being briefly buoyed by World War II before falling out of favor as automobile travel proved more flexible and air travel more swift than train travel. Due to these circumstances, the terminal was overbuilt and never reached its full capacity during its operations, only coming close during World War II due to resource shortages and mass mobilization of the United States during wartime. The terminal was offered for sale by the New York Central Railroad for one million dollars in 1956, but found no buyers, with continuing declines in passenger numbers, coupled with the decline in the population of Buffalo itself, leading to several services being ended during the 1950s and 1960s. In 1966, the railroad, in an effort to save costs and downsize their facilities, demolished several outbuildings in the complex, and in 1968, the once powerful New York Central Railroad, a husk of its former self, merged with the Pennsylvania Railroad in an attempt to consolidate their expenses and save both companies, but this merger proved unsuccessful, leading to their bankruptcy in 1976, with both railroads absorbed into the public-private partnership known as Conrail.

In the meantime, Amtrak was formed in 1971 to provide passenger rail service in the United States, operating out of the terminal until 1979, with the agency facing budgetary limitations that did not allow them to renovate the aging structure, which, when coupled with the massive expenses of keeping the building comfortable, dry, and well-lit, led to the agency building two smaller stations in Buffalo during the 1970s to replace it. The terminal was subsequently purchased by Anthony T. Fedele, whom managed to maintain the building in decent condition, but was unable to find any interested developers to reuse the building, and eventually fell behind on taxes, leading to the building being seized at foreclosure so the taxes could be recouped by the government. During the time it was owned by Fedele, the building was vacated by Conrail’s offices between 1980 and 1984, and was listed on the National Register of Historic Places in 1984, with the final operations at the terminal, the interlocking towers that once signaled trains arriving at the station, being shut down in 1985. In 1986, the building was purchased at auction by Thomas Telesco, whom did not maintain the building, selling off many artifacts and fixtures from its interior, and proposing grandiose and unrealistic schemes of what he would do with the building, including being a stop on a high-speed rail line between New York and Toronto. The building was then sold to Bernie Tuchman and Samuel Tuchman, with the building seeing further elements removed and sold, and the building continuing to decay.

In 1997, the terminal, then in poor condition, was purchased by Scott Field of the Preservation Coalition of Erie County, whom paid for the building’s back taxes, and shortly thereafter, formed the Central Terminal Restoration Corporation, transferring ownership of the building to the organization. The building was stabilized and secured under the stewardship of the Central Terminal Restoration Corporation, which opened the building for public tours in 2003, and holds many fundraising events at the station every year. The building has been preserved, but a restoration or adaptive reuse of the structure has so far remained elusive.

The building features a brown brick exterior with an octagonal corner tower, with a large barrel-roofed main concourse structure wrapping around the tower to the south and east. The facade of the tower features multiple setbacks, chamfered corners, corner clock faces at the roofline above the twelfth floor, a rotunda with large archways and buttresses atop the tower with a decorative trim crown at the parapet, vertical window bays that stretch from the building’s base to the roofline, large entrances with metal canopies, large transoms, and stone surrounds, pilasters, and stone trim and caps atop the parapets. The main concourse portion of the building features large arched curtain walls at the ends of its barrel vaulted roof, a cavernous barrel vaulted interior, large metal canopies over the entrances, and a tunnel underneath that once allowed traffic on Curtiss Street to run beneath the building, though this has been closed since the 1980s due to the building’s decay, with a light court between the waiting room and a low-rise office block in the front, which sits just east of the tower and presents a similar facade treatment to that of the tower, with vertically accentuated window bays and pilasters. The rear of the building is more spartan in appearance, with a scar from the former location of the entrance to the train concourse to the rear, with the connecting structure having been removed following the discontinuation of railroad services at the building in 1979. The train concourse features multiple platforms with Art Deco-style aluminum canopies with sleek columns, thin-profile roofs, and rounded ends, with the train concourse featuring arched clerestory windows and a gabled roof, and being in a rather advanced state of deterioration with vegetation having grown throughout the structure and the surrounding abandoned tracks between the platforms. Attached to the southwest corner of the main building is the baggage building, a simpler six-story Art Deco-style structure with a buff brick exterior, a penthouse above the main entrance to the building, pilasters, vertically accentuated window bays, steel windows, stone spandrel panels, stone trim, and stone parapet caps, with long canopies along the base of the front and rear of the building that protected incoming and outgoing mail and baggage from inclement weather. To the west of the baggage building is the one-story mail processing building, which features a similar facade treatment, with the main difference besides height being the rooftop monitor windows in the middle of the building’s roof. Southwest of the baggage and mail processing building, sitting close to Memorial Drive, is a structure that formerly housed the Railway Express Agency, which is more utilitarian than the rest of the surviving complex, and is in an advanced state of decay, with the demolition of the structure being planned to take place sometime this decade. The structure features large window bays with steel windows, stucco cladding on the brick structure, and the remnants of canopies on the north and south facades of the first floor, with a long and low one-story wing to the rear.

The complex is one of the largest designed by Fellheimer & Wagner, and has maintained a remarkable state of preservation in its original form with few changes since its construction, besides some damage from the years of decay and neglect in the 1980s and 1990s. Another notable structure by the firm, and one of the most well-known railroad stations in the world, is Grand Central Terminal in New York City, which was also built for the New York Central Railroad. In addition to Grand Central Terminal, the firm also designed terminals that are more similar in appearance to the Buffalo Central Terminal, including Union Station in South Bend, Indiana, and Cincinnati Union Terminal, with Grand Central Terminal, Buffalo Central Terminal, and Cincinnati Union Terminal being among the largest, most impressive, and most significant railroad stations ever built in the United States. The station, though unrestored, is still impressive, and hopefully will be eventually adaptively reused for an economically sustainable function.

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 14-Aug-25.

'Colum', Ireland World Tail livery.

This aircraft was leased to Cityflyer Express as G-BZAU in Jun-98 and operated on behalf of British Airways. It was renamed British Airways Citiexpress in Nov-02 while the operation for British Airways continued.

In Feb-06 the company was renamed BA Connect although not many aircraft carried those titles. It became BA Cityflyer again in Mar-07 while the operation for British Airways continued.

The aircraft was withdrawn from service in May-10 and returned to BAE Systems Asset Management. It was stored at Southend, UK.

In Aug-10 it was leased to National Jet Express (Australia) as VH-NJQ and operated on behalf of Cobham Aviation. It was permanently retired at Adelaide, South Australia in Jun-21. It was broken up there in Sep-22.

Replacing those very tired looking omnidekkas since brand new, a smarter looking Pink line takes place in the roads around Bilborough and the city centre. Think pink as you can guarantee a smooth ride with free wifi and USB onboard. And a perfect day to photograph these as they look super smart.

no. YN19 EFO

Replacing an earlier scanned slide with a better version 21-Feb-16, plus Topaz DeNoise AI 26-May-83.

Monarch Airlines was an early buyer of B757's, this one is line No:18 and was delivered to Monarch in Apr-83 as G-MONC. It was leased to Hispania Lineas Aereas in Nov-88 and re-registered with the Spanish temporary registration EC-211 the following month.

It returned to Monarch as G-MONC in Mar-89. In Apr-90 it was leased to a German leasing company and sub-leased to Condor Flugdienst for 2 years as D-ABNY, returning to Monarch in Mar-92 as G-MONC.

In May-96 the aircraft was leased to Air Holland. Operated by Monarch for a year it was re-registered PH-AHO in May-97. In Nov-97 Air Holland sub-leased it to Air Gabon for 2 months. It returned in Jan-98 and continued in operation with Air Holland until it was returned to Monarch in Apr-99, again as G-MONC.

In Nov-08, then almost 26 years old, it was permanently retired at Lasham, UK, and broken up there in Feb-09.

Replacing an earlier scanned photo with a better version 20-Sep-22 (DeNoise AI).

This aircraft was originally ordered by Presidential Airways as N415XV but the order was cancelled. It was first flown with the British Aerospace test registration G-BPBT in Jan-89.

It was converted to a B.Ae 146-200QC ('Quick Change') with a main deck cargo door in May-89 and could be used in either the passenger or cargo role.

It was leased to Ansett New Zealand in Oct-89 and re-registered ZK-NZC in Jan-90. The aircraft was withdrawn from service and stored at Christchurch, NZ in Jul-99. It was sold sold to Titan Airways (UK) as G-ZAPN in Sep-99.

It was wet-leased to British Airways Citiexpress between Aug/Dec-02. The aircraft was damaged at Manchester UK when it was hit by a set of steps during high winds on 15-Dec-02. It was repaired and returned to service on 13-Jan-03.

The aircraft continued in service with Titan Airways until it was withdrawn from use in Mar-13 and sold to Pionair Australia later the same month.

The aircraft was converted to a permanent cargo role and operated by Skyforce Aviation as VH-SIF in May-13. It returned to Pionair Australia in Aug-13.

It was noted still in service with Pionair in Jan-22, and still in its last Titan Airways basic livery (black rear fuselage/tail with the big sun and stars!). However, it's now shown in most databases as 'stored'. It's now 33 years old. Updated 20-Sep-22.

Replacing an earlier scanned photo with a better version 09-Mar-17.

JAA / Japan Asia Airways operated services from Japan to Taiwan, similar to KLM Asia, Swissair Asia and British Asia Airways.

This aircraft was delivered to JAL Japan Airlines as JA8987 in Feb-98. On delivery it was leased to JAA Japan Asia Airways. JAA was absorbed back into Japan Airlines International in Oct-06.

'International' was dropped from the titles in Apr-11 when the airline became Japan Airlines again. After 22 years in service the aircraft was stored at Tokyo-Haneda in Jan-20.

It was ferried to Victorville, CA, USA in Dec-20 and sold to the Jet Midwest Group LLC as N503KW. It was moved to Kansas City, Mo, USA in Jan-21. It was thought to be joining Eastern Airlines, however it was stored at Kansas City and will be used for spares.

The aircraft was sold to Alta Airlines Holdings (part of the Jet Midwest Grp) in May-21 and permanently retired. Updated 29-Dec-23.

Replacing an earlier digital photo with a better version 01-Nov-22.

Shame about the fence, but worth it as they won't be seen again in this livery.

This aircraft was rolled out at Toulouse on 10-Apr-08 as F-WWTL in full Kingfisher Airlines (India) livery and was placed into storage. It had it's first flight 3 months later on 10-Jul-08. It should have become VT-VJE but Kingfisher were having financial problems and were unable to take delivery so it remained stored at Toulouse.

There had been a plan for it to be delivered to Air Deccan, a Kingfisher subsidiary, but this also fell through and the sale was cancelled in Sep-08.

In Oct-08 the aircraft was to be leased to Arik Air, Nigeria. It was delivered to Airbus Financial Services(?) in Oct-08 and re-registered F-WJKI. Flown to Paris-Orly, it was repainted in full Arik Air livery. It returned to Toulouse and was returned to storage as Arik Air didn't have the financing either.

In May-09 it was registered in Portugal as CS-TFX and leased to Hi Fly (a Portuguese airline operating ACMI [= Aircraft, Crew, Maintenance & Insurance] services for other airlines). It was then sub-leased to Arik Air operated by Hi Fly.

In Mar-12 it was to become Nigerian registered as 5N-JIA but the lessor was unhappy about that and so it remained with Hi Fly, registered in Portugal.

In Dec-14 this aircraft's sister-ship CS-TFW had an engine technical problem in Lagos, Nigeria, which needed spare parts which Arik Air didn't have and were unable to finance, so that aircraft was stored in Lagos (It was still there in Apr-16 and was eventually permanently retired).

Operations continued with CS-TFX until Jun-15 when it was returned to Hi Fly. The maroon/blue livery of Arik Air became grey/blue and Hi Fly now operate it themselves on Corporate and VIP charters and occasionally for other airlines.

For varying periods the aircraft was operated for Norwegian Air International, El Al Israel Airlines, TAP Air Portugal and a two month Haj Pilgrimage lease to Tunis Air between Jul / Sep-18. It was returned to the lessor in Oct-18 and permanently retired at Lourdes, France.

Note: I also have a photo of this aircraft in Nov-15 at Manchester, UK, as CS-TFX operated by Hi Fly. See www.flickr.com/photos/kenfielding/22674376412

Replacing an earlier scanned photo with a better version, plus DeNoise AI 22-Nov-22.

Ahhh... VC-10. When those 4 Rolls Royce Conways opened up at full power, it made your chest shake.

Originally named: "Donald Garland VC", later "Thomas Grey".

This aircraft was delivered new to the UK's RAF Royal Air Force (10 Squadron) in Nov-66 as a 'Military Transport'. It was converted to a 'Multi Role Tanker Transport' in Sep-94.

It served with the RAF for almost 44 years and was permanently retired at Bruntingthorpe, UK in Apr-10. the aircraft was broken up at Bruntingthorpe in Jul-10.

replaced the M9 with an M-P (240) :D

Having sold off a lot of old gear including most of my old Nikon kit, I also got hold of a 35mm 1.4 Summilux FLE

Chevrolet replaced the long-running C4 Corvette in 1997 with the new C5. As well as all-new, but recognisable styling, the C5 debuted a number of key innovations in its hydroformed inner structure.

All C5 Corvette's had power, the initial LS1 5.7L pushrod V8 producing 257 kW (345 hp), enough to push the Corvette to 282 km/h.

There were three body styles for the C5 generation Corvettes:

A) the Coupe (shown), which featured a removeable targa-top panel, and had an opening liftback luggage area,

B) the Hardtop, which was a notchback coupe-style, fixed roof panel, and

C) the convertible.

The Corvette plant is located in Bowling Green, Kentucky, and I was fortunate to have a Plant tour in 2001. Though the production rate is relatively low, the plant is clean and modern. The National Corvette Museum is located not far way. The area is in a beautiful part of the US, and close to the amazing Mammoth Cave.

The model here is shown in orange - not an available factory colour for the the C5 generation Corvette - though there have subsequently been many custom painted examples. I chose orange though, having recently built the somewhat underwhelming LEGO Technic Corvette in this colour.

Other C5 Corvette models are planned to follow.

As for most of the models built his November, the Chevrolet C5 Corvette is a major redesign of a previously created model. In LUGNuts there was a build challenge named 'Redo or Redemption' just for this type of build.

Replacing an earlier scanned print with a better version 15-Jan-16, plus Topaz DeNoise AI 28-Jul-24.

Named: "Princess Alison".

First flown as G-PRIN in Nov-89 as a standard B.Ae 146-200, this aircraft was converted to a 'QC' version with a main-deck cargo door in May-90 and delivered to Princess Air in Jun-90.

It was repossessed by British Aerospace in Feb-91 and re-registered G-6-148. It was leased to Air UK as G-BTIA in Mar-91 for 2 months, returning to British Aerospace in May-91.

It was leased to BAF British Air Ferries the following month. They briefly sub-leased it British Airways in Jun-92 before returning it to B.Ae in Sep-92. It was leased to Safair (South Africa) as ZS-NCB in Oct-92 and returned to B.Ae Asset Management in Feb-95.

The aircraft was stored until it was leased to Titan Airways as G-ZAPK in Apr-96. It was sub-leased to Meridiana in May-96 for 1 month and Titan Airways bought it in Feb-97.

As well as being used on Titan's own charter services it was leased to Jersey European Airways (Mar/Jun-97), CityJet (Jan/Dec-01), British Airways Citiexpress (Jun/Aug-02) and Scot Airways (May-05/Aug-06). It was retired by Titan in Nov-13 and stored.

It was due to be sold in Australia to Skyforce Aviation as VH-SJF but that didn't happen (Skyforce Aviation ceased operations in May-15 but was later rebranded as Pionair).

It remained stored until it was sold to Pionair Australia as VH-SAZ in Nov-17. Still in Titan Airway black livery with the orange sun and Pionair titles. The aircraft seems to operate intermittently and was parked at Cairns, QLD, Australia in Nov-21. It was back in service by Aug-22. Stored again, date unknown. Updated 29-Jul-24.