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Withdrawn and stored GE Dash-7s 5057-5059-5058 watch silently as two of their replacements, GE Dash 9s 7067-7068, head past the 7-Mile Yard at Karratha with an empty ore consist on August 17, 1998
(98.040.23_HI_5057-59_7067-68MPwt)
Replacing an earlier scanned slide with a better version 18-Apr-15, plus Topaz DeNoise AI 19-May-23.
Delivered to Channel Airways as G-ATEI in Nov-65. It was leased to LIAT Leeward Islands Air Transport the following month as VP-LIN, returning to Channel Airways as G-ATEI in May-66.
In May-69 it was leased to Transair Canada as CF-TAX and returned to Channel Airways as G-ATEI again in Nov-69. It was wet-leased to Rousseau Aviation, France, from May/Aug-70.
In Aug-70 it was leased to Philippine Airlines as PI-C1029 and re-registered RP-C1029 when the Philippines country code changed in Nov-74. It was written off when it crashed shortly after take-off from Manila in May-75 when a tyre burst during undercarriage retraction. The aircraft was damaged beyond repair. There were no fatalities.
Replacing an earlier scanned slide with a better version 22-Oct-15, DeNoise AI 02-Oct-22
The final livery for Cambrian before it was absorbed into British Airways. Retro-fitted with weather radar.
G-AOYS was one of those rare aircraft that retained the same registration throughout its life. It was delivered to BEA British European Airways in Jun-58.
It was sold to Cambrian Airways, part of British Air Services, in Sep-71 (above photo taken just after delivery) and operated until Cambrian/British Air Services was absorbed into British Airways in Apr-74.
The aircraft was withdrawn from British Airways service and stored at Cardiff, Wales, UK, in Apr-80. It was sold to BAF British Air Ferries in May-81 and was wet-leased to Air Algerie between Jun/Oct-81.
It was sold to Panavia Air Cargo in Jan-84 and leased back to BAF until late 1984 when it was retired at Southend, UK. It was broken up there in Feb-85.
Replacing an earlier scanned slide with a better version 20-Nov-15.
'Sister Ships'... the one behind it is G-ARRA.
Delivered to British Overseas Airways Corporation/Cunard (BOAC Cunard) as G-ARRB in Feb-63, the BOAC Cunard partnership didn't last and it became solely BOAC in Jan-67. It was wet-leased to MAS Malaysian Airline System in Apr-73, returning to BOAC in Aug-73. BOAC and BEA were merged to form British Airways in Apr-74. The aircraft was sold back to Boeing in Jan-76 in part exchange for a new B747-236B, it was withdrawn from use and stored at Kingman, AZ, USA, It was broken up there in Sep-79.
Installed as part of the Water Orton corridor resignaling scheme between 2009 and 2012 the repeater for WN4884 has always made for a fine frame for trains on the Up Derby Fast from the Saltley Viaduct. The signal stands in the way of the alignment of the new viaduct and has recently been replaced with a simple pole mounted version between the fast and slow lines. Pictured here back in 2019 as 43366 powers by with 1S51 Plymouth to Glasgow Central.
The last month was stressful after a computer crash and dealing with the blue screen of death following! My equipment's way of telling me it needed to be replaced and programs updated I think!
Now I'm back with a new laptop and new editing program!
These last 2 photos have been edited in Affinity Photo 2.
Replacing an earlier scanned slide with a better version 17-Feb-16, plus Topaz DeNoise AI 14-Apr-26.
ABC Air Bridge Carriers. Looking very much in need of a coat of paint. In the days before the internet was commonplace, who remembers sending Telex's?...
First flown in Dec-60 with the UK temporary registration G-1-7, this aircraft was delivered to Riddle Airlines, USA in Jan-61 as N6502R. It was sold to Capitol Airways in Jul-62 and sold to Zantop Air Transport in Sep-65.
Zantop Air Transport was renamed Universal Airlines and the aircraft was re-registered N895U in Sep-66. In Feb-72 it was sold to Sagittair, UK and stored at Coventry, UK. It was sold to Field Aircraft services in 1973 and remained stored until it was registered G-BEOZ in Mar-77.
It was leased to ABC Air Bridge Carriers in Aug-79. It was retired at East Midlands Airport, UK, in Mar-86 and was preserved at the East Midlands Aeropark in May-87.
Replacing an earlier scanned photo with a better version 15-Dec-21 (DeNoise AI).
Operated for the US Postal Service by Ryan International.
Built as a Boeing 727-22C with a main deck cargo door, this aircraft could be operated with passengers or as a freighter. It was delivered to United Airlines as N7412U in Oct-66.
It was sold back to Boeing in part exchange in Oct-81 and immediately sold to Emery Worldwide and converted to a full freighter. It was re-registered N429EX in Apr-82 and operated for Emery by Interstate Airlines.
The operation for Emery was transferred to Cam Air International in 1984. Cam Air was merged into Spirit of America Airlines in May-85 while operations for Emery continued. In Nov-87 it was sold to a lessor and leased back to Emery Worldwide, operated by Spirit of America Airlines.
In May-88 it was transferred to Orion Air operated for Emery. Emery was renamed Emery Worldwide Airlines in May-89. In Dec-89 the aircraft was transferred to Ryan International Airlines and operated for the US Postal Service.
It was sold back to Emery in Apr-93 and continued in service with Ryan International until it was retired at Goodyear, AZ, USA in Aug-01. It was sold to Air Transworld Ltd in Nov-01 and leased to Planair (Angola) as D2-FFA. The aircraft was transferred to Angola Air Charter in Feb-03 and was eventually broken up at Luanda, Angola (date unknown).
The mainstream Ford line of cars grew substantially larger for 1957, a model which lasted through 1959. The Crown Victoria with its flashy chrome "basket handle" was no more, and the acrylic glass-roofed Crown Victoria Skyliner was replaced by a new model, the retracting-roof hardtop Skyliner.
The new chassis allowed the floor to be placed much lower, which in turn led to a lower and longer look overall. The major component of this chassis was a differential whose pinion gear was exceptionally low relative to the axleshafts, lower than in conventional hypoid differentials.
The line was freshened with a simulated hood scoop and dual-headlight front clip for 1958. The rectangular grille openings gave way to circles, and a simulated hood scoop was added. A new 3-speed Cruise-O-Matic automatic was optional along with the 2-speed Ford-O-Matic and manual transmission. Engines were also updated, with the 272 CID dropped, the 292 CID making 205 hp (153 kW), and a new-generation 332 CID (5.4 L) FE V8 rated at 240 HP in 2 barrel form and 265 HP in 4 barrel "Interceptor" form. The new 352 cubic inch V8, also dubbed "Interceptor" and rated at 300 hp (224 kW) made its debut. Galaxie production was started in Lorain, Ohio at Ford's Lorain Assembly plant for 1958 and continued through 1959 with 102,869 Galaxies produced there. Air suspension became optional.
The convertible version of Ford Fairlane 500, Ford Fairlane 500 Skyliner (also called Skyliner Retractable Convertible), had been sold for three years - 1957, 1958, and 1959. It was the most expensive vehicle offered by Ford. The 1958 Skyliner sold for $3,163 while the standard convertible sold for $2,650 and the send went for $2,055. A total of 14,713 units were produced in 1958. Ford Fairlane 500 Skyliner weighted 4,609-pounds.
*Update* This photo has been replaced. It was previously cropped differently but i like this more :)
Click it! Looks better in light box.
So I had a photoshoot today and after it was all set and done I wanted to take advantage of my time and try a photo. This is what I came up with, im still sitting on it. Not sure if its what I expected it to be. I promise I can do better! I have loads of ideas just need to make them all happen.
Hope everyone is well! "this photo might transform in a few hours once I give myself some time to look at it.
Replacing an earlier digital photo with a better version 06-Dec-21, plus Topaz DeNoise AI 28-Jan-24.
Named: "Santa Maria"
Air Columbus ceased trading on 26-Nov-94 and CS-TKC was impounded at Manchester. You can see a couple of concrete blocks in front of, and behind the nosewheel. It was leased from Norway Airlines and was released back to them on 15-Dec-94.
First flown in Oct-87 with the Boeing test registration N5573K, this aircraft was stored at Boeing Field until it was delivered to Nordstress Ltd (AWAS) as LN-NOS and leased to Norway Airlines in Jan-88.
It was wet-leased to Britannia Airways (UK) in May-88 and returned to Norway Airlines in Nov-88. It was leased to the United Nations between Dec-88/May-89. A few days later the aircraft was wet-leased to Air Europe Scandinavia and then sub-leased to Air Europe (UK) in Jun-89.
It was re-registered G-BRXJ in Apr-90. Air Europe (UK) ceased operations in Mar-91 and the aircraft was returned to Norway Airlines as LN-NOS the following month. In Apr-92 the aircraft was leased to Air Columbus (Portugal) as CS-TKC. Air Columbus ceased operations in Nov-94 and the aircraft was repossessed by Norway Bank the following month and stored.
It was leased to Air Malta as 9H-ACT in Apr-95 and returned to Norway Bank in Jun-96 and immediately leased to TAP Air portugal as CS-TIO. It was returned to the lessor in Oct-99 and stored at Lisbon.
In May-00 the aircraft was leased to Air Zarco (Portugal). Air Zarco was renamed euroAtlantic Airways in Jun-00. The aircraft was sub-leased to BRA Brasil Rodo Aereo as PR-BRA in Dec-00 and returned to euroAtlantic Airways in Apr-03, this time as CS-TLI.
It was wet-leased to Alisea Airlines (Italy) in Jun-03. Unfortunately, Alisea ceased operations in Sep-03 and the aircraft was returned to euroAtlantic. In Jan-04 it was sub-leased to BRA Transportes Aereas as PR-BRY. The aircraft returned to Portugal in Apr-04, wet-leased to euroAtlantic for the summer and returned to BRA Transportes Aereas in Nov-04.
BRA ceased operations in Nov-07, the aircraft was returned to the lessor and stored at Santiago, Chile. It was re-registered N238MQ in Jul-08 and remained stored at Santiago until it was leased to WebJet Linhas Aereas (Brasil) as PR-WJK in Sep-08. WebJet ceased operations in Nov-12. The aircraft was now 25 years old and was permanently retired at Sao Paulo-Conghonas, Brasil. It was preserved at the GOL Linhas Aereas training centre at Conghonas in Aug-17.
Replacing an earlier photo with a better version 29-Apr-23.
Arriving to take Manchester City FC on the short hop to London-Stansted before their match against Fulham tomorrow (30-Apr-23)
First flown with the Airbus test registration D-AUBE, this aircraft was delivered to Silk Air (Singapore) as 9V-SLN in May-11. It was sold to a lessor as G-POWK and leased to Titan Airways in Jan-15.
As well as operating charter flights in their own right, Titan Airways are a major 'ACMI' airline operating services for other airlines.
The aircraft was wet-leased to British Airways between Mar / Oct-18, TUI Airways UK between May / Sep-19 and again between May / Sep-22. It was wet-leased to Jet2,com between Oct / Nov-22. Current, updated 29-Apr-23.
Kidderminster Junction signal box was a BR(Western) design dating from 1953 and controlled the junction with the Severn Valley route. It closed on 24th August 2012.
In it later days the former BR(Western) lower quadrant signals had their arms and mechanism replaced with upper quadrant equivalents, as seen with the upper quadrant signal on the up line on the left.
The impressive gantry of lower quadrant signals on the right survived the 2012 rationalisation, being part of the preserved Severn Valley Railway and controlled from the 1987-built Kidderminster Town signal box.
A few days before closure, 172331 passes the signal box with 1634 Worcester Forename Street to Dorridge service.
Bearings are a chore to replace, so remove the need for grease nipples, and general mechanical upkeep simply by adding needless complexity with Mørten-Johnson's superconducting graphene based floating ball 'Air' technology.
(Just don't turn it up to full or you might just float away as you get in the vehicle.)
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Please consider commenting or starring if you liked this silly rover.
She want it I can tell she want it
Want me to push up on it
Fore she know when I'm all on it
We get the party going liquor flowing this is fire
Replacing an earlier scanned photo with a better version 17-Feb-18, plus Topaz DeNoise AI 16-Jan-24. Blurred, a long distance shot, outside the range of my 200mm telephoto.
STAF Cargo Airlines (Servicios de Transportes Aereos Fueguinos SA) Argentina. leased from/operated by World Airways.
As well as operating their own services and charters for the US Military, World Airways was a well established ACMI lease operator (= Aircraft, Crew, Maintenance & Insurance). The long history shows many of the leases.
This aircraft was built as an MD-11CF with a main deck cargo door and could be used for either passengers or cargo. It was delivered to ILFC International Lease Finance Corporation and leased to World Airways as N276WA in Mar-95.
It was sub-leased to Garuda Indonesia Airways on a Haj Pilgrimage operation between May/Jul-95. In Aug-95 it started a long-term lease to Malaysia Airlines. They sub-leased it to Garuda Indonesia Airways for a Haj Pilgrimage operation in Apr-96.
It returned to MASkargo (Malaysia Airlines Cargo) in May-96 as a freighter. It was sub-leased to Philippine Airlines between Oct-96/Aug-97 when it returned to MASkargo. It returned to World Airways in Nov-97 and was sub-leased to STAF Cargo (Argentina) between Aug-98/Feb-00.
The aircraft was sub-leased to Saudi Arabian Airlines for a Haj Pilgrimage operation between Feb/Apr-00 in full STAF livery. It also operated Haj flights for Garuda Indonesia Airways between Jan/Apr-01 (with 10 days off in the middle).
It was returned to ILFC in Oct-12 and sold to FedEx Federal Express later the same month when it was stored at Victorville, CA, USA. The aircraft was re-registered N68092 but never flew again, it was used by Fed Ex as a spares source. It was last noted at Victorville in Oct-16, still as N276WA.
Replacing an earlier digital photo with a better version 07-Jul-19.
Named: "Clann MhicAonghais / Clan Macinnes".
First flown with the Embraer test registration PT-SGX, this aircraft was delivered to a lessor and leased to BMA British Midland Regional as G-RJXD in Feb-00.
It was renamed 'bmi regional' in Feb-01. 'bmi regional' ceased operations in Feb-19 and the aircraft returned to the lessor. It was leased to Loganair as G-SAJN in Mar-19. Current, updated 25-Mar-24.
Replacing an earlier digital photo with a better version 28-Oct-19.
Additional 'Dubai Summer Surprises 2005' logo & titles.
First flown with the Airbus test registration F-WWJP, this aircraft was delivered to Singapore Airlines as 9V-SJN in Sep-98. It was traded in to Boeing for Boeing 777's in Aug-03 and registered D-AIFL to Boeing Capital. In Jan-04 it was leased to Emirates Airline as A6-ERM. It was withdrawn from service in Jul-16 and stored at Dubai World Central, UAE. The aircraft briefly returned to service for one round trip to Muscat, Oman in early Oct-16 and was stored again at Dubai. It was ferried to Teruel, Spain in Dec-16 for further storage. The aircraft was sold to AS Air Lease IX (Ireland) Ltd as EI-GAD in Jan-17 and remained stored at Teruel until it was leased to Hi Fly Airlines Malta as 9H-JAI in Jun-17. It operated many short-term and one-off leases for a number of airlines until it went on long-term wet-lease to Estelar Latinoamerica (Venezuela) in Dec-17, it returned to Hi Fly Malta in Jan-19 and was stored at Cairo, Egypt. It was wet-leased to Estelar again in Aug-19 and the lease continues. Current, updated (Oct-19).
Replacing an earlier scanned photo with a better version 16-Jan-18.
This aircraft was built as an 'RC' with a main deck cargo door and could be used for either passengers or cargo. It was delivered to Continental Airlines as N8905 in Jun-67 and used as a passenger aircraft.
It was sold to Air Canada as CF-TOR in Sep-72. At the end of May-74 the Canadian Government changed their registration system to C-Fxxx to allow for C-Gxxx registrations and this aircraft became C-FTOR. It was sold to Air Florida as N73AF in Feb-81.
It was leased to Emerald Airlines in Nov-81 but was repossessed by Air Florida in Apr-82. In Sep-82 it was sold to All Star Airlines and was converted to a full freighter. It was re-registered N557AS in Sep-85.
In Dec-85 it was sold to a lessor and leased to Hawaiian Airlines. The aircraft was stored at Honolulu in Sep-90 and repossessed by the lessor in Apr-91. It remained stored until it was leased to Kitty Hawk Air Cargo in Mar-92.
It was re-registered N112PS in Jun-92. The aircraft was returned to the lessor in Jul-01 and sold to Sky Way Enterprises Inc, operating as A Liner Aviation, the following day. The aircraft was sold to Frontera Flight Holdings in Nov-20 and is currently stored at Saltillo, Mexico. Updated 02-Dec-23.
Note: Frontera Flight Holdings are usually the trustee for Aeronaves TSM (Mexican Cargo Airline) whose base is... Saltillo
Replacing an earlier scanned photo with a better version 06-Dec-21 (DeNoise AI).
First flown with the McDonnell Douglas test registration N9012J, this aircraft was delivered to Irish Aerospace Ltd as G-TONW in Dec-91 and leased to Airtours International Airways in Feb-92.
It was returned to the lessor in Dec-95 and leased to FEAT Far Eastern Air Transport as B-28023 later the same month. It was returned to the lessor in Dec-06 and leased to Angkor Airways (Cambodia) as XU-AKA in Jan-07.
The aircraft returned to the lessor in Jun-08 as N995AC and was stored at Goodyear, AZ, USA. It was leased to Andes Lineas Aereas (Argentina) as LV-BTH in Jan-10. It was returned to the lessor as N928AV in Aug-13 and permanently retired at Orlando-Sanford, FL, USA.
Replacing an earlier scanned slide with a better version 17-Feb-16, plus Topaz DeNoise AI 05-Apr-26.
Delivered to Air Malta in Mar-83 as 9H-ABA, the aircraft was traded in to British Aerospace in part-exchange for B.Ae 146's in Sep-94. It was sold on the same day to Indigo Aviation AB and leased to ANZ Air New Zealand as ZK-NAF.
In May-99 it was sub-leased to Royal Tongan Airlines (operated by ANZ). It was returned to Air New Zealand and the lessor in Apr-01 and stored. In Jul-01 it was sold to Sierra Pacific Airlines as N712S. It was retired and stored at Tucson, AZ, USA, in Aug-02. The aircraft was last noted still stored at Tucson in Jan-13.
I also have a photo of this with Air New Zealand at...
Replacing an earlier scanned photo with a better version 22-May-22 (DeNoise AI). Slightly blurred!
Operated by Eagle Airways on behalf of Air New Zealand Link.
Enlarged from a shot well beyond the focal range of the 200mm lens I had at the time. A little blurred in places, but 'it is what it is'. Bandeirantes were rare in 1999, even more so now.
Replacing an earlier scanned slide with a better version 03-Feb-15, plus Topaz DeNoise AI 17-Jun-23.
Not my photo although I was there on the day (I ran out of film!), scanned from a slide in my collection (one of only 6 of the 18,200 photos on Flickr that I didn't take myself).
This aircraft was delivered new to the UK Royal Air Force in Feb-46 as MW258 and used extensively on the Berlin Air Lift. It was stored at RAF Kilbride, Scotland in Feb-51 and transferred to RAF Aldergrove, Belfast in Feb-54.
It was sold to Aviation Traders (Engineering) Ltd. in Dec-54 as G-ANXN and transferred to Air Charter in Feb-55. Dan-Air bought it in Sep-56 and operated it for 7 years until it was retired at Lasham in 1963 and broken up there later the same year.
This modern building replaces the 1960s brutalist glass and concrete one , that had fallen into disrepair.
Are we just replacing like for like? Although much more pleasing to the eye, will we still feel the same in 50 years time.
The original designs of James Craig's Square have all but gone. Elsewhere n the new town 200 year old buildings still stand magestically and are greatly admired.
What have today's architects forgotten about longevity?
Another TOC another set of signs to replace the perfectly good set of signs from the previous TOC, they were green, these are orange, another box ticked.
About to spoil the enjoyment of the audience 172222 has left Spring Road station and will shortly arrive with 2S30 the 10.57 Stourbridge Junction to Stratford-upon-Avon service.
Copyright Geoff Dowling: All rights reserved
Replacing an earlier scanned photo with a better version 15-Jul-16.
Originally built as an MD-81, this aircraft was delivered to a lessor and leased to Swissair as HB-INN in Aug-81. It was converted to MD-82 standard prior to being returned to the lessor in Jul-97.
It was re-registered N928TW and stored at Kansas City, MO, USA the following month. It was leased to TWA Trans World Airlines in Dec-97. TWA was taken over by American Airlines in Dec-01 and the aircraft became part of the American Airlines fleet.
It was permanently retired and stored at Roswell, NM, USA in Feb-03. It was last noted still stored at Roswell in Sep-10. The registration was finally cancelled in Mar-13. Presumably it's now been broken up.
Replacing an earlier scanned photo with a better version 16-Aug-21 (DeNoiseAI).
'Nalanji Dreaming' logojet
First flown with the Boeing test registration N5573P, this aircraft was delivered to QANTAS Airways as VH-EBU in Jan-85. It was repainted in this 'Nalanji Dreaming' special livery in Nov-95.
The aircraft was retired in Feb-05 and stored at Avalon, Australia with a basic pale blue fuselage and red tail. It was last noted still stored at Avalon in Mar-15 in derelict condition.
Not sure when or even why I built this. Looks like it was ages ago... Just recently I replaced some old pieces with the newly added and even made everything (apart from minifigs) in existing colors. This car fits a fig and has opening doors. I guess it's even possible to put two minifigs in there, but that's just too much for LDD and you'll have to remove some strengthening elements from that interior. Anyways, I really like this little thing. It's a good break from my non-stop mecha :D
Replaced with Hasselblad X1 scan:
Somewhere in the Tien Shan in southeastern Kyrgyzstan.
August 2010.
Contax G2, Zeiss G Biogon 21mm and Kodak Ektar.
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Replacing an earlier scanned 6"x4" print with a better version 23-Apr-14 (DeNoise AI 14-Sep-22)
Ahhh! DC-10!
Ex Laker Airways G-GFAL. BCA Charter & British Caledonian Charter, renamed Cal-Air International and later Novair International.
First flown by McDonnell Douglas in Dec-78 using the test registration N1002D, this aircraft was delivered to Laker Airways in Feb-79 as G-GFAL. Laker Airways ceased operations on 05-Feb-82 and the aircraft was repossessed by Mitsui Leasing.
The Rank Leisure Group and Thomson Holidays had a big summer charter programme with Laker Airways and were suddenly short of capacity. They entered into discussions with British Caledonian Airways and as a result B.Cal and Rank Leisure formed British Caledonian Charter with a 51%/49% holding.
The leases of 2 Laker DC-10-10's were transferred and British Caledonian took delivery of G-GFAL on 22-Feb-82 when it was re-registered G-BZJD. It was transferred to British Caledonian (Charter) Ltd on 01-Mar-82.
The company was renamed Cal Air International Airways in Oct-85. When B.Cal was taken over by British Airways, they didn't want Cal Air (they already had British Airtours which became Caledonian Airways Mk:2) and B.Cal's 51% was sold to the Rank Leisure Group.
Cal Air was renamed Novair International in Dec-88. Rank Leisure closed the company down at the end of Mar-90 (and I was out of a job!). The aircraft was initially stored at Prestwick, Scotland, and later, ferried to Waco, TX, USA in Nov-90 for continued storage.
It was sold to ILFC International Lease Finance Corporation in Nov-92 as N581LF and remained stored at Waco until Feb-94 when was converted into a freighter with a main-deck cargo door and leased to FedEx Federal Express as N10060 in Aug-94.
In Nov-08 it underwent the MD-10 conversion with the MD-11 'glass cockpit' and 2 crew operation. Sadly, this aircraft was finally retired in Jan-21 after an amazing 42 years in service. Updated 14-Sep-22.
For my photography project, I followed my friend Gloria around for a day, when going to stage school.
And I just really like this photo. :)
An Air Force Lockheed Martin F-22 "Raptor" assigned to the 3rd Wing flies over Joint Base Elmendorf-Richardson, Alaska, Feb. 27, 2018. The Lockheed Martin F-22 "Raptor" is the U.S. Air Force’s premium fifth-generation fighter asset.
From Wikipedia, the free encyclopedia
The Lockheed Martin F-22 "Raptor" is a fifth-generation, single-seat, twin-engine, all-weather stealth tactical fighter aircraft developed for the United States Air Force (USAF). The result of the USAF's Advanced Tactical Fighter (ATF) program, the aircraft was designed primarily as an air superiority fighter, but also has ground attack, electronic warfare, and signal intelligence capabilities. The prime contractor, Lockheed Martin, built most of the F-22's airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.
The aircraft was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Despite its protracted development and various operational issues, USAF officials consider the F-22 a critical component of the service's tactical air power. Its combination of stealth, aerodynamic performance, and situational awareness enable unprecedented air combat capabilities.
Service officials had originally planned to buy a total of 750 ATFs. In 2009, the program was cut to 187 operational production aircraft due to high costs, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile F-35. The last F-22 was delivered in 2012.
Development
Origins
In 1981, the U.S. Air Force identified a requirement for an Advanced Tactical Fighter (ATF) to replace the F-15 "Eagle" and F-16 "Fighting Falcon". Code named "Senior Sky", this air-superiority fighter program was influenced by emerging worldwide threats, including new developments in Soviet air defense systems and the proliferation of the Su-27 "Flanker"- and MiG-29 "Fulcrum"-class of fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems, more powerful propulsion systems, and most importantly, stealth technology. In 1983, the ATF concept development team became the System Program Office (SPO) and managed the program at Wright-Patterson Air Force Base. The demonstration and validation (Dem/Val) request for proposals (RFP) was issued in September 1985, with requirements placing strong emphasis on stealth and supercruise. Of the seven bidding companies, Lockheed and Northrop were selected on 31 October 1986. Lockheed teamed with Boeing and General Dynamics while Northrop teamed with McDonnell Douglas, and the two contractor teams undertook a 50-month Dem/Val phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23, respectively.
Dem/Val was focused on risk reduction and technology development plans over specific aircraft designs. Contractors made extensive use of analytical and empirical methods, including computational fluid dynamics, wind-tunnel testing, and radar cross-section calculations and pole testing; the Lockheed team would conduct nearly 18,000 hours of wind-tunnel testing. Avionics development was marked by extensive testing and prototyping and supported by ground and flying laboratories. During Dem/Val, the SPO used the results of performance and cost trade studies conducted by contractor teams to adjust ATF requirements and delete ones that were significant weight and cost drivers while having marginal value. The short takeoff and landing (STOL) requirement was relaxed in order to delete thrust-reversers, saving substantial weight. As avionics was a major cost driver, side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. However, space and cooling provisions were retained to allow for future addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II. Despite efforts by the contractor teams to rein in weight, the takeoff gross weight estimate was increased from 50,000 lb (22,700 kg) to 60,000 lb (27,200 kg), resulting in engine thrust requirement increasing from 30,000 lbf (133 kN) to 35,000 lbf (156 kN) class.
Each team produced two prototype air vehicles for Dem/Val, one for each of the two engine options. The YF-22 had its maiden flight on 29 September 1990 and in flight tests achieved up to Mach 1.58 in supercruise. After the Dem/Val flight test of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the Lockheed team as the winner of the ATF competition. The YF-23 design was considered stealthier and faster, while the YF-22, with its thrust vectoring nozzles, was more maneuverable as well as less expensive and risky. The aviation press speculated that the Lockheed team's design was also more adaptable to the U.S. Navy's Navalized Advanced Tactical Fighter (NATF), but by 1992, the Navy had abandoned NATF.
Production and procurement
As the program moved to full-scale development, or the Engineering & Manufacturing Development (EMD) stage, the production version had notable differences from the YF-22, despite having a broadly similar shape. The swept-back angle of the leading edge was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%. To improve pilot visibility, the canopy was moved forward 7 inches (18 cm), and the engine intakes moved rearward 14 inches (36 cm). The shapes of the wing and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. Increasing weight during development caused slight reductions in range and maneuver performance.
Prime contractor Lockheed Martin Aeronautics manufactured the majority of the airframe and performed final assembly at Dobbins Air Reserve Base in Marietta, Georgia; program partner Boeing Defense, Space & Security provided additional airframe components as well as avionics integration and training systems. The first F-22, an EMD aircraft with tail number 4001, was unveiled at Marietta, Georgia, on 9 April 1997, and first flew on 7 September 1997. Production, with the first lot awarded in September 2000, supported over 1,000 subcontractors and suppliers from 46 states and up to 95,000 jobs, and spanned 15 years at a peak rate of roughly two airplanes per month. In 2006, the F-22 development team won the Collier Trophy, American aviation's most prestigious award. Due to the aircraft's advanced nature, contractors have been targeted by cyberattacks and technology theft.
The USAF originally envisioned ordering 750 ATFs at a total program cost of $44.3 billion and procurement cost of $26.2 billion in fiscal year (FY) 1985 dollars, with production beginning in 1994. The 1990 Major Aircraft Review led by Secretary of Defense Dick Cheney reduced this to 648 aircraft beginning in 1996. By 1997, funding instability had further cut the total to 339, which was again reduced to 277 by 2003. In 2004, the Department of Defense (DoD) further reduced this to 183 operational aircraft, despite the USAF's preference for 381. A multi-year procurement plan was implemented in 2006 to save $15 billion, with total program cost projected to be $62 billion for 183 F-22s distributed to seven combat squadrons. In 2008, Congress passed a defense spending bill that raised the total orders for production aircraft to 187.
The first two F-22s built were EMD aircraft in the Block 1.0 configuration for initial flight testing, while the third was a Block 2.0 aircraft built to represent the internal structure of production airframes and enabled it to test full flight loads. Six more EMD aircraft were built in the Block 10 configuration for development and upgrade testing, with the last two considered essentially production quality jets. Production for operational squadrons consisted of 37 Block 20 training aircraft and 149 Block 30/35 combat aircraft; one of the Block 35 aircraft is dedicated to flight sciences at Edwards Air Force Base.
The numerous new technologies in the F-22 resulted in substantial cost overruns and delays. Many capabilities were deferred to post-service upgrades, reducing the initial cost but increasing total program cost. As production wound down in 2011, the total program cost is estimated to be about $67.3 billion, with $32.4 billion spent on Research, Development, Test and Evaluation (RDT&E) and $34.9 billion on procurement and military construction (MILCON) in then year dollars. The incremental cost for an additional F-22 was estimated at about $138 million in 2009.
Ban on exports
The F-22 cannot be exported under US federal law to protect its stealth technology and other high-tech features. Customers for U.S. fighters are acquiring earlier designs such as the F-15 "Eagle" and F-16 "Fighting Falcon" or the newer F-35 "Lightning II", which contains technology from the F-22 but was designed to be cheaper, more flexible, and available for export. In September 2006, Congress upheld the ban on foreign F-22 sales. Despite the ban, the 2010 defense authorization bill included provisions requiring the DoD to prepare a report on the costs and feasibility for an F-22 export variant, and another report on the effect of F-22 export sales on U.S. aerospace industry.
Some Australian politicians and defense commentators proposed that Australia should attempt to purchase F-22s instead of the planned F-35s, citing the F-22's known capabilities and F-35's delays and developmental uncertainties. However, the Royal Australian Air Force (RAAF) determined that the F-22 was unable to perform the F-35's strike and close air support roles. The Japanese government also showed interest in the F-22 for its Replacement-Fighter program. The Japan Air Self-Defense Force (JASDF) would reportedly require fewer fighters for its mission if it obtained the F-22, thus reducing engineering and staffing costs. However, in 2009 it was reported that acquiring the F-22 would require increases to the Japanese government's defense budget beyond the historical 1 percent of its GDP. With the end of F-22 production, Japan chose the F-35 in December 2011. Israel also expressed interest, but eventually chose the F-35 because of the F-22's price and unavailability.
Production termination
Throughout the 2000s, the need for F-22s was debated, due to rising costs and the lack of relevant adversaries. In 2006, Comptroller General of the United States David Walker found that "the DoD has not demonstrated the need" for more investment in the F-22, and further opposition to the program was expressed by Secretary of Defense Donald Rumsfeld, Deputy Secretary of Defense Gordon R. England, Senator John McCain, and Chairman of U.S. Senate Committee on Armed Services Senator John Warner. The F-22 program lost influential supporters in 2008 after the forced resignations of Secretary of the Air Force Michael Wynne and the Chief of Staff of the Air Force General T. Michael Moseley.
In November 2008, Secretary of Defense Robert Gates stated that the F-22 was not relevant in post-Cold War conflicts such as irregular warfare operations in Iraq and Afghanistan, and in April 2009, under the new Obama Administration, he called for ending production in FY2011, leaving the USAF with 187 production aircraft. In July, General James Cartwright, Vice Chairman of the Joint Chiefs of Staff, stated to the Senate Committee on Armed Services his reasons for supporting termination of F-22 production. They included shifting resources to the multirole F-35 to allow proliferation of fifth-generation fighters for three service branches and preserving the F/A-18 production line to maintain the military's electronic warfare (EW) capabilities in the Boeing EA-18G "Growler". Issues with the F-22's reliability and availability also raised concerns. After President Obama threatened to veto further production, the Senate voted in July 2009 in favor of ending production and the House subsequently agreed to abide by the 187 production aircraft cap. Gates stated that the decision was taken in light of the F-35's capabilities, and in 2010, he set the F-22 requirement to 187 aircraft by lowering the number of major regional conflict preparations from two to one.
In 2010, USAF initiated a study to determine the costs of retaining F-22 tooling for a future Service Life Extension Program (SLEP). A RAND Corporation paper from this study estimated that restarting production and building an additional 75 F-22s would cost $17 billion, resulting in $227 million per aircraft, or $54 million higher than the flyaway cost. Lockheed Martin stated that restarting the production line itself would cost about $200 million. Production tooling and associated documentation were subsequently stored at the Sierra Army Depot, allowing the retained tooling to support the fleet life cycle. There were reports that attempts to retrieve this tooling found empty containers, but a subsequent audit found that the tooling was stored as expected.
Russian and Chinese fighter developments have fueled concern, and in 2009, General John Corley, head of Air Combat Command, stated that a fleet of 187 F-22s would be inadequate, but Secretary Gates dismissed General Corley's concern. In 2011, Gates explained that Chinese fifth-generation fighter developments had been accounted for when the number of F-22s was set, and that the U.S. would have a considerable advantage in stealth aircraft in 2025, even with F-35 delays. In December 2011, the 195th and final F-22 was completed out of 8 test EMD and 187 operational aircraft produced; the aircraft was delivered to the USAF on 2 May 2012.
In April 2016, the House Armed Services Committee (HASC) Tactical Air and Land Forces Subcommittee proposed legislation that would direct the Air Force to conduct a cost study and assessment associated with resuming production of the F-22. Since the production halt directed in 2009 by then Defense Secretary Gates, lawmakers and the Pentagon noted that air warfare systems of Russia and China were catching up to those of the U.S. Lockheed Martin has proposed upgrading the Block 20 training aircraft into combat-coded Block 30/35 versions as a way to increase numbers available for deployment. On 9 June 2017, the Air Force submitted their report to Congress stating they had no plans to restart the F-22 production line due to economic and operational issues; it estimated it would cost approximately $50 billion to procure 194 additional F-22s at a cost of $206–$216 million per aircraft, including approximately $9.9 billion for non-recurring start-up costs and $40.4 billion for aircraft procurement costs.
Upgrades
The first aircraft with combat-capable Block 3.0 software flew in 2001. Increment 2, the first upgrade program, was implemented in 2005 for Block 20 aircraft onward and enabled the employment of Joint Direct Attack Munitions (JDAM). Certification of the improved AN/APG-77(V)1 radar was completed in March 2007, and airframes from production Lot 5 onward are fitted with this radar, which incorporates air-to-ground modes. Increment 3.1 for Block 30 aircraft onward provided improved ground-attack capability through synthetic aperture radar mapping and radio emitter direction finding, electronic attack and Small Diameter Bomb (SDB) integration; testing began in 2009 and the first upgraded aircraft was delivered in 2011. To address oxygen deprivation issues, F-22s were fitted with an automatic backup oxygen system (ABOS) and modified life support system starting in 2012.
Increment 3.2 for Block 35 aircraft is a two-part upgrade process; 3.2A focuses on electronic warfare, communications and identification, while 3.2B includes geolocation improvements and a new stores management system to show the correct symbols for the AIM-9X and AIM-120D. To enable two-way communication with other platforms, the F-22 can use the Battlefield Airborne Communications Node (BACN) as a gateway. The planned Multifunction Advanced Data Link (MADL) integration was cut due to development delays and lack of proliferation among USAF platforms. The F-22 fleet is planned to start receiving Increment 3.2B as well as a software upgrade for cryptography capabilities and avionics stability in May 2019. A Multifunctional Information Distribution System-Joint (MIDS-J) radio that replaces the current Link-16 receive-only box is expected to be operational by 2020. Subsequent upgrades are also focusing on having an open architecture to enable faster future enhancements.
In 2024, funding is projected to begin for the F-22 mid-life upgrade (MLU), which is expected to include new sensors and antennas, hardware refresh, cockpit improvements, and a helmet mounted display and cuing system. Other enhancements being developed include IRST functionality for the AN/AAR-56 Missile Launch Detector (MLD) and more durable stealth coating based on the F-35's.
The F-22 was designed for a service life of 8,000 flight hours, with a $350 million "structures retrofit program". Investigations are being made for upgrades to extend their useful lives further. In the long term, the F-22 is expected to be superseded by a sixth-generation jet fighter to be fielded in the 2030s.
Design
Overview
The F-22 "Raptor" is a fifth-generation fighter that is considered fourth generation in stealth aircraft technology by the USAF. It is the first operational aircraft to combine supercruise, supermaneuverability, stealth, and sensor fusion in a single weapons platform. The F-22 has four empennage surfaces, retractable tricycle landing gear, and clipped delta wings with reverse trailing edge sweep and leading edge extensions running to the upper outboard corner of the inlets. Flight control surfaces include leading-edge flaps, flaperons, ailerons, rudders on the canted vertical stabilizers, and all-moving horizontal tails (stabilators); for speed brake function, the ailerons deflect up, flaperons down, and rudders outwards to increase drag.
The aircraft's dual Pratt & Whitney F119-PW-100 augmented turbofan engines are closely spaced and incorporate pitch-axis thrust vectoring nozzles with a range of ±20 degrees; each engine has maximum thrust in the 35,000 lbf (156 kN) class. The F-22's thrust-to-weight ratio at typical combat weight is nearly at unity in maximum military power and 1.25 in full afterburner. Maximum speed without external stores is approximately Mach 1.8 at military power and greater than Mach 2 with afterburners.
The F-22's high cruise speed and operating altitude over prior fighters improve the effectiveness of its sensors and weapon systems, and increase survivability against ground defenses such as surface-to-air missiles. The aircraft is among only a few that can supercruise, or sustain supersonic flight without using fuel-inefficient afterburners; it can intercept targets which subsonic aircraft would lack the speed to pursue and an afterburner-dependent aircraft would lack the fuel to reach. The F-22's thrust and aerodynamics enable regular combat speeds of Mach 1.5 at 50,000 feet (15,000 m). The use of internal weapons bays permits the aircraft to maintain comparatively higher performance over most other combat-configured fighters due to a lack of aerodynamic drag from external stores. The aircraft's structure contains a significant amount of high-strength materials to withstand stress and heat of sustained supersonic flight. Respectively, titanium alloys and composites comprise 39% and 24% of the structural weight.
The F-22's aerodynamics, relaxed stability, and powerful thrust-vectoring engines give it excellent maneuverability and energy potential across its flight envelope. The airplane has excellent high alpha (angle of attack) characteristics, capable of flying at trimmed alpha of over 60° while maintaining roll control and performing maneuvers such as the Herbst maneuver (J-turn) and Pugachev's Cobra. The flight control system and full-authority digital engine control (FADEC) make the aircraft highly departure resistant and controllable, thus giving the pilot carefree handling.
Stealth
The F-22 was designed to be highly difficult to detect and track by radar. Measures to reduce radar cross-section (RCS) include airframe shaping such as alignment of edges, fixed-geometry serpentine inlets and curved vanes that prevent line-of-sight of the engine faces and turbines from any exterior view, use of radar-absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. The F-22 was also designed to have decreased radio emissions, infrared signature and acoustic signature as well as reduced visibility to the naked eye. The aircraft's flat thrust-vectoring nozzles reduce infrared emissions of the exhaust plume to mitigate the threat of infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Additional measures to reduce the infrared signature include special topcoat and active cooling of leading edges to manage the heat buildup from supersonic flight.
Compared to previous stealth designs like the F-117, the F-22 is less reliant on RAM, which are maintenance-intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 has a Signature Assessment System which delivers warnings when the radar signature is degraded and necessitates repair. While the F-22's exact RCS is classified, in 2009 Lockheed Martin released information indicating that from certain angles the aircraft has an RCS of 0.0001 m² or −40 dBsm – equivalent to the radar reflection of a "steel marble". Effectively maintaining the stealth features can decrease the F-22's mission capable rate to 62–70%.
The effectiveness of the stealth characteristics is difficult to gauge. The RCS value is a restrictive measurement of the aircraft's frontal or side area from the perspective of a static radar. When an aircraft maneuvers it exposes a completely different set of angles and surface area, potentially increasing radar observability. Furthermore, the F-22's stealth contouring and radar absorbent materials are chiefly effective against high-frequency radars, usually found on other aircraft. The effects of Rayleigh scattering and resonance mean that low-frequency radars such as weather radars and early-warning radars are more likely to detect the F-22 due to its physical size. However, such radars are also conspicuous, susceptible to clutter, and have low precision. Additionally, while faint or fleeting radar contacts make defenders aware that a stealth aircraft is present, reliably vectoring interception to attack the aircraft is much more challenging. According to the USAF an F-22 surprised an Iranian F-4 "Phantom II" that was attempting to intercept an American UAV, despite Iran's assertion of having military VHF radar coverage over the Persian Gulf.
"Replacing Windows Media Center" by J. D. BIERSDORFER via NYT t.co/Nts7MpZtDx (via Twitter twitter.com/felipemassone/status/693085946472992769)
Replacing an earlier scanned print with a slightly better version 24-Jan-19. Sorry it's a little blurred.
Taken from the Templeton Bridge.
Named: "Derwent Water".
This aircraft was delivered to BOAC British Overseas Airways Corporation as G-AWNE in Mar-71. BOAC was merged with BEA British European Airways to form British Airways in Apr-74. The aircraft was sold to AAR Aircraft Leasing in Feb-98 and leased back to British Airways. After 28.5 years in service it was returned to the lessor and stored at Roswell, NM, USA in Nov-99. It was sold to Kabo Air (Nigerial) in Jan-01 as 5N-RRR. It never left Roswell and was eventually broken up there for spares.
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The Avengers is a spy-fi British television series created in the 1960s. The Avengers initially focused on Dr. David Keel (Ian Hendry) and his assistant John Steed (Patrick Macnee). Hendry left after the first series and Steed became the main character, partnered with a succession of assistants. Steed's most famous assistants were intelligent, stylish and assertive women: Cathy Gale (Honor Blackman), Emma Peel (Diana Rigg), and later Tara King (Linda Thorson). Later episodes increasingly incorporated elements of science fiction and fantasy, parody and British eccentricity. The Avengers ran from 1961 until 1969, screening as one hour episodes its entire run.
The pilot episode, "Hot Snow", aired on 7 January 1961.
The final episode, "Bizarre", aired on 21 May 1969.
The Avengers was produced by ABC Television, a contractor within the ITV network. After a merger in July 1968 ABC Television became Thames Television, which continued production of the series although it was still broadcast under the ABC name. By 1969 The Avengers was shown in more than 90 countries. ITV produced a sequel series The New Avengers (1976–1977) with Patrick Macnee returning as John Steed, and two new partners.
In 2007 The Avengers was ranked #20 on TV Guide's Top Cult Shows Ever
1961: With Dr David Keel (Ian Hendry)
The Avengers began in the episode Hot Snow, with medical doctor, Dr David Keel (Ian Hendry), investigating the murder of his fiancée and office receptionist Peggy by a drug ring. A stranger named John Steed, who was investigating the ring, appeared and together they set out to avenge her death in the first two episodes. Afterwards, Steed asked Keel to partner him as needed to solve crimes.
The Avengers followed Hendry's Police Surgeon, in which he played police surgeon Geoffrey Brent.[3] While Police Surgeon did not last long, viewers praised Hendry. Hendry was considered the star of the new series, receiving top billing over Macnee, and Steed did not appear in two episodes.
As the series progressed, Steed's importance increased, and he carried the final episode solo. While Steed and Keel used wit while discussing crimes and dangers, the series also depicted the interplay—and often tension—between Keel's idealism and Steed's professionalism. As seen in one of the two surviving episodes from the first series, "The Frighteners", Steed also had helpers among the population who provided information, similar to the "Baker Street Irregulars" of Sherlock Holmes.
The other regular in the first series was Carol Wilson (Ingrid Hafner), the nurse and receptionist who replaced the slain Peggy. Carol assisted Keel and Steed in cases, without being part of Steed's inner circle. Hafner had played opposite Hendry as a nurse in Police Surgeon.[3]
The series was shot on 405-line videotape using a multicamera setup. There was little provision for editing and virtually no location footage (although the very first shot of the first episode consisted of location footage). As was standard practice at the time, videotapes of early episodes of The Avengers were reused. Of the first series, two complete episodes still exist, as 16 mm film telerecordings. One of the episodes remaining does not feature Steed. The first 15 minutes of the first episode also exists as a telerecording; the extant footage ends at the conclusion of the first act, prior to the introduction of John Steed.
The missing television episodes are currently being re-created for audio by Big Finish Productions under the title of The Avengers - The Lost Episodes[4] and star Julian Wadham as Steed, Anthony Howell as Dr. Keel and Lucy Briggs-Owen as Carol Wilson.
1962–64: With Cathy Gale (Honor Blackman), Venus Smith (Julie Stevens) and Dr Martin King (Jon Rollason)
Patrick Macnee as John Steed and Honor Blackman as Cathy Gale
Production of the first series was cut short by a strike. By the time production could begin on the second series, Hendry had quit to pursue a film career. Macnee was promoted to star and Steed became the focus of the series, initially working with a rotation of three different partners. Dr Martin King (Jon Rollason), a thinly disguised rewriting of Keel, saw action in only three episodes produced from scripts written for the first series. King was intended to be a transitional character between Keel and Steed's two new female partners, but while the Dr. King episodes were shot first, they were shown out of production order in the middle of the season. The character was thereafter quickly and quietly dropped.
Nightclub singer Venus Smith (Julie Stevens) appeared in six episodes. She was a complete "amateur", meaning that she did not have any professional crime-fighting skills as did the two doctors. She was excited to be participating in a "spy" adventure alongside secret agent Steed (although at least one episode—"The Removal Men"—indicates she is not always enthusiastic). Nonetheless, she appears to be attracted to him and their relationship appears similar to that later displayed between Steed and Tara King. Her episodes featured musical interludes showcasing her singing performances. The character of Venus underwent some revision during her run, adopting more youthful demeanour and dress.
The first episode broadcast in the second series had introduced the partner who would change the show into the format for which it is most remembered. Honor Blackman played Dr Cathy Gale, a self-assured, quick-witted anthropologist who was skilled in judo and had a passion for wearing leather clothes.[5] Widowed during the Mau Mau years in Kenya, she was the "talented amateur" who saw her aid to Steed's cases as a service to her nation. Gale was said to have been born 5 October 1930 at midnight, and was raised in Africa. Gale was early-to-mid 30s during her tenure, in contrast to female characters in similar series who tended to be younger.
Gale was unlike any female character seen before on British TV and became a household name. Reportedly, part of her charm came from the fact that her earliest appearances were episodes in which dialogue written for Keel was simply transferred to her. Said series script writer Dennis Spooner "there's the famous story of how Honor Blackman played Ian Hendry's part, which is why they stuck her in leather and such—it was so much cheaper than changing the lines!"[6]
Venus Smith did not return for the third series and Cathy Gale became Steed's only regular partner. The series established a level of sexual tension between Steed and Gale, but the writers were not allowed to go beyond flirting and innuendo. Despite this the relationship between Steed and Gale was progressive for 1962–63. In "The Golden Eggs" it is revealed that Gale lived in Steed's flat; her rent according to Steed was to keep the refrigerator well-stocked and to cook for him (she appears to do neither). However, this was said to be a temporary arrangement while Gale looked for a new home, and Steed was sleeping at a hotel.
During the first series there were hints Steed worked for a branch of British Intelligence, and this was expanded in the second series. Steed initially received orders from different superiors, including someone referred to as "Charles", and "One-Ten" (Douglas Muir). By the third series the delivery of Steed's orders was not depicted on screen or explained. In "The Nutshell" the secret organisation to which Steed belongs is shown, and it is Gale's first visit to their HQ.
Small references to Steed's background were occasionally made. In series three's "Death of a Batman" it was said that Steed was with I Corps in World War II, and in Munich in 1945. In series four episode "The Hour That Never Was" Steed goes to a reunion of his RAF regiment.
A film version of the series was in its initial planning stages by late 1963 after series three was completed. An early story proposal paired Steed and Gale with a male and female duo of American agents, to make the movie appeal to the American market. Before the project could gain momentum Blackman was cast opposite Sean Connery in Goldfinger, requiring her to leave the series.
Series transformation
During the Gale era, Steed was transformed from a rugged trenchcoat-wearing agent into the stereotypical English gentleman (he had first donned bowler and carried his distinctive umbrella part way through the first season as 'The Frighteners' depicts), complete with Savile Row suit, bowler hat and umbrella with clothes later designed by Pierre Cardin. (The bowler and umbrella were soon changed to be full of tricks, including a sword hidden within the umbrella handle and a steel plate concealed in the hat.) These items were referred to in the French, German and Polish titles of the series, Chapeau melon et bottes de cuir ("Bowler hat and leather boots"), Mit Schirm, Charme und Melone ("With Umbrella, Charm and Bowler Hat") and Rewolwer i melonik ("A Revolver and a Bowler Hat"), respectively. With his impeccable manners, old world sophistication, and vintage automobiles, Steed came to represent the traditional Englishman of an earlier era.
By contrast his partners were youthful, forward-looking, and always dressed in the latest mod fashions. Gale's innovative leather outfits suited her many athletic fight scenes. Honor Blackman became a star in Britain with her black leather outfits and boots (nicknamed "kinky boots") and her judo-based fighting style. Macnee and Blackman even released a novelty song called "Kinky Boots". Some of the clothes seen in The Avengers were designed at the studio of John Sutcliffe who published the AtomAge fetish magazine.
Series script writer Dennis Spooner said that the series would frequently feature Steed visiting busy public places such as the main airport in London, without anyone else present in the scene. "'Can't you afford extras?' they'd ask. Well it wasn't like that; it's just that Steed had to be alone to be accepted. Put him in a crowd and he sticks out like a sore thumb! Let's face it, with normal people he's weird. The trick to making him acceptable is never to show him in a normal world, just fighting villains who are odder than he is!"[6]
1965–68: With Emma Peel (Diana Rigg)
In 1965 the show was sold to United States network, the American Broadcasting Company (ABC). The Avengers became one of the first British series to be aired on prime time U.S. television. The ABC network paid the then-unheard of sum of $2 million for the first 26 episodes. The average budget for each episode was reportedly £56,000, high for the British industry. The fourth series aired in the U.S. from March to December 1966.
Previously The Avengers had been shot on 405-line videotape using a multicamera setup, with very little provision for editing and virtually no location footage. The U.S. deal meant that the producers could afford to start shooting the series on 35mm film. The use of film rather than videotape was essential, as British 405-line video was technically incompatible with the U.S. NTSC videotape format. Filmed productions were standard on U.S. prime time television at that time. The Avengers continued to be produced in black and white.
The transfer to film meant that episodes would be shot using the single camera setup, giving the production greater flexibility. The use of film production and the single camera production style allowed more sophisticated visuals and camera angles and more outdoor location shots, all of which greatly improved the look of the series. As was standard on British television filmed production through the 1960s, all location work on series four was shot mute with the soundtrack created in post production. Dialogue scenes were filmed in the studio, leading to some jumps between location and studio footage.
Diana Rigg as Mrs Emma Peel
New female partner Mrs Emma Peel (Diana Rigg) debuted in this series, in October 1965. The name of the character derived from a comment by writers, during development, that they wanted a character with "man appeal". In an early attempt to incorporate this concept into the character's name, she was called "Samantha Peel", shortened to the awkward "Mantha Peel".[7] Eventually the writers began referring to the idea by the verbal shorthand, "M. Appeal",[8] which gave rise to the character's ultimate name. Emma Peel, whose husband went missing while flying over the Amazon, retained the self-assuredness of Gale, combined with superior fighting skills, intelligence, and a contemporary fashion sense.
After more than 60 actresses had been auditioned, the first choice to play the role was Elizabeth Shepherd. However, after filming one and a half episodes (the pilot; 'The Town of No Return' and part of 'The Murder Market'), Shepherd was released. Her on-screen personality was deemed less interesting than that of Blackman's Gale and it was decided she was not right for the role. Another 20 actresses were auditioned before the show's casting director suggested that producers Brian Clemens and Albert Fennell check out a televised drama featuring the relatively unknown Rigg (she had earlier guested in an episode of the TV show; 'The Sentimental Agent' that Clemens had written). Her screen test with Macnee showed that the two immediately worked well together, and a new era in Avengers history began.
A prologue was added to the beginning of all the fourth series episodes for the American transmissions. This was to clarify some initial confusion audiences had regarding the characters and their mission. In the opener, a waiter holding a champagne bottle falls dead onto a human-sized chessboard; a dagger protruding from a target on his back. Steed and Mrs. Peel (dressed in her trademark leather catsuit) walk up to the body as the voice over explains: "Extraordinary crimes against the people, and the state, have to be avenged by agents extraordinary. Two such people are John Steed, top professional, and his partner Emma Peel, talented amateur. Otherwise known as The Avengers." During this voice over, Steed pours two drinks from the wine bottle and Mrs Peel replaces her gun in her boot. They clink glasses and depart together. Fade to black and then the opening titles proper begin.
Film location plate presented by ABC TV to the Stapleford Miniature Railway, which is still in use today
In contrast to the Gale episodes, there was a lighter, comic touch in Steed and Peel's interactions with each other and their reactions to other characters and situations. Earlier series had a harder tone, with the Gale era including some quite serious espionage dramas. This almost completely disappeared as Steed and Peel visibly enjoyed topping each other's witticisms. The layer of conflict with Gale – who on occasion openly resented being used by Steed, often without her permission – was absent from Steed's interaction with Peel. Also the sexual tension between Steed and Gale was not present with Peel. In both cases, the exact relationship between the partners was left ambiguous, although they seemed to have carte blanche to visit each other's homes whenever they pleased and it was not uncommon for scenes to suggest Steed had spent the night at Gale's or Peel's home, or vice-versa. Although nothing "improper" was displayed, the obviously much closer chemistry between Steed and Peel constantly suggests intimacy between the two.
Science fiction fantasy elements (a style later known as Spy-fi) emerged in stories. The duo encountered killer robots ("The Cybernauts") and giant alien carnivorous plants ("The Man-Eater of Surrey Green").
In her fourth episode, "Death at Bargain Prices", Mrs Peel takes an undercover job at a department store. Her uniform for promoting space-age toys is an elaborate leather catsuit plus silver boots, sash, and welder's gloves. The suit minus the silver accessories became her signature outfit, which she wore primarily for fight scenes, in early episodes, and in the titles. There was a fetishistic undercurrent in some episodes. In "A Touch of Brimstone" Mrs Peel dressed in a dominatrix outfit of corset, laced boots and spiked collar to become the "Queen of Sin".
Peel's avant-garde fashions, featuring bold accents and high-contrast geometric patterns, emphasized her youthful, contemporary personality. She represented the modern England of the Sixties – just as Steed, with his vintage style and mannerisms, personified Edwardian era nostalgia. According to Macnee in his book The Avengers and Me, Rigg disliked wearing leather and insisted on a new line of fabric athletic wear for the fifth series. Alun Hughes, who had designed clothing for Diana Rigg's personal wardrobe, was suggested by the actress to design Emma Peel's "softer" new wardrobe. Pierre Cardin was brought in to design a new wardrobe for Macnee. In America, TV Guide ran a four-page photospread on Rigg's new "Emmapeeler" outfits (10–16 June 1967). Eight tight-fitting jumpsuits in a variety of bright colors were created using the stretch fabric crimplene.
Another memorable feature of the show from this point onwards was its automobiles. Steed's signature cars were vintage 1926–1928 Bentley racing or town cars, including Blower Bentleys and Bentley Speed Sixes (although, uniquely, in "The Thirteenth Hole" he drives a Vauxhall 30/98), while Peel drove a sporty Lotus Elan convertible which, like her clothes, emphasized her independence and vitality. During the first Peel series, each episode ended with a short, comedic scene of the duo leaving the scene of their most recent adventure in some unusual vehicle.
For this series Diana Rigg's stunt double was stuntman Billy Westley, Patrick Macnee's stunt double was Peter Clay.
Fifth series
After one filmed series (of 26 episodes) in black and white, The Avengers began filming in colour for the fifth series in 1966. It was three years before Britain's ITV network began full colour broadcasting.
This series was broadcast in the U.S. from January to May 1967. The American prologue of the previous series was rejigged for the colour episodes. It opened with the caption The Avengers In Color (required by ABC for colour series at that time). This was followed by Steed unwrapping the foil from a champagne bottle and Peel shooting the cork away. (Unlike the "chessboard" opening of the previous series, this new prologue was also included in UK broadcasts of the series.)
The first 16 episodes of the fifth series begin with Peel receiving a call-to-duty message from Steed: "Mrs Peel, we're needed." Peel was conducting her normal activities when she unexpectedly received a message on a calling card or within a delivered gift, at which point Steed suddenly appeared (usually in her apartment). The messages were delivered by Steed in increasingly bizarre ways as the series progressed: in a newspaper Peel had just bought, or on traffic lights while she was out driving. On one occasion Steed appeared on her television set, interrupting an old science-fiction movie (actually clips from their Year Four episode "The Cybernauts") to call her to work. Another way Steed contacted her was in the beginning of episode 13, "A Funny Thing Happened On The Way To The Station" when she enters her flat and sees a Meccano Percy the Small Engine going around a circular track with a note on one of the train cars that says "Mrs. Peel" in bold letters, she then walks over to Steed who says "you're needed". At the start of "The Hidden Tiger" Peel is redecorating her apartment (wearing a jumpsuit and drinking champagne); she peels off a strip of wallpaper, revealing the words "Mrs Peel" painted on the wall beneath. She turns to see Steed in the apartment removing another strip of wallpaper, revealing "We're needed" painted underneath on another wall. In another instance Emma enters Steed's flat to find he has just fallen down the stairs, and he painfully gasps, "Mrs Peel, you're needed." Often the episode's tag scene returned to the situation of the "Mrs Peel, we're needed" scene. "The Hidden Tiger" returns to the partially redecorated apartment where Steed begins painting a love heart and arrow and the initials of two people on the wall, but paints over the initials when Peel sees his graffito. In "The Superlative Seven" the call to duty and the tag both involve a duck shooting situation where unexpected items fall from the sky after shots are fired.
The series also introduced a comic tag line caption to the episode title, using the format of "Steed [does this], Emma [does that]." For example "The Joker" had the opening caption: "Steed trumps an ace, Emma plays a lone hand".('The Joker' was to a large extent a re-write colour episode of the earlier Cathy Gale b/w era story; 'Don't Look Behind You' as were a few other later episodes re-writes in colour of b/w era tales.)
The "Mrs Peel, we're needed" scenes and the alternate tag lines were dropped after the first 16 episodes, after a break in production, for financial reasons. They were deemed by the U.K. networks as disposable if The Avengers was to return to ITV screens. (Dave Rogers' book The Avengers Anew lists a set for every Steed/Peel episode except "The Forget-Me-Knot".)
Stories were increasingly characterised by a futuristic, science fiction bent, with mad scientists and their creations wreaking havoc. The duo dealt with being shrunk to doll size ("Mission... Highly Improbable"), pet cats being electrically altered into ferocious and lethal "miniature tigers" ("The Hidden Tiger"), killer automata ("Return of The Cybernauts"), mind-transferring machines ("Who's Who???"), and invisible foes ("The See-Through Man").
The series parodied its American contemporaries with episodes such as "The Girl From AUNTIE", "Mission... Highly Improbable" and "The Winged Avenger" (spoofing The Man from U.N.C.L.E., Mission: Impossible and Batman, respectively). The show still carried the basic format – Steed and his associate were charged with solving the problem in the space of a 50-minute episode, thus preserving the safety of 1960s Britain.
Comedy was evident in the names and acronyms of the organizations. For example, in "The Living Dead", two rival groups examine reported ghost sightings: FOG (Friends Of Ghosts) and SMOG (Scientific Measurement Of Ghosts). "The Hidden Tiger" features the Philanthropic Union for Rescue, Relief and Recuperation of Cats—PURRR—led by characters named Cheshire, Manx, and Angora.
The series also occasionally adopted a metafictional tone, coming close to breaking the fourth wall. In the series 5 episode "Something Nasty in the Nursery" Peel directly references the series' storytelling convention of having potentially helpful sources of information killed off just before she or Steed arrive. This then occurs a few minutes later. In the tag scene for the same episode, Steed and Peel tell viewers – indirectly – to tune in next week.
For this series Diana Rigg's stunt double was stuntwoman Cyd Child, though stuntman Peter Elliot doubled for Rigg in a stunt dive in "The Bird Who Knew Too Much".
Rigg's departure
Rigg was initially unhappy with the way she was treated by the show's producers. During her first series she learned she was being paid less than the camera man. She demanded a raise, to put her more on a par with her co-star, or she would leave the show. The producers gave in, thanks to the show's great popularity in the US.
At the end of the fifth series in 1967, Rigg left to pursue other projects. This included following Honor Blackman to play a leading role in a James Bond film, in this case On Her Majesty's Secret Service.
Rigg and Macnee have remained lifelong friends.
1968–69: With Tara King (Linda Thorson)
Thorson and Macnee
When Diana Rigg left the series in October 1967, the British network executives decided that the current series formula, despite resulting in popular success, could not be pursued further. Thus they decided that a "return to realism" was appropriate for the sixth series (1968–69). Brian Clemens and Albert Fennel were replaced by John Bryce, producer of most of the Cathy Gale-era episodes.
Bryce had a difficult situation in hand. He had to find a replacement for Diana Rigg and shoot the first seven episodes of the new series, which were supposed to be shipped to America together with the last eight Emma Peel colour episodes.
Bryce signed his then-girlfriend, 20-year-old newcomer Linda Thorson, as the new female costar and chose the name "Tara King" for her character. Thorson played the role with more innocence in mind and at heart; and unlike the previous partnerships with Cathy and Emma, the writers allowed subtle hints of romance to blossom between Steed and King. King also differed from Steed's previous partners in that she was a fully fledged (albeit initially inexperienced) agent working for Steed's organisation; his previous partners had all been (in the words of the prologue used for American broadcasts of the first Rigg series) talented amateurs. Bryce wanted Tara to be blonde, so Thorson's brown hair was bleached. However the process badly damaged Thorson's hair, so she had to wear wigs for the first third of her episodes, until her own hair grew back. Her natural brown hair was not seen until the episode "All Done with Mirrors".
Production of the first seven episodes of the sixth series began. However financial problems and internal difficulties undermined Bryce's effort. He only managed to complete three episodes: "Invitation to a Killing" (a 90-minute episode introducing Tara King), "The Great, Great Britain Crime" (some of its original footage was reused in the 1969 episode "Homicide and Old Lace") and "Invasion of the Earthmen" (which survived relatively intact except for the scenes in which Tara wears a brown wig.)
After a rough cut screening of these episodes to studio executives, Bryce was fired and Clemens and Fennel were summoned back. At their return, a fourth episode called "The Murderous Connection" was in its second day of production. After revising the script, it was renamed as "The Curious Case of the Countless Clues" and production was resumed. Production of the episode "Split!", a leftover script from the Emma Peel colour series, proceeded. Two completely new episodes were also shot: "Get-A-Way", and "Look (Stop Me If You've Heard This One) But There Were These Two Fellers".
Dennis Spooner said of the event that "Brian left The Avengers for about three episodes, someone took over, and when Brian came back, it was in a terrible state. He was faced with doing a rewrite on a film they'd already shot." The episode had a story error where Steed leaves for a destination. The villains then realise this and pursue him – yet arrive there before Steed does. It was fixed by having a character ask Steed 'What took you so long?', to which he replies 'I came the pretty way'. "You can only do that on The Avengers you see. It was just my favourite show to work on."[10]
Clemens and Fennel decided to film a new episode to introduce Tara King. This, the third episode filmed for the sixth series, was titled "The Forget-Me-Knot" and bade farewell to Emma Peel and introduced her successor, a trained but inexperienced agent named Tara King. It would be broadcast as the first episode of the sixth series. Tara debuts in dynamic style: when Steed is called to Headquarters, he is attacked and knocked down by trainee agent King who mistakes him for her training partner.
No farewell scenes for Emma Peel had been shot when Diana Rigg left the series. Rigg was recalled for "The Forget-Me-Knot", through which Emma acts as Steed's partner as usual. Rigg also filmed a farewell scene for Emma which appeared as the tag scene of the episode. It was explained that Emma's husband, Peter Peel, was found alive and rescued, and she left the British secret service to be with him. Emma visits Steed to say goodbye, and while leaving she passes Tara on the stairway giving the advice that "He likes his tea stirred anti-clockwise." Steed looks out the window as a departing Emma enters the Bentley driven by Peter – who from a distance seems to resemble Steed (and was played by Patrick Macnee, wearing a bowler hat and umbrella).
Bryce's original episode introducing Tara, "Invitation to a Killing", was revised as a regular 60-minute episode named "Have Guns Will Haggle". These episodes, together with "Invasion of the Earthmen" and the last eight Peel colour episodes, were shipped to America in February 1968.
For this series the government official who gave Steed his orders was depicted on screen. Mother, introduced in "The Forget-Me-Knot", is a man in a wheelchair. The role was taken by Patrick Newell who had played different roles in two earlier episodes, most recently in series five. Mother's headquarters would shift from place to place, including one episode where his complete office was on the top level of a double-decker bus. (Several James Bond films of the 1970s would make use of a similar gimmick for Bond's briefings.)
Added later as a regular was Mother's mute Amazonian assistant, Rhonda (Rhonda Parker). There was one appearance by an agency official code-named "Father", a blind older woman played by Iris Russell. (Russell had appeared in the series several times previously in other roles.) In one episode, "Killer", Steed is paired with Lady Diana Forbes Blakeney (Jennifer Croxton) while King is on holiday.
Scriptwriter Dennis Spooner later reflected on this series. "When I wrote "Look (Stop Me If You've Heard This One) But There Were These Two Fellers", that was definitely the last series. They were going to make no more, so in that series we went right over the top; we went really weird, because they knew there weren't going to be any more."[11]
Spooner said the series "worked because it became a parody on itself, almost. You can only do that so long." Overall he attributes the success of the show to its light approach. "We spoofed everything, we took Mission: Impossible, Bad Day at Black Rock, High Noon, The Dirty Dozen, The Birds... we took them all. The film buffs used to love it. There were always lines in it that people knew what we were talking about."[11]
Vehicle wise, Steed continued to drive vintage green Bentleys in the first seven episodes in production. His regular transport for the remainder of the series were two yellow Rolls-Royce cars. Mother also occasionally appeared in silver Rolls-Royces. Tara King drove an AC 428 and a Lotus Europa. Lady Diana Forbes Blakeney drove an MGC Roadster.
The revised series continued to be broadcast in America. The episodes with Linda Thorson as King proved to be highly rated in Europe and the UK. In the United States however, the ABC network that carried the series chose to air it opposite the number one show in the country at the time, Rowan and Martin's Laugh-In. Steed and King could not compete, and the show was cancelled in the US. Without this vital commercial backing, production could not continue in Britain either, and the series ended in May 1969. The final scene of the final episode ("Bizarre") has Steed and King, champagne glasses in hand, accidentally launching themselves into orbit aboard a rocket, as Mother breaks the fourth wall and says to the audience, "They'll be back!" before adding in shock, "They're unchaperoned up there!"
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Courtesy of Chatwick University Archives, 1960
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