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A classically styled toll-house in Moretonhampstead complete with toll-board. Recorded as the 'Eastern Turnpike House' in the town in the Census returns of 1841 (Jenkinson and Taylor 2009).
Roads were improved everywhere during the 1700s, partly because of greater efforts by the parishes responsible but mainly because of the formation of "Turnpike Trusts". These were authorised by Acts of Parliament and could charge tolls for the building and upkeep of roads in their care. Toll-houses, small cottages with substantial toll-gates across the main road, were strategically placed at intervals along the main road; old toll-houses can still often be recognised by their strategic position looking out in both directions, with a blank window space where the list of charges was displayed.
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britishlistedbuildings.co.uk/101334194-toll-house-at-king...
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www.thehouseshop.com/property-for-sale/the-toll-house-sta...
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Originally taken and posted for the GWUK group.
Now replaced with the un-edited version
Guessed by Janet G48
Replacing an earlier scanned slide with a better version 21-Feb-15, plus Topaz DeNoise AI 30-May-23.
This was a Belgian charter flight with fans for that evenings Football (Soccer) match at Anfield between Liverpool and Anderlecht (25-Nov-64, Liverpool won 3-0).
This aircraft was delivered new to American Airlines in Jan-56 as N90780, a DC-6A dedicated freighter. It was sold to World Airways in Apr-61. Then sold to BIAS Belgian International Air Services as OO-ABE in Mar-64 and was converted to DC-6A/B standard.
It was wet-leased to Air Congo between Apr/Sep-66. In Feb-69 it was sold to Trans-Union Airlines as F-BRID and transferred to Europe Aero Service in Sep-71. In Jun-73 it was sold to Transportes Aeriens Reunis and later sold again to Delta Air Transport in Jul-75.
In Dec-75 it was sold to Atlas Aircraft Company as N9232Z and leased to Transportes Aereos SA, Guatemala, in Jun-76. The aircraft was re-registered TG-COC in Mar-77 and Transportes Aereos SA bought it in Jul-78 before selling it two months later to Aviateca Guaremala.
It was sold back in the USA to Quo Vadis Inc as N9232Z in May-84. I can find no further information or photo’s after 1984 and I’m assuming it was retired and broken up, although the registration wasn’t finally cancelled until 25-May-13.
Note: The registration OO-ABE has been re-issued and was used (Jan-19) on an Air Belgium A340-313X.
Notre-Dame is the present parish church of Aigueperse
The first construction work dates back to 1016. However, it only acquired its final form at the end of the 12th century, when the chancel and transept were built in their present form. It is considered the first Gothic building in the Auvergne. In 1253, it was elevated to the status of a collegiate church.
The church was completely restored in 1865. The nave and facade were rebuilt in 1880, replacing a nave that had been reconstructed in 1734 after its collapse in 1727. A new bell tower north of the transept replaced the one destroyed during the French Revolution.
Under pressure
Replacing an earlier scanned slide with a better version, plus Topaz DeNoise AI 26-Nov-21.
Parked at the Cambrian end of the terminal for a change.
I have to say that this was never the best slide in the box and it's a bit blurred. However I've cleaned it up as much as I can.
Later Named: "Concord".
Delivered new to Canadian Pacific Air Lines in Aug-58 as CF-CZW, it was leased to British Eagle International in May-64 for the summer season, becoming G-ASTF.
It was returned to Canadian Pacific in Oct-64 and reverted to CF-CZW. It became G-ASTF again when it was sold to Caledonian Airways in Feb-66.
It was retired from service in Nov-69 and stored at London-Gatwick. A service life of only 11 years, not long by todays standards. It was broken up at Gatwick a year later, in Oct-70.
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).
Cusworth Hall is an 18th-century Grade I listed country house in Cusworth, near Doncaster, South Yorkshire in the north of England. Set in the landscaped parklands of Cusworth Park, Cusworth Hall is a good example of a Georgian country house. It is now a country house museum.
The house is constructed of ashlar with slate roofs. The rectangular 6 x 5 bay plan main block is linked to 5 x 2 bay service wings.
The Wrightson family had held the lordship of Cusworth since 1669.
The present house was built in 1740–1745 by George Platt for William Wrightson to replace a previous house and was further altered in 1749–1753 by James Paine. On William's death in 1760 the property passed to his daughter Isabella, who had married John Battie, who took the additional name of Wrightson in 1766. He employed the landscape designer Richard Woods to remodel the park. Woods was one of a group of respected landscape designers working across the country during the 18th century and Cusworth was one of his most important commissions in South Yorkshire, another being at Cannon Hall. Woods created a park of 250 acres with a hanging and a serpentine river consisting of three lakes embellished with decorative features such as the Rock Arch and the Cascade.
The estate afterwards passed to John and Isabella's son, William Wrightson (1752–1827), who was the MP for Aylesbury from 1784 to 1790 and High Sheriff of Yorkshire for 1819–1820. He was succeeded by his son William Battie-Wrightson (1789–1879), who at various times was MP for East Retford, Kingston upon Hull and Northallerton. He died childless and Cusworth Hall passed to his brother Richard Heber Wrightson, who died in 1891.
The property was then inherited by his nephew William Henry Thomas, who took the surname Battie-Wrightson by Royal Licence and died in 1903. He had married Lady Isabella Cecil, eldest daughter of the 3rd Marquess of Exeter. Between 1903 and 1909 Lady Isabella made further alterations to the house. She died in 1917, leaving an only son Robert Cecil Battie-Wrightson (1888–1952). On his death in 1952, the estate descended to his sister, a nurse who had married a Major Oswald Parker but later was variously known as Miss Maureen Pearse-Brown and as Mrs Pearce. She was obliged to sell the contents of Cusworth Hall in October 1952 to meet the death duties levied at Robert Cecil's death. She subsequently sold the hall to Doncaster Council.
Cusworth Estate Cusworth was first mentioned as ‘Cuzeuuorde’ in the domesday survey of 1086 but there has been a settlement here for centuries dating back to the Anglo-Saxon period. Many different families had held the lands and manor but they did not always live at Cusworth.
‘Old Hall’ A large house is first mentioned in 1327. Robert Wrightson bought the lands and manor of Cusworth in 1669 from Sir Christopher Wray. The first surviving map of Cusworth is that of Joseph Dickinson's 1719 plan which shows the hall and gardens covered only 1 acre with the orchards a further 2 acres. What is most significant at this time was the ‘Parke’ of some 25 acres. The ‘Old Hall’ was next to the walled gardens in the centre of Cusworth village. In 1726 the ‘Old Hall’ was expanded including altering the gardens between 1726 and 1735. This expanded the kitchen garden into the size and form we know today with the Bowling Green and Pavilion.
In the period 1740–1745 William Wrightson employed George Platt, a mason architect from Rotherham, to build a new hall – the current Cusworth Hall – high on a scarp slope on the Magnesian Limestone removing the Hall, and the family, from the village of Cusworth. The ‘Old Hall’ was largely demolished in the process, many components from the old building re-used in the new.
Cusworth Hall Cusworth Hall itself and its outbuildings are at the centre of the park enjoying ‘prospect’ over the town of Doncaster. The Grade I-listed eighteenth century hall was designed by George Platt in the Palladian style. Cusworth Hall is handsome, well proportioned, with wings consisting of a stable block and great kitchen. Later additions by James Paine include a chapel and library. It has decorative outbuildings including a Brew House, Stable Block and Lodge. In addition it has a decorative garden called Lady Isabella's Garden on the west side adjacent to the chapel. On its eastern flank the stable block and gardeners' bothy. Attached to the bothy is a decorative iron enclosure known as the Peacock Pen.
Cusworth Park Cusworth Park is an historic designed landscape with a Grade II listing in the English Heritage Register of Parks and Gardens. It was designed and created by the nationally known landscape architect Richard Woods to ‘improve’ the park in the style made famous by Lancelot ‘Capability’ Brown now termed ‘The English Landscape Park’. Work started in 1761 laying out the ‘grounds and the serpentine river’.
The land forming the existing park is 60 acres (25 hectares) – 250,000m, and was part of the much larger parkland (250 acres) and estates (20,000 acres) of the Battie-Wrightson family who owned Cusworth Hall.
The walled garden The earliest description of the layout of the park and walled gardens is that shown on Joseph Dickinson's 1719 plan. In 1761 Richard Woods altered areas within the walled gardens. Together ‘woods’ Kitchen Garden and Green House Garden occupy the site of the orchard shown on Dickinson's plan.
The purchase of bricks from Epworth for the construction of the walled gardens is recorded in the New House Accounts.
The garden was a compartmentalised space, however with focus on domestic production in some sections, exotics in another, an orchard, and formal flower gardens in the rest.
The kitchen gardens included pine pits (pineapple house), later to become stove houses and mushroom houses.
The Entrance Terrace (Upper Terrace) Old plans show a narrow walled enclosure or ‘entrance terrace' running east–west. The walls of this enclosure may well have been of stone or stoned faced and still, in part survives. To the south are the main components of the walled garden. Access from the terrace down to the bowling green is via a flight of stone steps.
Bowling Green Described on Richard Woods plans of 1760. This is a roughly square, walled enclosure where the bowling green is surrounded by an earthed banked terraced walk. The enclosure is defined by a brick wall, which was lowered along its western side to give a view over to the Green House Garden.
Summerhouse / Bowling Pavilion Built 1726. The summerhouse is the main architectural feature of the walled garden. It is of two stories with the upper storey accessed from the Bowling Green. There is an impression of more carefully shaped quoins at the corners but it is probable that the walls were originally rendered and lime washed externally. There are windows giving views across the Bowling Green from the upper chamber and across the Flower Garden from the lower chamber.
During restoration in the 1990s the upper chamber was decorated with Trompe-l'œil. showing views of imagined walled gardens at Cusworth.
Flower Garden The garden was designed to be viewed principally from the higher position of the bowling green. It was subdivided by cross-paths and furnished with four formal beds. Although one of the smallest compartments, the flower garden was the most highly ornamental and tightly designed. It would have created a formal, colourful architectural space contrasting with the simplicity of the bowling green
Hall Garden The function of the Hall Garden is not clear but appears to have been an extension of the decorative scheme of the flower garden. The Hall Garden has a perimeter walk and is then divided into two plots by a further, central path.
Peach House This whitewash wall indicates the position of the peach house.
Melon Pits Melon pits ran east–west along this area.
Orchard Through the 18th century the orchard was not enclosed and remained open until the late 19th century. It was double its current size extending back up to Cusworth Lane until the northern half was sold off for housing in the 1960s.
Kitchen Garden (No longer existing) The west, south and this east boundary wall(s) of the garden still exist but the plot of land was sold off for housing in the 1960s. There was an access gate between the Hall Garden and the kitchen garden (this can be seen bricked up in the northwest corner). This garden had a perimeter walk and was planted with trees arranged in parallel lines orchestrated around a small building at the northern end of the compartment.
Green House Garden (No longer existing) The kitchen garden represents the greater part of the area occupied by the original orchard shown on Dickinson's 1719 plan. The remaining area was described on Woods’ plan as the Green House Garden and was shown divided into two unequal parts. Both parts of the garden appear to have been planted with trees, probably fruit trees. A building abuts the bowling green in roughly the position as the one shown on the Dickinson plan but there is an additional building, roughly square in plan, to the northwest corner of the enclosure. This was probably the Dovecote for which Wrightson paid £9 15s 0d in 1736.
The west boundary wall still exists and this low (east) wall that runs along the length of the bowling green but the plot of land was sold off for housing in the 1960s.
In 1961 Doncaster Rural District Council purchased Cusworth Hall and the adjoining parkland from the Battie-Wrightson family. The Council undertook an initial restoration of the grounds and also recreated what is now the tearooms within the former stable block. The former reception rooms and spacious galleries now house the Museum of South Yorkshire life, officially opened on 30 September 1967.
Cusworth Hall and Park underwent an extensive £7.5 million renovation between 2002 and 2005, involving essential conservation repairs to the Hall and extensive restoration of the landscape gardens. Within the hall external repairs to the stonework and roof were undertaken to ensure that the exterior was watertight, whilst internal works upgraded internal services and enabled new displays to be installed.
The restoration of the designed landscape have been greatly influenced by a comprehensive analysis of available archive material, among which are the original written memoranda and sketches produced by Richard Woods for his site forman Thomas Coalie. An integrated archaeological programme also formed a key aspect of the restorations, recording in detail landscape features such as the Rock Arch, Cascade, and Bridge. This restoration has not 'recreated' the 18th century scheme, although elements are still incorporated within a 'living' amenity garden that is now thriving as a result of the recent work undertaken in partnership with the Friends of Cusworth Park.
The Hall reopened to the public on 23 May 2007 and the new displays document the history of South Yorkshire and it is a valued resource for local residents, students and school groups alike.
Cusworth Hall Museum and Park is the venue for a varied program of seasonal exhibitions, events and activities linked to the history of the area. including Country Fairs, vintage vehicle rallies, historic re-enactments, wildlife sessions and a range of seasonally themed events. A free, weekly, 5 km parkrun takes place every Saturday at 9 am in the grounds of Cusworth Hall. The first event was held on Saturday 5 October 2019 and was hosted by the staff at Cusworth in collaboration with the local community.
Additionally, Doncaster Museums' Education Service offers a range of learning sessions to schools and educational establishments. Specialist and experienced Education Officers deliver learning workshops to schools across a broad range of topics as well as out-of-school-hours activities for families and local communities.
The Moskvich 402 appeared in 1956. It replaced the 400-Series and had a complete new body, influenced by the mid 1950s British style.
The technics were still based on the pre-war Opel Kadett.
The 402 was replaced by the 407 with the same body but with a restyled grille and a more powerful engine.
The Moskvich 403 was debuting in 1961.
Export versions had a lot of luxury trim and were often painted in an attractive two-tone colour pattern.
1358 cc.
980 kg.
Production 402407/403 all versions: 1956-1965.
Production 407 this version: 1958-1964.
This car was for sale since April 8, 2018 by Jan Stolpa in Znojmo, Cz, for 45 000 Kč.
Found on rajveteranu.cz (June 8, 2018).
Original photographer, place and date unknown.
Amsterdam, June 8, 2018.
© 2018 Rajveteranu/Sander Toonen, Amsterdam/Halfweg | All Rights Reserved
View On Black or at 1300 x 800 pixels!
September 2012, update
Hi folks. I reprocessed (and replaced) the above shot this week to transfer it to canvas and large prints.
The wide angle lenses I use (back in 2011 I used the Sigma 10-20 on DX, now the Sigma 12-24 on FX) give quite some distortion, especially in the far corners. It's not always easy to get rid of it.
This time I went through the whole process again to correct the Ferry House, and bring it back to its true proportions.
Why am I doing this? Well, because I have my first exhibition Saturday, September 29. Where? Over here in this old Ferry house itself! :) Due to the 350th anniversary of the Hoge Brug in Overschie there's all kinds of festivities. One of them is the Ferry House opening its doors in the afternoon. The owner asked me to show my Overschie photo work over here, and I gladly agreed.
Info: www.museumoudoverschie.nl/nl/main/agenda/350-jaar-hoge-br...
Everybody's welcome of course to meet and greet and you can win a nifty canvas too. At the end of the day I'm selling my large prints (50x75 and 30x45) at special prices.
I'll keep you posted. I'm busy with processing, flyers, prints and marketing the whole thing, so I'll be on and off. Ta!
November 2011, nice story...
The Ferry House (Veerhuis) which I regularly shoot in Overschie was sold to a new owner.
I got contacted by him recently, and was asked if I could deliver a blow-up of one of my recent shots he loved (see below), to put it on the wall of his new home. Of course I gladly accepted the assignment! Yesterday I brought a huge canvas of the image (see below) to the Ferry house (wasn't easy, it's located on an impossible spot!) which is heavily renovated at the mo'.
I got a 'guided tour' through the house (from 1747) and I found out that Anton Pieck had lived here, which was news to me. There was a huge stone in the living room wall saying "Anton Pieck, November 1982". You can find Anton Pieck's take on the Ferry house and church over here. It's really nice (from 1948). A very nice experience all-round! Thx Joost, succes with the renovation!
Press L to view it in large on black | Press F to favorite it.
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Date: Taken on November 14, 2011 at 17:21 h / 5.21pm CET
(24 minutes after sunset, plus it was a little hazy!)
Exif data
Camera Nikon D90
Exposure 3x [HDR] 4s / 8s / 16s
Aperture f/22.0
Focal Length 10 mm (Sigma 10-20mm)
ISO Speed 200 (woops!)
Replacing an earlier scanned slide with a better version 17-Mar-15, plus Topaz DeNoise AI 21-Apr-23.
There were still a lot of 'big pistons' around in the mid '60s, as evidenced by the pools of dripping oil all over the ramp, most of it caused by ACE Freighters Constellations...
An early build DC-7, this aircraft was delivered new to American Airlines as N308AA in Dec-53. It only stayed with them for just over 5 years before being sold to leasing company GALCO in May-59.
It was leased to Overseas National Airways as N308A the following month. Overseas National went on to buy it in Dec-62 and then sold it a year later, in Dec-63, to US Overseas Airways.
They only kept it for 4 months before selling it to Ostermanair Charter as SE-CNG in Apr-64. Ostermanair merged into Internord in Nov-65. The aircraft was retired at Stockholm-Bromma Airport at the end of 1967 and was broken up in Jun-68.
Replacing an earlier scanned photo with a better version 09-Aug-21 (DeNoiseAI).
'Killer Whale' tail tail livery
Fleet No: "321".
Aircraft is current with North Cariboo Air. Updated Mar-21.
Bain's Coaches Of Oldmeldrums rather ambiguous Mellor bodied Mercedes 614D Vario SV56EOR arrives a mile away from the kerb at His Majesty's Theatre on Rosemount Viaduct while operating a Service 305 from Aberdeen to Oldmeldrum with the doors already open, no indication of who the operator is or what service it is operating.
SV56EOR was new to Aberdeenshire Council as their 10738 in November 2006, it joined the Bains fleet in 2013 and was withdrawn in December 2022 being replaced by a slightly older Optare Solo.
The Service 305 was a peak service that mirrored the former Stagecoach Service 35A (previously 325). At its peak it had somewhat of a cult following however passenger numbers dwindled with time and following Bain's loosing the vast majority of their school contracts the loss making commercial operated Services 240, 305 and 777 were axed in early 2023.
Photo Date: 29/06/2022
Replacing an earlier scanned slide with a better version 27-Dec-15 (DeNoise AI 24-Aug-22).
Please note that dates are approximate.
This aircraft was delivered to the East German Air Force (NVA Nationale Volksarmee) as DM-SCO (coded 171) in Dec-73. It was transferred to Interflug in May-79 and re-registered DDM-SCO the following month. After Germany was unified the aircraft was re-registered D-AOBD in Oct-90.
It was sold to Syktyvkar Avia as CCCP-65613 in Oct-91. It became RA-65613 with Komiaviatrans in May-93. The aircraft was sold to Yamal Airlines in Jul-98 and passed through another couple of airlines before being sold to UTAir Aviation around 2006. It was eventually broken up, date unknown.
Via Rail Canada FPA4 6793 was rolling through Bayview with a westbound in 1987 following three-month-old GMD F40PH-2 6425.
The old MLW was built in 1959 for the Canadian National and would soon be replaced by more F40s but would enjoy a working retirement in Arizona as Grand Canyon 6793.
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.
Scan from slide .................................................................................1989
The Year 1989 was the last year this old shabby tram was in operation in the center of Hanoi !
One Year later it was replaced by buses !
Recently replaced on the 901/906 from Largs to Glasgow is McGills Mercedes-Benz Citaro 3321 - BU64MWO which has now moved onto service X7 and now wears appropriate X7 branding.
typical man. i should have replaced his sippy cup with a beer, but i thought it would get a bad reaction.
1000 and counting!!! but, only TWO people have commented on it. leave love, people!! :)
Slide 43 - The NKP 759 excursion roars under the PT 146 signal bridge east of Mexico, PA. At this point the Middle Division was still three tracked and had Pennsy signal bridges. The removal of trackage, closing of towers, and replacing of signals with position-light mast signals would come the next decade in the mid 80s.
Adam Klimchock collection.
Replacing an earlier scanned slide with a better version 13-Mar-15, plus DeNoise AI 14-Feb-23.
It's unusual to see people on the top balcony with chairs, not sure what was happening there. I thought it might be a Holiday weekend but the 31-May-66 was a Tuesday!
A brief history... Built in 1945 for the USAAF (United States Army Air Forces) serialled 43-48339 and transferred on delivery to the UK Royal Air Force as KJ816. It was sold to the Lancashire Aircraft Corporation as G-AMWV in Dec-52 and leased to Scottish Airlines.
The aircraft was returned to the Lancashire Aircraft Corporation in May-57 and leased to Silver City Airways in Oct-52. Silver City was merged into BUA British United Airways around Jan-62.
It was sold to Hibernian Airlines (Ireland) as EI-APB in 1966 and sold to Emerald Airways as G-AMVW again in Jun-67 and then to Ulster Air Transport/Air Ulster in May-68. It was withdrawn from use in Mar-69 at Prestwick, Scotland, UK and ended up on the 'fire dump' before being broken up.
Cape Sorell is named after Lieutenant-Governor of Tasmania, William Sorell who was lieutenant-governor from 1817 to 1824. It was built by Huckson and Hutchison of Hobart and first lit in 1899. The lighthouse is situated just outside of Macquarie Harbour, known as 'Hells Gates', a name given by convicts transported to Sarah Island, their hell, in the early eighteenth century. The tower is the 2nd tallest in Australia and originally housed a 2nd order lens. The light was automated in 1971 and in 1988 the 2nd order lens was replaced by a solar powered APRB 251 beacon. The keeper's were torn down at the same time. Between 1900 and 1946 there was a horse drawn wooden-rail tramline that was utilised to provide access between locations on the Cape Sorell headland.
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.
Project 365, 2022 Edition: Day 260/365
One of the reasons it was so urgent to replace the old camera when it died recently was that we had already booked a weekend in Tobermory. The reason we did so was largely because I wanted to photograph what I consider one of the most beautiful parts of Ontario, around Bruce Peninsula National Park, which I hadn't visited since 2006. Danny had never been there before; we were dating by 2006, but it was a summer outing for just me and my teenaged children.
While I would have happily driven all that way (3 hours from home) simply for the chance to photograph a fringed gentian or the incredible sea blue water of Indian Head Cove, what really made it worthwhile was how much Danny enjoyed it. While he eagerly encourages my love of nature, he isn't readily comfortable outdoors the way I am. In fact he doesn't normally like to get his feet wet. But the best moment of the weekend was at Singing Sands on Dorcas Bay which is so shallow you can wade right across the bay without getting your shorts wet. The sand is fine and soft and the play of afternoon sunlight through the ripples is mesmerizing. The weather was windy and warm.
Danny was enchanted. By Saturday afternoon I was already knackered from all the trekking around I'd led him on, but at Singing Sands I seriously had trouble keeping up with him. It was our favourite day of the whole summer. We're already thinking up plans to return.
Thank you to everyone who visits, faves, and comments.
Replacing an earlier scanned photo with a better version 01-Feb-18 (DeNoise AI 11-Sep-22).
BASE Airlines - Business Air, with additional 'So nice to fly with' titles.
Previously G-LOGT of Loganair
Replacing an earlier scanned 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
Built in 1847, replacing a smaller church that had stood across the road where the parish cemetery is now.
The steeple was added in 1874. It was designed by Dr. Henry Higson, a physician and amateur architect who had recently conceived, to considerable acclaim, the new tower built for his own church in Paget (www.flickr.com/photos/84253735@N04/33223524014/in/datepos...).
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.
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.
Nikon D810 Beautiful Ballerina Goddess Dancing Ballet!
Nikon D810 Ballet Photos of Pretty Ballerina Dancing in Malibu! Captured with the Nikon 70-200mm f/2.8G ED VR II AF-S Nikkor Zoom Lens and the 50mm Sigma Art Lens !
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I'm working on an anthology of classic, epic poetry, which begins with selections from Homer's Iliad and Odyssey! :) I've replaced the Roman names with the Greek names: "RAGE, Sing, O goddess, the rage of Achilles son of Peleus, that brought countless ills upon the Greeks. Many a brave soul did it send hurrying down to Hades, and many a hero did it yield a prey to dogs and vultures, for so were the counsels of Zeus fulfilled from the day on which the son of Atreus, king of men, and great Achilles, first fell out with one another."
All the best on your epic hero's odyssey into the art of photography!
Nikon D810 Beautiful Ballerina Dancers! Goddesses Dancing Ballet! Ballet amongst the California Spring Wildflowers!
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.
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. :)
Replacing an earlier scanned slide with a better version 21-Apr-15, plus Topaz DeNoise AI 21-Oct-23.
Seen here operating a cargo charter.
The durability of the old Douglas built designs never fails to amaze me. This aircraft is still in service in late Mar-26. Almost 58 years after it was delivered to Martinair!
Delivered new to Martinair Holland as PH-MAN in Jul-68, it was built as a passenger/cargo combi aircraft with a main-deck cargo door. It was sold to Hawaiian Airlines as N94454 in Nov-73.
It was wet leased to Itavia from Oct-78 to May-81. In Sep-81 it was leased to American International Airways and repossessed in Sep-84. In Jan-85 it was sold to Airborne Express and re-registered N933AX in Apr-85.
In Aug-03 the company was sold to DHL Brussels and renamed ABX Air, flying for DHL USA. It was returned to DHL Network Operations (USA) in Oct-08 and stored at Wilmington, OH, USA.
In Feb-11 it was sold to Map Asset Preservation Inc and leased to Kalitta Charters II LLC. In Jul-12 it was re-registered N916CK. The aircraft was withdrawn from service and stored at Oscoda, MI, USA in Dec-19.
After 51 years in service you'd think that was it. No! It was sold to Frontera Flight Holdings Inc (as trustee for Aeronaves TSM) in Nov-21 and registered XA-VFA with Aeronaves TSM SA de CV in Jan-22. Now almost 58 years old it continues in service. Updated 25-Apr-26.
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)
Every morning you get another 1440 minutes replacement...but do understand that it's a "limited offer".
ODC:Replace
Replacing an earlier scanned photo with a better version 10-Apr-14
09-Feb-19 is the 50th Anniversary of the Boeing 747's first flight.
Replaces earlier photo. The smokey eye might look a little over the top, but rest assured i'm not on meth.
Replacing an earlier scanned photo with a better version 11-Nov-21 (DeNoise AI).
Named: "City of Thessaloniki"
This aircraft 'got around a bit'. It was delivered to Air-Berlin as D-ABAG in Mar-94. It was sold to a lessor on delivery and leased back to Air-Berlin. It was returned to the lessor in May-99 and leased to Macedonian Airlines as SX-BMB the same day.
Macedonian was absorbed back into Olympic Airlines in Dec-03 and the aircraft was returned to the lessor in May-04. It was leased to Futura International Airways (Spain) as EC-IZG in Jun-04.
It was wet-leased to Jetairfly.com (TUI Airlines Belgium) in May-08 for the summer season. However, Futura ceased operations 0n 08-Sep-08 and the aircraft was returned to Futura and the lessor the following day and initially stored at Brussels.
It was re-registered N213TH in Nov-08 and remained stored until it was leased to RAK Airways (Ras al Khaimah, UAE) as A6-ESE in Sep-10. It was sub-leased to East Air in Feb-11 with just 'Airways.com' titles and transferred to Eastern Sky Jets around Jun-11.
The aircraft was returned to the lessor, withdrawn from service and stored at Ras al Khaimah in late 2014. In Feb-16 it was leased to Air Bucharest for three months as YR-SKI, returned to Wells Fargo Bank Northwest in Apr-16 and stored at Dothan, AL, USA.
It was re-registered N120WF in May-16 and was converted to freighter configuration by Nov-16 before being ferried to Montpelier, France in Dec-16 and stored. It was moved to Lasham UK in Apr-17 and moved again to, back across the Atlantic to Everett, WA, USA in May-17 and then for further storage at Moses Lake, WA, USA.
The aircraft was sold to RVL Aviation in Feb-18 and travelled across the Atlantic again, back to Montpelier. At the end of Feb-18 it moved to St Athan, Wales, UK where it was stored again. It was sold to International Spray Solutions Ltd as G-CKUZ in Apr-18 and remained stored. The aircraft was leased to West Atlantic Airlines UK in Dec-19. Current, updated 08-Dec-24.
Replacing an earlier scanned slide with a better version 12-Nov-15, DeNoise AI 02-Oct-22
I never particularly liked this livery and always wondered why the 'airways' didn't have a capital 'A'. I liked it even less when they took the 'airways' away altogether and just had the billboard 'British'. I felt it looked unfinished...
With additional tiny 'Cambrian' titles on the lower forward fuselage.
G-AOYS was one of those rare aircraft that retained the same registration throughout its life. It was delivered to BEA British European Airways in Jun-58.
It was sold to Cambrian Airways, part of British Air Services, in Sep-71 (above photo taken just after delivery) and operated until Cambrian/British Air Services was absorbed into British Airways in Apr-74.
The aircraft was withdrawn from British Airways service and stored at Cardiff, Wales, UK, in Apr-80. It was sold to BAF British Air Ferries in May-81 and was wet-leased to Air Algerie between Jun/Oct-81.
It was sold to Panavia Air Cargo in Jan-84 and leased back to BAF until late 1984 when it was retired at Southend, UK. It was broken up there in Feb-85.
Replacing an earlier scanned photo with a better version 11-Feb-18, plus Topaz DeNoise AI 10-Jan-24. Taken into a low early morning sun through a tinted window.
Fleet No: '9050'.
This aircraft was delivered to Ozark Airlines as N950U in Jun-84. It was leased to American Airlines on delivery and returned to Ozark in Dec-84. Ozark Airlines was merged into TWA Trans World Airlines in Oct-86.
The aircraft was sold to a leasing company in Mar-94 and leased back to TWA. In Dec-01 TWA was merged into American Airlines. The aircraft continued in service until it was permanently retired at Roswell, NM, USA in Apr-06.
It was sold to Mid American Aerospace in Mar-09 and broken up at Roswell soon after. The registration was cancelled in Sep-09.
"The Shire Hall is a municipal building in Bedford, Bedfordshire. It is a Grade II listed building.
The Shire Hall replaced an earlier sessions house for the county which had been built on the site in 1753. The new building, which was designed by Alfred Waterhouse in the Gothic revival style, was completed in 1881. It was originally used as a facility for dispensing justice but, following the implementation of the Local Government Act 1888, which established county councils in every county, it also became the meeting place for Bedfordshire County Council. It was extended to the designs of Charles Holden in 1910 and further augmented when the adjacent Cowper Building (formerly part of the grammar school) was acquired in 1938. After the County Council moved to County Hall, a larger and more modern complex, in 1969, the Shire Hall was used solely as the magistrates' court and as the county court.
Bedford is the county town of Bedfordshire, England. At the 2011 Census, the population of the Bedford built-up area was 106,940, while that within its traditional boundary was 87,590. At the same census, the Borough of Bedford had a population of 157,479.
Bedford was founded at a ford on the River Great Ouse, and is thought to have been the burial place of Offa of Mercia. Bedford Castle was built by Henry I, although it was destroyed in 1224. Bedford was granted borough status in 1165 and has been represented in Parliament since 1265. It is known for its large population of Italian descent.
Bedford is on the Midland Main Line, with stopping services to London and Brighton operated by Thameslink, and express services to London and the East Midlands operated by East Midlands Railway.
Bedford's principal church is St Paul's, in the square of the same name at the historic centre of the town. It is the Civic Church of the Borough of Bedford and County of Bedfordshire and has a tall, iconic spire which is one of the dominant features of the town. There was an early Minster church on the site by 1066 and work on the present structure began in the early 13th century, but little remains from that period. John Bunyan and John Wesley both preached in the church. In 1865–1868 the tower and spire were completely rebuilt and the two transepts added and lesser alterations have been made since. From 1941 to the end of the Second World War the BBC's daily service was broadcast from St. Paul's. Another notable local church is St Peter's, on St Peter's Street, which contains some of the oldest architectural remains in Bedford, the most ancient being the two monoliths. St. Paul's Church also hosts the town's Visitor Information Centre." - info from Wikipedia.
Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.
Now on Instagram.