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The story of Alitalia is one of many mergers in post-war Italy, followed by expansion and ending in a series of subsequent bankruptcies. Alitalia was set up in 1946 as Aerolinee Italiane Internazionali as a result of an Anglo-Italian agreement with the Italian government (60 per cent) and BEA (40 per cent) as shareholders. The airline took to the sky on May 5, 1947 and transported in its first year some 10,000 passengers. For domestic flights, the airline used Fiat G-12 aircraft whereas international and intercontinental routes were served with Savoia-Marchetti SM.95 aircraft. On October 31, 1957, Alitalia merged with Linee Aeree Italiane. By that time, the shares were in the hands of the Italian Ministry of the Treasury, employees of Alitalia and KLM. In 1950, the Douglas DC4 was introduced. Starting in 1964, the airline would become the 'airline of the Pope' whenever he travelled abroad. By 1970, Alitalia had become the first European airline to fly with a fleet of all jets including Boeings, Caravelles and Douglas aircraft. In 1981, Alitalia started up Aermediterranea to replace defunct Itavia on the Italian domestic scene. Notwithstanding a rapid expansion, Alitalia encountered financial problems. In 2008, a group of investors around Sylvio Berlusconi formed the Compagnia Aerea Italiana (CAI) consortium to buy bankrupt Alitalia and to merge the airline with another bankrupt Italian carrier (low cost carrier Air One). On December 12, 2008, Alitalia's profitable assets were transferred to CAI leaving the debts to the Italian tax payers. On January 13, 2009, the 'new' Alitalia launched operations. The airline entered administration in 2017 following years of unprofitability. On 24 August 2021, Alitalia announced that it would cease operations on 15 October 2021. On 15 October 2021, in a hybrid reorganization, Alitalia sold its entire operation to ITA Airways, a newly formed state-owned flag carrier.

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Egyptair began life in the 1930s as Misr Airwork. It flew domestically first, before adding international routes in 1939\. World War Two put a stop to development, but the company benefitted from regional aircraft disposal from the Allies. Through this, it was able to modernise its fleet. Following the formation of the United Arab Republic by Egypt and Syria in 1958, the airline was renamed United Arab Airlines. Syrian Airways was merged into it and UAA took over all routes and equipment used by the Syrian carrier. The first jets arrived into the fleet at this time. As relationships with the US turned rocky, the airline found itself using more and more Soviet aircraft. In 1971, the airline was renamed again to Egyptair. It was able to purchase American-made aircraft in the 1970s. In 2002, the establishment of the Egyptian Ministry of Civil Aviation and the switch from government-owned to being a holding company with subsidiaries enabled Egyptair to participate with other airlines, such as Air Sinai. A regional subsidiary, Egyptair Express, was established in 2006\. With over 110 images, this book follows the story of Egypt's flag carrier, from its inception to present day.

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While not the first aircraft manufacturer in Britain, Bristol had the distinct advantage of being created by a well-established businessman, rather than an enthusiastic aviator, by the name of Sir George White. Bristol grew rapidly, from a few hangars at the influential Larkhill in Wiltshire to a new site at Filton, and, up to 2012, was one of the key aviation design, development and manufacturing locations in Britain. Thanks to the many talented designers, engineers, test pilots, not to mention the vision of Sir George over a century ago, Bristol has made its mark on the aviation industry with revolutionary aircraft, and a number of firsts and records along the way. Both military and civilian aircraft and the engines, piston, turboprop and jet have benefited from the standard in engineering excellence that was set on the hallowed turf of Filton. This book explores the history of the company, and the aircraft that it produced.

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The desire for airliners that could fly faster and higher than all that had gone before them was ingrained into the commercial aviation world from the end of the Second World War. The STAC (Supersonic Transport Advisory Committee) was formed in October 1956 and would be in charge of development of and responsible for the many manufacturers that would be needed to build an aircraft named Concorde. Bearing in mind the complexity of the aircraft, Concorde was one of the world's safest considering the distances it travelled and the eye-watering speed at which it flew. This made the loss of the Air France Concorde in 2000 a particularly unfitting beginning of the end' for the airliner which courted controversy right to the final . It was a combination of factors that saw the airliner enter retirement three years later but the bottom line is that Concorde was getting old and, despite being built like the proverbial brick out-house', constant supersonic cycles take their toll, and that kind of punishment would not be expected of a military aircraft, let alone a civilian one. The Concorde was an incredible achievement from the outset, built by two different nations that overcame every technical problem that arose (which were innumerable) to produce, by far, the most iconic airliner ever built. This book explores the failures, triumphs and history of this aircraft, from its beginning to its end.

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It is fair to say that the DC-3 was the very first true airliner, and it paved the way for the hundreds of increasingly advanced commercial aircraft that have emerged over the eighty years since Douglas' design was developed. The story of the C-47 is of course well known, but the history of the civil DC-3 (which directly led to the creation of the C-47) is often overlooked, having been overshadowed by the exploits of its military counterpart. This is perhaps understandable, but it would be wrong to underestimate the importance of the DC-3. Perhaps the most remarkable aspect of the DC-3's story is that the aircraft is still very much in business today, almost eighty years since the first examples took to the skies. Even though the aircraft has long since made way for larger, faster and more capable airliners, the DC-3 is still a sturdy, versatile, inexpensive and reliable aircraft. Although the numbers of active aircraft inevitably dwindle with time, it would be impossible to predict when the very last examples will finally be withdrawn from commercial use. The mighty DC-3 will seemingly fly forever.

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From the busy West Coast and Midland Main Lines to the thriving quarries of Leicestershire and intermodal terminals in and around Birmingham, rail freight is still alive and well in the Midland counties of England. All the established freight operators are represented, including Colas Rail, with its various ballast workings and occasional oil trains to Sinfin, and DC Rail serving Burton-on-Trent. Alongside the Class 66s, we see DB and Freightliner Class 90s on the West Coast Main Line, DRS Classes 68 and 88 on intermodal traffic, Freightliner and Colas Rail Class 70s on various flows, and DB Class 60s on heavy oil and steel trains. Turning the clock back, the closure of every remaining coal mine in the region has brought the demise of numerous freight-only lines and branches in Nottinghamshire and parts of Derbyshire, Leicestershire and Warwickshire. Many steel and petroleum terminals have closed, as have several automotive railheads in the Birmingham area. The intermodal network has also seen some cutbacks, albeit compensated for by several new facilities. As for traction, we revisit an era when Classes 20, 25 and 31 were commonplace, as well as the humble and often overlooked Class 08 shunter. Illustrated with over 160 carefully chosen photographs, many of which are previously unpublished, this volume looks at the changing face of rail freight across the Midlands. It details the changes in traction, rolling stock and railway infrastructure over four decades.

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This book follows on from Volume 1 and concludes the route history and development of the many interesting routes on the hills in Bradford. These are beautifully illustrated and show the ranges from sooty dark Victorian buildings to rural termini and the attendant changes with city redevelopment. Indeed, the redevelopment of the city in the 1960s also provides a historical pictorial backdrop to the trolleybuses seen at work in the city. The renaissance of Bradfords trolleybuses is described along with the reasons why it was such special system. After every rise, there must come a fall, and this started in Bradford soon after 1961. Whilst the future had looked good in 1960, with capital development planned, the fall and the final closure resulted from management changes, city centre development, major road changes and, finally, a definite close policy. Although the decline was a slow one, it did, however, gather momentum as final closure approached. All of the closures and attendant fleet losses are fully covered, however there is no final day' coverage, as this the book (and Volume 1) seek to principally give light to the best and peak times of the system.

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Bradford trolleybuses were the first and the last' in the UK - first introduced in 1911 and last used in 1972. With only one flat road out of the centre, appropriately called Canal Road, Bradford city centre is in a bowl' surround by 200 to 400 metre hills. Therefore, the operating environment in Bradford was perfect for quiet passenger transport that soared up the hills that surround the city. This book focuses on the 50th anniversary year of 1961, and the 19 variations of trolleybuses used in that year are illustrated along with a fleet history from 1934 (many 1934 chassis were still working in 1961). It also details the second-hand trolleybuses Bradford bought after 1951 and the extensive rebuilding and rebodying programmes that ran from 1944. The changes in livery are fully explained and illustrated, with a look at the fleet bought new and those bought from other operators, and the depot structure and service vehicles used to maintain the network are also covered. Finally, the route history and development from 1911 is fully detailed. With over 180 images, this book, the first of two volumes on Bradford trolleybuses, showcases the trolleybuses at work on different routes around the city, returning them to their heyday of 1961.

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Britain has been at the forefront of weapons technology since the industrial revolution began and, with the Brennan wire-guided torpedo, pioneered guided weapons. World War One saw several developments, but it was during World War Two that Britain's scientists laid the foundations for a guided weapons industry that continues to this day. Ultimately, the early guided weapons gave Britain's armed forces valuable experience in operating the weapons. Sea Vixens, Javelins and Lightnings were armed with Firestreak and Red Top, while Vulcans and Victors carried Blue Steel, the UK's nuclear deterrent. The Army fielded weapons such as Thunderbird, Rapier, Corporal and Lance. Navy submarines carried Polaris and Trident, while surface ships had Sea Dart, Sea Wolf, Exocet and Harpoon. From this solid foundation, the aerospace companies merged and collaborated, with lessons learned from the earlier weapons paving the way for a new generation of weapons: Skyflash, Meteor, ASRAAM, Brimstone and Storm Shadow arm the Tornado, Typhoon and Lightning; Sea Viper and Sea Ceptor protect the Navy; and Sky Sword defends the Army. With over 140 images, this book relates the history of these weapons and how Britain operates some of the finest guided weapons available today.

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This fully illustrated volume looks at the classic jet fighter, the Hawker Hunter. The type's development, entry into service and operations are examined in detail.

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The Junkers Ju 88 was one of the most important tactical bombers of the World War Two era. Its beginnings went back to the mid-1930s, and it flew in Luftwaffe operational service from late 1939 until the latter stages of the war. Built in a number of specific versions and sub-types, the Ju 88 proved to be a versatile multi-purpose design that fulfilled the bombing role with distinction and was also successfully adapted for other unrelated tasks. These included use as a long-range fighter, night fighting and reconnaissance. Some examples were even used in the late-war period as explosives-equipped flying bombs. With radar installed, the type became one of the most significant nocturnal fighters of the conflict. Underlining its importance, the Ju 88 served on all fronts where the Luftwaffe was operational during World War Two and was built in significant numbers. The type also flew with a number of export customers. Containing over 150 photographs, this book tells the fascinating story of the Ju 88, from its creation through to the end of its operational service.

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The first half of the 20th century saw the birth of the aeroplane and its development as an instrument of war and commerce. Within five decades, contraptions barely able to take to the air had given way to jet-powered aircraft, a rate of technological advance unparalleled in any other field. With carefully colourised images, this book chronicles the wide variety of aircraft produced in America before 1950, portraying them in their full glory once more.

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Professor Hugo Junkers can be described as one of the greatest aviation pioneers and a maverick to boot. His approach to how an aircraft should be built was like no other and, rather than modifying, re-designing or copying ideas from other pioneers, Junkers took his own unique route and doggedly stuck to it for the two decades. Proceeding in the face of the theory that aircraft should be built from wood and fabric, all Junkers aircraft were made of metal, a material that was regarded as being too heavy. The Junkers aircraft story can be told in three parts: the first was under the control of Hugo Junkers, the second by the Nazis until the end of World War Two, and the final post-war period, which saw the company exist as a remnant of its former self. The first part of the story is clearly dominated by Junkers' efforts in commercial aircraft production, while the Nazis focused on military machines to help rapidly re-build a new Luftwaffe. Only the iconic Ju 52/3m and the Ju 90 straddle these two periods of the company's history. A pacifist, Junkers, who died in 1935, must have been turning in his grave when the skies were filled with aircraft in his name, waging war a few years later across Europe. This new book edition of Aeroplane's Junkers Company Profile 1895-1969 showcases the aircraft of this manufacturer from the start of operations until the end.

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With off-road driving becoming more and more popular and taking drivers to ever more challenging destinations, the time has never been better for this essential guide to surviving the many challenges come across during these adventures. Covering areas such as first aid, navigation, repairs, vehicle recovery and outdoor skills, this must have handbook for all four-wheel adventurers shows how to survive in many diverse terrains with your 4x4.

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The invention of the jet engine had a profound effect on the world. Commercial jet aircraft revolutionised travel, opening up every corner of the planet. Few know that the jet engine was invented by an Englishman in 1929. The invention was a masterstroke of genius by 21-year-old Frank Whittle, replacing the piston engine’s thousands of reciprocating parts with one part: a single smoothly revolving turbine. Although the world’s first jet airliner was the British de Havilland Comet, Britain then gave away the technology – not only to the United States but to the Soviet Union as well. The Jet Set, the air hostess and the package holiday all followed. The dream of cheap, exotic travel had been realised. Yet, just like the impact of the internet, there were downsides to the world-reaching power of this phenomenon. Jet tells the story of this brilliant new technology, how it shrank the world and how it changed life forever.

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In the late 1990s, English, Welsh & Scottish Railway (EWS) ordered a large fleet of 250 Class 66 locomotives to replace a variety of freight locomotive types that had been in service with British Rail for many years. However, EWS also required something with a bit more performance, as well as electric train supply, for hauling charter and mail trains, which were still quite common at that time. A partnership with Royal Mail resulted in the Class 67s moving post around the country. When Royal Mail ended that arrangement in 2004, the Class 67s were pushed into other areas of work, including light freight and occasional passenger services, as well as continuing with charters. Although the design of the Class 67s has not been to everyone's taste, they do at least add a bit of variety to the modern scene. During the 20 years that they have been in service, they have been very reliable with only occasional failures. Containing 220 images, this book illustrates all 30 locos in the class during their first two decades in service.

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Over the years, de Havilland Canada has manufactured a number of remarkable commercial aircraft: the Beaver (considered the ultimate bush plane, against which every other bush plane is measured), Otter, Twin Otter, Dash 7 and Dash 8. It also developed the unique Buffalo and Caribou military transports, some of which ended up in airline operations. From floatplane operations in Canada, Alaska and the Pacific and up-country flying in Twin Otters in Africa and elsewhere, to glacier operations with the Turbo Otter, Dash 7s in Greenland and operations with major airlines worldwide, these aircraft have been used all around the world in a variety of different roles. By combining history, facts and figures with anecdotes, commentary and quotes, this book, which is illustrated with over 200 stunning photographs, celebrates these legendary aircraft.

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In 2021, the British Army's 20-year engagement in Afghanistan ended with chaotic scenes at Kabul International Airport. The Parachute Regiment had been involved since the earliest days of conflict and was there at the end to provide security for the final evacuation. The years of conflict saw the Paras endure some of the toughest operational conditions since World War Two as they confronted Taliban fighters in their Helmand stronghold. In 2008, 2 and 3 Paras were deployed to Afghanistan, fighting the Taliban in areas such as Kandahar and Musa Qala. That summer, they fought the insurgents in the fields and ditches of the Green Zone, always taking the fight to the enemy. Written by a former Para and battlefield photographer, this book takes the reader on a visual journey from training for this deployment in Scotland to the desert heat of Afghanistan, showing the soldiers, their equipment, weapons and vehicles. With over 200 colour photographs, it provides a behind-the-scenes look at the Paras both in battle and going about their day-to-day lives at the bases.

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Following on from London Bus Routes One by One: 1-100, London Bus Routes One by One: 101-200 and London Bus Routes One by One: 201-300, this fourth volume in the series investigates those routes with the highest numbers used today. In times of old, the numbers 300-499 were restricted to the green buses of the old London Transport Country Area, with 200-399 covering the territory north of the river and 400-499 covering the territory to its south. Since the hiving-off of those operations, these numbers have been freed, and increasingly, they have been used to sectionalize longer routes, which have come up against London's relentless traffic and thus needed to be shortened again and again. Some, as might be expected, denote out-of-the-way minibus routes, but others, such as 390, work in busy central London. Though the higher-numbered routes have been around for less time overall, they too have been subject to the whims of tendering, with many regularly changing operators. As in previous volumes, a potted history of each route is accompanied by routeing details and one or two pictures of the kind of bus that operates on that route. Illustrated with over 190 color photographs, this volume represents an up-to-date snapshot of the fascinating modern London bus scene as it stands in autumn 2021.

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The West Coast Main Line and the line from Kilmarnock south to Gretna were both built to ensure that passenger services from Scotland would connect to towns and cities in England and, more importantly, that it would open up markets for both manufactured goods and mineral traffic, principally coal, which at that time was required in vast quantities for both industrial and domestic use. The line south from Glasgow to Stranraer was to provide a connection with the ferries for both goods and passengers to and from Ireland. Lines to multiple destinations on the Clyde Coast connected with ferries to various islands for an ever-increasing volume of commuter traffic. The various changes to motive power, liveries and services over the last 30 years are reflected in the illustrations, which also record the demise of the once huge volume of coal traffic. South of Edinburgh, there is a look at the Borders Railway, which, when it was opened in 2015, was the longest line to be reopened within the UK. With over 170 colour photographs, this book takes the reader on a journey throughout the south and west of Scotland.

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In the mid-1980s, one of British Rail's major customers of heavy block trains, Foster Yeoman, suggested the unusual arrangement of running its services with locomotives owned by them, rather than BR. Disappointment in the Class 56s on its routes led Foster Yeoman to look elsewhere for locomotives. They eventually agreed a deal with the US firm General Motors to provide them with the locos designated as Class 59s. The Class 59s surpassed everyone's expectations and other customers unhappy with the Class 56s decided to purchase the Class 59s as well. The locos are now over 30 years old and are still performing the work they were designed for. With over 230 images, this book shows the Class 59s through the years across the United Kingdom.

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Following on from London Bus Routes One By One: 1-100 and London Bus Routes One By One: 101-200, this third volume in the series explores what used to be the old London Transport's highest-numbered block of routes. These numbers were once reserved for single-deck services, but the weight of post-war expansion soon filled in the sequence. As in previous volumes, a potted history of each route is accompanied by a list of points served and one or two pictures of the kind of bus that can be found in service today. The pace of tendering and Transport for London's imperative towards emissions-free propulsion has meant increasingly rapid turnover of bus models, which are expected to last the length of two full-term contracts of seven years before replacement. Illustrated with over 190 color photographs, this volume represents an up-to-date snapshot of the fascinating modern London bus scene as it stands in autumn 2021.

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Norfolk has enjoyed loco-hauled passenger trains for many years, with Great Yarmouth being a popular destination for summer holiday services from London, the Midlands, and the North. While these summer Saturday' services gained a significant following from enthusiasts and lineside photographers alike, they have not been the only workings to bring unusual traction to the area. The fleet of diesel units based at Norwich Crown Point depot has often been stretched, with augmentation required to cover services on the Norfolk and Suffolk branches, and for special events. A wide range of locomotives have been used over the years on local services to Great Yarmouth and Lowestoft. These culminated in the hugely popular Greater Anglia short set', featuring daily workings from DRS Class 37s. They finally ended in September 2019, with the arrival of a large fleet of new Stadler units, and disability regulations requiring the withdrawal of the outdated Mk2 coaches. With 180 colour images, this title celebrates these workings from inception in summer 1994 to their finale 25 years later.

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Class 47s have now been part of the UK railway system for over 60 years. They have been used on every type of train over the years, including front line passenger, freight and charter trains. During the late 1980s and through the following 20 years, however, many locos were steadily withdrawn from service with their former duties being taken over by newer fixed formation electric and diesel units. However, due to their versatility and almost a go anywhere' capability, many of the newer operating companies that appeared during this period saw the potential in further use for them. Although the vast majority have long since been scrapped, there is still a good amount of examples that can been seen at work throughout the UK. This book shows the duties the class has worked from around the mid-1980s through to the present time.

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This is the fifth book in the series of photographs of British combat aircraft of the 1970s and 1980s and covers the RAF helicopters in service during those two decades and their part in the latter stages of the Cold War. The Westland Whirlwind was used in the air-sea rescue (ASR) role before being replaced by the Westland Sea King, both aircraft being prominent around the British coastline with their bright yellow colouring. The Westland Wessex was used by the RAF in a variety of roles including search and rescue. The A rospatiale Puma was introduced to service with the RAF in 1968 and is still being flown today while the Boeing Chinook came into service in 1981, just in time to take part in the Falklands War, and is still in service today. Containing 180 photographs, this book is a pictorial compendium of these iconic machines.

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In the early 1980s, Ravenscraig steel works was the biggest source of rail freight north of the border, handling iron ore, coal, lime and scrap, as well as semi-finished and finished products. Opencast coal was thriving and would even lead to some lines re-opening later in the decade. Wagonload freight was still providing a service on some rural lines, not least the Far North line where many intermediate stations still handled general freight, such as seed potatoes and fertiliser. Today, Ravenscraig is a distant memory and coal is no longer carried by rail anywhere in Scotland. Wagonload freight has also disappeared, despite some attempts to revive the concept in the early 2000s. However, in a few areas, rail freight has done well. The cement works at Oxwellmains is a big user of rail and Grangemouth refinery still produces three trainload flows. Intermodal traffic has grown substantially, with several regular Anglo-Scottish flows on the West and East Coast main lines as well as internal movements to Aberdeen and Inverness. Illustrated with over 160 photographs, many of which are previously unpublished, this volume looks at the changing face of rail freight in Scotland. It details the changes in traction, rolling stock and railway infrastructure over four decades.

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The mainstays of the RAF's bomber force in the 1970s and '80s were the distinctive Avro Vulcan and the slightly less well-known Blackburn Buccaneer. The Buccaneer came into service in 1962 and flew with just five RAF and six RN squadrons before being retired in 1994. The Vulcan came into service in 1956 and was retired after the Falklands War in 1982, having flown operationally with nine RAF squadron. Illustrated with 180 photographs, this book details the much-loved Buccaneer and Vulcan and the part they played in the latter stages of the Cold War. AUTHOR: Having retired from the RAF with the rank of Wing Commander, Chris Goss is a regular and highly respected contributor to major aviation publications in the UK, France and Germany. 180 illustrations

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Military aviation in Argentina has a long history and for many years it was the most powerful in Latin America, achieving worldwide fame in 1982 when it confronted British forces over the South Atlantic. Sadly, as a result of Argentina's more recent economic woes and a lack of political commitment over more three decades, it is now struggling to maintain its capabilities and replace old aircraft. Ironically, this situation makes for a varied and interesting aviation scene, with Argentine military aviation flying many classic types that are not easy to see in operation today with a military force, as well as some less-common indigenous aircraft. Illustrated with more than 140 photographs, this book shines a spotlight on the Argentine Air Force, Naval Aviation and Army Aviation, as well as the paramilitary forces of the Coast Guard, Gendarmerie and Presidential Flight. Author Santiago Rivas gives a fascinating insight into their histories, comprehensive details of their current organisation, their missions and the aircraft they operate, and full 'orders of battle' for each air arm. AUTHOR: Santiago Rivas was born in Buenos Aires, Argentina, in 1977 and graduated in journalism. Since 1997 he has worked in aviation and defence journalism, travelling all across Latin America to research for articles and books. In 2007 he published his first book, about the Malvinas/Falklands War for a Brazilian publisher and since then, another eighteen titles have published in Argentina, Brazil, France, Germany, Austria and the United Kingdom, with others still to be released. He has also published articles in more than fifty magazines in twenty countries and currently works for more than twenty of them. He has three children and lives in Buenos Aires, travelling extensively within Latin America to fulfil his research work. 160 illustrations

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The Daimler Company was one of the oldest established builders of PSV chassis in the United Kingdom and enjoyed a reputation for quality and innovation, particularly with the fluid flywheel. From the earliest charabancs on solid tires, through the half-cab front-engined CVD6 and underfloor-engined Freelines to the rear-engined Roadliner, Daimler continued to prove their reputation was well earned. Ownership of the company changed several times over the years, until they were finally absorbed into the British Leyland empire, sealing their fate and eventual demise. With over 100 color images, this title provides insight into the history of Daimler throughout the years.

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Modern strategists talk about "force multipliers," and, for air operations, air-to-air refueling is without doubt the greatest force multiplier of all. In-flight refueling has allowed not only the longest bombing missions in history but also persistence in air defense, transport reach and flexibility in ground-attack tasks. Covering a range of refuelers - including the Boeing KC-97 and KC-135, Vickers Valiant, Handley Page Victor, Lockheed TriStar, Vickers VC10, McDonnell Douglas KC-10 and the Airbus MRTT Voyager - this book details the history of air-to-air refueling and celebrates the key role played by tanker aircraft in the application of air power around the world. 140 illustrations

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The United States military stores more than 4,000 aircraft in the Arizona desert at the 309th Aerospace Maintenance and Regeneration Group (AMARG) facility adjacent to Davis-Monthan Air Force Base. Known as the Boneyard, this facility is much more than a place where aerospace vehicles come to die. Here some aircraft are maintained in both short- and long-term storage, while others serve as a parts inventory on the wing holding valuable spare parts in known locations ready to be harvested, overhauled, and returned to the fleet when needed. When an aircraft has yielded all the parts necessary to keep its brethren in the air, its carcass eventually meets the scrapper's torch. AMARG's storage rows are home to massive fleets of F-15, F-16, and F/A-18 fighters, aerial refuelling tankers, C-130 and C-5 transports, helicopters of varying sizes, and bombers from the frontline B-1 to B-52s that are much older than the pilots flying them around the globe today. Among the rows are special use aircraft including the AWACS, P-3 maritime patrol bombers, aeromedical evacuation aircraft, and reconnaissance planes that serve a variety of missions, along with celebrity aircraft such as MiG killers that dominated the skies in aerial combat. As well as bringing the reader up to date with recent activities at AMARG, including the intake of new aircraft types, regeneration and the return to the fleet of aircraft formerly in storage, this book presents new, never-before-seen images that provide a visual tour of the Boneyard.

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When the Soviet Union fell in December 1991, there were close to 3,500 assorted Soviet-built airliners that could be deemed operational - more than there had ever been before. The vast majority of these Antonovs, Ilyushins, Tupolevs, and Yaks flew for Aeroflot, and were scattered far and wide at bases across the Soviet Union. Thirty years later, they have almost all disappeared. Now dominated by state-of-the-art Airbuses and Boeings, the world's airports and airways will never be the same again without the noise, smoke and charisma of these iconic designs from Soviet times.This book follows the fortunes of the great Soviet airliners over the last three decades and looks at what happened to this immense fleet: the fragmentation of Aeroflot into a myriad of new operators in the 1990s, the bankruptcies and consolidation of so many airlines that followed, and then the slow, inevitable disappearance of these aircraft from our skies. Illustrated with 220 photographs, most of which have never been published before, and supported by many anecdotes, facts and figures, this book conveys the nostalgia and wonder of this special, tumultuous time in aviation history. 220 illustrations

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The US Department of Homeland Security (DHS) was created in response to terrorist attacks that were carried out against the United States on September 11, 2001. Its agencies were tasked with analyzing threats and intelligence, guarding borders and airports, protecting critical infrastructure, and coordinating the nation's response to future emergencies. The Department's aviation assets comprise those of the US Coast Guard and the US Customs and Border Protection Air and Marine Operations (AMO). Today the DHS is responsible for over 200 aircraft operated by the world's largest Coast Guard, and around 240 are flown by the AMO, which is the world's largest aviation and maritime law enforcement organization. Since the creation of the DHS much work has been done within both organizations to integrate, consolidate, and update their varied fleets of fixed wing, rotary wing and remotely piloted unmanned aircraft. This title is fully illustrated with over 120 color photographs and provides insight into the department's creation and the history, aircraft, and operations of the Coast Guard and AMO.

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The United States Naval Aviation service celebrated its 100th anniversary in 2011 and since then it has continued to be at the forefront of military aviation developments. The past ten years have been significant for continuous improvement, development, and efficiency. In that time, the service has dealt with highlights and various challenges, such as a sequestration in 2013, the resulting reduction in combat readiness, and aircraft manufacturing delays. Focusing on the squadrons of the US Navy and Marine Corps, and illustrated with over 150 images, this book delves into the various carrier air wings, the aircraft, such as the F/A-18 and E2 variants, and the training that together make US Naval Aviation the force it is today. It describes the developments of the West Coast bases over the past decade, the successes the United States Navy has achieved, and the methods used to further standardize and optimize the fleet.

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Exploring the rail freight operations in London and the South East, this book details the traction, rolling stock, terminal facilities and infrastructure over the past several decades.

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After the Norman conquest of 1066, the English lands gradually lost their Saxon character and became much more similar to continental Europe than previously; feudalism was brought to the British Isles by the Normans, together with a new model of centralized monarchy, thus changing the administrative and social structures of England forever. After a few decades, however, the new royal family initiated by William the Conqueror disappeared due to the lack of direct heirs and thus the Kingdom of England entered a chaotic phase characterised by civil conflicts, as well as by the search for a new royal house that could assume control over the turbulent English lands. This historical period, known as 'The Anarchy', began in 1135 and ended only in 1154, when the first Plantagenet was crowned as monarch of the English realm. The new royal family would have kept power over its kingdom for more than three centuries, until the outbreak of the War of the Roses. During this long period, the Plantagenet kings fought a series of conflicts, which can be grouped into three main categories: wars fought against the French monarchy in continental Europe, wars fought in the British Isles against the 'Celtic nations' (Wales, Scotland and Ireland) and civil conflicts fought in England against rebel aristocrats. This book pays special attention to the wars fought by England against Wales, Scotland and Ireland; at the same time, it provides a detailed overview of the 'minor' conflicts that saw the Plantagenet monarchs campaigning in France. This book will cover the history, organization and equipment of the English armies that fought the many wars of the early Plantagenet period.

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Excluding military variants, sales of the Boeing 707's family of large jet airliners are about double those of their nearest rival, the Douglas DC-8; yet, with nearly four hundred of all Douglas DC-8 variants ordered, the DC-8 design is far from being overshadowed from Boeing at Renton. The Douglas DC-8, which began life in the 1950s as the Douglas Model 1881, became available to the airliners about a year later than the first Boeing 707's, but from the outset Douglas regarded this time lag as an advantage rather than otherwise. In particular, it determined that safety and performance standards should be maintained without loss of flying qualities, and, unlike Boeing, was able to persue its design unhampered by consideration of military requirements. A total of 556 Douglas DC-8s were built. Some DC-8s are still in service, their airframe life is excellent, and some are re-engining with the CFM56 turbofan, giving efficient propulsion and much higher flight performance; the re-engined aircraft will be styled as 70 series. This book, which features images that have never been published before, explores the history of the DC-8 and those who made it the success it still is today.

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The F-104 Starfighter was one of the most fascinating aircraft of the Cold War era in Europe. Several European air forces operated the aircraft, with Germany alone having 916 Starfighters in its inventory. The General Electric J-79 engine howl was unique and filled the European skies for many years. This book details the purchase decisions, service introduction and aircraft production by Lockheed and European manufacturers. This is followed by a deep look at the entire period of Starfighter operations with the Luftwaffe and Marineflieger combat wings. Fighter, fighter-bomber and reconnaissance wings were all equipped with this aircraft. With over 240 images, many unpublished outside of Germany, this book, the first volume of two covering the Starfighter in German service, provides a dynamic history of this versatile multi-purpose aircraft in service with the Luftwaffe and Naval Air Wings.

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Successful aircraft manufacturer de Havilland began design development of the Vampire in 1941, to assess the feasibility of jet propulsion as a means of powering fighter aircraft. Rolling off the production line too late to see action in World War Two, this jet fighter was a popular aircraft in operational squadrons. Easy to fly, maintain and build, unprecedented numbers of orders followed. The Vampire quickly found its niche as a ground-attack aircraft and remained at the forefront of RAF service until the early 1950s when it assumed an advanced training role. Alongside its development, the Sea Vampire, Venom and Sea Venom adopted specific roles for the armed services, the latter two achieving a new company designation. Many were still in service decades after they were manufactured. This new book edition of Aeroplane Icons: Vampire charts the development of de Havilland's Vampire through the design and development stages of its lifespan.

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While many airliners from the Second World War have either disappeared completely or only survived as remnants in a museum, approximately 55 Constellations out of the 856 built still survive today, and two of them, both C-121s, are airworthy. A real head turner, the Connie' raised the bar in both performance, economy and passenger comfort and can arguably be described as one of the most beautiful airliners ever built. The Lockheed Constellation was an aircraft that broke the mould when it came to early airliner design. The standard approach of a straight, tubular fuselage and a conventional tail and wing arrangement is still the tried and tested configuration of all airliners to this day. The US military's enthusiasm also helped to advance the development of the Constellation which, in turn, benefitted civilian airlines with the arrival of the Super Constellation and the definitive variant, the Starliner, which sadly came too late to make a huge impression as, from the mid-1950s onwards, the trend swung rapidly towards jet power. With the arrival of the jet, Constellations were replaced by the major operators although a number remained in passenger service into the late 1960s, and the last passenger-carrying flight did not take place until 1978 in the Dominican Republic. Delve into the story of this beautiful aircraft with this fully illustrated history.

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Since its establishment during World War Two, Navy squadrons have been deployed to the high desert outside of Fallon, Nevada, to hone their aerial combat skills. Today, Naval Air Station Fallon, with its 14,000 ft runway - the longest in the Navy - hosts squadrons and carrier air wings conducting refresher training and work-ups prior to their next fleet assignments. High Desert Deployment explains how these deployments make, and keep, the squadrons combat ready. Stunning images show the colorful history of various squadrons along with the markings the aircraft display. The popular CAG-birds that fly the squadron's colors into battle are shown in all their glory. The local base aircraft of NAS Fallon are also profiled, including the famous aggressor ""Bandits,"" as well as the aircraft used to train Top Gun crews. Also, the base features an extensive air park collection of past aircraft including several MiG fighters, as well as gate guards that honor the aircraft history of the US Navy. High Desert Deployment highlights the aircraft that are such a vital part in the war on terror, the ones that are, at this time, deployed around the world to project power to maintain our freedom.

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The Finnish Air Force operates at the world's most northerly latitudes in an often extreme climate. During the Cold War, it was overshadowed by the Soviet Union, but remained fiercely independent. Since then, it has worked hard to deepen cooperation with its neighbours. It modernised its aircraft fleet and intends to acquire a new generation of combat aircraft through its HX fighter competition. Illustrated with over 170 photographs, this book examines the development of the Finnish Air Force from the Cold War, concentrating on its modern organisation, training and operations. It also covers its increased cooperation with neighbouring countries and NATO, and the use of reserve air strips, along with wartime mobilisation and its reserve forces. Although concentrating on the Finnish Air Force, there will also be coverage of the Finnish Army's helicopters and HX Competition.

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The SR-71 Blackbird was a high-altitude, long-range Lockheed reconnaissance black' jet that emerged during the 1960s. It was produced under tremendous secrecy and initially flown from areas away from public gaze. It was stationed in the USA but plied its trade from a handful of selected sites worldwide. SR-71 missions were flown by the USAF, but often on behalf of other agencies, with it frequently gathering intelligence for the Navy against maritime targets in the Soviet Arctic. Unfortunately, the Blackbird was unpopular with the fighter' and bomber' generals, who were not privy to its outstanding intelligence gathering capability, and the staggering operating costs were such that eventually it lost support within the USAF and succumbed to budgetary constraints. Illustrated with over 160 illustrations, this book will detail the operations, select missions and the colour schemes/markings of this amazing aircraft.

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Strategic Air Command (SAC) was the pre-eminent military actor in US nuclear policy from start to the end of the Cold War. Its early years saw the introduction of new aircraft and early ballistic missiles, while after the Cuban Missile Crisis, there was a period of force consolidation with the it being dominated by the B-52 and the KC-135; this period also saw the introduction of second-generation missiles. The late 1960s and early1970s saw the bomber force involvement in Vietnam and the introduction of the FB-111A. This was followed by a period of stability in the 1980s, when SAC readiness reached its peak. Illustrated with over 180 photographs, this book looks at the aircraft, operations, people and locations of SAC, from its early history through to the end of the Cold War. It looks at new equipment, the importance of SAC strategic reconnaissance aircraft (RB-29, RB-45, RB-50, U-2/TR-1, SR-71, B-47 and RC-135), SAC readiness programmes (ORI), and its command and control mechanisms.

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This second volume to cover the Class 66 takes a look at the Fastline/Direct Rail Services/Colas-operated Class 66/3/4/8/7 locos that were delivered during the mid to late 2000s. This was a time when most of the current locos in use with Freightliner and English Welsh & Scottish (EWS) were Class 66s and were tried and tested as reliable locos. Direct Rail Services closely followed EWS and Freightliner and very soon it ordered one batch, then another, then another, until the total was 34. However, DRS later sold the first 20 locos to both GB Railfreight and Freightliner and were left with just 14 locos that they continue to operate to the present day (late 2021). Production numbers of the Class 66/3 only totalled five locos and lasted only a short while (2008-2010) when these five were taken on by DRS. The Class 66/8s also only numbered five locos and these supplement the Class 70s on various work around the UK. This volume covers the locos from their early days up to the present time at various locations around the UK, with a special focus towards the south and its beautiful landscapes.

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This book showcases over 150 images of some of the best restored World War Two aircraft that have been made airworthy again. The history, specifications, and war stories of these aircraft are covered, as well as the restoration efforts of the various museums and private owners. For reader's ease, aircraft will be given its own chapter. Aircraft covered include the P-51 Mustang, F6F Hellcat, B-25 Mitchell, P-39 Airacobra, C-47 Skytrain and many more. Delve into this richly detailed look at the deserving aircraft that have been rightfully restored to their former glory.

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For almost 50 years, High Speed Trains (HSTs) have been the mainstay for express services for many operators in the UK. While they were used extensively by British Rail - even being dubbed the saviour of British Rail' - these trains have been used by other operators as well, including East Coast, Midland Mainline, and Virgin CrossCountry. However, following their mass withdrawal in 2018-19, when the Hitachi bi-mode units came on the scene, many of the HSTs were put into storage, or, sadly, scrapped altogether. Fortunately, not everyone followed suit. Some operators have been reconsidering their potential in recent times. Colas Rail acquired some to use as test trains operated for Network Rail, and Locomotive Services Ltd have two dedicated charter sets that are used throughout the UK. Illustrated with over 230 images, this book follows on from HSTs: The Western Region. It shows HSTs over the past 20-30 years, in numerous UK locations, highlighting why they have served so long and why they should be saved.

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In the late 1990s and early 2000s, most of the current locomotives in use on the national network were becoming very tired and evermore unreliable. It was during this time that EWS took over the large bulk of freight operations in the UK, and they quickly realised that major changes were needed. In 1996, they ordered a whole fleet of 250 Class 66 locos, which followed on from the same basic design as the earlier Class 59, privately owned, locos used for the Mendip aggregates traffic. The Class 66 was intended for more general use, rather than being used for just one specific purpose though. They have now been in service for over 20 years and have proved very reliable and capable locos. This volume covers the Class 66/0s from their early days up to the present at various locations around the UK.

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