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This bus is one of 8 2021 Thomas C2's currently in the fleet. This bus replaced a 1997 Blue Bird International
Replacing an earlier scanned photo with a better version 11-Nov-20, plus Topaz DeNoise AI 01-Apr-24.
Named: "Usti Nad Labem" (name is above the shield aft of the forward door).
First flown with the Boeing test registration N1876B, this aircraft was delivered to CSA Czech Airlines as OK-CGH in Mar-97. It was sold to Mauritania Airlines as 5T-CLA in Jan-11.
The aircraft was withdrawn from use and stored at Nouakchott, Mauritania in Jan-16, It was registered to CSDS Aircraft Sales & Leasing Ltd (date unknown but possibly Jan-18) and remained stored at Nouakchott.
It's still shown as 'stored' in most databases but hasn't flown for 8 years, It's now 27 years old and I'd say it's probably permanently retired. Updated 02-Apr-24.
25.03.14 - Fresh back from apparent refurb, I say apparent as it's clearly has a repaint but the rather bashed/battered looking panel should surely of been replaced before it repainted? Also it's now registered WLT 427.
A line up of ten withdrawn Seddon Atkinson 360 bin lorries dating from 2005/6 which were operated by North Lanarkshire Council until replaced by Mercedes-Benz vehicles in late 2012.
www.northwaleswildlifetrust.org.uk/cemlynwebpages/cemlyni...
Introduction to Cemlyn
Cemlyn is one of North Wales Wildlife Trust’s star reserves and regarded by the Anglesey County Council as the “jewel in the crown” of its Area of Outstanding Natural Beauty.
It is valued both for its scenic qualities and its unique range of wildlife, and is as popular with general visitors – local people, holidaymakers, walkers etc. as it is with birdwatchers and naturalists.
Situated on the North coast of Anglesey, about three miles West of Cemaes, the reserve land, which is owned by the National Trust and has been leased by NWWT since 1971, includes a large lagoon, separated from the sea by a spectacular, naturally-created shingle ridge.
The ridge, known as Esgair Gemlyn, is formed by the process of longshore drift, its profile changing with the action of tide and weather. This unique geographical feature also provides a habitat for interesting coastal plants such as Sea Kale, Sea Campion, and Yellow Horned Poppy.
In the summer, the lagoon is the backdrop for Cemlyn’s most famous wildlife spectacle. Clustered on islands in the brackish water is a large and internationally important seabird colony, including breeding Common and Arctic Terns, and one of the U.K.’s largest nesting populations of Sandwich Terns. From the vantage point of the tern viewing area on the ridge, visitors experience these rare and elegant birds close-up – chasing and diving in courtship displays; incubating eggs; preening and bathing in the lagoon, or calling to their hungry chicks as they come winging in with freshly-caught fish.
Around the reserve there are also areas of coastal grassland, farmland, scrub, wetland, and both rocky and sandy shore encircling Cemlyn Bay. These are home to a wealth of life - birds, mammals, insects, wildflowers and marine creatures which, together with the tern colony, make up a fascinating ecosystem: an ideal ‘outdoor classroom’ for studying biodiversity.
In addition to being a Wildlife Trust reserve, Cemlyn is a Special Protection Area, a candidate Special Area of Conservation, and a Site of Special Scientific Interest. It is also part of the Anglesey Area of Outstanding Natural Beauty.
www.northwaleswildlifetrust.org.uk/cemlynwebpages/History...
History of the reserve
Much of Cemlyn’s history as a wildlife site is tied to the story of Captain Vivian Hewitt, who came to the area in the 1930s, settling in Bryn Aber, the large house that dominates the western end of the reserve, and buying up much of the surrounding land.
A wealthy eccentric, his interest in birds led him to construct the first dam and weir at Cemlyn, replacing tidal saltmarsh with a large and permanent lagoon which he intended as a refuge for wildfowl. He also had a scheme to nurture an area of woodland within the grounds of Bryn Aber, to attract smaller birds. To this end he began construction of an imposing double wall, which was intended both as a wind-brake for the trees, and a means for observing the birds – the gap between the two walls had viewing holes. A further plan to top the walls with polished stone was never completed, and after Captain Hewitt’s death the house was left to his housekeeper’s family, but the walls themselves remain, and lend the site its mysterious, even foreboding presence.
It is the legacy of the lagoon that has had most significance for wildlife however. The change from a tidal habitat that frequently dried out in summer, to a stable body of water encompassing small islands, has provided the terns with nesting sites that are less attractive to ground predators. Over the following decades, various changes have occurred to the lagoon – some natural, eg. storms breaking over and swamping – some man-made, eg. the reconstruction of the weir and the creation or removal of islands. The water level and salinity of the lagoon is now monitored to maintain the ideal habitat for terns and other wildlife.
A couple of years after Captain Hewitt died, the Cemlyn estate was bought by the National Trust. Since 1971, they have leased the land around the lagoon to the North Wales Wildlife Trust, who manage it as a nature reserve. The two organisations work in partnership to enhance and maintain the site for wildlife and the public.
The reserve has had a warden every summer since 1981, with two wardens being employed every season since 1997. With the help of numerous volunteers, their work has included the detailed monitoring of the tern’s breeding success, protection of the colonies from a variety of natural predators (and in a couple of cases from the unwanted attentions of egg-collectors), as well as recording other forms of wildlife, and providing information to the public. Their presence on the ridge and around the reserve helps maintain the profile of Cemlyn as an important and nationally valuable site.
www.northwaleswildlifetrust.org.uk/cemlynwebpages/wildlif...
Terns
Three species of tern breed regularly at Cemlyn. The numbers of Sandwich Tern nesting on the islands in the lagoon have been going up in recent years, making the colony one of the largest in the country.
There were over 1000 nests in 2005, and a good percentage of chicks fledged. The Sandwich Terns generally nest in dense groups, and seem to benefit from being close to groups of nesting Black-headed Gulls, which react aggressively to the threat of a predator, while the Sandwich Terns sit tight. Common Terns nest in sparser groups and smaller numbers on the islands, as do the very similar Arctic Terns, which make an epic journey from the southern to the northern hemisphere and back every year - the longest migration of any bird.
One of Britain's rarest seabirds, the Roseate Tern was a former breeder at Cemlyn, and is still sometimes seen on passage, as are other rarities like Little Tern and Black Tern. A vagrant Sooty Tern caused great excitement when it visited the colony in the summer of 2005.
The tern colony is the main focus of conservation work at Cemlyn. Because of disturbance at their traditional breeding areas, due to increased coastal access and development, terns have declined historically in Britain, so sites like Cemlyn, which still hold healthy populations, are a precious and nationally importance resource.
Two wardens are employed by NWWT every summer, to monitor and protect the terns. As well as dealing with disturbance and predation, they record the numbers of nests, the fledging success of chicks, and also the kinds of fish being brought in by their parents. Feeding studies are important because availability of fish, especially the terns ideal food, Sandeels, can be the key factor in a successful breeding season. The combined results of warming seas and commercial overfishing of Sandeels around Shetland for example, have had a disastrous effect on the productivity of Arctic Terns there.
All terns are migratory. Sandwich Terns are usually the first to be seen, in late March and April, with the bulk of breeding adults of all species arriving on site in May. June and July are the busiest months for the terns, and a good time to visit the reserve, the lagoon islands becoming a hive of activity.
By mid-August, the majority of chicks should have fledged, and be ready to join their parents on the journey south to their wintering areas - the coast of West Africa in the case of most Common and Sandwich Terns, even further south for Arctics.
www.northwaleswildlifetrust.org.uk/cemlynwebpages/wildlif...
Other Birds
Oystercatcher and Ringed Plover both breed on the reserve, making their nests in the shingle of the Esgair.
In such an exposed choice of site, both species rely on wonderful camouflage of eggs and chick. In response to a direct perceived threat however, adult Ringed Plovers may resort to the 'broken wing trick' - drawing the attention of a potential predator by feigning injury and leading it away from the nest. To protect these waders, as well as the tern colony, visitors are asked to avoid walking on the lagoon-side of the Esgair during the summer months.
Cemlyn's situation and range of habitats make it a haven for a range of birds at all times of the year. Coot, Little Grebe and Shelduck can usually be seen around the lagoon, and Stonechats are a regular feature of the surrounding areas of scrub.
A variety of waders such as Curlew, Dunlin, Golden Plover, and Redshank use the area, and Purple Sandpiper may be seen on the rocky shoreline.
Summer visitors to look out for include Whitethroat and Sedge Warbler, while Wigeon, Teal, Red-breasted Meganser and other widfowl may be present in significant numbers in Autumn and Winter.
Other migrants turn up from time to time, and over the years a variety of rarities have been spotted –
2005 sightings included, apart from the Sooty Tern, an American Golden Plover, a Terek Sandpiper and a Melodious Warbler. Any keen birdwatcher will want to scour the site for something unusual.
www.northwaleswildlifetrust.org.uk/cemlynwebpages/wildife...
Other animals
Grey Seals can often be seen in the sea around Cemlyn, or hauled up on Craig yr Iwrch, the rocky island just off the Trwyn, and Harbour Porpoise sometimes feed close to the western end of Cemlyn Bay.
Brown Hares can be seen in or around the reserve, occasionally crossing the Esgair at dawn or dusk.
Weasels and Stoats both hunt the hedgerows and grassland at Cemlyn, and during the summer, basking Adders and Common Lizards may be spotted.
There’s also a wide range of insect life – butterflies, such as Grayling, Wall Brown and Common Blue, and day-flying moths like the Six-spot Burnet can all be seen, as can various beetles, grasshoppers and dragonflies.
www.northwaleswildlifetrust.org.uk/cemlynwebpages/wildlif...
Underwater Life
The coastline of Cemlyn includes areas of shingle, sand and exposed rocky shore. These provide habitats for a variety of marine life including sea-anemones, crabs, prawns, blennies, butterfish, winkles, whelks, limpets, coastal lichens and a range of seaweeds. e.g. kelp.
The lagoon, with its changing mixture of fresh and salt water is a challenging environment, but Grey Mullet and Eels thrive in the brackish conditions. In fact Cemlyn is one of the top sites for specialised saline lagoon wildlife including shrimps and molluscs, and waterplants like Tassel Pondweed.
www.northwaleswildlifetrust.org.uk/cemlynwebpages/wildlif...
Plantlife
The shingle of the Esgair is one of the harshest habitats imaginable for plants – arid because of the quick-draining pebbles, and exposed to wind, salt-spray, and the ravages of winter storms. Nevertheless it provides a home to specialists like the rare Sea Kale, whose deep roots and fleshy leaves enable it to survive close to the tide-line, and whose profuse white flowers give off a strong sweet smell.
Other characteristic coastal plants to look for along the ridge include Sea Campion, Sea Beet, and the striking Yellow Horned Poppy. Stands of Sea Purslane and Glasswort (Sea Asparagus) can be found at low tide close to the car park at Bryn Aber.
The grassland around Cemlyn is rich in wildflowers; an early spread of colour is provided by Spring Squill and Thrift which punctuate the grass with blues and pinks, while later blooming flowers along the Trwyn include Tormentil, Yellow Rattle, Knapweed and Centaury.
www.northwaleswildlifetrust.org.uk/cemlynwebpages/seasons...
Cemlyn through the Seasons
Spring
Early signs of Spring may include the first Wheatears arriving on Trwyn Cemlyn, the first Manx Shearwaters weaving through the waves out to sea, or the first Sandwich Tern’s call in the Bay - these are all possible from March onwards. Later on, Spring colour on the grassland around the reserve is provided by Spring Squill and Thrift which stud the ground with blues and pinks, and the first sunny spells may tempt out Common Lizards or Adders to bask. By mid-May, a range of birdlife is becoming visible and audible around the reserve, including terns settling on the islands in the lagoon, Whitethroat and Sedge Warbler singing in the scrub and water-margins, Whimbrel foraging along the rocky shore, and other waders like Dunlin and Black-tailed Godwit on the beach or in the lagoon.
Summer
Summer sees activity on the lagoon islands reach fever pitch with the terns and Black-headed Gulls using every hour of daylight to bring food to fast-growing chicks. The sight, sound and smell of this bustling seabird metropolis make up a memorable Cemlyn experience. June and July is the time to see the stands of Sea Kale in full flower, and to spot Yellow Horned Poppy and Sea Campion along the Esgair - Oystercatcher and Ringed Plover are also nesting on the shingle during this period. On the Trwyn, look out for Tormentil and the deep pink flowers of Centaury, as well as the passing colours of butterflies like Small Heath and Common Blue.
Also look out for the red and green leaf-beetle Chrysolina polita on the Dwarf Willow along Trwyn Pencarreg.
Autumn
The tern chicks are usually fledged by mid-August, ready to start the long migration south to their wintering grounds on the coast of Africa, so by early Autumn, the islands seem strangely peaceful. Other wildlife moves in however – flocks of Golden Plover, along with other waders like Lapwing and Curlew can be seen. Big Autumn tides can uncover interesting marine life that usually remains hidden on the lower reaches of the shore, and rough weather at this time brings a range of seabirds passing close to Trwyn Cemlyn – Manx Shearwaters, Gannets, Kittiwakes and Guillemots.
Winter
The lagoon remains an important resource for birds throughout the Winter months – Little Grebe, Shoveler, and Shelduck can regularly be seen, along with the Coot and Wigeon that also graze on the surrounding fields. The Herons that fish the lagoon at Cemlyn through the year are sometimes joined by a Little Egret darting in the shallows for shrimps. Red-breasted Merganser and Great Crested Grebe can often be spotted either in the lagoon or out in the Bay, while on the rocky shore, a keen eye may pick out a Turnstone or Purple Sandpiper foraging close to the water’s edge.
www.northwaleswildlifetrust.org.uk/english/angleseycoasta...
www.northwaleswildlifetrust.org.uk/english/angleseycoasta...
Education & Outreach
The aim of the project is to raise awareness in local children about the importance of biodiversity and conservation by enabling them to explore the array of unique wildlife habitats on their local doorstep.
The project is designed to link in with National Curriculum topics covered in subjects including Science, Geography, History, English & RE, and provide a basis for ongoing work in the classroom. These different topics are often linked in with general environmental themes, in a conscious effort to encourage pupils to think about their relationship to their surroundings.
The activities include carrying out habitat surveys, where pupils record different species along a line of samples (as in an ecological transect), investigating the wildlife of the lagoon and shore using nets, and observing the tern colony through binoculars. Art-based exercises focus on perception of surroundings through the senses and encourage pupils to explore, using materials found on the beach to create their own 3D designs.
In some cases, the People and Wildlife Officers can visit schools to give illustrated talks and initiate written or interactive exercises in the classroom.
Outreach
The Coastal Nature Reserves project also involves general education, awareness-raising and outreach to the local community. Activities have been organised both on and off the reserve - there was a Cemlyn Creature Count in June 2010, and guided walks have also been arranged for the general public as well as for youth clubs and a daycentre group for people with learning difficulties. The project has been represented in The Anglesey Show and the Wylfa Community Fun Day. Illustrated talks have also been carried out for groups such as the Urdd, Scouts and for two branches of the University of the 3rd Age.
The People and Wildlife team aim to extend the range of this work, and are very keen to hear from any organisations or community groups interested in either on or off-site activities.
www.northwaleswildlifetrust.org.uk/english/angleseycoasta...
How to get involved
Anglesey’s coastline is famous for its stunning scenery and the fantastic array of wildlife it holds. North Wales Wildlife Trust has a number of ways you can get involved in helping to protect this resource and raise awareness about its importance. The emphasis is very much on getting people involved, interacting with and enjoying their local naturalheritage.
As a volunteer with the Coastal Nature Reserve Project, opportunities will vary depending on the reserve and time of year. There’s a rough guide (by location) to the possibilities below.
Cemlyn Nature Reserve
The season will commence with a volunteer open day in March. This is a fantastic opportunity to meet the rest of the Cemlyn team, learn more about the work, the reserve and the wildlife you may encounter, with a guided walk and volunteer fact sheets also provided.
Check out the detailed information on helping at Cemlyn here (pdf 80k)
Mariandyrys Nature Reserve
Working to maintain the diverse grasslands and heathlands by scrub clearance and fencing
Monitoring and species survey work
Help with events and raising awareness
Coed Porthamel Reserve
Scrub clearance
Path and fence maintenance
Building and erecting bird and bat boxes
Porth Diana and Trearddur Bay
Help with events such as guided walks and beach cleans
Surveys (including Spotted Rock Rose) and monitoring
Working to maintain the diverse grasslands and heathlands by scrub clearance and fencing
www.northwaleswildlifetrust.org.uk/cemlynwebpages/visitin...
Visiting the reserve
Cemlyn is sign-posted from Tregele on the A5025 between Valley and Amlwch. Although the roads to the site are narrow, there are two car parks adjacent to the reserve (OS 1:50, 000 Sheet 114 and Explorer 262. Grid ref. SH329936 & SH336932).
The reserve is open throughout the year: admission is free.
Group visits are possible by appointment
Suggested walks around Cemlyn
These are a few popular routes around the reserve, focussing mainly on wildlife and landscape features.
Esgair Gemlyn
The shingle ridge at Cemlyn is accessible from the Beach car park at the eastern end of the reserve.
Although the distance along the ridge to the tern viewing area opposite the islands is only about 0.5 km, it's worth bearing in mind that during the summer months, visitors are asked to use only the seaward side of the ridge, and the shingle can make for arduous walking.
It’s a much shorter walk from the Bryn Aber car park on the western side of the lagoon, but beware – the causeway linking the car park and the ridge can flood an hour or more either side of high tide, so it’s worth checking the times to avoid getting stranded.
During the summer, daily tide-times may be chalked up close to the causeway by the wardens.
Outside of the tern breeding season, the lagoon-side of the ridge is open to the public, and its interesting habitat can be explored at closer range.
Trwyn Cemlyn
This little peninsula (Trwyn is Welsh for nose) makes a favourite short walk for local people. Accessible via the Bryn Aber car park, it comprises coastal grassland with small patches of gorse and heather, and a rocky shoreline allowing views out to The Skerries in the west, Wylfa to the east, and if there’s good visibility, sometimes the Isle of Man to the north.
It’s a good spot for spring wildflowers, and also for seeing seabirds, seals, and sometimes porpoises.
It also links up with the National Trust coastal footpath to the west.
Lagoon inlet
The narrow bridge at the western end of the lagoon, just before Bryn Aber, makes a good vantage point for the lagoon islands if the ridge is inaccessible. It also allows views over the freshwater inlet and the adjacent area of gorse and scrub known as Morfa. The road alongside the inlet that leads to the farm of Tyn Llan has no parking, but a walk down gives views of the reedy inlet margins and surrounding damp pasture, which sometimes harbour interesting birdlife.
Coastal footpath towards Hen Borth
.Cemlyn forms the eastern end of a stretch of wonderful coastal footpath, taking in rugged landscape characteristic of the north Anglesey coast.
From the stile at the ‘brow’ of Trwyn Cemlyn, the path leads off the reserve up past Craig yr Iwrch, an outlying rock favoured by seals, cormorants and roosting curlews, and along the cliffs, passing Tyn Llan farm on the left, to the bay of Hen Borth.
Keen walkers may wish to carry on following the coastline as far as Carmel Head or Ynys y Fydlyn, while others may wish to visit the small church of St Rhwydrus, returning through the gate by the farm and back past the lagoon inlet.
Coast towards Wylfa Head
Trwyn Pencarreg - the area of rocky outcrops, grassland and coastal heath to the east of the Beach car park at Cemlyn, is interesting for its plant communities, wildflowers and insects, and for its impressive views back across Cemlyn Bay. A circular walk is possible via the old mill at Felin Gafnan.
The National Trust has produced a booklet detailing several circular walks around, or starting from Cemlyn. It includes illustrated routes for all of the areas described above, and of walks that take you further afield.
To obtain a copy, or for further information regarding other National Trust walks on Anglesey, contact:
The National Trust Wales, Trinity Square, Llandudno, LL30 2DE
Amtrak Capitol Corridor train 745 is westbound on the track 1 bridge at Benicia with P42 186 leading Charger 2103.
Pulled 3 ticks off Erie and at least 15 off myself for this one. There could be more I haven't found yet. Ridiculous.
Then replace the bust part, arms and head and you are good to go. Articulation is not affected at all.
View more at www.dannychoo.com/en/post/27355/Miraicon.html
Replacing an earlier scanned photo with a better version 20-Nov-20, plus Topaz DeNoise AI 05-Apr-23.
Martinair only kept their A320's for just over 4 years.
First flown with the Airbus test registration F-WWDE, this aircraft was delivered to SALE Singapore Aircraft Leasing Enterprise and leased to Martinair as PH-MPE in Mar-03 and returned to the lessor in Nov-07.
It was leased to Etihad Airways as A6-EIB in Dec-07. The aircraft was sub-leased to Air Seychelles as S7-SIL in Jul-15 and returned to Etihad in Aug-19 when it was stored at Abu Dhabi. It was moved to Hyderabad, India in Dec-19 for continued storage and returned to the lessor in Aug-20.
It was leased to SmartLynx Airlines - Malta as 9H-SLB two weeks later and, because of the COVID-19 Pandemic, it was stored at Malta on delivery. The aircraft was ferried to St. Athan, Wales, UK in Sep-20.
It never entered service and was permanently retired at St. Athan, Wales, UK. It was broken up there in Mar-23.
Replacing an earlier scanned photo with a better version 12-Jul-16, plus Topaz DeNoise AI 01-Sep-24.
First flown with the Airbus test registration F-WWIF, this aircraft was leased to ACES Colombia as VP-BVB in Nov-97. ACES ceased operations in Aug-03, the aircraft was repossessed and stored at Nimes, France.
It stayed at Nimes for 18 months until It was re-registered with the temporary French registration F-WQUO in Feb-05 and then leased to Valuair (Singapore) as 9V-VLD later the same month.
It returned to the lessor in May-06 and was immediately leased to Lotus Airlines (Egypt) as SU-LBG. Lotus Airlines ceased operations in May-11 and the aircraft was repossessed again, re-registered N416AC and stored at Dublin, Ireland.
It was leased to Zest Airways (Philippines) as RP-C8994 in Nov-11. Zest was renamed Philippines Air Asia in Jan-16. The aircraft was returned to the lessor in Jul-18 and permanently retired at Kemble, UK. It was broken up at Kemble in Nov-18.
Replacing an earlier scanned photo with a slightly better version 21-Apr-20, plus Topaz DeNoise AI 29-Mar-23.
Named: "Isrid Viking".
This aircraft was delivered to SAS Scandinavian Airlines as LN-ROB in Dec-96. It was sold to a lessor on delivery and leased back to SAS. The aircraft was stored at Copenhagen in Mar-05 after repair following a ground accident (see note, below).
It was sub-leased to Fly Hello (Switzerland) as HB-JIF in Feb-06, they wet-leased it to Iceland Express between Mar-08/Sep-08. The aircraft was returned to SAS in Feb-11 and stored at Stockholm-Arlanda.
It was ferried to Marana, AZ, USA in Jun-11 and sold to Wells Fargo Delaware Trust (Trustee for Delta) and leased to Delta Air Lines as N934DN. The aircraft was refurbished, repainted and entered service in Jan-12. It was sold to Delta in Jul-16.
At the start of the COVID-19 Pandemic, Delta decided to remove the rest of their MD-80/MD-90 fleet from service and this aircraft was permanently retired at Blytheville, AR, USA at the end of Apr-20. Updated 29-May-23.
Note: The aircraft was involved in a ground accident at Copenhagen on 06-Jan-05, it was being towed when the tug driver became ill and lost control, both aircraft and tug ran off the taxiway onto the grass with the tug ending up under the nose of the aircraft which was badly damaged. It was repaired and test flown at Copenhagen on 23-Mar-05, then stored until it was leased to Fly Hello in Feb-06.
Replacing an earlier scanned slide with a better version 07-Jun-15, plus Topaz DeNoise AI 31-Aug-23.
Another misty morning at London-Gatwick. This had been a Southend weather diversion the previous evening.
The 'Scottish Flyer' was a short-lived 'bus-stop' scheduled service operation between Mar/Nov-69. It operated up the UK east coast between Southend and Aberdeen via five or six intermediate points including Luton, East Midlands, Leeds/Bradford, Teesside, Newcastle and Edinburgh. They aimed for 5/6 minute turnrounds with engines 3 & 4 kept running. Seat capacity was reduced and a large baggage area was introduced with passengers having to carry their own baggage on and off the aircraft. It wasn't a success!
Delivered new to Continental Airlines in Aug-58 as N246V, it was sold to Channel Airways in Dec-66 but was leased back to Continental for a further 2 months until it became G-AVHK in Feb-67.
Most of the original Continental livery also became part of the Channel Airways livery. It was retired and stored at Southend UK in May-70. Used for spares it was finally broken up there in Jun-72.
Replacing an earlier scanned slide with a better version 16-Dec-15 (DeNoise AI 24-Sep-22)
Taken on a very dark, wet & murky November day on what used to be the 'South Bay' at Manchester.
This aircraft was originally built for MEA Middle East Airlines but the order was cancelled before completion. It was registered to the deHavilland Aircraft Company as G-AROV in Aug-61 and stored at Hatfield, UK.
It was delivered to Aerolineas Argentinas as LV-PTS in Apr-62 and was re-registered LV-AIB the following month. It was sold to Dan-Air Services in Oct-71 becoming G-AROV once again.
Dan-Air operated it for 6 years until it was retired at Lasham, UK, in Nov-77. It was broken up there in Nov-78.
Replacing an earlier digital photo with a better version 09-Jan-21, plus Topaz DeNoise AI 17-Apr-25.
Leased from / operated by NAYSA Aero Taxis.
This aircraft was delivered to Transair France as N22120 in Dec-97, it was transferred on delivery to Transair USA Inc. They sold it to the Aircraft Credit Corporation in Jan-98 and it was sold on to Kansas Beechcraft Leasing Inc the same day.
The aircraft was leased to Proteus Airlines (France) as F-GRPM the following day. Proteus Airlines was merged into Compagne Aerienne Europeenne Regional (Regional Airlines) in Apr-01.
It was returned to the lessor in Oct-02 and leased to NAYSA Aero Taxis (Spain) as EC-IJO a few days later. It was wet-leased to Binter Canarias in early 2005 and returned to NAYSA in 2006.
The aircraft was returned to the lessor and sold to B & I Aviation (Dubai) in Sep-09. In Oct-09 it was leased to Safari Plus, operating as Safari Express Airways (Tanzania) as 5H-SPB. It was noted at Dar-es-Salaam, Tanzania in Jun-18 and appears to have been operational until early Sep-24. No further information. Updated 17-Apr-25.
(For the squirrel, I mean - I'm not proposing the squirrel as a snack.)
A mostly lazy day today. Tim did some serious bike maintenance (replaced his back brakes and the rear cassette), while I played on the PS4. I'm still not feeling great, so trying to rest before a potentially busy few days/weeks ahead. My sister messaged to say that my niece has tested positive for Covid, and they all have symptoms - so I've offered to go and stay with my Mum ahead of my cousin's funeral on the 13th, and to take her to it myself if my sister's having to isolate. Bit of a mission, from Somerset to Essex and back, but one of us is going to have to do it! They're doing PCR tests on Monday, so should know by Wednesday.
Cooked a big sweet potato and kale soup this evening, which I have to say was delicious. Will be enjoying that for lunch for a few days, too!
Replacing an earlier digital photo with a better version 29-Nov-19.
'15th Asian Games, Doha 2006' logojet.
First flown with the Airbus test registration F-WWYD, this aircraft was delivered to Qatar Airways as A7-AED in Aug-05 and painted into the '15th Asian Games Doha 2006' logojet livery. It was repainted in standard livery in May-09.
The aircraft was withdrawn from service in Mar-20 and stored at Doha, Qatar due to the COVID-19 Pandemic. It returned to service briefly, for two weeks in Jan-21, and returned to storage until it returned to service in Jul-21. Current, updated 26-Feb-24.
Here is Arriva Buses Wales DAF DB250 East Lancs Lowlander Y704 XJF 4189 is seen at Bangor bus station as it's about to replace Wrightbus VDL SB200 Pulsar CX14 BYM 3174 to do the route 5 to Llandudno to collect more passangers. 28/01/17
Replacing an earlier scanned photo with a better version 26-Feb-22 (DeNoise AI).
Named: "City of Ziarat", later "City of Hydrabad" (neither name shown with this livery).
First flown in Mar-91 with the Airbus test registration F-WWCH, this aircraft was delivered to PIA Pakistan International Airlines as AP-BDZ in Jun-91.
It spent it whole operational life with PIA and was permanently retired at Karachi, Pakistan in May-14. Updated 26-Feb-22.
With Thai Airways replacing 747s with 777-300ERs to Sydney effective March 29th, HS-TGA departs Sydney Airport's runway 34L for Bangkok as Thai 476.
Replacing an earlier scanned photo with a better version 02-Feb-20, plus Topaz DeNoise AI 08-Jun-23. Trying to get rid of the yellow and it's turned a bit purple!
Previously in Air Hong Kong livery. Repainted into basic Cathay Pacific livery with additional Cathay Pacific stickers. I have a similar photo of it taken 7 weeks earlier with Air Hong Kong stickers!
This aircraft was ordered by Libyan Arab Airlines as a 'Combi' passenger/freighter with a side cargo door (SCD). It was due to be registered 5A-DIK but the order was cancelled prior to delivery.
The aircraft first flew in Mar-80 and was stored at Seattle-Everett, WA, USA until it was delivered to VARIG Brasil as PP-VNB in Feb-81. In Dec-82 VARIG sold it to Orient Leasing and leased it back.
It was returned to Orient Leasing in Dec-94 and was stored at Rio de Janeiro-Galeao, Brazil. In Feb-96 it was sold to Cathay Pacific Airways as VR-HME.
The aircraft was converted to a full freighter configuration by Apr-96 and leased to Cathay's subsidiary, Air Hong Kong. In Oct-97 it was re-registered B-HME when Hong Kong became an autonomous region of China.
The aircraft was returned to Cathay Pacific Airways Cargo in Jul-02 and continued in operation until it was retired in Sep-08 and stored at Victorville, CA, USA. It was last noted still at Victorville in May-15.
Replacing an earlier scanned slide with a better version 29-Jan-15, plus DeNoise AI 07-Jan-23.
The above photo was taken through the dirty window of a Channel Airways Vickers Viking...
Hybrid livery. Basic Silver City Airlines with British United titles.
Originally built as a Bristol 170 Mk XIA (11A) and registered to the Bristol Aeroplane Company as G-AIME in Dec-46, this aircraft was delivered to Suidair (South Africa) as ZS-BVI in Aug-47.
They didn't have it long and it returned to the Bristol Aeroplane Company two months later, in Oct-47, and was re-registered G-AIME again in Jan-48. It was converted to a Bristol 170 Freighter 21 in early 1948 and was leased to British Aviation Services in Jul-48.
It was returned to the Bristol Aeroplane Company in 1949 and was eventually sold to Silver City Airways in Nov-50 and was converted to 'Wayfarer' standard with passenger seats. It was occasionally leased to the Ministry of Defence for trooping flights and used the RAF serial XF662 during these flights.
In Feb-56 it was leased to Air Kruise (Kent) Ltd. They dropped the '(Kent)' and were renamed Air Kruise Ltd in Feb-57. The aircraft was returned to Silver City in Oct-57 (I can remember seeing it at Blackpool in the early 1960's operating passenger services to the Isle of Man).
Silver City became a part of the British United Group in Jan-63 as part of British United Air Ferries. It remained in the above livery and was withdrawn from use at the end of the summer season in Oct-63 when it was stored at Lydd, UK. It was later moved to Southend, UK and was broken up there in May-64.
Replacing an earlier scanned photo with a better version 29-Mar-21.
Fleet No: "703". 'Fisherman' tail livery.
First flown with the Short Brothers and Harland test registration G-14-3622 (3622 is also the c/n), this aircraft was delivered to Fischer Brothers Aviation (USA) as N622FB in Oct-83.
It was sold to Shorts Air Lease Inc in Nov-85 and leased back to Fischer Brothers. It was returned to the lessor in Nov-86. The aircraft was stored until it was leased to Westair Commuter Airlines in Sep-87.
The aircraft returned to the lessor in Feb-91 and was leased to Allegheny Commuter Airlines in May-91. It was returned to the lessor in Jul-94 and stored at Opa Locka, FL, USA.
It was sold to Pacific Coastal Airlines as C-GPCW in Jun-97. The aircraft was sub-leased to Ocean Air (Maldives) as 8Q-OCA in Jan-02 and returned to Pacific Coastal as C-GPCW in Apr-02.
The aircraft was retired from service in 2012 and stored at Vancouver, BC, Canada. It was sold to Air Cargo Carriers (USA) as N567AC in Aug-15. Now 27.5 years old the aircraft continues in service. Current, updated Mar-21.
Note: The registration C-GPCW was used later on a Pacific Coastal Beech 1900C between Apr-16/Jun-19.
Replacing an earlier scanned photo with a better version 06-Apr-17, plus Topaz DeNoise AI 15-Dec-23.
Named: "Jacob Roggeveen", Fleet No: "DP-013"
This aircraft was delivered to KLM Royal Dutch Airlines as PH-BDP in Mar-89. After 21 years in service it was retired in Nov-10 and stored at Norwich UK where it was later broken up. The registration was cancelled in Feb-11.
Replacing the originally advertised 'Tornado', LNER class A4 no. 4464 'Bittern' approaches the site of the former Copmanthorpe station, 3 1/4 miles south of York, with a Steam Dreams' charter 'The Cathedrals Express' from Kings Cross on 19th December 2013, nearing the end of it's journey.
Replacing an earlier scanned photo with a better version 13-Jul-22 (DeNoise AI).
Operating on a 3 week lease for Flying Colours Airlines in full Onur Air livery.
Named: "Kaptan Soray Kahin".
This aircraft was the 2nd prototype A321 and first flew at Hamburg-Finkenwerder in May-93 as an A321-111 with CFM56 engines.
It was registered F-WWIB for test flying at Toulouse. The aircraft returned to Finkenwerder in early 1996 and was re-fitted with International Aero Engines IAE2500 engines by May-96.
It was re-registered D-AVZG and first flew as an A321-131 in May-96. The aircraft was delivered to Onur Air (Turkey) as TC-ONJ in Jul-96. It was wet leased to UK airline Flying Colours for 3 weeks in May-99, still with the c/n (385) on the rear fuselage.
In Nov-00 it was wet leased to Shaheen Air International (Pakistan), returning to Onur Air in Jan-01. In Jan-06 it was wet-leased to Qeshm Air (Iran) and returned to Onur Air in Jun-06.
The aircraft was leased to Saudi Arabian Airlines between Oct-08/Jun-09 and again between Oct/Jan-10. It was withdrawn from service in Apr-20 due to the COVID-19 Pandemic and stored at Istanbul-ISL.
Due to the Pandemic Onur Air had financial problems and ceased operations in Dec-21 when the Turkish Government didn't renew their operating license. By this time the aircraft was almost 29 years old and isn't expected to fly again. Updated 13-Jul-22.
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 25-May-24.
Fleet No: "1AA".
This aircraft was the 4th MD-11 Prototype, first flown on 05-Jun-90 with the McDonnell Douglas test registration N411MD. After flight testing was complete it was originally for delivery to British Caledonian Airways (B.Cal). The order was transferred to British Airways after they had taken over B.Cal in late 1987. However, it was eventually cancelled.
It was delivered to American Airlines as N1750B in May-91. The type didn't really fit in with American's fleet plans, they sold it (and the rest of their MD-11 fleet) six years later to FedEx Federal Express as N581FE in Feb-97. It was converted to freighter configuration with a main deck cargo door in May-97.
The aircraft was written off on 17-Oct-99 when it overran the runway on landing at Subic Bay (now Clark Airport), Philippines. Due to an un-noticed air speed indicator error. the aircraft landed too fast and overran the runway, hitting a concrete post and slamming into a wire fence before plunging into the bay. All of the aircraft was submerged, 10 m offshore, except for the flight deck. The two flight crew survived.
Replacing those very tired looking omnidekkas since brand new, a smarter looking Pink line takes place in the roads around Bilborough and the city centre. Think pink as you can guarantee a smooth ride with free wifi and USB onboard. And a perfect day to photograph these as they look super smart.
no. YN19 EFO
Replacing an earlier scanned photo with a better version 16-Dec-21.
'Thar - Colours of the Desert' special tail livery.
This aircraft was built as a 'Combi' with a main deck side cargo door (SCD), it was delivered to PIA Pakistan International Airlines as AP-BAK in Jul-79.
It was removed from scheduled services in Mar-08 but continued in service on bloodstock (Horses!) charters and Haj Pilgrimage flights.
It was permanently retired at Karachi, Pakistan in mid 2011 after 32 years in service and was broken up there in Aug-13.
Replaced an earlier scanned slide with a better version 21-Jan-15, plus Topaz DeNoise AI 19-Jul-23.
The idea here was to sling a rope over the tail with 6 loaders hanging on to it and use a rope on the nosewheel leg tied to a tractor to put it back upright... Until the flight engineer suggested that if it tipped too quickly the nosewheel leg could be pushed up through the flight deck floor!!! So on to 'Plan B'... (see next photo)
Camera: 24Squared
Lens: .10mm pinhole
Film: Eastman 5220
Developer: Xtol
Scanner: Epson V600
Photoshop: Curves, Healing Brush (spotting)
Cropping: None
Replacing an earlier photo from May-17 with a better version.
Named "Jet2 Lanzarote".
First flown with the Boeing test registration N1786B, this aircraft was delivered to The Dart Group LLC and leased to Jet2.com as G-JZHZ at the end of Apr-17. Current (May-17).
Replacing an earlier scanned photo with a better version 08-Oct-20.
Fleet No: "7AA".
This aircraft was delivered to American Airlines as N770AN in Jan-99. It was withdrawn from service and stored at Mobile - Downtown (BFM), AL, USA in Mar-20 as a result of the COVID-19 Pandemic. It was moved to Roswell, NM, USA in Aug-20 (I'm not sure if that's a permanent retirement as Roswell is normally where American's aircraft go at the end their lives...). Stored, updated (Oct-20).
The Nordap motor transformed a normal bicycle into a motor bike of sorts. The entire front wheel was replaced and a petrol tank and some controls added. The one cylinder, two-stroke motor had an engine volume of 25 cc and delivered 0.9 hp. The petrol tank with a capacity of 1.3 litres of 1:25 mixture provided a range of 100 km. Its weight of 6.5 kg and the significant angular momentum at that location made the bicycle rather tricky to steer and control, but given the choice between that and having to pedal it might still have been considered worth it.
However, not many Nordap auxiliaries were sold. I guess it came just a few years too late. Had it been on the market in 1947 or 1948, when the disposable income of most Germans was too low even for the cheapest motor bike, this might have sold, but after 1949 the post-war economic boom had started and people would have preferred buying a motor bike or even a small car in instalments. From the mid-50s onwards, the entire motor bike market went into a slump because people wanted cars.
The Nordap company made many, mostly automotive components in the town of Ladenburg.
Seen at Automuseum Dr. Carl Benz, Ladenburg, Baden Württemberg, Germany
Camera: Leicaflex SL2 (Leica ID 10022), made in 1975
Lens: Leica Summicron-R-II 50mm (11216), made in 1978
Kodak Portra 800 professional grade colour negative film
Developed and scanned by www.meinfilmlab.de
Replacing an earlier scanned photo with a better version.
Shame this isn't in sharper focus! Ah well, such is life!
Replacing an earlier digital photo with a better version 18-Apr-24.
Named: "Al-Wuseil".
First flown as an A330-203 with the Airbus test registration F-WWKU, this aircraft was delivered to Qatar Airways as A7-ACD at the end of Mar-03. It was sold to Doha Leasing (A330) Ltd on delivery and leased back to Qatar Airways.
It was converted to A330-202 standard in Sep-04 to bring it in line with the rest of the Qatar A330-200 fleet. It was returned to the lessor in May-18 and sold to Wilmington Trust SP Services (Dublin) Ltd as EI-GGP in Jun-18.
The aircraft was leased to Air Italy (Italy) a few days later. Air Italy ceased operations on 11-Feb-20, just at the start of the COVID-19 Pandemic (Italy suffered very badly early on).
It was returned to the lessor and stored at Doha, Qatar. The aircraft was 'leased' to Qatar Airways as A7-ACR in Nov-20, although it never entered service. It was ferried to Teruel, Spain in Dec-20 and permanently retired. It was broken up at Teruel in Sep-21. Updated 01-Apr-24.
Replacing an earlier scanned photo with a better version 27-Sep-17, plus DeNoise AI 17-Feb-23.
Operated by Wings West Airlines until May-98 when American Eagle took over the operation themselves.
I've stopped doing histories on the 'small stuff', they're far too confusing and take too long to sort out!
Replacing an earlier scanned photo with a better version 26-Apr-19, plus Topaz DeNoise AI 22-Jul-23.
Operated by Air Atlanta Icelandic on behalf of Virgin Atlantic Airlines in partial Saudia livery (dark green tail) with partially painted Air Atlanta Icelandic titles.
First flown with the Boeing test registration N6018N, this aircraft was delivered to ILFC International Lease Finance Corporation and leased to VARIG Airlines Brasil as PP-VOB in May-88.
It was returned to ILFC as N824DS in Jan-00. Two weeks later it was leased to Air Atlanta Icelandic as TF-ATI. The aircraft was wet-leased to Saudi Arabian Airlines for a Haj Pilgrimage operation between Feb/Apr-00.
In Jul-00 it was wet-leased to Virgin Atlantic Airways and returned to Air Atlanta in Nov-00. It was immediately placed on a long-term wet-lease with Iberia between Jan-01/Nov-05. On its return the aircraft was due to be stored at Marana, AZ, USA but then operated another Haj Pilgrimage wet-lease for Saudia between Dec-05/Feb-06.
It was wet-leased again to Iberia between Apr/May-06 and then at the end of May-06 it was wet-leased, long-term, to Saudi Arabian Airlines.
On it's return to Air Atlanta in Mar-10, the aircraft was permanently retired at Roswell, NM, USA. It was last noted still at Roswell in Dec-10, missing engines, nosecone and many other parts.
Replacing an earlier digital photo with a better version 01-May-20.
Named: "City of Groningen".
First flown with the Fokker test registration PH-EXP, this aircraft was delivered to Austrian Air Services as OE-LFD in Jan-89 and operated on behalf of Austrian Airlines. Austrian Air Services was merged into Tyrolean Airways in May-94 and services for Austrian Airlines continued.
It was returned to Austrian Airlines in May-96. The aircraft was due to be leased to Denim Air (Netherlands) as PH-DMD but the lease was cancelled and it was leased to Skyways (Sweden) as SE-LEM in Apr-97.
It was returned to Austrian Airlines in Jan-99 and leased to Denim Air as PH-DMD the same day and operated on behalf of European Air Express. It returned to Denim Air in Aug-99 and was wet-leased to Air Nostrum (Spain).
Austrian Airlines sold the aircraft to Elmo Aviation Ltd in Nov-00 while the lease to Denim Air and sub-lease to Air Nostrum continued. It was returned to Denim Air and Elmo Aviation in May-01 and stored at Eindhoven, Netherlands.
It was re-registered TF-JMG in Sep-01 and eventually leased to Air Iceland (Flugfelag Islands) in Apr-02. It was wet-leased to Air Adriatic in Apr-04, short term.
The aircraft returned to the lessor in Jul-04 and was due to be leased to Air Baltic as YL-BAX but the lease was cancelled and it was leased to VLM Vlaamse Luchttransport Maatschappij (Belgium) as OO-VLM in Sep-04.
VLM was merged into CityJet (Ireland) in Nov-09. However it separated again under new management, becoming VLM again in Apr-15. Unfortunately that version of VLM ceased operations in Jun-16 (see note below).
The aircraft was returned to the lessor and stored at Saarbrucken, Germany. The aircraft was sold to Air Panama as HP-1992PST in Jan-17 and stored at Panama City's Paitilla Airport.
I can't find any evidence of it entering service and I'm assuming it was used as a spares source (it was 29 years old by that time). Updated 04-Jan-23.
Note: When you scratch the surface of VLM in it's later years, there were many owners and airlines involved including KLM/Air France, CityJet (also owned by KLM/Air France), a Management Buy-out, a German company and others. It's very complicated and, to be honest, of no real interest to the average aviation enthusiast.
The Jaguar programme began in the early 1960s, in response to a British requirement (Air Staff Target 362) for an advanced supersonic jet trainer to replace the Folland Gnat T1 and Hawker Hunter T7, and a French requirement (ECAT or École de Combat et d'Appui Tactique, "Tactical Combat Support Trainer") for a cheap, subsonic dual role trainer and light attack aircraft to replace the Fouga Magister, Lockheed T-33 and Dassault Mystère IV. In both countries several companies tendered designs: BAC, Hunting, Hawker Siddeley and Folland in Britain; Breguet, Potez, Sud-Aviation, Nord, and Dassault from France. A Memorandum of Understanding was signed in May 1965 for the two countries to develop two aircraft, a trainer based on the ECAT, and the larger AFVG (Anglo-French Variable Geometry)
Cross-channel negotiations led to the formation of SEPECAT (Société Européenne de Production de l'Avion d'École de Combat et d'Appui Tactique – the "European company for the production of a combat trainer and tactical support aircraft") in 1966 as a joint venture between Breguet and the British Aircraft Corporation to produce the airframe. Though based in part on the Breguet Br.121, using the same basic configuration and an innovative French-designed landing gear, the Jaguar was built incorporating major elements of design from BAC – notably the wing and high lift devices.
Production of components would be split between Breguet and BAC, and the aircraft themselves would be assembled on two production lines; one in the UK and one in France, To avoid any duplication of work, each aircraft component had only one source. The British light strike/tactical support versions were the most demanding design, requiring supersonic performance, superior avionics, a cutting edge nav/attack system of more accuracy and complexity than the French version, moving map display, laser range-finder and marked-target seeker (LRMTS). As a result, the initial Br.121 design needed a thinner wing, redesigned fuselage, a higher rear cockpit, and after-burning engines. While putting on smiling faces for the public, maintaining the illusion of a shared design, the British design defacto departed from the French sub-sonic Breguet 121 to such a degree that it was for all intents and purposes a new design.
A separate partnership was formed between Rolls-Royce and Turbomeca to develop the Adour afterburning turbofan engine. The Br.121 was proposed with Turbomeca's Tourmalet engine for ECAT but Breguet preferred the RR RB.172 and their joint venture would use elements of both. The new engine, which would be used for the AFVG as well, would be built in Derby and Tarnos.
Previous collaborative efforts between Britain and France had been complicated – the AFVG programme ended in cancellation, and controversy surrounded the development of the supersonic airliner Concorde. Whilst the technical collaboration between BAC and Breguet went well, when Dassault took over Breguet in 1971 it encouraged acceptance of its own designs, such as the Super Étendard naval attack aircraft and the Mirage F1, for which it would receive more profit, over the Anglo-French Jaguar.
The initial plan was for Britain to buy 150 Jaguar "B" trainers, with its strike requirements being met by the advanced BAC-Dassault AFVG aircraft, with France to buy 75 "E" trainers (école) and 75 "A" single-seat strike attack aircraft (appui). Dassault favoured its own Mirage G aircraft above the collaborative AFVG, and in June 1967, France cancelled the AFVG on cost grounds. This left a gap in the RAF's planned strike capabilities for the 1970s at the same time as France's cancellation of the AFVG, Germany was expressing a serious interest in the Jaguar, and thus the design became more oriented towards the low-level strike role.
The RAF had initially planned on a buy of 150 trainers; however, with both TSR2 and P.1154 gone, the RAF were looking increasingly hard at their future light strike needs and realizing that they now needed more than just advanced trainers with some secondary counter insurgency capability. The RAF's strike line-up was at this point intended to consist of American F-111s plus the AFVG for lighter strike purposes. There was concern that both F-111 and AFVG were high risk projects and with the French already planning on a strike role for the Jaguar, there was an opportunity to introduce a serious backup plan for the RAF's future strike needs - the Jaguar.
While the RAF had initially planned to buy 150 trainers, the TSR2 and p.1154 were gone, and believing that both the US F-111 and AFVG were high-risk programs, and with the French already planning a strike role for their Jaguar, the MOD suddenly realized they were in bad need of a new light strike aircraft capable of delivering tactical nuclear weapons. As a result, by October 1970, the RAF's requirements had changed to 165 single-seat strike aircraft and 35 trainers.
The Jaguar was to replace the McDonnell Douglas Phantom FGR2 in the close air support, tactical reconnaissance and tactical strike roles, freeing the Phantom to be used for air defence. Both the French and British trainer requirements had developed significantly, and were eventually fulfilled instead by the Alpha Jet and Hawker Siddeley Hawk respectively. The French, meanwhile, had chosen the Jaguar to replace the Aeronavale's Dassault Étendard IV, and increased their order to include an initial 40 of a carrier-capable maritime version of the Jaguar, the Jaguar M, for the Aeronavale. From these apparently disparate aims would come a single and entirely different aircraft: relatively high-tech, supersonic, and optimised for ground-attack in a high-threat environment.
Replacing an earlier scanned slide with a better version 10-Feb-15, plus Topaz DeNoise AI 17-Jun-23. A bit blurred!
With additional 'On Charter to C.A.A.C' (Central African Airlines Corporation) stickers.
This was parked outside the British Eagle hangars at London-Heathrow being serviced with British Eagle equipment. As the rest of the BOAC DC-7C fleet had been disposed of by spring 1964, I think Eagle had a maintenance contract for the remaining 2 freighters which were in service until spring 1965. As the stickers say, it was being 'Operated for C.A.A.C.' (Central African Airways Corporation).
This aircraft was delivered new to BOAC in Apr-57 and was in passenger service for just three and a half years before it was converted into a freighter with 2 main-deck cargo doors by the Douglas Aircraft Company at their Santa Monica, CA, plant in Dec-60.
It continued in service with BOAC Cargo until it was sold to Universal Trading Corp (USA) in May-65. It was transferred to FB Ayer & Associates the same month as N16465. It was leased to Airlift International in Jan-66, returning to FB Ayer in Sep-66.
The following month it was leased to International Aerodyne and sub-leased back to Airlift International. It was returned to FB Ayer in Sep-67. In Feb-68 it was leased to Air Caribbean Transport as 6Y-JFK and returned to FB Ayer in Apr-70, again as N16465 and was stored at Tucson, AZ, USA.
It was sold to Onyx Aviation in Mar-78 and sold again in Nov-78 to ComTran Inc and sold again to La mancha Aire Inc in Dec-81. Finally, it was sold to Paterson Aircraft Corp in Sep-83. It was later stored again at Miami and broken up there in Dec-92.
replaced with a cropped version. i kept looking at the thumbnail of the original like, "wait...i think this actually looks better."
Replacing an earlier digital photo with a better version, plus Topaz DeNoise AI 28-May-25.
This aircraft was delivered to Asiana Airlines as HL8254 in Jul-12. Current, updated 28-May-25.
Replacing an earlier digital photo with a better version 27-Sep-20.
Operating on behalf of CMTA Compagnie Mauritanienne de Transport Aerien
Also recently replaced has been the old Leyland 6x4 whale bodied water bowser. She has been replaced with this very neat looking 4x2 DAF LF based water bowser SY09AWZ seen to the rear of Inverness Fire Station
Replacing an earlier scanned photo with a better version 25-Aug-19.
First flown with the Fokker test registration PH-EZA, this aircraft was delivered to ILFC International Lease Finance Corporation and leased to MALEV Hungarian Airlines as HA-LMC in Mar-96. It was returned to the lessor in Mar-10 and leased to Carpatair (Romania) as YR-KMC in Jun-10. The aircraft returned to the lessor in Jan-13 and was sold to Alliance Airlines (Australia) as VH-QQW the following month. It was ferried from Perth (WA) to Norwich (UK) in Jul-19 and is currently stored at Norwich. Updated (Aug-19).
The mute swan (Cygnus olor) is a species of swan and a member of the waterfowl family Anatidae. It is native to much of Eurosiberia, and (as a rare winter visitor) the far north of Africa. It is an introduced species in North America – home to the largest populations outside of its native range – with additional smaller introductions in Australasia and southern Africa. The name 'mute' derives from it being less vocal than other swan species. Measuring 125 to 170 cm (49 to 67 in) in length, this large swan is wholly white in plumage with an orange beak bordered with black. It is recognizable by its pronounced knob atop the beak, which is larger in males.
Mute swan sub-fossils, 6,000 years old, have been found in post-glacial peat beds of East Anglia, Great Britain. They have been recorded from Ireland east to Portugal and Italy, and from France, 13,000 BP (Desbrosse and Mourer-Chauvire 1972–1973). The paleosubspecies. Cygnus olor bergmanni, which differed only in size from the living bird, is known from fossils found in Azerbaijan. Cygnus Falconeri, another paleosubspecies from the Mediterranean islands of Malta and Sicily, may have been even bigger (one third bigger than Cygnus olor) and flightless.
Adults of this large swan typically range from 140 to 160 cm (55 to 63 in) long, although can range in extreme cases from 125 to 170 cm (49 to 67 in), with a 200 to 240 cm (79 to 94 in) wingspan. Males are larger than females and have a larger knob on their bill. On average, this is the second largest waterfowl species after the trumpeter swan, although male mute swans can easily match or even exceed a male trumpeter in mass. Among standard measurements of the mute swan, the wing chord measures 53–62.3 cm (20.9–24.5 in), the tarsus is 10–11.8 cm (3.9–4.6 in) and the bill is 6.9–9 cm (2.7–3.5 in).
The mute swan is one of the heaviest flying birds. In several studies from Great Britain, males (known as cobs) were found to average from about 10.6 to 11.87 kg (23.4 to 26.2 lb), with a weight range of 9.2–14.3 kg (20–32 lb) while the slightly smaller females (known as pens) averaged about 8.5 to 9.67 kg (18.7 to 21.3 lb), with a weight range of 7.6–10.6 kg (17–23 lb). While the top normal weight for a big cob is roughly 15 kg (33 lb), one unusually big Polish cob weighed almost 23 kg (51 lb) and this counts as the largest weight ever verified for a flying bird, although it has been questioned whether this heavyweight could still take flight.
Young birds, called cygnets, are not the bright white of mature adults, and their bill is dull grayish-black, not orange, for the first year. The down may range from pure white to grey to buff, with grey/buff the most common. The white cygnets have a leucistic gene. Cygnets grow quickly, reaching a size close to their adult size in approximately three months after hatching. Cygnets typically retain their grey feathers until they are at least one year old, with the down on their wings having been replaced by flight feathers earlier that year.
All mute swans are white at maturity, though the feathers (particularly on the head and neck) are often stained orange-brown by iron and tannins in the water.
The mute swan is found naturally mainly in temperate areas of Europe then across the Palearctic as far east as Primorsky Krai, near Sidemi.
It is partially migratory throughout northern latitudes in Europe and Asia, as far south as North Africa and the Mediterranean. It is known and recorded to have nested in Iceland and is a vagrant to that area as well as to Bermuda, according to the UN Environment Program chart of international status chart of bird species, which places it in 70 countries, breeding in 49 countries, and vagrant in 16 countries.[citation needed] While most of the current population in Japan is introduced, mute swans are depicted on scrolls more than 1,000 years old, and wild birds from the mainland Asian population still occur rarely in winter. Natural migrants to Japan usually occur along with whooper and sometimes Bewick's swans.[citation needed]
The mute swan is protected in most of its range, but this has not prevented illegal hunting and poaching. It is often kept in captivity outside its natural range, as a decoration for parks and ponds, and escapes have happened. The descendants of such birds have become naturalized in the eastern United States and Great Lakes, much as the Canada goose has done in Europe.
For more information, please visit en.wikipedia.org/wiki/Mute_swan