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Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 19-Nov-23.
Boeing 707-300C's were all built with a main deck cargo door and could be used for either passengers or freight. This aircraft was delivered to Northwest Orient Airlines as N376US in Nov-67.
It was sold to BWIA International (Trinidad & Tobago) as 9Y-TEK in May-75. In Mar-82 it was sold to Caribbean Air Cargo (Barbados) as 8P-CAD and converted to a full freighter configuration with the cabin windows replaced with blanks.
The aircraft was sold to Dynair Tech of Florida Inc in Oct-89 and stored. It was sold to Skyways International in Dec-90 and in May-91 it was sold to First City Texas Houston as N707KV. It was transferred to New First City Texas Houston in Nov-92 and stored at Athens, Greece.
In Feb-94 it was sold to Nordstrom Holdings and leased to TAAT Trans Arabian Air Transport as ST-ANP. The aircraft was sold to TAAT Uganda as 5X-ARJ and leased back to Trans Arabian (Sudan) in Dec-96 (when Sudan registered aircraft were banned from Europe).
It was re-registered ST-ANP again in Apr-99 when Trans Arabian Air Transport (Sudan) bought it. The aircraft was damaged beyond repair just 4 months later, in Aug-99, when it landed with a strong tailwind at Juba, South Sudan and overran the end of the runway.
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 10-Apr-24. Slightly blurred!
Named: "Luiz Vaz de Camoes".
First flown with the Airbus test registration D-AVZI, this aircraft was delivered to TAP Air Portugal as CS-TJF in Jan-01. Current, updated 10-Apr-24.
Replacing an earlier digital photo with a better version 27-Dec-24.
This aircraft was delivered to PIA Pakistan International Airlines as AP-BGJ in Jan-04. It was withdrawn from service and stored at Karachi, Pakistan in Jul-24. Stored, updated 27-Dec-24.
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 10-Aug-21.
-Delft Blue Daybreak- Netherlands World Tail livery.
This aircraft was delivered to British Airways as G-BGDF in Mar-80. It was sold to a lessor in Mar-90 and leased back to British Airways. It was returned to the lessor in Oct-00 and stored the following month.
The aircraft was re-registered N902PG in Mar-01 and re-registered again as N954PG in Jun-01. It was leased to Aerolineas Argentinas as LV-ZYG in Nov-01. The aircraft was permanently retired at Buenos Aries-Ezieza International, Argentina in Mar-09.
Note: The aircraft was disassembled in 2012 and moved by road Jul-13 to Villa Martelli in Buenos Aries where it was reassembled and displayed at the Tecnopolis Fair in new blue & white Aerolineas Argentinas livery. It was disassembled again and moved by road 09-Apr-14 to Moron where it was reassembled and repainted in fictitious 'Sudamerican Airlines' livery to appear in an episode of the Argentine TV Show 'Showmatch'. In Jul-14 it was moved back to the Villa Martelli
Replacing an earlier digital photo with a better version 16-Sep-22.
Operating a sub-charter for Thomas Cook Airlines UK.
Named: "Tato Goya".
This aircraft was delivered to ILFC International Lease Finance Corporation and leased to Icelandair as TF-FIK in Mar-96. It was returned to the lessor in Mar-07 and immediately leased to flyGlobespan.com (UK) as G-CEJM.
It returned to the lessor in Apr-09. In May-09 the aircraft was leased to Mint Airways (Spain) as EC-LBC. It was wet-leased to PAL Aerolinea Principal (Chile) between Jan/Feb-11. It was also wet-leased to Thomas Cook Airlines UK between May/Sep-11.
Also in Sep-11 it was wet-leased, short-term, to RAK Airways (UAE). In Oct-11 the aircraft was wet-leased to Comtel Air (Austria), however they ceased operations on 14-Nov-11 and the aircraft was impounded at Amritsar, India. It was returned to Mint Airways in early Dec-11.
Mint Airways ceased operations in May-12, the aircraft was returned to the lessor and stored at Madrid, Spain. It was re-registered N391LF in Aug-12 and ferried to Goodyear, AZ, USA in Sep-12 for further storage.
The aircraft was sold to Erickson Aviation in Mar-13 and converted to freighter configuration with a main deck cargo door in Dec-13. It was sold to DHL Aviation (Netherlands) BV in Jan-14 and leased to Blue Dart Aviation (India) as VT-BDQ two days later. Blue Dart operate it on behalf of DHL. Current, updated 16-Sep-22.
The wheelbarrow worked at detering our Brush Turkey for one day; he is back at work, actually digging under the 'barrow!
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Not much light so, VR, 400 ISO. and a squeeze in CS-4. Not the crispest of images but it catches the moment! What a persistent fellow (devil)! Go back 2 frames for a view of the 'barrow freshly installed!
Replacing an earlier digital photo with a better version 26-Mar-23.
On the tail you can just make out the Goodjet logo under the thin layer of paint.
First flown in Oct-90 with the Airbus test registration F-WWIY, this aircraft was delivered to GATX Leasing and leased to LACSA (Costa Rica) as N482GX in Dec-90, it was wet-leased to Aero Quetzal in Sep-91 and returned to LACSA in Oct-91.
It was returned to the lessor in Jan-95 and leased to Air Charter (France) as F-GLGN in Feb-95. It was returned to the lessor in Nov-98 and stored. The aircraft was leased to Air Europe SpA (Italy) in Apr-99 and returned to the lessor in Apr-01.
Then it was leased to Canada 3000 Airlines as C-GVXH. Canada 3000 ceased operations in Nov-01 in the aftermath of the 911 terrorist attacks in the USA. The aircraft was returned to the lessor and initially stored at Toronto, ON, Canada.
It was moved to Toulouse, France in Apr-02 and re-registered F- GKCI the following month. It was re-registered F-WKCI in Aug-02 before being leased to Transair Sweden as SE-RCG in Oct-02. On delivery to Transair, it was immediately wet-leased to Goodjet (Norway).
Transair Sweden ceased operations for Goodjet in Dec-02 due to a US$ 3 million debt (they were declared bankrupt in Jan-03). Goodjet also ceased operations and were declared bankrupt the same month!
The aircraft was repossessed by the lessor and stored at Bordeaux, France. It was leased to Free Bird Airlines (Turkey) as TC-FBE in Nov-03. It was returned to the lessor and stored at Goodyear, AZ, USA in Oct-11. The aircraft was sold to AeroTurbine Inc as N216AT and permanently retired. It was broken up at Goodyear in late 2012.
Replacing an earlier scanned photo with a better version 10-Jun-21, plus Topaz DeNoise AI 22-Sep-23.
'Blue Poole', England World Tail livery. The tail scheme appears to be a lighter blue compared to the same livery on other aircraft.
First flown in Oct-82, this was a very early B757 (c/n 9), it was British Airways first Boeing 757 (although it was the fourth to be delivered after G-BIKB/C/D) and was delivered as G-BIKA in Mar-83.
It was sold to DHL (Holdings) UK in Jul-00 and stored at Wichita, KS, USA until it was converted to freighter configuration with a main deck cargo door in Feb-01. It was leased to EAT European Air Transport as OO-DLN in Mar-01 and operated on behalf of DHL Europe.
The aircraft was transferred to EAT Leipzig GmbH (European Air Transport Germany) as D-ALEA in Mar-10 while operations for DHL Europe continued. In Mar-16 it was transferred to DHL (Holdings) UK as G-BIKA again and continued until it was permanently retired at Madrid, Spain, in Dec-16 after almost 34 years in service. The registration was cancelled in Aug-17.
Replacing an earlier scanned photo with a better version 09-Apr-14.
Operated as a freighter by Baltic Airlines, it's seen here still in the basic livery of Manx Airlines, it's previous operator.
This was quite a late build Viscount which first flew in Aug-59. Originally ordered by Trans Australia Airlines as a Viscount 816, it should have become VH-TVR but the order was cancelled before delivery.
It was initially stored and then converted to a type V.836 in Apr-60 and sold to the Union Carbide Corporation for executive operation as N40N in May-60. It was sold to the Royal Australian Air Force in Aug-64 as A6-435 and operated for five years until it was sold in the USA in Nov-69 as N40NA to the Alda Corporation.
It returned to Australia the following month as VH-EQP with Jet Air Australia and was sold to the Brins Finance Corporation in Sep-70 and sold on the same day to Gates Aviation Turbine Propeller Sales.
In Jun-71, continuing it’s ‘executive’ role, it was sold to The Sultan of Oman’s Air Force serialled ‘501’. In Sep-78 it was sold to Royal Swazi National Airways as 3D-ACM but the sale was never completed and the aircraft stayed in Oman until Mar-79 when it was sold to British Midland Airways in the UK as G-BFZL.
The aircraft was briefly leased to BMA subsidiary Manx Airlines in Oct/Nov-83 and then leased to them again in Nov-85. In May-86 it was sold to British Aerospace (BAe), leased back to BMA and sub-leased to Manx Airlines, all on the same day.
It continued in service with Manx until it was returned to BAe in Nov-88 and immediately leased to Baltic Airlines. It was briefly sub-leased to Manx Airlines again in Apr/May-90 (when this photo was taken).
In May-90 Baltic Airlines was merged into British Air Ferries who changed their name to British World Airlines in Apr-93. In Apr-97 it was sold to Heli-Lift Ltd and leased to their subsidiary Heli Jet Aviation.
In Mar-98 it was transferred to their South African division as ZS-NNI and was later stored at Lanseria, South Africa, until it was sold to Trans Inter Congo in Nov-02 as 9Q-CGL. In Apr-03, now 44 years old, it was written off in a take-off accident in the Democratic Republic of Congo.
Stagecoach South East / East Kent Scania N250UD enviro400 MMC 15272.
These new buses replaced the GN09 batch of Scania n230uds that previously ram the breeze route.
These new buses are very nice, they feature high back seats, wifi, USA ports, tinted windows, and air conditioning. They've got some unique things as well, the stop button goes "ding ding" as if it was an old half cab which I think is rather nice. I think the doors also make a sound when they open so that's also nice.
You might be wondering how are they to ride on, in my opinion, these are amazing.
They are incredibly smooth, they are very very comfortable, they are quiet, the only thing making noise is the air con unit. They are very very powerful buses. in 1st gear they are rather slow of the line, but once they get up to higher revs, they take off. They sound very nice as well. These are awesome buses.
Replacing an earlier scanned photo with a better version 16-Apr-17, plus Topaz DeNoise AI 06-Jan-24.
Japan Airlines had some of their late-build B747-100's built with the -300 series stretched upper deck for use on high density domestic services. KLM were the only other airline to have some of their B747-200's modified to 'SUD' standard.
First flown with the Boeing test registration N6009F, this aircraft was delivered to JAL Japan Airlines as JA8170 in Mar-86. When JAL split the company into Domestic and International divisions in Jan-04 it was transferred to the International division.
The aircraft was sold to Orient Thai Airways as HS-UTQ in Dec-06 and it was transferred to their subsidiary company 'One-Two-Go by Orient Thai' in early 2007.
The company ceased trading in Jul-08 and the aircraft was permanently retired and stored at Bangkok (DMK), Thailand. It was broken up there in Jul/Aug-10.
The forward fuselage, including the upper deck, was transported by road to the Bangkapi District of Bangkok where it joined the fuselages of two of One-Two-Go's MD-83's. It was noted still there in mid 2016.
(Former) English, Scottish & Australian Bank:
Historical evidence indicates that this building was constructed around 1882 for Philip Bolger, a grocer, who acquired the land from James Gibbon in that year. Bolger borrowed £3,000 from Gibbon in the same year he bought the land – possibly to finance construction of this two storey masonry building. The building was constructed during a period of growth and economic confidence which stimulated the expansion of Fortitude Valley.
Fortitude Valley was established during the 1850s, spurred by Lang’s Scottish Presbyterian immigrants who were denied land grants by the colonial government. Schools and churches were established during the 1860s with the census of 1861 reporting a population in the district of over 1300. The 1880s was a time of great commercial and residential growth in the Fortitude Valley area as both the population and the economy boomed. The imposing new Holy Trinity Catholic Church replaced the existing one in 1882 and large ornate hotels such as the Empire, the Prince Consort and the Wickham were constructed to cater to the rapidly growing population. New commercial premises were also erected to take advantage of the economic prosperity.
Early photographs show that Bolger’s building was originally more ornate, in keeping with the flamboyant style favoured in the 1880s. It had two triangular pediments, the bases of which are still evident today.
Bolger occupied the building until the 1890s when it was taken over by Jason Yetting and Son, Tea Importers. During the later half of the 1890s the building was used as a boot warehouse then from 1901 until 1920 by Albert Goodall, a bootmaker. Another boot manufacturer, John Charity, gained title to the property in 1920 and he ran his business from these premises until 1926.
In 1927 the building was converted to a bank after the English, Scottish and Australian Bank gained title in that year. This is likely to have been the period in which the alterations to the building’s external features took place. Like the 1880s, the 1920s were a time of economic confidence, particularly in the Valley which now rivalled the CBD as a major shopping precinct.
The English Scottish and Australian Chartered Bank was incorporated in the United Kindgom in 1852. On 21 August 1893 the English Scottish and Australian Bank Limited was established in Australia, based in Melbourne. It went on to have 104 branches spread throughout Victoria, New South Wales, South Australia and Queensland.
In the 1920s, the bank expanded, acquiring the London Bank of Australia, the Commercial Bank of Tasmania and the Royal Bank of Australia. This boom ended with the 1930s depression. Wartime controls limited the bank’s revival and the 1950s witnessed a period of turbulent growth. On 10 December 1968 the English Scottish and Australian Bank merged with ANZ.
The building at 100 Wickham Street was sold to Lanart Pty Ltd in 1973 and changed hands again in 1983. From the 1990s to the present, the building has been occupied by “Monty”, a second hand dealer and pawnbroker.
Muller Brothers Building:
Until the mid-1880s, Wickham Street was a quiet and sparsely populated street. Although the section between Duncan and Brunswick Streets hosted the Roman Catholic chapel from the late 1850s and the Prince Consort hotel from the early 1860s, Anne Street (as it was then spelled) was the main commercial district of Fortitude Valley. The Valley itself was a quiet and sparsely populated town until the 1880s, when an economic boom encouraged the construction of brick and stone buildings, replacing wooden ones. Residents of the Valley also began demanding better services, including improved transport, roads and sewage systems. The boom also assisted the development of Wickham Street, which became an increasingly important retail area from the 1880s.
Phillip Bolger obtained title to the site in April 1882, with the help of a £3,000 mortgage, and ran an oyster saloon on the site. The property was sold in 1885, firstly to Benjamin Waylett in May and then to John Watson in July. The site was located between stores run by drapers Quinn and Moylan and the former Roman Catholic Chapel.
The building was constructed for John Watson in 1886. Watson was a renowned figure in nineteenth century Brisbane, a Scottish immigrant whose varied career included roles as contractor, former lessee of the Bulimba Hotel and ferry and postmaster of the Breakfast Creek area. In the 1880s he began his first forays into his career as politician, elected to the Bulimba Divisional Board. He had become its chairman in 1885, when a financial scandal erupted and caused the resignation of all board members. Watson disclaimed knowledge of the problem (defrauding the Treasury) and was reinstated to the Board. In 1886 he was a member of the Booroodabin Divisional Board and stood for election for the seat of Fortitude Valley, which had been vacated after the sudden death of Francis Beattie.
Tenders were called in March for the construction of two two-storey brick stops for J. Watson, Esquire, by renowned and flamboyant architect Andrea Stombuco, who was also the Catholic Diocesan architect. Stombuco, like Watson, attracted a great deal of notice in nineteenth century Brisbane society, infamous for his fiery temper and his manner of dressing. He was also responsible for the design of several heritage listed buildings, including St Patrick’s Church in the Valley (1882) [600210]; St Francis Xavier Church, Goodna (1881) [600553]; Heckelmann’s Building, Brisbane (1884) [600104]; and a residence, Bertholme (1883) [600263]. Stombuco began practising with son Giovanni in 1886 (Watson’s building being one of its first commissions) and the partnership was responsible for the design of, inter alia, St Joseph’s Catholic Church at Kangaroo Point and St Joseph’s Christian Brothers’ College at Nudgee, before Andrea Stombuco left Brisbane for Perth and Giovanni Stombuco retired.
Watson’s choice of Stombuco to design his new building may have been influenced by his long connection with the architect. In his work as a contractor, Watson had worked with Stombuco on Benjamin Bros’ new warehouse (1884) and ‘Palma Rosa’, Stombuco’s residence (1887) [600219]. He was in attendance at the opening of the latter building in 1887, along with a number of other prominent contractors. Watson had also erected the new belfry for the new St Patrick’s church in 1886, a building which Stombuco had designed. Stombuco had also designed the Brunswick Street drapery of Watson’s father-in-law, John Gillies, in 1880.
The construction of Watson’s new building was preceded by excavation work, carried out by Cornelius Ryan. The presence of porphyry under the site necessitated blasting operations, which were commenced in early April. On 16 April a passer-by, Felix Henry, was killed by a large stone (estimated as weighing between 5-7lb) loosened by a blast. Watson’s name was not mentioned in newspaper reports of the blast, and Watson was not reluctant to mention in May that he was undertaking the construction of two new shops which would cost £3,000 and would help beautify Wickham Street. Despite this dedication to his ward, he lost the election by 26 votes. He later won the seat and represented the Valley in 1888.
The shops were finished and leased to tenants from around 1887. Watson’s father-in-law, Gillies, managed the lease of the building, known as ‘Watson’s buildings’. Although it was a single building, it contained two shops which were considered to be separate ‘buildings’. Each building contained six rooms, including a shop and dwelling and was described as being in the best part of Wickham Street, located next to drapers Quinn and Moylan and the former Catholic chapel. The building could also be accessed by a small laneway running behind the property, which backed onto the Valley rail line, under construction at the time Watson’s building was completed. Watson had been a member of the Valley Railway Committee and an active participant at meetings in the 1880s calling for a railway to be extended to the Valley. Although Watson had favoured a line through Petrie’s Bite and not through Watson’s properties, as the line eventually ran, he continued to support the railway and encourage the extension of the line to Bulimba, or at least to the Bulimba reach of the river. John McMaster, a fellow politician, later credited Watson with being instrumental in the development of the Valley railway.
From the 1890s, the building hosted a succession of Chinese merchant businesses. The presence of Chinese merchants in the Valley was not uncommon; the first Chinese shops had opened in the 1880s, located mainly along Wickham Street, and Chinese market gardeners worked on the edge of the Valley. However, the occupation of Watson’s buildings by Chinese merchants was somewhat unusual, as John Watson was the leader of the Valley branch of the Anti-Chinese League and had stirred up anti-Chinese sentiment in the months leading up to the 1888 elections. The first round of elections had culminated in an anti-Chinese riot on 5 May, in which a large group had run through the city and Valley damaging the shops of Chinese merchants. Watson, who had campaigned on a stance of removing the Chinese from the country, was elected to the seat of Fortitude Valley by a considerable margin a week after the riots. Police were positioned in front of every Chinese shop in the Valley on the evening of the election, discouraging any further damage from the ‘larrikin classes’. The Chinese Immigration Restriction Act 1888 was passed later in the year. Nevertheless, tea importer James Yeteng and merchants Wo Yick Chong and See War and Company ran their businesses in succession from one of the shops for ten years, from 1892-1902.
Watson’s building was occupied by small drapery businesses and Muller Brothers, importers, from 1902. The Muller brothers (Max and Emil) resided upstairs at number 194. A 1913 photograph of Wickham Street shows Watson’s buildings, Maher’s building and the Prince Consort Hotel.
Following the death of John Watson in 1912, the property and the McGeehin building next door were placed in trust. The remarriage of Watson’s wife Christina left her unable to inherit and the five remaining beneficiaries, Watson’s children, intended to divide the properties so that each owned one of the shops on Wickham Street. The new Undue Subdivision of Land Prevention Act 1923 passed by the City Council intended to restrict subdivisions to properties with over 20 foot frontages, but the Watson beneficiaries successfully appealed the Council’s decision in 1924. The Muller Brothers building was passed to Charles Ferrier Watson, who inherited shop 194, on 6.98 perches of land and George Alexander Hilliary Watson, who received shop 196 on 7.43 perches. The properties also carried charges in favour of Mary Murray (another of Watson’s children, who had not inherited a property) and Christina Scott, Watson’s widow.
The Watson brothers leased the properties separately, although to similar tenants who ran tailoring or drapery businesses, and from the 1940s cafes and saloons, which had become increasingly popular in the Valley. Both properties were sold in the late 1940s and alterations were made to the shop-front of 194 in 1950 (owned by M. Andronicos, 1948-1967) and 1956 (leased by G.F. Price); and to the shop-front of 196 in 1952 (owned by D. Mee Sing), to the café in 1953 (owned by Leonard Young) and to the awning in 1965 (owned by Joe Kong).
The shops continue to be owned separately and run as commercial properties (restaurants and cafes).
(Former) McGeehin & Co Building:
The McGeehin & Co building is located on the original site of the Fortitude Valley Roman Catholic Church and School, built in the late 1850s. The Valley had been settled by European immigrants in the late 1840s and the street, named Wickham after magistrate and surveyor Captain Wickham, was in existence as early as 1855, although it was only a dirt track which meandered through a series of private properties and terminated in a swamp. Churches and hotels appeared early in the development of the Valley, and along with small dwellings, the first buildings on Wickham Street included the Catholic Church and the adjacent Prince Consort Hotel, established around 1862. The church, a small wooden building with an attached schoolhouse, was the second Catholic Church and one of only fourteen churches in the Moreton Bay settlement by 1859. The population of Fortitude Valley increased over the ensuing two decades and although it was merely a small town in comparison with the central business district, the Catholic congregation outgrew the Wickham Street building. A new Cathedral designed by diocesan architect Andrea Stombuco was constructed in Morgan Street, near Ann Street. The new building was consecrated in December 1882 and the congregation removed there, while the school was continued by the Sisters of Mercy until 1887, when it moved from the ‘dilapidated buildings’ on busy Wickham Street to a new school house in Ivory Street. The new building, St Patrick’s Roman Catholic Church, is listed on the Queensland Heritage Register [600210]. The old church remained hidden but intact on the Wickham Street site until 1911, when work undertaken for the construction of new premises revealed the old wooden chapel.
With a large new church nearly ready for its parishioners, the Wickham Street land was offered for sale in September 1881. It passed through the hands of the church’s clergy before the property of one rood and 21 perches was sold to contract builder and politician John Watson in 1889.
Scottish-born Watson was a well-known figure in nineteenth and early twentieth century Brisbane. He had arrived in Queensland with his wife Eliza in 1864 and settled near the river on what is now Oxford St in Bulimba. By 1866 he had acquired a license for the Bulimba Ferry Hotel (later the Bulimba Hotel) and was the lessee of the Bulimba ferry. He was a man of many trades, having worked in the shipping and building industries, constructed the Victoria Bridge (1888-9) and several wharves and jetties around Brisbane, provided postal services for Breakfast Creek and Bulimba and served in various political functions, including chairman of the Balmoral and Bulimba Boards and a Member of the Legislative Assembly for the Valley Ward. Watson was politically conservative and a protectionist, claiming at a political meeting that he always bought from the Valley. On the other hand, he was not one to shy away from controversy and publicity: he was the head of the Anti-Chinese League, had been chairman of the Balmoral Board when it was involved in financial scandals, drove the Bulimba steam punt into the oncoming ship Wyandra, and was duped out of £100 on a trip to London in 1909. He also felt strongly that the Brisbane River should be kept clean, protesting the dumping of sewage into the river. Watson was married three times and died in 1912 at his Bulimba residence.
Watson’s connections with the Valley were significant. As its representative from 1888-1896, he was credited with having been instrumental in bringing the railway to the Valley. Watson had been vocal about the location of tramlines in the Valley and was among the deputation of ratepayers who approached the Mayor in 1903 about the possibility of commencing markets in the Valley. As a contractor he had constructed the belfry for the new Valley Catholic Church in 1886. He purchased multiple properties along Wickham Street from 1882 and in 1886 commissioned Andrea Stombuco to design two two-storey brick shops on the premises, now the heritage listed as Muller Brothers’ Buildings. Watson’s second wife Elizabeth Gillies was the daughter of a Brunswick Street draper and his father-in-law, John, managed the lease of the Wickham Street properties throughout the 1880s and 1890s.
The exact date of the construction of this building is unknown, although it was almost certainly between 1898, when the property was classified as vacant land, and 1905, when the Brisbane Courier provided a history of the old Wickham Street church and added that:
[t]he land in question is no longer devoted to religious purposes, for the hand of commerce had been laid upon it, and it is now occupied by business premises owned by Mr John Watson.
The buildings were probably constructed around 1902, coinciding with a flux of development on Wickham Street. Transportation to the Valley had swept away the isolation of the township, and the Valley had emerged as a prime shopping and industrial destination. Investors began to take advantage of the circumstances, with those lucky enough to own land in the street constructing newer, larger buildings on their sites to attract tenants and customers. In addition, many of the timber buildings that had survived the development boom of the 1880s were demolished in the 1900s and replaced by more substantial masonry buildings, as required for a First Class building area.
From 1902, the building was occupied by grocers McGeehin & Co and an oyster saloon. McGeehin was later joined by Tolman, who lived in the residential portion upstairs. The buildings, described after a fire in 1910 (which damaged only goods within the shop), were three two-storey shops with residential quarters upstairs, similar to the Muller Brothers building. It remained a grocery store and oyster bar well into the 1920s. A photograph of this building taken in 1913 from the McWhirters building, looking down Wickham Street, shows the distinctive facades of Watson’s buildings.
Following the death of John Watson in 1912, the property and the Muller building next door were placed in trust. The remarriage of Watson’s wife Christina prevented her from inheriting, so the five remaining beneficiaries intended to divide the properties so that each owned one of the shops on Wickham Street. The Council was reluctant to subdivide properties which were so small (each had a frontage to Wickham Street of less than twenty feet), but Watson’s beneficiaries successfully appealed the Council’s decision and the properties were subdivided in 1924. Joseph Gillies Watson inherited shop 202, Isabella Margaret Dobson (nee Watson) shop 200 and William Francis Watson inherited shop 198, each parcel comprising around 8 perches of land. The properties also carried charges in favour of Mary Murray (another of Watson’s children, who had not inherited a property) and Christina Scott, Watson’s widow.
Each new owner continued to lease the properties, particularly as cafes, restaurants and wine saloons, which became popular in the Valley in the 1930s and 1940s. The shop in the centre (200) was run as a wine saloon for close to forty years (c.1915–c.1954). Alterations to the shops fronts and awnings were undertaken in the 1950s and 1960s, as well as interior changes such as a toilet block added in 1955. The properties continue to be owned separately and are used for commercial and entertainment purposes.
Source: Brisbane City Council Heritage Register.
replaced the other sunset photo, i like this one better. i still have oodles of pictures to upload.
the last 6 days were the highlight of my summer.
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 11-Sep-24.
Named: "Esra".
A late build MD-88, this aircraft was delivered to Onur Air as TC-ONP in May-97. It was sold to Bukovyna Aviation (Ukraine) in Apr-11 as UR-CIZ.
By the following month it had found it's way to Iran and was wet-leased to Taban Air. Taban Air bought it in Jun-12 and it was re-registered EP-TBB. Current, updated 11-Sep-24.
Trundling south through the greenery of Sutton Park with a late running intermodal service from Bescot to Wembley is DB Schenker Class 66, 66025.
One of Britain's, and indeed Europe's, most numerous diesel locomotives, the Class 66 has become the face of nearly every freight operating rail company on the UK network, a simple, utilitarian design with an enormous, powerful engine. But with it's popularity among rail companies came a price, as it is often listed as one of the most hated locomotives ever to hit the UK rails, largely because of the slew of older BR classic locomotives it replaced from the late 1990's onward.
But is it really deserving of such a bum rap?
By the mid-1990's it was apparent that a majority of the ex-British Rail locomotives were well beyond their bloom of youth. Aside from the Class 58's of 1983, the Class 60's of 1989, and the American built Class 59's of 1985, most locomotives in the service of freight companies were coming up to 30 or 40 years old, and reliability was a major issue. Years of under-investment in the BR freight sector Railfreight Distribution, had resulted in a fleet comprised of decrepit diesels such as the Class 37's and Class 47's, being worked into the ground to keep the company rolling. Although the opening of the Channel Tunnel in 1994 was a catalyst to investments for freight trains working those particular trunk routes to the South East, with the construction of the Class 92's and the refurbishment of Wembley based Class 47's, the remainder of the freight operators, by this time led by shadow franchises Loadhaul, Transrail and Mainline, were left with a fleet that was slowly dying before their eyes. Class 47's, especially, needed a major overhaul every seven years, costing £400,000; yet had an average daily availability of less than 65% with only 16 days between major failures.
Enter Wisconsin Central, who, in 1996, bought the three franchises together with Railfreight Distribution and mail operator Rail Express Systems to create EWS, or English, Welsh & Scottish Railways. As part of the franchise commitment, the intention was to replace the ageing diesel fleet with a standard design that would reduce maintenance and operating costs substantially, with higher levels of reliability and efficiency. Looking at the fleet of diesels in general, it was noted that among the most reliable classes in the UK were the small fleet of 15 Class 59's, built by General Motors between 1985 and 1995 for private Aggregate operators such as Foster Yeoman and Hanson, as well as energy company National Power for the haulage of their coal trains between Collieries and Power Stations. These engines were, for the most part, substantially younger than the likes of the Class 20's, 31's, 37's and 47's, and more reliable than the early built Class 56's from Romania, which were infamous for their poor build quality.
Seeing their success, EWS placed an order in 1997 for 250 locomotives based on similar principles to that of the Class 59, often dubbed one of the biggest locomotive orders since the age of Steam. Locomotives were built at GM's factory in London, Ontario, and externally the bodyshell and design shared that with the Class 59. Internally though, the engines took many of GM's previous developments and updated the engine and traction motors to enable higher speeds. The new locomotive was fitted with the 20 year old design of the EMD 710 12-cylinder diesel engine, found originally in the GP60 freight locomotives of North America. However, some of GM's newer creations also made it into the mix, such as updated cab-control systems, the kind found in the Irish Railways Class 201 of 1994.
Originally designated Class 61, the first of these new locomotives arrived by boat at Immingham in June 1998, prior to proving tests at Derby. The locomotives then shipped at a rate of 11 per month into the UK via Newport Docks, until the order was completed in December 2001. After unloading, EWS engineers then simply took off the tarpaulin, unblocked the suspension, and finally as each was shipped with water and fuel, hooked up the batteries, before starting the engine and handing the locomotive into service. Almost immediately, other UK freight operators took interest in the Class, and companies such as Freightliner, GB Railfreight and Direct Rail Services also placed orders.
Upon their introduction, reliability levels for EWS's operations improved substantially. Each locomotive is specified and guaranteed to 95% availability, aiming for a minimum of 180 days mean time between failures. It is designed to cover 1·6million km between major rebuilds, equivalent to 18 years' service, with each major rebuild costed at £200,000. But with their success came the sad reality that the much loved classes of yesteryear were going to be given the push, and this is where a majority of the Class 66's unpopularity comes from. It could have been understood the replacement of the 40 year old Class 20's, 31's, 37's and 47's, as it was quite clear they were past their prime, the same could equally be said for some of the earlier Class 56's of the late 1970's. However, the line was stepped across with the withdrawal of the Class 58's and Class 60's, as the desire of EWS to have a standardised fleet, resulted in the removal of locomotives that were nowhere near life-expired. The large-scale retirement of these extremely reliable and powerful locomotives that weren't even 20 years old was seen as a travesty, and whilst some Class 60's have seen a revival with other operators as of late, the Class 58's are all but extinct, whilst many Class 60's continue to languish in yards across the UK, mostly at Toton in the East Midlands.
Nevertheless, the class continued to grow over the years, and, upon the conclusion of Class 66 production in the UK in 2014, 446 of the class were eventually built. But we can't forget also that the class has seen major success across Europe as well, with dozens of engines in operation in Germany, the Netherlands, Belgium, Luxembourg, Sweden, Norway, Denmark, France, and Poland, with certification pending in the Czech Republic and Italy.
Today, a majority of the class is still in service with a variety of operators. DB Schenker, the successor to EWS, continues to operate the largest fleet of 249 locomotives. Freightliner operates 141, DRS operates 19, GBRf operates 72 and Colas Rail operates 5. Not all of the locomotives however remain with us, as three have been written off.
The first was 66521 on the 28th February, 2001, where after hitting a Land Rover that had fallen down an embankment from the M62 motorway, a southbound GNER InterCity 225 set led by lightweight Class 82 DVT, 82221, derailed and ran straight into the path of the oncoming Class 66 which was working a northbound coal train. With an estimated closing speed of 142mph, the DVT was obliterated upon hitting the Class 66, and the freight locomotive was mangled and distorted as it was crushed between its loaded coal train behind and the passenger coaches in front. In the disaster, 10 people were killed, including 66521's driver Stephen Dunn, although his instructor Andrew Hill, who was also riding in the cab, was able to survive. The locomotive however was for the most part destroyed, and scrapped later that year.
The second was on the 4th January, 2010 involving 66048, which derailed at Carrbridge in snowy weather. Coming down the Highland Mainline with a loaded container train, it passed a signal at danger and was derailed at trap points, subsequently falling down an embankment into trees and injuring the two crew members.
The third was on the 28th June 2012, where GBRf 66734 derailed at Loch Treig whilst working Alcan Tanks. The inability of recovery crews to access the highly remote and dangerous location resulted in the engine being cut-up on site.
Additionally, many Class 66's have suffered low-speed collisions and derailments, either through faults in the track, driver error, or faults with the rolling stock.
However, despite the criticism, and often being dubbed as bland and utilitarian, the Class 66 is still a major part of the UK freight network, working behind the scenes without need of major attention so as to get the job done. Indeed it may find a home among rail enthusiasts, and perhaps one day it'll be dubbed a classic like the Class 37's and 47's it replaced, but at the moment it's the UK networks humble hero, plying its trade the best way it knows how.
Replacing an earlier scanned photo with a better version 09-Oct-21 (DeNoise AI).
Taken from the YVR South Terminal.
Still in basic Royal Airlines livery.
This aircraft was delivered to Piedmont Airlines as N772N in Sep-79. It was re-registered N228US in Nov-88 ahead of Piedmont's merger into US Air in Aug-89. US Air was renamed US Airways in Feb-97.
The aircraft was leased to Royal Airlines (Canada) as C-GNAU in Jan-01. Royal Airlines was merged into Canada 3000 in May-01. Canada 3000 ceased operations in Nov-01 (as a consequence of the downturn in travel after '9/11'), the aircraft was returned to US Airways and stored at Edmonton, AB, Canada.
It was sold to Structures Unlimited Inc in Feb-02 and leased to Air North Charter in May-02. The aircraft was permanently retired at Whitehorse, YU, Canada in Oct-11 after 32 years service and subsequently broken up.
Replacing an earlier photo from Apr-15 with a better version.
This aircraft was delivered to American Airlines as N728AN in Apr-14. Current (Apr-17).
Replacing an earlier digital photo with a better version 19-Apr-24.
This aircraft was delivered to LTU International Airways (Germany) as D-AMUY in Apr-88. It was leased on delivery to a subsidiary company, LTU Sud and returned to LTU International Airways in Nov-97.
It was sold to a lessor as SE-RCE in May-02 and leased to Transair Sweden the following day. It was operated for GoodJet with goodjet.com titles and it was returned to the lessor in Dec-02 and stored at Munich, Germany.
In Jun-03 it was sold to another lessor as N500GX and ferried to Miami, FL, USA for further storage. It was leased to AtlasJet International Airways (Turkiye) as TC-OGD in Aug-03. In Nov-04 it was wet-leased to Air Astana and returned to AtlasJet in Jan-05. It returned to the lessor in Apr-06 and parked at Beirut, Lebanon.
The aircraft was leased to euroAtlantic Airways (Portugal) as CS-TLX in Jun-06. It was wet-leased to Tunis Air between Jul/Sep-10 and returned to the lessor in Sep-11.
It was sold to FedEx Federal Express as N962FD the same day and converted to full freighter configuration at Mobile-Downtown Airport in Aug-12. Now 36 years old it continues in service. Updated 19-Apr-24.
Replacing an earlier digital photo with a better version, plus Topaz DeNoise AI 28-Mar-23.
Southern England storm 'Katie' diversion from London-Heathrow.
This aircraft was delivered to British Airways as G-VIIW in Jul-99. It was stored at London-Gatwick at the end of Mar-20 due to the COVID-19 Pandemic.
It returned to service in Jul-20 before being stored again, at Teruel, Spain in Apr-21. It returned to London-Heathrow and returned to service at the end of Jan-22. Current, updated 28-Mar-23.
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 03-Aug-24.
Named: "City of Hazrat Shah Jalal (R.A)".
This aircraft was delivered to Singapore Airlines as 9V-SDF in Nov-79. It was leased to VARIG Brasil as PP-VMR in Dec-79 and returned to Singapore Airlines as 9V-SDF in Nov-80.
It was sold to Biman Bangladesh Airlines as S2-ACQ in Nov-83 and was permanently retired at Dhaka, Bangladesh in Sep-11 after 32 years in service. Used as a spares source, it was eventually broken up at Dhaka in Feb-17.
Replacing an earlier scanned photo with a better version 08-Feb-22 (DeNoise AI).
Named: "Greta Garbo".
First flown with the Boeing test registration N1786B, this aircraft was delivered to the original version of Lauda Air in Jun-01. Lauda Air was merged into Austrian Airlines in Oct-04.
It was fitted with blended winglets in Oct-08 and remained in full Lauda Air livery until it was repainted into Austrian Airlines livery in Jan-10 and was re-named "Hochschwab" in May-10.
After only 11 years in service the aircraft was ferried to Kemble, UK in Jun-12 and permanently retired! Updated 08-Feb-22.
Note: The registration OE-LNO was re-used on a DHL Boeing 757-200F in Feb-22.
Replacing an earlier scanned slide with a better version 03-Feb-16.
Forerunner of British European and FlyBe. A cold winter's morning at Liverpool with the sun coming up... on the wrong side.
A short history for this one. Delivered to Jersey European Airways in Jul-80 as G-OJEA. It was also operated on behalf of British Caledonian Commuter and painted in B.Cal livery with JEA's tail logo.
It was sold to RRC Air Service (Ethiopia) as ET-AIL in Feb-85. Sadly the aircraft was lost when it crashed 32km east of Funyido, Ethiopia on 07-Aug-89.
Note: The aircraft had departed Addis Ababa for the Refugee Camp at Funyido but never arrived. The wreckage was found on a mountainside a week later, sadly, there were no survivors.
Replacing an earlier scanned slide with a better version 21-Feb-16.
Looks like there's a storm brewing Cap'n....
Ordered by Singapore Airlines, it was originally to have been registered 9V-SXC but that registration wasn't taken up and it was delivered in Oct-77 as 9V-SGC. Singapore operated it for less than 3 years before selling it to Dan-Air Services in Jun-80 as G-BHVT. It was wet-leased to LACSA Costa Rica in Nov-81 for the winter season, returning to Dan-Air in Apr-82. In Oct-82 it was sold to LACSA as TI-LRR and then leased back for the European summer season by Dan-Air as G-BHVT from Apr/Oct-83 when it returned to LACSA as TI-LRR for the winter. In Apr-84 it was again leased to Dan-Air as G-BHVT for the summer, but in Sep-84 they decided to buy it again. Dan-Air then started a regular winter wet-lease to Sun Country Airlines (USA) from Jan/Apr-85, Dec-85/Apr-86, Jan/Apr-87, Dec-87/Apr-88, Dec-88/Apr-89 and Dec-89/Apr-90. In Nov-92 it was sold to Conifair Aviation as C-FRYS and leased to Royal Airlines. Royal Airlines bought it in Jan-94. They sold it to Finova Capital Corporation in Aug-97 and leased it back. In Jan-99 Royal transferred the lease to CLA Canada Inc and operated the aircraft for another 3 weeks before returning it to CLA Canada Inc and Finova Capital at the end of Jan-99 when it was re-registered N591DB. It underwent conversion into a freighter in Mar-99 and was also fitted with winglets. It was sold to Aircorp Inc the following month. In May-99 it was re-registered N319NE and leased to Express One International. In Jun-99 it was sub-leased to Asia Pacific Airlines. Express One relinquished the lease in Jan-00 and it was leased direct to Asia Pacific Airlines. At the end of Oct-00 Aircorp Inc sold it to Aero Micronesia Inc while the lease to Asia Pacific Airlines continued. Now almost 39 years old (as of Feb-16), it's still in service with Asia Pacific and was photographed at Honolulu in Dec-15.
replaced the M9 with an M-P (240) :D
Having sold off a lot of old gear including most of my old Nikon kit, I also got hold of a 35mm 1.4 Summilux FLE
Replacing an earlier scanned photo with a better version 26-Dec-21 (DeNoise AI).
A dull December day in Manchester.
First flown with the Airbus test registration F-WWBZ, this aircraft was delivered to the Orix Aircraft Corporation as G-OOAA in Mar-92 and leased to Air 2000 the following month.
It was returned to Orix in Oct-00, re-registered N291MX in Nov-00 and leased to Mexicana. It was repossessed and stored at Mexico City when Mexicana ceased operations in Aug-10.
The aircraft was due to be leased to the 'new' Mexicana in early 2011 but the finance didn't materialise and the aircraft remained stored at Mexico City. In Aug-11 it was ferried to Marana, AZ, USA, sold to Evergreen Trade Inc and permanently retired. The registration was cancelled in Oct-11 and it was eventually broken up.
Replacing an earlier scanned slide with a better version 21-Feb-16, plus Topaz DeNoise AI 26-May-83.
Monarch Airlines was an early buyer of B757's, this one is line No:18 and was delivered to Monarch in Apr-83 as G-MONC. It was leased to Hispania Lineas Aereas in Nov-88 and re-registered with the Spanish temporary registration EC-211 the following month.
It returned to Monarch as G-MONC in Mar-89. In Apr-90 it was leased to a German leasing company and sub-leased to Condor Flugdienst for 2 years as D-ABNY, returning to Monarch in Mar-92 as G-MONC.
In May-96 the aircraft was leased to Air Holland. Operated by Monarch for a year it was re-registered PH-AHO in May-97. In Nov-97 Air Holland sub-leased it to Air Gabon for 2 months. It returned in Jan-98 and continued in operation with Air Holland until it was returned to Monarch in Apr-99, again as G-MONC.
In Nov-08, then almost 26 years old, it was permanently retired at Lasham, UK, and broken up there in Feb-09.
Replacing the 22
When eventually completed, the new tram extension will replace several Lothian Buses service. One of the routes impacted is the 22, on which 358 (SN11EBG) is seen here. The squiggle on the destination indicates a bus service that has to divert from it’s normal route due to roadworks.
The advert on the side of the bus may need reviewing in the current circumstances….:
"Cosby Replaces Longtime Lawyer in Two Lawsuits" by SYDNEY EMBER via NYT t.co/q4GoiWm2ip (via Twitter twitter.com/felipemassone/status/656585019541069824)
Replacing an earlier scanned photo with a better version 12-Mar-17, and DeNoise AI 09-Nov-22.
All Nippon and JAL were the only airlines to order the shorter range version of the Boeing 747-400, the -400D (Domestic). The most obvious difference was that it didn't have winglets.
This aircraft was delivered to ANA All Nippon Airways as JA8960 in May-93. It was sold to a lessor a few days after delivery and eventually sold back to ANA in May-05.
The aircraft was in service for 21 years and was permanently retired at Tupelo, MS, USA in Mar-14. It was last noted still at Tupelo in Oct-14 and was subsequently broken up.
Replacing an earlier scanned photo with a better version 16-Apr-22 (DeNoise AI).
This aircraft was delivered to Air Afrique as TU-TAN in Jul-79. It was sold to a lessor in Nov-94 and leased to AOM French Airlines (Air Outre Mer) as F-GTDG in Feb-95.
It was wet-leased to Garuda Indonesia Airlines for a Haj Pilgrimage operation between May/Jun-95, and again between Mar/Jun-96. The aircraft was returned to the lessor at the end of Jul-01 and stored at Rheims, France.
In Jan-04 it was ferried to Toulouse and Paris-de Gaulle for a lease to Sud Airlines. However, the lease fell through and the aircraft remained stored at Paris-CDG.
It was sold to GA Telesis in Oct-04 and re-registered N997GA in Dec-04. It ferried to Opa Locka, FL, USA in Jan-05 and was broken up there in Jan-06.
Replacing an earlier scanned slide with a better version 27-Mar-15, plus DeNoise AI 27-Jan-23.
Originally delivered to Pan-American World Airways as N732PA in Sep-56, it was re-registered N7326 in 1965 prior to being sold to Trans Europa as EC-BCH, however the deal fell through and it was sold to Intercontinental Air Inc in Jan-66.
They sold it on in Mar-66 as N7326A to the Aero Management Corporation. It was leased to Air Trans Africa the following month as VP-WAJ and returned to Aero Management in Aug-66.
It was re-registered N7368A in Jan-67. In May-67 it was finally sold to TECA Trans Europa Compania de Aviacion with the temporary registration EC-WJK, becoming EC-BJK the following month.
It was retired at Palma, Majorca, in 1970 and later ferried to Madrid, Spain, where it was broken up in Nov-74.
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.
Go Ahead WY have had this Procters branded Volvo B7RLE on the Leeds - Wetherby X98/99 over the last few days, seen here in Oakwood, Leeds. There is a wonderful recess mounted post box here at the junction with North Lane to the right of the bus.
Replacing an earlier digital photo with a better version 04-Jan-22 (DeNoise AI).
Operated for British Airways by franchise partner Loganair.
First flown with the Saab Aircraft test registration SE-G16, this aircraft was delivered to the AMR Leasing Corporation and leased to AMR Eagle Inc (American Eagle) as N595MA in Dec-90. It was sold to another lessor on delivery and leased back to AMR Eagle.
It was sub-leased to Metroflight the same day and operated on behalf of American Eagle. Metroflight was merged into Simmons Airlines in May-93 while operations for American Eagle continued.
The aircraft was returned to the lessor in Mar-97 and leased to Northwest Airlines in May-97. It was sub-leased to Mesaba Airlines and operated on behalf of Northwest Airlink. It was returned to the lessor in Dec-98 and stored.
The aircraft was leased to Loganair as G-LGNB in Jul-99 and operated on behalf of British Airways. It was returned to Loganair in Oct-08 and immediately operated on behalf of FlyBe Airlines. It returned to Loganair in Sep-17.
It was returned to Jetstream Aviation Capital as N34216 in Dec-22 and ferried to Springfield, MO, USA in Feb-23. The aircraft ferried to London, ON, Canada for maintenance in Mar-23 and returned to Springfield in Apr-23 for storage.
At the beginning of Sep-23 the aircraft was ferried to St. Hubert, QC, Canada and leased to Pascan Aviation as C-FRCV later that month. It was stored at St. Hubert before finally entering service on 06-Aug-24. Current, updated 07-Jan-25.
Replacing an earlier scanned print with a better version 11-Mar-13.
This aircraft was delivered to AWAS Ansett Worldwide Aviation Services and leased to Ethiopian Airlines as ET-ALC in Jan-99. It was returned to AWAS in Feb-15 and stored at Shannon, Ireland.
It was re-registered LZ-AWC the following week in preparation for a lease to BH Air (Balkan Holidays). The lease didn't happen. Then it was due to be leased to euroAtlantic Airways (Portugal) as CS-TKR but that lease also fell through.
The aircraft was leased to Katekavia (Russia) as VQ-BUP at the end of May-15 and operated on behalf of Azur Air, a Russian Tour Operator. It was due to be sub-leased to Azur Air Germany as D-AZUB for the 2016 summer season but stayed in Russia. Current, updated (Jun-19).
Replacing an earlier digital photo with a better version 19-Apr-24.
This aircraft was delivered to Aero Lloyd (Germany) as D-ALLF in Dec-87. It was sold to a lessor in Mar-95 and leased back to Aero Lloyd. It was withdrawn from service and stored at Frankfurt, Germany in Nov-01.
In Jan-02 the aircraft was returned to the lessor and ferried to Nimes-Garons, France for further storage. In May-02 it was leased to MD Airlines (Iceland) as TF-MDD.
It was wet-leased to Alisea Airlines (Italy) in Dec-02. In May-03 the aircraft was sold to GATX Third Aircraft Corporation as N491GX and leased direct to Alisea. It was returned to the lessor in Sep-03 and returned to storage at Nimes [Alisea ceased operations in Dec-03].
In Mar-05 the aircraft was leased to Dubrovnik Airlines (Croatia) as 9A-CDA. It was wet-leased to Kan Air (Afghanistan) in Nov-07 for a Haj Pilgrimage operation and returned to Dubrovnik Airlines in Dec-07.
It was wet-leased to AviaJet (Ireland) in Apr-06 and returned to Dubrovnik Airlines in Oct-06. It was wet-leased to MontAir (Bosnia/Herzegovina) in Mar-10. Return date unknown. Dubrovnik Airlines ceased operations on 23-Oct-11 and the aircraft was stored at Dubrovnik. It was 24 years old and was permanently retired.
Replacing an earlier digital photo with a better version 09-Oct-20, plus Topaz DeNoise AI 28-May-24.
Originally ordered by the GPA Group Ltd (later part of GECAS) for lease to Aer Lingus as EI-CAM, the lease was deferred and the aircraft was leased to AeroMexico as XA-RWX in Dec-91. It was returned to GPA in Feb-93 and leased to Aer Lingus as EI-CAM.
It was due for wet-lease to Royal Nepal Airlines in Mar-93 but the lease was cancelled. The aircraft was wet-leased to TWA Trans World Airlines in Feb-94. It was returned to Aer Lingus and the lessor in Oct-96.
In Jan-97 it was leased direct to TWA Trans World Airlines as N632TW. TWA was merged into American Airlines in Dec-01 and the aircraft continued in service until it was withdrawn and stored at Greensboro, NC, USA in Sep-02. It was returned to the lessor in Apr-03.
The aircraft was leased to Icelandair as TF-FIA in Jun-03 and wet-leased to Yes - Linhas Aereas Charter (Portugal) the following month. It returned to Icelandair in Sep-03. In Feb-04 it was wet-leased to Volare Airlines (Italy). It was returned to Icelandair in Jun-04 and wet-leased to Israir (Israel) five days later.
It returned to Icelandair in Nov-04 and was immediately wet-leased to Yes - Linhas Aereas Charter again, returning to Icelandair in Dec-04 when it was repainted in Loftleidir Icelandic livery. It was wet-leased to SBA Santa Barbara Airlines in Jan-06 but the lease was terminated by Icelandair in Apr-06.
In May-06 the aircraft was returned to the lessor and leased to El Al Israel Airlines as 4X-EAP. It was withdrawn from service and stored at Kansas City, MO, USA in Sep-18. It was returned to the lessor as N953KW in Nov-18 and sold to the Jet Midwest Group in Jun-19. Then 26 years old it was permanently retired at Kansas City, MO, USA.
Note: This registration (TF-FIA) was previously used on an Icelandair Boeing 727 and is currently in use on an Icelandair B757-200/W (the aircraft that had a partial undercarriage collapse on landing at Keflavik in a strong cross wind in early Feb-20).
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 11-Dec-24.
'Star Alliance' livery.
First flown with the Embraer test registration PT-SXN, this aircraft was delivered to 'bmi regional' as G-RJXK in Sep-01. It was in 'Star Alliance' livery until it was repainted in standard livery in Feb-08.
'bmi regional' ceased operations in Feb-19. bmi regional's routes were transferred to Loganair (also part of the Airline Investments Group) and this aircraft was transferred to Loganair in Mar-19. It was re-registered G-SAJU in Apr-19.
It was withdrawn from service and stored at Aberdeen, Scotland, UK in Mar-20 as a consequence of the COVID-19 Pandemic. It never returned to service and appears to be permanently retired. Updated 10-Dec-24.
Replacing an earlier scanned photo with a slightly better version, plus Topaz DeNoise AI 25-Mar-25. Not the best shot in the box but as I didn't get a better shot, it'll have to do...
Operated on behalf of Team Lufthansa by Contactair.
First flown with the Fokker test registration PH-EXN, this aircraft was delivered to DLT Deutsche Luftverkehrhesellschaft as D-AFKK in Dec-90 and operated on behalf of Lufthansa. DLT was re-named Lufthansa CityLine in Mar-92.
The aircraft continued to operate for Team Lufthansa. In May-96 it was leased to Contactair. Lufthansa CityLine bought it in Jan-99 while the lease to Contactair and operation for Team Lufthansa continued.
In Oct-03 Team Lufthansa became Lufthansa Regional, still operated by Contact Air. The aircraft was sold to Air Iceland as TF-JMO in Aug-04 and in late Jan-14 Air Iceland sold it to 'fly CAA', Democratic Republic of Congo as 9Q-CJB.
Sadly the aircraft was damaged beyond repair at Goma, DR Congo on 14-Jul-15 when the left main undercarriage collapsed during engine runs after maintenance. It was broken up at Goma in Dec-19.
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 20-May-24.
Ryanair's only B737-200 with 'billboard' titles.
This aircraft was delivered to Orion Airways as G-BGTW in Feb-80. It was sold to ILFC International Lease Finance Corporation in Mar-85 and immediately sold to Transavia Holland as PH-TVX.
The aircraft was leased to Lauda Air as OE-ILE in Dec-85 and returned to Transavia Holland as PH-TVX again in Mar-88. It was leased to KLM Royal Dutch Airlines between May-88 and Apr-94 and leased to KLM again between Nov-94/May-95.
It was sold to Ryanair as EI-CKS in Jun-95. Retired and stored at Prestwick, Scotland, UK in Oct-03, the aircraft was broken up there in Apr-05.
Replacing an earlier scanned slide with a better version 02-Jan-16
Delivered to Eastern Air Lines in Dec-73 as N326EA, the aircraft was leased to TWA Trans World Airlines in May-74 and returned to Eastern in Oct-74. It was leased to Cathay Pacific Airways in Sep-76.
In May-77 Cathay Pacific bought it and it became VR-HHX. It was sold to Norske Finance Nederland BV in Dec-95 as TF-ABH and leased to Air Atlanta Icelandic in Jan-96. It was sub-leased to Peach Air in May-97 and returned to Air Atlanta Icelandic in Apr-98.
It was leased to Peach Air again for the summer season between May/Oct-98. It was retired at Manston, UK, in Apr-99 and was broken up there in Nov-99.
As well as being a fruit, Peach is also an anagram for 'cheap'... say no more!
Replacing an earlier digital photo with a better version 28-Feb-22 (DeNoise AI).
First flown in Feb-93 with the Airbus test registration F-WWCD, this aircraft was delivered to Balair / CTA (Switzerland) as HB-IPN in May-93. It was transferred to Swissair in Dec-95.
It was sold to a lessor in Nov-98 and leased back to Swissair. It was returned to the lessor in Aug-99 and sold to A.I. Financial Services (Airbus) as F-WIHP in Oct-99.
The aircraft was leased to Air Caledonie International as F-OIHP in Mar-00 and returned to AIFS in Jan-03 when it was stored at Marseilles, France. It was leased to CSA Czech Airlines as OK-YAC in Jun-03 and returned to the lessor as M-ABCX in Sep-10.
It was leased to United Airways (Bangladesh) as S2-AFF in Oct-10. They were an odd company, offered a poor service with a lot of delays and cancellations.
The aircraft was withdrawn from service at Dhaka, Bangladesh in Jun-15. United Airways ceased operations in Mar-16 and on the day they closed down all their aircraft were unserviceable! It was last noted still at Dhaka in Nov-16.
Estamos substituindo cartas por e-mails, radio por televisão, livros por livros de internet, a realidade por computador... Iremos substituir as pessoas pelas máquina?
we're replacing the letters for e-mails, the radio for the television, books for internet's books, the reality for the computer... Are we going to replace people for machines?
minha internet não poderia estar pior!