View allAll Photos Tagged replace
Replacing an earlier scanned 6"x4" print with a better version 13-Nov-21 (DeNoise AI).
About to board for the delivery flight to London-Gatwick (LGW) via Frobisher Bay, Canada (YFB - now renamed Iqaluit).
Replacing an earlier scanned photo with a better version 06-Sep-21 (DeNoiseAI)
Named: "Flagship St. Francis", later un-named and then "Flagship St. Bernard" in Apr-92
This aircraft was delivered new to Air UK Leisure just 4 days before the photo was taken and I have a feeling that this may have been it's first commercial flight.
Nothing can replace a precious pet that has been lost, but between Ragnar and Freja, I am feeling comfort over losing Squeeks. They are so alive and honestly are the sweetest kittens I've ever seen.
This was Ragnar, waiting outside my brother's room and catching some sunlight in the hall. He graciously allowed me to capture several fairly decent shots of him. Kittens in motion aren't an easy thing to grab, and he doesn't stay still for long!
Of the two, Rags is definitely the little lover. He has to cuddle and be on me. The jealousy between him and Barrymore is already setting in, and Ragnar took his first swipe at poor More-More yesterday! He still has claws, but Barrymore doesn't, so I'm hoping he doesn't realize it! He's growing rapidly, and with size comes threat.
Freja, on the other hand, is quick as lightning, but smaller than her brother. I can tell I'm going to have a whole lot more pics of him through the years, simply because he's calmer, especially with a full tummy!
Replacing an earlier scanned photo with a better version 19-Oct-17, plus Topaz DeNoise AI 23-May-23.
Fleet No: '913'.
An early build B757 (Line No:35), this aircraft was delivered to Eastern Air Lines as N517EA in Oct-84. It was sold on delivery to the Wilmington Trust Company and leased back to Eastern.
Eastern ceased operations in Jan-91, the aircraft was repossessed by the lessor and stored at Mojave, CA, USA. It was leased to America West Airlines as N913AW in Jun-92.
America West was merged into US Airways in Sep-05 and the aircraft continued in service until it was retired and stored at Roswell, NM, USA in Aug-08 after 24 years in service. The registration was cancelled the following month. It was last noted still at Roswell in Apr-09.
Replacing an earlier scanned slide with a better version 02-Dec-15 + DeNoise AI 24-Oct-22.
Another London-Heathrow weather diversion, this was one of Pan-Am's German based 727 fleet.
Named: "Jet Clipper Wuchtbrumme".
Delivered to Pan Am Pan American World Airways as N326PA in May-66, it spent most of it life with Pan Am's German based fleet. It was sold to AVIANCA Colombia in Nov-75 as HK-1803. It was lost when it crashed en-route Bogota/Cali, Colombia, on 27-Nov-89.
Note: The aircraft had departed from Bogotá and was approx 16km away en-route to Cali, Colombia. While climbing through 13,000 feet, a bomb detonated on board igniting fuel vapours in an empty fuel tank. The subsequent explosion caused the aircraft to crash. All 107 passengers and crew lost their lives.
Replacing an earlier scanned photo with a better version 04-Aug-18.
This aircraft was delivered to TWA Trans World Airlines as N1070T in Aug-67. It was returned to the Douglas Airplane Company in Jan-80 and leased to Sunstream Aircraft the following month.
It returned to Douglas in Mar-81 and was stored at Long Beach, CA, USA until it was sold to Midway Airlines in Jun-81. Midway sold the aircraft to Great American Airways in Apr-91, they sold it to Target Airways in Sep-91 and leased it back.
It was returned to Target Airways in Feb98 and immediately sold to Express Tours Inc. They leased it to AVIACSA Mexico as XA-TJS later the same month. After 35 years in service it was permanently retired at Mexico City in Dec-02 and broken up there around 2005.
www.rspb.org.uk/reserves-and-events/find-a-reserve/reserv...
This popular reserve on the north Norfolk coast has something for everyone. A walk from the visitor centre down to the sandy beach takes you past reedbeds and shallow lagoons, which are often full of birds. You can sit on benches or watch from spacious, wheelchair-accessible hides.
In summer, marsh harriers float over the reeds, where bearded tits nest. On the lagoons are avocets, gulls and terns. In autumn and winter you can see up to 20 species of wading birds and lots of ducks and geese.
A well-stocked shop has a wide range of RSPB gifts and books and a large selection of telescopes and binoculars. We have a servery and inside eating area selling a selection of hot and cold food and drinks, as well as snacks and locally-made cakes.
Opening times
The reserve is open every day of the year. The visitor centre and shop are open daily from 10.00 am to 5 pm (closing at 4 pm from November to February). They're closed Christmas Day and Boxing Day. The cafe is open daily from 10.00 am to 4.30 pm (closing at 4 pm from November to February). It's also closed Christmas Day and Boxing Day.
Entrance charges
There is a charge of £5 per car for non members.
Information for families
There are lots of exciting activities for families to do during the school holidays. Call the visitor centre on 01485 210779 to find out what is happening today.
Information for dog owners
Dogs are only permitted on the west bank path, which is a public right of way. They must be kept on a lead and under close control.
For more information
Contact us
Tel: 01485 210779
E-mail:
titchwell@rspb.org.uk
Star species
Our star species are some of the most interesting birds you may see on your visit to the reserve.
Marsh harrier
Look for marsh harriers gliding over the reedbed with their wings held upwards in a shallow 'v'. In spring, pairs perform their breathtaking 'skydancing' displays high in the sky.
Bittern
Keep your eyes peeled for bitterns making short, low flights over the freshwater reedbed. You may be lucky enough to find one fishing on the edge of a channel. In late winter and spring, listen out for the mating call: a deep, resonant 'boom'.
Bearded tit
You will often hear bearded tits before you see them. Listen for their bell-like 'pinging' calls, then watch them whizzing across the tops of the reeds. They perch up on the stems in calm weather and feed on fallen seeds on the mud at the base of the reeds.
Avocet
Watch elegant avocets 'scooping up' microscopic, aquatic life in their amazing, sickle shaped beaks. They nest in mini colonies on the islands of the brackish marsh.
Redshank
You can see redshanks wading in fresh and salt water throughout the year at Titchwell. Watch for their towering display flights over the saltmarsh as you walk along the main path in spring.
Seasonal highlights
Each season brings a different experience at our nature reserves. In spring, the air is filled with birdsong as they compete to establish territories and attract a mate. In summer, look out for young birds making their first venture into the outside world. Autumn brings large movements of migrating birds - some heading south to a warmer climate, others seeking refuge in the UK from the cold Arctic winter. In winter, look out for large flocks of birds gathering to feed, or flying at dusk to form large roosts to keep warm.
Spring
This is one of the most exciting times of the year. The first spring migrants, such as swallows and sand martins, can be seen over the lagoons with wheatears along the beach. In April and May, the lagoons can be full of migrating waders, including ruffs, black tailed godwits, spotted redshanks and dunlins. Marsh harriers can be seen performing their 'sky dancing' display and the reedbeds are alive with singing reed and sedge warblers. If you are lucky, you may also hear the 'booming' of the bittern, which has recently returned to breed at Titchwell.
Summer
Mid-summer is the quietest time for birds but the best for some of the more elusive reserve species. It is possible to see the rare water vole on the pools around the meadow trail and, if the conditions are suitable, up to ten species of dragonfly and damselfly. By mid-July, the breeding marsh harriers will have flying young and up to 15 birds have been seen in a day. In these quiet months, the reserve staff carry out essential management work on the lagoons. While every effort is made to avoid disturbance, it may sometimes be encountered during a visit.
Autumn
Autumn is the time for waders when, with luck, over 20 species could be seen around the reserve. Species such as curlew sandpiper, little stint and black-tailed godwit stop on the lagoons to feed on their return migration from their Arctic breeding grounds to their African wintering grounds. With the high spring tides, large numbers of waders can often be seen roosting on the lagoons. September is one of the best months to view bearded tits. The young gather in small flocks and can show very well feeding on seeds blown onto the mud near the Island Hide.
Winter
Winter is the time for wildfowl at Titchwell. Large numbers of ducks and geese winter in North Norfolk and most of these species can be seen on the lagoons. The commonest species are teal, wigeon, mallard, gadwall and shoveler, with smaller numbers of pintails and goldeneyes. Offshore from the reserve, large 'rafts' of common scoters, long tailed ducks and eiders can be seen. In the evenings, thousands of pink-footed geese can be seen flying to their roost sites along the coast. Hen harriers, marsh harriers and occasionally barn owls can be seen over the reedbed at dusk. In the evenings, thousands of pink-footed geese may be seen flying to their roost sites along the coast.
Facilities
Visitor centre
Information centre
Car park
Toilets
Disabled toilets
Picnic area
Binocular hire
Group bookings accepted
Guided walks available
Good for walking
Pushchair friendly
Viewing points
The viewing platform on the edge of the dunes is an excellent spot from which to watch an array of waders on the beach and fishing terns, migrating skuas and wintering sea ducks, divers and grebes at sea.
Island Hide gives views over the bird-filled freshwater marsh and along the edge of the freshwater reedbed where you can watch bearded tits and water rails feeding.
We now have a new Parrinder Hide as part of this project.
Fen hide overlooks the freshwater reedbed and is the perfect spot from which to see bitterns, bearded tits and marsh harriers.
Nature trails
There are three trails on the reserve and all are accessible to wheelchairs/pushchairs.
The main path is approximately 1 km long and runs from the visitor centre to the beach.
The Fen Trail was extended in September 2012, along with the East Trail and Autumn Trail. To the end of the East Trail is 700 m and to the end of the Autumn Trail is 1.2 km.
Please note that the Autumn trail is only open between 1 August to 31 October to avoid disturbing the marsh harrier roost.
Coming back from these trails you can rejoin the main path via the Meadow Trail, which is 100 m long.
Sorry, dogs are only allowed on the main path (a public right of way).
Tearoom
We have a servery and inside eating area selling a selection of hot and cold food and drinks, as well as snacks and locally-made cakes.
Refreshments available
Hot drinks
Cold drinks
Hot meals
Cold meals
Snacks
Shop
There is a large selection of optics and books, plus daily optics demonstrations.
The shop stocks:
Binoculars and telescopes
Books
Bird food
Bird feeders
Outdoor clothing
Gifts
Accessibility
10 September 2014
This is a Summary Access Statement. A full access statement is available to download from this page.
Before you visit
Entry to the reserve and the hides is free. Parking charges apply for non-members. Free parking for carer or essential companion with disabled visitor
The visitor centre and shop are open daily from 9.30 am to 5 pm (November to February closes at 4 pm) except Christmas Day and Boxing Day. The cafe is open daily from 9.30 am to 4.30 pm (November to February closes 4 pm) except Christmas Day and Boxing Day
Registered Assistance Dogs welcome. Other dogs are only permitted on the west bank path, which is a public right of way. They must be kept on a lead and under close control
Two pushed wheelchairs for hire free of charge
Check accessibility for events and activities.
How to get here
King's Lynn Railway Station is 22 miles (35 km away)
Bus stop outside the reserve.
Car parking
Eight Blue Badge spaces 130 metres from visitor centre entrance
120 spaces and a short walk along a gravel path from the visitor centre
Surface is bonded gravel
No lighting
No formal drop off point
No height restriction
Visitor centre and shop
Entry by double doors and a shallow slope. There is an entrance at the front and back to the visitor centre - both have shallow slopes. The entrance doors are manual, outward-opening light doors without a threshold.
Level, tiled floor throughout. No seating. Good lighting. Magnifying glasses, pens and paper available. Binoculars hire. Small children’s binoculars free hire. Information displayed in clear print format. Staff available to assist. Shop is in the visitor centre. Level throughout. Some tall or deep displays. Staff available to assist.
Nature trails
Three signposted trails. Mostly flat, boardwalks and rolled sand and gravel surface. A short, steep slope over the sea defence bank near the beach.
Viewing facilities
Four hides. Ramp or slope access with a mix of large windows or solid wood viewing slots which require opening - can be difficult as they are stiff. The new Parrinder Hides are spacious modern and all level throughout.
Toilets and baby changing facilities
A unisex accessible toilet in the main toilet block near car park 200 metres from the visitor centre.
Catering
Café serving hot and cold food and drinks, snacks and locally-made cakes. Step-free entry. Level throughout. Non-slip flooring. Colour-contrasted crockery. Staff available to assist. Nearest accessible toilet is 200 m from café in the car park.
Picnic area
Two picnic areas, five tables and one bench outside the visitor centre one bench with all tables having wheelchair spaces. 60m from the visitor centre toward the car park is a second picnic area with four benches and three tables with space for wheelchair access. Visitors are welcome to consume their own food and drink here.
Education facilities
No dedicated provision
Help us improve accessibility by sending feedback to the Site Manager.
For more information
Titchwell Marsh Visitor Centre
E-mail: titchwell@rspb.org.uk
Telephone:01485 210779
Cafe
The 'feeding station' is warm and friendly with a reasonably-priced menu. We serve a wide selection of hot and cold snacks and light lunches. Takeaway drinks and food also available. Freshly-baked home-made scones daily. Locally-made ice-creams.
We serve our own exclusive coffee that is grown, imported and roasted by us. It's Fairtrade, organic and certified bird-friendly by the Smithsonian Institute, so now you can help save nature simply by enjoying a great cup of coffee!
Opening hours
10 am to 4.30 pm (we close at 4 pm from November to February)
Highlights from our menu
A selection of cold, filled wraps
Freshly-made sandwiches
Our famous bacon baps
Home-made cheese and fruit scones
Carrot and walnut cake, made by our local bakers, Krusty Loaf
Access to the cafe
Our cafe is on the ground floor - no stairs and easy access for wheelchairs.
Children welcome
We have two highchairs available. Children’s corner selection on the menu.
We use local ingredients
We sell locally-made Norfolk ice-creams. We use Fair Trade products where possible.
Dietary requirements
There are vegetarian, vegan, wheat-free and gluten-free options.
How to get here
By bicycle (Sustrans cycle route)
National route number 1 is within two miles of the reserve.
By train
King's Lynn - 22 miles.
By bus
On the main road outside the reserve.
By road
Take the first left after driving eastwards along the A149 through Thornham village. The reserve is signposted with a brown tourist sign.
Archaeology and history
Titchwell Marsh is a wonderful place for wildlife today but there is fascinating story to tell about how the landscape has evolved. Visitors can see remains that illustrate the two major events that have shaped the landscape - sea level rise after the last ice age and military use during the Second World War.
The advance of the sea
It wasn't always open marsh at Titchwell - there was a time more than 9,000 years ago when this area was covered in forest and was part of coastal plain that stretched out into what is now the North Sea.
Flint artefacts from this Mesolithic era have been found on the reserve, evidence that people were hunting and gathering, probably following animal herds for long distances. It has been suggested that at this time they could have walked as far as Denmark whilst staying on dry land!
A wetter climate led to the formation of peat, causing the trees to fall and be preserved in the wetland deposits. Gradual sea level rises throughout this post-glacial period then inundated and preserved the peat beds. Today the remains of the trees and peat beds can be seen eroding on the coastal foreshore at low tide.
Once the sea level rose, the coastal plains were inundated and by the Late Bronze Age, around 3,000 years ago, sea levels would have been much the same as today. Archaeologists have found evidence that people were living on the edge of the wetland at this time so there must already have been a settled community here - it would have been a good location to farm the dry land and exploit wetlands for fishing and fowling.
Today the challenges of climate change mean we expect more coastal inundation and our engineering works will ensure the preservation of important wildlife and cultural heritage for the future.
The Second World War
These wetland and intertidal areas would have been exploited by human communities for millennia for hunting and farming, but it is the 20th century that has seen the biggest changes at Titchwell and left an indelible mark on the reserve that can be seen during your visit.
During the Second World War, the quiet marshes were turned into a firing range
During the Second World War, the quiet marshes were turned into an Armoured Fighting Vehicle (AFV) firing range and the coast was reinforced against invasion. Part of these defences would have included a reversal of drainage and encouraging flooding as a defence against invasion - helping to re-establish wetland biodiversity.
The main banks, including the Parrinder bank were constructed for firing practice, with targets set at 1,000 yard intervals. Today these banks ensure that freshwater wildlife can be protected from inundation by saltwater. Rare breeding species such as the bittern, bearded tit and marsh harrier rely on freshwater reedbeds for there continued existence in the UK.
The remains of a 'firing loop' where tanks drove up to fire at the targets is still preserved as well as pillboxes where machine gun practice was also taking place. Many of the islands in the marsh were built to house 'pop-up' targets for gunnery practice and today these are important for breeding and roosting birds.
Occasionally the remains of two Covenanter tanks can be seen at low tide on the foreshore, their appearance depending on the shifting sands. These two were probably used for target practice.
More information about these heritage sites can be obtained from reserve staff during your visit.
Metal detecting and the collection and removal of objects from the reserve is not permitted.
Our work here
Titchwell Marsh is specially protected as part of the North Norfolk Coast Area of Outstanding Natural beauty.
The RSPB has helped create a mosaic of wetland and coastal habitats on the reserve in order to attract a diversity of bird species. These include nationally important numbers of avocets, bearded tits, marsh harriers and bitterns, and internationally important populations of wintering waders.
We are working to keep these habitats in good condition, and also to provide a key visitor attraction and a good example of our management practices.
Reedbed success
Our freshwater reedbed is important for threatened wildlife such as bitterns, bearded tits, marsh harriers and water voles.
In 2005 our three-year project to rehabilitate the reedbed for bitterns proved successful when the first pair bred on the reserve for 18 years.
Living lagoons
We are managing the freshwater lagoon and its islands for the benefit of breeding and wintering waders and wildfowl, among other wildlife.
We are also managing the brackish marsh as a saline lagoon. This provides suitable breeding conditions for avocets, as well as feeding grounds for other waders and wildfowl.
Natural habitats
We are allowing natural processes to maintain other coastal habitats, including saltmarsh, shingle and sand dunes. This provides habitat for a variety of birds, including wintering brent geese and wigeon, breeding little terns and redshanks, and high tide wader roosts.
We are also managing woodland and grassland areas around the reserve for their wildlife.
Rising tide
The coastline at Titchwell is eroding and we know that the site is becoming more vulnerable to damage caused by surge tides and storms. The RSPB is working to ensure the freshwater habitats are protected and will continue to support species such as the bittern and bearded tit.
We are examining options for flood defences at the seaward end of the reserve and will provide further information as soon as it becomes available.
Reaching people
Titchwell is one of the most-visited RSPB reserves. We will continue to maintain and improve our facilities. We will also use the reserve to demonstrate our management practices, and will continue to develop our positive relationships with key audiences and local communities.
Coastal Change Project
Titchwell Marsh is an exceptional nature reserve in a special area. It is part of a network of outstanding wildlife sites across Europe called Natura 2000.
The nature reserve has been under threat from the effects of coastal change, the impact of sea level rise and increasing storm events. The Titchwell Coastal Change Project was designed to save the reserve from the effect of these coastal changes.
We are pleased to say we have now successfully completed the project.
We have realigned the sea defences to the north and reinforced the sea banks around parts of the reserve to the west and east. The future of the reserve and its wildlife is assured for at least the next fifty years.
We could not have achieved this without support and funding received from the EU Life+ Nature Fund, WREN, The SITA Trust, Marine Communities Fund, and the many individuals and RSPB supporters who donated and enabled this project to take place.
The project took several years to plan and three years to deliver. A summary of what has been achieved appears below:
A new northern sea defence was built along the line of the Parrinder wall. The completed Parrinder wall will protect the reserve’s freshwater habitats to the south
The sea wall and west bank path were re-built and improved from the visitor centre northwards to the Parrinder wall. This sea wall will protect the freshwater habitats for years to come
Improvements were made to the freshwater marsh islands and reed bed to benefit nesting birds such as avocet and bittern
The fabulous new Parrinder hides opened in December 2010
A breach was made in the east bank to the north of the new Parrinder wall. This has allowed saltwater on to the brackish marsh which will change over time into tidal saltmarsh. The new saltmarsh will in turn protect the new Parrinder wall. This new marsh will be known as Volunteer Marsh
A section of the south-east corner of the east bank was improved, enabling it to better protect the freshwater habitats which lie to the west
The sluice on the east bank, which lets freshwater off the marsh, was replaced. This will enable us to control water levels on the freshwater marsh more effectively than we can at present
A new reedbed area was shaped and formed in the grazing meadow east of Fen hide
Two new trails were developed to the east of Fen hide. These trails will open in 2012.
The project has protected and improved the conservation value of the reserve and has ensured that it will remain one of the most outstanding and valuable wildlife sites in Europe.
Replacing an earlier digital photo with a better version 18-Jan-20, DeNoise Ai 04-Oct-22.
Additional 'FIFA World Cup Germany 2006' titles & logo.
This aircraft was delivered to ILFC International Lease Finance Corporation and leased to Emirates Airline as A6-EBA in Mar-05. It was returned to AerCap Ireland as EI-GES in Apr-18 and leased to Rossiya Russian Airlines the following month.
Since at least Feb-19 the aircraft has been operating flights on behalf of Aeroflot. It was withdrawn from service and stored at Moscow-Sheremetyevo, Russia in Apr-21.
Sanctions were placed on Russia as a consequence of their invasion of Ukraine in Feb-22. Russia then cancelled all western aircraft lease agreements and re-registered all leased aircraft in Russia.
This aircraft was re-registered RA-73274 in Mar-22. It doesn't appear to have returned to service and is quite possibly being used as a spares source. Updated 04-Oct-25.
Replacing an earlier scanned photo with a better version 19-Mar-22 (DeNoise AI).
A 'Combi' aircraft with a main-deck cargo door, this aircraft could be used for mixed passenger/Cargo operations. It was first flown with the Boeing test registration N6038E, and delivered to Egypt Air as SU-GAL in Jun-88.
It was wet-leased to RAM Royal Air Maroc in Jan-98 on Haj Pilgrimage operations, returning to Egypt Air in Mar-98. The aircraft was retired and stored at Cairo, Egypt in Sep-05. It was sold the same month to JT Power Optimus Prime 2 LLC and remained stored at Cairo until it was broken up there in Apr-07.
Replacing an earlier scanned slide with a better version 07-Jun-15, plus DeNoise AI 11-Feb-23.
G-ARTA was the prototype VC-10 and first flew as a VC-10-1100 in Jun-62. It remained with Vickers/BAC as a development aircraft.
It was converted to commercial standard as a VC-10-1109 prior to being sold to Laker Airways in Jan-68 and immediately leased to MEA Middle East Airlines as OD-AFA.
It was sold to BAC British Aircraft Corporation as G-ARTA in Mar-69 and then leased to BUA British United Airways the following month. BUA were merged into Caledonian Airways in Nov-70 becoming Caledonian//BUA.
They were renamed British Caledonian Airways (B.Cal) in Sep-71. The aircraft was written off in a hard landing at London-Gatwick in Jan-72. It remained stored at Gatwick until it was broken up in 1975.
As a footnote: I was at Gatwick at the end of January, 1972, about to return to Tripoli, Libya, for the second half of a Haj Pilgrimage operation on the 31st. G-ARTA had operated a service into Gatwick on the 27th but had diverted to London-Heathrow due to strong crosswinds at Gatwick. It was still stormy the following morning, although not as bad as the previous evening and the aircraft ferried back to Gatwick with just the three flight-deck crew. Just as it was about to touch down the co-pilot deployed the speed brakes after mishearing a comment from the Captain. This caused the aircraft to lose lift and it dropped about 20 feet onto the runway. The force of the impact sheared off one nose-wheel and broke most of the main flap brackets. The aircraft also broke it's back. I had a look on board it at Gatwick about a month later on my return from Tripoli. The fuselage was like a banana with big creases in the lower fuselage skin just ahead of the wings. The cabin floor was 'rippled' from both ends and came up in a point in the centre.
Replacing an earlier scanned slide with a better version 16-Apr-15, plus Topaz DeNoise AI 29-Sep-23.
Named: "City of Vienna".
First flown with the Douglas test registration N8963U, this aircraft was delivered to KLM Royal Dutch Airlines as PH-DNN in Apr-68 (just two months before this photo was taken).
The 'RC' version of the DC-9 was built with a main-deck cargo door and could be used for passengers, cargo, or a combination of both.
It flew with KLM for 19 years until it was returned to PK Finans International in Feb-87. It was sold to United Aviation Services Inc as N35UA in Mar-87 and sold on to the Con-Av Corporation the following month.
It was leased to Evergreen Airlines in May-87 and was re-registered N931F in Oct-87. It was operating cargo flights for the USAF and was written off when it crashed near Saginaw, Texas, on 19-Mar-89.
Note: The aircraft was operating a cargo contract for the USAF. On arrival at Fort Worth - Carswell AFB, TX, the cargo offload and onload was carried out by USAF staff. The aircraft departed for it's next stop at Oklahoma City - Tinker AFB and just after take-off the main cargo door half opened.
The Captain declared an emergency and continued the climb to 2,500 ft. During a shallow right turn the airflow caught the cargo door which opened fully to its top position. This caused the right turn to deepen until it passed the point of no return and the aircraft crashed upside down and disintegrated. Both flight crew died.
The First Officer had been operating the cargo door during the turnround and it appeared he didn't hold the door control down for long enough to allow the locks to engage properly.
Replacing an earlier scanned slide with a better version 22-Mar-15, plus Topaz DeNoise AI 06-Aug-23.
Taken at Penticton, BC, Canada.
Originally allocated the United States Air Force serial 60-9301, this aircraft was transferred the Royal Canadian Air Force and delivered direct from Grumman Aircraft serialled 9301 in 1960.
It was withdrawn from service in 1970 and stored before being returned to Grumman Aircraft as N9425 in 1971.
It was sold to the Armada de Chile (Chilean Navy) serialled 572 (or 251 ?) in 1972 It was written off on 01-Nov-73.
Note: The aircraft was operating in a mountainous region of Chile, near Quilpe and suffered an engine failure. It was unable to climb high enough to clear the surrounding terrain en-route to the coast and impacted a mountain side. Three of the six crew were killed.
Replacing an earlier digital photo with a better version, plus Topaz DeNoise AI 05-Apr-25.
Manchester in the rain... again! This was a London-Heathrow fuel diversion because of landing delays at LHR due 'low visibility procedures' in force.
Not a bad photo considering it was lining up on runway 23L, half a mile (700m) away!
Built as an A340-641HGW (Higher Gross Weight), this aircraft was first flown with the Airbus test registration F-WWCL. It was delivered to Castlelake Leasing and leased to Qatar Airways as A7-AGD in Mar-07.
After only 12 years in service, the aircraft operated it's last revenue flight on the 20-Apr-19. It was also the last Qatar Airways A340-600 flight.
It was initially stored at Doha, Qatar and moved to Kemble-Cotswold Airport, UK in Jul-19. The aircraft was returned to the lessor as 2-AGDD and permanently retired. It was broken up at Kemble in Mar-20.
Replacing an earlier digital photo with a better version 15-Oct-21 (DeNoise AI).
Leased from / operated by European Aviation Air Charter.
Delivered to British Airways in Mar-78 as G-BDXE. It was in service with BA for 24 years before it was sold to European Skybus Ltd in Jan-02 and leased to European Aviation Air Charter.
It was sub-leased to Saudi Arabian Airlines on a Haj Pilgrimage operation between Jan/Mar-03, It was also sub-leased to Corsair (France) between Mar-04/May-05.
European Aviation ceased Boeing 747 operations in Nov-05 and the aircraft was retired at Kemble, UK. It was subsequently broken up there in Sep-07.
Back at Lelant in the afternoon after a run on Olympian 34177. That's already been posted on this site so my contribution is 32104 (LT02 ZCO), one of many buses drafted in during the last year to replace Volvo Olympians. This one still retains remnants of Norwich Red Line branding.
Replacing an earlier scanned slide with a better version 09-Oct-15, plus Topaz DeNoise AI 01-Jun-23
Not many aircraft were repainted with Caledonian//BUA titles, so photo's are not that common.
Named: "Isle of Harris".
G-AWYV was delivered new to BUA British United Airways in Jun-69, BUA was merged into Caledonian Airways (like a minnow swallowing a whale!) in Nov-70 and Caledonian became Caledonian//BUA.
The BUA name was dropped in Sep-71 when it was renamed British Caledonian Airways. B.Cal was itself merged into British Airways in Apr-88. The aircraft continued with British Airways until it was retired in Mar-93 after 24 years in service and stored at Bournemouth, UK.
It was sold to European Aviation in Jul-94 and leased to subsidiary European Air Charter in Mar-95. It was sub-leased to Maersk Air UK a year later in Mar-96, returning to European Air Charter in May-98.
In May-99 it was briefly (2 weeks!) sub-leased to Debonair (UK). On 1st April 2002, the EU brought in stricter noise limits and even with hush-kits fitted, the One-Eleven was still too noisy to comply.
The European Aviation Group were the only ones still operating One-Elevens in Europe and in Mar-02 G-AWYV was retired at Bournemouth, UK, after 33 years service. It was broken up there in late 2003.
The forward fuselage was preserved under private ownership at Alton, UK, and was reported as being at the Alton Garden Centre, painted pale blue, in 2015.
Go North East 6115, a 2014 Wright Gemini 2 bodied Volvo B9TL, reg no NL63XBZ, seen on 8/7/17, at Sandyford Road, Newcastle, whilst operating its allocated 'Cobalt Clipper' Service 309, from Blyth to Newcastle. The vehicle is allocated to Percy Main Depot.
EDIT: Since the photo was taken the 'Cobalt Clipper' Brand has been discontinued and replaced by 'Cobalt & Coast'. The livery has been refreshed and all buses, including 6115, have been refurbished.
Reg. No: NL63XBZ
Fleet No: 6115
Chassis: Volvo B9TL
Body: Wright Gemini 2 H43/28F
Company: Go North East
Brand: Previously Cobalt Clipper, now Cobalt and Coast
Depot: Percy Main
Year in Service: 2014
Location: Sandyford Road, Newcastle-upon-Tyne
"Replacing Windows Media Center" by J. D. BIERSDORFER via NYT t.co/Nts7MpZtDx (via Twitter twitter.com/felipemassone/status/693085946472992769)
Replacing an earlier photo with a better shot 21-Jun-19.
First flown with the Airbus test registration F-WWDN, this aircraft was delivered to ILFC International Lease Finance Corporation and leased to Finnair as OH-LXL in Dec-03. Current (Jun-19).
Replacing an earlier scanned slide with a better version 18-Mar-15, plus Topaz DeNoise AI 29-Apr-23.
Named: "Goya".
Another one with a long history... Delivered to Iberia as EC-ARC in Jun-61. It was leased to APSA Aerolinas Peruanas in Mar-69 as OB-R-931 and returned to Iberia in Jun-71 as EC-ARC. It was leased to Aviaco in Aug-72 and they bought it in May-73.
It was sold to American Jet Industries Inc as N57AJ in Dec-78 and stored until it was sold to Nordair Canada in Feb-79 as C-GNDF. It was wet-leased to Libyan Arab Airlines between Oct/Nov-79 for the two halves of a Haj Pilgrimage operation.
It was leased to Air Fleets International as N3751X in Mar-80 and re-registered N893AF the following month. Re-registering it was a bit of a waste because it was repossessed by Nordair in May-80 and stored at Montreal-Dorval, Canada, still as N893AF.
It was sold to Onyx Aviation Inc, USA, in Oct-83 and sold on the same day to Eagle Aviation Corporation Inc. Oddly, it was sold back to Onyx Aviation Inc in Jan-84. In Sep-85 it was sold to 'Lord's Airline'.
Quite a few 'owners' followed over the next few years without it actually going anywhere, J.N. Associates (May-87), FB Air Inc (Feb-88), Jet Aviation Components & Aircraft International Inc (Apr-88), 1300 Inc (Jan-89), it was repossessed in Mar-90.
Finally it was bought by International Airline Support Group in Mar-90 and was broken up at Miami in Jul-90.
I also have a photo of this in Aerolineas Peruanas livery at
Replaced the laser cannons with "Jitte" looking parts from Lego Ninjago. I need to get another gray jitte to replace the golden one. Gotta save up (for next month)!
Also, I must confess that today, one of the wings went broken down at the turning of the toggle to change wing positions. I had to reinforce upper wings with some changes in the construction.
Interesting lesson today in 2B..
Field of Canola was Kim Klassen photo. We had to take it and replace the sky...took me awhile but I'm happy with the results...I'll have to try this again sometime soon so I don't forget...I forget a lot these days..Oh the sky shot was mine...
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 04-Jan-25.
Right side.
This aircraft was delivered to JAS Japan Air System as JA008D in Jun-98. In Apr-04 JAS was merged into JAL Japan Airlines and assigned to their newly created 'Domestic' Division.
Japan Airlines Domestic was combined into Japan Airlines International in Oct-06. The 'International' was discontinued in Apr-11 when it became JAL Japan Airlines again.
The aircraft was sold to the Jet Midwest Group, USA as N815KW in Mar-22. It was due to be transferred to Jet Midwest subsidiary Alta Airlines Holdings and operated by the newly resurrected Eastern Airlines.
However, that didn't happen and the aircraft was permanently retired at Mojave, CA, USA. I imagine that operating up to six sectors a day for 24 years on Japanese domestic services, it would have been a bit high on flight cycles. Updated 04-Jan-26.
Replacing an earlier scanned photo with slightly better version 24-Jan-19.
Taken from Pendleton Road.
Fleet No: "266".
This aircraft was delivered to American Airlines as N266AA in Jul-85. It was permanently retired at Roswell, NM, USA in Sep-10. It was sold to the Jet Midwest Group LLC in Sep-13 and eventually broken up.
Replacing an earlier scanned slide with a better version 07-Jun-22.
Photo taken from the base of the original domestic Pier A, facing the old Cargo Ramp.
Leased to PIA Pakistan International Airlines, this aircraft was delivered to PIA in Aug-59 as AP-AJG. PIA bought it in Jul-64, sold it to Hawker Siddeley Aviation the same day and leased it back again. It was returned to Hawker Siddeley in Mar-66 and stored.
In Mar-67 it was re-registered G-AVJB and in Jul-67 it was leased to BMA British Midland Airways. It was sub-leased to Nigeria Airways for a year between Oct-68/Oct-69. It was leased to Kestrel International Airways in Mar-72 but they had financial problems and BMA repossessed it in Nov-72 when Kestrel ceased operations.
It was briefly leased to a company called Site Aviation in Jan-74 and leased to British Airways in Mar-76, returning to BMA in Jun-76. The aircraft was sold to Intra Airways (Jersey) in Dec-76. Intra was renamed Jersey European Airways in Oct-79. It was retired and stored at East Midlands Airport, UK, in Dec-80 after it was sold to Field Aviation.
It was sold to British Air Ferries in Sep-81 and returned to service, mostly operating night mail services for the UK Post Office. It was stored at East Midlands again in Oct-83. In Nov-86 it was sold to Baltic Aviation (Sweden) as SE-IVY and operated until Apr-89 when Baltic was declared bankrupt.
By now it was 30 years old and it was stored at Southend, UK. In late 1989 it made it's final flight back to Malmo, Sweden, where the engines were removed and repossessed by the owners.
It was dismantled during 1992 and transported to the 'High Chaparral' Wild West Theme Park at Kulltorp, Sweden, where it was rebuilt and displayed. As of Oct-15, the aircraft was still on display at Kultorp.
Note: I also have a photo of this aircraft in my database as SE-IVY with Baltic Airlines at www.flickr.com/photos/kenfielding/13689426775
Replacing an earlier scanned photo with a better version 22-May-22 (DeNoise AI).
Fitted with 'Hush Kits'.
First flown with the Boeing test registration N57001, this aircraft was delivered to Britannia Airways as G-BHWF in Dec-80. It was sold to Thomson Tour Ops in Nov-85 and leased back to Britannia.
It was sub-leased to Air New Zealand in Jan-88 and returned to Britannia Airways in Apr-88. The aircraft was also sub-leased to Midway Airlines (USA) in Nov-88 and returned to Britannia Airways in Apr-89.
It was returned to the lessor, sold to Indigo Aviation AB and leased to Air New Zealand ZK-NAI in Dec-93. The aircraft was retired and stored at Christchurch in Dec-01. It was returned to Indigo Aviation in Feb-02 and leased to ADC Airlines (Nigeria) as 5N-BEE in May-02.
ADC Airlines ceased trading in Apr-07, one of seven Nigerian Airlines that were closed down by the Nigerian Government as being underfunded. The aircraft was withdrawn from use at Lagos, Nigeria.
First flown with the Boeing test registration N1786B, this aircraft was delivered to Boullioun Aviation Services as N747BX in Aug-01 and leased to Air Europa (Spain) as EC-HZS in Sep-01.
It was fitted with blended winglets in Sep-02. The aircraft was withdrawn from service and stored at Budapest, Hungary in Nov-13. It was ferried to Lasham, UK in Jan-14 and returned to the lessor as EI-FDZ.
It was leased to The Dart Group Plc as G-GDFZ and sub-leased to Jet2.com in Apr-14. It's operated in full Jet2 Holidays livery. Standard blended winglets were replaced by 'Split Scimitar' winglets in Nov-25(?). Current, updated 10-Sep-26.
With the 47 replacing the intended Black 5 due to the heightened fire risk during the current warm and dry spell of weather, the "Swanage Belle" tour from London Victoria speeds past Potbridge on the fast line as it heads to Dorset.
Locomotive: West Coast Railways Class 47/4 47804.
Location: Totters Lane, Potbridge, near Winchfield, Hampshire.
Replacing an earlier scanned photo with a better version 31-Jul-17.
Named: "Lady Penelope".
This aircraft was originally ordered by ILFC International Lease Finance Corporation for lease to JAS Japan Air Service, however the order was cancelled prior to construction. It was delivered to ILFC and leased to Virgin Atlantic Airways as G-VFAB in Apr-94. After 21 years in service the aircraft was returned to AerCap/ILFC in Oct-15 and permanently retired at Goodyear, AZ, USA.
Replacing an earlier scanned photo with a better version 01-Jan-22 (DeNoise AI).
Additional 'Soaring Spirit' Winter Olympic Games, Salt Lake City, 2002 titles.
Fleet No: "7005"
First flown with the Boeing test registration N50217, this aircraft was delivered to Delta Air Lines as N864DA in Dec-99.
When the COVID-19 Pandemic hit the world in Mar-20, Delta Air Lines made the decision to permanently withdraw their Boeing 777 fleet. This aircraft was stored at Victorville, CA, USA in Oct-20.
It was sold to the 'Arizona Cardinals' (Phoenix based American Football Team) in Oct-22 when it was ferried to Marana, AZ, USA and stored. It appears to be a 'spares' aircraft as the Arizona Cardinals operate sister ship N867DA (now re-registered N777AZ) in their full livery. Updated 08-Feb-24.
Replace HR Wells with Malcolm Merlyn. Im not changing it.
Honorable Mentions
Deathstroke
Firestorm (Both)
Replacing an earlier scanned photo with a better version 04-Jun-17 + DeNoise AI 05-Oct-22.
In special 'Lei' livery.
This aircraft was delivered to the Fleet National Bank and leased to TAP Air Portugal as CS-TEO in Jul-83. It was sub-leased to Air Atlantis in Apr-85 for the summer season and returned to TAP in Oct-85.
The aircraft was returned to the lessor in Dec-97. In Jan-98 it was sold to Aircraft No:2 LLC as N824AL. It was leased to Aloha Airlines in Mar-98. Aloha bought it from the lessor in Apr-07. Unfortunately, Aloha ceased operations in Apr-08 and the aircraft was stored at Honolulu.
It was ferried to Mojave, CA, USA in Jun-08 for further storage. In Oct-08 the aircraft was sold to the Air Carrier Accessory Service and permanently retired at Mojave. The registration was cancelled in Oct-13 and it was last noted still stored at Mojave in Oct-15.
Replacing an earlier scanned slide with a better version 12-Feb-15, plus DeNoise AI 18-Jan-23.
This is not a good photo and was taken just as it was going dark. Thank goodness for Photoshop and DeNoise software! (if you think it's bad now, you should have seen the original!).
D-ALIN had only a short life-span compared with today's airliners. It was delivered new to Lufthansa in Apr-55 and operated for 12 years. It was retired and stored at Hamburg in Jun-67. It was donated to Hermeskeil Museum, West Germany in May-80 and is still there today (Feb-15).
Replacing an earlier digital photo with a better version 03-Jan-22 (DeNoise AI).
Arriving after a non-stop ferry flight from Hong Kong. This was the 22 year old aircraft's penultimate landing. The following day it ferried to Bruntingthorpe, UK, on it's final flight to a date with the scrap-mans axe.
First flown with the Boeing test registration N60697, this aircraft was delivered to Cathay Pacific Airways as VR-HUE in May-93. It became B-HUE in Aug-97 when Hong Kong became an autonomous region of China.
In Jan-15, after 22 years in service, the aircraft ferried from Hong Kong via Manchester to Bruntingthorpe, UK where it was permanently retired. Updated 03-Jan-22
Replacing an earlier scanned 6"x4" photo with a better version 23-Apr-14, plus Topaz DeNoise AI 22-Oct-23.
Shame that the guys from Manchester Handling decided to drive through my shot!
Originally delivered to Eastern Airlines in Nov-78 as N339EA, a Tristar 1. It was sold to LTU Lufttransport Unternehmen in Dec-80 as D-AERN and immediately leased back to Eastern. It returned to LTU in Feb-81.
The aircraft was converted to Tristar 200 standard in Apr-86. It was sold to ILFC International Lease Finance Corporation in Nov-95 as N851MA and stored prior to being converted to freighter configuration in Jul-96.
It was initially leased to Millon Air, Miami in Jul-96 for a year before being returned to the lessor and sold to Fine Air in Jul-97. Fine Air was renamed Fine Air Services in Jan-98 and the aircraft was re-registered N260FA in Feb-98.
Fine Air was renamed Arrow Air in May-02 and the Tristar fleet were retired and replaced by DC-10F's. This one was stored at Roswell, NM, USA, in Jul-02 and finally broken up in 2008.
Wieder erstaunliche Stiefel aus den letzten 70er Jahren, aber in gutem Zustand, ich ersetzte Sohlen und Gummi Fersen Spitze. Diese prächtige eignet sich in der echten leater oberen in heißem schwarzem Futter und Sohle in beige, ist ein wirklich starkes, wie ein Reitstiefel und wirklich thigt.
Perfekt für Regenschnee Tag, perfekt, wenn mit pPVC glänzende Hose und Pelzmantel getragen.
GENIESSEN dank Swetie für fab DIY Clip again amazing boots from last 70s , used but in good condition , i replaced soles and rubber heels tip . this gorgeouses maked in total genuine leater upper in hot black lining and sole in beige , is a really strong ,like a riding boots , and really thigt.
perfect for rain snow day , perfect if weared with on pPVC shiny pants and fur coat .
ENJOY thanks to Swetie for fab DIY clip
De nuevo asombrosas botas de los últimos 70s, usadas pero en buenas condiciones, he reemplazado las suelas y la punta de los talones de goma. Este gorgeouses hecho en total superior genuino superior en el forro negro caliente y la planta del pie en beige, es realmente fuerte, como cargadores del montar a caballo, y realmente thigt.
Perfecto para el día de la nieve de la lluvia, perfecto si usó con en pPVC los pantalones brillantes y el abrigo de pieles.
DISFRUTA gracias a Swetie para el clip fabuloso DIY
最後の70年代からのすばらしいブーツ、良い状態で使用されました。私は足とゴムかかとの先端を交換しました。 ホットな黒いライニングとソールのベージュの総本物のライターアッパーで魅せられたこのゴージャスは、ライディングブーツのような本当に強いです。
雨の雪の日に最適、pPVCの光沢のあるズボンと毛皮のコートでwearedと完璧。
fab DIYクリップのSwetieに感謝します
Opnieuw fantastische laarzen uit de laatste jaren 70, maar in goede staat, ik vervangde zolen en rubberen hakken tip. Deze kloofhuizen zijn in totaal echt leider bovenkant in hete zwarte voering en zool in beige, een echt sterk, zoals een paardrijlaarzen, en echt thigt.
Perfect voor de sneeuwdag van de regen, perfect als u met pPVC glanzende broek en bontjas draagt.
GEWELD dankzij Swetie voor fab DIY clip
Replacing an earlier scanned photo with a better version 09-Aug-21 (DeNoiseAI).
It was foggy at London-Gatwick on this particular morning. I had the whole fleet at Manchester, G-GCAL was around the corner.
These aircraft were parked out on a taxiway opposite the Fire Station and where the new Control Tower is located. My ramp car didn't have a radio so I had to get a lift out there with the Servisair guys.
I assume this has replaced the B12B / Panther that woe this plate.Seen at Beaconsfield services on layover before running back top Scotland on the Overnight National Express is McLeans ex Aberfeldy 5351HP a Vanhool T915 Alicron C49FT. Photo taken 14/08/16
Replacing an earlier scanned photo with a better version 10-Feb-22 (DeNoise AI).
This aircraft was delivered to Singapore Airlines as 9V-SMO in Oct-92. It was sold to a lessor and leased to Air Atlanta Icelandic as TF-AMI in Feb-05. The aircraft was returned to the lessor as N940RB in Nov-05 and stored prior to freighter conversion.
It was converted to freighter configuration with a main deck side cargo door (SCD) in Oct-06 and leased to Air Atlanta Icelandic again at the end of that month.
It was wet-leased to Saudi Arabian Airlines Cargo in Jul-07 and operated on their behalf for over 11 years, returning to Air Atlanta Icelandic in Oct-18.
The aircraft was wet-leased to Magma Aviation in Dec-18. Current, updated 10-Feb-23.
Note: The registration 9V-SMO was re-used on a Singapore Airlines Airbus A350-941 in Jun-17.
Replacing an earlier scanned slide with a better version 18-Mar-15, plus Topaz DeNoise AI 28-Aug-23.
With all those fuel trucks in attendance it must have been tanking up to go trans-Atlantic...
Named: "St. Brendan / Breanainn".
This aircraft has a looooong history... Delivered new to Irish International Aer Lingus as EI-ALC in Apr-61. It was wet-leased to PIA Pakistan International Airlines between Oct-64/May-65. It was leased to Braniff Airways as N7082 in Nov-65 and returned to Aer Lingus in May-66 as EI-ALC.
It was leased to BWIA British West Indian Airways as 9Y-TCS in Dec-66 and returned to Aer Lingus in Apr-67 as EI-ALC. It was leased to Trans Caribbean Airways as N8790R between Oct-67/Apr-68, again returning to Aer Lingus as EI-ALC.
It was sold to Trans Polar Airways, Norway, as LN-TUV in Oct-70 but was repossessed in May-71 and stored until it again became EI-ALC in Nov-71. It was sold to Trans European Airways, Belgium, as OO-TEB in Aug-72 and wet-leased to Air Cambodge between Oct-73/Apr-73.
It was wet-leased to Tunis Air between May/Dec-75. It was briefly wet-leased to El Al Israel Airlines between Sep/Oct-78. Trans European sold it to ATA American Trans Air in Nov-78 as N8790R.
It was immediately leased to Ambassadair and returned to ATA in May-82. It then went through a procession of 'Affinity Groups' such as the 'Emerald Shillelagh Chowder Marching Society' in May-84 and 'Airfast' in Jun-86.
In Dec-86 it was sold to a 'Samuel Azar'. He sold it to (presumably!) his brother, 'Gab Azer' in Jul-88 and it found itself in Zaire the same month, re-registered 9Q-CFT with Fontshi Aviation Service.
By now the aircraft was 28 years old, a great age for an early turbo-jet Boeing 720. It continued in service until Oct-90 when it was involved in a runway over-run at Mbuji-Maji, Zaire (I'm unable to find further details). It never flew again and was stored at Mbuji where it remained. It was photographed still at Mbuji in Feb-06, derelict but intact and complete with engines. It's thought to have been broken up in mid 2011.
I also have a photo of this with Trans European Airways at
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 04-Aug-24.
It seems strange to think that of the eight airlines represented in this Terminal 2 line-up, only two of them are still operational. Virgin Atlantic and Delta. The others, Sabre, Air 2000, SABENA, Flying Colours, Continental and Britannia, are all long gone!
Named: "Lady Patricia".
With original Sabre tail livery.
Delivered to TAA Trans Australia Airlines in Oct-74 as VH-TBK, TAA was renamed Australian Airlines in Aug-86. The aircraft was sold to a lessor in Dec-86 and leased to Dan-Air Services as G-BNNI a few days later.
It was wet-leased to Sun Country Airlines, USA between Dec-89/Apr-90 and again between Sep-90/Apr-92. It was returned to the lessor in Nov-92 and stored at Dan-Air's maintenance base at Lasham, UK.
After 2.5 years in storage it was leased to Sabre Airways in Mar-95. It was stored at London-Gatwick in May-96 and ferried to Lasham in Nov-96 for further storage before being leased, short term, to Constellation International Airways between Apr/May-97.
It returned to service with Sabre Airways and was wet-leased to Sun Country Airlines for the winter season between Nov-99/May-00. Sabre Airways bought it in Sep-00 and it was ferried to Southend, UK, in Nov-00 for freighter conversion.
However, the airframe was found to be badly corroded and the conversion was abandoned. The aircraft remained stored at Southend and was sold to Cougar Leasing Ltd in Dec-03.
The engines were removed and the aircraft was noted still stored at Southend in Jul-03 with the nose cut off. The registration was cancelled the following month. The airframe was later sold to 727 Communications, Stilling, Denmark, disassembled and taken by road & sea to be reassembled outside the 727 Communications HQ in Denmark. It was noted still there in Mar-17.