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Replacing an earlier scanned photo with a better version 28-Nov-18 (DeNoise AI 05-Sep-22).
This aircraft was delivered to Cathay Pacific Airways as VR-HUD in Dec-92. It was re-registered B-HUD in Jul-97 when Hong Kong became an autonomous region of the People's Republic of China.
The aircraft was withdrawn from service and permanently retired at Kemble, UK in Sep-12. It was broken up there in Apr/May-13.
Replacing an earlier scanned photo with a better version 02-Aug-16, plus Topaz DeNoise AI 23-Oct-24.
Originally delivered to Ansett Airlines Australia as VH-CZL in Nov-71, this aircraft was sold to Midway Airlines as N935ML in Jun-82. Midway sold it to a lessor in Aug-84 and leased it back.
In Jul-91 Midway ceased operations and the aircraft was repossessed and stored at Orlando, Fl, USA. A year later, In Jul-92, it was leased to AeroMexico, still as N935ML.
AeroMexico operated it for 10 years and returned it to the lessor in Jul-02 when, now 31 years old, it was permanently retired and stored at Tucson, AZ, USA. It was broken up at Tucson in Feb-06 although the registration wasn't cancelled until 08-Aug-13.
Replacing an earlier scanned slide with a better version 24-Jan-19, plus Topaz DeNoise AI 03-Nov-24.
2nd Prototype A300, on a dark, wet & murky November day.
This is the 2nd prototype Airbus A300 which first flew with the French temporary registration F-WUAC on 05-Feb-73. It was leased to TEA Trans European Airways as OO-TEF in Nov-74 at the end of it's test programme.
It was wet-leased to Air Algerie between Nov-74/Jan-75 for a Haj Pilgrimage operation. It was wet-leased to Air Inter (France) between Jan/Mar-80 and wet-leased to Air Algerie again between Sep/Dec-80 for another Haj Pilgrimage.
The aircraft was sold to TEA in Jan-87 and it was retired and stored at Brussels in Nov-90. Trans European ceased operations in Sep-91 and the aircraft sat at Brussels for many years. The registration was cancelled in Sep-94 and the aircraft was finally broken up at Brussels in Jul-03.
Here is my most recent vehicle: the char D1.
This tank was made to replace the renault Ft within the french army in the late twenties. It was faster, more armored, armed with a 47mm canon and was operated by a 3 men crew: a driver, a commander/gunner and a radioman. In fact it was the first french tank to receive a radio, but instead of a regular radio it was using morse code since the french high command believed that it would have been impossible to hear a voice in the radio in the middle of a battle. But in 1934 it was decided to change their role from "infantry support" to "battle tank". In fact they were supposed to be replaced quickly within that role considering the quick evolutions in tank development at the time, they were replaced in 1937 by the char D2 and B1 tanks. The ones that have been produced were sent in Africa to invade lybia in case of an italian attack.
But in june 1940 they were moved in France to help the main army maintaining the Weygand line. They arrived to late after the collapse of the defense line but were involved in figtings near Souain. A lot of D1 were lost but they managed to stop 3 panzer divisions enough time to avoid french infantry units being encircled. After the battle of France the remaining tanks were sent again in Africa as part of Vichy France. But it was not over for them, during operation torch they were mobilised to fight aginst american tanks and after France colonies officially joined the allies they were sent to fight italians in Lybia like they should have done at the beginning.
It's a long but quiet interesting story of outdated tanks making their way through the whole war ^^.
My model is based on a D1 used in France withthe typical early 30's camoflage. It has a tricolor antenna used by some commanding tanks. The shapes were quiest difficult to get (especially for the turret) but I think that it turned out pretty well. I really love that the tracks are not covered which is typical for early tank designs. I applied some decals and that's how it looks now. I made some efforts to have it scaled a bit down compared to some of my other models in order for it to be perfectly minifig scale.
That's pretty much it, I'm personnaly proud of this model even if it looks strange because to be honest the real tank is also weird. I hope yoou'll like it !
Replacing an earlier scanned 6"x4" print with a better version 11-Dec-21 (DeNoise AI).
Dates in the history are approximate. For instance, my photo above was taken in Mar-96 and is clearly still in standard Aeroflot livery. However, some histories say it was transferred to the Russia State Transport Company by 1993.
This aircraft was built in 1987 and delivered to Aeroflot as CCCP-86467 in May-88. It was sub-leased to Air Ukraine in Sep-91 and returned to Aeroflot as RA-86467 in Aug-92.
It was transferred to the Russia State Transport Company sometime in the mid 1990's and continued in service until it was permanently retired at Moscow-Vnukovo in Dec-11. It was broken up there in Nov-12.
Replacing an earlier photo with a better version 28-Aug-18.
This was quite a surprise landing in the afternoon. It was running about 9 hours late inbound.
First flown with the Airbus test registration F-WZNQ, this aircraft was delivered to Cathay Pacific Airways as B-LRV in Oct-17. Current (May-19).
For the weekly challenge @ Offerings.
On 1 side pick the best way to represent 1
color & on the other side represent Flight
* Replaced a crappy-assed old pic of mine with
this new one, hence the inaccurate upload date. :)
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 slide with a better version 02-Jan-16.
Delivered to JAL Japan Air Lines as JA8128 in Jun-75, the aircraft was sold to subsidiary company JAA Japan Asia Airways in Nov-86. It was leased back to JAL in Nov-98 and sub-leased to JALways in early 1999 in the Reso'cha livery.
It was returned to Japan Asia Airways in Aug-03 and sold to Orient Thai Airlines as HS-UTD. It was transferred to Orient Thai 'One-Two-Go' in Jun-05.
It was retired and stored at Phitsanulok, Thailand, in early 2008 and was donated to the local education authority with "This aeroplane is an asset donated for education and learning" titles. It was noted still there in Mar-12.
Replacing an earlier scanned slide with a better version 31-Jan-15, plus Topaz DeNoise AI 21-Aug-23.
Parked on the Aviation Overhauls Ramp. Not the best of shots but I remember it was a typical dark January day. I-TAVO had supposedly been bought by Bardock Aviation (UK) but was never delivered. Another UK airline start-up of the early 1960's that didn't last long!
History dates are approximate. This aircraft was delivered to the USAAF United States Army Air Forces serialled 44-07760 in early 1945. It was transferred to the UK Royal Air Force as KN682 in May-45.
In Nov-51 it was sold to Hunting Aviation Services as G-AMNL and in Dec-51 it was used in the British film/movie 'Top Secret' as an Aeroflot aircraft with the fictitious Soviet registration CCCP-L1783, with Northolt, UK doubling as Moscow.
The aircraft was leased to Hunting Clan in 1952 and in the early 1950's used the RAF serial XF767 for UK Ministry of Defence trooping flights. In mid 1960 Hunting Clan, along with other UK independent airlines, was merged to form British United Airways.
In Nov-61 the aircraft was leased to Aerolinee Itavia (Italy) as I-TAVO. In late 1963 the aircraft arrived in Liverpool UK for maintenance and storage with Aviation Overhauls.
It was due to be leased to Bardock Aviation Services as G-AMNL again and, still in basic Itavia livery, the titles Bardock Aviation Services were added in Mar-64. However, the 'transaction was cancelled' and it remained stored at Liverpool.
In Jun-64 it was sold to PLUNA Primeras Lineas Uruguayas de Navegacion Aerea as CX-BDB. The aircraft was later retired at Montevideo, Uruguay (date unknown). It was later presented to the Museo Aeronáutico de Montevideo, Uruguay and displayed in a derelict state. Updated from various sources 17-Jun-23.
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.
Replacing an earlier scanned slide with a better version 18-Oct-15, plus Topaz DeNoise AI 06-Apr-23.
Lockheed Tristar prototype visiting East Midlands (EMA) for a presentation to Rolls Royce staff.
This was the 3rd prototype Tristar and was originally to have been N302EA. However it first flew as N301EA with Lockheed not long before this photo was taken.
It was re-registered N302EA by Lockheed in Feb-73 at the end of the test programme and delivered to Eastern Air Lines in May-73. Eastern Air Lines ceased operating in Jan-91 and the aircraft was bought from the liquidator by Delta Air Lines in Mar-91.
It was re-registered N781DL in Jun-91. The aircraft was damaged beyond repair in Aug-95 after suffering a sudden decompression at 33,000 feet shortly after departure from Los Angeles en-route to Honolulu, causing severe damage to the airframe and the rear bulkhead separated from the fuselage crown.
The crew carried out an emergency descent to 14,000 feet and returned safely to Los Angeles. The aircraft was now 24 years old and due to the cost of repairs, Delta decided to retire it.
The aircraft was sold back to Lockheed almost immediately and used for testing in their 'Ageing Aircraft' programme. In Oct-95 the aircraft was ferried to Dobbins AFB, Marietta, GA., where it was eventually broken up.
Replacing an earlier scanned photo with a better version 06-Feb-15.
They obviously couldn't afford the paint in those early days...
Named: "The Spirit of Ireland".
This aircraft was built in Romania under license as a One-Eleven 561RC. It was delivered to Tarom - Romanian Airlines as YA-BRB in Jul-83.
It was wet-leased to Dan-Air (UK) between Apr/Oct-85. It was leased to Ryanair as EI-BSS in Nov-86 and returned to Tarom As YR-BRB in Nov-89. Just a month later the aircraft was leased to Ryanair again, as EI-BSS between Dec-89/Nov-90, returning to Tarom as YR-BRB.
in Apr-92 it was leased to Ryanair a third time as EI-BSS, returning to Tarom as YR-BRB on Oct-92 and again to Ryanair as EI-BSS between Apr/Jun-93, returning as YR-BRB.
It was wet-leased to Aero Asia three times, between Dec-93/Mar-94, Jul/Oct-94 & Feb/Jun-95. The aircraft was sold to Aerolion International in Dec-97 and was stored at Sharjah, UAE in Feb-98.
It was sold to Executive Airline Services, trading as EAS Airlines (Nigeria) as 5N-ESD in Jun-99. The aircraft was grounded by the Nigerian Authorities in Sep-02 and stored at Lagos, Nigeria after the crash of another EAS One-Eleven (5N-ESF crashed on take-off from Kano, Nigeria 04-May-02).
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 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.
Replacing an earlier scanned slide with a better version 29-May-22 (DeNoise AI).
Named: "Holidayliner Freedom".
Sadly, this beautiful DC-10 didn't last long. Built with a main deck cargo door, this aircraft could be used for either passengers or cargo. It was delivered to ONA Overseas National Airways as N1032F in Jun-73 and was written off at New York-Kennedy just 2.5 years later on 12-Nov-75.
Note:
The aircraft was departing on a ferry flight from New York-Kennedy to Frankfurt and Jeddah at the start of a series of Haj Pilgrimage charter flights with 129 staff passengers and 10 crew.
During the take-off run the aircraft hit a large flock of seagulls on the runway and the take-off was abandoned. The damage to the No:3 engine fan blades caused a rotation imbalance and the compressor case disintegrated, causing a fire in the engine pylon and the right wing.
It also damaged the No:3 hydraulic system which affected the aircraft braking and the No:3 thrust reverser couldn't be deployed.
The runway was wet and it was apparent that the aircraft was not going to stop on the runway, so the crew steered onto a taxiway with the aircraft still doing 40kts which caused the undercarriage to collapse. The aircraft was damaged beyond repair. There were no fatalities.
Replacing an earlier scanned print with a better version 20-Jun-19, plus Topaz DeNoise AI 30-Jan-24.
First flown in Jul-88 with the British Aerospace test registration G-5-376, the aircraft was originally ordered by Wings West Airlines as N376AE but the order was cancelled before completion.
It was later re-registered G-11-6 with British Aerospace. It was delivered to BMA British Midland Airways as G-UIET in Oct-88. It was sold to a lessor on delivery, leased back to BMA and sub-leased to Manx Airlines.
It was wet-leased to British Airways Express in Oct-92 and returned to Manx Airlines in Dec-92. The aircraft was re-registered G-MANO in Nov-94. It was sub-leased to Air Ostrava (Czech Republic) as OK-TFN in May-95 and returned to Manx Airlines as G-MANO in Jan-96.
Manx Airlines was merged into British Airways CitiExpress in Mar-02. The aircraft was returned to BAE Systems and stored at Southend, UK in Nov-03. It was converted to freighter configuration with a main deck cargo door in Sep-07 and leased to West Air Sweden as SE-MAN.
It was transferred to Atlantic Airlines as G-MANO in Mar-11. Atlantic Airlines merged with West Air Sweden in Nov-15 to form the West Atlantic Group. The aircraft was transferred back to West Atlantic Sweden as SE-MAN in Nov-16.
After 31 years in service the aircraft ferried from Oslo to the Isle of Man in May-19 and was permanently retired.
Diesel replaces steam, with a BR Cravens DMU passing a steam service at Drummuir station in the late-50s / early-60s..
The DMU's destination is 'Elgin - via Craigellachie'..
Passenger services through here ceased in 1968, and the line closed down completely in 1991.
Today (2016) almost everything in this photo has vanished, and all that is left is a single running track, and one bare platform - where the DMU is standing. The line is now part of the preserved 'Keith and Dufftown Railway'.
The Cravens DMUs later became BR Class 105, and all were withdrawn by 1988. Today, only one complete 2-car unit, and a trailer, have survived.
Original slide - photographer unknown
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.
Replacing an earlier scanned photo with a better version 06-Feb-22 (DeNoise AI). The old negative was very badly 'yellowed' when I rescanned it.
This aircraft was delivered to Malaysia Airlines as 9M-MFH in Sep-94. It was sold to GECAS in Dec-97 and leased back to Malaysia Airlines. It was returned to the lessor in Nov-98 and immediately leased to Jet Airways (India) as VT-JAZ.
The aircraft returned to the lessor in Dec-00 and was leased to British Airways as G-GFFJ the following month. It was returned to the lessor in Mar-09 and stored at Southend (UK). It was due to be leased to Aeroflot-Nord but the lease wasn't taken up.
In May-09 it was leased to Astraeus Airlines as G-PJPJ and operated on behalf of Palmair (UK). It was returned to Astraeus at the end of Oct-10. In May-11 the aircraft was wet-leased to Iceland Express.
Astraeus Airlines ceased operation in Nov-11, it was returned to Astraeus and the lessor and stored at Lasham, UK, where it was permanently retired. The registration was eventually cancelled in Oct-15.
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.
Replaced horrible original with a new scan and post processing 7/1/20. I had this picture reversed for years. That has been corrected, along with the color balance. I knew that there was a good picture hiding in there.
©2000 Gary L. Quay
This is from the same roll as "Water Colors."
Camera: Hasselblad 500 CM
Lens: 80mm Carl Zeiss
Film: Fujichone Velvia
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Replacing all stickers with printed parts (that actually match the real thing). It still needs a dashboard though.
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 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.
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.
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 photo with a better version 19-Mar-17 (DeNoise AI 24-Aug-22).
'Raffles' logojet livery.
This aircraft was delivered to Singapore Airlines as 9V-SPK in Jan-97. Sadly, the aircraft was destroyed at Taipei (Taiwan) on 31-Oct-00 when it struck construction equipment during take-off on a runway that was closed for maintenance.
It's sister-ship with the 'Raffles' livery, 9V-SPL, was very quickly repainted back into standard livery.
We are about to enter the Old City formerly known as the Chinese City.
This is the original city core and the sole part of Shànghǎi to pre-date the 1850s.
Many of the older buildings have been replaced with modern apartment blocks, but there are still more temples here than in the rest of the city combined, and pockets are impregnated with atmosphere and shabby charm.
Shyamali Paul replaces a damaged LED bulb with a new one at a Chrysanthemum flower cultivation farm at a village in West Bengal, the eastern state of India. Here farmers with the help of microfinancing to cultivate Chrysanthemum flowers which are exported to Europe and USA apart from other states of India. Farmers light up their fields with LED bulbs at night to get quality production of ornamental flower like Chrysanthemum. Here fellow flower growers shifted to a new innovative method of farming as they strung up rows of 9Watt LED bulbs across their fields and kept these switched on from sunset till dawn for 7-10 days during the budding stage.
The innovation of thousands of LED bulbs are switched on during the night to give the plants artificial, “day-like” light to compensate for its lack during the daytime cover-up. It was found the plants showed stunted growth when kept the lights on at night and the quality of his chrysanthemums was also very good.
The process is by exposing the plant to a continuous phase of light even at dusk they are enhancing the process of photosynthesis, which means the plant cooks way more food than it can cook only from the sunlight it receives in the morning. With the process being repeated over a period of days, the plant gets engaged in cooking and storing the food and then when the lights are suddenly cut off, the plant grows at a very fast rate with enough nutrition for a good quality produce. During the process, the farmers need to maintain a perfect balance between the periods of light and darkness.
Three years back, their business was floundering, now suddenly things have changed on which more than 5000 farmers’ families are depending on Chrysanthemum flower cultivation.
Replacing an earlier scanned photo with a better version 22-Oct-17 (DeNoise AI 22-Sep-22).
G-AVMY was delivered to BEA British European Airways in Aug-69. BEA was merged with BOAC British Overseas Airways Corporation to form British Airways in Jul-74. G-AVMY continued in service until BA retired it at Bournemouth in Jan-92.
It was due to be sold to Okada Air, Nigeria, as 5N-OSA but the sale was cancelled. It was sold to European Aviation in May-93 and later leased to a subsidiary company, European Air Charter, in Jun-95.
It was wet-leased to SABENA Belgian World Airlines over the Christmas/New Year peak in Dec-95/Jan-96 and again to cover the Easter peak period in Mar-96.
It was leased to AB Airlines (previously Air Belfast & Air Bristol), in Oct-97, returning to European Air Charter 2 months later in Dec-97. It was finally retired at Bournemouth in Aug-00 and eventually broken up there in 2003.
Replacing an earlier scanned photo with a better version 21-Oct-21 (DeNoise AI).
A series of 5 photos showing the final flight of British Airways Concorde G-BOAC. Arriving into Manchester for it's last ever landing. It was originally on open display at Manchester's 'Runway Viewing Park'. However British Airways stipulated it should be preserved under cover and It now sits in it's own 'hangar'.
G-BOAC was the 'Flagship' of the British Airways Concorde fleet. It was first flown as G-BOAC on 27-Feb-75 and after participating in the Concorde test programme it was delivered to British Airways on 13-Feb-76.
It was the aircraft which inaugurated supersonic trans-Atlantic scheduled services between London-Heathrow and Washington, DC, USA in May-76.
In early 1979, in a joint operation with Braniff International Airways, the London-Heathrow / Washington-Dulles service continued on to Dallas-Fort Worth. The aircraft was registered G-N81AC on the Trans Atlantic sectors. The 'G-' was removed for the US Domestic sectors, becoming N81AC.
The aircraft operated successfully for 27 years before it's final flight from London-Heathrow to Manchester on 31-Oct-03.
It's on permanent loan to Manchester Airport Plc and is displayed at Manchester Airport's Runway Visitor Park. Charges apply.
Replace HR Wells with Malcolm Merlyn. Im not changing it.
Honorable Mentions
Deathstroke
Firestorm (Both)
Replacing an earlier scanned print with a better version 28-Dec-18, plus Topaz DeNoise AI 12-Jul-24
Named: "City of Glasgow".
First flown with the deHavilland Canada test registration C-GEOA, this aircraft was delivered to Brymon Airways as G-BRYI in Mar-91. Brymon was merged with Birmingham European Airways to form Brymon European Airways in Nov-92.
It didn't last long, the company was split again in May-93 with the jet aircraft going to Maersk Air UK and the turboprop aircraft being transferred to Brymon Aviation, now owned by British Airways.
The aircraft was operated for British Airways Express by Brymon in full BA livery from Jul-93. In Mar-02, Brymon was merged with another BA franchisee, British Regional Airlines to form British Airways CitiExpress.
The aircraft was sold back to Bombardier Inc as C-FFBG in Jun-05 and was stored at North Bay, ON, Canada. In Mar-06 it was leased to Air Southwest (UK) as G-WOWE. It was briefly wet-leased to Aurigny Air Services (Guernsey, CI, UK) in May/Jun-11.
In Jul-11 Air Southwest was taken over by Eastern Airways (UK). The aircraft was returned to Bombardier Inc in Jan-12 and stored (at Calgary, AB, Canada ?). It was sold to Avmax Aviation Services as C-GRUR in Sep-12 and leased to CMA Central Mountain Air in Nov-12.
It was withdrawn from service in Nov-17 and stored at Calgary, AB, Canada. It was returned to Avmax in Jun-19 and remained stored until it was ferried to Luanda, Angola in early Dec-22. It was leased to Fly Angola as D2-FDX later that month and continues in service.
However, as of 12-Jul-24, the aircraft continues to appear on Flightradar 24 as C-GRUR! I assume the box has never been changed to a new ADSB code... Updated 12-Jul-24.
Replacing an earlier scanned photo with a better version 07-Oct-17, plus DeNoise AI 26-Feb-23.
Named: "Long Beach".
This aircraft was delivered to Air Malta as 9H-ABC in Mar-83. It was sold to British Aerospace in Dec-94 in part-exchange for B.Ae 146-RJ70's. British Aerospace immediately sold it to a leasing company who leased it to Air New Zealand as ZK-NAG later that month.
It returned to the lessor in Dec-95 when it was immediately leased to TEA Cyprus (Trans European Airways) as 5B-DBF. TEA Cyprus wet-leased the aircraft to Pacific Airlines (Asia) the following day. It returned to TEA Cyprus in May-97 and was wet-leased to Air Afrique five days later.
It was returned to TEA Cyprus in Dec-97 and returned to the lessor in Feb-98. It was leased to Winair as N118RW the same month. Winair bought it in Mar-98 but apparently didn't keep up the payments as it was repossessed by the lessor in Jun-99.
In Jul-99 the aircraft was leased to Frontier Airlines. The registration N276FL was reserved by Frontier but wasn't used. It returned to the lessor in Oct-03 and was stored until May-04 when it was leased to Atlantic Airlines de Honduras as HR-ATN. The aircraft was permanently retired at La Ceiba, Honduras in mid 2008.
Replacing an earlier photo with a better version.
Named: "Lindau".
First flown with the Airbus test registration D-AZAF, this aircraft was delivered to Lufthansa as D-AISQ in Jun-09. It was repainted with Lufthansa's 'updated' livery in Feb-18. Current, 29-Jun-22.
Replacing an earlier scanned photo with a better version 09-Nov-16, plus Topaz DeNoise AI 23-Jan-22.
This aircraft was delivered to ILFC International Lease Finance Corporation in May-98 and leased to Air France as F-GNIG. It was returned to ILFC in Oct-10 and stored at Paris-Orly.
It was leased to Finnair as OH-LQG in Feb-11. In Dec-15 it was retired by Finnair and returned to the lessor. It was sold to Universal Asset Management as N537SK later the same month and was permanently retired at Tupelo, MS, USA.
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 21-Mar-16, plus DeNoise AI 29-Nov-22.
First flown in Feb-92 with the Airbus test registration F-WWCL, this aircraft was delivered to Balair Switzerland as HB-IPL in Apr-92.
Balair merged with CTA in Jan-93 to form Balair/CTA. It was renamed Balair CTA Leisure in Nov-97. The aircraft was sold to a lessor in Nov-99 and leased to Oman Air in Dec-99 as A4O-OC.
It was returned to the lessor in Mar-02 as N640KS. In Jul-02 it was leased to Air Plus Comet as EC-IHV and in Nov-03 they sub-leased it to Aerolineas Argentinas as LV-AIV.
It was repossessed by the lessor in May-10, re-registered N391LF and permanently retired at Walnut Ridge, AR, USA the following month. It was last noted still at Walnut Ridge in Sep-11. The aircraft was broken up there in late 2011. Updated 29-Nov-22
Replacing an earlier scanned print with a better version 16-Feb-19, plus DeNoise AI 21-Dec-22.
My one regret is that I never saw these aircraft on the water or flying.
Named: "Hawaii Mars".
Delivered to the United States Navy in 1945.
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 21-Nov-25.
First flown in Nov-93 with the de Havilland Canada test registration C-GFUM, this aircraft was delivered to Tyrolean Airways, Austria as OE-LLY in Jan-94. It was withdrawn from serevice and ferried to North Bay, ON, Canada for storage in Jul-01.
The aircraft was sold back to Bombardier Inc as C-GHQZ in Oct-01 and remained stored at North Bay. It was leased to Hydro Quebec in Feb-02 and returned to Bombardier Capital in Sep-03 when it was stored at Calgary, AB, Canada.
In Jan-04 it was leased to Voyageur Airways and wet-leased to the United Nations Humanitarian Air Service in mid Apr-05 and based at Nairobi, Kenya. The aircraft returned to Canada a couple of times for scheduled heavy maintenance.
Bombardier sold it to Voyageur Airways in Feb-19 while the lease to the UN continued. It returned to Voyageur Airways in Feb-21 and was sold to Wasaya Airways, Canada in Jul-22. Now 32 years old, it continues in service. Updated 21-Nov-25.