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 digital photo with a better version 16-May-22 (DeNoise AI).

"Berlin Bearbus" logojet

First flown with the Airbus test registration D-AVWI, this aircraft was delivered to US Airways as N727UW in Dec-99. It was sold to a lessor and leased back in Mar-03. The lease was rejected and it returned to the lessor while in 'Chapter 11' bankruptcy protection in Mar-05.

The aircraft was leased to Germanwings in the 'Berlin Bearbus' special livery as D-AKNO in Jun-05. It was repainted in standard livery in Jan-11.

At midnight on 28-Oct-17, the day Air Berlin ceased operations, Germanwings quietly changed from being an operating airline to being an ACMI Operator (Aircraft, Crew, Maintenance & Insurance) when all it's aircraft were wet-leased to Eurowings.

The same flights continued to operate as before, but now with a Eurowing flight prefix. The aircraft was withdrawn from service and stored at Stuttgart, Germany in Mar-20 at the start of the COVID-19 Pandemic.

The following month, Apr-20, Lufthansa closed Germanwings down and all the aircraft leases (and crew) were transferred to Eurowings. In Sep-20 the aircraft was ferried to Kaunas, Lithuania for long-term storage. It returned to Dusseldorf in Apr-22 and the ferried to St. Athan, Wales, UK in May-22 where it was permanently retired. Updated 16-May-22.

Replaced with:

www.flickr.com/photos/nolarisingproject/2807497005/

NoLA Rising salutes Banksy: nolarising.blogspot.com

Replacing an earlier digital photo with a better version 09-Apr-20.

Additional 'Official Airline CHOGM 2005 MT' titles (= 'Commonwealth Heads of Government Meeting' 2005 Malta).

First flown with the Airbus test registration D-AVWQ. This aircraft was delivered to ILFC International Lease Finance Corporation and leased to Air Malta as 9H-AEG in Feb-04.

It was subleased to Skyservice Airlines Canada as C-GAEG in Dec-05, returning to Air Malta in Mar-06, and again between Oct-07/Apr-08. The aircraft was returned to the lessor in Dec-15 and stored at Shannon.

It was re-registered EI-FMT in Feb-16 and leased to Volotea Airlines a week later. It was re-registered EC-MTN in Dec-17. The aircraft was placed in temporary storage at Nantes, France in Mar-20 due to the COVID-19 Pandemic. It returned to service briefly in Oct-21 and was stored again until Feb-22. Current, updated 30-Sep-22.

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.

Replacing an earlier scanned photo with a better version 21-May-17, plus Topaz DeNoise AI 03-Jan-26.

With additional small 'Sky Cruiser' titles.

The Boeing 747-446D was specially built for Japan Airlines and used on hi-density Japan domestic services. It had quite a few differences like no long range tanks and the most obvious, no winglets.

This aircraft was delivered to JAL Japan Airlines as JA8907 in Mar-93. It was sold on delivery to a lessor and leased back to JAL.

When JAL took over JAS Japan Air System in Apr-04, it divided the company into Domestic and International divisions. JA8907 was transferred to Japan Airlines Domestic. The aircraft was sold back to JAL in Mar-05.

In Oct-06 the Domestic Division was merged into Japan Airlines International. It continued in service until Aug-10 when it was sold to Wells Fargo Bank Northwest as N893DB.

The aircraft was permanently retired at Walnut Ridge, AR, USA. It was noted still stored at Walnut Ridge in Sep-11 and the registration was cancelled in Apr-12.

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 24-Oct-17.

Delta Air Transport, operating for SABENA Belgian World Airlines.

First flown with the British Aerospace test registration G-6-167, this aircraft was delivered to DAT Delta Air Transport as OO-DJF in Aug-90. It was operated on behalf of SABENA Belgian World Airlines until they ceased operations in Feb-02. DAT was then renamed SN Brussels Airlines and continued operating parts of SABENA's European network. The 'SN' was dropped from the titles in Mar-07 and Brussels Airlines got rid of the old 'Sabena' style livery with a completely new look. The aircraft was permanently retired at Brussels in Feb-09 and it was broken up there in Dec-10.

Replacing an earlier scanned photo with a better version 03-Oct-21 (DeNoise AI).

'jmc AIR' sometimes leased aircraft in the USA during the UK winter season. This was leased to Ryan International Airlines and operated for Apple Vacations. It's seen here about to depart Manchester for the USA.

Another long and complicated history... First flown with the Airbus test registration F-WWBQ, this aircraft was delivered to GECAS and leased to Airworld (UK) as G-BXKC in Dec-97.

It was wet-leased on delivery, to Ryan International Airlines (USA) and operated on behalf of US Tour Company 'Apple Vacations'. It returned to Airworld in Apr-98.

Airworld was merged into Flying Colours Airlines in Nov-98 and the aircraft was again wet-leased to Ryan International on behalf of Apple Vacations in Dec-98 and returned to Flying Colours in Apr-99.

This aircraft was repainted in 'jmc AIR' livery in Oct-99 and then wet-leased to Ryan International in Dec-99, again operating for Apple Vacations. At the end of Mar-00, Flying Colours was merged with Caledonian Airways (Mk:2) for form 'jmc AIR' (see below) and the aircraft was returned to 'jmc' in Apr-00.

The operation was repeated between Dec-00/May-01, Nov-01/Apr-02 and Dec-02/Apr-03. 'jmc AIR' was renamed Thomas Cook Airlines in Mar-03. For the next four European Winter seasons (Dec-03/Apr-04, Dec-04/Apr-05, Dec-05/Apr-06 and Nov-06/Apr-07), the aircraft was wet-leased to Bredan Airways (doing business as USA 3000 Airlines).

It was returned to GECAS in Jan-08 and leased to Vladivostok Avia as VP-BFX a few days later, It was returned to GECAS in early 2014 and stored at Shannon, Ireland. In Apr-14 the aircraft was leased to Hamburg Airways. Hamburg Airways ceased operations in mid Dec-14 and the aircraft was returned to GECAS at the end of the month when it was again stored at Shannon.

It was sold to Sunrise Asset Management Inc and leased to Allegiant Air as N229NV in Apr-15. Current, updated 15-Dec-22.

Note: The 'JMC' in 'jmc AIR' is the initials of Thomas Cook's son John Mason Cook! Who knew!! Well, no one really! The name and the livery were an advertising man's dream, but an airline man's nightmare. The general public (and half the travel trade) had no idea what it meant, what it stood for and what it's history was. It wasn't the greatest success and three years later 'jmc AIR' was renamed Thomas Cook Airlines.

With Halton Transport having met its demise, various operators have filled the gaps. Arriva have replaced many service runs, including parts of servcies 14A, 61, 62 and 200, Warrington's Own Buses have taken on parts of service 62 and some college work, Stagecoach have taken on some schools work and Ashcroft Travel have taken on services 26/27.

Warrington's Own buses have drafted in additional vehicles from far and wide, including a trio of ex Transdev Lancashire Volvo B7RLE / Wright. 227 (BD12TEJ) is seen in Runcorn old town working a former Halton service 62.

Replacing an earlier scanned photo with a better version 17-Nov-17, plus Topaz DeNoise AI 11-Jul-23.

Fleet No: '5BU'.

This aircraft was delivered to American Airlines as N684AA in Jul-91, it was sold to a lessor on delivery and leased back to American. It was fitted with blended winglets in Apr-08.

After 21 years with American, the aircraft was retired and stored at Roswell, NM, USA in Jan-12. It was returned to the lessor in Jan-13 and leased to Icelandair as TF-ISK the following month.

The aircraft was permanently retired at Reykjavik-Keflavik, Iceland in May-21 after 30 years in service. Updated 11-Jul-23.

A westbound Norfolk Southern coal train passes beneath a Nickel Plate Road style signal in Painesville, Ohio, in July 2005. These signals have since been replaced.

In 1836 the first pastoralists moved into the Geelong region with David Stead and John Cowie on the Moorabool River and Alexander Thompson on the Barwon River (Kardinia estate meaning sunrise in local Aboriginal language). By 1837 there were enough pastoralists and their workers in the region for Magistrate Foster Fyans to be stationed at the Barwon River and Constable Patrick McKeever to be the first police officer there. Geelong was surveyed in October 1838 with the first land sales in 1839. The first general store, the Wool Pack Inn and a wool store opened around his time and by 1841 there were 82 houses and over 400 residents and the town had its own newspaper. The main streets were named after places and people mainly who were early settlers– Moorabool, Yarra, Bellarine, Corio, Gheringhap, Swanston and Malop, Ryrie, McKillop, Myers, Brougham, Fenwick and etc. The name of Geelong came from a local Aboriginal languages meaning either “white sea bird” or “cliff” or “going up”. Within a short time there was a saddler, Wesleyan place of worship (not quite a church), a post service etc. In 1848 Geelong was declared a port for exporting wool, grain, hides, tallow etc. A year later (1849) it was officially proclaimed a town with its own Town Council and a mayor. The Industrial Revolution in England and the great demand for wool for woollen mills boosted the town’s growth and the discovery of gold in Ballarat added to it. Geelong was able to supply needed goods for the goldfields etc. In 1851 Geelong had 8,291 inhabitants but by 1853 it had 22,000 thanks to gold from Ballarat being received and exported from here. The basalt and sandstone Customs House was built in 1856 in Brougham Street when exports began from here rather than at Williamstown near Melbourne and immigrants landed directly in Geelong. The first Town Hall was built in 1855 and a telegraph connection with Melbourne was established in 1854. The fine sandstone Telegraph Station with a timeball for shipping on its roof was built in 1858 and still stands next to the former Post Office. The first railway in Victoria linked Melbourne and Geelong in 1854. A private company began building the railway in 1854 but it was not completed until 1856. The first railway station was replaced with the current one between 1877 and 1881 hence the polychromatic brick work which was popular at that time. A new railway line was built from Geelong to Ballarat starting in 1858 with completion in 1862. A short tunnel was cut through the hill beyond the railway station in 1875 to allow trains to travel to South Geelong and on to Colac. By the mid-1850s Geelong was the third biggest town in the Australian colonies and it continued to greatly significantly in the 1860s.

Replacing an earlier scanned photo with a better version 30-Apr-22 (DeNoise AI).

This aircraft was delivered to JAL Japan Air Lines as JA8130 in Jun-79. It was sold to a leasing company in Apr-99 and leased back to JAL.

In Dec-00 it was briefly sub-leased to JAA Japan Asia Airways for two weeks. In Apr-04 JAL was divided into Domestic and International divisions and this aircraft was transferred to Japan Airlines - International. It was sub-leased to JAA Japan Asia Airways again between May-04/Oct-05.

Two weeks later it was returned to the lessor and sold to Kalitta Equipment LLC as N741CK. At the end of Oct-05 it was ferried from Tokyo-Narita to Kalitta's base at Detroit-Willow Run, MI, USA. and permanently retired. The registration was cancelled in Apr-08 and the aircraft was gradually broken up for spare parts.

“Kintsugi is the art of repairing broken pottery with golden lacquer. Shattered pieces are put back together and become even more beautiful laced with gold than they were originally. Rather than being discarded or lamented for its flaws, an object becomes more treasured than ever, as its disfigurement or defect becomes its strength through the art of kintsugi, adding to its beauty. Kintsugi can often be found in the cups used for tea ceremony (or sado), where pieces with an interesting imperfection or defect are prized for their beauty and aesthetic quality. The concept of kintsugi is a compelling metaphor and doesn’t only have to apply to objects. It’s an important and even empowering one to think about, particularly at those times in your life that are challenging. It can even apply to something as trivial as a characteristic or “flaw” you perceive in yourself.”

— A Little Book of Japanese Contentments: Ikigai, Forest Bathing, Wabi-sabi, and More by Erin Niimi Longhurst

Replacing an earlier scanned slide with a better version 19-Mar-15 (DeNoise AI 17-Sep-22).

Named: "City of Newcastle".

Delivered new to Hunting Clan Air Transport as G-ANRS in Jun-55, this aircraft was leased to MEA Middle East Airlines as OD-ACH in Oct-55. It didn't stay as OD-ACH for long as it was sub-leased to BEA British European Airways as G-ANRS again the following month.

It returned to MEA as OD-ACH at the end of Mar-56 and was returned to Hunting Clan as G-ANRS in Sep-57. It was soon off to the Middle East again 2 years later when it was sold to Misrair-Egyptian Airlines in Aug-59 as SU-AKY. Misrair merged with Syrian Air and became part of United Arab Airlines in Aug-60.

The aircraft was stored at Cairo for a while before it was bought by British Eagle International Airlines and became G-ANRS again in Mar-65. It was briefly wet-leased to Air France in Aug-68 and was stored at Liverpool in Nov-68 when British Eagle ceased operations.

The aircraft was sold to Cambrian Airways in Jul-69, flown to Cardiff and retired. It was disassembled and became a cabin services trainer. In Sep-76, the fuselage was donated to the Wales Air Museum and put on display at Cardiff.

The Wales Air Museum eventually went out of business and the aircraft was given to Cardiff Airport Fire Service in 1991. It was finally broken up in early 1996.

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 04-Mar-24. I was never that good at panning, slightly blurred!

Named: "Azarabadgan".

Built as a 'Combi' with a main deck 'side cargo door', this aircraft could be used for passengers, cargo or a mixture of both.

First flown in Jul-76, this aircraft was delivered to Iran Air as EP-IAG in Oct-76. It was wet-leased to Nigerian Airways between Sep / Oct-82 for a Haj Pilgrimage operation. The aircraft was permanently retired at Tehran-IKA in Apr-16. It was noted still stored at Tehran-IKA in Jul-18. Updated 04-Mar-24.

Replacing an earlier digital proto with a better version 17-Mar-20.

Hybrid basic British Airways livery with FlyBe titles. It was only operated for 4 months, this photo was taken the day before it left the fleet.

First flown with the Embraer test registration PT-SBQ, this aircraft was delivered to a lessor and leased to BRA British Regional Airlines as G-EMBG in Nov-98 and operated on behalf of British Airways. British Regional was merged into British Airways Citiexpress in Mar-02. Citiexpress was renamed BA Connect in Feb-06. The aircraft was transferred to FlyBe Airlines in Mar-07 when British Airways 'gave away' their loss-making UK regional services. It was returned to the lessor in Jul-07 and leased to Dniproavia (Ukraine) as UR-DNB at the end of Aug-07. In Mar-12 the Ukranian Government 'consolidated' Dniproavia into Aerosvit and operations continued using Aerosvit flight numbers. Both companies ceased operations in early Jan-13 but some services were resumed the following month. Dniproavia was declared bankrupt in Dec-17 and the aircraft was transferred to Windrose Airlines, It was permanently retired in Apr-18.

Replacing an earlier scanned photo with a better version 03-Nov-14, plus Topaz DeNoise AI 28-Mar-25.

Named: "Nordlingen".

First flown in Mar-87 with the Airbus test registration F-WWAR, this aircraft was delivered to Lufthansa in Jun-87 as D-AIAN. It operated for Lufthansa for almost 22 years until it was withdrawn from service and stored at Dresden, Germany in Oct-08.

It was sold in Apr-09, through an intermediary, to Kyrgyz Trans Avia as EX-35009. This appears to have been a way of getting round western sanctions on exports to Iran, like some of its sister-ships.

It was initially wet leased to Mahan Air in Jul-09. Not wet leased for long though! In Aug-09 it was re-registered in Iran as EP-MNR. I'm unable to verify that it's still in service after Nov-19 and it's given as 'stored' in most databases.

However, we don't know with aircraft in Iran whether it's just 'stored' or permanently retired, although it's now 38 years old! Updated 28-Mar-25.

Replacing an earlier digital photo with a better version 05-Jan-22 (DeNoise AI).

A purpose built freighter, this aircraft was delivered to Singapore Airlines as 9V-SFI in Nov-00. It was transferred to Singapore Airlines Cargo when the company was set up in Jul-01.

The aircraft was leased to Great Wall Airlines as B-2433 in Aug-08. Great Wall Airlines was merged into China Cargo Airlines in Jul-11. It continued in service.

The aircraft was returned to Singapore Airlines Cargo as 9V-SFI in Oct-15. The Cargo Division was reintegrated into Singapore Airlines mainline in Apr-18. Current, updated 06-Jan-23.

Replacing an earlier scanned photo with a better version 06-Jul-17 (DeNoise AI 19-Sep-22)

Fleet No: "744",

This aircraft was delivered to Continental Air Lines as N79744 in Feb-81. It was leased to subsidiary company Continental Micronesia in Dec-92.

The aircraft was returned to Continental Air Lines in Aug-00, sold to Pacific Aircorp 743/744 Inc and stored at Tuscon, AZ, USA in Oct-00.

It was converted to freighter configuration with a main deck cargo door in Mar-01 and re-registered N747DH. The aircraft was leased to DHL Airways in May-01. It was transferred to Astar Air Cargo in Jun-03 and operations for DHL Air continued.

The aircraft was retired at Kingman, AZ, USA in May-09. It was last noted still stored at Kingman in late 2012.

Replacing an earlier digital photo with a better version 04-Jan-20.

Now with 'billboard' titles

Named: "Prince Sebastian".

This aircraft was delivered to Luxair Luxembourg Airlines as LX-LGU in Oct-98. It was sold to Champion Air LLC (Dale Ernhardt Racing) as N500DE in Oct-07. Current, updated 10-Oct-24.

Note: The registration LX-LGU was previously used on a Luxair Boeing 707-344B between 1987/1993 and is currently on a Luxair B737-8C3/SW since 2012.

Replacing an earlier scanned print with a better version 29-Aug-21 (DeNoiseAI).

This was also my ride home, Los Angeles / Manchester 12/13-May-94...

Named: "Robert Burns".

This aircraft was delivered to British Airways as G-BNWU in Mar-93. After 21 years in service it was permanently retired at Victorville, CA, USA in May-14.

Replacing an earlier scanned photo with a better version 07-Aug-21.

-Delft Blue Daybreak-, Netherlands World Tail livery. Operated by British Airways franchise partner Maersk Air UK.

This aircraft was delivered to Maersk Air (Denmark) as OY-APB in Apr-96. It was leased to Maersk Air UK as G-MSKE in Apr-99 and operated on behalf of British Airways under a franchise agreement. The aircraft was returned to Maersk Air (Denmark) as OY-APB in Dec-01.

Maersk Air was merged into Sterling European Airlines in Sep-05. Sterling European ceased operations at the end of Oct-08 and the aircraft was returned to Maersk Finance in Oct-08. It was initially stored at Copenhagen, Denmark and move to Chateauroux (France) for further storage in Dec-08.

It was sold to the Orix Atlas Corporation in late May-10 as F-HCOA and leased to Air Mediterranee (France) in early Jun-10. They ceased operations in Feb-16 and the aircraft was returned to the lessor and stored at Lourdes, France.

In Jun-18 it was sold to Kalitta Charters II LLC (USA) as N375CK and ferried to Oscoda, MI, USA where it was permanently retired and used for spares. Updated 07-Aug-21.

Replacing an earlier digital photo with a better version 25-Aug-20.

Photo taken from the Templeton Bridge.

Fleet No: "309". Green Jazz... (the aircraft was later repainted in 'Red Jazz' livery).

This aircraft was delivered to Air BC as C-FACT in Mar-91. Air BC was merged into Air Canada Regional in Nov-10. Air Canada Regional was renamed Air Canada Jazz in May-02. It was transferred to Jazz Air Ltd in Dec-04. Operations for Air Canada Jazz continued. Jazz Air Ltd became Jazz Aviation LP in Mar-11 and Air Canada Jazz became Air Canada Express in May-11, still operated by Jazz Aviation LP. Now 30 years old, the aircraft continues in service. Current, updated Mar-21

Replacing an earlier scanned photo with a better version 24-Dec-17, plus Topaz DeNoise AI 29-Oct-23.

Fleet No: '562'.

This aircraft was delivered to Western Air Lines a N2812W in Mar-74. Western was merged into Delta Air Lines in Apr-87.

After 27 years in service, the aircraft was permanently retired at Victorville, CA, USA in May-01. It was sold to the Avborne Accessory Group later that month for parting out.

Replacing an earlier scanned 6"x4" print with a better version 05-Feb-19 (DeNoise AI 29-Jul-22).

First flown with the Airbus test registration F-WWDN, this aircraft was delivered to the Orix Aircraft Corporation as G-OOAB in Mar-92 and leased to Air 2000 the following month. It was wet-leased to Bahamas Air in Nov-93, returning to Air 2000 in Mar-94.

It was returned to the lessor in Oct-00 and re-registered N292MX in Nov-00. The aircraft was leased to Mexicana in Dec-00. Mexicana ceased operations in Aug-10, it was repossessed and stored at Mexico City. It was to have been leased to the 'new' Mexicana but the finance didn't materialise and it was ferried to Marana, AZ, USA in Sep-11 for further storage.

It never flew again. The aircraft was sold to Evergreen Trade Inc in Oct-11 and was broken up at Marana in Oct-12.

Replacing an earlier scanned photo with a better version 16-Apr-22 (DeNoise AI).

National Jet Systems.

replacing blades in a condenser fan

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.

Replaced 18432 YN06LMJ On 19 To Rotherham Via Dinnington.

Replacing an earlier scanned photo with a better version 12-Feb-22 (DeNoise AI).

This aircraft, built as a Tristar 500, was delivered to British Airways as G-BFCE in Jul-79. It was in service for less than four years before it was sold to the UK's RAF Royal Air Force as ZD952 in Mar-83.

It was leased back to British Airways charter subsidiary British Airtours as G-BFCE in Jun-85 for the peak summer season, and returned to the RAF as ZD952 in early Oct-85.

It was converted to a Tristar KC.1 in Oct/Nov-85. The aircraft was in service with the Royal Air Force for another 29 years until it was permanently retired at Kemble, UK in Feb-14. Updated 12-Feb-22.

Replacing an earlier scanned photo with a better version 23-Jan-23, plus Topaz DeNoise AI 30-Dec-23.

This aircraft was delivered to Singapore Airlines as 9V-SPL in Jan-97. It was repainted in the 'Tropical Megatop / Raffles' special livery in 1998, however it was quickly returned to standard livery after sister-ship 9V-SPK (also in the 'Raffles' livery) was lost when it crashed on take-off at Taipei, Taiwan on 31-Oct-2000.

It was sold to Cathay Pacific Airways Cargo as B-HKX in Jan-09 and was converted to freighter configuration with a main deck side cargo door (SCD) in Jun-09.

The aircraft was transferred to Air Hong Kong in Jul-17 and returned to Cathay Pacific Cargo in Jun-18 when it was stored at Hong Kong.

It was sold to Wells Fargo Bank Northwest and leased to Atlas Air Cargo as N471MC in Aug-18. The aircraft was withdrawn from service and stored at Lleida, Spain between Feb/Apr-20. It returned to service on 09-Apr-20. Current, updated 28-Jul-22.

North Adelaide Hotel established 1850.

The current two storey hotel structure dates from 1881 when an earlier 1850 building was replaced using a design by architects Bayer & Withall. It retains its symmetrical front elevation and simple parapet, and the two level verandah with upper balcony and a decorative gable at the lower western end.

This hotel changed its name to the Daniel O'Connell Hotel in the late 1990s. Its former names were the Commercial Hotel and the North Adelaide Hotel. It was first licensed on 18 December 1850 as the Commercial Hotel.

Morris remained owner and publican until January 1852 when he sold the pub and grounds for £300 to J W Probyn. In 1862 German migrant, Frantz Heinrich Wilhelm Iben, together with his wife Margaret became the publicans and two years later in August 1864 were able to buy it. The Iben's association with the hotel lasted forty years. Indeed, following Wilhelm Iben's death in 1877, his wife rebuilt the hotel in 1881 and still continued as its publican until 1891.

In 1904 the hotel was sold to the South Australian Brewing Company who owned it for about ninety years.

Ref: Heritage of the City of Adelaide, ACC.

*The North Adelaide Hotel at Tynte Street, North Adelaide, is under new management.

Mr Eric Parsons who is well known in the liquor industry has taken over the hotel from Mr Frank Linegor.

Mr Parsons comes from a family of hoteliers and has been in the business all his working life.

Prior to taking over the "North Adelaide" he was in business at Victor Harbour.

With his wife and four children he is settling into his new surroundings at North Adelaide and talking enthusiastically of improvements to the premises.

If you are a football fan you'll have much in common with Eric who seldom misses a match. He is also a keen golf fan. "I am confident that North Adelaide is the logical area for further commercial development in S A" said Eric Parsons at the conclusion of the interview.

Ref: Standard (Port Adelaide SA) Wednesday 11 July 1962.

Replacing an earlier scanned photo with a better version 22-Jul-21 (using Topaz DeNoiseAI).

Fleet No: "015".

This aircraft was delivered to Continental Airlines as N27015 in Apr-00. Continental Airlines was merged into United Airlines in Oct-10. It was sold to a lessor in Mar-13, then sold back to United in Oct-17.

The aircraft was withdrawn from service and stored at Washington-Dulles, USA in Mar-20 due to the COVID-19 Pandemic. It was ferried to Roswell, NM, USA for further storage in Sep-20 and returned to service in mid Feb-21. Current, updated 10-Feb-23.

Replacing an earlier scanned photo with a better version 17-Feb-22 (DeNoise AI).

An off-white aircraft on a very grey day.

Built in 1988, this aircraft was originally with Aeroflot Russian Airlines as CCCP-78756. It became UR-78756 around 1992 before being re-registered UR-UCH with Ukraine Cargo Airways. No further info.

Replaced by 50 of the oldest uploads

Replacing an earlier scanned slide with a better version 16-May-15, plus Topaz DeNoise AI 12-Oct-23.

Sneaky photo taken at Tripoli from behind a GPU.

Originally built as a B720-060B, ordered by Ethiopian Airlines as ET-AAG. The order was cancelled and the aircraft first flew using the Boeing registration N93136.

It was converted to B720-068B standard and delivered to Saudi Arabian Airlines as HZ-ACA in Dec-61. It was sold to Overseas International Distributors in Oct-79 and stored at Van Nuys, CA, USA.

It was re-registered N2628Y in Dec-81 and sold to Sonico Inc. They ferried it to Moses Lake, WA, USA, where it was stored again and used for spares. It was finally broken up there in Oct-82.

Replacing an earlier 6"x4" scanned print with a better version 29-Oct-21 (DeNoise AI).

I was just about to fly on this aircraft from Miami to Key West.

Fleet No: "931".

First flown with the deHavilland Canada test registration C-GFOD, this aircraft was delivered to Henson Airlines as N931HA in Jan-89. Henson Airlines was renamed (the new) Piedmont Airlines in Jul-93 and operated on behalf of US Air Express.

US Air was renamed US Airways in Feb-97 and US Air Express became US Airways Express. US Airways was officially merged into American Airlines in Apr-15 and US Airways Express became a part of American Eagle.

The aircraft was returned to Piedmont Airlines in Jan-17 after 28 years in service. It was initially stored at Salisbury, MD, USA and moved to Roswell, NM, USA at the end of May-17. Permanently retired. Updated 29-Oct-21.

Note: The original Piedmont Airlines was a US regional airline that was merged into US Air in Aug-89. US Air resurrected it when they took over Henson Airlines in Jul-93.

Replacing an earlier digital photo with a better version, plus Topaz DeNoise AI 21-Mar-26.

Named: "Al Kharrara" (appears on the aircraft just below the flight-deck windows in Arabic).

First flown with the Airbus test registration F-WWAL in Feb-14. It was originally due for delivery to Qatar Airways as A7-AKC but that registration wasn't used. After fitting out and painting at Hamburg-Finkenwerder it was delivered to Qatar Airways as A7-APC in Dec-14.

The aircraft was withdrawn from service in Apr-20 as a consequence of the COVID-19 Pandemic and stored at the old Doha International Airport. It returned to service in Aug-22.

It operated the Qatar Airways service to London-Heathrow on 28-Feb-26. The return was cancelled due to the USA and Israel declaring war on Iran and the aircraft was parked at London-Heathrow.

It was withdrawn from service and ferried from Heathrow to Teruel, Spain on 20-Mar-26 for long-term storage. Updated 21-Mar-26.

The Jacquard head used replaceable punched cards to control a sequence of operations. It is considered an important step in the history of computing hardware. The ability to change the pattern of the loom's weave by simply changing cards was an important conceptual precursor to the development of computer programming and data entry. Charles Babbage knew of Jacquard looms and planned to use cards to store programs in his Analytical engine. In the late 19th century, Herman Hollerith took the idea of using punched cards to store information a step further when he created a punched card tabulating machine which he used to input data for the 1890 U.S. Census. A large, punched-card-based data processing industry developed in the first half of the twentieth century, dominated by the International Business Machine corporation (IBM), with its line of unit record equipment. The cards were used for data, however, with programming done by plugboards.

Some early computers, such as the 1944 IBM Automatic Sequence Controlled Calculator (Harvard Mark I) received program instructions from a paper tape punched with holes, similar to Jacquard's string of cards. Later computers executed programs from higher-speed memory, though cards were commonly used to load the programs into memory. Punched cards remained in use in computing up until the mid 1980s. In Wikipedia

This specimen is in the Manchester Museum of Science and Industry

The construction of a new fire station to replace Gipton and Stanks fire stations and removal of 24 fulltime posts from the establishment by way of planned retirements.

Key Points:

 Gipton is classed as a very high risk area and Stanks as medium risk area.

 Stanks fire station is poorly located at the outer edge of the local community and access/egress from the site is problematic.

 In the 5 year period between 2004/5 and 2009/10 operational demand in these areas reduced by 28% (there has been a reduction of 61% of serious fires) . 2

 WYFRS has piloted a new type of vehicle (Fire Response Unit) to deal with smaller fires and incidents to free up fire appliances to respond to more serious emergencies.

 The pilot has been successful and it is believed that a District based Fire Response Unit will handle in the region of 3,000 calls per year.

 The new fire station would have lower running costs.

 The two Killingbeck fire appliances would be supplemented by a Resilience Pump for use during spate conditions.

 Targeted community safety and risk reduction work would continue.

1. Foreword

1.1 This proposal forms one of a number of similar initiatives developed by West Yorkshire Fire and Rescue Service (WYFRS) as part of its plans for the future provision of a highly effective and professional Fire and Rescue Service.

1.2 Each proposal is based on sound and comprehensive research, using real data from past performance and predictions of future demand and risk. Multiple sources of analysis have been used, allied to professional judgment and experience, to form the basis of robust business cases for change. The proposals are also reflective of the significant improvements in fire and community safety achieved over the past 10 years and represents a return on the investment made by the Authority on behalf of the public of West Yorkshire.

1.3 The proposals also incorporate a number of new and innovative approaches to addressing the challenge of maintaining high standards of performance for an emergency response service, within ever tightening financial constraints. The proposals have been developed as a package of inter related initiatives, representing major capital investment in local communities, whilst at the same time delivering annual recurring savings.

2. Introduction

2.1. Gipton fire station was constructed in 1937; it provides the initial emergency response cover for the residential and commercial areas of Gipton, Harehills, Burmantofts, Killingbeck, Halton Moor and Oakwood.

 The fire station area covers approximately 8.45 square miles.

 There is a population of 75,316.

 There are approximately 2015 commercial properties within the area.

2.2. Stanks fire station was constructed 1973; it provides the initial emergency response cover for the mainly residential locations of Whinmoor, Swarcliffe, Whitkirk, Colton, Halton, Crossgates, Scarcroft, North Seacroft, Wellington Hill, Manston, Barwick-in-Elmet, Scholes and Thorner.

 The station area covers approximately 14.39 square miles

 There is a population of 42,452

 There are approximately 663 commercial properties within the area.

2.3. Gipton has been classified as a very high risk area using the WYFRS Risk Matrix methodology. During 2009/10 there were 2196 operational incidents within this area including 86 dwelling fires and 33 Road Traffic Collisions. Stanks fire station area has been classified as medium risk and during the same period there were 688 operational incidents in the area including 34 dwelling fires and 12 Road Traffic Collisions. 1

2.4. Three fire appliances currently provide the initial fire and rescue coverage for Gipton and Stanks and are constantly crewed by 60 whole-time firefighters. The operational demand in these areas has reduced by 28% between 2004/5 and 2009/10 (there has been a reduction of 61% of serious fires) yet the provision of operational resources has remained the same over this period of time. 24

3. Community Impact Assessment

3.1. The following statement is taken from the 2011-2015 Community Risk Management Strategy and emphasises our commitment to deliver an efficient economic and effective range of services, “Every area within WYFRS will be considered in order to provide a better service at reduced cost”.

3.2. To enable WYFRS to deliver against this commitment a wide range of analysis and modelling tools have been used to determine the current and predicted levels of service delivery, together with their associated costs. These tools have also been used to undertake four separate impact assessments in regard to WYFRS proposals which will seek to:

 Identify options which minimise reductions in service delivery standards and where there is scope for service delivery improvement.

 Develop measures that will mitigate any negative impact upon service delivery and where possible maximise opportunities to achieve improvements.

3.3. WYFRS has developed a risk matrix which allocates a separate score/rating for hazards within communities. It is possible to use this risk rating in conjunction with the costs for providing services to each fire station to compare the cost of fire and rescue cover for each area. Gipton is one of the more cost effective stations in West Yorkshire but Stanks is almost 50% more expensive proportionate to the risk. 6

3.4. For most parts of the day the operational demand on resources based at the new station will be comparable to those of equally resourced fire stations. Figure 1 compares the predicted average operational activity levels for the new station with those of two other fire stations provided with two appliances. It indicates that although operational activity levels are generally comparable they are slightly higher during the evening hours due to the occurrence of smaller nuisance fires. 7

3.5. A Fire Response Unit has been piloted in Leeds District; this unit will attend small fires, car fires and certain fire alarms. These types of incident occur frequently in the East Leeds area. Figure 2 shows the level of activity in the new fire station area with the incidents the Fire response Unit attends taken out of the activity levels. The benefit of the Fire Response Unit can clearly be seen. The activity levels for the new station have been reduced considerably compared to other stations; it also shows that the new station will be less operationally active during the evening than the other local stations.

3.6. The new station in East Leeds will have a comparable level of activity to other fire stations provided with two appliances. 7

Figure 2 - Activity Timeline of Incidents Excluding Secondary Fires and Some False Alarms

Site Locations

3.7. An extensive review of emergency response cover has recently been completed and this has included the use of evaluation tools alongside local knowledge and professional judgment to identify optimum locations to build new WYFRS fire stations.

3.8. A site search mapping system has identified a number of appropriate areas across the County to build new fire stations and a number of sites have been identified within these areas which would provide the best solutions. A new fire station site must first be available for purchase and also provide access to road networks, it must not be located within flood plains and it must meet local planning permission requirements.

3.9. Analysis has been undertaken using the Fire Service Emergency Cover (FSEC – see also para 3.15) toolkit, together with the Phoenix/Active resource modelling toolkit.

3.10. The optimum area for a fire station between Gipton and Stanks has been identified as being situated on the A64 in the vicinity of Killingbeck police station. This proposed site is approximately 1.6 miles from Gipton Approach and 2.2 miles from Sherburn Road. The presence of a large site owned by West Yorkshire Police at this location may also present some potential to co-locate resources.

Determining where resources should be located

3.11. Independent research has assisted WYFRS to determine the potential impact that the implementation of each proposal would have on fire appliance attendance times to operational incidents. A simulation model has been used to identify the performance impact of moving resources to the new fire station. This modelling measures how the location of a new fire station would have performed if it had been in existence and responded to the actual incidents that did occurred in this area between 2007/8 and 2009/10. 4

3.12. Models have been run for locating a two fire appliances at Gipton and closing Stanks, and then run again for locating a two fire appliances at Stanks and closing Gipton, both these options provide a significantly lower level of response performance than would be achieved by locating

3.13. The proposals has a small reduction in performance in fire appliance attendance times against the Risk based Planning Assumptions for all incidents across the whole of West Yorkshire of approximately 0.3% for first appliance and 0.1% for the second appliance. 4

3.14. Local Impact – Figure 3 identifies that:

 There is a reduction in response performance against the Risk Based Planning Assumptions in the Gipton station area. The main reason for this is simultaneous activity. This change will be greatly mitigated by the Fire Response Unit. The predicted response times still represent good performance and are appropriate for the. Further impact will be achieved by targeted risk reduction activities.

Fire Service Emergency Cover (FSEC) toolkit

3.15 The FSEC software toolkit has been developed by Central Government (Department for Communities and Local Government) for use by Fire and Rescue Authorities in determining appropriate fire and emergency cover. It enables the relationship between dwelling fire casualties and the social demographics of small areas in the county (super output areas) and the location of response resources (fire stations) to be determined. Four demographic benchmarks are used to demonstrate this relationship and to represent predicted risk associated with a range of appliance response times.

3.16 Analysis of the FSEC outputs (which is a cost benefit analysis in regard to property and life risk) predicts that the relocating the fire station to Killingbeck will:

 Reduce the risk to the community.

 Result in significant efficiencies. 9

3.17 The FSEC modelling suggests that the impact of the Killingbeck proposal would be less than other relocation options

3.18 The Phoenix/Active software tool is another analysis tool used to identify the impact of any changes of the Risk Based Planning Assumptions referred to above. It predicts that locally there is likely to be a small adverse impact on the performance against Risk Based Planning Assumptions. Across the Brigade the impact is negligible. 10

Predicted Risk Level

3.19. A new fire station located, within the Killingbeck area would attract the same risk classification as the Gipton fire station area therefore the new fire station would be classified as very high risk. Targeted risk reduction activity will help to reduce the risk, with the aim of reducing it sufficiently enough to re-categorise the area as high risk in the future. 1

3.20. Isochrones (travel distance) can be drawn around the proposed location of the new fire station (Section 8). These indicate the distance the appliance would be able to travel within the Risk Based Planning Assumption time of 7 minutes.

3.21. Section 8 also illustrates that for this area of West Yorkshire a single fire station in the new location provides fire appliance coverage which is more proportionate to risk than the current arrangements.

Risk Reduction

3.20 During 2010 a comprehensive and integrated framework for service delivery was developed, this is outlined in the Community Risk Management Strategy 2011-15. This was implemented in 2011 and is proving a very effective means for targeting resources and reducing risk and is an essential method for reducing any negative impact of change in fire cover. Fundamental to this approach is the introduction of District Risk Reduction Teams and Local Area Risk Reductions Teams.

3.21 The location of a fire station in the Killingbeck area will enable targeted community safety activities such as Home Fire Safety Checks to continue.

4 Firefighter Safety Impact Assessment

Risk and firefighters gathering risk information about premises.

4.1 One of WYFRS’s risk indicators is dedicated solely to “Firefighter safety” and has taken cognisance of the following statement within the 2009 WYFRS Firefighter Safety Strategy; “Effective gathering and analysis of information prior to operational incident attendance is of critical importance”.

4.2 The firefighter safety indicator captures the following information to reflect this statement:

 The predominance of specified commercial properties within each fire station area.

 The availability of associated risk information held for commercial properties.

 The predominance of high-rise properties within each fire station area.

4.3 The swift arrival of supporting resources can have a beneficial impact upon the safe management of operational incidents and this is the rationale for this information being captured by the indicator.

4.4 Following the 2009/10 evaluation process the firefighter safety risk bandings for Gipton and Stanks have been determined as high and very low respectively. 1

8

4.5 The targets for operational risk information for the 2012/13 IRMP Action Plan will be set in a proportionate manner, with areas of higher risk levels receiving a greater number of operational risk information inspections. More inspections will take place in areas such as Gipton to increase the availability of risk information available to firefighters via the Mobile Data Terminals (MDT’s) and as more information is made available the corresponding risk level will be reduced.

4.6 The Premises Data-base currently indicates that there are a total of 1650 commercial properties within the Gipton and Stanks area that have not been made subject to an operational information inspection. A high priority has been placed on firefighters in Gipton visiting the premises where incidents could potentially occur. 11

4.7 It is therefore anticipated that the availability of risk information via the Mobile Data Terminals (MDT’s) for properties within all areas will be considerably improved by 2015, by which time the corresponding firefighter safety risk banding will have been reduced to Medium

The arrival times of the 2nd fire appliance

4.9. During 2009/10 there were a total of 333 operational incidents within the areas of Gipton and Stanks which required the attendance of more than one pumping appliance (one every 1.1 days). 12

4.10. Currently the North and East Leeds area has two fire appliances based at Gipton, Moortown and Leeds with one at Rothwell, Garforth, Stanks and Wetherby.

4.11. Increased second pump arrival times require the first attending crew to manage the initial stages of certain incidents in isolation; there is some potential for fires to become more developed in these initial stages.

4.12. The proposal improves the second appliance attendance times into Garforth station areas and there is little impact for the others local station areas.

5. Equality Impact Assessment

5.1 The new Public Sector Equality Duty places a requirement on the organisation to ensure where changes affect service delivery to the community or employees WYFRS assess those changes for any possible negative impact on equality. In this context equality refers to the protected characteristics in the Equality Act 2010, race, gender, disability, religion and belief, sexual orientation, age, gender-reassignment, maternity and pregnancy and marriage and civil partnerships.

5.2 This Equality Impact Assessment has been completed by using information drawn from the Office for National Statistics in regard to this area and has been used to determine whether the removal of a fire appliance from the area will lead to an adverse or disproportionate impact upon any sections of the population. 13

5.3 A 2008 report provided by the Communities and Local Government (CLG) department analysed the correlation between dwelling fires and socio demographics. This report has been used to provide an indication of whether any particular groups within the population are at heightened risk from fire. The report indicates that sick/disabled persons, lone pensioners and Black Caribbean/African groups were associated with a greater incidence of dwelling fires.

5.4 The Gipton and Harehills population was estimated as being 24,904 during 2001 with a fairly equal gender distribution. The predominant ethnic group within the population is White British with Asian/Asian British representing the next major group, followed by Pakistani, Black British/Caribbean and Asian/British Bangladeshi.

9

5.5 Approximately 49% of the resident Gipton and Harehills population are Christians, 23% are of Muslim faith and 25% declared no religious preference. In 2001 16% of the population was aged over 60 and 20% of the population had a limiting long-term illness.

5.6 The WYFRS Prevention strategy contained within the 2011-2015 Community Risk Management Strategy emphasises that risk reduction activities will be focussed toward areas of the county identified as being at higher risk from dwelling fires, deliberate fire setting and road traffic collisions and that an appropriate and proportionate allocation of resources will be made available for District Risk Reduction Teams (DRRT) to achieve this.

5.7 Although the Ward statistics indicate that the communities of Gipton and Harehills are very diverse the findings of the Equality Impact Assessment are that this proposal will not lead to any negative changes in the delivery of Prevention, Protection and Response services and consequently there will be no anticipated impact upon any under-represented groups. The Equality Impact Assessment also confirms that there is no negative impact on any employee group.

6. Organisational Impact Assessment

Efficiencies

6.1 This proposal will enable WYFRS to manage some of the financial deficit caused by reduced government funding.

6.2. The proposal has considered the less than optimal positioning of existing fire stations and appliances together with the reduced operational demand placed and associated costs. The most cost effective solution to these issues is to provide a new fire station and ensure that two fire appliances will be crewed by nine firefighters who will respond to emergencies in less than two minutes from being mobilised.

6.3. This can be achieved by reducing the staffing at Gipton and Stanks by 24 posts; this will be done by way of planned retirements. The staffing and duty system at the new fire station will remain the same.

6.4. The removal of posts that coincide with forecasted retirements will achieve significant revenue savings.

6.5. Although capital investment will be required to construct a new fire station, part of these costs will potentially be off-set by the sale of the two existing fire station sites.

6.6. There will be other associated savings delivered by this proposal, including:

 Reduction of Personal Protective Equipment.

 Reduction in consumables and station maintenance costs.

 The new station will be more environmentally friendly and have energy efficiency technology.

6.7. The analysis undertaken for Gipton and Stanks has identified that there is considerable overlap in the existing Risk Based Planning Assumption isochrones (footprints) for these areas. This overlap represents a duplication of resource coverage and therefore one of the objectives for providing a more efficient service within these areas is to reduce this overlap. 14

10

Impact across West Yorkshire and Resilience

6.8 The reduction in pumping appliances in this area does have a small impact upon attendance times against the Risk Based Planning Assumptions across West Yorkshire for all incidents; performance is reduced by 0.3% for first appliances and 0.1% for second appliances. 4

6.9 In order to maintain WYFRS’s operational resilience, the fire appliance currently sited at Stanks will be relocated at the new fire station. This fire appliance will not be continually staff but will be activated during periods of anticipated or unanticipated high levels of operational activity and in response to significant events which could affect emergency response; such as wide area flooding, bonfire night, periods of bad weather or when attending very large incidents.

6.10 The use of Resilience Pumps supports WYFRS strategy of staffing the appropriate number of fire appliances for normal levels of activity and having the mechanisms to add further fire appliance when required. This strategy is important in maintaining an excellent fire and rescue service whilst meeting the efficiencies required by the reduction in public service budgets.

7. Conclusions

7.1 The existing fire stations at Gipton and Stanks are 3.7 miles apart and consolidating resources at a new fire station at a central location is an economic, effective and efficient way of providing fire and rescue services for these areas.

7.2 The provision of two front-line fire appliances constantly crewed by whole-time firefighters is still deemed appropriate for this area despite the success of previous year’s risk reduction activities.

7.3 Targeted risk reduction initiatives co-ordinated by the Leeds Outer North East, Inner North East and Outer East Local Area Risk Reduction Teams will be undertaken.

7.4 It is expected that the targets established for gathering safety critical risk information, will mitigate the impact upon the safety of WYFRS firefighters resulting from the removal of a pumping appliance from this area.

7.5 The introduction of a Resilience Pump will maintain three appliances in the area and support WYFRSs resilience arrangements

7.6 The consolidation of Gipton and Stanks resources at one central location together with the addition of a Resilience Pump will deliver significant efficiency savings whilst maintaining a high level of service delivery and providing employees with vastly improved accommodation facilities.

Replacing an earlier digital photo with a better version 25-Oct-19.

HISTORY UPDATE - Permanently retired.

First flown with the Airbus test registration D-AUAG, this aircraft was delivered to Air France as F-GUGI in Dec-04.

The aircraft was ferried Toulouse / St. Athan, Wales, UK in Dec-22 and permanently retired. Updated 15-Dec-22.

Replacing an earlier digital photo with a better version 09-Oct-19.

Taken just a few months before the BKK airport code was transferred from Don Muang to the new Bangkok airport at Suvarnabhumi. Don Muang was re-coded DMK.

Operated by Bangkok Airways on behalf of Siem Reap Air on some services.

First flown in Mar-95 with the ATR test registration, this aircraft was stored at Toulouse until it was leased to Bangkok Airways as HS-PGE in Nov-95. It was returned to ATR and stored at Toulouse as F-WQNF in May-06. The aircraft was leased to Vietnam Airlines as VN-B216 in Jul-06. It was returned to ATR as F-WKVE in Jun-10 and was stored at St. Brieuc, France the following month. In Feb-11 it was leased to Azul Linhas Aereas Brasileiras as PR-AZT. It was transferred to Imetame Metalmechanica Ltda (Brasil), trading as Imetame Airline, in May-12 and was repainted in a special livery. It doesn't appear to be operational currently and I have no further information. Updated (Oct-19).

Replacing an earlier scanned slide with a better version 22-Oct-21 (DeNoise AI).

The previous day, 1st April 1982, this aircraft was parked at Manchester, UK in full Laker Airways livery, Laker having ceased trading in Feb-82. During the day on the 1st, intense negotiations had been going on in London between the Laker liquidators and B.Cal for the purchase of Laker's four One-Elevens. Having worked a full day already (I was B.Cal's Station Manager at Manchester), I had to sit in the office until the sale was confirmed.

Just before midnight it was all confirmed and the liquidator's Representative was on his way to the airport with the aircraft log book (Yes, aircraft have log books very similar to the ones for a car in the UK, and no, I didn't know that either!). He arrived at the airport just after 1:00am and, having signed all the paperwork, I became the proud owner of a BAC One-Eleven (well, for a few hours at least!).

Before I went home I called Dan Air Engineering (who looked after our engineering at Manchester) and asked them to paint out the Laker name and put the new registration, G-BKAU, on the aircraft. When I came back next morning they had done the painting but were having problems with the lettering transfers. You'd think that an engineer could have at least put the new registration on straight!

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Delivered to Laker Airways in Feb-67 as G-AVBW, it was sub-leased to Air Congo between Feb/May-68. This aircraft was impounded and stored at Manchester, UK, when Laker Airways ceased operations in 05-Feb-82.

It was repossessed by Nordic Finance in Mar-82 and sold to British Caledonian Airways on 01-Apr-82 as G-BKAU. It didn't stay with B.Cal for long though and was sold to OBS Ltd in Nov-83.

It was immediately sold on to Okada Air, Nigeria, as 5N-AOZ. It was operated by Okada for another 13 years until it was retired at Benin City, Nigeria, in Dec-97 and was subsequently broken up.

Built in 1900, the Crossville Depot replaced a boxcar that was used temporarily until the building was complete. Medal of Honor winner Sergeant Alvin C. York departed and returned from the Crossville Depot during World War I, and later, First Lady Eleanor Roosevelt who was here to visit the Cumberland Homesteads "New Deal" project. The Depot was featured in a famous scene from the movie Sergeant York. The railroad stopped running and tracks were removed in Cumberland County in the early 1980s, and in 1996 the Depot was renovated as a community project by the Rotary Clubs of Cumberland County. Currently, the Depot is a gift and coffee shop, and meeting facility.

Information above taken from the Crossville, TN Chamber website:

www.crossville-chamber.com/visiting.php?pg=22

Three bracketed photos were taken with a handheld Nikon D5200 and combined with Photomatix to create this HDR image. Additional adjustments were made in Photoshop CS6.

"For I know the plans I have for you,” declares the LORD, “plans to prosper you and not to harm you, plans to give you hope and a future." ~Jeremiah 29:11

Replacing an earlier digital photo with a better version 11-Nov-19 + DeNoise AI 29-Oct-22.

With Additional 'Bayer Leverkusen' titles & logo (German football/soccer team).

First flown with the Airbus test registration F-WWBQ, this aircraft was delivered to GECAS and leased to LTU International Airways as D-ALTC in Apr-01. It was painted in the 'Bayer Leverkusen' livery in Sep-03.

LTU International was taken over by Air Berlin in Apr-07 but they continued to operate separately. The aircraft was repainted in Air Berlin livery in Jan-08 and the take-over was completed in May-09.

It was returned to the lessor in Feb-11 and leased to Brussels Airlines as OO-SNA a few days later. The aircraft was painted in the full 'Belgian Red Devils' special livery in Mar/Apr-16. After 21.5 years in service it was ferried to St. Athan, Wales, UK in Oct-22 and permanently retired. Updated 29-Oct-22.

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 08-Sep-23.

This aircraft was ordered by Libyan Arab Airlines as a 'Combi' passenger/freighter with a side cargo door (SCD). It was due to be registered 5A-DIK but the order was cancelled prior to delivery.

The aircraft first flew in Mar-80 and was stored at Seattle-Everett, WA, USA until it was delivered to VARIG Brasil as PP-VNB in Feb-81. In Dec-82 VARIG sold it to Orient Leasing and leased it back.

It was returned to Orient Leasing in Dec-94 and was stored at Rio de Janeiro-Galeao, Brazil. In Feb-96 it was sold to Cathay Pacific Airways as VR-HME. The aircraft was converted to a full freighter configuration by Apr-96 and leased to Cathay's subsidiary, Air Hong Kong.

In Oct-97 it was re-registered B-HME when Hong Kong became an autonomous region of China. The aircraft was returned to Cathay Pacific Airways Cargo in Jul-02 and continued in operation until it was retired in Sep-08 and stored at Victorville, CA, USA. It was last noted still at Victorville in May-15.