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The aircraft was withdrawn from service at Dhaka, Bangladesh in Jun-15.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 digital photo with a better version 29-Apr-20

This aircraft was delivered to Guinness Peat Aviation (later to become part of GECAS) and leased to TAESA Airlines (Mexico) as XA-SCB in Jul-92. It was re-registered XA-KWK in Aug-93.

It was returned to the lessor in Apr-95 and leased to Venus Airways (Greece) as SX-BBY the following month. The aircraft was returned to the lessor in Apr-96 and leased to Transwede Airways as SE-DUL a week later.

Transwede was renamed Blue Scandinavia in Oct-96 and renamed again in Apr-98 as Britannia Airways AB. It was wet-leased to Britannia Airways (UK) between Apr/Oct-00 and returned to the lessor in Apr-01.

The aircraft was leased to Arkia (Israel) as 4X-BAY the following day. It returned to the lessor in Apr-02. It was re-registered EI-MON and leased to Monarch Airlines (UK) for the summer season between May/Oct-02.

On return to the lessor it was stored at Lasham (UK) until it was leased to Titan Airways as G-ZAPU in Apr-03. The aircraft was wet-leased to Thomas Cook Airlines UK between May / Jul-09. It was returned to the lessor in Jan-10 and stored at Lasham until it was leased to Icelandair as TF-FIK in Mar-10.

It was wet-leased to the United Nations in Oct-10 and operated in west Africa until it returned to Icelandair in May-11. It was returned to the lessor in Sep-11 when it was stored at Victorville, CA, USA.

The aircraft was sold to FedEx Federal Express as N973FD in Oct-11 and remained stored until it was converted to freighter configuration with a main deck cargo door in Feb-13. It was permanently retired at Victorville. CA, USA in Jun-24. Updated 19-Feb-26

Note: Titan Airways is predominantly an ACMI operator (Aircraft, Crew, Maintenance & Insurance) and operates mostly for other airlines on short and longer term wet-leases.

Delusional Misidentification Syndrome - with Matilda (age 6)

Lightbox here : www.flickr.com/photos/brancusi/8133169625/in/photostream/...

Collaboration with Matilda H.

replacing my road bicycle bottom bracket

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.

Replaced a wheel bearin, washed and polished it today, lovely weather, rude not to get a quick photo!

Canon 5DIII | 100L 2.8 IS

Replacing an earlier digital photo with a better version 30-Sep-22 + DeNoise AI.

Seen here on its first visit to Manchester in the original livery.

First flown in Dec-88 as CCCP-82060, this world-famous aircraft was operated by Antonov Airlines and originally designed to carry the Russian equivalent of the Space Shuttle, 'Buran'.

Russia's 'Space Shuttle' programme was cancelled and the aircraft converted into a freighter configuration, completed in Sep-93 and re-registered in Ukraine as UR-82060. It was withdrawn from use and stored at the Antonov factory airfield at Gostomel, Kyiv, Ukraine in Apr-94.

It was re-registered UR-480182 in May-96 and returned to its original registration, UR-82060 in May-98. The aircraft didn't fly again until May-01 when it entered service as the world's largest cargo carrier.

It was stored at Gostomel between Aug-20 and Jun-21. It was stored again at Gostomel in early Feb-22. Sadly, the aircraft was destroyed by Russian Forces on 24-Feb-22 in the early stages of the Russian invasion of Ukraine.

Replacing an earlier scanned photo with a better version 14-May-22 (DeNoise AI)

After arrival at Manchester, UK from Oslo, Norway on delivery, ex Braathens.

This aircraft was delivered to Braathens S.A.F.E Airlines as LN-BRT in Feb-92. It was sold to a lessor in Feb-93 and leased back. It was returned to the lessor in early Feb-00 and leased to British Airways as G-GFFB three weeks later.

In Oct-08 the aircraft was returned to Indigo Aviation AB and stored at Dinard, France. There were a few attempts to lease the aircraft, to Aeroflot-Nord (Russia), Comair (South Africa) and Murmansk Airlines (Russia), none were taken up.

It was re-registered VP-BKU in Dec-08 and leased to AVL - Arkhangelsk Airlines (Russia) but was never delivered and was re-registered to the lessor in Feb-09. Eventually, in Jul-09 the aircraft was leased Aeroflot-Nord (Russia). They were renamed Nordavia Regional Airlines in Dec-09.

The aircraft was permanently retired at Moscow-DME in Jul-18. It was preserved at Moscow-DME in 2000 and is used as training aid by Domodedovo Airport services. Updated 18-May-22.

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.

Estamos substituindo cartas por e-mails, radio por televisão, livros por livros de internet, a realidade por computador... Iremos substituir as pessoas pelas máquina?

we're replacing the letters for e-mails, the radio for the television, books for internet's books, the reality for the computer... Are we going to replace people for machines?

minha internet não poderia estar pior!

“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

Hats off Day, Burnaby Heights, BC., Canada. 2016.

The Buick LeSabre is a full-size car made by General Motors from 1959-2005. For many years, the LeSabre was considered as a full-size car, carrying the lowest base price in the Buick lineup. Prior to 1959, this position had been retained by the full-size Buick Special model (1936–58); in 1959 the LeSabre replaced the Special, a nameplate that was reintroduced in 1961 for Buick's line of compact cars. The name originated with the 1951 GM Le Sabre show car designed by Harley Earl; that car is often mistakenly attributed to the Buick division, but in fact it was presented as a GM vehicle without reference to a specific GM division.[citation needed] Buick closely related their 1956-1957 models to the GM LeSabre by replicating the top section of the rear wing into their design. The word LeSabre is French for sword.

Fifth generation (1977–1985)

The 1977 Buick LeSabre and other GM B-body full-sized cars were considerably smaller and lighter than their predecessors to the tune of losing 700-800 pounds of weight and overall length of 10 to 15 inches (380 mm). The full-sized cars were the beginning of a "corporate-wide" downsizing of vehicles in order to improve fuel economy ratings following the 1973-74 energy crisis that would filter down to intermediates in 1978, personal-luxury cars in 1979 and compacts in 1980 with subsequent downsizings of each line of vehicles scheduled in subsequent years.

Although the '77 Buick LeSabre was considerably smaller on the outside, headroom, rear seat legroom and trunk space were increased over the much larger 1976 model. The engine lineup consisted of an assortment of engines including the standard 231 cubic-inch Buick-built V6 and various optional powerplants including a Pontiac-built 301 cubic-inch V8, 350 cubic-inch V8s built by both Buick and Oldsmobile, and an Oldsmobile 403 cubic-inch V8. The V6 was standard in base and Custom coupes and sedans, the 301 V8 on the new LeSabre Sport Coupe and the 350 V8 on the Estate Wagon.

For my Video; youtu.be/vm4mDSQuVaY

Replacing an earlier scanned photo with a better version 12-Mar-17, although the negative has deteriorated (yellowed) over time.

Taken from the glass fronted viewing terrace at Las Palmas with some reflections!

A UK airline based at Manchester, Av8 Airlines (Aviate - gettit?) was yet another airline that didn't last. Initial services were operated using this leased Icelandair B767 on long-haul flights Manchester / Dublin / Cape Town using Icelandair's AOC. Operations were started in Nov-03. The plan was to have a B767-300ER for long-haul and a B757-200 for inclusive tour flights from Manchester to southern Europe. They took delivery of the B757 (G-OAVB) in Nov-03 and it flew regular training flights but never entered revenue service. Their own AOC was granted in Mar-04 but was rescinded almost immediately as the parent travel company couldn't raise the necessary CAA Bond. They ceased trading in early Apr-04 and the B757 was returned to the lessor.

This aircraft was delivered to SAS Scandinavian Airlines as SE-DKX in Oct-91. It was sold to the Sunrock Aircraft Corporation in Jan-94 and leased back to SAS. At the same time it was transferred to SAS Norway and re-registered LN-RCL. The aircraft was returned to the lessor in Nov-03 as N365SR.

It was leased to Icelandair the following month and immediately wet leased to a new UK company, Av8 Airlines. They ceased operations in Apr-04 and the aircraft was returned to Icelandair.

In Dec-04 it was wet leased to NEOS (Italy) for the winter, returning to Icelandair in Apr-05. It was wet-leased to SBA Santa Barbara Airlines in Nov-06, returning to Icelandair in Sep-08.

After major maintenance at Tel Aviv the aircraft was leased to Travel Service Airlines (Czech Republic) in Dec-09. In May-09 it was sub-leased by Travel Service Airlines to Kabo Air (Nigeria), still operated by Icelandair. The aircraft returned to Travel Service Airlines in Dec-09 and was returned to Icelandair in Apr-10.

In May-10 it was wet-leased to SBA Santa Barbara Airlines again, returning to Icelandair in Feb-11. It had a major maintenance check at Guangzhou, China and was dry leased, long term, to Air Niugini as P2-PXW in Apr-11. Now 31 years old, it continues in service. Updated 29-Oct-22.

Note: The registration TF-FIB was previously used on an Icelandair B737-400.

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 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 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 16-Sep-22.

Operating a sub-charter for Thomas Cook Airlines UK.

Named: "Tato Goya".

This aircraft was delivered to ILFC International Lease Finance Corporation and leased to Icelandair as TF-FIK in Mar-96. It was returned to the lessor in Mar-07 and immediately leased to flyGlobespan.com (UK) as G-CEJM.

It returned to the lessor in Apr-09. In May-09 the aircraft was leased to Mint Airways (Spain) as EC-LBC. It was wet-leased to PAL Aerolinea Principal (Chile) between Jan/Feb-11. It was also wet-leased to Thomas Cook Airlines UK between May/Sep-11.

Also in Sep-11 it was wet-leased, short-term, to RAK Airways (UAE). In Oct-11 the aircraft was wet-leased to Comtel Air (Austria), however they ceased operations on 14-Nov-11 and the aircraft was impounded at Amritsar, India. It was returned to Mint Airways in early Dec-11.

Mint Airways ceased operations in May-12, the aircraft was returned to the lessor and stored at Madrid, Spain. It was re-registered N391LF in Aug-12 and ferried to Goodyear, AZ, USA in Sep-12 for further storage.

The aircraft was sold to Erickson Aviation in Mar-13 and converted to freighter configuration with a main deck cargo door in Dec-13. It was sold to DHL Aviation (Netherlands) BV in Jan-14 and leased to Blue Dart Aviation (India) as VT-BDQ two days later. Blue Dart operate it on behalf of DHL. Current, updated 16-Sep-22.

Entered production as the Lockheed Martin F-22 'Raptor".

From Wikipedia, the free encyclopedia

The Lockheed Martin F-22 Raptor is a fifth-generation, single-seat, twin-engine, all-weather stealth tactical fighter aircraft developed for the United States Air Force (USAF). The result of the USAF's Advanced Tactical Fighter (ATF) program, the aircraft was designed primarily as an air superiority fighter, but also has ground attack, electronic warfare, and signal intelligence capabilities. The prime contractor, Lockheed Martin, built most of the F-22's airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.

The aircraft was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Despite its protracted development and various operational issues, USAF officials consider the F-22 a critical component of the service's tactical air power. Its combination of stealth, aerodynamic performance, and situational awareness enable unprecedented air combat capabilities.

Service officials had originally planned to buy a total of 750 ATFs. In 2009, the program was cut to 187 operational production aircraft due to high costs, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile F-35. The last F-22 was delivered in 2012.

Development

Origins

In 1981, the U.S. Air Force identified a requirement for an Advanced Tactical Fighter (ATF) to replace the F-15 Eagle and F-16 Fighting Falcon. Code named "Senior Sky", this air-superiority fighter program was influenced by emerging worldwide threats, including new developments in Soviet air defense systems and the proliferation of the Su-27 "Flanker"- and MiG-29 "Fulcrum"-class of fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems, more powerful propulsion systems, and most importantly, stealth technology. In 1983, the ATF concept development team became the System Program Office (SPO) and managed the program at Wright-Patterson Air Force Base. The demonstration and validation (Dem/Val) request for proposals (RFP) was issued in September 1985, with requirements placing strong emphasis on stealth and supercruise. Of the seven bidding companies, Lockheed and Northrop were selected on 31 October 1986. Lockheed teamed with Boeing and General Dynamics while Northrop teamed with McDonnell Douglas, and the two contractor teams undertook a 50-month Dem/Val phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23, respectively.

Dem/Val was focused on risk reduction and technology development plans over specific aircraft designs. Contractors made extensive use of analytical and empirical methods, including computational fluid dynamics, wind-tunnel testing, and radar cross-section calculations and pole testing; the Lockheed team would conduct nearly 18,000 hours of wind-tunnel testing. Avionics development was marked by extensive testing and prototyping and supported by ground and flying laboratories. During Dem/Val, the SPO used the results of performance and cost trade studies conducted by contractor teams to adjust ATF requirements and delete ones that were significant weight and cost drivers while having marginal value. The short takeoff and landing (STOL) requirement was relaxed in order to delete thrust-reversers, saving substantial weight. As avionics was a major cost driver, side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. However, space and cooling provisions were retained to allow for future addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II. Despite efforts by the contractor teams to rein in weight, the takeoff gross weight estimate was increased from 50,000 lb (22,700 kg) to 60,000 lb (27,200 kg), resulting in engine thrust requirement increasing from 30,000 lbf (133 kN) to 35,000 lbf (156 kN) class.

Each team produced two prototype air vehicles for Dem/Val, one for each of the two engine options. The YF-22 had its maiden flight on 29 September 1990 and in flight tests achieved up to Mach 1.58 in supercruise. After the Dem/Val flight test of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the Lockheed team as the winner of the ATF competition. The YF-23 design was considered stealthier and faster, while the YF-22, with its thrust vectoring nozzles, was more maneuverable as well as less expensive and risky. The aviation press speculated that the Lockheed team's design was also more adaptable to the U.S. Navy's Navalized Advanced Tactical Fighter (NATF), but by 1992, the Navy had abandoned NATF.

Production and procurement

As the program moved to full-scale development, or the Engineering & Manufacturing Development (EMD) stage, the production version had notable differences from the YF-22, despite having a broadly similar shape. The swept-back angle of the leading edge was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%. To improve pilot visibility, the canopy was moved forward 7 inches (18 cm), and the engine intakes moved rearward 14 inches (36 cm). The shapes of the wing and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. Increasing weight during development caused slight reductions in range and maneuver performance.

Prime contractor Lockheed Martin Aeronautics manufactured the majority of the airframe and performed final assembly at Dobbins Air Reserve Base in Marietta, Georgia; program partner Boeing Defense, Space & Security provided additional airframe components as well as avionics integration and training systems. The first F-22, an EMD aircraft with tail number 4001, was unveiled at Marietta, Georgia, on 9 April 1997, and first flew on 7 September 1997. Production, with the first lot awarded in September 2000, supported over 1,000 subcontractors and suppliers from 46 states and up to 95,000 jobs, and spanned 15 years at a peak rate of roughly two airplanes per month. In 2006, the F-22 development team won the Collier Trophy, American aviation's most prestigious award. Due to the aircraft's advanced nature, contractors have been targeted by cyberattacks and technology theft.

The USAF originally envisioned ordering 750 ATFs at a total program cost of $44.3 billion and procurement cost of $26.2 billion in fiscal year (FY) 1985 dollars, with production beginning in 1994. The 1990 Major Aircraft Review led by Secretary of Defense Dick Cheney reduced this to 648 aircraft beginning in 1996. By 1997, funding instability had further cut the total to 339, which was again reduced to 277 by 2003. In 2004, the Department of Defense (DoD) further reduced this to 183 operational aircraft, despite the USAF's preference for 381. A multi-year procurement plan was implemented in 2006 to save $15 billion, with total program cost projected to be $62 billion for 183 F-22s distributed to seven combat squadrons. In 2008, Congress passed a defense spending bill that raised the total orders for production aircraft to 187.

The first two F-22s built were EMD aircraft in the Block 1.0 configuration for initial flight testing, while the third was a Block 2.0 aircraft built to represent the internal structure of production airframes and enabled it to test full flight loads. Six more EMD aircraft were built in the Block 10 configuration for development and upgrade testing, with the last two considered essentially production quality jets. Production for operational squadrons consisted of 37 Block 20 training aircraft and 149 Block 30/35 combat aircraft; one of the Block 35 aircraft is dedicated to flight sciences at Edwards Air Force Base.

The numerous new technologies in the F-22 resulted in substantial cost overruns and delays. Many capabilities were deferred to post-service upgrades, reducing the initial cost but increasing total program cost. As production wound down in 2011, the total program cost is estimated to be about $67.3 billion, with $32.4 billion spent on Research, Development, Test and Evaluation (RDT&E) and $34.9 billion on procurement and military construction (MILCON) in then year dollars. The incremental cost for an additional F-22 was estimated at about $138 million in 2009.

Ban on exports

The F-22 cannot be exported under US federal law to protect its stealth technology and other high-tech features. Customers for U.S. fighters are acquiring earlier designs such as the F-15 Eagle and F-16 Fighting Falcon or the newer F-35 Lightning II, which contains technology from the F-22 but was designed to be cheaper, more flexible, and available for export. In September 2006, Congress upheld the ban on foreign F-22 sales. Despite the ban, the 2010 defense authorization bill included provisions requiring the DoD to prepare a report on the costs and feasibility for an F-22 export variant, and another report on the effect of F-22 export sales on U.S. aerospace industry.

Some Australian politicians and defense commentators proposed that Australia should attempt to purchase F-22s instead of the planned F-35s, citing the F-22's known capabilities and F-35's delays and developmental uncertainties. However, the Royal Australian Air Force (RAAF) determined that the F-22 was unable to perform the F-35's strike and close air support roles. The Japanese government also showed interest in the F-22 for its Replacement-Fighter program. The Japan Air Self-Defense Force (JASDF) would reportedly require fewer fighters for its mission if it obtained the F-22, thus reducing engineering and staffing costs. However, in 2009 it was reported that acquiring the F-22 would require increases to the Japanese government's defense budget beyond the historical 1 percent of its GDP. With the end of F-22 production, Japan chose the F-35 in December 2011. Israel also expressed interest, but eventually chose the F-35 because of the F-22's price and unavailability.

Production termination

Throughout the 2000s, the need for F-22s was debated, due to rising costs and the lack of relevant adversaries. In 2006, Comptroller General of the United States David Walker found that "the DoD has not demonstrated the need" for more investment in the F-22, and further opposition to the program was expressed by Secretary of Defense Donald Rumsfeld, Deputy Secretary of Defense Gordon R. England, Senator John McCain, and Chairman of U.S. Senate Committee on Armed Services Senator John Warner. The F-22 program lost influential supporters in 2008 after the forced resignations of Secretary of the Air Force Michael Wynne and the Chief of Staff of the Air Force General T. Michael Moseley.

In November 2008, Secretary of Defense Robert Gates stated that the F-22 was not relevant in post-Cold War conflicts such as irregular warfare operations in Iraq and Afghanistan, and in April 2009, under the new Obama Administration, he called for ending production in FY2011, leaving the USAF with 187 production aircraft. In July, General James Cartwright, Vice Chairman of the Joint Chiefs of Staff, stated to the Senate Committee on Armed Services his reasons for supporting termination of F-22 production. They included shifting resources to the multirole F-35 to allow proliferation of fifth-generation fighters for three service branches and preserving the F/A-18 production line to maintain the military's electronic warfare (EW) capabilities in the Boeing EA-18G Growler.[60] Issues with the F-22's reliability and availability also raised concerns. After President Obama threatened to veto further production, the Senate voted in July 2009 in favor of ending production and the House subsequently agreed to abide by the 187 production aircraft cap. Gates stated that the decision was taken in light of the F-35's capabilities, and in 2010, he set the F-22 requirement to 187 aircraft by lowering the number of major regional conflict preparations from two to one.

In 2010, USAF initiated a study to determine the costs of retaining F-22 tooling for a future Service Life Extension Program (SLEP).[66] A RAND Corporation paper from this study estimated that restarting production and building an additional 75 F-22s would cost $17 billion, resulting in $227 million per aircraft, or $54 million higher than the flyaway cost. Lockheed Martin stated that restarting the production line itself would cost about $200 million. Production tooling and associated documentation were subsequently stored at the Sierra Army Depot, allowing the retained tooling to support the fleet life cycle. There were reports that attempts to retrieve this tooling found empty containers, but a subsequent audit found that the tooling was stored as expected.

Russian and Chinese fighter developments have fueled concern, and in 2009, General John Corley, head of Air Combat Command, stated that a fleet of 187 F-22s would be inadequate, but Secretary Gates dismissed General Corley's concern. In 2011, Gates explained that Chinese fifth-generation fighter developments had been accounted for when the number of F-22s was set, and that the U.S. would have a considerable advantage in stealth aircraft in 2025, even with F-35 delays. In December 2011, the 195th and final F-22 was completed out of 8 test EMD and 187 operational aircraft produced; the aircraft was delivered to the USAF on 2 May 2012.

In April 2016, the House Armed Services Committee (HASC) Tactical Air and Land Forces Subcommittee proposed legislation that would direct the Air Force to conduct a cost study and assessment associated with resuming production of the F-22. Since the production halt directed in 2009 by then Defense Secretary Gates, lawmakers and the Pentagon noted that air warfare systems of Russia and China were catching up to those of the U.S. Lockheed Martin has proposed upgrading the Block 20 training aircraft into combat-coded Block 30/35 versions as a way to increase numbers available for deployment. On 9 June 2017, the Air Force submitted their report to Congress stating they had no plans to restart the F-22 production line due to economic and operational issues; it estimated it would cost approximately $50 billion to procure 194 additional F-22s at a cost of $206–$216 million per aircraft, including approximately $9.9 billion for non-recurring start-up costs and $40.4 billion for aircraft procurement costs.

Upgrades

The first aircraft with combat-capable Block 3.0 software flew in 2001. Increment 2, the first upgrade program, was implemented in 2005 for Block 20 aircraft onward and enabled the employment of Joint Direct Attack Munitions (JDAM). Certification of the improved AN/APG-77(V)1 radar was completed in March 2007, and airframes from production Lot 5 onward are fitted with this radar, which incorporates air-to-ground modes. Increment 3.1 for Block 30 aircraft onward provided improved ground-attack capability through synthetic aperture radar mapping and radio emitter direction finding, electronic attack and Small Diameter Bomb (SDB) integration; testing began in 2009 and the first upgraded aircraft was delivered in 2011. To address oxygen deprivation issues, F-22s were fitted with an automatic backup oxygen system (ABOS) and modified life support system starting in 2012.

Increment 3.2 for Block 35 aircraft is a two-part upgrade process; 3.2A focuses on electronic warfare, communications and identification, while 3.2B includes geolocation improvements and a new stores management system to show the correct symbols for the AIM-9X and AIM-120D.[83][84] To enable two-way communication with other platforms, the F-22 can use the Battlefield Airborne Communications Node (BACN) as a gateway. The planned Multifunction Advanced Data Link (MADL) integration was cut due to development delays and lack of proliferation among USAF platforms. The F-22 fleet is planned to start receiving Increment 3.2B as well as a software upgrade for cryptography capabilities and avionics stability in May 2019. A Multifunctional Information Distribution System-Joint (MIDS-J) radio that replaces the current Link-16 receive-only box is expected to be operational by 2020. Subsequent upgrades are also focusing on having an open architecture to enable faster future enhancements.

In 2024, funding is projected to begin for the F-22 mid-life upgrade (MLU), which is expected to include new sensors and antennas, hardware refresh, cockpit improvements, and a helmet mounted display and cuing system. Other enhancements being developed include IRST functionality for the AN/AAR-56 Missile Launch Detector (MLD) and more durable stealth coating based on the F-35's.

The F-22 was designed for a service life of 8,000 flight hours, with a $350 million "structures retrofit program". Investigations are being made for upgrades to extend their useful lives further. In the long term, the F-22 is expected to be superseded by a sixth-generation jet fighter to be fielded in the 2030s.

Design

Overview

The F-22 Raptor is a fifth-generation fighter that is considered fourth generation in stealth aircraft technology by the USAF.[91] It is the first operational aircraft to combine supercruise, supermaneuverability, stealth, and sensor fusion in a single weapons platform. The F-22 has four empennage surfaces, retractable tricycle landing gear, and clipped delta wings with reverse trailing edge sweep and leading edge extensions running to the upper outboard corner of the inlets. Flight control surfaces include leading-edge flaps, flaperons, ailerons, rudders on the canted vertical stabilizers, and all-moving horizontal tails (stabilators); for speed brake function, the ailerons deflect up, flaperons down, and rudders outwards to increase drag.

The aircraft's dual Pratt & Whitney F119-PW-100 augmented turbofan engines are closely spaced and incorporate pitch-axis thrust vectoring nozzles with a range of ±20 degrees; each engine has maximum thrust in the 35,000 lbf (156 kN) class. The F-22's thrust-to-weight ratio at typical combat weight is nearly at unity in maximum military power and 1.25 in full afterburner. Maximum speed without external stores is approximately Mach 1.8 at military power and greater than Mach 2 with afterburners.

The F-22's high cruise speed and operating altitude over prior fighters improve the effectiveness of its sensors and weapon systems, and increase survivability against ground defenses such as surface-to-air missiles. The aircraft is among only a few that can supercruise, or sustain supersonic flight without using fuel-inefficient afterburners; it can intercept targets which subsonic aircraft would lack the speed to pursue and an afterburner-dependent aircraft would lack the fuel to reach. The F-22's thrust and aerodynamics enable regular combat speeds of Mach 1.5 at 50,000 feet (15,000 m). The use of internal weapons bays permits the aircraft to maintain comparatively higher performance over most other combat-configured fighters due to a lack of aerodynamic drag from external stores. The aircraft's structure contains a significant amount of high-strength materials to withstand stress and heat of sustained supersonic flight. Respectively, titanium alloys and composites comprise 39% and 24% of the structural weight.

The F-22's aerodynamics, relaxed stability, and powerful thrust-vectoring engines give it excellent maneuverability and energy potential across its flight envelope. The airplane has excellent high alpha (angle of attack) characteristics, capable of flying at trimmed alpha of over 60° while maintaining roll control and performing maneuvers such as the Herbst maneuver (J-turn) and Pugachev's Cobra. The flight control system and full-authority digital engine control (FADEC) make the aircraft highly departure resistant and controllable, thus giving the pilot carefree handling.

Stealth

The F-22 was designed to be highly difficult to detect and track by radar. Measures to reduce radar cross-section (RCS) include airframe shaping such as alignment of edges, fixed-geometry serpentine inlets and curved vanes that prevent line-of-sight of the engine faces and turbines from any exterior view, use of radar-absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. The F-22 was also designed to have decreased radio emissions, infrared signature and acoustic signature as well as reduced visibility to the naked eye. The aircraft's flat thrust-vectoring nozzles reduce infrared emissions of the exhaust plume to mitigate the threat of infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Additional measures to reduce the infrared signature include special topcoat and active cooling of leading edges to manage the heat buildup from supersonic flight.

Compared to previous stealth designs like the F-117, the F-22 is less reliant on RAM, which are maintenance-intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 has a Signature Assessment System which delivers warnings when the radar signature is degraded and necessitates repair. While the F-22's exact RCS is classified, in 2009 Lockheed Martin released information indicating that from certain angles the aircraft has an RCS of 0.0001 m² or −40 dBsm – equivalent to the radar reflection of a "steel marble". Effectively maintaining the stealth features can decrease the F-22's mission capable rate to 62–70%.

The effectiveness of the stealth characteristics is difficult to gauge. The RCS value is a restrictive measurement of the aircraft's frontal or side area from the perspective of a static radar. When an aircraft maneuvers it exposes a completely different set of angles and surface area, potentially increasing radar observability. Furthermore, the F-22's stealth contouring and radar absorbent materials are chiefly effective against high-frequency radars, usually found on other aircraft. The effects of Rayleigh scattering and resonance mean that low-frequency radars such as weather radars and early-warning radars are more likely to detect the F-22 due to its physical size. However, such radars are also conspicuous, susceptible to clutter, and have low precision. Additionally, while faint or fleeting radar contacts make defenders aware that a stealth aircraft is present, reliably vectoring interception to attack the aircraft is much more challenging. According to the USAF an F-22 surprised an Iranian F-4 Phantom II that was attempting to intercept an American UAV, despite Iran's assertion of having military VHF radar coverage over the Persian Gulf.

Replacing an earlier digital photo with a better version 15-Jun-25

This aircraft was delivered to MCAP and leased to Air Europa as EC-LPR in Apr-12. It was sold to Maverick Aviation Ventures Apr-22, lease continued. Current, updated 15-Jun-25.

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 09-Nov-23.

This aircraft was delivered to Aeroflot Russian Airlines as CCCP-86054 in 1983. It became RA-86504 in 1992 when the Russian Federation was formed.

It was withdrawn from use and broken up by 2006.

Replacing an earlier scanned slide with a better version 14-Sep-15, plus Topaz DeNoise AI 01-Sep-25.

Named: "City of Watertown".

Delivered to Mohawk Airlines as N7822M in Nov-67, Mohawk was merged into Allegheny Airlines in Apr-72. The aircraft was sold to Sudwes Legdiens, South Africa, as ZS-SWK in Dec-74.

TAT Touraine Air Transport bought it in Jan-79 when it became F-GBRQ. TAT were renamed Transport Aerien Transregional in Apr-84. The aircraft was wet-leased to Jenair between Apr/Nov-92 and wet-leased to Air Martinique in Apr/May-93.

It was withdrawn from use and stored at Dinard, France in May-93. It was leased to Air Provence International in 1996 and then sold to Sahara Airlines, Algeria as 7T-VKK in Jul-99.

Sahara Airlines ceased operations in 2003 and their fleet of 5 FH-227's were stored at Algiers. Some of them were still there in 2006 but I can find no further information on this aircraft.

Replacing an earlier scanned photo with a better version 25-Aug-17 + DeNoise AI 23-Oct-22.

This aircraft was delivered to Pegasus Aviation Inc and leased to TACA Airlines as N769TA in Nov-94. It was sub-leased to Avianca Colombia in Sep-99 and returned to TACA in Oct-99.

It was stored at San Salvador, El Salvador in Oct-99. In Jun-00 it was returned to the lessor, leased to Air Canada as C-GGBI and sub-leased to Canadi>n Airlines International in a hybrid livery. Canadi>n Airlines was merged into Air Canada in Apr-01.

The aircraft was returned to the lessor in Sep-03 and stored. It was re-registered N979PG in Dec-03. It was transferred to Pegasus Aviation Ireland Ltd in Jan-04 as EI-DDW and leased to Alitalia. It was returned to the lessor in Mar-13 as N979PG again.

In Apr-13 the aircraft was leased to Business Air (Thailand) as HS-BIH. They didn't last and it returned to the lessor as N969PG in Oct-14 and was stored at Bangkok - DMK.

It was ferried to Mexico City in Dec-14 for continued storage. The aircraft was fitted with blended winglets at Mexico City in Dec-15 before being leased to SBA Santa Barbara Airlines as YV612T in Jan-16.

It was stored at Mexico City in Mar-17 and was returned to the lessor in May-17 as 2-DYUS (Guernsey Register). The aircraft was leased to Boliviana de Aviacion as CP-3086 in Nov-17.

It was withdrawn from service and stored at Cochabamba, Bolivia in Mar-20 due to the COVID-19 Pandemic and returned to service in Jul-20. The aircraft was ferried to Mexico City 20/21-Oct-22, probably for lease return. Updated 23-Oct-22.

I also have a photo of this aircraft with Canadian Airlines International at...

www.flickr.com/photos/kenfielding/6714573777

Replacing an earlier scanned photo with a better version 26-Jan-22 (DeNoise AI).

I bet you've never seen clouds like that before... Apologies for the venetian blind reflection in the window, sometimes you only have the one chance to take a shot! I couldn't get closer to the glass.

This aircraft was delivered to Ansett Airlines as VH-CZD in Oct-86. Ansett Airlines was renamed Ansett Australia in Jan-91.

It was grounded in Oct-01 when Ansett ceased all Boeing 737 & 767 operations. (Ansett Australia ceased operations completely in Mar-02).

The aircraft was stored at Brisbane in Oct-01 and was broken up there a year later, in Oct-02.

The Jaguar programme began in the early 1960s, in response to a British requirement (Air Staff Target 362) for an advanced supersonic jet trainer to replace the Folland Gnat T1 and Hawker Hunter T7, and a French requirement (ECAT or École de Combat et d'Appui Tactique, "Tactical Combat Support Trainer") for a cheap, subsonic dual role trainer and light attack aircraft to replace the Fouga Magister, Lockheed T-33 and Dassault Mystère IV. In both countries several companies tendered designs: BAC, Hunting, Hawker Siddeley and Folland in Britain; Breguet, Potez, Sud-Aviation, Nord, and Dassault from France. A Memorandum of Understanding was signed in May 1965 for the two countries to develop two aircraft, a trainer based on the ECAT, and the larger AFVG (Anglo-French Variable Geometry)

Cross-channel negotiations led to the formation of SEPECAT (Société Européenne de Production de l'Avion d'École de Combat et d'Appui Tactique – the "European company for the production of a combat trainer and tactical support aircraft") in 1966 as a joint venture between Breguet and the British Aircraft Corporation to produce the airframe. Though based in part on the Breguet Br.121, using the same basic configuration and an innovative French-designed landing gear, the Jaguar was built incorporating major elements of design from BAC – notably the wing and high lift devices.

Production of components would be split between Breguet and BAC, and the aircraft themselves would be assembled on two production lines; one in the UK and one in France, To avoid any duplication of work, each aircraft component had only one source. The British light strike/tactical support versions were the most demanding design, requiring supersonic performance, superior avionics, a cutting edge nav/attack system of more accuracy and complexity than the French version, moving map display, laser range-finder and marked-target seeker (LRMTS). As a result, the initial Br.121 design needed a thinner wing, redesigned fuselage, a higher rear cockpit, and after-burning engines. While putting on smiling faces for the public, maintaining the illusion of a shared design, the British design defacto departed from the French sub-sonic Breguet 121 to such a degree that it was for all intents and purposes a new design.

A separate partnership was formed between Rolls-Royce and Turbomeca to develop the Adour afterburning turbofan engine. The Br.121 was proposed with Turbomeca's Tourmalet engine for ECAT but Breguet preferred the RR RB.172 and their joint venture would use elements of both. The new engine, which would be used for the AFVG as well, would be built in Derby and Tarnos.

Previous collaborative efforts between Britain and France had been complicated – the AFVG programme ended in cancellation, and controversy surrounded the development of the supersonic airliner Concorde. Whilst the technical collaboration between BAC and Breguet went well, when Dassault took over Breguet in 1971 it encouraged acceptance of its own designs, such as the Super Étendard naval attack aircraft and the Mirage F1, for which it would receive more profit, over the Anglo-French Jaguar.

The initial plan was for Britain to buy 150 Jaguar "B" trainers, with its strike requirements being met by the advanced BAC-Dassault AFVG aircraft, with France to buy 75 "E" trainers (école) and 75 "A" single-seat strike attack aircraft (appui). Dassault favoured its own Mirage G aircraft above the collaborative AFVG, and in June 1967, France cancelled the AFVG on cost grounds. This left a gap in the RAF's planned strike capabilities for the 1970s at the same time as France's cancellation of the AFVG, Germany was expressing a serious interest in the Jaguar, and thus the design became more oriented towards the low-level strike role.

The RAF had initially planned on a buy of 150 trainers; however, with both TSR2 and P.1154 gone, the RAF were looking increasingly hard at their future light strike needs and realizing that they now needed more than just advanced trainers with some secondary counter insurgency capability. The RAF's strike line-up was at this point intended to consist of American F-111s plus the AFVG for lighter strike purposes. There was concern that both F-111 and AFVG were high risk projects and with the French already planning on a strike role for the Jaguar, there was an opportunity to introduce a serious backup plan for the RAF's future strike needs - the Jaguar.

While the RAF had initially planned to buy 150 trainers, the TSR2 and p.1154 were gone, and believing that both the US F-111 and AFVG were high-risk programs, and with the French already planning a strike role for their Jaguar, the MOD suddenly realized they were in bad need of a new light strike aircraft capable of delivering tactical nuclear weapons. As a result, by October 1970, the RAF's requirements had changed to 165 single-seat strike aircraft and 35 trainers.

The Jaguar was to replace the McDonnell Douglas Phantom FGR2 in the close air support, tactical reconnaissance and tactical strike roles, freeing the Phantom to be used for air defence. Both the French and British trainer requirements had developed significantly, and were eventually fulfilled instead by the Alpha Jet and Hawker Siddeley Hawk respectively. The French, meanwhile, had chosen the Jaguar to replace the Aeronavale's Dassault Étendard IV, and increased their order to include an initial 40 of a carrier-capable maritime version of the Jaguar, the Jaguar M, for the Aeronavale. From these apparently disparate aims would come a single and entirely different aircraft: relatively high-tech, supersonic, and optimised for ground-attack in a high-threat environment.

Replacing an earlier scanned 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 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.

Picture Of New NYPD 2016 Smart For Two Car – NYPD Car #2573-16 Assigned To The 50th Precint Located At 3450 Kingsbridge Avenue Bronx New York. These Smart Cars Were Put Into Service By The NYPD During 2015 To Replace Its Fleet Of Three-Wheeled Scooters. The Smart Car Is Made By Daimler (Mercedes) Benz In France. This Picture Was Taken In Manhattan. Photo Taken Thursday September 22, 2016.

DSC7244

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 21-Jul-24.

Peter Max 'New York Millennium 2000' logojet, right side.

I guess Continental had a 'MAX' before Boeing did!

This aircraft was delivered unpainted, except for the standard Continental tail, to Continental Airlines as N77014 in Oct-99. It was painted in the Peter Max 'Millennium 2000' logojet livery prior service entry.

The aircraft was sold to FSBU on delivery and leased back to Continental Airlines. Continental was merged into United Airlines in Oct-10. Current, updated 21-Jul-24.

Replacing an earlier scanned slide with a better version 14-May-15, plus Topaz DeNoise AI 25-Feb-26.

Taken at Tripoli, Libya (TIP). A rare aircraft, even in 1969 when it was already 23 years old.

A very early Douglas DC-6, line No:6, This aircraft first flew in Nov-46 as NX90703 and was delivered to American Airlines as N90703 later the same month.

It served with American until Oct-60 when it was sold to Field Aircraft Services in the UK as G-ARFU. Sold on to Air Jordan in Dec-60 it became JY-ACF for 10 months and was then sold to the US Foreign Air Transport Development Dept in Sep-61, becoming N90703 again.

It was leased to International Airlines in Aug-62. It was then sold to the Diamond Leasing Corporation in Oct-64 and immediately leased to Malta International Airways.

It was sub-leased to the Libyan Aviation Company (LAVCO) in late 1966 and used to transport oil workers from Tripoli out to the desert oil rigs until Jul-70 when it was returned to Diamond Leasing.

It was stored at the old Har Far Airfield at Malta. Sold to ATC Inc in Dec-76, it was gradually stripped of engines and other parts until only the basic shell remained, sitting on it's tail. It was finally broken up at Hal Far around 1991/92.

There are another photographers photo's of this aircraft on Flickr, taken at Hal Far Airfield in 1988. If you're interested, just enter 'N90703' into the box at top right of this page.

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 a very old but well used Washtec SoftCare Pro

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

Some background:

In the late 1970s the Mikoyan OKB began development of a hypersonic high-altitude reconnaissance aircraft. Designated "Izdeliye 301" (also known as 3.01), the machine had an unusual design, combining a tailless layout with variable geometry wings. The two engines fueled by kerosene were located side by side above the rear fuselage, with the single vertical fin raising above them, not unlike the Tu-22 “Blinder” bomber of that time, but also reminiscent of the US-American SR-71 Mach 3 reconnaissance aircraft.

Until today, only the two prototypes have been known to exist, and it is assumed – had the type entered service – that the long-range fighter had received the official designation "MiG-41".

General characteristics:

Crew: 2 (Pilot, weapon system officer)

Length (incl. pitot): 93 ft 10 in (28.66 m)

Wingspan:

- minimum 10° sweep: 69 ft 4 in (21.16 m)

- maximum 68° sweep: 48 ft 9 in (14,88 m)

Height: 23 ft 1 1/2 in (7,06 m )

Wing area: 1008.9 ft² (90.8 m²)

Weight: 88.151 lbs (39.986 kg)

Performance:

Maximum speed:

- Mach 3.2 (2.050 mph (3.300 km/h) at height

- 995 mph (1.600 km/h) supercruise speed at 36,000 ft (11,000 m)

- 915 mph (1.470 km/h) at sea level

Range: 3.705 miles (5.955 km) with internal fuel

Service ceiling: 75.000 ft (22.500 m)

Rate of climb: 31.000 ft/min (155 m/s)

Engine:

2x Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each

and with 152 kN (34,172 lbf) with full afterburner.

Armament:

Internal weapons bay, main armament comprises a flexible missile load; basic ordnance of 4x K-100 ultra long range AAMs plus 2x R-73 short-range AAMs: other types like the R-27, R-33, R-60 and R-77 have been carried and tested, too, as well as podded guns on internal and external mounts. Alternatively, the weapon bay can hold various sensor pallets.

Four hardpoints under the wing roots, the outer pair “wet” for drop tanks of up to 3.000 l capacity, ECM pods or a buddy-buddy refueling drogue system. Maximum payload mass is 9000 kg.

The kit and its assembly

The second entry for the 2017 “Soviet” Group Build at whatifmodelers.com – a true Frankenstein creation, based on the scarce information about the real (but never realized) MiG 301 and 701 projects, the Suchoj T-60S, as well as some vague design sketches you can find online and in literature.

This one had been on my project list for years and I already had donor kits stashed away – but the sheer size (where will I leave it once done…?) and potential complexity kept me from tackling it.

The whole thing was an ambitious project and just the unique layout with a massive engine nacelle on top of the slender fuselage instead of an all-in-one design makes these aircraft an interesting topic to build. The GB was a good motivator.

“My” fictional interpretation of the MiG concepts is mainly based on a Dragon B-1B in 1:144 scale (fuselage, wings), a PM Model Su-15 two seater (donating the nose section and the cockpit, as well as wing parts for the fin) and a Kangnam MiG-31 (for the engine pod and some small parts). Another major ingredient is a pair of horizontal stabilizers from a 1:72 Hasegawa A-5 Vigilante.

Fitting the cockpit section took some major surgery and even more putty to blend the parts smoothly together. Another major surgical area was the tail; the "engine box" came to be rather straightforward, using the complete rear fuselage section from the MiG-31 and adding the intakes form the same kit, but mounted horizontally with a vertical splitter.

Blending the thing to the cut-away tail section of the B-1 was quite a task, though, since I not only wanted to add the element to the fuselage, but rather make it look a bit 'organic'. More than putty was necessary, I also had to made some cuts and transplantations. And after six PSR rounds I stopped counting…

The landing gear was built from scratch – the front wheel comes mostly from the MiG-31 kit. The central bogie and its massive leg come from a VEB Plasticart 1:100 Tu-20/95 bomber, plus some additional struts. The outriggers are leftover landing gear struts from a Hobby Boss Fw 190, mated with wheels which I believe come from a 1:200 VEB Plasticart kit, an An-24. Not certain, though. The fairings are slender MiG-21 drop tanks blended into the wing training edge. For the whole landing gear, the covers were improvised with styrene sheet, parts from a plastic straw(!) or leftover bits from the B-1B.

The main landing gear well was well as the weapons’ bay themselves were cut into the B-1B underside and an interior scratched from sheet and various leftover materials – I tried to maximize their space while still leaving enough room for the B-1B kit’s internal VG mechanism.

The large missiles (two were visible fitted and the rotary launcher just visibly hinted at) are, in fact, AGM-78 ‘Standard’ ARMs in a fantasy guise. They look pretty Soviet, though, like big brothers of the already not small R-33 missiles from the MiG-31.

While not in the focus of attention, the cockpit interior is completely new, too – OOB, the Su-15 cockpit only has a floor and rather stubby seats, under a massive single piece canopy. On top of the front wheel well (from a Hasegawa F-4) I added a new floor and added side consoles, scratched from styrene sheet. F-4 dashboards improve the decoration, and I added a pair of Soviet election seats from the scrap box – IIRC left over from two KP MiG-19 kits.

The canopy was taken OOB, I just cut it into five parts for open display. The material’s thickness does not look too bad on this aircraft – after all, it would need a rather sturdy construction when flying at Mach 3+ and withstanding the respective pressures and temperatures.

Painting

As a pure whif, I was free to use a weirdo design - but I rejected this idea quickly. I did not want a garish splinter scheme or a bright “Greenbottle Fly” Su-27 finish.

With the strange layout of the aircraft, the prototype idea was soon settled – and Soviet prototypes tend to look very utilitarian and lusterless, might even be left in grey. Consequently, I adapted a kind of bare look for this one, inspired by the rather shaggy Soviet Tu-22 “Blinder” bombers which carried a mix of bare metal and white and grey panels. With additional black leading edges on the aerodynamic surfaces, this would create a special/provisional but still purposeful look.

For the painting, I used a mix of several metallizer tones from ModelMaster and Humbrol (including Steel, Magnesium, Titanium, as well as matt and polished aluminum, and some Gun Metal and Exhaust around the engine nozzles, partly mixed with a bit of blue) and opaque tones (Humbrol 147 and 127). The “scheme” evolved panel-wise and step by step. The black leading edges were an interim addition, coming as things evolved, and they were painted first with black acrylic paint as a rough foundation and later trimmed with generic black decal stripes (from TL Modellbau). A very convenient and clean solution!

The radomes on nose and tail and other di-electric panels became dark grey (Humbrol 125). The cockpit tub was painted with Soviet Cockpit Teal (from ModelMaster), while the cockpit opening and canopy frames were kept in a more modest medium grey (Revell 57). On the outside of the cabin windows, a fat, deep yellow sealant frame (Humbrol 93, actually “Sand”) was added.

The weapon bay was painted in a yellow-ish primer tone (seen on pics of Tu-160 bombers) while the landing gear wells received a mix of gold and sand; the struts were painted in a mixed color, too, made of Humbrol 56 (Aluminum) and 34 (Flat White). The green wheel discs (Humbrol 131), a typical Soviet detail, stand out well from the rather subdued but not boring aircraft, and they make a nice contrast to the red Stars and the blue tactical code – the only major markings, besides a pair of MiG OKB logos under the cockpit.

Decals were puzzled together from various sheets, and I also added a lot of stencils for a more technical look. In order to enhance the prototype look further I added some photo calibration markings on the nose and the tail, made from scratch.

A massive kitbashing project that I had pushed away for years - but I am happy that I finally tackled it, and the result looks spectacular. The "Firefox" similarity was not intended, but this beast really looks like a movie prop - and who knwos if the Firefox was not inspired by the same projects (the MiG 301 and 701) as my kitbash model?

The background info is a bit lengthy, but there's some good background info concerning the aforementioned projects, and this aircraft - as a weapon system - would have played a very special and complex role, so a lot of explanations are worthwhile - also in order to emphasize that I di not simply try to glue some model parts together, but rather try to spin real world ideas further.

Mighty bird!

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.

This is a boat lift! It was a Millennium project that replaced 11 locks.

The Falkirk Wheel is a rotating boat lift in Scotland, connecting the Forth and Clyde Canal with the Union Canal. The lift, named after the nearby town of Falkirk in central Scotland, opened in 2002. It reconnects the two canals for the first time since the 1930s as part of the Millennium Link project.

The plan to regenerate central Scotland's canals and reconnect Glasgow with Edinburgh was led by British Waterways with support and funding from seven local authorities, the Scottish Enterprise Network, the European Regional Development Fund, and the Millennium Commission. Planners decided early on to create a dramatic 21st-century landmark structure to reconnect the canals, instead of simply recreating the historic lock flight.

The wheel raises boats by 24 metres (79 ft), but the Union Canal is still 11 metres (36 ft) higher than the aqueduct which meets the wheel. Boats must also pass through a pair of locks between the top of the wheel and the Union Canal. The Falkirk Wheel is the only rotating boat lift of its kind in the world, and one of two working boat lifts in the United Kingdom, the other being the Anderton boat lift.

More about it here.

This work by Rhonda Surman is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 Unported License.

© Rhonda Surman 2008

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.

Replacing an earlier digital photo with a better version 02-Jan-23.

First flown with the Airbus test registration D-AVWD, this aircraft was delivered to the CIT Leasing Corporation and leased to Independence Air (USA) as N805BR in Nov-04.

Independence Air ceased operations in Jan-06, it was returned to the lessor and stored at Mexico City. The aircraft was due to be leased to Volaris Mexico in Feb-06 but the lease wasn't taken up.

The aircraft was leased to Air-Berlin as D-ABGD in Jun-06 and returned to the lessor in May-09. It was parked at Dusseldorf (Germany). It was due for lease to Belle Air (Albania) as ZA-ARA but the registration wasn't used.

It was leased to Belle Air using the French Overseas registration F-OARF in Jul-09 (the registration was originally applied to the aircraft as F-OARA in error). The aircraft was transferred to an associate company, Belle Air Europe as EI-LIR in Mar-11.

Belle Air Europe ceased operations in Nov-13, he aircraft was repossessed by the lessor and stored at Ostrava, Czechia. it was leased to Air Serbia as YU-APD in Aug-14. Current, updated 03-Jan-23.

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.

When they finally start in service, they'll be billed as 'new trains'. Yet the D78 stock, from which these were devised from, were constructed between 1978 and 1981, where as the Class 150 that they'll replace, were built between 1984 and 1987. Northern did similar with the Class 319's when introduced on routes out of Lime Street, that were no newer than the trains they replaced.

You can argue the technology to power the train is new, batteries charged up by small diesel engines....Arriva on Merseyside have had a fleet of buses like that in service since 2013! So even that's not really new in the true sense of the word.

Add to that, there are already Class 769 'flex' units in service, so converted bi-mode units aren't new either.

But at the moment, they still run empty....

230008 Storeton Bank

5T01 10:07 Chester to Bidston

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 photo with a better version, plus Topaz DeNoise AI 10-May-24.

This aircraft was delivered to Balair as HB-INR in Feb-85. Balair merged with CTA (Italy) in Jan-93 to form Balair/CTA. It was leased to Swissair between Feb-93/Mar-94 and again between Mar/Nov-95 although it remained in full Balair/CTA livery (as seen above).

The aircraft was transferred to Crossair in Dec-95. It was sold to Germania in Feb-99 and leased back to Crossair. The aircraft was wet-leased to Nordic Airlink in Feb-01 and sub-leased to Odette Airways in Dec-02 (still operated by Crossair).

It was returned to Nordic Airlink in Jan-03 and was sub-leased to Avione (France) in May-03 and returned to Nordic Airlink in Sep-03. The aircraft was returned to Crossair and transferred to Swiss International Airlines in Jan-04.

It was stored at Zurich, Switzerland the same month. It was sold to Bulgarian Air Charter as LZ-LDR in Apr-05 and wet-leased to Kish Air (Iran) the following month, returning to Bulgarian Air Charter around Sep-07.

The history gets a little hazy from this point. The aircraft appears to have been sold to Bukovyna Aviation Enterprise (Ukraine) as UR-CJA around Mar-10 and either leased or sold to Khors Aircompany at the end of Apr-10. After that all I've got is 'Stored in Ukraine', no place or date, and 'to be scrapped'. Updated (Aug-20).

Replacing an earlier digital photo with a better version 04-Nov-24.

First flown with the Airbus test registration F-WWDD, this aircraft was delivered to Edelweiss Air as HB-IHZ in Jun-99. It was sold to a lessor on delivery and leased back to Edelweiss.

The aircraft was wet-leased to Bangkok Airways in Oct-07 and returned to Edelweiss Air in Apr-08. It was sold back to Edelweiss in Nov-13.

The aircraft was stored at Zurich, Switzerland in Mar-20 due to the COVID-19 Pandemic and returned to service in mid Jun-20. Current, updated 04-Nov-24.

Transdev Harrogate have replaced most of their Dennis Javelin dedicated school buses over Easter with 6 Leyland Olympians from Lancashire, this brings the fleet total up to 9 at Harrogate !! The move is all very political and makes a point... but still it makes things colourful. Perhaps the most interesting of the lot is 25 year old former Merseybus F263YTJ which after repaint and spruce up looks outstanding. Others are from the G/UMJ H/GKX and F/PRE batches and most look equally tidy. Here 163 is seen at one of my favourite spots for photography in Starbeck with the signs of Spring evident in the background. This bus is en-route to operate the service from Rossett to Granby Corner 785H as the reprogrammed destination shows.

Step one - remove roof!

Replacing an earlier scanned photo with a better version 20-Oct-16.

Operated by Comair

Fleet No: "7044" (also the construction number!)

An Early CRJ.100ER, first flown Jul-94 with the Canadair test registration C-FMLI. This aircraft was delivered to Comair as N936CA in Sep-94. It was leased to and operated for Delta Connection.

It was withdrawn from service and stored at Kingman, AZ, USA in Apr-12. It was broken up at Kingman in 2015.