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Replacing an earlier scanned photo with a better version 27-May-2017 (DeNoise AI 18-Sep-22).
'Continental Micronesia'.
Fleet No: "024".
This aircraft was delivered to QANTAS Airways as VH-EBE in Aug-72. It was sold to the Boeing Aircraft Holding Company in Jun-85 and leased back to QANTAS. The aircraft was returned to Boeing in Jan-86 as N609PE.
It was sold to the CIS Corporation and leased to PEOPLExpress in Mar-86. PEOPLExpress was merged into Continental Airlines in Feb-87 and the aircraft was re-registered N10024 in May-91. It was returned to the lessor in May-93 and stored at Kingman, AZ, USA.
In Jul-94 the aircraft was leased to Tower Air and re-registered N614FF in Oct-94. It returned to the lessor in Nov-96 and was stored until it was leased to Continental Airlines again and sub-leased to Continental Micronesia in Feb-97. It was re-registered N14024 in May-97.
The aircraft was returned to Continental Airlines in Mar-99 and stored at Mojave, CA, USA. It was sold to Continental Airlines Purchasing Services LP in Nov-01 and permanently retired. It was last noted still stored at Mojave in Nov-07.
In early 2008 the aircraft was 'blown up' at Mojave by a controlled dynamite detonation for a Discovery Channel TV show about 'Bomb Proof Planes'. Updated 18-Sep-22.
The second case of a loaded diagram being replaced with a light engine movement in as many hours, DRS no. 66426 arrives at Bescot Stadium working 0G94 (vice 6G94), the 1222 L/E run from Crewe Basford Hall S.S.M. to Bescot Up Engineers' Sidings (normally a Class 6 departmental working with 600 tonnes in tow).
Replacing an earlier scanned photo with a better version 07-Sep-17, plus Topaz DeNoise AI 14-Apr-23.
KTHY = Kibris Turk Hava Yollari / Cyprus Turkish Airlines, from Northern Cyprus.
Named: "Lefkosa".
First flown with the Airbus test registration F-WWBC, this aircraft was delivered to THY Turkish Airlines as TC-JCO in Jun-85.
It was leased to KTHY Cyprus Turkish Airlines in May-99 and returned to Turkish Airlines in Aug-05. The aircraft was permanently retired at Istanbul (IST), Turkey in Sep-08. It was scrapped there around 2012/13.
I also have a photo of this with THY Turkish Airlines at ...
Edwards have placed a 10.5 million pound order for new Mercedes Tourismo tri axles to replace some of its touring fleet..I presume this will be one of them to go. Seen parked at Cascades in Portsmouth and staying at Mill Rythe is Edwards WA06JFX a Bova Magiq C49FT. Photo taken 18/11/14
Replacing an earlier digital photo with a better version 23-Nov-21 (DeNoise AI).
A very early A330 (c/n 087), first flown with the Airbus test registration F-WWKF, this aircraft was delivered to LTU Lufttransport Unternemen as D-AERH in Mar-95. The airline was renamed LTU International Airways in Nov-97.
It was sold to ILFC International Lease Finance Corporation in May-00 and leased back to LTU. The aircraft was returned to ILFC in Nov-02 and immediately leased to Skyservice Canada as C-FRAP. It was operated by Skyservice on behalf of 'ConQuest Vacations'.
The aircraft returned to the lessor at the end of Jun-03 and was leased to Air Luxor (Portugal) as CS-TQF the following day. It was wet-leased to Ariana Afghan Airlines in Apr-05, returning to Air Luxor around Mar-06. It was returned to the lessor in Apr-06 and stored at Lake Charles Regional, LA, USA.
In May-07 the aircraft was leased to Vietnam Airlines as VN-A368, returning to the lessor in Jul-11. It was immediately leased to Onur Air (Turkey) as TC-OCD.
In Sep-11 it went on a long-term wet-lease to Saudia Saudi Arabian Airlines. It returned to Onur Air in Jan-16. The aircraft was returned to the lessor in Mar-16 and permanently retired at San Bernardino, CA, USA.
Stanton House was constructed in 1885 for John Frederick Hof, who had owned the land since 1867, and replaced two timber shops on the same block.
Townsville was established in 1864 by partners John Melton Black and Robert Towns and was gazetted as a port of entry in 1865. It grew quickly as a supply centre and by 1873 the port was receiving international as well as coastal traffic. Improvements were carried out to improve port facilities and to allow larger ships to anchor. By 1880 Townsville was the port for several major goldfields and had opened the first stage of the railway line westwards through Charters Towers and beyond, consolidating its importance as a port and mercantile centre. Retail business was an important part of this development.
John Frederick Hof arrived in Victoria from Germany in 1856 and worked on a number of goldfields in that colony as a carrier. Moving to Queensland in 1861, he followed a variety of occupations before working again as a carrier at the Cape River diggings in North Queensland. He also took up speculative ventures in mining, acquiring a crushing plant at Georgetown in partnership with Willmett. In 1882 this was sold to the Papa Company and Hof moved to Townsville at the beginning of 1883 with a view to building a set of shops on his Flinders Street block.
Recent fires had destroyed a number of buildings in Flinders Street and it was declared a first class area, where only building in stone, masonry or metal was permitted. This meant that timber buildings from the first stage of settlement were being replaced with substantial masonry ones, an encouragement to do likewise even for those whose property had escaped fire damage. Because of the subsequent building boom, labour and materials were scarce and some buildings remained at the planning stage for extended periods. Presumably in response to this, Hof set up the Brunswick Brick and Tile Works and is said to have used bricks produced by himself for 'Hof's Buildings' completed in 1885. This and other buildings effected a redevelopment of the street which reflected the success of the town as a commercial centre. By 1900 there was a line of handsome and fashionable buildings down both sides of Flinders Street.
Hof's new premises were 2 storeys high and comprised 3 shops with an entrance hall and stairway leading to offices on the upper floor. Leases were immediately taken out by Otto Geburek and Michael Sandstein and Philip Harris. The Beale & Co. Ltd piano and musical instrument showroom, who occupied the largest of the premises, held a special event with demonstrations of piano playing in late May to mark their opening. Willmett's printery business next door responded to a perceived need by offering sheet music for sale.
A number of tenants leased space in the building for many years. The New Zealand Insurance Company's initial lease began in 1906 and they did not move out until 1935, the Mains Roads Commissioner had offices in the building throughout the 1930s and by 1944 were occupying space on the top floor extension added in the late 1930s. When this occurred the original decorated parapet was not reinstated.
In 1933 the building was purchased by the Corporation of the Diocesan Synod of North Queensland, although it was already used as the Diocesan Registry. The building was named 'Stanton House' in honour of George Henry Stanton who became the first Bishop of North Queensland in 1878.
The Diocese sold the building in 1978. It has changed hands several times since and continues to be leased for various commercial purposes. Although renovations have taken place, the layout and functioning of the 3 original shops and offices are still discernible.
Source: Queensland Heritage Reigster.
Since replacing this with an older version, I am not at all sure the last version actually had something spilled upon it. There seems to be an artifact of the painting or printing process...
“Through Fairy Halls of My Book House” edited by Olive Beaupre Miller, who copyrighted in 1920, 1928, 1937, and 1950. Published by The Book House for Children of Chicago.
Replacing an earlier scanned photo with a better version 15-Jun-17.
'Continental Micronesia'.
Fleet No: "019".
This aircraft was originally delivered to Lufthansa as D-ABYG in Feb-72. It was sold to GATX Leasing in May-79 and leased to Braniff International as N611BN.
It was returned to the lessor in Mar-82 and leased to British Caledonian Airways as G-BJXN the following month. British Caledonian was merged into British Airways in Apr-88.
The aircraft was wet-leased to MEA Middle East Airlines in Jul-88 and immediately sub-leased (operated by BA) to Nigeria Airways and returned to MEA and BA in Oct-88. British Airways returned it to the lessor in May-90
It was sold to Potomac Capital Investment as N78019 and leased to Continental Airlines the same day. The aircraft was transferred to Continental Micronesia in Nov-95 and returned to Continental Airlines and the lessor in Feb-99. It was stored at Mojave, CA, USA.
In Aug-99 the aircraft was leased to Air Atlanta Icelandic as TF-ABA and immediately wet-leased to Tunis Air for a Haj Pilgrimage operation, returning to Air Atlanta in Oct-99. It was wet-leased to Saudia, Saudi Arabian Airlines between Nov-99 / Apr-00.
The aircraft was returned to the lessor as N745LA in Aug-02 and stored at Marana, AZ, USA. It was sold to Logistic Air Inc in Jun-03 and remained stored at Marana until it was ferried to Sharjah, UAE in Mar-05. It was moved to Ras-al-Khaimah, UAE in May-05 for further storage.
It was re-registered 5U-ACE (Niger, Africa!) in Sep-05 and remained stored at Ras-al-Khaimah. It was noted in Jeddah, Saudi Arabia, operating a Haj Pilgrimage flight from Nigeria in Jan-06 and again in Dec-06 with periods in storage at Ras in between.
The aircraft was due to be leased to Gambia International Airlines in Jun-07, but that didn't happen. It was ferried to Roswell, NM, USA in Jul-07 and was permanently retired. It was last noted still at Roswell in Nov-15. Updated 28-Sep-22.
I also have a photo of this aircraft with British Caledonian Airways as G-BJXN at ...
Replacing an earlier scanned photo with a better version 04-Dec-21, plus DeNoise AI 10-Dec-22.
Swissair Express, op by Flightline
This aircraft was delivered to Pacific Southwest Airlines (USA) as N365PS in Dec-85. It was sold to lessor on delivery and leased back to Pacific Southwest.
It was re-registered N189US in Dec-87 prior to being merged into US Air in Apr-88. The aircraft was withdrawn from use and stored at Mojave, CA, USA in May-91. US Air was renamed US Airways in Feb-97.
The aircraft was leased to Flightline (UK) as G-FLTA in Feb-98. It was wet-leased to Jersey European Airways between Oct-98/Mar-99, to Swissair Express between Mar-99/Apr-00, to Croatia Airlines between Apr/Jun-00 and to IAC Integrated Aviation Consortium between Apr-02/2008.
Flightline ceased operations in Dec-08, the aircraft was stored at Southend (UK) and returned to Westall Aviation in Apr-09.
It was sold to the Aircraft Holding Network (USA) as N174FF in Jul-12. It was due to be sold to Neptune Aviation Services for water-bomber conversion but the sale was cancelled.
The aircraft was sold to TAM Bolivia (the airline of the Bolivian Air Force) as FAB-106 in Nov-13. It was permanently retired at La Paz, Bolivia in 2017. Updated 10-Dec-12.
Replacing an earlier scanned slide with a better version 07-Feb-16, plus Topaz DeNoise AI 04-Apr-24.
First flown as G-14-3069 by Short Brothers & Harland, this aircraft was leased to Guernsey Airlines in May-81 as G-BITX, it was sub-leased to Inter City Airlines in May-82, still in full Guernsey Airlines livery.
It was returned to Guernsey Airlines, sold to BAF British Air Ferries and leased back to Guernsey Airlines in Dec-83. It was returned to British Air Ferries in Sep-87. In Feb-88 it was sold to Fairflight Charters Ltd and sold back to Short Brothers in Jan-89.
In Feb-89 it was leased to Gill Aviation. Returning to Short Brothers in late 1989 the aircraft was stored at Exeter, UK. The aircraft was leased to Muk-Air, Denmark, in Apr-90 as OY-MUB. It returned to Short Brothers around Oct-00 and was stored at Bournemouth, UK.
It was broken up there in May-01. The fuselage was moved to Pocklington, East Yorkshire, UK and used as a gliding control cabin by The Wolds Gliding Club. It was still in use in 2011.
Replacing the original digital photo with a better version, plus Topaz DeNoise AI 02-May-26.
First flown with the Boeing test registration N1786B, this aircraft was delivered to GECAS and leased to Travel Service Airlines, Czech Republic as OK-TVT in Jan-12.
It was regularly wet-leased to Sunwing Airlines, Canada, between Feb/May-12, Oct-12/May-13, Dec-14/May-15 and Dec-15/May-16. On its return in May-16 the aircraft was retro fitted with 'Split Scimitar' winglets.
In Jul-16 it was wet-leased to El Al Israel Airlines and returned to Travel Service Airlines in Sep-16. It was wet-leased to Mega Global Air Services, Maldives in late Sep-16 and returned in Mar-17.
The aircraft was wet-leased to Swift Air, USA in Dec-17 and returned to Travel Service in Apr-18. It was transferred to Travel Service subsidiary SmartWings Airlines in Dec-18. In early Jan-20 it was leased to Sunwing Airlines again, however, the COVID-19 Pandemic hit the world in Mar-20 and the aircraft was returned to SmartWings early.
It ferried from Toronto to Roatan, Honduras to repatriate passengers to Czechia. It returned via Cancun, Mexico; Halifax, NS, Canada and Keflavik, Iceland into Prague. At the end of Mar-20 it made another trans Atlantic trip to Lima, Peru to repatriate more passengers back to Prague via Cancun and the same routing as the previous journey.
The aircraft was due for wet-lease to SpiceJet India in 2021 but that was cancelled. In Apr-24 it was wet-leased to Eurowings, Germany for the summer season, returning to SmartWings in Oct-24. The wet-lease to Eurowings was repeated in Apr-25 and the aircraft is due to return to SmartWings in Oct-25. Updated 17-Jun-25,
Replacing an earlier digital photo with a better version 05-Aug-20.
Taken from the Templeton overpass
Fleet No: "651".
First flown with the Airbus test registration F-WWBS, this aircraft was delivered to Singapore Aircraft Leasing Enterprise (SALE) and, via two other lessors, leased to America West Airlines as N651AW in Sep-98. America West was merged into US Airways in Sep-05. US Airways was merged into American Airlines in Apr-15. Current, updated (Aug-20).
Westgate Watertower which was built in 1911 to replace a Westgate reservoir which was just north of the building. On Westgate, Lincoln, Lincolnshire.
Between November 1904 and April 1905, 1006 people in Lincoln contracted typhoid and of these 113 died. It was Lincoln's biggest peacetime tragedy. The outbreak of the disease was caused by a polluted supply of drinking water, which at the time was taken from a reservoir at Hartsholme (on the edge of the city) and from the River Witham.
Despite heavy chlorination of the water public faith in the supply dwindled and many resorted to drawing water from ancient wells. Faced with a crisis situation, city officials and the Water Board realised that the provision of clean water and proper sanitation would be the only way to curb the disease and restore the residents' faith in the public water supply.
The first step was to find a suitable source clean water, this was located over the county border at Elkesley in Nottinghamshire where bore holes were sunk through the limestone. (The cores from the boreholes can be seen in this shot taken in The Arboretum in Lincoln).
A 22-mile long main was laid from Elkesley to Lincoln, where the construction of the Westgate Water Tower was commissioned by the Lincoln Corporation. The architect, Sir Reginald Blomfield (1856-1942), designed the tower to resemble a medieval keep so as to give a sense of continuity with the city's castle and cathedral. On its completion the Westgate Water Tower had an immediate impact on the city.
The local paper, the Lincolnshire Echo, recorded an "air of excitement in the city in anticipation of a new supply of drinking water". This mammoth project was not completed until 1911. Still in use today and a principle source of water for uphill Lincoln the tower, holding some 330,000 gallons (1,356,000 ltrs), remains an imposing landmark visible from miles away.
Replacing an earlier scanned photo with a better version 24-Mar-14, plus Topaz DeNoise AI 25-Feb-25.
First flown in Mar-88 with the British Aerospace (Avro) test registration G-5-099, this aircraft was delivered to Trident Aviation Leasing and leased to Loganair as G-OLCA in Jul-88.
It was wet-leased to British Airways for three months between May / Jul-90 and wet-leased to NortJet (a Spanish charter airline) for four months between Sep / Nov-90. It was also wet-leased to AirSur (Spain) between Dec-90 / Feb-91.
The aircraft was returned to British Aerospace Asset Management in Nov-91 and stored until it was leased to Air UK for three months between Jan / Mar-92. A few days later it was leased to LAR Transregional (Portugal) and returned to the lessor in Oct-92.
It was immediately leased to Malmo Aviation (Sweden) and returned to the lessor in Feb-93. The aircraft was leased to Jersey European Airways in Mar-93 and was re-registered G-JEAJ in Sep-93. It was wet-leased to Malmo Aviation in Mar-98 and returned to Jersey European the following month.
In Jun-00 Jersey European was renamed British European Airways (the original British European [BEA] was merged with BOAC to form British Airways in 1974). This British European was renamed FlyBe Airlines in Jul-02.
The aircraft was returned to the lessor and stored at Kemble, UK in Oct-06. It was ferried to Bacau, Romania in Mar-07 and converted to B.Ae 146-200QT standard with the addition of a main deck cargo door.
It was due to be leased to Amerer Air (Austria) as OE-IAA but the lease wasn't taken up and the aircraft was ferried to Southend, UK, in Jun-08 for further storage. It returned to Bacau in Dec-08 and returned to long-term storage. Converting it to a freighter appears to have been a waste of money as it was broken up at Bacau, Romania in 2015. Updated 25-Jan-23.
AAA came to my house last Monday to see if my battery needed to be replace. My car wouldn't start. My battery was three years and 3 months old. It did need replacing. The life expectancy is about two years, so my old one did well.
I was impressed with this Midtronics test unit which evaluated the entire electrical system in my 1996 Toyota Carola.. Everything checked out fine. Only the battery needed to be replaced. The service guy replaced it on the spot. It should last another three years, plus or minus.
I am also entitled to a free servicing at a specific auto service center nearby. I love Triple A!!
_____________________________________
A similar tester online:
An expanded vision of the electrical system brings an expanded horizon to your business
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New Dynamic Conductance
Battery Testing Technology - Combines direct temperature measurement with deep scan technology to improve accuracy and decisiveness
Advanced electrical system diagnostics featuring Digital Signal Processing - Digital Signal Processing (DSP) creates a digitized picture of the measured alternator output voltage to analyze the amplitude level and frequency of the diode ripple pattern for improved accuracy and identification of open or shorted diodes and open phase conditions, (multiple diode failure or winding problems)
Enhanced starter testing - Fully diagnoses all parts of the starting system including current draw, starting time and circuit resistance
Temperature measurement compensation for improved decision making
Complete multimeter functionality with scope mode
Tests 6 and 12 volt batteries, 12 volt charging systems
DMM Function for Advanced Diagnostics:
AC/DC Volts
Temperature
AC/DC Amps
Ohm meter
Diode test
Scope mode
Volts/Amps mode
Patented Conductance Cable Drop Test - Interactive routines using dual cable sets for more effective analysis of voltage drop across ground circuit, starter system, alternator system, and generic system testing
Enhanced Communications Capabilities -IR printer option, Data card reader/writer for future upgrades
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Large backlit graphical screen and icon-based user interface make diagnostics simple for the novice and experienced electrical technician
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Applications: Tests 6 and 12 volt batteries (including AGM, AGM Spiral and GEL batteries); 12 & 24 volt starting and charging systems
Power Requirements: (6) AA Alkaline batteries
Operating Range: 6 and 12 volt batteries
Test Leads: 305 cm / 10ft. cable with dual conductor Kelvin clamps
Housing Material: ABS plastic with Santoprene overmolds
Dimensions: 23 cm x 10.2 cm x 6.5 cm (9.5 in x 4 in x 2.5 in)
Carrying Case: Heavy–duty molded plastic
Languages: 24 Languages
Rating System Range: DIN 100–1000; EN 100–3000; IEC 100–1000; JIS By Part Number; SAE 100–3000
Display: 128 x 64 pixel graphics, backlit display
Temperature Compensation: Built–in temperature measurement when prompted by analyzer
Operating Temperature: 0-deg. C – 49-deg. C (32-deg. F – 120-deg. F)
WARRANTY: 1-Year Limited
This store replaced a former Hechinger's North Plaza Home Project Center in Parkville. This store was opened when Safeway fully re-entered the Baltimore market in the early 2000s and invested alot in new stores. This store no longer does dry cleaning. The area were the sign used to be has been painted over and is the slightly darker spot to the right of the main entrance.
Plaxton replaced the long running Paramount coach range in October 1991, when it launched the Premiere and Excalibur. The new Plaxton coach range cost £3.5 million to design and develope and were the first coaches to meet the new European R66 safety legiaslation, regarding roll over protection. The Paramount 4000 was the only version of the Paramount to remain in production. The Premiere was available in two heights: 320 (3.2-metres) and 350 (3.5-metres). The Premiere was built on Volvo, Dennis, DAF and Scania chassis. The Excalibur was Plaxton's flagship coach, available in one height: 3.5-metres and one length: 12-metres. At first the Excalibur could only be built the Volvo B10M, later it was built on the rear-engined Volvo B12T chassis and Dennis Javelin GX chassis. The Excalibur featured a raked back front windsreen, with the rest of the body structure was based on the Premiere. Some people say, that there was a hint of Duple styling about the Excalibur, this came about after Plaxton had bought the rights to Duple's coach range in 1989. Both the Premiere and Excalibur suffered from water leaks and other problems. Park's of Hamilton and Wallace Arnold had both taken the early production Premiere and Excalibur coaches and never bought any more for a number of years, in the case of Park's it was not until the latter part of the 90s that they purchased any more Plaxton coaches. In October 1999 Plaxton launched a new coach range the Paragon and Panther, thus replacing the Premiere and Excalibur, although both models did stay in production for a few more months, plus the Prima, based on the Premiere 320 stayed in production, until the Profile replaced. I was at Lymm Truck Stop yesterday and photographed this stunning Plaxton Excalibur Volvo B10M, owned by Coach Services of Gatley, Cheadle in Cheshire. The coach was new to Elcock Reisen of Telford, before Coach Services purchased it, Bullock's Coaches of Cheadle had owned it. The chassis is the MkIV B10M, this being the final version of the B10M. I got low down, to get this dramatic view of the Excalibur. It just shows what a nice livery, wheel trims and after market rear view mirrors can do for a coach. The owner told me, the coach had cost him £50,000 and looks the part, when parked alongside new £200,000 coaches.
Replacing an earlier scanned photo with a better version 26-Aug-16, plus Topaz DeNoise AI 12-Nov-24.
This is what you call 'a history'... Delivered to British Airways as G-BHBR in May-81, this aircraft was immediately leased to British Airways' charter subsidiary, British Airtours, for the summer season, returning to British Airways in Dec-81.
It was leased to British Airtours again between May/Sep-85. The aircraft was wet-leased to Kuwait Airways in Jun-92 and returned to British Airways in Oct-92 when it was stored at Cambridge, UK.
Marshall's of Cambridge Aerospace bought it in Jul-94 and sold it to Kalitta American International Airways the same day as N103CK. It underwent it's freighter conversion with Marshalls (who also converted all the Tristars bought by the UK Royal Air Force) and was delivered to Kalitta in Oct-95.
American International Airways was renamed Kitty Hawk International in Feb-99 and the aircraft was stored at Mojave, CA, USA in May-00. In Sep-01 the aircraft was sold to Triland 1 Inc and moved to Victorville, CA, USA for further storage.
It was re-registered V2-LFQ (Antigua) in Apr-02 and leased to Caribjet in Oct-02. It was returned to Triland 1 Inc in Mar-03 and was stored at Dusseldorf, Germany. In Oct-03 the aircraft was sold to Star Air and re-registered in Sierra Leone as 9L-LDZ.
In Jan-05 it was sold to Sky Eyes Cargo and stored at U-Tapao, Thailand. It was re-registered HS-SEC in Jan-06 and remained stored. The aircraft appears to have spent more time in storage than it did flying between 2006/2008. It was impounded at Sharjah, UAE in Oct-08.
In May-09 it was sold to a Swiss company, Air One Corporation and ferried along the coast to Ras Al Khaimah the same month. As far as I'm aware, it never flew again. It was seen stored at Ras Al Khaimah in Nov-11 with the red part of the above livery painted blue with a red/blue tail and large 'Cargo' titles.
I understand it was sold to Sky Star FZC of the UAE in Jan-13 and re-registered N212AR in Mar-13. I'm assuming it ended it's days at Ras Al Khaimah soon after 2013. According to the FAA Register, N212AR was cancelled in Dec-14 with the reason for cancellation given as 'Exported to Kyrgyzstan' !!!
This makes me angry and sad. There have been empty promises about trees being "replaced" with "semi-mature trees" which will look really good in about 30 years time.... Shame on you|!
My guess is they'll be replaced with bus stop and cycle lane. Yay! Much more visually appealing.
It used to look like this in summer
www.flickr.com/photos/dullhunk/24455069344/
Now we can only console ourselves with CGI trees instead:
www.manchestereveningnews.co.uk/news/greater-manchester-n...
Replacing an earlier photo from Mar-19 with a better version.
Named: "Freising".
First flown with the Airbus test registration D-AVVA, this aircraft was delivered to Lufthansa in Aug-18. Current, updated 12-Apr-25.
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 14-Nov-25.
Fleet No: "775".
This aircraft was delivered to ILFC International Lease Finance Corporation and leased to Alaska Airlines in Dec-93. It was returned to the lessor in Jan-09 and stored.
It was leased to Tailwind Airlines, Turkiye as TC-TLB in Mar-09. The lease was transferred to AerCap in May-14 while the lease to Tailwind continued. In Apr-18 the aircraft was wet-leased to Wings of Lebanon for the summer season, returning to Tailwind around Sep18.
After 31 years in service the aircraft was permanently retired at Bodrum, Turkiye in Nov-24. Updated 14-Nov-25.
Replacing an earlier scanned slide with a better version 29-Oct-21 (DeNoise AI).
This aircraft was re-registered G-BDHA in Feb-76.
Built as a DC-8-54CF 'Jet Trader' with a main-deck cargo door, this aircraft could be used for either passengers or freight. It was delivered to Trans Caribbean Airways in Jun-63. Trans Caribbean was merged into American Airlines in May-71.
As American didn't operate any DC-8's, it was stored at Fort Worth on transfer. In Jun-72 it was leased to Seaboard World Airlines. It was due to be sub-leased to Cargo Charter Airlines (Germany) in late 1974 as D-ACCA but wasn't taken up and it was returned to American Airlines in Jan-95.
The aircraft was sold to IAS Cargo Airlines the same day. Initially it was operated as N8782R and was eventually transferred to the UK register in Feb-76 as G-BDHA. IAS Cargo merged into British Cargo Airlines in Aug-79.
The aircraft continued in service until it was sold to Agro Air International (Dominican Republic) as HI-426 in Nov-83. It was immediately leased to Aeromar Airlines. Aeromar merged into Aerochago Airlines in Feb-86. It was returned to Agro Air International in Jun-88 and was re-registered HI-426CT in Feb-89.
It was re-registered again two months later as HI-426CA. In Aug-90 the aircraft was leased to Alas de Transporte Internacional. On it's return to Agro Air in Jun-91 it was re-registered N426FB. In Sep-92 it was leased to Fine Air. They were renamed Fine Air Services in Jan-98 and then merged into Arrow Air in Sep-99.
In Sep-00 the airline applied for US Chapter 11 bankruptcy protection and In Feb-01 the airline was again renamed Fine Air. The aircraft, now 38 years old, was retired and stored at Roswell, NM, USA, in Apr-01.
In May-02 the airline was bought by a private consortium and again renamed Arrow Air. The aircraft remained stored at Roswell. It was sold to Miami Leasing Inc in Jun-06 and was subsequently broken up.
Replacing an earlier digital photo with a better version 17-Sep-21.
Right side, English titles.
First flown with the McDonnell Douglas test registration N19B, this aircraft was re-registered N54652 the following week for further test flights. The aircraft was delivered to JAL Japan Air Lines (as a 'domestic' DC-10-40D - see note below) as JA8533 in May-76.
It served with JAL for 22 years before being sold to Ten Forty Inc in Apr-98 as N610TF. The aircraft was converted to freighter configuration as a DC-10-40(F) in Oct/Nov-98, with a main deck cargo door. On completion it was leased to CAC Challenge Air Cargo. It was re-registered N141WE in Apr-99. By late 2000 Challenge Air Cargo had financial problems and the aircraft was stored at Greenwood, MS, USA in Jan-01.
In Aug-01 it was transferred to a new company, Centurion Air Cargo. It was returned to the lessor in Aug-03. The aircraft was leased to Aeroflot Russian Airlines as VP-BDG the following month. In Mar-07 the aircraft was transferred to their new cargo division, Aeroflot Cargo. It was returned to the lessor in Apr-08 as N141WE and stored at Miami.
In Jul-08 the aircraft was leased to Arrow Air Cargo. At the age of 33 it was retired and stored at Orlando-Sanford, FL, USA in Aug-09. It was ferried to Marana, AZ, USA in Aug-12 for further storage and was last noted still stored there in Apr-16, complete and with everything 'taped up'. Permanently retired.
Note: Japan Air Lines operated two types of DC-10-40, the DC-10-40D used on Japanese domestic services and the DC-10-40I which was used mainly on international services. They were basically the same aircraft, however the DC-10-40D had the centre main undercarriage leg and the centre fuel tank locked out and could be operated at the lower maximum take-off and landing weights of the DC-10-10.
Aircraft landing charges are based on the maximum take-off weight of the aircraft (I know that sounds weird, having the landing charge based on the MTOW but that's how it works world-wide!) and using the aircraft as a DC-10-10 gave JAL a considerable saving on landing fees. Some of JAL's DC-10-40D's were converted to 'I' standard during their time with the company and all of the aircraft which were later converted to freighters became DC-10-40(F)'s.
Replacing an earlier scanned photo with a better version 29-Aug-18, plus Topaz DeNoise AI 02-Dec-23.
Named: "Nefertiti".
An early build Boeing 777, this aircraft was delivered to Egyptair as SU-GBP in May-97. It was written off at Cairo, Egypt on 29-Jul-11.
Just prior to departure there was a fire in an oxygen pipe adjacent to the First Officers seat. The fire was so intense that it burnt a 2 foot x 2 foot (60 x 60cm) hole in the fuselage just below the First Officers side window.
The yellow spandrels replaced, trees planted and the garage gone, the site looks quite different today goo.gl/maps/bCHe6jPneeeHs6wS8
CYMA Petroleum, founded in 1981 by Andreas Michaelides, supplied petrol stations across south-east England, particularly in north London, with some owned directly by the company. The business is now mainly an aviation fuel supplier www.cymapetroleum.co.uk/ —and at one point also supplied Lochshell Filling Station, very near Wick-John O'Groats airport in the far north of Scotland goo.gl/maps/FiQ4UKMmxZLmPDUj7
Replacing an earlier photo from Feb-16 with a better version.
The original 'United for Wildlife' special livery.
First flown with the Airbus test registration F-WWAM in Jan-13, the aircraft was ferried to the Airbus factory at Hamburg-Finkenwerder for interior fitout and painting. It was delivered to Emirates as A6-EEI in Jun-13. Current, updated 10-Oct-22.
Ever wonder what one should take with them on an extended international backpacking adventure? Well, here's what I took on a 4-month long backbacking trip to Japan. This is going to be a long read, with(almost) every piece of gear I carry with me on a trip like this, and brief descriptions where necessary.
Let me start by telling you how I organize gear. 1-Shelter(including clothing and sleep system). 2-Food/Water(including cook systems and water procurement systems). 3-Tools(including weapons, blades, electronics, etc). 4-Miscellaneous(Camera gear, repair kits, IFAKs, etc.) 5-Carry systems(backpacks, mostly)
Starting with Shelter(see top left of image):
-Koppen Viggo 20 sleeping bag. I've been meaning to get a quality bag, but I haven't gotten around to it yet. If it keeps you warm, then you can make do with it.
-Coghlan's Bug net. In the red stuff-sack. Absolutely essential on warm/temperate adventures. Trust me. No, really, trust me.
-Eno Singlenest hammock. Do NOT buy a lower quality hammock. Again, trust me on this one. I've seen FOUR cheap hammocks break without any misuse. Buy a quality hammock. Also note: Mine came with very heavy, solid steel carabiners and no hanging line. I've replaced the biners with Metolius FS Mini biners. They are incredibly light weight while retaining a 22KN strength rating. Highly recommended! For hanging line, I use 750 cord; light and strong enough to hang on.
UPDATE: I still use this hammock, but my suspension system has changed. I now use Amsteel Blue as my hanging line, and I use a knotless setup with aluminum descender rings.
-Blue blanket borrowed from ANA airline after I landed in Tokyo. I don't carry anything like this usually, but this one's sort of like a souvenir to me.
-Carabiners. Aformentioned Metolius FS Minis.
-Small green bundle of fabric is a home-made sil-nylon pack cover. Sil-nylon is incredibly light(I mean INCREDIBLY light), much less bulky than many other waterproof fabrics, but is not as durable. Mine has held up well, though.
-Green folded fabric is a home-made bivy sack. I do not use a tent for a few very good reasons. I'm often stealth-camping, and a tent is WAAAY to overt for that, and a tent is heavy and bulky to carry. I haven't used a tent in years and I've had absolutely no regrets. There are some sacrifices made when using a minimal system such as a bivy, though. Ask me about it if you want some pros and cons.
-Sleeping pad. I use a cheap, Wal-Mart sleeping pad, cut to shape in order to fit in the floor of my Alpacka Packraft. There are lots of good reasons to use a cheap, closed-cell foam pad instead of an expensive pad, but the primary reason is that your sleeping pad will probably be destroyed by use over time, and a ruined $8 pad is easier to swallow than a ruined $80 pad.
-Being used as a tablecloth in the image, a cheap 6'x10' tarp. For the same reasons I use a cheap sleeping pad, I use a cheap tarp. I do have to make a note here, though: Not all cheap tarps are the same. I wish I could give you advice on which brands to avoid and which ones to buy, but I really don't remember the brands of the tarps I've bought. Anyway, many cheap tarps have extremely weak eyelets, a weak weave, and(if this is important to you like it is to me), a gloss coat. Some, however, do not have those problems. It's hit-and-miss. Good luck when shopping around, and let me know if you find a decent brand.
Clothing:
-Under Armour compression boxers, 2 pairs. Not recommended. On long treks, they do not wick away sweat as advertised, so you'll end up clammy. They also ride up a bit, and I used to hate that, but I've realized that letting them ride up -though slightly uncomfortable- helps to minimize chafing in and round your sensitive bits.
-5.11 Level 1 9” socks, 3 pairs. The ONLY socks I adventure with. Fantastic elasticity, great durability, and don't start to stink for a loooong time. Great socks!
UPDATE: While I still love how comfortable they are, they aren't as durable as I used to think. I've now owned about a dozen pairs of these, and I've stopped buying them. I've switched to Vermont Darn-Tough socks. More durable, about as comfortable, and they have a lifetime warranty.
-Starter longsleeve base shirt and Starter shortsleeve base shirt, one each. I'm not a snob. I love quality gear, but when a cheap option works this well, I'll advocate its use. These Wal-Mart shirts work just as well as my Under Armour shirts, at a much lower price point. Recommended.
-5.11 Taclite Pro pants, 1 pair. Never ask me about these pants, because I will never stop talking about them. I have a confession(something some of you know already): I love good pants. I REALLY love good pants, and I've spent thousands of dollars on quality pants over the past few years, and out of ALL of them, the 5.11 Taclite Pros are the pick of the litter. They are the best pants I've ever owned, without a doubt. I have them in several colors, but my favorite color is Tundra.
-Lightweight synthetic shorts, 1 pair. Useful in hot weather and as swimming trunks. Here's just a general note: Avoid cotton in all of your clothing. Seriously, just avoid it.
-Light fleece pajama pants, 1 pair. Used as (surprise!) pajamas, but also as an insulating layer in cold weather.
-Light fleece pullover, 1. Insulator in cold weather.
-Columbia HeatMode 2 jacket. Thin jacket for wind/light rain protection. I use this often but it's now out of production. I always travel with a light jacket made of a tightly-woven, synthetic material for wind and rain protection.
-Tru-Spec Web belt. A great belt for it's $6 price point! Recommended if a higher quality belt isn't in the budget. Also, it's flexible enough to be comfortable underneath a backpack hip-belt.
-Baseball cap, for sun protection.
-Shemagh, for 8 trillion different reasons. I recommend everyone have a shemagh on them at all times. Great for lots of things, but I use mine primarily as a scarf, for sun protection, and as a face mask.
-Lightly insulated gloves, for cold weather and for keeping your hands clean while adventuring. I use mine often, always have a pair of gloves! Standard Mechanix gloves are basically a Gold-Standard for adventure gloves.
-Marmot Precip hardshell jacket and pants. Although pricey, I recommend these. I'd actually pay the high price to buy them again if anything happens to mine. Durable, light, packed with features. Great rain suit!
UPDATE: I did end up buying a second set of these after my first ones disintegrated, and my second set is now also disintegrating. I no longer recommend this set. I'll update when I find a good alternative.
-Finally, I separate my clean clothes and my dirty clothes in their own mesh bags.
Food(Top right of the image):
-I won't get into my usual backpacking food, but there are lots of good resources on the web for that kind of info. Message me if you want to know my usual choices.
-I will mention the protein powder, though. If you're hiking and doing a lot of physically demanding tasks, FEED YO' MUSCLES, SON!
-Hard-sided, watertight container. I carry most of my food in a container of this description. It keeps delicate food items or potentially messy food items from getting crushed, it has an air-tight seal to keep animals from sniffing out your food, and it's waterproof. Alternatively, you could use a roll-top dry-bag, but that wont keep your food from getting crushed.
-Jetboil Flash. I avoided Jetboil systems for a long time, primarily because of their price, but when I encountered a fellow traveler using one in the Redwood forests of Northern California, I was blown away. I bought one a few days later, and now I'm spoiled and I never want to use any other cooking system again. Highly recommended!
-Lexan spoon, but no fork. I don't carry a fork because chopstix are easily crafted from twigs or acquired from restaurants. Here in Japan, they give them to you at the cash register when you buy food at grocery stores.
-Spare fuel canister. I actually don't usually carry a spare, since one canister lasts so long, but when I took this photo, my current canister was running low, so I bought a replacement.
-P-38 can opener. Always.
Water(In front of the sleeping pad):
-Nalgene SILO 1.5l water bottle. Nalgenes are an industry standard, and for good reason. However, I'm not picky, as witnessed by the next bullet point...
-Generic 1.5l softdrink bottle, repurposed as a water bottle. Same capacity as the SILO, lighter, but not as durable. I'm not a loyalist to any brand here, not even Nalgene, just be sure to use a reasonably durable bottle.
-Katadyn Hiker Pro water filter. I've been using this filter for years. Highly recommended. I did install a pre-filter the day I got it, though. I use cheap, very small, very light fuel filters. Don't get hung up on certain brands or models, though. I've used MSRs and other Katadyns, and I've done lots of personal research, and they all seem to do the same thing with similar results. Just don't get a Lifestraw. Seriously.
Tools:
-Morakniv HighQ Robust(Not pictured). This tool, as well as the next three tools listed, were in my system until I was arrested in Tokyo and they were confiscated. As a knife guy, I could talk at length about options and philosophies of use, but I'll just leave it at this: Moraknives are the best fixed-blade knife you can buy at their price-point.
-5.11 folding knife. Cheap garbage(Not pictured). I got it as a promo item when I ordered some other 5.11 gear, but I brought it in place of a better, more expensive knife in case anything happened to it. I'm lucky I did...
-Lockpicks. I have Sparrows, SouthOrd, and Peterson lockpicks. I've picked my fair share of locks, and I want to tell you all something. Home-made lock picks are better than each of the above-named brands. My standard set contains the following picks, all hand-made by myself: A shallow hook, a deep hook, a DeForest diamond, a Bogota 2-peak rake, a top-of-the-keyway serrated tension wrench, and 2 bottom-of-the-keyway smooth tension wrenches in different sizes. I carry my picks in a Sparrows Sentry case. Sometimes I carry shims as well, but I wasn't carrying any when I came to Japan.
UPDATE: My every-day lock pick selection has changed. If I'm going minimalist, a set of SEREpicks are what I carry, but if I can spare the extra room, I also bring a traveler's hook, some shims, an EZ-Decoder, and a few bypass tools.
-Leatherman Wave(Not pictured). Always have your multi-tool. There are lots of variations, only you can decide witch one is best for you.
-The pliers on the bottom of the image are a stand-in for a multi-tool. I found them in an abandoned building, so I took them with me. Pliers are incredibly useful, which is one of the primary reasons for carrying a multi-tool.
-No-name, fixed blade knife(bottom-center, next to my Rhodia note pad). I bought this a few days after I got out of jail in Tokyo, and I was pleasantly surprised. It's roughly three-quarter tang, hand-profiled, very hard carbon steel blade. It's been great so far!
-Four-Sevens QT2A-X flashlight, with a poorly-done, home paintjob. I've been using this light for a few years now, and I cannot recommend it. I'm a “Flashaholic,” a term coined by Nutnfancy, so I am VERY particular when it comes to flashlights. This light does not stand up to my requirements. Ask me about it if you want to know more.
UPDATE: ARMYTEK, Surefire, or Streamlight are all great options. I've been carrying Armytek now for a while, and I can't recommend them enough.
-The light is in a home-made .93 Kydex holster. Very cheap, very trim, very effective, great retention.
-Also attached to the light is a Tac-Ord lanyard. I will always recommend attaching your light to a lanyard.
-Fenix diffuser head, modified for use on the above flashlight.
-Fenix Headband, for turning any light with a body diameter of 18-22mm into a headlight. Recommended! However, the process is slow. The retention screw must be completely removed in order to set the light into the clamp. A faster system would be nice, but I haven't found one that's better than this.
-Streamlight Nano/Terralux TLF-KEY1 frankenlight. I recommend both of these micro flashlights, but I recommend the frankenlight even more! With the body of the Streamlight and the head of the Terralux. :p
-Suunto A30 compass with a 550 lanyard. Great compass, very accurate, glow-in-the-dark, rotating bezel. Recommended.
-Garmin eTrex Legend handheld GPS. This thing is definitely dated, has an old, unreliable antenna, and has frustrating controls. Not recommended at all.
-Goal Zero Guide 10+ charger(pictured) paired with the Nomad 7 solar panel(not pictured). This system has served me well over the past 4 years. It charges 4x AA or AAA(with adapter) batteries at a time, and you can usually get enough sunlight in a day to make 2 full charges. It'll also charge my camera batteries, one at a time, and has a USB 2.0 port, so will charge cell phones, MP3 players, whatever. It's a decent, inexpensive system. You can't expect super high performance in a light, backpack-able package, but this is probably as good as you're going to get in this philosophy of use. I will say that it is the most versatile system I've ever found in my research. Recommended. Ask me about it if you want more info.
-8 Goal Zero NiMh, 2300mAH AA batteries, stored in a Bluecell battery case.
-8 Goal Zero NiMh, 800mAH AAA batteries, stored in a Bluecell battery case.
Miscellaneous Stuff:
-50-100' of 550 paracord. Innumerable uses.
-100' of bank-line. Choose your own diameter, I use #15. Great for anything that requires less bulk and strength than paracord.
-Sewing kit. Plenty of thread, multiple needles, stored in a plastic, flip-top tube container. I use mine constantly.
-Primary phone: Nokia Lumia 520 (Windows-based). Not recommended. Windows hasn't been working on their phone OS as long as Android and Apple has, so there are more bugs than the competitors.
-Secondary phone: Motorolla Moto G(Gen1) 8gb, Global GSM(Android-based). Fantastic phone at it's price! I did a lot of research before buying this phone, and I've been very happy with it.
UPDATE: Still using the Moto G series of phones. I'm currently using the Moto G 5 Play, and I'll be buying the 6 when this one dies.
-Note! The Maps.Me Android app is amazing for international travel. Requires no data, no service, nothing. You download whatever maps you want, and you can zoom in, search, navigate- all possible without any connection at all! Great app, very detailed maps for almost every country in the world.
UPDATE: STILL MY RECOMMENDED TRAVEL MAP APP!
-Notepad. Pictured is a French-made Rhodia dotPad #12. Not recommended. Assembled with a single staple, covers are falling off after 2 months of carry and use.
-Writing utensils: Pictured are a 1) Pilot Opt. 0.5 mechanical pencil. Terrible eraser, mediocre spring-tensioned clip. 2) Pilot 3-color, 0.5 Frixion pen. At first I was stoked on this pen. The ink used will disappear with heat, so you get a rubberized-plastic eraser that is designed to create heat through friction, making the ink almost completely disappear. But, after asking around, I've heard stories of ink disappearing when left on hot dashboards and such. That's a dealbreaker. 3) Stabilo Worker 0.3 pen. Not recommended. Running about $8, its ball-point system will NOT keep your lines anywhere near 0.3mm. More like .7 or so. Personally, I'd replace each of these with Zebra pens and pencils. Simple, attractive, reliable.
-Extra pencil lead. I like harder lead rather than softer, but I haven't done enough research or testing to recommend any certain brand.
-Full-sized notebook. The one I'm currently carrying another French-made book- a Jour & Etoffe Color-Fil, 6mm-ruled notebook. Recommended, but good luck finding one. I'm actually kind of particular with my notebooks, but carry whatever you want.
-Generic protractor/ruler combi-tool. I happen to enjoy technical drawing, so I carry something like this often, just to aid in my doodling. However, a ruler is very useful in travel. Most multi-tools will have one engraved in the handles.
-Tissues
-Primary wallet: Keep one wallet with your day-money and photocopies of your Ids in an accessible pocket.
-Secondary wallet: Keep another wallet with the rest of your money and your actual Ids in a separate pocket, preferably a more secure one.
-A few lighters. I don't smoke, but lighters come in handy every so often.
-MP3 Player. I hate iPods, so I've been trying different players over the years. The latest iteration of Sandisk's Sansa series, the Sport+ is actually pretty good. No removable battery, but it has expandable memory, so you can use your micro SD card.
UPDATE: The Sansa series was awful, so I found a generic MP3 player buy a company called Niusute, and it's been GREAT. I've had it for about a year now, and it's held up well. It doesn't have a user-replaceable battery, but it does have expandable memory, and its best feature is that it has a battery life of 80 hours! I use it constantly, and I generally recharge it once a week.
-Micro SD to regular SD adapter, in protective case.
-I am very partial to JVC Marshmallow headphones. I recommend them to everyone, but I bought a different kind of headphone after reading lots of favorable reviews. They have something of a cult following, but frankly, I have not found any reason to like the MonoPrice Hi-Fis. Mediocre. Better than dollar-store headphones, but not by a whole lot.
-Extra ear pieces for my headphones. I always manage to lose mine.
-On this trip, I brought a small Japanese dictionary. The one pictured is excellent. I did some research before settling on this one, and I'm glad I chose it. Recommended for anyone traveling to Japan.
-Pack towel. Never go anywhere without your towel! Arthur Dent will tell you why.
-Business cards. I don't have any reason to have my own, but I collect them everywhere I go from people I meet. It's easier than asking people for their Facebook or E-mail. Just get their business card and stick it in your wallet.
-Lenovo Thinkpad E440, with a Core i5. I usually don't travel with a full-sized computer, but I wanted to edit photos as I went, so I brought my photo-editing computer with me. Included is the appropriate charging cable, a wireless mouse, and a mouse pad. A note on the mouse: Bring a wired mouse when traveling if you bring a mouse at all. It wont take any of your valuable rechargeables, so they can be used elsewhere.
-Silicon Power 1TB external HDD. Highly recommended! I've had this for about a year and a half now, and I've thrown it in snow, dropped it on concrete, dropped it into a sink full of water... And it comes with its own cable, stored neatly in a built-in compartment. Great hard drive!
UPDATE: Still recommend these! Great hard drives!
Hygiene:
-Antibacterial wipes
-Nail clippers
-Razor
-Toothbrush
-Castile soap stored in a repurposed glycerin bottle. This stuff is amazing. I use Dr. Bronner's. It's made of plant material, non-toxic, biodegradable, and extremely versatile! It can be used as shampoo, body wash, face wash, shaving cream, and even toothpaste. As an added bonus for the Tea Tree variety of Castile soap- it acts as a bug deterrent. For about half a day after using it, it works very effectively to repel mosquitoes, gnats, ticks, whatevs. Highly recommended in every flavor!
-My hygiene supplies are all stored in a Kifaru zipper pouch.
Camera Gear: I'm not going to get much into camera gear here. It's not all pictured, but ask me about it if you want to know anything. I'm going to list a few things here, though. Just the “notable” things, I guess.
-Nikon D750.
-Canon 70D.
-5 batteries for each. A mix of OEM and non-OEM. There are lots of good off-brand batteries, do your research before buying.
-Joby Gorillapod Focus with the Ballhead-X. Highly recommended! Love this tripod.
-A zoom lens. At least 250mm, but keep weight in mind if you're backpacking.
-A 50mm lens. Because it's beautiful.
-A wide-angle lens.
-I personally love fish-eye lenses, so I carry one with me. I love being able to see ~so much~ and the distortion doesn't bother me at all.
-Chargers with car adapters.
-LowePro Toploader Pro 70AW. This is another thing that you shouldn't ever ask me about. I will talk your ear off about the quality and features for hours. Of ALL LowePro gear, for that matter. I also have their ProTactic 350. LowePro gear is not particular cheap, but it's worth every penny you'll pay for it. Would you put $5,000 worth of camera and lenses in a $20 case? I wouldn't. Amazing gear. Also, the AW versions have a built-in rain cover.
-Attached to the above bag is a LowePro lens case, compatible with LowePro's SlipLock attachment system.
-Extra memory cards. Seriously, bring extras.
Carry System:
-REI XT-85. I've been using it for two years. Highly recommended.
-Adidas Cinch-bag. Bought it in college, and it's still in great shape. Highly recommended. I bring this with me for times when I can store or hide my XT-85, so I can explore a city without being weighed down. There are lots of small packs that will fill this role, but this is what I had on hand, and I like it.
Not pictured: Here are things I usually bring, but didn't bring on this trip; or gear that I DO have now, but didn't put it in the picture for some reason.
-Handcuff key and Master bump key. Located in a hidden pocket somewhere on my clothing. When I was arrested in Tokyo, and they VERY thoroughly searched ALL of my belongings, they never found these. :)
-IFAK. Stands for Individual First Aid Kit. There isn't one pictured because my custom-built level 1 IFAK went missing before my trip. Whoops.
-A mesh bug shirt. These aren't super effective, but I often carry one because they are extremely lightweight, and offer a ~little~ bit of protection. Just enough to keep you from losing your mind as you set up your net over your sleep system.
-When I'll be filtering water from sources that are likely to contain critters, such as agricultural run-off, I will carry a water purifier in addition to my water filter. My purifier of choice is the Steri-Pen Adventurer Opti with the purpose-built solar charging case.
-Many of you know how much I love packrafting. When you carry one, you have to include the other components of the system. For me, these components are as follows: Packraft, paddle, repair kit, inflation bag, dry bag for the rest of your gear, paracord for lashing your gear to the raft while traveling by water, seat, seat back, riser seat, and stuff-sack. The entire system usually weighs about 7 pounds with the gear that I own and use. It's possible to get your entire packrafting system down to about 5 pounds.
-Guns. When I travel in places where I can legally carry a pistol, I carry a Glock 19(Gen 4) in one of two ways. When I carry openly, it's in a G-Code XST RTI holster on a Low-Ride RTI platform, attached to my clothing belt(not my pack belt). When I'm concealing, I add a Kifaru Koala to my pack system, and I carry the pistol in the Koala's dedicated CCW compartment. In either case, I always use Glock 17 magazines outfitted with Arredondo +6 extensions. Arredondo products are very highly recommended by me! Awesome stuff. I carry spare magazines in either a G-code dual mag holder(RTI variety), or in the mag caddies inside the Kifaru Koala.
-The Kifaru Koala is another piece of gear that I'll talk forever about. It's amazing. Perfect. Lovely. Perfect. Comfy. Perfect. I love it! Added bonus: Last year, Kifaru dropped the price on the Koala. Yay!
-Last but not least... Kelsey. Poor Kelsey got left at home on this trip. It was a difficult decision, and I've regretted it many times over since arriving in Japan. I only hope she'll forgive me when I get back. I'm sorry, Kelsey. :(
I think that pretty much covers it! That was even longer than I thought it would be... If you've made it this far, I'm sure you can tell by now that I'm very particular about the gear I use, and most of what I own has been thoroughly researched before it was purchased. I love quality gear, and it's very important to me to use gear that performs its intended task very well. I never buy anything just because it's the first thing I found on Amazon that does vaguely what I need it to do. No, I spend months, and sometimes even YEARS(no kidding) researching a particular piece of equipment before buying it. If I own it, it's because I have deemed it to be better than any other piece of gear that fits the exact niche I set out to fill.
Replacing an earlier scanned photo with a better version 11-Mar-18, plus DeNoise AI 13-Jan-23.
Still in basic NWT Air livery with Air Bridge titles.
This aircraft was delivered to Western Airlines as N7143C, a L.188A, in May-61. It was converted to freighter configuration with a main deck cargo door in Mar-69.
The aircraft was sold to International Jetair Ltd as CF-IJV in Mar-71. It became C-FIJV at the end of May-74 when Canada introduced the C-Gxxx registration series. International Jetair was merged into Northwest Territorial Airways in 1976 and the company was later renamed NWT Air (North West Territories).
The aircraft was sold to Air Bridge Carriers in Mar-91 and re-registered G-FIJV in Aug-91. Air Bridge Carriers was renamed Hunting Cargo Airlines in Aug-92. It was re-registered EI-HCE in Apr-97. It was withdrawn from use and stored at East Midlands Airport (UK) in Jun-98.
The aircraft was sold to Atlantic Air Transport as G-FIJV in Sep-98. The aircraft was permanently retired at Coventry, UK in late 2006 and was finally broken up there in May-13.
gemma and macgyver at the front window watching the rain, shot with the Tamron lens we bought to replace the zoom that fell out of the camera bag. the lens feels nice and i will form an opinion after seeing more photos.
side note: clients can drive you crazy. just got a call from the lab saying that my client was there throwing a fit and demanding my phone number because the 8x10"s she ordered (my clients send me their order via e-mail and i take that to the lab with the negatives, the client goes to the lab and picks up the prints. that way they don't have to pay anything more than what the lab charges and they never get the negatives) were not the ones that were printed. without even seeing the prints, i can safely say the client got the numbers wrong in her e-mail. the clients usually complain louder when it is actually their fault. people like her make me want to quit photography as a career. really, it happens more than you would think that a client would throw a fit over something small. they are only photographs people. my friend rebecca said it perfectly, these people think "shit, how is my kid ever going to be famous if i don't get these photographs YESTERDAY?!?!"
i challenge these clients to find another photographer who will give them the same quality of work that i do with the same care and attention to detail. pisses me off, rarely a thank you, always a complaint.
thank you flickr friends for all of your nice comments on my work in the past...it is one of the things that keeps me shooting. and thanks for letting me vent.
Sydney Central Railway Station, in Sydney, Australia.
The present Central Railway Station was Sydney's third terminus, replacing the original 1855 station further south in Redfern and a later upgraded station built in the 1870s. Both earlier stations had served their time but had become too small and too isolated from the city by the 1890s.
A new station had been considered since 1895, with a view to locating the terminal closer to the central business district. Several sites and schemes were put forward, including a Hyde Park terminus, before the site of the old Devonshire Street cemetery was fixed upon. Although this site was also considered to be further from the city centre than was preferred, the costs of resumptions and construction of a station in the city centre were too high. Resumptions were still necessary even for this construction, which included the widening of Pitt Street and creation of Eddy Avenue.
Work began on the Central Railway Station in June 1901, 12 months after the state public works committee had approved the design. The new building was intended as a focal point for the railway and a junction of the rural network with the expanding city and suburban networks. The initial scheme for the new terminal complex was put together by Henry Deane, the Engineer-in-Chief of Railway Construction, in consultation with the Railway Commissioners.
The design of the buildings and complex were investigated by a Station Advisory Board established by the Minister for Works. This included Henry Deane, Government Architect Walter Liberty Vernon and railway experts from New South Wales, Queensland, and Victoria.
Work continued through 1901–02, with the old buildings removed and the cemetery resumed. The foundation stone was laid on 30 April 1902. Material excavated from the site was subsequently used to improve the adjacent Prince Alfred and Belmore parks, and to form a ramp for an overhead tramway that approached the station from the city.
In 1902 the design of the building was altered by the Station Advisory Board, with the addition of an extra floor and a tower, which increased the likely cost from £230,000 to £400,000. The station building would therefore include: offices for the Railway Commissioners; underground subways to convey luggage, mail, and other materials; an underground pedestrian walkway between George and Elizabeth streets on the line of the former Devonshire Street; a tramway; taxi ranks; and 12 platforms with the ability to handle up to 40,000 passengers.
The position of the station at the southern end of the city and its scale made it an instant landmark, with the clock in the tower being used by surrounding neighbourhoods as well as commuters.
Information Source:
Replacing an earlier scanned photo with a better version.
Operated on behalf of Air France by TAT - Touraine Air Transport.
Replacing an earlier digital photo with a better version 27-Oct-19.
Named: "Ashkelon", later "Eilat Red Sea" (Feb-11).
First flown with the Boeing test registration N1786B, this aircraft was delivered to El Al Israel Airlines as 4X-EKD in Aug-99.
It was withdrawn from service in Jan-16, sold to Capstar Aviation as N259CS and permanently retired at Tucson, AZ, USA later the same month. It was subsequently broken up.
The M1123 troop/cargo variant (HMMWVA2) replaces the M998, and M1038 variant HMMWVs. The M1123 provides light troop and cargo transportation. Available in two and four person configurations, this model can accept installation of troop seats and other modifications. This variant can be used as the vehicle platform for mobile communication systems as well as other mobile alternate command posts.
This vehicle is towing a portable floodlight.The Floodlight Set (FLS) is a self-contained system with a power plant capable of providing lighting of up to five acres with 360 degree coverage for general illumination and security use. It can also provide accessory power with at least 12 hours of continuous operation. It has a primary tower with three mast-mounted lights and tripod-mounted ground lights that are capable of continuous field deployment in a wide variety of environmental extremes and rough terrain. For flexibility, the set is configured so that it can be mounted on the USMC M116A3 and LTT-MCC M1102 trailers. The M1102 is seen here.
This M1123 belonging to the 22nd Marine Expeditionary Unit (MEU) was photographed shortly after disembarking from the USS Whidbey Island at the North Carolina State Port in Morehead City, North Carolina.
Replacing an earlier digital photo with a better version 27-Dec-24.
It was the first visit of this aircraft, on its delivery flight en-route from Seattle-Everett to Karachi, Pakistan.
This was the B777-200LR development aircraft which had a ceremonial roll-out on 15-Feb-05 in 'Dreamliner' style livery. It first flew as N60659 on 08-Mar-05 and took part in the 'LR' development programme.
It was later re-registered N5022E and delivered to PIA Pakistan International Airlines as AP-BGY in Feb-06. The aircraft was withdrawn from service and stored at Karachi, Pakistan in May-24. Stored, updated 27-Dec-24.
As a night fighter, the Meteor NF11 was the RAF's first jet to perform the role, replacing the de Havilland Mosquito. In its long nose was fitted an airborne intercept radar. Successive marks, up to the NF14, served into the 1960s, though by then the Meteor was somewhat outmoded.
Meteor NF.11 WM167 was built under licence by Armstrong Whitworth at Baginton in 1952. It entered RAF service with 228 OCU (Operational Conversion Unit) at Leeming, remaining there until 1960. Modified to TT.20 target towing configuration in 1961 and allocated to A&AEE Boscombe Down; the aircraft was used for target towing trials. It was then delivered to Flight Refuelling Ltd., and under an MoD contract it was used for towing targets at Tarrant Rushton and Llanbedr. Declared surplus to requirements in 1975, it was purchased by a private collector and converted back to NF.11 configuration
Seen on Church Street in Luton Town Centre is this 1999 Dennis Dart that is seen operating local town service 14. Luton depot were still operating a large fleet of these late 90s Darts until recently but now most including the one seen here have now been withdrawn and replaced by Wright Streetlight vehicles.
Replacing an earlier scanned slide with a better version 28-Oct-15.
Delivered new to Kuwait Airways as 9K-ACA in Jan-63, the aircraft was wet-leased to MEA Middle East Airlines in Dec-68, returning to Kuwait Airways in Jun-69. It was sold to Dan-Air London in Mar-71 and became G-AYWX the following month. It was retired at Dan-Air's engineering base at Lasham, UK, in May-78 and was broken up there in Oct-79.
From this past winter ... ice covers Middle River and looking very interesting under the twilight lighting.
So nice that Spring is here now replacing this cold time and winter ... though the winter scene is still pretty.
1959 Chevy at the abandoned Pearsonville junkyard.
Visit the set page for more information.
Night, 1 minute exposure, full moon, red-gelled strobe.
Reprocessed and replaced, April 2024.
Replacing an earlier scanned photo with a better version.
Leased from and operated by Star Air (part of the Maersk Group) on behalf of Scottish airline Loganair with small 'Loganair' stickers by the forward and rear doors.
Replacing an earlier scanned 6"x4" print with a better version 21-Mar-22 (DeNoise AI).
Taken through glass from the old Emirates Sales & Reservations office in the International Office Centre at the end of Ringway Road, on final approach to Runway 24
'Landor' livery.
Named: "River Bush".
This aircraft was delivered to British Airways as G-DOCB in Oct-91. It was wet-leased to Air One (Italy) between Jun-04/Oct-05. It continued in service with British Airways until it was permanently retired in Oct-14.
The aircraft was ferried to Cranfield, UK and donated to Cranfield University, UK in Oct-14 for use as a technical trainer. The registration was cancelled in Jul-15. Updated 21-Mar-22.