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Replacing an earlier scanned slide with a better version 25-Jan-15, plus Topaz DeNoise AI 28-Jul-23.
Named: "Jet Clipper Challenger".
This aircraft was delivered to Pan American World Airways as N767PA in Jun-63. It was sold to a lessor in Jun-76 and leased to Dan-Air London as G-BEAF a few days later.
It was sub-leased to IAS Cargo Airlines in Sep-76 and returned to Dan-Air in Jun-78. the aircraft was returned to the lessor in Jun-78 and sold to Interamericana Export (Argentina) as LV-MSG in Jul-78.
It was immediately leased to Transportes Aereo Rioplatense. The aircraft was withdrawn from use and stored at Buenos Aries-Ezeiza, Argentina in 1984. It was broken up there in Oct-96. The fuselage was used as part of a Restaurant until 1998.
Replacing an earlier scanned 6"x4" print with a better version 09-Jan-19 (DeNoise AI 14-Sep-22).
Taken just after a superb 45 minute flight around north Cheshire in this wonderful old aircraft. One of my 'Bucket List' items fulfilled.
Built in 1936 it's one one of the few aircraft I've flown in that's actually older than I am!
It was acquired by Lufthansa in the USA in 1984 and spent a year being restored by LH Technik at their base at Hamburg.
Replacing an earlier scanned photo with a better version 04-Jun-17 (DeNoise AI 19-Sep-22).
"Super Resort Express", JAZ Japan Air Charter was later renamed JALways.
This aircraft, a standard DC-10-40 designated as a DC-10-40i by JAL, was delivered to JAL Japan Airlines as JA8539 in Jan-80. It was transferred to JAZ Japan Air Charter in Oct-90.
The aircraft was leased back to JAL in Jul-91 and returned to JAZ in Jan-92. JAZ was renamed JALways in Oct-99. It was retired and sold to NI Aircraft Leasing in Nov-03 and sold the same day to Vivaldi Overseas Inc (via Wells Fargo Bank Northwest) as N822V.
The aircraft was stored at Mojave, CA, USA in Dec-03 and moved to Marana, AZ, USA in Nov-04 when it was permanently retired. It was broken up at Marana in 2009 and the registration was finally cancelled in Feb-11.
Elgin Cathedral is a historic ruin in Elgin, Moray, north-east Scotland. The cathedral—dedicated to the Holy Trinity—was established in 1224 on land granted by King Alexander II outside the burgh of Elgin and close to the River Lossie. It replaced the cathedral at Spynie, 3 kilometres (1.9 mi) to the north, that was served by a small chapter of eight clerics. The new and bigger cathedral was staffed with 18 canons in 1226 and then increased to 23 by 1242. After a damaging fire in 1270, a rebuilding programme greatly enlarged the building. It was unaffected by the Wars of Scottish Independence but again suffered extensive fire damage in 1390 following an attack by Robert III's brother Alexander Stewart, Earl of Buchan, also known as the Wolf of Badenoch. In 1402 the cathedral precinct again suffered an incendiary attack by the followers of the Lord of the Isles. The number of clerics required to staff the cathedral continued to grow, as did the number of craftsmen needed to maintain the buildings and surrounds.
The cathedral went through periods of enlargement and renovation following the fires of 1270 and 1390 that included the doubling in length of the choir, the provision of outer aisles to the northern and southern walls of both the nave and choir. Today, these walls are at full height in places and at foundation level in others yet the overall cruciform shape is still discernible. A mostly intact octagonal chapter house dates from the major enlargement after the fire of 1270. The gable wall above the double door entrance that links the west towers is nearly complete and was rebuilt following the fire of 1390. It accommodates a large window opening that now only contains stub tracery work and fragments of a large rose window. Recessed and chest tombs in both transepts and in the south aisle of the choir contain effigies of bishops and knights, and large flat slabs in the now grass-covered floor of the cathedral mark the positions of early graves. The homes of the dignitaries and canons, or manses, stood in the chanonry and were destroyed by fire on three occasions: in 1270, 1390 and 1402. The two towers of the west front are mostly complete and were part of the first phase of construction. Only the precentor's manse is substantially intact; two others have been incorporated into private buildings. A protective wall of massive proportions surrounded the cathedral precinct, but only a small section has survived. The wall had four access gates, one of which—the Pans Port—still exists.
The number of canons had increased to 25 by the time of the Scottish Reformation in 1560, when the cathedral was abandoned and its services transferred to Elgin's parish church of St Giles. After the removal of the lead waterproofing of the roof in 1567, the cathedral fell steadily into decay. The building was still largely intact in 1615 but in the winter of 1637, a storm brought down the roof covering the eastern limb. In the spring of 1711, the central steeple above the crossing collapsed taking the walls of the nave with it. Ownership was transferred from the Church to the Crown in 1689 but that made no difference to the building's continuing deterioration. Only in the early years of the 19th Century did the Crown begin the conservation process—the stabilisation of the structure proceeded through until the end of the 20th Century with the large scale improvements to the two western towers.
Replacing an earlier photo from May-18 with a better version 02-Oct-18.
Built in Mar-17 and stored at Toulouse awaiting engines, this aircraft was first flown with the Airbus test registration F-WWTO in Sep-17. It was delivered to Lufthansa as D-AINI in Oct-17. Current (May-18).
Replacing an earlier scanned slide with a better version 25-Oct-15.
Court Line also had One-Elevens painted in yellow, green and lilac pastel shades. They were Luton (LTN) based and so I never got the opportunity to photograph the other colours.
Delivered new to Court Line in Mar-70 as G-AXMI, the aircraft was repossessed and stored by the British Aircraft Corporation when Court Line ceased operations in Sep-74.
It was re-registered G-BDAE in Feb-75 and sold to Dan-Air London the following month. Dan-Air operated it for 17 years and then sold it to ILFC International Lease Finance Corporation in Nov-92.
They immediately leased it to BAF British Air Ferries and it was re-registered G-OBWD in Jan-93. In Apr-93 BAF were renamed British World Airlines.
The aircraft was sub-leased to SABENA Belgian World Airlines several times in 1995 for short periods (May/Jul, late Jul/Aug, Sep/Oct, late Oct/Nov), It was also sub-leased to Air Nostrum (Iberia Regional) in Nov/Dec-97 and Mar-98.
Debonair leased it in May/Jun-98 and CityJet leased it for the summer of 1999 (Mar/Oct-99). Air Nostrum leased it again over Christmas/New Year Oct-99/mid Jan-00 and again for a few weeks over Easter 2000 (Apr/May-00). It was finally retired and stored at Southend, UK, in Nov-00 after 30 years service.
While stored at Southend the aircraft was painted with 'Fresh' titles for a TV drama in 2004 and with "Support the British Heart Foundation" in 2006 when it also carried the fictitious registration G-OBHS. It was broken up at Southend later in 2006 (thanks to Richard Church for the additional info).
Replacing an earlier scanned 6"x4" print with a better version, plus Topaz DeNoise AI 03-Jan-26.
Named: "Temeraire".
Delivered to BEA British European Airways in Feb-62, G-APET was converted to freighter configuration in Oct-72 with the BEA fleet name 'Merchantman' (in some airline circles it was also referred to as a 'Guardsvan'!).
In Apr-74 BEA was merged with BOAC to form British Airways. The aircraft was sold to Air Bridge Carriers in Jan-80. ABC was renamed Hunting Cargo Airlines in Aug-92. It was stored at East Midlands Airport in Aug-92 and donated to the East Midlands Airport Fire Service in Dec-92.
Replacing an earlier scanned slide with a better version 11-Feb-15
The prototype Shorts Skyvan with those tiny and under-powered Astazou engines which sounded like angry wasps.
My final #tongueoutTuesday for the Hummingbird House for a while (to be dismantled and replaced in time).
Tuesday, January 29, 2019.
Replacing an earlier scanned photo with a better version 13-Jul-22 (DeNoise AI).
This aircraft was delivered to Lufthansa as D-ABHW in Feb-82. It was sold to Croatia Airlines as 9A-CTE in Jul-93. In Dec-98 it was sold to Aerotrans Ltd (South Africa) as ZS-OIV and leased to Nationwide Air Charter the same month.
Nationwide Air Charter ceased operations in Apr-08 and the aircraft was stored at Johannesburg. It was sold to KAL Aviation (UAE) as AP-BIP in Apr-09 and leased to Shaheen Air International (Pakistan) the same day.
After 30 years in service the aircraft was permanently retired at Karachi in Mar-12 and the registration was cancelled the following month. It was last noted still stored at Karachi in Jan-14.
Multi-span bridges are structures of two or more arches supported on piers. They were constructed throughout the medieval period for the use of pedestrians and packhorse or vehicular traffic, crossing rivers or streams, often replacing or supplementing earlier fords.
During the early medieval period timber was used, but from the 12th century stone (and later brick) bridges became more common, with the piers sometimes supported by a timber raft. Most stone or brick bridges were constructed with pointed arches, although semicircular and segmental examples are also known. A common medieval feature is the presence of stone ashlar ribs underneath the arch. The bridge abutments and revetting of the river banks also form part of the bridge. Where medieval bridges have been altered in later centuries, original features are sometimes concealed behind later stonework, including remains of earlier timber bridges. The roadway was often originally cobbled or gravelled. The building and maintenance of bridges was frequently carried out by the church and by guilds, although landowners were also required to maintain bridges. From the mid-13th century the right to collect tolls, known as pontage, was granted to many bridges, usually for repairs; for this purpose many urban bridges had houses or chapels on them, and some were fortified with a defensive gateway. Medieval multi-span bridges must have been numerous throughout England, but most have been rebuilt or replaced and less than 200 examples are now known to survive. As a rare monument type largely unaltered, surviving examples and examples that retain significant medieval and post-medieval fabric are considered to be of national importance.
Despite some later alterations and repair work, Aylesford Bridge is a well preserved medieval multi-span bridge. It is a good example of its type and will retain evidence relating to medieval bridge construction and masonry techniques. Deposits buried underneath the bridge will preserve valuable artefactual, ecofactual and environmental evidence, providing information about the human and natural history of the site prior to the construction of the bridge.
History
See Details.
Details
This record was the subject of a minor enhancement on 15 December 2014. The record has been generated from an "old county number" (OCN) scheduling record. These are monuments that were not reviewed under the Monuments Protection Programme and are some of our oldest designation records.
The monument includes a medieval multi-span bridge situated over the River Medway at Aylesford.
Aylesford Bridge is constructed of Kentish ragstone with seven arches including a central segmental arch and six pointed and double-chamfered outer arches. The bridge is about 4m wide between the centres of the stone-coped parapet. The end arches are partly buried by the river bank. The stone piers have cutwaters on the upstream and downstream sides on rebuilt concrete foundations. On each side are octagonal and triangular canted pedestrian refuges resting on buttresses over the piers. Below the bridge is a barge-bed constructed from large baulks of timber.
Aylesford Bridge is thought to have been constructed in about the 14th century, and is situated downstream from the probable site of an earlier ford. A grant of pontage was issued in 1331, although it is possible that this relates to a timber predecessor. In about 1824, the two centre arches were replaced by a single arch of 18m span, removing a pier to allow passage for larger river traffic.
Aylesford Bridge is Grade I listed.
Replacing an earlier digital photo with a better version 20-Sep-19.
Not very good light (but at least there should more opportunities for a better shot!). Also, replacing a photo taken 03-Apr-16 with a better version.
First flown with the Embraer Brazilian test registration PT-TXC, this aircraft was delivered to Lufthansa and leased to Lufthansa CityLine as D-AEBA in Sep-09. It commenced operations for Lufthansa Regional a few days later. In Jan-16 it was transferred to another Lufthansa Group company, Austrian Airlines, as OE-LWA. Current, updated (Sep-19).
Replacing an earlier scanned photo with a better version 16-Dec-17 (DeNoise AI 04-Aug-22).
Operated on behalf of British Airways by Brymon Airways.
'Chelsea Rose', England World Tail livery. (just fitted with a new half rudder).
First flown with the deHavilland Canada test registration C-GEOA, this aircraft was delivered to Brymon Airways as G-BRYI in Mar-91. Brymon was merged with Birmingham European Airways to form Brymon European Airways in Nov-92.
It didn't last long, the company was split again in May-93 with the jet aircraft going to Maersk Air UK and the turboprop aircraft being transferred to Brymon Aviation, now owned by British Airways.
The aircraft was operated for British Airways Express by Brymon in full BA livery from Jul-93. In Mar-02, Brymon was merged with another BA franchisee, British Regional Airlines to form British Airways CitiExpress.
The aircraft was sold back to Bombardier Inc as C-FFBG in Jun-05 and was stored at North Bay, ON, Canada. In Mar-06 it was leased to Air Southwest (UK) as G-WOWE. It was briefly wet-leased to Aurigny Air Services (Guernsey, CI, UK) in May/Jun-11.
In Jul-11 Air Southwest was taken over by Eastern Airways (UK). The aircraft was returned to Bombardier Inc in Jan-12 and stored (at Calgary, AB, Canada ?). It was sold to Avmax Aviation Services as C-GRUR in Sep-12 and leased to CMA Central Mountain Air in Nov-12.
It was withdrawn from service in Nov-17 and stored at Calgary, AB, Canada. It was returned to Avmax in Jun-19 and remained stored until it was ferried to Luanda, Angola in early Dec-22. It was leased to Fly Angola as D2-FDX later that month and continues in service.
However, as of 12-Jul-24, the aircraft continues to appear on Flightradar 24 as C-GRUR! I assume the box has never been changed to a new ADSB code... Updated 12-Jul-24.
Replacing an earlier scanned 6"x4" print with a better version 13-Nov-21 (DeNoise AI).
About to board for the delivery flight to London-Gatwick (LGW) via Frobisher Bay, Canada (YFB - now renamed Iqaluit).
...I maybe worthless without you
I'll never decide never to replace you
Amen, the worst is behind us now
Woman, woman...
Style Info | Blog
Cape May Lighthouse from trail to the beach - Cape May Lighthouse State Park, Cape May, New Jersey
It seems the old rotating barrel light light has been replaced by some sort of new fangled electronic thingy.
The blue Horizon 1.3 replaced the fantastic Vauxhall Royale 2800. One extreme to the other. I would have preferred an Alpine or a Chrysler 180 or 200! Nicknamed the 'puddlejumper'. I remember it having had extremely soft seats and it had that unmistakeable tappetty engine. The Horizon would eventually be replaced by a 1981 Suzuki ST 90 K 800cc pick up.
The early reg'd MG Maestro 1600 would become the main family car. R series engine which was actually reliable The digital dashboard, on the other hand, would completely blank out on hot days! The funky voice synthesiser would constantly remind us to fasten our seat belt and warn of low oil pressure even when things were OK.
Replacing an earlier scanned slide with a better version 02-Dec-15 + DeNoise AI 24-Oct-22.
Another London-Heathrow weather diversion, this was one of Pan-Am's German based 727 fleet.
Named: "Jet Clipper Wuchtbrumme".
Delivered to Pan Am Pan American World Airways as N326PA in May-66, it spent most of it life with Pan Am's German based fleet. It was sold to AVIANCA Colombia in Nov-75 as HK-1803. It was lost when it crashed en-route Bogota/Cali, Colombia, on 27-Nov-89.
Note: The aircraft had departed from Bogotá and was approx 16km away en-route to Cali, Colombia. While climbing through 13,000 feet, a bomb detonated on board igniting fuel vapours in an empty fuel tank. The subsequent explosion caused the aircraft to crash. All 107 passengers and crew lost their lives.
Replacing an earlier digital photo with a better version 18-Jan-20, DeNoise Ai 04-Oct-22.
Additional 'FIFA World Cup Germany 2006' titles & logo.
This aircraft was delivered to ILFC International Lease Finance Corporation and leased to Emirates Airline as A6-EBA in Mar-05. It was returned to AerCap Ireland as EI-GES in Apr-18 and leased to Rossiya Russian Airlines the following month.
Since at least Feb-19 the aircraft has been operating flights on behalf of Aeroflot. It was withdrawn from service and stored at Moscow-Sheremetyevo, Russia in Apr-21.
Sanctions were placed on Russia as a consequence of their invasion of Ukraine in Feb-22. Russia then cancelled all western aircraft lease agreements and re-registered all leased aircraft in Russia.
This aircraft was re-registered RA-73274 in Mar-22. It doesn't appear to have returned to service and is quite possibly being used as a spares source. Updated 04-Oct-25.
Replacing an earlier scanned photo with a better version 04-Jan-17, plus Topaz DeNoise AI 22-Feb-24. Apologies for the yellow patch, the negative was badly 'yellowed', I've managed to remove most of it.
Leased from, and operated for Peach Air By Sabre Airways.
Peach is an anagram of 'Cheap', say no more!
This aircraft was delivered to Britannia Airways as G-BFVB in Nov-78. It was leased to Nordair Canada as C-GNDW between May-85/Apr-86. In Jun-88 it was sold to the Polaris Aircraft Leasing Corporation and leased back to Britannia.
The aircraft was returned to Polaris in Oct-93 and stored at Luton, UK until it was leased to Ambassador Airways in Feb-94. The lease was transferred to Sabre Airways in Dec-94 and it was re-registered G-SBEA. In Apr-97 the aircraft was wet-leased to Peach Air and returned to Sabre Airways in May-98.
It was wet-leased to Air Toulouse the following day and returned to Sabre in Nov-98 when it was also returned to the lessor as N109TR and stored in the USA.
In Nov-99 the aircraft was leased to WestJet Airlines as C-GWWJ and in Mar-02 the 'Airlines' was dropped from the titles and it became WestJet. It was returned to the lessor in Feb-06 after 28 years in service. It was permanently retired at Walnut Ridge, AR, USA and was broken up there in Jan-07.
Replacing an earlier scanned slide with a better version 30-Jan-15, plus Topaz DeNoise AI 10-Jul-23.
A postwar built DC-4-1009, this aircraft was delivered to National Airlines as N33679 in Feb-46, it was sold to Resort Airlines in Nov-53 and later sold again to Riddle Airlines in Jan-56.
It was sold to East Anglian Flying Services in Mar-62 as G-ARYY. East Anglian Flying Services was renamed Channel Airways in Oct-63. The aircraft continued in service until it was retired and stored at Southend, UK, at the end of the summer season in Nov-69.
It was sold to Ipswich Museum in Feb-70 but remained stored at Southend. It was eventually broken up there in Jan-71.
Replacing an earlier scanned photo with a better version 23-Feb-21. Sadly my negatives have deteriorated over the years. Being stored in lofts and damp garages hasn't helped. This one is particularly bad.
Built as a dedicated freighter, this aircraft was delivered to Singapore Airlines as 9V-SFC in Feb-95. Singapore transferred their Cargo Division into a separate company, Singapore Airlines Cargo, in Jul-01. The aircraft was leased to Air China Cargo as B-2409 in Nov-03. Current, updated Feb-21.
Replacing an earlier scanned slide with a better version 16-Apr-15, plus Topaz DeNoise AI 29-Sep-23.
Named: "City of Vienna".
First flown with the Douglas test registration N8963U, this aircraft was delivered to KLM Royal Dutch Airlines as PH-DNN in Apr-68 (just two months before this photo was taken).
The 'RC' version of the DC-9 was built with a main-deck cargo door and could be used for passengers, cargo, or a combination of both.
It flew with KLM for 19 years until it was returned to PK Finans International in Feb-87. It was sold to United Aviation Services Inc as N35UA in Mar-87 and sold on to the Con-Av Corporation the following month.
It was leased to Evergreen Airlines in May-87 and was re-registered N931F in Oct-87. It was operating cargo flights for the USAF and was written off when it crashed near Saginaw, Texas, on 19-Mar-89.
Note: The aircraft was operating a cargo contract for the USAF. On arrival at Fort Worth - Carswell AFB, TX, the cargo offload and onload was carried out by USAF staff. The aircraft departed for it's next stop at Oklahoma City - Tinker AFB and just after take-off the main cargo door half opened.
The Captain declared an emergency and continued the climb to 2,500 ft. During a shallow right turn the airflow caught the cargo door which opened fully to its top position. This caused the right turn to deepen until it passed the point of no return and the aircraft crashed upside down and disintegrated. Both flight crew died.
The First Officer had been operating the cargo door during the turnround and it appeared he didn't hold the door control down for long enough to allow the locks to engage properly.
Replacing an earlier digital photo with a better version 15-Oct-21 (DeNoise AI).
Leased from / operated by European Aviation Air Charter.
Delivered to British Airways in Mar-78 as G-BDXE. It was in service with BA for 24 years before it was sold to European Skybus Ltd in Jan-02 and leased to European Aviation Air Charter.
It was sub-leased to Saudi Arabian Airlines on a Haj Pilgrimage operation between Jan/Mar-03, It was also sub-leased to Corsair (France) between Mar-04/May-05.
European Aviation ceased Boeing 747 operations in Nov-05 and the aircraft was retired at Kemble, UK. It was subsequently broken up there in Sep-07.
Replacing an earlier digital photo with a better version 29-Apr-20.
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.
'One-Two-GO', operated by Orient Thai Airlines.
This aircraft was delivered to Texas Air Corporation and leased to Continental Airlines as N72825 in Nov-86. The aircraft was withdrawn from service and stored at Goodyear, AZ, USA in Jul-04.
It was sold to Continental in Mar-05 and remained stored at Goodyear until Jul-05 when they sold it to another lessor. The aircraft was leased to Orient Thai Airlines as HS-OMD later that month and operated by their subsidiary company 'One-Two-GO'.
It was wet-leased to Myanmar Airways International between Mar/Sep-08. The aircraft was stored at Bangkok (DMK), Thailand in Aug-10 and permanently retired. It was eventually broken up there in Aug-13.
Replacing an earlier scanned slide with a better version 09-Oct-15, plus Topaz DeNoise AI 01-Jun-23
Not many aircraft were repainted with Caledonian//BUA titles, so photo's are not that common.
Named: "Isle of Harris".
G-AWYV was delivered new to BUA British United Airways in Jun-69, BUA was merged into Caledonian Airways (like a minnow swallowing a whale!) in Nov-70 and Caledonian became Caledonian//BUA.
The BUA name was dropped in Sep-71 when it was renamed British Caledonian Airways. B.Cal was itself merged into British Airways in Apr-88. The aircraft continued with British Airways until it was retired in Mar-93 after 24 years in service and stored at Bournemouth, UK.
It was sold to European Aviation in Jul-94 and leased to subsidiary European Air Charter in Mar-95. It was sub-leased to Maersk Air UK a year later in Mar-96, returning to European Air Charter in May-98.
In May-99 it was briefly (2 weeks!) sub-leased to Debonair (UK). On 1st April 2002, the EU brought in stricter noise limits and even with hush-kits fitted, the One-Eleven was still too noisy to comply.
The European Aviation Group were the only ones still operating One-Elevens in Europe and in Mar-02 G-AWYV was retired at Bournemouth, UK, after 33 years service. It was broken up there in late 2003.
The forward fuselage was preserved under private ownership at Alton, UK, and was reported as being at the Alton Garden Centre, painted pale blue, in 2015.
The Peugeot D4 was replaced by the J7 series. This successor has been kept almost unchanged for 15 years and was available in many models and body variations.
Production of the J7 was outsourced to Chausson and Heuliez.
A lot of them have survived as mobile-home or as food-truck.
This special body was made by Carrosserie E. Theault & ses Fils, Constructeur Spécialiste de Vans, Avranches, France.
Private import from France.
This J7 is now part of the Mart Leek Collection (Hotel de Rijper Eilanden).
1619 cc petrol engine.
2240 kg.
Max. payload: 1150 kg.
Production Peugeot J7: Sept. 1965-Late 1980.
Original first reg. number: Oct. 28, 1976.
New Dutch reg. number: Sept. 7, 2012 (still valid, Dec. 2022).
Sold on Nov. 30, 2018.
De Rijp, Zuiddijk. May 17, 2017.
© 2017 Sander Toonen Amsterdam/Halfweg | All Rights Reserved
Replacing an earlier scanned slide with a better version 18-Mar-15, plus Topaz DeNoise AI 29-Apr-23.
Named: "Goya".
Another one with a long history... Delivered to Iberia as EC-ARC in Jun-61. It was leased to APSA Aerolinas Peruanas in Mar-69 as OB-R-931 and returned to Iberia in Jun-71 as EC-ARC. It was leased to Aviaco in Aug-72 and they bought it in May-73.
It was sold to American Jet Industries Inc as N57AJ in Dec-78 and stored until it was sold to Nordair Canada in Feb-79 as C-GNDF. It was wet-leased to Libyan Arab Airlines between Oct/Nov-79 for the two halves of a Haj Pilgrimage operation.
It was leased to Air Fleets International as N3751X in Mar-80 and re-registered N893AF the following month. Re-registering it was a bit of a waste because it was repossessed by Nordair in May-80 and stored at Montreal-Dorval, Canada, still as N893AF.
It was sold to Onyx Aviation Inc, USA, in Oct-83 and sold on the same day to Eagle Aviation Corporation Inc. Oddly, it was sold back to Onyx Aviation Inc in Jan-84. In Sep-85 it was sold to 'Lord's Airline'.
Quite a few 'owners' followed over the next few years without it actually going anywhere, J.N. Associates (May-87), FB Air Inc (Feb-88), Jet Aviation Components & Aircraft International Inc (Apr-88), 1300 Inc (Jan-89), it was repossessed in Mar-90.
Finally it was bought by International Airline Support Group in Mar-90 and was broken up at Miami in Jul-90.
I also have a photo of this in Aerolineas Peruanas livery at
Replacing an earlier scanned slide with a better version 04-Mar-15, plus Topaz DeNoise AI 11-Sep-23.
Delivered new to Trans American Airlines as N3024C in Mar-57, the aircraft was leased to Eastern Air Lines in May-57. By the time Eastern returned it in May-62, Trans American had become Twentieth Century Airlines.
They sold it to Airnautic the following month as F-BJKZ. Airnautic was merged into Air France in early 1966. In Jul-66 the aircraft was leased to Royal Air Cambodge as XU-IAJ. Royal Air Cambodge dropped the 'Royal' and was renamed Air Cambodge in 1970.
In 1974 the aircraft was sold to L'Armee de L'air (the French Air Force) serialled 45109 (also the c/n). It was retired and stored in 1980 and eventually broken up.
Replacing an earlier scanned 6"x4" print with a better version 11-Dec-21 (DeNoise AI).
Dates in the history are approximate. For instance, my photo above was taken in Mar-96 and is clearly still in standard Aeroflot livery. However, some histories say it was transferred to the Russia State Transport Company by 1993.
This aircraft was built in 1987 and delivered to Aeroflot as CCCP-86467 in May-88. It was sub-leased to Air Ukraine in Sep-91 and returned to Aeroflot as RA-86467 in Aug-92.
It was transferred to the Russia State Transport Company sometime in the mid 1990's and continued in service until it was permanently retired at Moscow-Vnukovo in Dec-11. It was broken up there in Nov-12.
Replacing an earlier scanned photo with slightly better version 24-Jan-19.
Taken from Pendleton Road.
Fleet No: "266".
This aircraft was delivered to American Airlines as N266AA in Jul-85. It was permanently retired at Roswell, NM, USA in Sep-10. It was sold to the Jet Midwest Group LLC in Sep-13 and eventually broken up.
Replacing an earlier scanned slide with a better version 07-Jun-22.
Photo taken from the base of the original domestic Pier A, facing the old Cargo Ramp.
Leased to PIA Pakistan International Airlines, this aircraft was delivered to PIA in Aug-59 as AP-AJG. PIA bought it in Jul-64, sold it to Hawker Siddeley Aviation the same day and leased it back again. It was returned to Hawker Siddeley in Mar-66 and stored.
In Mar-67 it was re-registered G-AVJB and in Jul-67 it was leased to BMA British Midland Airways. It was sub-leased to Nigeria Airways for a year between Oct-68/Oct-69. It was leased to Kestrel International Airways in Mar-72 but they had financial problems and BMA repossessed it in Nov-72 when Kestrel ceased operations.
It was briefly leased to a company called Site Aviation in Jan-74 and leased to British Airways in Mar-76, returning to BMA in Jun-76. The aircraft was sold to Intra Airways (Jersey) in Dec-76. Intra was renamed Jersey European Airways in Oct-79. It was retired and stored at East Midlands Airport, UK, in Dec-80 after it was sold to Field Aviation.
It was sold to British Air Ferries in Sep-81 and returned to service, mostly operating night mail services for the UK Post Office. It was stored at East Midlands again in Oct-83. In Nov-86 it was sold to Baltic Aviation (Sweden) as SE-IVY and operated until Apr-89 when Baltic was declared bankrupt.
By now it was 30 years old and it was stored at Southend, UK. In late 1989 it made it's final flight back to Malmo, Sweden, where the engines were removed and repossessed by the owners.
It was dismantled during 1992 and transported to the 'High Chaparral' Wild West Theme Park at Kulltorp, Sweden, where it was rebuilt and displayed. As of Oct-15, the aircraft was still on display at Kultorp.
Note: I also have a photo of this aircraft in my database as SE-IVY with Baltic Airlines at www.flickr.com/photos/kenfielding/13689426775
Replacing an earlier scanned photo with a better version 22-May-22 (DeNoise AI).
Fitted with 'Hush Kits'.
First flown with the Boeing test registration N57001, this aircraft was delivered to Britannia Airways as G-BHWF in Dec-80. It was sold to Thomson Tour Ops in Nov-85 and leased back to Britannia.
It was sub-leased to Air New Zealand in Jan-88 and returned to Britannia Airways in Apr-88. The aircraft was also sub-leased to Midway Airlines (USA) in Nov-88 and returned to Britannia Airways in Apr-89.
It was returned to the lessor, sold to Indigo Aviation AB and leased to Air New Zealand ZK-NAI in Dec-93. The aircraft was retired and stored at Christchurch in Dec-01. It was returned to Indigo Aviation in Feb-02 and leased to ADC Airlines (Nigeria) as 5N-BEE in May-02.
ADC Airlines ceased trading in Apr-07, one of seven Nigerian Airlines that were closed down by the Nigerian Government as being underfunded. The aircraft was withdrawn from use at Lagos, Nigeria.
Replacing an earlier scanned slide with a better version 18-Apr-15, plus Topaz DeNoise AI 19-Jun-23.
Delivered new to Continental Air Lines in Oct-58 as N249V, it was sold to Channel Airways in May-67 as G-AVNJ.
The aircraft was leased to Air Ferry in Jan-68 and returned to Channel Airways in Nov-68. Only 11 years old, it was permanently retired at Southend, UK in Oct-69 and broken up there in Jun-72.
Diesel replaces steam, with a BR Cravens DMU passing a steam service at Drummuir station in the late-50s / early-60s..
The DMU's destination is 'Elgin - via Craigellachie'..
Passenger services through here ceased in 1968, and the line closed down completely in 1991.
Today (2016) almost everything in this photo has vanished, and all that is left is a single running track, and one bare platform - where the DMU is standing. The line is now part of the preserved 'Keith and Dufftown Railway'.
The Cravens DMUs later became BR Class 105, and all were withdrawn by 1988. Today, only one complete 2-car unit, and a trailer, have survived.
Original slide - photographer unknown