I think this is a Piper PA-28R-180 Cherokee Arrow?

ISO 640, 1600mm (800mm 2X) - f16 - 1/500s - Distance 543ft - No Crop

VANS (smaller than I thought):

ISO 100, 479mm - f6.3 - 1/500s - Distance 473ft - Crop

Cessna 172 Skyhawk

ISO 200, 800mm - f8 - 1/500s - Distance 801ft - No Crop

Another 172

ISO 640, 1600mm - f16 - 1/500s - Distance 613ft - No Crop

737 Max on approach to PDX (they fly over Pearson)

ISO 100, 400mm - f6.3 - 1/2000s - Distance 4078ft - Crop

Hopefully image links work.  I was facing into the sun so not the best position to be in for focus on moving objects.

Rafales RAF Waddington 01.11.23 by Jonathan Francis, on Flickr

Rafale C 132 RAF Waddington 01.11.23-2 by Jonathan Francis, on Flickr

Rafale C 136 RAF Waddington 01.11.23-2 by Jonathan Francis, on Flickr

Rafale C 136 RAF Waddington 01.11.23-1 by Jonathan Francis, on Flickr

Rafale C 132 RAF Waddington 01.11.23-5 by Jonathan Francis, on Flickr

Rafale B 351 RAF Waddington 01.11.23-3 by Jonathan Francis, on Flickr

Rafale C 132 RAF Waddington 01.11.23-6 by Jonathan Francis, on Flickr

Rafales RAF Waddington 01.11.23-2 by Jonathan Francis, on Flickr

Rafale C 132 RAF Waddington 01.11.23-8 by Jonathan Francis, on Flickr

TBM700 105 RAF Waddington 01.11.23 by Jonathan Francis, on Flickr

Falcon 900LX G-ZAHS RAF Waddington 01.11.23-1 by Jonathan Francis, on Flickr

Shadow R1 ZZ419 RAF Waddington 01.11.23 by Jonathan Francis, on Flickr

Phenom T1 ZM335 + ZM336 RAF Waddington 01.11.23 by Jonathan Francis, on Flickr

Hawk T.1 XX325 RAF Waddington 01.11.23-2 by Jonathan Francis, on Flickr

Video is here:
https://youtu.be/doazr_CHF_0?si=Iyl1DksFsG2fUgI2

Thanks for looking
Jon

C-5M 86-0019 RAF Mildenhall 22.10.23-1 by Jonathan Francis, on Flickr

C-5M 86-0019 RAF Mildenhall 22.10.23-2 by Jonathan Francis, on Flickr

KC-10A 84-0191 RAF Mildenhall 22.10.23-3 by Jonathan Francis, on Flickr

KC-46A 19-46064 RAF Mildenhall 22.10.23 by Jonathan Francis, on Flickr

KC-46A 19-46064 RAF Mildenhall 22.10.23-1 by Jonathan Francis, on Flickr

Had a couple of the non marked KC135s, not impressed!!!
KC-135R 63-8034 RAF Mildenhall 22.10.23 by Jonathan Francis, on Flickr

KC-135R 63-8034 RAF Mildenhall 22.10.23-1 by Jonathan Francis, on Flickr

KC-135R 59-1480 RAF Mildenhall 22.10.23-1 by Jonathan Francis, on Flickr

KC-135R 58-0100 RAF Mildenhall 22.10.23-2 by Jonathan Francis, on Flickr

KC-135T 60-0335 RAF Mildenhall 22.10.23 by Jonathan Francis, on Flickr

KC-135R 59-1480 RAF Mildenhall 22.10.23 by Jonathan Francis, on Flickr

Thanks for looking

Jon

Because there may be a requirement to not follow a standard pushback procedure, usually to make room for something else on the taxiways (especially on this bit of the airport, which we refer to as the 'cul-de-sac'), we monitor the ground frequency on a radio and can if we wish, clarify things by speaking to ATC. If we are towing stuff, we definitely have to speak to ATC because all aircraft movements, have an ATC movement 'strip' in the tower (including tows), so we get given a specific route and have to do readbacks etc, just like you do when taxying an aeroplane under its own power. Each tug on the airport has its own callsign, just like an aeroplane has, so the radio procedure is the same as with aeroplanes, where you say your ID, do readbacks and so on. You need an additional licence beyond the typical airside driving permit to drive one of these things, because that allows you to drive on the taxiways, the course for this permit trains you on radio procedures, identifying runway and taxiway signs and all that sort of thing. The tug driving/pushback licence is known as the 'M' permit.

When towing, we connect the towbar to the rear of the tug, for pushbacks we connect it to the front. This picture shows the lower centre console on a tug; from the bottom on this pic you can see a perspex-enclosed card reader, this is for the telematics on the tug, it makes an annoying bleep tone until you touch it with your airside driver ID licence card (so there is a record of who was driving the tug), the large knob above it is the parking brake lever, and above that is the mike for the radio which is tuned to the ATC ground frequency:

Below you can see the main centre console of the tug: You can see the radio is tuned to channel 1, which is ATC ground, the stuff on the panel is for lights, different steering modes and that sort of thing (most tugs can do two wheel conventional steering, four wheel steering, and crab mode, but we normally just use four wheel steering), the big joystick knob is the gear lever, the button on top of it switches between automatic and manual transmission, up selects forward gears, down selects reverse gears, it has four forward gears and two reverse gears. We typically push back aeroplanes in manual forward second gear, because first gear is a bit snatchy which would be uncomfortable for passengers on the aeroplane, you can see we are in neutral on this pic from the N showing on the LCD display:

Below you can see how much aeroplane such as this ATR-72 restrict your view of the taxiway line, so much so in fact that you typically have to put a bit of a turn on the aeroplane in order to see where you are going. In this case I am waiting to push back off stand 16 at EGCC, which requires us to push pretty much straight back, although in fact we have to turn right a bit to go down taxiway Echo to end up on the centreline with the nose wheel stopping in line with the turnoff centreline for stand 5. Engine two is already running in Hotel Mode on the aeroplane (that's with the propeller brake engaged so the prop does not turn), but not all the GSE has been removed from the aeroplane yet, so the headset person has clipped the headset to the aeroplane, but has not plugged it in yet which is why you can see the jack plug dangling out. The access door where this will be plugged in, is also the access door for the ground power plug (or at least it is one of them, the aeroplane has two so it can use different connectors if necessary), but since the engine is now running, the power has been removed. This is pretty unusual actually, normally we get all the GSE clear of the aeroplane, then someone goes on the headset and supervises an engine start up in hotel mode, but the crew started the engine up without us doing that on this occasion, so we just went with it although it did mean that passengers were still boarding with an engine running, which isn't ideal:

Just the one of Boeing E-3D Sentry ZH103 lining up at RAF Waddington last Wednesday, about to depart as "NATO 31"

E-3D ZH103 RAF Waddington 12.05.21-5 by Jonathan Francis, on Flickr

Cheers

Jon

Good number 1

Love.......

1st is the British Airways Landor. This is the absolute world number 1 most perfect and beautiful livery ever created. There will be no challenge to this nor discussion about it. It's unquestionable and you will accept this as fact, ok? 🤣

Good number 2

The Britannia livery. This looked great on a 757 and I still love it to this day.

Now for a couple of munters

Bad 1

Wizz Air. There is absolutely no excuse for this gaudy nauseating monstrosity. It's disgusting in every possible way and if I had my way the thing would be banned from British airspace until it knew how to dress appropriately. Grotesque😆

Modernity is intolerable sometimes.

Bad 2

Norwegian

Yes, I get it. It's the flag, but surely they could have done better than this. The worst thing about these is the tails. Bad idea and it just looks tacky to me and every time I see one, rather than take an interest about who it is in these washed-out creepy portrayals, I actually just want the thing to go away. They look like flying headstones to me.

I could actually do this good and bad thing for hundreds of liveries but that would be the deranged ramblings of a plane spotter and would rather take the fun out of the thread so have at it and have some fun with it.

Basically, post a picture (preferably that you took, even if its potato quality like mine) of the last plane you flew on. Every time you fly, feel free to post again. Hopefully we'll get a nice stream of planes Avsimmers have flown on.

Also, try and stick to one picture per post, just to keep things easy to read.

I'll start:

United 777-200ER N77006 as flight United 2012 from San Francisco to Newark:

In this pic we have it all zipped up and are getting ready to push it out:

This is taken from the rear bulk hold looking out past the railing of the belt loader, to the big high-loader which is at the main rear cargo door to load the ULDs:

This is the A321 NEO's forward cargo hold prior to loading the ULDs. The Airbus NEO has additional floor locks to hold the cargo cans in place, you can see one of these red additional locks sticking up on the right side of the picture. The rail in the middle of the hold has motorised rollers which can be used to move the ULDs to and from the doorway. The panels you can see on the back bulkhead of the hold are 'blowout panels' which are designed to blow off and relieve pressure evenly to prevent damage to the airframe in the event of a depressurisation incident:

This is the high loader positioned on the front hold. In this pic you can see the fuel pump truck is connected to the aeroplane and the guy in the high vis under the wing is alongside the open fuel panel, monitoring the flow of fuel into the aeroplane's tanks. In the inter-stand clearway, you can see some AKH ULDs (known as 'cans') which are ready to be loaded onto the aeroplane. On the loader's platform you can see a repositionable yellow bar, this has been put in this position by me to ensure cans guide properly through the hold entrance without hitting the sides of the fuselage (it's really heavy!). There are two other wider positions this bar can be locked into for loading other aeroplane types, such as widebody A330s and Boeing 777s. The transverse rubber roller you can see on the left of the upper platform is for shifting cans in small left and right increments to align them with the cargo entrance so they will slide into the rails properly:

This is the view of that stuff from inside the cargo hold:

And here it is from the driver position of the high loader:

These are the controls from the driving position. The controls can adjust the buffers at the front of the loading platform up and down to suit various aeroplane cargo hold entrances, raise and lower the front platform, lower and raise the hydraulic stabilisers, and of course put the thing in forward and reverse for driving it about:

these are the controls for loading operations. From the front to the back of the vehicle across both platforms, there are three sets of rollers to move cans about, either backwards, or forwards, left and right, and to rotate them if necessary:

Here is the in-hold roller controls mounted on the cargo door. there is a four-way joystick which is used to pull the cans into the aeroplane off the loader, or push them out when unloading, and to move them up and down the hold to the correct position for weight distribution according to a load plan:

Below is a load plan, this one is for an Airbus A330 going to Orlando, not this A321, but these things are always fairly similar in format. On this plan you can see there are two big PMC (cargo pallets) loaded right up to the bulkhead in the forward hold, then nothing in the other locations, indicated by an 'N' for 'nil fit'. Two more PMCs are loaded up to the bulkhead in the rear hold, then there are four AKE ULD bag cans up on one side of the rear hold, and a further three of these AKEs on the near side with nothing in the last slot near the door entrance. These are labelled with the pallet/can ID numbers, and the bag cans also say what they have in them (PRIO is priority bags, LOC is local bags for the destination airport, C indicates a can with the crew bags in). You can fit about 30 to 40 bags into one of those AKEs, but when they come out to the aeroplane, they have a card in a little pocket on them which has the number of bags in each can written on it so we can put them in appropriate locations to help with weight distribution for the trim of the aeroplane:

The A330 also has a rear bulk hold which late bags are loaded into manually. In the bottom left is a little picture of an A330 with numbered zones on it (1 to 5 from front to rear.) these are the different weight zones for balance, since in the front, both PMC pallets are in zone 2, theoretically it would not have mattered if had swapped those two pallets around and loaded them like that, but we in fact always follow the load plan exactly, because at the bottom right is a bit the loader has to sign to confirm they have loaded the aeroplane as per the plan. As you can see, there is typically more weight in the rear of the aeroplane than in the front; this is because with more weight in the rear, the aeroplane's horizontal stabiliser has to do less aerodynamic work to keep the tail down when the main wing generates lift, so this creates less aerodynamic drag and gives the aeroplane better fuel economy:

Here are some cans which have been loaded in and locked into position with the red stop locks. For those of you who like to be picky about GSX and stuff like that, ULDs are always loaded into the front with the canvas access flap facing forwards, and with it facing backwards in the rear holds. This is why the high loader can rotate cans:

Here's a pic from a camera angle you don't often see. The red arrows on the wing are to guide passengers if they are evacuating the aeroplane. you can just about make out a little yellow lug on the rear of the wing near the flap, this is the attachment ring for an inflatable raft when passengers are evacuating in an emergency water landing: