Some lines of old metal

Started to fly as N945F from 4 Feb'89 with Evergreen International Airlines. It was then assigned Unifly Express from 18 Ap'89, but never delivered. The nine soldiered on with Evergreen up to Sep'89. It registration was cancelled by 4 May'15, but looking at this picture, it was already withdrawn from use years earlier. The Northwest DC-9-32 (c/n 47175/298) in the right below corner was delivered to American International Airways on 3 Jun'83. It also flew for Marfreless Inc. from Nov'84, then to Republic Airlines on 16 Jul'85 and eventually Northwest Airlines from 1 Oct'86. Canx 4 Aug'08.

A nest of old bolts and nuts with some paint around it in one photo. Visible on the picture are P-2E's N203EV (c/n 426-5228, ex BuNo 128382) and N206EV/145 (c/n 426-5363, ex BuNo 131482) destined for Evergreen, HU-16E's N116FB (c/n 461, ex BuNo 148325 and JMSDF 9052), N112FB (c/n 463, ex BuNo 148328, ex JMSDF 9055), unmarked but N2660L (ex c/n 374, ex BuNo 137901), N118FB (c/n 9304, ex RCAF 9304), on top SA-16A N122FB (c/n 218, ex USAF 51-7168), HU-16E N125FB (c/n 73, ex BuNo 141282), N119FB (c/n 456, ex RCAF 9308), and HU-16B N113FB (c/n 322, ex USAF 51-7244), all of a company named Chalk's.

Side by side, nice comparisation of both types 747s

This oldy was always TF-ARO, first with Saudia - Saudi Arabian Airlines from January 2004, then Air Atlanta Icelandic from 11 March 2004, the Garuda Indonesian Airways from 19 December 2004, again Air Atlanta Icelandic from 25 February 2005, then Air Algérie from July 2005 and in the same month again Air Atlanta Icelandic, the again Garuda Indonesian Airways from December 2005. Last owner again Air Atlanta Icelandic from February 2006. In October 2007 it had the best time, looking at this picture.

On 16 December 1983, this queen of the sky became N221GE with Swissair. Became HB-IGE with the same airline on 10 September 1992. To ZS-SKB with South African Airways on 13 November 2000. Moved to US Bank Trustee as N747GT on 10 September 2003.

A February 1981 delivered 747. First known as N8280V with Boeing, then delivered to British Airtours as G-BDXL on 9 February 1984. Moved to British Airways on 31 Oxctober 1984 and was withdrawn from use on 30 October 2001. Became TF-ARF with Air Atlanta Icelandic in October 2002. Sold to Garuda Indonesian Airways in January 2003. Returned to Air Atlanta Icelandic in March 2003. Was broken-up at Marana from 2007.

This 1971 giant was first delivered to Alitalia as I-DEMU on 7 May 1971, became N358AS with Boeing on 19 November 1981, then as such on 1 August 1983 with ONA - Overseas National Airways, the on 1 December 1983 with National Airlines and back to Boeing on 25 February 1985. Became B-2440 with CAAC on 20 May 1985, then N747BL with Boeing from 18 December 1985. Became G-VGIN on 31 January 1986 with Virgin Atlantic Airways. Was withdrawn on 1 October 2001 with TT 10,6793 hrs and - 19,141cc. Became 5N-EEE with Kabo Air on 28 October 2001 and is seen here at Marana, missing some parts.

Former N1784B with Boeing in February 1983, ex HB-IGD with Swissair from 5 March 1983, then with same registration with Dartmore Associates from 25 August 1999. To First Securities Bank on 1 September 1999 as N705BC. Here being scrapped at Marana.

Delivered to Sabena as CV-440-12 OO-SCS in 1956. To Frontier Airlines as N73166 and converted to a CV580 in 1968. To other operators from 1984 then to Kelowna Flightcraft as C-GEUZ then C-FHKF in 1999. To Conair in 2000 and converted to a firebomber. Last flight to Victoria, BC for preservation at the BC Aviation Museum in 2022.

This aircraft is currently exhibited in bare polished metal finish in the Evergreen Aviation & Space Museum, McMinnville, OR.

The aircraft has since been acquired by the Collings Foundation and was last reported, March 2023, dismantled in one of the American Aero Services hangars at New Smyrna Beach, FL. (Credit: Ralph M. Pettersen).

Delivered to the United States Navy as BuNo 92095 in 1945. It served until retired to NAS Litchfield Park, AZ., in 1957 and then supplied to the Fuerza Aerea Salvadorenais under the Military Assistance Program and serialed FAS220. It returned to the USA in 1975 as a civil aircraft and initially became N62344 but was re-registered as N67HP in September 1977 and is still current as such at the time of posting.

In 2017 this aircraft was acquired by the Collings Foundation and has been rebuilt as a TP-40N with the serial number 42-104721, an identity from a wrecked P-40N that was recovered from New Guinea where it had originally served with the RAAF as A29-499. (Credit: Warbird Information Exchange).

Originally USAAF A-26B 44-34749 and civilianised as N4823E post WWII. Converted to B-26K standard by Hamilton Aircraft at Tucson, AZ., and delivered to the Brazilian Air Force in 1969 as 5174. Returned to the USA in September 1984 and registered as N4959K. New Certificate of Airworthiness issued in August 1985 as A-26C NL4959K "c/n 44-34749", and is still current as such on the USCAR at the time of posting.

The registration NL51WT was carried in small letters under the tailplane, and the name "Nervous Energy IV" was carried on the left hand side of the engine cowling. Originally serial 45-11391 with the USAAF, it carried the civilian registrations N6170C and N5151N before being registered N51WT in 1977. In March 2002 it was re-registered N51MV/NL51MV and now flies out of Scottsdale, AZ., as "Nervous Energy V".

Originally USAAF 44-84634, it was re-registered as N351BD in July 2003 and as N551JP by February 2016. Tragically this aircraft was destroyed, and its 2 occupants killed, when it crashed about 6 miles southwest of Maricopa, AZ., on 5th February 2016. In April 2020 its remains were being advertised as a rebuild project but no further information is known.

Overflights of Pinal Airpark are popular among aviation enthusiasts for the large number of planes that can be seen in storage here. This shot was taken from a Cessna 210 and shows the Grumman Albatross corner of this large airfield, showing seven of these amphibious flying boats.