Delivered April 1959 and used by Armstrong Siddeley for development of the Sapphire SA.7R engine. Retired to storage at 27MU at Shawbury and sold as scrap in March 1965

Operated by Dallas based 136 ARG on operation 'Creek Party'

Built in 1953 and assigned initially to 115 Sqdn at Marham but went on to spend much of its life as a test airframe with the Royal Navy, A & AEE and Martin Baker. Converted to a U.14 pilotless drone in 1961 and operated as such for a short time by 728B Sqdn from Hal Far, Malta. After return to the UK and a period of storage, re-converted to a B.2, joined the A&AEE Bomber & Maritime Test Squadron and was later used for ejector seat trials. Transferred to Martin Baker at Chalgrove in 1985, returned to Boscombe down in 1988 and scrapped in 1990. The cockpit survives with the museum at Old Sarum.

Seen at Luqa wearing small 'The Malta Airlines' underneath a logo set into in the cheatline. I am uncertain of the significance of this logo but it was later replaced by the Maltese Cross.

Originally built for Philippine Airlines as PI-C430 but not delivered. Leased to Fison Airwork from September 1959 until May 1960. Later converted to Series 3 and flew with the ETPS from Farnborough and Boscombe Down from March 1965 until December 1974. Became G-BCWF with Flight One at Staverton in January 1975 and re-registered as G-APRS with Air Atlantique in December 1993. Withdrawn from use in 2017 and transported in July 2018 to Mains Farm Thornhill, Stirling to be used as a Glamping experience.

From 332 Skv at Gardemoen.

Built for UAT Union Aeromaritime de Transport in 1953 and sold to Air Paris in July 1965. The airlines two Herons became regular visitors to Gatwick in the late 1960s and early 1970s. F-BGOJ was sold to Peters Aviation in 1973 and broken up at Norwich the following year. Air Paris became part of the TAT group.

Former Aer Lingus EI-ACI still showing signs of its lease to Silver City Airways from March 1959 to November 1960. Re-registered EI-ALS to Benedar Air in January 1961 and seen under conversion at Le Bourget for operation by the French Navy as 32810 '10'. To the Chad AF as TT-LAC in 1984, withdrawn from use at N'djamena (FTTJ/NDJ) in 1991 and still present in 2022

Former B-25J 44-86727, later re-designated as a TB-25J and transferred to the RCAF in 1952 as a Mitchell Mk.III, serial number 5230. Sold and operated by South West Air Contractors of Deming, New Mexico as N98725 from 1962-1969. Displayed by 1976 as '328217' at the USMC Museum at Quantico and later at MCAS El Toro and MCAS Miramar. Placed on loan to the Flying Leather Necks Aviation Museum at Miramar in 1987 and believed to be in storage at the time of upload while the museum is relocates to a new site..

Built in 1957 and registered in March 1958 to French Mining Company Societe Miniere et Metallurgique de Penarroya for operation in Morocco. The F-Dxxx series was used in French colonial Morocco and most, if not all, were re-registered by the end of 1963. Re-registered as F-BAFM in August 1963 and still current as such at time of upload.

Delivered to British European Airways on 1st January 1954 and sold to Cambrian Airways on 1st April 1963. Crashed on approach to Liverpool on 20th July 1965 while on a positioning flight from Ronaldsway, Isle of Man.

Later to the Northland Technical College in Thief River Falls, MN. Current status uncertain.

Delivered to the USAAF as 44-74494. To the RCAF as 9237 in 1950. Registered N6356T in 1960 and came to Europe in 1964, initially based in Luxembourg, arriving in the UK in August 1966 owned by Mike Keegan. Sold for a reported £5,500 to Charles Masefield who won the Kings Cup air race in it in 1967 and re-painted it as seen here for the 1968 display season. It returned to the US in 1970 and flew with several owners before becoming N72FT in 1981. It has been based in South Africa as such since 2005.

Built in 1949 and flew its whole career with the Board of Trade/Civil Aviation Flying Unit. Withdrawn in November 1972 and scrapped at Stansted.

Built in 1951 and registered to the Anglo Iranian Oil Company. Sold in South Africa as ZS-DFJ in October 1951 and returned to the UK with Fairey Aviation in November 1955. Re-registered to Fairey Surveys in July 1959 and cancelled as destroyed in November 1976

Ex G-ANWN. First flown in July 1956 and flew with Silver City Airways and later British United Air Ferries until being leased to Cie Air Transport in March 1968. Withdrawn at Lydd in April 1969 and broken up in August 1970

Arrived at Southend in 1966 via Biggin Hill after storage at Lossiemouth and Dunsfold. Part of the British Historic Aircraft Museum until it closed and sold at auction on 10th May 1983. Subsequently registered as G-SALY before being sold to the U.S. via Warbirds of Great Britain in 1990 and restored to fly as N15S in June 1991. Current with the Mid American Flight Museum at time of upload

Throughout the late 1950s and early 1960s the EC-121s of VW-11 and VW-13 were regular visitors to Prestwick operating as part of BARLANT (Atlantic Barrier) extension of the Dew (Distant Early Warning) Line, a system of radar stations which spanned the northern Arctic from Alaska to Iceland.

Built in 1962 as PC-6-340 HB-FBC and sold to Aeralpi as I-ONDI in March 1964. Converted to PC-6A-H2 standard in 1965 and stored at Geneva by July 1968. Sold to Air Tourism Alpin as HB-FFR in December 1969 and exported to France with Air Alpes as F-BTCH in September 1972. Purchased by Centre de Parachutisme Ile de France in February 1979 and converted to a PC6-B1-H2 in 1986. Destroyed in a fatal crash at La Ferte-Gaucher on 29th July 1989