Delivered to British European Airways in March 1957 as "RMA Sir Robert McClure", it was transferred to British Airways ownership as part of the corporate merger with BOAC in July 1973. On 20th November 1975 it complete its last scheduled flight when it landed at Leeds Bradford Airport (LBA) after a flight from Birmingham (BHX), and was withdrawn from use with a total of 37,140 flight hours and 33,033 landings. The registration was cancelled on 12th December 1975 as "Permanently Withdrawn from Use" and the airframe is believed to have been broken up at LBA during 1976.

Just starting up the left land engine.

This aircraft was substantially damaged on 26th September 1999 when it crashed on landing at Charity Farm Airstrip , Baxterley, Warwickshire, due to a control restriction. It was re-registered in May 2015 and is said to be undergoing a protracted restoration.

Originally built in December 1943 as C-47A c/n 12088 and allocated USAAF serial 42-108824, the aircraft was diverted to the US Navy as R4D-5 BuNo 17122. In 1952 it was re-manufactured as R4D-8, (C-117D after September 1962), c/n 43335 but retained the same BuNo. On 2nd February 1998, whilst parked at Opa Locka, it was wrecked by the tornado that damaged or destroyed 140 aircraft at that airfield, although it's hulk was visible there well into the new century.

Originally PH-LLL with KLM.

Originally VH-RMB with Ansett-ANA.

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.

Photographed from the public viewing area on the roof of the terminal building, sadly long since closed.

Delivered to Trans Canada AL as CF-TKB in December 1960 and transferred to Air Canada when TCAL was renamed on 1st June 1964. It was re-registered as G-AYFN to Air Holdings in June 1970, leased to Thor Air Cargo as TF-YES in March 1971 but restored as G-AYFN in October 1971. Sold to Air Trader Sweden AB in December 1971 it returned as G-AYFN in March 1973. Sold to Invicta International in October 1973 it served until September 1975 when bought by Europe Aero Service as F-BXAJ. It flew its last service on July 27, 1979 and withdrawn from use at Perpignan and was last noted in one piece in 1985.

This aircraft was delivered new as PP-CTJ for Cruzeiro do Sul in October 1968, and served until sold in July 1977 to TOA Domestic, (re-named Japan Air System in April 1988), in Japan as JA8804. In April 1993 it was sold in the USA where it became N994CL, but remained stored at Tucson until being broken up there c.2002, although the registration was not cancelled until 26th September 2017!

Small Mesaba, who operated as Northwest Airlink under contract, titles on rear fuselage. By October 1997 the aircraft had been flown up to Las Vegas where it was being parted out for spares. It was cancelled from the US Register September 1997, by which time it had flown 53,946 hours and 60,602 cycles! (With thanks to aussieairliners.org for much of the above).

This aircraft is undergoing a long-term restoration in France.