Delivered to the USAAF as 44-76603 USAAF March 1945, to the RAF as KN462 RAF Aprl 1945, to Eagle Aviation as G-AMPT March 1950, to Central African Airways as VP-YKM May 1953. Transferred to Air Malawi as VP-YKM in 164, 7Q-YKM from 1966, To Air Cape as ZS-EYO May 1970. To Hemett Exploration as F-ODQL September 1984, to Gilbert Villa as F-GILV July 1980. To Medavia-Warmair as N48ME, to 3C-JJN March 1995. Re-registered T9-ABC and stored at Luqa, Malta 1995. To Malta Aviation Museum at TaQali 27 March 2006. Photographer unknown

Photo from the National Naval Aviation Museum.

Photo by John Whitehead.

Parked on the carrier ramp at NAS Cubi Point. Still wearing US Bicentennial marking.

This a/c has a US bicentennial flag displayed on the forward fuselage. Slide taken on the carrier ramp at NAS Cubi Point. Squadron modex (side number) CY-623 was transferred from EA-6A 156990 to EA-6A 156991 sometime in 1976.

This VF-1 F-14A is painted in the "Ferris" deceptive paint scheme that was tested in 1976 - 1977. Developed by the noted aviation artist Kieth Ferris, it ultimately wasn't adapted by the USN. VF-1 was assigned to CVW-14 aboard USS Enterprise when the slide was taken at NAS Cubi Point.

Slide taken on the carrier ramp side of NAS Cubi Point. CVW-14 was assigned to USS Enterprise.

Taken on the carrier ramp side of NAS Cubi Point. The carrier ramp consisted of a hangar surrounded by a large a/c parking area. This area was for use by aircraft carrier air wings while the carrier was in port. The air wing aircraft (normally not all) would be flown off before the carrier reached port. This allowed for flying to take place during the in port period. CVW-14 was assigned to the USS Enterprise when the slide was taken.

slide scan from the NK collection. - The one and only Swissair Cargo DC-9 - and the last of all Swissair DC-9-30 airframes which is still flying in 2021! Active with Aeronaves TSM as XA-UZJ, 52 years old.

slide from the NK collection. - Built in 1966, this One-Eleven should expect a service life of 52 years, until being retired in March 2018. DAN AIR used it between 1969 and 1986, and the last operators Westinghouse/Northrop Grumman operated it as a flying testbed. They sadly scrapped it at Baltimore a year after retirement.

VH-FND awaiting delivery to Comair in South Africa (as ZS-JVA). The orange in Ansett's "delta" livery painted green for Comair but the livery was short-lived. Mike Madden photo.

Sold in Indonesia as PK-MFR in May 1977. Mike Madden photo.

Wenela Air Services started life as Africair and was set up to transport migrant mine workers to the gold mines of the (then) Transvaal in South Africa. WNLA (pronounced Wenela) was the Witwatersrand Native Labour Association. The airline operated from 1952 to the mid 1970s. Delivered to the USSAF as C-54A 42-72232; to the US Navy as R5D-1 39175; to Transocean Air Lines as N49288 in 1946, leased to Pak Air as AP-ADL September 1948, returned Transocean 1949; to Saudia as HZ-AAG: then British Eagle as G-ASPN; to Africair as ZS-IRE April 1972 and Wenela as A2-ZGU June 1972; to Société Générale d'Alimentation as 9Q-CBP later 9Q-CWP; to GLM Aviation as 9Q-CWP, stored at Kinshasa following an engine failure. Photographer unknown

Qantas retained two immaculate DC-4s for services to Norfolk Island. It was in theory an international destination and Qantas protected its international monopoly vigorously. But for an airline with ambitions to become all 747 they were an expensive luxury. Runway restricts on the island stopped jets and limits on overwater operations prevented twin props. The dilemma was resolved when an exemption was given to allow F27s with long-range tanks to replace the DC-4s. Longer, stronger runways later opened the airport to 737 and A320 aircraft.

Production line photo by Mike Madden.

VH-AFD was registered in September 1952.

ZK-DRI was sold in Papua New Guinea in 1982 as P2-GWM.

P2-SPF was reregistered P2-FHY in February 1981.

P2-SEJ has been withdrawn from use, date unknown.