Registered to BOAC in 1951 and converted to a Comet 2E in 1957 for use as a trials aircraft and engine testbed for development of the Comet 4. Transferred to the Ministry of Aviation in October 1960 and used by Smiths Industries to test early flight control systems, including that later used by the Trident 1E. Operated with the BLEU at Bedford as XV144 from November 1966 and later moved to Farnborough where it was used as a ground trainer and spares source for XN453 until scrapped in 1974.

Built in 1946 as a Freighter Mk1A G-AILW. Delivered to TAI-Transports Aeriens Intercontinentaux in May 1947 and bought by SCAL in July 1947. Converted to Mk21E in April 1949 and returned to the UK as G-AILW in May 1957. Sold to Avions Fairey as OO-FAH in August 1963 and used principally to fly F-104 Starfighter components between the Fairey factory at Gosselies and the Fiat Factory in Turin. When F-104 production at Gosselies ended in 1965, the aircraft was withdrawn and stored before being sold for spares to Societa Avio Transporti Torino. Scrapped at Turin Caselle in 1967

Ex G-AHBI. Cancelled as sold to Turkey in July 1953. Seen in front of the Gatwick Beehive Terminal. Reported as scrapped in 1952.

Later flown by 24 Squadron at Colerne before being retired to the Skyfame Museum at Staverton in January 1968. Following the museums closure in 1978, the aircraft moved to the Imperial War Museum at Duxford.

First flown in 1930 and registered as G-ABMR in May 1931 for use by Hawkers as a civilian demonstrator. Later used as an engine testbed, photo platform and company hack until withdrawn from use in 1946. Flown again between May 1949 and September 1959 at which time the civilian registration was cancelled and it took up military marks. Flown at various events as "J9933" and from October 1963 as "J9941" until finally withdrawn from flying in 1971. Transferred to the RAF Museum at Hendon, the aircraft underwent some restoration at Cardington in the mid 1980s.

Built for British European Airways as G-AIVT but not delivered, to Iraqi Airways in January 1948 and damaged beyond repair in a wheels up landing close to Baghdad Airport in June 1949.

Operated by the 1370 Mapping Wing from Turner AFB Ga. Retired to MASDC at Davis Monthan in April 1966, declared excess in October 1967 and scrapped.

The penultimate development of the PA-20 Cigale with a 135 hp Lycoming O-290 engine. Only two Super Cigales were completed, the other was later converted to PA-205L standard with a 150hp O-320 engine. Along with four SAAB 91B Safirs and a Nord NC854 the aircraft was one of six Air France Aero Club aircraft visiting the event from their base at Toussus-le-Noble.

To MASDC and to reclamation in July 1964.

Designed against a contract to supply a carrier capable Anti Submarine aircraft the B-88/YB.1 was the ultimate development of the earlier B-54/YA.7 and B-54/YA.8. The one and only B-88/YB.1 first flew on 19th July 1950 and appeared at Farnborough a couple of months later. While the earlier versions shared the same basic airframe, the aircraft was powered by an Armstrong Siddeley Double Mamba engine, which also powered the Fairey Gannet which went on to win the contract. SOC in December 1955, the aircraft was scrapped at Fleetlands in 1963.

Built as C-47B 43-49763 c/n 27024/15579. Transferred to the US Navy in January 1945, modified to R4D-8 in 1952 with new c/n 43329 and re-designated C-117D in September 1962. Seen at Iwakuni operating with MWHS-1.

Operated by the NATO Flying Club. Sold in the UK as G-ATDB in April 1965.

Allocated as TX202 but delivered directly to the Ministry of Civil Aviation as G-AGWF in late 1945. Registered to Sperry Gyroscope Company from May 1951 until April 1955 when sold to Shackleton Aviation who in turn sold it on to Fairways of Jersey in October 1955. Withdrawn from use by 1960 and scrapped.

Later to AS445, AC445, 9033 and D-EOAL. Written off at Egelsbach (EDFE) in 1977.

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.