A rainy Mascot tarmac.

Wearing DHL/Fred Olsen dual livery. Originally flown by Eastern Airlines as N5541.

PH-LLH was sold in the US as N858U in 1968.

VR-HFN was sold in Ecuador as HC-AMS in 1967.

'Mercurius'

Northwest Airlines took delivery of this Electra on March 29, 1961 and put in a cargo door by April 1968. International Jetair registered the aircraft CF-IJR in January 1971, later leased to Imperial Oil Ltd. Northwest Territorial bought it in January 1983 then to Air Bridge Carriers as G-FIJR in 1991. Sold to Atlantic Airlines in November 1997, the Electra would return to Canada when Conair Aviation registered it C-GYCG on October 8, 2010 as a source of parts for their Electras. Sold to Buffalo Airways in October 2016, the aircraft remains engine-less at Abbotsford in Air Atlantic colors.

Old Varig aircraft for conversion at Aero Union.

Cockpit section only preserved at MAM. ex N5535, EI-CHO. Broken up at Bournemouth

ex N5535, EI-CHO.

Seen on a glorious summers evening, doing engine tests on the disused runway 23 at Dublin. This was an experience not to be had nowadays, with much tighter security and airfield safety regulations. G-CEXS was sold to Air Spray in Canada as C-GZCF.

Parked very close together, so this ex NSF Electra is hiding behind the wing of a former NASA Electra. Both aircraft were stored at Neptune Aviation Services' airtanker base and both were sold to Air Spray later in the year. This N308D became C-FLXT.

Former NASA Electra seen here stored at Neptune Aviation Services' airtanker base. Later in the year it was sold to Air Spray and became C-FLJO.

N285F was broken up at Shannon following a landing accident in 1999.

On 1 March 1999 the crew of this aircraft had a lucky escape after they momentarily touched down at Shannon with landing-gear still retracted. While the machine was climbing away for a circuit to land, the propeller assembly and part of No. 3 engine fell to the ground. Electrical power was lost and the only serviceable flight instruments available were the standby artificial horizon and wet compass. So as to maintain control, No. 4 engine had to be feathered and a successful landing was made with only No. 1 engine fully operative and No. 2 producing partial power. N285F was later broken up.