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Pan American Airways - Fleet List and Airframe Histories - The Jet Age

Pan American World Airways' Douglas DC-8-32 - N805PA.  Photo: Don Linn Collection Pan American World Airways' Douglas DC-8-32 - N805PA. Photo: Don Linn Collection
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Last Update: 23 June 2015

The following database is organized by the era in which the aircraft was operated, the aircraft type and the registration number. Although it generally follows the time line of Pan Am, it is not intended to be a chronological list of aircraft acquisitions. Also, please note that the history of the individual airframe after it was sold by Pan Am is shortened and not intended to be complete.

Douglas DC-8

N800PA, Douglas DC-8-32, Jet Clipper Flying Cloud, notes: C/N 45253, delivered to Pan Am on 2 June 1961. Later sold to Panair do Brasil on 29 September 1962, registered PP-PEA, with the title Garcia d Avila. In July 1965, this DC-8 was sold to VARIG. On 4 March 1967, it crashed while on approach to Robertsfield, Monrovia.

N801PA, Douglas DC-8-32, Jet Clipper Queen of the Pacific, notes: C/N 45254, delivered to Pan Am on 8 April 1961. Later sold to Delta Air Lines on 17 September 1969, and reregistered as N8016. Delta sold this DC-8 to the Charlotte Aircraft Corporation on 22 January 1974. After this, it was operated by a wide variety of firms including Ranger Air Cargo, Ghana Airways, Saudia and Oversea Narional Airways. Ultimately, this DC-8 was scrapped in January 1988, at Laurinburg, North Carolina.

N802PA, Douglas DC-8-32, Jet Clipper Cathay, notes: C/N 45255, originally registered to Douglas as N8068D, and then delivered to Pan Am on 15 February 1961. Later sold to Delta Air Lines on 25 August 1969, and reregistered as N8027. Delta sold this DC-8 to the Charlotte Aircraft Company on 23 January 1974, who in turn leased it to TRAFE, with the registration LV-LTP. With was withdrawn from use in May 1980, and placed in storage at Buenos Aires, Argentina. On 13 December 1992, the airframe was destroyed in a fire.

N803PA, Douglas DC-8-32, Jet Clipper Mandarin, notes: C/N 45256, delivered to Pan Am on 7 February 1960. The first DC-8-32 delivered to Pan Am. Later sold to Delta Air Lines on 30 December 1968, and reregistered as N8038A. Delta sold this DC-8 to the Charlotte Aircraft Company on 21 January 1974, who in turn leased it to Ranger Air Cargo. Over the ensuing years this airframe was operated by Intercontinental Airways, Ghana Airways and Air Tchad. It was withdrawn from use and placed in storage at Copenhagen, Denmark, and was ultimately scrapped in October 1984.

N804PA, Douglas DC-8-32, Jet Clipper Midnight Sun, notes: C/N 45257, delivered to Pan Am on 17 March 1960. Later sold to United Air Lines on 15 November 1968, and reregistered as N8240U. After as period of storage in 1974, United sold this DC-8 to the United Air Leasing Corporation on 22 December 1975. After being leased to a number of operators, it was converted to DC-8-33F freighter specification in June 1977, and then bought by Zantop International Airlines on 29 July 1977. It was withdrawn from use and later noted to be in storage at Macon Georgia. It was subsequently broken up.

N805PA, Douglas DC-8-32, Jet Clipper Nightingale, notes: C/N 45258, delivered to Pan Am on 20 March 1960. This DC8 also flew under the title Clipper Prague. It was later sold to United Air Lines on 18 September 1968, and reregistered as N8243U. After a number of additional owners, including Overseas National Airways, this DC-8 was converted to DC-8-33F specification in October 1977. As a freighter it was operated by companies such as Emery Worldwide and Rosenbaum Aviation, until it was finally scrapped at Miami, Florida in November 1985.

N806PA, Douglas DC-8-32, Jet Clipper Northern Light, notes: C/N 45259, delivered to Pan Am on 7 May 1960, it was later sold to United Air Lines on 27 September 1968, and registered as N8245U. It was withdrawn from use in March 1974, and placed in storage at Denver, Colorado. This DC-8 was converted to DC-8-33F specifications in March 1977. As a freighter it was operated by a number of airlines, including Evergreen International, Emery Worldwide, Florida International and Liberia World Airways. This DC-8 freighter was withdrawn from use in May 1992, and placed in storage at Sherman-Grayson, Texas, where it was ultimately broken up.

N807PA, Douglas DC-8-32, Jet Clipper Polynesia, notes: C/N 45260, delivered to Pan Am on 3 June 1960, and later sold to United Air Lines on 5 October 1967. The registration was changed to N8209U. After a period of storage in 1974, the airframe was sold on 3 March 1975, to Air Transport Leasing, who in turn lease to McCulloch International, with the registration N711LF. After a period under lease to Overseas National Airways, this DC-8 was converted to DC-8-33F specifiactions, and as a freighter was operated by such airlines as Rosenbaum Aviation, Air Gabon Antillean Airlines and Zantop International Airlines. Ultimately it was withdrawn from use and scrapped in March 1986, at Macon, Georgia.

N808PA, Douglas DC-8-32, Jet Clipper Gauntlet, notes: C/N 45261, delivered to Pan Am on 10 June 1960. Pan Am sold this DC-8-32 to United Air Lines on 27 October 1967, and the registration was changed to N8215U. After a period of storage in 1974, this DC-8 was sold and the airframe converted to a Douglas DC-8-33F freighter specifications in September 1976. It was then flown by a number of operators, including Airlift International and Conner Air Lines. It was finally retired and broken up in October 1985, at Miami, Florida.

N809PA, Douglas DC-8-32, Jet Clipper Great Republic, notes: C/N 45262, delivered to Pan Am on 22 June 1960, it was later sold to United Air Lines on 18 October 1968, registered as 8246U. After being placed in storage in March 1974, United sold this DC-8 on 4 December 1975, to Overseas National Airways. After a short lease to Aire Cardinal International, Overseas National sold this DC-8 on 19 October 1977, to the United Air Leasing Corporation, who converted the airframe to DC-8-33F specifications the following month. Subsequently, this DC-8 freighter was flown by a number of different airlines, including Rosenbalm Aviation and Emery Worldwide Airlines. Ultimately, it was withdrawn from use, placed in storage and later broken up in January 1986, at Miami, Florida.

N810PA, Douglas DC-8-32, Jet Clipper Intrepid, notes: C/N 45263, delivered to Pan Am on 17 July 1960, it was later sold to United Air Lines on 3 November 1967, registered as N8217U. After being placed in storage in March 1974, United sold this DC-8 on 10 March 1976, to Overseas National Airways. It was then purchased by the United Air Leasing Corporation on 15 July 1977, and subsequently converted to DC-8-33F specifications. Zantop International Airlines bought this DC-8 freighter on 5 September 1977. It was withdrawn from use, and broken up in 1985, at Macon, Georgia.

N811PA, Douglas DC-8-32, Jet Clipper Pacific Trader, notes: C/N 45264, delivered to Pan Am on 23 August 1960, this DC-8 also flew under the title Clipper Osagiyefo. It was later sold to United Air Lines on 11 October 1968, registered as N8252U. After being placed in storage in March 1974, United sold this DC-8 on 2 December 1975, to Overseas National Airways. It was then purchased by the United Air Leasing Corporation on 19 October 1977, and subsequently converted to DC-8-33F specifications. This DC-8 freighter was then flown by both Rosenbalm Aviation and Emery Worldwide Airlines. It was finally withdrawn from use in January 1985, and placed in storage at Miami, Florida. This DC-8 was scrapped in December 1985.

N812PA, Douglas DC-8-32, Jet Clipper Blue Jacket, notes: C/N 45265, delivered to Pan Am on 10 September 1960. This aircraft was placed in storage in May 1970, at Miami, Florida before being sold on 12 May 1971, to Pomair, with the registration OO-TCP. It was leased for a time to Air France and later to Air Ceylon. After a number of additional operators, including Saudia and Overseas National Airways, this DC-8 was finally withdrawn from use in June 1982, and placed in storage at Medford, Oregon. It was broken up later that year.

N813PA, Douglas DC-8-32, Jet Clipper Bostonian, notes: C/N 45266, delivered to Pan Am on 13 October 1960, it was leased sold to Air Congo on 31 December 1968, registered as 9Q-CLE. Air Congo then purchased this DC-8 outright on 10 June 1969. Air Congo changed its name to Air Zaire on 25 October 1971. This DC-8 was withdrawn from use in November 1974, and placed in storage at Kinshasa, Zaire. It was broken up in April 1987.

N814PA, Douglas DC-8-32, Jet Clipper Caroline, notes: C/N 45267, delivered to Pan Am on 18 October 1960, it was later sold to Delta Air Lines on 31 December 1968, registered as N8148A. Delta sold this DC-8 on 23 January 1974, to the Charlotte Aircraft Corporation, who converted the airframe to DC-8-33F specifications in March of the same year. In the ensuing years, this DC-8 freighter was flown by numerous operators, including Intercontinental Airways, Ecuatoriana, Aerocondor Colombia and Rich International Airways. After being withdrawn from use in the early 1980s, the airframe was reported derelict at the Laurinburg, North Carolina airport. Reports indicate that this airframe was finally broken up in 2003.

N815PA, Douglas DC-8-32, Jet Clipper Charger, notes: C/N 45268, delivered to Pan Am on 7 November 1960, it was leased sold to Air Congo on 31 December 1968, registered as 9Q-CLF. Air Congo then purchased this DC-8 outright on 11 June 1969. Air Congo changed its name to Air Zaire on 25 October 1971. This DC-8 was withdrawn from use in November 1974, and placed in storage at Kinshasa, Zaire. Reports indicate that this airframe was broken up in 1984.

N816PA, Douglas DC-8-33, Jet Clipper East Indian, notes: C/N 45269, delivered to Pan Am on 10 November 1960, and later sold to Delta Air Lines on 30 December 1968, with the registration N8166A. Delta sold this DC-8 on 25 January 1974, to Charlotte Aircraft Corporation, who had the airframe converted to DC-8-33F specifications in June of the same year. Subsequently, this DC-8 freighter was operated by a wide variety of carriers, including Michigan Peninsula Airways, Rich International Airways, Angola Airlines and Intercontinental Airways. Ultimately, this DC-8 was withdrawn from use in 1987, and after a period of storage at Luanda, Angola it was broken up in May 1988.

N817PA, Douglas DC-8-33, Jet Clipper Derby, notes: C/N 45270, delivered to Pan Am on 15 December 1960, it was later sold to Delta Air Lines on 31 December 1968, registered as N8170A. Delta sold this airliner on 21 January 1974, to the Charlotte Aircraft Corporation, who converted the airframe to DC-8-33F specifications in August of the same year. The DC-8 freighter was damaged beyond repair on 11 December 1977, when it caught fire during fueling at Lake City, Florida.

N818PA, Douglas DC-8-33, Jet Clipper Rambler, notes: C/N 45271, delivered to Pan Am on 22 December 1960, and later sold to Panair do Brasil on 23 November 1963, registered as PP-PEF – named Bras Cubas, before being returned to Pan Am on 9 September 1965. It was finally sold to Delta Air Lines on 30 December 1968, and registered as N8184A. Delta sold the airframe on 22 January 1974, to the Charlotte Aircraft Corporation, who converted it to DC-8-33F specifications. As a freighter it was operated by Ranger Air Cargo, Ghana Airways and Intercontinental Airways before being withdrawn from use and placed in storage in October 1981. Although not confirmed, this DC-8-33F has presumably broken up. However, there are reports that this airframe is still extant at the Ohio Air Center.

N819PA, Douglas DC-8-33, Jet Clipper Ocean Rover, notes: C/N 45272, originally ordered by Pan Am, but was never taken up. Instead, this DC-8 was delivered to Panair do Brasil on 21 March 1961, registered PP-PDS. After a wide variety of addition operators, including VARIG and LAC Colombia – plus being converted to DC-8-33F specifications in February 1980 – this DC-8 freighter was written off in a landing accident on 28 March 1992, at Iquitos, Peru.

N820PA, Douglas DC-8-33, Clipper Morning Star, notes: C/N 45273, originally ordered by Pan Am, but was never taken up. Instead, this DC-8 was delivered to Panair do Brasil on 21 March 1961. This DC-8 was written off when it crashed into the ocean on 20 August 1962, off the coast of Rio de Janeiro.


The Pan American-Grace Douglas DC-8s

N8274H, Douglas DC-8-31, notes: C/N 45274, delivered to Pan American-Grace on 8 April 1960, and subsequently went to Braniff when the two airlines merged on 1 February 1967. The registration was changed to N1800. Braniff sold this DC-8 on 9 November 1967, to Capital International Airways, who reregistered it as N4901C. After a number of additional operators, including National Airlines, Overseas National Airways and Texas Air Carrier, this DC-8 was withdrawn from use in March 1983, and placed in storage at Waco, Texas. The current status of this airframe is not certain.
A recent update(November 2013) from Mr. Justin Messenger indicates that this airframe was scrapped in 2001. Mr. Messenger managed to obtain the cockpit of this airframe.

N8275H, Douglas DC-8-31, notes: C/N 45275, delivered to Pan American-Grace on 8 April 1960. This DC-8 was leased to Pan American World Airways on 25 May 1960, and flew under the title Clipper Fortune. After being returned off lease on 15 May 1964, it subsequently went to Braniff when the two airlines merged on 1 February 1967. Shortly thereafter, on 5 September 1967, it was bought back by Douglas, who in turn sold it on the same day to United Air Lines, registered as N8207U. United then sold this DC-8 on 29 September 1976, to Commercial Air Transport Sales, who converted the airframe to DC-8-31F specifications in June 1977. It was then flown by a couple of different operators, including Concord Inter-National Airlines and Conner Air Lines. It was withdrawn from use in January 1981, and placed in storage at Miami, Florida. This DC-8 freighter was finally scrapped in December 1983.

N8276H, Douglas DC-8-31, notes: C/N 45276, delivered to Pan American-Grace on 8 April 1960, and subsequently went to Braniff when the two airlines merged on 1 February 1967. The registration was changed to N1801. On 9 November 1967, Braniff sold this DC-8 to Capital International Airways, who in turn leased it later that month to Air Congo. Never converted to a freighter, this airliner was later flown by a number of different operators, including Overseas National Airways, Tunis Air, Zantop International Airlines and Rosenbalm Aviation. It was withdrawn from use in June 1982, and placed in storage at Medford, Oregon. The airframe was broken up the same year.

N8277H, Douglas DC-8-31, notes: C/N 45277, delivered to Pan American-Grace on 8 April 1960, and subsequently went to Braniff when the two airlines merged on 1 February 1967. The registration was changed N1802. On 14 November 1967, this DC-8 was bought by Capital International Airways, and its registration changed to N4903C, however the transfer apparently never took place. This DC-8 later crashed on 28 April 1968, during a crew training flight at Atlantic City, New Jersey.


Douglas DC-10-10

N60NA, Douglas DC-10-10, notes: C/N 46700, delivered to National Airlines on 1 November 1971, and named Barbara, with the line number 60. This name was changed in 1975 to Suzanne. On 7 January 1980, this DC-10 joined the Pan Am fleet, when Pan Am merged with National Airlines, and subsequently named Clipper Meteor. It was sold on 24 January 1984, to American Airlines, who registered the airframe as N145AA. Although later owned by various entities, this DC-10 was flown primarily by American Airlines, before it was bought by Federal Express on 28 July 1999, withdrawn from use and apparently used for parts. As of 16 May 2002, it was reported in storage at Goodyear, Arizona.

N61NA, Douglas DC-10-10, notes: C/N 46701, delivered to National Airlines on 19 November 1971, and named Dorothy, with the line number 61. This name was later changed to Dinah. On 7 January 1980, this DC-10 joined the Pan Am fleet, when Pan Am merged with National Airlines, and subsequently named Clipper Evening Star. It was sold on 15 June 1984, to American Airlines, who registered the airframe as N146AA. Although later owned by various entities, this DC-10 was flown primarily by American Airlines, with a short term lease to Hawaiian Airlines in 1994, before it was bought by Federal Express on 30 December 1996, withdrawn from use and apparently used for parts. As of 2002, it was reported as scrapped.

N62NA, Douglas DC-10-10, notes: C/N 46702, delivered to National Airlines on 21 December 1971, and named Frances, with the line number 62. This name was changed in 1976 to Cecile. On 7 January 1980, this DC-10 joined the Pan Am fleet, when Pan Am merged with National Airlines, and subsequently named Clipper Morning Star. It was sold on 14 May 1984, to American Airlines, who registered the airframe as N147AA. Although later owned by various entities, this DC-10 was flown primarily by American Airlines, before it was withdrawn from use in August 1997, and ultimately scrapped in June 1999.

N63NA, Douglas DC-10-10, notes: C/N 46703, delivered to National Airlines on 12 January 1972, and named Phyllis, with the line number 63. On 7 January 1980, this DC-10 joined the Pan Am fleet, when Pan Am merged with National Airlines, and subsequently named Clipper Eclipse. It was sold on 20 May 1984, to American Airlines, who registered the airframe as N148AA. American Airlines placed this DC-10-10 in storage in June 1993, after which it was leased to Hawaiian Airlines on 1 February 1994. Ultimately it was returned off lease, placed in storage again, sold to Federal Express, who broke it up for parts.

N64NA, Douglas DC-10-10, notes: C/N 46706, delivered to National Airlines on 10 May 1972, and named Geraldine, with the line number 64. For a time this DC-10 also carried the name Jerry Lewis. On 7 January 1980, this DC-10 joined the Pan Am fleet, when Pan Am merged with National Airlines, and subsequently named Clipper Shooting Star. It was sold on 6 February 1984, to American Airlines, who registered the airframe as N151AA. Later, in November 1984, American Airlines sold this aircraft to Manufacturers Hanover Leasing Corporation, and leased it back the same day. Subsequently, this DC-10 was leased at times to Hawaiian Airlines, and then back to American Airlines. On 25 September 1997, it was bought by Omni DC-10 Leasing LLC, and leased to Omni Air International. It has been broken up for spares, at Tulsa, Oklahoma.

N65NA, Douglas DC-10-10, notes: C/N 46707, delivered to National Airlines on 13 October 1972, and named Eileen, with the line number 65. On 7 January 1980, this DC-10 joined the Pan Am fleet, when Pan Am merged with National Airlines, and subsequently named Clipper National Eagle. It was sold on 24 June 1984, to American Airlines, who registered the airframe as N152AA. American Airlines placed this DC-10-10 in storage in December 1993, after which it was leased to Hawaiian Airlines on 10 August 1994. Ultimately it was returned off lease, placed in storage again, sold to Federal Express, who broke it up for parts. Portions of the airframe were still stored at Mojave, California.

N66NA, Douglas DC-10-10, notes: C/N 46708, delivered to National Airlines on 19 October 1972, and named Shirley, with the line number 66. On 7 January 1980, this DC-10 joined the Pan Am fleet, when Pan Am merged with National Airlines, and subsequently named Clipper Sirius. It was sold on 22 July 1984, to American Airlines, who registered the airframe as N153AA. American Airlines placed this DC-10-10 in storage in July 1993, after which it was leased to Hawaiian Airlines on 29 August 1994. Hawaiian Airlines called this airliner Maui - The Valley Island. Ultimately it was returned off lease, and on 15 May 2007, sold to Federal Express and converted to MD-10-10F specifications. As of June 2015, this MD-10-10F is operational.

N67NA, Douglas DC-10-10, notes: C/N 46709, delivered to National Airlines on 30 November 1972, and named Joyce, with the line number 67. On 7 January 1980, this DC-10 joined the Pan Am fleet, when Pan Am merged with National Airlines, and subsequently named Clipper Star of Hope. It was sold on 4 November 1983, to American Airlines, who registered the airframe as N154AA. American Airlines sold this DC-10 to the Polaris Aircraft Leasing Corporation in September 1984, and leased it back the same day. In October 1995, it was pulled off the line and place in storage. On 6 February 1998, it was bought by Federal Express, and subsequently broken up at Goodyear, Arizona.

N68NA, Douglas DC-10-10, notes: C/N 46710, delivered to National Airlines on 12 December 1972, and named Sylvia, with the line number 68. In 1976, it was renamed Janie. On 7 January 1980, this DC-10 joined the Pan Am fleet, when Pan Am merged with National Airlines, and subsequently named Clipper Star Gazer. It was sold on 1 November 1983, to American Airlines, who registered the airframe as N160AA. American Airlines sold this DC-10 to Manufacturers Hanover Leasing Corporation in July 1984, and leased it back the same day. Over the years it was sold to various leasing companies, then leased back to American Airlines. On 21 August 2001, it was bought by Federal Express, and brought up to MD-10-10F standards. It was finally withdrawn from use on 17 February 2013, and was noted, in April 2015, as still in storage at Victorville, California.

N69NA, Douglas DC-10-10, notes: C/N 46942, delivered to National Airlines on 25 June 1975, and named Betty, with the line number 69. On 7 January 1980, this DC-10 joined the Pan Am fleet, when Pan Am merged with National Airlines, and subsequently named Clipper Star Light. It was sold on 25 November 1983, to American Airlines, who registered the airframe as N161AA. American Airlines sold this DC-10-10 to the Polaris Aircraft Leasing Corporation in September 1984, and leased it back the same day. In April 1994, it was withdrawn from use and placed in storage at Marana, Arizona. On 18 July 1997, it was bought by Omni DC-10 Leasing LLC, and leased to Omni Air International. It was later sold in June 2005 to 10 Tankers Air Carriers, and registered as N450AX. It was converted into an aerial fire fighting tanker, and assigned tanker number 910. As of June 2015, this airframe is reportedly in storage at Oscoda, Michigan.

N70NA, Douglas DC-10-10, notes: C/N 46943, delivered to National Airlines on 23 June 1975, and named Wisty, with the line number 70. On 7 January 1980, this DC-10 joined the Pan Am fleet, when Pan Am merged with National Airlines, and subsequently named Clipper Star King. It was sold on 20 July 1984, to American Airlines, who registered the airframe as N162AA. American Airlines sold this DC-10-10 on 13 January 1987, to the CIT Group, and leased it back the same day. Over the years, this airframe was bought by various leasing companies, always being leased back to American Airlines. Later, between November 1996 and October 1999, it was leased to Hawaiian Airlines. On 21 December 1999, this DC-10-10 was bought by Federal Express, and subsequently broken up for parts.


DC-10-30

N80NA, Douglas DC-10-30, notes: C/N 46711, delivered to National Airlines on 11 June 1973, and named Tammy, with the line number 80. On 4 March 1977, it was renamed Bing Crosby. On 7 January 1980, this DC-10-30 joined the Pan Am fleet, when Pan Am merged with National Airlines, and subsequently named Clipper Star of the Union. This DC-10-30 was sold on 24 February 1984, to American Airlines, who registered the airframe as N139AA. This airframe was written off in an accident on 14 April 1993, while landing at the Dallas Fort Worth International Airport, and subsequently scrapped.

N81NA, Douglas DC-10-30, notes: C/N 46712, delivered to National Airlines on 18 June 1973, and named Renee, with the line number 81. On 7 January 1980, this DC-10-30 joined the Pan Am fleet, when Pan Am merged with National Airlines. It was soon leased on 12 June 1981, to LAN-Chile, with the registration CC-CJN, and the named Santiago. It was returned off lease on 13 June 1982, to Pan Am and subsequently named Clipper Atmosphere. This DC-10-30 was sold on 15 March 1984, to American Airlines, who registered the airframe as N140AA. In November 1993, it was pulled off the line and placed in storage at Marana, Arizona. On 20 June 1996, it was out of storage and now in the fleet of Transaero Airlines, and then on 17 June 1998, in the fleet of Hawaiian Airlines. It was withdrawn from use again on 14 March 2003, and on 20 October of the same year went to Ghana Airlines, with the registration 9G-AND. It was pulled off line for the last time in 2005, and scrapped at Marana, Arizona.

N82NA, Douglas DC-10-30, notes: C/N 46713, delivered to National Airlines on 20 June 1975, and named Marienne, with the line number 82. This DC-10-30 also carried the names Bob Hope and later Sammy Davis Jnr. On 7 January 1980, this DC-10-30 joined the Pan Am fleet, when Pan Am merged with National Airlines, and subsequently named Clipper Aurora. This DC-10-30 was sold on 2 April 1984, to American Airlines, who registered the airframe as N141AA. In December 1993, it was pulled off line and placed in storage at Marana, Arizona. On 5 June 1996, it was out of storage and now in the fleet of Transaero Airlines, and then on 22 February 1999, in the fleet of Hawaiian Airlines. It was withdrawn from use again on 6 March 2003, and on 23 November of the same year went to Ghana Airlines, with the registration 9G-ANE. It was pulled off line for the last time in 2005, and scrapped at Marana, Arizona, in 2007.

N83NA, Douglas DC-10-30, notes: C/N 46714, delivered to National Airlines on 16 June 1975, and named Timmi, with the line number 83. On 7 January 1980, this DC-10-30 joined the Pan Am fleet, when Pan Am merged with National Airlines, and subsequently named Clipper Celestial Empire. This DC-10-30 was sold on 19 April 1984, to American Airlines, who registered the airframe as N142AA. In May 1995, this DC-10-30 was pulled off the line and placed in storage at Marana, Arizona. On19 August 1996, it was out of storage and flying for Transaero Airlines before being repossessed by a leasing company on 29 March 1999. This DC-10-30 was later scrapped at Tel Aviv. Israel.

N84NA, Douglas DC-10-30, notes: C/N 47837, originally order by National Airlines, but delivered directly to Pan Am on 6 August 1980, called Clipper Glory of the Skies. Sold to United Air Lines on 29 April 1985, and re-registered as in August 1985 as N1855U. Ir was then sold on 28 June 1989, to the Wilmington Trust Company, and leased back to United Air Lines two days later. It was bought back by United Air Lines on 12 September 1995. This DC-10-30 was reportedly broken up in April 2004, in Las Vegas, Nevada.



Lockheed L-1011 TriStar

N501PA, Lockheed L-1011-500 TriStar, Clipper Eagle, notes: C/N 1176, originally registered to Lockheed as N64911, which was changed in February 1981 to N4005X. It was delivered to Pan Am on 2 July 1981. Pan Am sold this TriStar on 10 February 1986, to United Air Lines, who in turn sold it to Delta Air Lines on 11 May 1988. The registration was changed to N759DA. In October 2000, it was withdrawn from use and placed in storage at Victorville, California. On 26 March 2004, the airframe was sold to Jet Midwest, Inc. This L-1011-500 was scrapped in Victorville, California.

N503PA, Lockheed L-1011-500 TriStar, Clipper Flying Eagle notes: C/N 1177, originally registered to Lockheed as N4003G. It was then delivered to Pan Am on 5 August 1980. Pan Am sold this TriStar to the Royal Air Force on 27 March 1985 – S/N ZE706. It was then converted to TriStar K Mk 2 specifications. As of March 2009, this TriStar is still active in the Royal Air Force assigned to No. 216 Squadron at RAF Brize Norton, although it is now designated a TriStar C Mk 2A.

N504PA, Lockheed L-1011-500 TriStar, Clipper National Eagle, notes: C/N 1181, delivered on 11 April 1980 to Pan Am, who in turn sold it to Delta Air Lines on 20 September 1984. The registration was changed to N745DL in November 1984. In October 2000, this TriStar was reported to be in storage at Victorville, California. This L-1011-500 was scrapped in Victorville, California.

N505PA, Lockheed L-1011-500 TriStar, Clipper Eagle Wing, notes: C/N 1184, delivered on 23 May 1980 to Pan Am, who in turn sold it to Delta Air Lines on 8 January 1985. The registration was changed to N755DL in February 1985. Reports indicate that in January 1999, this L-1011 TriStar was withdrawn from use. The current status of the airframe is not certain. This L-1011-500 was scrapped in Victorville, California.

N507PA, Lockheed L-1011-500 TriStar, Clipper Northern Eagle, notes: C/N 1185, delivered on 6 June 1980, to Pan Am, who in turn sold it to Delta Air Lines on 29 January 1985. The registration was changed to N756DR in March 1985. Reports indicate that in January 1999, this L-1011 TriStar was withdrawn from use. This L-1011-500 was scrapped in Victorville, California.

N508PA, Lockheed L-1011-500 TriStar, Clipper Bald Eagle, notes: C/N 1186, delivered to Pan Am on 27 June 1980. Pan Am sold this TriStar to the Royal Air Force on 12 November 1984 – S/N ZE704. It was converted to TriStar K Mk 2 specifications. As of March 2009, this TriStar is still active in the Royal Air Force assigned to No. 216 Squadron at RAF Brize Norton, although it is now designated a TriStar C Mk 2.

N509PA, Lockheed L-1011-500 TriStar, Clipper Golden Eagle, notes: C/N 1188, delivered to Pan Am on 15 July 1980. Pan Am sold this TriStar to the Royal Air Force on 4 December 1984 – S/N ZE705. It was converted to TriStar K Mk 2 specifications. As of March 2009, this TriStar is still active in the Royal Air Force assigned to No. 216 Squadron at RAF Brize Norton, although it is now designated a TriStar C Mk 2.

N510PA, Lockheed L-1011-500 TriStar, Clipper George T. Baker, notes: C/N 1194, originally registered to Lockheed as N4003G, then delivered on 15 April 1981 to Pan Am, who in turn sold it on 11 February 1986 to United Air Lines. Next, it was sold on 25 June 1988, to Delta Air Lines, who changed the registration in July 1988, to N760DH. Reports indicate that in January 1999, this L-1011 TriStar was withdrawn from use. This L-1011-500 was scrapped in Victorville, California.

N511PA, Lockheed L-1011-500 TriStar, Clipper Black Hawk, notes: C/N 1195, delivered to Pan Am on 13 March 1981. Pan Am sold this TriStar to United Airlines on 12 February 1986. It was then bought by LTU, and re-registered D-AERV, on 14 April 1989. Next it was transferred in April 1991 to LTU TriStar Flugzeug, and leased back to LTU the same month. On 12 February 1994, this TriStar was bought by Jetstream Holding, who changed the registration to VR-CGF. As of April 2009, this TriStar was reported to be operational in the fleet of Al Anwa Aviation, a charter airline based out of Riyadh, Saudi Arabia. This L-1011-500 has since been withdrawn from use, but was still noted in 2013, as in storage.

N512PA, Lockheed L-1011-500 TriStar, Clipper War Hawk, notes: C/N 1197, delivered on 30 November 1981 to Pan Am, who in turn sold it on 11 February 1986, to United Air Lines. Next, Delta Air Lines bought this L-1011 TriStar on 24 May 1989, and changed the registration to N763DL. In January 1999, this L-1011 TriStar was withdrawn from use. This L-1011-500 was scrapped in Victorville, California.

N513PA, Lockheed L-1011-500 TriStar, Clipper Wild Duck, notes: C/N 1208, delivered on 27 May 1981 to Pan Am, who in turn sold it on 10 February 1986, to United Air Lines. Next, this L-1011 TriStar was purchased on 19 May 1988, by Delta Air Lines, who changed the registration to N761DA. In January 1999, this L-1011 TriStar was withdrawn from use. This L-1011-500 was scrapped in Victorville, California.

N514PA, Lockheed L-1011-500 TriStar, Clipper White Falcon, notes: C/N 1210, delivered to Pan Am on 30 November 1981. Pan Am sold this TriStar to United Airlines on 12 February 1986. It was then sold to Delta Air Lines on 4 May 1988. In October 1998, this TriStar was withdrawn from use. This L-1011-500 was scrapped in Victorville, California.
 

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