The museum is also known as Flugausstellung Leo Junior.
This air museum near Hermeskeil im Hunsrück is the largest private aviation museum in Europe. It was founded by Leo Junior in 1973 and has now amassed 100+ planes and helicopters (with many still airworthy!) as well as over 60 aircraft engines and propellors.

What better way to start a museum than a visit to a Lockheed Constellation: "The Queen of the Skies"!

D-ALIN is a Lockheed L.1049G (c/n 4604) and delivered to Lufthansa in March 1955. Lufthansa retired it on 10Jul67.
It was saved from a starving career by 3rd level operators and worse, instead it was donated to Flughafen Hamburg GmbH on 07Sep67, where it remained displayed until May 1980. At that time it was disassembled and transported by road to the Hermeskeil Museum at Mosel (Germany), where by the following year it continued its proud display.

Design of this Russian airliner started in 1950s, when designer A. Shvetsov and teamleader Sergei Ilyushin set themselves to design an airliner for the medium range with turbo-props engines and the ability to operate from unpaved runways. It would need to match the performance of the Vickers Viscount and the Lockheed L.188 Electra.
The prototype and the early production aircraft had four 4.000shp Kuznetsov NK-4 turboprops, while all IL-18s built after no.21 had the Ivchecnko AI-20 engine.
First flight was on 04Jul57 and entered service 2 years later.
More than 560 IL-18s were built. The NATO code-named it Coot. The IL-18s were built in many variants and exported for companies like Interflug. Cubana, Ghana Airways, Malev, United Arab Airlines, Air Mali, Air Guinée, CSA, Balkan,CAAK,LOT and Tarom to operate the IL-18.
Production ceased around 1970, though military production (e.g. IL-20, IL-22, and IL-38) continued for a few more years.

The An-26 is a development of the Antonov An-24RT. One of the main modifications was a rear loading ramp. More than 1,100 of this versatile transport aircraft were built. Production ended in 1978.
The An-26 (NATO code-named Curl) has many of the same features as the Antonov An-24 (Coke). Antonov designed a tactical transport of passengers and material on short and medium distances. As a development of the An-24, it first flew in 1968. It has a large rear loading ramp to facilitate loading of cargoes.
The engines are more powerful in comparison with the An-24. A pressurized cabin makes it possible to fly at high levels. It has fairly modern navigation and communication devices, an ADF automatic radio direction finder, DME distance measuring system, marker and ILS/GS instrument landing system, and a radio altimeter; it makes it suitable for all-weather operations.

The prototype of the Vickers Viscount made its first flight in 1948! By 1950, the early 32-seater design had grown to accommodate 40-53 passengers. The -700D series were equipped with Rolls Royce Dart 510 (1600shp) engines, while the 810 series had RR Dart 541 turboprops (2100shp).
Over 70 different models were built and each customer was given a type number (e.g. the first production version for BEA was V.701 and the last Viscounts for CAAC of China -in 1964- were V.843s).
See at bottom of this page a link to a production list of the V.Viscount.

The fact that a DC-3 is included in the collection of this museum came as no great surprise, but one decorated in the colours of the Royal Jordanian Air Force is quite something else!
This C-47A, last known as N62443, is the former Royal Jordanian Airforce 111. It still carries the colourscheme and markings which it had during its active career in service with the RJAF.

It was delivered to the US Army Air Force as 42-100997 in January 1944. The history of this Douglas transport apparently has been lost, but it ended up at some point in the Middle East, with the Jordanian Air Force: how, why and when I could not say. It may have been returned to the USAF, maybe not, but it seems to have been registered as N62443 for one J.V. Masin of Rodenkierchen in West Germany in Feb. 1975. Registration N62443 was cancelled in 1976 and it has been preserved since 1981. See below!!!
Chris (from www.AMARCExperience.com) wrote me in Dec.05 with the following update:
I believe that C-47A 42-100997 was stored at MASDC in the USA from an unknown date until 31Jul1964, when it left for Air International Corporation, Miami, FL. Here it was refurbished before delivery to Jordan under MAP. These details come from the official USAF inventory records.
Thanks Chris!
(Confirmed by JoeBaugher's site, for more details follow the link at the June 2023 update below...)

In June 2006 I received a very interesting email from Joe Masin-
"The airplane had been stationed in England during the time of the invasion of Normandy and probably has participated in the D-Day activities.
Later in its life it was supplied to the Jordanian Air Force under the US Military Assistance Program. The Jordanians have flown it as long as it was safe without much maintenance and than, according to the terms of the agreement with the US government, returned it to the USAF.
I bought this particular aircraft from the US Air Force as a surplus in Aman, Jordan together with several overhauled engines as a source of spare parts. Out of the lot of four A/C we made two airworthy ones in order to transport the spares and to ferry them to Germany where I had several other ex-GAF aircraft in superb condition, but without engines.
My ferry pilots lost at night, over the island of Creta, the right engine in a serious fire. They managed to make an emergency landing at Heraklion Intl. airport. After replacement of the engine and repairs we flew to Germany, to Diepholz military airfield, where the airplane was disassembled and from where it made it's way to Junior's."
Thanks!

In June 2023 (!) received photos of this Douglas C-47A c/n 19460 from David Green (TSgt., Ret.), one photo shows it in 1949 ad others in the 1960s with Calif.ANG at Van Nuys. HERE...

The Pembroke entered service with the RAF in 1953; it operated in the light transport and communications role.
The prototype flew on 21Nov52 and 45 were produced for the RAF, the last one being completed in February 1958. It had rearward facing seats for the passengers, for safety (this was in common with other RAF transport aircraft).
This versatile little transporter could also be fitted with dual controls, as a pilot trainer, or could be converted to a flying classroom for training navigators.
Six photographic reconnaissance aircraft were produced.
After a total of 35 years service the last were withdrawn from service in 1988.