First flight for this 737 was July 3, 1969 and spent nearly 15 years as a business jet before entering airline service. First owner was LTV Corp as N520L, subsequently Maritime Investments as VR-BEH and John W Mecom; first as N8527S then N3333M as photographed here. America West finally bought it in June 1985 and registered it N145AW. It was sold and broken up in 2000.
In 1965 Lockheed and Sikorsky Aircraft won the Project Definition Phase of the US Army Advanced Aerial Fire Support System . Lockheed was chosen the following year to produce 10 prototypes of their compound helicopter with a rigid rotor. This was the number 6 aircraft that did weapons trials at the Yuma Proving Grounds in Arizona. It was also the only Cheyenne painted in this variegated camouflage scheme. The helicopter is presently on display at Fort Campbell, KY.
Beginning overnight delivery operations in 1971 with 22 Falcon 20 biz-jets, Federal Express began a massive expansion when the airline industry was deregulated in 1977, starting with cargo operators. Upsizing to Boeing 727s began with used 100 series aircraft. This one was from Eastern Airlines in July 1980, former N8165G. Sold to UPS in January 1994, it was re-registered N946UP and re-engined with RR Tays. This was one of five 727s UPS used for passenger flights utilizing seats mounted on pallets. Those were flown between 1997 and 2001 with the aircraft returning to flying only freight.
A workhorse for the Coast Guard from March 8, 1973 when delivered from Sikorsky until withdrawn and sold to Carson Helicopters in 2011 as N704WK. Carson sold it to the US Department of State a couple of months later as the government was buying up all the S-61s they could find for work overseas. Sold by auction in late 2016, the helicopter was registered to to Robertson Air Crane on March 18, 2017.
VH-FNR started life as a 400 series but was converted to a 600 on the production line. It however remained a 400 on the register. Sister ship VH-FNQ was also registered as a 400 but after a stint in New Zealand, came back on the Australian register as a 600. In both instances it appears the original paperwork went through before the change of model.
Delivered July 9, 1969 and leased to Nordair for six months as CF-NAP. After returning in December, this 737 spent the rest if it's career with United; the last revenue flight occurring on June 5, 1998. The nose section is preserved in the Hiller Aviation Museum, San Carlos, CA.
VH-SJU arrived in Australia in 1969 as a standard Beech 55 Baron. When seen in 1981 it had President 600 written on the cowlings. The President 600 was a modification by Colemill in which the Continental O-470 engines and two-bladed props were replaced by Continental O-520 engines and three-bladed props, essentially making a C55 Baron. However, there has been no change of type for -SJU on the register, which in 2018 listed the engine type as O-470. It does have three bladed props.
World Airways were the first operator of this combi 707 from 11.67 and sold it to Korean in 3.76. Seen here on a rare appearance in London on a cargo subcharter. Became FAC1201 on disposal to the Colombian AF in 12.83 and current as such
Following 16 years of RAF service as XL660, this Brit became G-BEMZ with Air Faisal in 5.76. Leased to Gaylan as their only aircraft from 4.80 to 9.81. Sold to Katale as 9Q-CGP in 12.81 and scrapped in Zaire by 1.92
Having arrived at Southend in late 1980 carrying ex-Wien colours, this FH-227 had just been rolled out after overhaul and respray by BAF. She was originally Mohawk's N7819M from 5.67 and returned to Alaska as N4716Z with Aleutian Air in 1.84. Used by University Athletic Assoc (N101FG) from 1993-99, she wound up with Atlantic Air as HR-ASK; was at Opa-locka during 2004 for u/c repairs but too much corrosion; ferried back to La Ceiba and wfu (reported derelict and engineless in 2007). Believed scrapped at Opa-locka