The first aircraft to be powered by a hydrogen cell battery. Later on display at Everett/Paine Field, WA, USA (KPAE).

The first aircraft to be powered by a hydrogen cell battery. Later on display at Everett/Paine Field, WA, USA (KPAE).

Used as a Boeing demonstrator on a world tour. Was also a systems test airframe. In basic UAL colours but never operated by them. Re-reg as N68650, for various operators. Sadly, destroyed in mid-air collision with Cessna 310, N3121S, near Hendersonville NC 19 Jul 1967. The second N7003U (c/n 18791) was first registered in 1965. Photo most probably taken on 22 Oct1963 when the 727 visited AMS for the first time. KLM selected the smaller Douglas DC-9, which did not fly until 1965. The only Dutch airline ever to operate the 727 was Air Holland in the 1980s, but Lufthansa, Olympic, Air France, Iberia and Alitalia 727s visited AMS very frequently. Photo from: Amsterdam City Archives

As far as I remember, a demo. visit to EIDW.

Boeing demonstrator.

Serving as a testbed to study the retrofit options for the CFM56 engine on the 707. After testing in 1979, the aircraft was refitted as a 707-320C. Boeing abandoned the program over fears of hurting 757 sales. However, the program however did lead to military aircraft being retrofitted. To the Morrocan Government in March 1982 as CN-ANR, reregistered CN-CCC in January 1999. To Omega Air in January 1999 as N707JJ. To Israel Aircraft Industries as 4X-980 in February 2000. To the Israeli Air Force as 290 in October 2000. Still active at the time of the upload. Photo from Boeing

Rollout of the Boeing 737-300 prototype. The aircraft joined the US Air fleet on April 30, 1985 as N350AU. Reregistered N371US on November 15, 1988. Transferred to US Airways on February 27, 1997. Stored at Marana (KMZJ) in March 2006, scrapped in October 2006. Photo from Boeing

The first flight of this aircraft was on July 4, 1975 as the -SP demonstrator for Boeing. Delivered to Pan Am on April 26, 1976 as N530PA (Clipper Mayflower). Delivered to United in February 1986 as N140UA. Seen stored at Las Vegas in November 1995 in basic UAL colors (without titles/logo), the registration was cancelled that same month. Ferried to Ardmore (KAMD) to be used for spares at Ardmore, the aircraft was later scrapped. Photo from Boeing

Photo from Boeing

Delivered to Pan Am in July 1970 as 'Clipper Ocean Express'. Back and forth between Pan Am and Eastern Airlines until May 1987. to Tower Air in May 1987. Converted to a 747-121F and to Evergreen in July 1990 as N474EV. Broken up in Marana (KMZJ) around 1999.

A nice Air-to-Air photo from Boeing. N767BA was the first Boeing 767 that was built. It first flew on September 26, 1981. Boeing later partnered up with the US Army and between 1984 and 1987 the aircraft was converted to an Airborne Surveillance Testbed (AST). To accomodate the equipment, an 86ft long and 8ft high bulge was built onto the fuselage of the aircraft. The first flight after conversion was on August 21, 1987 and the aircraft was operated by the US Army until 2003. Eventually stored at Victorville (KVCV) in March 2006 and scrapped in 2008. Photo from Boeing

Ground test crewmen checking the RR RB211-535C engines of the 757 after completion of engine runs. The engines were started and initial checkout begun on January 23, just 10 days after the aircraft rolled out. The next day, full power runs were made to takeoff thrust of 37.000 pounds and trim tests were completed. Additional runs on January 25 were for calibration purposes, acceleration response, fuel flow measurement and checks of the engines' electronic control system. the RR engines were said to cut fuel consumption by 48% comparted to the aircraft it would replace. Photo from Boeing

What appears to be the official rollout of the Boeing 757. Photo from Boeing

Part of the certification procedure if the Rejected Take Off test. The aircraft made 15 RTO runs at gross weight ranging from 174.000 to 241.000 pounds. This photo was taken during a test at 241.000 pounds, some 21.000 pounds higher than the initial certification gross weight. Thrust-reversers were not used during the test and engineers have said that the 757's performance was as good or better than earlier predictions. The flight test program remained ahead of schedule, with over 700 of the 1300 flights hours completed. Photo from Boeing

Upon closer inspection, the aircraft is sporting a Rolls-Royce engine on the #2 pylon. When P&W launced the PW2000 in 1979, Boeing pressured RR to supply a more competitive engine for the 757. |Developed from the more advanced -524, the company produced the 40,100 lbf (178,000 N) thrust RB211-535E4, which entered service in October 1984. While not as efficient as the PW2037, it was more reliable and quieter. After a large order from American Airlines in May 1988, popularity took off and the engine continued to dominate the 757 market. Photo from Boeing

Test & Training (and demonstrator) aircraft. Delivered to Delta Air Lines Feb 2001 as N827MH.

The first 737 MAX 9 seen landing on runway 15 at ANC.