A nice line-up of aircraft in the making. Photo from Boeing

On request of several airlines, Boeing pilots had begun training crews regarding the usage of runways with a length up to 1200m (3937ft). The training was done on an old USAF emergency runway in Oregon, which was constructed in 1940. The runway had no provisions at all, except for reflective striping. One of the first crews undergoing this traning was from VARIG. The airline recently took delivery of 10 Boeing 737's that were equipped with the more powerful JT8D-17 engine. This enabled carrying 8-10 extra passengers out of short and high runways in Brazil's hot climate. Photo from Boeing

Delivered to Northwest on august 9, 1977. To Kiwi International Air Lines in July 1995 and back to Northwest in July 1996. Stored at Roswell (KROW) in February 2003, cancelled June 2004. The aircraft was eventually scrapped. Photo from Boeing

The first Boeing 737 for CAAC on a pre-delivery test flight near Seattle. The aircraft was delivered in February 1983 and went to China Southern in July 1990 and Xiamen in April 1993. Reregistered B-610L in December 1994 for ferry. To Ukraine International in January 1995 as UR-GAD. Then briefly registered as G-CBVJ and N203YT before being exported to Indonesia in March 2003. The aircraft became PK-YTD with Batavia Air. It was stored at Jakarta (WIII) in October 2007. Photo from Boeing

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

Hard to imagine a more fitting Dutch backdrop than this. Built in October 1980, delivered to NLM Cityhopper in January 1981. Sold back to Fokker in November 1990 and to East West Airlines in December 1992 as VT-EWG. At some point it was withdrawn from use, noted stored at Mumbai (VABB) in June 1995. Photo from Fokker

First flight in June 1981, delivered to Inex Adria in September 1981 as YU-ANB. Leased by Martinair between October 1981 and February 1983 as PH-MBY. To Adria Airways in March 1986 as YU-ANB, SL-ABA (December 1991) and S5-ABA (March 1993). Leased to British Air Ferries between May 1993 and October 1993. Leased to Venus Airlines in February 1996 as SX-BBV. to Valujet in February 1996 as N802VV. Leased to Reno Air in July 1998 as N804RA. Finally to Spirit Airlines in August 1998 as N801NK. Cancelled in June 2005.

Initially registered PH-EXW with a first flight on September 15, 1975. Reregistered PH-FRH on September 26, 1975. Became G-522 C in December 1975. Broken up in 1997. Photo from Fokker

Overflying the Dutch coastline near Callantsoog (I think). The aircraft saw life as PH-EXL in March 1980, but was reregistered PH-FTU in May 1980. Used as a demonstrator for Fokker at Farnborough in 1980 in Angola Air Force colors. Delivered to the Angola Air Force in November 1980 as T-101. To TAAG Angola Airlines in March 1988 as D2-TFM, withdrawn from use at Luanda by 2001. Photo from Fokker

Built in late 1979/early 1980 as PH-EXB, delivered as ZK-NFE mid-April 1980. Bought by Merpati Nusantara Airlines in April 1992, the aircraft became PK-MFJ. Seen stored (derelict) at Surabaya in December 2009, with no engines and parts. PH-EXA in the foreground is likely c/n 10597, which was delivered to Air New Zealand in mid-March 1980 as ZK-NFD. Later to Merpati Nusantara as PK-MFI. The aircraft was written off on June 18, 1994 at Palu Mutiara, Sulawezi, when it crashed on approach. Photo from Fokker

The accompanying note mentions that the Senegalese Air Force serviced the domestic network with the Fokker 27. PH-EXB was built in 1977 and entered service with the Senegalese Air Force in June 1978 as 6W-STB. It was withdrawn from use in May 1988. PH-EXA (c/n 10564) was built in 1977 and entered service in November 1977 as 6W-STA. Damaged at Ziguinchor in March 1999, but repaired and returned to service. Photo from Fokker

Now that's a nice welcome commitee. Built by NV Ned. Vliegtuigenfabriek (as c/n 25) and registered to KLM Nederlands and Colonies on May 7, 1935. In the early morning of October 28, 1938, the aircraft was operating a postal flight from Cologne and landed hard in fog. Afterwards, the fuselage was put on display at Schiphol for months. Although a different source mention that the aircraft was repaired after all. On December 3, 1938 the registration was cancelled. On May 16, 1940 it was requisitioned for Lufthansa and it became NA+LF and D-ABOW. Written off in Berlin on February 11, 1944.

Carrying a "40 years 1919-1959" sticker on the lower forward fuselage. The aircraft was registered in November 1958 and cancelled in November 1964. To Sudflug in November 1964 as D-ABAS. To North American Aircraft Trading in June 1969 and reregistered 5T-TAL in August 1968. To ARCO Bermuda as VR-BCZ in February 1969. Broken up in Basel in 1971.

This photo is probably one of a number of Beech 100s registered as N925B.

To N945M (1975), N305BC, PJ-..., LV-WEY, N259SC (1996). To several different owners with as N259SC.Reportedly still active at the time of the upload. Photo from Beech

The Beech 18 prototype with first flight on January 15, 1937. Traded in to Beech for a Beech 18S (c/n 294) in August 1939. To various companies before joining the RCAF as 8650 in September 1941. It served until March 1945. In May 1945, PP-XAM was reserved, but the sale never finalized. To other others (incl. for a presidential campaign for Kefauver 1952-153). Converted to a Beech 18B between 1948 and 1952. To N15810 in April 1956. Withdrawn from use and stored from the mid-1960's. Badly vandalized between 1970 and 1982. Repaired in 1990 and took up N15810 again. Reportedly active in 2017.

This registration was said to be involved in a crash landing in Crombie Point, Dunfermline, Fife (UK) on August 4, 1996. The aircraft was reportedly substantially damaged. However, CAA records show that the helicopter was sold to the Netherlands (to Helicon as PH-WJW) on February 6, 1996 and thus it is likely not this aircraft that crash landed. The registration was cancelled on August 23, 2010 and the aircraft became G-PIOM. In November 2012, the aircraft was exported to Germany. Accompanying notes on the CAA site mention that it may have eventually gone to Russia.

Ex. Polish Air Force 6247 and built in 1956. In the 1990's a welcome guest in the European airshow circuit. The airworthiness certificate expired in May 1999 and in August 2000 the registration was cancelled. It then moved to Brazil, where it became part of the Museu Asas de um Songo, which translated to 'Wings of a Dream Museum'. Located in São Paulo and founded by the Amaro brothers (founders of TAM). The museum permanently closed in 2018, but it was announced that it would be relocated near the Embraer plant. In 2019, the intent was communicated to preserve the museum. Photo by K. Bakema.