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.

Photo from Boeing

Registered as NX44592 in October 1945 and the Beech 18 prototype. Used for the type certificate program until November 1945. Reregistered NC44592 in 1946 and the prototype D18S. Used by Beech as demonstrator. To a private owner in early February 1948, retired by March 1952.

Designed by Joop Carley and built by Werkspoor in the 1930's. Ordered by KLM in 1929 as a specialised freighter, only one aircraft was built and it was solely deployed between Amsterdam, Rotterdam and London. The aircraft was delivered in 1931 and only served for 2 years before being passed on to the airlines training centre for the next 8 years. The registration was cancelled in February 1940 and on May 10 1940, the aircraft was destroyed during a German bombing of Schiphol. The aircraft carried the titles 'Freightservice', which earned the aircraft the nickname ' Vreetservies'.

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 look into the 747 production hall. From front to back a 747SP, 747-100(?), 747SP and again a 747-100(?). Photo from Boeing

Designed as a STORL tactical military transport aircraft, the YC-14 was Boeing's entry into the Air Force's Advanced Medium STOL Transport (AMST) competition. It was aimed to replaced the C-130 as the USAF's standard STOL tactical transport. Although the YC-14 and the competing McDonnell Douglas YC-15 were succesful, neither aircraft went into production. The AMST project was ended in 1979 and replaced by the C-X program. The C-X program eventually led to the development of the C-17 Globemaster.

To PK-RJW in 1996 and ZS-PWM in 2007. For sale in South Africa in 2017 and although a crowdfunding action was held to bring the aircraft back to The Netherlands, the attempt was unsuccessful. Photo by Henk Bruyns Fotografie

The first of two and built between 1972 and 1976. The aircraft was only active for a short time, as it was transferred to the 309th Aerospace Maintenance and Regeneration Center (AMARC) in April 1980, with inventory number CW0002. Loaned to the Pima Air & Space Museum near Tucson, AZ, in March 1981.

Delivered to KLM on October 19, 1975. Transferred to Martinair on May 13, 2003. To Southern Air on December 29, 2006 as N748SA. Stored in July 2011. I'm unsure of the location, but I would guess it's at Everett.

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

(I assume) the Boeing 757 prototype being built. Photo from Boeing

With '500th 747' sticker. Originally OY-KHB was reserved, but it was never taken up. Delivered to SAS on February 1981. Later became N4501Q with Egyptair from June 1987 until February 1988. To Philippine Airlines as EI-BTS. To a trustee in July 1997 as N155WT. To UPS in February 1998 as N523UP. Broken up at Roswell (KROW) in 2011. Photo from Boeing

A nice quartet of various types in the UPS fleet. The Metroliner first flew in November 1983 and served with UPS until December 1996. To Pel Air Express as VH-EEO. Listed active at the time of the upload as N564TR with Sierra West Airlines (delivered December 2010). The 727 (ex. N7408U for UA and N497WC with Wien Air Alaska) was with UPS from September 1982 until June 1993. The DC-8 (ex. N123AF and N798FT) was operated by UPS from October 1984 until April 2009. The 747 seems to have been transitioning from AA (N9675) to UPS (N675UP). Also ex. OD-AGM with Trans Mediterranean Airways.

Delivered to China Airlines on June 27, 1983. To Air New Zealand on December 27, 1989 as ZK-NBF. To NCV on June 12, 1995 as N681SH and straight to Air Canada as C-FVNM on June 22, 1995. Stored at Mohave (KMHV) in December 2003, back in service in May 2005. Stored at Roswell (KROW) in October 2008 as N753JM. 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

The accompanying text reads: "The first two Boeing 757's for British Airways form the backdrop for this photo of many of those involved in selling, building and accepting the new airliners. The two men directly over the final "7" in the banner are (with striped tie) Sir John King, chairman of British Airways, and Richard W. Welch, president of Boeing Commercial Aircraft Company. The January 31 ceremony was followed by a few days of flight crew training; the fuel-efficient airliners entered service on British Airways' routes within the United Kingdom on February 9. Photo from: Boeing