This Albatross was originally built as a SA-16A and was TOC with the USAF in 1953 as 51-7228. It was then transferred to the Coast Guard, becoming 7228 and a UF-1G. Around 1957 it was converted to an UF-2G, which was in September 1962 redesignated as HU-16E. It served at USCG Air Station Annette, AK and USCG Air Station Miami, FL (possibly others). By 1980 the plane was part of the National Naval Aviation Museum Loan Program at NAS Pensacola and four years later was transported to the New England Air Museum, where it is now on outside display.

The original Solution (NR10538), was a biplane with conventional landing gear, welded steel fuselage and fabric covering. This is the second aircraft, built for Jimmy Doolittle to race in the 1931 Bendix Trophy and powered by a 535hp supercharged Pratt & Whitney R-985 Wasp Jr. It was further modified as the LC-DW500 Super Solution with a retractable undercarriage. Entered in the 1932 Bendix Trophy, but withdrawn after a belly landing due to the landing gear failing to extend forced withdrawal. The Laird Solution was restored as the LC-DW300 version over a period of seven years for display.

During WWII, this Hellcat was based at NAAS Santa Rosa, CA and assigned to VBF-11. Post war, it was used as a target drone but made a wheels up landing and was SOC during May 1956. Placed into storage upside down in a cradle at NAS China Lake. Over the following 17 years the wreck was stripped of almost all internal equipment and control surfaces. The hulk was transported aboard a Military Sea Transport to NEAM arriving in October 1973. Restoration was performed in Rhode Island over twelve years and completed in July 1992.

This helicopter was built in 1867 and served at the Detroit Coast Guard Air Station until 1989.

This plane was home-built by John F. Nixon from an original design by John F. McMahon. The plans called for the aircraft to be powered by a modified Model T Ford engine but this proved to be too heavy. Instead a Hall-Scott engine was installed that was so successful that Nixon used the plane in his work for Colonial Air Lines. It was flown until 1926, and then put into storage. In 1958 Nixon's son made four flights before a crowd, after which ot was again put into storage and later donated to the NEAM.

Excambian is the only surviving aircraft of three built by Sikorsky for non-stop trans-Atlantic service. Delivered in May, 1942 it then flew passenger-carrying flights painted in USN camouflage. It was under contract to the USN and Army until December, 1944. and then flew scheduled passenger service for American Export Airlines until late in 1945 when it was retired and replaced by land-based Douglas DC-4s. It subsequently flew for several different airlines, including Antilles Air Boats, but was damaged beyond economic repair in 1969. It came to NEAM for restoration and display in 1983.

The Marcoux-Bromberg Special was built for the MacRobertson Race as the R-3 in 1933 in Santa Monica but crashed upon landing after its first flight killing the pilot. A larger engine was added in 1935 and in early 1936 the plane was rebuilt again with major changes so that it was renamed the Marcoux-Bromberg Special. The plane placed second in the 1936 Thompson with an average race speed of 248 mph. More modifications were made in subsequent years until the plane was retired in 1939 and is now on display at the NEAM.

This HU-25A is one of the outside exhibits at this super musuem.

In 1943, a contract was placed for 100 Type LNE-1 two-seat training gliders for the USN from the Gould Aero Division of the Pratt-Read Company. The type was intended for the training of Navy/Marine Corps glider pilots to land Marines on Pacific islands during WWII. This was quickly discaded as impractical and so 73 of the 75 LNE-1's were transferred to the USAAF and re-designated TG-32s (the USN kept two (31506 and 31507)) for further testing). The USAAF did not use any TG-32s and all were put into storage until the end of WWII, then sold off through the Reconstruction Finance Corporation.

This B-29, as 44-61975 was delivered too late to see action in WWII but was used post-war in various training, tarnsport and resupply roles. Its final flight was circa 1960 to the Aberdeen Proving Ground, MD but was fortunately never shot at. NEAM (then Bradley Air Museum) acquired the frame in 1973 but the rear fuselage was found to be extremely corroded so the salvage crew were instructed by the USAF to take the rear fuselage instead of 44-61739. Restoration started in 1998 and lasted five years. The scheme chosen for repaint was Jack's Hack, worn by Tinian combat veteran 44-61566 of the 468th BG of the 58th BW.

Although eight "lifting fuselage" CBY-3 prototypes were built between 1923 and 1945, and despite a very impressive performance the type did not gain acceptance from the aircraft industry and so was not put into production. This is the sole remaining CBY-3 and was built by the Canadian Car and Foundry. Unfortunately it lay abandoned, stripped and vandalised for many years at Baltimore Friendship airport (now KBWI) but was acquired by NEAM in 1972. It has recently been superbly restored and is now on display in the Civil Hangar at this winderful museum.

This 707 was delivered to Pan Am in August 1959 and eventually broken up at Boeing Field (BFI) in August 1981. The cockpit section and all its instruments was saved and is now on display at this super museum.

This B-25 was delivered to the USAAF in June 1944 but immediately placed into storage in Texas and then Missouri. The plane was acquired by the Dominican Air Force as FAD 2502 in 1948 but little is known of its service there. It returned to the United States through a disposal sale with the Dominican government and assigned the registration N3970C. Nothing went through and the plane fell into disrepair until it was donated to NEAM in 1960. It was severely damaged when a tornado struck the museum in October 1979 but has since been beautifully restored.