Still in Canadian Regional c/s

Delivered new to TWA in 1996. Later joined the milirairy, first with several civil registrations since 2011 actually a C-32 with a USAF serial. I thought this was a very good scheme on the 757s.

This airframe carried a lot of different registrations and paintjobs during its lifetime.

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

Ex American Airlines N1929, converted to freighter and re-registered Sep 1984. Merged into FedEx Aug 1989, then transferred to Express One and later Northern Air Cargo

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

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

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

Delivered new 6th June 1989, retired KGYR (Goodyear) 22nd Dec 2008 and scrapped March 2009

Delivered new 6th Oct 1964 and made its last commercial flight 16th March 1991. Donated to Museum of Flight Foundation March 1991 and currently on display in original livery at Boeing Field Museum of Flight.

The 318th FIS operated the F-15A from 1983 until 1989, when the unit was disbanded. This particular aircraft crashed on 18 May 1989. From eyewitness and newspaper accounts, it seems that the a/c struck a guy-wire attached to a broadcasting antenna (WMBB-TV Panama City/FL) with the left wing, however the pilot managed to recover to Tyndall AFB with the F-15 left side trashed from the wire. On landing it departed the runway and wound up on its nose when the nose gear failed. The pilot made a hasty exit and left the #2 engine running which proceeded to suck up dirt until Flight Safety came and shut it down. Apparently the refueling probe structure was all that was holding the left wing on. Usable parts were removed and the rest was recycled.

On display in the Personal Courage Wing at the Museum of Flight. This replica was begun in 1971 and completed in 1988. It is in the markings of American ace Lt. George A. Vaughn, who served with No. 84 Sqn. RAF in May 1918.

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

Taking off on what I assume is the first flight of the aircraft. It was used for research of STOL capabilities, using a new wing, engines and lift characteristics. The aircraft demonstrated its STOL performance by operating aboard the aircraft carrier USS Kitty Hawk without a need for catapult launch or landing arresting gear.

The QSRA was created in the late 1970's/early 1980's for experimental flight research, aimed at developing technology for quiet short haul commercial airliners with short take off and landing capabilities. The aircraft was remanufactured from the DHC-5 Buffalo. Boeing created an all-new wing incorporating boundary layer control, four Lycoming turbofans which exhaust over the upper surfaces of the wings and new engine nacelles and cross-ducting Coanda flaps. This made it possible to research upper surface blowing, which allowed the aircraft to fly at very high lift coefficients.

Delivered new 26th Jan 1967 as a series 61, converted to series 71 Dec 1982, then to a freighter Apr 1992 and transferred to Burlington Air Express, re-registered N822BX May 1993