SC's airliner lists

Boeing 707/720 and KC-135 Stratotanker

The first flight of the 707 in 1954 marked the start of the jet-revolution in airline-business. Pan Am introduced the 707 in 1958, and within 4 years, most airlines had fleets of 707s or its rival the DC-8 for the more prestigious inter- and transcontinental flights.
The shorter 720 was aimed for the medium-haul maket, before the more successful 727 was available. Turbofan-engined 707-100Bs, 320Bs and (cargo-convertible) 320Cs remained in production till the 1970s. Military (AWACS) versions even remained in production till 1991. Now, some civil and many military variants still survive.	photo: Servaas Verbrugge, Shannon 1991 This early 707-123B had a long carrier, first with American, later with Cyprus Airways, before flying with Aeronica as YN-CCN. Here is it seen withdrawn from service in 1991. The 707-300C was the ultimate civil 707-variant. With its side-cargo door, it remained popular by small freight-airlines way after passenger airlines disposed them in favor of more modern aircraft. photo: Dirk Fosté, YR-ABC of JARO, Ostend 1998
The KC-135 tanker for the USAF was based on the same design but had a smaller fuselage diameter. Of the 820 built between 1955 and 1965, unlike the 707 more then 600 survive, also due to the CFM-56 reengine program. Download this zip-file for Excel ( ar. 400 kb) for the complete histories and fates of every 707 and KC-135.

Boeing 717: see Douglas MD-80/90/717 page

Boeing 727

For years the most successful airliner, one of the most graceful aircraft ever made by Boeing. It was the backbone of American domestic travel for the last 35 years. Most airlines are in process of replacing the venerable 727 by newer MD-80s, Airbuses, 737s and 757s, or have already done so.

But most American major original operators still have some dozens in service. In the rest of the world, the plane now mainly operates as a freighter. photo: Sebastián Popovsky, late 90s
Above, a 727-100 , CP-1223, of LAB (Bolivia). Few passenger and some
freighter-versions of this original version are still active.
The last European airlines, have their passenger fleets of 727s, just like some
of the last major US operators, like American, United, Northwest and Delta.
Aerolineas Internacionales continues to fly this 727-223 XA-TPV from 1968
photo: Servaas Verbrugge, Hermosillo 3 April 2002

Check out the full histories of all 1832 built aircraft and their current operators, photo's and links. Which airliners still fly with how many 727s? The location of the stored airliners? Download this zip-file for Excel (333 kb)

External 727 Links
Boeing's (official) 727-site | Clube do 727 | Photovault-gallery |Bensons Boeing 727 (technical) site

Boeing 737

Boeing 737 'classic'
(series 100/200/300/400/500)

photo: Micha Lück, Christchurch 28 August 2001
This 737-200 ZK-NQC is flown by Air New Zealand no frills affiliate Freedomair.
photo: Aart Langevoort, 31 March 2004, Amsterdam
YL-BBB, a 737-500 of Air Baltic with special ballerina tail colours

Boeing announced the 737 in 1965, to get a hold on the regional jetliner-market, where McDonnell- Douglas' DC-9 was successful. Sales were quite sluggish in the '70s; total production reached a modest 700 by 1980 while the other Boeings were all doing better. But 1980 also proved to be a turning-point; the 737-200 advanced became a bestseller, due to airliners replacing older 727-100s, BAC 1-11s, Caravelles with it or creating new markets (like Southwest Airlines). Engines of the 200-series were becoming outdated, though, and Boeing first flew the re-engined and stretched 300 in 1984. A bigger (400) and smaller (500) counterpart followed soon. This generation outsold any competitor; the building-rate was around 100 to 200 airframes a year from 1985 to 1998. The 3132nd and last 737 "classic' was delivered to CSA in January 2000.
Download this zipfile for Excel (appr. 440 Kb).

Boeing 737 'next generation'
(series 600/700/800/900/BBJ) 737 NG

photo: Chris Delvaux, Köln 22 Aug 2002
737-700 D-AGEN of Germania, special billboard colours 737-838 VH-VXJ of Qantas photo: Rod Eime

The Next Generation 737 was announced in 1993.
Compared to the 300-500s series many modifications are made inside and out. The 700 is the same size as the old 300, the 800 is longer than the 400, and is the best-selling of the three versions now available. But the 600, as big as the 500, doesn't sell. The longest version, the 900, which started service in 2001, filled the last gap between the 737 and 757-family's. To market the next-generation, Boeing started a new line-numbering system for it, although the differences between either the 100/200 and the 300/400/500 are at least as big.Although marketeers may worry because many of the biggest 737-classic operators, like United, US Airways, Lufthansa, British Airways and America West, ignore the 737NG-series and chosen the Airbus-320 family instead, the 737NG is being built in an amazing amount of around 200 a year, so it has reached the 1000-mark in a recordbreaking 4,5 years after entering service.

Boeing 747

The Boeing 747 Jumbo Jet first flew in 1969. Its upperdeck was based on the idea the aircraft could easily carry on as a freighter, when it would became superfluous due to supersonic transports. But mass supersonic passenger transport never came, and 30 years later the 747 is still in production.

Many airlines replace their 'classic' 747-100s, 200s and 300s with the 400-variant (sold since 1988), but the 747 is loosing marketshare against the more efficient two-engined widebodies. photo: Chris Delvaux, Amsterdam 22 March 2003
The characteristic features of the 747 upperdeck are useful for freighters, JA8193
still in service for JAL in it's new postmerger (with Japan Air Services) colours

747-400F HL7422 of Asiana Cargo in Amsterdam 9 August 2002.
photo: Aart Langevoort

The new Extended Range version made its first flight in August 2002, but the long expected stretched version will probably never be built.
Which airliners fly with how many 747s? The location of the stored airliners? Download this zip-file for Excel (Appr. 171 kb)

External 747 Links
Boeing 747SP Website | the Boeing 747 Information Centre

Boeing 757

Air Holland PH-AHK with special added Kenya Here We Come titles

Air Holland 757-200 photo: Servaas Verbrugge, ar '91
Together with the wide-body 767, Boeing launched the 727-follow up 757 in 1978. After a slow start, the sleek and graceful jetliner became very popular by all US major carriers and many, mainly European, charter companies alike.
JMC Air 757-300 photo: Terry Wade, Gatwick 2001
The even more sleek and stretched -300 version is now in service with some charter companies and adds to the reasonable production rates which slowed down after the success in the 90s. Download the spreadsheet now (ar. 98 kb).

Boeing 767

Boeing announced their (slighly smaller) answer to the Airbus 300 in 1978. Alarm-bells rang when some early orders were deferred or cancelled, but when longer range and stretched variants (300) came in, the order-flow was a steady and satisfying one.

The 767 pioneered in reliable ETOPS-flying across the Atlantic.
photo: Sebastián Popovsky, Buenos Aires, 1999
The most popular version of the 767 is the 300 series. LAPA used one for their
busiest flights from Buenos Aires, but had to return this LV-ZPL after two years.
The 767-400 is only sold to Delta and Continental, and is obviously longer than the
earlier version, as to be seen in the picture.
photo: Terry Wade, Gatwick 2001

A further stretched development, the 767-400, made it's first flight in september 1999. It doesn't add much new to the 777-200, which is now Boeings bestselling widebody. But all in all, Boeing can be satisfied with overall sales exceeding 900, although a new 7E7 might be the high tech answer for Airbuses increased competition in this market.

Boeing 777

photo: Terry Wade, Gatwick 2001
The biggest twin airliner in service yet first flew in 1994. With sales nearing 500, its success is comparible to the competing but slighly smaller Airbus 330/340 family.. photo: Micha Lück, Frankfurt 30 August 2001
The stretched -300 version -suitable to replace older 747 jumbo's- is now in service with some Asian companies but the -200 version remains the most popular.

For years the most successful airliner, one of the most graceful aircraft ever made by Boeing. It was the backbone of American domestic travel for the last 35 years. Most airlines are in process of replacing the venerable 727 by newer MD-80s, Airbuses, 737s and 757s, or have already done so.
But most American major original operators still have some dozens in service. In the rest of the world, the plane now mainly operates as a freighter.	photo: Sebastián Popovsky, late 90s Above, a 727-100 , CP-1223, of LAB (Bolivia). Few passenger and some freighter-versions of this original version are still active. The last European airlines, have their passenger fleets of 727s, just like some of the last major US operators, like American, United, Northwest and Delta. Aerolineas Internacionales continues to fly this 727-223 XA-TPV from 1968 photo: Servaas Verbrugge, Hermosillo 3 April 2002
Check out the full histories of all 1832 built aircraft and their current operators, photo's and links. Which airliners still fly with how many 727s? The location of the stored airliners? Download this zip-file for Excel (333 kb)

Boeing 737 'classic' (series 100/200/300/400/500)

photo: Micha Lück, Christchurch 28 August 2001 This 737-200 ZK-NQC is flown by Air New Zealand no frills affiliate Freedomair.	photo: Aart Langevoort, 31 March 2004, Amsterdam YL-BBB, a 737-500 of Air Baltic with special ballerina tail colours
Boeing announced the 737 in 1965, to get a hold on the regional jetliner-market, where McDonnell- Douglas' DC-9 was successful. Sales were quite sluggish in the '70s; total production reached a modest 700 by 1980 while the other Boeings were all doing better. But 1980 also proved to be a turning-point; the 737-200 advanced became a bestseller, due to airliners replacing older 727-100s, BAC 1-11s, Caravelles with it or creating new markets (like Southwest Airlines).	Engines of the 200-series were becoming outdated, though, and Boeing first flew the re-engined and stretched 300 in 1984. A bigger (400) and smaller (500) counterpart followed soon. This generation outsold any competitor; the building-rate was around 100 to 200 airframes a year from 1985 to 1998. The 3132nd and last 737 "classic' was delivered to CSA in January 2000. Download this zipfile for Excel (appr. 440 Kb).

Boeing 737 'next generation' (series 600/700/800/900/BBJ)	737 NG

photo: Chris Delvaux, Köln 22 Aug 2002 737-700 D-AGEN of Germania, special billboard colours	737-838 VH-VXJ of Qantas photo: Rod Eime
The Next Generation 737 was announced in 1993. Compared to the 300-500s series many modifications are made inside and out. The 700 is the same size as the old 300, the 800 is longer than the 400, and is the best-selling of the three versions now available. But the 600, as big as the 500, doesn't sell. The longest version, the 900, which started service in 2001, filled the last gap between the 737 and 757-family's. To market the next-generation, Boeing started a new line-numbering system for it, although the	differences between either the 100/200 and the 300/400/500 are at least as big.Although marketeers may worry because many of the biggest 737-classic operators, like United, US Airways, Lufthansa, British Airways and America West, ignore the 737NG-series and chosen the Airbus-320 family instead, the 737NG is being built in an amazing amount of around 200 a year, so it has reached the 1000-mark in a recordbreaking 4,5 years after entering service.

The Boeing 747 Jumbo Jet first flew in 1969. Its upperdeck was based on the idea the aircraft could easily carry on as a freighter, when it would became superfluous due to supersonic transports. But mass supersonic passenger transport never came, and 30 years later the 747 is still in production.
Many airlines replace their 'classic' 747-100s, 200s and 300s with the 400-variant (sold since 1988), but the 747 is loosing marketshare against the more efficient two-engined widebodies.	photo: Chris Delvaux, Amsterdam 22 March 2003 The characteristic features of the 747 upperdeck are useful for freighters, JA8193 still in service for JAL in it's new postmerger (with Japan Air Services) colours 747-400F HL7422 of Asiana Cargo in Amsterdam 9 August 2002. photo: Aart Langevoort
The new Extended Range version made its first flight in August 2002, but the long expected stretched version will probably never be built. Which airliners fly with how many 747s? The location of the stored airliners? Download this zip-file for Excel (Appr. 171 kb)


Air Holland 757-200 photo: Servaas Verbrugge, ar '91 Together with the wide-body 767, Boeing launched the 727-follow up 757 in 1978. After a slow start, the sleek and graceful jetliner became very popular by all US major carriers and many, mainly European, charter companies alike.	JMC Air 757-300 photo: Terry Wade, Gatwick 2001 The even more sleek and stretched -300 version is now in service with some charter companies and adds to the reasonable production rates which slowed down after the success in the 90s. Download the spreadsheet now (ar. 98 kb).

Boeing announced their (slighly smaller) answer to the Airbus 300 in 1978. Alarm-bells rang when some early orders were deferred or cancelled, but when longer range and stretched variants (300) came in, the order-flow was a steady and satisfying one.
The 767 pioneered in reliable ETOPS-flying across the Atlantic.	photo: Sebastián Popovsky, Buenos Aires, 1999 The most popular version of the 767 is the 300 series. LAPA used one for their busiest flights from Buenos Aires, but had to return this LV-ZPL after two years. The 767-400 is only sold to Delta and Continental, and is obviously longer than the earlier version, as to be seen in the picture. photo: Terry Wade, Gatwick 2001
A further stretched development, the 767-400, made it's first flight in september 1999. It doesn't add much new to the 777-200, which is now Boeings bestselling widebody. But all in all, Boeing can be satisfied with overall sales exceeding 900, although a new 7E7 might be the high tech answer for Airbuses increased competition in this market.


photo: Terry Wade, Gatwick 2001 The biggest twin airliner in service yet first flew in 1994. With sales nearing 500, its success is comparible to the competing but slighly smaller Airbus 330/340 family..	photo: Micha Lück, Frankfurt 30 August 2001 The stretched -300 version -suitable to replace older 747 jumbo's- is now in service with some Asian companies but the -200 version remains the most popular.