The complete story of JAT’s iconic Boeing 737 fleet

Written by Veljko Marinković

On August 8, 1985, at 10:30 AM, the first Boeing 737-300 series aircraft landed at Belgrade Airport, marking the type’s introduction into JAT’s fleet. It was not only the first 737-300 to enter scheduled service in Europe but also the fourth of its kind delivered to JAT, eventually becoming the oldest active 737-300 in the world by 2020. This fleet, shaped by a series of historic milestones, stands as one of the most unique in global aviation. Remarkably, JAT’s Boeing 737-300s remained in continuous service for 36 years, retaining their original registrations throughout their entire operational lifespan with the same airline—an exceedingly rare feat in modern aviation. Throughout their decades-long journey, these aircraft operated across nearly every continent, from North and South America to Europe, Africa, the Middle and Far East, and all the way to Australia, all while proudly bearing the “YU” registration on their fuselages.

While an article on the Boeing 737 in the JAT has already been published on EX-YU Aviation News, today marks a truly special milestone - 40 years since the arrival of the very first Boeing 737! To commemorate the occasion, we’re taking a deep dive into the complete history of every aircraft in the iconic -3H9 fleet. Rather than a farewell flight, this is the definitive story of JAT’s Boeing 737s - told step by step, from delivery to retirement.

First JAT Boeing 737, first B737-300 in Europe, YU-AND, first flight » Somewhere above the US coast, July 1985 (Source: Espace Patrimoine Safran)

YU-AND

MSN: 23329; LN: 1134; Roll Out: Jun 2, 1985; First Flight: July 12, 1985; Delivery: July 31, 1985 (to JAT)

Headlines such as “Landing in the 21st Century”, “The Most Modern Aircraft Now Flies for JAT”, and “The First Boeing 737 - A First for Europe and for JAT” heralded the arrival of JAT’s first Boeing 737-300, registered YU-AND. The delivery flight, operating under the newly designated flight number JU137, spanned over 12,000 kilometres from Seattle, with fuel stops in Canada and Shannon. For the final sector from Shannon to Belgrade, JAT Captains Radišević and Šajn took over from the Boeing crew, leveraging their experience in European airspace under the supervision of Boeing instructors, becoming the first Yugoslav crew to operate a “Classic” Boeing 737.

The very next day, YU-AND entered revenue service in a striking silver livery, used exclusively by JAT on this aircraft type, operating its inaugural commercial flight on the Belgrade – Istanbul - Amman route (JU434/435), replacing the Boeing 727. The introduction of the 737-300 brought notable operational efficiencies, with fuel consumption on such routes reduced by up to seven tons compared to the 727.

August 10, 1985, became a milestone date in EX-YU aviation history as Podgorica Airport (TGD) welcomed the country’s first domestic Boeing 737 flight - a promotional service carrying passengers who had won their seats in a special raffle. Continuing its promotional efforts, JAT awarded the 5.000th passenger on the Boeing 737 with a free return ticket on August 22 during a flight from Belgrade to Frankfurt. Nine days later, the 10.000th passenger also received a return ticket, along with symbolic gifts handed out to other participants of the celebratory campaign.

First JAT Boeing 737» Cabin interior » Exterior » On assembly line at Boeing factory » Roll Out » In flight » 1985

First JAT Boeing 737 taxing prior departure for its first domestic flight to Podgorica » Belgrade Airport, 1985

YU-AND attracted considerable attention at every airport it visited during its early days of service. On August 15, upon arrival at Frankfurt Airport, the aircraft was met by a large crowd of media representatives, aviation professionals, Lufthansa staff, and pilots all eager to see the first Boeing 737-300 operating scheduled flights in Europe, proudly flown by JAT. JAT had introduced the Boeing 737-300 into commercial service ahead of major European carriers such as Lufthansa, KLM, British Airways, and Air France. Interestingly, Orion Airways, a relatively small British charter airline, was the first in Europe to order the type, but it was JAT that launched it into scheduled operations on the continent. The fact that two relatively modest airlines were the first to embrace what would become one of the most successful aircraft in history likely surprised many in the industry at the time.

JAT's first Boeing 737, YU-AND, after its first flight to the Frankfurt Airport » Focus is on the brand-new CFM-56-3 engines (Source: Fraport AG Archives)

Boeing 737-300 ad: JAT flies the leader, 1985

It is important to highlight the notable differences between the first Boeing 737-300 delivered to Orion Airways (registration G-BLKB) and the one delivered to JAT. While Orion’s aircraft was exclusively deployed on inclusive tour (IT) charter services, JAT’s “Delta” (YU-AND) was the first 737-300 to operate scheduled flights to major European air hubs. Orion’s aircraft was originally intended to feature 149 seats and two lavatories, but a last-minute configuration change resulted in a 144-seat, single-class layout with reduced onboard amenities. In contrast, JAT opted for a more premium configuration. Its 737-300 was outfitted with 138 seats, divided into two classes: 54 seats in "Adriatic Class" at the front, and 84 in economy. Introduced in 1983, Adriatic Class was JAT’s distinctive business class product on European routes. In terms of onboard experience, JAT’s aircraft set a new standard. Each 737-300 was equipped with a video system and an eight-channel audio setup, making JAT the first European airline to introduce in-flight entertainment (IFE) on short-haul Euro-Mediterranean services. The IFE content included short films, safety demonstrations, duty-free shopping presentations, and 15-minute promotional features showcasing Yugoslavia’s tourism highlights. The installation cost of this advanced IFE system was approximately $190.000 per aircraft.

Unfortunately, the first Boeing 737-300 delivered to Orion, later operated by Southwest Airlines, was written off following an incident at Burbank Airport in 2000. The remaining three were dismantled in the early 2000s, leaving YU-AND as Europe's oldest preserved Boeing 737 series 300.

JAT Boeing 737 ads: They have already flown on our new plane!

JAT Boeing 737 ads: Introducing our new Boeing 737-300! Now featuring refreshments and in-flight entertainment

The promotion for the new aircraft continued throughout September 1985 in Paris. Organised by JAT, Boeing, and CFMI/SNECMA, the event showcased the aircraft's new features. The first JAT 737, the most advanced plane of its time, attracted over 700 guests from various sectors of aviation. Flight attendants in national costumes warmly greeted the attendees. During those days in "The City of Lights", JAT's Boeing 737 YU-AND was the plane everyone was talking about.

First trip report onboard JAT's new Boeing 737, 1985 » For more, take a look at the EX-YU Aviation trip reports section

From October 1989 to January 1990, “Delta” operated flights in Australia. Due to a pilot dispute, JAT unexpectedly wet-leased two Boeing 737s (-AND and -ANJ) to Australian Airlines. The delivery flight to "The Land Down Under" was operated via Chinghai (Madras) and Darwin before arriving in Melbourne. Besides Australian Airlines, the 737 also served Ansett in Australia. Neither of the two exist anymore.

JAT Boeing 737 YU-AND taxiing after performing its first flight as JU210 » London Heathrow Airport, 1985, photo by Richard V

In June 1992, JAT faced its first suspension of all international operations due to UN sanctions. As a result, the majority of the JAT fleet was grounded, including Europe's first Boeing 737. The aircraft returned to service in 1998, featuring its full JAT colors and upgraded business class seats. For the first time in over 30 years, a JAT aircraft received a name, excluding the initial two DC-10s named after Nikola Tesla and Edward Rusjan. At an official event at Belgrade Airport in April 1998, YU-AND became the first aircraft named after the medieval Serbian capital, Kruševac. The remaining Boeing 737s were planned to be named after cities in Serbia and Montenegro: Niš (of course YU-ANI), Šabac, Vršac, Novi Sad, Tivat (YU-ANV), Kotor, Cetinje, and Prizren. Unfortunately, new sanctions that followed prevented the rest of the 737s from bearing new names, while only the DC-10 YU-AMB proudly carried the name City of Belgrade.

JAT Boeing 737 YU-AND “Kruševac”, Zurich-Kloten Airport, 1998, photo by Graham Dinsdale. This JAT scheme was introduced in the summer of 1997, an update of that which appeared in 1994. Changes included a larger JAT title placed in a slightly lower position on the fuselage and the use of the colours of the Yugoslav flag on the cross stroke of the capital letter ‘A’

JAT Boeing 737 YU-AND “Kruševac” accompanied by the aerobatic team Flying Stars Galeb G-4 at Vršac Air Show, 1998

In September 1998, AND became part of the Air Afrique fleet under a wet lease agreement until April 2000, featuring 20 business and 108 economy seats. It later returned to Africa for a Nigerian stint, operating for Belleview Airlines from September 2006 until the following April. In 2012, the “Delta” was presented with a new layout, which included a new seating arrangement. Jat Airways offered 134 Recaro leather seats in a full economy layout. In business class, the seating mirrored that of economy, but the middle seat was blocked and utilised as a tray table, providing passengers with additional space. Only YU-AND and ANJ of the 737 fleet received the new cabin interior retrofit.

Jat Airways B737 YU-AND as JU 350 on finals to Frankfurt, 2008, photo by Thomas Becker

With the arrival of Airbus A319s into the Air Serbia fleet, the aging Boeing 737s were gradually withdrawn from front-line service. YU-AND, the pioneer of the -300 series in Europe, was initially placed into storage in Belgrade. However, in May 2014, it made a surprise return to the skies under Air Serbia’s newly introduced Aviolet charter brand. Although originally intended for charter operations only, “Delta” frequently operated scheduled JU flights across Europe over the next six years, continuing to draw attention from aviation enthusiasts - just as it had in its early days. In a notable twist, YU-AND was used as the Serbian government’s official transport aircraft during a state visit to Turkey in 2018, despite having been previously labelled “old and unsafe” by some officials. After 35 years of continuous service, the aircraft was permanently retired in March 2020, coinciding with the onset of the global COVID-19 pandemic. Today, the first Boeing 737-300 ever delivered remains at Belgrade Airport, awaiting its planned preservation and display at the Museum of Aviation. However, both the timeline and condition of the aircraft remain uncertain.

Aviolet Boeing 737 YU-AND, departing Stockholm, 2018

The story behind the Boeing 737-300 at JAT dates back to 1984, when the airline needed a replacement for its aging DC-9 and B727 fleets that operated on the Euro-Mediterranean network. At that time, the oldest DC-9 was fourteen years old, and the B727 was ten, both belonging to the second generation of jets. Faced with a volatile market, escalating fuel prices and increasing competition, JAT moved faster than expected. The main goal was to choose an aircraft that would enable more frequent flights instead of greater capacity, while also cutting costs. Ultimately, JAT selected the Boeing 737-300 over the MD-80/81/82 (known as the DC-9 Super 80), already in use by Inex Adria, and the Airbus A320, which was projected to enter service in 1988/1989. The 737-300 featured many innovations along with significant improvements in aerodynamics, structure, cockpit and cabin design. It used composite materials for all flight controls, which helped reduce weight. Its sole engine was the GE and SNECMA CFM-56-3, which was central to the advancements of the Boeing 737-300 and showed nearly 20% higher efficiency compared to the earlier JT8D engine. Yugoslav Airlines, as the launch customer of the B737-300 in Europe in scheduled service, had the most modern and fuel-efficient aircraft in the sky.

The plane everyone is talking about! » JAT Boeing 737 ads published in Belgrade-based Ilustrovana politika and Sarajevo VEM magazine, 1985

YU-ANF

MSN: 23330; LN: 1136; Roll Out: July 15, 1985; First Flight: July 31, 1985; Delivery: Aug. 15, 1985

JAT’s second B737 was delivered a week after the first. It entered scheduled service a day following its delivery, operating on a flight from Belgrade to Frankfurt. This aircraft had the least lease time among the JU 733-registered fleet, having flown only for the Aero Contractors Company of Nigeria for one year in 2006. One interesting fact that must be emphasized is that, according to available data, YU-ANF was certified for carrying a larger amount of cargo at the time of delivery than YU-AND.

JAT Boeing 737 YU-ANF on delivery through Shannon » August 1985, by Malcom Nason

An intriguing chapter in YU-ANF’s history unfolded during the complete air blockade of Yugoslavia in June 1992. Just nine days before the scheduled June 11 kick-off of Yugoslavia’s first match against England at the UEFA European Championship in Sweden, the national football team was forced to return to Belgrade after being disqualified from the tournament due to UN-imposed sanctions. With nearly all flights to Belgrade suspended, their return home became a logistical challenge. However, under a special UN exemption, JAT dispatched the Boeing 737 “Foxtrot” to Stockholm Arlanda to retrieve the stranded team. Operating under flight number JU380/381, the aircraft was commanded by the legendary Captain Stevan Popov. Due to the political situation, the flight took a non-standard route. Hungarian air traffic control denied the aircraft entry into their airspace, while initial approval from Romania was later complicated. The 737 had to hold over Vršac for nearly 30 minutes as Captain Popov and ATC coordinated a revised clearance to cross Romanian territory,an effort that eventually succeeded, bringing the national team safely back to Belgrade.

JAT Boeing 737 YU-ANF at Stockholm Arlanda Airport, 1992

After landing in Stockholm, new challenges quickly emerged. The crew was informed that British Petroleum refused to refuel the aircraft. Over the next seven hours, as passengers were held at the gate, tense negotiations unfolded. Captain Stevan Popov soon realized time was running out, if YU-ANF did not depart before midnight, the aircraft risked being seized by Swedish authorities under the terms of the UN sanctions.

Faced with the possibility of losing the aircraft, Captain Popov took a bold step. He ordered the boarding of passengers and initiated start-up of both CFM56-3 engines, drawing immediate attention and prompting a fresh round of negotiations. The Yugoslav ambassador intervened, but Swedish officials remained reluctant to authorize refuelling. The situation changed when $2.000 in cash was secured, prompting Norwegian oil company Statoil to step in and supply the much-needed fuel. Finally, at 8:25 PM, seven hours behind schedule, YU-ANF took off for Belgrade.

While applause is typically reserved for landings, this time passengers erupted in cheers upon takeoff, overcome with emotion and relief. On board were some of Yugoslavia’s most prominent footballers, including Dragan Stojković-Piksi, Siniša Mihajlović, Dejan Savićević, and Predrag Mijatović. The flight turned out to be the last Yugoslav passenger service between Stockholm and Belgrade for the next three and a half years. Shortly before midnight, “Foxtrot” touched down on Runway 12 at Belgrade Airport, where it would remain grounded for the next five years. According to Captain Popov’s own account in the book "Plavetnilo Popov: Steva" (highly recommended for aviation enthusiasts), had fuel not been secured, he was prepared to take off and attempt an emergency landing on a Swedish highway.

Just days later, Denmark, invited as a last-minute replacement for Yugoslavia, took over the team’s hotel rooms in Sweden and went on to win the UEFA European Championship, lifting the trophy in Gothenburg on June 26.

Preparing for departure to Belgrade as JU241 » Paris Charles de Gaul Airport, 2001

In 1999, YU-ANF once again etched its name into Yugoslav aviation history, this time on a far more perilous mission. When NATO airstrikes struck near Belgrade Airport during the bombing campaign, JAT management made the critical decision to evacuate the fleet to prevent irreversible damage or destruction. At precisely noon on March 29, 1999, without prior warning and fully aware of the risk of being shot down, the first evacuation flight took off: a Boeing 727 (YU-AKL), with Captains Sava Ostojin and Stevan Ignjatović, along with Flight Engineer Mikailo Rogić. Five minutes later, the DC-10 (YU-AMB) followed, piloted by Captains Dragutin Simonović-Šara and Jovan Buta, with F/E Siniša Nikolić. Next in line was the Boeing 737-300, YU-ANF. Captains Zoran Igrutinović and Dragan Stupar applied full thrust to both CFM56 engines on Runway 30. Just moments after liftoff, “Foxtrot” executed a sharp right turn, climbing at maximum vertical speed, an aggressive departure profile intended to minimise exposure, and set course for Bucharest, safely reaching cruising altitude. Following YU-ANF was YU-ANV, flown by Captains Jovan Čopa and Božidar Milojević. The following day, another 737, YU-ANK, was evacuated by Captain Stevan Popov and First Officer Boris Crnadak.

According to available records, these remain the only known flights of Boeing 737 passenger aircraft conducted during an active air raid alert.

YU-ANF operated for JAT flights from its base airport for the next 13 years. Records show that ANF operated an inaugural flight to Abu Dhabi in 2009, almost 20 years after Yugoslav Airlines operated its first flight to the UAE capital. YU-ANF was the second Boeing 737 to leave JAT's fleet in 2012, and it was also the first to be scrapped in 2018.

JAT Airways Boeing B737-300 YU-ANF, landing at London Heathrow in 2012, photo by C.S. Chaulk

Interestingly, JAT did not originally own the first two Boeing 737s. As per a September 1984 contract, at a time when only six carriers worldwide had made orders, JAT leased these planes for ten years, through a financial arrangement with Chemical Bank London. The contract included a clause allowing the purchase of the aircraft at favorable prices without additional costs, which was later done. The book price for the new 737-300 was then 23 million US dollars, with at least 50% of the price paid through exporting Yugoslav goods to the US and aircraft components to Boeing. Soko Mostar “Vazduhoplovstvo” began its partnership with Boeing as early as 1980, producing 300 aircraft window frame assemblies for the 727 and 737. In 1983, a new contract was signed to produce 55 aileron hinge boxes for the 737-300, followed in 1984 by an additional order for 230 pieces, worth approximately 2 million US dollars. Soko Mostar initiated the production of the lateral control box for the wings of B733. Notably, the first Boeing 737 series 300 YU-AND in Europe for scheduled service was equipped (and still has) parts manufactured in the former Yugoslavia bearing the label Made in Yugoslavia. It was particularly important for JAT that Soko Mostar produced close to half of the necessary tools and equipment for maintaining the new Boeing 737, significantly lowering costs for introducing this aircraft type into the fleet and diminishing reliance on external suppliers, which were virtually non-existent in Europe at that time. For instance, Soko Mostar constructed and produced 165 tools for just one CFM56 engine module (considering there are eight engine modules), covering about 80% of the required equipment, resulting in savings of around 10.000 US dollars for JAT per module. Subsequently, Soko also provided cockpit doors and emergency exits for the 737 family, including the latest Boeing model - the 757.

Soko Aircraft Industry advertisement regarding Boeing 737 production portfolio » 1985

CFM 56 engine ad: Thank you JAT, for being the first scheduled airline in Europe to fly the new Boeing 737-300 » (Source: Espace Patrimoine Safran)

Prva Petoletka Trstenik also manufactured components for the Boeing 737-300, including landing gear and braking system parts. It earned certification as a Boeing part supplier in 1989. Similarly, Utva Pančevo received Boeing certification, producing machined and sheet metal parts, tools and assemblies such as slats, wingtips and floor supports for the Boeing 737 and Boeing 757 aircraft. Cooperation with foreign partners was reestablished in 1996, when Utva partnered with IAI – Bedek Division to produce the cargo door plug used for the Boeing 747-200 passenger to freighter conversion. Composed of over 1,500-part numbers, the cargo door plug was produced in Utva and assembled at the IAI facilities.

Prva Petoletka Trstenik certificate as a Boeing 737 parts supplier » 1989

YU-ANH

MSN: 23415; LN: 1171; Roll Out: Nov. 5, 1985; First Flight: Nov. 22, 1985; Delivery: Dec. 10, 1985

The third Boeing 737 series 300 joined the JAT fleet in December 1985. ANH was the first 737 that JAT owned, purchased directly from the Boeing Company. It was uniquely the sole member of the fleet to operate actively in South America, serving for the Brazilian airline VASP under registration PP-SNY, in a combined JAT and VASP livery, from November 1986 to April 1987 before returning to JAT. According to records, ANH operated the inaugural flight to Tehran from Belgrade in 1991.

JAT Boeing 737 YU-ANH on finals to Heathrow, on the cover page of the book “Modern civil aircraft: Boeing 737” (highly recommended for all 737 lovers), photo by A. Burney

In 1992, YU-ANH, along with YU-ANJ, were dry-leased to the newly established Bosphorus Airways (Bosphorus Hava Yollari Turizmve Ticaret Anonim Şirketi), a Turkish charter airline. Under the name “Hakan”, it was registered as TC-CYO in the Turkish Civil Aviation Register. Bosphorus paid a lump sum of 1,000,000 USD for each aircraft upon delivery, with a monthly rental of 150,000 USD for the 733. In May 1993, the leased YU-ANH arrived in Dublin for a C-Check at Aer Lingus facilities. However, while awaiting clearance from air traffic control to depart for Istanbul, the aircraft was halted and seized by the Irish Government due to a potential serious breach of UN sanctions against the Federal Republic of Yugoslavia (Serbia and Montenegro). “Hotel” was stored at Dublin Airport, and Bosphorus launched legal action to reclaim the plane, asserting that the sanctions were not violated. Ultimately, in July 1997, after four years on the ground and the completion of legal proceedings, ANH was returned to JAT, taking off for Belgrade shortly after. Notably, JAT paid 389,609.95 Irish pounds to Dublin Airport to cover parking, maintenance, insurance and related costs. Meanwhile, Bosphorus Airways brought their case to the European Court of Human Rights in Strasbourg against Ireland, but the 2005 ruling dismissed the preliminary objections, affirming there was no rights violation.

JAT Yugoslav Airlines Boeing 737-3H9 YU-ANH and United Airlines Boeing 747-238 N161UA seen from the Queens Building terraces » London Heathrow, 1991

From 1998 to 2007, YU-ANH flew for JAT/Jat Airways, and operated under the colors of Air Afrique and Aero Contractors of Nigeria before being decommissioned and stored in Belgrade in 2007. It was the first Boeing 737-300 to exit the JAT fleet, subsequently serving as a source of spare parts for the next decade, and was eventually scrapped in 2020 at Belgrade Airport Nikola Tesla.

JAT Boeing 737 YU-ANH taxing at Copenhagen Kastrup Airport in 1988, photo by Arne V Petersen

The introduction of the Boeing 737-300, a completely new aircraft type that had not been used in Europe until then, was a bold and high-risk move. Its limited operational experience in the region posed challenges for maintenance and crew training. As a result, JAT initially deployed the 737-300 mainly on short-haul, often domestic routes. In this early phase, the aircraft's full potential, designed for more efficient medium-haul operations, was not fully realised. Simultaneously, there was increased pressure on the flight crews regarding the number of flying hours, which subsequently resulted in the delay or cancellation of 737 flights, leading to their replacement with another type of aircraft. Interestingly, most pilots selected for initial training at the Boeing Company came from JAT’s DC-9 fleet. This marked a significant transition, as the Boeing 737 introduced the Flight Management System (FMS) into the cockpit for the first time, requiring a fundamentally different flying philosophy compared to previous aircraft types.

JAT’s Boeing 737-300s were also unique in that they were not equipped with the Electronic Flight Instrument System (EFIS), unlike most other aircraft in the -300 series. Boeing certified the EFIS in mid-1986, by which point JAT already had four aircraft in service. Retrofitting them would have required grounding the fleet, incurring additional costs and necessitating further crew training. As a result, it was decided that subsequent aircraft would continue to be delivered with traditional analog instruments. Compounding the challenge, the only 737-300 simulator available in Europe at the time was located in the United Kingdom, further increasing the logistical and operational demands of pilot training.

JAT Boeing 737 YU-AND cockpit, pictured during its first visit to Ljubljana Airport, 1985

Moreover, most domestic airports were not fully equipped to accommodate the Boeing 737-300. JAT had previously relied on the DC-9 and B727, both of which featured built-in tail stairs, eliminating the need for ground equipment. The lack of such infrastructure contributed to delays in the flight schedule.

At the same time, various departments within JAT were not fully prepared to support the operation of such a modern aircraft. There were also teething issues related to the manufacturer. For example, the trunk liners were made of fragile plastic and were frequently damaged during cargo loading, prompting Boeing to introduce design modifications. Additionally, the aircraft experienced inadequate water flow, a problem that Boeing only resolved starting with the delivery of YU-ANK. There were also inconsistencies in the implementation of the video entertainment system. These issues collectively led to reduced daily utilisation of the Boeing 737-300, which only began to improve toward the end of 1986. By 1988, however, the aircraft had become JAT’s flagship on Euro-Mediterranean routes, with the average daily utilization of its nine Boeing 737s reaching 8.16 hours.

Cabin interior of JAT/Jat Airways/Aviolet Boeing 737 over time

A brief note on the Boeing 737-3H9 designation: the “3” refers to the aircraft series (-300), while “H9” is the unique customer code assigned by Boeing to JAT. For comparison, Aviogenex operated the Boeing 737-2K3 Advanced, with “K3” as its customer code, while Lufthansa’s aircraft bore the -330 designation. As for registration, JAT’s first 737 was registered as YU-AND. The expected registrations YU-ANA and YU-ANB were already assigned to the first two McDonnell Douglas MD-82s operated by Inex-Adria Airways. While it was uncommon to mix different aircraft types within the same registration prefix sequence, it was not entirely without precedent. Notably, the letter “C” was traditionally avoided in Yugoslav civil aircraft registrations. As a result, the history of the Boeing 737 in Yugoslav aviation officially began with the letter “D”.

Onboard JAT/JAT Airways Boeing 737: National water polo team of Serbia, 2010 » Film director Emir Kusturica » Basketball player Vlade Divac in business class » Zdravko Čolić Čola at the flight deck » Tennis player Ana Ivanović » Basketball coach Dušan Duda Ivković » photo by Milan Melka

Onboard JAT/JAT Airways Boeing 737: Zdravko Čolić Čola in the business class » Fashion Show onboard JU flight Belgrade-Rome-Belgrade, 2006 » Cast crew of Sweden’s Royal Drama Theater Dramaten » Crown Prince Alexander II and Crown Princess Katherine » TV personalities as flight attendants: Nataš Miljković and others as hosts onboard JU350 to Frankfurt with captain Velibor Slavuj, 2004 » photo by Milan Melka

YU-ANI

MSN: 23416; LN: 1175; Roll Out: Nov. 13, 1985; First Flight: Nov. 26, 1985; Delivery: Dec. 17, 1985

YU-ANI held the record for being the world’s oldest passenger Boeing 737 series 300 in scheduled service (excluding cargo and military VIP configurations), in 2020. Delivered to JAT in December 1985, it was used for the inaugural flight in October 1986 during the opening ceremony of Niš’s new airport. Thousands of locals came to welcome the jet, humorously noting that Niš’s license plates are “NI”, which coincidentally matched the last two letters of the plane’s registration, leading them to joke that even the aircraft had a Niš license plate.

JAT Boeing 737 YU-ANI pictured before its first flight for JAT, to Frankfurt. De-icing in progress, 1985 » YU-ANI opening the new Niš Airport in 1986, photo by Niš Constantine the Great Airport

JAT Boeing 737 YU-ANI taxing at Split Airport in 1987, photo by Leo Larsen

Due to UN sanctions, the aircraft was grounded in Belgrade for nearly three years, returning to service in January 1995 with a new colour scheme. In May 1996, it was wet-leased to Belgium's Constellation International for almost 3 million US dollars, becoming the first JU-737 leased to a European company after sanctions were lifted. Until 2009, YU-ANI was leased to several airlines in Africa and Europe, including Cameroon Airlines, Air Malta, Tunis Air, MAT and Air Ivoire, before finally returning to Jat Airways (configured CY126). In order to operate across Europe amid ongoing sanctions, YU-ANI was registered as Z3-AAA in 1999, flying for MAT Macedonian Airlines.

JAT Boeing 737 YU-ANI and British Airways Concorde » London Heathrow, 1995, photo by Javier Rodríguez

Jat Airways B737 YU-ANI during final approach » Skiathos, Greece, 2008 photo by Hristos Lachtaras

By 2014, it was operating scheduled and charter flights for Air Serbia through its dedicated charter brand, Aviolet, configured for 144 passengers in an all-economy layout. YU-ANI completed its final flight on January 17, 2021, from Stockholm to Belgrade, and remained grounded at Belgrade Airport until 2023, when it was sold to China for training purposes. Later that year, it was dismantled at Tianjin Binhai Airport and subsequently moved to Changzhou Aviation Vocational College, where it has been displayed since March 2025, still bearing its Aviolet livery.

Aviolet Boeing 737-3H9 YU-ANI heading on a 150 km road trip from Tianjin Binhai Airport to the Changzhou Aviation Vocational College, photo by Martin Yu

Aviolet Boeing 737-3H9 YU-ANI on display at Changzhou Aviation Vocational College, China, 2025, photo by Chuan Lu

YU-ANJ

MSN: 23714; LN: 1305, Roll Out: Oct. 15, 1986; First Flight: Oct. 31, 1986; Delivery: Nov. 17, 1986

It is quite possibly the only passenger aircraft of its kind in the world. But let’s start from the beginning. Delivered new to JAT in November 1986, the aircraft encountered a serious incident within its first month of service. During final approach to Podgorica Airport (TGD), the crew suffered a major bird strike involving a flock of seagulls, which caused damage to both engines and the aircraft’s radome. Thanks to the skill and composure of the flight crew, the aircraft, nicknamed "Juliet", safely landed in Podgorica. After undergoing repairs, it eventually returned to service. Period photographs reveal a distinctive white "nose", a visible sign of the radome replacement carried out during the aircraft’s repairs.

JAT Boeing 737 YU-ANJ approaching Frankfurt in 1988, photo by Jo Beeck

In 1989, the aircraft was wet-leased in Australia along with AND. By May 1992, it appeared in Bosphorus Airways livery, registered as TC-MIO “Kaan” under a dry-lease agreement. To avoid a fate similar to YU-ANH, ANJ was grounded at Atatürk Airport in Istanbul in 1993. This marks the beginning of an intriguing story about this 737. The aircraft was stored at IST according to manuals, with JAT technicians granted access to it. In 1996, following the lifting of sanctions, JAT sought the aircraft’s return. After Turkish authorities made a favourable decision, it was re-registered as YU-ANJ. Simultaneously, preparations began to make the aircraft airworthy again. Just as YU-ANJ was awaiting taxi clearance for its flight to Belgrade, the process was disrupted. According to available sources, Bosphorus Airways initiated a lawsuit in a Turkish court, leading to the aircraft being re-re-registered into the Turkish registry. This likely made it the first aircraft to hold two registrations simultaneously. A protracted court battle ensued, and from 1997 onwards, JAT had neither access to YU-ANJ nor any updates about its condition. Finally, in May 2000, YU-ANJ took off for its home base airport in Belgrade.

And the story continued. At the time, JAT's Maintenance Department (now known as JAT Tehnika) faced an extraordinary challenge: how to return an aircraft to service after it had been grounded for seven years, maintained under unknown conditions and stored at Istanbul Airport without oversight, all while ensuring full compliance with global safety standards. Neither Boeing's manuals nor any industry precedent offered guidance for a situation like that of YU-ANJ. Faced with this unique scenario, JAT’s engineers developed a completely original and globally unprecedented work program to restore the aircraft to airworthiness. Nearly 40.000 man-hours were invested in the project, which included the simultaneous execution of eight "C" checks. Additionally, nearly 90 mandatory modifications required by Boeing were implemented to bring the aircraft in line with current certification standards. One of the most complex elements of the project involved the engines. Visible corrosion raised serious concerns, but the true extent of the damage could not be assessed without full disassembly. Boeing and engine manufacturer CFM International initially estimated the cost of the required work at $2 million. However, JAT's engineers and mechanics successfully completed the task for under $500.000. All work was subsequently approved and certified by both local and international aviation regulatory authorities. At the time of grounding, YU-ANJ had accumulated 13.000 flight hours. However, due to the lengthy inactivity and the absence of guidance on how to log time after such a gap, its flight hours were officially reset to zero. In July 2001, nearly 15 years after its first flight, "Juliet" once again took to the skies, performing flawlessly.

With YU-ANJ’s return to service, JAT had, for the first time in nearly a decade, all nine of its Boeing 737-300s operational, even though several had previously been wet-leased to other carriers.

JAT Boeing 737 YU-ANJ arriving at Zurich, 2002

In 2004, YU-ANJ would once again capture the spotlight of both media and aviation enthusiasts. It would become the first aircraft to showcase the new dot livery featuring the newly adopted company name, Jat Airways. The aircraft's interior has undergone a complete transformation and refresh. The Business (C) class included 12 leather seats and a wardrobe. Following that, D class offered 24 seats with a movable curtain, while the remaining seats were in economy class (Y). This marked the debut of a 737 in the JAT fleet configured with 126 seats. Notably, "Juliet" was the only aircraft, and the only Boeing 737, in the entire JU fleet adorned with a color scheme that spanned the entire width of the fuselage with the name Jat Airways. In a later modification, the name Jat Airways was displayed only above the windows and in a significantly smaller size.

First roll-out of Jat Airways B737 YU-ANJ in new dot livery, 2004

Jat Airways B737 YU-ANJ at Ljubljana Airport, 2005, photo by Igor Zuzek

After a one-year adventure in Africa flying for Aero Contractors from August 2006 to August 2007, YU-ANJ continued to serve Jat Airways until 2013. That year, along with three other 733s, it became part of the Aviolet fleet operated by Air Serbia. Interestingly, during 2016, the 29-year-old YU-ANJ was wet-leased to two European airlines, Air Berlin and Montenegro Airlines, operating flights out of Cologne, Berlin, Stuttgart and Podgorica on a short-term basis. In 2019, it became the first 737 to exit the Aviolet fleet. There was an initiative for Air Serbia to preserve ANJ, along with the rest of the 737 fleet, by creating a tag from its fuselage, similar to what was later done with the retired ATR72-212, YU-ALT. Unfortunately, Air Serbia remained mute. The aircraft was ultimately scrapped in 2020.

Aviolet B737 YU-ANJ with thrust reversers applied after landing at Skiathos Alexandros Papadiamantis Airport, 2017, photo by Mattia De Bon- PITI Spotter Club

JAT Maintenance’s expertise with the Boeing 737 was recognized early on, particularly during the training and certification process, where participants received top marks. The first independent inspection of a Boeing 737 engine by JAT mechanics further demonstrated the high technical standards associated with the introduction of the 737-300 into the fleet. Boeing itself acknowledged JAT’s technical excellence by awarding the airline special recognition for achieving 100% aircraft dispatch reliability during the first three months of 737 operations, a distinction no other airline had attained at the time. Notably, the first two spare CFM56-3B1 engines were assembled entirely by JAT personnel in the hangar at Belgrade Airport, without the assistance of Boeing instructors and prior to the acquisition of a dedicated jet engine test bench. That equipment would only arrive later, in 1989, through cooperation with SNECMA. The first engine replacement on a 737 occurred in August 1986, just one year into service, when vibrations were detected in the number one engine on YU-AND. Only a month later, the number two engine was also replaced, following damage caused by improper ground handling at Gothenburg Airport. The incident grounded "Delta" for three days and significantly disrupted the already strained flight schedule, particularly as all operations had been temporarily moved to Batajnica Airport due to runway reconstruction at Belgrade.

Maintenance in progress, 1985-2021

JAT's commitment across all services was further acknowledged through a contract with CFM International, designating JAT as the maintenance centre for CFMI engines in this region of Europe. However, the breakup of Yugoslavia, followed by international sanctions, economic crisis, and the NATO bombing campaign, ultimately prevented the implementation of the contract, despite strong mutual interest in continuing joint efforts. Nonetheless, during the 1990s, JAT mechanics successfully developed a procedure to address corrosion on a specific section of the Boeing 737 wing, an issue that had not been formally recognised at the time. This innovative solution was later adopted by Boeing as a standard maintenance practice across the entire 737 family.

JAT technicians and engineers pictured after completing major works on Jat Airways B737 YU-ANI. Note that 737 lost its trademark, “eyebrows” cockpit windows

YU-ANK

MSN: 23715; LN: 1310; Roll Out: Oct. 27, 1986; First Flight: Nov. 12, 1986; Delivery: Nov. 26, 1986

YU-ANK will be remembered in the history of EX-YU aviation as having performed the final commercial flight of the Boeing 737 fleet, concluding nearly 36 years after the type entered the fleet. The last flight was operated as JU351 from Frankfurt to Serbia's capital on February 8, 2021. At the same time, this was the end of an era: for the first time in 50 years, Air Serbia was no longer a Boeing operator. YU-ANK became the best-preserved aircraft carrying the YU sign on the fuselage, since it is displayed at the Jiangxi Institute of Economic Administrators Xinganshang Training Centre as a training airframe.

Boeing 737-3H9 YU-ANK on display at the Jiangxi Institute of Economic Administrators Xinganshang Training Centre, China, photo by Eric Wang

Delivered in November 1986, it was the fifth Boeing 737 acquired by JAT, representing the first delivery under a new contract and featuring modifications based on feedback from JAT to Boeing. This aircraft boasts the longest operational history with JAT, having primarily flown from its hub in Belgrade, aside from two brief wet-leasing agreements: one with Dublin-based CityJet in 1996 and another with Cameroon Airlines in 2005. In early 1995, YU-ANK performed its first London Heathrow flight after sanctions were lifted. Following the arrival of flight JU210, the aircraft was grounded for 15 days after being seized due to a claim from SNECMA over unpaid instalments related to the purchase of spare engines and parts for the Boeing 737. Notably, “Kilo” was grounded twice more within the next two months, once in London and once in Paris, due to the same outstanding payment issues. At the time, international sanctions had halted all financial transactions to Belgrade, making it impossible for JAT to settle its obligations. However, the airline ultimately resolved the matter directly with SNECMA.

JAT Boeing 737 YU-ANK seen parked at the gate at London Heathrow, 1997

JAT Boeing 737 YU-ANK, noon departure from Amsterdam-Schiphol, to Belgrade via Brussels, 2005, photo by Peter de Jong

Records show that in 1998, ANK operated flights between Belgrade and Zurich, transporting the Yugoslav national volleyball team, which secured its first world medal (silver) at the World Championship in Japan. Among the players onboard were Željko Tanasković, Slobodan Boškan, Djula Mešter, Nikola Grbić, Vladimir Grbić, Andrija Gerić, Goran Vujević, Ivan Miljković and others who would go on to achieve numerous accolades in the future.

Jat Airways pilots in front of the Boeing 737 YU-ANK, Belgrade Airport, 2010

In the new millennium, YU-ANK continued to operate scheduled and charter flights for Jat Airways in its distinctive dot livery. From 2014, it became part of the Air Serbia fleet, flying under the Aviolet brand, which it retained until its sale to a Chinese aviation college in 2021.

Aviolet Boeing 737 YU-ANK climbing out of Rhodes Airport, 2018

YU-ANL

MSN: 23716; LN: 1321, Roll Out: Nov. 18, 1986; First Flight: Dec. 8, 1986; Delivery: Dec. 19, 1986

This JAT Boeing 737 holds the distinction of having the longest and most diverse operational history in the liveries of various airlines. It entered the JAT fleet in December 1986, performing its inaugural flight to London Heathrow. In April 1992, the aircraft was leased to Tunisair, where it operated under the registration TS-IEC. Following the imposition of UN sanctions on Yugoslavia, "Lima" was grounded and stored in Tunis for three years before returning to JAT service in 1996. Shortly thereafter, it was leased to Cameroon Airlines and later to MAT Macedonian Airlines, where it flew out of Skopje under the registration Z3-ARF until 2005. In that same year, while still in MAT livery and operating flight JU438 to Athens, the aircraft was nearly impounded by Greek authorities due to sensitivities surrounding the name "Macedonia", a long-standing dispute that has since been resolved with the country's renaming to North Macedonia. After three hours of negotiations, the aircraft was allowed to return to Belgrade empty. JAT later issued an apology, explaining the confusion was caused by a last-minute aircraft change due to another 737 being grounded (AOG), and that JU438 was not supposed to be operated by the aircraft bearing the MAT livery.

JAT Boeing 737 YU-ANL passed through Shannon on its delivery flight in 1986. Heading: Belgrade. Photo by Malcom Nason

JAT Boeing 737 YU-ANL waiting for taxi clearance at Ljubljana Airport, carrying on board JAT's 60-millionth passenger. On flight JU354 from LJU to FRA in October 1987, JAT welcomed Anita Kotnik, who was awarded a free return ticket in the JAT network. JAT welcomed its millionth passenger in 1959, and the tenth million was reached by 1972. In 1987, JAT was Europe’s seventh-largest airline

On a cold February morning in 2011, YU-ANL operated the first evacuation flight out of Tripoli, repatriating Serbian citizens from war-torn Libya. This marked the first evacuation mission conducted using a Boeing 737 aircraft. In the weeks that followed, other aircraft from the Jat Airways 737 fleet took part in similar missions, including evacuations from Tunisia and Syria. The professionalism demonstrated by the crews during these high-stakes operations set a lasting standard, one that continues to this day. A recent example is Air Serbia’s evacuation flight from Beirut, operated by an Airbus A319, which once again showcased the airline’s readiness and commitment in times of crisis.

Jat Airways Boeing 737 YU-ANL in the race with Kalitta Air Boeing 747F at Amsterdam, 2012, photo by Sanmisan

Jat Airways Boeing 737 YU-ANL landing at Amsterdam - Schiphol, 2012, photo by Kas van Zonneveld

By late 2013, YU-ANL was still operating scheduled and charter flights under Jat Airways’ livery at major European airports, featuring its signature dark blue leather seats. After 27 years of service, the aircraft was retired at the end of 2013 and ultimately scrapped in 2020.

JAT Boeing 737 safety cards

YU-ANV

MSN: 24140; LN: 1524, Roll Out: Mar. 21, 1988; First Flight: Feb. 18, 1988; Delivery: Mar. 7, 1988

JAT Boeing 737 YU-ANV and the Aviogenex 737-281 YU-ANX, Newcastle, 1989

This aircraft was delivered to JAT in March 1988 and, along with YU-AND, YU-ANK and YU-ANI, became one of the longest-serving Boeing 737s in the airline’s fleet. During the period of international sanctions in 1993 and 1994, it regularly operated flights from Belgrade to Podgorica and Tivat, maintaining vital domestic connectivity. On summer Sundays, it also linked Niš with the Adriatic coast. In 1994, YU-ANV became the first Boeing 737-300 to feature JAT’s new livery, either the “flame” or “bird” design, depending on interpretation. After flying exclusively on domestic routes for 28 consecutive months, "Viktor" resumed international service on October 8, 1994. At exactly 7:00 AM, it departed for Athens, its first flight to an EU capital, and was met with a ceremonial welcome upon arrival. By the end of the same month, ANV operated its first flight to Frankfurt (JU 350/351). In 1996, it became the first YU-registered aircraft to land at Skopje Airport following the breakup of Yugoslavia. Together with YU-ANI and YU-ANK, ANV formed the core of the JAT Boeing 737 fleet in the mid-1990s, serving as a critical backbone until other 737 “Classics” gradually returned to service.

Air-to-air, JAT Boeing 737 YU-ANV with new livery, somewhere above Serbia, 1994

Welcome ceremony for the JAT Boeing 737 YU-ANV after performing its first post-sanctions flight, Athens, 1994

Between 2000 and 2013, JAT/Jat Airways operated this Boeing 737 configured with a full business class section and leather seats in economy. The aircraft was also wet-leased for short-term contracts to several international carriers, including Travel Service Airlines Hungary, Aero Contractors, and Nigeria's Belleview Airlines. In 2009, “Viktor” was involved in a runway excursion incident in Turkey. Operating flight JU420 from Belgrade Nikola Tesla Airport to Istanbul Atatürk, the aircraft skidded approximately 50 meters off the runway and came to rest in a ditch. The nose gear and right main landing gear became stuck in the mud. On board were 125 passengers and six crew members, all of whom escaped unharmed. Heavy rainfall prior to landing resulted in a wet and slippery runway, which was identified as the likely cause, as all aircraft systems were functioning normally. YU-ANV sustained only minor damage and was promptly returned to service. Notably, this was the most serious incident involving JAT’s Boeing 737 fleet throughout its operational history.

Jat Airways B737 YU-ANV departing Corfu Kerkira Airport, 2013, photo by Marlin Le

After 26 years of service, the B737 YU-ANV was permanently retired at Belgrade in April 2014 and scrapped in 2020.

JAT flight and cabin crew onboard the Boeing 737 » Captain Stevan Popov with crew in front of the Boeing 737 YU-ANJ in Australia, 1990

According to JAT's development plans, the Boeing 737-300 fleet was expected to reach 24 jets by 1995. JAT also assessed the need for higher-capacity aircraft due to potential demand increases and contemplated replacing some -300 series planes with the larger -400 version. This change would involve replacing the B727 (with its final retirement scheduled for 1995), enhancing both passenger capacity and, importantly, paid cargo capability, an area where the 733 was notably less effective than the 727. In 1990, JAT considered the option of acquiring the more modern Boeing 737-500 instead of the planned 300 series aircraft. Unfortunately, a combination of factors resulted in JAT owning nine Boeing 737-300 aircraft in total. No one at the time was aware that these aircraft would become the backbone of the fleet, which would come into existence 36 years after the first JAT Boeing arrived.

Jat Airways B737 YU-AON, Zurich, 2012, photo by Gianluca Reinarz

Besides maintaining its fleet of 737s, JAT also dry-leased several additional Boeing 737s. The longest-serving among these was YU-AON Boeing 737-3Q4, which started its service in July 2002 and stayed with JAT until 2014, thus earning the nickname of being JAT's tenth B733. Upon its lease, AON came in the colour scheme of its previous operator, Aero Continente, and retained those colours until late 2004 when it went in for major maintenance. At that time, painting aircraft was not a top priority as they were frequently leased to other airlines, and additional financial resources were also necessary. Consequently, the 737s typically appeared in white or with just a marking on the fuselage. This led to frequent criticism of JAT; however, this has now become common practice, as evidenced by the fully white Get Jet aircraft operating for Air Serbia, or the E190 in Bulgaria Air's livery. In 2014, YU-AON was returned to the lessor, while today, only the fuselage has been preserved for fire training purposes at Ireland West Airport.

Jat Airways B737-400 YU-AOS on finals at London Heathrow, 2009, photo by Richard V

Additionally, JAT included the larger Boeing 737-400 in its fleet during the 2000s, starting with the arrival of YU-AOO in December 2002, which was in operation until the end of 2005. Tragically, this 734 crashed in 2007 while operating for Adam Air after the pilots inadvertently turned off the autopilot during troubleshooting, resulting in an uncontrollable descent. For a short time in 2003, JAT also dry-leased another 734, registered as YU-AOQ. In 2004, two Boeing 737-400s with the capacity to seat 156 passengers in two classes, YU-AOR and YU-AOS, were leased from US Airways. They later operated for Jat Airways until 2010. Due to regulations of the federal authorities at the time, all pilots had to undergo a one-day training to include this series in their licenses, although there were no essential differences. Notably, all JAT cabin crew members had to complete additional one-day training for the B734. This was necessary due to the 400's longer design, which features two extra emergency exits compared to the -300 series, along with different service equipment that was not standardised like JAT's B733.

In the summer of 2013, facing a critical shortage of operational aircraft, only two Boeing 737s were airworthy by spring, largely due to decisions by both current and former management (some of whom still hold prominent positions in the aviation industry), Jat Airways leased two Boeing 737s from Bulgaria Air. These aircraft, registered as YU-AOV and YU-AOU, remained in service until mid-2014. Interestingly, YU-AOV, originally registered as LZ-BOO, became a familiar sight at Belgrade Nikola Tesla Airport again in 2019, operating scheduled flights to Crete on behalf of the Greek carrier Ellinair.

Simultaneously, Jat Airways wet-leased Aviogenex’s Boeing 737-200 YU-ANP, nicknamed "Squawky", which was among the last of the -200 series produced in 1987. As it landed at various airports across Europe, the 732 operating JU flights captured attention, with spotters seeking the best spots to capture the thrust reverser in action. It should also be added that Air Serbia, through a wet-leasing agreement, also flew with the Classic series 737-300/400, as well as the Next Generation 737-700/800, on scheduled and charter flights.

JAT Boeing 737s between 1985 and 2021

JAT Boeing 737 ad: First in Europe on scheduled service. Most modern aircraft in the JAT fleet. The Boeing 737-300 » 1985

YU-ANW

MSN: 24141; LN: 1526, Roll Out: Feb. 23, 1998; First Flight: Mar. 10, 1988; Delivery: Mar. 25, 1988

The aircraft made its first flight on March 10, 1988, and was delivered to JAT 15 days later, becoming the youngest member of the JAT 737 fleet. In April 1992, it was leased to Tunis Air and registered as TS-IED. Together with YU-ANL, “Whiskey” was grounded and kept in storage in Tunis for three years. It later returned to Belgrade, resuming service in JAT's colours, equipped with full business class seating and dark-blue leather seats in economy class.

JAT Boeing 737 YU-ANW and Boeing 727 YU-AKF at London Heathrow

Article from magazine “Politikin zabavnik” – “Doomed November-Whiskey”, 1991

A photo from November 2000 shows YU-ANW in Abidjan, the largest city and former capital of the Ivory Coast, with the aircraft in an all-white livery featuring the Air Afrique titles, but without its koba.

In October 2003, YU-ANW reopened Constantine the Great Airport in Niš for traffic. During the NATO bombing campaign, the airport sustained major damage and was non-operational. After the ceremonial opening, journalists and visitors had the chance to enjoy a 20-minute promotional flight over Niš and its surrounding areas onboard YU-ANW.

JAT Boeing 737 YU-ANV and YU-ANW and crew after delivery flights » Follow-me vehicle Zastava 101 “Stojadin» Belgrade Airport, 1988

JAT Boeing 737 YU-ANW at London Heathrow, 1997, photo by Richard V

JAT ad for London flights published in the UK Penthouse magazine

In 2005, “Whiskey” operated for Cameroon Airlines before returning to Jat Airways in September 2005, where it remained in service until August 2013, when the airline transitioned to Air Serbia. Shortly after, it was stored and eventually scrapped in 2021.

Jat Airways Boeing 737 YU-ANW arriving at Skiathos, 2013

Today, as we celebrate this anniversary, we recall all those who made it possible for the YU Boeing 737 fleet to fly millions of miles and safely carry millions of passengers without a single major incident. For those of us who took to the skies for the first time on a JU B733, the experience was, and likely will remain, more than flying. Instead of a farewell flight, this was the complete story of JAT's/Air Serbia’s Boeing 737.

Special thanks to: Frankfurt Airport, Fraport AG Archives, Espace Patrimoine Safran, Museum of Aviation in Belgrade & curator team, Ilija Kukobat, Aleksandar Pozder, Martin Yu.

Sources:

· JAT inflight magazine: JAT Review and JAT New Review, JAT News;

· JAT: The story of Yugoslav airlines, Čedomir Janić, Grizelj Jug, Lukač Sergije, 1987

· JAT: A seventy-year-long flight, Kovač Lidija, Simišić, Jovo, Janić, Čedomir, Pršić Milutin, 1997

· JAT: More Than Flying: eight decades of Aeroput and JAT, Simišić Jovo, Janić Čedomir, 2007

· There was once a JAT, Simišić Jovo, 2022;

· The Expanse, blue Popov: Steva, Miroslav Stefanović, 1994

· Boeing 737 (Modern Civil Aircraft Ser: No 9), Alan J. Wright, 1991

· Airline liveries past & present, Morton John K, 1999

· Jet airliner production list, Tony Eastwood, John Roach, 2005

· World airline colours Tomkins Nigel Milton, 1985

· Observers Airliners, Green William, 1991

· Borba newspapers

· Politika newspapers and magazines

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95 years of Belgrade - Skopje flights

75 years of Belgrade - Zurich flights

Convair 340/440: JAT’s gamechanger aircraft

Sarajevo Airport and the 1984 Winter Olympic Games

Celebrating sixty years of Ljubljana Airport

A century of flying from Belgrade

Sixty years of the jet age and the first Caravelle in Yugoslavia

Sixty years of Belgrade Airport

World's oldest passenger B737-300 in operation turns 35

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