Convair 880 would be one. Thick-skinned to reduce the need for stringers, with triple-sparred wings. It's main-gears could be extended for use as brakes at up to 400 kts. It routinely flew at 400 knots indicated airspeed during the climbing and descending parts of the flight, and Mach numbers between 0.87 (cruise) to 0.91 (barber-pole) during the high-altitude parts of the flight. The plane once sustained six G's during a training accident and they couldn't find any damage worthy of grounding it. It was returned to service.
Lockheed L-1011 would almost certainly be on the list. Like the Convair 880 they designed the aircraft with fairly thick-gauge skin to avoid using large amounts of stringers. While it only had two-spars, it was still built in the typical Lockheed style, overengineered to death. To avoid jet-upset problems and avoid mis-set trim problems, the aircraft was designed with an all moving tail with geared-elevator tabs for assisted control power which allowed it to takeoff even with full nose-down trim, while this may not have made the plane any sturdier, it deifnetly made it more surviveable.
-10 was a pretty sturdy SOB, from what I heard actually was more limited by IAS loading than by .Mmo and could actually penetrate the sound barrier with no modifications such as water-ballast to help shift the CG around.
Boeing 727 was a pretty sturdy jetliner. Ironically the extreme structural beefiness of the wings was a result of a miscalculation. No airplane had ever used triple-slotted fowler flaps of that size, if not ever so they made the wing extremely strong to compensate and it turned out they technically went overboard. However, one could say that a wing that could take 2.8 times the normal loads (1.5 is the requirement) would be very useful safety wise! It should be noted that a 727-100 after having three of its slats wrenched off lost 34,000 feet accelerated past the speed of sound, sustained 5-G's of force to pull-up, lost the other slat, lost one of the speedbrake panels, possibly some of the flaps, and a high-speed gear-extension managed to successfully make an emergency landing with no loss of life. The nose gear did collapse after landing duringt he taxiing however.
Boeing 747 substantially exceeded the structural load tests by a decent margin, failing at 1.74 times the normal load due to the use of a third-spar.
Douglas DC-8 was a pretty well liked and well-built airplane. It featured a thicker skin than the 707, and used titanium alloys for strengthening and even reducing weight. The design may have been relatively simplistic in appearance, but it was rugged and sturdy. It turned out when they chopped up the planes, they found they needed a heavier blade to hack into the fuselage of the DC-8! The DC-8 for a time was the first jetliner to penetrate the sound barrier as well. Stab-trim was required in addition to full up elevator and water ballast for assistance. The plane also carried no passengers aboard
I'm just covering jet aircraft in this post...