Announced simultaneously with the Model 757, the Boeing Model 767 introduced a completely new fuselage structure which is 1.24m wider, providing seven- or eight- abreast seating with two aisles. The go-ahead for the Model 767 programme was announced on 14 July 1978, following receipt of an order for 30 from United Airlines. By March 1990 orders and options totalled 483. Computer Aided Design (CAD) was used to speed the preparation of drawings for much of the principal structure, their high accuracy being of great benefit when, as in this case, a large amount of the construction is being carried out by other companies. These include Aeritalia, Canadair, Grumman and Vought, plus a Japanese consortium, Civil Transport Development Corporation, that comprises Fuji, Kawasaki and Mitsubishi. Together, 28 companies are manufacturing assemblies and components which, in terms of value, represent some 45% of the total cost. Wing design differs from the Model 757, and features increased sweepback, and greater span and wing chord, to provide approximately 53% increase in wing area. The tail unit and landing gear are similar in configuration, and the Model 767 shares with the Model 757 twin turbofan engines pod-mounted beneath the wings. The 767 has alternative Pratt & Whitney JT9D-7R4D and General Electric CF6-80A powerplants, each in the 21,772kg thrust class, being specified by early airlines.
Boeing planned initially to offer two versions: a Model 767-100 with a shorter fuselage and accommodation for approximately 180 passengers, and the basic Model 767-200. It was then decided not to build the shorter-fuselaged Model 767-100, and instead the Model 767-200 is available at alternative gross weights. Thus the version which was ordered initially by United Airlines for US domestic service has a maximum take-off weight of 127,913kg. That, with a gross weight of 140,614kg, can carry 211 passengers over a range of up to 6013km, making it suitable for non-stop transcontinental services, and also for many international routes. With an optional flight crew of two or three, provided with the same avionics equipment as the Model 757, the new fuselage also offers significant air freight capacity, with a cargo hold able to accept up to 22.LD-2 containers, or LD-3/-4/-8 containers to similar volume. With the inclusion of an optional forward cargo door measuring 1.75m by 3.4m, Type 2 pallets can be loaded. The first Model 767 was rolled out at Everett, Washington, on 4 August 1981, and made a 2 hour 4 minute maiden flight there on 26 September, which was a few days ahead of the target date set when the programme was launched in 1978. Taking off at a weight of 240,000 lb (108 864 kg), the 767 was airborne after a 3,000 ft (915 m) run and reached 17,000ft (5182 m) and 260 mph (418 kph) during the 2 hr 4 min flight, in which handling characteristics and minimum flying speeds were assessed and landing gear, speed brake and flap operation were checked. The Boeing 767 embarked upon a 1,100 hr flight test programme to achieve FAA certification. Certification of the 200 with Pratt and Whitney JT9D 74 power was accomplished by July 1982 and approval of a General Electric CF6 80A engine fit followed after tests with a fifth B.767 200. Air New Zealand announced an order for three of the extended range variant of the Boeing 767 in July 1984, three years after the type’s maiden flight from Everett. The first orders had been placed in 1978 when United Airlines signed for 30. The Boeing 767-200ER, 50,000 lb thrust GE CF6 80A2 powered, were delivered and in service by September 1988. The Boeing 767-200ER can fly at 41,000 feet and gain height faster due to a better thrust to weight ratio. Other economics are gained from requiring 9 cabin crew, and no third flight crew member required with the departure of the flight engineer. In February 1983 Boeing announced the 767-300, first flying on 30 Januaray 1986. Both -200 and -300 are offered in ER (Extended Range) variants, with increased fuel capacity and take-off weight for long-range operations. B.767-300ER – 11,600 km range 300ERs incorporate a fuselage stretch of 6.48 metres on the 200, and an increased takeoff weight of 184.6 tonnes. The later variant has beefed up nose and main landing gear as well as additional fuselage and wing strengthening. Accompanying the fuselage stretch is an increase in thrust from the CF6 80 engines, the new C2 model providing an extra 11,500 lbs a side. Less obvious are a number of potentially useful features such as a retractable tail skid which lowers with the undercarriage, an additional two over wing exits to a total of four, and fuel jettison system. The centre wing tankage has been increased by 11,000 kg to 36,500 kg and a nozzle fitted to the trailing edge of the port wing to provide for jettison. The 767 300 program was initiated by Boeing in September 1983, with the ER variant being announced in August 1985. The first 300ER rolled out for certification flying in November 1986 with the General Electric engines. FAA approvals came in May 1987.
767-300ER VH-ZXF Sydney, Australia May 2007. One of 7 ex-British Airway acquired by Qantas in 2000
The first Rolls-Royce RB.211 powered 767 flew on 23 May 1989.
The 767-400ER has been stretched by 6.4m (21 ft), which enables a three class for 245 or a single class 410 passengers. The model also features 2.4 m (7 ft 8 in) swept back wing tip extensions, and first flew on 9 October 1999. In the case of a standard 767, most of the fuel is contained in two main tanks located in the wings, with a ‘center’ auxiliary in the wing roots. Extended Range 767s (either 200/300 variants) may have either one or two additional tanks placed in the wing center section. The 92nd Air Refueling Wing at Fairchild AFB, Wash, is to be the first base to operate the new KC 767s, when deliveries begin to the Air Force in 2006.
Boeing KC-46 Pegasus
The first KC-767 tanker for Italy made its maiden flight post-conversion on 21 May 2005.
Boeing 767-200 Engines: 2 x Pratt & Whitney JT9D-7R4D turbofans, 213.4kN Take-off weight: 136078 kg / 300002 lb Empty weight: 81230 kg / 179082 lb Wingspan: 47.57 m / 156 ft 1 in Length: 48.51 m / 159 ft 2 in Height: 15.85 m / 52 ft 0 in Wing area: 283.35 sq.m / 3049.95 sq ft Max. speed: 952 km/h / 592 mph Cruise speed: 930 km/h / 578 mph Ceiling: 11885 m / 39000 ft Range: 5150 km / 3200 miles Crew: 2-3 Passengers: 211-289
In the early months of 1978 Boeing announced that it proposed to develop a new family of advanced technology aircraft. Retaining the 7X7 designation formula, these three new designs carried the identifications Model 757, Model 767 and Model 777. The first of the three differing by retaining the same fuselage cross-section as the Model 727, whereas the Models 767 and 777 have a fuselage cross-section that is virtually mid-way between that of the Models 727 and 747.
A short/medium-range airliner, having a typical capacity of 178 mixed-class, or 196 tourist-class, or a maximum high-density seating arrangement for 224 passengers, the Model 757 is a turbofan-powered airliners in the short/medium-range category, with an advanced-technology wing, and high by-pass ratio turbofan engines. Initial orders for the designation Model 757-200, were announced on 31 August 1978, comprising 19 and 21 respectively for British Airways and Eastern Air Lines, and after contract finalisation in early 1979, the company announced a production go-ahead on 23 March 1979. The development programme of the Model 767 was some five months in advance of that of the Model 757, principally because the go-ahead for its construction was given some eight months before that of the Model 757. The five-month gap between the programmes was essential for Boeing’s management and control of the almost simultaneous development of two new major aircraft, but the Model 757 enjoyed the benefits of work already completed on the 767, for there is a considerable degree of commonality between the two aircraft. However, some 53%, by value, of the Model 757 is being manufactured by outside companies, and major sub-contractors include Avco Aerostructures (wing centre section and fuselage keel), Fairchild Industries (overwing cabin section and wing leading-edge slats), Rockwell International (forward and aft fuselage sections) and Vought Corporation (fuselage tail cone, tailplane and fin).
RB211-535C engines
Power is provided by two Rolls-Royce RB211-535C or Pratt & Whitney PW2037 turbofan engines in underwing pods, but the two launching airlines opted for Rolls-Royce engines, and this was the first time that Boeing had introduced a new airliner with a non-American powerplant. The new-technology wing has less sweep-back than that of the Model 727, and the Model 757’s fuselage is 5.97m longer. Landing gear is of tricycle type, each main unit having a four-wheel bogie, with twin wheels on the nose gear. The Model 757 is operated by a flight crew of two, or three optionally, and the advanced avionics available to them include an inertial reference system incorporating laser gyroscopes, a flight management computer system, and a digital air data computer. These integrate to provide optimum fuel efficiency when linked to automatic flight control and thrust management systems. This new generation avionics control is capable of handling an entire flight from shortly after take-off, including the landing if desirable, with the flight crew functioning as systems managers. The first flight of a Model 757 took place in February 1982, and orders and options for 632 aircraft had been received by the end of March 1990. A 757-200M Combi version is available, as is the 757-200PF Package Freighter and a corporate version.
The first 757-300 flew on 2 August 1998. The Pratt & Whitney PW2040 powered 757-300 first flew on 20 February 2002.
For Boeing to call an aircraft an ER, it must have additional tanks. As there is no such option for the 757 (whose wing center section is an active part of the center fuel tank), those aircraft used for ETOPS are not called ERs by Boeing.
In May 2005 the 1050th and last Boeing 757 was delivered, China’s Shanghai Airlines receiving the final aircraft.
Boeing 757-200 Engines: 2 x Rolls-Royce RB211-535C turbofans, 166.3kN Take-off weight: 104326 kg / 230001 lb Empty weight: 59430 kg / 131021 lb Fuel capacity: 43,490 lt. Max payload: 32,755kg. Wingspan: 37.95 m / 124 ft 6 in Length: 47.32 m / 155 ft 3 in Height: 13.56 m / 44 ft 6 in Wing area: 181.25 sq.m / 1950.96 sq ft Max. speed: 944 km/h / 587 mph Cruise speed: 900 km/h / 559 mph Ceiling: 11700 m / 38400 ft Range: 3985 km / 2476 miles Crew: 2 3 flight crew Passengers: 228.
757-2K2 Engines: 2 x Rolls-Royce RB211-535E4, 40,100 lb. Length: 155 ft 3 in (47.3 m) Height: 44 ft 6 in (13.6 m) Cabin Width: 139.3 in (3.54 m) Max Payload: 49,516 lb. (22,460 kg) Range: 3,900nm (7222km) MTOW: 116 tonne. Seating: 90 Economy – 24 Business – 12 First
The first of an initial three Boeing 747-400 Large Cargo Freighters designed to transport major assemblies for the 787 to Everett for final assembly made its maiden flight on 9 September 2006 after conversion by Evergreen Aviation Technologies in Taiwan.
The Atlas Air 747 Dreamlifter is a modified 747-400 passenger airplane that can haul more cargo by volume than any airplane in the world. When fully loaded, the Dreamlifter needs a runway 9,199 feet long to take off.
The plane was owned by Boeing and operated by Atlas Air.
Boeing’s modified 747-400 was built to transport wings, tail, and fuselage components for Boeing 787 Dreamliners and other oversized cargo.
Only four of the modified 747-400s were ever built. The fuselage diameter of the Dreamlifter is 18 inches larger than the fuselage of the Airbus A380, the world’s largest passenger jet.
The Boeing 747 was conceived following the failure of Boeing to secure a USAF contract for a large strategic transport (the winner of this competition was Lockheed and their C-5 Galaxy). Seeing the need for a large passenger aircraft, Boeing dismissed the option of developing their 707 further and began the most famous and most ambitious project in the company’s history.
The Boeing Model 747-100 was announced on 13 April 1966 supported with orders from PanAm for twenty-five aircraft. It was not until further orders were received from Japan Airlines and Lufthansa that, on 25 April 1966, the decision was made to start construction. The maiden flight did not occur until 9 February 1969. Everything about it was giant sized, including the 200,000,000 cu ft (5,663,400 cu.m) single roofed factory in which to build it; some 20,000 people involved initially on the project; and the astronomic production costs. The new aircraft, RA001, emerged from the plant with 158 orders. The next four aircraft that were constructed were used in the certification programme, and collectively flew some 1400 hours. With the certification flying completed towards the end of 1969, FAA approval was granted on 30 December 1969. This was followed by Pan Am’s inauguration of the type on its first service from New York to London on 22 January 1970. Boeing went on to deliver 250 of the 747-100 series. The last built in 1982.
Installation of the 1st set of 95ft stringers on the first 747, at Everett plant, 1967
Lufthansa became the first European carrier, inaugurating its Frankfort-New York service with 747-100 on 26 April 1970, three months after Pan Am 747 introduction.
On 11 October 1970, when the first Boeing 747-200 model flew. Developed as a long-range model, it had greater fuel capacity, increased gross weight (from 334,751 kg to an initial 351,535 kg). The 100th 747 was delivered on 26 February 1971 and by September the following year the 747 had flown 1 million hours.
Boeing 747-211B C-GXRD, Toronto, Canada, August 1980
British Airways introduced their 747-100 into service in April 1971 between London and New York, with the first 13 (of 18) delivered in BOAC colours. These were P&W JT9D-7A powered.
The Boeing 747 212F differs in so far as it has the uprated 300 series Pratt and Whitney JTP D 7R4G2 engines, no windows and three air conditioning pacs instead of two. The additional air conditioning provides for a greater range of air temperature control. The contrast becomes more marked when the Jumbo comes to rest and opens its top hinged nose door. A large freight door port side rear completes the contrast. With the nose door open, some 53.42 metres of usable freight space stretches out awaiting the placement of the 28 pallets utilising a power driven conveyor system. The nose, restricted by the lower floor of the upper deck, can swallow loads up to 2.4 metres in height. The side cargo door can accept loads of up to 3.05 metres. The seventh model was the 747SP (special performance), of which only forty-five were built. The B747SP, which first flew on 4 July 1975 (N530PA), was 14.35 m shorter than the standard Jumbo, and the vertical tail was increased in height to compensate for the reduced moment arm of the shorter fuselage. It did, however, share 90 percent commonality with the -200 and the -100 aircraft.
On 23 24 March 1976 a Model 747SP on delivery to South African Airways set a commercial aircraft nonstop distance record of 10,290 miles (16560 km).
The SUD (stretched upper deck) model involved extending the upper deck (behind the flight deck) by about 7 metres. The SUD model became the Boeing 747-300, the first example of which was delivered in March 1983.
In mid-1977 Lufthansa changed the powerplants on its entire 747 fleet from Prat & Whitney JT9D to the General Electric CF6-50 to ensure commonality with its McDonnell Douglas DC-10-30s.
From July 1977 British Airways received 16 747-200Bs, powered by Rolls-Royce RB211-524D4 engines.
As launch customer for the 747-400, Northwest Orient Airlines began route-proving trials on 31 January 1989.
The initial Lufthansa order for six 747-400s, on 23 June 1986, allowed replacement of its older 747s. Since the start of 747-400 service with a flight from Frankfort to Johannesburg on 6 July 1989, follow-up orders boosted the fleet to 22, of which 7 were in combi configuration.
When British Airways signed a US$4.5 billion deal in late 1986 for 19 two-man crew 747-400s (seating up to 426 passengers), it was the biggest aircraft procurement contract ever placed by the airline. The first arrived in London on 30 June 1989. The aircraft success led British Airways to increase its orders to 67 aircraft.
Sharing the same airframe as the -300 series was, naturally, the Boeing 747-400. It first flew on 29 April 1988, and since 1990 has been the only 747 on offer. This latest model features drag reducing 1.8-m winglets, an advanced two-crew electronic flight instrument system (EFIS) “glass” flightdeck (in contrast, the -100’s flightdeck has a staggering 971 lights, gauges and switches, while the -400 has a relatively sparse 365). It also has new engines and an empty weight saving of 11 tonnes and, subsequently, further range. This aircraft is available in three maximum take-off weights up to 396.90 tonnes, and in a typical configuration of 416 passengers.
On 18 August 1989 QANTAS 747-400 Spirit of Australia completed the longest non-stop flight of any airliner. It flew 11,156 miles / 17,950 km from London Heathrow to Sydney, Australia in 20 hours 8 minutes.
In 1996 the Lufthansa fleet included 89 Boeing 737 and 26 Boeing 747s. The 747F cargo version has a cargo area the size of two tennis courts. Wing sweepback on the 747 is 37.5 degrees.
Boeing 747-400F
The 747-ER first flew on 31 July 2002, and can carry 15,000 lb more and can fly about 410 nm farther than existing 747-400s. Although identical in exterior appearance to the -400 the -400ER achieves it gains through an additional fuel tank and a strengthened fuselage, parts of the wing and undercarriage. The additional fuel is a 12,150 lt tank in the forward cargo area.
Original Boeing 747s had fuel distributed in seven tanks: two inboard (wing) mains, two outboard mains, and two inboard reserves, with a center wing tank. The latter’s capacity was first increased with the 747 200B and 200C, which also had the option of two outboard reserve tanks and a fuselage tank in the aft cargo compartment. With the 400, an option is to have fuel in the horizontal stabilizer.
In May 1990, Boeing decided to market only the -400.
Boeing 747-428
The Boeing 747 123 Shuttle Carrier Aircraft (SCA) (NASA 905), was flown for the first time on 16 December 1976. The Shuttle Carrier Aircraft (SCA), for which Boeing became the contractor to convert an ex American Airlines Boeing 747 123 to carry an SSO mounted above its fuselage, has meant structural reinforcement to withstand the weight of the 150,000 1b (68039 kg) SSO above the fuselage, supports and clamps to hold it in position, and to provide increased stability when paired with the Shuttle the 747 had endplate fins added to its tailplane.
Boeing 747‑123 Shuttle Carrier Aircraft (SCA) (NASA 905)
On 14 January 1977 the task was complete, the SCA handed over to NASA ahead of schedule.
The VC-25 is essentially a highly-modified Boeing 747-200B series model featuring state-of-the-art communications and air defense measures consistent with protecting the President of the United States and his staff. Two Boeing 747-200B’s were converted to this VC-25 status and operate with tail numbers 28000 and 29000 respectively. Both aircraft are flown simultaneously for security and logistical reasons. The aircraft – or any USAF aircraft – is not officially designated as “Air Force One” until the president is onboard.
VC-25 (as VC-25A) arrived in 1990 with tail number 28000 (27000 served Nixon, Ford and Carter). Its first flight was in transporting President George Bush senior on September 6th 1990. The aircraft was officially introduced on December 8th, 1990. A second VC-25A (tail number 29000) was introduced on December 23rd, 1990. VC-25 with tail number 29000 was deployed for the first time on March 26th, 1991. These two VC-25’s were in operational service with the United States Air Force.
The VC-25 differs from existing passenger Boeing 747’s mostly in an internal way. The aircraft features a self-contained baggage loader, capability for in-flight refueling and front and rear “air-stairs”. Additionally, cutting edge technology is in the navigation, real-time communications and electronic systems. The aircraft features anti-missile functionality that is held classified. The interior furnishings are consistent with the level of government and combine the comforts of a working office and the White House in a self-contained mobile platform.
VC-25
The main galley can serve up to 100 persons at a given time while the crew has access to their own smaller galley as well as a lounge area. Passengers are also offered up six lavatories and full disabled access. 102 passengers can be carried.
The president has full access to his own in-flight office and the executive suite which contains the stateroom and comforts such as a shower, lavatory and dressing room. A conference room doubles as a dining room for family and close staff. Air Force One is also stocked with medical equipment to address minor injuries and situations.
Power for the VC-25 is four General Electric CF6-80C2B1 engines of 56,700lbs of thrust each engine. The aircraft flies higher and faster than her commercial counterparts, with a top speed of 630 mph and a ceiling of 45,100 feet. Range capability is up to 7,800 statute miles. With the in-flight refueling capability, this distance becomes essentially unlimited.
The pair of VC-25’s are held in an unmarked hanger at Andrews Air Force Base. The aircraft is inspected, cleaned and waxed before every flight and must be ready at a moment’s notice.
The E-4 designation identifies four Boeing 747 transports operated by the USAF as Advanced Airborne Command Posts. One is airborne at all times to maintain the critical communications link (in event of war) between the US National Command Authority and the strategic retaliatory forces. Derived from the Boeing 747, the first of three E 4As flew first in mid 1973. The fourth aircraft, designated E 4B, has more advanced equipment. Power plant of the E 4B comprises four 52,500 lb thrust General Electric F103 GE 100 turbofan engines. The primary advantages of the E 4s over the EC 135s that formerly had full responsibility for this role are increased endurance and increased efficiency through the use of a larger number of crew members. The programme to upgrade the four E-4A airborne command posts to E-4B standard was completed early in 1986. Satellite communications terminals have been added, together with radios ranging from super-high-frequency (SHF) to very-low-frequency (VLF) for more reliable contact with US strategic nuclear forces.
As of 20 October 2001, produced as 747-100 (250), 747-200 (393), 747-300 (81), 747-400 (530). Versions of 747-400 include – 400D, -400F and 400-M (Combi). As of 20 October 2001, Boeing had delivered 1,254 Boeing 747s. In addition, four 747s have been modified as E-4 command post aircraft, 19 Pan American C-19As were modified for the Civil Reserve Fleet currently operated by Evergreen International.
Launched in November 2005, the 747-8 Intercontinental received its first order in December 2006; 30, plus 20 options, from Lufthansa. All orders were for the freighter model.
The delivery of N863GT marks the final 747 to fly away from Everett after 1,574 747s came off the production line. From the first 747-100 to the shortened 747SP to the most successful variant, the 747-400, to the final 747-8, Boeing’s most iconic work has exited the building at Paine Field. The building will now be repurposed for 787 rework and a fourth final assembly line for the 737 MAX.
747-8F
Atlas Air will put this particular 747-8F into service carrying cargo for Apexlogistics. The second to last 747 also delivered to Atlas Air is flying for Apex’s parent company Kuehne + Nagel.
Atlas was the final customer, ordering the last four examples ever built. The United States Air Force (USAF) is still working on converting some 747-8I passenger models that were repurposed, but these were not newly built planes. There is no sign that 747 production will restart.
747-100 Engines 4 x 43,500 lb. (19,730 kg.) thrust Pratt & Whitney JT9D-3 turbofan. Length 231.3 ft. (70.51 m.) Wing span: 195.7 ft. (59.64 m.) Wing area: 511.0 sq.m / 5500.35 sq ft Height: 19.3 m / 63 ft 5 in Max. weight: 710,000 lb. (322,000 kg.) Empty weight: 238820 kg / 526511 lb Max. capacity: 490 passengers Max. speed: 990 km/h / 615 mph Cruise speed: 965 km/h / 600 mph Ceiling 45,000 ft. (13,000 m.) fully loaded. Range w/max.fuel: 13000 km / 8078 miles Range w/max.payload: 9650 km / 5996 miles Crew: 3 Passengers: 490
747-200B Engine : 4 x Pratt&Whittney JT9D-7W, 209149 N Wing span: 195 ft 8 in (59.64 m) Wing area: 5685.545 sq.ft / 528.2 sq.m Wing load : 136.53 lb/sq.ft / 666.0 kg/sq.m Length: 231 ft 4 in (70.51 m) Height: 63 ft 5 in (19.33 m) Max TO wt: 775,000 lb (351,540 kg) Weight empty: 361276.0 lb / 163844.0 kg Max level speed: 608 mph (978 kph) Cruising speed: 512 kts / 948 km/h Service ceiling: 44291 ft / 13500 m Range : 6156 nm / 11400 km Crew : 3 Payload : 66 Pax 1.cl., 490 Pax eco.
747-200B Engines: 4 x General Electric CF6-50E2, 52,500 lbf Length: 231.63ft (70.6m) Width: 195.54ft (59.60m) Height: 63.32ft (19.30m) Maximum Speed: 587mph (945kmh; 510kts) Maximum Range: 8,342miles (13,425km) Service Ceiling: 45,000ft (13,716m) Accommodation: 3 + 452 Empty Weight: 383,604lbs (174,000kg) Maximum Take-Off Weight: 832,999lbs (377,842kg)
747-200B Engines: 4 x Rolls-Royce RB211-524D4, 53,000 lbf Length: 231.63ft (70.6m) Width: 195.54ft (59.60m) Height: 63.32ft (19.30m) Maximum Speed: 587mph (945kmh; 510kts) Maximum Range: 8,342miles (13,425km) Service Ceiling: 45,000ft (13,716m) Accommodation: 3 + 452 Empty Weight: 383,604lbs (174,000kg) Maximum Take-Off Weight: 832,999lbs (377,842kg)
747-2D7B Engines: 4 x General Electric CF6-50E2 turbofan, 233.5 kN. Wing span: 59.64m. Length: 70.66m. Height: 19.33m. Max speed: 0.84M @ 9150m. Range (std load): 11,760 km. Accommodation: 3 (flight-deck) three-class, 366 pax.
747 212F Engines: 4 x Pratt and Whitney JTP D 7R4G2
747-214B Engines: 4 x RR RB211-524D4 turbofan, 52,810 lb thrust. Length: 70.4m. Wing span: 59.64 m. Height: 19.58m. Wing area: 512 sq.m. Range: 9500-11,000 km. MTOW: 377.84 tonne.
747-243B Engines: 4 x General Electric CF6-80E2 turbofan, 233.5 kN. Length: 70.66m. Height: 19.33m. Wingspan: 59.64m. Max speed: M0.84. Max range: 11760 km. Crew: 3. Pax cap: 432
747-419 Engines: 4 x Rolls-Royce RB211-524G3 turbofan, 56,870 lb thrust. Fuel cap: 175 tonne. MTOW: 394,600 kg. Max cruise alt: 40,000 ft.
747-400ER Engines: 4 x General Electric CF6-80C2-B5F turbofan, 62,100 lb thrust. MTOW: 412.769 tonne. Fuel cap: 184.44 tonne. Cruise: 0.85M.
747-441 Engines: 4 x General Electric CF6-80C2V1F turbofan.
As originally conceived, the Boeing 737 series 100 could accommodate sixty to eighty-five passengers but after talks with Lufthansa this was increased to around 100 seats. The newly designed wing was required to give good lift and have excellent low speed characteristics for short-field operations, around 870nm. The engines selected were two Pratt & Whitney JT8D-1 turbofans, each of 14,000 pounds thrust, but following negotiations with Lufthansa the more powerful JT8D-7 turbofan was chosen for it could maintain the same thrust at higher ambient temperatures. The aircraft has almost the same fuselage cross-section as the longer 707 and 727, designed so that maximum use could be made of 727 tooling and components to keep initial costs low. The aircraft is powered by the JT8D turbofan engine developed for the 727, and has the 727’s high-lift system. The 737 utilised the same nose and fuselage section as the 727. Wing sweepback on the 737 is 25 degrees. The prototype 737-100 first flew on 9 April 1967 and was so successful that by 15 December 1967 FAA certification was complete and Lufthansa took delivery of their first machine on 28 December 1967. They made their first scheduled 737 passenger flight on 10 February 1968. Only 30 of the -100 series were built.
United Airlines launched the 737-200 with a 1.82m fuselage stretch, first flown on 8 August 1967. The -200 was added to the 737-100 type certificate on 21 December 1967, and first delivery to United Air Lines on 29 December 1967.
In production from 1966 to 1988 (1114 aircraft), the 737-100 offered 85 – 90 seats and a maximum take-off weight of 110,000 lb initially with two JT8D-7 of 14,000 lb thrust. The Dash 9 engine of 14,500-lb thrust was also available. The -200 Series offered a maximum take-off weight of 115,500 lb, rising to 128,100 lb for the Advanced version. Engine types available were the Dash 7, the 9A with 14,500 lb, the l5A with 15,500 lb and the l7A with 16,000 lb thrust.
The T-43As being navigation trainers and the C-40A being the 737-NG model 700. Boeing has delivered the 19th and final T-43 Navigator Trainer aircraft to the USAF’s Air Training Command in 1974. The aircraft, a military derivative of the 737-200 twinjet, flew to Mather AFB, Sacramento, California. Boeing says the T-43 programme was completed on schedule and within the $81.7m contract which Boeing won in May 1971. Deliveries began in 1973.
In 1978 British Airways ordered 19 737-200 Advanced, which entered service in February 1980. More followed in 1980/1981, and another batch of 16 was ordered in Autumn 1983, with the last delivered in spring 1985, bringing the fleet to 44 aircraft. In October 1988 new orders were announced, which included firm placements for 24 737s, with built in flexibility to choose from the 737-300, or the new -400 or -500 models. British Airways eventually opted for the larger -400. Eleven options were also included and soon taken up, with the new type introduced into service in October 1991.
A maritime surveillance version of the 737-200, the Surveiller is equipped with a Motorola side-looking modular multi-mission radar (SLAMMR), linked to two 5m-long antennae mounted on each side of the upper rear fuselage. The radar has a typical range of 185km on each side of the aircraft at a patrol height of 9,150m (30,000ft). B737-219 is a quick change variant, from freight to passengers.
Boeing 737-2A6 ZK-NEE
The last of 1,114 Boeing 737-200s (and 30 737-100s) was delivered in August 1988. The total includes 19 T-43A navigation trainers for US Air Force (subsequently redesignated CT-43A) and three Surveillers for Indonesian Air Force.
In the end it was the rather noisy JT8D-15 engines that prompted Boeing to look for a replacement for the 737-200 advanced. Already operators throughout the world were turning to Europe for replacement jets such as Airbus and the Hawker Siddeley 146 both of which offered quieter and more fuel efficient engines. Initial design analysis showed that the new high by-pass ratio turbofans were all too big and Boeing prompted the development of the smaller diameter CFM-56 which offered 20,000 lbs thrust. The new aircraft retained about 70 percent commonality with the previous 737-200. The biggest changes, apart from the engines, were the increased fuselage length and minor changes to the wing tip. The larger turbofans did need new pylons and Boeing, with the help of CFM, redesigned the arrangement of auxiliary units inside the pod so that instead of fitting them symmetrically around the engine they were arranged on the sides giving the 737-300 engine pods that characteristic squashed look.
Production go-ahead for the Series 300 was given in March 1981 at the first flew on 24 February 1984, the 737-300 powered by CFM56-3 engines was FAA certified on 14 November 1984 and Boeing made the first delivery to USAir on 28 November 1984.
Boeing 737-341 PP-VOO
On 8 January 1989, a newly-delivered 737-400 belonging to British Midland crashed onto the M1 motorway at Kegworth, UK, during an emergency landing attempt, killing 32 people. The crew believed that an engine was on fire, but incorrectly wired cockpit systems may have given them false information.
Approval for 120-minute ETOPS given November 1986, but withdrawn July 1989 due to concerns related to operation in heavy rain and hail; approval restored 14 September 1990. Commonwealth of Independent States Interstate Aviation Committee certified the Boeing 737 family with P&W or CFM engines 18 January 1993 and the first delivery for Russian Federation and Associated States (CIS) registration (737-300 to National State Aviacompany Turkmenistan) was on 12 November 1992. A 737-300 for Ansett Worldwide (and subsequent lease to British Midland Airways) rolled out at Renton on 19 February 1990 (as 1,833rd 737); 737 orders passed 3,000 when Southwest Airlines ordered 34 in third quarter 1992. The 2,500th 737 rolled out 16 June 1993; 3,000th Classic’ 737, a 737-400 for Alaska Airlines (N793AS) first flew on 16 January 1998. Production of Classic’ averaged 9.5 per month during 1998.
Further developments at Boeing resulted in the even larger 737-400 which was first announced in June 1986 and the first example flew on 19 February 1988. Considerably longer than the 737-300 (3.05 metres). Announced June 1986, the first rolled out on 26 January 1988 and first flew on 19 February 1988.
Certified for up to 188 passengers on 2 September 1988, the first delivery (to Piedmont Airlines) was on 15 September 1988.
A high gross weight structure variant rolled out on 23 December 1988; certified by the FAA and delivered to first customer 21 March 1989. ETOPS approval was granted on 14 September 1990. Russian Federation and Associated States (CIS) certification with CFM engines was on 18 January 1993, as for the 737-300.
Initially known as 737-1000 and then announced as the 737-500 on 20 May 1987, the -500 first flew on 20 June 1989; certified 12 February 1990 after 375 hour test programme; and first delivery (to Southwest Airlines) 28 February 1990. ETOPS approval was given on 14 September 1990. Russian Federation and Associated States (CIS) certification with CFM engines was given on 18 January 1993, as for 737-300 and -400. Smallest, and exactly the same size as the original 737-200, is the turbofan powered 737-500. Capable of carrying 108 passengers in comfort, the 737-500 consumes up to 20 percent less fuel per seat-mile than a comparably loaded 737-200. The 737-500 went into regular service in March 1990 with SouthwestAirlines.
Boeing 737s up to and including -500 are known as Classic' series to differentiate them from ‘Next-Generation’ variants beginning at -600.
United Nigeria – B737-500 – NAF 916
In 1996 the Lufthansa fleet included 89 Boeing 737 and 26 Boeing 747s.
The 737-700 first flew on 9 February 1997, was delivered to Southwest and entered service on 18 January 1998.
Boeing 737-700BBJ M53-01
In 2003, the Australian Defence Force’s first 737-700 “Wedgetail” aircraft had installed a multi-role electronically scanned array antenna, 35.5 ft long and weighing over 3 tonnes, the antenna was described a “the critical sensor aboard the aircraft”. The Royal Australian Air Force Wedgetail airborne early warning and control (AEW&C) aircraft entered service in 2009. Six Boeing 737 NGs were modified to accommodate sophisticated mission systems and radars that will increase Australia’s surveillance and air combat capability, provide air defence support for the naval fleet, and assist in civil operations such as border protection and search and rescue. The Wedgetail AEW&C aircraft were operated by No 2 Squadron from RAAF Base Williamtown, near Newcastle.
The first two Wedgetails were modified in the United States of America, with the remaining four modified at RAAF Base Amberley, near Brisbane.
In February 2006 Boeing delivered the 5000th 737, a 730-700 for Southwest Airlines and 38 years after the first example was delivered. At the time of handover 541 operators were flying over 4100 737s and total sales exceeded 6150.
In January 2007 the first 737-700ER was rolled out, this available in normal airliner form or as in 48-seat all business class configuration with a maximum range of 5510 nm / 10,200 km if fitted with maximum fuel.
The B737-800, essentially a stretched version of the earlier B737-400 seating up to 189 passengers, earned its type certification from the FAA on 13 March 1998. The 737-800NG was launched by Boeing on 5 September 1994. The first delivery of the type was to Hapag-Lloyd on 22 April 1998. Boeing announced on 18 February 2000 that it would offer the blended winglet version of the B737-800NG to customers – a new, advanced technology winglet that has become a standard option. First deliveries of the winglet jet commenced in May 2001. The winglets can be retrofitted and, because of commonality through the 737 range, the blended winglet will be an option for other models that have the B737-800 wing, including the B737-700C/QC and the B737-900. A winglet-equipped 737 is able to fly further, burn less fuel and carry additional fuel than one without winglets. Each winglet is 2.5m long and 1.2m in width at the base, narrowing to approximately 0.6m at the tip. They add approximately 1.5m to the airplane’s total wingspan taking it to 35.8m (all next-generation 737 models have the same wingspan of 34.3m). Each winglet weighs about 60 kg and the overall increase is about 170 kg. Structural modifications to accommodate the winglet include strengthening of the wing’s centre section.
Boeing 737-800
On 26 July 1993 Boeing delivered the 2000th 737NG family example – a 737-700 to Southwest Airlines, eight years after the first one was delivered to the same airline. Total 737NG orders were about 3400, eclipsing the combined total of the first two 737 generations.
The B737-BBJ is a high performance derivative combining the fuselage of the 737-700, strengthened in the aft section, with the centre-section, wing and landing gear of the 737-800. The 737-BBJ is operated by the USAF as the C-40C. The BBJ combines the fuselage of the Boeing 737-700 aircraft with a strengthened aft section, and the centre-section, wing and landing gear of the 737-800 aircraft. Winglets are standard, affording 5 to 7 per cent reduction in cruise drag, resulting in 4 to 5 per cent increase in range. The BBJ features the same panel as the Boeing 777 and also adds a heads-up display. A variety of fuel tank configurations allow the BBJ to have a more than 6,000 nm range. With a customized interior, some of which feature a conference room and a gymnasium, the BBJ approaches a $50 million total acquisition cost. Increased fuel capacity is provided by the installation of between three and nine auxiliary tanks in the underfloor baggage holds, providing a maximum range of 6200 nm / 11,485 km.
With the minimum number of three auxiliary tanks installed, range is reduced to 5025 nm / 9310 km but payload increases, allowing about 50 passengers to be carried with full fuel. The first BBJ flew on 4 September 1998, joint FAA/JAA certification was awarded the following month and the first delivery was made in November 1998 to General Electric. The 100th 737-based BBJ – for the Indian Government – flew in November 2006.
A stretched version (19 feet longer) of the original BBJ, the BBJ2 offers 25% more cabin space and 100% more baggage space. First delivery of the larger Boeing Business Jet was in early 2001. Two Boeing 737 BBJ (Boeing Business Jet) special purpose aircraft are operated by the Royal Australian Air Force’s No 34 Squadron, based at Defence Establishment Fairbairn in Canberra. Both BBJs are permanently converted to VIP configuration, comprising two conference tables and seating for 30 passengers. The BBJs joined the VIP fleet in July 2002. The 737-900 first flew on 3 August 2000, from Boeing Field. The 900 retains the same wing and engines (CFM56-7s) as the 600, 700, and 800 models. Two fuselage plugs, ahead and aft of the wing box increase the fuselage length by 8ft 8in (2.6m) over that of the 800, for 177 passengers in a two-class configuration, 15 more than the 800. Because of emergency exit requirements, the maximum seating number of 189 is the same as for the 800. Two aircraft were used for FAA and JAA certification. The launch customer being Alaska Airlines with an order for ten placed in November 1997.
Boeing 737-900
On 5 September 1993 the 180-215 seat 737-900ER recorded its maiden flight. Boeing delivered the first 737-900ER to Indonesia’s Lion Air on 27 April 2007. The airline had 60 on order. By June 2007 Boeing had received 7000 orders for all 737 models.
The P-8A Poseidon for the US Navy is the third military derivative of the 737NG airliner after the 737-700BBJ based C-40 clipper cargo and personnel transport and the 737 AEW&C Wedgetail/Peace Eagle. Chosen by the Navy in 2004 to replace the bulk of its P-3C Orions, the airframe is based on the 737-800 mated with the strengthened wings of the 737-900. The P-8A is powered by two 27,300 lb (122kN) thrust CFM56-7E engines fitted with 180kVa generators. Boeing has changed 75% of the –800s primary structure maily through stronger gauge materials for the expected flight loads. Other changes include a refuelling receptacle in the forward upper fuselage, an integral fuel tank in the aft third of the fuselage, and an internal weapons bay. The weapons bay has five hard points each rated for 650 kg, and two hard points on each wing, outboard of the engines are rated for 1360 kg, and two hard points in tandem on the centre forward fuselage are rated for 650 kg. Raked wingtips are developed from those of the 767-400.
Boeing 737 RAT55
The “RAT” in the name stands for Radar Airborne Testbed, while the “55” refers to the last two digits in its tail number. RAT55 spends most of its flying life in the vast and remote range complexes that span South-Central California and Southern Nevada. The aircraft seems to live at the high-security Tonopah Test Range Airport (TTR) and spends time in the skies near Area 51 and Edwards Air Force Base. While the one-off NT-43A has ventured beyond its usual protected operational confines — it needs major servicing just like any other 737 — usually these trips seem to be planned to expose the aircraft to minimal public eyeballs. That is clearly no longer the goal.
RAT55 is critical to the development and sustainment of America’s aerial stealth technology. Simply put, RAT55 uses its two huge radar arrays — one front and one back — to take fine measurements of the radar signatures of stealthy aircraft while flying through the air near them. It does this to validate low-observable designs and skin treatments. It also has electro-optical/infrared capabilities above its radomes and can be fitted with dorsal fairings for other systems. While there are facilities on the ground that can take similar measurements of aircraft flying through the air, doing it from another specially-equipped aircraft in the air allows the target to be measured from every angle, including from overhead aspects, and continuously.
Even when B-2 Spirits come out of depot maintenance, they usually spend time in the sky with RAT55 to validate that the work done fits established design goals and parameters. That is the most visible of the NT-43A’s work, but the aircraft is also involved with the most advanced and secretive stealth aircraft development programs in the Pentagon’s portfolio, many of which we don’t know about and likely never will.
737-700 Engines: 2 x CFM 56-7, 24,000 lb Wing span: 34.32m Wing area: 1340 sq.ft. Length: 33.63m MTOW: 70,080 kg Empty wt: 37,971 kg Zero fuel wt: 54,657 kg Fuel cap: 26,136 lt Pax cap: 126-149
737-800 Engines: 2 x CFM56-7B24 (24,000 lb) MTOW: 74,990 kg (165,325 lb) Empty wt: 41,554kg (91,610 lb) Max ldg wt: 66315 kg (144,000 lb) Fuel cap: 20800 kg Max cruise: 0.82 mach Max cruise alt: 41,000 ft Wing span: 33.41m (112 ft 7 in) Wing area: 1345.5 sq.ft (125 sq.m) Fuel cap: 26,025 lt (51,562 lb) Max payload range: 1900 nm Pax cap: 162-189 Length: 39.47m (129 ft 6 in) Height: 12.55m (41 ft 2 in) T/O dist: 7400 ft (2256m) Ldg dist: 5250 ft (1600m)
737-8Q8 Engines: 2
Boeing 737 MAX 8 Length: 129 ft 6 in (39.47 m) Height: 40 ft 4 in (12.29 m) Cabin Width: 139 in (3.53 m) Max Payload: 46037 lbs (20882 kg) Range: 3,800nm (7000km) Maximum seating: 178
737-900 Engines: 2 x CFM56-7 Length: 138 ft 2 in (42.1m) Wing area: 1340 sq.ft Fuel cap: 26,136 lt Pax cap:177-189
Boeing 737 BBJ (Boeing Business Jet) Role: Special purpose passenger and VIP transport Crew: Two pilots and up to four crew attendants Engines: Two CFM International CFM56-7 turbofans (118.4kN (27,300 lbs) each) Length: 33.6m Height: 12.5m Wingspan: 35.8m (including winglets) Max take-off weight: 77,565kg Max landing weight: 60,781kg Gross weight: 171,000 lbs Empty weight: 94,570 lbs Speed: 630km/h normal operations Range: 11,390km Ceiling: 41,000 feet Accommodation: 30 passengers in VIP configuration
BBJ2 Engines: two 26,400 lb. CFM International CFM 56-7 turbofans Seats: 63 Gross weight: 174,200 lbs Empty weight: 100,815 lbs Max cruise: Mach 0.82 Long-range cruise: Mach 0.79 Range: 4,935-6,200 nm Ceiling: 41,000 ft
CT-43 / T-43A Engines: 2 x Pratt & Whitney JT8D-9A turbofans. 14,500 lbs thrust Wingspan: 92.85ft (28.30m) Length: 100.07ft (30.5m) Height: 37.07ft (11.30m) Empty Weight: 61,050lbs (27,692kg) Maximum Take-Off Weight: 128,100lbs (58,105kg) Maximum Speed: 586mph (943kmh; 509kts) Maximum Range: 2,187miles (3,520km) Rate-of-Climb: 3,760ft/min (1,146m/min) Service Ceiling: 36,745ft (11,200m) Accommodation: 5
Boeing 737 NG Wedgetail AEW&C Role: Airborne early warning and control Crew: Pilot, co-pilot and airborne electronics analysts and mission specialists (10 mission consoles) Engines: Two CFM International CFM56-7 turbofans (118.4kN (27,300 lb) thrust each) Length: 33.6 m Height: 12.6 m Wingspan: 34.3 m Maximum take-off weight: 77,565 kg Maximum landing weight: 60,782 kg Maximum speed: 870 km/h Cruise speed: 760 km/h Endurance: 10 hours (without air-to-air refuelling) Ceiling: 12,500 m (41,000 feet) Equipment: Multi-role electronically scanned array (MESA) radar with range in excess of 400 km Electronic warfare self-protection measures including directed infra-red counter-measures , chaff and flares Communication systems including HF, VHF, UHF, Link-11, Link-16, UHF SATCOM and ICS
Design work of the Boeing 727, in its distinctive tri jet configuration, had begun in early 1956 with the design being finalised in Septem¬ber 1959. Considerable savings in construction were envisaged with the fuselage upper sections being identical to the B.707/720 series. The airliner was to be independent of ground support with a Garrett¬AiResearch GTC85 auxiliary power unit for electrics, pneumatic starting and cabin airconditioning. Construc¬tion go ahead came in August 1960 and, on 3 February 1963, N7001U made the first flight, out of Renton. FAA certification of the B.727 100 followed on 20 December 1963 and the first commercial flight of the type was made by Eastern Airlines on 1 February 1964 between Philadelphia and Florida.
The wing, with leading-edge slats and the newly-invented Kruger flaps to provide high lift for takeoff from short landing strips, was the most advanced then built. The wingtip of a 727 was bent upward 9 ft before structural failure occurred in static tests. It successfully took loads in excess of 425,000 lb. Unlike the 707, the 727 has power-operated control surfaces, but tabs on the primary controls enable the pilot to take over in emergencies. The 727 has a main passenger access at the rear, via a hydraulic stairway beneath the rear fuselage, and a pressure-tight bulkhead door inside.
The 727-100 first flew on 9 February 1963, first entering service with Eastern Air Lines on 1 February 1964, with the 727-100C first entering service on 23 April 1966.
In 1963 a series of demonstration flights to 41 cities in 23 countries was carried out. Orders by the added up to 137 including six more for TWA giving then 16 in total.
In 1965 United Air Lines ordered 25 more Boeing 727’s for $110,000,000, bringing United’s 727 fleet to 65 by 1966.
Boeing built a cargo version, installing a heavier flooring, floor beams and a cargo door and the first 100C was ready in mid 1964; a convertible passenger/freight configuration and able to carry 30,000 lb (13608 kg) over a range of 1,900 miles (3058 km). The 727-100Cs are powered by three Pratt and Whitney JT8D M turbofans of 14500 lbs thrust each, are capable of a maximum speed of around 512 knots and a cruise of 461 knots while lifting a maximum take off weight of 80740 kg (178000 lbs) over a maximum range at all up weight of 4800 km (2476 nm).
A total of 582 Series -100 were built, the last delivered in October 1972.
Originally built as the to seat a maximum of 131 passengers (727 100), it was quickly followed by a stretched version, the 727 200 which had a 20 ft (6,10 m) longer fuselage than the 727 100. The 727-200 first flying on 27 July 1967 and received FAA certification on 30 November 1967. The improved and stretched fuselage 727-200 entered service with Northeast Airlines 14 December 1967.
1976 Boeing 727-200 Super27
The last of 1,260 727-200s was delivered in September 1984.
B.727
As built, the standard 727 100 had most of its fuel in three main tanks, one in each wing (Nos 1 and 2) and one in the wing center section (Main Tank No 3). At the request of Australia’s two major domestic airlines, Boeing increased the capacity with the use of a cell added to the No 2 tank. Fuel capacity remained unchanged for the 727 200 but under the ‘Advanced 727’ program to improve the breed (of which more fuel was but one of many refinements), the standard fuel capacity was increased with a larger No 2 tank. In addition, a series of optional flexible ‘modular’ fuel tanks could be installed in the forward and aft baggage compartments.
Boeing 727-276 VH-TBH
The Boeing 727 had a factory option for JATO bottles and Mexicana ordered theirs that way for high elevation airfields.
Boeing 727 Jato take-off
Only six examples of the 727 have ever been operated by the American armed forces. All but one of the six belonged to Detachment One of the District of Columbia Air National Guard (DC ANG) at Andrews AFB, Maryland. General Maxwell R. Thurman, head of US Southern Command in Panama, used the sixth machine for his frequent travels between Central America and Washington. Thurman’s aircraft is Boeing C-22A 84-0193, a model 727-030 (c/n 18362) which once served with the Federal Aviation Administration under the civil identity N78. It is maintained and operated by the US Air Force’s 310th Military Airlift Squadron, 61st Military Airlift Group, at Howard AFB, Panama.
Somewhat confusingly, the C-22A has a higher serial number than the four Boeing C-22Bs (model 727-035) which are operated by the DC ANG. The C-22Bs were purchased to replace six Boeing T-43A (model 737) transports formerly flown by the DC ANG. The C-22C is a ‘stretched’ 727-200 series version. The C-22Bs and C-22C are all painted in such a way that national insignia can be quickly removed.
A total of 1,832 examples had been built when production ended in 1984.
The RNZAF purchased three Boeing 727-100C (one for spares) in 1981 for long range passenger and cargo ops with No.40 Squadron.
Boeing 727-100C
US operator United Parcel Service’s re-engined their 727s with RR Tay 651s. This provided an 18% fuel burn improvement.
727 100 Engines: 3 x Pratt & Whitney JT8D 7 turbofans, 14,000 1bs thrust each. Length: 133 ft 2 in. Wingspan: 108 ft. Ceiling: 37,400 ft. Range: 1,900 mls.
727-100C Engines: 3 x Pratt & Whitney JT8D-7, 14000 lb. Length: 133 ft. Cruise speed: 607 mph. Max speed: 630 mph @ 22,000 ft. Range: 2020 sm. Pax capacity: 131.
727-200 Powerplants: 3 × Pratt & Whitney JT8D turbofans, -15 rated at 15,500 lbf (69 kN) thrust -17 rated at 16,000 lbf (71 kN) thrust -17R rated at 17,400 lbf (77 kN) thrust Wingspan: 108 ft (32.91 m) Length: 153 ft 2 in (46.69 m) Tail height: 34 ft (10.36 m) Cruising speed: 570 to 605 mph (890 to 965 km/h) Cruising altitude: 30,000 to 40,000 feet (9,100 to 12,200 m) Range: 1,500 to 2,500 miles (2,750 to 4,020 km) Max. number of passengers: 189
727-200 Engines: 3 x Pratt & Whitney JT8D-7 turbofan, 14,000 lb (6350 kg) st. Wing span: 108 ft 0 in (32.92 m) Length: 153 ft 2 in (46.69 m). Wing area: 1,700 sq.ft (157.9 sq.m). Gross weight: 172 000 lb (78 015 kg). Max cruising speed: 595 mph (958 kph) at 21,600 ft (6585 m). Typical range: 1290 miles (2,076 km). Crew: 3. Pax cap: 163-¬189.
727 200 Engines: 3 x Pratt & Whitney JT8D 9, 14,500 lb thrust. Length: 153 ft. 2 in. Height: 34 ft. Wingspan: 108 ft. Wing area: 1,700 sq.ft. Wing loading: 107 lb/sq.ft. Power loading: 3.91 lb/lb. Operating weight: 100,840 lbs. Useful load: 72,160 lbs. Payload with full fuel: 17,957 lbs. Maximum taxi weight: 173,000 lbs. Maximum brake release weight: 172,600 lbs. Usable fuel: 54,203 lbs. Maximum landing weight: 150,000 lbs. Zero fuel weight: 136,000 lbs. Maximum rate of climb: 2,500 fpm. One engine out rate of climb: 1,000 fpm. One engine out climb gradient at 213 kt (Vy): 4.6 degrees. Service ceiling: 36,000 ft. Certificated ceiling: 42,000 ft. One engine out ceiling: 23,000 ft. Maximum speed: 549 kts. Maximum cruise speed: 514 kts. Economy cruise speed: 495 kts. Duration to dry tanks, max cruise: 4.5 hrs. Duration to dry tanks, econ cruise: 5.2 hrs. Stall speed, clean: 165 kts. Stall speed, full flaps: 100 kts. Cabin pressurization differential: 8.6 psi.
The most important aerodynamic change compared with the 707-120 is a refinement to the wing leading-edge, which increases the angle of sweepback and decreases the thickness/chord ratio, with improvement in take-off performance and cruising speed. These modifications were incorporated subsequently on the Boeing 707-120B. Major weight saving has been achieved by lightening the structure to the extent made possible by reducing the standard fuel load.
First flying on 23 November 1959, and first ordered by United Airlines, only 154 Boeing 720s were built before production ceased in September 1967, the type being replaced by the Boeing 727.
Engines: 4 x P+W JT-3 D-1, 75.6kN Wingspan: 39.9 m / 130 ft 11 in Length: 41.5 m / 136 ft 2 in Height: 11.7 m / 38 ft 5 in Wing area: 226.0 sq.m / 2432.64 sq ft Take-off weight: 103870 kg / 228995 lb Empty weight: 49705 kg / 109581 lb Cruise speed: 1000 km/h / 621 mph Ceiling: 12800 m / 42000 ft Range w/max.fuel: 8400 km / 5220 miles Range w/max.payload: 6700 km / 4163 miles Crew: 3-4 Passengers: 110-149
By the early 1990s, the three leading airframe manufacturers became aware of the demand for a smallerjet airliner. In particular, over the next two decades there is a market requirement for approximately 2,600 aircraft having a nominal seating capacity for 100 passengers.
To meet these requirements Boeing announced its new generation 737 600; Airbus the A319 and McDonnell Douglas the MD 95, all smaller derivatives of highly successful medium haul airliners. The B737 600 was given the build go ahead in March 1995, with entry into service scheduled for mid 1998 and the MD 95 was shown the green light six months later in October 1995. At that stage the A319 was ahead of the field, the lead aircraft configured in 116 seat layout being readied for delivery to Swissair in April 1996. Launched in October 1995, by the end of 1999, the first of a 100 MD-95 contract (50 firm, plus 50 options) to AirTran Airlines (formerly ValueJet) was signed. With the merger of Boeing and McDonnell Douglas, commercial pressure resulted in the B717. The B717 200 has changed little from the McDomell Douglas concept for the MD-95. Similar in size to the DC 9 30, with a wingspan of 28.45m (93ft 3.5in) and overall length of 37.8m (124ft 0in). The BMW Rolls Royce BR715 turbofan engine was developed specifically for it. First flew on 2 September 1998 and certified on 1 September 1999. The Boeing 717-200 received simultaneous joint certification from the US FAA and European JAA on 1 September 1999. Five teat aircraft flew over 2000 hrs in more than 1900 flights. On September 23, 1999, the first production 717-200 (N717XD, to be re-registered N949AT) was handed over to launch customer AirTran Airways at Long Beach, California.
On 23 May 2006 the last ‘Douglas Commercial’ airliner, a Boeing 717, was handed over to Air Tran at Long Beach, California.
B717-100 Seats: 86.
B717-200 Engines: Two BMW Rolls Royce BR715 turbofans, 82.2kN (18,500 lb) take off thrust with options available up to 93.4kN (21,000 lb). Total fuel capacity 13,892 litres (3,056 Imp gal). Max cruising speed, 0.76 Mach; 438kts (811 km/h). FAA take off field length, (MTOW, SL, Temp = 30 degC) 1,950m (6,400ft). FAA landing field length, (MLW, SL) 1,445m (4,740ft), Range (domestic reserves, 106 passengers and baggage), 2,867km (1,547nm Weights: Space limited payload, 12,220kg (26,940 lb). Design gross maximum ramp weight, 52,163kg (115,000 lb). Maximum take off weight, 51,710kg (114,000 lb). Maximum landing weight, 46,266kg (102,000 lb). Maximum zero fuel weight, 43,545kg (96,000 lb). Operator’s empty weight, 30,785kg (67,870 lb). Wingspan, 28.45m (93ft 43/4in). Wing area, 305 sq.m (1,000.7 sq.ft). Length, 37.81 m (1 24ft 0in). Height, 8.92m (29ft 1 in). Cargo hold, 26.5 sq.m(935 sq.ft). Accommodation: Two crew and up to a maximum of 106 passengers in typical two class configuration. Total cargo volume: 26.33 cu.m (930 cu.ft).
In October 1954 an order came through for 29 KC-135 tankers, based on the 367-80. When the company enlargened the cross-section of the fuselage, Boeing decided to design a new upper lobe for the commercial 707, while keeping the original one for the KC-135. The new fuselage upper lobe was of 140 in diameter making it easier to accommodate a triple seat each side of the aisle. The first 707 flew on 20 December 1957.
The 1st Boeing 707
Three airlines put Conway-engined Boeing 707s into service across the North Atlantic in the spring of 1960. The first was Lufthansa.
1st Lufthansa 707
The Boeing 707-120 was introduced in 1954. As the 707-121, the first of a whole family of passenger and cargo variants, it was launched on its career by Pan Am in 1958 with a $296 million order for 20 — on the transatlantic route for prestige reasons, although it was designed and subsequently used for medium-range domestic service.
The first flight of a Pratt & Whitney JT3D turbofan powered 707-120B was made on 22 June 1960.
707-120B
The first operator of the 707-120 was Pan American who started daily service between New York and Paris on 26 October 1959.
Pan American began using its 707-120s on US domestic routes on 20 March 1959. Starting in July 1965, Pan American Airways replace the human navigator with inertal navigation systems in their entire fleet of 55 Boeing 707s at a cost of $12,500,000.
A brand-new presidential Boeing VC-137A, purchased in 1959, was equipped by a CIA team with a series of large cameras under conditions of secrecy at Andrews Air Force Base. Of the three military Boeing 707 aircraft provided for the White House and the American Government, 86970 was most frequently used as ‘Air Force One’.
VC-137A Air Force One
Some photographs were taken during test flights with the Special Air Mission Boeing, proving that from a height of 9 km the number plates of cars could be read. The large cameras in the belly of SAM 970 were installed behind hidden panels. The operation was controlled from the cockpit in such a way that possible Soviet ‘escorts’ would not notice anything.
The 707-121 was followed by the intercontinental -320, the largest passenger jet of its era (which flew the first ever round-the-world service in 1959) and the short-range -720. The Boeing 707-320B was introduced in 1959. The 707-138 was tailored exclusively to QANTAS specifications, combining the short fuselage of the -120 with P&W JT3D turbofans (replacing the JT3C-6 turbojets), and taller tail fin, and other aerodynamic improvements significantly boosting performance. Modification to 707-138B standard included fitting leading edge flaps and the installation of JT3D-1 turbofans.
The first QANTAS 707 (and Australia’s first jet) VH-EBA, a 707-138B, was retored at Southend and returned to Australia on 16 December 2006. Now registered VH-XBA (EBA was taken) it was to be delivered to the QANTAS Founders Outback Museum at Longreach QLD.
In the early months of 1960, modifications were adopted on the 707 to improve its controllability under certain critical conditions. The modifications, first applied to the Conway-engined 707-436s of BOAC, included a taller fin and a small ventral fin.
Lufthansa Boeing 707-430 jets first entered service on the non-stop Frankfort-New York route on 17 March 1960.
On 29 July 1963 BOAC’s flight 568, a Boeing 707, left Montreal for a non-stop to London. At the controls were Capts. Hilbert Alcock and Ernest E. Brow. On 15 June 1919 two British Navy pilots. Capt. John Alcock ant d Lt. Arthur Brown, made the first non-stop flight across the Atlantic in 16 hr 12 min. The jet flew 1300 miles further in 6 hrs 10 min.
BOAC 707-436
On 707s only the rudder is power operated; the other control surfaces, aerodynamically balanced, are moved by spring tabs on the trailing edges. Though criticized for being noisy and excessively smoky, and for needing longer runways than existed at most airports in the 1950s, the 707 quickly overcame all opposition by flying more passengers and cargo faster, farther and more economically than any other passenger plane. Models fitted with turbofan engines were considerably quieter than the early turbojet-powered versions and by the early 1960s, runways at major airports had been extended to accommodate the new generation of jets. During the two decades of 707 production, almost 2,000 have been built.
A modified Boeing 707-353B joined the US Presidential fleet in August 1972, designated as a VC-137C. President John F. Kennedy’s VC-137 (tail number 26000) was based on a USAF C-137C model which in turn was based on the Boeing 707. This aircraft gained more significance in becoming the aircraft used to transport Kennedy’s body back from Dallas, Texas in 1963. The aircraft served as the official office to which Vice President Lyndon B. Johnson was sworn in as the 36th President of the United States following Kennedy’s assassination at the hands of Lee Harvey Oswald. Today, this very aircraft resides at the United States Air Force Museum in Dayton, Ohio. The aircraft exhibit details the event complete with text and pictures showing the swearing in and the area of the aft portion of the interior cabin modified to fit the coffin of John F. Kennedy for the trip back to Washington, D.C.
The same aircraft transported the body of President Lyndon B. Johnson back to Texas for final rest. President Richard M. Nixon utilized VC-137 on his historic visits to China and the Soviet Union.
John F. Kennedy’s VC-137 was the first presidential aircraft to be popularly known as “Air Force One”.
Powered by four turbojet engines the long range 707-320C can carry up to 202 passengers and has provided safe, fast and comfortable jet travel around the world. Its success can be measured by the fact that no fewer than 859 had been delivered by 1 June 1972.
In 1982 Boeing modified a commercial 707-320 airliner to demonstrate its potential as a tanker/ transport. As flown, the demonstrator has a centreline and wing-tip hose and drouge refuelling systems, but several alternatives are offered, including a centreline flying boom installation. For the tanker role an optional tank may be fitted in the lower rear cargo hold to provide an additional 19,000 lt of fuel. Spain will receive two tanker/transports with VIP interiors during 1987, while Brazil will take delivery of its fourth and last in November 1987.
Boeing completed the first 707-320 Inter-continental as no.16 off the Renton line, flying it on 11 January 1959. The Intercontinental had been ordered by nine airlines. Britain’s CAA caused a minor hiccup by insisting on extra vertical tail area. At first this was met by a big underfin, but the definitive answer was a taller fin, which Boeing made standard. The name Inter-continental was later dropped. The -320B had the JT3D engine and wings with a high-lift leading edge with full-span Kruger flaps and longer-span curved wingtips. These matched weight increases to 333,600lb, paralleled by the -320C mixed-traffic version cleared for 202 passengers or 96,126 lb of cargo.
The -320C remained in production until March 1982, the final total standing at 917. This does not include such military versions as the E-3 AWACS and KE-3A, E-6, E-8A and EC-18 series; with these the total is almost exactly 1,000.
Northrop Grumman undertakes production of E-8C Joint STARS as joint USAF and U.S. Army co-operation program for an airborne surveillance and target acquisition system (first flown August 1995 for first production E-8C).
U.S. Navy Boeing E-6B Mercury airborne command post
The last commercial 707 was 707-320C for Moroccan government delivered March 1982.
Based on the E-3 airframe and powered by four CFM International Fl08-CF-100 turbofans rated at 22,000 lb st (9 979 kgp) each, E-6As will replace EC-130Q Hercules in the TACAMO (Take Charge And Move Out) role to communicate with nuclear submarines. The E-6A is equipped with very-low-frequency (VLF) radio systems for commu¬nication with the US Navy’s Trident nuclear submarine fleet.
In 1990 the US Navy ordered eleven Boeing 707 derivatives. The particular USN variant ordered was the E-6 submarine communication aircraft which uses a five mile long trailing wire as a very low frequency antenna to produce a carrier wave to penetrate the ocean surface and reach submerged submarines worldwide.
For the US Navy, Boeing is building 15 of these survivable airborne communications systems, based on the Model 707 airliner airframe. E-6A – Powered by CFM-56 engines, the E-6A proto¬type flew on 19 February 1987 (minus avionics). Development of the survivable airborne communications system for the US Navy will continue until 1989.
Five Royal Australian Air Force Boeing 707 jets, with 29 years of service, where used for air-to-air refuelling and transport. A 707 tanker can carry up to 43 tonnes of fuel – the wingtip refuelling pods removable to reduce weight and drag and increase range on non-tanker missions.
As a transport aircraft, the 707 can seat up to 152 passengers or carry 60 tonnes of cargo. From 2009, the RAAF 707s were progressively replaced by new KC-30B Multi-Role Tanker Transports, specially-modified Airbus A-330s.
A re-engined Boeing 707 with four Pratt & Whitney JT8D-219 engines has shown up to 22% improvement in fuel usage over its original engines. This aircraft has been dubbed the B707RE. Also tested (as 707-700) was a re-engined version with CFM56.
The Boeing 707 80 prototype obtained speeds well below 100 mph during landing approach in tests conducted by NASA and Boeing at Langley Research Centre. The plane, which once set a coast-to-coast record at 612 mph, was modified by Boeing at its own expense. It has large wing flaps, a boundary layer control system, thrust modulating system and instruments to provide flight data. The Boeing 707 80 prototype was presented ultimately to the Smithsonian Air and Space Museum.
Keen to market its own AEW system for the Israeli Air Force (IAF) and for export, Israeli Aircraft Industries (IAL) developed the Phalcon Airborne Early Warning, Command and Control System and mounted it on a Boeing 707 airframe. The Phalcon system has attracted interest from a variety of countries, however, when China expressed an interest in mounting the radar system on a Russian-built Ilyushin/Beriev A-501 Mainstay in Jul 2000, the USA eventually blocked the sale.
B707-120 Engines: 4 x Pratt & Whitney JT3C-6 turbojet. Length: 145 ft 1 in. Seats: up to 180.
B707-138B Engines: 4 x Pratt & Whitney JT3D-1 turbofan.
Engines: 4 x Pratt & Whitney JTD 3 turbofan, 18,000 lb. (8,165 kg.) thrust. Length: 149 ft 7 in (46.61 m) Height: 12.9 m / 42 ft 4 in Wing span: 145 ft 8 in (44.42 m) Wing area: 273.3 sq.m / 2941.77 sq ft Weight empty: 138,385 lb (62,771 kg) Take-off weight: 148780 kg / 328005 lb Cruise speed: 960 km/h / 597 mph Max. accommodation: 189 Ceiling: 42,000 ft (12,800 m) fully loaded Range w/max.fuel: 8690 km / 5400 miles Range w/max.payload: 7885 km / 4900 miles Crew: 4
B707-220 Seats: up to 180
707-320 Engines: 4 x Pratt & Whitney JT-4A turbojet
707-320B Engines: 4 x Pratt & Whitney JT9D 7 turbofan, 19,000 lb Wing span: 145 ft 9 in (44.42 m) Length: 152 ft 11 in (45.61 m) Height: 42 ft 5 in (12.92 m) Max TO wt: 333,600 lb (151,315 kg) Max level speed: 627 mph (1010 kph) Ceiling: 42,000 ft Range 6,160 miles Seats: up to 219
B707-320C Engines: 4 x Pratt & Whitney JT3D-7 turbofans, 19,000lbs thrust Length: 149.61ft (45.6m) Width: 145.73ft (44.42m) Maximum Speed: 551mph (886kmh; 478kts) Maximum Range: 4,300miles (6,920km) Service Ceiling: 38,993ft (11,885m) Accommodation: 9 + 189 Empty Weight: 145,999lbs (66,224kg) Maximum Take-Off Weight: 333,592lbs (151,315kg)
B707-720 Seats: up to 180
B707-420 Engines: 4 x Rolls-Royce Conway Seats: up to 219
B707RE Engines: 4 x Pratt & Whitney JT8D-219
B707-700 Engines: 4 x CFM56
E-6A Engine: 4 x CFM56-2 turbofan. Installed thrust: 392.6 kN. Span: 45.2 m. Length: 46.6 m. Empty wt: 78,380 kg. MTOW: 155,130 kg. Max speed: 980 kph. Ceiling: 12,200 m T/O run: 1650 m. Ldg run: 720 m. Range: 11,750 km. Endurance: 15.4 hr. Air refuel: Yes.
Boeing 707 RAAF Role: Air-to-air refuelling, passenger and cargo transport Crew: Two pilots, flight engineer, loadmaster, navigator (air-to-air refuelling role), up to six crew attendants Engines: Four Pratt and Whitney JT3B turbofans (8,172kg thrust each) Length: 46.5m Height: 12.9m Wingspan: 44.5m Weight: 152,000kg Speed: 890 km/h Range: Over 7,400km Ceiling: 42,000 feet Accommodation: Up to 152 passengers
Boeing VC-137B Stratoliner Maximum Speed: 628mph (1,010kmh; 545kts) Maximum Range: 5,757miles (9,265km) Rate-of-Climb: 4,000ft/min (1,219m/min) Service Ceiling: 49,869ft (15,200m; 9.4miles) Engines: 4 x Pratt & Whitney JT3D-3 Turbofans, 80kN (18,000 lbs)
As early as January 1935, Pan American Airways had signified to the US Bureau of Air Commerce its wish to establish a transatlantic service and, the airline wanted a new aircraft for the route.
Boeing submitted a successful tender to the Pan American specification and a contract for six Boeing Model 314 flying-boats was signed on 21 July 1936. They used features of the XB-15 heavy bomber, adapting the wing and horizontal tail surfaces for its 37421kg gross weight flying-boat, which could accommodate a crew of 8 and up to 74 passengers in four separate cabins. The engines 1119kW Wright GR-2600 Double Cyclones which gave the machine a maximum speed of 311km/h. The fuel capacity of 15898 litres giving a maximum range of 5633km. Some of the fuel was stored in the stabilising sponsons, which also served as loading platforms. The first Boeing 314 made its maiden flight on 7 June 1939, this original version having a single fin and rudder, later replaced by twin tail surfaces to improve directional stability. These proved to be inadequate, and the original centreline fin was restored, without a movable rudder.
The aircraft was awarded Approved Type Certificate No. 704 and entered transatlantic airmail service on 20 May 1939. PAA Boeing 314 ‘Yankee Clipper’ flew by way of the Azores to Spain and then on to Southampton. On June 17 ‘Atlantic Clipper’ made first passenger crossing, carrying reporters and airline officials. Regular passenger service commenced on 28 June 1939, when ‘Dixie Clipper’ carried twenty-two paying passengers. One passenger having booked his seat in 1931. At that time the Model 314 was the largest production airliner in regular passenger service.
Known as “California Clippers” they operated over the South Pacific Ocean routes for Pan American Airlines. One such “California Clipper” flew from Los Angeles Harbor to Auckland, New Zealand, an 8,000-mile, 50-hour route with night layovers at Honolulu, Canton Island, and Noumea, New Caledonia. On two decks—an upper or control deck and a passenger deck—there were accommodations for a crew of 11 and 68 passengers or 36 sleeping passengers. The passenger deck was divided into nine sections, including a lounge, six separate passenger compartments, a specially furnished deluxe compartment, a galley and restrooms.
Clippers were in service with distinguishable names from 1939 through 1951 and were represented as the Honolulu Clipper, Cape Town Clipper, Anzac Clipper, Pacific Clipper, American Clipper, Yankee Clipper, California Clipper and the Atlantic Clipper – all operated by Pan Am.
Pan American ordered another six aircraft which were designated Model 314A, improved by the installation of 1193kW Double Cyclones with larger-diameter propellers, and additional 4542 litres of fuel capacity, and a revised interior. The first Model 314A flew on 20 March 1941 and delivery was complete by 20 January 1942. Five of the original order were retrospectively converted to Model 314A standard in 1942. Three of the repeat order were sold, before delivery, to BOAC for transatlantic service and operation on the Foynes-Lagos sector of the wartime ‘Horseshoe Route’. The three Boeing 314As, G AGBZ Bristol, G AGCA Berwick, and G AGCB Bangor, with fuel capacity of 5,448 US gallons giving a range of over 3,600 miles, were acquired by the British Government and delivered new from Boeing’s Seattle factory specifically to provide the UK West Africa ‘lifeline’. The three Boeings commenced operation UK West Africa in May 1941. It transpired that a valuable, albeit irregular, trans Atlantic service was an incidental development due to the necessity for them to return to their Baltimore base for certain overhauls after every 120 hours flying, and Atlantic flights were therefore interpolated into the schedules to permit this to happen. BOAC operated its last B.314A on January 17, 1948.
Of Pan American’s nine Model 314/ 314As, four were requisitioned by Army Transport Command and given the military designation C-98. They were little used, however, and in November 1942 one was returned to the airline. The other three were transferred to the US Navy to join two acquired direct from Pan American; the airline provided crews for the US Navy’s B-314 operations and the aircraft were partially camouflaged but operated with civil registrations.
BOAC and Pan American terminated Boeing Model 314 services in 1946 and the surviving aircraft were sold to American charter airlines
Boeing 314 Clipper Engines: 4 x Wright R-2600 Double Cyclone, 1,500 hp
Boeing 314A Clipper (C-98) Engines: 4 x Wright R-2600 Cyclone 14, 1193kW, 1600 hp Props: full-feathering constant-speed Length: 32.31 m / 106 ft 0 in Height: 8.41 m / 27 ft 7 in Wingspan: 46.33 m / 152 ft 0 in Wing area: 266.34 sq.m / 2866.86 sq ft Maximum Take-Off Weight: 83,776lbs (38,000kg) Empty Weight: 48,281lbs (21,900kg) Fuel capacity: 5408 USG Max. speed: 311 km/h / 193 mph Cruise speed: 295 km/h / 183 mph Maximum Range: 3,664miles (5,896km) Ceiling: 4085 m / 13400 ft Passengers: 74
