The Boeing Bird of Prey was a black project tested at the top secret Groom Lake facility. The Bird of Prey, named after the Klingon one in Star Trek, was a stealth technology demonstrator. Developed by the McDonnell Douglas Phantom Works (which later became part of Boeing), only one Bird of Prey technology demonstrator was built, taking to the air in the fall of 1996.
Funded entirely by the company, Bird of Prey was a relatively low cost programme at $67 million, utilising off-the-shelf components. To keep expenses down, the Aircraft used a Pratt & Whitney JT15D which is commonly found in Citation Jets and the Beechjet. It is speculated that the aircraft tested active camouflage, the ability to match the local environment, changing colour and luminosity. Cloaking! Another reason to reference Star Trek. Despite its radical appearance, the aircraft was aerodynamically stable enough to use manual hydraulic controls rather than fly-by-wire, reducing both development time and cost.
The aircraft made 39 flights before the programme’s conclusion in 1999, helping develop technologies since used on Boeing’s X-45 and X-47 unmanned combat air vehicles.
After the programme’s conclusion, Bird of Prey was stored in Dyson’s Dock for three years before being declassified in October 2002. In October 2002 Boeing revealed the existence of the Bird of Prey.
The sole Bird of Prey can be found at the Museum of the United States Air Force in Dayton Ohio.
The X-32 STOVL (Short Take-Off and Vertical Landing) technology demonstrator was the Boeing Company’s response to the Department of Defense’s “Joint Strike Fighter Program” beginning in 1994. Boeing’s Joint Strike Fighter (JSF) demonstrator, the X-32A carries its weapons internally in side bays.
The X-32B achieving the first vertical landings following transition from conventional to STOVL flight. The X-32 competed – and failed – against the Lockheed submission, which went on to become the F-35.
Boeing X 32 Joint Strike Fighter Engine: General Electric YF 120 FX, 176580 N Length: 46.916 ft / 14.3 m Height: 13.123 ft / 4.0 m Wingspan: 36.089 ft / 11.0 m Wing area: 538.2 sq.ft / 50.0 sq.m Weight empty: 19999.4 lb / 9070.0 kg Crew: 1 Armament: 1x MG 27mm Mauser, max. 7700kg
Boeing X-32A Engine(s): 2 x Pratt & Whitney F135 turbofan, up to 35,000lbs thrust. Length: 50.75ft (15.47m) Width: 35.99ft (10.97m) Height: 17.32ft (5.28m) Maximum Take-Off Weight:37,920lbs (17,200kg) Maximum Range: 979miles (1,575km) Service Ceiling: 50,000ft (15,240m; 9.5miles) Armament: 1 x 20mm M61A-2 cannon OR 1 x 27mm Mauser BK-27 cannon Maximum external load: 15,000lbs approx. Seats: 1
Originally developed by Flight Concepts, the Skyfox twin-turbofan advanced trainer was developed and marketed by the Boeing Military Airplane Company, which holds an exclusive production licence for the aircraft. More than 700 active T-33s, of which the Skyfox is a remanufacture, have been iden¬tified by Boeing, and at least 200 are seen as potential subjects for conversion.
Skyfox N221SF first flew on August 23, 1983, piloted by Skip Holm or Tony LeVier, and has two externally mounted 16.4kN thrust Garrett TFE731 engines in place of the T-33’s single 20.5kN J33 turbojet. The forward fuselage is reprofiled in the absence of air intakes and faired into enlarged leading edge root extensions. Winglets are fitted in place of the T-33’s tip tanks, and internal fuel capacity is increased to compensate. A redesigned, enlarged empennage is fitted. The tandem cockpit is updated with modern avionics, equipment, and Stencel ejection seats. The resulting aircraft retains 70 per cent of the T-33’s original structure, including the wing and landing gear.
The rights to the Skyfox transferred to Boeing as Boeing Skyfox. The registration was cancelled in 1997.
Gemini Engine: 2 x Garrett TFE731-3A, 3700 lb Installed thrust: 33 kN. Span: 11.8 m / 37’10” Length: 14 m / 44’0″ Empty wt: 4665 kg. MTOW: 9070 kg. Warload: 2720 kg. Max speed: 935 kph. Initial ROC: 3050 m / min. Ceiling: 15,240 m / 50,000′ T/O run (to 15m): 670 m. Ldg run (from 15m): 1097 m. Fuel internal: 2950 lt. Range: 5560 km. Hardpoints: 4 Seats: 2
In 1985, studies were centered around a 21ft (6.4m) stretch of the 767-300, dubbed the 400 (the 777 designation was first publicized in 1978, linked to proposed tri-jet versions of the 767), with the same fuel capacity, engines, and gross weight of the 767 300. A longer range development was possible, but would require “some wing work,” said Boeing. Market assessment for the derivative began late in 1986 and proceeded at a rather leisurely pace. The launch of the MD 11, followed by the A330/A340, stimulated Boeing’s efforts and by the third quarter of 1988, the manufacturer was discussing a wide range of derivatives of the 767 with airlines, grouped in three categories under the 767-X nomenclature. The least expensive proposal was a slightly stretched 767 300 which retained the existing wing, but resulted in only a modest capacity increase. A ‘maximum change’ 767 would have wing tip extensions and winglets, plus the additional of a wing root insert. The most expensive suggestion featured a completely new wing (called 767RW, or Re Wing) that would allow a significant fuselage stretch as much as 539in (44ft llin/13.69m) although the span would be such that it could pose airport gate compatibility problems. The dozen different studies included several designs with second decks, including one 9ft (2.74m) stretch with a partial upper deck aft of the wing. All of the 767 X designs would have required powerplants with increased thrust over existing 767 engines, although at the time Boeing stated that they would not need a re fanned engine, proposed by all three engine manufacturers General Electric, Pratt & Whitney, and Rolls Royce to meet the 67,500 71,000 lb st (300.2 315.8kN) requirements of Airbus for the A330. Boeing’s market research indicated that the 767 X would have to satisfy three different markets. The A Market aircraft, intended for US transcontinental, Europe Asia, and intra Asia routes, would be a 300-seater with a range of 4,000nm (7,400km). Next in significance was the B Market, aimed at the evolving North Atlantic extended-range twin jet segment (then known by the acronym EROPS, for Extended Range OperationS). The 250 seat air¬craft would have a range of 5,500nm (10,200km) and be capable of flying between secondary US and European destinations, such as Dallas Frankfurt. Finally, there was a future C Market proposal, for twin jet operations between the US West Coast and Asia, and between Europe and the Orient. This 230 seat aircraft (about the same size as a 767 300) would have a range of 7,000nm (13,000km). Boeing which traditionally had only consulted with one or two prospective launch customers invited representatives of eight airlines (All Nippon Airways, American Airlines, British Airways, Cathay Pacific Airways, Delta Air Lines, Japan Airlines, QANTAS, and United) to form a steering committee. The ‘Gang of Eight’ met regularly in Seattle, and helped to define the 767-X Several driving forces for the 767 X emerged by spring 1989, including serious interest from All Nippon and United. By then, enthusiasm for the double deck proposals had waned in favor of a new nine abreast design, retaining only the nose and tail of the 767. Re fanned engines would be a necessity, and the designation 787 was linked briefly to the aircraft which would be available from mid 1995.
On December 8,1989, Boeing’s board of directors authorized the company’s salesmen to make firm offers of a 767 X design which, when formally launched, would become the 777. The basic configuration was a wide body twin with a twin aisle cabin “wider than the 767, A330, or MD 1l,” to seat around 350 passengers in a two class layout with a range of 4,200nm (7,800km). Its wing span was considerably greater than that of the 767 300, and only slightly less than that of the 747 400. One option under study was the incorporation of folding wing tips. While the chosen design involved the highest development costs, it also allowed for the most growth in the future. This aircraft was the first fly-by-wire passenger aircraft for Boeing and many other firsts were incorporated in this aircraft, including an advanced glass cockpit, the large-scale use of composite materials, extremely powerful engines, and Boeing also used computers to design and electronically preassemble the entire airplane. The cockpit has five large 200-mm liquid-crystal, multi-function display (MFD) screens, with an additional screen on the central console panel. This MFD, along with the centre display on the panel, is used for the aircraft’s engine indication and crew alerting system (EICAS), while each pilot has two main screens in front of them which are used as primary flight displays (PFD) and the navigation displays (ND). The B777 is a true fly-by-wire aircraft. The primary flight-control system (PFCS) has two types of computers in its system: the actuator control electronics (ACE) which is primarily an analogue device, and the primary flight computer (PFC) which is digital. There are four ACEs and three PFCs and, furthermore, the PFCs have three channels for operation. The four ACEs receive the data from multiple transducers on the pilot controls and those on the primary surface actuators. This is then converted to digital and sent over the “triplex hi-directional buses” to the PFCs. These are then returned over the same buses (hi-directional remember) for the ACEs to convert these signals back into analogue commands for each actuator. The aircraft systems then operate the flight controls.
Three engine types have been offered to power the B777: the Rolls-Royce Trent 800, the Pratt & Whitney PW4000 and the General Electric GE 90. The fan diameters are incredibly large with the largest, the GE 90, measuring 3.12 metres. These engines have been rated from 74,000 lbs for the original P&W PW4074, to the largest, 98,000 lbs, of the P&W PW4098. Although a 239in (19ft llin/6.07m) cross section was studied, eventually the fuselage diameter was set at 244in (20ft 4in/6.2m), compared to 237in (19ft 9in/6.02m) for the MD 11 and 222in 08ft 6in/5.64m) for the A330/A340. Consequently, Boeing claims that the 777 offers more interior options and greater flexibility than the competition, from a six abreast first class layout with 21in (53cm) wide seats to a ten abreast economy section with ‘industry standard comfort levels’ (which translates to 17in (43cm) wide seats with a 32in (81cm) pitch). Originally, the new aircraft was to retain considerable systems commonality with the 767, but in the event only some of the cockpit structure was retained. Because of customer preference the layout of the 777’s two person flight deck is similar to that of the 747 400. However, instead of CRT (Cathode Ray Tube) screens, six flat panel Liquid Crystal Displays (LCDs) show flight, engine, and navigation information. In addition to saving space, LCDs weigh less, require less power, and generate less heat than CRT displays. Even the three standby gauges are LCDs; a compass is the only ‘dial’ survivor from previous generation cockpits. The aircraft’s total fuel capacity is accommodated entirely within the wing and structural centre section. Although Boeing had indicated it would prefer to have at least 100 orders for its new design, the 777 200 (there was no 100) was launched on October 29, 1990, following on the heels of an initial order for 34 (plus 34 options) from United. All Nippon took the plunge (for 15 plus 10 options) that December, the same month that a revised memorandum of understanding (MOU) was signed by Boeing, Fuji, Kawasaki, and Mitsubishi for the Japanese to assume responsibility for 20% of the airframe along with a corresponding share in the market risk and the potential rewards. The first 200 B Market order came from French charter airline Euralair the following June. The 777 is the subject of Boeing’s most extensive flight testing program ever, with no less than nine aircraft and three different engines involved. At its conclusion in June 1996, Boeing expected the test fleet to have logged 7,000hr and 4,900 cycles. The first 777 200 (registered N7771 and named Working Together) PW4077 powered made its maiden flight on June 12, 1994, in the hands of John Cashman, 777 chief pilot, and Ken Higgins, director of flight test. It has conducted aerodynamic, stability, and control testing to basic certification and will continue follow on testing until June 1996, then be refurbished for sale.
Four PW powered 222s for United had joined in the flight testing by October 1994 and have been followed by two 236s with CE90 engines for British Airways. The first two 267s for Cathay Pacific, completed in April and June 1995, respectively, were assigned to complete certification of the Rolls Royce Trent.
The initial British Airways order was for 15, plus 15 options, was placed on 21 August 1991, and at least 8 options were converted to firm commitments.
The 777-200IGW with 7230nm/8325mi/13,400km range with 267 passengers, went into British Airways service on the London-Boston route on 9 February 1997.
British Airways operated 777-200s on long-haul routes. The type was troubled with problems with the GE90-76B engines before delivery, delaying service introduction until 17 November 1995.
United accepted its first 777, appropriately registered N777UA, also the first of the type to be delivered, on May 15 1995, and this aircraft was the centerpiece of a formal delivery celebration two days later. United placed the three class 292 seat 777 into service on June 7 with a London (Heathrow) Washington (Dulles) flight. Two versions of the 777 were available: the basic -200 and the increased gross weight -2001GW, which has since been renamed the -200ER. The first Boeing 777-200 flew on 12 June 1994, and was awarded FAA and JAA certification on 19 April 1995. This longer range B777-200ER can fly more than 7,200 nm. The PW4074 powered aircraft was awarded the 180-minute ETOPS (extended twin-engine operations) in May of 1995. Ten metres longer than the 777-200, the 777-300 has dimensions that all but match the 747; seating around 550 passengers in a single class, or 368-386 passengers in three classes, with a range of over 8,500 nm. Both the -200 and -300 series have a wing span of 60.9 m, nearly identical to that of the Boeing 747-100 and -200. The -300 was rolled out on 8 September 1997, first flew on 16 October 1997 and has since gained 180-mm ETOPS approval and JAA/FAA certification. The 777-300ER first flew on 24 February 2003. As part of the test programme, the 737-300ER set a MTOW record of 774,600 lb.
In October 2005 Air New Zealand took delivery of its first 777-200ER after a delay caused by a Boeing Machinists’ strike. Air NZ had eight 777-200ERs on order.
First flying on 8 March 2005, the 777-200LR, called Worldliner, was to travel up to 9420nm / 17,450 km with 301 passengers if fitted with maximum auxiliary fuel tankage. First delivery is to Pakistan International in January 2006.
In November 2005 a 777-200LR established a new world record for distance travelled non-stop by a commercial aircraft – 11,664 nm / 21,605 km between Hong Kong and London Heathrow flying eastbound. The flight took 22 hr 42 min.
American Airlines Boeing 777-300ER
Compared to the 747-400, as ER cruises at similar speeds (0.84 Mach as compared with the 747’s 0.85 Mach) and can carry only slightly less passengers. The 777-300ER has a range of more than 7,400 nm. The aircraft has an advanced fly-by-wire flightdeck featuring lightweight liquid crystal displays, and Jeppesen’s “Electronic Flight Bag” the latest advance towards the paperless flightdeck. The B777-300ER is powered by two General Electric GE90-115B1 engines, which are capable of 115,000 lbs of thrust each. These engines include composite fan blades instead of the typical titanium blades, and the blade’s swept-design is reported to add 2,000 lbs to the engine thrust. Two prototypes undertook the 1500 hours of flight testing required for certification. The new 777-346ER has a MTOW of 759,600 lbs (344,555 kg), a range of 7,430 nautical miles (13,760 km), and two GE90-115B engines of 115,000 lbs thrust each – the world’s most powerful commercial jet engine. Differences over the standard 777 include; the wings extended by 6.5 feet, with raked tips; strengthened wings and empennage; strengthened nose undercarriage, with a new upgraded main landing gear installed; supplementary electronic tail-skid added and the nacelle struts modified to accommodate the higher thrust engines.
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 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
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).
The first product, B & W Seaplane of 1916, was designed by William Boeing in conjunction with Conrad Westervelt. The company secured the first of many military contracts in June 1916, when it received an order from the Navy Department to build 50 HS-2L flying boats. First production order was for Model C seaplane trainer for U.S. Navy (first flown 1916), followed by Model EA land trainer of 1916 for U.S. Army. Name changed to Boeing Airplane Company April 26,1917. Improved Model C of 1918 was first mass-produced Boeing aircraft, built alongside Boeing-constructed Curtiss HS-2L flying-boats. First post-First World War design was the B-1 three-seat flying-boat (first flown December 1919), while in 1920 the first flight took place of the first of many Boeing-built DH-4s (based on British Airco D.H.4). Built ten U.S. Army-designed GA-1 armored ground attack triplanes (first flown May 1921) but just two GA-2s, followed by 200 Thomas-Morse MB- 3A pursuit aircraft (first flown 1922). The Boeing company has contracted with Thomas Morse to build the MB-3 fighter. With this experience Boeing undertook the development of their own PW-9 pursuit aircraft. Bid successfully for the San-Francisco-Chicago airmail route in 1927 and formed subsidiary Boeing Air Transport to operate the route. In 1928, Boeing Airplane and Transportation Corporation went pub¬lic and the stock sold quickly. As other airlines were acquired, this became Boeing Air Transport System. Merged with Pratt & Whitney, Standard Steel Propeller Co, and two small aircraft manufacturers to form United Aircraft & Transport Corporation in 1929. All continued to operate under original identities. Encouraged, Boeing formed the United Aircraft and Transport Corporation, which included Boeing Airplane Company, Pratt & Whitney, Chance Vought, Sikorsky, Hamilton Propeller, Pacific Air Transport. First real success with own-design military aircraft came in 1923, with the PW-9/FB-1 series, which had a fabric-covered welded-steel-tube fuselage. Other aircraft followed in quick succession, types of particular note including the Boeing Model 40, designed for carriage of airmail plus two (and later four) passengers, used by new Boeing Air Transport. Model 80 12-passenger transports with three Pratt & Whitney Wasp engines introduced by Boeing Air Transport in 1928. World’s first airline stewardesses introduced on these aircraft 1930. In 1929 Lloyd Stearman sold his Stearman Aircraft Company to the ‘United Aircraft and Transport Corporation’. Model 80A with more powerful Hornet engines and seats for 18 passengers followed. Biggest military order to that date (other than MB-3As) came in 1931, when U.S. Army ordered 135 P-12E single-seat fighters, and U.S. Navy 113 of the similar F4B-3: total of 586 aircraft in this series built by 1933 (prototype Model 83 for P-12 series had flown June 1928). Boeing Model 200 Monomail, mail/cargo aircraft, first flew May 1930; revolutionary aircraft with cantilever allmetal monoplane wing, retractable main landing gear and a specially designed antidrag cowling for its single Hornet engine. A second Monomail, Model 221, had six-seat passenger cabin. Military development of this aircraft resulted in YB-9 bomber (first flown April 1931), forcing evolution of new fighter types. Boeing produced P-26 single-seat all-metal monoplane fighter (first flown March 1932), of which 136 bought by U.S. Army. Biggest step forward came with the Model 247 (first flown February 1933), most advanced conception of a transport aircraft anywhere in the world at that time. Introduced wing and tail unit leading- edge de-icing, control surface trim tabs and, in production aircraft, controllable-pitch propellers and autopilot. It was the first twin-engined monoplane transport that could climb with a full load on the power of one engine. In 1934 legislation prevented aircraft and engine manufacturers from operating airlines. Boeing resigned as chairman, sold out his stock and the corporation was divided into three new companies in September 1934 United Air Lines to handle air transport, United Aircraft Corporation to take over the eastern manufacturing firms and Boeing Airplane Company to manage Western operations, together with Stearman, a wholly owned subsidiary. The name Boeing Airplane Company was readopted in 1948. In May 1961, following acquisition of Vertol in 1960, became known as The Boeing Company, which remained the name in 1999. Changes in the company structure took place in 1996, when on December 15 it was announced that a merger had been agreed with McDonnell Douglas. The two large organizations began operating as a single company from August 4,1997, under the Boeing name. Also in December 1996 Boeing purchased Rockwell International’s aerospace and defense units, these being retitled Boeing North American Inc. and subsequently becoming part of Boeing’s Space Systems business unit. Several internal restructures of the Boeing organization followed, the set-up comprising three main groups, namely, Information, Space, and Defense systems Group (ISDS), Boeing Commercial Airplane Group (BCAG), and Boeing Shared Services Group; the latter for information management and computing resources. Within ISDS are various business units comprising Aircraft and Missile Systems (to undertake Boeing’s military airplane and helicopter programs, plus oversee tactical missile development), Boeing Space Systems (to oversee Boeing’s space programs for DoD and NASA), Information and Communication Systems (programs include AWACS surveillance systems, communications systems and more), Phantom Works (a previous McDonnell Douglas unit for advanced research and development, with programs including research into hypersonic aircraft), and Business Resources. BCAG is headquartered at Renton but has units in various other locations. This group comprises Customer Services, Douglas Products Division (for manufacturing airliners that originated from McDonnell Douglas, such as the MD-80, MD-90, MD-11, and B717), Engineering Division, Fabrication Division (constructing components), Materiel Division (made responsible for materials and subcontracted components), Propulsion Systems Division (engine preparation for airliners), 737/757 Programs, 747/767 Programs, 777 Program, and Wichita Division (components and subassemblies). Significant military aircraft since the early 1930s have included the B-17 Flying Fortress bomber (first flown July 1935), of which 12,731 examples were built; B-29 Superfortress bomber (first flown September 1942); B-47 Stratojet medium jet bomber (first flown December 1947); B-52 Stratofortress intercontinental strategic bomber (first flown April 1952); E-4 National Airborne Operations Center aircraft (first flown June 1973); E-3 Sentry airborne early warning and control system aircraft (delivered from March 1977); E-6 Mercury survivable airborne communications system aircraft for the U.S. Navy (first flown February 1987); and EC-18 advanced range instrumentation and cruise missile control aircraft. The B-52H Stratofortress continues to form a major component of the USAF, and proposals were made in 1998 to re-engine 71 examples of this eight-engined bomber with four very powerful Rolls- Royce RB211-535E-4 turbofans each. Continuing military programs in 1999 include work in developing the AL-1A Airborne Laser aircraft based on the Model 747 Freighter; development of Boeing’s contender for the Joint Strike Fighter program to produce a multipurpose combat aircraft with CTOL/STOVL flight characteristics to replace a range of present warplanes from about the year 2008; new AWACS aircraft for export based on 737 and 767 airframes (first flight of an E-767 AWACS with structural AWACS features for Japan, August 1996); and production of the F-15 Eagle, F/A-18 Hornet and Super Hornet, Harrier II and II Plus, and T-45 Goshawk (all ex-McDonnell Douglas). Aircraft which have made important contributions to global air transport, in addition to those previously mentioned, include the Model 314 flying-boat (first flown June 1938); Model 307 Stratoliner with pressurization (first flown December 1938); Model 377 Stratocruiser (first flown November 1944 as XC-97 military transport); Model 367-80 turbojet transport (first flown July 1954) which was put into production as a military tanker-transport for the USAF as the KC-135 Stratotanker and as the Model 707 commercial airliner; Model 727 tri-jet short/medium-range airliner (first flown February 1963); Model 737 twin turbofan short-range airliner (first flown April 1967 and still in production in 1999 in advanced and Next Generation versions, with development continuing and over 4,000 sold); Model 747 four-jet wide-body high-capacity airliner (first flown February 1969 and given the press nickname “Jumbo Jet”; still in production in 1999 in latest 747-400 series versions, with new versions under development); Model 757 twin-jet medium-range airliner (first flown February 1982); Model 767 twin-jet wide-body medium/longrange airliner (first flown September 1981); and Model 777 twin-jet wide-body long-range airliner.
Since the merger with McDonnell Douglas, the Boeing aircraft range also includes the Model 717 (first flown 1998; formerly the McDonnell Douglas MD- 95), C-17A Globemaster III military heavy-lift and longrange transport (first flown September 1991; commercial version proposed as the MD-17); MD-11 medium/long-range tri-jet airliner (first flown January 1990); MD-80 twin-jet short/medium-range airliner (first flown October 1979 as follow-on to similar but older DC-9); MD-90 twin-jet medium-range airliner (first flown February 1993 as longer and advanced development of MD-80); F-15 Eagle; F/A- 18 Hornet and Super Hornet; Harrier II and II Plus; T-45 Goshawk; and various helicopters. Since taking over Rockwell International’s aerospace and defense units, the B-1B Lancer long-range variable-geometry strategic bomber is technically also a Boeing type, although production of 100 ended in 1988. Since the merger of Boeing and McDonnell Douglas, Boeing’s helicopter range has grown. However, Boeing took the strategic decision to concentrate on military helicopter programs and sold its 49% share in the Model 609 civil tilt-rotor transport to its development partner Bell Helicopter Textron (now called BA 609; the MD 500/520/530/Defender and MD 600N helicopter ranges thereafter (plus MD 900/902 Explorer/Combat Explorer not selected by Bell) remained for sale elsewhere, some using the unique NOTAR antitorque system. Boeing has sold its civil helicopter production line, formerly manufactured by McDonnell Douglas, to Dutch company MD Helicopters on 19 February 1999. The sale, coming only two years after Boeing themselves purchased the range through a merger. The sale includes the MD500E, 520N, 530F and 600N models, as well as the twin-engined MD Explorer and the licence to incorporate the no tail rotor (NOTAR) system on future aircraft. Boeing does, however, keep the ownership of the NOTAR technology. Boeing continued to produce the machines, under contract to the new Dutch owners, until early 2000. However, Boeing continued its partnership with Bell over development and production of the V-22 Osprey military tilt-rotor transport and multipurpose aircraft for the U.S. forces (first flown March 1989). Not for sale was the inherited AH-64 Apache attack helicopter, produced also in the U.K. in AH-64D Apache Longbow form. Boeing’s own H-47 Chinook continued in production, and Boeing remained partnered with Sikorsky in the development of the RAH-66 Comanche multirole battlefield helicopter for the U.S. Army (first flown January 1996).
Boeing enhanced its space prowess through the merger in 1997 with McDonnell Douglas and the acquisition the year before of the defense and space units of Rockwell International.
In 1998 Boeing was under contract to the United Space Alliance for shuttle orbiter production, modifications and operations, and for overall shuttle system and payload integration services, with additional responsibility for launch and mission support.
In 1999 Boeing operations were located in 27 states, and the company had employees in more than 60 countries. The company was organized into three major business segments: Boeing Commercial Airptane Group, Military Aircraft and, Missile Systems Group, and Space and Communications Group.
