Société Boisavia Avions Boisavia 11, rue Pierre-Brossolette – (Ivry-sur-Seine)
Société Boisavia was a French manufacturer of light aircraft established by Lucien Tieles. He began in 1946 with the B-50 Muscadet. The firm manufactured a number of types, most significantly the Mercurey in several variants, until the mid-1960s. Production of the Mercurey ended in 1962.
Boisavia B.50 Muscadet (1946) Boisavia B.60 Mercurey (1949) Single-engine four-seat high braced monoplane sport aircraft Boisavia B.80 Chablis (1950) Kit design for homebuilding. Two constructed Boisavia B.260 Anjou (1956)
First flown on May 27, 1970, the Boeing Vertol 347 was a CH-47A modified for research with wings, four-blade rotors, retractable u/c, and fly-by-wire controls. The aft was pylon taller. The CH-47A was Boeing c/n 164 / US Army Serial number 65-7992.
Following the evaluation of submissions by five US helicopter manufacturers, the US Army selected the Boeing Vertol Model 114 as most nearly meeting its requirements for a battlefield mobility helicopter. An initial contract for five YHC-1B pre-production examples was placed in June 1959, but soon after entering service these were redesignated YCH-47A and given the name Chinook.
The Model 114 was a larger and more powerful version of the same company’s Model 107 (CH-46 Sea Knight). The non-retractable landing gear is of quadricycle configuratio, with twin wheels on each front unit and single wheels on each rear unit. Oleo-pneumatic shock-absorbers in all units. Rear units fully castoring; power steering on starboard rear unit. All wheels are size 24 x 7.7-VII, with tyres size 8.50-10-III, pressure 4.62 bars. Two single-disc hydraulic brakes each.
The Chinook’s fuselage is built around a cargo bay, in front of which is the flight deck and above it, at either end, the pylons holding the transmission for the two rotors. The two turbine engines are installed on either side of the aft pylon. The fuselage has sealed and compartmented fairing pods on each side of the lower fuselage, extending for almost three-quarters of the fuselage length to supplement the buoyancy of the sealed lower fuselage for water operations.
Self-sealing pressure refuelled crashworthy fuel tanks are in the external fairings on sides of fuselage with a total fixed fuel capacity of 3,899 litres. Provision for up to three additional long-range tanks in cargo area, each of 3,028 litres give a maximum fuel capacity (fixed and auxiliary) of 6,927 litres.
The constant cross-section cabin with side door at front and rear-loading ramp that can be opened in flight. Access to flight deck is from the cabin. Behind the cargo bay is a hydraulically-actuated ramp which greatly facilitates loading and unloading operations. On either side of the fuselage are two large fairings, housing the fuel tanks, landing gear shock absorbers and battery for the electrical system. The cargo bay has a volume of circa 42cu.m and can carry either 44 troops, 24 stretcher cases plus two medical attendants, or a weight of between eight and 11 tonnes. A hoist at the front of the bay can be used for lifting loads vertically through a hatch in the middle of the floor or for lowering items to the ground. The Chinook also has a cargo hook at the center of gravity for carrying slung loads (covered by removable floor panel so that load can be observed in flight), enabling it to operate as a flying crane.
Three cargo hooks are fitted. The centre is capable of lifting 12 tons and the other two 9 tons each.
Two three-blade intermeshing contrarotating tandem rotors, the front rotor turning anti-clockwise, has rotor transmissions driven by connecting shafts from a combiner gearbox. Classic rotor heads with flapping and drag hinges are fitted with 225 rotor rpm. The manually foldable blades, usse Boeing Helicopters VR7 and VR8 aerofoils with cambered leading-edges, and the blades can survive hits from 23mm HEI and API rounds. A rotor brake is optional. To minimize the vibrations transmitted to the fuselage by the rotors, the helicopter has five vibration absorbers, one in the nose, two under the cockpit floor and two inside the aft pylon. Differential fore and aft cyclic is for pitch attitude control, and differential lateral cyclic pitch (from rudder pedals) for directional control. Automatic control to keep fuselage aligned with line of flight. Dual hydraulic rotor pitch-change actuators: secondary hydraulic actuators in control linkage behind flight deck for autopilot/autostabiliser input; autopilot provides stabilisation, attitude hold and outer-loop holds. A 67shp Solar turbine at the base of the aft pylon drives the electric generators and hydraulic pumps. The hydraulic system comprises a utility system, a No.1 flight control system and a No.2 flight control system. Electrical system includes two 40kVA air-cooled alternators driven by transmission drive system. Solar T62-T-2B APU drives a 20kVA generator and hydraulic motor pump, providing electrical and hydraulic power for main engine start and system operation on the ground. Two pilots on the flight deck, with dual controls have a jettisonable door on each side of flight deck. Depending on seating arrangement, 33 to 55 troops can be accommodated in main cabin, or 24 litters plus two attendants, or vehicles and freight. Rear-loading ramp can be left completely or partially open, or can be removed to permit transport of extra-long cargo and in-flight parachute or free-drop delivery of cargo and equipment. Main cabin door, at front on starboard side, comprises upper hinged section which can be opened in flight, and lower section with integral steps. Lower section is jettisonable. Triple external cargo hook system, with centre hook rated to carry maximum load of 11,793kg and the forward and rear hooks 7,711kg each, or 10,433kg in unison. Provisions are installed for a power-down ramp and water dam to permit ramp operation on water, for forward and rear cargo hooks, internal ferry fuel tanks, external rescue hoist, and windscreen washers.
The first YHC-1B made its initial flight on 21 September 1961, by which time the first production contract for CH-47A aircraft had been placed. These were powered initially by 1641kW Lycoming T55-L-5 turboshafts (subsequently by 1976kW T55-L-7 turboshafts), and deliveries of CH-47As began in December 1972. The CH-47B replaced the original model, and was chosen by the US Army as the standard troop transport for the First Cavalry Division (Airmobile). The CH-47B is recognisable by the two thin fins at the base of the rear ramp, and has more powerful 2125kW T55-L-7C turboshafts, redesigned rotor blades and other detail refinements, the first of two prototypes making its first flight during October 1966, with deliveries beginning on 10 May 1967. The CH-47B was followed by the CH-47C (Model 234) which had new 3802shp / 2,796kW T55-L-11A engines, strengthened transmission and new, larger 3,944 litres capacity fuel tanks. The first CH-47C flew on 14 October 1967 and deliveries began in spring 1968. Nine aircraft similar to the CH-47C have been built for the Canadian Armed Forces, under the designation CH-147; deliveries began in September 1974. The CH-147 has the latest safety features and an advanced flight-control system, with a maximum land take-off weight of 22680kg and emergency water take-off weight of 20865kg.
Licence production of the CH-47C has also been undertaken by Ellicotteri Meridionali in Italy since 1970. Agusta, SIAI-Marchetti, and other Italian manufacturers are also involved in this programme. After a number of setbacks, an order was confirmed for 26 CH-47Cs for the Italian Army and the first wholly Italian aircraft were delivered in 1974. The Italian order was followed first by an order for the Iranian Army (initially 20 aircraft) and then for Libya, Morocco, Egypt, Tanzania and Greece.
Under a US Army development programme, one each of the models CH-47A, CH-47B, and CH-47C were stripped down to the basic airframe, and rebuilt to an improved standard to serve as CH-47D prototypes. These upgraded CH-47Ds have more-powerful turboshaft engines and higher-rated transmissions; a redesigned avionics; and many design refinements. They also introduce an auxiliary power unit and a triple hook cargo-suspension system. Following a successful conclusion to flight testing of these prototypes by the US Army, Boeing Vertol started a programme of remanufacturing CH-47As to CH-47D standard, and the first of these was delivered in 1982.
The modernised CH-47D Chinook has been operational with the US Army since February 1984, and offers a payload more than twice that of the original CH-47A. Plans called for the eventual update of 436 CH-47A/B/Cs to D standard. Conversion rate was four per month, and the programme was scheduled to continue until 1993. Changes incorporated include uprated T55-L-712 engines and rotor transmission system, the latter with integral lubrication and cooling. Composite rotor blades are fitted, and avionics and other systems are upgraded. A CH-47D equipped with a retractable 11.6m (38ft) probe successfully completed in-flight refuelling trials with a USAF HC-130 tanker in 1985. Improvements developed for the CH-47D have been built into the current military export version, the CH-47D International Chinook (formerly the Model 414). Spain received six of these between July 1986 and April The 1987, with Bendix RDR-1400 weather radar mounted in the nose.
Under the designation Chinook HC. Mk 1, the Royal Air Force ordered 33 examples similar to the Canadian CH-147. They have British avionics and equipment, and a number of special provisions. The first was handed over in August 1980, and delivery of all 33 was completed during early 1982.
Ultimately, the CH-47 Chinook appeared in a D model with an export variant designated as the CH-47 “International Chinook”.
Boeing 308 Chinook of III Escuadron of Grupo Aereo 7, Argentina
Production by Boeing Vertol of new military Chinooks became limited to orders for the Model 414, which is an international export version and the MH-47E, a Special Forces variant of the CH-47D with night/low flying avionics and an inflight-refuelling probe.
Kawasaki license-produced the CH-47 “D” model as the CH-47J and CH-47JA models. The CH-47J is essen¬tially a CH-47D International Chinook, and a total of 54 were required by the JASDF/JGSDF. Australia signed an order for 12 CH-47C Chinooks in March 1972 and these aircraft went into service with 12 Squadron, RAAF, based at Amberley.
From January 1991, 100 CH-47Ds fitted with engine air particle separator (also available for RAF variant). Standard in MH-47E and optional in International Chinook are two AlliedSignal T55-L-714 turboshafts, each with a standard power rating of 3,108kW continuous and emergency rating of 3,629kW. CH-47SD has T55-L-714A turboshafts with maximum continuous rating of 3,039kW. FADEC installed on late production CH-47Ds and CH-47SD. Normal fuel capacity in CH-47DS and MH-47E is 7,828 litres, but MH-47E can also operate with three long-range tanks in cargo area, each containing 3,028 litres, bringing total fuel capacity to 16,913 litres. CH-47D SOA and MH-47E have 8.97m refuelling probe on starboard side of forward fuselage. US Army modernized some 300 of their 431 D-models to CH-47F standard with more powerful engines, as well as vibration reduction, improved avionics and digital mission systems and map display. The CH-47F first flew early in July 2001.
In late 1965, the first Armed/Armoured Chinook (ACH-47) was officially rolled out and testing was begun. The Armed/Armoured Chinook mounts an array of armament, as well as armor to protect the crew and vital parts of the aircraft against heavy calibre ground fire. Mounted on the nose was an M-5 40mm Automatic Grenade Launcher. This turret-mounted weapon was controlled by the copilot, who was able to cover an extensive area on either side of the flight path. Complementing this nose turret, pylons on each side of the aircraft carried fixed forward-firing weapons including a 22mm gun and either a 19-round 2.75 inch rocket pod, or a 7.62mm high-rate-of-fire Gatling machine-gun. The sides of the aircraft were protected by four gunners stationed two to either side of the cabin. Each of these gunners was provided with either a 7.62mm or 12.7mm calibre machine-gun on flexible mounts. Another gunner was stationed aft with the same type weapons mounted on the rear loading ramp. From this vantage point, the gunner could protect the aircraft from ground fire after the aircraft had passed. This aircraft carried a ton of expendable munitions. The Armed/Armoured Chinook was provided with a new type of steel armour plate which was built into the crew seats and protected their torsos. Similar in configuration to the CH-47A, three of these were evaluated in Vietnam, but no further examples were built.
Despite their design capability, on one memorable occasion in Vietnam a Chinook evacuated 147 refugees and their possessions in a single flight.
CH-47 Chinook
After the CH-47D, Boeing Vertol completed a project in summer 1978 for a commercial version of the same aircraft, primarily intended for operators of oil platforms but also suitable for the prospecting of remote areas. The airframe of the Model 234 is based on that of the military Chinooks, but has many new features such as fiberglass blades of larger chord in place of metal ones, different-sized fairings along the sides of the fuselage containing fuel, a longer nose to house the weather radar and front landing gearwheels shifted farther forward.
Two versions of the Model 234 were available: Model 234LR – a long-range version with lateral fairings almost twice the size of the original Chinook ones, which have 6360kg fuel capacity, and Model 234UT – a utility version in which the fuel tanks of 1826kg are contained in four smaller fairings level with each wheel. The helicopter can be converted from one version to the other. The three rotor blades are interchangeable and maintenance has been reduced to a minimum, with considerable savings in running costs. The service life of the engines has also been increased to 1800 hours TBO. The rotors of the civil Chinook are powered by two Textron Lycoming AL 5512 turboshafts, pod-mounted on sides of rear rotor pylon, via a combining gearbox and interconnecting shafts which enable both rotors to be driven in emergency by either engine. Each engine has maximum T-O rating of 3,039kW, maximum continuous rating of 2,218.5kW, and 30 minutes contingency rating of 3,247kW.
The passenger compartment of the long-range version has 44 seats arranged in four rows with a central corridor and there is a baggage compartment at the rear of the fuselage; it has a crew of three. The 234LR is fitted with cabin windows similar to those of the Boeing 727 airliner, airliner seats at 84cm pitch, overhead baggage lockers, and a number of other ‘airliner’ features. In all-passenger versions of the 234, a galley and toilet are fitted. A typical mixed combination in the utility version consists of 11 passengers and 7250kg of freight. This version also has a cargo hook at the center of the fuselage capable of lifting up to 12700kg, and external cargoes slung from as many as four separate hooks. Long-range model has two fuel tanks, one in each fuselage side fairing, with total capacity of 7,949 litres. Utility model has two drum-shape internal tanks, with total capacity of 3,702 litres. Extended-range model has both fuselage side and internal drum tanks. Single-point pressure refuelling. The 234LR has more power and greater take-off weight (23133kg with an external load compared with 20865kg of the military model). The helicopter can carry an internal load of 9526kg in the cabin, which is 9.19m long, 2.51m wide, and 1.98m high. The first Commercial Chinook made its maiden flight on 19 August 1980, and FAA and CAA certification came on 19 and 26 June 1981 respectively. The FAA and CAA certificated the 234 LR Combi in the Summer of 1982. In the 10 months since the first flight, two BV 234s completed 425 hrs of testing in 361 flights. It had been certificated at a weight of 48,500 lb / 22,000 kg and a range of 565 nm / 1047 km. The first order for the Boeing Vertol 234 came from British Airways Helicopters in 1978 for three (later increased to six), to meet a requirement for offshore work in the North Sea accepting the first in December 1980. Since then Helicopter Service in Norway and ARCO in Alaska have also put the type in service for offshore support.
The BV.234UT conversion for fire fighting and can carry a 3000 USG bucket as an underslung load. There are two 500 USG fuel tanks installed inside the fuselage, but 20 seats are retained.
Total 735 CH-47A/B/C built and 479 CH-47D/MH-47E conversions authorised for US Army. Another 166 built by Boeing for export customers together with 45 kits. Agusta (Meridionali) production totals 136, with Kawasaki having built 54 by January 1999. Total Chinook orders, including civil, amount to 1,155. As well as for the US Army, the Chinook has been built for the Royal Australian Air Force (12) and the Spanish Ejercito del Aire (12), and others have been sold to Argentina, and Thailand.
CH-47A: Initial production version, powered by two 1,640kW Lycoming T55-L-5 or 1,976kW T55-L-7 turboshaft engines. Total 354 built for US Army.
CH-47B: Developed version with 2,125kW T55-L-7C turboshaft engines, redesigned rotor blades with cambered leading-edge, blunted rear rotor pylon, and strakes along ramp and fuselage for improved flying qualities. First of two prototypes flew for the first time early October 1966. Deliveries began 10 May 1967. Total 108 built for US Army.
CH-47C: Developed version with uprated transmissions and 2,796kW T55-L-11A; integral fuel capacity increased to 3,944 litres; first flight 14 October 1967; 270 delivered to US Army from Spring 1968; 182 US Army CH-47Cs retrofitted with composite rotor blades; integral spar inspection system (ISIS) introduced 1973 together with crashworthy fuel system retrofit kit. Transmissions of some As and Bs upgraded to CH-47C standard. Agusta (Meridionali) built 136 by 31 December 1995.
CH-47D: US Army contract to modify one each of CH-47A, B and C to prototype Ds placed 1976; first flight 11 May 1979; first production contract October 1980; first flight 26 February 1982; first delivery 31 March 1982; initial operational capability (IOC) achieved 28 February 1984. First multiyear production contract awarded 8 April 1985 for 240 aircraft; second multiyear production contract for 144 CH-47Ds awarded 13 January 1989, bringing total CH-47D (and MH-47E) ordered to 472; further two Gulf War attrition replacements authorised August 1992 (these new-build); seven ex-Australian rebuilds funded June 1993 for delivery January to November 1995. CH-47D update included strip down to bare airframe, repair and refurbish, fit AlliedSignal T55-L-712 turboshafts, uprated transmissions with integral lubrication and cooling, composite rotor blades, new flight deck compatible with night vision goggles (NVG), new redundant electrical system, modular hydraulic system, advanced automatic flight control system, improved avionics and survivability equipment, Solar T62-T-2B APU operating hydraulic and electrical systems through accessory gear drive, single-point pressure refuelling, and triple external cargo hooks. Principal external change is large, rectangular air intake in leading-edge of rear sail. Composites account for 10 to 15 per cent of structure. About 300 suppliers involved. Test programme began late 1995 of Chinook with vibration-reducing dynamically tuned fuselage.
MH-47D Special Operations Aircraft: Two battalions equipped with 11 CH-47D SOA fitted with refuelling probes (first refuelling July 1988), thermal imagers, AlliedSignal RDR-1300 weather radar, improved communications and navigation equipment, and two pintle-mounted 7.62mm machine guns. Navigator/commander’s station also fitted.
GCH-47D: At least 12 Chinooks grounded for engineer training.
JCH-47D: Two CH-47Ds modified for special testing.
MH-47E: Special Forces variant; planned procurement 51, deducted from total 472 CH-47D conversions but only 25 received, including 14 not covered by multiyear production contract; prototype development contract 2 December 1987. Prototype (88-0267) flew 1 June 1990; delivered 10 May 1991; initial production aircraft flown 1992. Following mission software problems, deliveries began January 1994; last of 26 (including prototype) received April 1995.
MH-47E has nose of Commercial Chinook to allow for weather radar, if needed; forward landing gear moved 1.02 m (3 ft 4 in) forward to allow for all-composite external fuel pods (also from Commercial Chinook) that double fuel capacity; Brooks & Perkins internal cargo handling system. Chinook HC. Mk 2/2A: RAF version; Mk 1 designation CH47-352; all survivors of original 41 HC. Mk 1s upgraded to HC. Mk 1B; UK MoD authorised Boeing to update 33 (later reduced to 32) Mk 1Bs to Mk 2, equivalent to CH-47D, October 1989; changes include new automatic flight control system, updated modular hydraulics, T55-L-712F power plants with FADEC, stronger transmission, improved Solar 71 kW (95 shp) T62-T-2B APU, airframe reinforcements, low IR paint scheme, long-range fuel system and standardisation of defensive aids package (IR jammers, chaff/flare dispensers, missile approach warning and machine gun mountings). Smiths Industries HUMS being installed. Requirement exists for FLIR. Conversion continued from 1991 to July 1995. Chinook HC. Mk 1B ZA718 began flight testing Chandler Evans/Hawker Siddeley dual-channel FADEC system for Mk 2 in October 1989. Same helicopter to Boeing, March 1991; rolled out as first Mk 2 19 January 1993; arrived RAF Odiham 20 May 1993; C(A) clearance November 1993. Final Mk 1 withdrawn from service, May 1994, at which time 11 Mk 2s received. Further three new-build Mk 2s ordered 1993, for delivery from mid-1995; decision to order further 14 Mks 2A/3 announced March 1995. Mk 2A has dynamically tuned fuselage. Total RAF procurement 58 CH-47C/D/Es. First HC. Mk 2A handed over in USA 6 December 1997; arrived UK for clearance trials 18 December; remainder delivered by end of 1998.
Chinook HC. Mk 3: Eight of 14 additional RAF Chinooks announced March 1995 assigned to Special Forces; configuration similar to MH-47E, including large fuel panniers, weather radar and refuelling probes. First flight mid October 1998; deliveries from March 2000.
HT.17 Chinook: Spanish Army version.
Boeing 414: Export military version; superseded by CH-47D International Chinook.
CH-47D International Chinook: Boeing 414-100 first sold to Japan; Japan Defence Agency ordered two for JGSDF and one for JASDF Spring 1984; first flight (N7425H) January 1986 and, with second machine, delivered to Kawasaki April 1986 for fitting out; co-production arrangement (see under Kawasaki). International Chinook available in four versions with combinations of standard or long-range (MH-47E type) fuel tanks and T55-L-712 SSB or T55-L-714.
CH-47SD ‘Super D’: Latest variant on offer for export; embodies some improvements first installed on the MH-47E for US special operations forces. AlliedSignal T55-L-714A turboshaft with FADEC chosen as standard power plant; single-point pressure refuelling and jettison capability on both sides of aircraft, with fuel contained in two ballistic and crash-resistant tanks; total usable capacity is 7,828 litres (2,068 US gallons; 1,722 Imp gallons); CH-47SD also has Smiths digital fuel quantity gauging system in place of Ragen analogue system. Simplified structure offers benefits in maintainability and reliability. CH-47SD also incorporates modernised NVG-compatible cockpit with avionics control management system (ACMS), utilising proven military and commercial off-the-shelf equipment on single console to reduce pilot workload and with provisions for growth. Avionics suite is comparable to that of baseline CH-47D, but features two embedded INS/GPS units as well as AN/ARN-147 VOR/ILS and AN/ARN-149 ADF, plus space and power provisions for Tacan. Rollout scheduled for 31 October 1999.
CH-47F Improved Cargo Helicopter (ICH): Boeing programme for improved Chinook configuration for US Army involving the development and production of a new version that will remain operational and cost-effective until a new cargo helicopter is developed between 2015 and 2020 under the current Army Aviation Modernisation Plan.
234 LR Long Range: About twice CH-47 fuel load in composites tanks attached to fuselage flanks with anti-vibration mounts; flight deck floor on shockmounts; 44-passenger interior (on shockmounts), with toilet and galley, based on Boeing airliners; walk-on baggage bins on rear ramp; alternative mixed passenger/cargo or all-cargo layouts.
234 ER Extended Range: Typical configurations are 17 passengers and two tanks for additional 1,621km or 32 passengers and single cabin fuel tank; FAA certificated May 1983.
234 UT Utility: External fuel cells replaced by two cylindrical tanks in forward fuselage: FAA supplemental-type certificate October 1981 at maximum gross weight 23,133kg with external loads up to 12,700kg on single hook; approved for 24 passengers and operation at up to 3,660m at full gross weight. No known orders, but several converted to this configuration.
234 MLR Multipurpose Long Range: Similar to 234 LR but with utility interior; can be reconfigured in 8 hours; four men can handle cabin cylindrical fuel tanks and ramp baggage bins.
234-100: Commercial equivalent of CH-47D Chinook, proposed to be built in China under co-production agreement between Boeing and Harbin Aircraft Manufacturing Company (HAMC). Minimum launch commitment set at 10 units, with at least 50 required over a five-year period to make it economically viable.
234 Combi: Firefighting modification by Columbia Helicopters equipped to carry 19 firefighters and equipment, capable of dropping 11,370 litres of water. Also carries 9,854 litre Bambi bucket.
Specifications:
Boeing Vertol Model 114
YHC-1B / YCH-47A Chinook Engines: 2 x 1641kW Lycoming T55-L-5 turboshafts – subsequently 1976kW T55-L-7 turboshafts Fixed fuel capacity: 3,899 lt Long-range fuel: 2 x 3,028 lt Maximum fuel capacity (fixed and auxiliary): 6,927 lt. External cargo hook capacity centre: 11,793kg External cargo hook capacity forward/rear: 7,711kg each Max external load: 10,433kg
CH-47A: Engines: 2 x 1,640kW Lycoming T55-L-5 or 1,976kW T55-L-7 turboshaft engines.
CH-47B Engines: 2 x T55-L-7C turboshafts, 2125kW / 2850 shp Rotor dia: 60 ft 0 in (18.29 m) Length: 99 ft 0 in (30.18 m) Height: 18 ft 7 in (5.67 m) Max TO wt: 40,000 lb (18,144 kg) Max level speed: 144 mph (232 kph)
Model 234 / CH-47C Engines: 2 x 3802shp / 2,796kW T55-L-11A Fuel capacity: 3,944 litres Length: 51 ft. Length with rotors turning: 30.18m Height: 5.68m Rotor dia: 18.29m, 60 ft. Max speed: 286km/h Cruise Speed: 257km/h, 120 knots Ceiling: 15,000 ft. Service ceiling: 3290m Radius of Action internal fuel: 240km Max ROA: 750km Range: 1,420 miles. Seating: 33 fully equipped soldiers Empty weight: 9736kg Max take-off weight: 17463kg Internal load cap: 22,000 lb External load cap: 25,000 lb Crew: 2 pilots, 1 Loadmaster, 1 aircrew
CH-147 Maximum land take-off weight: 22680kg Emergency water take-off weight: 20865kg.
CH-47D Engines: 2 x AlliedSignal T55-L-712 turboshafts, 4431shp APU: Solar T62-T-2B Rotor dia: 18.3 m. Fuselage length: 15.5 m. No. Blades: 2 x 3. Length: 51.02ft (15.55m) Height: 18.93ft (5.77m) Maximum Speed: 180mph (290kmh; 157kts) Maximum Range: 264miles (425km) Rate-of-Climb: 1,522ft/min (464m/min) Service Ceiling: 8,448ft (2,575m) HIGE: 8200 ft. HOGE: 4950 ft Accommodation: 3 + 35 (up to 55) Empty Weight:23,402lbs (10,615kg) Maximum Take-Off Weight: 50,001lbs (22,680kg) Payload: 12,065 kg. Fuel cap: 3900 lt. Crew: 3. Pax: 33.
Model 414 / CH-47D International Chinook Engine: 2 x Textron Lycoming T55-712 SSB, 4431shp. Instant pwr: 2237 kW. MTOW: 24,494 kg. Payload: 10,670 kg. Max speed: 156 kts. HOGE: 10,100 ft. Crew: 2. Pax: 44
CH-47F Chinook Engine: 2 x Honeywell T55-GA-14A-714
Chinook HC. Mk 1
Chinook HC. Mk 1B
Chinook HC. Mk 2 Engines: 2 x T55-L-712F APU: Solar 71 kW (95 shp) T62-T-2B
Chinook Mk 2A
Chinook HC. Mk 2/2A
Chinook Mks 2A/3
Chinook HC. Mk 3
HT.17 Chinook
CH-47 “International Chinook” Engines: 2 x T55-L-712 SSB or T55-L-714
GCH-47D
JCH-47D
MH-47D Special Operations Aircraft
MH-47E Engines: 2 x AlliedSignal T55-L-714 turboshafts, standard power rating of 3,108kW continuous and emergency rating 3,629kW MTOW: 24,494 kg. Payload: 12,284 kg. Normal fuel capacity: 7,828 litres Long-range fuel capacity: 16,913 litres Max speed: 154 kts. Max range: 1136 km. HIGE: 9800 ft. HOGE: 5500 ft. Crew: 2. Pax: 44
CH-47J
CH-47JA
CH-47SD ‘Super D’ Engines: 2 x T55-L-714A turboshafts, maximum continuous rating 3,039kW Normal fuel capacity: 7,828 lt (2,068 US gallons; 1,722 Imp gallons)
Armed/Armoured Chinook / ACH-47 Armament: 1 x M-5 40mm Automatic Grenade Launcher 1 x 22mm gun 1 x 19-round 2.75 inch rocket pod, or 1 x 7.62mm Gatling machine-gun. 5 x 7.62mm or 12.7mm calibre machine-gun
Model 234LR Engines: 2 x Textron Lycoming AL 5512 turboshafts T-O rating of 3,039kW, maximum continuous rating of 2,218.5kW, and 30 minutes contingency rating of 3,247kW. TBO: 4000 hrs. Main rotor: 60 ft. Length: 99 ft. Height: 18.7 ft. Max ramp weight: 48,500 lbs. Max takeoff weight: 48,500 lbs. Standard empty weight: 25,200 lbs. Max useful load: 23,300 lbs. Zero fuel weight: 26,403 lbs. Max landing weight: 48,500 lbs. Max sling load: 28,000 lbs. Max internal load: 9526kg Disc loading: 8.6 lbs/sq.ft. Power loading: 7.2 lbs/hp. Max rate of climb: 1180 fpm. Service ceiling: 8500 ft. Hover in ground effect: 8500 ft. Hover out of ground effect: 2700 ft. Max speed: 145 kts. Normal cruise @ 5000 ft: 135 kts. Fuel flow @ normal cruise: 2650 pph. Endurance @ normal cruise: 5.1 hr. Cabin: 9.19m x 2.51m x 1.98m Max usable fuel: 14,091 lbs / 7,949 lt / 6360kg Passenger capacity; 44
234UT Engines: 2 x Textron Lycoming AL 5512 turboshafts T-O rating of 3,039kW, maximum continuous rating of 2,218.5kW, and 30 minutes contingency rating of 3,247kW. Engine TBO: 1800 hr Rotor diameter: 18.29m Length with rotors turning: 30.18m Height: 5.68m Maximum gross weight: 23,133kg Empty weight: 9576kg Max speed: 269km/h Hovering ceiling: 3155m Service ceiling: 4570m Range: 1010km Fuel capacity: 1826kg / 3,702 lt Cabin: 9.19m x 2.51m x 1.98m Max external load: 12,700kg Passenger: 24 Ceiling: 3,660m
In 1956, Vertol began preliminary design and engineering of a twin-turbine transport helicopter for commercial and military applications. The main objective was to take full advantage of the high power, small size and light weight of the shaft-turbine engines then becoming available. To achieve the best possible hovering performance, the traditional Vertol tandem-rotor layout was retained, and the turbines were mounted above the rear of the cabin, on each side of the aft rotor pylon. This results in maximum unobstructed cabin area and permits the use of a large rear ramp for straight-in loading of vehicles and bulky freight.
Construction of a prototype, designated Model 107, was started in May 1957, and this aircraft flew for the first time on 22 April 1958, powered by two 641kW Lycoming T53 turboshaft engines. It was designed for water landing capability, without the addition of special flotation gear or boat hull design, and was intended to carry 23 to 25 passengers in normal airline standard accommodation.
Vertol 107 No.1
The new Model 107 prototype N74060 with two 877shp Lycoming T53 turbines flew on 12 August 1958.
In July 1958, the US Army ordered 10 Model 107s, designated YHC-1A; seven with the uprated 1065shp General Electric YT58 turbine and three with the Lycoming T53, and a rotor diameter increased by 0.6m.
YHC-1A
The first YHC-1A flew on 27 August 1959, but in the meantime, the US Army had ordered five YHC-1Bs (Model 114 later known as the CH-47 Chinook), a scaled-up variant which was better suited to meet its need for a tactical transport helicopter, and consequently the order for the Model 107 was reduced to only three machines (serials 58-5514 through -5516). These machines were used primarily to familiarize Army flight crews with the capabilities of turbine-powered helicopters, and all three were eventually returned to the manufacturer.
The third of these was later returned to the company which equipped it with 783kW General Electric T58-GE-6 turboshaft engines and rotors of increased diameter, and this derivative was fitted out with a commercial interior as the Model 107-II prototype. This first flew on 25 October 1960. By that time Vertol had become a division of The Boeing Company. The first production model of the airliner spec 107 II followed on 19 May 1961 and FAA certification was received on 26 January 1962, entering scheduled service with New York Airways 1 July that year. Eight helicopters were delivered and began scheduled services between mid town Manhatten and Kennedy and La Guardia aoirports. Following this initial order remaining commercial variants were built by Kawasaki.
When the US Navy set up a new design competition for a medium-lift transport helicopter in 1960, this was won by the Boeing-Vertol 107M, a modified version of the YHC-1A powered by T58-GE-8 engines in February 1961. A batch of 50 was initially ordered, the first of which was tested in October 1962. Ordered into production under the designation HRB-1 (changed to CH-46A Sea Knight in 1962), the 107M was used for troop transport. The first order for the CH-46A assault transport version for the US Marine Corps was placed in February 1991, with first flight on 16 October 1962. This basic model accommodates a typical total of 26 troops or 15 casualty litters.
In 1963 Sweden bought four more Boeing Vertol 107, bringing to 13 the total ordered for its Air Force and Navy, designated HKP-4.
Testing continued into late 1964, with the first US Marine squadrons taking these aircraft into service in early 1965. Four squadrons were operating CH-46As by June 1965 and the type entered service in Vietnam in March 1966, replacing the Sikorsky H-34.During the V ietnam War the Marines also installed a 7.62mm machine gun, which was fired through the cabin door. A total of 498 have been ordered by the Marine Corps and 24 by the US Navy. Several variants have been produced including the CH-46A for the Marines (160); the UH-46A Sea Knight for the US Navy (24) with first deliveries to Utility Helicopter Squadron 1 in July 1964) the CH-46D for the USMC, generally similar to the CH-46A, but with 1044kW T58-GE-10 turboshaft engines (266); the UH-46D for the US Navy (10); the UH-46B for evaluation by the USAF; the RH-46E minehunters for the US Navy, and the CH-46F for the Marines , generally similar to the CH-46D, but with additional avionics (174). The US Navy UH 46 model accommodated a typical total of 26 troops or 15 casualty litters but also able to carry 3175 kg (7,000 lb) of cargo, including vehicles loaded through the full section rear ramp door, for use in the vertrep (vertical replenishment) of ships at sea. Both Sea Knight families can have rescue hoists and are equipped for limited amphibious operation, though they are not intended for sustained alighting on rough seas. Some 669 Sea Knights were built; US Navy and Marine Corps models serving in Operation Desert Storm. A total of 624 models were delivered by 1971, and most surviving examples have been subjected to major update programmes which include fitting glassfibre rotor blades. The best 273 Sea Knights in US Marine Corps service were progressively being rebuilt as CH 46E helicopters with the more powerful 1394kW General Electric T58-GE-16 turboshaft engines, replacing the 1,250 or 1,400 shp (932 or 1044 kW) T58 engines origi¬nally fitted, as well as numerous improvements to improve reliability, res¬cue capability and ability to survive a crash on land or on water. Since 1981, 368 kits were supplied to provide further modifications to im¬prove safety and reduce costs. The CH/UH-46 carries a crew of three, 25 troops and troop commander. Door at front of troop compartment on starboard side. Door is split type; upper half rolls on tracks to stowed position in fuselage crown, lower half is hinged at the bottom and opens outward, with built-in steps. Loading ramp and hatch at rear of fuselage can be opened in flight or on the water. Floor has centre panel stressed for 1,464kg/sq.m. A row of rollers on each side for handling standard military pallets or wire baskets. Outer portion of floor is vehicle treadway stressed for 454kg rubber-tyred wheel loads. Cargo and personnel hoist system includes a variable-speed winch capable of 907kg cable pull at 9m/min for cargo loading or 272kg cable pull at 30m/min for personnel hoisting; it can be operated by one man. A 4,535kg capacity hook for external loads is installed in a cargo hatch in the floor. The cabin is heated by a Janitrol combustion heater and hydraulic system provides 105kg/sq.cm pressure for flying control boost, 210kg/sq.cm for other services. Electrical system includes two 40kVA AC generators and a Leland 200A DC generator. Solar APU provides power for starting and systems check-out. CH-46 has dual stability augmentation systems and automatic trim system. Featuring two three-blade rotors in tandem, rotating in opposite directions. The CH/UH-46 has power-operated blade folding. Power is transmitted from each engine through individually overrunning clutches into the aft transmission, which combines the engine outputs, thereby providing a single power output to the interconnecting shaft which enables both rotors to be driven by either engine. The structure is square-section stressed-skin semi-monocoque structure built primarily of high-strength bare and alclad aluminium alloy. Transverse bulkheads and built-up frames support transmission, power plant and landing gear. Loading ramp forms undersurface of upswept rear fuselage on utility and military models. Baggage container replaces ramp on airliner version. Fuselage is sealed to permit operation from water. Non-retractable tricycle landing gear has twin-wheels on all three units. Oleo-pneumatic shock-absorbers manufactured by Loud (main gear) and Jarry (nose gear). Goodyear tubeless tyres size 8 x 5.5, pressure 10.55kg/sq.cm, on all wheels. Goodyear disc brakes.
Six utility models, almost identical to the CH-46A, were delivered to the RCAF in 1963-4 under the designation CH-113 Labrador, and 12 similar aircraft were built for the Canadian Army during 1964-5, these being designated CH-113A Voyageur. The CH 113 Labrador had a range of over 650 miles (1,050 km). Under a Canadian Armed Forces’ Search And Rescue Capability Upgrade Project (SARCUP), Boeing of Canada was contracted to modify six CH-113s and five CH-113As to an improved SAR standard by mid-1984, with extra fuel, weather radar, a water dam for use of the rear ramp at sea and an APU (auxiliary power unit).
CH-113 Labrador of 103rd Rescue Sqn, Gander
In 1962-3 Boeing Vertol supplied 14 Model 107-IIs to Sweden for service with the air force in the search and rescue role, and with the navy for ASW and minesweeping duties: both of these versions have the designation HKP-4. Sweden uses the Gnome engined HKP 7 version for ASW and mines¬weeping duties.
Kawasaki Heavy Industries obtained a licence in December 1965 to build the Model 107 in Japan in civil and military versions resulting in 12 new versions: the KV-107/11-2 commercial version for passenger transport adopted by Kawasaki, the Thai government and New York Airways; the KV-107/11-3 minehunters; the KV-107/11-4 for tactical transport, 59 of which have been built for the Japanese Ground Self-Defense Force; the KV-107/11-5 rescue version for the Japanese Air Self-Defense Force and the Swedish Navy (38 built); the KV-107/11-7 six-eleven-seat VIP transport version, only one of which has been built for the Thai government; and the KV-107/IIA version for hot climates and high altitudes. Kawasaki obtained in 1965 exclusive rights to manufacture this tandem rotor helicopter and sell it worldwide. The first KV107II obtained Japanese and US type approval in Spring 1968. The 107 Model II standard accommodation is for two pilots, stewardess and 25 passengers in airliner. Seats in eight rows, in pairs on port side and single seats on starboard side (two pairs at rear of cabin) with central aisle. Airliner fitted with parcel rack and a roll-out baggage container, with capacity of approximately 680kg, located in underside of rear fuselage. Ramp of utility model is power-operated on the ground or in flight and can be removed or left open to permit carriage of extra long cargo. The naval KV 107II 3 is a specialized MCM (mine countermeasures) helicopter, of which nine serve with the JMSDF’s 111th Air Wing. This version has up¬rated engines (1,400 shp/1044 kW) in¬stead of 1, 50 shp/932 kW) and com¬prehensive equipment for mine¬sweeping and retrieval, as well as long range tanks, cargo hook and towing gear.
Variants:
107 Model II: Standard commercial version, with two 932kW (1,250 shp) General Electric CT58 turboshaft. Available as an airliner with roll-out rear baggage container or utility model with rear-loading ramp.
CH-46A (formerly HRB-1) Sea Knight: US Marine Corps assault transport version of the 107 Model II powered by two 932kW General Electric T58-GE-8B turboshafts.
CH-46D Sea Knight: Generally similar to CH-46A, but with 1,044kW General Electric T58-GE-10 turboshaft and cambered rotor blades.
CH-46E Sea Knight: Upgraded CH-46A with 1,394kW General Electric T58-GE-16 turboshafts and other modifications including provision of crash attenuating seats for pilot and co-pilot, a crash and combat resistant fuel system and improved rescue system. Initial fleet modifications began in 1977, and the first CH-46E modified at Cherry Point NV, Naval Rework Facility was rolled out 3 August 1977.
CH-46F Sea Knight: Generally similar to CH-46D, with the same engines and rotor blades. Contains additional electronics equipment. All CH-46s delivered since July 1968 were of this version.
UH-46A Sea Knight: Similar to CH-46A. Ordered by US Navy for operation from AFS or AOE combat supply ships to transport supplies, ammunition and missiles as well as aviation spares to combatant vessels under way at sea. Secondary tasks include transfer of personnel and SAR. First deliveries in July 1964.
UH-46D Sea Knight: Generally similar to UH-46A, but with 1,044kW General Electric T58-GE-10 shaft turbine engines and cambered rotor blades. UH-46s delivered since September 1966 were of this version.
CH-113 Labrador: Six utility models delivered to RCAF in 1963-64 for SAR duties. Generally similar to CH-46A. Two 932kW General Electric T58-GE-8B turboshafts. Larger capacity fuel tanks (total 3,408 litres) giving a range of over 1,050km. All six upgraded under Search and Rescue Capability Upgrading Programme (SARCUP).
CH-113A Voyageur: Twelve aircraft in a similar configuration to that of CH-46A, delivered to Canadian Army in 1964-65 as troop and cargo carriers in logistical and tactical missions. Eight upgraded to SARCUP configuration.
Hkp 4C: Built for Royal Swedish Navy (45) and Air Force (10) in 1962-63, with Bristol Siddeley Gnome H.1200 turboshaft engines and fuel tanks of 3,786 litres capacity. Naval version has equipment for anti-submarine and mine countermeasures operations. Since upgraded with Gnome H.1400 turboshafts and new avionics.
HH-46D: Rescue version in service with the US Navy.
UH-46D: Base utility and rescue helicopter. In service with the US Navy.
KV-107/II-2: airline version, with accommodation for two flight crew, a stewardess and 25 passengers; 11 built; improved KV-107/IIA-2 available
KV-107/11-3: mine counter-measures (MCM) version for JMSDF (two), plus seven of the uprated KV-107/11A-3 model
KV-107/II-4: tactical cargo/troop transport for JGSDF with strengthened cabin flooring; 42 supplied as such, with the last of 18 uprated KV-107/ IIA-4 versions delivered in late 1981
KV-107/II-5: designation of 13 long-range SAR helicopters for JASDF; 19 uprated, but otherwise similar aircraft, are designated KV-107/IIA-5, the last three being delivered during 1981; eight KV-107/II-5s supplied to Swedish navy without powerplant, these having Rolls-Royce Gnome H.1200 turboshafts installed in Sweden; Swedish navy designation HKP-4C
KV-107/II-7: designation of one six/eleven-seat VIP transport
KV-107/11A-17: designation of single long-range transport for Tokyo Metropolitan Police Department; has a forward passenger compartment and aft cargo hold
KV-107/II-SM-1: designation of four helicopters equipped as firefighters
YHC-1 Chinook Engines: 2 x GE T58 gas turbines Main rotor: 48’4″ Length: 52’8″ Speed: 155 mph
Model 107 Engines: 2 x Lycoming T53 turboshaft Rotor diameter: 50 ft / 15.24 m Fuselage length: 44 ft 7 in / 13.59 m Overall length: 25.4o m / 83 ft 4 in Height: 5.09 m / 16 ft 9 in Cruise: 120 kt / 222 kph Endurance: 2.2 hr Passenger capacity: 25
Model 107 Engines: 2 x Lycoming T53 turboshaft, 641kW, 877shp Rotor diameter : 60.007 ft / 18.29 m Length : 99.016 ft / 30.18 m Max take off weight : 50406.3 lb / 22860.0 kg Max. speed : 161 kt / 298 km/h Range : 100 nm / 185 km Crew : 2+44
Model 107-II prototype Engines: 2 x General Electric T58-GE-6 turboshaft, 783kW
107 Model II Engines: 2 x General Electric CT58 turboshaft, 932kW (1,250 shp)
YHC-1A Engines: 2 x General Electric YT58 turbine, 1065shp
107M / CH-46A / HRB-1 Sea Knight Engines: 2 x General Electric T58-GE-8B turboshafts, 932kW accommo¬dates 26 troops or 15 casualty litters.
CH-46D Sea Knight: Engines: 2 x General Electric T58-GE-10 turboshaft, 1,044kW External hook capacity: 4,535kg
CH-46E Sea Knight: Engines: two 1,870 shp (1394 kW) General Electric T58 16 turboshafts. Main rotor diameter: 15.24 m (50 ft 0 in) Length overall: 25.70 m (84 ft 4 in) Height: 5.09 m (16 ft 8.5 in) Rotor disc. Area: 364.8 sq.m (3,927.0 sq ft) Fuselage length: 44.82ft (13.66m) Empty weights: 5240kg (11,5851b) Maximum take off: 9706 kg (21,400 lb) External hook capacity: 4,535kg Maximum speed: 267 km/h (166 mph / 144kts) Cruising speed: 193 km/h (120 mph) Range (3000 kg/6,614 1b payload): 175 km (109 miles) Maximum Range: 690miles (1,110km) Rate-of-Climb: 1,715ft/min (523m/min) Service Ceiling: 9,498ft (2,895m; 1.8miles) Accommodation: 3 + 25
CH-46F Sea Knight External hook capacity: 4,535kg
RH-46E
UH-46A Sea Knight External hook capacity: 4,535kg
UH-46B External hook capacity: 4,535kg
UH-46D Sea Knight: Engines: 2 x General Electric T58-GE-10 turboshafts, 1,044kW External hook capacity: 4,535kg
CH-113 Labrador Engines: 2 x General Electric T58-GE-8B turboshafts, 932kW, 1250 shp Rotor dia: 50 ft 0 in (15.24 m) Length: 83 ft 4 in (25.4 m) Height: 16 ft 8.5 in (5.09 m) Max TO wt: 21,400 lb (9707 kg) Max level speed: 157 mph (253 kph) Fuel capacity: 3,408 lt Range: 1,050+km
CH-113A Voyageur
Hkp 4C Engines: 2 x Bristol Siddeley Gnome H.1200 turboshaft (upgraded with Gnome H.1400) Fuel capacity: 3,786 lt
KV-107/IIA-2 Engine: 2 x General Electric CT58-140-1 turboshaft, 1044kW / 1,400 shp Rotor diameter: 15.24m Length with rotors turning: 25.4m Height: 5.09m Max take-off weight: 9707kg Max speed: 254km/h Cruising speed: 241km/h Service ceiling: 5180m Range with max fuel: 1097km Accommodation: 1 stewardess, 25 passengers
KV-107/11-3 Engines: 2 x 1,400 shp/1044 kW
KV-107/IIA-3 Engine: 2 x 1,400 shp General Electric CT58 40 I, or 1,250 shp Ishikawajima Harima CT58 IHI 140 1 turbo¬shaft
KV-107/II-4 Engines: 2 x 1,250 shp/932 kW
KV-107/II-5 Engines: 2 x 1,250 shp/932 kW
KV-107/II-7 Engines: 2 x 1,250 shp/932 kW Seats: six/eleven-seat VIP transport
KV-107/11A-17 Engine: 2 x 1,400 shp General Electric CT58 40 I, or 1,250 shp Ishikawajima Harima CT58 IHI 140 1 turbo¬shaft
KV-107/II-SM-1
KV-107/IIA-SM-2 Engine: 2 x 1,400 shp General Electric CT58 40 I, or 1,250 shp Ishikawajima Harima CT58 IHI 140 1 turbo¬shaft
On 31 March 1960 Vertol became a Division of The Boeing Company with the title Boeing Vertol Company. Continued production of the Vertol-designed Model 107 23/25-seat twin-rotor transport aircraft, built subsequently in civil and military versions. Developed larger transport helicopter as the H-47 Chinook (first flown September 1961) which, in addition to supply to the U.S. Army, served with many other forces worldwide; also built by Agusta in Italy and Kawasaki in Japan. Company later absorbed fully into The Boeing Company, initially as the helicopter division of Boeing Defense and Space Group and then as part of Aircraft and Missile Systems business unit of ISDS.
In 1971 the USAF began to put together the specification of a new transport as a possible replacement for its fleet of Lockheed C-130 Hercules aircraft. In early 1972 requests for proposals were sent out to nine US manufacturers, and those of the Boeing Company and McDonnell Douglas Corporation were selected for competitive evaluation under the respective designations YC-14 and YC-15. The Boeing Model 953 design for STOL performance was based on the use of a supercritical wing, developed by NASA from the wind-tunnel research of Dr Richard Whitcomb, which provides highly efficient performance from the wing at high subsonic speeds. To this wing Boeing added an advanced wing upper-surface blowing concept, mounting the twin engines above the wing so that their efflux was exhausted over the wing. With the wing’s leading-edge and Coanda-type trailing-edge flaps extended, the high-speed airflow from the engines tended to cling to the upper surface of the wing/flap system, and was thus directed downwards to provide powered lift.
Designed to carry 27,000 pounds of cargo in and out of short, unimproved airfields, the Boeing YC 14 is powered by two shoulder mounted GE CF6 50 engines The Boeing YC 14 prototype (72-1873) for competitive evaluation against the McDonnell Douglas YC-15 was flown for the first time on 9 August 1976. Maximum payload was 150 troops or 36,742kg of freight in conventional operations, while for STOL operations from an airfield of less than 572m the payload was still a useful 12,247kg. At the completion of testing, in the late summer of 1977, the YC-14 prototype was returned to Boeing for continuing development, if the company so wished, but no further government funding for development or procurement was forthcoming. Boeing’s YC-14 program was aborted after 600 hours of flight testing with two prototypes.
Engines: 2 x GE CF 6-50D, 226.9kN Take-off weight: 97977 kg / 216003 lb Empty weight: 54000 kg / 119050 lb Wingspan: 39.3 m / 128 ft 11 in Length: 40.1 m / 131 ft 7 in Height: 14.7 m / 48 ft 3 in Wing area: 163.7 sq.m / 1762.05 sq ft Cruise speed: 750 km/h / 466 mph Range w/max.fuel: 740 km / 460 miles Crew: 2-3
By December 1944 proposals had been received from Boeing, Convair, Martin and North American for medium bomber for tactical and operational level use. When Boeing began to design the Boeing B 47 Stratojet jet bomber in 1943 it was very like a jet version of the B 29. The configuration changed several times and eventually the prototype was given a wing and tail swept at 35 degrees to postpone high subsonic drag rise, with six jets in pylon mounted pods. Another unusual feature was the bicycle landing gear.
As it had for the B-36, the Truman Administration’s stringent financial restrictions worked in favor of the B-47. Pressed for money, the Air Force decided to buy more B-47s instead of purchasing additional B-50s or future B-54s, since neither one of those rather expensive bombers had any growth potential. Hence, even though the B-47 was yet to fly, the initial production order of 1948 was increased in mid-1949. The subsequent Korean War, rising world tensions, and mounting urgency to build an atomic deterrent force raised the tempo of the B-47 program. In December 1950, the Air Force foresaw a monthly production of 150 B-47s, but still recommended changes, making it almost impossible to settle on an acceptable type.
Even though its capabilities removed the B-47 from the tactical/operational level to the strategic arena, the USAAF was still interested in the more limited type, and the other three 1944 submissions reached hardware form.
The new design did away with the danger of fuselage-mounted or in-wing-mounted engines’ disturbing the airflow over the wing or making a mess of things if they shed turbine blades either because of malfunction or combat damage. The six engines were mounted two to a pod about halfway out under the wings, with singles near the end of the wings. Another innovation was to mount the main landing gear under the fuselage one behind the other, in tandem. Spindly, diminutive outrigger landing gear halfway out along the wings kept the whole thing from toppling over on the ground.
The first of two Boeing XB-47 prototype (46-065) was rolled out of Plant 2 at Boeing Field, Seattle on 12 September 1947. First flown on 17 December 1947, (by Robert Robbins and Scott Osler) 46-065 was followed by 46-066 on 21 July 1948.
XB-47 46-065
Because the early jet engines did not develop large amounts of thrust at low speed, the prototype had provision for 18 assisted take-off rockets. Nine on each side of the fuselage.
Early tests were not without incident. Pilot Scott Osler was killed when the canopy came off at high speed. The co-pilot landed the aircraft and the canopy was redesigned.
Delivery of the B 47A began in December 1950 and these impressive machines introduced a new level of performance, complication and technology to military aviation. The tail guns were sighted from the nose, and the two pilots sat in a tandem fighter like cockpit with access from a ventral door and stair¬way. Enormous fuel loads could be housed in the fuselage and the B 47B and later models carried giant 5683¬ litre (1,500 US gal) drop tanks under the wings. Various rocket installations could boost the long take off, and a large braking parachute helped arrest the landing.
First flying on 26 April 1951, 398 B-47B were built. Most were modernised the B-47E or B-47H standard.
In 1951 alone, the Air Force took delivery of 204 B-47Bs, none of which were suitable for combat. The aircraft’s canopy was unsafe; the B-47B had no ejection seats (a deficiency shared by 200 successive B-47s); the bombing and navigation system was unreliable; a new tail defense system was needed; and the jet engines were creating unique development problems such as fuel boil-off at high altitudes, which reduced the aircraft’s range-already shorter than anticipated. In sum, the hasty production of an aircraft as revolutionary as the B-47 proved to be costly, generating extensive, unavoidable modification projects like Baby Grand, Turn Around, High Noon, and Ebb Tide. Yet once accomplished, the B-47 modifications worked.
Beginning in 1951, two XB-47Ds were modified from B-47Bs as purely experimental platforms, with a Wright YT49-W-1 turboprop engine spinning a four-paddle prop, replacing each of the inboard two-jet pods. Difficulties with engine development delayed first flight of the XB-47D until 26 August 1955. The aircraft’s performance was comparable to that of a conventional B-47, and its reversible propellers shortened the landing roll, but the USAF did not follow up the idea.
XB-47D
The first swept wing jet bomber to be built in quantity was the Boeing B 47 Stratojet that began to equip the USAFs 306th (Medium) Bomb Wing in mid 1951.
Finally deployed overseas in mid-1953, the B-47s totally replaced the obsolete, atomic-carrier B-50s by the end of 1955, when new B-47 production models were delivered that could carry larger fuel loads and thus had greater range. After the B-47 demonstrated that it was rugged enough for low-altitude bombing, some of the aircraft were again modified to satisfy a new set of requirements levied in 1955. These modifications also worked, and in 1957, the Air Force publicly demonstrated its new low-altitude, strategic bombing tactics, an achievement marking the beginning of an era in aeronautics. At the peak of its utilization in 1957, Strategic Air Command had some 1,800 in service. Despite the fuel capacity the range was too short for SAC’s main global missions, but over 2,200 Strato¬jets were delivered, mainly of the B¬47E type, and they operated from the UK, North Africa, Pacific islands and many other areas.
The first of the 1340 B-47E version built flew in January 1953 with the B-47E and RB-47E reconnaissance-bomber (which has an extended fuselage nose which increases overall length to 112 ft 8 in and contains a heated, air-conditioned camera compartment) still in production in 1955.
B-47E
In 1955 Strategic Air Command had no less than 234 Boeing RB-47E Stratojet photo-reconnaissance aircraft. They could be equipped with between seven and eleven large cameras for taking panoramic, overlapping, vertical, sideways or frontal photographs. Flying at 39,000 ft / 12,000 m the RB-47E could photograph and area of 100,000 sq.mi in three hours.
RB-47E Stratojet
The QB-47E and ETB-47E are radio-controlled drone and crew trainer variants respectively.
Many were RB 47E and RB-47H reconnaissance versions or ERB 47 ‘ferret’ Elint (electronic intelligence) platforms. The ERB-47H had a pressurised compartment for three electronic operators in its bulged bomb-bay.
Despite its convoluted start, the B-47 program proved successful. The aircraft served in various roles and was involved in many experimental projects, some connected to the development of more sophisticated atomic weapons, like Brass Ring, or with the development of air refueling or other endeavors of great significance to the Air Force. Strategic Air Command’s last B-47s went into storage in early 1966, while a few converted B-47 bombers and reconnaissance models remained in the Air Force until the end of the 1960s. The last B-47 was retired from active duty in 1969.
Including the main training wing, the 2032 B-47s built equipped 30 Bomb Wings.
In 1956, a U.S. Boeing B-47 Stratojet was loaned to the Royal Canadian Air Force to flight test the Iroquois for use in the CF-105. Canadair, the sub-contractor, attached an Iroquois to the right side of the bomber’s rear fuselage, near the tail, simply because there was no other place to mount it. Designated CL-52 by Canadair, it was a nightmare to fly, since the thrust was asymmetrical; this created great problems for flight control. After the Arrow project was cancelled, the B-47B/CL-52, which had logged about 35 hours of engine flight tests, was returned to the U.S and subsequently scrapped. The CL-52 was the only B-47 used by any foreign service.
B-47A Engines: 6 x J47-GE-11m 5200 lb thrust Number built: 10
B-47B Engines: 6 x General Electric J47-GE-23 turbojet, 5800 lb thrust. Wing span: 116 ft (35.36m). Length: 108 ft (32.92m). Wing area: 1428 sq.ft (132.66sq.m). Max wt: 185,000 lb (83,914 kg). Max speed: 617 mph @ 10,600 ft. Range: 3000+ sm. Armament: 2 x .50 in mg. Payload: 20,000 lb internal bomb load. Crew: 3.
B-47E Engines: 6 x General Electric J47-GE-25 turbojets, 5970 lb JATO capacity: 33 1000 lb thrust Wing span: 116 ft 0 in (35.36 m). Length: 109 ft 10 in (33.48 m). Height: 27 ft 11 in (8.51 m). Wing area: 1428 sq.ft Empty weight: 79,000 lb / 35,863 kg Max TO wt: 206,700 lb (9,760 kg). External fuel: 2 x 148 Imp.Gal underwing Max level speed: 606 mph (975 kph) Speed: 650 mph at 20,000 ft Service ceiling: 45,000 ft Un-refuelled range: 2000 miles / 3219 km Armament: 2 x 20mm cannon Bombload: 20,000 lb Crew: 3
B 47E-II Stratojet Engines: six 2722 kg (6,000 lb) thrust General Electric J47 GE 25 or 25A turbojets (wet rating). Max speed: 975 km/h (606 mph) at medium altitudes. Service ceiling: 12345 m (40,500 ft). Range with bombload: 6440 km (4,000 miles). Weights: empty 36631 kg (80,756 lb) Maximum take off 104330 kg (230,000 lb). Wing span: 35.36 m (116 ft 0 in). Length: 33.50 m (109 ft 10 in). Height: 8.51 m (27 ft 11 in). Wing area: 132.7 sq.m (1,428.0 sq ft). Armament: two 20 mm guns in tail turret; internal bombload of 9072 kg (20, 000 lb).
B-47E-IV Stratojet Engines: 6 x General Electric J47-GE-25 turbojets, 7,200lbs of thrust Wingspan: 116.14ft (35.40m) Length: 108.01ft (32.92m) Empty Weight: 79,073lbs (35,867kg) Maximum Take-Off Weight: 229,999lbs (104,326kg) Maximum Speed: 600mph (965kmh; 521kts) Maximum Range: 3,870miles (6,228km) Rate-of-Climb: 4,350ft/min (1,326m/min) Service Ceiling: 40,499ft (12,344m) Armament: 2 x 20mm cannon Bombload: 25,000lb Accommodation: 3 or 4
The B-50’s development was approved in 1944, when the aircraft was known as the B-29D. The Army Air Forces (AAF) wanted a significantly improved B-29 that could carry heavy loads of conventional weapons faster and farther. As World War II ended, the production of thousands of B-29s was cancelled. The B-29D survived, redesignated B-50 in December 1945, the improved bomber was now for the atomic role. The decision was pending availability of the intercontinental B-36 or of another bomber suitable for the delivery of atomic weaponry.
First flying on 25 June 1947 and looking identical to the B-29 Superfortress, the B-50 retained just 25 percent of the B-29’s original components. Changes distinguishing the B-50 from its predecessor included an all new aluminum wing design that made the aircraft more resilient and efficient. Vertical tail surfaces were now designed to fold down, allowing the massive bomber the capability to be housed in air force hangars.
A four-engine heavy bomber powered by the Pratt & Whitney 3,500 horsepower R-4360-35 Wasp Major radial engine produced in about 750 examples from November 1949 up until February 1953. Accommodations for crewmen included a total of ten personnel with access to 12 x .50 caliber machine guns in remotely-controlled barbettes and a 20mm cannon. Up to 20,000lbs of internal ordnance could be carried.
Initial production models were the B-50A and B-50B.
Photo-reconnaissance versions included the RB-50E, F and G, and the TB-50D and TB-50H were navigation trainers.
While the short-range B-50 was immediately recognized as a stopgap measure, the magnitude of the aircraft’s development problems proved unexpected. The B-50’s first difficulties stemmed from its bomb bay which, like that of the B-29, was too small to house the new bomb and its required components. The fast development of special weapons created more complications, since the individual components of every single type of bomb had to be relocated within the bomb bay’s narrow confines.
The B-50 soon exhibited engine malfunctions. Then, cracking of the metal skin on the trailing edge of the wings and flaps dictated extensive modifications. While these problems were being resolved, new requirements were levied on the aircraft. In 1949, as the proposed RB-36 remained a long way off, and because of the older RB-29’s deficiencies in speed, range, and altitude, some B-50s had to be fitted for the reconnaissance role. Fuel tank overflows, leaking fuel check valves, failures of the engine turbo-chargers, generator defects, and the like continued to plague every B-50 version.
Contrary to plans, most B-50s came off the production lines without the receiver end of the new air-to-air refueling system being developed by Boeing. Additional, and successful, modifications ensued. Nevertheless, the Strategic Air Command (SAC) had no illusions. The B-50, along with the B-36 (first delivered in June 1948), would be obsolete in 1951. That the B-50 did not start leaving the SAC inventory before 1953 was due to the production problems and many modifications of its replacement: the subsonic B-47.
Boeing B-50D
B-50’s would eventually be replaced by the jet-powered B-47 Stratojet by 1954, though many would go on to be modified as TB-50H crew and pilot trainers, the KB-50 aerial refueling aircraft and the RB-50 photographic reconnaissance platform.
Boeing KB-50K
The KB-50 refuelling tankers had two J47 turbojets added in underwing pods, and were redesignated KB-50K.
B-50 ‘Luckey Lady II’ encircled the world non-stop in 1949, refuelled four times
RB-50 ELINT
Still operational in 1955, the B-50D usually carries two 700-gal. fuel tanks or 4,000 lb. bombs under outer wings. All B-50’s would be retired from service by 1965.
B-50A Engines: 4 x Pratt & Whitney R-4360-35 Wasp Major, 2610kW Take-off weight: 76389 kg / 168410 lb Empty weight: 36764 kg / 81051 lb Wingspan: 43.05 m / 141 ft 3 in Length: 30.18 m / 99 ft 0 in Height: 9.96 m / 32 ft 8 in Wing area: 161.55 sq.m / 1738.91 sq ft Max. speed: 620 km/h / 385 mph Cruise speed: 378 km/h / 235 mph Ceiling: 11280 m / 37000 ft Range: 7483 km / 4650 miles Armament: 12 x 12.7mm machine-guns, 1 x 20mm cannon, 9000kg of bombs Crew: 11
B-50D Engines: 4 x Pratt & Whitney R-4360-35 Wasp Major, 3500hp Wingspan: 141 ft. 3 in (43.10m) Wing area: 1768 sq.ft Length: 100.00ft (30.48m) Height: 34.58ft (10.54m) Empty Weight: 80,601lbs (36,560kg) Maximum Take-Off Weight: 173,001lbs (78,472kg) Maximum Speed: 380mph (611kmh; 330kts) Cruise speed: 330 mph Maximum Range: 4,896 miles (7,880km) Service Ceiling: 36,713ft (11,190m) Armament: 12 x 12.7mm machine guns, 1 x 20mm cannon Internal bombload: 20,000lb Accommodation: 10
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.
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.
