The Boeing 707 Country of origin

United States of America

Type
Medium to long range airliner and freighter

Schematics

Photos

Click for large version. Photo Peter Tonna

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History
The 707's jet speed, long range, high seating capacity and operating economics revolutionised airliner travel when it was introduced into service in 1958. The 707 also laid the foundations for Boeing's dominance of the jet airliner market. Recognising the jet engine's potential for commercial aviation, Boeing (at great financial risk) decided to develop a jet powered transport that could fulfil military tanker transport roles but be easily adapted to become an airliner. The resulting prototype, known as the 367 Dash 80, flew for the first time on July 16 1954. Impressed, the US Air Force ordered a larger version, with a wider fuselage (12 ft, vs 11 ft for the Dash 80) into production as the KC-135 tanker/transport (more than 800 were built). At first, Boeing wanted to sell the same size aircraft to the airlines, but the airlines insisted on an even larger airplane, which Douglas promised to build (this became the DC-8). Boeing finally relented, designing the 707 as a longer aircraft with a slightly wider fuselage (12 ft 4 in). The first production 707 (a 707-120 for Pan Am) flew on December 20 1957, and entered service later the following year. Developments of the 707-120 include the similar 707-220, the shorter 138 for Qantas, and the stretched 707-320, which flew in July 1959. The 707-120 and 320 were later reengined with JT3D turbofans (in place of the original JT3 and JT4 turbojets) to become the 707-120B, and the 707320B respectively. The 707-320C was a convertible model, the 707-420 was powered by RollsRoyce Conways, while the proposed CFM-56 powered 707-700 upgrade was flight tested in the late 1970s but never entered production.

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Powerplants
707-120B - Four 75.6kN (17,000lb) Pratt & Whitney JT3D-1 turbofans. 707-320B - Four 80kN (18,000lb) JT3D-3s or four 84.4kN (19,000lb) JT3D-

7s.

Many air forces have bought 707s, new or converted second-hand aircraft, for general transport, aerial refuelling, and electronic warfare. The E-3 Sentry is a 707-120B - Max dedicated airborne warning and control system (AWACS) platform with a large speed 1010km/h rotodome above the fuselage. The E-6 Mercury performs the TACAMO (Take (545kt), max Charge and Move Out) role with the US Navy, maintaining communication with the cruising speed ballistic missile submarines. The E-8 J-Stars (Joint Surveillance Target Attack 1000km/h Radar System) performs the battlefield control role. Other military 707s received (540kt), the designations C-137, or C-18, but many others have no special military economical designation. Copyright Airliners.net, some information Copyright Aerospace Publications cruising speed 897km/h (484kt). Range with max payload 6820km (3680nm), range with max fuel 8485km (4580nm). 707-320B - Max speed 1009km/h (545kt), max cruising speed 974km/h (525kt), long range cruising speed 885km/h (478kt). Range with max passengers 6920km (3735nm), range with max fuel and 147 passengers 9265km (5000nm).

Performanc e

Most civil 707s in service today have been converted to freighters, while a number are used as corporate transports.

Weights
707-120B Operating empty 55,589kg (122,533lb), max takeoff 116,575kg (257,000lb). 707-320B Empty 66,406kg (146,400lb), max takeoff 151,315kg (333,600lb).

Dimensions
707-120B - Wing span 39.90m (130ft 10in), length 44.07m (144ft 6in), height 12.94m (42ft 5in). Wing area 226.3m2 (2433sq

ft). 707-320B - Wing span 44.42m (145ft 9in), length 46.61m (152ft 11in), height 12.93m (42ft 5in). Wing area 283m2 (3050sq ft).

Capacity
Flightcrew of three or four. 707-120 max seating for 179, or 110 in two classes (44 first and 66 economy). 707-320B - Max seating for 219, or 189 single class at 81cm (32in) pitch, or 147 in two classes. Convertible or freighter versions - 13 A type containers.

Production
Production of commercial 707s ended in 1978 after 878 had been built. Limited production of military variants continued until 1990. Approximately 130 remain in commercial service.

The Boeing 717 Country of origin

United States of America

Photos

Click for large version. Photo Sam Chui

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Powerplants
717-200BGW - Two 82.3kN (18,500lb) Rolls-Royce BR715A1-30 turbofans. 717-200HGW - Same or optionally 89.6kN (20,000lb) or 93.4kN (21,000lb) BR715s.

Performance
717-200BGW - Cruising speed 811km/h (438kt). Range with

106 passengers 2545km (1375nm). 717-200HGW - Cruising speed same. Range with 106 passengers 3815km (2060nm).

Weights
717-200BGW - Operating empty 31,674kg (69,830lb), max takeoff 49,940kg (110,100lb) or 51,710kg (114,000lb). 717-200HGW - Operating empty 32,110kg (70,790lb), max takeoff 54,885kg (121,000lb).

Dimensions
Wing span 28.44m (93ft 3in), length 37.80m (124ft 0in), height 8.87m (29ft 1in). Wing area 93.0m2 (1000.7sq ft).

Capacity
Flightcrew of two. Typical two class seating for 106 passengers at five abreast in main cabin. Single class seating for 117.

Production
As of early 2003, 153 717s had been ordered, of which 111 had been delivered.

The Boeing 720 Country of origin

United States of America

Type
Medium range narrowbody airliner

Schematics

Photos

Click for large version. Photo Eduard Marmet

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Powerplants
720B - Four 75.6kN (17,000lb)

History

Pratt & Whitney JT3D1 turbofans or four 80kN (18,000lb) JT3D3s.

The 720 is a smaller capacity, lighter, medium range variant of the 707, given its own model number to indicate significant engineering changes.

Introduced in 1959, the 720 (originally designated 707-020) retained the same basic structure as the 707-120, but was 2.54m (8ft 4in) shorter, which reduced Performance seating to 112 (38 + 74) in a typical two class arrangement. Other changes were 720B - Max speed made to the wing which introduced full span leading edge flaps, while a glove 1009km/h (545kt), between the inner engines and the fuselage increased wing sweep and wing area and decreased the wing's thickness/chord ratio. The changes to the wing made it max cruising more aerodynamically efficient, permitting higher cruising speeds and lowered speed 983km/h minimum speeds (which aided field performance). (530kt), economical cruising speed 896km/h (484kt). Range with maximum payload and no reserves 6687km (3610nm), range with max fuel 8428km (4550nm). Like the early 707s the first 720s had JT3C turbojets, although less powerful models lacking water injection because of the 720's lighter weight. Compared with the 707-120 the 720 also had reduced fuel capacity and a lower max takeoff weight. But many components were interchangeable between the 720 and 707, while inside the cabin the 720 and 707 shared the same passenger interior and flightdeck. The initial 720 (bound for launch customer United) first flew on November 23 1959. Certification was awarded on June 30 1960, and entry into service with United Airlines was on July 5 that year. The availability of the far more fuel efficient Pratt & Whitney JT3D turbofan resulted in the 720B, which was powered by either JT3D1s or 3s. First flight of the 720B was on October 6 1960, with certification awarded on March 3 1961. The 720B also featured a higher maximum zero fuel weight (significantly boosting payload/range) and an increased max takeoff weight due to the heavier turbofan engines.

Weights
720B - Operating empty 51,203kg (112,883lb), max takeoff 106,140kg (234,000lb).

Major 720 operators included American Airlines (a number of its 720s were converted to 720Bs with turbofan engines), United, Continental, Eastern, Dimensions Northwest Orient and Western, while operators outside the US included Wing span 39.88m Lufthansa and Avianca. (130ft 10in), length 41.68m (136ft 9in), Today (early 2002) three 720s are believed to be in use as corporate transports, and two are used by Pratt & Whitney as engine testbeds. height 12.66m Copyright Airliners.net, some information Copyright Aerospace Publications (41ft 7in). Wing area 234.2m2 (2521sq ft).

Capacity
Flightcrew of three comprising two pilots and a flight engineer. Typical seating for 112 in two classes, max seating for 149, later approved (for Eastern Air Lines) for 165.

Production
Between 1959 and 1969 Boeing built 65 720s and 89 720Bs (many 720s were converted to 720Bs). One in commercial service in Africa, three others used as corporate

transports.

The Boeing 727-100 Country of origin

United States of America

Type
Short to medium range narrowbody airliner

Schematics

Photos

Click for large version. Photo Andy Vanderheyden

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Click for large version. Photo Miguel Cano Alva

History
The 727 short to medium range trijet is the world's second most successful jet airliner built. Initial design studies began in 1956, although for a time it appeared that a new short/medium range airliner would not be built at all due to Boeing's financial position before sales of the 707 had taken off. Boeing persisted however and serious development of the 727 beginning in June 1959. The program was launched on the strength of orders for 80 from Eastern and United in 1960. The resulting Boeing Model 727 pioneered the rear trijet configuration, with power from three specially designed Pratt & Whitney JT8D turbofans (although RollsRoyce Speys were originally considered). The trijet design was settled upon as it gave the redundancy of three engines, better climb performance than a twin and improved operating economics over a four engine jet. The 727 also introduced an advanced wing design with the first airliner application of triple slotted Krueger flaps. The 727 retained the 707's fuselage cross section, but with a redesigned smaller lower fuselage due to the need to carry less baggage on shorter range flights, and it has limited parts commonality with the 707 and 720. The 727 was also the first Boeing airliner to feature an APU (auxiliary power unit). The prototype 727 first flew on February 9 1963, with certification granted in December that year. The first 727 entered service with Eastern Airlines on February 9 the following year. Development of the initial 727-100 resulted in a small family of sub variants, including higher gross weight options for the basic passenger carrying 727, the

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Powerplants
727-100 - Three 62.3kN (14,000lb) Pratt & Whitney JT8D-7 turbofans.

Performance
Max speed 1017km/h (549kt), max cruising speed

960km/h (518kt), economical cruising speed 917km/h (495kt). Range with max payload 5000km (2700nm).

727-100C Convertible and 727-200QC Quick Change, both with a large freight door on the forward left hand side of the fuselage. Many were subsequently converted to pure freighters. The stretched 727-200 is described separately. Production of the 727-100 ceased in 1973 but one recent notable development was Dee Howard in the USA upgrading a number of 727-100 freighters for express freight operator UPS. The major feature of the upgrade was reengining with RollsRoyce Tays, which improves performance, reduces fuel consumption and more importantly, allows the aircraft to meet Stage 3 noise requirements.
Copyright Airliners.net, some information Copyright Aerospace Publications

Weights
727-100 - Empty equipped 36,560kg (80,602lb), max takeoff 72,570kg (160,000lb).

Dimensions
727-100 - Wing span 32.92m (108ft 0in), length 40.59m (133ft 2in), height 10.36m (34ft 0in). Wing area 157.9m2 (1700sq ft).

Capacity
Flightcrew of three (two pilots and flight engineer). Typical two class seating for 94, max seating for 131.

Production
Of the 582 727-100s built, almost 400 remained in commercial service in late 1998, with 40 more used as corporate jets.

The Boeing 727-200 Country of origin

United States of America

Type
Short to medium range narrowbody airliner

Schematics

Photos

Click for large version. Photo Mark Abbott

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Click for large version. Photo Miguel Cano Alva

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History
The 727-100 had been in service barely a year when Boeing began serious consideration of a stretched, greater capacity development. This resulted in the 727-200, which Boeing announced it was developing in August 1965. The 727-200 was essentially a minimum change development of the 100, the only major change being the 6.10m (20ft) fuselage stretch, which increased maximum seating to 189 passengers. The 727-200's stretch consisted of two 3.05m (10ft) plugs, one forward and one rear of the wing. Otherwise the 727-100 and 200 shared common engines, fuel tank capacity and the same maximum takeoff weight. The first flight of the 727-200 occurred on July 27 1967, with certification granted in late November that year. The -200 was placed into service by launch customer Northeast Airlines (this airline was later acquired by Delta) the following month, by which time total 727 orders for both models had exceeded 500. The 727-200 helped broaden the sales appeal of the 727 considerably and snared significant sales. However the 200 was restricted by its relatively short range, due to it having the same fuel capacity as the 727-100, so Boeing developed the increased range Advanced 727-200. First flown in March 1972 changes introduced on the Advanced model included increased fuel capacity, and thus range, the option of more powerful engines, quieter engine nacelles and strengthened structure. The Advanced remained the primary 727-200 production model until production ceased in 1984. The 727-200 remains popular with passengers and pilots but it does not meet Stage 3 noise requirements. To overcome this a number of hushkit programs are on offer while Valsan converted 23 727s to its Stage 3 compliant Quiet 727 standard (before the company collapsed). This retrofit included installing JT8D217s on the outer pylons and acoustic treatment of the centre engine. Other 727s have been fitted with winglets for improved performance.
Copyright Airliners.net, some information Copyright Aerospace Publications

Powerplants
Three 64.5kN (14,500lb) Pratt & Whitney JT8D-9 turbofans, or 67.2kN (15,000lb) JT8D11s, or 68.9kN (15,500lb) JT8D-15s or 71.1kN (16,000lb) JT8D-17s (Advanced only), or 77.3kN (17,400lb) JT8D-17Rs (Advanced only).

Performance
Advanced 727-200 Max speed 1017km/h (549kt), max cruising speed 953km/h (515kt), economical cruising speed 865km/h (467kt). Range with max payload 3965km (2140nm), range with max fuel 4450km (2400nm).

Weights
Advanced 727-200 Operating empty

45,360kg (100,000lb), max takeoff 95,030kg (209,500lb).

Dimensions
Wing span 32.92m (108ft 0in), length 46.69m (153ft 2in), height 10.36m (34ft 0in). Wing area 157.9m2 (1700sq ft).

Capacity
727-200 - Max seating for 189 at six abreast and 76cm (30in) pitch, typical two class seating for 14 premium class and 131 economy class passengers. 727-200F - Typical max payload comprises 11 2.23m x 3.17m (7ft 4in x 10ft 5in) pallets.

Production
1831 727s of all models built when production ceased in 1984, including 1249 200s. Approx 940 727-200s in commercial service at late 1998, with a further 15 as corporate transports.

The Boeing 737-100/200 Country of origin

United States of America

Type
Short range narrowbody airliner

Photos

History
The 737-100 and 200 are the first generation production models of the world's most successful jet airliner family, Boeing's 737 twinjet. The 737 was conceived as a short range small capacity airliner to round out the Boeing jet airliner family beneath the 727, 720 and 707. Announced in February 1965, the 737 was originally envisioned as a 60 to 85 seater, although following consultation with launch customer Lufthansa, a 100 seat design was settled upon. Design features included two underwing

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mounted turbofans and 60% structural and systems commonality with the 727, including the same fuselage cross section (making it wider than the competing five abreast DC-9 and BAC-111). The 737-100 made its first flight on April 9 1967 and entered service in February 1968 with Lufthansa, while the last of 30 built was delivered to Malaysia-Singapore Airlines in October 1969. By this time however the larger capacity 1.93m (6ft 4in) stretched 737-200 was in service after it had made its first flight on August 8 1967. First delivery, to United, was that December. Developments of the -200 include the -200C convertible and quick change -200QC, while an unprepared airfield kit was also offered. The definitive Advanced 737-200 appeared in 1971, featuring minor aerodynamic refinements and other improvements.

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Powerplants

737-100 - Two 62.3kN (14,000lb) Pratt & Whitney JT8D-7 turbofans. 737-200 - Two 64.5kN (14,500lb) JT8D-9As, or two 68.9kN (15,500lb) JT8D-15s, or two 71.2kN (16,000lb) JT8D-17s, or two Sales of the 737-200 far exceeded 77.4kN (17,400lb) JT8D-17Rs with automatic reverse thrust. that of the shorter -100 and the 737-200 remained in production Performance until 1988, by which time it had 737-100 - Max speed 943km/h (509kt), economical cruising speed 852km/h (460kt). Range with max fuel 2855km (1540nm). been superseded by the improved 737-300, after 1114 had been built. 737-200 - Max speed 943km/h (509kt), max cruising speed Many have been fitted with Stage 3 927km/h (500kt), economical cruising speed 796km/h (430kt). engine hushkits, and a number of Range with 115 passengers and reserves between 3520km passenger aircraft have been (1900nm) and 4260km (2300nm) depending on weight options converted with cargo doors. and engines.

Weights
737-100 - Empty 25,878kg (57,000lb), max takeoff 49,940kg (110,000lb). 737-200 - Operating empty 27,448kg (60,600lb), max takeoff 52,390kg (115,500lb), or optionally 58,740kg (129,500lb).

Dimensions
737-100 - Wing span 28.35m (93ft 0in), length 28.67m (94ft 0in), height 11.29m (37ft 0in). Wing area 91.1m2 (980sq ft). 737-200 - Same except for length 30.53m (100ft 2in).

The USAF ordered 19 as navigation trainers, and some were later converted to standard transport aircraft as CT-43A. A few other air forces received 737-200s to serve in general transport, surveillance or VIP transport tasks.
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Related links
Back to Aircraft Data & History section.

Capacity

Flightcrew of two. Ba 737-100 - Typical single class seating for 100. 737-200 - Typical single class seating for 115, max seating for 130 at 74cm (29in) pitch. 737-200C/QC payload 15,545kg (34,270lb), consisting of pallets or containers.

Production
1144 737-100s and 200s built, comprising 30 100s and 1114

200s, including 19 T-43A (737-200) navigation trainers for the USAF and 104 737-200Cs. Approximately 1 737-100 and 550 737-200s remained in commercial and corporate service in early 2005.

The Boeing 737-300 Country of origin

United States of America

Type
Short to medium range narrowbody airliner

Photos

Schematics

Click for large version. Photo Ian Nightingale

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Click for large version. Photo Kenneth C. Iwelumo

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History
The 737-300 is the first of the three member second generation CFM56 powered 737 family, which also comprises the stretched 737-400 and shortened 737-500. The success of the second generation Boeing 737 family pushed sales of the mark to over 3000, a record for a commercial jetliner. Boeing announced it was developing the 737-300 in March 1981. This new variant started off as a simple stretch over the 737-200 but Boeing decided to adopt the CFM International CFM56 high bypass turbofan (jointly developed by General Electric and SNECMA) to reduce fuel consumption and comply with the then proposed International Civil Aviation Organisation Stage 3 noise limits. Despite the all new engines and the 2.64m (104in) fuselage stretch, the 737-

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300 retains 80% airframe spares commonality and shares the same ground handling equipment with the 737-200. A number of aerodynamic improvements were incorporated to further improve efficiency including modified leading edge slats and a new dorsal fin extending from the tail. Another feature was the flattened, oval shaped engine nacelles, while the nosewheel leg was extended to increase ground clearance for the new engines. Other internal changes include materials and systems improvements first developed for the 757 and 767 programs, including an early generation EFIS flightdeck (with four colour CRT screens). The 737-300 flew for the first time on February 24 1984, while first deliveries were from November 1984. Since that time well over 1000 737-300s have been sold and it forms the backbone of many airlines' short haul fleets.

The stretched 737-400 and shortened Two 89.0kN (20,000lb) CFM International CFM563B1 737-500 are described separately. turbofans, or optionally two 97.9kN (22,000lb) CFM563B2s.

Powerplants

Performance

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Max cruising speed 908km/h (491kt), long range cruising Related links speed 794km/h (429kt). Range with 128 passengers and Back to Aircraft Data & History section. standard fuel 3362km (1815nm), range with 128 pax and max fuel 4973km (2685nm). High gross weight version max Back to fron range 6300km (3400nm) with 140 passengers.

Weights
Operating empty 32,881kg (72,490lb), standard max takeoff 56,740kg (124,500lb), high gross weight option 62,823kg (138,500lb).

Dimensions
Wing span 28.88m (94ft 9in), length 33.40m (109ft 7in), height 11.13m (36ft 6in). Wing area 105.4m2 (1135sq ft).

Capacity
Flightcrew of two. Typical two class seating for 128 (eight premium class four abreast and 120 economy class six abreast), standard one class seating for 141 at six abreast and 81cm (31in) pitch, max seating for 149 at 76cm (30in) pitch.

Production
Grand total 737 orders stand at over 4236, of which over 1104 are for the 300. Approximately 1070 737-300s were in service at late 1998.

The Boeing 737-400 Country of origin

United States of America

Type
Short to medium range airliner

Photos

Schematics

Click for large version. Photo Michael Arcellana

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Click for large version. Photo Andy Smulders

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History
Boeing announced it was developing a new higher capacity version of the fast selling 737-300 in June 1986. The new aeroplane, the 737-400, was developed as a 150 seat class 727 replacement. Although Boeing had initially developed the 180 to 200 seat 757 to replace the successful 727, there still existed a considerable market for a near direct size replacement for the popular trijet. By developing the 737-400 as a minimum change stretch of the 737-300, Boeing was also able to offer considerable commonality, and thus cost, benefits to operators already with the 737-300, and to a lesser extent, the 737-200 in their fleets. The major change of the 737-400 over the smaller 300 is a 3.05m (10ft 0in) fuselage stretch, consisting of a 1.83m (6ft 0in) stretch forward and a 1.22m (4ft 0in) plug rear of the wing. The stretch increases maximum passenger seating to 188. To cope with the increased weights, more powerful CFM56s are fitted. Other changes are minor, such as a tail bumper fitted to protect against over rotation at takeoff, something that could have become a problem due to the increased fuselage length. A higher gross weight longer range version is offered. It features increased fuel capacity, and strengthened

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undercarriage and structures, but is otherwise identical to the standard 737400. The first flight of the 737-400 occurred on February 19 1988 and it entered airline service in October that year with Piedmont. Of the 737-300/-400/-500 family the 400 has proven the most successful member behind the 300, its larger capacity and transcontinental US range meaning it has found a very useful market for Boeing as a 727 replacement. However the 737400 does face stiff competition from the similar size Airbus A320, which has higher levels of technology, longer range and is faster (but is also heavier).
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Related links
Back to Aircraft Data & History section. Back

Powerplants
Two 97.9kN (22,000lb) CFM International CFM563B2 turbofans, or optionally 104.5kN (23,500lb) CFM563C1s.

Performance
Max cruising speed 912km/h (492kt), long range cruising speed 813km/h (439kt). Standard version range with max payload 4005km (2160nm), typical range with 146 passengers 3630km (1960nm). High gross weight option range with 146 passengers 3850km (2080nm).

Weights
Standard version operating empty 34,564kg (76,200lb), max takeoff 62,820kg (138,500lb). High gross weight operating empty 34,827kg (76,780lb), max takeoff 68,040kg (150,000lb).

Dimensions
Wing span 28.88m (94ft 9in), length 36.45m (119ft 7in), height 11.13m (36ft 6in). Wing area 105.4m2 (1135sq ft).

Capacity
Flightcrew of two. Typical two class seating for 146 (eight premium, 138 economy), typical all economy for 159 at 81cm (32in) pitch, or max seating for 188.

Production
Orders for the 737-400 stood at 473 at late 1998, of which approximately 470 were in airline service.

The Boeing 737-500 Country of origin

United States of America

Type
Short to medium range airliner

Photos

Schematics

Click for large version. Photo Bernardo Andrade

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History
The 737-500 is the shortest and smallest member of the second generation 737-300/-400/-500 family, and the last to be developed. When the new stretched 737-300 first appeared it was intended to supplement, rather than replace, the 737-200. However the evolution of the 737-300 into a family of models led to the development of a new model comparable in size to the 737-200, but offering better fuel economy and extensive commonality with the 737-300 and -400 models. This was the 737-500, known before its May 1987 formal launch as the 737-1000. Like the preceding 737-300 and 737-400, the 737-500 is powered by CFM International CFM56s turbofans, in this case either 82.3kN (18,500lb) CFM563B1s or 89.0kN (20,000lb) CFM56-3C-1s. All three second generation 737 models share extensive systems and structure commonality, and a common aircrew type rating. These benefits offer real cost savings to an airline with two or more variants of the family in its fleet. The 737-500 is 31.01m (101ft 9in) in length, comparable to the 737200's 30.53m (100ft 2in) length, and as such is a viable direct replacement for the earlier type. Like the 300 and 400, a higher gross weight longer range version is offered, featuring auxiliary fuel tanks and uprated engines. The 737-500's first flight occurred on June 30 1989, FAA certification was awarded on February 12 1990, with service entry later that same month. The 737-500's main appeal is for operators of large 737-400 and 737-300 fleets, as because the 500 is a shortened development of the 300, it still carries much of the structural weight needed for the higher weight models. This makes it less efficient than if it was designed specifically for its size category, however for operators of large 737-300/400 fleets, the extensive commonality benefits more

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than compensate for this.

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Related links
Back to Aircraft Data & History section

Powerplants
Two 82.3kN (18,500lb) CFM International CFM563B1 turbofans, or 89.0kN (20,000lb) CFM56-3C-1s.

Performance
Max cruising speed 912km/h (492kt), economical cruising speed 795km/h (430kt). Standard range with max passengers 2815km (1520nm), higher gross weight option range with max passengers 4444km (2400nm).

Weights
Operating empty (standard and high gross weight models) 31,983kg (70,510lb), standard max takeoff 52,390kg (115,500lb), high gross weight max takeoff 60,555kg (133,500lb).

Dimensions
Wing span 28.88m (94ft 9in), length 31.01m (101ft 9in), height 11.13m (36ft 6in). Wing area 105.4m2 (1135sq ft).

Capacity
Flightcrew of two. Typical two class seating for 108 (eight first and 100 economy), or max single class seating for 132 at 76cm (30in) pitch.

Production
At late 1998 737-500 sales stood at 387, of which 383 had been delivered.

The Boeing 737-600/700 Country of origin

United States of America

Type
Short to medium range airliners

Schematics

Photos

Click for large version. Photo Gerry Hill

More photos of Boeing 737-600/700

Click for large version. Photo Justin Cederholm

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History
The 737-600 and -700 are the smaller members of Boeing's successful Next Generation 737-600/700/800/900 family. Among the many changes, the Next Generation 737s feature more efficient CFM56-7B turbofans. The CFM56-7 combines the core of the CFM56-5 with the CFM56-3's low pressure compressor and a 1.55m (61in) fan. The 737's new wing has greater chord, span and wing area, while the tail surfaces are also larger. The 2.4m (8ft) high winglets first developed for the Boeing Business Jet development are now offered as an option on the 737-700 (and 800).

Click for large version. Photo Juan Pablo Marini

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Seatmap

The new engines and wings allow the 737 to cruise at Mach 0.78 to Mach 0.80, while the larger wing allows greater fuel tankage and transcontinental USA range. Other features include a 777 style EFIS flightdeck with six flat panel LCDs which can be programmed to present information as on the 777 or as on the 737-300/400/500 series, allowing a common pilot type rating for the two 737 families. The improved Next Generation Boeing 737 family (originally covered by the 737X designation) was launched in November 1993. The 737-700 was the first member of the new family to be developed, and is based on the 737-300,

while the 737-600 is based on the 737-500. The 737-700 rolled out on December 7 1996, was granted certification in November 1997 and entered service (with Southwest) the following month. The 737-600 was launched was launched on March 16 1996, first flew on January 22 1998 and entered service (with SAS) in September that year. The Boeing Business Jet or BBJ (described separately) is based on the fuselage of the 737-700 with the larger 737-800's wing. The BBJ's airframe also forms the basis for the convertible passenger/freighter variant of the 700, the 737-700QC, which has been ordered by the US Navy as the C-40A Clipper (to replace the DC-9 based C-9B). The C-40 first flew on April 17 2000. The naval aircraft can be converted to carry 121 passengers, or 3 pallets of cargo plus 70 passengers, or 8 pallets of cargo only. These aircraft are currently (2002) based at Naval Air Station Fort Worth, Texas (VR-59) and Naval Air Station Jacksonville, Florida (VR-58). The US Air Force has bought two ex-Fordair BBJs, which are designated C40B.
Copyright Airliners.net, some information Copyright Aerospace Publications

Related links
Back to Aircraft Data & History section. Back to frontpage of Airliners.net

Powerplants
737-600 - Two 86.7kN (19,500lb) CFM567B18 turbofans, or 101kN (22,700lb) CFM56-7B22s on high gross weight version. 737-700 - Two 91.6kN (20,600lb) CFM567B20s or 101kN (22,700lb) CFM567B24s on HGW version.

Performance
Typical cruising speed Mach 0.785. Max certificated altitude 41,000ft. 737-600 - Range with 110 pax 2480km (1340nm) or 5648km (3050nm) for HGW version. 737-700 - Range with 126 pax 2852km (1540nm) or 6037km (3260nm) for HGW version.

Weights
737-600 - Operating empty 37,104kg

(81,800lb), max takeoff 56,245kg (124,000lb), HGW max takeoff 65,090kg (143,500lb). 737-700 - Operating empty 38,147kg (84,100lb), max takeoff 60,330kg (133,000lb), HGW MTOW 70,080kg (154,500lb).

Dimensions
737-600 - Wing span 34.31m (112ft 7in), length 31.24m (102ft 6in), height 12.57m (41ft 3in). Wing area 125.0m2 (1344sq ft). 737-700 - Same except length 33.63m (110ft 4in), height 12.55m 41ft 2in).

Capacity
Flightcrew of two. 737-600 - 110 passengers in two classes or 132 in a single class. 737-700 - 126 in two classes or 149 in a single class.

Production
737-600 - 81 ordered and 47 delivered by October 2002. 737-700 - 883 ordered and 465 delivered by October 2002.

The Boeing 737-700/800 BBJ/BBJ2 Country of origin

United States of America

Type
Long range large capacity corporate jet

History
The Boeing Business Jet - or BBJ - is a long range corporate jet development of the 737-700 and -800. Boeing Business Jets is a joint venture formed by Boeing and General Electric in July 1996 to develop and market a corporate version of the popular 737 airliner, initially focusing on the 737-700 based BBJ (or 737-700 BBJ). The first BBJ rolled out from Boeing's Renton plant on August 11 1998 and flew for the first time on September 4 that year. On October 30 the US FAA awarded certification to the developed 737-700 airframe on which the BBJ is based. The first completed BBJ was delivered on September 4 1999.

Photos

Click for large version. Photo Sven De Bevere

The BBJ combines the Next Generation 737-700's airframe combined with the strengthened wing, fuselage centre section and landing gear of the larger

More photos of Boeing 737-700/800 BBJ/BBJ2

and heavier 737-800, with three to 10 belly auxiliary fuel tanks. It features the Next Generation 737 advanced two crew six LCD screen EFIS avionics flightdeck, equipped with embedded dual GPS, TCAS, enhanced GPWS and Flight Dynamics head-up guidance system. Following their certification in September 2000, winglets became a standard option. Boeing supplies unfurnished or 'green' BBJ airframes to DeCrane of Georgetown, Delaware for long range fuel tank installation. From DeCrane the BBJ is flown to a customer specified completion centre for interior fit-out and exterior painting.

On October 11, 1999 Boeing launched the BBJ2, based on the stretched 737-800 airframe, which is 5.84m (19ft 2in) longer than the BBJ, and is offering 25% greater cabin space (and 100% more baggage space), but has slightly reduced range. It is fitted with between three and seven auxiliary Click for large version. Photo John padgett belly fuel tanks. The winglets are standard on this version. The first delivery More passenger cabin was made on February 28, 2001. photos... Copyright Airliners.net, some information Copyright Aerospace Publications

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Click for large version. Photo Rudy Chiarello

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Powerplants
Two 117.4kN (26,400lb) CFM International CFM56-7 turbofans.

Performance
BBJ - Max cruising speed Mach 0.82, normal cruising speed Mach 0.80, long range cruising speed Mach 0.79. Initial cruise altitude 38,000ft, max certificated altitude 41,000ft. Range with eight passengers 11,480km (6200nm), with 25 passengers 11,075km (5980nm), with 50 passengers 10,205km (5510nm). BBJ2 - Range with eight passengers 10,620km (5735nm), with 25 passengers 10,120km (5465nm), with 50 passengers 9,140km (4935nm).

Weights
BBJ - Typical operating empty 42,895kg (94,570lb), max takeoff 77,560kg (171,000lb). BBJ2 - Typical operating empty 45,730kg (100,815lb), max takeoff 79,015kg (174,200lb).

Dimensions
BBJ - Wing span incl winglets 35.79m (117ft 5in), length 33.63m (110ft 4in), height 12.57m (41ft 3in). Wing area 125.0m2 (1345.5sq ft). BBJ2 - same except length 39,47m (129ft 6in), height 12.55m (41ft 2in).

Capacity
Flightcrew of two. BBJ - Main cabin interiors to customer preference. Typical configuration includes a crew rest area, forward lounge, private suite with double bed and private bathroom facilities including shower, 12 first class sleeper seats at four abreast and 152cm (60in) pitch, and rear galley and bathroom facilities. Alternatively rear cabin can seat 24 passengers at two abreast and feature a conference area or exercise gym, or up to 63 passengers at six abreast.

Production
65 BBJs were ordered by February 2002, with 55 delivered, while 8 BBJ2s had been ordered with 5 delivered. Completed aircraft cost approx $US42 to 47m.

The Boeing 737-800/900

Country of origin Photos

Type Schematics

United States of America Short to medium range airliners

Click for large version. Photo SilverWingPix

More photos of Boeing 737-800/900

Click for large version. Photo Jason Milligan

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History
Boeing's Next Generation 737-800 and 737-900 are the largest members of the strong selling 737 family. Unlike the other Next Generation 737s, the 800 and -900 introduce new fuselage lengths, extending 737 single class seating range out to 189, compared with 100 in the original 737-100. Like the -600 and -700, the -800 and -900 feature the Next Generation improvements including more efficient CFM56-7B turbofans, the new wing with greater chord, span and wing area, larger tail surfaces and the 777 style EFIS flightdeck with six flat panel LCDs which can present information as on the 777 or as on the 737-300/400/500 series, the latter allowing a common pilot type rating for the two 737 families. A HUD is optional. BBJ style winglets are offered as an optional feature for the -800. Until its launch on September 5, 1994 the 737-800 was known as the 737400X Stretch. Compared with the -400 the -800 is 3.02m (9ft 9in) longer, taking typical two class seating from 146 to 162, while range is significantly increased. The -800 has sold strongly since its launch, and early 2002 was the highest selling Next Generation model. First flight was on July 31 1997, first delivery (to Hapag Lloyd) was in April 1998. The largest single order for the -800 series has come from the Irish budget carrier, Ryanair. After 28 had already been ordered earlier, a firm order for 100 aircraft was made in January 2002, with an option of another 50, to be delivered over the next 8 years. Ryanair will use the aircraft in a single class configuration, to seat 189 passengers A variant of the 737-800 is the Boeing Business Jet 2 (BBJ2), which is described separately.

Click for large version. Photo Royal S King

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Seatmap

The 737-900 is the largest and latest member of the 737 family, and was launched on September 10, 1997 with an order for 10 from Alaska Airlines. A 1.57m (5ft 2in) plug forward of the wing and a 1.07m (3ft 6in) plug rear compared with the -800 increases seating to 177 in two classes (maximum seating is the same as the 737-800's due to emergency exit requirements). First flight was made August 3, 2000, and the first delivery (to Alaska Airlines) May 15, 2001.
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Powerplants
737-800 - Two 107.6kN (24,200lb) CFM567B24s, or two 121.4kN (27,300lb) CFM56-7B27s on high gross weight versions. 737-900 - Two 117kN (26,300lb) CFM567B26s, or 121.4kN (27,300lb) or 121.4kN (27,300lb) CFM56-7B27s in high gross weight versions.

Performance
Typical cruising speed Mach 0.785. Max certificated altitude 41,000ft. 737-800 - Standard range with 162 passengers 3585km (1990nm) or 5445km (2940nm) for high gross weight version. 737-900 - Standard range with 177 passengers 3815km (2060nm), high gross weight version 5083km (2458nm).

Weights

737-800 - Operating empty 41,145kg (90,710lb), max takeoff 70,535kg (155,500lb), high gross weight max takeoff 79,015kg (174,200lb). 737-900 - Operating empty 42,493kg (93,680lb), max takeoff 74,840kg (164,000lb), high gross weight max takeoff 79,015kg (174,200lb).

Dimensions
737-800 - Wing span 34.31m (112ft 7in), length 39.47m (129ft 6in), height 12.55m (41ft 2in). Wing area 125.0m2 (1344sq ft). 737-900 - Same except length 42.11m (138ft 2in).

Capacity
Flightcrew of two. 737-800 - Typical two class seating for 162 with 12 first class passengers at four abreast and 91cm (36in) pitch and 150 economy class at six abreast and 81cm (32in) pitch. Max single class seating for 189 at 76cm (30in) pitch. 737-900 - Typical two class seating for 177, with 12 first class at four abreast and 91cm (36in) pitch, max seating for 189 in a single class at 81cm (32in) pitch.

Production
737-800 - 1028 ordered (including 8 BBJ-2s), with 664 (including 7 BBJ-2s) delivered by October 2002. 737-900 - 49 ordered, with 29 delivered by October 2002.

The Boeing 747-100 & 200 Country of origin

United States of America

Type
Long range high capacity widebody airliners

Photos

History
The hugely significant 747 revolutionised airline transport. Far bigger than anything before it, the 747 slashed operating costs per seat and thus cut the cost of long haul international airline travel. Boeing conceived the 747 in the mid 1960s following its failure to secure a US Air Force contract for an ultra large strategic transport (which resulted in the Lockheed C-5 Galaxy), when it identified a market for a high capacity 'jumbo jet'. Boeing was able to draw upon design experience with the USAF transport and launched the new airliner on July 25 1966. First flight occurred on February 9 1969, certification was awarded on December 30 that year. The basic 747-100 entered service with Pan American in January 1970. Progressive development of the 747 led to the 747-200B with higher weights, more powerful engines and longer range. The -200B first flew in October 1970 entering service with KLM, while nine higher weight 747100Bs were built. Developments include the 747-200F freighter, the SR (short range) optimised for high cycle short sector operations and the C (Combi). The 747 holds a place in the public eye unlike any other aircraft. The so called `Queen of the Skies' opened up international travel to millions. It is also notable for being the first widebody airliner, the largest and heaviest airliner, and the first to use fuel efficient, high bypass turbofans.

Click for large version. Photo Ralph Kunadt

More photos of Boeing 747-100 & 200

Click for large version. Photo Matthew Lee

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Click for large version. Photo Joe Pries

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Powerplants

747-100 - Four 208.9kN (46,950lb) Pratt & Whitney Copyright Airliners.net, some information Copyright Aerospace Publications JT9D7A turbofans or 215.1kN (48,000lb) Related links JT9D7Fs or 206.8kN Back to Aircraft Data & History section. (46,500lb) General Electric Back to frontpage of CF645A2s. 747-200B Four 243.5kN (54,750lb) JT9D7R4G2s, or four 233.5kN (52,500lb) CF650E2s, or 236.2kN (53,110lb) RollsRoyce RB211524D4s.

Performance
747-100 - Max speed 967km/h (522kt), economical cruising speed 907km/h (490kt). Range

with 385 pax and reserves 9045km (4880nm). 747200B - Max speed 981km/h (530kt) (with RR engines), economical cruising speed 907km/h (490kt). Range (CF6-80C2 engines) with 366 pax and reserves 12,778km (6900nm). 747-200F Range with 90,270kg (200,000lb) payload 9075km (4900nm) with CF680C2s.

Weights
747-100 - Empty 162,386kg (358,000lb), max takeoff 340,195kg (750,000lb). 747-200 Operating empty with JT9Ds 169,960kg (374,400lb), with CF680C2s 172,730kg (380,800lb), with RB211s 174,000kg (383,600lb). Max takeoff 377,840kg (833,000lb). 747-100SR Operating empty 162,430kg (358,100lb), max takeoff 272,155kg (600,000lb). 747-200F Operating empty with JT9Ds 155,220kg (342,200lb), max takeoff 377,840kg (833,000lb).

Dimensions
Wing span 59.64m (195ft 8in), length 70.66m (231ft 10in), height 19.33m (63ft 5in). Wing area 511m2 (5500sq ft).

Capacity
Flightcrew of three (two pilots and flight engineer). Seating arrangements include 397 in three classes, 452 in two classes (32 first & 420 economy), all economy seating for 447 nine abreast or up to 500 ten abreast. 747-200F - Max payload of 112,400kg (247,800lb) consisting of containers, pallets and/or igloos.

Production

747-100/200 in production to 1991. 167 100s, 9 100Bs, 29 -100SR, 224 200Bs, 13 200Cs, 69 200Fs and 77 200Ms built, plus 12 military aircraft. Approx 144 100s and 360 200s in service in late 1998.

The Boeing 747-300 Country of origin

United States of America

Type
Long range high capacity widebody airliner

Photos

History
Boeing's 747-300 model introduced the distinctive stretched upper deck which can seat up to 69 economy class passengers. The 747-300 was the end result of a number of Boeing studies which looked at increasing the aircraft's seating capacity. Ideas studied included fuselage plugs fore and aft of Click for large version. the wing increasing seating to around Photo Chris Sheldon More photos of Boeing 747- 600, or running the upper deck down the entire length of the fuselage. In the 300 end Boeing launched the more modest 747SUD (Stretched Upper Deck) with greater upper deck seating on June 12 1980. The 747SUD designation was soon changed to 747EUD (for Extended Upper Deck), and then 747-300. The new model first flew on October 5 1982 and was first delivered to Swissair on March 28 1983. Other customers included UTA, Saudia, SIA, Qantas and Cathay. Compared to the -200, the -300's upper deck is stretched aft by 7.11m (23ft 4in), increasing economy class seating from 32 to a maximum of 69. The lengthened upper deck introduced two new emergency exit doors and allows an optional flightcrew rest area immediately aft of the flightdeck to be fitted. Access is via a conventional rather than spiral staircase as on the earlier models.

Click for large version. Photo Frank Schaefer

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Click for large version. Photo Kasper Riis Andreassen

Otherwise the 747-300 is essentially little changed from the 747-200 and features the same takeoff weight and Powerplants engine options. 747-300 variants Four 243.5kN (54,750lb) Pratt include the 747-300M Combi and the & Whitney JT9D7R4G2 short range 747-300SR built for Japan turbofans, or 236.3kN Air Lines for domestic Japanese (53,110lb) RollsRoyce More cockpit photos...

RB211524D4s, or 233.5kN (52,500lb) General Electric CF650E2s, or 252.2kN (56,700lb) CF6-80C2B1s.

services.

The extended upper deck was also offered as a retrofit to existing 747100/-200s, although the only airlines to take up this option were KLM and Performance UTA. KLM has since converted two to Max speed (with CF6-80s) freighters, resulting in the first 747 996km/h (538kt), max freighters with the stretched upper cruising speed 939km/h (507kt), economical cruising deck. Also, two JAL 747-100s were speed 907km/h (490kt), long delivered new with the extended upper deck. range cruising speed 898km/h (485kt). Range with Copyright Airliners.net, some information Copyright Aerospace Publications 400 passengers and reserves Related links with JT9Ds 11,675km (6300nm), with CF650s Back to Aircraft Data & History 11,297km (6100nm), with section. CF6-80s 12,408km Back to frontpage of Airliners.net (6700nm), with RB211s 11,575km (6250nm).

Weights
Operating empty 174,134kg (383,900lb) with JT9Ds, 175,721kg (387,400lb) with CF6-50s, 176,901kg (390,000lb) with CF6-80s or 178,171kg (392,800lb) with RB211s. Max takeoff 351,535kg (775,000lb), or 356,070kg (785,000lb), or 362,875kg (800,000lb), or 371,945kg (820,000lb), or 377,840kg (833,000lb).

Dimensions
Wing span 59.64m (195ft 8in), length 70.66m (231ft 10in), height 19.33m (63ft 5in). Wing area 511m2 (5500sq ft).

Capacity
747-300 - Flightcrew of three, with two pilots and one flight engineer. Typical two class seating arrangement for 470 (50 business class including 28 on the upper deck and 370 economy class).

Production
81 delivered 1983-90 with 78 in service in late 1998.

The Boeing 747-400 Country of origin

United States of America

Type
Long range high capacity widebody airliner

Photos

Schematics

Click for large version. Photo Peter Vercruijsse

More photos of Boeing 747-400

Click for large version. Photo Jason Milligan

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History
The 747-400 is the latest, longest ranging and best selling model of the 747 family. Boeing launched the 747-400 in October 1985 and the first development aircraft first flew on April 29 1988. US certification (with PW-4000s) was awarded in January 1989.
Click for large version. Photo Andre Holland

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Seatmap

The 747-400 externally resembles the 300, but it is a significantly improved aircraft. Changes include a new, two crew digital flightdeck with six large CRT displays, an increased span wing with winglets (the -400 was the first airliner to introduce winglets), new engines, recontoured wing/fuselage fairing, a new interior, lower basic but increased max takeoff weights, and greater range. Apart from the basic passenger 747-400 model, a number of variants have been offered including the winglet-less 747-400 Domestic optimised for Japanese short haul domestic sectors, the 747-400M Combi passenger/freight model, and the 747-400F Freighter (which combines the 747-200F's fuselage with the -400's wing). The latest model is the 747-400ER, which was launched on November 28, 2000 when Qantas placed an order for 6. The 400ER has the same size as the -400, but

has more range or payload capability. The MTOW was increased by 15,870kg (35,000lb) to 412,770kg (910,000lb), giving a further range of 805km (435nm) or a 6800kg (15,000lb) greater payload. The -400ER also features a wholly new cabin interior with larger luggage bins, and several flight deck improvements. The -400ER incorporates the strengthened wing, body, and landing gear of the -400F, plus an auxiliary fuel tank in the forward cargo hold, and an optional second one. Operators who don't need these can remove them both, gaining additional cargo volume. The first 747-400ER was rolled out in June 2002, and flew for the first time on July 31, 2002, and this was the 1308th 747 to fly. A cargo version, the 747-400ERF, followed the standard -400ER, and was launched April 30, 2001 on an order by leasing company ILFC for 5. The first 400ERF is the 1315th 747 built. The -ERF has the same MTOW as the -ER, and this will give an extra range of 970km (525nm), or an extra payload of 9980kg (22,000lb) at MTOW compared with the standard -400F. Shortly before delivery of the first -400ER, Boeing had received orders for 15 ER/ERFs from 5 customers. Various growth 747 models have been studied. The 747-500X and -600X models were dropped in January 1997. Boeing is currently proposing the 747-400XQLR (Quiet Longer Range) to 747-size customers which will offer more range, more quiet, and more features.
Copyright Airliners.net, some information Copyright Aerospace Publications

Powerplants
Four 252.4kN (56,750lb) Pratt & Whitney PW-4056 turbofans or 266.9kN (60,000lb) PW-4060s, or 275.8kN (62,000lb) PW4062s, 252.4kN (56,750lb) General Electric CF6-80C2B1Fs or 273.6kN (61,500lb) CF6-80-C2B1F1s or -80-C2B7Fs, or 258.0kN (58,000lb) RollsRoyce RB211-524G or -524Hs, or 262.4 to 266.9kN (59 to 60,000lb) RB-211-524G/HTs.

Performance
747-400 - Max cruising speed 939km/h (507kt), long range cruising speed 907km/h (490kt). Design range with 420 three class pax at 396,895kg (875,000lb) MTOW 13,491km (7284nm) with PW-4000s, 13,444km (7259nm) with GEs, 13,214km (7135nm) with RB-211s. 747-400ER - Range at MTOW 14,205km (7670nm). 747-400ERF - Range at MTOW 9200km (4970nm).

Related links
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Weights
747-400 - Standard operating empty with PW4056s 180,985kg (399,000lb), with CF6-80C2B1Fs 180,755kg (398,500lb), with RB-211s 181,755kg (400,700lb); operating weights at optional MTOW with PW4056s 181,485kg (400,100lb), with CF6-80C2B1Fs 181,255kg (399,600lb), with RB-211s 182,255kg (401,800lb). Max takeoff 362,875kg (800,000lb), or optionally 377,845kg (833,000lb), or 385,555kg (850,000lb), or 396,895kg (875,000lb). 747-400ER/ERF - MTOW 412,770kg (910,000lb).

Dimensions
Wing span 64.44m (211ft 5in), length 70.67m (231ft 10in), height 19.41m (63ft 8in). Wing area 541.2m2 (5825sq ft).

Capacity
747-400 - Flightcrew of two. Typical three class seating for 416 (23 first, 78 business and 315 economy class pax). Cargo hold 170.5m3 (6025cuft) or 151m3 (5332cuft). 747-400 Domestic - Two class seating for 568 (24 first and 544 economy). 747-400 Combi - Typical arrangement for six or seven pallets and 266 three class passengers. 747-400ER - Same as -400, but cargo hold 158.6m3 (5599cuft) or 137m3 (4837cuft). 747-400F - 30 pallets on the main deck and 32 LD1 containers in the lower hold.

Production
Orders for the 747-400 as of August 2002 stood at 632 (of which 17 ER/ERF), of which 585 had been delivered. Total 747 sales stood at 1356.

The Boeing 747SP Country of origin

United States of America

Type
Long range high capacity widebody airliner

Photos

History
Boeing developed the 747SP in the mid 1970s as a longer range, shortened 747, trading passenger seating for extra range. The 747SP is the only 747 model to feature a changed fuselage length compared with the 747-100. The 747SP first flew on July 4 1975, certification was awarded on February 4 1976 and first delivery (to Pan American) was in March 1976. The 747SP's fuselage is shortened by 14.35m (47ft 1in) compared to other 747 models, while the vertical tail was increased in height to compensate for the reduced moment arm with the shorter fuselage. Structurally the 747SP was lightened in some areas because of the significant reduction in gross weights. Overall though the 747SP

Click for large version. Photo Philip Edwards

More photos of Boeing 747SP

Click for large version. Photo Miguel Snoep

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Click for large version. Photo Daniel White

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Powerplants
Four 218.4kN (48,750lb) Pratt & Whitney JT9D-7AW turbofans, or 222.8kN (50,100lb) Rolls-Royce RB211524Bs or 229.5kN (51,600lb) RB211-524Cs, or 206.8kN (46,500lb) General Electric CF6-45A2s or CF6-50E2-Fs.

Performance
Max speed 1000km/h (540kt). Range with 331 passengers and baggage 10,840km (5855nm), range with 276 passengers 12,325km (6650nm), ferry range with max fuel and 13,610kg (30,000lb) payload 15,400km (8315nm).

Weights
Operating empty 147,420kg (325,000lb), max takeoff 317,515kg (700,000lb).

Dimensions
Wing span 59.64m (195ft 8in), length 56.31m (184ft

9in), height 19.94m (65ft 5in). Wing area 511m2 (5500sq ft).

retained 90% commonality of components with Capacity the 747-100 and Flightcrew of three comprising two pilots and one flight 200. While engineer. Max high density single class seating for 440, shortening the typical two class seating for 28 first class and 288 747's fuselage economy class passengers increased the fuel fraction and Production thus range, it Just 45 747SPs were built, of which approximately 18 also meant that remain in service by early 2005. seating capacity was reduced. The SP suffix in 747SP stands for Special Performance, and points to the ultra long range abilities of this 747 variant that preceded the later 747-400 by 15 years. The 747SP's range is best illustrated by the spate of long range distance records it set in the mid 1970s. The most prominent of those was the delivery flight of a South African Airways SP, which over March 23/24 1976 flew nonstop with 50 passengers from Paine Field in Washington State to Cape Town, South Africa, a distance of 16,560km (8940nm). This world nonstop record for a commercial aircraft stood until 1989 when a Qantas 747400 flew 17,945km (9688mn) nonstop from London to

Sydney. Sales of the 747SP were modest despite the increased range, as the SP had poorer operating economics per seat compared to the 747-200. However the 747SP did pioneer a number of long range nonstop services that are now commonly flown by the 747400. Notable SP customers included South African Airways (who found the SP's extended range a great asset in bypassing African nations that denied it landing rights while South Africa's apartheid policies were in place), Qantas and PanAm, the latter pioneering nonstop trans Pacific Los Angeles/Sydney services. In early 2005 less than twenty SPs remain in airline or corporate service.
Copyright Airliners.net, some information Copyright Aerospace Publications

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The Boeing 757-200 Country of origin

United States of America

Type
Medium range narrowbody airliner

Photos

Schematics

Click for large version. Photo Chris Sheldon

More photos of Boeing 757200

Click for large version. Photo Ingo Richardt

History
After a slow sales start, the medium range single aisle 757 has become yet another sales success story for Boeing. Boeing considered a number of proposals for a successor to the 727 trijet during the 1970s, with many of these designs featuring the nose and Ttail of the earlier jet. It was not until later in that decade however that Boeing settled on a more conventional design featuring the same cross section as the 727 (not to mention the 737, 707 and 720) but with the fuselage considerably longer in length, an all new wing, nose and flightdeck and fuel efficient high bypass turbofan engines. Boeing launched development of the 757 in March 1979 following orders from British Airways and Eastern. Developed in tandem with the larger widebody 767 the two types share a number of systems and technologies, including a common early generation EFIS flightdeck. First flight was on February 19 1982 and the 757 entered service in January the following year. Subsequent versions to

More passenger cabin photos...

Click for large version. Photo Chris Coduto

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Seatmap

appear are the 757-200PF Package Freighter, a pure freighter, and the 757200M Combi (only one has been built). The standard passenger aircraft is designated the 757-200, there being no 100. The stretched 757-300 is described separately. Initial sales of the 757 were fairly slow, however orders picked up significantly in the mid to late 1980s as traffic on routes previously served by smaller 727s and 737s grew to require the 757's extra capacity. Today 757 sales comfortably exceed those of the 767, a position that was reversed until the late 1980s.
Copyright Airliners.net, some information Copyright Aerospace Publications

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Back to Aircraft Data & History section. Back to frontpage of Airliners.net

Powerplants
Two 166.4kN (37,400lb) RollsRoyce RB211-535C turbofans, or 178.8kN (40,200lb) RB211-535E4s, or 193.5kN (43,500lb) RB211-535E4-Bs, or 162.8kN (36,600lb) Pratt & Whitney PW2037s, or two 178.4kN (40,100lb) PW2040s, or 189.5kN (42,600lb) PW2043s.

Performance
Max cruising speed 914km/h (493kt), economical cruising speed 850km/h (460kt). Range with P&W engines and 186 passengers 5053km (2728nm), with RR engines 4758km (2569nm). Range at optional max takeoff weight with P&W engines 7277km (3929nm), with RR engines 6888km (3719nm). 757-200PF - Speeds same. Range with 22,680kg payload and P&W engines 7195km (3885nm), with RR engines 6857km (3700nm).

Weights
Operating empty with P&W engines 57,840kg (127,520lb), with RB211s 57,975kg (127,810lb). Basic max takeoff 99,790kg (220,000lb), medium range MTOW 108,860kg (240,000lb), extended range

MTOW 115,665kg (255,000lb) or 115,895kg (255,550lb).

Dimensions
Wing span 38.05m (124ft 10in), length 47.32m (155ft 3in), height 13.56m (44ft 6in). Wing area 185.3m2 (1994sq ft).

Capacity
Flightcrew of two. 757-200 Typical passenger arrangements vary from 178 two class (16 first & 162 economy), or 202 (12 first & 190 economy) or 208 (12 first and 196 economy) or 214 to 239 in all economy class. 757-200PF - Maximum of 15 standard 2.24 x 2.74m (88 x 108in) freight pallets on main deck.

Production
926 757-200s had been ordered by late 1998, of which over 829 had been delivered.

The Boeing 757-300 Country of origin

United States of America

Type
Medium range narrowbody airliner

Photos

Schematics

Click for large version. Photo Lee Archer

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Click for large version. Photo Konstantin von Wedelstaedt

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History
The stretched, 240 seat Boeing 757-300 is the first significant development of the basic 757-200 and is aimed primarily at the European vacation charter market.

Click for large version. Photo Ziegler Jrg

Although design work on the original 757 began in the late 1970s and its entry into service was in 1983, it wasn't until over a decade later in the mid 1990s that Boeing began to study a stretched development of its popular narrowbody twin. This new 757 stretch was covered by the 757-300X designation until its launch at the Farnborough Airshow in England in September 1996. The most obvious change over the 757200 is the 300's 54.43m (178ft 7in) long fuselage, which is 7.11m (23ft 4in) longer than the standard aircraft (and only fractionally shorter than the 767-300). This fuselage stretch allows a 20% increase in seating to 225 to 279 passengers, depending on the interior configuration. Lower hold freight capacity is also increased by 40% over the 757-200 by virtue of the longer fuselage. Another feature of the 757-300 is its new interior which is based on that developed for the Next Generation 737 models. Features include a new sculptured ceiling, larger overhead bins, indirect overhead lighting and vacuum toilets. The 757-300 shares the 200's cockpit, wing, tail and powerplant options, although the 300 will feature strengthened structure and landing gear to cope with the increased weights, new wheels, tyres and brakes and a tailskid.

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The 757-300 first flew on August 2 1998, with certification in January 1999, and entry into service (with launch customer Condor - the charter arm of German flag Powerplants carrier Lufthansa) in March 1999. The Two 191.7kN (43,100lb) 300's 27 month development program RollsRoyce RB-211-535E4-B from final configuration to planned first turbofans, or 195.1kN (43,850lb) delivery is the fastest for any Boeing Pratt & Whitney PW-2043s. airliner (the 777-300 took 31 months for example). Other early customers are Performance Icelandair, Arkia, Northwest, American Cruising speed Mach 0.80. Range Trans Air, Continental, and JMC Air. with 240 passengers 6055km (3270nm) with RB-211s, 6455km Copyright Airliners.net, some information Copyright Aerospace Publications (3485nm) with PW-2043s.

Weights

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Operating empty with RB-211s Back to frontpage of Airliners.net 64,590kg (142,400lb), with PW2043s 64,460kg (142,110lb), max takeoff 122,470kg (270,000lb).

Back to Aircraft Data & History section.

Dimensions
Wing span 38.05m (124ft 10in), length 54.47m (178ft 7in), height 13.56m (44ft 6in). Wing area

185.3m2 (1994sq ft).

Capacity
Flightcrew of two. Typical two class arrangement seats 240 passengers, comprising 12 premium class at 91cm (36in) pitch and 228 economy class at 81cm (32in) pitch. Max seating for 289 passengers in a high density configuration 71-74cm (28-29in) pitch.

Production
63 ordered by May 2002, of which 30 had been delivered.

The Boeing 757-300 Country of origin

United States of America

Type
Medium range narrowbody airliner

Photos

Schematics

Click for large version. Photo Lee Archer

More photos of Boeing 757-300

Click for large version. Photo Konstantin von Wedelstaedt

More passenger cabin photos...

History
The stretched, 240 seat Boeing 757-300 is the first significant development of the basic 757-200 and is aimed primarily at the European vacation charter market. Although design work on the original 757 began in the late 1970s and its entry into service was in 1983, it wasn't until over a decade later in the mid 1990s that Boeing began to study a stretched development of its popular narrowbody twin. This new 757 stretch was covered by the 757-300X designation until its launch at the Farnborough Airshow in England in

Click for large version. Photo Ziegler Jrg

More cockpit photos...

Seatmap

September 1996. The most obvious change over the 757200 is the 300's 54.43m (178ft 7in) long fuselage, which is 7.11m (23ft 4in) longer than the standard aircraft (and only fractionally shorter than the 767-300). This fuselage stretch allows a 20% increase in seating to 225 to 279 passengers, depending on the interior configuration. Lower hold freight capacity is also increased by 40% over the 757-200 by virtue of the longer fuselage. Another feature of the 757-300 is its new interior which is based on that developed for the Next Generation 737 models. Features include a new sculptured ceiling, larger overhead bins, indirect overhead lighting and vacuum toilets. The 757-300 shares the 200's cockpit, wing, tail and powerplant options, although the 300 will feature strengthened structure and landing gear to cope with the increased weights, new wheels, tyres and brakes and a tailskid. The 757-300 first flew on August 2 1998, with certification in January 1999, and entry into service (with launch customer Condor - the charter arm of German flag carrier Lufthansa) in March 1999. The 300's 27 month development program from final configuration to planned first delivery is the fastest for any Boeing airliner (the 777-300 took 31 months for example). Other early customers are Icelandair, Arkia, Northwest, American Trans Air, Continental, and JMC Air.
Copyright Airliners.net, some information Copyright Aerospace Publications

Powerplants
Two 191.7kN (43,100lb) RollsRoyce RB-211-535E4-B turbofans, or 195.1kN (43,850lb) Pratt & Whitney PW-2043s.

Performance
Cruising speed Mach 0.80. Range with 240 passengers 6055km (3270nm) with RB-211s, 6455km (3485nm) with PW-2043s.

Weights
Operating empty with RB-211s 64,590kg (142,400lb), with PW2043s 64,460kg (142,110lb), max takeoff 122,470kg (270,000lb).

Related links
Back to Aircraft Data & History section. Back to frontpage of Airliners.net

Dimensions
Wing span 38.05m (124ft 10in), length 54.47m (178ft 7in), height 13.56m (44ft 6in). Wing area 185.3m2 (1994sq ft).

Capacity
Flightcrew of two. Typical two class arrangement seats 240 passengers, comprising 12 premium class at 91cm (36in) pitch and 228 economy class at 81cm (32in) pitch. Max seating for 289 passengers in a high density configuration 71-74cm (28-29in) pitch.

Production
63 ordered by May 2002, of which 30 had been delivered.

The Boeing 767-400 Country of origin

United States of America

Type
Long range widebody airliner

Photos

Schematics

Click for large version. Photo Guido Latz

More photos of Boeing 767-400

Click for large version. Photo Patrick Faudree

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History
Click for large version. Photo Allan Rossmore

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Seatmap

Boeing's 767-400ER is a stretched development of the popular 767-300ER, designed to replace early A300, A310 and 767 twins used on transcontinental services and DC-10-30s and L-1011 trijets used for intercontinental work. It competes with the A330200. Design work on the then 767-400ERX began in late 1996 when Boeing signed a technical assistance agreement covering the program with the then independent Douglas Aircraft Company division of McDonnell Douglas. At the time Boeing suffered from a shortage of engineering talent with a number of other key programs

underway while Douglas had surplus engineering capacity following the cancellation of the MD-XX (Boeing and McDonnell Douglas subsequently merged in August 1997). The program was formally launched as the 767-400ER in January 1997 when Delta Airlines ordered 21. The most significant change with the 767-300 is the 6.4m (21ft) fuselage stretch, which increases typical three class seating capacity from 218 to 245. Because of the increased fuselage length the -400 features all new, 46cm (18in) taller landing gear to restore rotation angles for acceptable takeoff and landing speeds and Powerplants distances which would Two 281.6kN (63,300lb) Pratt & Whitney PW4062 otherwise have been turbofans, or two 276.2kN (62,100lb) General adversely affected by the Electric CF6-80C2B7F1s or 282.5kN (63,500lb) CF6- fuselage stretch. The 80C2B8Fs. wheels, tyres and brakes are common with the 777.

Performance

Design cruising speed 0.80 Mach. Design range at max takeoff weight with max passengers 10,343km (5580nm) with PW4062s, 10,418km (5625nm) with CF6-80C2B8Fs.

Weights
Operating empty with PW4062s 103,145kg (227,400lb), 103,100kg (227,300lb) with CF680C2B8Fs, max takeoff 204,120kg (450,000lb).

Dimensions
Wing span 51.92m (170ft 4in), length 61.37m (201ft 4in), height 16.87m (55ft 4in)

Compared to the 767-300, the 767-400ER's wing features 2.34m (7ft 8in) long raked wingtips which improve aerodynamic efficiency. Winglets were originally considered but the wingtip extensions proved more efficient. The wing is also made from increased gauge aluminium with thicker spars.

Inside, the 767-400ER features a 777 style advanced flightdeck with six Flightcrew of two. Typical three class arrangement colour multifunction for 245 passengers, comprising 20 first class at 152cm (60in) pitch, 50 business at 97cm (38in) and displays, which can present information in the same 175 economy at 81cm (32in). format as earlier 767s, Production allowing a common type Orders for the 767-400 as of December 2001 stood certificate, or as for the 777 at 40 with 24 aircraft delivered. In current production. and Next Generation 737s. The all new passenger interior is similar to that in the 777.

Capacity

Other features include common engines with the 767-300, a new APU, new tailskid and increased

weights. The first flight was made 9 October 1999. Four aircraft took part in the development program. Delta Airlines was the launch customer, and, as of December 2001, the aircraft was also ordered by Continental Airlines and Kenya Airways. Copyright
Airliners.net, some information Copyright Aerospace Publications

The Boeing 777-200 Country of origin

United States of America

Type
Long and ultra long range widebody airliners

Photos

Schematics

Click for large version. Photo Florian Kondziela

More photos of Boeing 777-200

Click for large version. Photo Craig Murray

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History
Boeing's advanced widebody 777 twin incorporates more advanced technologies than any other previous Boeing airliner, and has been progressively developed into increasingly longer range developments.
Click for large version. Photo Bailey

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The 777 was originally conceived as a stretched 767, but Boeing instead adopted an all new design. Notable 777 design features include a unique fuselage cross section, Boeing's first application of fly-bywire, an advanced technology glass flightdeck with five liquid crystal displays, comparatively large scale use of composites (10% by weight), and advanced and

extremely powerful engines. The 777 was also offered with optional folding wings where the outer 6m/21ft of each would fold upwards for operations at space restricted airports. The basic 777-200 as launched in October 1990 was offered in two versions, the basic 777-200 (initially A-Market) and the increased weight longer range 777-200IGW (Increased Gross Weight, initially B-Market). The IGW has since been redesignated 777200ER. The 777-200 first flew on June 12 1994, with FAA and JAA certification awarded on April 19 1995. The FAA awarded full 180 minutes ETOPS clearance for PW4074 -200s on May 30 that year. First customer delivery was to United Airlines in May 1995. The first 777-200IGW/ER was delivered to British Airways in February 1997. The 777-100X was a proposed shortened ultra long range (16,000km/8635nm) model, dropped in favour of the 777-200LR (originally 777-200X) design study. Boeing Powerplants 777-200 - Two 329kN (74,000lb) Pratt claims the 777-200LR will be the longest ranging airliner, capable of flying 16,417km & Whitney PW4074 turbofans, or (8865nm) - 18 hours flying time. It will 334kN (75,000lb) General Electric achieve this with awesomely powerful GE90-75Bs, or 334kN (75,000lb) 489kN (110,000lb) thrust GE90-110B1 Rolls-Royce Trent 875s. turbofans, a significantly increased max 247 tonne MTOW version - Two takeoff weight and optional auxiliary fuel 345kN (77,000lb) PW4077s, or tanks in the rear cargo hold. Other changes 338kN (76,000lb) GE90-76Bs or include 2m (6.5ft) raked wingtips, new main 345kN (77,000lb) Trent 877s. 777-200ER - Two 374kN (84,000lb) landing gear, structural strengthening and optional overhead crew and flight attendant PW4084s, or 378kN (85,000lb) rest stations above the cabin. The 777GE90-85Bs, or 373kN (84,000lb) Trent 884s; or 400kN (90,000lb) class 200LR was launched in 2000, but is now delayed until 2006. PW4090s, GE90-90B1s, or Trent 890s; or 409kN (92,000lb) GE90The stretched 777-300 is described 92Bs. separately. 777-200LR - Two 489kN (110,000lb) Copyright Airliners.net, some information Copyright Aerospace Publications GE90-110B1s.

Performance

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Back to Aircraft Data & History section. Typical cruising speed 905km/h (490kt). Back to frontpage of Airliners.net 777-200 - Range 229 tonne MTOW 7000km (3780nm), 233 tonne MTOW 7778km (4200nm), 247 tonne MTOW range 9537km (5150nm). 777-200ER - 263 tonne MTOW range 11,037km (5960nm), 286 tonne MTOW range 14,316km (7730nm). 777-200LR - Max range 16,417km (8865nm)

Weights
777-200 - Empty 139,025kg (306,500lb) or 139,160kg (306,800lb),

max takeoff optionally 229,520kg (506,000lb), or 233,600kg (515,000lb), or 247,210kg (535,000lb). 777-200ER - Empty 142,430kg (314,000lb) with 374kN/84,000lb engines, 143,015kg (315,300lb) with 400kN/90,000lb engines, max takeoff optionally 263,085kg (580,000lb) or 286,897kg (632,500lb). 777-200LR - Max takeoff 341,105kg (752,000lb).

Dimensions
777-200 - Wing span 60.93m (199ft 11in), or folded 47.32m (155ft 3in), length 63.73m (209ft 1in), height 18.51m (60ft 9in). Wing area 427.8m2 (4605sq ft).

Capacity
Flightcrew of two. Passenger seating for 305 in three classes or up to 440. Underfloor capacity for up to 32 LD3 containers.

Production
Total 777-200 orders received as of early 2003 452, with 379 delivered.

The Boeing 777-300 Country of origin

United States of America

Type
Long range high capacity widebody airliner

Photos

Schematics

Click for large version. Photo Eric Phan

More photos of Boeing 777-300

Click for large version. Photo Alan Tsui

More passenger cabin photos...

History
Boeing's 777-300 is powered by the world's most powerful turbofan engines. The stretched 777-300 is designed as a replacement for early generation 747s (747-100s and 200s). Compared to the older 747s the stretched 777 has comparable passenger capacity and range, but burns one third less fuel and features 40% lower maintenance costs. Compared with the baseline 777-200 the 300 features a 10.13m (33ft 3in) stretch, comprising plugs fore and aft of the wings. The longer fuselage allows seating for up to 550 passengers in a single class high density configuration. To cope with the stretch and the up to 13 tonne (28,600lb) increased max takeoff weight the 300 features a strengthened undercarriage, airframe and inboard wing. Other changes compared with the 777-200 include a tailskid and ground manoeuvring cameras mounted on the horizontal tail and underneath the forward fuselage. Otherwise changes have been kept to a minimum to maximise commonality. Boeing publicly announced it was developing the 777-300 at the Paris Airshow in mid June 1995 where it revealed it had secured 31 firm orders from All Nippon, Cathay Pacific, Korean Airlines and Thai Airways. Later that month Boeing's board authorised production of the new aircraft. The 777-300 rolled out on September 8 1997, followed by first flight on October 16 Powerplants that year. The type made history on May 4 777-300 - Either two 400kN (90,000lb) 1998 when it was awarded type certification Pratt & Whitney PW-4090 turbofans, or simultaneously from the US FAA and 436kN (98,000lb) PW-4098s, or 409kN European JAA and was granted 180min (92,000lb) Rolls-Royce Trent 892s, or ETOPS approval. Service entry with Cathay 409kN (92,000lb) General Electric Pacific was later in that month. GE90-92Bs. Like the 777-200, a 777-300ER long range 777-300ER - 512 kN (115,300lb) version has been developed. Changes General Electric GE90-115B made to the 777-300ER are more powerful Performance General Electric GE90-115B engines (currently the world's most powerful jet 777-300 - Typical cruising speed 893km/h (482kt). Range with 386 three engine), raked wingtips, strengthened body, class passengers 10,595km (5720nm). wings, empennage, nose gear, engine struts and nacelles, new main landing gear, 777-300ER - Range with 365 and provision for extra fuel tanks. The passengers 13,427km (7,250nm). range, carrying 365 passengers, is Weights increased up to 13,427km (7,250nm). Operating empty 160,120kg Roll-out of the first 777-300ER was made (353,600lb), basic max takeoff on November 14 2002, followed by the first 263,080kg (580,000lb), high gross flight on February 24 2003. First delivery, to weight MTOW 299,380kg (660,000lb). Air France, is scheduled for March 2004.

Click for large version. Photo Joe Pries

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Dimensions

Copyright Airliners.net, some information Copyright Aerospace Publications

Wing span 60.93m (199ft 11in), or Related links folded 47.32m (155ft 3in), length 73.86m (242ft 4in), height 18.51m (60ft Back to Aircraft Data & History section. 9in). Wing area 427.8m2 (4605sq ft). Back to frontpage of Airliners.net

Capacity
Flightcrew of two. Typical passenger accommodation for 386 (30 first, 84 business and 254 economy) to 394 in three class arrangements, 400 to 479 in two class arrangements or up to 550 in an all economy high density configuration. Underfloor capacity for 20 standard LD3 containers or eight 2.55 x 3.17m (96 x 125in) pallets.

Production
Total 777-300 orders as of January 2003 stood at 121 (of which 56 300ER) with 44 delivered.

The Boeing B-17 Flying Fortress Country of origin

United States of America

Type
Four-Engined Long Range Heavy Bomber

Photos

History
The Fortress was originally designed to meet a bomber specification issued by the U.S. Army Air Corps in 1934. The prototype, Boeing Model 299, first flew on July 28, 1935 and the first Y1B-17 of a production order of thirteen was delivered to the Air Corps in March, 1937. In January, 1939 an experimental Y1B-17A fitted with turbo-supercharged engines was delivered to the Army Air Corps. Following successful trials with this aircraft an order for 39 was placed for this model under the designation B-17B. The B-17G was introduced onto the Fortress production line in July of 1943, and was destined to be produced in larger numbers than any other Fortress variant. The most readily-noticeable innovation introduced by the B-17G was the poweroperated Bendix turret mounted in a chintype installation underneath the nose. This turret was equipped with two 0.50-inch machine guns. This installation had first been tested in combat by the YB-40 and was found to be the only viable innovation introduced by the unsuccessful escort Fortress. Another innovation introduced by the G was having the waist guns being permanently enclosed behind windows instead of being mounted behind removable hatches. This made the rear fuselage somewhat less drafty. The cheek nose guns introduced on the late B-17F

Click for large version. Photo Del Laughery

More photos of Boeing B-17 Flying Fortress

Click for large version. Photo Steve Pang

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Click for large version. Photo Jason Brickman

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Powerplants
Four 1200 h.p. Wright R-1820-97 ninecylinder radial air-cooled engines with General Electric Type B-22 exhaustdriven turbo-superchargers.

were retained, but were staggered so that the left gun was in the forward side window and the right gun was in the middle side window, which reversed the positions used on the late Fs. The cheek gun mounts bulged somewhat outward into the airstream, which helped to improve the forward view from the cheek gun positions. The forward chin installation and the associated cheek guns were first tested out on B-17F-115-BO 42-30631. Originally, the Bendix turret was to be introduced on the Boeing production line with F-135, but the changes were sufficient to justify a new series letter, and the F-135s became G-1. The B-17G now had the defensive firepower of no less than thirteen 0.50-inch machine guns: two chin guns, two cheek guns, two guns in the dorsal turret, two guns in the ventral turret, two guns in the waist, two guns in the tail and one gun in the roof of the radio operator's position. B17Gs were built by all three members of the "B.V.D." production pool, with the Boeing lots ranging from production blocks G-1 to G-110, the Douglas blocks ranging from -5 to -95, and the Lockheed-Vega blocks ranging from -1 to -110. The B-17G entered service with the Eighth and Fifteenth Air Forces in late 1943. Camouflage paint was deleted from production B-17Gs starting in January of 1944. B-17Gs were delivered in natural metal finish starting in (but not at the beginning) of production blocks G-35-BO (Boeing), G-20-VE (Lockheed-Vega), and G-35-DL (Douglas-Long Beach). The socalled "Cheyenne" tail gun mounting modifications were incorporated in the B17G-80-BO, -45-DL, -35-VE and subsequent batches. These tail gun mountings also had a reflector gunsight instead of the previous ring and bead. With this installation, these B-17Gs were five inches shorter than the earlier versions. On later production versions, it was found necessary to stagger the waist gun positions so that the two gunners would not get in each other's way. On the last production batches (B-17G-105 and -110BO, B-17G-75 to -85-DL, and B-17G-85 to -110-VE), the radio compartment gun was not installed. The ammunition capacity of the waist guns was increased to 600 rpg. When production terminated in 1945, a total of 4035 B-17Gs had been built by Boeing, 2395 by Douglas and 2250 by Lockheed-Vega. The last Boeing-built B17G was delivered on April 13, 1945. B-

Performance
Maximum speed 472km/h (256kt) at 25,000ft. Climb to 25,000ft 41 min. Service ceiling 35,000ft. Normal range (maximum bomb load and normal fuel) 1770km (955nm) at 352km/h (190kt) at 25,000ft.

Weights
Weight empty 14,855kg (32,720lb). Normal weight loaded 22,475kg (49,500 lb). Maximum overloaded weight 27,240kg (60,000lb).

Dimensions
Wing span 31.6m (103ft 9in), length 22.8m (74ft 9in), height 5.8m (19ft 1in), wing area - 132sq m (1420sq ft).

Capacity
Normal crew of six to ten. Bomb-aimer's compartment in extreme nose. Pilot's compartment seating two side-by-side with dual controls in front of leading-edge of wing. Aft of pilot's position is an upper electrically-operated two-gun turret. Radio-operator's position amidships. Two gun positions aft of the wings, one-two gun electrically-operated beneath the fuselage and one position in the extreme tail.

Production
Total production 12731, comprising 1 Model 299, 13 Y1B-17, 1 Y1B-17A, 39 B17B, 38 B-17C, 42 B-17D, 512 B-17E, 3405 B-17F (2300 by Boeing, 605 by Douglas, 500 by Lockheed-Vega), and 8680 B-17G (4035 by Boeing, 2395 by Douglas, 2250 by Lockheed-Vega). Many were converted to other models.

17G-1-VE 42-38940 was redesignated XB17G when assigned to test work. It was not a prototype.
Copyright Airliners.net, some information Copyright Aerospace

The Boeing C-97 Stratofreighter Country of origin

United States of America

Type
Freighter

Photos

History
Boeing's Stratofreighter formed the backbone of the US Air Force's Military Airlift Transport Service (MATS) during the early 1950s, and more than 800 were built for use as freighters and airto-air refuellers. The Model 367 Stratofreighter is based on the Boeing B-29 Superfortress, the Allies' most technologically advanced bomber to see service in World War 2, and an aircraft famous (or infamous) for dropping the only atomic bombs used operationally in warfare on Japan in the closing stages of that conflict. The B-29 flew for the first time in September 1942 by which time Boeing had already studied a transport version, utilising the B-29's wing, engines, tail and lower fuselage, combined with a new upper fuselage section. The new double lobe fuselage shape was very distinctive, and also formed the basis for future Boeing jet airliner fuselage cross sections.

Click for large version. Photo Michael F. McLaughlin

More photos of Boeing C-97 Stratofreighter

Click for large version. Photo Del Laughery

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Powerplants
KC-97G - Four 2610kW (3500hp) Pratt & Whitney R-4360-59B Wasp Major 28 cylinder radial piston engines driving four blade constant speed propellers.

The US Army Air Force was impressed with Boeing's proposals and ordered three prototypes be Performance built, the first of which flew on KC-97G - Max speed 603km/h (325kt), cruising November 15 1944. Ten speed 482km/h (260kt). Service ceiling 35,000ft. development YC-97s were Range with max fuel 6920km (3735nm). subsequently ordered, the last of Weights which represented production KC-97G - Empty 37,450kg (82,500lb), max takeoff aircraft, featuring the more powerful R-4360 engines and 79,450kg (175,000lb). taller tail developed for the B-50, Dimensions an improved B-29. The first KC-97G - Wing span 43.05m (141ft 3in), length production C-97A was delivered in 35.81m (117ft 5in), height 11.67m (38ft 3in). Wing October 1949. area 164.5m2 (1769sq ft). Development of the C-97 led to the C-97C, which was used for Capacity casualty evacuation, and the KCFlightcrew of two pilots, flight engineer, and, in 97E, KC-97F and KC-97G aerial military service, a navigator and radio operator. tankers. More than 590 KC-97Gs When configured for passengers can seat more than 100 (Stratocruisers in airline service typically were built. The KC-97 was the US

seated 55).

Air Force's primary tanker until replaced by the jet powered KCProduction 135, the predecessor to the Total military Model 367 production of 27 C-97s Boeing 707. Small numbers of 377 and 808 KC-97s, in addition to which 55 civil Model Stratocruiser airliners were also 377 Stratocruiser airliners were built. built, but the last of these have long been retired. Many Stratofreighters survived their military service to be acquired by civilian operators for use as freighters and fire bombers. Only two were still airworthy in 2002, one of them operated by the Berlin Airlift Historical Foundation and the other as a firefighter by Hawkins & Powers.
Copyright Airliners.net, some information Copyright Aerospace Publications

Related links
Back to Aircraft Data & History section. Back to frontpage of Airliners.net

The Boeing Commercial Chinook Country of origin

United States of America

Type
Heavylift utility and airliner helicopter

Photos

History
The Boeing Helicopters Model 234 Commercial Chinook is, as its name suggests, a commercial variant of the successful CH47 Chinook military airlifter. The Chinook was developed for the US Army and first flew in September 1961, and since then has been developed into a number of progressively improved variants. The Commercial Chinook was not launched until 1978, following a British Airways Helicopters order for three for North Sea oil rig support missions. The Commercial Chinook's first flight occurred on August 19 1980, certification was granted in June 1981, and service entry was the following month.

Click for large version. Photo Paul Robinson

More photos of Boeing Commercial Chinook

Powerplants
Two 3040kW (4075shp) takeoff rated Lycoming AL 5512 turboshafts driving two three-blade rotors.

Largely identical in configuration to the CH47, the Commercial Chinook retains the Performance former's rear cargo ramp, but has a slightly reprofiled nose, commercial avionics and LR, MLR & ER - Max speed 278km/h large passenger windows along both sides (150kt), max cruising speed 270km/h (145kt), long range cruising speed 250km/h of the main cabin. (135kt). Max initial rate of climb at MTOW The initial orders were for the 234 LR Long 1180ft/min. Range - LR & MLR with max Range, which compared with the CH47 has fuel 1150km (620nm), ER with max fuel roughly twice the fuel load, plus a 44 seat 1918km (1035nm). UT - Max speed passenger interior based on that used in 260km/h (140kt), max cruising speed Boeing jetliners. A number of other 260km/h (140kt), long range cruising speed versions were offered - the 234 ER 250km/h (135kt). Max initial rate of climb at Extended Range with additional tankage,

MTOW 1500ft/min. Range with max internal load 425km (230nm).

Weights
LR - Empty 11,748kg (25,900lb), max takeoff 22,000kg (48,500lb), or 23,133kg (51,000lb) with an external load. ER Empty 12,020kg (26,500lb), max takeoff same. MLR - Empty 11,113kg (24,500lb), max takeoff same. UT - Empty 9797kg (21,600lb), max takeoff 19,051kg (42,000lb), or 23,133kg (51,000lb) with an external sling load.

the 234 UT Utility, and 234 MLR Multi purpose Long Range which can be used for passenger or freight operations, or a combination of both.
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Dimensions
Rotor diameter (both) 18.29m (60ft 0in), length overall 30.18m (99ft 0in), fuselage length 15.87m (52ft 1in), height 5.68m (18ft 8in). Total rotor blade area 525.4m2 (5655sq ft).

Capacity
Two pilots on flightdeck. Seating for 44 at four abreast in main cabin. Combi versions seat between eight and 32 with rear cabin loaded with freight, or between 22 and 32 with freight on one side of main cabin. Max internal load of LR and MLR models 9070kg (20,000lb), ER and UT models 8730kg (19250lb). Max external sling load 12,700kg (28,000lb).

Production
Approximately a dozen Commercial Chinooks were built in the early to mid 1980s. Most remain in service.

The Boeing MD Explorer Country of origin

United States of America

Type
Light twin helicopter

Photos

History
Developed by McDonnell Douglas, the Boeing MD Explorer light twin helicopter is the first all new design to incorporate the unique NOTAR (NO TAil Rotor) system. McDonnell Douglas Helicopters launched the Explorer as the MDX in January 1989. First flight took place on December 18 1992. Full certification for the initial PW206B powered MD 900 version was granted in December 1994. One of the most advanced helicopters in its market segment, the MD Explorer features Boeing's unique NOTAR anti torque system (described in detail under the MD 520N entry), with benefits including increased safety, far lower noise levels and performance and controllability enhancements.

Click for large version. Photo PixAir

More photos of Boeing MD Explorer

The design also features an advanced bearingless five blade main rotor with composite blades, plus a carbonfibre fuselage and tail. Initial aircraft are powered by two Pratt & Whitney Canada PW206Bs (the Explorer was the first application for the PW200 series). The improved Explorer 902 replaced the MD 900 in September 1997. Features of the MD 902 include PW206E engines with Click for large version. higher one engine inoperative ratings, Photo Brent Stocks More passenger cabin photos... revised engine air inlets, improved NOTAR inlet design and a more powerful Powerplants stabiliser control system. Benefits include 902 - Two 469kW (629shp) (takeoff rating) improved range and endurance and an Pratt & Whitney Canada PW206E turboshafts increased max takeoff weight. driving a five blade main rotor. Will later become available with two 478kW (641shp) On August 31 1998 the 902 configured Explorer became the first helicopter to be (takeoff rating) Turbomca TM3192 Arrius validated by Europe's JAA JAR Part 27 2Cs. Category A guidelines, which requires Performance helicopters be capable of safely continuing flight during takeoff or landing on a single 902 with PW206Es - Max cruising speed engine. 252km/h (136kt). Initial rate of climb 2250ft/min. Service ceiling 18,000ft. Hovering Like the MD 520N and MD 600N singles ceiling in ground effect 11,000ft (ISA), out of the MD Explorer line is for sale. In 1998 ground effect 9600ft (ISA). Max range 559km US regulatory authorities prohibited a (302nm). Max endurance 2.4hr. planned sale of all three lines to Bell. Belgian company HeliFly has expressed Weights an interest. 902 - Standard empty 1543kg (3402lb), max takeoff 2835kg (6250lb), or 3130kg (6900lb) Copyright Airliners.net, some information Copyright Aerospace Publications with external sling load.

Dimensions
Rotor diameter 10.31m (33ft 10in), length overall 11.84m (38ft 10in), fuselage length 9.85m (32ft 4in), height 3.66m (12ft 0in). Main rotor disc area 83.5m2 (899.0sq ft).

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Capacity
One pilot and passenger on front bucket seats with six passengers in main cabin in club seating arrangement. Max seating for 10 (including pilot). Alternatively can be configured with stretchers and seating for medical attendants.

Production
Approximately 40 delivered by late 1998.

The Boeing Stearman Country of origin

United States of America

Type
Two seat sport, utility and agricultural biplane

Photos

History
The Boeing Stearman is perhaps the most widely known and recognised biplane in the USA, as it was that country's primary basic trainer throughout

World War 2. This famous biplane began life as a design of the Stearman Division of United Aircraft (at that time United Aircraft also owned Boeing and United Airlines), which Boeing acquired as a wholly owned subsidiary in 1934. At the time of the takeover development on the X-70 Click for large version. training biplane was well advanced, and Photo James Richard Covington, Jr Stearman continued work on the type More photos of Boeing Stearman under Boeing ownership. The prototype Powerplants of the Stearman Model 75, as the X70 became, flew for the first time in 1936. One 170kW (225hp) Lycoming R680 nine cylinder radial piston engine driving a two blade That year Stearman delivered the first fixed pitch propeller, or alternatively a 165kW production Model 35s, as the PT13, to (220hp) Continental W6706 or 170kW (225hp) the US Army Air Corps. That service immediately found the Lycoming R680 Jacobs R7557 piston radial. Many later powered PT13 to be an ideal basic converted with a 335kW (450hp) Pratt & trainer, the airframe was rugged and Whitney R985A61 radial piston engine. forgiving, and the slow turning radial Performance engine reliable and reasonably Max cruising speed 200km/h (108kt), typical economical. cruising speed range 148 to 170km/h (80 to America's entry into World War 2 brought 92kt). Initial rate of climb 1000ft/min. Service with it massive requirements for pilot ceiling 11,200ft. Range with max fuel at training and the US Army and Navy went 148km/h (80kt) cruising speed 605km (325nm). on to buy thousands of PT13s and Continental engined PT17s and N2Ss. Weights During the war almost all American pilots Basic operating 940kg (2075lb), max takeoff undertook basic training on the PT13 or 1275kg (2810lb), or max takeoff in ag PT17, and the type was exported to configuration 2040kg (4500lb). Canada (as the Kaydet), Britain and other Dimensions nations. Apart from in Canada the Kaydet Wing span 9.80m (32ft 2in), length 7.62m (25ft name was unofficially widely adopted for 0in), height 2.79m (9ft 2in). Wing area 27.6m2 the type. (297.4sq ft). Postwar, the Stearman's rugged

Capacity
Typical seating for two in tandem, or single pilot only when used for agricultural work.

Production
Total production 8584. Postwar more than 2100 were converted for agricultural spraying work. Several hundred fly with private owners.

construction and good low speed handling saw large numbers converted for agricultural spraying work. Many conversions involved replacing the Stearman's fabric covering with metal (to avoid problems with chemical contamination), while many were fitted with more powerful 335kW (450hp) P&W R985A61 radials. Today many hundred Stearmans are still flown in private hands, although its crop spraying days are mostly over.
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The Boeing Vertol (Kawasaki) KV 107 Country of origin

United States of America

Type
Medium to heavylift utility helicopter

Photos

History
Boeing Vertol's Model 107 is best known as the military CH46 Sea Knight, but small numbers were built as airliners and utility transports for commercial

customers. The then independent Vertol company (previously Piasecki) designed the 107 in the late 1950s as a medium lift helicopter for US Army evaluation. Three prototype Click for large version. Lycoming turboshaft powered Vertol Photo Bruce Linwood More photos of Boeing Vertol (Kawasaki) KV 107s were built (the Army ordered 10) designated YHC1As, and first flight 107 occurred on August 27 1958. By that Powerplants time though the Army's interest had Two 930kW (1250shp) General Electric switched to what would become the CT581101 or IshikawajimaHarima built Chinook and it placed no orders. CT58IHI1101 turboshafts driving two three-blade However in February 1961 Vertol rotors. (Boeing acquired Vertol in 1960) won a US Marine Corps competition with a Performance developed General Electric T58GE8 KV 107/II2 - Max speed 270km/h (146kt), powered version of the BV 107, and the economical cruising speed 232km/h (125kt). type was ordered into production as the Initial rate of climb 1440ft/min. Hovering ceiling CH46A Sea Knight. out of ground effect 8800ft. Range with a three The commercial 107 is based on the tonne (6600lb) payload and reserves 175km CH46A powered by the civilianised (95kt). CT58110 (equivalent to the T58GE8). Weights The first commercial 107 to fly was one KV 107/II2 - Empty equipped 4868kg (10,723lb), of the three original development aircraft max takeoff 8618kg (19,000lb). built for the US Army converted to the new standard, its first flight in the new Dimensions configuration was on October 25 1960. Diameter of each rotor 15.24m (50ft 0in), Offered in two forms, the KV 107/II1 fuselage length 13.59m (44ft 7in), height 5.09m utility transport and KV 107/II2 airliner, (16ft 9in). Main rotor disc area (total) 364.6m2 only the latter was built. KV 107/II2 (3925sq ft). customers included New York Airlines, who ordered three configured to seat 25, Capacity Columbia Helicopters in the US Flightcrew of two. Typical seating for 23 to 25 (Columbia still operates KV 107s) and passengers in airliner configuration, or 12 Japan's Air Lift. A more powerful passengers and freight in combi configuration. 1045kW (1400shp) CT581401 powered Executive configuration seats six to 11 longer range KV 107/IIA17 was offered passengers in main cabin. and one was built for the Tokyo Police.

Production
Total BV/KV 107 production approximately 650, with almost all for military customers. Small numbers remained in commercial service in late 1998.

Japan's Kawasaki built all commercial 107s, and has held manufacturing rights to the 107 since 1965. Kawasaki has also built KV 107s for the Japanese military and Saudi Arabia.
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