Just a few years ago, passengers flew at Mach 2+ everyday. This video highlights how amazing the Concorde used to be.
The Concorde was and remains the fastest airliner to ever grace the skies. With a top speed of over Mach 2, the Concorde allowed businessmen to fly from London to New York for breakfast meetings and return home by dinner. It was super fast and super luxurious.
Unfortunately, the Concorde never took off in the commercial sense. In the late 1960s, airlines began to place orders for the model. But when oil prices hit record highs in the 1970s, every airline except for British Airways and Air France cancelled their orders. With only 12 in service across 2 airlines, the Concorde soldiered on as a symbol of affluence. That changed though on July 25th of 2000 when Air France Flight 4590 crashed. All 100 passengers and 9 crew members died in the accident caused by a burst tire that damaged an engine.
Concorde in flight. Image via British Airways
After a safety stand down and retrofit, the Concorde returned to service in 2001. Once again, bad timing hurt the Concorde as the September 11th attacks hindered the Concorde’s ability to return to profitability. After struggling for the next year and a half, Air France retired the Concorde in May of 2003. British Airways retired their fleet in October of 2003.
This video of a flight between New York JFK and London Heathrow was shot just a few months prior to the Concorde ceasing service. The captain of the Concorde does an amazing job of explaining the flight. It’s a must see.
Allegiant Air is letting employees pick their new paint scheme.
Ultra-dicount airline Allegiant recently acquired 12 ‘new’ Airbus A320 aircraft to supplement their fleet of Airbus A319s, MD-80s and 757s. Both the 757s and MD-80s will be phased out over the next few years in favor of an all Airbus fleet.
While news of a used aircraft purchase is not typically exciting news, what is exciting is that Allegiant is looking to refresh their livery. Even more exciting is that they are giving employees the option to choose the next paint scheme.
If you are thinking that the styles of the offerings look familiar, we were thinking the same thing. Option A looks looks somewhat similar to a modernized ValuJet colors while Option B also shares many of the same design lines with Alaska’s new scheme. Check out the similarities below:
What’s your thoughts on Allegiant’s proposed new colors. Are they rehashes of other airlines’ liveries? Let us know your thoughts in the comments below.
More than 80 years young, the iconic Boeing still soldiers on…
Back on July 28, 1935, the mighty B-17 Flying Fortress took to the skies over western Washington on it’s maiden flight. The B-17 was Boeing’s answer to the Army Air Corps’ request for a large, multi-engine bomber. Boeing went from design to first test-flight in just 12 months. It was an amazing accomplishment that was made possible because the B-17 utilized previous Boeing research (the XB-15 bomber) and structures from the Boeing 247.
The Boeing was advanced in a number of ways. It was Boeing’s first flight deck instead of an open air cockpit. It was powered by 4 Pratt and Whitney R-1690 radial engines that each produced 750hp.
The B-17 proved itself during World War II. The iconic Boeing bomber dropped 640,000 of 1.5M pounds of bombs over Germany.
A total of 12,731 Flying Fortresses were built. As of 2024, only six B-17s remain airworthy.
There are carbon fiber planes and fabric wings… Why not hemp?
We recently interviewed Derek Kesek who founded Hempearth Company. He and his team have embarked on a project to build the world’s first hemp powered plane. Plus, he even wants it powered by hemp-based fuel. It’s an ambitious plan. Here’s Derek’s story:
1.) Tell me about your company and your background.
Well we started the company in 2012, and have had a lot of amazing transformation. We have quickly become the Coke, Virgin, Microsoft, Tesla, Apple Of Hemp. We decided back when we saw an amazing opportunity to really give back as a company by working with Hemp first and foremost but Cannabis as well.
The plant is truly amazing and really is helping mankind a lot as it can clean our soil, air and water through a process calledPhytoremediation is the direct use of living green plants for in situ, or in place, removal, degradation, or containment of contaminants in soils, sludges, sediments, surface water and groundwater. Hemp can create over 25,000 different products from oils, food, airplanes, aircrafts, fuel, fiber, homes and much more. We just finished producing and announcing publicly that we have produced the world’s first Hemp building blocks similiar to LEGO. We have The Wright Brother’s involved with our plane project, The Discovery Channel’s Daily Planet and it so exciting to see this take off like it has.
2.) Like all interviews, we have to ask…what makes you an Avgeek?
I just am in love with aircraft and all things flight. I believe in true love and true love is freedom like a bird, so I just enjoy everything about this amazing technology. My son Griffin and I at one point were going to down to our local aircraft museum and using the flight simulators and such. What we have created with this company and what others are doing is truly manifesting what they really want and this is good for the earth and good for all of humanity, each and everyone one of us and that is what we are all about, at one point about 5 years ago, I had met Romio Shrestha, an amazing World class Thangka painter and enlightened human being, whom is also friends with Deepak Chopra and the Dalia Lama, and what Romio taught me was about love and compassion and to do things for every single person on the planet and the doors of abundance opened up and here we are today with this amazing company, doing innovative and cool new things. Also I am a big fan and supporter of Richard Branson, Elon Musk. Both have been super inspirational to me and have allowed me to become a great business leader in this all new amazing industry.
3.) Using hemp for construction and as a fuel source is really unique. Why hemp? What was your inspiration to start this project?
Hemp has 10 times the impact strength as steel, 5x times more than Kevlar and it is a biodegradable plant, we are also using bio resins on some of our products now. For the first line of planes we are sticking with normal resin’s as we dont want to move to fast with that. Our first plane however will be made almost entirely from Hemp, which is including the wings, seats, pillows, outer shell and much more. We are working with some amazing 3D hemp companies that will also produce some inside plane parts as well. Our first crafts will also have the ability to fly on Hemp fuel which we have successfully tested in Costa Rica. We are still developing the fuel for the engines but we are not far off to have our first aircrafts to be flying through the air on Hemp.
5.) Even though hemp products have become more common, many people are still skeptical of hemp and equate it to marijuana culture. Do you ever run into people who question your company’s true intentions?
No one does this anymore, “your vibe attracts your tribe” and we really have an amazing thing here. We are truly grateful and humbled and we thank everyone that has supported what we have done so far and we also look forward to seeing everyone’s names on the plane when our first prototype is ready. We have kept everyone’s names that have supported so far (via Kickstarter). This will be an iconic day in human history when we launch plane from The Wright Brother’s Memorial in Kitty Hawk, North Carolina then over to India to launch hopefully from Bhuntar airport. They have expressed interest in what we are doing. We really support Hemp growth in India and are working with some amazing people in the country as well as Costa Rica, Canada, Australia, Europe and world wide.
6.) Tell us a more about the hemp plane. What’s the timeline for this aircraft and the fuel that powers it?
Well a lot goes into building a craft like no one has ever done before. The main thing was to get a manufacturing contract in place. We did that after they did all the testing, and now we are in the process of finding the perfect weave that will replace most of the old fiberglass materials. What I have learned is everything happens at the perfect time. Richard Branson, is an amazing man and it took in quite a few years to get his spaceship up in the air…but he did. This is a less complicated than a spaceship so it will take much less time. But you can imagine this is a big undertaking and I am putting my heart and soul into this project.
7.) Can you talk to us about the size of your proposed plane?
It’s a 4 seater aircraft, two engine aircraft with a wingspan of 36 feet. It’ll be able to travel at over 250mph.
8.) Can you talk about the estimated cost of your project?
It’ll cost about $375,000, but we can start building for around 125,000. We have been approached by many investors but we have not found the right ones to work with as of yet. We’re getting closer though. I am off to a Cannabis Conference next week actually called EXPOMED in Costa Rica. Super Exciting things…I am visiting my girlfriend down in Costa Rica and getting her involved in the industry here until we can successfully do integral business in the country. We have been just testing things and and no money has been exchanged as of yet. We are just working with good honest people that want to see this succeed. It is super exciting.
9.) Let’s say your plane is successful. What’s your long term hope for the impact of your hemp plane project?
We want to create awareness for all industry that Hemp can make anything and is eco, green and sustainable. Also, we are doing the project for the impact it will have to our brand Hempearth. We also want to encourage the aviation and aircraft industry to use hemp and hemp fuel. We will be hosting an amazing EXPO next year in Toronto, Ontario and are super excited about the impact the brand is having and the amount of awareness and education we have had the ability to create. Thanks to the people and humanity for that.
Tesla races Boeing 737… It’s never been done before.
One vehicle has 50,000 pounds of thrust with a top speed at three-quarters the speed of sound. The other vehicle can accelerate from 0 to 60 mph in just 2.6 seconds and it uses no gas. Which one would win a race?
It sounds like a poorly written SAT math problem. But in reality, the race was a publicity stunt jointly run between Tesla and Qantas Airways to highlight sustainability and innovation. Earlier this year, Qantas pitted its $60M 737-800 against a $120k Tesla P90D in an epic drag race.
What’s the play-by-play?
It’s an impressive drag race. The nominally-loaded Boeing 737 typically accelerates to about 140 knots prior to rotation. While the rumble of a jet is pretty loud, the initial acceleration of an airliner is actually pretty slow, especially compared to the high torque of the electric sports sedan.
The 737 is still impressive though. It quickly picks up speed to match the Tesla before the Tesla squeaks ahead and ‘takes the flag’ just prior to the 737-800 rotating and climbing into the sky while the electric luxury vehicle begins to slow down before reaching the end of the taxiway.
Who Made This Video of a Tesla Racing a Boeing 737?
The video was made by Qantas as part of an ad campaign to highlight the airline. It’s worth a watch. Afterall, how will you know who wins if you don’t watch?
Raw power and beauty of USAF machinery captured on film.
The C-17 Globemaster is a massively powerful heavy aircraft. Powered by four Pratt and Whitney engines providing 40,000 lbs of thrust, the C-17 can carry up to 170,900 pounds of cargo. Even more impressive about this jet is how maneuverable it is both at high speeds and low speeds.
In this video you’ll see the giant airlifter seemingly turn on a dime through the canyons of Washington. Many C-17 pilots comment on how maneuverable and fun to fly the jet actually is. This video makes us believers that it must be a blast to fly. It makes sense. The jet is fast, maneuverable, and can land on semi-prepared fields that seem built more for a Cessna Caravan than a jet around the size of a 767. Making the jet even more fun, it has a center-mounted stick instead of a yoke. The top section of the stick is actually a similar design as the one in an F-16.
In this video, the C-17 is executing low level training on VR-1355 through Washington State and Oregon. A C-17 can execute a low level at over 300 knots and as little as 300 feet above the ground. The footage is shot from the ground near Sidewinder Transition. The video is a rare chance to see what a low-level training route looks like from the perspective of people on the ground.
Our friends at AirshowStuff have captured the beautiful roar of J-79s as the buzz Oshkosh as part of EAA’s annual Fly In. These beautiful jets out of Holloman Air Force Base performed a spectacularly loud flyby and low approach. The F-4 is one of avgeek’s most favorite fighter jets. Over 5,000 were produced. Most US Air Force jets were retired back in the 1990s. Today, there are less than a dozen QF-4s in service with a smattering of F-4s still flying in foreign Air Forces like Turkey, South Korea, and Iran and one privately owned Phantom.
They are all expected to be used as target practice this year. Once the supply of QF-4s is gone, the Air Force will officially transition to the QF-16 as practice targets. The F-16s have been reconfigured to fly as drone targets.
The giant DC-10 used to be an international workhorse and mainstay of many international airlines. One one flight, it could carry hundreds of passengers to far off destinations around the world. Today, all of the passenger versions of the jet are retired. While cargo companies like FedEx still fly a variant (MD-10) of the jet, most remaining operators are retiring the jet as they approach heavy maintenance checks. A few DC-10s have found a new life as a fire tanker.
Known as the DC-10 Air Tanker, the giant slurry bomber is a specially modified DC-10 that can carry 12,000 gallons of water or fire retardant. The jet has internal baffles in the tanks to prevent the retardant from shifting during flight. It can empty the entire load in less than 30 seconds.
Fighting fires with a DC-10 is not without risk. In 2007, a tanker encountered rough air near the fire and lost lift. The wing of the jumbo jet hit trees but recovered and did not crash. It executed an emergency landing with damage to the leading edges. Everyone survived and the jet was repaired.
Video shows DC-10 Just Feet Above the Neighborhood
At a private airfield in Germany, a fearless pilot operates a single engine turbo-prop Pilatus PC-12 in landings and takeoffs that will stun. The terrain and environment (trees/buildings) make this quite a challenge. The taxiway leading out to the turf strip is nothing short of a concrete goat path!
When landing at such short fields, precision aim point is crucial—too short, and the aircraft will not clear the trees surrounding the airfield boundary. Too long, and the aircraft will not have time to brake, and go careening off the runway. Even if the aim point is perfect, managing the aircraft’s touchdown (main wheels contacting runway, or in this case, Mother Earth) is also critical. Too firm, the struts buckle and turbo-prop chews up quite a bit of grass. Not enough, and the plane will float—further down the preciously short runway.
The PC-12 is a combination passenger and cargo plane, manufactured by Pilatus Aircraft, located out of Switzerland. Depending on configuration and fuel load, it has a range of over 1,700 miles.
Photos courtesy of Janine Sijan-Rozina and the author.
Lance Sijan lived an All-American life. Raised in 1950s Milwaukee, Wisconsin, the young Boy Scout and athlete dreamed of one day becoming an Air Force fighter pilot. A star football player, he struggled with academics. But his determination took him to military prep school where he studied hard and was accepted to the Air Force Academy, with the end goal of receiving a commission as an Air Force officer. He would accomplish that, and so much more.
Lance gets a Stingray.
It was 1965, and General Motors had extended a special offer to all the seniors at the Air Force Academy to purchase a hot new Corvette Stingray at a discounted price. Maybe it was good marketing to have America’s finest behind the wheel of GM’s newest sports car – or maybe it was GM’s way of paying it forward, as the conflict in Vietnam loomed heavily in these cadets’ future. Either way, Lance plunked down $3,638.40 of his cadet salary and purchased a beautiful 1965 Roman Red roadster, accomplishing another milestone in every boy’s American Dream.
Lance Sijan Corvette
Lance ordered the car from Daniels Motors Inc. in Colorado Springs; it had the flashy red/white interior combo, the optional L-75 300-hp 327 engine, four-speed transmission, white wall tires and Positraction rear end. He specified factory pickup from the St. Louis Assembly plant (which discounted the car another $87 by waiving the shipping fee), vowing to drive the car all the way back to Milwaukee in the winter, with the top down.
Lance downplayed the purchase of the Stingray to his family, kidding his style-conscious mother that it was a color close to brown. When the car first appeared in the family’s picture window, they were electrified, meeting him in the driveway and begging for rides. The tight-knit family loved their son and brother and were proud of his successes — and he was eager to share everything with them.
But time with his new toy was short. In July of 1967, 2nd Lieutenant Sijan deployed to Vietnam to fly an F-4 Phantom with the 480th Tactical Fighter Squadron at Da Nang. Like so many others that went to war, he would never get to drive his beloved car again.
On the evening of November 9, 1967, during a bombing mission, Sijan’s F-4 experienced an ordnance malfunction that would cause him and pilot Lt. Col. John Armstrong to eject, parachuting into enemy-held territory. Sijan landed badly on a rocky ridge: fracturing his skull, mangling his right hand and compound-fracturing his left leg. Armstrong was never found.
Early on November 11th, an air reconnaissance patrol picked up Sijan’s distress beacon emanating from the jungle below. A massive effort was launched to rescue the downed airman, employing dozens of aircraft. Equally intense was the effort of the North Vietnamese army to capture the American. Anti-aircraft fire was heavy as enemy ground forces closed in on Sijan’s position.
Finally pinpointing their comrade, a Sikorsky HH-3E Jolly Green Giant helicopter made radio contact with Lt. Sijan and hovered in position, attempting to lower a rescue boom. Sijan had waved off a rescue jumper, not wanting to endanger another airman. As he pulled his broken body across the dense jungle floor towards the boom, the chopper came under heavy fire and had to retreat. Radio contact was never regained. Sijan was presumed dead, and the rescue mission was aborted. Thus began what would become the greatest chapter in Lance Sijan’s life.
For the next 46 days, Lt. Sijan avoided enemy capture, holding out hope for a rescue. His disabled body could only slide sideways along the rough ground. Finally, emaciated and weak, he dragged himself up on to a military road near the Ho Chi Minh Trail, were he was captured by the NVA and placed in a prison camp in Vinh, North Vietnam on Christmas Day, 1967.
Interrogated and beaten by his captors for information, Sijan refused, citing only his name, rank and serial number. When left alone with a single guard, Sijan overpowered him and escaped, only to be recaptured hours later. Continually plotting further escape, he was transferred to the Hoa Lo Prison, known infamously as the Hanoi Hilton. Though ravaged by disease, malnutrition and injuries, Sijan remained defiant, inspiring his fellow American prisoners with his indomitable willpower and spirit.
On January 22, 1968, Lt. Lance Sijan succumbed to pneumonia, his last words making light of his situation and urging his fellow POW’s to resist and persevere.
A few did persevere and lived to tell the tale of Lt. (now posthumously promoted to Captain) Sijan’s bravery, which has become required curriculum at the Air Force Academy. The Air Force’s most-prestigious award bears his name; he’s now held in the highest regard as the first and only Medal of Honor winner from that institution and a model to soldiers everywhere for his utter determination and defiance.
It’s time to relocate Capt Sijan’s jet to a place of prominence.
In his hometown of Milwaukee, Captain Sijan is memorialized with a twin of his F-4 aircraft placed on display at the old 440th Air Lift Wing of the Air Force Reserve located at the south end of General Mitchell Field. In 2008, the base was closed as part of the federal Base Realignment and Closure Act and the 440th moved to Pope Air Force base in North Carolina. The facility was mothballed and used sparingly as a business incubator for the last few years. Now, the base has a new private redevelopment plan which doesn’t include the monument.
An effort is under way, led by Lance’s sister Janine Sijan-Rozina, to raise funds to relocate the fighter jet. The project is estimated to cost around $175,000 for the move and new pedestal. Milwaukee County has given provisional approval to display the monument elsewhere, providing the Sijan family can raise the necessary funds to move it there.
Lance Sijan’s Corvette
On Saturday, June 25, a car show hosted by the Original Memories Car Club set out to help raise funds to move the F-4 Phantom to a new home. 140 cars, with about 80 percent owned by Vietnam-era veterans, turned out to honor Capt. Sijan in Milwaukee. And there under a small tent was Lance’s 1965 Roman Red Corvette, now owned by Greg Lawless of Summit, Wisconsin, freshly restored and looking completely original, save for the addition of a military MIA Challenge Coin adhered to the console.
We have many freedoms in this country — enabled by our military who have acted so selflessly and paid so dearly. We have lost the best and bravest among us to war, those men and women who answered the call, and inspired us through their acts of courage and character, like Capt. Lance P. Sijan.
“This is a guy who would have been President,” said high school friend and fellow Air Force veteran John Munzinger. “Everything he touched turned to gold.”
‘Original except for a MIA challenge coin.’
If you would like to help donate funds or resources to the Lance Sijan F4 Relocation Effort, you can do so by clicking or going to LanceSijanMOH.com. We think Hemmings Nation will answer the call and we’d like to report it; please add the note “HMN” along with any donations.
[Editor’s Note: This story was originally posted at Hemmings Daily, a publication of Hemmings Motor News. The article was written by frequent Hemmings contributor William Hall. William is a writer, car collector and classic car broker based in Elkhart Lake, Wisconsin. We thank Hemmings Daily for allowing us to share this story of an American Air Force hero with our fellow Avgeeks! Please consider contributing to this great cause.]
A Douglas A-26 Invader made an emergency landing today at Oshkosh, WI during the annual EAA Fly-In. The aircraft in today’s incident is registered as N99420 and was nicknamed the “Silver Dragon”. According to AirshowStuff, the crew “had already executed a go around after hearing a pop while cycling the gear, and orbited to troubleshoot the problem. Eventually the decision was made to land on runway 36.” Upon landing, the nose gear collapsed and the warbird skidded to a stop. No one was injured in the landing.
The A-26 Invader first flew back in 1942. The type flew missions in World War II, Korea, and Vietnam before being retired in 1969.
A discussion recent occurred that raised the question about the future of Boeing; if the character of the company has changed over the years, and if so, what is the outlook for the future of Boeing?
First, the question did not come up among recognized, vetted aerospace industry analysts, but among reasonably well experienced and well-read aviation enthusiasts. The following is a three-part armchair analysis of Boeing’s past and present business model and business pursuits followed by a look into the future based on trends in relevant and emerging markets and trends within Boeing. You can read part 1 here.
Part 2: 1966-Present – The Jet Age
A comprehensive discussion of the Boeing Company from 1960 on would have to include its expansion into areas including rocket boosters, satellites, non-aviation weapons systems, hydrofoil vessels, light-rail rapid transit cars, and information (advanced computing) technology systems. And while these areas have had significant impacts on Boeings overall financial picture, this article is limited primarily to their aircraft business.
On, July 16th 2016, The Boeing Company celebrated its 100th anniversary. The second half of this century of aviation has been characterized by growth and diversification through sales, acquisitions and mergers as well as increased competition. The construction of the Model 367-80—the “Dash 80” and the prototype for the KC-135 and Boeing 707—was the beginning of its commercial jetliner business that continues today. But, Boeing would also face stiff competition from Convair (880 and 990), Douglas (DC-8, DC-9 and DC-10), and Lockheed (L1011) and later, Airbus.
To trace the progression of Boeing aircraft programs, it easiest to simply step through the progression of models beginning with the 707.
The Dash 80, KC-135 and 707
The Dash 80 launched Boeing’s modern era of jet transport business. The first production derivative of the Dash 80 was the Air Force’s KC-135 Stratotanker aerial refueling aircraft. The KC-135 has been in continuous service since 1957, and it is predicted that the aircraft could continue in service until 2040. A total production of 803 aircraft ended in 1965. The current fleet has been through several life-extension upgrades including new high-bypass turbofan engines.
A re-engined KC-135 refueling an F-15 fighter. (US Air Force Photo)
The 707 was introduced to airline travelers by Pan American World Airways (Pan Am) on December 20, 1957. The 707 remained in production nearly 25 years, until 1979, with a total production of 1010 aircraft. Like almost all Boeing airliners, each mark came in several versions to meet specific needs, or were upgraded as new technologies became available during production. In1959, Boeing introduced the shortened fuselage 707-138 long-range jet and the stretched, higher passenger capacity 707-320.
From 1968 to 1970, Boeing experienced a slump in demand and sales after the end of the Viet Nam War military spending, a general economic recession, a year without any aircraft orders, and their $2 billion debt to start up 747 production. This resulted in massive layoffs within the commercial aircraft group. After the Boeing 747 roll-out in 1970, Boeing’s orders began to grow again.
Pan Am 707 (Public Domain, Wikipedia)
Boeing 717
The narrow-bodied, single aisle Boeing 717 is one of two aircraft adopted as a result of the merger of Boeing and McDonnell Douglas. The aircraft was originally designed as the MD-95, a follow-on to the DC-9 series. The new Boeing Company produced 156 more 717s to fill orders McDonnell Douglas had booked prior to the merger. The 717 entered service in 1999 and production ended in 2006.
Boeing 727
The Boeing 727 was Boeings initial design to fill the demand for short and medium length routes. The cross section of the upper fuselage and cockpit of the aircraft are essentially identical to the 707. It was powered by three engines mounted on the aft of the fuselage. This aircraft spanned several operational requirements. Airlines operating out of high-altitude airports wanted more power than just two engines. Twin-engine aircraft were not permitted to operate off-shore more than 60 minutes distant from a suitable airport. Other short-haul carries found the aircraft suitable for use into smaller airports with relatively short runways.
From 1962 through 1984. Boeing produced 1832 727s in several variants. It is reported that as of 2013, as many as 109 727s were still in passenger service. Most of these aircraft have been re-engined and modified with hush kits to meet noise restriction limits.
The 727 was heavily produced into the 1970s with the last aircraft rolling off the line in the early 1980s.
Boeing 727 (Photo by Jim Mumaw)
The Boeing 737
In 1967, Boeing introduced what has become the best-selling airliner in history—the short-and medium-range, twin-engine 737. The 737, which has progressed from the series 100 through 900, and continues in production today. The 737NG (Next Generation) includes the 600/700/800/900 series. The current aircraft have matured with advanced and improved engines, an upgraded “glass cockpit,” and aerodynamics. For example, the winglets, the vertical extensions on the wingtips, first appeared in early the 2000s. By reducing drag-producing vortices at the wing tips, winglets can improve fuel efficiency two to three percent, saving airlines millions of dollars in fuel cost annually.
In 1973, the Boeing delivered 19 737s, designated T-43, to the Air Force to be used as navigator training platforms. Several of these were later converted to personnel transports.
737NG aircraft will have increased seating, further reduce fuel consumption and increase range, and upgrade the aircraft with advanced technologies such as glass cockpits. The 737 remains in production as of 2016.
A 737 with blended winglets. The 737 did not have winglets for the first 30 years of production. (Photo by Jim Mumaw)
Boeing 747
Boeing announced plans to build the 747 in 1967, secured $2 Billion in financing and immediately began to build the world’s largest production plant in Everett, Washington. The first flight of the 747 occurred two years later in 1969
The first 747, a four-engine long-range airliner, flew its first commercial flight with Pan Am in January 1970. The 747 changed the airline industry, providing much greater passenger capacity than any other airliner in production. Still in production in 1916, Boeing has delivered at least 1,500 747s in several variants. Like the 737, the 747 has undergone continuous improvements to keep it technologically up-to-date. Larger versions have also been developed by stretching the upper deck. The newest version of the 747-8 is in production as of 2015.
In 1996, President Ronald Reagan ordered two 747-200s to serve as presidential aircraft. Given the governmental designation of VC-25, with tail numbers 28000 and 29000. The aircraft entered service in August 1990.
SAM 28000, “Air Force One” when the President is on board, is one of the two VC-25s (747-200s) presidential aircraft. (U.S. Navy photo by Photographer’s Mate 2nd Class Daniel J. McLain)
Boeing 757
The Boeing 757 was designed to take advantage of the latest in technologies, including a glass cockpit, and certification of a flight crew of two pilots (no flight engineer). It is Boeing’s largest narrow-body single-aisle passenger aircraft. Produced from 1981 to 2004, it was introduced to replace the market niche of the smaller 727. Depending on the model and the interior layout, it could carry 200 to 295 passengers over distances of 3,600 to 4,700 miles. It should be noted that the 757 was developed concurrently with the 767. Because of many shared features and performance characteristics, pilots are permitted to get a common type rating to operate both aircraft.
The stretched 757-300 is the longest narrow-body twinjet ever produced. It began service in 1999. In addition to commercial passenger and freight service, the US Air Force purchased eight (as C-32s) aircraft for military passenger transport. Passenger 757-200s have been modified to special freighter (SF) specification for cargo use. A total of 1050 757s were built.
The C-32 (757). (Photo Public domain)
Boeing 767
The wide-bodied sibling to the 757, the Boeing 767 is a mid- to large-size, twin-engine, wide-bodied airliner. It has a glass cockpit similar to the 757. The 767 has seating capacity for 181 to 375.
The 767 is produced in several models of varying lengths: the first 767-200 entered service in 1982, followed by the 767-300 in 1986 and the 767-400ER, an extended-range (ER) variant, in 2000. Production began in 1981 and it is still in production. As of 2016, 1085 had been built, including the military KC-767 aerial tanker and VIP transports.
Boeing 767-200 (Photo by Jim Mumaw)
Boeing 777
The Boeing 777 is a series of long range wide-bodied, twin-engine aircraft capable of carrying 314 to 451 passengers. It is the world’s largest twin-engine airliner and it has surpassed the 747 as Boeing’s most profitable commercial aircraft.
The design of the aircraft was a collaborative effort between Boeing and eight major airlines. Its target market is to replace older wide-bodied aircraft and provide an intermediate passenger capacity between the 767 and the 747. It also incorporates fly-by-wire computer-moderated flight controls.
The 777 entered commercial service in 1995. Follow-on variants increased emphasis on range with the 777ER extended range and the 777LR long range versions. Boeing recently announced plans for the 777X. These will be 777-800 and 777-900 models that will incorporate next generation engines and composite wings. The projected roll-out date for the 777X is 2020.
Boeing 777-200 (N7771) flying above the clouds. Source The Boeing Company (licensed under Creative Commons)
787 Dreamliner
Boeing has constantly been on the leading edge of aircraft design and technology, and the 787 took the next logical step. First rolled out in 2007, the aircraft’s fuselage is largely a composite structure. Designed as a long-range, mid-sized wide-bodied aircraft, it is capable of carrying 240 to 335 passengers. The aircraft shares a type-rating with the 777, allowing pilots type rated in one to fly both aircraft.
The 787 got off to a rocky start. There were multiple delays during development relating manufacturing process for the composite structure of the fuselage. Once in service, the aircraft were ground due to several onboard fires associated with the lithium batteries. The aircraft remained grounded until the FAA approved a revised design.
First flight of the aircraft was in 2009 and 431 787 aircraft have been produced as of mid-2016.
First flight of the 787. (Wikipedia)
Noteworthy Boeing Military Aircraft
The other aircraft that Boeing adopted due to the merger with McDonnell-Douglas was the C-17 Globemaster III.
The C-17 was developed to replace the 1960s era Air Force C-141 Starlifter transport. By the time the merger was complete, most of the US Air Force aircraft had been delivered, but Boeing finished out the production of international aircraft, and the aircraft is now referred to as the Boeing C-17.
The Boeing 707 also served as the starting airframe for the US Navy’s TACAMO (TAke Charge And Move Out) airborne command post designated the E-6 Mercury. The E-6 Mercury (formerly E-6 Hermes) is an airborne command post and communications platform. The E-6B replaced Air Force EC-135 airborne command posts assigned to “Looking Glass” duties. Introduced in 1989, Boeing delivered 16 of the aircraft.
A U.S. Navy Boeing E-6 Mercury airborne command post. (US Navy Photo)
End Note
This is the second part of a three-part series looking at the history, fortunes, and misfortunes of the Boeing Company (formerly the Boeing Aircraft Company). Part Three will look at Boeing’s other business units and enterprises and conclude with an armchair look into the future for Boeing.
