Boeing 757-300

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 September 1996.

The most obvious change over the 757-200 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.

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 PW-2043s 64,460kg (142,110lb), max takeoff 122,470kg (270,000lb).

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.

Boeing 757-200

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 appear are the 757-200PF Package Freighter, a pure freighter, and the 757-200M 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.

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.

Boeing 747SP

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 retained 90% commonality of components with the 747-100 and 200. While shortening the 747's fuselage increased the fuel fraction and thus range, it also meant that 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 747-400 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 747-400.

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.

Powerplants

Four 218.4kN (48,750lb) Pratt & Whitney JT9D-7AW turbofans, or 222.8kN (50,100lb) Rolls-Royce RB211-524Bs 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).

Capacity

Flightcrew of three comprising two pilots and one flight engineer. Max high density single class seating for 440, typical two class seating for 28 first class and 288 economy class passengers

Boeing 747-400

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.

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.

Powerplants

Four 252.4kN (56,750lb) Pratt & Whitney PW-4056 turbofans or 266.9kN (60,000lb) PW-4060s, or 275.8kN (62,000lb) PW-4062s, 252.4kN (56,750lb) General Electric CF6-80-C2B1Fs or 273.6kN (61,500lb) CF6-80-C2B1F1s or -80-C2B7Fs, or 258.0kN (58,000lb) RollsRoyce RB-211-524G or -524Hs, or 262.4 to 266.9kN (59 to 60,000lb) RB-211-524G/H-Ts.

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).

Weights

747-400 - Standard operating empty with PW-4056s 180,985kg (399,000lb), with CF6-80-C2B1Fs 180,755kg (398,500lb), with RB-211s 181,755kg (400,700lb); operating weights at optional MTOW with PW-4056s 181,485kg (400,100lb), with CF6-80-C2B1Fs 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.

Boeing 747-300

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 the wing increasing seating to around 600, or running the upper deck down the entire length of the fuselage. In the 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.

Otherwise the 747-300 is essentially little changed from the 747-200 and features the same takeoff weight and engine options. 747-300 variants include the 747-300M Combi and the short range 747-300SR built for Japan Air Lines for domestic Japanese services.

The extended upper deck was also offered as a retrofit to existing 747-100/-200s, although the only airlines to take up this option were KLM and UTA. KLM has since converted two to freighters, resulting in the first 747 freighters with the stretched upper deck. Also, two JAL 747-100s were delivered new with the extended upper deck.

Powerplants

Four 243.5kN (54,750lb) Pratt & Whitney JT9D7R4G2 turbofans, or 236.3kN (53,110lb) RollsRoyce RB211524D4s, or 233.5kN (52,500lb) General Electric CF650E2s, or 252.2kN (56,700lb) CF6-80C2B1s.

Performance

Max speed (with CF6-80s) 996km/h (538kt), max cruising speed 939km/h (507kt), economical cruising speed 907km/h (490kt), long range cruising speed 898km/h (485kt). Range with 400 passengers and reserves with JT9Ds 11,675km (6300nm), with CF650s 11,297km (6100nm), with CF6-80s 12,408km (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).

Boeing 747-100 & 200

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 747-100Bs 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.

Powerplants

747-100 - Four 208.9kN (46,950lb) Pratt & Whitney JT9D7A turbofans or 215.1kN (48,000lb) JT9D7Fs or 206.8kN (46,500lb) General Electric 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). 747-200B - 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.

Boeing 737-800/900

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 737-400X 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.

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.

Powerplants

737-800 - Two 107.6kN (24,200lb) CFM56-7B24s, or two 121.4kN (27,300lb) CFM56-7B27s on high gross weight versions.

737-900 - Two 117kN (26,300lb) CFM56-7B26s, 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.

Boeing 737-700/800 BBJ/BBJ2

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.

The BBJ combines the Next Generation 737-700's airframe combined with the strengthened wing, fuselage centre section and landing gear of the larger 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 belly fuel tanks. The winglets are standard on this version. The first delivery was made on February 28, 2001.

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.

Boeing 737-600/700

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).

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 C-40B.

Powerplants

737-600 - Two 86.7kN (19,500lb) CFM56-7B18 turbofans, or 101kN (22,700lb) CFM56-7B22s on high gross weight version. 737-700 - Two 91.6kN (20,600lb) CFM56-7B20s or 101kN (22,700lb) CFM56-7B24s 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.

Boeing 737-500

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 737-200'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 than compensate for this.

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.

Boeing 737-400

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 undercarriage and structures, but is otherwise identical to the standard 737-400.

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 737-400 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).

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.

Boeing 737-300

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 737-300 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 737-500 are described separately.

Powerplants

Two 89.0kN (20,000lb) CFM International CFM563B1 turbofans, or optionally two 97.9kN (22,000lb) CFM563B2s.

Performance

Max cruising speed 908km/h (491kt), long range cruising speed 794km/h (429kt). Range with 128 passengers and standard fuel 3362km (1815nm), range with 128 pax and max fuel 4973km (2685nm). High gross weight version max 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.

Boeing 737-100/200

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 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.

Sales of the 737-200 far exceeded that of the shorter -100 and the 737-200 remained in production until 1988, by which time it had been superseded by the improved 737-300, after 1114 had been built. Many have been fitted with Stage 3 engine hushkits, and a number of passenger aircraft have been converted with cargo doors.

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.

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 77.4kN (17,400lb) JT8D-17Rs with automatic reverse thrust.

Performance

737-100 - Max speed 943km/h (509kt), economical cruising speed 852km/h (460kt). Range with max fuel 2855km (1540nm).737-200 - Max speed 943km/h (509kt), max cruising speed 927km/h (500kt), economical cruising speed 796km/h (430kt). Range with 115 passengers and reserves between 3520km (1900nm) and 4260km (2300nm) depending on weight options 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).

Capacity

Flightcrew of two.

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.

Boeing 727-200

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 JT8D-217s on the outer pylons and acoustic treatment of the centre engine. Other 727s have been fitted with winglets for improved performance.

Powerplants

Three 64.5kN (14,500lb) Pratt & Whitney JT8D-9 turbofans, or 67.2kN (15,000lb) JT8D-11s, 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.

Boeing 727-100

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 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.

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).

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.

Boeing 720

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 seating to 112 (38 + 74) in a typical two class arrangement. Other changes were made to the wing which introduced full span leading edge flaps, while a glove 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 more aerodynamically efficient, permitting higher cruising speeds and lowered minimum speeds (which aided field performance).

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.

Major 720 operators included American Airlines (a number of its 720s were converted to 720Bs with turbofan engines), United, Continental, Eastern, Northwest Orient and Western, while operators outside the US included Lufthansa and Avianca.

Today (early 2002) three 720s are believed to be in use as corporate transports, and two are used by Pratt & Whitney as engine testbeds.

Powerplants

720B - Four 75.6kN (17,000lb) Pratt & Whitney JT3D1 turbofans or four 80kN (18,000lb) JT3D3s.

Performance

720B - Max speed 1009km/h (545kt), max cruising speed 983km/h (530kt), economical cruising speed 896km/h (484kt). Range with maximum payload and no reserves 6687km (3610nm), range with max fuel 8428km (4550nm).

Weights

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

Dimensions

Wing span 39.88m (130ft 10in), length 41.68m (136ft 9in), height 12.66m (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.

Boeing 717

The 100 seat 717 is the latest development of the popular DC-9/MD-80/MD-90 family and the only Douglas airliner which Boeing (which merged with McDonnell Douglas in 1997) plans to retain in its product line-up. It is designed for high cycle, short range regional airline operations.

McDonnell Douglas first announced the MD-95 at the Paris Airshow in June 1991. At the time MDC anticipated a formal program launch by late 1991 and a first flight in July 1994. As it happened program launch was not until October 1995 when US airline ValuJet (now AirTran Airlines) ordered 50 and optioned 50.

In January 1998 Boeing (following the August 1997 Boeing/McDonnell Douglas merger) relaunched the aircraft as the 717-200 (the second use of the Boeing designation "717", as this was previously allocated to the military C-135/KC-135 family). First flight took place on September 2 1998, followed by a second development 717 on October 26. Certification was awarded on September 1 1999 while the first delivery, to AirTran, was on September 23 that year.

Initially MDC studied powering the MD-95 with Pratt & Whitney JT8D-218s or Rolls-Royce Tays. In February 1994 however MDC announced it had chosen the new BMW Rolls-Royce (now just Rolls-Royce) BR715 over the JT8D-200 and an engine from the proposed "Project Blue" teaming of General Electric, Snecma, MTU and P&W.

Other 717-200 features include a fuselage 1.45m (4ft 9in) longer than the DC-9-30's, a wing based on the DC-9-34's, an advanced six LCD screen Honeywell EFIS flightdeck, and a cabin interior similar to that developed for the MD-90. It is offered in standard 717-200BGW (Basic Gross Weight) and extended range 717-200HGW (High Gross Weight) forms. In addition, 80 seat shortened 717-100 (formerly MD-95-20) and 120 seat stretched 717-300 (formerly MD-95-50) models have been studied, as has a business jet variant.

Companies participating in 717 production include Alenia (fuselage), Korean Air (nose), AIDC of Taiwan (empennage), ShinMaywa of Japan (engine pylons and horizontal stabilizers), Israel Aircraft Industries (undercarriage), and Fischer of Austria (interior). Final assembly is at Boeing's Long Beach plant, in the same building that the DC-9 and MD-80 were built in.

Initial orders and operators are:

AeBal, Airtran, Bangkok Air, Bavaria International Leasing, Hawaiian Airlines, Impulse Airlines, Midwest Express Airlines, Olympic Aviation, Pembroke Leasing, Qantas Link, Siam Reap Air, Trans World Airlines, and Turkmenistan Airlines.

Powerplants

717-200BGW - Two 82.3kN (18,500lb) Rolls-Royce BR715-A1-30 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.

Boeing 707

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 707-320B 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.

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

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 dedicated airborne warning and control system (AWACS) platform with a large rotodome above the fuselage. The E-6 Mercury performs the TACAMO (Take Charge and Move Out) role with the US Navy, maintaining communication with the ballistic missile submarines. The E-8 J-Stars (Joint Surveillance Target Attack Radar System) performs the battlefield control role. Other military 707s received the designations C-137, or C-18, but many others have no special military designation.

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.

Performance

707-120B - Max speed 1010km/h (545kt), max cruising speed 1000km/h (540kt), economical 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).

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.