Several aircraft were produced to serve as U. Air Force "command post" platforms, designated E-3 and E Presidential aircraft.
The Museum's aircraft was the first ever built, known as RA Planning for eventual donation to the Museum began in the mids. The aircraft's final flight occurred on April 6, , when Boeing officially donated RA to the Museum after 5, flight hours. Still configured in its flight test configuration, it was extensively restored in and Cockpit Lounge Lower Bay.
Boeing Matterport 3D Tour. Complete Site Navigation. Buy Tickets. Museum Store. Private Events. It incorporates the strengthened Freighter wing, strengthened body and landing gear, and an auxiliary fuel tank in the forward cargo hold, with an option for a second tank. When the ER's full-range capability is not needed, operators can remove the tank or tanks , freeing up additional space for cargo.
In November , Boeing launched the family — the Intercontinental passenger airplane and the Freighter.
These airplanes incorporate innovative technologies from the Dreamliner. In fact, the designation was chosen to show the technology connection between the Dreamliner and the new , including the General Electric GEnx-2B engines, raked wingtips and other improvements that allow for a 30 percent smaller noise footprint, 15 percent reduction in-service carbon emissions, better performance retention, lower weight, less fuel consumption, fewer parts and less maintenance.
The Freighter first flew on Feb. The airplane is feet, 2 inches The stretch provides customers with 16 percent more revenue cargo volume compared with its predecessor. That translates to an additional four main-deck pallets and three lower hold pallets.
The passenger version, the Boeing Intercontinental, serves the to seat market and took its first flight on March 20, With 51 additional seats and 26 percent more revenue cargo volume than the , Boeing delivered the first Intercontinental to an undisclosed Boeing Business Jet customer on Feb.
Launch customer Lufthansa took delivery of the first airline Intercontinental April 25, On June 28, , Boeing delivered the 1,th to come off the production line to Frankfurt, Germany-based Lufthansa. The is the first wide-body airplane in history to reach the 1, milestone. Historical Snapshot. Technical Specifications. First flight Feb.
The historic Everett Factory. While it still existed the SST programme drained valuable resources, leaving Joseph Sutter , engineering chief of the project, grappling with a lack of company support. Nevertheless, he and his 4,member engineering department set out to develop a very large airplane suitable for both freight and passengers.
This group in turn became the core of the programme led by Malcolm Stamper, involving a staggering total of 50, people committed to developing the market, negotiating financing, training pilots, and safety testing each and every component. Boeing , interior mockup.
Boeing initially expected to sell only about four hundred passenger planes and designed them for easy conversion into cargo carriers. When the passenger seats are removed the fuselage can accommodate containers stacked two units wide, two units high and two or three ranks deep.
Boeing has since sold more than one and a half thousand s. Many, if not most of them, concerned weight reduction, how to balance the systems and components essential to safe, comfortable flight with the profit-eating expense of transporting their combined weight. No doubt one of the most heated debates concerned the basic shape of the fuselage.
This was mainly due to cues taken from ship design and the general idea that the passenger airplane was a flying ocean liner. Giant passenger ships are made larger by adding decks, and indeed this was the idea that Sutter started with, but as he continued to draft and design this model it began to present problems. In freight applications, for example, the height of the fuselage would make it difficult to load and unload containers.
In passenger applications, the height of the upper cabin would make completing an emergency evacuation within the required 90 seconds dangerous, if not impossible. They started to explore this novel concept and discovered that although it might be somewhat heavier, the spacious cabin would be much more comfortable for passengers. And loading freight into such a wide body would be much easier. The engineers realised that they would have to work hard to convince double-decker believers to accept this radical departure from the traditional approach, and that it was possible that after the first rumours of the wide-body solution started to circulate, Sutter could suddenly find himself replaced by someone willing to pursue the double-decker concept.
Fortunately, by that time he had gained sufficient authority to weather that conflict. With Boeing finally more or less behind him, the next, even more crucial, step was to gain the support of Juan Trippe.
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