Tag Archives: Boeing Aircraft Company

31 December 1938

Boeing Model 307 Stratoliner with all engines running, Boeing Field, Seattle, Washington, circa 1939. (San Diego Air & Space Museum Archives)

31 December 1938: Boeing Model 307 Stratoliner NX19901 made its first flight at Boeing Field, Seattle, Washington. The test pilot was Eddie Allen, with co-pilot Julius A. Barr.

The Model 307 was a four-engine commercial airliner that used the wings, tail surfaces, engines and landing gear of the production B-17B Flying Fortress heavy bomber. The fuselage was circular in cross section to allow for pressurization. It was the first pressurized airliner and because of its complexity, it was also the first airplane to include a flight engineer as a crew member.

Boeing 307 Stratoliner NX19901 with both propellers on right wing feathered. (Boeing)
Boeing 307 Stratoliner NX19901 with both propellers on right wing feathered. (Boeing)

The Associated Press news agency reported:

Test Of Big Craft Begins

     SEATTLE, Dec. 31—(AP)—The world’s first plane, designed for flying in the sub-stratosphere, the new Boeing “Stratoliner”, performed “admirably” in a 42-minute first test flight in the rain today.

     The big ship, with a wingspread of 107 feet, three inches, climbed to 4,000 feet, the ceiling, and cruised between here, Tacoma and Everett. Speed was held down to 175 miles an hour.

     “The control and stability and the way it handled were very nice,” Edmund T. Allen, pilot, said. “She performed admirably.”

     The 33-passenger ship was built to fly at altitudes of 20,000 feet.

     No more tests are planned until next week. The supercharging equipment for high altitude flights will be installed later.

Arizona Republic, Vol. IL, No. 228, Sunday, 1 January 1939, Page 2, Column 4

Boeing Model 307 Stratoliner NX19901 taking of at Boeing Field, Seattle, Washington. (San Diego Air & Space Museum Archives)

Giant ‘Stratoliner” Wheeled From Factory, On First Flight

SEATTLE, Dec. 31—(AP)—The newest thing in aviation—a giant, 33-passenger stratoliner named and built by Boeing Aircraft Company—met enthusiastic approval of its test pilot today after preliminary test runs.

     Scarcely 24 hours after it left the factory, the newest Boeing plane tested its wings yesterday. Test Pilot Edmund T. Allen taxied the plane along the ground, gunned it a bit and flew it in the air a short time at an altitude from 15 to 30 feet.

     Allen did not class the short hop as the ship’s maiden flight, which he said formally remained to be made, probably within a week.

     He said the big ship, minus general airplane characteristics, would not require any super-airports as the demonstration showed it would be able to take off and land at any ordinary-sized field.

     The stratoliner has four 1,100-horsepower motors which will enable it to cruise at an altitude of four miles at a speed of more than four miles a minute.

     Most unusual feature of the silver colored plane is the shape of the cabin, which bears a distinct resemblance to a metal dirigible. The cabin is circular throughout its length of 74 feet, four inches.

     The shape was adopted because of the necessity of sealing the cabin so passengers can enjoy low-level atmospheric conditions while soaring at high altitudes. The door, instead of opening outwards, is opened from the inside, so that the higher air pressure in the cabin will keep it sealed.

     The stratoliner’s wings compare in design with the Boeing flying fortresses but because of the larger cabin, the wing span is 107 feet, three inches, greater than that of the bombers, the new plane’s height is 17 feet, three inches.

     “Outside of scientific and engineering circles the substratosphere has been generally regarded as something far away and mystical, but now it is being brought ‘down to earth,’ C. L. Engtvedt, president of Boeing said.

     “The stratoliner will fly below the true stratosphere, but above the heavy air belt that brews surface weather conditions. Here we get most of the benefits of the stratosphere without getting into complex problems of flight in the extremely rare atmosphere and low temperature of the true stratosphere,” he said.

     Engtvedt predicted stratosphere type planes would lend a tremendous stimulus to the growth of air transportation.

     The first three stratoliners are being built for pan-American airways. Six more are in the course of construction for buyers whose identity has not been announced.

Eugene Register-Guard, Vol. 95, No. 1, January 1, 1939 at Page 3,  Columns 5 and 6

On March 18, 1939, during its 19th test flight, the Stratoliner went into a spin, then a dive. It suffered structural failure of the wings and horizontal stabilizer when the flight crew attempted to recover. NX19901 was destroyed and all ten persons aboard were killed.

Boeing 307 Stratoline NX19901. (Boeing)
Boeing Model 307 Stratoliner NX19901. (San Diego Air & Space Museum Archives)
Boeing 307 Stratoliner NX19901, right rear quarter. (San Diego Air & Space Museum Archives, Catalog #:01_00091289)
Boeing Model 307 Stratoliner NX19901. (San Diego Air and Space Museum Archive, Catalog # 01 00091288)
Boeing Model 307 Stratoliner NX19901. The engine cowlings have been removed. The inboard right engine is running. The arrangement of passenger windows differs on the right and left side of the fuselage. (San Diego Air & Space Museum Archives)

The Boeing Model 307 was operated by a crew of five and could carry 33 passengers. It was 74 feet, 4 inches (22.657 meters) long with a wingspan of 107 feet, 3 inches (32.690 meters) and overall height of 20 feet, 9½ inches (6.337 meters). The wings had 4½° dihedral and 3½° angle of incidence. The empty weight was 29,900 pounds (13,562.4 kilograms) and loaded weight was 45,000 pounds (20,411.7 kilograms).

The cockpit of a Boeing 307 Stratoliner, photographed 12 March 1940. (Boeing)
Cutaway illustration of a Boeing Model 307 Stratoliner. (NASM SI-89-4024)

The airliner was powered by four air-cooled, geared and supercharged, 1,823.129-cubic-inch-displacement (29.875 liter) Wright Cyclone 9 GR-1820-G102 9-cylinder radial engines with a compression ratio of 6.7:1, rated at 900 horsepower at 2,200 r.p.m., and 1,100 horsepower at 2,200 r.p.m. for takeoff. These drove three-bladed Hamilton-Standard Hydromatic propellers through a 0.6875:1 gear reduction in order to match the engine’s effective power range with the propellers. The GR-1820-G102 was 4 feet, 0.12 inches (1.222 meters) long, 4 feet, 7.10 inches (1.400 meters) in diameter, and weighed 1,275 pounds (578 kilograms).

Boeing Model 307 Stratoliners under construction. (SDASM Archives Catalog #: 00061653)

The maximum speed of the Model 307 was 241 miles per hour (388 kilometers per hour) at 6,000 feet (1,828.8 meters). Cruise speed was 215 miles per hour (346 kilometers per hour) at 10,000 feet (3,048 meters). The service ceiling was 23,300 feet (7,101.8 meters).

Boeing Model 307 Stratoliner NX19901 with all engines running. (San Diego Air and Space Museum Archive, Catalog # 01 00091291)
Boeing Model 307 Stratoliner NX19901 with all engines running. (San Diego Air & Space Museum Archives, Catalog #: 01_00091291)
A Transcontinental and Western Airlines (TWA) Boeing 307 Stratoliner with cabin attendants. (TWA)
A Transcontinental and Western Airlines (TWA) Boeing 307 Stratoliner with cabin attendants. (Trans World Airlines)

As a result of the crash of NX19901, production Stratoliners were fitted with a vertical fin similar to that of the B-17E Flying Fortress.

Pan American Airways’ Boeing 307 Stratoliner NC19903, photographed 18 March 1940. Note the new vertical fin. (Boeing via Goleta Air and Space Museum)

During World War II, TWA sold its Stratoliners to the United States government which designated them C-75 and placed them in transatlantic passenger service.

Boeing C-75 Stratoliner. (San Diego Air and Space Museum Archive, Catalog # 01 00091316)
Boeing C-75 Stratoliner “Comanche,” U.S. Army Air Corps serial number 42-88624, formerly TWA’s NC19905. (San Diego Air & Space Museum Archives, Catalog # 01_00091316)
Two TWA stewardesses with a Boeing 307 Stratoliner, circa 1950. (San Diego Air & Space Museum)

In 1944, the 307s were returned to TWA and they were sent back to Boeing for modification and overhaul. The wings, engines and tail surfaces were replaced with those from the more advanced B-17G Flying Fortress. The last one in service was retired in 1951.

Of the ten Stratoliners built for Pan Am and TWA, only one remains. Fully restored by Boeing, NC19903 is at the Stephen F. Udvar-Hazy Center of the Smithsonian Institution.

The only existing Boeing Model 307 Stratoliner, NC19903, Clipper Flying Cloud, at the Smithsonian Institution National Air and Space Museum, Steven F. Udvar-Hazy Center. (Photo by Dane Penland, National Air and Space Museum, Smithsonian Institution)
The only existing Boeing Model 307 Stratoliner, NC19903, Clipper Flying Cloud, at the Smithsonian Institution National Air and Space Museum, Steven F. Udvar-Hazy Center. (Photo by Dane Penland, National Air and Space Museum, Smithsonian Institution)
Boeing Model 307 Stratoliner NX19903 after upgrade, circa 1945. (Boeing)

© 2019, Bryan R. Swopes

12 December 1947

Boeing XB-47 Stratojet rollout. (Boeing)

12 December 1947: The Boeing XB-47 Stratojet was rolled out of its hangar for public display.

The Arizona Republic reported:

Boeing’s New Jet Bomber Is The Size of Superfort

     SEATTLE, Sept. 13—(AP) A new jet-propelled bomber, the size of a B-29 Superfortress and with sharply sweptback wings and tail surfaces will begin ground and taxiing tests soon.

     Whether the new Boeing XB-47 Stratojet, rolled out of its construction hangar for the first public display yesterday will near or attain speeds of jet fighter planes remains undisclosed. The army air forces and Boeing, showing the plane, made no mention of its expected speed, but streamlining was carried to the extreme.

     The sharply turned-back or inverted wings and tail surfaces appeared to be notable innovations in plane design. Four general Electric-built jet engines are mounted in pairs under the inboard sections of the wing, with another out near each wing tip.

     The wings are also “exceptionally thin,” a Boeing spokesman said, and the plane has a tandem type landing gear with small outrigger wheels. What was also described as 18 jet-assisted takeoff units studded the rear fuselage for added power. There was only one bomb bay, compared with the two on a B-29, but it was longer than those on a Superfortress.

     Compared with the B-29’s wing span of 141 feet and length of 99 feet, the XB-47’s wing span is approximately 116 feet and its length about 108 feet.

     Robert Robbins and Scott Osler, chosen as the plane’s test pilots a year ago, said it would be probably a month or more before it could take to the air. They said its initial flights would be “admittedly hazardous” but believe it will be an “outstanding airplane.”

     Blueprints used in planning the ship provides for two rocket motors near the tail, to be used for emergency bursts of power, experts said. It would be the first combat-type aircraft with such equipment.

     The Boeing company has turned out three other new-type planes this year. They were the new B-50, the successor to the Superfortress, the first 80-passenger Stratocruiser and the XL-15 Liaison plane, being built at the Wichita, Kan., plant.

     Several other jet bombers are under experiment for the army and the Consolidated Vultee XB-46, powered with four engine, and the North American XB-45, also a four-engine plane, have undergone trial flights.

The Arizona Republic, Vol. 58, No. 116, 14 September 1947, Page 12, Columns 1–3

Boeing XB-47 Stratojet -065. (U.S. Air Force) 061024-F-1234S-004

The first prototype, 46-065, was powered by six General Electric J35-GE-7 axial flow turbojet engines in four pods mounted on pylons below the wings. The J35 was a single-spool, axial-flow turbojet engine with an 11-stage compressor and single-stage turbine. The J35-GE-7 was rated at 3,750 pounds of thrust (16.68 kilonewtons) at 7,700 r.p.m. (static thrust, Sea Level). The engine was 14 feet, 0.0 inches (4.267 meters) long, 3 feet, 4.0 inches (1.016 meters) in diameter and weighed 2,400 pounds (1,089 kilograms). (The second prototype, 46-066, was completed with J47 engines. 46-065 was later retrofitted with these engines.)

The XB-47 prototype had a maximum speed of 502 knots (578 miles per hour/930 kilometers per hour/0.80 Mach) at 15,000 feet (4,572 meters). The combat speed was 462 knots (532 miles per hour/856 kilometers per hour/0.70 Mach) at 35,000 feet (10,668 meters). The prototype’s empty weight was 74,623 pounds (33,848 kilograms), while its maximum takeoff weight was 162,500 pounds (73,709 kilograms). It required a ground run of 11,900 feet (3,627 meters), or 4,800 feet (1,463 meters) with JATO assist. The bomber could climb at a rate of 3,650 feet per minute (18.5 meters per second) at Sea Level, at combat weight and maximum power. The service ceiling was 37,500 feet (11,430 meters). The XB-47 carried 9,957 gallons (37,691 liters) of fuel. The combat radius was 1,175 nautical miles (1,352 statute miles/2,176 kilometers) with a 10,000 pound (4,536 kilogram) bomb load.

Planned armament (though the XB-47s were delivered without it) consisted of two .50-caliber machine guns in a tail turret, with 1,200 rounds of ammunition, and 10,000 pounds (4,536 kilograms) of bombs.

Boeing XB-47 Stratojet 46-065, the first of two prototypes, on the ramp at Boeing Field, Seattle, 1 December 1947. (U.S. Air Force)

The Stratojet was one of the most influential aircraft designs of all time and its legacy can be seen in almost every jet airliner built since the 1950s: the swept wing with engines suspended on pylons, mounted forward of the leading edge.

2,032 B-47s were built by Boeing Wichita, Douglas Tulsa and Lockheed Marietta. They served the United States Air Force from 1951 to 1977.

The very last B-47 flight took place 18 June 1986 when B-47E-25-DT, serial number 52-166, was flown from the Naval Air Weapons Center China Lake to Castle Air Force Base to be placed on static display.

XB-47 45-065 stalled while landing at Larson Air Force Base, near Moses Lake, Washington, 18 August 1951. The crew of three escaped uninjured. The airplane was damaged beyond repair. The second prototype, XB-47 46-066, is in the collection of the Air Force Flight Test Museum, Edwards Air Force Base, California.

Boeing XB-47 Stratojet 46-065. (U.S. Air Force)

© 2023, Bryan R. Swopes

23 October 1959

American Airlines’ first Boeing 707-123 airliner, N7501A, is rolled out. (Boeing)

23 October 1959: American Airlines accepted delivery of its first jet airliner, Boeing 707-123 N7501A (serial number 17628, line number 7). The new airplane had made its first flight on 5 October. Christened Flagship Michigan, American Airlines advertised its new 707 as the “Astrojet.”

The Boeing 707 was developed from the earlier Model 367–80, the “Dash Eighty.” It is a four-engine jet transport with swept wings and tail surfaces. The leading edge of the wings are swept at a 35° angle. The airliner had a flight crew of four: pilot, co-pilot, navigator and flight engineer. The airliner could carry a maximum of 189 passengers.

The 707-123 was 145 feet, 1 inch (44.221 meters) long with a wing span of 130 feet, 10 inches (39.878 meters). The top of the vertical fin stood 42 feet, 5 inches (12.929 meters) high. The 707 pre-dated the ”wide-body” airliners, having a fuselage width of 12 feet, 4 inches (3.759 meters). The airliner’s empty weight is 122,533 pounds (55,580 kilograms). Maximum take off weight is 257,000 pounds (116,573 kilograms).

Boeing 707-123 N7501A, American Airlines Astrojet, Flagship Michigan, at Seattle. (American Airlines)

The first versions were powered by four Pratt & Whitney Turbo Wasp JT3C-6 turbojet engines, producing 11,200 pounds of thrust (49,820 kilonewtons), and 13,500 pounds (60.051 kilonewtons) with water injection. This engine was a civil variant of the military J57 series. It was a two-spool axial-flow turbojet engine with a 16-stage compressor and 2 stage turbine. The JT3C-6 was 11 feet, 6.6 inches (3.520 meters) long, 3 feet, 2.9 inches (0.988 meters) in diameter, and weighed 4,235 pounds (1,921 kilograms).

At MTOW, the 707 required 11,000 feet (3,353 meters) of runway to take off.

The 707-123 had a maximum speed of 540 knots (1,000 kilometers per hour). It’s range was 2,800 nautical miles (5,186 kilometers).

In 1961, N7501A was upgraded to the 707-123B standard. This included a change from the turbojet engines to quieter, more powerful and efficient Pratt & Whitney JT3D-1. The JT3D-1 was a dual-spool axial-flow turbofan engine, with a 2-stage fan section, 13-stage compressor (6 low- and 7 high-pressure stages), 8 combustion chambers and a 4-stage turbine (1 high- and 3 low-pressure stages). This engine was rated at 14,500 pounds of static thrust (64.499 kilonewtons) at Sea Level, and 17,000 pounds (75.620 kilonewtons), with water injection, for takeoff (2½ minute limit). Almost half of the engine’s thrust was produced by the fans. Maximum engine speed was 6,800 r.p.m. (N1) and 10,200 r.p.m. (N2). It was 11 feet, 4.64 inches (3.471 meters) long, 4 feet, 5.00 inches (1.346 meters) wide and 4 feet, 10.00 inches (1.422 meters) high. It weighed 4,165 pounds (1,889 kilograms). The JT3C could be converted to the JT3D configuration during overhaul.

The 707-123B wings were modified to incorporate changes introduced with the Boeing 720, and a longer tailplane installed.

N7501A was sold to Tigerair, Inc., 12 April 1978. It was then sold to Cyprus Airways in March 1979, and reregistered 5B-DAM. When landing at Bahrain International Airport, 19 August 1979, the airliner’s nose wheel collapsed and it was damaged beyond economical repair.

Boeing 707-123B 5B-DAM (s/n 17628) at Bahrain International Airport after sustaining damage when its nose wheel collapsed on landing, 19 August 1979. (Steve Fitzgerald/Wikimedia Commons)

The Boeing 707 was in production from 1958 to 1979. 1,010 were built. Production of 707 airframes continued at Renton until the final one was completed in April 1991.

© 2018, Bryan R. Swopes

16–17 August 1989

Qantas' Boeing 747-438 Longreach VH-OJA, Spirit of Australia. (Aero Icarus)
Qantas’ Boeing 747-438 Longreach VH-OJA, City of Canberra. (Aero Icarus)

16–17 August 1989: On its delivery flight, Qantas’ first Boeing 747-438 Longreach airliner, VH-OJA, City of Canberra, was flown by Captain David Massey-Green from London Heathrow Airport, England (IATA: LHR, ICAO: EGLL) to Sydney Kingsford Smith Airport, Australia (IATA: SYD, ICAO: YSSY), non-stop. Three other senior Qantas captains, Ray Heiniger, George Lindeman and Rob Greenop completed the flight deck crew. Boeing Training Captain Chet Chester was also aboard.

The distance flown by the new 747 was 17,039.00 kilometers (10,587.54 miles) at an average speed of 845.58 kilometers per hour (525.42 miles per hour). The flight’s duration was 20 hours, 9 minutes, 5 seconds. This set a new Fédération Aéronautique Internationale (FAI) World Record for Distance ¹ and World Record for Speed Over a Recognized Course.²

The crew of Qantas Flight 741. Front row, left to right: FSD David Cohen, FSD Mal Callender. Back row, left to right: Captain Ray Heiniger, Captain David Massey-Greene, Captain George Lindeman, Captain Rob Greenop.
The crew of Qantas Flight 7741. Front row, left to right: FSD David Cohen, FSD Mal Callender. Back row, left to right: Captain Ray Heiniger, Captain David Massey-Greene, Captain George Lindeman, Captain Rob Greenop. (Qantas)
Boeing 747-438 Longreach VH-OJA, City of Canberra at Sydney, Australia, August 1989. The motto, WE FLY FURTHER has been painted on the fuselage in recognition of the new airliner's distance record. (John McHarg)
Boeing 747-438 Longreach VH-OJA, City of Canberra, at Sydney, Australia, August 1989. The motto, WE GO FURTHER has been painted on the fuselage in recognition of the new airliner’s distance record. (John McHarg)

VH-OJA was the first of four Boeing 747-400 airliners ordered by Qantas more than two years earlier. The company named these “Longreach” both to emphasize their very long range capabilities, but also as a commemoration of the first scheduled passenger flight of the Queensland and Northern Territories Aerial Services Ltd. at Longreach, Queensland, 2 November 1922. Qantas named the new airliner City of Canberra. The new 747, the twelfth -400 built, with U.S. registration N6064P, it made its first flight at Seattle with Boeing’s test pilots on 3 July 1989. It was turned over to Qantas on 9 August.

Planning for the record setting flight began almost as soon as the airplane had been ordered. Although the airplane was complete and ready to enter passenger service on arrival at Sydney, certain special arrangements were made. Shell Germany refined 60,000 gallons (227,000 liters) of a special high-density jet fuel and delivered it to Heathrow. Rolls-Royce, manufacturer of the RB211-524G high-bypass turbofan engines, had agreed to specially select four engines to be installed on VH-OJA at the Boeing plant at Everett, Washington.

On the morning of the flight, City of Canberra was towed to the Hold Short position for Runway 28 Right (28R) so as not to use any of the precious fuel while taxiing from the terminal. Once there, its fuel tanks were filled to overflow. The airport fire department stood by as the excess fuel ran out of the tank vents. In the passenger cabin were two Flight Service Directors, FSD David Cohen and FSD Mal Callender, and eighteen passengers including senior executives from Qantas, Boeing, Shell as well as representatives of the Australian news media. The flight crew planned the engine start to allow for the mandatory three-minute warm-up and at approximately 0840 local, called the Tower, using the call sign Qantas 7441, and said that they were ready for takeoff.

A Qantas Boeing 747-438 Longreach, VH-OJU, Lord Howe Island, leaves contrails across the sky. (Unattributed)

After climbing to altitude they began the cruise portion of the flight at Flight Level 330 (33,000 feet or 10,058 meters). As fuel was burned off the airliner gradually climbed higher for more efficiency, eventually reaching a maximum altitude of 45,100 feet (13,746.5 meters) by the time they had reached the west coast of Australia.

QF7441 touched down at Sydney Airport at 2:19 p.m, local time (0419 UTC).

City of Canberra, Qantas' first Boeing 747-400-series airliner, touches down at Sydney Airport, 2:19 p.m., local, 17 August 1989. (Qantas Heritage Collection)
City of Canberra, Qantas’ first Boeing 747-400-series airliner, registered VH-OJA, touches down at Sydney Airport, 2:19 p.m., local, 17 August 1989. (Qantas Heritage Collection) 

For a more detailed description of this flight and its planning, see John McHarg’s article, “The Delivery Flight of Qantas Boeing 747-438 VH-OJA” at:


City of Canberra, VH-OJA, remained in Qantas service until 8 March 2015. The airliner was withdrawn from service and donated to the Historical Aircraft Restoration Society Museum at Illawara Regional Airport (YWOL), New South Wales. Its distance record stood until 10 November 1995 when another Boeing airliner, a 777-200LR with Captain Suzanna Darcy-Henneman in command, set a new distance record.

Qantas' Boeing 747-438 Longreach VH-OJA, City of Canberra, on takeoff, 2011. (Aero icarus)
Qantas’ Boeing 747-438 Longreach VH-OJA, City of Canberra, on takeoff from Sydney, 1999. (Aero Icarus)

The Boeing 747-400 airliner can carry between 416 and 660 passengers, depending on configuration. It is 231 feet, 10 inches (70.6 meters) long with a wingspan of 211 feet, 5 inches (64.4 meters) and overall height of 63 feet, 8 inches (19.4 meters). Empty weight is 394,100 pounds (178,800 kilograms). Maximum takeoff weight (MTOW) is 875,000 pounds (396,890 kilograms). While the prototype was powered by four Pratt and Whitney PW4056 turbofan engines, production airplanes could be ordered with PW4062, General Electric CF6 or Rolls-Royce RB211 engines, providing thrust ranging from 59,500 to 63,300 pounds. The –400 has a cruise speed of 0.85 Mach (567 miles per hour, 912 kilometers per hour) and maximum speed of 0.92 Mach (614 miles per hour, 988 kilometers hour). Maximum range at maximum payload weight is 7,260 nautical miles (13,450 kilometers).

Quantas’ Boeing 747-400 VH-OJA, City of Canberra, final landing at Illawarra Regional Airport, New South Wales, Australia, 15 March 2015. (YSSYguy/Wikipedia)

¹ FAI Record File Number 2201: Distance, 17 039.00 km

² FAI Record File Number 2202: Speed over a recognised course, 845.58 km/h

© 2018, Bryan R. Swopes

15 July 1916

The first Boeing Model 1, the very first Boeing airplane, at Duwamish River site, near Seattle, Washington, 1916. (Boeing)
The first Boeing Model 1, the very first Boeing airplane, at Duwamish River site, near Seattle, Washington, 1916. (Boeing)

15 July 1916: Timber merchant William Edward Boeing (1881–1956) incorporated the Pacific Aero Products Company, to manufacture airplanes. The factory was a former boat house on the Duwamish River near Seattle Washington. The first aircraft produced was the Boeing Model 1, a single-engine, float-equipped biplane. Less than a year later, the company name was changed to Boeing Airplane Company.

The original Boeing factory has been relocated to the Museum of Flight. (Boeing)
The original Boeing factory has been relocated to the Museum of Flight. (Boeing)

For over 100 years, Boeing has produced commercial and military aircraft. Today, The Boeing Company is the world’s leading aerospace corporation. It employs 159,469 people. Its 2017 revenues were $93,390,000,000. Boeing received orders  for 912 commercial aircraft in 2017, valued at $134,800,000,000. The company’s backlog for commercial airplanes is 5,864. On the military side, the U.S. Army has ordered 268 AH-64 Apache attack helicopters. The company has contracts for 17 P-8A Poseidon maritime patrol aircraft, and is expected to deliver 18 KC-46 tankers in 2018. It has foreign contracts for 36 F-15 Eagles and 28 F-18 Super Hornets.

William Edward Boeing (1881–1956)

Boeing recently unveiled its new 787–10 Dreamliner:

© 2018, Bryan R. Swopes