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Boeing: Boeing Aircraft
built 658 days ago
In 1933 the revolutionary Boeing 247 was introduced, the first truly modern airliner. It was much faster, safer, and easier to fly than other passenger aircraft. For example, it was the first twin engine passenger aircraft that could fly on one engine. In an era of unreliable engines, this vastly improved flight safety. Boeing built the first sixty aircraft exclusively for its own airline operations. This badly hurt competing airlines, and was typical of the anti-competitive corporate behavior that the US government sought to prohibit at the time.
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After a long and distinguished career, the Boeing 367-80 was finally retired and donated to the Smithsonian in 1972. The aircraft was on loan back to the Boeing Company where it was carefully restored for installation at the National Air and Space Museum's new Steven F. Udvar-Hazy Center.
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Boeing has actively marketed the C-17 to many European nations including Belgium, Germany, France, Italy, Spain and the United Kingdom. Of these, the UK was always seen as the most likely customer given its increasingly expeditionary military strategy and global commitments. The Royal Air Force has established an aim of having interoperability and some weapons and capabilities commonality with the United States Air Force. The UK's 1998 Strategic Defence Review identified a requirement for a strategic airlifter. The Short-Term Strategic Airlift (STSA) competition commenced in September of that year... tendering was canceled in August 1999 with some bids identified by ministers as too expensive (including the Boeing/BAe C-17 bid) and others unsuitable.[23] The project continued, with the C-17 seen as the favorite.[23] The UK Defence Secretary, Geoff Hoon, announced in May 2000 that the RAF would lease four C-17s at an annual cost of £100 million[22] from Boeing for an initial seven years with an optional two year extension. At this point the RAF would have the option to buy the aircraft or return them to Boeing.
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In 1978 Boeing started development of two new passenger jet models--the 757 and the wide-body 767--intended to take the company into the 21st century. The 767 made its first flight in 1981 while the 757 did likewise one year later. Utilizing advanced technology and improved engines, these jetliners were Boeing's response to McDonnell Douglas's MD series and the European Airbus consortium's 300 series. They ... were more fuel-efficient than previous models, in response to the oil shortages of the 1970s, and quieter--the latter a nod to growing concern over aircraft noise. For airlines, the 757 and 767 also had added benefits: they required smaller crews and their shared design led the Federal Aviation Administration to declare in 1983 that any pilot qualified to fly one model was automatically qualified to fly the other. Besides the 757 and 767, Boeing offered an updated 737 for the shorter-range rural 'puddle-jumper' market and modified 747s capable of greater range and passenger capacity.
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With these aircraft, Boeing became recognized as the leading designer of military aircraft and received in 1923 a Navy order for a trainer—the Model 21, or NB-1 and NB-2. The company delivered 70 Model 21s in 1924 and 1925. Early in 1928, Boeing ... built and delivered 586 of two new fighter biplanes, the P-12 and the F4B, to the military. These planes used bolted aluminum tubing rather than welded steel tubing as in earlier models. The fuselages of later versions had aluminum coverings rather than fabric or wood. The model designed for the Navy could land on an aircraft carrier.
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Boeing selected two engine types, the General Electric GEnx and Rolls-Royce Trent 1000, to power the 787, both placed in pods. Significantly, this leaves Pratt & Whitney, which normally has an entrant in the market, unable to offer one of its engines to 787 customers. According to UTC CEO George David, Pratt & Whitney "couldn't make the business case work for that engine."[16] Also, according to industry sources, Boeing may have wished to rely on evolved versions of existing engines rather than the higher-risk option of an all new engine from Pratt & Whitney. For the first time in commercial aviation, both engine types will have a standard interface with the aircraft, allowing any 787 to be fitted with either a GE or Rolls-Royce engine at any time. Engine interchangeability makes the 787 a more flexible asset to airlines, allowing them to change easily from one manufacturer's engine to the other's if required.[5] The engine market for the 787 is estimated at US$40 billion over the next 25 years. The launch engine for all three current 787 variants is the Rolls-Royce Trent 1000.
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