Although 'Air Force One' can describe any Air Force aircraft carrying the President, it is now standard practice to use the term to refer to specific planes equipped to transport the Commander-in-Chief.
The President of the United States must be ready to travel anywhere in the world on a moment’s notice. Fortunately, modern Presidents have access to a variety of transportation options — including flying aboard Air Force One.
Technically, Air Force One is used to describe any Air Force aircraft carrying the President — but since the middle of the 20th century, it has been standard practice to refer to specific planes that are equipped to transport the Commander-in-Chief. Today, this name refers to one of two highly customized Boeing 747-200B series aircraft, which carry the tail codes 28000 and 29000. The Air Force designation for the aircraft is VC-25A.
Air Force One is one of the most recognizable symbols of the presidency, spawning countless references not just in American culture but across the world. Emblazoned with the words "United States of America," the American flag, and the Seal of the President of the United States, it is an undeniable presence wherever it flies.
Capable of refueling midair, Air Force One has unlimited range and can carry the President wherever he needs to travel. The onboard electronics are hardened to protect against an electromagnetic pulse, and Air Force One is equipped with advanced secure communications equipment, allowing the aircraft to function as a mobile command center in the event of an attack on the United States.
Inside, the President and his travel companions enjoy 4,000 square feet of floor space on three levels, including an extensive suite for the President that features a large office, lavatory, and conference room. Air Force One includes a medical suite that can function as an operating room, and a doctor is permanently on board. The plane’s two food preparation galleys can feed 100 people at a time.
Air Force One also has quarters for those who accompany the President, including senior advisors, Secret Service officers, traveling press, and other guests. Several cargo planes typically fly ahead of Air Force One to provide the President with services needed in remote locations.
Air Force One is maintained and operated by the Presidential Airlift Group, part of the White House Military Office. The Airlift Group was founded in 1944 as the Presidential Pilot Office at the direction of President Franklin D. Roosevelt. For the next 15 years, various propeller-driven aircraft served the President, until President Dwight D. Eisenhower flew to Europe aboard VC-137A, a Boeing 707 Stratoliner, in August 1959.
In 1962, President John F. Kennedy became the first President to fly in a jet specifically built for presidential use – a modified Boeing 707. Over the years, several other jet aircraft have been used, with the first of the current aircraft being delivered in 1990 during the administration of President George H. W. Bush.
Capabilities and Features - Current Presidential Airplane (Boeing 747-200)
Today, the chief executive flies aboard a specially configured 747-200B, the newest and largest presidential airplane. Its capabilities include:
- Longer range for presidential travel
- Aerial refueling
- Self-sufficiency at airports around the world
The "flying Oval Office" has 4,000 square feet of interior floor space. Among its accommodations are:
- Conference/dining room
- Quarters for the president and the first lady
- An office area for senior staff members
- Another office that converts into a medical facility when necessary
- Work and rest areas for the presidential staff, media representatives and Air Force crews
- Two galleys that can provide 100 meals at one sitting
- Multi-frequency radios for air-to-air, air-to-ground and satellite communications
- Principal differences between Air Force One and the standard Boeing 747 include state-of-the-art navigation, electronic and communications equipment; its interior configuration and furnishings; self-contained baggage loader; and front and aft air-stairs.
747-200/ 747-8 Comparison
Technical Specifications - Current Presidential Airplane (Boeing 747-200)
Crew
| Crew | 26 (passenger/crew capacity: 102) | ||
| Model | 747-200B | ||
| Engines | General Electric CF6-80C2B1 | ||
| Thrust rating | 56,700 pounds, each engine (252 kn) | ||
| Long-range mission takeoff gross weight | 833,000 pounds (377,842 kg) | ||
| Maximum zero fuel weight | 526,500 pounds (238,800 kg) | ||
| Design mission zero fuel weight | 46,000 pounds (20,865 kg) | ||
| Maximum landing weight | 630,000 pounds (285,763 kg) | ||
| Fuel capacity | 53,611 gallons (203,129 L) | ||
| Range | 7,800 statute miles | ||
| Wing span | 195 feet, 8 inches (59.64 m) | ||
| Length | 231 feet, 10 inches (70.66 m) | ||
| Height | 63 feet, 5 inches (19.33 m) | ||
| Service ceiling | 45,100 feet (13.747 m) |
Presidential Aircraft History
For more information on the history of these presidential aircraft click on the images.
In 1938, the Douglas Aircraft Co. decided to produce a four-engine transport about twice the size of the DC-3. It developed the single DC-4E to carry 42 passengers by day or 30 by night. The DC-4E had complete sleeping accommodations, including a private bridal room.
It proved too expensive to maintain, so airlines agreed to suspend
development in favor of the less complex DC-4, which was not put into
commercial service until 1946. Its military derivative was the C-54
”Skymaster” transport, ordered by the U.S. Army Air Forces in 1942.
Douglas built 1,241 of the DC-4s and its military counterparts, including the R5D for the Navy. During the war, C-54s flew a million miles a month over the rugged North Atlantic — more than 20 roundtrips a day. A special VC-54C, nicknamed the ”Sacred Cow” by the White House press corps, became the first presidential aircraft, ordered for Franklin D. Roosevelt.
After World War II, commercial airlines placed more than 300 civilian DC-4 transports into service, these DC-4s, along with C-54s converted for civil use, carried more passengers than any other four-engine transport. Some were still flying through 2014.
Model 314 Clipper Flying Boat
Historical Snapshot
As airplane travel became popular during the
mid-1930s, passengers wanted to fly across the ocean, so Pan American
Airlines asked for a long-range, four-engine flying boat. In response,
Boeing developed the Model 314, nicknamed the “Clipper” after the great
oceangoing sailing ships.
The Clipper used the wings and engine nacelles of the giant Boeing XB-15
bomber on the flying boat’s towering, whale-shaped body. The
installation of new Wright 1,500 horsepower Double Cyclone engines
eliminated the lack of power that handicapped the XB-15. With a nose
similar to that of the modern 747, the Clipper was the “jumbo” airplane
of its time.
The Model 314 had a 3,500-mile range and made the first scheduled trans-Atlantic flight June 28, 1939. By the year’s end, Clippers were routinely flying across the Pacific. Clipper passengers looked down at the sea from large windows and enjoyed the comforts of dressing rooms, a dining salon that could be turned into a lounge and a bridal suite. The Clipper’s 74 seats converted into 40 bunks for overnight travelers. Four-star hotels catered gourmet meals served from its galley.
Boeing built 12 Model 314s between 1938 and 1941. At the outbreak of World War II, the Clipper was drafted into service to ferry materials and personnel. Few other aircraft of the day could meet the wartime distance and load requirements. President Franklin D. Roosevelt traveled by Boeing Clipper to meet with Winston Churchill at the Casablanca conference in 1943. On the way home, President Roosevelt celebrated his birthday in the flying boat’s dining room.
The Clipper used the wings and engine nacelles of the giant Boeing XB-15
bomber on the flying boat’s towering, whale-shaped body. The
installation of new Wright 1,500 horsepower Double Cyclone engines
eliminated the lack of power that handicapped the XB-15. With a nose
similar to that of the modern 747, the Clipper was the “jumbo” airplane
of its time.The Model 314 had a 3,500-mile range and made the first scheduled trans-Atlantic flight June 28, 1939. By the year’s end, Clippers were routinely flying across the Pacific. Clipper passengers looked down at the sea from large windows and enjoyed the comforts of dressing rooms, a dining salon that could be turned into a lounge and a bridal suite. The Clipper’s 74 seats converted into 40 bunks for overnight travelers. Four-star hotels catered gourmet meals served from its galley.
Boeing built 12 Model 314s between 1938 and 1941. At the outbreak of World War II, the Clipper was drafted into service to ferry materials and personnel. Few other aircraft of the day could meet the wartime distance and load requirements. President Franklin D. Roosevelt traveled by Boeing Clipper to meet with Winston Churchill at the Casablanca conference in 1943. On the way home, President Roosevelt celebrated his birthday in the flying boat’s dining room.
Technical Specifications
| First flight | June 7, 1938 |
| Model number | 314A |
| Classification | Commercial transport |
| Span | 152 feet |
| Length | 106 feet |
| Gross weight | 84,000 pounds |
| Top speed | 199 mph |
| Cruising speed | 184 mph |
| Range | 5,200 miles |
| Ceiling | 19,600 feet |
| Power | Four 1,600-horsepower Wright Twin Cyclone engines |
| Accommodation | 10 crew, 74 passengers |
DC-4/C-54 Skymaster Transport
Historical Snapshot
In 1938, the Douglas Aircraft Co. decided to produce a four-engine transport about twice the size of the DC-3. It developed the single DC-4E to carry 42 passengers by day or 30 by night. The DC-4E had complete sleeping accommodations, including a private bridal room.
It proved too expensive to maintain, so airlines agreed to suspend
development in favor of the less complex DC-4, which was not put into
commercial service until 1946. Its military derivative was the C-54
”Skymaster” transport, ordered by the U.S. Army Air Forces in 1942.Douglas built 1,241 of the DC-4s and its military counterparts, including the R5D for the Navy. During the war, C-54s flew a million miles a month over the rugged North Atlantic — more than 20 roundtrips a day. A special VC-54C, nicknamed the ”Sacred Cow” by the White House press corps, became the first presidential aircraft, ordered for Franklin D. Roosevelt.
After World War II, commercial airlines placed more than 300 civilian DC-4 transports into service, these DC-4s, along with C-54s converted for civil use, carried more passengers than any other four-engine transport. Some were still flying through 2014.
Technical Specifications
| First flight | Feb. 14, 1942 |
| Wingspan | 117 feet 6 inches |
| Length | 93 feet 5 inches |
| Height | 27 feet 7 inches |
| Operating altitude | 10,000 feet |
| Range | 4,200 miles |
| Weight | 82,500 pounds |
| Power plant | Four 1,450 horsepower Pratt & Whitney R-2000 “Twin-Wasp” engines |
| Speed | 207 mph |
| Accommodation | 44 to 80 passengers |
DC-6/C-118A Liftmaster Transport
Historical Snapshot
The Douglas DC-6 was one of the first airplanes to
fly a regularly scheduled around-the-world route. With its higher
performance, increased accommodation, greater payload and pressurized
cabin, it was a natural evolution of the DC-4.
Although the DC-6 had the same wingspan as the DC-4, its engines helped it fly 90 mph (145 kph) faster than the DC-4, carry 3,000 pounds (1350 kilograms) more payload and fly 850 miles (1368 kilometers) farther. The DC-6 could maintain the cabin pressure of 5,000 feet (1524 kilometers) while flying at 20,000 feet (6096 meters).
American Airlines and United Airlines ordered the commercial DC-6 in
1946, and Pan American Airways used the DC-6 to start tourist-class
service across the North Atlantic. The 29th DC-6 was ordered by the U.S,
Air Force, adapted as the presidential aircraft and designated the
VC-118. It was delivered on July 1, 1947, and named The Independence after President Harry Truman’s hometown, Independence, Mo.
The larger, all-cargo DC-6A first flew Sept. 29, 1949; the larger capacity DC-6B, which could seat up 102 people, first flew Feb. 10, 1951. After the Korean War broke out in 1951, the military ordered DC-6As modified as either C-118A Liftmaster personnel carriers, as the Navy’s R6D transports or as MC-118As for aeromedical evacuation. Between 1947 and 1959, Douglas built a total of 704 DC-6s, 167 of them military versions.
By the end of the twentieth century, DC-6 airplanes were still flying around the world.
Although the DC-6 had the same wingspan as the DC-4, its engines helped it fly 90 mph (145 kph) faster than the DC-4, carry 3,000 pounds (1350 kilograms) more payload and fly 850 miles (1368 kilometers) farther. The DC-6 could maintain the cabin pressure of 5,000 feet (1524 kilometers) while flying at 20,000 feet (6096 meters).
American Airlines and United Airlines ordered the commercial DC-6 in
1946, and Pan American Airways used the DC-6 to start tourist-class
service across the North Atlantic. The 29th DC-6 was ordered by the U.S,
Air Force, adapted as the presidential aircraft and designated the
VC-118. It was delivered on July 1, 1947, and named The Independence after President Harry Truman’s hometown, Independence, Mo.The larger, all-cargo DC-6A first flew Sept. 29, 1949; the larger capacity DC-6B, which could seat up 102 people, first flew Feb. 10, 1951. After the Korean War broke out in 1951, the military ordered DC-6As modified as either C-118A Liftmaster personnel carriers, as the Navy’s R6D transports or as MC-118As for aeromedical evacuation. Between 1947 and 1959, Douglas built a total of 704 DC-6s, 167 of them military versions.
By the end of the twentieth century, DC-6 airplanes were still flying around the world.
Technical Specifications
| First flight | Feb. 15, 1946 |
| Model number | DC-6 |
| Span | 117 feet 6 inches |
| Length | 100 feet 7 inches |
| Height | 28 feet 5 inches |
| Power | Four 2,400-horsepower Pratt & Whitney R2800CB engines |
| Weight | 107,000 pounds |
| Operating altitude | 28,000 feet |
| Range | 2,990 miles |
| Speed | 308 mph |
| Accommodation | 3 crew, 52 to 102 passengers |
707/720 Commercial Transport
Historical Snapshot
After World War II, the British paved the way for
commercial jets with the de Havilland Comet. Tragically, structural
problems that led to catastrophic accidents grounded the Comet — and
enthusiasm for the commercial jet.
Boeing Company President William Allen and his management are said to have “ bet the company” on a vision that the future of commercial aviation was jets. In 1952, the Boeing board gave the go-ahead to commit 16 million dollars of the company’s own money to building the pioneering 367-80, nicknamed the “Dash 80.” That then-huge amount represented nearly all the profit the company had made since the end of the World War II.
They set out to counter public nervousness. The Boeing strategy was
to use the Dash 80 prototype for press and customer flights and an
advertising campaign that was directed at the public, stressing the
comfort and safety of jet air travel.
The campaign also included a film shown to airline customers titled “Operation Guillotine.” The film of a Boeing test showed a conventional, fully pressurized airplane fuselage being pierced by two metal blades, resulting in a catastrophic failure and disintegration of the structure. Next, the 707 fuselage was put to the same test; this time, five blades pierced the pressurized fuselage, resulting in wisps of air escaping from the punctures — but no cracks and no structural failure.
The Dash 80 prototype led to the commercial 707 and the military KC-135 tanker. Both planes shared the basic design of the Dash 80 but were very different airplanes, neither one being a derivative of the other. One great difference was in the width and length of the fuselage. Airlines wanted the 707 fuselage to be 4 inches (2.5 centimeters) wider than the tanker’s. Its width and the 100-foot length (30.5-meter) made it the largest passenger cabin in the air. Placement of its more than 100 windows allowed airlines to rearrange seats. Location of passenger doors on the left side, at the front and at the rear of the cabin, became standard for subsequent Boeing jets. The exteriors of the 707 and its competitor, the DC-8, were almost identical, but the 707 wing had more sweepback, so it could fly about 20 mph (32 kph) faster.
In just two years, the 707 would help change the way the world traveled. Travel by air eclipsed travel by rail and sea. The dawn of a new era in travel helped to make the terms “Boeing” and “707” fashionable. Requests poured into Boeing for rights to use “707” for naming products. Jantzen swimwear titled its 1957 collection “the 707.”
To take market share away from its strong competitor the Douglas DC-8, Boeing custom-designed 707 variants for different customers. Boeing, for example, made special long-range models for Qantas Airways of Australia and installed larger engines for Braniff’s high-altitude South American routes. Costs of such customizing were high, so with every version of the 707, the financial risk increased. After much effort, sales of the 707 picked up. The risk taking paid off, and the 707 outpaced the DC-8 in sales.
Although the 707s were intended as medium-range transports, they were soon flying across the Atlantic Ocean and across the continent. Boeing delivered 856 Model 707s in all versions between 1957 and 1994; of these, 725, delivered between 1957 and 1978, were for commercial use.
The 707 was designated the 720 when it was modified for short- to medium-range routes and for use on shorter runways. Engineers reduced the fuselage length by 9 feet (2.7 meters), changed the leading edge flaps and later installed turbofan engines. Boeing built 154 720s between 1959 and 1967. Its short- to medium-range role was later filled by 727s and 737s.
Boeing Company President William Allen and his management are said to have “ bet the company” on a vision that the future of commercial aviation was jets. In 1952, the Boeing board gave the go-ahead to commit 16 million dollars of the company’s own money to building the pioneering 367-80, nicknamed the “Dash 80.” That then-huge amount represented nearly all the profit the company had made since the end of the World War II.
They set out to counter public nervousness. The Boeing strategy was
to use the Dash 80 prototype for press and customer flights and an
advertising campaign that was directed at the public, stressing the
comfort and safety of jet air travel.The campaign also included a film shown to airline customers titled “Operation Guillotine.” The film of a Boeing test showed a conventional, fully pressurized airplane fuselage being pierced by two metal blades, resulting in a catastrophic failure and disintegration of the structure. Next, the 707 fuselage was put to the same test; this time, five blades pierced the pressurized fuselage, resulting in wisps of air escaping from the punctures — but no cracks and no structural failure.
The Dash 80 prototype led to the commercial 707 and the military KC-135 tanker. Both planes shared the basic design of the Dash 80 but were very different airplanes, neither one being a derivative of the other. One great difference was in the width and length of the fuselage. Airlines wanted the 707 fuselage to be 4 inches (2.5 centimeters) wider than the tanker’s. Its width and the 100-foot length (30.5-meter) made it the largest passenger cabin in the air. Placement of its more than 100 windows allowed airlines to rearrange seats. Location of passenger doors on the left side, at the front and at the rear of the cabin, became standard for subsequent Boeing jets. The exteriors of the 707 and its competitor, the DC-8, were almost identical, but the 707 wing had more sweepback, so it could fly about 20 mph (32 kph) faster.
In just two years, the 707 would help change the way the world traveled. Travel by air eclipsed travel by rail and sea. The dawn of a new era in travel helped to make the terms “Boeing” and “707” fashionable. Requests poured into Boeing for rights to use “707” for naming products. Jantzen swimwear titled its 1957 collection “the 707.”
To take market share away from its strong competitor the Douglas DC-8, Boeing custom-designed 707 variants for different customers. Boeing, for example, made special long-range models for Qantas Airways of Australia and installed larger engines for Braniff’s high-altitude South American routes. Costs of such customizing were high, so with every version of the 707, the financial risk increased. After much effort, sales of the 707 picked up. The risk taking paid off, and the 707 outpaced the DC-8 in sales.
Although the 707s were intended as medium-range transports, they were soon flying across the Atlantic Ocean and across the continent. Boeing delivered 856 Model 707s in all versions between 1957 and 1994; of these, 725, delivered between 1957 and 1978, were for commercial use.
The 707 was designated the 720 when it was modified for short- to medium-range routes and for use on shorter runways. Engineers reduced the fuselage length by 9 feet (2.7 meters), changed the leading edge flaps and later installed turbofan engines. Boeing built 154 720s between 1959 and 1967. Its short- to medium-range role was later filled by 727s and 737s.
Technical Specifications
| First flight | Dec. 20, 1957 |
| Model number | 707-120 |
| Classification | Commercial transport |
| Span | 130 feet 10 inches |
| Length | 144 feet 6 inches |
| Gross weight | 248,000 pounds |
| Cruising speed | 600 mph |
| Range | 3,000 miles |
| Ceiling | 41,000 feet |
| Power | Four 13,500-pound-thrust P&W JT3C-6 turbojet engines |
| Accommodation | Up to 181 passengers |
707/720 Commercial Transport
Historical Snapshot
After World War II, the British paved the way for
commercial jets with the de Havilland Comet. Tragically, structural
problems that led to catastrophic accidents grounded the Comet — and
enthusiasm for the commercial jet.
Boeing Company President William Allen and his management are said to have “ bet the company” on a vision that the future of commercial aviation was jets. In 1952, the Boeing board gave the go-ahead to commit 16 million dollars of the company’s own money to building the pioneering 367-80, nicknamed the “Dash 80.” That then-huge amount represented nearly all the profit the company had made since the end of the World War II.
They set out to counter public nervousness. The Boeing strategy was
to use the Dash 80 prototype for press and customer flights and an
advertising campaign that was directed at the public, stressing the
comfort and safety of jet air travel.
The campaign also included a film shown to airline customers titled “Operation Guillotine.” The film of a Boeing test showed a conventional, fully pressurized airplane fuselage being pierced by two metal blades, resulting in a catastrophic failure and disintegration of the structure. Next, the 707 fuselage was put to the same test; this time, five blades pierced the pressurized fuselage, resulting in wisps of air escaping from the punctures — but no cracks and no structural failure.
The Dash 80 prototype led to the commercial 707 and the military KC-135 tanker. Both planes shared the basic design of the Dash 80 but were very different airplanes, neither one being a derivative of the other. One great difference was in the width and length of the fuselage. Airlines wanted the 707 fuselage to be 4 inches (2.5 centimeters) wider than the tanker’s. Its width and the 100-foot length (30.5-meter) made it the largest passenger cabin in the air. Placement of its more than 100 windows allowed airlines to rearrange seats. Location of passenger doors on the left side, at the front and at the rear of the cabin, became standard for subsequent Boeing jets. The exteriors of the 707 and its competitor, the DC-8, were almost identical, but the 707 wing had more sweepback, so it could fly about 20 mph (32 kph) faster.
In just two years, the 707 would help change the way the world traveled. Travel by air eclipsed travel by rail and sea. The dawn of a new era in travel helped to make the terms “Boeing” and “707” fashionable. Requests poured into Boeing for rights to use “707” for naming products. Jantzen swimwear titled its 1957 collection “the 707.”
To take market share away from its strong competitor the Douglas DC-8, Boeing custom-designed 707 variants for different customers. Boeing, for example, made special long-range models for Qantas Airways of Australia and installed larger engines for Braniff’s high-altitude South American routes. Costs of such customizing were high, so with every version of the 707, the financial risk increased. After much effort, sales of the 707 picked up. The risk taking paid off, and the 707 outpaced the DC-8 in sales.
Although the 707s were intended as medium-range transports, they were soon flying across the Atlantic Ocean and across the continent. Boeing delivered 856 Model 707s in all versions between 1957 and 1994; of these, 725, delivered between 1957 and 1978, were for commercial use.
The 707 was designated the 720 when it was modified for short- to medium-range routes and for use on shorter runways. Engineers reduced the fuselage length by 9 feet (2.7 meters), changed the leading edge flaps and later installed turbofan engines. Boeing built 154 720s between 1959 and 1967. Its short- to medium-range role was later filled by 727s and 737s.
Boeing Company President William Allen and his management are said to have “ bet the company” on a vision that the future of commercial aviation was jets. In 1952, the Boeing board gave the go-ahead to commit 16 million dollars of the company’s own money to building the pioneering 367-80, nicknamed the “Dash 80.” That then-huge amount represented nearly all the profit the company had made since the end of the World War II.
They set out to counter public nervousness. The Boeing strategy was
to use the Dash 80 prototype for press and customer flights and an
advertising campaign that was directed at the public, stressing the
comfort and safety of jet air travel.The campaign also included a film shown to airline customers titled “Operation Guillotine.” The film of a Boeing test showed a conventional, fully pressurized airplane fuselage being pierced by two metal blades, resulting in a catastrophic failure and disintegration of the structure. Next, the 707 fuselage was put to the same test; this time, five blades pierced the pressurized fuselage, resulting in wisps of air escaping from the punctures — but no cracks and no structural failure.
The Dash 80 prototype led to the commercial 707 and the military KC-135 tanker. Both planes shared the basic design of the Dash 80 but were very different airplanes, neither one being a derivative of the other. One great difference was in the width and length of the fuselage. Airlines wanted the 707 fuselage to be 4 inches (2.5 centimeters) wider than the tanker’s. Its width and the 100-foot length (30.5-meter) made it the largest passenger cabin in the air. Placement of its more than 100 windows allowed airlines to rearrange seats. Location of passenger doors on the left side, at the front and at the rear of the cabin, became standard for subsequent Boeing jets. The exteriors of the 707 and its competitor, the DC-8, were almost identical, but the 707 wing had more sweepback, so it could fly about 20 mph (32 kph) faster.
In just two years, the 707 would help change the way the world traveled. Travel by air eclipsed travel by rail and sea. The dawn of a new era in travel helped to make the terms “Boeing” and “707” fashionable. Requests poured into Boeing for rights to use “707” for naming products. Jantzen swimwear titled its 1957 collection “the 707.”
To take market share away from its strong competitor the Douglas DC-8, Boeing custom-designed 707 variants for different customers. Boeing, for example, made special long-range models for Qantas Airways of Australia and installed larger engines for Braniff’s high-altitude South American routes. Costs of such customizing were high, so with every version of the 707, the financial risk increased. After much effort, sales of the 707 picked up. The risk taking paid off, and the 707 outpaced the DC-8 in sales.
Although the 707s were intended as medium-range transports, they were soon flying across the Atlantic Ocean and across the continent. Boeing delivered 856 Model 707s in all versions between 1957 and 1994; of these, 725, delivered between 1957 and 1978, were for commercial use.
The 707 was designated the 720 when it was modified for short- to medium-range routes and for use on shorter runways. Engineers reduced the fuselage length by 9 feet (2.7 meters), changed the leading edge flaps and later installed turbofan engines. Boeing built 154 720s between 1959 and 1967. Its short- to medium-range role was later filled by 727s and 737s.
Technical Specifications
| First flight | Dec. 20, 1957 |
| Model number | 707-120 |
| Classification | Commercial transport |
| Span | 130 feet 10 inches |
| Length | 144 feet 6 inches |
| Gross weight | 248,000 pounds |
| Cruising speed | 600 mph |
| Range | 3,000 miles |
| Ceiling | 41,000 feet |
| Power | Four 13,500-pound-thrust P&W JT3C-6 turbojet engines |
| Accommodation | Up to 181 passengers |
747 Commercial Transport/YAL-1
Historical Snapshot
The 747 was the result of the work of some 50,000
Boeing people. Called "the Incredibles," these were the construction
workers, mechanics, engineers, secretaries and administrators who made
aviation history by building the 747 — the largest civilian airplane in
the world — in less than 16 months during the late 1960s.
The incentive for creating the giant 747 came from reductions in airfares, a surge in air-passenger traffic and increasingly crowded skies. Following the loss of the competition for a gigantic military transport, the C-5A, Boeing set out to develop a large advanced commercial airplane to take advantage of the high-bypass engine technology developed for the C-5A. The design philosophy behind the 747 was to develop a completely new plane, and other than the engines, the designers purposefully avoided using any hardware developed for the C-5.
The 747's final design was offered in three configurations: all passenger, all cargo and a convertible passenger/freighter model. The freighter and convertible models loaded 8- by 8-foot (2.4- by 2.4-meter) cargo containers through the huge hinged nose.
The 747 was truly monumental in size. The massive airplane required construction of the 200 million-cubic-foot (5.6 million-cubic-meter) 747 assembly plant in Everett, Wash., the world's largest building (by volume). The fuselage of the original 747 was 225 feet (68.5 meters) long; the tail as tall as a six-story building. Pressurized, it carried a ton of air. The cargo hold had room for 3,400 pieces of baggage and could be unloaded in seven minutes. The total wing area was larger than a basketball court. Yet, the entire global navigation system weighed less than a modern laptop computer.
Pilots prepared for the 747 at Boeing training school. The experience of taxiing such a large plane was acquired in a contraption called "Waddell's Wagon," named after Jack Waddell, the company's chief test pilot. The pilot sat in a mockup of the 747 flight deck built atop three-story-high stilts on a moving truck. The pilot learned how to maneuver from such a height by directing the truck driver below him by radio.
The National Aeronautics and Space Administration later modified two 747-100s into Shuttle Carrier Aircraft. The next version, the 747-200, holds approximately 440 passengers and has a range of about 5,600 nautical miles (10,371 kilometers). In 1990, two 747-200Bs were modified to serve as Air Force One and replaced the VC-137s (707s) that served as the presidential airplane for nearly 30 years. The 747-300 has an extended upper deck and carries even more passengers than the -200.
The 747-400 rolled out in 1988. Its wingspan is 212 feet (64 meters), and it has 6-foot-high (1.8-meter-high) "winglets" on the wingtips. The 747-400 also is produced as a freighter, as a combination freighter and passenger model, and as a special domestic version, without the winglets, for shorter range flights.
In August 1999, major assembly began on a militarized 747-400 Freighter to be used as a platform for the U.S. Air Force’s Airborne Laser (ABL) program. It rolled out on Oct. 27, 2006, and was eventually designated YAL-1. Boeing was the prime contractor for ABL, which was designed to provide a speed-of-light capability to destroy all classes of ballistic missiles in their boost phase of flight. Boeing provided the modified aircraft and the battle management system and is the overall systems integrator. ABL partners were Northrop Grumman, which supplied the chemical oxygen iodine, or COIL, high-energy laser associated lasers, and Lockheed Martin, which provided the nose-mounted turret in addition to the beam control/fire control system. On Feb. 11, 2010, the flying test bed destroyed a ballistic missile off the coast of Southern California. The program was canceled in 2011, and in 2012, YAL-1 was flown to the U.S. Air Force “bone yard” near Pima, Ariz., to be scrapped.
Another variant is the Dreamlifter — a specially modified 747-400 — that transports the large composite structures, including huge fuselage sections of the 787 Dreamliner, from partners around the world to Everett, Wash., and Charleston, S. C., for final assembly. The massive cargo is loaded and unloaded from a hinged rear fuselage. The last of the series four was delivered Feb. 16, 2010.
The longer range 747-400 airplanes (also known as 747-400ERs) were launched in late 2000. The 747-400ER (Extended Range) family is available in both passenger and freighter versions. The airplanes are the same size as current 747-400s and have a range of 7,670 nautical miles (14,205 kilometers) as opposed to the 747-400 range of 7,260 nautical miles (13,450 kilometers). It incorporates the strengthened -400 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 747-400ER's full-range capability is not needed, operators can remove the tank (or tanks), freeing up additional space for cargo.
In November 2005, Boeing launched the 747-8 family — the 747-8 Intercontinental passenger airplane and the 747-8 Freighter. These airplanes incorporate innovative technologies from the 787 Dreamliner. In fact, the designation 747-8 was chosen to show the technology connection between the 787 Dreamliner and the new 747-8, 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 747-8 Freighter first flew on Feb. 8, 2010. The airplane is 250 feet, 2 inches (76.3 meters) long, which is 18 feet, 4 inches (5.6 meters) longer than the 747-400 Freighter. 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 747-8 Intercontinental, serves the 400- to 500-seat market and took its first flight on March 20, 2011. The cabin’s sculpted ceilings, bigger overhead and side stowbins, a redesigned staircase and dynamic LED lighting all add to an overall more comfortable passenger experience. With 51 additional seats and 26 percent more revenue cargo volume than the 747-400, Boeing delivered the first 747-8 Intercontinental to an undisclosed Boeing Business Jet customer on Feb. 28, 2012. Launch customer Lufthansa took delivery of the first airline Intercontinental April 25, 2012.
On June 28, 2014, Boeing delivered the 1,500th 747 to come off the production line to Frankfurt, Germany-based Lufthansa. The 747 is the first wide-body airplane in history to reach the 1,500 milestone.
The incentive for creating the giant 747 came from reductions in airfares, a surge in air-passenger traffic and increasingly crowded skies. Following the loss of the competition for a gigantic military transport, the C-5A, Boeing set out to develop a large advanced commercial airplane to take advantage of the high-bypass engine technology developed for the C-5A. The design philosophy behind the 747 was to develop a completely new plane, and other than the engines, the designers purposefully avoided using any hardware developed for the C-5.
The 747's final design was offered in three configurations: all passenger, all cargo and a convertible passenger/freighter model. The freighter and convertible models loaded 8- by 8-foot (2.4- by 2.4-meter) cargo containers through the huge hinged nose.
The 747 was truly monumental in size. The massive airplane required construction of the 200 million-cubic-foot (5.6 million-cubic-meter) 747 assembly plant in Everett, Wash., the world's largest building (by volume). The fuselage of the original 747 was 225 feet (68.5 meters) long; the tail as tall as a six-story building. Pressurized, it carried a ton of air. The cargo hold had room for 3,400 pieces of baggage and could be unloaded in seven minutes. The total wing area was larger than a basketball court. Yet, the entire global navigation system weighed less than a modern laptop computer.
Pilots prepared for the 747 at Boeing training school. The experience of taxiing such a large plane was acquired in a contraption called "Waddell's Wagon," named after Jack Waddell, the company's chief test pilot. The pilot sat in a mockup of the 747 flight deck built atop three-story-high stilts on a moving truck. The pilot learned how to maneuver from such a height by directing the truck driver below him by radio.
The National Aeronautics and Space Administration later modified two 747-100s into Shuttle Carrier Aircraft. The next version, the 747-200, holds approximately 440 passengers and has a range of about 5,600 nautical miles (10,371 kilometers). In 1990, two 747-200Bs were modified to serve as Air Force One and replaced the VC-137s (707s) that served as the presidential airplane for nearly 30 years. The 747-300 has an extended upper deck and carries even more passengers than the -200.
The 747-400 rolled out in 1988. Its wingspan is 212 feet (64 meters), and it has 6-foot-high (1.8-meter-high) "winglets" on the wingtips. The 747-400 also is produced as a freighter, as a combination freighter and passenger model, and as a special domestic version, without the winglets, for shorter range flights.
In August 1999, major assembly began on a militarized 747-400 Freighter to be used as a platform for the U.S. Air Force’s Airborne Laser (ABL) program. It rolled out on Oct. 27, 2006, and was eventually designated YAL-1. Boeing was the prime contractor for ABL, which was designed to provide a speed-of-light capability to destroy all classes of ballistic missiles in their boost phase of flight. Boeing provided the modified aircraft and the battle management system and is the overall systems integrator. ABL partners were Northrop Grumman, which supplied the chemical oxygen iodine, or COIL, high-energy laser associated lasers, and Lockheed Martin, which provided the nose-mounted turret in addition to the beam control/fire control system. On Feb. 11, 2010, the flying test bed destroyed a ballistic missile off the coast of Southern California. The program was canceled in 2011, and in 2012, YAL-1 was flown to the U.S. Air Force “bone yard” near Pima, Ariz., to be scrapped.
Another variant is the Dreamlifter — a specially modified 747-400 — that transports the large composite structures, including huge fuselage sections of the 787 Dreamliner, from partners around the world to Everett, Wash., and Charleston, S. C., for final assembly. The massive cargo is loaded and unloaded from a hinged rear fuselage. The last of the series four was delivered Feb. 16, 2010.
The longer range 747-400 airplanes (also known as 747-400ERs) were launched in late 2000. The 747-400ER (Extended Range) family is available in both passenger and freighter versions. The airplanes are the same size as current 747-400s and have a range of 7,670 nautical miles (14,205 kilometers) as opposed to the 747-400 range of 7,260 nautical miles (13,450 kilometers). It incorporates the strengthened -400 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 747-400ER's full-range capability is not needed, operators can remove the tank (or tanks), freeing up additional space for cargo.
In November 2005, Boeing launched the 747-8 family — the 747-8 Intercontinental passenger airplane and the 747-8 Freighter. These airplanes incorporate innovative technologies from the 787 Dreamliner. In fact, the designation 747-8 was chosen to show the technology connection between the 787 Dreamliner and the new 747-8, 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 747-8 Freighter first flew on Feb. 8, 2010. The airplane is 250 feet, 2 inches (76.3 meters) long, which is 18 feet, 4 inches (5.6 meters) longer than the 747-400 Freighter. 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 747-8 Intercontinental, serves the 400- to 500-seat market and took its first flight on March 20, 2011. The cabin’s sculpted ceilings, bigger overhead and side stowbins, a redesigned staircase and dynamic LED lighting all add to an overall more comfortable passenger experience. With 51 additional seats and 26 percent more revenue cargo volume than the 747-400, Boeing delivered the first 747-8 Intercontinental to an undisclosed Boeing Business Jet customer on Feb. 28, 2012. Launch customer Lufthansa took delivery of the first airline Intercontinental April 25, 2012.
On June 28, 2014, Boeing delivered the 1,500th 747 to come off the production line to Frankfurt, Germany-based Lufthansa. The 747 is the first wide-body airplane in history to reach the 1,500 milestone.
Technical Specifications
| First flight | Feb. 9, 1969 |
| Model number | 747-100/-200 |
| Classification | Commercial transport |
| Span | 195 feet 8 inches |
| Length | 231 feet 4 inches |
| Gross weight | 735,000 pounds |
| Cruising speed | 640 mph |
| Range | 6,000 miles |
| Ceiling | 45,000 feet |
| Power | Four 43,000-pound-thrust P&W JT9D-3 engines |
| Accommodation | 33 attendants, 374 to 490 passengers |
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