Boeing Renton Factory
The Boeing Company's Renton, WashingtonFactory is a facility where Next-Generation Boeing 737airliners are built. Current production includes the 737-600, 737-700, 737-800, and 737-900 models.
The factory lies adjacent to
Renton Municipal Airport.
The Boeing Renton Factory is built on land reclaimed by the lowering of the level of Lake Washington in 1916. From 1916 until 1936 it belonged to the family of Pioneer Washington Coal Industrialist Charles H. Burnett for whom Burnett Avenue and Burnett Park in Renton are named. Burnett acquired the land intending to utilise it for coal storage and shipment. Amy Louise Burnett Bond Charles Burnett's daughter whose mother died young was raised by Dr and Mrs Howard Cranston Potter as the foster sister and godmother of Bertha Potter Boeing (Mrs William Boeing). The Burnett family operated the land as a hay farm. In 1936 Amy Burnett Bond transferred the property back to the state government.
The property was then transferred by the State of Washington to the federal government at the start of World War II. The Navy Department established an aircraft factory there for production of the Boeing PBB Sea Ranger flying boat. This order was cancelled, however, to free the factory for production of the
B-29 Superfortress, the factory being transferred to the Army in exchange for use of the North American Aviation Kansas Cityfactory for production of land based B-25 Mitchells for the US Marine Corpsas PBJ-1s. Bowers 1989, pp.248—249.]
The 737-600 was launched by
Scandinavian Airlines Systemin 1995, but has suffered from weak sales, being most profitable for airlines focusing on long and thin routes. The 737-600 is the direct replacement of the 737-500 and competes with the A318.
The 737-700 was launched by Southwest Airlines in 1993 and entered service in 1998. It has the longest range of any 737. It replaced the 737-300 in Boeing's lineup, and its direct competitor is the A319. It typically seats 132 passengers in a two class cabin or 149 in all economy configuration. An executive conversion is offered as the BBJ1. The BBJ1 is fitted with the stronger wings and landing gear from the 737-800, and has increased range (through the use of extra fuel tanks) over the other 737 models.
737-700CThis is a convertible version where the seats can be removed from the plane to carry cargo. There is a large door on the left side of the airplane. The U.S. Navy launched the 737-700C.
737-700ERBoeing launched this version on
January 31 2006. [ [http://www.boeing.com/news/releases/2006/q1/060131a_nr.html Boeing Launches Longest-Range 737 with ANA] ] All Nippon Airwaysis the launch customer, with first one delivered on February 16 2007. The 737-700ER is a mainline passenger version of the BBJ1 and 737-700IGW. It combines the 737-700 fuselage with the wings and landing gear of a 737-800. It will offer a range of convert|5510|nmi|km|-1, with seating for 126 passengers in a 2-class configuration. A competitor to this model would be the A319LR. The 700ER has a longer range than any other commercial 737, although not quite matching the BBJ2's 5,735 nm.
All Nippon Airways, Japan’s second-biggest carrier, is to pioneer the model in Asia with a daily service between Tokyo and Mumbai. ANA’s service, believed to be the first all-business class route connecting to a developing country, is to start on September 1 and use a Boeing 737-700ER outfitted with 36 seats and an extra fuel tank. [http://www.ana.co.jp/eng/aboutana/press/2006/070125.html]
The 737-800 was a stretched version of the 737-700, and replaces the 737-400. It also filled the gap left by Boeing's discontinuation of the
McDonnell Douglas MD-80and MD-90after Boeing's merger with McDonnell Douglas. The -800 was launched by Hapag-Lloyd Flug (now TUIfly) in 1994 and entered service in 1998. The 737-800 seats 162 passengers in a two class layout, or 189 in one class, and competes with the A320.
An executive conversion is offered as the BBJ2, and the 737-800ERX ("Extended Range") is available as a military variant. For many airlines in the U.S., the 737-800 replaced aging Boeing 727-200 trijets.
Boeing later introduced the 737-900, the longest variant to date.
Alaska Airlineslaunched the 737-900 in 1997 and accepted delivery in 2000. Because the -900 retains the same exit configuration of the -800, seating capacity is limited to 177 seats in two classes, or 189 in a single-class layout. The 737-900 also retains the MTOW and fuel capacity of the -800, trading range for payload.
These shortcomings until recently prevented the 737-900 from effectively competing with the A321.
737-900ERThe 737-900ER is the newest addition to the Boeing 737 line and was introduced to meet the range and passenger capacity of the discontinued 757-200.
An additional pair of exit doors and a flat
rear pressure bulkheadincrease seating capacity to 180 passengers in a 2-class configuration or 215 passengers in a single-class layout. Additional fuel capacity and standard winglets improve range to that of other 737NG variants.
The first 900ER was rolled out of the Renton, WA factory on
August 8, 2006for its launch customer, Lion Air.
Out of Production
The Renton Factory previously manufactured the 707, 727, Old 737's, and the 757.
The Boeing 707 (Dash 80)
The Boeing 707 (most commonly spoken as "Seven Oh Seven") is a four engined commercial passenger
jet airlinerdeveloped by Boeing in the early 1950s. Boeing delivered a total of 1,010 Boeing 707s, which dominated passenger air transport in the 1960s and remained common through the 1970s. As of October 2006, 68 Boeing 707 aircraft (of any variant) were reported to be remaining in airline service, just one airline flying passengers, Saha Airlinesof Iran. Flight International, 3-9 October 2006] Boeing also offered a smaller, faster version of the aircraft that was marketed as the Boeing 720, but sales of this version were few.
Although it was not the first commercial jet in service (that distinction belongs to the
De Havilland Comet), the 707 was the first to be commercially successful, and is credited as ushering in the Jet Age. It established Boeing as one of the largest makers of passenger aircraft, and led to the later series of aircraft with "7x7" designations.
The 727 Variants
There are two variants of the 727 and launched on two separate occasions. The 727-100 was launched in 1960 with introduction into service in February 1964. The 727-200 was launched in 1965 with introduction into service in December 1967.
The first production model.
Is the Convertible version. The seats can be removed and cargo placed on the main deck.
QC stands for Quick Change. This is similar to the Convertible version, however design changes allowed much faster transformation time.
QF stands for Quiet Freighter.
United Parcel Servicecargo conversion, re-engined with Stage III-compliant Rolls-Royce Tay turbofans.
Stretched version of the 727-100. The -200 is convert|20|ft|m|0 longer (153 feet, 2 inches) than the -100 (133 feet, 2 inches). Simply, a ten foot "plug" was added in front of the wings and another ten foot "plug" was added behind them.The wing span and height remain the same on both the -100 and -200 (108 feet and convert|34|ft|m|0, respectively.)
MTOW and range increased. Also, Cabin improvements
All freight version of the 727-200.
Speed Increased by convert|50|mi/h|km/h|-1|abbr=on, due to alteration of the two empennage side engines, replaced with the JT8Ds found on MD-80s
The initial model was the 737-100, and was the smallest model. It was launched by
Lufthansain 1964 (which, by extension, launched the 737 itself) and entered service in 1968. Only a total of 30 737-100s were ordered and delivered. No 737-100s remain in service or in airworthy condition. The original Boeing prototype (now owned by NASA) is on exhibit in the Museum of Flightin Seattle. The 737-100 program quickly gave way to the 737-200 model when Boeing realized that the -100 was too short and a slightly longer fuselage would provide much better aerodynamics.
The 737-200 was an extended version of the 737-100, in order to accommodate the U.S. market.
United Airlineswas the launch customer. It was launched in 1965 and entered service in 1968.
The 737-200 Advanced
The -200 was later updated as the 737-200 Advanced, which became the standard production version (from June 1971). The 737-200 Advanced was also sold as the 737-200 Executive Jet and the 737-200HGW (High Gross Weight).
These models are heading for extinction owing to poor fuel efficiency, high noise emissions (despite the vast majority having had their JT8Ds fitted with hush kits) and escalating maintenance costs. A large number of the -200s still in operation are with "second tier" airlines and those of developing nations. The first generation 737s are all powered by
Pratt & WhitneyJT8D low-bypass ratio turbofan engines.
Boeing also provided the 737-200C (C for "Convertible"), that allowed conversion between passenger and cargo use. The 737-200QC (QC for "Quick Change") was a further variation of the 737-200C, facilitating rapid conversion between roles.
Some 737-200 Advanced aircraft are being currently used by many foreign airlines outside the United States.
The 737-300 was the first major overhaul of the 737 platform, incorporating a host of new improvements while also retaining commonality with previous 737. The -300 was launched in 1980 by USAir and
Southwest Airlines, becoming the base model of the 737 Classic series. The 300 series remained in production until the late 1990s with the last unit being delivered to Air New Zealand on December 17 1999.
The 737-400 was stretched beyond the 737-300, primarily to accommodate charter airlines.
Piedmont Airlinesand Pace Airlineswere the launch customers. The -400 was launched in 1985 and entered service in 1988 with Piedmont.
The 737-400F is not a model delivered by Boeing but a converted 737-400 to an all cargo aircraft.
Alaska Airlineswas the first to convert one of their 400s from regular service to an aircraft with the ability to handle 10 pallets. The airline also plans to convert four more into a fixed combi aircraft for half passenger and freight scheduled to enter service starting in September 2006.
The 737-500 was the final 737 Classic developed. It was launched in 1987 by
Southwest Airlinesand entered service in 1990. The -500 returned to the fuselage length of the 737-200 while incorporating the improvements of the 737 Classic series. It offered a modern and direct replacement of the 737-200, while also allowing longer routes with fewer passengers to be more economical than with the 737-300.
Third-party conversion of passenger 737 Classics into cargo aircraft are now available. Kitty Hawk Cargo was the first airline to receive a 737-300F while Alaska Airlines was the first airline to convert a 737-400F. No 737-500 have yet been converted.
The 757-200 is the definitive version and forms the majority of 757s sold. It shares its fuselage cross section with the smaller 727 and 737. Boeing positioned the plane above the 737 and as an eventual replacement for the 727. At first it was meant to be a little shorter in length. In the end it was positioned not only above the 737, but also the 727.
This variant can carry 228 passengers in a single class. However, with a seat pitch of 29" it can carry a maximum of 234 passengers. This configuration is also the FAA limit for the aircraft due to emergency exit rules.
The -200 was available in two different door configurations. One version used three standard doors per side with an additional, smaller door aft of the wing on each side for
emergency evacuations. All eight door locations are equipped with inflatable evacuation slides. The alternate version is equipped with three standard doors per side (two towards the front and one at the aft of the cabin) with two "plug-type" overwing exits per side replacing the smaller door aft of the wing.
The 757-200 introduced an interior that became standard on all narrowbody Boeing aircraft (including the
Boeing 737Classics) until the release of the Next Generation 737, which introduced an updated interior borrowing elements from the Boeing 777-style interior.
The 757-200PF and 200SF Frieghters
This proved to be a popular model after it was launched in 1985 and delivered in 1987 to UPS. The basic maximum takeoff weight of the 757PF is 250,000 pounds (113,400 kilograms), with an option for 255,000 pounds (115,600 kilograms). Other customers for the 757-200PF were Ethiopian Airlines and Challenge Air Cargo.
The 757PF has no passenger windows or doors and no interior amenities. A large main-deck cargo door is installed in the forward area of the fuselage on the left-hand side. The flight crew boards the aircraft through a single entry door installed immediately aft of the flight deck on the left side of the aircraft.
The interior of the main-deck fuselage has a smooth fiberglass lining. A fixed rigid barrier installed in the front end of the main deck serves as a restraint wall between the cargo and the flight deck. A sliding door in the barrier permits access from the flight deck to the cargo area.
Up to 15 containers or pallets, each measuring 88 by 125 inches (223 by 317 centimeters) at the base, can be accommodated on the main deck of the 757PF. Total main-deck container volume is 6,600 cubic feet (187 cubic m) and the two lower holds of the airplane provide 1,830 cubic feet (51.8 cubic m) for bulk loading. These provide a combined maximum revenue payload capability of 87,700 pounds (39,780 kilograms) including container weight. When carrying the maximum load, the 757PF has a range of about 2,900 nautical miles (5,371 kilometers).
Many former passenger 757-200s have been converted into 757-200 SF (Special Freighters), mainly for
DHL. This conversion involves adding a cargo door on the left forward fuselage (identical to the 757-200PF), and removing all passenger amenities. All but the two forward cabin doors are sealed shut, and cabin windows are deleted. In September 2006, FedEx Express launched a US $2.6 billion fleet renewal initiative based on retiring its Boeing 727aircraft acquiring second-hand Boeing 757's. Converted 757's are expected to enter service between 2008 and 2016.cite web|url=http://www.orlandosentinel.com/business/orl-fedex2606sep26,0,3995368.story?coll=orl-business-headlines |title=FedEx Fleet Plans] .
This model was launched for Royal Nepal airlines. It is a convertible version where the seats can be removed in order to place cargo on the main deck. Nepal needed a plane that operate from high altitide airfields. and, having low passenger traffic, they also were in need of a plane that could be converted to a freighter. Boeing saw this as an opportunity to showcase its 757. The 737 and 747 convertibles had proved popular and saw a market potential for the 757-200M. However in the end only one example was ever manufactured and delivered, (9N-ACB). Royal Nepal still operates it.
Other versions such as a 757-200ER were proposed, but never launched. However improvements such as winglets are offered for those upgrading their fleets. Total production was 914 757-200, 80 757-200PF, and 1 757-200M. In January 2007 a total of 951 Boeing 757-200 aircraft remain in airline service. The largest operators of the aircraft include:
American Airlines(140), Delta Air Lines(121), United Airlines(96), United Parcel Service(75), Northwest Airlines(50), Continental Airlines(41), US Airways(41), China Southern Airlines(25), DHL Air(21), Thomsonfly(18), Thomas Cook Airlines(15) and Icelandair(14). Some 88 other airlines also operate smaller numbers of the type. [http://www.757.org.uk Boeing 757 Reference Site] , 12 July 2007]
The 757-300 is a convert|23.4|ft|m|1|abbr=on stretched version of the -200, that first flew in August 1998. The 757-300 has the capacity to seat 289 passengers in a 29" pitch one class cabin, though the highest configuration in airline service is 280 seats, as operated by
Thomas Cook Airlines. The fuel capacity was not increased and therefore the range was reduced to 6,287 km or 3,395 nm. 55 were ordered and delivered. This model has 8 standard doors, with 4 over-the-wing exit doors, 2 on either side. This model also features the interior of the Next Generation 737, which blends aspects of the 757-200 interior with the Boeing 777-style interior. It has proved popular with charter airlines for its efficiency and dense capacity however most airlines shied away from it. They cited its lack of range and very long yet thin fuselage as their main reason. Fact|date=February 2007
For Boeing to have increased the fuel capacity, it had to strengthen the undercarriage and other areas to increase the MTOW. The 757-300 series was available for purchase with two engine options: either 191.7kN (43,100 lb) Rolls Royce RB-211-535E4-B turbofans, or 195.1kN (43,850 lb) Pratt & Whitney PW-2043 turbofans. In the end, only
Northwest Airlinesordered the 757-300 with the Pratt & Whitney engines, making them unique among the series. Boeing decided against further investment in the 757 family and focussed efforts on the 737 Next Generation series (specifically the 737-900ER which Boeing believes will be a suitable 757-200 replacement for most passenger applications) and the Boeing 787, which Boeing believes, in smaller versions, will substitute for larger versions of the 757 family.
In January 2007 all 55 Boeing 757-300 aircraft remain in airline service with
Arkia Israel Airlines(2), ATA Airlines(4), Condor Airlines(13), Continental Airlines(17), Icelandair(1), Northwest Airlines(16) and Thomas Cook Airlines(2)
Boeing Everett Factory
* Bowers, Peter M. "Boeing Aircraft since 1916". London:Putnam, Third edition, 1989. ISBN 0-85177-804-6.
* [http://www.boeing.com/commercial/facilities/rentonsite.html Boeing Reton 737 Production Site]
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