REVISED: 4/20/09

Boeing numeric, and A to BX

Boeing C to Z and hyphenates   > >

1916: Pacific Aero Products Co, Seattle WA. 1917: (William Edward) Boeing Airplane Co, Seattle WA. 1928: Boeing Aircraft Co, Seattle WA. 1929: Boeing Aircraft Div, United Aircraft & Transport Corp. 1934: Boeing Aircraft Co, United Aircraft Corp. 1948: Boeing Airplane Co. 1960: Acquired Vertol Helicopter Co. 1991: The Boeing Co. 1997: Acquired McDonnell Douglas.

  Then and now  (Boeing)

NOTE: In 1934 Stearman became a subsidiary of Boeing Aircraft Co, and in 1939 of the Wichita Division. In the interests of clarity and categorization, since planes were built at the Stearman plant in Wichita and generally from Stearman design teams, Boeing-Stearman models are listed as Stearman-Boeing.
  Boeing 40 (Boeing)

40 1925 = 1pOB; 400hp Liberty 12; span: 44'2" length: 33'2" v: 135/110/55 range: 550 ceiling: 15,800'. POP: 1 built for mail carrier evaluation; carried 1,000# of mail on the Chicago-San Francisco route, but failed to earn a USPO contract at that time.
  Boeing 40A [C197E, C240] (Paul Mantz coll)
  Boeing 40A Cockpit detail (Boeing via K O Eckland coll)

40A 1927 (ATC 2) = 3pO/CB; 420hp P&W Wasp; span: 44'2" length: 33'0" load: 2469# v: 128/105/55 range: 650. 40 with a 2p passenger compartment replacing the cargo hold; all-steel fuselage frame. POP: 22-25 [NC268, NC271/292, NC7471]; most in service with Boeing Air Transport System. Some converted to 40B and 40B-4.

Boeing 40B [NC285] (Dr John R Schenken)

40B 1928 (ATC 27, 2-398) = 40 converted to 525hp P&W Hornet; length: 33'4" load: 2536# v: 132/110/57 range: 550. $24,500. POP: 5 [NC269, NC270H, NC285, NC381, X/NC7526].

40B-2 1928 (ATC 2-30, 2-64) = 40B modified as 2p with two double-seat cockpits. POP: 1, likely unregistered as factory experimental; possible other conversions from 40 under (2-64). Some mystery lurks in this area.

  Boeing 40B-4 (Boeing)
  Boeing 40B-4 [NC178E] (Boeing)

40B-4 1929 (ATC 183) = 5pO/CB; 525hp P&W Hornet; span: 44'2" length: 33'3" load: 2271# v: 137/125/37 range: 535 ceiling: 16,100'. $24,000; POP: 38 [NC278K, NC740K/743K, NC813M, NC830M/840M, NC842M/843M, NC10338/10357], incudes conversions from 40.

  Boeing 40C (Boeing)

40C 1928 (ATC 54) = 4pO/CB; 450hp P&W Wasp; span: 44'2" length: 33'4" load: 2553# v: 125/105/54 range: 700. Similar to 40B with 4p cabin. $23,500; POP: 10 [C178E/180E, NC841M, NC5339/5340, NC5389/5390, NC6481], reportedly some with two open cockpits (possibly the oddball B-2 above?). [NC5390] converted to 40B-4. Most were used by Boeing Air Lines and Boeing School of Aeronautics (Oakland CA).

40H-4 (Canada) 1929 = POP: 5 40B-4 built by Boeing-Canada.

40Y 19?? = No data. POP: 1 [NC381] c/n 1095.

40X 19?? = No data. POP 1 [X7526] c/n 1093, converted to 40B [NC7526].

  Boeing 64 (Boeing)

64 1926 (ATC 2-43) = 2pOB; 200hp Wright J-3; span: 36'10" length: 25'4" v: 98/87/56 range: 250. POP: 2 land/sea gunnery trainers built for Army evaluation, went to Pacific Air Transport instead.
69, 69-B 1928 = Prototype for USN XF2B-1 and 2 69-B civil exports.
73 SEE Stearman-Boeing 73.
74 1927 = 1pOB on wheels or single pontoon; 425hp P&W R-1340; span: 33'0" length: 25'1" v: 157 ceiling: 21,300'. POP: 1, became XF3B-1 [A7674].
  Boeing 80 [C7138] (Morris A Koshchuk coll)

80 1928 (ATC 2-4) = 14pCswB; three 410hp P&W Wasp C; span: 80'0" length: 54'11" (?>57'6") range: 545 ceiling: 14,000'. POP: 4 for Boeing Air Transport [C7135/7138]. Offered passengers hot and cold running water, reading lamps, forced-air ventilation, and other innovative niceties. Soon added to the flights were registered nurses, who were the first airline stewardesses.
80 Special 1931 (ATC 2-321) = 10p 80. POP: 2 [NC7137, x].

  Boeing 80A [793K] (Boeing)
  Boeing 80A-1 226 conversion [NC233M] (Leslie Burgess coll)

80A, 80A-1 1928 (ATC 206) = 20pCswB; three 525hp P&W Hornet A/B; span: 80'0" length: 56'6" load: 6918# v: 139/118/61 range: 460 ceiling: 14,000'. $75,000; POP: 12 [NC793K, NC224M/234M]. All were modified into the triple-finned 80A-1; load: 6765#.

  Boeing 80-B1 [X234M] (Boeing)

80B-1 1928 (ATC 2-248) = 16pO/CswB 80A with the pilot in an open cockpit on top behind the center motor. POP: 1 modification [X/NC234M], later converted to CswB as 226.

80C - Proposed cargo-only version of 80A; none was built.

  Boeing 81A [X63E] (Boeing)

81A 1928 = 2pOB; 135hp Fairchild-Caminez with; a four-blade prop turning only 1000rpm at full power span: 35'0" length: 25'0" load: 615# v: 103/85/45 range: 400. POP: 1 [X63E], repowered as 81B.
  Boeing 81B [63E] (Boeing)

81B 1929 (ATC 2-147) = 81A with 150hp Axelson for Boeing School of Aeronautics, later with 165hp Wright R-540 (J-6) to USN as XN2B-1. POP: 1 [63E=A8010], became 81C.

81C 1932 (ATC 2-424) = Surplus XN2B-1 to Boeing School of Aeronautics as trainer [63E].

83 1928 = 1pOB; 450hp P&W R-1340B; span: 30'0" length: 20'1" v: 178/150/57 range: 675 ceiling: 26,200'; ff: 6/25/28. First prototype P-12/F4B, with spreader-bar gear. POP: 2 to USN as XF4B-1 [NX7133=A8128].
89 1928 = Similar to 83 with split-axle gear. Second prototype P-12/F4B; ff: 7/8/28. POP: 1 to USN as XF4B-1 [NX7134=A8129], and 4 for demos and commercial sales as 100 (qv).
  Boeing 95 [R397E] (Boeing)

95 1929 (ATC 106) = 1pOB; 525hp P&W Hornet; span: 44'3" length: 31'11" load: 2644# v: 142/120/56 range: 520. Boeing Air Transport System mail plane; cargo capacity: 1600#. POP: 25, one of which several exported to South America for use as military bombers.
95A 1932 (ATC 2-411) = 95 with 500hp P&W Wasp SD. POP: 1.
  Boeing 100 Milo Burcham [NX872H] (Morris A Koshchuk coll)

100 1929 (ATC 133) = 1pOB; 450-480hp P&W Wasp; span: 30'0" length: 20'1" load: 817# v: 165/140/56 range: 550 ceiling: 29,900'. Charles Monteith. Civil development of P-12. $20,000; POP: 4, [NS21] to DoC; [NX872H] c/n 1143 to Pratt & Whitney Corp, later used extensively by Milo Burcham in exhibitions, acquired by Paul Mantz in 1948 as a "parts" plane; [NX/NR873H] c/n 1144 retained by Boeing, later used by Mantz for motion picture work; [NX874H] exported to Japan.
  Boeing 100A [247K] and two Hughes mods [R247K]

100A 1929 (ATC 2-83) = Special 2p 100 with 450hp P&W Wasp C. POP: 1 for Howard Hughes, later sold to Art Goebel for exhibition work [NC/R247K]. Appeared post-WW2 in Texas registered to performer Ben Hunter [X247K].

100F 1932 = 1pOB; 700hp P&W Wasp R-1535; span: 30'0" length: 20'3" load: 691#. POP: 1 civil sport version converted from P-12F by Pratt & Whitney Corp [X10696].

  Boeing 200 [NC725W] (Eugene Palmer coll)

200 Monomail, C-18 1930 (ATC 330) = 1-3pClwM rg; 575hp P&W Hornet B; span: 59'2" length: 41'2" load: 3374# v: 158/137/57 range: 540; ff: 5/6/30. The first real break-away from traditional biplane transports, this specific model was planned primarily as a mail and cargo carrier. POP: 1 [X/NC725W], became 221.

USAAC placed an order for the Monomail and tested the aircraft. As it was found unsatisfactory, the order was cancelled and although assigned the designation Y1C-18, no s/n was allocated. (— Jos Heyman 10/10/02)
  Boeing 202 [X270V] (K O Eckland coll)

202 (XP-15) 1930 = 1pOhwM; 525hp P&W SR-1340D Wasp; span: 30'6" length: 21'0" v: 190/160/71 (?>185/150/71) load: 740# range: 420 ceiling: 26,550'. Cantilever wing; semi-monocoque fuselage. POP: 1 prototype for military evaluation [X270V]; became XP-15. Although unsuccessful in gaining a contract, the fuselage design was later used in F4B/P-12 fighters.
  Boeing 203 [972H] (Boeing)

203 1929 (ATC 2-139) = 2-3pOB; 150hp Axelson B; span: 34'0" length: 24'4" load: 788# v: 108/92/50 range: 400; ff: 7/1/29. Prototype had 115hp Axelson A. POP: 4 as Boeing School of Aeronautics (Oakland CA) trainers [NC977H/979H, NC587K], of which 1 was repowered with J-6-5 as 203B.
203A (ATC 211) = 203 with 165hp Wright J-6-5 Whirlwind. POP: 1 converted [NC587K] and 2 built by Boeing School [NC12748, NC13392].

203B 1929 (ATC 2-412) = Conversions by Boeing School of 203 and 203A with 215hp Lycoming R-680. POP: 4 [NC12748, NC13392, x, x].

  Boeing 204 (Boeing)
  Boeing Totem [CF-ARF] (Boeing MOF archives)

204, 204L, Courier 1929 (ATC 157) = 4-6pCBFb; 410hp P&W Wasp pusher; span: 39'8" length: 32'7" load: 1630# v: 115/95/60 range: 350 ceiling: 9,000'. Charles Monteith. Evolution of B-1; wood and fabric construction. $15,000-20,000; POP: 5 [NC874E/878E], of which the last two 2 were registered but unassembled, plus 1 built by Boeing-Canada as C-204 Totem. [NC874E] was registered as a 204L, suggesting an engine change, perhaps Lycoming.

204A (ATC 2-380) = POP: 1 modification with 420hp Wasp as a personal transport for William Boeing [NC875E].
205 1930 = Almost identical to 202. POP: 1 [X271V] for USN evaluation as XF5B-1.
  Boeing 215 [X10633] (Boeing)

215 19?? = [X/NC10633, NC10644].
  Boeing 218 [X66W] (Boeing via E Palmer coll)

218 1930 = P-12 with semi-monocoque, dural fuselage, experimental tail; ff: 8/29/30. POP: 1 prototype of P-12E [X66W] c/n 1260 as (factory designation) XP-925 and 1 export to China as XP-925A.
  Boeing 221 [X10225] (Boeing)

221 Monomail 1930 (ATC 366) = 9p 200; span: 59'2" length: 41'10" v: 158/135/x range: 575, POP: 1 [X10225], became 221A.
  Boeing 221A [NC10225] (Boeing)

221A Monomail 1930 (ATC 2-347) = 9p stretched version 221; span: 59'2" length: 43'5". POP: 2 conversions of 200 and 221 [NC725W, NC10225], the first of which was also tested with full-panted, non-retracting gear.
222 - Tilt-prop project using the fuselage, tail, and undercarriage of Mitubishi Mu-2J; engines in wingtip pods. Never built.
  Boeing 226 [NC233M] (Clark Scott coll)

226 1930 (ATC 2-310) = Deluxe 8p modification of 80B-1 for Stanavo (Standard Aviation Oil Co), with pants, cowlings, spinners, and a modified triple tail [NC233M].
234 1980 = 47pCH; two Lycoming AL5512; rotor 60'0" length: 99'0" load: 22,600# v: 173/167/0 ceiling: 8,500' (data for Long Range model*). Fore and aft rotors. * Also available in a Utility model for handling external loads rather than passengers.
  Boeing 247 [NC13347] (United Airlines)
247 1933 (ATC 500) = 13pClwM rg; two 550hp P&W Wasp S1; span: 74'0" length: 51'4" load: 4700# v: 182/161/58 range: 750. Thomas Hamilton (of Hamilton Metalplanes) and Charles Monteith; ff: 2/8/33. $50,000; POP: 62 [NC90Y=DAGAR, NC91Y=DAKIN, prototype NX/NC13301, NC13302/13359]. The start of Boeing's all-metal aircraft production, as the first modern passenger airliner, was based on technologies and design data from the B-9 bomber. Identifiable by its backward-sloping windshield—an attempt to force rainwater downward. One was still active with Wien Alaska Airlines in 1946, with 16,000 hours in its logs, at which time four additional wing tanks were added at Boeing Co, along with a new factory paint job.
247A 1933 (ATC 524) = 8pClwM rg; two 625hp P&W Twin Wasp SGR-1535; span: 74'0" length: 51'4" load: 3890# v: 198/170/62 range: 650; ff: 8/14/33. Executive version of 247. $75,000; POP: 1 [NC13300].

  Boeing 247D [NX13365] (William T Larkins)
  Boeing 247D [NX13361] (Boeing Co)

247D 1934 (ATC 558) = 13pClwM rg; two 550hp P&W Wasp S1H1-G; span: 74'0" length: 51'7" load: 4710# v: 200/189/55 range: 750 ceiling: 25,400'. $69,000; POP: 15 [NC92Y, NC257Y, NC2666, NC12272, NC13360/13370], plus 33 conversions from 247. Forward-sloping windshield, deicers, other improvements. To USAAC in WW2 as C-73 impressed aircraft.

247E 193? = Factory conversion of 247, ostensibly the prototype 247D. POP: 1 [NX13301].

247Y 193? = UAL 247D returned to Boeing for experiments in military conversion with nose guns. POP: 1 [NC13366], sold to China.

248 1932 = P-26 prototype as factory-designated P-936. POP: 3.
256 1932 = F4B-4 conversions for export to Brazil. POP: 14.
267 1933 = F4B-3 modified with P-12E wings for export to Brazil Navy. POP: 9.
  Boeing 272 (Gordon S Williams via Clark Scott coll)

272 1933 = P-26 prototype with 550hp P&W SR-1340. POP: 1.
273 SEE XF7B-1.
281 1934 = Demo and export version of P-26A with split-type wing flaps; ff: 8/2/34. POP: 2 [NX12771, NX12775] (the latter sold to Spain and lost in the Civil War), plus 11 to China, where they proved superior to Japanese planes, but were soon invalidated by lack of spare parts.
  Boeing 299 [X13372] (USAAF)
  Boeing 299 [X13372] (John Diele coll)

299 1935 = Prototype B-17.
  Boeing 307 (C-75) Front office (USAAF)
  Boeing 307 Prototype's sad end [NX19901] (E J Young coll)
  Boeing 307A Small tail [NX19906] (Drina Welch Abel coll)
  Boeing 307 At Burbank 1939 [NX19904]
  Boeing 307A As watercraft Cosmic Muffin 2006 [NX19904] (planeboats.com)

307, S-307, 307A, SA-307-B Stratoliner, Stratofreighter 1939 (ATC 719, 726) = 33-44pClwM rg; four 900hp Wright GR-1820 Cyclone; span: 107'3" length: 74'4" load: 15,000# v: 245/220/70 range: 2390 ceiling: 26,200'; ff: 12/31/38. Wellwood E Beall. Based on B-17 Flying Fortress design, this was the first commercial transport pressurized for high-altitude; ff: 12/31/38 (p: Eddie Allen). Some converted under ATC 726 with 1100hp GR-1820 as SA-307-B. $250,000±; POP: 10; 1 prototype [NX19901], which crashed fatally during testing; 3 to PAA [NX/NC19902/19903, NC19910] as Strato-Clipper; 5 [NC19905/19909] to TWA; 1 [NC19904] to Howard Hughes for a planned speed record attempt that was cancelled by the outbreak of WW2, then sold to Texas oilman Glenn McCarthy in 1949, scrapped after storm damage in 1965 and its remains converted into a palatial houseboat in 1971. The 5 TWAs were impressed by USAAF as C-75 [42-88623/88627]—later sold to French airlines in Southeast Asia (1965-73). [NC19910] ended up as a cropduster in Oregon, crashing on 5/10/58 after it ran out of fuel. The last surviving aircraft is owned by NASM, but on long-term loan to Boeing Co, where it undwent restoration.
  Boeing 314 [NC18601] (Boeing)
  Boeing 314 PAA at Worlds Fair, Treasure Island 1940 (TKnL coll)
  Boeing 314A The final Clipper [NC18612] (Boeing)

314, 314A Clipper 1939 (ATC 704) = 74pChwMFb; four 1500hp Wright Twin Cyclone; span: 152'0" length: 106'0" load: 33,995# v: 193/175/70 range: 3000 ceiling: 16,000'. Wellwood E Beall. Triple-tail production version started out as single-tail, then double-tail, prototype 314; all were modified in 1940 as 77p 314A with 1600hp Wright 709C; v: 199/184/70 range: 5200 ceiling: 19,600'. $620,000; POP: 6 each if 314 [NC18601/18606] and 314A [NC18607/18612], of which 4 served in USAAF as C-98 [42-88622, -88630/88632] and USN as B-314 [48224/48227] and AAF transfers as B-314A [99081/99084].  SEE The PAA Flying Clippers.
320 - 1938 double-hull flying boat transport design project with six engines; span: 200'0" length: 116'0". None was built.
  Boeing 367 [N70700] (Boeing)

367-80 1954 = Jet transport. 3p(crew)ClwM rg; four 10000# P&W JT3 turbojets; span: 129'8" length: 127'10" load: 97,900# v: 582/550/x range: 2000-3530 ceiling: 42,000'; ff: 7/15/54. Progenitor of 707s and C-135s and, in a way, all jet airliners in the world. POP: 1 prototype, appropriately [N70700]. Its unusual design number stems from the fact that it ostensibly evolved from model 367 Stratofreighter, aka C-97. When the project arrived at the 80th study configuration, with no resemblance at all to the original 367, the design was frozen. The legendary "Dash 80" was used by the company as an airborne research tool, or rather say guinea-pig, for 18 years. When retired in 1972 it went straight to NASM, then on long-term loan to Seattle Museum of Flight.
  Boeing 377 (Boeing)
  Boeing 377 Aero Spacelines' Pregnant Guppy [N1038V] (Dan Eckland)

377 Stratocruiser 1944 (ATC 812) = 53-73pClwM rg; four 3500hp P&W Wasp Major; span: 141'3" length: 110'4" v: 340/300/x range: 4600 ceiling: 33,000'; ff: 11/7/44. B-29 wing and other components. $1,717,000 in 1952; POP: 56 for Pan American, Northwest, United, and BOAC, of which 27 were purchased by Aero Spacelines (qv) in the 1960s (about a dozen were pirated for parts, then scrapped) for conversion to their handful of Super Guppy freighters.
  Boeing 390 (art: Jared A Zichek)

390, 391 1943 - STOL "Flying Flapjack" single-seat fighter designed around a long-chord, very low-aspect ratio wing, similar to Vought's V173/XF5U-1, but with a single engine driving a six-blade, counter-rotating prop. The design, with its well-forward cockpit (also similar to XF5U-1), was planned to solve the problem of pilot vision over the nose in carrier landings (the reason F4U Corsair was initially rejected for carrier duty). The 390 was to have a centrally-located P&W R-3350 and a designed speed of 425 mph while the 391 would mount an 3000hp R-4360 for 452 mph. None built.
396 - A flying experiment of the 390/391 concept, a close copy of Vought V173, but with a low-power engine to explore only the low-speed characteristics of the elliptical planform wing. Not implemented.
424, 432 1943 - Boeing's first jet-engine design as medium bomber. 432 was modified design in 1944. Neither was built.
448 1945 - Swept-wing version of 432 led to B-47 prototype. Not built.
474, 479 SEE B-55.
500 1962 = Civil development of Army OH-6A. 5pCH; 375hp Allison 250-C20B; rotor: 26'5" length: 30'9" load: 1519# v: 201/178/0 range: 405 ceiling: 13,900'.
520 1991 = 5pCH development of McDonnell Douglas 530.
7E7 SEE 787.
Note: Boeing used suffix letters, the same for all jetliners, to indicate certain variations: C for Convertible, a combined passenger/cargo version with cargo doors added; QC for Quick Change, similar to C but with seats, galley, etc, permanently installed on palletized floor sections to be mounted directly on the cargo floor; F for Freight as cargo-only version; B indicated uprated engines.

  Boeing 707 (American Airlines)

707 (TC 4A21, 4A26, 4A28) - Commercial jet transport derived from 367-80; ff: 12/20/57. Military version was KC-135.

707-120, -120B 1957 = 179p; four 12500# P&W JT3; span: 130'10" length: 144'6" load: 139,000# v: 623/571/x range: 3075. 707-120B had 17-18000# JT3D bypass engines, increasing climb from 2400 to 5050fpm. POP: 128.

  Boeing 707-138B [N707JT] (Dale Elhardt)

707-138 19?? = 707-120 with length: 136'2" POP: 13, Qantas order only.

707-220 1959 = 707-120 with 15800# JT4A. POP: 5 to Braniff as 707-227.

707-300 1985 = USAF C-137C.

707-320, -320B, -320C 1962 = 189p intercontinental version with 15800# JT4A; span: 142'5" length: 152'11" load: 177,000# v: 623/604/x range: 4630. -320B had 18000# J3D bypass engines; range: 6160. Compared to 707-120, had modified inboard planform and new swept wingtip, span increase with root plug; length: 151'2". POP: 561 to airlines, 5 to Royal Canadian Armed Forces, and 14 to Iranian Air Force, of which 6 with boom refueling units were designated as KC-707.

  Boeing 707-331C [N782TW] (Boeing via Johan Visschedijk coll)

707-331C 19?? = Tanker-transport prototype, shown here refueling a F-105F using a Beech 1080 hose-and-drogue system.

707-320 1961 = Presidential VC-137C and AWACS EC-137D.

707-420 1960 = 707-320 with 17500# Rolls-Royce Conway. POP: 37.

707-700 1979 = Test-bed for 23000# GE-SNECMA CFM56 turbofan, developed by General Electric and French SNECMA. POP: 1, eventually converted with JT3Ds and sold as a 707-320C.

707-700 is not a misprint. The alternative 707-720 would have been confusing because it had nothing to do with Model 720 below. In fact, the official designation for 707s was 707-100, 707-200, etc. It was Boeing who called them 707-120, etc, because all company designations—707-121 for PAA, as an example—started on "20". (— Peter Bergen)

  Boeing 717-200 as MD-95 (Boeing)

717 (Boeing-Douglas) - Short- to medium-range jet transport; originally the company's model designation for KC-135. 100pClwM rg; two 18500# high-bypass BMW-Rolls-Royce BR715; span: 93'5" length: 124'0" range: 2230.
717-100A 19?? = USAF tanker mod as NKC-135A. POP: 1 [55-3135].

717-200 1998 = Similar in size and shape to Douglas DC-9-30, originally introduced as McDonnell Douglas MD-95 in 1995, but redesignated and redesigned in 1997. POP: 156. Boeing ended production in mid-2006 because of sagging sales and to focus on military orders, thus marking the end of Douglas' 86-year reign in aviation history.

  Boeing 720 [N93153] (Larry DiRicco)

720 1960 (TC 4A21, 4A26, 4A28) = 165pClwM rg short- to medium-range derivative of 707; four 12000# P&W JT3C; span: 130'10" length: 136'2" load: 118,200# v: 627/601/x. Although this looked much like a 707, it was in fact quite a different airplane, being lighter and shorter and with a new wing design, and was capable of operating from shorter runways. Glove added over inboard wing to increase cruise speed. POP: 154.
720B 196? = JT3D turbofan engines. POP: several 720s modified as flying testbeds—one (ex-MEA) modified by P&W-Canada to test large turbofans (on inboard left pylon), small turbofans (on pylon mounted to right side of nose) and turboprops (in a nose installation); one modified by Garrett/Allied Signal to test turboprops (on pylon above right side of nose) and small turbofans; one modified by Boeing to test anti-sub warfare electronics.
  Boeing 727 [N722RW] (William T Larkins)

727 (TC A3WE, A22WE) - Short- to medium-range transport. 131pClwM rg; three 14500# P&W JT8D turbofans; span: 108'0" length: 153'2" v: x/599/x range: 1670-2464. C suffixes were convertible passenger and cargo versions.
727-100 1963 = 131p; 14000# P&W JT8D; span: 108'0" length: 133'2" load: 89,400# v: 632/570/x range: 3110. POP: 572, included 164 727-100C.

727-200 1967 = 189p stretched version, recognizable by its round centerline engine intake, as opposed to -100's elliptical one. 16000# JT8D; length: 153'2" load: 106,600# v: x/599/x range: 2800. Advanced 727-200s had 17400# JT8D engines. POP: 1,260.

727 UDF 1986 = 727-100 modified as a flying test-bed with the right-hand JT8D replaced by a GE-36 unducted fan. POP: 1.

727-300 - Proposed stretched -200. Would have had JT8D-200s (like MD-80), modified wing leading edge, and four-wheel main gear trucks. Cancelled when UAL declined to order them. Superseded by 757.

  Boeing 737 Air California [N461GB] (K O Eckland)

737 (TC A16WE) - Short-range, twin-engine transport; ff: 4/9/67. When the final 737 came of the assembly line in Dec 1999, it filled the last of some 4,300 orders in 32 years, a sales record for the company.
  Boeing 737-100 Prototype (Boeing)

737-100 1967 = 99-107p; two 14000# P&W JT8D-9; span: 87'0" length: 93'9" load: 54,000# v: x/575/x range: 1150. $3,200,000; POP: 30.

  Boeing 737-293 [N468AC] (Werner Fischdick via ASN)

737-200 197? = 115-130p; 14500# JT8D-9A; span: 93'0" length: 100'2" load: 66,400# v: x/576/x range: 2135 ceiling: 37,000'. POP: 1,095. Also to USAF as T-43A.

  Boeing 737-375 [N668SW] (Peter Frei via ASN)

737-300 1981 = 149p; 20000# GE-SNECMA CFM-56; span: 94'9" length: 109'7" load: 69,600# range: 1860. POP: 452 by 1988, plus 343 on order.

  Boeing 737-4Q8 [N774AS] (Dale Elhardt)

737-400 1988 = 170p stretched version of 737-300; 22000# CFM-56; length: 119'7" load: 76,800# range: 2485.

  Boeing 737-522 [N924UA] (unknown @ Google Earth)
  Boeing 737-524 [N16648] (Darrell Loosemore)

737-500 1989 = Modernized, shortened version of 737-300; length: 100'2".

  Boeing 737-600 (Boeing)
  Boeing 737-600 Front office (Boeing)

737-600 1998 = 110-132p modernized 737 with later model CFM56-7Bs and new 102'6" wingl fuselage same length as 737-200.

  Boeing 737-7AV [N889NC] (Dale Elhardt)

737-700 1997 = Stretched 737-600; fuselage 94" longer. SEE ALSO BBJ.

737-700C 2000 = No data.
  Boeing 737-800 with new winglets (Boeing)

737-800 1997 = Stretched 737-700; fuselage 230" longer. Beefed-up wing structure for higher gross weights.

  Boeing 737-900 (Boeing)

737-900 2000 = Stretched 737-800; fuselage 104" longer; ff: 8/3/00.

  Boeing 747 (William T Larkins)
  Boeing 747 Rollout 9/30/68 (Boeing Co)

747 (TC A20WE, A22WE) - ClwM rg; four-engine, wide-body transport. First 747, The City of Everett, donated to Seattle Museum of Flight after serving for many years as an engine test-bed. Later leased back from the museum for testing of PW-4000 for the 777. Another 747 served GE as an engine test-bed and has flown with a fifth engine, a CF34-8, mounted inboard of the right inboard pylon. Total deliveries of 747s to Jan 2000: 1,238.
747-100 1969 = First production. 374-490p; 43000# P&W JT9D; span: 195'8" length: 231'10" load: 364,000# v: 608/580/x range: 6000 ceiling: 40,000'. POP: 176, included 9 747-100B and several to Iranian Air Force with boom refueling units.

  Boeing 747-123 and backpack (NASA)

747-123 19?? = Modified ex-American Airlines 747-100 used by NASA as a ferry for the Space Shuttle.

747-200 - None built as a plain -200.

747-200B 1971 =POP: 323 (?>318).

747-200C 1971 = 442-550p; 54750# JT9D or 52500# General Electric CF6-50E or 50110# Rolls Royce RB.211-524B; load: 450,000# range: 7950.

747-200F 19?? = Cargo version with opening nose; load: 248,000#. POP: 66 (?>73).

747-300 1983 = 496-630p production model similar to 747-200 series. POP: 81, of which 4 were short-range models.

  Boeing 747-400 (Boeing)

747-400 aka -400X 1988 = Long-range carrier with new engines and larger wings; stretched top deck, cockpit mods. 496-630p; span: 213'0" load: 477,000# range: 8400. POP (total 747-400s): 587.

  Boeing 747-400ER (Boeing)

747-400ER 2002 = "Extended Range" passenger and cargo versions; ff: 7/31/02. Structural changes, strengthened fuselage and landing gear, additional fuel tank.

  Boeing 747LCF (Boeing)

747-400LCF 2005 = New Pregnant Guppy ("Large Cargo Freighter") as cargo carrier with three times the capacity of the standard -400 freighter; ff: 9/9/05 (p: Joe MacDonald, Gerald Whites, Randy Wyatt). POP: 1 built in Taipei [N747BC], and another one in the works (2006). TRIVIA: Its 44,000# swing-open tail alone weighs as much as a fully-loaded WW2 B-17, and its 65.000 cuft cargo section could accommodate a three-level 10-lane bowling alley (not too practical for games during turbulence), with room to spare for a restaurant.

747-400XQLR 19?? = Greater range, noise reduction, improved cargo handling, plus other new options based on customer interest; wingtip mod, new flap and aileron design, trailing edge wedge to reduce fuel consumption.

747-500, -600 1998 = Proposed stretched and modernized 747s. Programs canceled because of insufficient customer interest.

747C 1973 = To World Airways. POP: 3.

747F 1972 = Freighter version for Lufthansa; load: 200,000#.

747SP 1975 = "Special Performance." 288-360p special-performance version of 747-100B with fuselage shortened to 184'9"; span: 195'8" load: 366,000# range: 6900-7660 ceiling: 45,000'; ff: 7/4/75. Developed for long ranges and low traffic density. POP: 44.

747SR 1973 = 498p "Short-Range" version with modified structure to allow frequent take-offs and landings. Dimensions same as 747-100. POP: 29, first units to Japan Air Lines.

  Boeing B757 (NASA)

757 (TC A2NM) - ClwM rg, twin-engine passenger or cargo transport. POP: 1,000 milestone on 2/14/2002 with delivery of a 757-200 to American Airlines, total reported as 1,018.
  Boeing 757-222 [N51UA] (William T Larkins)

757-200 1982 = 186-218p; two 37400# R-R RB211-535C or 38200# P&W 2037 turbofans; span: 124'10" length: 155'3" load: 94,000# v: x/600/x range: 2870-3925 ceiling: 38,400'; ff: 2/19/82. POP: 194, plus 172 on order by 1988.

757-300 1982 = 240-289p 757-200 stretched 23'4"; ff:10/5/82. Extended upper-deck cabin.

  Boeing B767 NASA Guppy

767 (TC A1NM, A2NM) - ClwM rg, twin-engine, medium- to long-range transport. POP (total 767s): 885.
767-200 1981 = 180-255p; 47800# P&W JT9D-7R4D or 47900# GE CF6-80A; span: 156'1" length: 159'2" load: 122,000# v: x/600/x range: 2300-3700 ceiling: 40,650'; ff: 9/26/81.
767-200ER 1982 = no data.
  Boeing 767-375 [C-GSCA] (John Davies)

767-300 1986 = 261p; length: 180'3" range: 4415.

767-400ER 1999 = Multi-Sensor Command and Control aircraft (MC2A). 767-300 with fuselage stretched 21'1" and extended wingtips. Redesignated R-10A in 2003.

777 - Originally a proposed 3-engine version of 767-200. Offered to the airlines at the same time as the 767-200. Program canceled when no buyer interest was apparent.
777 (TC T00001SE) - ClwM rg, twin-engine, long-range jet transport. First entirely computer-designed commercial aircraft and complete all-digital "fly by wire" cockpit. Modular construction, with design input from airlines, flight crews, even passengers. POP: more than 1,000 by 2003, when it was scheduled to be replaced by 7E7.
  Boeing 777-200 (Boeing)

777-200 1994 = 305-440p; two General Electric GE90-B3; span: 203'0" length: 212'4" v: 649/598/x range: 4600; ff: 6/12/94. Gross wt: 539,200#. First commercial production was 777-200LR (ff: 3/8/05; p: Suzanna Darcy-Hennemann and Frank Santoni), which set a world distance record for airliners on 10/10/05 by flying eastward nonstop from Hong Kong to London, a distance of 11,664 statute miles.

777-300 1997 = 777-200 with fuselage stretched 33'3".

  Boeing 787 Artist's impression (Boeing)
  Boeing 787 Roll-out (Boeing)

787 "Dreamliner", 7E7 - 210-330p mid-sized, wide-body, twin-engine airliner currently in production by Boeing Commercial Airplanes, scheduled to enter service in Nov 2008; first 787 in a roll-out ceremony 7/8/07. First major airliner to use composite material for most of its construction
787-3 2008 = Medium range high capacity widebody airliner.

787-8 2008 Long to Ultra-Long range high capacity widebody airliner.

787-9 2008 Long to Ultra-Long range high capacity widebody airliner.

  Boeing 837 ?

837 c.1965 - Rumored swing-wing close-air support project for the Army to replace Mohawk, but none built. No data.
  Boeing SST (Boeing)

2707 - SST as mock-up only.
A-5 1941 - Proposed P-12 aerial target. Never implemented.
  Boeing YAL-1A (Edwards FTC)

AL-1 2006 = YAL-1A.
  Boeing AT-3 [26-347] (Boeing)

AT-3 1926 = PW-9A as trainer with 180hp Wright V-720. POP: 1 [26-347].
  Boeing XAT-15 [41-23162] (1943 Aircraft Year Book)
  Boeing XAT-15 [41-23162] (Boeing)

AT-15 "Crewmaker" 1942 = USAAF bomber crew trainer. ChwM; two 550hp P&W R-1340-AN-1; span: 59'0" length: 42'0" v: 200. Plywood construction. POP: 2 as XAT-15 [41-23162/23163]. Nickname never officially applied.
  Boeing B-1 Seattle mail plane [N-ABNA] (Boeing)

B-1 (Model 6) 1919 (LTC 1, TC 812) = 2pOBFb; 200hp Hall-Scott L-6 pusher; span: 50'3" length: 31'3" v: 90/80/x range: 400 ceiling: 13,000'. First Boeing commercial design; all-wood construction. 400hp Liberty 12 on later versions. As a mailplane it flew the Seattle-Victoria (BC) route 1919-28, accumulating more than 500,000 miles while outlasting six motors [NABNA=1974]! Restored in 1951.
  Boeing B-1D (Boeing & Aerofiles)

B-1D 1928 (ATC 23) = 3pOBFb; 220hp Wright J-5 pusher; span: 39'8" length: 30'10" load: 675# v: 110/95/55 range: 300. Revamped version of B-1, it was the first flying boat to earn an ATC. POP: 2, one of which was refitted with 420hp P&W Wasp (load: 1155# v: 125/105/57 range: 175) for Western Canada Airways.

B-1E 1928 (ATC 64, 2-215) = 4pCBFb; 450hp P&W Wasp; span: 39'8" length: 32'7" load: 1510# v: 125/103/57 range: 500. Cabin version of B-1, predecessor of 204. $20,000; POP: 6. (2-215) in 1930 for 5p modification.

B-2 SEE Northrop-Grumman.
B-9 - Bomber derived from 221 Monomail as 4pOlwM rg.
YB-9 (Model 215) 1931 = Prototype. Two 575hp P&W R-1860-13; ff: 4/29/31 (p: Les Tower). POP: 1 [32-301].

  Boeing Y1B-9 [32-302] (Boeing via USAF Muesum)

Y1B-9 (Model 214) 1931 = Two 600hp Curtiss V-1570-29, later replaced by P&W R-1860-11. POP: 1 [32-302].

  Boeing Y1B-9A (Boeing via Drina Welch Abel)

Y1B-9A (Model 246) 1932 = Two 600hp P&W R-1860-11 Hornets; span: 76'10" length: 51'6" load: 5379# v: 188/165/x range: 540 ceiling: 20,750' $100,000; POP: 5 [32-303/307].

  Boeing XB-15 (1940 Air News)
  Boeing XB-15 [35-277] (USAF Museum)

B-15 (Model 294) 1937 = 10pClwM rg; four P&W R-1830 span: 149'0" length: 87'11" load: 27,359# v: 195/171/70 range: 3400; ff: 10 (?>12)/15/37 (p: Eddie Allen). Gross wt: 70,700#. Super-long-range, but slow and underpowered, bomber design (although it did set some records for load carried to altitude in 1939), redesignated from XBLR-1. POP: 1 XB-15 [35-277]. After flight tests, in 1940 it was relocated to Panama for bombing trials, then in 1941 was modified for cargo duty and troop carrier as XC-105 during WW2. Scrapped at Panama Air Depot in late 1945, where some of its components were salvaged by aviation enthusiasts in 1979 and presented to USAF Nuseum.
  Rutan XB-17 A bit of creative and speculative "enhancing" (source unknown)
  B-17 Production line (Boeing)
  B-17 Front office (Boeing)

B-17 Flying Fortress - 9-10pClwM rg; four 1200hp Wright GR-1820; span: 103'9" length: 67'11" load: 19,000# v: 291/231/80 range: 1375 (data for B-17C). Wartime production subcontracts to Douglas and Lockheed/Vega. SEE 299.
  Boeing XB-17 [X13372] (Boeing Co)
  Boeing XB-17 The end [X13372]

"XB-17" (Model 299) 1935 = (XB-17 was the unofficial designation of the 299 prototype) 9pClwM rg; four 750hp P&W R-1690E Hornets; span: 103'9" length: 68'9" v: 236/140/x range: 3010 ceiling: 24,620'; ff: 7/28/35 (p: Lesie Tower) [X13372]. In final military testing 10/30/35, AAF Maj Pete Hill inadvertently took-off with controls locked, and the 299 spun into the ground with three fatalities. This cast a veil of suspicion over the plane, and an initial contract went instead to Douglas B-18.

  Boeing YB-17 [36-151] (Boeing)

YB-17 (Model 299B) 1936 = USAAC evaluation tests. Four 930hp Wright GR-1820-39; length: 68'4" load: 10,415# v: 256/217/70 range: 2260 ceiling: 30,600'; ff: 12/2/36. $301,221; POP: 13 [36-149/161]. Redesignated Y1B-17.

RB-17 194? = SEE F-9.

TB-17 1943 = Trainer conversion of B-17G.

VB-17 SEE C-108.

  Boeing YB-17A [37-369] (USAF Muesum)

YB-17A 1936 (Model 299F) = Turbosupercharged GR-1820-51. POP: 1 [37-369]; ff: 4/29/38.

  Boeing B-17B (Boeing)

B-17B 1939 (Model 299E/299M) = Larger rudder and flaps, flat-panel bombardier's nose window; ff: 6/27/39. POP: 39 [38-211/223, -258/270, -583/584, -610, 39-001/010].

  Boeing B-17C Wright Field tester (Air Trails)

B-17C (Model 299H) 1940 = R-1820-65 engines, twin nose guns, belly gun; ff: 7/21/40. POP: 38 [40-2042/2079], of which 20 were coverted to -17D and exported to RAF as Fortress I (Model 299U); many of the remaining were converted to USAAC transports with the advent of the -17E.

  Boeing B-17D for RAF service (Boeing)

B-17D (Model 299H) 1940 = POP: 42 [40-3059/3100]; ff: 2/3/41. Despite heavy losses on the ground in Hawaii from Japanese attacks, B-17D had the significance of being America's first aircraft to be used for offense in WW2.

  Boeing B-17E (1940 Air News)

B-17E (Model 299-O') 1941 = Major redesign, 1200hp Wright GR-1820-65; length: 73'10" (?>73'2") load: 20,750# v: 318/160/70 range: 3300 ceiling: 36,600'; ff: 9/5/41. POP: 512 [41-2393/2669, -9011/9245]; exports to RAF as Fortress II (Model 299U).

  Boeing B-17F [42-6092] (USAAF)

B-17F (Model 299P) (Boeing, Douglas, Vega) 1942 = R-1820-97; one-piece plastic nose, larger tanks, internal changes; length: 74'9" load: 21,000# range: 1300 v: 325/160/73 range: 4420 ceiling: 37,500'; ff: 5/30/42. POP: 3,405 (Boeing: 2,300, Douglas: 605, Vega: 500) [41-24340/24639, 42-2964/3283, -3284/3562, -5050/5484, - 5705/6204, -29467/31031, -37714/37715, -37717/37720], of which some converted to photo-recon F-9, -9A, and -9C; 19 to RAF as Fortress IIA (Model 299U); 1 to USN as PB-1. Many war-weary B-17Es and -17Fs were stripped in 1944 and loaded with explosives for use as radio-controlled flying bombs in Project Castor, but control problems halted efforts after only a few attacks. Seven captured B-17Fs and -17Gs were flown by the Luftwaffe with their designation of Dornier Do.200.

  Boeing CB-17F (Dan Shumaker coll)

CB-17F 194? = Troop transport.

  Boeing TB-17F [42-30227] (Dan Shumaker coll)

TB-17F 1942 = Pilot and crew trainer conversion.

  Boeing B-17G Thunderbird [42-38050] (Terry Walters)
  Boeing B-17G Evaluation tests of German V-1 rocket [44-85815] (USAF Wright Field)
  Boeing B-17G Nose armament (John Diele coll)

B-17G (Model 299P) (Boeing, Douglas, Vega) 1943 = R-1820-97; chin turret; length: 74'4" load: 29,365# v: 287/182/90 ceiling: 35,600'. $204,370 in 1944, $187,742 in 1945; POP: 8,680 [42-3563, -31132/32116, -37716, -37721/38213, -39758/40057, -97058/97407, -97436/98035, -102379/102978, -106984/107233, 43-37509/39508, 44-6001/7000, -8001/9000, -83236/83885, -85492/85841], of which 22 transferred to USN/USCG as PB-1W/-1G [44-83864/83885], plus 85 (?>112) exports to RAF as Fortress III/IIIA (Model 299U).

Why researchers grow old young: [45-7701/8300] is listed by USAAF as a cancelled contract, but [45-7701/7702] and [45-7766] are seen completed, minus engines, in the background of a Douglas factory photo, suggesting that block was originally intended for B-17G-DL production. (— K O Eckland)
  Boeing JB-17G [N5111N] (Dept of Defense)
  Boeing JB-17G [44-85813] (Wright Field archives)

JB-17G 1945 = Civil and USAF test-bed for an added 6000hp P&W XT34 "Turbo-Wasp," Wright XT-35, Wright R-3350, and Allison T-56 POP: 3 [N5111N, 44-85747, 44-85813]. While results were encouraging—the Turbo-Wasp alone produced more power than the combined four wing engines and more economically—the Armistice and dawn of the jet age curbed the project.

CB-17G 1943 = 64p troop transport experiment. POP: 1.

EB-17G ( (Model 299Z)) 1946 = Experimental flight tests with turboprops. POP: 2 conversions.

MB-17G - Unmanned version of -17G proposed in 1948, but not built.

RB-17G 1948 = Recon conversion, redesignated from F-9C.

SB-17G 1945 = B-17G converted for search and rescue duties.

TB-17G 1943 = Pilot and crew trainer conversion.

VB-17G 19?? = VIP transport conversion. POP: 1.

  Boeing SB-17H (William T Larkins)
  Boeing SB-17H [43-39505] (Dan Shumaker coll)

SB-17H 1944 = Rescue conversion of B-17G with radar and dropable lifeboat carried externally underneath. To USCG as PB-1G. POP: 12.

QB-17L, -17P 1944 = B-17G as gunnery target. Some redesignated to BQ-7.

B-17s in pre-Pearl Harbor bombing raids

Not widely known is that the RAF received 20 Fortress Is (Boeing export models 399U) from a batch of B-17Cs originally procured by the USAAF [40-2043/2079]. Intended for use as multi-engine trainers, they went to 90 Squadron at West Raynham in May 1941, as a plan was initiated to try them in high-altitude bombing of German coastal targets. Three aircraft flew a first raid from Polebrook on 7/8/41, targeting the Wilhelmshaven naval base, but results were minimal. There followed daylight raids on targets such as Bremen, Kiel, Oslo, and Rotterdam, but continual problems with the Norden bomb sight, armament, and mechanical defects brought the experiment to an end in September 1941. Of 51 sorties, 26 were aborted with no bombs dropped.
B-20 (Model 316) - 1938 design study as Y1B-20, based on XB-15; never built.
  B-29 Assembly line (Boeing)
  B-29 Kit form? (Boeing)
  B-29 cockpit (Boeing)

B-29 Superfortress (Model 345) - AAF's first VHB-class (Very Heavy Bomber) aircraft, development began in laie 1940. 10pClwM rg; four 2200hp Wright R-3350-23; span: 141'3" length: 99'0". Built by Boeing Wichita (as suffix -BW) and Renton (-BN), Bell (-BA), and Martin (-MO) companies. POP: total B-29s: (Boeing) 2,766, (Bell) 668, (Martin) 536. The single most deadly war weapon in history, B-29s accounted for an estimated 806,000 collateral civilian casualties in raids on Japan's homeland—about 300,000 were fatal. In comparison, Japanese military combat casualties in its entire war numbered 789,000.
  Boeing XB-29 [41-18335] (USAF Museum)

XB-29 1942 = 2200hp Wright R-3350-13 with three-blade props; length: 98'2" load: 53,860# v: 368/247/105 ceiling: 32,100'; ff: 9/21/42 (p: Eddie Allen). 16 engine changes in 27 test hours were required to solve problems. $893,730; POP: 3 [41-002/003, -18335]. The second one's maiden flight on 12/30/42 ended abruptly with an engine fire.

YB-29 1943 = ff: 6/26/43. POP: 14 [41-36954/36967], of which the first was converted in 1944 to XB-39 with Allison V-3420 inlines.

  Boeing B-29 [44-86268] (USAAF)

B-29 (Boeing, Bell, Martin) 1943 = First production version; span: 141'0" length: 99'0" v: 358/230/105 range: 3150-4000 ceiling: 31,850'. POP: 20 B-29-BN, 1,570 (?>1,630) B-29-BW, 979 B-29-BA, and 536 (?>531) B-29-MO. Total production of B-29 is generally accepted as 3,654, but individual factory figures vary with different sources.

  Boeing SB-29 (USAF Museum)

SB-29 1944 = Pacific S&R duties with dropable lifeboat.
  Boeing B-29A [42-93837] (USAAF)

B-29A 1944 = Revised armament; v: 381/253/119 load: 69,640# range: 4100. $605,360 in 1944, $509,465 in 1945; POP: 1,119. In 1950, 88 coccooned B-29s and -29As were modernized and delivered to RAF as Washingtons to replace their aging Avro Lincolns.

B-29B (Bell) 1944 = Stripped-down, lightened version with tail turret only, APG-15 gunnery radar and APQ-7 ("Eagle") bombing radar; load: 55,250# v: 364/228/105 range: 3875-4200. POP: 311 as B-29B-BA.

B-29D 1945 = Became B-50A in 1946.

B-29E, -29K 194? = Conversions for flight testing. POP: 19.

B-29F 194? = Cold weather trials in Alaska. POP: 6 converted B-29s.

XB-29G 1945 = Jet engine flying test bed. POP: 1 converted B-29B [44-84043].

XB-29H 194? = Special armament tests. POP: 1 converted B-29A.

YB-29J 194? = Uprated engines in modified nacelles. POP: 6. Two later converted into RB-29J, two to YKB-29J tankers.

RB-29J 19?? = Photo recon.

YKB-29J 1948 = Tanker converted from RB-29J. POP: 2.

CB-29K 1949 = Freighter modified from B-29. POP: 1.

KB-29M 1948 = Tanker with trailing-hose refueling system. POP: 92 converted from B-29 and -29A.

B-29MR 1948 = Provision for refueling by KB-29M. POP: 74 converted from B-29.
KB-29P 1949 = Tanker conversion of B-29 with radar; length: 120'1" load: 69,489# v: 400/315/x range: 2300 ceiling: 38,000'. POP: 116.

YKB-29T 1949 = Three-point flight refueling (rear fuselage and wingtips). POP: 1 converted KB-29M [45-21734].

  Boeing XB-38 [41-2401] (USAF) B-38 (Vega Model V-140) 1943 = Experiment with B-17E repowered with four 1425hp Allison V-1710 for concerns there might be a shortage of Wrights; span: 103'11" length: 73'9" v: 327/226/x range (est): 3300 ceiling (est): 30,000'. POP: 1 as XB-38 [41-2401]; ff: 5/19/43 (p: George MacDonald, Bud Martin). It was lost in a crash on its ninth test-flight when an engine caught on fire; both men bailed out, MacDonald died when his 'chute malfunctioned.
B-39 1943 = B-29 with four 2600hp Allison V-3420; span: 141'3" length: 98'2" v: 405/312/x range: 2840 ceiling: 35,000'. POP: 1 repowered from YB-29 as XB-39 [41-36954].
B-40 - B-17F rigged as heavily-armed escort fighter for bomber formations, with 40mm cannon and as many as 30 machineguns, but the idea proved unsatisfactory after nine combat missions, and they reverted to bombers.
  Boeing XB-40 [41-24341] (W T Larkins coll)

XB-40 1943 (Vega) = POP: 1 [41-24341].

YB-40 1943 (Vega) = POP: 15 [42-5732/5744, -5833, -5871].

  Boeing XB-44 [42-93845] (Boeing via Drina Welch Abel)

B-44 1945 = Converted B-29A with 3000hp P&W R-4360-33 as evaluation prototype for B-50; ff: 5/x/45. POP: 1 as XB-44 [42-93845], originally designated as B-29D.
  Boeing B-47 (Boeing)

B-47 Stratojet (Models 448, 450) - USAF swept-wing, long-range jet bomber and recon; tandem landing gear. Also built by Douglas (Tulsa OK) and Lockheed (Marietta GA) during the Korean War, with suffixes of -DT and -LM respectively (Boeing was -BW).
QB-47 SEE RB-47E.

  Boeing XB-47 [46-065] (Boeing)

XB-47 1947 = Six 3750# Allison J35-2 turbojets; ff: 12/17/47 (p: Scott Osler, Bill Robbins). POP: 2 prototypes [46-065/066], later repowered with 5200# GE J47-GE-3.

  Boeing B-47A [49-1900]

B-47A 1950 = 5200# J47-GE-11 with radar bombing and nav systems; ff: 6/25/50. POP: 10 for testing and training [49-1900/1909].

B-47B (Boeing, Douglas, Lockheed) 1951 = First production. 3pChwM rg; six 5800# J47-GE-25 turbojets (first 87 units had 5200# J47-GE-11), plus external 1000# ATO units; span: 116'0" length: 109'10" load: 125,944# v: 606/557/x range: 4000+; ff: 4/26/51. POP: 399 (included 10 by Douglas, 9 by Lockheed), of which many were modernized in 1954 as B-47B-II with jettisonable JATO units, drogue chute, ejection seats; 1 to Canada as CL-52 engine test-bed for 20000# Orenda Iroquois. Most were later factory-upgraded to B-47E standards.

DB-47B, YDB-47B 195? = Drone director conversions. POP: 74, of which 1 designated YDB-47B [51-2186] to carry Bell GAM-63 weapon system in 1958.

RB-47B, YRB-47B 1953 = Recon conversions, most of which served as crew trainers. POP: 24.

TB-47B 1954 = Crew trainer conversions. POP: 51 (?>66).

WB-47B 195? = Weather recon conversions. POP: 1.

YB-47C - Allison J-7-powered photo-recon modification of B-47B as YB-56; project cancelled and none was built.

  Boeing XB-47D [51-2103] (W T Larkins coll)

XB-47D 1955 = Conversion of B-47B as test-bed for 9710hp Wright YT-49-W1 turboprops; v: 597; ff: 8/26/55. POP: 2 [51-2046, -2103].

  Boeing B-47E [51-5237]

B-47E (Boeing, Douglas, Lockheed) 1953 = Improved B-47B also had in-flight refueling capability, JATO packs, ejection seats, beefed-up landing gear; length: 107'0" v: 557/498/175 range: 2013-4100 ceiling: 40,500'; ff: 1/30/53. Bomb load: 10,845#. POP: 1,590 (included 274 by Douglas, 385 by Lockheed).

DB-47E 1959 = Drone director conversions. POP: 24.

EB-47E = Modified B-47E with a variety of pods filled with electronic countermeasures equipment and chaff dispensers, long-range external wing tanks. POP: 3 [52-0410, -0412, 53-2135], the first two loaned to USN for electronic warfare tests and remained operational with the Navy long after the last USAF B-47s had been retired. [53-2135], civil registered as [N1045Y], made the last flight of a B-47 when it was ferried from Davis-Monthan AFB to a Colorado air museum in the late 1970s.

ETB-47E 1957 = Electronics crew-trainer conversions. POP: ??.

RB-47E 1953 = Production photo-recon, in-flight refuelable; ff; 7/3/53. POP: 240, of which 14 became QB-47 drones in 1959.

WB-47E 195? = Drone director conversions. POP: 34.

YB-47F 1952 = Converted B-47B for refueling method tests. POP: 1 [50-009].

KB-47G 195? = Converted B-47B as tanker for instrument flight tests. POP: 1 [50-040].

  Boeing RB-47H [53-4280] (AETC)
RB-47H 1955 = Electronic recons POP: 32 [53-4280/4309, -6247/6248], which included some as 5-6p ERB-47H.

B-47J, YB-47J 195? = Modified to test radar bombing systems. POP: 1.

RB-47K 1954 = Photo-recon conversion of B-47E. POP: 15 [53-4265/4279].

EB-47L 1963 = Conversion of B-47E as communications aircraft. POP: 35.

  Boeing B-50 Cockpit (USAF)
  Boeing B-50 Track-gear for snow ops (ad: Goodyear)
B-50 Superfortress (Model 345) - Evolution of B-29D. 6pClwM rg; four 3500hp P&W R-4360; span: 141'3" length: 99'0" load: 87,358# v: 385/235/130 range: 4650.
B-50A 1947 (Model 345-2-1) = length: 33'7" range: 2300; ff: 6/25/47 [46-002]. POP: 80, of which 57 converted to KB-50J and -50K tankers. In 1949 B-50A Lucky Lady [46-10] made the world's first non-stop global flight, with three in-flight refuelings enroute by KB-29P tankers.
  Boeing EB-50A Uploading the X-1 [46-006] (NASA Dryden)

EB-50A 1947 = Aerial carrier used in testing Bell X-1 and other research projects; ff: 6/25/47. POP: 1 [46-006]; crashed on 11/24/52.

TB-50A 194? = Trainer conversion. POP: 11.

  Boeing KB-50J (USAF Museum)

B-50B, RB-50 1947 = POP: 45, of which 44 converted to RB-50B, -50E, -50F recons, later to tankers KB-50J and -50K.

RB-50C 1948 - Redesignated RB-54A (qv); s/ns [49-200/206, -1757/1770] assigned, but cancelled.

  Boeing B-50D [48-096] (USAF Museum)

B-50D 1947 = External fuel pods; v: 380/277/137 range: 4900 ceiling: 40,000'. POP: 222 [47-163/170, 48-046/127, 49-260/391].

  Boeing TB-50D [48-052] (USAF Museum)

TB-50D 194? = Trainer conversion. POP: ?.

  Boeing WB-50D [49-310] (USAF Museum)

WB-50D 194? = Weather ship. POP: 35.

RB-50E, -50G 19?? = Photo-recon conversion of B-50B. POP: 29.

RB-50F 19?? = Special-mission use with SHORAN navigation, conversion of B-50B. POP: 14.

TB-50H 1952 = Trainer version, later converted to KB-50K tanker. POP: 24.

  Boeing B-50J [50-80088] (USAF)

KB-50J, -50K 19?? = Tanker conversion of B-50A/-50B and KB-50H.

  Boeing B-52 Front office (Boeing)

B-52 Stratofortress (Model 464) - SAC intercontinental heavy bomber. Going for the longevity trophy, USAF in early 1999 announced plans to keep B-52s in service until 2044, when they would be 90 years old, to supplement costlier B-1 and B-2 bombers.
  Boeing XB-52 [49-230] (Boeing)

XB-52 1952 = Prototype with tandem seating under a greenhouse; eight 8700# P&W J57-P-3 turbojets; span: 185'0" length: 153'0" load: 235,000# v: 611/521/162 range: 7015 ceiling: 46,500'; ff: 10/2/52 (ground tests in Nov 1951). POP: 1 [49-230].

YB-52 1952 = Second prototype; ff: 4/14/52 (p: A M "Tex" Johnson). POP: 1 [49-231].

B-52A, NB-52A 1954 = Redesigned cabin, side-by-side seating, crosswind gear; ff: 8/5/54. POP: 3 [52-001/003], of which the first became NB-52A mother craft for the X-15 in 1959.

B-52B 1956 = Service evaluation; 12,100# J57-P-19W and -20WA. $53,000,000; POP: 33 [53-366/398].

  Boeing RB-52B X-38 mother ship [52-008] (Jim Ross / NASA)

RB-52B 1955 = Recon-bomber. POP: 17 [52-004/013, -8710/8716].
B-52C 1956 = Gross weight increase, larger wing tanks; 12100# J57-P-19W and -20WA; v: 634/521/169 range: 3800 ceiling: 46,350'. Pre-production; ff: 3/9/56. POP: 55 [53-399/408, 54-2664/2688].

  Boeing B-52D [55-0049] (USAF Museum)

B-52D 1957 = 6p main production version; span: 185'0" length: 160'11" v: 634/521/169 range: 10,000 ceiling: 55,000'; ff: 10/3/57. POP: 170 [55-0049/0067, -0068/0117, -0673/0680, 56-0580/0630, -0657/0698].

  Boeing B-52E [56-0631] (USAF Museum)
  Boeing NB-52E [60-70119] (Boeing)

B-52E, NB-52E 1957 = Upgraded navigation and attack systems. POP: 100 [56-0631/0656, -0699/0712, 57-014/029, -095/138]. NB-52E was engine test-bed for GE CF6 turbofans. POP: 1 [60-70119].

  Boeing JB-52E [57-0119] (USAF Museum)

JB-53E 1958 = No data.
B-52F 1958 = Eight 13750# P&W J57-P-43WA; span: 185'0" length: 156'6" v: 636/523/169 range: 3980 ceiling: 46,600'. POP: 88 [57-030/072, -139/183].

  Boeing B-52G (USAF)
B-52G 1958 = Missile platform, first bomber to employ air-to-surface missiles. Wet wing, redesigned crew positions, shorter fin, remote rear turret; length: 157'7" v: 637/523/169; range: 3980 ceiling: 38,400'. Gross wt: 480,000#. POP: 193. [58-158/258, 59-2564/2602], of which 1 converted to GB-52G [58-200].

  Boeing B-52H [60-044] (Boeing)

B-52H 1961 = 16000# TF33-P-3 turbofans. Revisions included tail Gatling (Vulcan) gun, rocket pods. Service career into the '90s. POP: 102 [60-0001/0062, 61-0001/0040]. One, in low-level turbulence research, physically lost almost all of its vertical tail and still managed to return to base for an uneventful landing!

B-54 - B-50 variant with redesigned airframe and new P&W R-4360-51 engines, originally as RB-50C; s/ns [49-207/229, -1771/1799] assigned for RB-54A, but cancelled in 1948 along with B-50C assignments.
B-55 (Models 474, 479) - 1948 four-turboprop heavy bomber project. None built.
B-56 - B-47B modification planned for four Allison YJ71-A turbojets, redesignated YB-47C, but project cancelled 1950.
B-59 (Model 709) - 1953 design study for Mach 2 medium bomber, not built.
  Boeing B&W (Boeing)

B&W (Model 1) 1916 = 2pOBFb; 125hp Hall-Scott A-5; span: (upper) 52'0" (lower) 43'10" length: 27'6" v: 75/67/40 range: 320. G Conrad Westervelt. Gross wt: 2800#. Boeing's first plane, and Westervelt's first design attempt. $3,750; POP: 2 delivered to USN in 1917, but returned as unsuitable for training and both eventually went to New Zealand for use as trainers and mail planes, and 1 flying replica in 1966.
BB-1 (Model 7) 1920 = Smaller 3p version of B-1 with 130hp Hall-Scott L-4 pusher; span: 45'6" length: 27'8" v: 84/75/x range: 500; ff: 1/7/20. Major changes in struts and wing floats. POP: 1.
  Boeing BB-L6 (Boeing)

BB-L6 (Model 8) 1920 = 3pOB; 215hp Hall-Scott L-6; span: 44'9" length: 29'3" v: 100/90/42 range: 450; ff: 5/24/20. Used same wings as B-1. POP: 1, in which Herbert Munter made the first flight over Mt Rainier at 15,000'.
BBJ 1998 = "Boeing Business Jet." 737-700 for executive use, with 737-800 wing. Delivered with winglets made by Aviation Partners, Inc.
BFB 1935 = USN dive bomber. 1pOB; 625hp P&W R-1535; span: 28'6" length: 23'1" v: 189 ceiling: 20,600'. POP: 1 XBFB-1 converted from XF6B-1 [8975].
  Boeing Bird of Prey (Boeing)

Bird of Prey (St Louis) 1996 = 1pCmwM rg; P&W JT15D-5C turbofan; span: c.23'0" length: 47'0" v: c.300ß ceiling: 20,000'. Gross wt: 7400#. Aft-set, cranked wings; uncomputerized flight controls. Produced at Boeing's Phantom Works divison as evaluative proof of a simplified and relatively economical stealthy combat aircraft—project cost of $67 million funded by Boeing. Retired in Oct 2002 after 38 successful test flights (p: Joe Felock).
BLR 1934 = XBLR-1 (Model 294) was the prototype B-15. Built, but never flown under this Wright Field designation.
BQ-7 1944 = B-17E and -17F converted as radio-controlled flying bombs in England. POP: about 25 conversions, some from QB-17P.
  Boeing XBT-17 (W T Larkins coll)

BT-17 aka X-91 (Wichita) 1942 = Army basic trainer. 2pOlwM; 450hp P&W R-985. POP: 1 prototype as XBT-17 [42-8726].
  Boeing BX (Boeing)

BX = No data.

Boeing C-Z, and hyphenates

SOURCES:
-- Boeing Aircraft Since 1916, Peter Bowers [Putnam 1993]
-- Museum of Flight archives