The B & W was the first Boeing product, named after the initials of its designers, William Boeing and U.S. Navy Lt. Conrad Westervelt. The first B & W was completed in June 1916.

Note with photo: Pioneers of transcontinental airline travel, the Boeing 40-A's carried two passengers in the forward cabin and 1,600 pounds of baggage or mail. Pilot cockpit was aft of the passenger cabin. Wheel brakes, heated cockpit and cabin were features of this first "deluxe" airline plane. 24 of the 40-A's were put into service on the first Boeing Air Transport route between San Francisco and Chicago, the first transcontinental airline.

Note with photo: Known as the "Pioneer Pullman of the Air," the Boeing 80 series offered passengers of 1929 the utmost in air travel comfort. A spacious, heated cabin, and hostess service were features of this early transport. A crew of 3 and 28 passengers were carried, as wells as 898 pounds of mail or baggage. Three Pratt and Whitney Hornet engines of 525 horsepower each were used on the 80-A. This model was the successor to the Model 80, a smaller tri-motor which was powered by three P & W Wasps of 425 horsepower.

Note with photo: Overnight from coast to coast. Such is the travel tempo set by United Airlines with its fleet of Seattle-built twin-engined Boeing transport planes of the type shown here. The big ships have a top speed of 202 m.p.h., cruise at 189 m.p.h., and can climb as high as 11,500 feet on one engine with a load of ten passengers, crew of three, baggage and cargo.

Note with photo: The Boeing 247-D twin-engine, high speed transport of 1934. The nation's first all-metal, low-wing twin-engine production transport, the 247 was also the first transport of this type to use retractable landing gear and tail surface trim tabs. With a top speed of 200 mph, and a service ceiling of 25,400 feet, the Boeing 247 was the first of the truly "modern" transports.Transport designers since 1934 have largely followed the formula set up with the 247. A crew of two pilots, a stewardess, ans 10 passengers were carried in the 247-D, as well as mail and baggage. Many Boeing 247's are still flying in airlines of the world.

Note with photo: Famed throughout the world as the most famous over-ocean flying boats, The Boeing Clippers, which appeared in 1938, were built for Pan American World Airways as the first airplanes capable of operating commercially on transatlantic and transpacific flights. Capable of carrying as many as 89 people, the giant Boeing Clippers crossed the oceans during the war years, operated by PAA for the Navy. Shortly after the war started, some of the big Boeings were taken over by the Army, designated C-98's, but were later turned back to PAA. British Overseas Airways Corporation purchased three of the Clippers from PAA and operated them across the Atlantic and on Empire routes during the war. Boeing built a total of 12 Model 314 Clippers.

Note with photo: The world's first pressurized commercial airliner, Boeing's Stratoliner paved the way to smooth upper-air travel for the airline passenger. With passenger and crew compartments attitude-conditioned, travelers and flight crew enjoy low altitude pressure while cruising at 30,000 feet. A total of 38 passengers and 5 crew members are carried in the Stratoliners. TWA, Inc. purchased 5 Stratoliners (Model SA-307-B), Hughes Aircraft Company purchased one (SB-307-B) and Pan American Airways purchased three (Model 307). During war years the TWA Stratoliners went into Army service with the Air transport Command, were known as Boeing C-75 Stratoliners.

Note with photo: Stewardesses "model" their new Stratocruiser. "Sitting pretty" in one of the Stratocruiser center sections at the Boeing Airplane Company plant in Seattle, stewardesses from the six airlines which have ordered the new 71-ton airliners help to demonstrate the unique "figure-eight" design of the double-deck ship. The main cabin, which connects with lower deck by circular stairs, contains passenger accommodations for from 55 to 75 passengers. Lower deck is fitted with luxury lounge and snack bar and two large cargo compartments which carry up to 17,00 pounds of mail, baggage, and freight. The large center section seen here is nearly ready to be joined to other sections to complete the 110 foot fuselage. Stewardesses from left to right wear the uniforms of United Airlines, Northwest Airlines, American Airlines, American Overseas Airlines, Pan American World Airways System, the British Overseas Airways Corporation, and Scandinavian Airlines System.

Note with photo: The first of three Boeing 720s (overseas version) ordered by Irish International Airlines is shown as it climbed skyward from Renton Municipal Airport, near Seattle, on its initial flight. Following its delivery, the green and white Boeing Shamrock Jet will fly to Tucson, Arizona, for two weeks of crew training. Irish International plans to commence transatlantic jet operations from Dublin and Shannon to New York and Boston December 14, carrying 16 first class and 101 economy class passengers. The Irish jets are powered by four Pratt & Whitney JT3C7 turbojet engines and can operate at speeds of more than 600 miles an hour.

Note with photo: Unmatched spaciousness will be the first impression received on boarding the giant Boeing 747 airliner. The extra-wide cabin and double aisles will afford passengers a level of comfort unmated in today's planes. This view of a 60-foot long interior mock up shows how the 625 mile-an-hour jet would be fitted out for tourist class flights, with seats nine abreast. First-class seating will be six to a row. The window glass area will be the same size as on today's big jets, but will appear larger due to recessed panels above the windows and edge lighting around them. Overhead, completely enclosed compartments are accessible to all passengers. The floor of the passenger deck will be 19 feet, 5 inches wide, compared with a floor width of 11 feet, 8 inches on the Boeing 707-320B, the largest commercial jet now flying. Studies on a number of interior designs are still under way by the Boeing Company, interested airlines and Walter Dorwin Teague Associates, an industrial design firm.

Note with photo: This full-scale mockup of the new Boeing 747 shows one of the many interior configurations possible in the world's largest jet airliner. This view looking toward the rear shows the three economy class sections. The airplane's 20 foot wide fuselage allows the use of wider seats than current jetliner economy sections, together with wide double aisles. In the center background are galley and lavatory complexes which also function as section divers. Overhead closed containers are for carry-on articles. Individual passenger reading lights, emergency oxygen and fresh air inlets are recessed in service units in the overhead containers. Forward of this area are two first class sections. The 747, depending on the operating airline's choice of interiors, will be capable of carrying from 350 to 490 passengers. First deliveries to the airlines are scheduled for late 1969.

Note with photo: Passengers are seen boarding the new Boeing 747 in a Boeing artist's concept of the world's largest jetliner during airport terminal operations. The Boeing 747 will carry up to 490 passengers in a single-deck main cabin. Located on a level above the main cabin is the flight deck and space for private or special passenger accommodations. Passengers will board by means of four entry doors located on each side of the aircraft forward of the wing. Baggage and cargo, loaded in containers and moved by an automatic loading system will go separately into the airliner's lower-deck cargo compartments. Although designed to incorporate a number of new concepts in terminal passenger and cargo movement, the Boeing 747 also can now operate in conjunction with present airport facilities. Pan American World Airways announced the first order for the 747 on April 13, 1966, contracting for 35 aircraft-23 in the all-passenger version and two in the all-cargo configuration-with first delivery in September 1969.

Note with photo: The B-9 family was fathered by the XB9, one of which was built in 1931-32. Outdistancing al pursuit craft of its day, the XB-9 was the first military aircraft to incorporate a low-wing cantilever design with two engines mounted in the wing. Streamlined throughout, it incorporated a retractable landing gear. A long-slim fuselage, however, contributed to tendency to fishtail. Second in total of seven B-9's was theY1B-9. Essentially the same as the XB-9design-wise, it was powered by two Curtiss V-1570 liquid-cooled conquerors instead of Pratt and Whitney Hornets as used in the XB-9. Again, only one was built.

Note with photo: Battleship of the sky-The B-17G Boeing Flying Fortress was the last production model of the famed Fortress family. The much-headlined Boeing bomber chalked up an impressive battle record in many war theaters throughout the world. Guns bristled from every part of the ship, the last addition in the way of protective armament being the twin-gun chain turret located beneath the plastic nose. Intended primarily for precision daylight bombing, the giant plane's firepower made it a most effective destroyer of enemy aircraft as well. The original Flying Fortress was designed by the Boeing Airplane Company more than ten years ago. A total of 12,731 was built. Many b-17's are still in service as long-range personnel transports and are used in many experimental Air Force projects.

Note with photo: The Boeing B-29 Superfortress, the great aerial dreadnaught which ranged over Japan and Jap-held territory throughout the Far East to the day of final victory in World War II, lives on in peace as a member of the U.S. Air Force police force. Its wing span is 141 feet, 3 inches; length 99 feet, and height 27 feet, 9 inches. The B-29 has innumerable aerodynamic refinements, such as flush-type rivets, butt-jointed external skin, streamlined nacelles for its 2,200 horsepower Wright engines, and completely retractable landing gear. An outstanding feature of the plane is its efficient "Boeing 117" wing. The B-29 is pressurized for high altitude operation, first combat bomber in history so equipped. A later development of the B-29, the Boeing B-50 Superfortress, is now in production as the standard long-range bomber of the U.S. Air Force.

Note with photo: The newest model of the double-deck cargo-carrying Stratofreighter series is the C-97A, now in production for the U.S. Air Force. The big new Boeing double-decker is the transport sistership of the airline Stratocruisers and Air Force globe-girdling B-50 strategic bombers. The 300 mile-an-hour Stratofreighter is powered by four 3500 horsepower Pratt and Whitney Wasp Major engines, equipped with General Electric turbo superchargers and Hamilton-Standard square-tipped reversible propellers. now radar equipment is housed in a streamlined "radome" under the plane's nose. The new C-97A is capable of carrying up to 53,000 pounds of cargo, 134 fully-equipped troops. Large doors under the tail of the plane make it possible to drive vehicles into the 60 foot long upper deck. It is fully pressurized and has a range of 4,600 miles. Original orders for 50 of these airplanes have been supplemented with additional, but numerically undisclosed, orders. The airplanes are being a assembled at the Boeing-operated, government-owned aircraft plant in Renton, Washington.

One of the U.S. Air Force's first production-modified KB-29P tankers refuels a Boeing B-50 Superfortress. Flying boom type refueling enables Air Force crews to transfer fuel in the air at higher speeds, higher altitudes, and at greater rates of flow than previous systems.

Note with photo: Standard U.S. Air Force Medium bomber. Fastest multi-engine bomber in active service, this 400 mile per hour B-50 can carry five tons of bombs 6,000 miles without refueling. On March 2, 1949, the B-50 Lucky Lady II, completed an historic non-stop round the world flight of 23,452 miles in 94 hours and one minute, refueling four times in the air. It is the first such flight on record and, according to Air Secreted W Stuart Symington, it was "an opachal [sic] stop in the development of air power What it actually does is to turn our medium bombers into intercontinental bombers." Although the B-50 retains virtually the same outward appearance as well as many of the war-proved features of its B-29 predecessor, it is a 75 percent new airplane in design. Its wing is 16 percent stronger yet 690 pound lighter than the B-29 wing, and its four Pratt and Whitney 3500 horsepower Wasp Major engines develop 59 percent more horsepower. Contracts have been let for a total of 347 B-50A's, Bs ad D's. a number of which have been completed.

Note with photo: Second Stratojet sweeps skyward in maiden flight. Streaking into the air like a giant arrow, the second XB-47 Stratojet built by the Boeing Airplane company takes off on its maiden flight from Seattle's Boeing Field at 3:58 p.m. today (July 21, 1948). Aide by its 18 JATO (jet assist rocket take-off units), whose smoke billows behind it, the experimental U.S. Air Force six-jet bomber made a tight bank just south of Seattle's business district and streaked off to the Moses Lake Air Force Base in Central Washington. Piloted by Robert M. Robbins, Boeing project pilot, and with Scott Osler, another Boeing test pilot, acting as co-pilot, the 60 ton bomber landed 44 minutes later after an "uneventful but beautiful trip." "Like the first XB-47," Robbins said, "it handles beautifully."

Note with photo: Wichita, Kansas. Boeing Airplane Company today released for the first time flight photographs of its newest model Air Force Stratojet bomber. The photographs were taken during a recent test flight near here of one of the production model B-47A Stratojets, fastest known bomber in the world. Boeing is building a substantial quantity of the Stratojets at Wichita, the first of the new planes having been rolled March 1 from the assembly line. The swept-wing bomber has a top speed of more than 600 miles an hour. It is powered by six General Electric J-47 turbo-jet engines, has a maximum gross takeoff weight of more than 185,000 pounds and can carry more than 20,000 pounds of bombs. An earlier model Stratojet, one of the two original XB-47's, last year spanned the nation from Moses Lake, Washington to Andrews Air Force Base, Maryland, in 3 hours 46 minutes at an average speed of 607.8 miles an hour.

Note with photo: A Boeing B-50D Superfortress is rolled from the final assembly area of the company-operated aircraft plant at Renton, Washington. Unit designation on the bomber's tail indicates that it is one of a number of B-50's built earlier in the manufacturing program and returned to the company, after service, to have installed the most recent technological aircraft improvements. In this manner all U.S.A.F. aircraft are kept up to date and ready for combat. Airplanes in the background are newly completed Boeing KC-97E Stratofreighters, being readied for delivery to the Strategic Air Command.

Note with 63a: This is the final assembly area for Boeing 707 transports at the Boeing Transport Division plant in Renton, Washington. It was from here that the 707 prototype made its initial appearance on May 14, 1954, and from where the first of the production airplanes was rolled out on October 28, 1957. Alongside the 707s, Boeing KC-135 jet tanker-transports are being built for the U.S. Air Force.

Note with photo: Seattle is the headquarters and home office of Boeing Airplane Company and Plant 2, shown in this aerial photo, is the company's principal Seattle facility. Large saw-tooth roofed area in center is main Assembly building. Immediately to right, front to rear, are the Administration and Engineering buildings. At extreme right is Cafeteria and foreground, one of the engineering annexes. Other engineering areas occupy section left of main Assembly, and in extreme upper left is Edmund T. Allen Memorial Aeronautical Laboratories and wind tunnel. The tunnel, now undergoing a $1,500,000 expansion, will open a new field of testing at highly critical transonic and supersonic speeds. Plant 2, which includes many of the company's research facilities, was the home of 6,981 World War II B-17s and later supplied major assemblies for the 1,119 production B-29s delivered from the nearby Renton plant. Boeing has 2,331,570 square feet of floor space(factory, laboratories, offices, etc.) at Plant 2 and an additional 365,559 square feet at nearby Plant 1. also located in Seattle.

Note with photo: This $2.25 million building houses the Boeing Scientific Research Laboratories. The building, housing a permanent staff of about 170 people, is located on a knoll across the Duwamish River from Boeing's Plant 2 in Seattle. It contains more than65,00 square feet of usable floor space and rest on a sold base of glaciated sandstone. Basically a one-story layout, the building is equipped with offices, laboratories, shops, and service facilities. A library and a lecture room are located on the upper floor above the entrance lobby. Scientists in the Boeing Scientific Research Laboratories are investigating five general areas of study: flight sciences, geo-astrophysics, mathematics, solid state physics, and plasma physics.

Note with photo: This attractively landscaped patio at one end of the new Boeing Scientific Research Laboratories is directly adjacent to the attractive dining room provided for the use of the laboratories staff. Benches in this area and at other points around the landscaped grounds have been installed to encourage maximum use of the out of doors. The entire building is enclosed with porcelain enamel, aluminum and glass curtain walls, with special heat and glare resisting glass in the continuous band of windows which afford the scientists who occupy offices around the perimeter of the building to enjoy the handsome out-looking vistas.

Note with photo: Boeing Space Center in 1967. Artist's concept of how the 430 acre Boeing Space Center, Kent, Washington may appear in March, 1967. North is left, with the West Valley highway slanting across upper half of picture. The two buildings in upper row are an office and training building and a support building. Middle row includes space flight and space environment simulation buildings at left. (built and being expanded); a cafeteria and four office buildings. Bottom row will include a laboratory support building (left) and two laboratory buildings, with microelectronics and materials and processes laboratories located in existing center building. When completed, the 11 buildings will provide more than one and one-quarter million square feet of floor space.

Note with photo: Space simulation laboratories of the new Boeing Space Center are housed in this building at Kent, Washington, a few miles south of the company's main plant in Seattle. Inside are the Space Environment Laboratory with its 11 vacuum chambers,and the Space Flight Simulation Laboratory with its rendezvous and docking simulator. Not shown in this photo is another building which houses Boeing's Microelectronics Laboratory and the Materials and Processes Laboratory. Work nearby on a two-story office building, which will be headquarters for the company's Space Division, began in October, 1965. Investment in the Space Center will be about $20 million when the office building is completed.

Note with photo: Wind tunnel duplicates actual flight. One of the aircraft manufacturer's principal measuring sticks in the pre-evaluation of a new airplane is the wind tunnel. Before any new type designed and built by any large airframe company takes to the air, exact scale models have undergone exhaustive wind tunnel tests designed to duplicate conditions found in flight. In the Boeing tunnel, which is the fastest privately-owned tunnel in existence, wind for the tests are developed by this twenty-four foot diameter fan. The shaft is turned by an 18,000 horsepower motor, three times more powerful than the largest railway locomotive ever built. The electricity consumed would supply the daily needs for a city of 134,000 people with 26,800 homes.

Note with photo: Stratocruiser "flies" in wind tunnel. Use of expensive, high speed wind tunnels allows engineers to evaluate new designs prior to construction of complete airplane. Pictured in the "throat" of the Boeing wind tunnel is a scale model of the XB-47 Stratojet. Beneath this test section is an intricate balance system. As models are "flown" they are tilted and turned about their points of suspension. At the same time the speed of the air rushing past is altered to simulate desired conditions. Throughout the test, the balances measure every value of drag and lift, of thrust and side-force, which the wind applies to the model. These values are transmitted electronically to a control room, where they appear on a bank of delicate meters. they are also automatically recorded on paper and the values are quickly plotted for immediate analysis.

Note with photo 94: Models show Boeing SST configuration. Scale models of the new Boeing supersonic transport design reveal details of the 1,800 miles an hour airliner as it would appear in supersonic (right) and subsonic flight. In supersonic flight, the 300 passenger airliner's wings would be swept back to 72 degrees and would be integrated with the large tailplane to form a single lifting surface. For subsonic flight the wing would be pivoted forward, and very large flaps would give added lift so the Boeing SST would be able to land and take off like present large jetliners. The latest Boeing design resulted from design and development studies carried out since Boeing established its supersonic transport project in 1958. The Boeing Company has already invested more than $30 million in its supersonic transport program.

Attached note: On rollout day in 1968, the 747 formed a backdrop for the representative stewardesses of the 26 airlines which had ordered the 710,000 pound jumbo jet. This photograph was taken inside the 747 assembly building in Everett, at the time the world's largest manufacturing building by volume, at 200 million cubic feet. In 1980 the building was expanded by 91 million additional cubic feet to accommodate the 767 line; it is still the world's largest building. Public Relations, Boeing Commercial Airlines.

Attached note: More than 231 feet long, with a wingspan of nearly 196 feet and a tail that reaches six stories in the air, the first 747 stands triumpantly over several thousand well-wishers at the rollout cermony in Everett on September 30th, 1968. Guest speaker C.R. Smith, the U.S. Secretary of Commerce, called the airplane "a national asset." The airline emblems on the airplane's fuselage represent the 26 airlines which had ordered 158 of the 747s prior to the rollout. Public Relations, Boeing Commercial Airlines.

Attached note: At the rollout ceremonies I 1968, the members of the "first flight" crew took a moment to pose near the airplane they had been assigned to fly. Jess Wallick, the flight engineer at left, and Jack Waddell, the pilot, center, with the 747 program since it began in 1966, had helped with the airplane's design, particularly in the cockpit. Co-pilot Brien Wygle, at right, joined the program shortly before the rollout, having been chief test pilot of the 737 program. All three men are qualified pilots, as well as engineers. The first flight took place successfully on February 9, 1969. Public Relations, Boeing Commercial Airlines.

Note with photo: Of all the oversize and oddly-shaped cargoes carried by 747s over the years, surely the most dramatic is the U.S. Space Shuttle. Under the observation of a chase plane, this NASA-owned 747-100 carries the Space Shuttle Enterprise on a test flight. The 747 is used to ferry the shuttle orbiter from landing sites to the launch facilities in Florida. In 1977, this 747 was used in a series of 13 tests of the shuttle vehicle, including eight tests during which the shuttle remained attached to the 747. In the remaining five flights, the shuttle was released from the 747 at altitudes of about 30,000 feet, making unpowered landings at Edwards Air Force Base in California. These tests proved the ability of the shuttle to glide to a landing after space missions. Public Relations, Boeing Commercial Airlines.

Note with photo: The original 747, above, and the newest Boeing 747-400, below, appear quite similar, but in fact are more different than they are alike. The original 747 had a maximum takeoff weight of 710,000 pounds, and could carry 385 passengers about 4,000 nautical miles. The 747-400 has a maximum takeoff weight of 870,000 pounds and can carry 412 passengers 7,300 nautical miles. the 747-400's wings are slightly longer than the original 747's, 211 feet vs. the original 195 feet, 8 inches. The upturned "winglets" on the 747-400 are each six feet in length, and help reduce drag and improve lift capability of the airplane. The original 747s were sold for $20 million; the purchase price for 747-400 is about $125 million. Both pictured airplanes are owned by Boeing. Public Relations, Boeing Commercial Airlines.