LEAPS OF FAITH
Pan Am trusted Boeing to build the 747 to meet their needs even though nothing like it had ever been attempted. They were willing to risk paying a total of $450 million for twenty-five 747s. “On April 12, Juan Trippe got Pan Am board’s approval to sign the purchase agreement for the 747. (On the same day, Pratt & Whitney committed itself to develop the engine.) Each of the twenty-five airplanes would cost $18 million. With the revelation of Boeing’s own cost projections before then, the board was not sandbagged without understanding the scale of the commitment. Nobody carped. Trippe was all-persuasive when it came to the culminating dream of his career. And Trippe’s belief was shared by the singularity influential voice of Lindbergh, who had been involved in many of the briefings on the 747 given by Boeing since its inception.” (Irving, 225)
If it weren’t for this meeting, the 747 would never have been attempted, and definitely not successful. Pan Am took a leap of faith by trusting Boeing to build the 747, and Boeing was taking a leap of faith by trusting Pratt & Whitney to design engines strong enough to carry the 747.
After the deal was made, Boeing chose to rely on Pratt and Whitney to produce an engine where four of them would be able to carry this huge aircraft. “In sizing his airplane, Sutter had to trust that the Pratt & Whitney engine would give him the margins that were demanded when about four hundred passengers were involved. No calculation, of the millions involved in creating the 747, was more definitive than this one of sizing. It was here where the most intensively sophisticated reasoning was supposed to hold sway. There is no way of minimizing the crucial nature of sizing, just as there is no way to make more sophisticated than it actually was the simple directive that launched the 747…”(Irving, 230) Boeing was very dependent on Pratt & Whitney to design an engine where four of them could carry hundreds of passengers, the largest number of people ever at that time on a single aircraft.
If it weren’t for this meeting, the 747 would never have been attempted, and definitely not successful. Pan Am took a leap of faith by trusting Boeing to build the 747, and Boeing was taking a leap of faith by trusting Pratt & Whitney to design engines strong enough to carry the 747.
After the deal was made, Boeing chose to rely on Pratt and Whitney to produce an engine where four of them would be able to carry this huge aircraft. “In sizing his airplane, Sutter had to trust that the Pratt & Whitney engine would give him the margins that were demanded when about four hundred passengers were involved. No calculation, of the millions involved in creating the 747, was more definitive than this one of sizing. It was here where the most intensively sophisticated reasoning was supposed to hold sway. There is no way of minimizing the crucial nature of sizing, just as there is no way to make more sophisticated than it actually was the simple directive that launched the 747…”(Irving, 230) Boeing was very dependent on Pratt & Whitney to design an engine where four of them could carry hundreds of passengers, the largest number of people ever at that time on a single aircraft.
THE COMPROMISE AND THE BACKUP PLAN
The
compromise between Pan Am and Boeing, as well as Joe Sutter having the
foresight to have a backup plan were key success factors for the 747. Boeing was having trouble keeping the 747’s weight under the limit, so Joe Sutter had a meeting with Juan Trippe to discuss. They needed to find the right balance between takeoff weight and lift. He told Trippe that the 747 would have to exceed the weight limit. “Juan Trippe obviously didn’t like what he’d heard but he reserved comment. Nobody else was happy with me either as that meeting ended, but I had no feedback from my management suggesting that I do anything differently. On the basis of that key meeting, we redefined the 747’s takeoff weight from 680,000 to 710,000 pounds, which was clearly the right thing to do. If we hadn’t taken that painful step in agreement with Pan Am, the airplane would have stayed at 680,000 pounds at delivery and would not have met its mission goals.”(Sutter, 155-156) Boeing and Pan Am had a hard time agreeing, but they compromised on allowing the 747 gain 30,000 pounds. If they hadn’t done this, the 747 wouldn’t have been successful in taking off.
After a while, Boeing ran into a problem. During one of the first actual ground tests, RA001 (the name of the first 747) wouldn’t turn out of a tight parking stall due to the handling. Earlier, Joe Sutter and his team had designed a steerable gear, but a Boeing accounting audit team declared it unnecessary and got rid of it. “Knowing that this steering system would be required, I had quietly ordered that it be designed and built anyway. As a result, the needed parts were sitting on a shelf ready for immediate installation. I’m sure it surprised a lot of people to see how fast we came up with a solution to this “unanticipated problem” during ground testing.” (Sutter, 174) If Joe Sutter did not have the steering system ready, it would have taken longer for Boeing to acquire the system and they might have gone past the time limit. This backup steering system was critical. Joe Sutter thought ahead to prepare for the worst.
After a while, Boeing ran into a problem. During one of the first actual ground tests, RA001 (the name of the first 747) wouldn’t turn out of a tight parking stall due to the handling. Earlier, Joe Sutter and his team had designed a steerable gear, but a Boeing accounting audit team declared it unnecessary and got rid of it. “Knowing that this steering system would be required, I had quietly ordered that it be designed and built anyway. As a result, the needed parts were sitting on a shelf ready for immediate installation. I’m sure it surprised a lot of people to see how fast we came up with a solution to this “unanticipated problem” during ground testing.” (Sutter, 174) If Joe Sutter did not have the steering system ready, it would have taken longer for Boeing to acquire the system and they might have gone past the time limit. This backup steering system was critical. Joe Sutter thought ahead to prepare for the worst.
The Dedicated Incredibles at Everett
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Before Boeing
could start building the 747, they had to have a place to build it. “The town of Everett, north of Seattle, was
chosen over two other candidates to be the site for the 747’s assembly
plant. When work began, endless rains
caused mudslides that cost $5 million to clear. To get parts into the plant, a
railroad spur with one of the steepest gradients in America had to be
built. Assembly of the first 747s began
before the building was completed.
Managers worked around the clock, refusing to go home.” (Irving, 261) The team of managers on this project was hard
working and very committed to their cause, despite the challenge of clearing up
mudslides while the plant was built. Eight hundred more engineers?! When Boeing was well into the 747 project, Joe Sutter attended an important meeting in Everett, Washington. When he got to the meeting room, he read off his figures, and the result was that he needed eight hundred more engineers to finish the 747. “The meeting was a watershed in the program. For the first time, the engineering demands created by the deadline were fully aired and, reluctantly, accepted. Until then, nobody above Sutter had been able—or, perhaps, willing—to translate Allen’s grand ambition into a realistic assessment of the manpower required to execute it. Sutter got the extra engineers; at its peak, the 747 was employing well over half of the twelve thousand engineers on the Boeing payroll. Thereafter, the 747 team became known as Sutter’s Runaways. Nonetheless, the experience cemented in Sutter a conviction which he preached for years to come: edicts from on high should always be challenged when they left a program undermanned.” (Irving, 275)
Without the extra engineers, Boeing would not have met the deadline. Sutter was very desperate to get the extra engineers. Sutter was successful even though he took a personal risk when he challenged the orders given to him by his superiors.
The 747 project used many employees, many of which were engineers. “During the late 1960s, some 50,000 Boeing people belonged to a group called "The Incredibles." These were the construction workers, mechanics, engineers, secretaries and administrators who made aviation history by building the 747—the largest civilian airplane in the world—in less than 16 months.”(Boeing, n.p.) The 747 project used so many employees because it took many people to build and design something as large as the 747, something that had never been attempted because of its size. The 747 was made in only 16 months, which was possible because of "The Incredibles."
Without the extra engineers, Boeing would not have met the deadline. Sutter was very desperate to get the extra engineers. Sutter was successful even though he took a personal risk when he challenged the orders given to him by his superiors.
The 747 project used many employees, many of which were engineers. “During the late 1960s, some 50,000 Boeing people belonged to a group called "The Incredibles." These were the construction workers, mechanics, engineers, secretaries and administrators who made aviation history by building the 747—the largest civilian airplane in the world—in less than 16 months.”(Boeing, n.p.) The 747 project used so many employees because it took many people to build and design something as large as the 747, something that had never been attempted because of its size. The 747 was made in only 16 months, which was possible because of "The Incredibles."
THE 747 TAKES TO THE SKIES AGAINST ALL ODDS
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February 9, 1969 was a very important
date. Boeing had missed the anniversary
of the Wright brothers’ first flight, but had unintentionally chosen the Boeing
747’s first flight to be exactly six years after the Boeing 727’s first
flight. “At the end of the runway,
Waddell held the brakes on while the engines reached takeoff thrust and until
Wallick called that he had “four stable engines.” The brakes came off at 11:35 and 41 seconds. While restrained, the fans had created four
hurricane-intensity vortexes ahead of the airplane as air was consumed by each
of the turbines at the rate of nineteen thousand cubic feet of air a
second… At 150 mph, Waddell felt the
nose coming up. This was as far as they
had gone on the taxi tests, but now he called, “Rotation,” and committed to
takeoff.” (Irving, 312) This was a great moment because takeoff was the first sign of success. This was the first time that Boeing was testing the variables the project depended on all at once. After the 747 had been in the air for a while, it turned back and started its descent back down to the runway.
Many critics were proven wrong: “A lot of so-called aviation experts had been saying the 747 was too big for airline pilots to get it safely back onto the ground. How could pilots judge the landing, these critics asked, when the cockpit was three stories off the ground? This was definitely on my mind as RA001 turned from base leg to final approach. Before my eyes, it descended to the runway with the stately majesty of an ocean liner. It flared gently and touched down very, very smoothly.” (Sutter, 177) Everybody thought something would go wrong but nothing did. Not many people thought the 747 would touch down smoothly. Even Joe Sutter had been a bit worried. Nothing like the 747 had ever been attempted and only a few thought it would succeed, but it did.
Many critics were proven wrong: “A lot of so-called aviation experts had been saying the 747 was too big for airline pilots to get it safely back onto the ground. How could pilots judge the landing, these critics asked, when the cockpit was three stories off the ground? This was definitely on my mind as RA001 turned from base leg to final approach. Before my eyes, it descended to the runway with the stately majesty of an ocean liner. It flared gently and touched down very, very smoothly.” (Sutter, 177) Everybody thought something would go wrong but nothing did. Not many people thought the 747 would touch down smoothly. Even Joe Sutter had been a bit worried. Nothing like the 747 had ever been attempted and only a few thought it would succeed, but it did.
EFFECTS OF SUCCESS
““In 1966,”mused one Boeing manager to T. Wilson, “everything this company touched turned to gold.””(Irving, 330) Already a successful company, the 747 made Boeing famous around the world.
After the 747 turned out as a success, it competed in the Paris Air Show. The 747 landed on the runway in Paris, ready for competition. “Dignitaries, Boeing executives, and well-wishers greeted us as we descended the steps. I spotted Maynard Pennell, our vice president of engineering and a friend and mentor. He shook my hand and congratulated us on the flawless flight. “You know, Joe,” he said, “this is a day when I’m just happy to be an American and working for Boeing. Today we’re showing what the United States can do.” The 747 stole the 1969 Paris Air Show. Crowds couldn’t get enough of it, and we came home knowing our airplane was nothing less than a sensation with the public.” (Sutter, 185) The 747 was a success at the air show and people loved it. Winning the air show demonstrated public acceptance. The 747 was not only the pride of Boeing, but also the pride of America.
After the 747 turned out as a success, it competed in the Paris Air Show. The 747 landed on the runway in Paris, ready for competition. “Dignitaries, Boeing executives, and well-wishers greeted us as we descended the steps. I spotted Maynard Pennell, our vice president of engineering and a friend and mentor. He shook my hand and congratulated us on the flawless flight. “You know, Joe,” he said, “this is a day when I’m just happy to be an American and working for Boeing. Today we’re showing what the United States can do.” The 747 stole the 1969 Paris Air Show. Crowds couldn’t get enough of it, and we came home knowing our airplane was nothing less than a sensation with the public.” (Sutter, 185) The 747 was a success at the air show and people loved it. Winning the air show demonstrated public acceptance. The 747 was not only the pride of Boeing, but also the pride of America.
BEYOND SUCCESS
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“Just how versatile is the 747’s design? Consider an early derivative we built for a use totally different from the long-haul operations we designed the airplane for: the 747SR, a short range shuttle we built expressly for Japan. To this day, the 747SR—and its successor, the 747-400 Domestic—remain the only jetliner models ever developed by any manufacturer to address the needs of just a single nation.” (Sutter, 212)
The 747 is one of a kind. It can and has been modified for different uses for different nations. Boeing proved the 747 to be successful and then set the path for many 747s like the 747-200, 747-300, 747-400, and 747-800. The 747 was a building base of these unique altered versions. The 747-400 is one of these altered 747s. “The 747-400 is distinguished from earlier 747 models by the winglets at the tips of its increased-span wings. The first prototype flew in April 1988, and Northwest Airlines took delivery of the first airplane in January 1989… Singapore, Northwest, JAL, Lufthansa, Cathay Pacific, United, KLM, Air France, Air China, and many other airlines jumped on board with orders that made the 747-400 the best-selling 747 model of all. At the time of this writing, 747-400s account for no fewer than 660 of the more than 1,400 total orders Boeing has received for the 747.” (Sutter, 259) The 747-400, a greatly modified 747, attracted tons of attention. Many airlines wanted this new aircraft and placed many orders.
When the first 747 succeeded, Boeing kept working and didn’t rest. “The 747 exists as several variants to address the specific needs of its numerous customers.”(Flightlevel350, n.p.) Boeing modified their 747 to satisfy all of its customers. “Since its first commercial flight more than thirty years ago, the Boeing 747 has flown more than two billion people a distance greater than 42,000 round-trips to the Moon.”(Top Documentary Films, n.p.) Many airlines put the 747 into service, because it could carry more people overall. “The Boeing 747 was the first passenger jet to have a twin-aisle cabin section and a staircase leading to an upper deck in the nose section. The 747 also achieved considerable success as a freighter…”(Flight Global, n.p.) The 747 made history because it was a first and can be modified to serve many different purposes. It changed the world and was a turning point in US aviation history.
The 747 is one of a kind. It can and has been modified for different uses for different nations. Boeing proved the 747 to be successful and then set the path for many 747s like the 747-200, 747-300, 747-400, and 747-800. The 747 was a building base of these unique altered versions. The 747-400 is one of these altered 747s. “The 747-400 is distinguished from earlier 747 models by the winglets at the tips of its increased-span wings. The first prototype flew in April 1988, and Northwest Airlines took delivery of the first airplane in January 1989… Singapore, Northwest, JAL, Lufthansa, Cathay Pacific, United, KLM, Air France, Air China, and many other airlines jumped on board with orders that made the 747-400 the best-selling 747 model of all. At the time of this writing, 747-400s account for no fewer than 660 of the more than 1,400 total orders Boeing has received for the 747.” (Sutter, 259) The 747-400, a greatly modified 747, attracted tons of attention. Many airlines wanted this new aircraft and placed many orders.
When the first 747 succeeded, Boeing kept working and didn’t rest. “The 747 exists as several variants to address the specific needs of its numerous customers.”(Flightlevel350, n.p.) Boeing modified their 747 to satisfy all of its customers. “Since its first commercial flight more than thirty years ago, the Boeing 747 has flown more than two billion people a distance greater than 42,000 round-trips to the Moon.”(Top Documentary Films, n.p.) Many airlines put the 747 into service, because it could carry more people overall. “The Boeing 747 was the first passenger jet to have a twin-aisle cabin section and a staircase leading to an upper deck in the nose section. The 747 also achieved considerable success as a freighter…”(Flight Global, n.p.) The 747 made history because it was a first and can be modified to serve many different purposes. It changed the world and was a turning point in US aviation history.