Boeing Boeing 307 Stratoliner

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Boeing - Model 326 / Lindbergh Specification - 1937 - США Boeing - Boeing 314 Clipper - 1938 - США

Страна Country: СШАUSA

Год Year: 1938

Дальнемагистральный пассажирский самолет с экипажем из пяти человек

Boeing 307 Stratoliner

Boeing Model 307 Stratoliner (C-75)

   Прототип самолета Model 299 проектировался параллельно с гражданским вариантом Boeing Model 300. Предполагалась высокая степень унификации обоих вариантов: одинаковые крыло, хвостовое оперение и силовая установка. Однако с самого начала гражданский вариант проектировался с фюзеляжем большего объема. По ходу разработки было принято решение об использовании герметичного фюзеляжа круглого сечения. Новый Model 307 предназначался для перевозки пассажиров на высотах до 6100 м, то есть выше основных турбулентных областей атмосферы. Уже после начала эксплуатации самолета в авиакомпаниях хорошие высотные данные Model 307 послужили поводом, чтобы дать ему имя Stratoliner.
   Построили 10 самолетов Model 307, первый из них поднялся в воздух 31 декабря 1938 года, но был потерян раньше, чем его успели передать авиакомпании "Pan American". Из девяти остальных самолетов три получила "Pan American" (под обозначением Model S-307), а пять - авиакомпания TWA (Model SA-307B). Еще один доработанный самолет, единственный Model SB-307B, был отправлен Говарду Хьюзу.
   В 1942 году самолеты авиакомпании TWA передали авиации Армии США под обозначением C-75. Рассчитанные на перевозку 33 пассажиров при экипаже из пяти человек самолеты, согласно контракту с TWA, эксплуатировались Транспортным командованием для перевозок штабных офицеров. За 2,5 года эксплуатации пять самолетов примерно 3000 раз пересекали Атлантику, налетав около 45 000 часов и 12 млн км. Затем самолеты вернули на фирму "Boeing" для переоборудования из военного в гражданский вариант. В ходе модернизации самолеты C-75 получили новые крылья и хвостовые оперения, были установлены более мощные моторы.

ТАКТИКО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ

   Boeing Model SA-307B Stratoliner

   Тип: дальнемагистральный пассажирский самолет с экипажем из пяти человек
   Силовая установка: четыре звездообразных мотора Wright GR-1820 Cyclone мощностью по 900 л. с. (671 кВт)
   Характеристики: макс, скорость на высоте 5275 м - 396 км/ч; крейсерская скорость на высоте 4785 м - 354 км/ч; начальная скороподъемность 366 м/мин; практический потолок 7985 м; дальность 3846 км
   Масса: пустого 13 608 кг; максимальная взлетная 19050 кг
   Размеры: размах крыла 32,61 м; длина 22,66 м; высота 6,34 м; площадь крыла 138,05 м;
   Вместимость: до 33 пассажиров

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Flight, April 1938

AND NOW the STRATOLINER
Features of the Boeing 307 and 307-A Transports : Operation at 20,000ft.

   A STATEMENT by Mr. C. L. Egtvedt, president of the Boeing Company, goes far towards dispersing the haze of semi-secrecy which for some time has surrounded the Boeing 307 and 307-S four-engined transports now under construction at the company’s Seattle works. The basic design has been christened the Stratoliner, the name having been registered as a trade mark. The new machines will be the first large transports with pressure cabins for high-altitude operation. As in the Albatross the fuselage is of circular cross-section throughout its length. Thirty-three passengers will be accommodated by day and twenty-five by night, and there will be stowage for 2 tons of mail and cargo. Power plants in the standard 307 will be four G102 Wright Cyclones (1,100 h.p. for take-off); these are for operation at moderate altitudes, so presumably similar engines with two-speed blowers will be specified for the 307-S.
   The basic reasons for the Stratoliner are that as height increases not only do atmospheric pressure and density decrease, but movement of the air in prevailing winds becomes swifter and more uniform, and the temperature decreases steadily with altitude - normally about 3 1/2 deg. every 1,000ft. The thermometer drops to 65 deg. below zero Fahrenheit at approximately 35,000ft. (in the temperate zone), and thence upward it ceases to get colder. This region of stable temperature, extending as far up as there is still a trace of atmosphere, is the true stratosphere.
   The Stratoliner’s flight path will, of course, be below the true stratosphere but above the heavy air belt that brews surface weather conditions. This region is in the troposphere, more commonly known as the sub-stratosphere.
   It is here that most of the benefits of the stratosphere can be obtained without becoming involved in the complex problems of flight in the extremely rare atmosphere and low temperature of the true stratosphere. At 20,000ft. there is very little difference between summer and winter. No matter what the weather is below; the thermometer always registers something like 10 deg. below zero. Although the winds are not entirely constant at this level, they are considerably more so than at lower altitudes and the air is virtually free from the turbulence that sometimes gives passengers a rough journey at lower levels.
   Storm clouds and icing conditions, except on rare occasions, he below this flight path. When thunderheads do extend into the upper level they are so localised that they may readily be avoided. Normal clouds at this height are so thin that they appear as thin smoke rather than fog when a machine passes through them.
   The air is sufficiently rarefied to allow high speeds at normal cruising power. On 2,500 h.p. at 20,000ft., the Stratoliner will cruise at 240 m.p.h.
   At sea level the atmospheric pressure is 14.7 Ib./sq. in.; at height up to 10,000ft., where the pressure is a third less, most persons are entirely comfortable. Up to 12,000ft. the human system continues to function quite normally, but at 13,000 and 14,000ft., where the atmospheric pressure is down to 8.6 lb./sq. in., most people are definitely aware that they are "up high": they lose their sea level spryness. Above this point, tests have shown, the low air pressure and resultant shortage of oxygen makes a person mentally drowsy and sluggish in his actions. The effect increases with more altitude.

Compressing and Warming

   At 18,000ft. the atmospheric pressure is half as great as at sea level, and at 20,000ft. it has decreased further to 6.7 Ib./sq. in. But a sample of the air taken at any of these levels shows that the percentage of oxygen and other gases is always' the same. When compressed and warmed, the air at high altitudes resumes its low-altitude condition.
   As the Stratoliner climbs, its mechanical superchargers and pressure regulating apparatus will, come into action to preserve automatically the proper pressure inside the cabin while the outside pressure continues to decrease. The thoroughly sealed cabin, with its heavy pressure-resistant windows, will enhance the plane’s normal soundproofing and should give passengers an exceptionally quiet trip.
   The automatic pressure-regulating system brings a new advantage during ascents and descents. By merely arranging the proper setting on pressure regulating controls, the crew can bring the Stratoliner from an altitude of 15,000ft. to sea level at the rate of 565 ft./min. without discomfort to passengers, because the cabin pressure changes only at the rate of 300 ft./min. This will mean a substantial time saving.
   The cylindrical walls of the Stratoliner’s cabin, including windows, doors, and fittings where controls pass through the shell, are constructed to withstand a pressure difference of 6 lb. /sq. in between inside and outside air. The machine will be operated, however, at a pressure, difference of only 2 1/2 lb./sq. in., which is sufficient to keep the "apparent cabin altitude" at 8,000ft. at a height of 14,700ft., and "at 12,200ft." when 20,000ft. high.
   Fresh air, drawn through the leading edge of each wing, is compressed by two engine-driven superchargers and circulated throughout the cabin after being heated by means of freeze-proof condenser-type steam radiators. Either of the two fully independent sets of supercharging and heating apparatus can handle the entire job alone. Spent air is discharged through an exhaust chamber below the floor.
   The entire system operates automatically with the same ease as a thermostatically controlled home air conditioning and heating system. Controls for hand regulation are also provided.
   An automatically controlled fresh air supply sufficient for 40 persons is furnished by the blowers. The air is conducted directly into the cabin ventilating system, so that individually controlled ventilators at passenger seats supply the same "conditioned air" as do the general circulation vents.
   The circular section of the fuselage was chosen because it is the most practical shape for a pressure cylinder and at the same time is advantageous aerodynamically. Semi-monocoque construction is used, with Alclad aluminium alloy skin covering on Z-section rings and longitudinal stiffeners.
   The low cantilever wing is of the typical Boeing truss and stressed-skin type. Wing covering consists of smooth Alclad skin over aluminium alloy corrugations. Fittings are of high strength steel. The flaps and undercarriage are electrically operated.
   A new semi-monocoque construction making for quick detachability of the engines is used for the nacelles. The four Wright GR-1820-G102 Cyclone engines (in the 307) drive three-bladed Hamilton Standard Hydromatic airscrews, of the constant-speed, full-feathering type.
   Fuel tanks with a capacity of 1,275 U.S. gallons are installed in the inner-wing sections. Additional tanks may be fitted to increase the capacity to 1,700 U.S. gallons. There are no fuel pipes within the fuselage.
   The Stratoliner has a span of 107ft. 3in.; a length of 74ft. 4in.; and an overall height of 17ft. 3in.
   Immediately aft of the cockpit in the nose is the men's dressing room, and behind this is the main passenger cabin, the right side of which is divided into four travel compartment - each containing Davenport-type seats for six passengers. Each compartment makes up into two sets of upper and lower berths at night. Along the left side of the cabin are nine reclining chairs.
   Aft of the passenger section is the women's dressing room on the right and the galley at the left. There is a pressure bulkhead just aft of the galley.
   Passengers enter the cabin through a side door, the crew having a separate entrance to the cockpit from below. Cargo is loaded into the hold through this lower doorway.

BOEING 307.
Four Wright GR-1820-G102 Cyclone Engines.

Maximum speed on 3,800 h.p 241 m.p.h. at 6,000ft.
Cruising speed on 2,500 h.p. (69.5% power) 215 m.p.h. at 10,000ft.
Cruising speed on 2,180 h.p. (60% power) 202 m.p.h. at 10,000ft
Cruising speed on 1,800 h.p. (50% power) 184 m.p.h. at 10,000ft
Take-off distance at sea level at 4,400 h.p. 1,040 ft
Take-off distance to clear 50ft obstacle 1,900ft.
Take-off distance to clear 50ft obstacle on any three engines after failure of one engine 1,200ft. from start 2,700 ft.
Landing distance to stop over 50ft. obstacle 2,300 ft.
Service ceiling with four engines 23,300 ft.
Service ceiling with any three engines 18,200 ft.
Absolute ceiling with any two engines 10,500 ft.
Absolute ceiling with any two engines at 36,000-lb. gross weight 14,200 ft.
Initial rate of climb with four engines at 840 h.p. each at sea level 1,250 ft./min.
Initial rate of climb with three engines at 840 h.p. each at sea level 700 ft./min.
Initial rate of climb with two engines at 840 h.p. each at sea level 200 ft./min.
Specific fuel consumption 0.44 lb./h.p./hr.
Range with 7,000-lb. (3,180-kg.) payload at maximum gross weight and with standard equipment, furnishings, de-icers, radio, food, water, bedding and 1,275 gals. fuel:
   Optimum cruising - average speed 150 m.p.h. (242 km.p.h.) 1,950 miles.
   Cruising at 50% power or 1,800 h.p.- 184 m.p.h. (290 km.p.h.) 1,750 miles
   Cruising at 60% power or 2,100 h.p. - 202 m.p.h. (325 km.p.h.) 1,000 miles.
   Cruising at 69.5% power or 2,500 h.p. - 215 m.p.h. (348 km.p.h.) 1,475 miles.
Range with 9,750-lb. (4,420-kg.) payload at maximum gross weight and with standard equipment, furnishings, de-icers, radio, food, water, bedding and 850 U.S. gals. of fuel:
   Cruising at 184 m.p.h. 1,150 miles.
   Cruising at 202 m.p.h. 1,050 miles.
   Cruising at 215 m.p.h. 975 miles.

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Flight, July 1940

THE BOEING STRATOLINER
First Pressure Cabin Airliner Goes Into Service

  A FLEET of five Boeing 307-B Stratoliners are now being delivered from the Boeing factory, in Seattle, to Transcontinental and Western Air for the California-New York route and non-stop service between Chicago and New York.
  They follow closely the recent delivery of three of the Model 307, known as the Strato-Clipper, to Pan American Airways for routes to South America.
  These aircraft show that the British trend to four engines is now being followed in American air transport. T.W.A.'s transcontinental Stratoliner service, linking the Pan American Airways transatlantic and transpacific Boeing Clipper services, will complete a "four-engined" air route spanning a large part of the globe, from Lisbon to Hong Kong. The time across America will be reduced to 14 1/2 hours and Los Angeles to Europe will become a 40 hour service.
  The T.W.A. Stratoliners, in common with the Pan American Strato-Clippers, are the world's first transport craft to have a pressure cabin for comfortable "over-weather" flight at high altitudes. The automatic cabin pressure system maintains low-altitude conditions for passengers and crew at altitudes up to 20,000ft.
  At altitudes between 8,000 and 14,700ft. the pressure, condition in the cabin remains the equivalent of 8,000ft. At 16,000ft. the "pressure altitude" in the cabin is 9,000ft. At 18,000ft. it is 10,600ft., and at 20,000ft. it is 12,300ft. In other words, between 14,700 and 20,000ft. the pressure inside the cabin exceeds the outside atmospheric pressure by 2 1/2 lb. per sq. in. This is less than half of the 6 lb. per sq. in. pressure difference for which the cabin is designed.
  The advantage of the pressure cabin system is that it makes high altitude flight possible for passengers, who without pressure or oxygen, cannot go above 14,000ft. High altitude flight avoids bad weather, gives smoother air and allows swifter flight because of the decreased air resistance.
  Fresh air enters an intake in the leading edge of the wing, passes through a water separator to remove rain and into a supercharger driven by the inboard engine to increase the pressure. It then passes through a thermostatically-controlled steam heating unit in the engine nacelle.
  Before the air enters the cabin it passes through an automatic flow control valve located in the accessory compartment below deck. It then passes through a distribution valve to be directed into the cabin either through a series of floor-level or overhead grilles and individual outlets.
  After the air has circulated through the cabin it passes through vents in the floor to an automatic outlet control valve in the accessory compartment below deck, where it is discharged. The proper atmospheric pressure in the cabin is automatically maintained by this outlet control valve. There is also a relief valve in the rear of the cabin that discharges any excess atmospheric pressure if the main outlet valve should be closed. An auxiliary ventilation system is provided for low-altitude operation when the pressure system is not in action.
  A compartment style of interior arrangement is used, with four 6-passenger compartments along the right side of the cabin, opposite which are nine individual reclining chairs along the left side of the main aisleway for the thirty-three passengers. At night the compartment seats are converted into sixteen upper and lower sleeping berths, running transversely, and the nine reclining seats are also in use.
  Forward of the main passenger cabin is a large dressing room for men. At the left rear of the cabin is the ship's galley, containing complete facilities for rapid service of full-course meals. At the right rear is the women's "charm room," a special feature of the plane.

General Description

  The Stratoliner is an all-metal, low-wing monoplane. Its body design, distinct from all previous transports, is circular in cross-section from nose to tail, with a maximum diameter of 11 1/2 ft. The overall length is 74ft. 4m. Wing span is 107ft. 3in., and overall height is 20ft. 9 1/2 in.
  The plane weighs 30,000lb. empty and carries a useful load of 15,000lb., making a gross weight (provisional) of 45,000lb. The crew of five consists of captain, first officer, flight engineer, and two hostesses. The maximum cargo capacity (in holds below deck) is 6,590lb.; fuel capacity is 1,700 U.S. gallons.
  Power plants of the Model 307-B are four Wright GR-1820-G105A Cyclones, which drive 3-bladed Hamilton Standard Hydromatic, constant-speed, feathering airscrews of 11 1/2 ft. diameter. The engines have two-speed supercharging, providing efficient operation at either low or high altitudes. Each engine develops 1,100 h.p. for take-off and has a normal rating of 900 h.p. at 6,700ft. or 775 h.p. at 17,300ft.
  Performance figures for the Model 307 -B Stratoliner have just been released by the Boeing Company based on data taken in extensive flight tests. A performance summary follows. (Speed figures and landing distance are on the basis of standard gross weight of 42,000lb.; all other figures are for provisional gross weight of 45,000lb.)
   Maximum speed at 16,200ft. ... 250 m.p.h.
   Cruising speed with 69 1/2 per cent, power at 19,000ft ... 222 m.p.h.
   Landing speed ... 70 m.p.h.
   Rate of climb with 4 engines ... 1,200 ft. per min.
   Rate of climb with 3 engines ... 600 ft. per min.
   Rate of climb with 2 engines ... 113 ft. per min.
   Take-off distance ... 927ft.
   Take-off over 50-ft. obstacle ... 1,800ft.
   Take-off over 50-ft. obstacle with 3 engines (1 engine out at 93 m.p.h.) ... 2,200ft.
   Landing distance over 50-ft. obstacle ... 2,050ft.
   Service ceiling with 4 engines ... 24,000ft.
   Service ceiling with 3 engines ... 18,350ft.
   Absolute ceiling with 2 engines ... 7,950ft.
   Range with maximum payload ... 800 miles
   Maximum range with reduced payload (17 passengers and baggage) ... 2,340 miles
  Stability and controllability of the aeroplane are such that when one engine is stopped and others are turning at full power it is possible to retain straight flight without the use of the rudder pedals, at all speeds between 90 m.p.h. and the maximum 3-engine speed. With maximum load and only three engines operating it is possible to climb to more than 18,000ft. With two engines stopped on one side and the other two at full power it is possible to trim the aeroplane for straight flight with controls free at all speeds between 110 miles per hour and the maximum 2-engine speed, and in this condition it is also possible to make turns with ailerons alone (rudder free). Loaded to its maximum gross weight, the Stratoliner can climb to nearly 8,000ft. with two engines inoperative.
  The design is such that the sudden failure of an engine at any point during take-off is no cause for concern. In the event of an engine failure at any point beyond 1,750ft. from the start of the take-off run, it is possible to hold to course and continue the take-off and climb, or, if a failure should occur within the first 1,750ft., to bring the aeroplane to a stop on the airport runway. The plane is also designed so that it is impossible to make a stall take-off.

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Описание:Description:

Boeing 307 Stratoliner
Flight, April 1938
AND NOW the STRATOLINER
Flight, July 1940
THE BOEING STRATOLINER

Мировая Авиация 111
Регистрационный номерRegistry number: NX1940 [12], F-BELU [12], NC1940 [12], NX19906 [12], XW-TFP [12]
Boeing 307 Stratoliner. Хотя компания "Pan Am" была первым покупателем Stratoliner (стоил 315 000 долларов), TWA имела больше этих машин - пять. Самолет "NX1940" (в реальности NX19906) совершил рекламный тур перед вводом лайнера в эксплуатацию. Stratoliner TWA налетали свыше 7,2 млн километров, прежде чем их "призвали" на военную службу. Все самолеты TWA вернулись на регулярные линии в 1944 году.
Мировая Авиация 65
Регистрационный номерRegistry number: F-BELY [5], N19908 [5]
Apache - один из самолетов авиакомпании TWA, эксплуатировавшийся ВВС Армии США. Самолет сверху окрашен в светло-оливковый цвет, снизу - в серый.

Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
Inbound to Oshkosh, Clipper Flying Cloud looks as if it has come off the production line only recently, rather than five decades ago.
Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
Sleek, silver perfection: the last flying Boeing Stratoliner
Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
Polished to perfection, N19903 is the most thorough airliner rebuild in preservation history.
Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
From this angle, the Stratoliner’s “wide-body” fuselage is apparent.
Air-Britain Archive 2001-03 / J.Meaden - Howard Hughes and the Stratoliner (2)
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
Another view of the restored c/n 2003 NC19903 as it makes a pass, gear down, over Oshkosh 27.7.01.
Aeroplane Monthly 2001-09 / News
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
The world's last Stratoliner landing on July 11, 2001 with the propeller on No 3 engine feathered.
Air-Britain Archive 2001-03 / J.Meaden - Howard Hughes and the Stratoliner (2)
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
Resplendent in original Pan American colours NC19903 "Clipper Flying Cloud" c/n 2003 made its first post-restoration public appearance at Oshkosh in July 2001.
Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
Firing up the Wright Cyclones at Holman Field, St Paul, Minnesota, before the photo sortie.
Aviation Historian 1 / J.Pote - From Penthouse to Workhorse
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
Earning its place among many dazzling exhibits at the National Air and Space Museum’s Steven F. Udvar-Hazy Center in Washington DC is the sole complete surviving Boeing 307, NC19903, which had a long and dramatic career, including being used as the personal transport of Haitian dictator Francois “Papa Doc” Duvalier in the 1970s.
Aeroplane Monthly 2001-09 / News
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
Boeing Stratoliner NC19903 being rolled out on June 23, 2001 in front of 500 invited guests.
Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
The Pan American markings were faithfully replicated on NC19903.
Air-Britain Archive 2001-03 / J.Meaden - Howard Hughes and the Stratoliner (2)
Регистрационный номерRegistry number: N19903 [27], N9307R [27], NC19903 [27], NX19903 [27]
The sole surviving Boeing 307 Stratoliner N19903 c/n 2003 seen at the Pima Air Museum, Arizona 5.77 is now restored to flying condition.
Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
Looking pretty tired after more than a decade on show at the Pima Air Museum in Arizona, NC19903 prepares to leave Arizona for Seattle in June 1994.
Aviation Historian 1 / J.Pote - From Penthouse to Workhorse
Регистрационный номерRegistry number: F-BELX [4], NC19907 [4]
The author’s splendid colour photograph of Boeing 307 Stratoliner F-BELX (c/n 1999) at Wattay Airport, Vientiane, Laos, on January 23, 1966, while in the service of the International Control Commission. The aircraft later crashed in Cambodia. Of note in the background is the second production Lockheed L-188A Electra, VR-HFN, which had been operating with Cathay Pacific since June 1959.

Другие самолёты на фотографии: Another planes on the photo: Lockheed Electra L-188 - СШАUSA - 1957
Air Enthusiast 2006-01 / P.Howard, B.Hickox - Mercy Angels of Angkor /Airliners and air services/ (2)
Регистрационный номерRegistry number: XW-TFP [12], F-BELU [12], NC1940 [12], NX1940 [12], NX19906 [12]
Boeing SA-307 XW-TFP of Cambodia Air Commercial still wearing the former Air Laos lightning bolt cheat line, 1973.
Air-Britain Archive 2001-04 / Feedback
Регистрационный номерRegistry number: N19904 [5], NX19904 [5]
The former Howard Hughes Stratoliner c/n 1997 as converted to a houseboat but photographed on dry land 13.10.82.

Aeroplane Monthly 1977-08 / M.Hardy - Stratoliner
Регистрационный номерRegistry number: NX19901 [10]
The ill-fated Model 307 prototype, NX19901, which first flew on December 31, 1938.
Мировая Авиация 83
Регистрационный номерRegistry number: NX19901 [10]
31 декабря 1938г.: после первого полета Boeing 307 Stratoliner, созданного на базе бомбардировщика B-17, на него поступили заказы от "Pan Am" и TWA.
Flight 1940-05 / Flight
Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/
Регистрационный номерRegistry number: NX19901 [10]
Prototype Stratoliner NX19901 makes a high-angle-of-attack take-off for its maiden flight at Seattle on December 31, 1938. Eddie Allen was at the controls for the 42min flight.
Air-Britain Archive 2001-02 / J.Meaden - Howard Hughes and the Stratoliner (1)
Регистрационный номерRegistry number: NX19901 [10]
The prototype Boeing 307, c/n 1994 NX19901, climbing out from Seattle. This photo has been claimed to show its maiden flight for which it would be lightly loaded, but it is unlikely to be the first take-off, the steep angle of climb suggesting a fly-over.
Aeroplane Monthly 1977-08 / M.Hardy - Stratoliner
Регистрационный номерRegistry number: NX19901 [10]
The ill-fated Model 307 prototype, NX19901, which first flew on December 31, 1938.
Мировая Авиация 111
Регистрационный номерRegistry number: NX19901 [10]
Прототип Boeing 307, NX19901, совершил первый полет 31 декабря 1938 года. От своего прародителя - бомбардировщика Model 299 (B-17) - он получил киль небольшой площади, крыло, горизонтальное оперение и силовую установку.
ON TEST: The new Boeing 307 Stratoliner flying at 11,000ft. with its two starboard Wright Cyclones stopped and the airscrews feathered. During this flight the machine had an all-up weight of 45,000 lb. The way in which the rudder is being held over to counteract the drag of the stopped engines is noticeable, but more interesting is the white leading edge of the tailplane. This is a paint coating to record the direction of the flow of fuel in dumping tests during which coloured water was used instead of petrol.
Air-Britain Archive 2001-02 / J.Meaden - Howard Hughes and the Stratoliner (1)
Регистрационный номерRegistry number: NX19901 [10]
Prototype Stratoliner NX19901 in flight with the two starboard engines shut down and the Hamilton propellers feathered. The pilot is applying a large amount of left rudder to balance the offset thrust.
Flight 1941-07 / Flight
Регистрационный номерRegistry number: NX19901 [10]
TWO ENGINES CUT. The original Boeing 307 Stratoliner in flight on only two engines and held straight by plenty of rudder. More fin area was found necessary and this was added experimentally, but the production version was faired in with curves.
Flight 1941-06 / Flight

The cylindrical pressure-resisting shape of the Boeing Stratoliner's fuselage is very evident in this photograph.
Flight 1939-01 / Flight

ENTER THE STRATOLINER: A first view of the Boeing 307-s high-altitude transport which rejoices in the registered trade name of Stratoliner. The cabin will be equipped to maintain a pressure differential of 2 1/2 lb., and the machine will normally cruise at 16,000ft. with 33 passengers. The first three Stratoliners will probably be delivered to Pan-American Airways, and one example may be developed for transatlantic work. Transcontinental and Western Air are interested in the machine. The engines are Wright Cyclones driving Curtiss fully feathering electrically variable airscrews.
Aeroplane Monthly 1977-08 / M.Hardy - Stratoliner
Регистрационный номерRegistry number: NX19902 [7], F-BHHR [7], NC19902 [7]
The second Stratoliner, NX19902, in factory-fresh condition. This aircraft also served with Pan Am, as Clipper Rainbow.
Air-Britain Archive 2001-02 / J.Meaden - Howard Hughes and the Stratoliner (1)
Регистрационный номерRegistry number: NX19902 [7], F-BHHR [7], NC19902 [7]
The second aircraft, c/n 1995 NX19902, continued the testing. This view shows the original tailplane and the long straight fillet added in front of the fin to improve directional stability.
Flight 1941-07 / Flight
Регистрационный номерRegistry number: NX19902 [7], F-BHHR [7], NC19902 [7]
TWO ENGINES CUT. More fin area was found necessary and this was added experimentally as shown, but the production version was faired in with curves.
Flight 1939-07 / Flight
Регистрационный номерRegistry number: NX19902 [7], F-BHHR [7], NC19902 [7]
THE NEW STRATOLINER: As already recorded, the second Boeing 307 has recently been carrying out full-scale pressure-cabin experiments. The machine concerned, the 307S., is remarkable for the extra fin area provided. Mr. Howard Hughes is shortly to take delivery of a special long range version of the 307, with tankage for 4,200 British gallons.
Air-Britain Archive 2001-02 / J.Meaden - Howard Hughes and the Stratoliner (1)
Регистрационный номерRegistry number: NC19902 [7], F-BHHR [7], NX19902 [7]
The loss of the prototype left PAA with only 3 Stratoliners, their first being the second aircraft c/n 1995 NX19902 "Clipper Rainbow" seen here during an engine run. The strip of strengthened material can be seen on the fuselage and this was fitted to all the aircraft.
Air-Britain Archive 2001-03 / J.Meaden - Howard Hughes and the Stratoliner (2)
Регистрационный номерRegistry number: NC19902 [7], F-BHHR [7], NX19902 [7]
C/n 1995 NC19902 "Clipper Rainbow" of PAA on international flights carried the US national flag on the fin.
Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/
Регистрационный номерRegistry number: NX19903 [27], N19903 [27], N9307R [27], NC19903 [27]
Sixty years before its rebirth, NC19903 receives a varied group of well-heeled passengers.
Aeroplane Monthly 1977-08 / M.Hardy - Stratoliner
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
The third Stratoliner built was NC19903, Clipper Flying Cloud, for Pan American, to whom it was delivered in February 1940. Now the property of the Smithsonian, this aircraft is displayed at the Pima County Air Museum.
Мировая Авиация 111
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
Первым покупателем Stratoliner была авиакомпания "Pan American Airways". Принадлежавшие ей три машины получили обозначение PAA-307 и собственные имена "Flying Cloud", "Comet" и "Rainbow".
PAA's c/n 2003 NC19903 "Clipper Flying Cloud" shows fuel-jetison pipes under the wings which appear to have been fitted only to c/ns 2002 and 2003 for PAA.
Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
A superb study of NC19903 on test over Mount Rainier, south of Seattle, before delivery to Pan Am on March 22, 1940.
Aeroplane Monthly 2000-01 / P.Jarrett - Landmarks in the sky /Epoch-making aircraft/
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
The commercial counterpart of the Boeing B-17 bomber was the Model 307 Stratoliner, the world's first airliner with a pressurised passenger cabin, which first flew on December 31, 1938. Nine more were built, and the Stratoliner operated its first commercial service, with TWA, in April 1940, though Pan American had received its aircraft first. The pressure differential was 214lb/ft2, equivalent to a cabin altitude of 8,000ft, and the 307 had a ceiling of 26,200ft.
Aeroplane Monthly 1977-08 / M.Hardy - Stratoliner
Регистрационный номерRegistry number: N19903 [27], NX19903 [27], N9307R [27], NC19903 [27]
NX19903 early in its life, before the application of PAA insignia. It was later registered NC19903. Note the modified fin and rudder.
C/n 2003 NX 19903 now has the B-17E type round-top fin and rudder with curved fin fillet fitted to all the production Stratoliners. It was aerodynamically adequate and aesthetically pleasing as well as being an existing production unit. Note the forward position of the B-17E type tailplane.
Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
Three of Pan American’s new Stratoliners pose for the cameras in early 1940, with the survivor, NC19903, in the centre.
Air-Britain Archive 2001-02 / J.Meaden - Howard Hughes and the Stratoliner (1)
Регистрационный номерRegistry number: NX19904 [5], N19904 [5]
Howard Hughes' c/n 1997 NX19904 was the first Stratoliner delivered. It is seen here with tail up on take-off, still with the original tail unit unmodified.
Мировая Авиация 111
Регистрационный номерRegistry number: N19904 [5], NX19904 [5]
Говард Хьюз забрал этот Stratoliner у компании TWA, чтобы попытаться установить на нем мировой рекорд дальности полета. Позднее эту машину за 250 000 долларов переделали в личный самолет Хьюза, и она получила прозвище "The Flying Penthouse".
Air-Britain Archive 2001-03 / J.Meaden - Howard Hughes and the Stratoliner (2)
Регистрационный номерRegistry number: N19904 [5], NX19904 [5]
With cancellation of the record flight Hughes removed the extra tanks and later converted N19904 to a luxury executive transport, "The Flying Penthouse". Note the wingtip slots and Fowler flap guides under the trailing edge. The production tail was fitted soon after delivery.
Flight 1939-12 / Flight
Регистрационный номерRegistry number: NX19905 [7], F-BELV [7], XW-TAB [7]
Three Boeing 307 Stratoliners are on order by P.A.A. One is for experimental landplane service over the Atlantic.
Air-Britain Archive 2001-02 / J.Meaden - Howard Hughes and the Stratoliner (1)
Регистрационный номерRegistry number: NX19905 [7], F-BELV [7], XW-TAB [7]
C/n 1996 NX19905 which also shared testing is seen with the original fin and rudder but with the first revision of the tailplane and elevators with servo and trim tabs moved further outboard.
Air-Britain Archive 2001-02 / J.Meaden - Howard Hughes and the Stratoliner (1)
Регистрационный номерRegistry number: NX19905 [7], F-BELV [7], XW-TAB [7]
NX19905 again, now with the long straight fin fillet added. Initially TWA's "Comanche" it later became F-BELV and XW-TAB in Laos and was shot down during the Viet Nam war.
Aeroplane Monthly 1977-08 / M.Hardy - Stratoliner
Регистрационный номерRegistry number: NX19906 [12], F-BELU [12], NC1940 [12], NX1940 [12], XW-TFP [12]
The second TWA Model 307B, NX19906, is seen landing at La Guardia, New York, marked as NC1940, a contrived registration applied to publicise the “1940 Airliner” during a pre-service route tour.
Aviation Historian 12 / E.Young - Over the Weather
Регистрационный номерRegistry number: NC19907 [4], F-BELX [4]
The Boeing Model 307 Stratoliner was the world’s first pressurised airliner and could cruise at 20,000ft, substantially higher than the previous generation of airliners. Introduced into TWA service in July 1940, the Stratoliner represented the application of the lessons learned from Tomlinson’s pioneering research flights in the DC-1 and Gamma
Air-Britain Archive 2001-02 / J.Meaden - Howard Hughes and the Stratoliner (1)
Регистрационный номерRegistry number: NC19910 [4], HC004 [4], N75385 [4]
PAA "Clipper Comet" c/n 2002 NC19910 descending with undercarriage down but as yet no flap, shows the tailplane in its first revised form (original production). The later B-17 tailplane had a larger span, less taper and more rounded tips.
Air-Britain Archive 2001-03 / J.Meaden - Howard Hughes and the Stratoliner (2)
Регистрационный номерRegistry number: F-BELX [4], NC19907 [4]
"Zuni" c/n 1999 at war's end with B-17G tail unit, tailplane right aft, B-17G wings with split flaps and G-105A engines, is back in TWA markings but still with USAAF serial 288625.
Flight 1940-07 / Flight

THE BOEING 307 STRATOLINER. One of the T.W.A. Stratoliners in "overweather" flight. Constructed with a pressure cabin for operation between 16,000 and 20,000 feet, this aeroplane will give passengers great opportunities for views of magnificent cloud spectacles. Below is the interior of the fuselage structure.
Flight 1941-01 / Flight

"OVERWEATHER FLYING." A Boeing Stratoliner above the clouds.
Flight 1941-01 / Flight

A Stratoliner above Lake Mead, the world's largest reservoir. The Boulder Dam is below the aeroplane, in the foreground.
Jane's All the World Aircraft 1980 / Encyclopedia of Aviation - Aircraft A-Z - v2
Регистрационный номерRegistry number: NC1940 [12], F-BELU [12], NX1940 [12], NX19906 [12], XW-TFP [12]
Boeing Model SA-307B Stratoliner in Transcontinental & Western Air livery.
Jane's All the World Aircraft 1946 / 03 - All the world's aeroplanes
Регистрационный номерRegistry number: NX1940 [12], F-BELU [12], NC1940 [12], NX19906 [12], XW-TFP [12]
The Boeing 307-B Stratoliner as supplied to Transcontinental and Western Air, Inc.
Aviation Historian 1 / J.Pote - From Penthouse to Workhorse
Регистрационный номерRegistry number: NX1940 [12], F-BELU [12], NC1940 [12], NX19906 [12], XW-TFP [12]
Only ten Boeing 307 Stratoliners were produced, three going on to serve with Pan American and five being acquired by TWA. The fourth production example was bought by Howard Hughes for a round-the-world flight, but the beginning of the Second World War put paid to the idea. Instead he converted it into a “Flying Penthouse”.
Мировая Авиация 65
Регистрационный номерRegistry number: NX1940 [12], F-BELU [12], NC1940 [12], NX19906 [12], XW-TFP [12]
Давление в кабине - 0,18 кг/см2 - соответствовало атмосферному давлению на высоте 2440 м и поддерживалось до высоты полета 4480 м.
Air-Britain Archive 2001-03 / J.Meaden - Howard Hughes and the Stratoliner (2)
Регистрационный номерRegistry number: NC1940 [12], F-BELU [12], NX1940 [12], NX19906 [12], XW-TFP [12]
Still with the gap in its registration, N 1940 "Cherokee" returned to TWA postwar after rebuild. This photo shows the larger span B-17G tailplane and elevators positioned right aft near to the end of the fuselage.
Air-Britain Archive 2001-02 / J.Meaden - Howard Hughes and the Stratoliner (1)
Регистрационный номерRegistry number: NC19907 [4], F-BELX [4]
TWA acted as hosts to 38 British schoolboys evacuated during the Blitz. For publicity purposes the aircraft's name "Zuni" has been replaced with "Stratoliner". The gills (cooling flaps) are seen open on the GR-1820-G102 engines,
Мировая Авиация 111

Stratoliner, конструкция которого включала множество инноваций, был одним из самых совершенных лайнеров своего времени. Лишь начавшаяся война помешала успеху этого самолета.
Aeroplane Monthly 1977-08 / M.Hardy - Stratoliner
Регистрационный номерRegistry number: N75385 [4], HC004 [4], NC19910 [4]
N75385 was the final identity of NC19910 Clipper Comet, originally built for Pan Am. It was written off in a crash on October 5, 1958.
Мировая Авиация 111

На службе авиационного Транспортного командования. В годы Второй мировой войны пять Stratoliner компании TWA, получивших обозначение C-75 и камуфляжную окраску, использовались ВВС США. На них летали гражданские экипажи TWA, заключившие контракты с авиационным Транспортным командованием ВВС, перевозившим грузы и пассажиров через Атлантику. В числе пассажиров на борту C-75 побывали генералы Джордж Маршалл, Дуайт Эйзенхауэр и адмирал Дж. Тауэр. За время военной службы самолеты 3000 раз пересекали океан и налетали 45000 часов. Затем их вернули на фирму "Boeing", доработавшую машины до стандарта SA-307B-1. Самолеты были возвращены TWA и использовались до 1951 года, затем их продали другим компаниям.
Air-Britain Archive 2001-03 / J.Meaden - Howard Hughes and the Stratoliner (2)
Регистрационный номерRegistry number: F-BELV [7], NX19905 [7], XW-TAB [7]
C/n 1996 "Comanche" C-75 No.3 on chocks in typical British weather, warm front, drizzling rain, visibility 200 yards! Nevertheless the ground crew are ready with fire extinguisher, steps and ground battery connected up.
Мировая Авиация 111
Регистрационный номерRegistry number: F-BELU [12], NC1940 [12], NX1940 [12], NX19906 [12], XW-TFP [12]
Aeroplane Monthly 1977-08 / M.Hardy - Stratoliner
Регистрационный номерRegistry number: F-BELY [5], N19908 [5]
In contrast to the polished natural metal finish of peacetime, N19908 Apache, a Model 307B of TWA, displays its wartime olive drab plumage in service with USAAF Transport Command as a C-75.
Air-Britain Archive 2001-03 / J.Meaden - Howard Hughes and the Stratoliner (2)
Регистрационный номерRegistry number: F-BELY [5], N19908 [5]
"Apache", c/n 2000 C-75 No.4 in its USAAF markings on a wartime visit to Britain. The strip of strengthened material on the fuselage to protect against ice thrown off by the propellers can be seen on the right of the photo.
Air-Britain Archive 2001-03 / J.Meaden - Howard Hughes and the Stratoliner (2)
Регистрационный номерRegistry number: F-BELZ [2], NC19909 [2]
C/n 2001 "Navajo", now C-75 No.1 in military camouflage and markings, with its civil crew lined up in their military-style uniforms.
Aeroplane Monthly 1986-01 / P.Chinnery - The Air War over Vietnam (1)
Регистрационный номерRegistry number: F-BELU [12], NC1940 [12], NX1940 [12], NX19906 [12], XW-TFP [12]
The French-registered Boeing 307 Stratoliner at right was used by the International Control Commission, established by the 1954 Geneva Accords to monitor the “ceasefire".
Air-Britain Archive 2001-03 / J.Meaden - Howard Hughes and the Stratoliner (2)
Регистрационный номерRegistry number: F-BELU [12], NC1940 [12], NX1940 [12], NX19906 [12], XW-TFP [12]
C/n 1998 F-BELU became the longest serving Stratoliner, still reported flying in Laos in the 1980s
Aeroplane Monthly 1977-08 / M.Hardy - Stratoliner
Регистрационный номерRegistry number: F-BELV [7], NX19905 [7], XW-TAB [7]
In service with the French independent operator Aigle Azur, F-BELV was originally N19905 Comanche with TWA.
Air-Britain Archive 2001-03 / J.Meaden - Howard Hughes and the Stratoliner (2)
Регистрационный номерRegistry number: F-BELV [7], NX19905 [7], XW-TAB [7]
C/n 1996 seen in Aigle Azur titles during the fifties. The company name is also written on the front of the nose cone, with Stratoliner below the cockpit and the (fleet?) number 400 on the fin beneath the French flag.
Air Pictorial 1956-03 / Photos by request
Регистрационный номерRegistry number: F-BELV [7], NX19905 [7], XW-TAB [7]
A welcome visitor to London Airport some time ago was this French U.A.T. Boeing SA-307B Stratoliner F-BELV (c/n. 1996), ex-T.W.A. (NC19905) and Aigle Azur, one of five currently registered in France.
Aeroplane Monthly 1977-08 / M.Hardy - Stratoliner
Регистрационный номерRegistry number: F-BELY [5], N19908 [5]
F-BELY, which had also served with Aigle Azur, is here seen after sale to Airnautic GECA.
Air-Britain Archive 2001-03 / J.Meaden - Howard Hughes and the Stratoliner (2)
Регистрационный номерRegistry number: F-BELZ [2], NC19909 [2]
C/n 2001 F-BELZ on a visit to the UK in early 1953 in a very basic colour scheme compared with that above, with Aigle Azur's name on the nose and Stratoliner behind the cockpit windows. The number on the fin appears to be 404. The ex-TWA aircraft had the B-17G wing and tail unit with the aft tailplane.
Air Pictorial 1958-03 / Register Review / Airport News
Регистрационный номерRegistry number: F-BHHR [7], NC19902 [7], NX19902 [7]
The sixth Boeing 307B Stratoliner F-BHHR for Aigle Azur, Saigon, shown here at New York before delivery
Air-Britain Archive 2001-03 / J.Meaden - Howard Hughes and the Stratoliner (2)
Регистрационный номерRegistry number: N19903 [27], N9307R [27], NC19903 [27], NX19903 [27]
C/n 2003 carried the military insignia of the Corps d'Aviation de I'Armee d'Haiti, the titles of the operator COHATA and the c/n on the fin as a serial.
Aeroplane Monthly 1977-08 / M.Hardy - Stratoliner
Регистрационный номерRegistry number: N19903 [27], N9307R [27], NC19903 [27], NX19903 [27]
2003 was the serial given to ex-Pan Am S-307 N19903 when it joined the Corps d'Aviation de l'Armee d'Haiti in 1954. It became the personal aircraft of "Papa Doc" Duvalier.
Air Pictorial 1955-12 / Air Pictorial's photo-review
Регистрационный номерRegistry number: N19903 [27], N9307R [27], NC19903 [27], NX19903 [27]
Rarely illustrated, aircraft of the Haiti Corps d'Aviation de l'Armea seen here at Bowen Field, Port-au-Prince, include a Boeing Model 307 Stratoliner (2003) and a Beech AT-11 Kansan (3516), with unglazed nose.

Другие самолёты на фотографии: Another planes on the photo: Beechcraft Model 18 / C-45 Expeditor - СШАUSA - 1937
Aeroplane Monthly 1977-08 / M.Hardy - Stratoliner
Регистрационный номерRegistry number: HC004 [4], N75385 [4], NC19910 [4]
NC19910 became HC 004 in service with Aerovias Ecuatoriannas CA of Ecuador. It is seen at Miami International in 1954.
Air-Britain Archive 2001-03 / J.Meaden - Howard Hughes and the Stratoliner (2)
Регистрационный номерRegistry number: HC004 [4], N75385 [4], NC19910 [4]
C/n 2002, formerly "Clipper Comet", with AREA in the early 50s bore the Ecuadorian registration HC004. The ex-PAA aircraft were not rebuilt like those of TWA and kept their original airframes throughout.
Aeroplane Monthly 1977-08 / M.Hardy - Stratoliner
Регистрационный номерRegistry number: N9307R [27], N19903 [27], NC19903 [27], NX19903 [27]
N9307R, owned by Flight Investment Co when this picture was taken, still bears the Haitian military serial 2003 prominently on its fin. It was later given back its old registration, N19903.
Air Enthusiast 1998-05 / Round-Out
Регистрационный номерRegistry number: XW-TFP [12], F-BELU [12], NC1940 [12], NX1940 [12], NX19906 [12]
Stratoliner XW-TFP with Royal Air Lao on March 11, 1975.
Flight 1940-07 / Flight
Регистрационный номерRegistry number: N19908 [5], F-BELY [5]
Three of T.W.A.'s Stratoliners and two of Pan American's Strato-Clippers under construction in the Boeing factory at Seattle.
Air-Britain Archive 2001-02 / J.Meaden - Howard Hughes and the Stratoliner (1)

The "soap test." To find leaks in the Stratoliner the seams were painted with soap solution while the body was blown up.
The pressure cabin of the Stratoliner, the first pressurised production airliner, is tested with a soap solution painted over the external seams and rivets, any leaks showing as bubbles. There is no suggestion that this was continued on production machines!
Flight 1941-01 / Flight

"INFLATING" THE STRATOLINER. A final test of the cabin by compressed air before a high-altitude flight. Pressures are being checked by the manometers on the board.
Air-Britain Archive 2001-02 / J.Meaden - Howard Hughes and the Stratoliner (1)

One of the duplicated engine driven supercharger units for cabin pressurisation. A is the automatic air supply control unit and B is spent air passing out of the aircraft.
Air-Britain Archive 2001-02 / J.Meaden - Howard Hughes and the Stratoliner (1)

One of the two pumps supplying air to the cabin, with arrows showing air in to the pump and out to the cabin supply line.

Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
Considering that it was designed in the mid-1930s, the cockpit of the Stratoliner looks remarkably modern.
Air-Britain Archive 2001-02 / J.Meaden - Howard Hughes and the Stratoliner (1)

The Stratoliner dual control cockpit. Although both pilots could reach all controls in emergency, the throttles are on the left of the console for the captain with the other controls on the right for the first officer/co-pilot. Both pilots have their own a. v. panel of flying instruments, Sperry autopilot in the centre.
Flight 1940-05 / Flight

THE SEATS OF THE MIGHTY. The pilots' cockpit of the first Boeing 307, now known by Pan American Airways as the Stratoclipper class. The design of windscreen is rather puzzling, as each panel appears to be divided into four. The dividing lines might possibly be reinforcement to strengthen the transparent panels against the internal pressure. The two extra struts in the middle may be part of the instrument board structure. The three sun visors should be noted.
Air-Britain Archive 2001-02 / J.Meaden - Howard Hughes and the Stratoliner (1)

The 'Flight Engineer' at his panel, the pressurisation instruments enclosed by the white line.
Flight 1940-05 / Flight

SUPERCHARGED PASSENGERS: A view inside the StratoClipper "Flying Cloud," looking aft. There is accommodation for 25 passengers by night and 33 by day. There is cargo space under the floor, which is placed high in the fuselage.
Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/

Unrivalled luxury came with a high price tag. The cost of a one-way New York - Los Angeles ticket at today’s values would be $13,500.
Air-Britain Archive 2001-02 / J.Meaden - Howard Hughes and the Stratoliner (1)

A stewardess indicates the conditioned pressurisation air flowing in from the roof
Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/

The bathroom in a Stratoliner would not have looked out of place in a five-star Art Deco hotel.
Flight 1941-06 / Flight

The cylindrical pressure cabin under construction.
Air-Britain Archive 2001-02 / J.Meaden - Howard Hughes and the Stratoliner (1)
Регистрационный номерRegistry number: NX19904 [5], N19904 [5]
For the proposed Round-the-World record flight Hughes had 12 extra fuel tanks fitted in the cabin as seen here looking forward. Four oval section tanks held 212.5 US gallons each and eight rectangular section tanks each held 180 US gallons, a total of 2,290 US gallons (1908 Imperial gallons).

Air International 2002-06 / Airscene
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
The sad sight of the tail of National Air & Space Museum Boeing S307 Stratoliner N19903 ‘Clipper Flying Cloud’ protruding from the waters of Puget Sound following its ditching on March 28, 2002. Luckily, this unique airliner survivor was recovered structurally intact and returned to Boeing Field for assessment.
Aeroplane Monthly 1977-08 / M.Hardy - Stratoliner
Регистрационный номерRegistry number: NX19901 [10]
The crash scene after NX19901 broke up in the air following an attempted recovery from a spin. The fuselage broke up before impact and there were no survivors.
The wreckage of NX19901 at Adler, Washington, after its fatal crash on March 18, 1939, when all 13 people in the aircraft lost their lives.
Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/
Регистрационный номерRegistry number: NX19901 [10]
The wreckage of NX19901 in woods near Seattle on March 18, 1939. All ten on board were killed after the airliner stalled and entered a flat spin during a simulated asymmetric double engine failure.

Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/

Colourful and patriotic TWA artwork from the early war years, when TWA crews flew requisitioned Stratoliners on behalf of the military.
Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/

A Pan Am advert featuring the Stratoliner, from the Saturday Evening Post of November 30, 1944.
Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/

The tone of magazine advertising inevitably changed with America’s entry to the war, as seen in this page which features a B-17 with a 307.

Другие самолёты на фотографии: Another planes on the photo: Boeing B-17 Flying Fortress - СШАUSA - 1935
Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/

A 1938 magazine advert, heralding the new age of speed and comfort.
Flight 1937-10 / Flight

An impression of the Boeing 307 "Stratoliner" landplane. At least one of these machines, now being built at Seattle, is likely to be used by P.A.A. for transatlantic work. It will have a pressure cabin for sub-stratosphere flying.
Flight 1938-04 / Flight
Flight 1937-04 / Flight
Регистрационный номерRegistry number: NC20001
The Ensign's U.S. counterpart: A drawing indicating certain of the salient features of the Boeing 307.
Aeroplane Monthly 2001-12 / M.O'Leary - Clipper of the Clouds /Boeing Stratoliner/
Регистрационный номерRegistry number: NC19903 [27], N19903 [27], N9307R [27], NX19903 [27]
A period cutaway illustration, showing the interior of Stratoliner NC19903.
Flight 1938-04 / Flight

Cabin arrangements of the Boeing Stratoliner, which will accommodate 33 passengers by day or 25 by night. Just aft of the control cabin is the men’s dressing room, and then four compartments - the first two shown made up for night travel. On the near side are nine chairs for short-trip passengers. At the rear are the women’s dressing room and the galley.
Flight 1939-01 / Flight

The plan of the Boeing 314’s control cabin.
Flight 1938-04 / Flight

Air, drawn in through the leading edge of each wing, is compressed by the superchargers, warmed, and circulated as shown in this diagram.
Мировая Авиация 111
Мировая Авиация 111

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