70 percent improvement in fuel efficiency since the begining of the Jet Age.
From design breakthroughs and new technologies to revolutionary materials and environmentally progressive manufacturing processes, the history of Boeing aircraft is a history of cleaner, quieter and more efficient aircraft.


1950
1958
Introduction of 707
The 707 was the first commercially successful airplane and ushered in the Jet Age. The first production 707-120 took its first flight on December 20, 1957 and FAA certification followed on September 18, 1958. While the 707-120 was the initial standard model with Pratt & Whitney JT3C engines, the final major derivative was the 707-320, which featured an extended-span wing and JT4A engines.

The 707-420 was identical to the -320 but featured Rolls-Royce Conway turbofan engines. Eventually, the dominant engine for the Boeing 707 series was the Pratt & Whitney JT3D, a turbofan variant of the JT3C with even lower fuel consumption as well as higher thrust. Production of the passenger 707 ended in 1978.


1960
1964
727 Trijet
Introduced into service in February 1964, the 727 trijet became an immediate hit with flight crews and passengers alike. With a fuselage width the same as the 707 (and the later 737 and 757), it provided jet luxury on shorter routes. With sophisticated, triple-slotted trailing edge flaps and new leading-edge slats, the 727 had unprecedented low-speed landing and takeoff performance for a commercial jet and could be accommodated by smaller airports than the 707 required.


1970
1970
First High-bypass Turbofan Engine
- Improved fuel efficiency by 33%
- Reduced noise
Together with Pratt & Whitney, Boeing first applied the high-bypass turbofan engine to the 747, improving fuel efficiency by a third and reducing noise. This technology largely enabled the development of an aircraft as large as the 747 and potentially doubled the power of earlier turbojets.


1980
1984
Advanced Turbofan Engines
- Increased fuel efficiency by 16%
- Reduced carbon footprint by 16%
- Reduced noise
In 1984, new CFM56 turbofan engines were selected to power the 737-300, offering major gains in fuel efficiency over earlier versions of the aircraft while also reducing noise. Compared to the 737-100/-200, the 737-300's new engines increased fuel efficiency by 16 percent.
First Composite Use
- Lighter airframe
- Improved fuel efficiency
- Reduced CO2 emissions
Two decades before the revolutionary 787 Dreamliner, composite materials were first introduced in the 737-300/-400/-500 models. Most notably applied to the control surfaces and engine nacelle, the use of composite materials created a lighter airframe with greater fuel efficiency than preceding 737s.

1985
First ETOPS
- Reduced fuel usage
- Reduced CO2 emissions
- Increased ability to fly direct, more efficient routes
With the 767, Boeing pioneered 120- and 180- minute ETOPS. ETOPS (extended operations) is a regulatory rule for extended operations of flights conducted over a route that contains a point farther than one hour of flying time from an adequate airport. The 767's airframe and engine capability opened transatlantic routes and significantly reduced fuel usage. The 767 initiated ETOPS operations and by the end of 2007, Boeing twin-engine operators were flying over 1,400 ETOPS routes every day.

1989
First Winglet
- Reduced drag
- Reduced fuel consumption
- Reduced CO2 emissions
The introduction of the 747-400 included a revised 747 wing that added new aerodynamic efficiency by increasing the wingspan and - for the first time on a Boeing airplane - adding a winglet. Increased span (length of the wing) reduces overall drag, which reduces fuel consumption. Winglets reduce aerodynamic drag in the same way that increased wingspan does, but without adding significantly to the length of the wing, which could limit gate use at airports. Winglets can add weight to the airplane, thus offsetting some of the aerodynamic savings. However, the 747-400 featured new aluminum alloys, achieving a weight savings of approximately 2,270 kilograms (5,000 pounds) and offsetting the weight increase of the wing tip extension and winglet.


1990
1995
Advanced Navigation
- Improved precision enabling more efficient routes
- Reduced fuel consumption
- Reduced CO2 emissions
The 747-400 was the first airplane to utilize ICAO's concept for the Future Air Navigation System (FANS). FANS-1 was the initial step in advancing air traffic management by transitioning from inertial navigation to satellite navigation using GPS satellites that provide greater position accuracy. FANS introduced the concepts of actual airplane performance (ANP) and required airplane performance (RNP) as ways of using this enhanced position accuracy. In turn, this decreased fuel consumption by more precisely and efficiently flying the best routes. These navigation procedures also allowed for more efficient use of the airspace, allowing airplanes to safely operate closer to each other, reducing airborne congestion. RNP continues to play a major role in the modernization of airspace use today.
New "Supercritical Wing"
- Reduced drag
- Improved fuel efficiency
- Reduced CO2 emissions
While earlier airplanes had elements of advanced wing design, the 777 took advantage of the NASA-published "supercritical wing" (SCW) technology to a much higher degree. Conventional wings are rounded on top and flat on the bottom. The SCW is flatter on the top, rounded on the bottom, and the upper trailing edge is accented with a downward curve to restore lift lost by flattening the upper surface. The SCW greatly reduces the drag created by the wing at speeds just below and just above the speed of sound. This enables the aircraft to fly faster with less effort, which improves fuel efficiency. The new wing, coupled with new high-bypass engine efficiency and high thrust, delivered for the first time a twin-engine aircraft with the size, range and fuel efficiency of the 777.
First All-digital Airplane
- Lighter airframe
- Reduced fuel use
- Reduced CO2 emissions
The 777 was the first commercial aircraft exclusively designed with a computer-aided design (CAD) system. Boeing design teams first assembled a 777 virtually to simulate its production and ensure the accuracy of thousands of parts before developing physical prototypes, which reduced waste in the manufacturing process. The use of CAD along with advanced alloys and composite materials on the 777 helped maximize structural efficiency. In turn, this reduced the overall weight of the airplane so it would use less fuel and produce fewer emissions.
First ETOPS-designed Airplane
- Increased ability to fly direct, more efficient routes
- Improved fuel efficiency
- Reduced CO2 emissions
The 777 was the first airplane to be designed with ETOPS (extended operations) in mind, meaning the aircraft delivers system safety, reliability and operational redundancy for routes that contain a point farther than one hour of flying time from an airport. The airplane design, combined with an exhaustive flight test program, made the 777 the first airplane to have "ETOPS out of the box," which means the airplane was certified for 180-minute ETOPS operations at the very first delivery. Because it was ETOPS-ready at delivery, airlines were able to take early advantage of more direct routes across the Atlantic and start new Pacific routes with twin-engine airplane efficiency. More than 60 percent of all 777 flight hours are on ETOPS flights, allowing nonstop flights on long-distance routes - a more fuel-efficient way to operate.


2000
2000
Blended Winglets
- 3 to 5 percent reduction in fuel use
- 3 to 5 percent reduction in CO2 emissions
- Reduced noise
Blended winglets delivered a major performance breakthrough, offering a 3 to 5 percent reduction in fuel use and corresponding carbon dioxide (CO2) emissions, plus a reduction in nitrogen oxide (NOX) emissions. Additionally, blended winglets work to reduce engine wear and noise upon takeoff. Blended winglet technology is available as a retrofit to improve the performance of the existing in-service fleet, typically saving more than 1,135 liters (300 gallons) of fuel per day for each set installed. At the end of 2007, over 2,300 winglets had been delivered, saving more than 2,844,000 liters (750,000 gallons) of fuel per day. This represents a daily savings of 7,200 tonnes of CO2 emissions. Over the next five years, it is projected an additional 3,000 winglets will be delivered.
First Raked Wingtip
- Increased fuel efficiency
- Reduced CO2 emissions
The first use on Boeing aircraft of the raked wingtip - where the tip of the wing is swept back - was applied to the 767-400ER. This design innovation increased fuel efficiency and overall performance just like the blended winglet on the 737, but did so with less additional weight by making the wingspan longer.

2003
Advanced Flight Deck Technology
- Reduced holding in low visibility conditions
- Enabled more precise, efficient routes
- Reduced fuel consumption and emissions
In 2003, the 737 added new flight deck technologies: Vertical Situation Display (VSD) graphically enhances the pilots' awareness of upcoming terrain, and CAT IIIB instrument-aided landing technologies allow for landings in low-visibility conditions, thus reducing the need for unnecessary circling above the airport. Additionally, Required Navigation Performance (RNP) advances enable pilots to fly more precise routes, reducing fuel consumption and emissions.

2004
Advanced Aerodynamics
- Reduced fuel by 600,000 kg per year, per aircraft
- Reduced CO2 emissions by 1,800 tonnes per year, per aircraft
The aerodynamic efficiencies of raked wingtip technologies, first introduced on the 767 in 2000, were brought to the 777 with the launch of the 777-300ER in 2004. In addition, by introducing control surface tailoring, the 777-300ER was the first 777 to take advantage of the fly-by-wire technology on the airplane for the purpose of maximizing fuel efficiency. This technology automatically adjusts the deflection of the aileron to optimize the shape of the wing for improved aerodynamic efficiency, reducing fuel consumption and emissions. It's estimated that each 777-300ER equipped with these technologies saves nearly 153,000 liters (40,600 gallons) of fuel per year and prevents more than 1,800 tonnes of CO2 emissions. These technologies are also featured on the 777-200LR and 777 Freighter.
Airplane Health Management
- Enabled fuel and emissions trend monitoring
- Reduced fuel use and CO2 emissions
First introduced in 2004, Airplane Health Management (AHM) is an advanced software application that provides real-time in-flight performance data and enables efficient management of fuel and emissions trends. In addition, operators are immediately alerted to system problems so that they can take quick action to reduce fuel consumption and increase operational efficiency. AHM helps to control operating costs and more effectively maintain environmental performance. Aircraft equipped with AHM have achieved fuel savings of 0.1 to 0.2 percent, which reduces CO2 emissions by 0.1 to 0.2 percent.

2006
Recycling/AFRA
As part of our dedication to recycling throughout our operations, in 2006 Boeing joined with 10 other companies to create a common industry working group called the Aircraft Fleet Recycling Association (AFRA). There are now 34 members. AFRA is committed to continuously improving aircraft recycling methods. And by working to efficiently process as many aircraft as possible, AFRA makes recycling more cost-effective for aircraft owners. This will ultimately ensure that aircraft recycling has an economically viable future in the marketplace.

AFRA's goal is for its certified members to recycle 90 percent of each end-of-life aircraft by 2012.

Collectively, member organizations have already:

Re-marketed (returned to service) approximately 2,000 airplanes

Recycled more than 6,000 commercial aircraft

Recycled more than 1,000 military aircraft (800 tactical)

AFRA Members:
ABX Air USA
Adherent Technologies* USA
AeroTurbine USA
Air Salvage International* UK
Aircraft End-of-Life Solutions The Netherlands
Aircraft Recycling Corporation USA
Bartin Groupe* France
Boeing* USA
Chteauroux Air Center* France
ELG Metals USA
Europe Aviation* France
Evergreen Maintenance Center* US
AGE USA
HKS Metals The Netherlands
Honeywell Aerospace Trading USA
Huron Valley Fritz West* USA
Kemble Airfield UK
Magellan Aviation Services UK
Milled Carbon, Ltd* UK
Oxford Frarday Advance -- Begbroke* UK
P3 Aviation UK
Pratt & Whitney USA
Robert Gibbs Company UK
Rolls Royce* UK
Snecma � Groupe SAFRAN France
Source One Aircraft Repair USA
Southern California Aviation USA
Stewart Industries USA
Turbo Resources International USA
Universal Recycling Company South Africa
Volvo Aero Services LP USA
Wells Specialty Products USA
The Green Airliner, Inc. Switzerland

* Founding Member

2007
Tech Insertion Technology
- Reduced NOX emissions
- Improved engine's maintenance profile
CFM56 engines with the advanced Tech Insertion configuration began powering the 737 in 2007. This configuration improved the engine's maintenance profile, lowering maintenance costs while also reducing nitrogen oxide (NOX) emissions.

2008
Performance Improvement Package
- Saves 100,000 gallons of fuel per year, per aircraft
- Reduces CO2 emissions by 960 tonnes per year, per aircraft
The 777 Performance Improvement Package (PIP) is just one example of how Boeing can help airlines upgrade their airplanes to reduce fuel and CO2 emissions. Per year, this package saves the typical 777-300 more than 100,000 liters (37,800 gallons) of fuel and prevents 960 tonnes of CO2 emissions. The savings are accomplished by incorporating the smaller vortex generator design from the 737 Next Generation (NG) to reduce drag; revising flight control software to automatically adjust the deflection of the ailerons to optimize the shape of the wing; and improvements to the RAM air system. These advances are in production on the 777-300ER, 777-200LR and 777 Freighter, and the PIP is available for retrofit on the 777-200, 777-200ER and 777-300.
Carbon Brakes
- Reduces aircraft weight by 550-700 pounds
- Reduces fuel use by 8,500 gallons per aircraft
- Reduces CO2 emissions by over 80 tonnes per year, per aircraft
In early 2008, Boeing and its suppliers certified carbon brakes for use on a production and retrofit basis on the 737. Owners and operators that switch to using carbon brakes reduce weight by 250 to 315 kilograms (550 to 700 pounds), reducing fuel consumption and emissions. On a typical 737-800, installing carbon brakes will reduce fuel use by 32,100 liters (8,500 gallons) annually and reduce CO2 emissions by more than 80 tonnes annually.


2010
2010 787 Innovations
First All-composite Fuselage
- Increased fuel efficiency
- Reduced CO2 emissions
- Decreased maintenance requirements
With its bold use of advanced composite materials, the 787 Dreamliner represents a major step change in airplane design. Composite materials are significantly lighter and stronger than aluminum. With the majority of its primary structure by weight comprised of composite materials, the 787 Dreamliner will deliver increased fuel efficiency, reduced emissions and decreased maintenance requirements.
Advanced Wing Design
- Increased aerodynamic efficiency
- Increased fuel efficiency
- Reduced CO2 emissions
- Quieter
The 787 Dreamliner's visionary aerodynamics and longer wingspan make the aircraft quieter and more fuel-efficient while giving it a signature in-flight appearance. The 787 Dreamliner's simple pivot trailing edge flaps allow for much smaller flap track fairings and give the airplane highly efficient lift-to-drag characteristics, all of which reduces fuel consumption. The variable camber technology enables automatic optimization of the wing configuration, increasing efficiency and allowing for the lowest fuel consumption possible.
Advanced Engines
- Increased fuel efficiency
- Reduced CO2 and NOX emissions
- Smaller noise footprint
The 787 Dreamliner's highly fuel-efficient engines from Rolls-Royce and GE also help create significantly smaller noise footprints, benefiting airport communities around the world. The 787 Dreamliner will have a 60 percent smaller community noise footprint than the airplanes it is intended to replace.
New Manufacturing Processes
- Cleaner, more efficient processes
- Use of environmentally preferred materials
- Minimized waste
In addition to the 787 Dreamliner's cleaner, quieter and more fuel-efficient operation, Boeing is working comprehensively to ensure that the airplane's environmental impact is minimized throughout the product lifecycle. This approach ranges from utilizing environmentally preferred materials during the manufacturing process and minimizing waste to helping develop the recycling technologies that will be needed decades from now when the first 787 Dreamliners retire.
Advanced Flight Deck
- Reduced holding in low visibility conditions
- Enabled more precise, efficient routes
- Reduced fuel consumption and emissions
The 787 Dreamliner flight deck balances operational commonality with technological enhancements, following the open architecture and standard airplane design philosophies employed throughout the airplane. As part of the airplane's standard design, the 787 Dreamliner flight deck is furnished with a full suite of communications technologies and advanced avionics that allow more precise, direct routing. Dual heads-up displays, large flat-panel multifunction displays, dual electronic flight bag (EFB) and an electronic checklist are provided as standard. By design, the 787 Dreamliner flight deck will easily incorporate future regulatory requirements and technology growth.
Electric Architecture
- Less energy-intensive systems
- Reduced fuel consumption
- Reduced CO2 emissions
A �more electric� system architecture replaces the conventional pneumatic systems found in earlier aircraft. This more-electric system architecture is lighter and efficiently creates and distributes energy, leading to lower fuel consumption, reduced maintenance costs and greater reliability. It's also easier to monitor and more compatible with future technology trends.

2010 747-8 Innovations
New Wing Design
- Improved fuel efficiency
- Reduced CO2 emissions
- Smaller noise footprint
The all-new wing design for the 747-8 incorporates the latest advances in aerodynamics and new high-lift devices such as single-slotted outboard flaps and double-slotted inboard flaps. The aerodynamics directly improve fuel efficiency and the high-lift devices help give the 747-8 a 70 percent smaller noise footprint than the original 747.
New Engine Technology
- Improved fuel efficiency
- Reduced CO2 emissions
- Smaller noise footprint
General Electric's GEnx engines provide the 747-8 with the latest engine technologies, significantly improving fuel efficiency and payload performance. The GEnx is the world's only jet engine with a front fan case and fan blades made of composites, which provide for greater engine durability, weight reduction and lower operating costs.
New Nacelle and Exhaust Nozzle Chevrons
- Smaller community noise footprint
- Quieter cabin environment
Thanks in part to new chevrons on both the hot-core-exhaust and fan-bypass nozzles, the 747-8 will have a 30 percent smaller noise footprint than its predecessor. Together with other contributing technologies, this innovation is part of the 747-8's design goal of achieving noise levels low enough to operate at all major London airports without a noise-imposed curfew.