WASHINGTON STATEA CENTURY OF KNOW-HOW

A CENTURY OF KNOW-HOWBuilding Aerospace Legends in Washington State

“Throughout time, people of many cultures have woven myths of flight. In fashioning their dreams, their heroes and their gods, they yearned to rise above the earth. They were inspired by flight as power, flight as freedom, flight as mastery of the world and travel to worlds beyond.

“In the 20th century, the dream of flight became a reality. This practical accomplishment transformed our world, altering perceptions of time and distance, joining diverse cultures.

“But the dream of flight has not faded. It lives on, challenging our achievements, daring new journeys, inspiring new visions of the Universe.”

-Anonymous

While other states are relatively new to the airplane building game, we have a rich history of aerospace accomplishments gained over a century of leadership and know-how. Washington State engineers, designers and builders have redefined the very concept of air travel over the last 100 years; helped win wars through innovation and an unbridled passion for doing the impossible; devised bold new solutions to vexing problems in avionics, materials and design; and challenged what is known to venture into the unknown and conquer it with a pioneer spirit that permeates every aspect of Washington’s culture.

Regardless of your business model, you’ll find Washington State to be the perfect fit. With 1,256 companies to poten-tially partner with and a highly skilled workforce of more than 131,000, many second and third generation aerospace workers, the state offers opportunities that no other U.S. state can. Add to this visionary public-private partnerships in education to en-sure a steady supply of trained workers and some of the most high-ly respected R&D universities and incubators in the world, and it’s easy to see why Washington has such an established and successful legacy in aviation and space.

This book is dedicated to the tens of thousands of talented and skilled men and women in Washington State who have propelled the aviation and space industry forward over the last century, expanding our horizons, shrinking our world and exploring the vast unknown.

WASHINGTON STATE - THE GLOBAL AEROSPACE LEADER

As J.C. Mars piloted his gas-powered dirigible high over the fairgrounds of the Alaska-Yukon-Pacific Exposition in the summer of 1909 – straddling a rickety wood frame without a safety harness – it probably never dawned on anyone in the crowd below that they were witnessing the birth of an aerospace giant – Washington State.

1909 – 1919 WASHINGTON TAKES WING

Inspired by his pioneer spirit, other fairgoers gladly plunked

down $1 (about $25 today) to experience the thrill of going

aloft themselves in a tethered balloon;

one of the many thrills at the

turn-of-the-century exposition.

A year later, Charles K. Hamilton came to town. His Cur-tiss Reims Racer was a huge sensation, flying high over the crowd that had gathered at the Meadows Race Track in Seattle, roughly where today’s King County International Airport is located. Hamilton holds the honor of piloting the first powered flight in Washington. Two days later, he crashed into a nearby pond, earning the dubious distinction of also being the first to crash.

It’s a good bet that William E. Boeing was in the racetrack crowd that day. A successful lumber

business owner, Boeing was fascinated by the idea of flight. But hitching a ride wasn’t easy in

the early days of aviation. It wasn’t until 1915 that he and his friend Conrad Westervelt took their first

flight with a barnstormer, Terah Maroney, who was giving rides in his two-seater floatplane on Lake Washington.

Some say that Boeing never came back down to the ground that day. For his part, Westervelt “could never find any definite an-swer as to why the plane held together” and both he and Boeing felt they could build a far better airplane than anything on the

market.

A year later, Boeing, Westervelt and Herb Munter started work on that “better airplane.” The

new B&W floatplane, the first of many planes to bear the Boeing

name, took its first flight on June 15, 1916 with Boeing

himself at the controls.

A lumber baron creates a legend

1909 – 1919 WASHINGTON TAKES WINGThe die was cast. Soon afterward, Pacific Aero Products was incorporated. The new company, accord-ing to filing papers, was to be engaged in the “general manufacturing business and to manufacture goods, wares and merchandise of every kind, especially to manufacture aeroplanes… and all patterns thereof.”

The name Pacific Aero Products was to be short-lived; the com-pany changed its name to the Boeing Airplane Company in 1917. It was the height of World War I and the company was flooded with orders for the Model C flying boat from the Navy. The plane was designed by Boeing’s first engineer, Wong Tsu. He was paid $50.77 for his services before he returned to China to start the first airplane factory there.

The bubble, however, was about to burst. When Armistice Day came orders dried up virtually overnight and the company fell on hard times. The 28 workers at the company – pilots, carpenters, engineers and seam-stresses – were tasked with building dressers, counters and furniture for a corset shop as well as flat-bottomed boats called sea sleds. At one point Boeing personally covered the $700 a month payroll by guaranteeing a loan with his own money.

ARMISTICE DAY – NOVEMBER 1918

Early aviators in Seattle were challenging the very limits of the technology of the time. Three years before Charles Lindbergh flew solo across the Atlantic, four planes departed Seattle on an ambitious and historic journey. Covering 23,942 nau-tical miles in 175 days, the planes were the first to circumnavigate the world by air, demonstrating the potential of this new mode of transportation. As orders for aircraft fell off after the war’s end, the Boeing Airplane Company di-versified. Following the advice of Eddie Hubbard, the company got into the lucrative airmail route business. Using the company’s B-1 flying boat, mail was shuttled be-tween Seattle, Washington and Victoria, British Columbia for eight years, the plane logging more than 350,000 air miles. The burgeoning air route business gave birth to another innovation, the Boeing Model 40, which could not only carry mail and cargo, but passengers. The journey from San Francisco to Chicago took just 22 ½ hours in the Model 40, with two to four passengers crammed into a cabin that wasn’t much bigger than a freezer.

The age of air travel had arrived and the company seized on the

opportunity by forming Boeing Air Transport, the predecessor of today’s United Airlines.

The demand for bigger and faster aircraft led to the construction of the tri-motor Model 80. The plane could not only carry up to 18 passengers with fewer stops, but it added a new wrinkle to air travel, the stewardess. Though stew-ards had flown on some European routes, it was Ellen Church and seven other nurs-es who introduced the concept of the stewardess to U.S. travelers. Their original duties not only included tending to passengers, but loading luggage, fueling planes and screwing down loose seats.

Commercial and military aviation were changing rapidly. The P-26, nick-named the Peashooter, was superior to the biplanes that were the mainstay of the Army Air Corps in the 1920s and early 30s. The Army’s first all-metal monoplane, the fighter retained the open cockpit, fixed landing gear and external bracing on the wings; throwbacks to an earlier era.

1920 – 1939 SEATTLE TO NEW YORK IN 56 HOURS

“You haven’t seen a tree until you’ve seen its shadow from the sky.”- Amelia Earhart

A revolution in air travel

As passenger travel exploded new ideas were explored, all in an effort to make flying more comfortable and profitable. Though it is often overlooked in the annals of aviation, the Model 247 was truly revolutionary. It was the first modern airliner, adding such features as an all-aluminum surface, retractable landing gear and deicing boots on the leading edge of the wings. Carrying 10 passengers, the 247 could fly coast-to-coast in just 20 hours While the 247 was revolutionary, nothing captured this golden age of air travel like the 314 Clipper. Even today, the Pan Am Clipper is the definition of luxury travel by air with many of the

amenities found in the contemporary ocean liners of the time. The Model 314 was massive in nearly every regard. While in flight, engineers could service the plane’s four Cyclone engines, crawl-ing into passages built into the thick wings. In the cabin, passen-gers enjoyed the view from large picture windows. Staterooms had dressing rooms; there was a dining salon, lounge and even a bridal suite. During the 26½ hour Atlantic crossing, the Clipper’s seats could be converted into 40 bunks. The plane also featured two innovations that would later find their way onto the Boeing 747, a spiral staircase and upper deck cockpit.

Model 247 refuels.

The golden age of air travel would come to an abrupt halt as the world went to war and precious resources were used to produce fighters, bombers and tanks, not commercial aircraft.

The last of the pre-war airliners was the Stratoliner. Utilizing a similar wing and tail design as the B-17, also in development, the Stratoliner’s cabin was pressurized and heated to allow the plane to fly at higher altitudes, above the turbulence. Its 33 passengers could cruise comfortably at 20,000 feet on long distance routes, includ-ing Miami to Latin America and Los Angeles to New York. The plane also introduced the flight engineer to the cockpit, who was responsible for monitoring the plane’s complex systems and engines.

While the Stratoliner’s bright future dimmed with the onset of war and materials rationing, the B-17 earned its place in the history books, becoming the most famous bomber of World War II. Design work on the plane started in the mid 1930s and deliveries began in 1937. Dubbed the Flying Fortress by a Seattle news reporter, the bomber went through a number of improvements during its nine-year produc-tion run, morphing from a lightly armed bomber to a plane bristling with offensive and defensive firepower. Thanks to the closely spaced stringers, ribs and spars, the plane could take an amazing amount of punishment and still return home. Pilots regularly landed planes that were missing portions of the wings, nose and even most of the tail.

1940 – 1957 A WORLD AT WAR

Working together for a common cause

In Washington State nearly everyone was involved in the war effort. Thousands of women went to work in plants throughout the state during World War II. At the Ken-worth truck plant, for example, Rosie the Riveters worked around the clock doing subassembly work on Boeing bombers. Of the 517 workers on the Kenworth payroll, 415 were women.

Washington women also joined the mil-itary. One of first female WASPs (Women Airforce Service Pilots) was Barbara Er-ickson. She became the first female pilot to receive the Air Medal for Meritorious Achievement, earning the honor by flying four 2,000-mile plane deliveries in just five days.

To keep up with the need for factory work-ers, Washington’s schools went to war as well. While workforce training may be a new concept in some parts of the coun-try, schools in Washington began turning out highly trained aerospace workers in the 1940s. Workers could go straight from school to work with no additional training. Seventy years later, the state still leads the way in innovative workforce training programs and partnerships.

The spirit of competition in peacetime gave way to a new spirit of cooperation in war as companies joined together to pro-duce nearly 7,000 B-17s in Seattle. At one point, 16 new Flying Fortresses emerged from the factory every 24 hours.

The plant itself was under heavy security. Armed sentries stood guard at plant en-trances. To hide the factory from enemy reconnaissance, the building was camou-flaged. Houses made of burlap and lawns fashioned from chicken wire made the fac-tory look like an ordinary Seattle neighbor-hood from the air.

Production of the B-17 was eventually eclipsed by the need for the next gener-ation of bomber – the B-29 Superfortress. The Air Force’s requirement for a very heavy bomber that could fly 5,000 miles was a tall order. But Washington State engineers answered the call. The tail was the height of a three-story building and the plane featured such cutting edge advanc-es as a remotely controlled gun system, tricycle landing gear and a pressurized fuselage that allowed the crew to travel in comfort during marathon high altitude missions. In an apparent nod to its North-west origins, the Superfortress’ tables, ladders and floors were all made of wood.

The B-29 and its successor the B-50, which featured upgraded avionics and engines, were the mainstay of the U.S. Air Force until the dawn of the jet age, serving ad-mirably in the Pacific Theater of World War II as well as the Korean War. Wherever wars were fought, Washington planes were there.

The postwar era turns cold

The world unfortunately, would never be the same. The hopes of postwar peace were dashed by a new threat – the threat of nuclear anni-hilation. A new war was at hand – a Cold War.

Aviation moved into a period of transition in Washington State. Influenced heavily by a cargo derivative of the B-29, the postwar Stratocruiser was the height of luxury. Its pressurized double-deck cabin provided comfortable seating for 100 passengers. On longer flights the seats could be converted to 28 sleeping berths. Downstairs there was a lounge and a bar.

But the days of the propeller-driven plane were num-bered. The promise of jets, which could allow aircraft to fly higher and faster, could not be ignored.

The B-47 Stratojet, the first all-jet bomber in the U.S. arsenal, was a shining example. With its slen-der, 35° swept-back wings and six engines slung under the wing in pods, it’s fair to say that every large jet made today can trace its ancestry to the Stratojet. The new design was not only elegant, but broke speed and distance records, crossing the United States in under four hours, averaging 608 miles an hour. The only armament was in the tail as no fighter of the time could keep up with it.

1958 – 2000 JETS & SPACE EXPLORATIONCommercial air travel exploded in the 1950s. In just eight short years the number of passengers flying more than doubled, from 17.3 million to 38 million. One of the reasons for this unparalleled growth was the addition of coach seating. Designed to compete with the railroad’s “coach” class, the new classification made air travel affordable. Airplane design, however, was still playing catch up. Airlines were still using propeller-driven aircraft, including the Lockheed Constellation, DC-4, the Stratocruiser and even DC-3s on smaller routes. More than half of the commercial airplane market was controlled by the Douglas Company, which introduced the DC-6 and DC-7 to keep up with demand.

A true game changer was just over the horizon. Britain’s de Havil-land Comet, launched in 1952, brought the jet age to commer-cial air travel, but suffered structural fatigue issues. It was up to the 707 to successfully introduce scheduled jet service to passengers worldwide. Ironically, it was the arrival of the Comet that spurred the development of the 707. Boeing’s

President William Allen had seen de Havilland’s plane at a British air show in 1950 and knew that jets were the future of commer-cial aviation.

He bet big on that future too, plowing 20% of the company’s worth into creating a commercial version of the Model 367-80, which had been developed for the military’s KC-135 tanker and transport program. By the time the first 707 rolled out of the factory in 1957 development costs had soared to $185 million, more than the company’s net worth.

“To invent an airplane is nothing. To build one is something.

To fly is everything.”- Otto Lilienthal

Allen may have bet the company, but it was a smart bet. Able to fly 225 miles an hour faster than its closest propeller-powered rival, the 707 was an instant success with airlines and the flying public.

In the mid-1960s, the 727 came onto the market, followed by the 737 family of jets. Designed to serve short and medium routes, the 727 featured built-in stairs at the rear of the aircraft so it could serve smaller airports and had its own auxiliary power unit onboard so ground support wasn’t required.

The 737 shared many of the design features of the 727, including the doors, engine nacelles and cockpit layout. With more than 10,000 planes either delivered or on order, the 737 is by far the most successful commercial airliner in history. To keep up with demand, a new 737 rolls out of the Renton, Washing-ton plant every day. The new 737 MAX, the latest version of the aircraft, promises to offer unprecedented levels of efficiency, reliability and passenger appeal. The MAX is expected to burn eight percent less fuel per passen-ger seat than its closest competitor when it debuts in 2017.

The residents of Washington State are famous for taking risks. The state’s pioneers built floating bridges over deepwater lakes and channels, giant dams to harness the 5,000 miles of rivers to produce inexpensive energy, and roads over rugged mountains to connect east and west, long before the automobile.

But the 747 proved to be the biggest risk of all. Once again William Allen rolled the dice, putting the entire future of the company on the line for a plane that really didn’t have an established market for its capabilities. Two and a half times the size of the 707 (the economy section of the interior was longer than the Wright brother’s first flight), the 747 became the world’s first jumbo jet.

The plane’s significance in the history of commercial aviation cannot be over-emphasized. Often referred to as the “Everyman Plane,” it ushered in the era of affordable international plane travel, thanks to its economies of scale. More than 1,200 747s have found their way into service since 1969.

The plane was so big, in fact, that it needed a new factory to house it. The resulting building in Everett, Washington covers 98.3 acres (399,480 m2); it is large enough to hold four Disneylands including the parking lots. Each massive hangar door is bigger than a football field and the building creates its own weather. Today, the 747, 767, 777 and 787 are built at the sprawling plant.

A monumental risk for a non-existent market

The region’s diversification in aviation and space allowed it to weather rough times. Following the cancellation of the supersonic transport (SST) program in the early 1970s, aerospace companies in Washington turned their attention to other revenue streams besides commercial aircraft.

Defense contracts for missiles as well as space exploration projects kept the growing number of aerospace companies in Washington State busy, even as the commercial aircraft market lagged in the midst of a major economic recession. Production of the airborne warning and control system (AWACS) helped keep the region going, as did orders for OEM and aftermarket parts.

Two new commercial programs were launched in the 1970s that would propel the region to new heights in the 21st century. The much antici-pated replacement for the 727, the 757, and the wide-body 767 were a new generation of aircraft, utilizing the latest technologies to reduce aircraft noise, improve fuel efficiency and simplify crew operations. This was made possible by using the same flight deck for both planes so pilots could qualify on the 757 and 767 at the same time. The 767 was so fuel efficient and dependable that it was the first twin-engine plane to be rated ETOPS (extended operations), allowing it to fly non-stop over vast expanses of ocean.

By now, the region’s end-to-end supply chain was coming into its own. New aircraft required new concepts in manufacturing as aircraft companies worldwide started outsourcing produc-tion that had been traditionally handled in-house. Washington State companies were in the right place at the right time. The state became a stronghold of Tier 1 and 2 suppliers for aerospace interests in the U.S. and abroad.

The value of this supply chain became evident in the development and production of the 777, which was the first commercial aircraft to be designed entirely on comput-ers and utilized an integrated supply chain that was not only monumental in scope, but also international. Production of the aircraft is equally revolutionary, using a constant motion, U-shaped assembly line that moves at the rate of 1.8 inches per minute through the factory.

Tough times and new directions

Our second century as a global leader in aviation and space has just begun and yet, Washington State is already building new business legends in aerospace. More than 1,250 companies are located in the state, employing 131,000+ highly skilled, high-ly experienced workers. These companies produce components, parts and products for the global market, serving as supply chain partners for Boeing, Airbus and Bombardier as well as countless smaller aviation and space firms.

Though commercial and military aircraft are manufactured in other parts of the U.S., no other location can make a legit-imate claim to being the leader in global aerospace. More than 1,200 aircraft pour from state factories every year, including 500 commercial and military jets and 700 unmanned aerial vehicles. Washington State is the sole producer of the popular 737, 767, 747 and 777 series of aircraft and produces the vast majority of 787 Dreamliners.

2001 – TODAY: NEW IDEAS FOR A NEW AGE

The Aerocar

Crew of the first circumnavigation of the globe.

UAV undergoes test.

With our low-cost energy, some of the lowest in the country, Washington State has become a hotbed of innovation in the composites industry. Composite materials are an essential compo-nent of the next generation of aircraft, creating stronger and lighter structures and simplifying manufacturing. The state’s composite industry can be traced to the 1960s when Health Tecna started to produce exotic new materials for defense projects. Today, approximately 100 companies are engaged in the development, fabrication, production and tooling of composites, creating an industry that generates $3.3 billion in annual revenue. These companies are supported by a world-class composites research and develop-ment network, including the Automobili Lamborghini Advanced Composite Structures Laboratory at the University of Washington, the Center of Excellence for Aerospace and Advanced Materials Manufacturing, Western Washington University’s Department of Engineering Technology and the Pacific Northwest National Laboratory.

A robust composites industry develops

Biofuels are still in their earliest stages of devel-opment, but Washington State has been leading the way when it comes to their use in aviation. In 2010, local companies, airlines and airport opera-tors joined forces with Washington State University to form a center for advanced biofuels research. More than 800 million gallons of aviation fuel is used regionally and it is projected that demand will increase by another 200 million gallons by 2030.

Next generation aviation biofuels are designed to improve efficiency using non-food crop sources that are sustainable, including solid waste, for-est residues and algae. Alaska Airlines has proven the viability of these new fuels, flying 75 of their routes using biofuels in recent years.

Researchers in Washington continue to make steady progress in advancing biofuel technologies. While the answer won’t come over night, the day will come when aircraft are able to burn compet-itively priced and sustainable biofuels, reducing costs and emissions in the process.

Sustainable aviation fuels

Harold H. Heath

B-52 testing biofu

els

Aviation is proof that given, the will, we have the capacity to achieve the impossible.

- Eddie Rickenbacker

Looking to the future, Boeing proposed a radical departure from its popular family of jets in the 1990s. Dubbed the Sonic Cruiser, the delta wing transport was designed to fly just below the speed of sound. Airlines had other ideas, asking for lower operating costs instead of higher speeds. Boeing listened and the more fuel efficient 787 was put into production.

Christened the Dreamliner, the plane is designed to be 20% more fuel efficient than its predecessors while offering new onboard luxuries such as larger windows with electrically con-trolled shades and lighting that can reduce jet lag. The one-

piece composite fuselage is not only lighter than traditional airframes, but eliminates 1,500 sheets of aluminum and 45,000 fasteners per section. The fuselage only requires 10,000 holes. The 747, in comparison, needs one million.

Composites make up half of the primary structure of the Dream-liner, including the wing and fuselage. Sophisticated onboard systems help the plane monitor its overall health and report maintenance items to the ground crew. To date, 58 airlines have ordered the 787, making it the most successful twin-aisle air-plane the company has ever produced.

A new standard in air travel

While Florida, Alabama and Texas were once the strongholds of America’s race to space and putting man on the moon, the pri-vatization of space exploration has moved Washington front and center. While our roots in space reach back to the days of Apollo and the Space Shuttle, our future efforts are focused on the explora-tion of the heavens. Perhaps no other recent space mission has

created as much excitement as the Curiosity mission to Mars. Thanks to Aerojet’s innovative design and engineering skills, Washington-made engines were responsible for allowing the lander to hover in position as Curiosity was gently craned down to the planet’s surface. The company also built the engines for the Viking lander missions in the 1970s, which paved the way for additional missions to Mars.

Space – the final frontier

Another important NASA program is Orion. A dozen Washington companies are heavily involved in the Orion program, which

one day will take us to the Moon, Mars and perhaps even beyond on manned missions. Aerojet has been tapped to build the thrust-ers for the capsule and Janicki Industries

is building the nose cover that will con-ceal smaller thrusters being developed by Systima Technologies, another Wash-

ington State aerospace firm.

Two of Seattle’s legendary businessmen, Microsoft co-founder Paul Allen and Amazon.com founder Jeff Bezos, are also involved in private space ventures. Allen’s Stratolaunch Systems uses a supersized aircraft powered by six 747 engines to carry payloads to the outer limits of the atmosphere to reduce the amount of fuel needed for spacecraft to reach low-earth orbit. Bezo’s Blue Origin space vehicle is another exciting project, one that may one day help supply the International Space Station with its reus-able rocket and capsule design.

WASHINGTON STATEA CENTURY OF KNOW-HOW

A SPECIAL THANKS…WE WANT TO THANK THE ORGANIZATIONS AND INDIVIDUALS WHO HELPED US ON THIS AMBITIOUS PROJECT.

Barry Smith, Future of Flight Executive DirectorCorbis Images

Flickr - The Commons ArchiveFuture of Flight Aviation Center & Boeing Tour, Everett

Library of Congress Prints and Photographs Division, Washington, D.C.Museum of Flight, Seattle

Museum of History and Industry, SeattleNational Air and Space Administration Archives

National Air and Space Museum ArchivesSan Diego Air and Space Museum Archive

Seattle Municipal ArchivesUS Air Force Archives

WRITTEN BY: Robb Zerr

BOOK DESIGN: M. Alexander Harper

CONSULTANT: Monica Wiedrich

WELCOME TO THE FUTURE – WASHINGTON STATE

We are extremely proud of our past, but we openly welcome the future. No one knows what the future holds for the aviation and space industry, but rest assured that Washington State will be leading the way with new ideas, new materials and a competitive spirit that has been the hallmark of our aerospace sector for the last 100+ years.

Washington State: Building Business Legends.

For more information on Washington’s aerospace industry, contact us at (206) 256-6100 or email moreinfo@choosewashington.com.