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March 25, 1968     
Aviation DAILY    
Page 116

BOEING ISSUES AIRBUS CHALLENGE WITH A 747-300
Ending months of speculation, The Boeing Co. on Friday made its official entry into the so called "airbus" race with a challenger designated as the 747-300 three-engine model with a passenger capacity of 275-300 "or more."
Up to now, Boeing had been talking about a model called the 757.  Since the 747 itself is the big four-engine jumbo jet, the designation of a smaller model as the Dash 300 was an unexpected deviation from the usual practice in aircraft numbering.
The power plant, as expected, is to be the Pratt & Whitney JT9D, the same engine that will power the 747.
Boeing says it is not seeking firm orders now for the 747-300, but expects to do so later between now and the early part of 1969.  "A firm go-ahead would be based upon the expected market potential with deliveries commencing early in 1972."
It seems obvious that although Boeing us not prepared to offer firm proposals as yet.  It was not going to sit around and see potential Boeing customers sign up for large numbers of the DC-10 or the Lockheed L-1011 trijets if it could help it.  Boeing President William M. Allen has just completed a swing around the country calling on airline managements.
Decision to announce the 747-300 was not made until very late Thursday night, obviously designed to get Boeing in to the competitive picture as the first deadline for DC-10 and L-1011 orders near an end later this week or early next week.
Boeing said the new project was carried out apart from the 747 "but in close relationship with it as the 747 progressed from design and development to manufacture."  Yet the 747 us a four-engine airplane while the new project is three-engine.
With a span of 159 ft., 11 in. and a body length as short as 174 ft., the 747-300 is about the same size as competitive trijets.  It will incorporate a new landing gear design suitable for black top runway pavements.

Eight Abreast Seating Planned
The 275-seat capacity will provide for eight abreast seating on the main deck, which can also accommodate nine and ten abreast configurations identical to those of the 747.  A modified upper deck compartment aft of the raised control cab provides seating capacity for 44 passengers with a large mid-aircraft stairway. Thus, the 747-300 would have the appearance of a shortened 747, presumably the basic fuselage would be the same except for length and design changes for a third engine in the rear. 
In its accountment, Boeing emphasized the compatibility and interchangeability of systems, components and accessories of the new project with 747, a feature which Boeing says will result in lower costs to airlines which have ordered the 747. Since the cockpit will be the same in both models, a common flight simulator will be applicable in pilot training. 
The aircraft is also being proposed in an intermediate range freighter version with eight by eight foot container capability through a nose loading loading system directly compatible with that if the 747.
With regard to range, which has been a factor in the ever-increasing size of the DC-10 and L-1011. At the same time, Boeing's announcement stated in another place that the 747-300 is being designed "for ranges of up to 1800 nautical miles from New York's LaGuardia Airport," Which means considerably less than transcontinental range from LaGuardia.
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BOEING ENTRY TOO LATE TO ALTER SOME AIRLINE PLANS ON TRIJET
 Decisions by at least three major trunks concerning plans for trijets DC-10 and the Lockheed L-1011 won't be affected by the late entrance of Boeing into the race, it is learned. Eastern's boarding meets tomorrow to hear a management presentation, and accountment of the choice mill be definitely made later this week. TWA and United are close to decisions. It is possible that Eastern will not be ready to announce its engine decision (as between GE and R-R) until next week. A forth major trunk, American, has decided on the DC-10 and is stiller leaning toward the Rolls-Royce RB. 211 engine.