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Boeing 747

January 20, 2023

The Boeing 747 is a large, long-range wide-body airliner designed and manufactured by Boeing Commercial Airplanes in the United States between 1968 and 2022. After introducing the 707 in October 1958, Pan Am wanted a jet 2+1⁄2 times its size, to reduce its seat cost by 30%. In 1965, Joe Sutter left the 737 development program to design the 747, the first twin-aisle airliner. In April 1966, Pan Am ordered 25 Boeing 747-100 aircraft and in late 1966, Pratt & Whitney agreed to develop the JT9D engine, a high-bypass turbofan. On September 30, 1968, the first 747 was rolled out of the custom-built Everett Plant, the world's largest building by volume. The first flight took place on February 9, 1969, and the 747 was certified in December of that year. It entered service with Pan Am on January 22, 1970. The 747 was the first airplane dubbed "Jumbo Jet", the first wide-body airliner.

Boeing 747
Boeing 747-200 of Iberia (1980)
Role Wide-body jet airliner
National origin United States
Manufacturer Boeing Commercial Airplanes
First flight February 9, 1969
Introduction January 22, 1970, with Pan Am
Status In service
Primary users Atlas Air
Lufthansa
Cargolux
UPS Airlines
Produced 1968–2022[1][2]
Number built 1,574 (including prototype)
Variants Boeing 747SP
Boeing 747-400
Boeing 747-8
Boeing VC-25
Boeing E-4
Developed into Boeing Dreamlifter
Boeing YAL-1
Shuttle Carrier Aircraft
SOFIA

The 747 is a four-engined jet aircraft, initially powered by Pratt & Whitney JT9D turbofan engines, then General Electric CF6 and Rolls-Royce RB211 engines for the original variants. With a ten-abreast economy seating, it typically accommodates 366 passengers in three travel classes. It has a pronounced 37.5° wing sweep, allowing a Mach 0.85 (490 kn; 900 km/h) cruise speed, and its heavy weight is supported by four main landing gear legs, each with a four-wheel bogie. The partial double-deck aircraft was designed with a raised cockpit so it could be converted to a freighter airplane by installing a front cargo door, as it was initially thought that it would eventually be superseded by supersonic transports. Freighter variants of the 747 remain popular with cargo airlines.

Boeing introduced the -200 in 1971, with more powerful engines for a heavier maximum takeoff weight (MTOW) of 833,000 pounds (378 t) from the initial 735,000 pounds (333 t), increasing the maximum range from 4,620 to 6,560 nautical miles (8,560 to 12,150 km). It was shortened for the longer-range 747SP in 1976, and the 747-300 followed in 1983 with a stretched upper deck for up to 400 seats in three classes. The heavier 747-400 with improved RB211 and CF6 engines or the new PW4000 engine (the JT9D successor), and a two-crew glass cockpit, was introduced in 1989 and is the most common variant. After several studies, the stretched 747-8 was launched on November 14, 2005, with new General Electric GEnx engines, and was first delivered in October 2011. The 747 is the basis for several government and military variants, such as the VC-25 (Air Force One), E-4 Emergency Airborne Command Post, Shuttle Carrier Aircraft, and some experimental testbeds such as the YAL-1 and SOFIA airborne observatory.

Manufacture of the 747 ended in December 2022 after a 54-year production run, with 1,574 aircraft built. Initial competition came from the smaller trijet widebodies: the Lockheed L-1011 (introduced in 1972), McDonnell Douglas DC-10 (1971) and later MD-11 (1990). Airbus competed with later variants with the heaviest versions of the A340 until surpassing the 747 in size with the A380, delivered between 2007 and 2021. As of 2020, 61 Boeing 747s have been lost in accidents and incidents, in which a total of 3,722 people have died.

Development

Background

 
Cargo nose door open with cargo loader

In 1963, the United States Air Force started a series of study projects on a very large strategic transport aircraft. Although the C-141 Starlifter was being introduced, officials believed that a much larger and more capable aircraft was needed, especially to carry cargo that would not fit in any existing aircraft. These studies led to initial requirements for the CX-Heavy Logistics System (CX-HLS) in March 1964 for an aircraft with a load capacity of 180,000 pounds (81.6 t) and a speed of Mach 0.75 (430 kn; 800 km/h), and an unrefueled range of 5,000 nautical miles (9,300 km) with a payload of 115,000 pounds (52.2 t). The payload bay had to be 17 feet (5.18 m) wide by 13.5 feet (4.11 m) high and 100 feet (30 m) long with access through doors at the front and rear.[3]

The desire to keep the number of engines to four required new engine designs with greatly increased power and better fuel economy. In May 1964, airframe proposals arrived from Boeing, Douglas, General Dynamics, Lockheed, and Martin Marietta; engine proposals were submitted by General Electric, Curtiss-Wright, and Pratt & Whitney. Boeing, Douglas, and Lockheed were given additional study contracts for the airframe, along with General Electric and Pratt & Whitney for the engines.[3]

The airframe proposals shared several features. As the CX-HLS needed to be able to be loaded from the front, a door had to be included where the cockpit usually was. All of the companies solved this problem by moving the cockpit above the cargo area; Douglas had a small "pod" just forward and above the wing, Lockheed used a long "spine" running the length of the aircraft with the wing spar passing through it, while Boeing blended the two, with a longer pod that ran from just behind the nose to just behind the wing.[4][5] In 1965, Lockheed's aircraft design and General Electric's engine design were selected for the new C-5 Galaxy transport, which was the largest military aircraft in the world at the time.[3] Boeing carried the nose door and raised cockpit concepts over to the design of the 747.[6]

Airliner proposal

The 747 was conceived while air travel was increasing in the 1960s.[7] The era of commercial jet transportation, led by the enormous popularity of the Boeing 707 and Douglas DC-8, had revolutionized long-distance travel.[7][8] In this growing jet age, Juan Trippe, president of Pan Am, one of Boeing's most important airline customers, asked for a new jet airliner 2+1⁄2 times size of the 707, with a 30% lower cost per unit of passenger-distance and the capability to offer mass air travel on international routes.[9] Trippe also thought that airport congestion could be addressed by a larger new aircraft.[10]

 
An Iran Air 747-200, showing an early-production 747 cockpit with a flight engineer, located on the upper deck

In 1965, Joe Sutter was transferred from Boeing's 737 development team to manage the design studies for the new airliner, already assigned the model number 747.[11] Sutter began a design study with Pan Am and other airlines to better understand their requirements. At the time, many thought that long-range subsonic airliners would eventually be superseded by supersonic transport aircraft.[12] Boeing responded by designing the 747 so it could be adapted easily to carry freight and remain in production even if sales of the passenger version declined.

In April 1966, Pan Am ordered 25 Boeing 747-100 aircraft for US$525 million[13][14] (equivalent to $3.4 billion in 2021 dollars). During the ceremonial 747 contract-signing banquet in Seattle on Boeing's 50th Anniversary, Juan Trippe predicted that the 747 would be "…a great weapon for peace, competing with intercontinental missiles for mankind's destiny".[15] As launch customer,[16][17] and because of its early involvement before placing a formal order, Pan Am was able to influence the design and development of the 747 to an extent unmatched by a single airline before or since.[18]

Design effort

Ultimately, the high-winged CX-HLS Boeing design was not used for the 747, although technologies developed for their bid had an influence.[19] The original design included a full-length double-deck fuselage with eight-across seating and two aisles on the lower deck and seven-across seating and two aisles on the upper deck.[20][21] However, concern over evacuation routes and limited cargo-carrying capability caused this idea to be scrapped in early 1966 in favor of a wider single deck design.[16] The cockpit was, therefore, placed on a shortened upper deck so that a freight-loading door could be included in the nose cone; this design feature produced the 747's distinctive "hump".[22] In early models, what to do with the small space in the pod behind the cockpit was not clear, and this was initially specified as a "lounge" area with no permanent seating.[23] (A different configuration that had been considered to keep the flight deck out of the way for freight loading had the pilots below the passengers, and was dubbed the "anteater".)[24]

 
The Pratt & Whitney JT9D high-bypass turbofan engine was developed for the 747.

One of the principal technologies that enabled an aircraft as large as the 747 to be drawn up was the high-bypass turbofan engine.[25] This engine technology was thought to be capable of delivering double the power of the earlier turbojets while consuming one-third less fuel. General Electric had pioneered the concept but was committed to developing the engine for the C-5 Galaxy and did not enter the commercial market until later.[26][27] Pratt & Whitney was also working on the same principle and, by late 1966, Boeing, Pan Am and Pratt & Whitney agreed to develop a new engine, designated the JT9D to power the 747.[27]

The project was designed with a new methodology called fault tree analysis, which allowed the effects of a failure of a single part to be studied to determine its impact on other systems.[16] To address concerns about safety and flyability, the 747's design included structural redundancy, redundant hydraulic systems, quadruple main landing gear and dual control surfaces.[28] Additionally, some of the most advanced high-lift devices used in the industry were included in the new design, to allow it to operate from existing airports. These included Krueger flaps running almost the entire length of the wing's leading edge, as well as complex three-part slotted flaps along the trailing edge of the wing.[29][30] The wing's complex three-part flaps increase wing area by 21% and lift by 90% when fully deployed compared to their non-deployed configuration.[31]

Boeing agreed to deliver the first 747 to Pan Am by the end of 1969. The delivery date left 28 months to design the aircraft, which was two-thirds of the normal time.[32] The schedule was so fast-paced that the people who worked on it were given the nickname "The Incredibles".[33] Developing the aircraft was such a technical and financial challenge that management was said to have "bet the company" when it started the project.[16]

Production plant

 
747 final assembly at the Boeing Everett Factory

As Boeing did not have a plant large enough to assemble the giant airliner, they chose to build a new plant. The company considered locations in about 50 cities,[34] and eventually decided to build the new plant some 30 miles (50 km) north of Seattle on a site adjoining a military base at Paine Field near Everett, Washington.[35] It bought the 780-acre (320 ha) site in June 1966.[36]

Developing the 747 had been a major challenge, and building its assembly plant was also a huge undertaking. Boeing president William M. Allen asked Malcolm T. Stamper, then head of the company's turbine division, to oversee construction of the Everett factory and to start production of the 747.[37] To level the site, more than four million cubic yards (three million cubic meters) of earth had to be moved.[38] Time was so short that the 747's full-scale mock-up was built before the factory roof above it was finished.[39] The plant is the largest building by volume ever built, and has been substantially expanded several times to permit construction of other models of Boeing wide-body commercial jets.[35]

Development and testing

 
The prototype 747 was first displayed to the public on September 30, 1968.

Before the first 747 was fully assembled, testing began on many components and systems. One important test involved the evacuation of 560 volunteers from a cabin mock-up via the aircraft's emergency chutes. The first full-scale evacuation took two and a half minutes instead of the maximum of 90 seconds mandated by the Federal Aviation Administration (FAA), and several volunteers were injured. Subsequent test evacuations achieved the 90-second goal but caused more injuries. Most problematic was evacuation from the aircraft's upper deck; instead of using a conventional slide, volunteer passengers escaped by using a harness attached to a reel.[40] Tests also involved taxiing such a large aircraft. Boeing built an unusual training device known as "Waddell's Wagon" (named for a 747 test pilot, Jack Waddell) that consisted of a mock-up cockpit mounted on the roof of a truck. While the first 747s were still being built, the device allowed pilots to practice taxi maneuvers from a high upper-deck position.[41]

In 1968, the program cost was US$1 billion[42] (equivalent to $6 billion in 2021 dollars). On September 30, 1968, the first 747 was rolled out of the Everett assembly building before the world's press and representatives of the 26 airlines that had ordered the airliner.[43] Over the following months, preparations were made for the first flight, which took place on February 9, 1969, with test pilots Jack Waddell and Brien Wygle at the controls[44][45] and Jess Wallick at the flight engineer's station. Despite a minor problem with one of the flaps, the flight confirmed that the 747 handled extremely well. The 747 was found to be largely immune to "Dutch roll", a phenomenon that had been a major hazard to the early swept-wing jets.[46]

 
The 747's 16-wheel main landing gear

During later stages of the flight test program, flutter testing showed that the wings suffered oscillation under certain conditions. This difficulty was partly solved by reducing the stiffness of some wing components. However, a particularly severe high-speed flutter problem was solved only by inserting depleted uranium counterweights as ballast in the outboard engine nacelles of the early 747s.[47] This measure caused anxiety when these aircraft crashed, for example El Al Flight 1862 at Amsterdam in 1992 with 622 pounds (282 kg) of uranium in the tailplane (horizontal stabilizer).[48][49]

The flight test program was hampered by problems with the 747's JT9D engines. Difficulties included engine stalls caused by rapid throttle movements and distortion of the turbine casings after a short period of service.[50] The problems delayed 747 deliveries for several months; up to 20 aircraft at the Everett plant were stranded while awaiting engine installation.[51] The program was further delayed when one of the five test aircraft suffered serious damage during a landing attempt at Renton Municipal Airport, the site of Boeing's Renton factory. The incident happened on December 13, 1969, when a test aircraft was flown to Renton to have test equipment removed and a cabin installed. Pilot Ralph C. Cokely undershot the airport's short runway and the 747's right, outer landing gear was torn off and two engine nacelles were damaged.[52][53] However, these difficulties did not prevent Boeing from taking a test aircraft to the 28th Paris Air Show in mid-1969, where it was displayed to the public for the first time.[54] The 747 received its FAA airworthiness certificate in December 1969, clearing it for introduction into service.[55]

The huge cost of developing the 747 and building the Everett factory meant that Boeing had to borrow heavily from a banking syndicate. During the final months before delivery of the first aircraft, the company had to repeatedly request additional funding to complete the project. Had this been refused, Boeing's survival would have been threatened.[17][56] The firm's debt exceeded $2 billion, with the $1.2 billion owed to the banks setting a record for all companies. Allen later said, "It was really too large a project for us."[57] Ultimately, the gamble succeeded, and Boeing held a monopoly in very large passenger aircraft production for many years.[58]

Entry into service

 
First Lady Pat Nixon christened the first commercial 747 on January 15, 1970.

On January 15, 1970, First Lady of the United States Pat Nixon christened Pan Am's first 747 at Dulles International Airport (later Washington Dulles International Airport) in the presence of Pan Am chairman Najeeb Halaby. Instead of champagne, red, white, and blue water was sprayed on the aircraft. The 747 entered service on January 22, 1970, on Pan Am's New York–London route;[59] the flight had been planned for the evening of January 21, but engine overheating made the original aircraft unusable. Finding a substitute delayed the flight by more than six hours to the following day when Clipper Victor was used.[60][61]

The 747 enjoyed a fairly smooth introduction into service, overcoming concerns that some airports would not be able to accommodate an aircraft that large.[62] Although technical problems occurred, they were relatively minor and quickly solved.[63] After the aircraft's introduction with Pan Am, other airlines that had bought the 747 to stay competitive began to put their own 747s into service.[64] Boeing estimated that half of the early 747 sales were to airlines desiring the aircraft's long range rather than its payload capacity.[65][66] While the 747 had the lowest potential operating cost per seat, this could only be achieved when the aircraft was fully loaded; costs per seat increased rapidly as occupancy declined. A moderately loaded 747, one with only 70 percent of its seats occupied, used more than 95 percent of the fuel needed by a fully occupied 747.[67] Nonetheless, many flag-carriers purchased the 747 due to its prestige "even if it made no sense economically" to operate. During the 1970s and 1980s, over 30 regularly scheduled 747s could often be seen at John F. Kennedy International Airport.[68]

The recession of 1969–1970, despite having been characterized as relatively mild, greatly affected Boeing. For the year and a half after September 1970, it only sold two 747s in the world, both to Irish flag carrier Aer Lingus.[69][70] No 747s were sold to any American carrier for almost three years.[57] When economic problems in the US and other countries after the 1973 oil crisis led to reduced passenger traffic, several airlines found they did not have enough passengers to fly the 747 economically, and they replaced them with the smaller and recently introduced McDonnell Douglas DC-10 and Lockheed L-1011 TriStar trijet wide bodies[71] (and later the 767 and A300/A310 twinjets). Having tried replacing coach seats on its 747s with piano bars in an attempt to attract more customers, American Airlines eventually relegated its 747s to cargo service and in 1983 exchanged them with Pan Am for smaller aircraft;[72] Delta Air Lines also removed its 747s from service after several years.[73] Later, Delta acquired 747s again in 2008 as part of its merger with Northwest Airlines, although it retired the Boeing 747-400 fleet in December 2017.[74]

International flights bypassing traditional hub airports and landing at smaller cities became more common throughout the 1980s, thus eroding the 747's original market.[75] Many international carriers continued to use the 747 on Pacific routes.[76] In Japan, 747s on domestic routes were configured to carry nearly the maximum passenger capacity.[77]

Improved 747 versions

 
Stretched upper deck cabin of later 747s with six-abreast seating

After the initial 747-100, Boeing developed the -100B, a higher maximum takeoff weight (MTOW) variant, and the -100SR (Short Range), with higher passenger capacity.[78] Increased maximum takeoff weight allows aircraft to carry more fuel and have longer range.[79] The -200 model followed in 1971, featuring more powerful engines and a higher MTOW. Passenger, freighter and combination passenger-freighter versions of the -200 were produced.[78] The shortened 747SP (special performance) with a longer range was also developed, and entered service in 1976.[80]

The 747 line was further developed with the launch of the 747-300 on June 11, 1980, followed by interest from Swissair a month later and the go-ahead for the project.[81]: 86  The 300 series resulted from Boeing studies to increase the seating capacity of the 747, during which modifications such as fuselage plugs and extending the upper deck over the entire length of the fuselage were rejected. The first 747-300, completed in 1983, included a stretched upper deck, increased cruise speed, and increased seating capacity. The -300 variant was previously designated 747SUD for stretched upper deck, then 747-200 SUD,[82] followed by 747EUD, before the 747-300 designation was used.[83] Passenger, short range and combination freighter-passenger versions of the 300 series were produced.[78]

 
Launch Customer Northwest Airlines introduced the 747-400 in 1989.

In 1985, development of the longer range 747-400 began.[84] The variant had a new glass cockpit, which allowed for a cockpit crew of two instead of three,[85] new engines, lighter construction materials, and a redesigned interior. Development costs soared, and production delays occurred as new technologies were incorporated at the request of airlines. Insufficient workforce experience and reliance on overtime contributed to early production problems on the 747-400.[16] The -400 entered service in 1989.[86]

In 1991, a record-breaking 1,087 passengers were flown in a 747 during a covert operation to airlift Ethiopian Jews to Israel.[87] Generally, the 747-400 held between 416 and 524 passengers.[88] The 747 remained the heaviest commercial aircraft in regular service until the debut of the Antonov An-124 Ruslan in 1982; variants of the 747-400 surpassed the An-124's weight in 2000. The Antonov An-225 Mriya cargo transport, which debuted in 1988, remains the world's largest aircraft by several measures (including the most accepted measures of maximum takeoff weight and length); one aircraft has been completed and was in service until 2022. The Scaled Composites Stratolaunch is currently the largest aircraft by wingspan.[89]

Further developments

 
747-400 main deck economy class seating in 3–4–3 layout

After the arrival of the 747-400, several stretching schemes for the 747 were proposed. Boeing announced the larger 747-500X and -600X preliminary designs in 1996.[90] The new variants would have cost more than US$5 billion to develop,[90] and interest was not sufficient to launch the program.[91] In 2000, Boeing offered the more modest 747X and 747X stretch derivatives as alternatives to the Airbus A3XX. However, the 747X family was unable to attract enough interest to enter production. A year later, Boeing switched from the 747X studies to pursue the Sonic Cruiser,[92] and after the Sonic Cruiser program was put on hold, the 787 Dreamliner.[93] Some of the ideas developed for the 747X were used on the 747-400ER, a longer range variant of the 747-400.[94]

After several variants were proposed but later abandoned, some industry observers became skeptical of new aircraft proposals from Boeing.[95] However, in early 2004, Boeing announced tentative plans for the 747 Advanced that were eventually adopted. Similar in nature to the 747-X, the stretched 747 Advanced used technology from the 787 to modernize the design and its systems. The 747 remained the largest passenger airliner in service until the Airbus A380 began airline service in 2007.[96]

On November 14, 2005, Boeing announced it was launching the 747 Advanced as the Boeing 747-8.[97] The last 747-400s were completed in 2009.[98] As of 2011, most orders of the 747-8 were for the freighter variant. On February 8, 2010, the 747-8 Freighter made its maiden flight.[99] The first delivery of the 747-8 went to Cargolux in 2011.[100][101] The first 747-8 Intercontinental passenger variant was delivered to Lufthansa on May 5, 2012.[102] The 1,500th Boeing 747 was delivered in June 2014 to Lufthansa.[103]

In January 2016, Boeing stated it was reducing 747-8 production to six a year beginning in September 2016, incurring a $569 million post-tax charge against its fourth-quarter 2015 profits. At the end of 2015, the company had 20 orders outstanding.[104][105] On January 29, 2016, Boeing announced that it had begun the preliminary work on the modifications to a commercial 747-8 for the next Air Force One presidential aircraft, then expected to be operational by 2020.[106]

On July 12, 2016, Boeing announced that it had finalized an order from Volga-Dnepr Group for 20 747-8 freighters, valued at $7.58 billion at list prices. Four aircraft were delivered beginning in 2012. Volga-Dnepr Group is the parent of three major Russian air-freight carriers – Volga-Dnepr Airlines, AirBridgeCargo Airlines and Atran Airlines. The new 747-8 freighters would replace AirBridgeCargo's current 747-400 aircraft and expand the airline's fleet and will be acquired through a mix of direct purchases and leasing over the next six years, Boeing said.[107]

End of production

On July 27, 2016, in its quarterly report to the Securities and Exchange Commission, Boeing discussed the potential termination of 747 production due to insufficient demand and market for the aircraft.[108] With a firm order backlog of 21 aircraft and a production rate of six per year, program accounting had been reduced to 1,555 aircraft.[109] In October 2016, UPS Airlines ordered 14 -8Fs to add capacity, along with 14 options, which it took in February 2018 to increase the total to 28 -8Fs on order.[110][111] The backlog then stood at 25 aircraft, though several of these were orders from airlines that no longer intended to take delivery.[112]

On July 2, 2020, it was reported that Boeing planned to end 747 production in 2022 upon delivery of the remaining jets on order to UPS and the Volga-Dnepr Group due to low demand.[113] On July 29, 2020, Boeing confirmed that the final 747 would be delivered in 2022 as a result of "current market dynamics and outlook" stemming from the COVID-19 pandemic, according to CEO David Calhoun.[114] The last aircraft, a 747-8F freighter for Atlas Air, rolled off the production line on December 6, 2022, for a 2023 delivery.[115][116][1]

Design

 
Three-view diagram of the original Boeing 747-100, showing its general configuration maintained in later variants
For design details of a particular generation, see Boeing 747-400, 747-8, and 747SP.

The Boeing 747 is a large, wide-body (two-aisle) airliner with four wing-mounted engines. Its wings have a high sweep angle of 37.5° for a fast, efficient cruise speed[22] of Mach 0.84 to 0.88, depending on the variant. The sweep also reduces the wingspan, allowing the 747 to use existing hangars.[16][117] Its seating capacity is over 366 with a 3–4–3 seat arrangement (a cross section of three seats, an aisle, four seats, another aisle, and three seats) in economy class and a 2–3–2 layout in first class on the main deck. The upper deck has a 3–3 seat arrangement in economy class and a 2–2 layout in first class.[118]

Raised above the main deck, the cockpit creates a hump. This raised cockpit allows front loading of cargo on freight variants.[22] The upper deck behind the cockpit provides space for a lounge and/or extra seating. The "stretched upper deck" became available as an alternative on the 747-100B variant and later as standard beginning on the 747-300. The upper deck was stretched more on the 747-8. The 747 cockpit roof section also has an escape hatch from which crew can exit during the events of an emergency if they cannot do so through the cabin.

The 747's maximum takeoff weight ranges from 735,000 pounds (333 t) for the -100 to 970,000 pounds (440 t) for the -8. Its range has increased from 5,300 nautical miles (9,800 km) on the -100 to 8,000 nautical miles (15,000 km) on the -8I.[119][120]

 
Front view showing the triple-slotted trailing edge flaps

The 747 has redundant structures along with four redundant hydraulic systems and four main landing gears each with four wheels; these provide a good spread of support on the ground and safety in case of tire blow-outs. The main gear are redundant so that landing can be performed on two opposing landing gears if the others are not functioning properly.[121] The 747 also has split control surfaces and was designed with sophisticated triple-slotted flaps that minimize landing speeds and allow the 747 to use standard-length runways.[122]

For transportation of spare engines, the 747 can accommodate a non-functioning fifth-pod engine under the aircraft's port wing between the inner functioning engine and the fuselage.[123][124] The fifth engine mount point is also used by Virgin Orbit's LauncherOne program to carry an orbital-class rocket to cruise altitude where it is deployed.[125][126]

Variants

The 747-100 with a range of 4,620 nautical miles (8,556 km),[127] was the original variant launched in 1966. The 747-200 soon followed, with its launch in 1968. The 747-300 was launched in 1980 and was followed by the 747-400 in 1985. Ultimately, the 747-8 was announced in 2005. Several versions of each variant have been produced, and many of the early variants were in production simultaneously. The International Civil Aviation Organization (ICAO) classifies variants using a shortened code formed by combining the model number and the variant designator (e.g. "B741" for all -100 models).[128]

747-100

 
The original 747-100 has a short upper deck with three windows per side; Pan Am introduced it on January 22, 1970

The first 747-100s were built with six upper deck windows (three per side) to accommodate upstairs lounge areas. Later, as airlines began to use the upper deck for premium passenger seating instead of lounge space, Boeing offered an upper deck with ten windows on either side as an option. Some early -100s were retrofitted with the new configuration.[129] The -100 was equipped with Pratt & Whitney JT9D-3A engines. No freighter version of this model was developed, but many 747-100s were converted into freighters.[130] A total of 168 747-100s were built; 167 were delivered to customers, while Boeing kept the prototype, City of Everett.[131] In 1972, its unit cost was US$24M[132] (155.5M today).

747SR

Responding to requests from Japanese airlines for a high-capacity aircraft to serve domestic routes between major cities, Boeing developed the 747SR as a short-range version of the 747-100 with lower fuel capacity and greater payload capability. With increased economy class seating, up to 498 passengers could be carried in early versions and up to 550 in later models.[78] The 747SR had an economic design life objective of 52,000 flights during 20 years of operation, compared to 24,600 flights in 20 years for the standard 747.[133] The initial 747SR model, the -100SR, had a strengthened body structure and landing gear to accommodate the added stress accumulated from a greater number of takeoffs and landings.[134] Extra structural support was built into the wings, fuselage, and the landing gear along with a 20% reduction in fuel capacity.[135]

 
One of the two 747-100BSR with the stretched upper deck (SUD) made for JAL

The initial order for the -100SR – four aircraft for Japan Air Lines (JAL, later Japan Airlines) – was announced on October 30, 1972; rollout occurred on August 3, 1973, and the first flight took place on August 31, 1973. The type was certified by the FAA on September 26, 1973, with the first delivery on the same day. The -100SR entered service with JAL, the type's sole customer, on October 7, 1973, and typically operated flights within Japan.[36] Seven -100SRs were built between 1973 and 1975, each with a 520,000-pound (240 t) MTOW and Pratt & Whitney JT9D-7A engines derated to 43,000 pounds-force (190 kN) of thrust.[136]

Following the -100SR, Boeing produced the -100BSR, a 747SR variant with increased takeoff weight capability. Debuting in 1978, the -100BSR also incorporated structural modifications for a high cycle-to-flying hour ratio; a related standard -100B model debuted in 1979. The -100BSR first flew on November 3, 1978, with first delivery to All Nippon Airways (ANA) on December 21, 1978. A total of 20 -100BSRs were produced for ANA and JAL.[137] The -100BSR had a 600,000 pounds (270 t) MTOW and was powered by the same JT9D-7A or General Electric CF6-45 engines used on the -100SR. ANA operated this variant on domestic Japanese routes with 455 or 456 seats until retiring its last aircraft in March 2006.[138]

In 1986, two -100BSR SUD models, featuring the stretched upper deck (SUD) of the -300, were produced for JAL.[139] The type's maiden flight occurred on February 26, 1986, with FAA certification and first delivery on March 24, 1986.[140] JAL operated the -100BSR SUD with 563 seats on domestic routes until their retirement in the third quarter of 2006. While only two -100BSR SUDs were produced, in theory, standard -100Bs can be modified to the SUD certification.[137] Overall, 29 Boeing 747SRs were built.[131]

747-100B

 
An Iran Air 747-100B, the last 747-100 in passenger service

The 747-100B model was developed from the -100SR, using its stronger airframe and landing gear design. The type had an increased fuel capacity of 48,070 US gal (182,000 L), allowing for a 5,000-nautical-mile (9,300 km) range with a typical 452-passenger payload, and an increased MTOW of 750,000 lb (340 t) was offered. The first -100B order, one aircraft for Iran Air, was announced on June 1, 1978. This version first flew on June 20, 1979, received FAA certification on August 1, 1979, and was delivered the next day.[141] Nine -100Bs were built, one for Iran Air and eight for Saudi Arabian Airlines.[142][143] Unlike the original -100, the -100B was offered with Pratt & Whitney JT9D-7A, CF6-50, or Rolls-Royce RB211-524 engines. However, only RB211-524 (Saudia) and JT9D-7A (Iran Air) engines were ordered.[144] The last 747-100B, EP-IAM was retired by Iran Air in 2014, the last commercial operator of the 747-100 and -100B.[145]

747SP

Main article: Boeing 747SP
 
The 747SP was the only 747 model with a shortened fuselage

The development of the 747SP stemmed from a joint request between Pan American World Airways and Iran Air, who were looking for a high-capacity airliner with enough range to cover Pan Am's New York–Middle Eastern routes and Iran Air's planned Tehran–New York route. The Tehran–New York route, when launched, was the longest non-stop commercial flight in the world. The 747SP is 48 feet 4 inches (14.73 m) shorter than the 747-100. Fuselage sections were eliminated fore and aft of the wing, and the center section of the fuselage was redesigned to fit mating fuselage sections. The SP's flaps used a simplified single-slotted configuration.[146][147] The 747SP, compared to earlier variants, had a tapering of the aft upper fuselage into the empennage, a double-hinged rudder, and longer vertical and horizontal stabilizers.[148] Power was provided by Pratt & Whitney JT9D-7(A/F/J/FW) or Rolls-Royce RB211-524 engines.[149]

The 747SP was granted a type certificate on February 4, 1976, and entered service with launch customers Pan Am and Iran Air that same year.[147] The aircraft was chosen by airlines wishing to serve major airports with short runways.[150] A total of 45 747SPs were built,[131] with the 44th 747SP delivered on August 30, 1982. In 1987, Boeing re-opened the 747SP production line after five years to build one last 747SP for an order by the United Arab Emirates government.[147] In addition to airline use, one 747SP was modified for the NASA/German Aerospace Center SOFIA experiment.[151] Iran Air is the last civil operator of the type; its final 747-SP (EP-IAC) was to be retired in June 2016.[152][153]

747-200

 
Most 747-200s had ten windows per side on the upper deck

While the 747-100 powered by Pratt & Whitney JT9D-3A engines offered enough payload and range for medium-haul operations, it was marginal for long-haul route sectors. The demand for longer range aircraft with increased payload quickly led to the improved -200, which featured more powerful engines, increased MTOW, and greater range than the -100. A few early -200s retained the three-window configuration of the -100 on the upper deck, but most were built with a ten-window configuration on each side.[154] The 747-200 was produced in passenger (-200B), freighter (-200F), convertible (-200C), and combi (-200M) versions.[155]

The 747-200B was the basic passenger version, with increased fuel capacity and more powerful engines; it entered service in February 1971.[82] In its first three years of production, the -200 was equipped with Pratt & Whitney JT9D-7 engines (initially the only engine available). Range with a full passenger load started at over 5,000 nmi (9,300 km) and increased to 6,000 nmi (11,000 km) with later engines. Most -200Bs had an internally stretched upper deck, allowing for up to 16 passenger seats.[156] The freighter model, the 747-200F, had a hinged nose cargo door and could be fitted with an optional side cargo door,[82] and had a capacity of 105 tons (95.3 tonnes) and an MTOW of up to 833,000 pounds (378 t). It entered service in 1972 with Lufthansa.[157] The convertible version, the 747-200C, could be converted between a passenger and a freighter or used in mixed configurations,[78] and featured removable seats and a nose cargo door.[82] The -200C could also be outfitted with an optional side cargo door on the main deck.[158]

The combi aircraft model, the 747-200M (originally designated 747-200BC), could carry freight in the rear section of the main deck via a side cargo door. A removable partition on the main deck separated the cargo area at the rear from the passengers at the front. The -200M could carry up to 238 passengers in a three-class configuration with cargo carried on the main deck. The model was also known as the 747-200 Combi.[82] As on the -100, a stretched upper deck (SUD) modification was later offered. A total of 10 747-200s operated by KLM were converted.[82] Union de Transports Aériens (UTA) also had two aircraft converted.[159][160]

After launching the -200 with Pratt & Whitney JT9D-7 engines, on August 1, 1972, Boeing announced that it had reached an agreement with General Electric to certify the 747 with CF6-50 series engines to increase the aircraft's market potential. Rolls-Royce followed 747 engine production with a launch order from British Airways for four aircraft. The option of RB211-524B engines was announced on June 17, 1975.[144] The -200 was the first 747 to provide a choice of powerplant from the three major engine manufacturers.[161] In 1976, its unit cost was US$39M (185.7M today).

A total of 393 of the 747-200 versions had been built when production ended in 1991.[162] Of these, 225 were -200B, 73 were -200F, 13 were -200C, 78 were -200M, and 4 were military.[163] Iran Air retired the last passenger 747-200 in May 2016, 36 years after it was delivered.[164] As of July 2019, five 747-200s remain in service as freighters.[165]

747-300

 
A 747-300, with its stretched upper deck, flying-by the Matterhorn. This 747-300 was first delivered to Swissair on March 23, 1983.

The 747-300 features a 23-foot-4-inch-longer (7.11 m) upper deck than the -200.[83] The stretched upper deck (SUD) has two emergency exit doors and is the most visible difference between the -300 and previous models.[166] After being made standard on the 747-300, the SUD was offered as a retrofit, and as an option to earlier variants still in-production. An example for a retrofit were two UTA -200 Combis being converted in 1986, and an example for the option were two brand-new JAL -100 aircraft (designated -100BSR SUD), the first of which was delivered on March 24, 1986.[81]: 68, 92 

The 747-300 introduced a new straight stairway to the upper deck, instead of a spiral staircase on earlier variants, which creates room above and below for more seats.[78] Minor aerodynamic changes allowed the -300's cruise speed to reach Mach 0.85 compared with Mach 0.84 on the -200 and -100 models, while retaining the same takeoff weight.[83] The -300 could be equipped with the same Pratt & Whitney and Rolls-Royce powerplants as on the -200, as well as updated General Electric CF6-80C2B1 engines.[78]

Swissair placed the first order for the 747-300 on June 11, 1980.[167] The variant revived the 747-300 designation, which had been previously used on a design study that did not reach production. The 747-300 first flew on October 5, 1982, and the type's first delivery went to Swissair on March 23, 1983.[36] In 1982, its unit cost was US$83M (233.1M today). Besides the passenger model, two other versions (-300M, -300SR) were produced. The 747-300M features cargo capacity on the rear portion of the main deck, similar to the -200M, but with the stretched upper deck it can carry more passengers.[149][168] The 747-300SR, a short range, high-capacity domestic model, was produced for Japanese markets with a maximum seating for 584.[169] No production freighter version of the 747-300 was built, but Boeing began modifications of used passenger -300 models into freighters in 2000.[170]

A total of 81 747-300 series aircraft were delivered, 56 for passenger use, 21 -300M and 4 -300SR versions.[171] In 1985, just two years after the -300 entered service, the type was superseded by the announcement of the more advanced 747-400.[172] The last 747-300 was delivered in September 1990 to Sabena.[78][173] While some -300 customers continued operating the type, several large carriers replaced their 747-300s with 747-400s. Air France, Air India, Pakistan International Airlines, and Qantas were some of the last major carriers to operate the 747-300. On December 29, 2008, Qantas flew its last scheduled 747-300 service, operating from Melbourne to Los Angeles via Auckland.[174] In July 2015, Pakistan International Airlines retired their final 747-300 after 30 years of service.[175] As of July 2019, only two 747-300s remain in commercial service, with Mahan Air (1) and TransAVIAexport Airlines (1).[165]

747-400

Main article: Boeing 747-400
 
The improved 747-400, featuring canted winglets, entered service in February 1989 with Northwest Airlines

The 747-400 is an improved model with increased range. It has wingtip extensions of 6 ft (1.8 m) and winglets of 6 ft (1.8 m), which improve the type's fuel efficiency by four percent compared to previous 747 versions.[176] The 747-400 introduced a new glass cockpit designed for a flight crew of two instead of three, with a reduction in the number of dials, gauges and knobs from 971 to 365 through the use of electronics. The type also features tail fuel tanks, revised engines, and a new interior. The longer range has been used by some airlines to bypass traditional fuel stops, such as Anchorage.[177] A 747-400 loaded with 126,000 lb of fuel flying 3,500 statute miles consumes an average of five gallons per mile.[178][179] Powerplants include the Pratt & Whitney PW4062, General Electric CF6-80C2, and Rolls-Royce RB211-524.[180] As a result of the Boeing 767 development overlapping with the 747-400's development, both aircraft can use the same three powerplants and are even interchangeable between the two aircraft models.[181]

The -400 was offered in passenger (-400), freighter (-400F), combi (-400M), domestic (-400D), extended range passenger (-400ER), and extended range freighter (-400ERF) versions. Passenger versions retain the same upper deck as the -300, while the freighter version does not have an extended upper deck.[182] The 747-400D was built for short-range operations with maximum seating for 624. Winglets were not included, but they can be retrofitted.[183][184] Cruising speed is up to Mach 0.855 on different versions of the 747-400.[180]

The passenger version first entered service in February 1989 with launch customer Northwest Airlines on the Minneapolis to Phoenix route.[185] The combi version entered service in September 1989 with KLM, while the freighter version entered service in November 1993 with Cargolux. The 747-400ERF entered service with Air France in October 2002, while the 747-400ER entered service with Qantas,[186] its sole customer, in November 2002. In January 2004, Boeing and Cathay Pacific launched the Boeing 747-400 Special Freighter program,[187] later referred to as the Boeing Converted Freighter (BCF), to modify passenger 747-400s for cargo use. The first 747-400BCF was redelivered in December 2005.[188]

In March 2007, Boeing announced that it had no plans to produce further passenger versions of the -400.[189] However, orders for 36 -400F and -400ERF freighters were already in place at the time of the announcement.[189] The last passenger version of the 747-400 was delivered in April 2005 to China Airlines. Some of the last built 747-400s were delivered with Dreamliner livery along with the modern Signature interior from the Boeing 777. A total of 694 of the 747-400 series aircraft were delivered.[131] At various times, the largest 747-400 operator has included Singapore Airlines,[190] Japan Airlines,[190] and British Airways.[191][192] As of July 2019, 331 Boeing 747-400s were in service;[165] there were only 10 Boeing 747-400s in passenger service as of September 2021.[193]

747 LCF Dreamlifter

Main article: Boeing Dreamlifter
 
The Boeing Dreamlifter, a modified 747-400, first flew on September 9, 2006

The 747-400 Dreamlifter[194] (originally called the 747 Large Cargo Freighter or LCF[195]) is a Boeing-designed modification of existing 747-400s into a larger outsize cargo freighter configuration to ferry 787 Dreamliner sub-assemblies. Evergreen Aviation Technologies Corporation of Taiwan was contracted to complete modifications of 747-400s into Dreamlifters in Taoyuan. The aircraft flew for the first time on September 9, 2006, in a test flight.[196] Modification of four aircraft was completed by February 2010.[197] The Dreamlifters have been placed into service transporting sub-assemblies for the 787 program to the Boeing plant in Everett, Washington, for final assembly.[194] The aircraft is certified to carry only essential crew and not passengers.[198]

747-8

Main article: Boeing 747-8
 
The stretched and re-engined Boeing 747-8 made its maiden flight on February 8, 2010, as a freighter

Boeing announced a new 747 variant, the 747-8, on November 14, 2005. Referred to as the 747 Advanced prior to its launch, the 747-8 uses similar General Electric GEnx engines and cockpit technology to the 787. The variant is designed to be quieter, more economical, and more environmentally friendly. The 747-8's fuselage is lengthened from 232 feet (71 m) to 251 feet (77 m),[199] marking the first stretch variant of the aircraft.

The 747-8 Freighter, or 747-8F, has 16% more payload capacity than its predecessor, allowing it to carry seven more standard air cargo containers, with a maximum payload capacity 154 tons (140 tonnes) of cargo.[200] As on previous 747 freighters, the 747-8F features a flip up nose-door, a side-door on the main deck, and a side-door on the lower deck ("belly") to aid loading and unloading. The 747-8F made its maiden flight on February 8, 2010.[201][202] The variant received its amended type certificate jointly from the FAA and the European Aviation Safety Agency (EASA) on August 19, 2011.[203] The -8F was first delivered to Cargolux on October 12, 2011.[204]

The passenger version, named 747-8 Intercontinental or 747-8I, is designed to carry up to 467 passengers in a 3-class configuration and fly more than 8,000 nautical miles (15,000 km) at Mach 0.855. As a derivative of the already common 747-400, the 747-8I has the economic benefit of similar training and interchangeable parts.[205] The type's first test flight occurred on March 20, 2011.[206] The 747-8 has surpassed the Airbus A340-600 as the world's longest airliner, a record it would hold until the 777X, which first flew in 2020. The first -8I was delivered in May 2012 to Lufthansa.[207] The 747-8 has received 155 total orders, including 106 for the -8F and 47 for the -8I as of June 2021.[131] The final 747-8F is scheduled to be delivered to Atlas Air in early 2023.

Government, military, and other variants

 
747 "airborne aircraft carrier" concept
  • C-19 – The U.S. Air Force gave this designation to the 747-100s used by some U.S. airlines and modified for use in the Civil Reserve Airlift Fleet.[citation needed]
  • VC-25 – This aircraft is the U.S. Air Force very important person (VIP) version of the 747-200B. The U.S. Air Force operates two of them in VIP configuration as the VC-25A. Tail numbers 28000 and 29000 are popularly known as Air Force One, which is technically the air-traffic call sign for any United States Air Force aircraft carrying the U.S. President.[208] Partially completed aircraft from Everett, Washington, were flown to Wichita, Kansas, for final outfitting by Boeing Military Airplane Company.[209] Two new aircraft, based around the 747-8, are being procured which will be designated as VC-25B.[210]
  • E-4B – This is an airborne command post designed for use in nuclear war. Three E-4As, based on the 747-200B, with a fourth aircraft, with more powerful engines and upgraded systems delivered in 1979 as a E-4B, with the three E-4As upgraded to this standard.[211][212] Formerly known as the National Emergency Airborne Command Post (referred to colloquially as "Kneecap"), this type is now referred to as the National Airborne Operations Center (NAOC).[212][213]
  • YAL-1 – This was the experimental Airborne Laser, a planned component of the U.S. National Missile Defense.[214]
  • Shuttle Carrier Aircraft (SCA) – Two 747s were modified to carry the Space Shuttle orbiter. The first was a 747-100 (N905NA), and the other was a 747-100SR (N911NA). The first SCA carried the prototype Enterprise during the Approach and Landing Tests in the late 1970s. The two SCA later carried all five operational Space Shuttle orbiters.[215]
  • C-33 – This aircraft was a proposed U.S. military version of the 747-400F intended to augment the C-17 fleet. The plan was canceled in favor of additional C-17s.[216]
  • KC-33A – A proposed 747 was also adapted as an aerial refueling tanker and was bid against the DC-10-30 during the 1970s Advanced Cargo Transport Aircraft (ACTA) program that produced the KC-10A Extender.
  • 747-100 Tanker – Before the 1979 Iranian Revolution, Iran bought four 747-100 aircraft with air-refueling boom conversions to support its fleet of F-4 Phantoms.[217][218] There is a report of the Iranians using a 747 Tanker in H-3 airstrike during Iran–Iraq War.[219] It is unknown whether these aircraft remain usable as tankers.
  • 747 CMCA – This "Cruise Missile Carrier Aircraft" variant was considered by the U.S. Air Force during the development of the B-1 Lancer strategic bomber. It would have been equipped with 50 to 100 AGM-86 ALCM cruise missiles on rotary launchers. This plan was abandoned in favor of more conventional strategic bombers.[220]
  • 747 AAC – A Boeing study under contract from the USAF for an "airborne aircraft carrier" for up to 10 Boeing Model 985-121 "microfighters" with the ability to launch, retrieve, re-arm, and refuel. Boeing believed that the scheme would be able to deliver a flexible and fast carrier platform with global reach, particularly where other bases were not available. Modified versions of the 747-200 and Lockheed C-5A were considered as the base aircraft. The concept, which included a complementary 747 AWACS version with two reconnaissance "microfighters", was considered technically feasible in 1973.[221]
  • Evergreen 747 Supertanker – A Boeing 747-200 modified as an aerial application platform for fire fighting using 20,000 US gallons (76,000 L) of firefighting chemicals.[222]
  • Stratospheric Observatory for Infrared Astronomy (SOFIA) – A former Pan Am Boeing 747SP modified to carry a large infrared-sensitive telescope, in a joint venture of NASA and DLR. High altitudes are needed for infrared astronomy, to rise above infrared-absorbing water vapor in the atmosphere.[223][224]
  • A number of other governments also use the 747 as a VIP transport, including Bahrain, Brunei, India, Iran, Japan, Kuwait, Oman, Pakistan, Qatar, Saudi Arabia and United Arab Emirates. Several Boeing 747-8s have been ordered by Boeing Business Jet for conversion to VIP transports for several unidentified customers.[225]

Undeveloped variants

Boeing has studied a number of 747 variants that have not gone beyond the concept stage.

747 trijet

During the late 1960s and early 1970s, Boeing studied the development of a shorter 747 with three engines, to compete with the smaller Lockheed L-1011 TriStar and McDonnell Douglas DC-10. The center engine would have been fitted in the tail with an S-duct intake similar to the L-1011's. Overall, the 747 trijet would have had more payload, range, and passenger capacity than both of them. However, engineering studies showed that a major redesign of the 747 wing would be necessary. Maintaining the same 747 handling characteristics would be important to minimize pilot retraining. Boeing decided instead to pursue a shortened four-engine 747, resulting in the 747SP.[226]

747-500

In January 1986, Boeing outlined preliminary studies to build a larger, ultra-long haul version named the 747-500, which would enter service in the mid- to late-1990s. The aircraft derivative would use engines evolved from unducted fan (UDF) (propfan) technology by General Electric, but the engines would have shrouds, sport a bypass ratio of 15–20, and have a propfan diameter of 10–12 feet (3.0–3.7 m).[227] The aircraft would be stretched (including the upper deck section) to a capacity of 500 seats, have a new wing to reduce drag, cruise at a faster speed to reduce flight times, and have a range of at least 8,700 nmi; 16,000 km, which would allow airlines to fly nonstop between London, England and Sydney, Australia.[228]

747 ASB

Boeing announced the 747 ASB (Advanced Short Body) in 1986 as a response to the Airbus A340 and the McDonnell Douglas MD-11. This aircraft design would have combined the advanced technology used on the 747-400 with the foreshortened 747SP fuselage. The aircraft was to carry 295 passengers over a range of 8,000 nmi (15,000 km).[229] However, airlines were not interested in the project and it was canceled in 1988 in favor of the 777.

747-500X, -600X, and -700X

 
The proposed 747-500X and -600X as depicted in a 1998 FAA illustration

Boeing announced the 747-500X and -600X at the 1996 Farnborough Airshow.[90] The proposed models would have combined the 747's fuselage with a new wing spanning 251 feet (77 m) derived from the 777. Other changes included adding more powerful engines and increasing the number of tires from two to four on the nose landing gear and from 16 to 20 on the main landing gear.[230]

The 747-500X concept featured an fuselage length increased by 18 feet (5.5 m) to 250 feet (76 m), and the aircraft was to carry 462 passengers over a range up to 8,700 nautical miles (16,100 km), with a gross weight of over 1.0 Mlb (450 tonnes).[230] The 747-600X concept featured a greater stretch to 279 feet (85 m) with seating for 548 passengers, a range of up to 7,700 nmi (14,300 km), and a gross weight of 1.2 Mlb (540 tonnes).[230] A third study concept, the 747-700X, would have combined the wing of the 747-600X with a widened fuselage, allowing it to carry 650 passengers over the same range as a 747-400.[90] The cost of the changes from previous 747 models, in particular the new wing for the 747-500X and -600X, was estimated to be more than US$5 billion.[90] Boeing was not able to attract enough interest to launch the aircraft.[91]

747X and 747X Stretch

As Airbus progressed with its A3XX study, Boeing offered a 747 derivative as an alternative in 2000; a more modest proposal than the previous -500X and -600X that retained the 747's overall wing design and add a segment at the root, increasing the span to 229 ft (69.8 m).[231] Power would have been supplied by either the Engine Alliance GP7172 or the Rolls-Royce Trent 600, which were also proposed for the 767-400ERX.[232] A new flight deck based on the 777's would be used. The 747X aircraft was to carry 430 passengers over ranges of up to 8,700 nmi (16,100 km). The 747X Stretch would be extended to 263 ft (80.2 m) long, allowing it to carry 500 passengers over ranges of up to 7,800 nmi (14,400 km).[231] Both would feature an interior based on the 777.[233] Freighter versions of the 747X and 747X Stretch were also studied.[234]

 
The 747-400ER was derived from the 747-400X study.

Like its predecessor, the 747X family was unable to garner enough interest to justify production, and it was shelved along with the 767-400ERX in March 2001, when Boeing announced the Sonic Cruiser concept.[92] Though the 747X design was less costly than the 747-500X and -600X, it was criticized for not offering a sufficient advance from the existing 747-400. The 747X did not make it beyond the drawing board, but the 747-400X being developed concurrently moved into production to become the 747-400ER.[235]

747-400XQLR

After the end of the 747X program, Boeing continued to study improvements that could be made to the 747. The 747-400XQLR (Quiet Long Range) was meant to have an increased range of 7,980 nmi (14,780 km), with improvements to boost efficiency and reduce noise.[236][237] Improvements studied included raked wingtips similar to those used on the 767-400ER and a sawtooth engine nacelle for noise reduction.[238] Although the 747-400XQLR did not move to production, many of its features were used for the 747 Advanced, which was launched as the 747-8 in 2005.[239]

Operators

Main article: List of Boeing 747 operators

In 1979, Qantas became the first airline in the world to operate an all Boeing 747 fleet, with seventeen aircraft.[240]

As of July 2019, there were 462 Boeing 747s in airline service, with Atlas Air and British Airways being the largest operators with 33 747-400s each.[241]

The last US passenger Boeing 747 was retired from Delta Air Lines in December 2017, after it flew for every American major carrier since its 1970 introduction.[242] Delta flew three of its last four aircraft on a farewell tour, from Seattle to Atlanta on December 19 then to Los Angeles and Minneapolis/St Paul on December 20.[243]

As the IATA forecast an increase in air freight from 4% to 5% in 2018 fueled by booming trade for time-sensitive goods, from smartphones to fresh flowers, demand for freighters is strong while passenger 747s are phased out. Of the 1,544 produced, 890 are retired; as of 2018, a small subset of those which were intended to be parted-out got $3 million D-checks before flying again. Young -400s were sold for 320 million yuan ($50 million) and Boeing stopped converting freighters, which used to cost nearly $30 million. This comeback helped the airframer financing arm Boeing Capital to shrink its exposure to the 747-8 from $1.07 billion in 2017 to $481 million in 2018.[244]

In July 2020, British Airways announced that it was retiring its 747 fleet.[245][246] The final British Airways 747 flights departed London Heathrow on October 8, 2020.[247][248]

Orders and deliveries

Year Total 2022 2021 2020 2019 2018 2017 2016 2015 2014 2013 2012 2011 2010 2009 2008 2007 2006
Orders 1,573 – 5 1 – 13 6 18 6 2 13 7 3 1 5 2 16 53
Deliveries 1,572 5 7 5 7 6 14 9 18 19 24 31 9 – 8 14 16 14
Year 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 1989 1988 1987 1986
Orders 46 10 4 17 16 26 35 15 36 56 32 16 2 23 31 122 56 49 66 84
Deliveries 13 15 19 27 31 25 47 53 39 26 25 40 56 61 64 70 45 24 23 35
Year 1985 1984 1983 1982 1981 1980 1979 1978 1977 1976 1975 1974 1973 1972 1971 1970 1969 1968 1967 1966
Orders 42 23 24 14 23 49 72 76 42 14 20 29 29 18 7 20 30 22 43 83
Deliveries 24 16 22 26 53 73 67 32 20 27 21 22 30 30 69 92 4 – – –

Boeing 747 orders and deliveries (cumulative, by year):

 Orders

 Deliveries

Orders and deliveries through to the end of December 2022.

Model summary

Model Series ICAO code[128] Orders Deliveries Unfilled orders
747-100 B741 / BSCA[a] 167 167 205 —
747-100B 9 9 —
747-100SR B74R 29 29 —
747SP B74S 45 45 45 —
747-200B B742[b] 225 225 393 —
747-200C 13 13 —
747-200F 73 73 —
747-200M 78 78 —
747 E-4A 3 3 —
747-E4B 1 1 —
747-300 B743 56 56 81 —
747-300M 21 21 —
747-300SR 4 4 —
747-400 B744 / BLCF[c] 442 442 694 —
747-400ER 6 6 —
747-400ERF 40 40 —
747-400F 126 126 —
747-400M 61 61 —
747-400D B74D 19 19 —
747-8I B748 48 48 154 —
747-8F 107 106 1
747 Total 1,573 1,572 1
  1. ^ BSCA refers to 747 Shuttle Carrier Aircraft, used by NASA.
  2. ^ B742 includes the VC-25, two 747-200Bs modified for the U.S. Air Force.
  3. ^ BLCF refers to the 747-400LCF Dreamlifter, used to transport components for the Boeing 787 Dreamliner program.
  • Boeing orders and deliveries data through the end of December 2022.[249]

Accidents and incidents

Main article: Boeing 747 hull losses

As of October 2020, the 747 has been involved in 166 aviation accidents and incidents,[250] including 63 accidents and hull losses[251] causing 3,746 fatalities.[252] There have been several hijackings of Boeing 747s, such as Pan Am Flight 73, a 747-100 hijacked by four terrorists, causing 20 deaths.[253]

Few crashes have been attributed to 747 design flaws. The Tenerife airport disaster resulted from pilot error and communications failure, while the Japan Airlines Flight 123 and China Airlines Flight 611 crashes stemmed from improper aircraft repair. United Airlines Flight 811, which suffered an explosive decompression mid-flight on February 24, 1989, led the National Transportation Safety Board (NTSB) to issue a recommendation that the Boeing 747-100 and 747-200 cargo doors similar to those on the Flight 811 aircraft be modified to those featured on the Boeing 747-400. Korean Air Lines Flight 007 was shot down by a Soviet fighter aircraft in 1983 after it had strayed into Soviet territory, causing US President Ronald Reagan to authorize the then-strictly-military global positioning system (GPS) for civilian use.[254]

Accidents due to design deficiencies included TWA Flight 800, where a 747-100 exploded in mid-air on July 17, 1996, probably due to sparking electrical wires inside the fuel tank.[255] This finding led the FAA to adopt a rule in July 2008 requiring installation of an inerting system in the center fuel tank of most large aircraft, after years of research into solutions. At the time, the new safety system was expected to cost US$100,000 to $450,000 per aircraft and weigh approximately 200 pounds (91 kg).[256] El Al Flight 1862 crashed after the fuse pins for an engine broke off shortly after take-off due to metal fatigue. Instead of simply dropping away from the wing, the engine knocked off the adjacent engine and damaged the wing.[257]

Aircraft on display

 
Boeing 747-230B in Lufthansa livery on display at the Technikmuseum Speyer in Germany
 
Boeing 747-128 on display at the Musée de l'Air et de l'Espace in France

As increasing numbers of "classic" 747-100 and 747-200 series aircraft have been retired, some have been used for other uses such as museum displays. Some older 747-300s and 747-400s were later added to museum collections.

Other uses

 
Boeing 747-212B serving as the Jumbo Stay at Arlanda Airport, Sweden

Upon its retirement from service, the 747 which was number two in the production line was dismantled and shipped to Hopyeong, Namyangju, Gyeonggi-do, South Korea where it was re-assembled, repainted in a livery similar to that of Air Force One and converted into a restaurant. Originally flown commercially by Pan Am as N747PA, Clipper Juan T. Trippe, and repaired for service following a tailstrike, it stayed with the airline until its bankruptcy. The restaurant closed by 2009,[280] and the aircraft was scrapped in 2010.[281]

A former British Airways 747-200B, G-BDXJ,[282] is parked at the Dunsfold Aerodrome in Surrey, England and has been used as a movie set for productions such as the 2006 James Bond film, Casino Royale.[283] The airplane also appears frequently in the television series Top Gear, which is filmed at Dunsfold.

The Jumbo Stay hostel, using a converted 747-200 formerly registered as 9V-SQE, opened at Arlanda Airport, Stockholm in January 2009.[284][285]

A former Pakistan International Airlines 747-300 was converted into a restaurant by Pakistan's Airports Security Force in 2017.[286] It is located at Jinnah International Airport, Karachi.[287]

The wings of a 747 have been repurposed as roofs of a house in Malibu, California.[288][289][290][291]

Specifications

 
Diagram of Boeing 747 variants.
At the top: 747-100 (dorsal, cross-section, and front views). Side views, in descending order: 747SP, 747-100, 747-400, 747-8I, and 747LCF.
Model 747SP[292] 747-100[292] 747-200B[292] 747-300[292] 747-400[293] 747-8[294]
Cockpit crew Three (captain, first officer, flight engineer) Two (captain, first officer)
Typical seats 276 (25F, 57J, 194Y) 366 (32F, 74J, 260Y) 400 (34F, 76J, 290Y) 416 (23F, 78J, 315Y) 467 (24F, 87J, 356Y)
Exit limit[295][a] 400 440/550 550/660 495/605
Cargo 3,900 cu ft (110 m3) 6,190 cu ft (175 m3), 30×LD1 5,655 cu ft (160.1 m3) 6,345 cu ft (179.7 m3)
Length 184 ft 9 in (56.3 m) 231 ft 10 in (70.7 m) 250 ft 2 in (76.25 m)
Cabin width 239.5 in (6.08 m)[293]
Wingspan 195 ft 8 in (59.6 m) 211 ft 5 in (64.4 m) 224 ft 7 in (68.5 m)
Wing area 5,500 sq ft (511 m2) 5,650 sq ft (525 m2)[296] 5,960 sq ft (554 m2)[297]
Wing sweep 37.5°[298][299][300]
Aspect ratio 7 7.9 8.5
Tail height 65 ft 5 in (19.9 m) 63 ft 5 in (19.3 m) 63 ft 8 in (19.4 m) 63 ft 6 in (19.4 m)
MTOW[301] 630,000–696,000 lb
285.8–315.7 t 		735,000–750,000 lb
333.4–340.2 t 		775,000–833,000 lb
351.5–377.8 t 		875,000–910,000 lb
396.9–412.8 t[302]
OEW[301] 325,660–336,870 lb
147.72–152.80 t 		358,000–381,480 lb
162.39–173.04 t 		376,170–388,010 lb
170.63–176.00 t 		384,240–402,700 lb
174.29–182.66 t 		394,088–412,300 lb
178.755–187.016 t 		485,300 lb
220.1 t
Fuel
capacity[301]		 48,780–50,360 US gal
184,700–190,600 L 		47,210–48,445 US gal
178,710–183,380 L 		52,035–52,410 US gal
196,970–198,390 L 		53,985–63,705 US gal
204,360–241,150 L 		63,034 US gal
238,610 L
Turbofan ×4 Pratt & Whitney JT9D or Rolls-Royce RB211 or General Electric CF6 PW4000 / CF6 / RB211 GEnx-2B67
Thrust ×4 46,300–54,750 lbf
206.0–243.5 kN 		43,500–51,600 lbf
193–230 kN 		46,300–54,750 lbf
206.0–243.5 kN 		46,300–56,900 lbf
206–253 kN 		56,750–63,300 lbf
252.4–281.6 kN 		66,500 lbf
296 kN
MMo[295] Mach 0.92 Mach 0.9
Cruise speed econ. 907 km/h (490 kn), max. 939 km/h (507 kn)[303][304] Mach 0.855 (504 kn; 933 km/h)
Range 5,830 nmi
10,800 km[b]		 4,620 nmi
8,560 km[c]		 6,560 nmi
12,150 km[c]		 6,330 nmi
11,720 km[d]		 7,285–7,670 nmi
13,492–14,205 km[e]		 7,730 nmi
14,320 km[f][305]
Takeoff 9,250 ft (2,820 m) 10,650 ft (3,250 m) 10,900 ft (3,300 m) 10,900 ft (3,300 m) 10,700 ft (3,300 m) 10,200 ft (3,100 m)
  1. ^ split numbers denote different limits depending on exit types installed
  2. ^ JT9D, 276 passengers
  3. ^ a b JT9D, 366 passengers and baggage
  4. ^ 400 passengers and baggage
  5. ^ PW4000, 416 passengers and baggage
  6. ^ 410 passengers and baggage

Cultural impact

See also: Aircraft in fiction § Boeing 747
 
American Airlines 747 Wurlitzer electronic piano, 1971

Following its debut, the 747 rapidly achieved iconic status. The aircraft entered the cultural lexicon as the original Jumbo Jet, a term coined by the aviation media to describe its size,[306] and was also nicknamed Queen of the Skies.[307] Test pilot David P. Davies described it as "a most impressive aeroplane with a number of exceptionally fine qualities",[308]: 249  and praised its flight control system as "truly outstanding" because of its redundancy.[308]: 256 

Appearing in over 300 film productions,[309] the 747 is one of the most widely depicted civilian aircraft and is considered by many as one of the most iconic in film history.[310] It has appeared in film productions such as Airport 1975 and Airport '77 disaster films, Air Force One, Die Hard 2, and Executive Decision.[311][312]

See also

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

Notes

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Bibliography

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  • Haenggi, Michael. Boeing Widebodies. St. Paul, MN: MBI Publishing Co., 2003. ISBN 0-7603-0842-X.
  • Irving, Clive. Wide Body: The Making of the Boeing 747. Philadelphia: Coronet, 1994. ISBN 0-340-59983-9.
  • Itabashi, M., K. Kawata and S. Kusaka. "Pre-fatigued 2219-T87 and 6061-T6 aluminium alloys." Structural Failure: Technical, Legal and Insurance Aspects. Milton Park, Abingdon, Oxon.: Taylor & Francis, 1995. ISBN 978-0-419-20710-8.
  • Jenkins, Dennis R. Boeing 747-100/200/300/SP (AirlinerTech Series, Vol. 6). North Branch, MN: Specialty Press, 2000. ISBN 1-58007-026-4.
  • Kane, Robert M. Air Transportation: 1903–2003. Dubuque, IA: Kendall Hunt Publishing Co., 2004. ISBN 0-7575-3180-6.
  • Lawrence, Philip K. and David Weldon Thornton. Deep Stall: The Turbulent Story of Boeing Commercial Airplanes. Burlington, VT: Ashgate Publishing Co., 2005, ISBN 0-7546-4626-2.
  • Norris, Guy and Mark Wagner. Boeing 747: Design and Development Since 1969. St. Paul, MN: MBI Publishing Co., 1997. ISBN 0-7603-0280-4.
  • Norton, Bill. Lockheed Martin C-5 Galaxy. North Branch, MN: Specialty Press, 2003. ISBN 1-58007-061-2.
  • Orlebar, Christopher. The Concorde Story. Oxford: Osprey Publishing, Fifth edition, 2002. ISBN 1-85532-667-1.
  • Spaeth, Andreas; Thomas, Geoffrey (2022). Boeing 747: Memories of the Jumbo Jet / Boeing 747: Erinnerungen an den Jumbojet (in English and German). Berlin: Delius Fine Books. ISBN 9783949827006.
  • Sutter, Joe. 747: Creating the World's First Jumbo Jet and Other Adventures from a Life in Aviation. Washington, DC: Smithsonian Books, 2006. ISBN 978-0-06-088241-9.
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  • Thisdell, Dan and Seymour, Chris. "World Airliner Census". Flight International, July 30 – August 5, 2019, Vol. 196, No. 5697. pp. 24–47. ISSN 0015-3710.

Further reading

  • Ingells, Douglas J. 747: Story of the Boeing Super Jet. Fallbrook, CA: Aero Publishers, 1970. ISBN 0-8168-8704-7.
  • The Great Gamble: The Boeing 747. The Boeing – Pan Am Project to Develop, Produce, and Introduce the 747. Tuscaloosa: University of Alabama Press, 1973. ISBN 0-8173-8700-5.
  • Seo, Hiroshi. Boeing 747. Worthing, West Sussex: Littlehampton Book Services Ltd., 1984. ISBN 0-7106-0304-5.
  • Lucas, Jim. Boeing 747 – The First 20 Years. Browcom Pub. Ltd, 1988. ISBN 0-946141-37-1.
  • Wright, Alan J. Boeing 747. Hersham, Surrey: Ian Allan, 1989. ISBN 0-7110-1814-6.
  • Minton, David H. The Boeing 747 (Aero Series 40). Fallbrook, CA: Aero Publishers, 1991. ISBN 0-8306-3574-2.
  • Shaw, Robbie. Boeing 747 (Osprey Civil Aircraft series). London: Osprey, 1994. ISBN 1-85532-420-2.
  • Baum, Brian. Boeing 747-SP (Great Airliners, Vol. 3). Osceola, WI: Motorbooks International, 1997. ISBN 0-9626730-7-2.
  • Falconer, Jonathan. Boeing 747 in Color. Hersham, Surrey: Ian Allan, 1997. ISBN 1-882663-14-4.
  • Gilchrist, Peter. Boeing 747-400 (Airliner Color History). Osceola, WI: Motorbooks International, 1998. ISBN 0-7603-0616-8.
  • Henderson, Scott. Boeing 747-100/200 In Camera. Minneapolis, MN: Scoval Publishing, 1999. ISBN 1-902236-01-7.
  • Pealing, Norman, and Savage, Mike. Jumbo Jetliners: Boeing's 747 and the Widebodies (Osprey Color Classics). Osceola, WI: Motorbooks International, 1999. ISBN 1-85532-874-7.
  • Shaw, Robbie. Boeing 747-400: The Mega-Top (Osprey Civil Aircraft series)/ London: Osprey, 1999. ISBN 1-85532-893-3.
  • Wilson, Stewart. Boeing 747 (Aviation Notebook Series). Queanbeyan, NSW: Wilson Media Pty. Ltd, 1999. ISBN 1-876722-01-0 .
  • Wilson, Stewart. Airliners of the World. Fyshwick, Australia: Aerospace Publications Pty Ltd., 1999. ISBN 1-875671-44-7.
  • Birtles, Philip. Boeing 747-400. Hersham, Surrey: Ian Allan, 2000. ISBN 0-7110-2728-5.
  • Bowman, Martin. Boeing 747 (Crowood Aviation Series). Marlborough, Wilts.: Crowood, 2000. ISBN 1-86126-242-6
  • Dorr, Robert F. Boeing 747-400 (AirlinerTech Series, Vol. 10). North Branch, MN: Specialty Press, 2000. ISBN 1-58007-055-8.
  • Gesar, Aram. Boeing 747: The Jumbo. New York: Pyramid Media Group, 2000. ISBN 0-944188-02-8.
  • Gilchrist, Peter. Boeing 747 Classic (Airliner Color History). Osceola, WI: Motorbooks International, 2000. ISBN 0-7603-1007-6.
  • Graham, Ian. In Control: How to Fly a 747. Somerville, MA: Candlewick, 2000. ISBN 0-7636-1278-2.
  • Nicholls, Mark. The Airliner World Book of the Boeing 747. New York: Osprey Publishing, 2002. ISBN 0-946219-61-3.
  • March, Peter. The Boeing 747 Story. Stroud, Glos.: The History Press, 2009. ISBN 0-7509-4485-4.

External links

 
Wikimedia Commons has media related to Boeing 747.
  • "747-8". Boeing.
  • "747-100 cutaway". FlightGlobal.
  • Debut of Boeing 747. British Movietone News. October 1, 1968.
  • "Photos: Boeing 747-100 Assembly Line In 1969". Aviation Week & Space Technology. April 28, 1969.
  • (PDF). Aircraft commerce. June 2005. Archived from the original (PDF) on October 9, 2011. Retrieved July 16, 2011.
  • "Boeing 747 Aircraft Profile". FlightGlobal. June 3, 2007.
  • "The 747 Takes Off: The Dawn of the Jumbo Jet Age." Digital Exhibit. Northwestern University Transportation Library. January 2020.
  • Negroni, Christine (July 2014). "747: The World's Airliner". Air & Space Magazine.
  • "This Luxury Boeing 747-8 for the Super-Rich is a Palace in the Sky". popular mechanics. February 24, 2015.
  • "How Boeing and Pan Am created an airliner legend". flightglobal. April 15, 2016.
  • "Boeing 747: Evolution of a Jumbo, As Featured On Aviation Week's Covers". Aviation Week. August 2016.
  • "Boeing's Jumbo jet celebrates golden jubilee". FlightGlobal. February 8, 2019.
  • Guy Norris (February 8, 2019). "Boeing's Queen of the Skies Marks 50th Anniversary Of First Flight". Aviation Week & Space Technology.
  • Guy Norris. "Evolution of a Widebody: 50 Years of the Boeing 747". Aviation Week & Space Technology.

January 20, 2023
boeing, large, long, range, wide, body, airliner, designed, manufactured, boeing, commercial, airplanes, united, states, between, 1968, 2022, after, introducing, october, 1958, wanted, times, size, reduce, seat, cost, 1965, sutter, left, development, program, . The Boeing 747 is a large long range wide body airliner designed and manufactured by Boeing Commercial Airplanes in the United States between 1968 and 2022 After introducing the 707 in October 1958 Pan Am wanted a jet 2 1 2 times its size to reduce its seat cost by 30 In 1965 Joe Sutter left the 737 development program to design the 747 the first twin aisle airliner In April 1966 Pan Am ordered 25 Boeing 747 100 aircraft and in late 1966 Pratt amp Whitney agreed to develop the JT9D engine a high bypass turbofan On September 30 1968 the first 747 was rolled out of the custom built Everett Plant the world s largest building by volume The first flight took place on February 9 1969 and the 747 was certified in December of that year It entered service with Pan Am on January 22 1970 The 747 was the first airplane dubbed Jumbo Jet the first wide body airliner Boeing 747Boeing 747 200 of Iberia 1980 Role Wide body jet airlinerNational origin United StatesManufacturer Boeing Commercial AirplanesFirst flight February 9 1969Introduction January 22 1970 with Pan AmStatus In servicePrimary users Atlas AirLufthansaCargoluxUPS AirlinesProduced 1968 2022 1 2 Number built 1 574 including prototype Variants Boeing 747SPBoeing 747 400Boeing 747 8Boeing VC 25Boeing E 4Developed into Boeing DreamlifterBoeing YAL 1Shuttle Carrier AircraftSOFIAThe 747 is a four engined jet aircraft initially powered by Pratt amp Whitney JT9D turbofan engines then General Electric CF6 and Rolls Royce RB211 engines for the original variants With a ten abreast economy seating it typically accommodates 366 passengers in three travel classes It has a pronounced 37 5 wing sweep allowing a Mach 0 85 490 kn 900 km h cruise speed and its heavy weight is supported by four main landing gear legs each with a four wheel bogie The partial double deck aircraft was designed with a raised cockpit so it could be converted to a freighter airplane by installing a front cargo door as it was initially thought that it would eventually be superseded by supersonic transports Freighter variants of the 747 remain popular with cargo airlines Boeing introduced the 200 in 1971 with more powerful engines for a heavier maximum takeoff weight MTOW of 833 000 pounds 378 t from the initial 735 000 pounds 333 t increasing the maximum range from 4 620 to 6 560 nautical miles 8 560 to 12 150 km It was shortened for the longer range 747SP in 1976 and the 747 300 followed in 1983 with a stretched upper deck for up to 400 seats in three classes The heavier 747 400 with improved RB211 and CF6 engines or the new PW4000 engine the JT9D successor and a two crew glass cockpit was introduced in 1989 and is the most common variant After several studies the stretched 747 8 was launched on November 14 2005 with new General Electric GEnx engines and was first delivered in October 2011 The 747 is the basis for several government and military variants such as the VC 25 Air Force One E 4 Emergency Airborne Command Post Shuttle Carrier Aircraft and some experimental testbeds such as the YAL 1 and SOFIA airborne observatory Manufacture of the 747 ended in December 2022 after a 54 year production run with 1 574 aircraft built Initial competition came from the smaller trijet widebodies the Lockheed L 1011 introduced in 1972 McDonnell Douglas DC 10 1971 and later MD 11 1990 Airbus competed with later variants with the heaviest versions of the A340 until surpassing the 747 in size with the A380 delivered between 2007 and 2021 As of 2020 update 61 Boeing 747s have been lost in accidents and incidents in which a total of 3 722 people have died Contents 1 Development 1 1 Background 1 2 Airliner proposal 1 3 Design effort 1 4 Production plant 1 5 Development and testing 1 6 Entry into service 1 7 Improved 747 versions 1 8 Further developments 1 9 End of production 2 Design 3 Variants 3 1 747 100 3 1 1 747SR 3 1 2 747 100B 3 2 747SP 3 3 747 200 3 4 747 300 3 5 747 400 3 5 1 747 LCF Dreamlifter 3 6 747 8 3 7 Government military and other variants 3 8 Undeveloped variants 3 8 1 747 trijet 3 8 2 747 500 3 8 3 747 ASB 3 8 4 747 500X 600X and 700X 3 8 5 747X and 747X Stretch 3 8 6 747 400XQLR 4 Operators 4 1 Orders and deliveries 4 2 Model summary 5 Accidents and incidents 6 Aircraft on display 6 1 Other uses 7 Specifications 8 Cultural impact 9 See also 10 References 10 1 Notes 10 2 Bibliography 11 Further reading 12 External linksDevelopment EditBackground Edit Cargo nose door open with cargo loader In 1963 the United States Air Force started a series of study projects on a very large strategic transport aircraft Although the C 141 Starlifter was being introduced officials believed that a much larger and more capable aircraft was needed especially to carry cargo that would not fit in any existing aircraft These studies led to initial requirements for the CX Heavy Logistics System CX HLS in March 1964 for an aircraft with a load capacity of 180 000 pounds 81 6 t and a speed of Mach 0 75 430 kn 800 km h and an unrefueled range of 5 000 nautical miles 9 300 km with a payload of 115 000 pounds 52 2 t The payload bay had to be 17 feet 5 18 m wide by 13 5 feet 4 11 m high and 100 feet 30 m long with access through doors at the front and rear 3 The desire to keep the number of engines to four required new engine designs with greatly increased power and better fuel economy In May 1964 airframe proposals arrived from Boeing Douglas General Dynamics Lockheed and Martin Marietta engine proposals were submitted by General Electric Curtiss Wright and Pratt amp Whitney Boeing Douglas and Lockheed were given additional study contracts for the airframe along with General Electric and Pratt amp Whitney for the engines 3 The airframe proposals shared several features As the CX HLS needed to be able to be loaded from the front a door had to be included where the cockpit usually was All of the companies solved this problem by moving the cockpit above the cargo area Douglas had a small pod just forward and above the wing Lockheed used a long spine running the length of the aircraft with the wing spar passing through it while Boeing blended the two with a longer pod that ran from just behind the nose to just behind the wing 4 5 In 1965 Lockheed s aircraft design and General Electric s engine design were selected for the new C 5 Galaxy transport which was the largest military aircraft in the world at the time 3 Boeing carried the nose door and raised cockpit concepts over to the design of the 747 6 Airliner proposal Edit The 747 was conceived while air travel was increasing in the 1960s 7 The era of commercial jet transportation led by the enormous popularity of the Boeing 707 and Douglas DC 8 had revolutionized long distance travel 7 8 In this growing jet age Juan Trippe president of Pan Am one of Boeing s most important airline customers asked for a new jet airliner 2 1 2 times size of the 707 with a 30 lower cost per unit of passenger distance and the capability to offer mass air travel on international routes 9 Trippe also thought that airport congestion could be addressed by a larger new aircraft 10 An Iran Air 747 200 showing an early production 747 cockpit with a flight engineer located on the upper deck In 1965 Joe Sutter was transferred from Boeing s 737 development team to manage the design studies for the new airliner already assigned the model number 747 11 Sutter began a design study with Pan Am and other airlines to better understand their requirements At the time many thought that long range subsonic airliners would eventually be superseded by supersonic transport aircraft 12 Boeing responded by designing the 747 so it could be adapted easily to carry freight and remain in production even if sales of the passenger version declined In April 1966 Pan Am ordered 25 Boeing 747 100 aircraft for US 525 million 13 14 equivalent to 3 4 billion in 2021 dollars During the ceremonial 747 contract signing banquet in Seattle on Boeing s 50th Anniversary Juan Trippe predicted that the 747 would be a great weapon for peace competing with intercontinental missiles for mankind s destiny 15 As launch customer 16 17 and because of its early involvement before placing a formal order Pan Am was able to influence the design and development of the 747 to an extent unmatched by a single airline before or since 18 Design effort Edit Ultimately the high winged CX HLS Boeing design was not used for the 747 although technologies developed for their bid had an influence 19 The original design included a full length double deck fuselage with eight across seating and two aisles on the lower deck and seven across seating and two aisles on the upper deck 20 21 However concern over evacuation routes and limited cargo carrying capability caused this idea to be scrapped in early 1966 in favor of a wider single deck design 16 The cockpit was therefore placed on a shortened upper deck so that a freight loading door could be included in the nose cone this design feature produced the 747 s distinctive hump 22 In early models what to do with the small space in the pod behind the cockpit was not clear and this was initially specified as a lounge area with no permanent seating 23 A different configuration that had been considered to keep the flight deck out of the way for freight loading had the pilots below the passengers and was dubbed the anteater 24 The Pratt amp Whitney JT9D high bypass turbofan engine was developed for the 747 One of the principal technologies that enabled an aircraft as large as the 747 to be drawn up was the high bypass turbofan engine 25 This engine technology was thought to be capable of delivering double the power of the earlier turbojets while consuming one third less fuel General Electric had pioneered the concept but was committed to developing the engine for the C 5 Galaxy and did not enter the commercial market until later 26 27 Pratt amp Whitney was also working on the same principle and by late 1966 Boeing Pan Am and Pratt amp Whitney agreed to develop a new engine designated the JT9D to power the 747 27 The project was designed with a new methodology called fault tree analysis which allowed the effects of a failure of a single part to be studied to determine its impact on other systems 16 To address concerns about safety and flyability the 747 s design included structural redundancy redundant hydraulic systems quadruple main landing gear and dual control surfaces 28 Additionally some of the most advanced high lift devices used in the industry were included in the new design to allow it to operate from existing airports These included Krueger flaps running almost the entire length of the wing s leading edge as well as complex three part slotted flaps along the trailing edge of the wing 29 30 The wing s complex three part flaps increase wing area by 21 and lift by 90 when fully deployed compared to their non deployed configuration 31 Boeing agreed to deliver the first 747 to Pan Am by the end of 1969 The delivery date left 28 months to design the aircraft which was two thirds of the normal time 32 The schedule was so fast paced that the people who worked on it were given the nickname The Incredibles 33 Developing the aircraft was such a technical and financial challenge that management was said to have bet the company when it started the project 16 Production plant Edit 747 final assembly at the Boeing Everett Factory As Boeing did not have a plant large enough to assemble the giant airliner they chose to build a new plant The company considered locations in about 50 cities 34 and eventually decided to build the new plant some 30 miles 50 km north of Seattle on a site adjoining a military base at Paine Field near Everett Washington 35 It bought the 780 acre 320 ha site in June 1966 36 Developing the 747 had been a major challenge and building its assembly plant was also a huge undertaking Boeing president William M Allen asked Malcolm T Stamper then head of the company s turbine division to oversee construction of the Everett factory and to start production of the 747 37 To level the site more than four million cubic yards three million cubic meters of earth had to be moved 38 Time was so short that the 747 s full scale mock up was built before the factory roof above it was finished 39 The plant is the largest building by volume ever built and has been substantially expanded several times to permit construction of other models of Boeing wide body commercial jets 35 Development and testing Edit The prototype 747 was first displayed to the public on September 30 1968 Before the first 747 was fully assembled testing began on many components and systems One important test involved the evacuation of 560 volunteers from a cabin mock up via the aircraft s emergency chutes The first full scale evacuation took two and a half minutes instead of the maximum of 90 seconds mandated by the Federal Aviation Administration FAA and several volunteers were injured Subsequent test evacuations achieved the 90 second goal but caused more injuries Most problematic was evacuation from the aircraft s upper deck instead of using a conventional slide volunteer passengers escaped by using a harness attached to a reel 40 Tests also involved taxiing such a large aircraft Boeing built an unusual training device known as Waddell s Wagon named for a 747 test pilot Jack Waddell that consisted of a mock up cockpit mounted on the roof of a truck While the first 747s were still being built the device allowed pilots to practice taxi maneuvers from a high upper deck position 41 In 1968 the program cost was US 1 billion 42 equivalent to 6 billion in 2021 dollars On September 30 1968 the first 747 was rolled out of the Everett assembly building before the world s press and representatives of the 26 airlines that had ordered the airliner 43 Over the following months preparations were made for the first flight which took place on February 9 1969 with test pilots Jack Waddell and Brien Wygle at the controls 44 45 and Jess Wallick at the flight engineer s station Despite a minor problem with one of the flaps the flight confirmed that the 747 handled extremely well The 747 was found to be largely immune to Dutch roll a phenomenon that had been a major hazard to the early swept wing jets 46 The 747 s 16 wheel main landing gear During later stages of the flight test program flutter testing showed that the wings suffered oscillation under certain conditions This difficulty was partly solved by reducing the stiffness of some wing components However a particularly severe high speed flutter problem was solved only by inserting depleted uranium counterweights as ballast in the outboard engine nacelles of the early 747s 47 This measure caused anxiety when these aircraft crashed for example El Al Flight 1862 at Amsterdam in 1992 with 622 pounds 282 kg of uranium in the tailplane horizontal stabilizer 48 49 The flight test program was hampered by problems with the 747 s JT9D engines Difficulties included engine stalls caused by rapid throttle movements and distortion of the turbine casings after a short period of service 50 The problems delayed 747 deliveries for several months up to 20 aircraft at the Everett plant were stranded while awaiting engine installation 51 The program was further delayed when one of the five test aircraft suffered serious damage during a landing attempt at Renton Municipal Airport the site of Boeing s Renton factory The incident happened on December 13 1969 when a test aircraft was flown to Renton to have test equipment removed and a cabin installed Pilot Ralph C Cokely undershot the airport s short runway and the 747 s right outer landing gear was torn off and two engine nacelles were damaged 52 53 However these difficulties did not prevent Boeing from taking a test aircraft to the 28th Paris Air Show in mid 1969 where it was displayed to the public for the first time 54 The 747 received its FAA airworthiness certificate in December 1969 clearing it for introduction into service 55 The huge cost of developing the 747 and building the Everett factory meant that Boeing had to borrow heavily from a banking syndicate During the final months before delivery of the first aircraft the company had to repeatedly request additional funding to complete the project Had this been refused Boeing s survival would have been threatened 17 56 The firm s debt exceeded 2 billion with the 1 2 billion owed to the banks setting a record for all companies Allen later said It was really too large a project for us 57 Ultimately the gamble succeeded and Boeing held a monopoly in very large passenger aircraft production for many years 58 Entry into service Edit First Lady Pat Nixon christened the first commercial 747 on January 15 1970 On January 15 1970 First Lady of the United States Pat Nixon christened Pan Am s first 747 at Dulles International Airport later Washington Dulles International Airport in the presence of Pan Am chairman Najeeb Halaby Instead of champagne red white and blue water was sprayed on the aircraft The 747 entered service on January 22 1970 on Pan Am s New York London route 59 the flight had been planned for the evening of January 21 but engine overheating made the original aircraft unusable Finding a substitute delayed the flight by more than six hours to the following day when Clipper Victor was used 60 61 The 747 enjoyed a fairly smooth introduction into service overcoming concerns that some airports would not be able to accommodate an aircraft that large 62 Although technical problems occurred they were relatively minor and quickly solved 63 After the aircraft s introduction with Pan Am other airlines that had bought the 747 to stay competitive began to put their own 747s into service 64 Boeing estimated that half of the early 747 sales were to airlines desiring the aircraft s long range rather than its payload capacity 65 66 While the 747 had the lowest potential operating cost per seat this could only be achieved when the aircraft was fully loaded costs per seat increased rapidly as occupancy declined A moderately loaded 747 one with only 70 percent of its seats occupied used more than 95 percent of the fuel needed by a fully occupied 747 67 Nonetheless many flag carriers purchased the 747 due to its prestige even if it made no sense economically to operate During the 1970s and 1980s over 30 regularly scheduled 747s could often be seen at John F Kennedy International Airport 68 The recession of 1969 1970 despite having been characterized as relatively mild greatly affected Boeing For the year and a half after September 1970 it only sold two 747s in the world both to Irish flag carrier Aer Lingus 69 70 No 747s were sold to any American carrier for almost three years 57 When economic problems in the US and other countries after the 1973 oil crisis led to reduced passenger traffic several airlines found they did not have enough passengers to fly the 747 economically and they replaced them with the smaller and recently introduced McDonnell Douglas DC 10 and Lockheed L 1011 TriStar trijet wide bodies 71 and later the 767 and A300 A310 twinjets Having tried replacing coach seats on its 747s with piano bars in an attempt to attract more customers American Airlines eventually relegated its 747s to cargo service and in 1983 exchanged them with Pan Am for smaller aircraft 72 Delta Air Lines also removed its 747s from service after several years 73 Later Delta acquired 747s again in 2008 as part of its merger with Northwest Airlines although it retired the Boeing 747 400 fleet in December 2017 74 International flights bypassing traditional hub airports and landing at smaller cities became more common throughout the 1980s thus eroding the 747 s original market 75 Many international carriers continued to use the 747 on Pacific routes 76 In Japan 747s on domestic routes were configured to carry nearly the maximum passenger capacity 77 Improved 747 versions Edit Stretched upper deck cabin of later 747s with six abreast seating After the initial 747 100 Boeing developed the 100B a higher maximum takeoff weight MTOW variant and the 100SR Short Range with higher passenger capacity 78 Increased maximum takeoff weight allows aircraft to carry more fuel and have longer range 79 The 200 model followed in 1971 featuring more powerful engines and a higher MTOW Passenger freighter and combination passenger freighter versions of the 200 were produced 78 The shortened 747SP special performance with a longer range was also developed and entered service in 1976 80 The 747 line was further developed with the launch of the 747 300 on June 11 1980 followed by interest from Swissair a month later and the go ahead for the project 81 86 The 300 series resulted from Boeing studies to increase the seating capacity of the 747 during which modifications such as fuselage plugs and extending the upper deck over the entire length of the fuselage were rejected The first 747 300 completed in 1983 included a stretched upper deck increased cruise speed and increased seating capacity The 300 variant was previously designated 747SUD for stretched upper deck then 747 200 SUD 82 followed by 747EUD before the 747 300 designation was used 83 Passenger short range and combination freighter passenger versions of the 300 series were produced 78 Launch Customer Northwest Airlines introduced the 747 400 in 1989 In 1985 development of the longer range 747 400 began 84 The variant had a new glass cockpit which allowed for a cockpit crew of two instead of three 85 new engines lighter construction materials and a redesigned interior Development costs soared and production delays occurred as new technologies were incorporated at the request of airlines Insufficient workforce experience and reliance on overtime contributed to early production problems on the 747 400 16 The 400 entered service in 1989 86 In 1991 a record breaking 1 087 passengers were flown in a 747 during a covert operation to airlift Ethiopian Jews to Israel 87 Generally the 747 400 held between 416 and 524 passengers 88 The 747 remained the heaviest commercial aircraft in regular service until the debut of the Antonov An 124 Ruslan in 1982 variants of the 747 400 surpassed the An 124 s weight in 2000 The Antonov An 225 Mriya cargo transport which debuted in 1988 remains the world s largest aircraft by several measures including the most accepted measures of maximum takeoff weight and length one aircraft has been completed and was in service until 2022 The Scaled Composites Stratolaunch is currently the largest aircraft by wingspan 89 Further developments Edit 747 400 main deck economy class seating in 3 4 3 layout After the arrival of the 747 400 several stretching schemes for the 747 were proposed Boeing announced the larger 747 500X and 600X preliminary designs in 1996 90 The new variants would have cost more than US 5 billion to develop 90 and interest was not sufficient to launch the program 91 In 2000 Boeing offered the more modest 747X and 747X stretch derivatives as alternatives to the Airbus A3XX However the 747X family was unable to attract enough interest to enter production A year later Boeing switched from the 747X studies to pursue the Sonic Cruiser 92 and after the Sonic Cruiser program was put on hold the 787 Dreamliner 93 Some of the ideas developed for the 747X were used on the 747 400ER a longer range variant of the 747 400 94 After several variants were proposed but later abandoned some industry observers became skeptical of new aircraft proposals from Boeing 95 However in early 2004 Boeing announced tentative plans for the 747 Advanced that were eventually adopted Similar in nature to the 747 X the stretched 747 Advanced used technology from the 787 to modernize the design and its systems The 747 remained the largest passenger airliner in service until the Airbus A380 began airline service in 2007 96 A Lufthansa 747 8 On November 14 2005 Boeing announced it was launching the 747 Advanced as the Boeing 747 8 97 The last 747 400s were completed in 2009 98 As of 2011 update most orders of the 747 8 were for the freighter variant On February 8 2010 the 747 8 Freighter made its maiden flight 99 The first delivery of the 747 8 went to Cargolux in 2011 100 101 The first 747 8 Intercontinental passenger variant was delivered to Lufthansa on May 5 2012 102 The 1 500th Boeing 747 was delivered in June 2014 to Lufthansa 103 In January 2016 Boeing stated it was reducing 747 8 production to six a year beginning in September 2016 incurring a 569 million post tax charge against its fourth quarter 2015 profits At the end of 2015 the company had 20 orders outstanding 104 105 On January 29 2016 Boeing announced that it had begun the preliminary work on the modifications to a commercial 747 8 for the next Air Force One presidential aircraft then expected to be operational by 2020 106 On July 12 2016 Boeing announced that it had finalized an order from Volga Dnepr Group for 20 747 8 freighters valued at 7 58 billion at list prices Four aircraft were delivered beginning in 2012 Volga Dnepr Group is the parent of three major Russian air freight carriers Volga Dnepr Airlines AirBridgeCargo Airlines and Atran Airlines The new 747 8 freighters would replace AirBridgeCargo s current 747 400 aircraft and expand the airline s fleet and will be acquired through a mix of direct purchases and leasing over the next six years Boeing said 107 End of production Edit On July 27 2016 in its quarterly report to the Securities and Exchange Commission Boeing discussed the potential termination of 747 production due to insufficient demand and market for the aircraft 108 With a firm order backlog of 21 aircraft and a production rate of six per year program accounting had been reduced to 1 555 aircraft 109 In October 2016 UPS Airlines ordered 14 8Fs to add capacity along with 14 options which it took in February 2018 to increase the total to 28 8Fs on order 110 111 The backlog then stood at 25 aircraft though several of these were orders from airlines that no longer intended to take delivery 112 On July 2 2020 it was reported that Boeing planned to end 747 production in 2022 upon delivery of the remaining jets on order to UPS and the Volga Dnepr Group due to low demand 113 On July 29 2020 Boeing confirmed that the final 747 would be delivered in 2022 as a result of current market dynamics and outlook stemming from the COVID 19 pandemic according to CEO David Calhoun 114 The last aircraft a 747 8F freighter for Atlas Air rolled off the production line on December 6 2022 for a 2023 delivery 115 116 1 Design Edit Three view diagram of the original Boeing 747 100 showing its general configuration maintained in later variants For design details of a particular generation see Boeing 747 400 747 8 and 747SP The Boeing 747 is a large wide body two aisle airliner with four wing mounted engines Its wings have a high sweep angle of 37 5 for a fast efficient cruise speed 22 of Mach 0 84 to 0 88 depending on the variant The sweep also reduces the wingspan allowing the 747 to use existing hangars 16 117 Its seating capacity is over 366 with a 3 4 3 seat arrangement a cross section of three seats an aisle four seats another aisle and three seats in economy class and a 2 3 2 layout in first class on the main deck The upper deck has a 3 3 seat arrangement in economy class and a 2 2 layout in first class 118 Raised above the main deck the cockpit creates a hump This raised cockpit allows front loading of cargo on freight variants 22 The upper deck behind the cockpit provides space for a lounge and or extra seating The stretched upper deck became available as an alternative on the 747 100B variant and later as standard beginning on the 747 300 The upper deck was stretched more on the 747 8 The 747 cockpit roof section also has an escape hatch from which crew can exit during the events of an emergency if they cannot do so through the cabin The 747 s maximum takeoff weight ranges from 735 000 pounds 333 t for the 100 to 970 000 pounds 440 t for the 8 Its range has increased from 5 300 nautical miles 9 800 km on the 100 to 8 000 nautical miles 15 000 km on the 8I 119 120 Front view showing the triple slotted trailing edge flaps The 747 has redundant structures along with four redundant hydraulic systems and four main landing gears each with four wheels these provide a good spread of support on the ground and safety in case of tire blow outs The main gear are redundant so that landing can be performed on two opposing landing gears if the others are not functioning properly 121 The 747 also has split control surfaces and was designed with sophisticated triple slotted flaps that minimize landing speeds and allow the 747 to use standard length runways 122 For transportation of spare engines the 747 can accommodate a non functioning fifth pod engine under the aircraft s port wing between the inner functioning engine and the fuselage 123 124 The fifth engine mount point is also used by Virgin Orbit s LauncherOne program to carry an orbital class rocket to cruise altitude where it is deployed 125 126 Variants EditThe 747 100 with a range of 4 620 nautical miles 8 556 km 127 was the original variant launched in 1966 The 747 200 soon followed with its launch in 1968 The 747 300 was launched in 1980 and was followed by the 747 400 in 1985 Ultimately the 747 8 was announced in 2005 Several versions of each variant have been produced and many of the early variants were in production simultaneously The International Civil Aviation Organization ICAO classifies variants using a shortened code formed by combining the model number and the variant designator e g B741 for all 100 models 128 747 100 Edit The original 747 100 has a short upper deck with three windows per side Pan Am introduced it on January 22 1970 The first 747 100s were built with six upper deck windows three per side to accommodate upstairs lounge areas Later as airlines began to use the upper deck for premium passenger seating instead of lounge space Boeing offered an upper deck with ten windows on either side as an option Some early 100s were retrofitted with the new configuration 129 The 100 was equipped with Pratt amp Whitney JT9D 3A engines No freighter version of this model was developed but many 747 100s were converted into freighters 130 A total of 168 747 100s were built 167 were delivered to customers while Boeing kept the prototype City of Everett 131 In 1972 its unit cost was US 24M 132 155 5M today 747SR Edit Responding to requests from Japanese airlines for a high capacity aircraft to serve domestic routes between major cities Boeing developed the 747SR as a short range version of the 747 100 with lower fuel capacity and greater payload capability With increased economy class seating up to 498 passengers could be carried in early versions and up to 550 in later models 78 The 747SR had an economic design life objective of 52 000 flights during 20 years of operation compared to 24 600 flights in 20 years for the standard 747 133 The initial 747SR model the 100SR had a strengthened body structure and landing gear to accommodate the added stress accumulated from a greater number of takeoffs and landings 134 Extra structural support was built into the wings fuselage and the landing gear along with a 20 reduction in fuel capacity 135 One of the two 747 100BSR with the stretched upper deck SUD made for JAL The initial order for the 100SR four aircraft for Japan Air Lines JAL later Japan Airlines was announced on October 30 1972 rollout occurred on August 3 1973 and the first flight took place on August 31 1973 The type was certified by the FAA on September 26 1973 with the first delivery on the same day The 100SR entered service with JAL the type s sole customer on October 7 1973 and typically operated flights within Japan 36 Seven 100SRs were built between 1973 and 1975 each with a 520 000 pound 240 t MTOW and Pratt amp Whitney JT9D 7A engines derated to 43 000 pounds force 190 kN of thrust 136 Following the 100SR Boeing produced the 100BSR a 747SR variant with increased takeoff weight capability Debuting in 1978 the 100BSR also incorporated structural modifications for a high cycle to flying hour ratio a related standard 100B model debuted in 1979 The 100BSR first flew on November 3 1978 with first delivery to All Nippon Airways ANA on December 21 1978 A total of 20 100BSRs were produced for ANA and JAL 137 The 100BSR had a 600 000 pounds 270 t MTOW and was powered by the same JT9D 7A or General Electric CF6 45 engines used on the 100SR ANA operated this variant on domestic Japanese routes with 455 or 456 seats until retiring its last aircraft in March 2006 138 In 1986 two 100BSR SUD models featuring the stretched upper deck SUD of the 300 were produced for JAL 139 The type s maiden flight occurred on February 26 1986 with FAA certification and first delivery on March 24 1986 140 JAL operated the 100BSR SUD with 563 seats on domestic routes until their retirement in the third quarter of 2006 While only two 100BSR SUDs were produced in theory standard 100Bs can be modified to the SUD certification 137 Overall 29 Boeing 747SRs were built 131 747 100B Edit An Iran Air 747 100B the last 747 100 in passenger service The 747 100B model was developed from the 100SR using its stronger airframe and landing gear design The type had an increased fuel capacity of 48 070 US gal 182 000 L allowing for a 5 000 nautical mile 9 300 km range with a typical 452 passenger payload and an increased MTOW of 750 000 lb 340 t was offered The first 100B order one aircraft for Iran Air was announced on June 1 1978 This version first flew on June 20 1979 received FAA certification on August 1 1979 and was delivered the next day 141 Nine 100Bs were built one for Iran Air and eight for Saudi Arabian Airlines 142 143 Unlike the original 100 the 100B was offered with Pratt amp Whitney JT9D 7A CF6 50 or Rolls Royce RB211 524 engines However only RB211 524 Saudia and JT9D 7A Iran Air engines were ordered 144 The last 747 100B EP IAM was retired by Iran Air in 2014 the last commercial operator of the 747 100 and 100B 145 747SP Edit Main article Boeing 747SP The 747SP was the only 747 model with a shortened fuselage The development of the 747SP stemmed from a joint request between Pan American World Airways and Iran Air who were looking for a high capacity airliner with enough range to cover Pan Am s New York Middle Eastern routes and Iran Air s planned Tehran New York route The Tehran New York route when launched was the longest non stop commercial flight in the world The 747SP is 48 feet 4 inches 14 73 m shorter than the 747 100 Fuselage sections were eliminated fore and aft of the wing and the center section of the fuselage was redesigned to fit mating fuselage sections The SP s flaps used a simplified single slotted configuration 146 147 The 747SP compared to earlier variants had a tapering of the aft upper fuselage into the empennage a double hinged rudder and longer vertical and horizontal stabilizers 148 Power was provided by Pratt amp Whitney JT9D 7 A F J FW or Rolls Royce RB211 524 engines 149 The 747SP was granted a type certificate on February 4 1976 and entered service with launch customers Pan Am and Iran Air that same year 147 The aircraft was chosen by airlines wishing to serve major airports with short runways 150 A total of 45 747SPs were built 131 with the 44th 747SP delivered on August 30 1982 In 1987 Boeing re opened the 747SP production line after five years to build one last 747SP for an order by the United Arab Emirates government 147 In addition to airline use one 747SP was modified for the NASA German Aerospace Center SOFIA experiment 151 Iran Air is the last civil operator of the type its final 747 SP EP IAC was to be retired in June 2016 152 153 747 200 Edit Most 747 200s had ten windows per side on the upper deck While the 747 100 powered by Pratt amp Whitney JT9D 3A engines offered enough payload and range for medium haul operations it was marginal for long haul route sectors The demand for longer range aircraft with increased payload quickly led to the improved 200 which featured more powerful engines increased MTOW and greater range than the 100 A few early 200s retained the three window configuration of the 100 on the upper deck but most were built with a ten window configuration on each side 154 The 747 200 was produced in passenger 200B freighter 200F convertible 200C and combi 200M versions 155 The 747 200B was the basic passenger version with increased fuel capacity and more powerful engines it entered service in February 1971 82 In its first three years of production the 200 was equipped with Pratt amp Whitney JT9D 7 engines initially the only engine available Range with a full passenger load started at over 5 000 nmi 9 300 km and increased to 6 000 nmi 11 000 km with later engines Most 200Bs had an internally stretched upper deck allowing for up to 16 passenger seats 156 The freighter model the 747 200F had a hinged nose cargo door and could be fitted with an optional side cargo door 82 and had a capacity of 105 tons 95 3 tonnes and an MTOW of up to 833 000 pounds 378 t It entered service in 1972 with Lufthansa 157 The convertible version the 747 200C could be converted between a passenger and a freighter or used in mixed configurations 78 and featured removable seats and a nose cargo door 82 The 200C could also be outfitted with an optional side cargo door on the main deck 158 The combi aircraft model the 747 200M originally designated 747 200BC could carry freight in the rear section of the main deck via a side cargo door A removable partition on the main deck separated the cargo area at the rear from the passengers at the front The 200M could carry up to 238 passengers in a three class configuration with cargo carried on the main deck The model was also known as the 747 200 Combi 82 As on the 100 a stretched upper deck SUD modification was later offered A total of 10 747 200s operated by KLM were converted 82 Union de Transports Aeriens UTA also had two aircraft converted 159 160 After launching the 200 with Pratt amp Whitney JT9D 7 engines on August 1 1972 Boeing announced that it had reached an agreement with General Electric to certify the 747 with CF6 50 series engines to increase the aircraft s market potential Rolls Royce followed 747 engine production with a launch order from British Airways for four aircraft The option of RB211 524B engines was announced on June 17 1975 144 The 200 was the first 747 to provide a choice of powerplant from the three major engine manufacturers 161 In 1976 its unit cost was US 39M 185 7M today A total of 393 of the 747 200 versions had been built when production ended in 1991 162 Of these 225 were 200B 73 were 200F 13 were 200C 78 were 200M and 4 were military 163 Iran Air retired the last passenger 747 200 in May 2016 36 years after it was delivered 164 As of July 2019 update five 747 200s remain in service as freighters 165 747 300 Edit A 747 300 with its stretched upper deck flying by the Matterhorn This 747 300 was first delivered to Swissair on March 23 1983 The 747 300 features a 23 foot 4 inch longer 7 11 m upper deck than the 200 83 The stretched upper deck SUD has two emergency exit doors and is the most visible difference between the 300 and previous models 166 After being made standard on the 747 300 the SUD was offered as a retrofit and as an option to earlier variants still in production An example for a retrofit were two UTA 200 Combis being converted in 1986 and an example for the option were two brand new JAL 100 aircraft designated 100BSR SUD the first of which was delivered on March 24 1986 81 68 92 The 747 300 introduced a new straight stairway to the upper deck instead of a spiral staircase on earlier variants which creates room above and below for more seats 78 Minor aerodynamic changes allowed the 300 s cruise speed to reach Mach 0 85 compared with Mach 0 84 on the 200 and 100 models while retaining the same takeoff weight 83 The 300 could be equipped with the same Pratt amp Whitney and Rolls Royce powerplants as on the 200 as well as updated General Electric CF6 80C2B1 engines 78 Swissair placed the first order for the 747 300 on June 11 1980 167 The variant revived the 747 300 designation which had been previously used on a design study that did not reach production The 747 300 first flew on October 5 1982 and the type s first delivery went to Swissair on March 23 1983 36 In 1982 its unit cost was US 83M 233 1M today Besides the passenger model two other versions 300M 300SR were produced The 747 300M features cargo capacity on the rear portion of the main deck similar to the 200M but with the stretched upper deck it can carry more passengers 149 168 The 747 300SR a short range high capacity domestic model was produced for Japanese markets with a maximum seating for 584 169 No production freighter version of the 747 300 was built but Boeing began modifications of used passenger 300 models into freighters in 2000 170 A total of 81 747 300 series aircraft were delivered 56 for passenger use 21 300M and 4 300SR versions 171 In 1985 just two years after the 300 entered service the type was superseded by the announcement of the more advanced 747 400 172 The last 747 300 was delivered in September 1990 to Sabena 78 173 While some 300 customers continued operating the type several large carriers replaced their 747 300s with 747 400s Air France Air India Pakistan International Airlines and Qantas were some of the last major carriers to operate the 747 300 On December 29 2008 Qantas flew its last scheduled 747 300 service operating from Melbourne to Los Angeles via Auckland 174 In July 2015 Pakistan International Airlines retired their final 747 300 after 30 years of service 175 As of July 2019 update only two 747 300s remain in commercial service with Mahan Air 1 and TransAVIAexport Airlines 1 165 747 400 Edit Main article Boeing 747 400 The improved 747 400 featuring canted winglets entered service in February 1989 with Northwest Airlines The 747 400 is an improved model with increased range It has wingtip extensions of 6 ft 1 8 m and winglets of 6 ft 1 8 m which improve the type s fuel efficiency by four percent compared to previous 747 versions 176 The 747 400 introduced a new glass cockpit designed for a flight crew of two instead of three with a reduction in the number of dials gauges and knobs from 971 to 365 through the use of electronics The type also features tail fuel tanks revised engines and a new interior The longer range has been used by some airlines to bypass traditional fuel stops such as Anchorage 177 A 747 400 loaded with 126 000 lb of fuel flying 3 500 statute miles consumes an average of five gallons per mile 178 179 Powerplants include the Pratt amp Whitney PW4062 General Electric CF6 80C2 and Rolls Royce RB211 524 180 As a result of the Boeing 767 development overlapping with the 747 400 s development both aircraft can use the same three powerplants and are even interchangeable between the two aircraft models 181 The 400 was offered in passenger 400 freighter 400F combi 400M domestic 400D extended range passenger 400ER and extended range freighter 400ERF versions Passenger versions retain the same upper deck as the 300 while the freighter version does not have an extended upper deck 182 The 747 400D was built for short range operations with maximum seating for 624 Winglets were not included but they can be retrofitted 183 184 Cruising speed is up to Mach 0 855 on different versions of the 747 400 180 The passenger version first entered service in February 1989 with launch customer Northwest Airlines on the Minneapolis to Phoenix route 185 The combi version entered service in September 1989 with KLM while the freighter version entered service in November 1993 with Cargolux The 747 400ERF entered service with Air France in October 2002 while the 747 400ER entered service with Qantas 186 its sole customer in November 2002 In January 2004 Boeing and Cathay Pacific launched the Boeing 747 400 Special Freighter program 187 later referred to as the Boeing Converted Freighter BCF to modify passenger 747 400s for cargo use The first 747 400BCF was redelivered in December 2005 188 In March 2007 Boeing announced that it had no plans to produce further passenger versions of the 400 189 However orders for 36 400F and 400ERF freighters were already in place at the time of the announcement 189 The last passenger version of the 747 400 was delivered in April 2005 to China Airlines Some of the last built 747 400s were delivered with Dreamliner livery along with the modern Signature interior from the Boeing 777 A total of 694 of the 747 400 series aircraft were delivered 131 At various times the largest 747 400 operator has included Singapore Airlines 190 Japan Airlines 190 and British Airways 191 192 As of July 2019 update 331 Boeing 747 400s were in service 165 there were only 10 Boeing 747 400s in passenger service as of September 2021 193 747 LCF Dreamlifter Edit Main article Boeing Dreamlifter The Boeing Dreamlifter a modified 747 400 first flew on September 9 2006 The 747 400 Dreamlifter 194 originally called the 747 Large Cargo Freighter or LCF 195 is a Boeing designed modification of existing 747 400s into a larger outsize cargo freighter configuration to ferry 787 Dreamliner sub assemblies Evergreen Aviation Technologies Corporation of Taiwan was contracted to complete modifications of 747 400s into Dreamlifters in Taoyuan The aircraft flew for the first time on September 9 2006 in a test flight 196 Modification of four aircraft was completed by February 2010 197 The Dreamlifters have been placed into service transporting sub assemblies for the 787 program to the Boeing plant in Everett Washington for final assembly 194 The aircraft is certified to carry only essential crew and not passengers 198 747 8 Edit Main article Boeing 747 8 The stretched and re engined Boeing 747 8 made its maiden flight on February 8 2010 as a freighter Boeing announced a new 747 variant the 747 8 on November 14 2005 Referred to as the 747 Advanced prior to its launch the 747 8 uses similar General Electric GEnx engines and cockpit technology to the 787 The variant is designed to be quieter more economical and more environmentally friendly The 747 8 s fuselage is lengthened from 232 feet 71 m to 251 feet 77 m 199 marking the first stretch variant of the aircraft The 747 8 Freighter or 747 8F has 16 more payload capacity than its predecessor allowing it to carry seven more standard air cargo containers with a maximum payload capacity 154 tons 140 tonnes of cargo 200 As on previous 747 freighters the 747 8F features a flip up nose door a side door on the main deck and a side door on the lower deck belly to aid loading and unloading The 747 8F made its maiden flight on February 8 2010 201 202 The variant received its amended type certificate jointly from the FAA and the European Aviation Safety Agency EASA on August 19 2011 203 The 8F was first delivered to Cargolux on October 12 2011 204 The passenger version named 747 8 Intercontinental or 747 8I is designed to carry up to 467 passengers in a 3 class configuration and fly more than 8 000 nautical miles 15 000 km at Mach 0 855 As a derivative of the already common 747 400 the 747 8I has the economic benefit of similar training and interchangeable parts 205 The type s first test flight occurred on March 20 2011 206 The 747 8 has surpassed the Airbus A340 600 as the world s longest airliner a record it would hold until the 777X which first flew in 2020 The first 8I was delivered in May 2012 to Lufthansa 207 The 747 8 has received 155 total orders including 106 for the 8F and 47 for the 8I as of June 2021 update 131 The final 747 8F is scheduled to be delivered to Atlas Air in early 2023 Government military and other variants Edit Air Force One a Boeing VC 25 over Mount Rushmore 747 airborne aircraft carrier concept Shuttle Carrier Aircraft carrying a Space Shuttle orbiter C 19 The U S Air Force gave this designation to the 747 100s used by some U S airlines and modified for use in the Civil Reserve Airlift Fleet citation needed VC 25 This aircraft is the U S Air Force very important person VIP version of the 747 200B The U S Air Force operates two of them in VIP configuration as the VC 25A Tail numbers 28000 and 29000 are popularly known as Air Force One which is technically the air traffic call sign for any United States Air Force aircraft carrying the U S President 208 Partially completed aircraft from Everett Washington were flown to Wichita Kansas for final outfitting by Boeing Military Airplane Company 209 Two new aircraft based around the 747 8 are being procured which will be designated as VC 25B 210 E 4B This is an airborne command post designed for use in nuclear war Three E 4As based on the 747 200B with a fourth aircraft with more powerful engines and upgraded systems delivered in 1979 as a E 4B with the three E 4As upgraded to this standard 211 212 Formerly known as the National Emergency Airborne Command Post referred to colloquially as Kneecap this type is now referred to as the National Airborne Operations Center NAOC 212 213 YAL 1 This was the experimental Airborne Laser a planned component of the U S National Missile Defense 214 Shuttle Carrier Aircraft SCA Two 747s were modified to carry the Space Shuttle orbiter The first was a 747 100 N905NA and the other was a 747 100SR N911NA The first SCA carried the prototype Enterprise during the Approach and Landing Tests in the late 1970s The two SCA later carried all five operational Space Shuttle orbiters 215 C 33 This aircraft was a proposed U S military version of the 747 400F intended to augment the C 17 fleet The plan was canceled in favor of additional C 17s 216 KC 33A A proposed 747 was also adapted as an aerial refueling tanker and was bid against the DC 10 30 during the 1970s Advanced Cargo Transport Aircraft ACTA program that produced the KC 10A Extender 747 100 Tanker Before the 1979 Iranian Revolution Iran bought four 747 100 aircraft with air refueling boom conversions to support its fleet of F 4 Phantoms 217 218 There is a report of the Iranians using a 747 Tanker in H 3 airstrike during Iran Iraq War 219 It is unknown whether these aircraft remain usable as tankers 747 CMCA This Cruise Missile Carrier Aircraft variant was considered by the U S Air Force during the development of the B 1 Lancer strategic bomber It would have been equipped with 50 to 100 AGM 86 ALCM cruise missiles on rotary launchers This plan was abandoned in favor of more conventional strategic bombers 220 747 AAC A Boeing study under contract from the USAF for an airborne aircraft carrier for up to 10 Boeing Model 985 121 microfighters with the ability to launch retrieve re arm and refuel Boeing believed that the scheme would be able to deliver a flexible and fast carrier platform with global reach particularly where other bases were not available Modified versions of the 747 200 and Lockheed C 5A were considered as the base aircraft The concept which included a complementary 747 AWACS version with two reconnaissance microfighters was considered technically feasible in 1973 221 Evergreen 747 Supertanker A Boeing 747 200 modified as an aerial application platform for fire fighting using 20 000 US gallons 76 000 L of firefighting chemicals 222 Stratospheric Observatory for Infrared Astronomy SOFIA A former Pan Am Boeing 747SP modified to carry a large infrared sensitive telescope in a joint venture of NASA and DLR High altitudes are needed for infrared astronomy to rise above infrared absorbing water vapor in the atmosphere 223 224 A number of other governments also use the 747 as a VIP transport including Bahrain Brunei India Iran Japan Kuwait Oman Pakistan Qatar Saudi Arabia and United Arab Emirates Several Boeing 747 8s have been ordered by Boeing Business Jet for conversion to VIP transports for several unidentified customers 225 Undeveloped variants Edit Boeing has studied a number of 747 variants that have not gone beyond the concept stage 747 trijet Edit During the late 1960s and early 1970s Boeing studied the development of a shorter 747 with three engines to compete with the smaller Lockheed L 1011 TriStar and McDonnell Douglas DC 10 The center engine would have been fitted in the tail with an S duct intake similar to the L 1011 s Overall the 747 trijet would have had more payload range and passenger capacity than both of them However engineering studies showed that a major redesign of the 747 wing would be necessary Maintaining the same 747 handling characteristics would be important to minimize pilot retraining Boeing decided instead to pursue a shortened four engine 747 resulting in the 747SP 226 747 500 Edit In January 1986 Boeing outlined preliminary studies to build a larger ultra long haul version named the 747 500 which would enter service in the mid to late 1990s The aircraft derivative would use engines evolved from unducted fan UDF propfan technology by General Electric but the engines would have shrouds sport a bypass ratio of 15 20 and have a propfan diameter of 10 12 feet 3 0 3 7 m 227 The aircraft would be stretched including the upper deck section to a capacity of 500 seats have a new wing to reduce drag cruise at a faster speed to reduce flight times and have a range of at least 8 700 nmi 16 000 km which would allow airlines to fly nonstop between London England and Sydney Australia 228 747 ASB Edit Boeing announced the 747 ASB Advanced Short Body in 1986 as a response to the Airbus A340 and the McDonnell Douglas MD 11 This aircraft design would have combined the advanced technology used on the 747 400 with the foreshortened 747SP fuselage The aircraft was to carry 295 passengers over a range of 8 000 nmi 15 000 km 229 However airlines were not interested in the project and it was canceled in 1988 in favor of the 777 747 500X 600X and 700X Edit The proposed 747 500X and 600X as depicted in a 1998 FAA illustration Boeing announced the 747 500X and 600X at the 1996 Farnborough Airshow 90 The proposed models would have combined the 747 s fuselage with a new wing spanning 251 feet 77 m derived from the 777 Other changes included adding more powerful engines and increasing the number of tires from two to four on the nose landing gear and from 16 to 20 on the main landing gear 230 The 747 500X concept featured an fuselage length increased by 18 feet 5 5 m to 250 feet 76 m and the aircraft was to carry 462 passengers over a range up to 8 700 nautical miles 16 100 km with a gross weight of over 1 0 Mlb 450 tonnes 230 The 747 600X concept featured a greater stretch to 279 feet 85 m with seating for 548 passengers a range of up to 7 700 nmi 14 300 km and a gross weight of 1 2 Mlb 540 tonnes 230 A third study concept the 747 700X would have combined the wing of the 747 600X with a widened fuselage allowing it to carry 650 passengers over the same range as a 747 400 90 The cost of the changes from previous 747 models in particular the new wing for the 747 500X and 600X was estimated to be more than US 5 billion 90 Boeing was not able to attract enough interest to launch the aircraft 91 747X and 747X Stretch Edit As Airbus progressed with its A3XX study Boeing offered a 747 derivative as an alternative in 2000 a more modest proposal than the previous 500X and 600X that retained the 747 s overall wing design and add a segment at the root increasing the span to 229 ft 69 8 m 231 Power would have been supplied by either the Engine Alliance GP7172 or the Rolls Royce Trent 600 which were also proposed for the 767 400ERX 232 A new flight deck based on the 777 s would be used The 747X aircraft was to carry 430 passengers over ranges of up to 8 700 nmi 16 100 km The 747X Stretch would be extended to 263 ft 80 2 m long allowing it to carry 500 passengers over ranges of up to 7 800 nmi 14 400 km 231 Both would feature an interior based on the 777 233 Freighter versions of the 747X and 747X Stretch were also studied 234 The 747 400ER was derived from the 747 400X study Like its predecessor the 747X family was unable to garner enough interest to justify production and it was shelved along with the 767 400ERX in March 2001 when Boeing announced the Sonic Cruiser concept 92 Though the 747X design was less costly than the 747 500X and 600X it was criticized for not offering a sufficient advance from the existing 747 400 The 747X did not make it beyond the drawing board but the 747 400X being developed concurrently moved into production to become the 747 400ER 235 747 400XQLR Edit After the end of the 747X program Boeing continued to study improvements that could be made to the 747 The 747 400XQLR Quiet Long Range was meant to have an increased range of 7 980 nmi 14 780 km with improvements to boost efficiency and reduce noise 236 237 Improvements studied included raked wingtips similar to those used on the 767 400ER and a sawtooth engine nacelle for noise reduction 238 Although the 747 400XQLR did not move to production many of its features were used for the 747 Advanced which was launched as the 747 8 in 2005 239 Operators EditMain article List of Boeing 747 operators In 1979 Qantas became the first airline in the world to operate an all Boeing 747 fleet with seventeen aircraft 240 As of July 2019 update there were 462 Boeing 747s in airline service with Atlas Air and British Airways being the largest operators with 33 747 400s each 241 The last US passenger Boeing 747 was retired from Delta Air Lines in December 2017 after it flew for every American major carrier since its 1970 introduction 242 Delta flew three of its last four aircraft on a farewell tour from Seattle to Atlanta on December 19 then to Los Angeles and Minneapolis St Paul on December 20 243 As the IATA forecast an increase in air freight from 4 to 5 in 2018 fueled by booming trade for time sensitive goods from smartphones to fresh flowers demand for freighters is strong while passenger 747s are phased out Of the 1 544 produced 890 are retired as of 2018 update a small subset of those which were intended to be parted out got 3 million D checks before flying again Young 400s were sold for 320 million yuan 50 million and Boeing stopped converting freighters which used to cost nearly 30 million This comeback helped the airframer financing arm Boeing Capital to shrink its exposure to the 747 8 from 1 07 billion in 2017 to 481 million in 2018 244 In July 2020 British Airways announced that it was retiring its 747 fleet 245 246 The final British Airways 747 flights departed London Heathrow on October 8 2020 247 248 Orders and deliveries Edit Year Total 2022 2021 2020 2019 2018 2017 2016 2015 2014 2013 2012 2011 2010 2009 2008 2007 2006Orders 1 573 5 1 13 6 18 6 2 13 7 3 1 5 2 16 53Deliveries 1 572 5 7 5 7 6 14 9 18 19 24 31 9 8 14 16 14Year 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 1989 1988 1987 1986Orders 46 10 4 17 16 26 35 15 36 56 32 16 2 23 31 122 56 49 66 84Deliveries 13 15 19 27 31 25 47 53 39 26 25 40 56 61 64 70 45 24 23 35Year 1985 1984 1983 1982 1981 1980 1979 1978 1977 1976 1975 1974 1973 1972 1971 1970 1969 1968 1967 1966Orders 42 23 24 14 23 49 72 76 42 14 20 29 29 18 7 20 30 22 43 83Deliveries 24 16 22 26 53 73 67 32 20 27 21 22 30 30 69 92 4 Boeing 747 orders and deliveries cumulative by year Orders Deliveries Orders and deliveries through to the end of December 2022 Model summary Edit Model Series ICAO code 128 Orders Deliveries Unfilled orders747 100 B741 BSCA a 167 167 205 747 100B 9 9 747 100SR B74R 29 29 747SP B74S 45 45 45 747 200B B742 b 225 225 393 747 200C 13 13 747 200F 73 73 747 200M 78 78 747 E 4A 3 3 747 E4B 1 1 747 300 B743 56 56 81 747 300M 21 21 747 300SR 4 4 747 400 B744 BLCF c 442 442 694 747 400ER 6 6 747 400ERF 40 40 747 400F 126 126 747 400M 61 61 747 400D B74D 19 19 747 8I B748 48 48 154 747 8F 107 106 1747 Total 1 573 1 572 1 BSCA refers to 747 Shuttle Carrier Aircraft used by NASA B742 includes the VC 25 two 747 200Bs modified for the U S Air Force BLCF refers to the 747 400LCF Dreamlifter used to transport components for the Boeing 787 Dreamliner program Boeing orders and deliveries data through the end of December 2022 249 Accidents and incidents EditMain article Boeing 747 hull losses As of October 2020 the 747 has been involved in 166 aviation accidents and incidents 250 including 63 accidents and hull losses 251 causing 3 746 fatalities 252 There have been several hijackings of Boeing 747s such as Pan Am Flight 73 a 747 100 hijacked by four terrorists causing 20 deaths 253 Few crashes have been attributed to 747 design flaws The Tenerife airport disaster resulted from pilot error and communications failure while the Japan Airlines Flight 123 and China Airlines Flight 611 crashes stemmed from improper aircraft repair United Airlines Flight 811 which suffered an explosive decompression mid flight on February 24 1989 led the National Transportation Safety Board NTSB to issue a recommendation that the Boeing 747 100 and 747 200 cargo doors similar to those on the Flight 811 aircraft be modified to those featured on the Boeing 747 400 Korean Air Lines Flight 007 was shot down by a Soviet fighter aircraft in 1983 after it had strayed into Soviet territory causing US President Ronald Reagan to authorize the then strictly military global positioning system GPS for civilian use 254 Accidents due to design deficiencies included TWA Flight 800 where a 747 100 exploded in mid air on July 17 1996 probably due to sparking electrical wires inside the fuel tank 255 This finding led the FAA to adopt a rule in July 2008 requiring installation of an inerting system in the center fuel tank of most large aircraft after years of research into solutions At the time the new safety system was expected to cost US 100 000 to 450 000 per aircraft and weigh approximately 200 pounds 91 kg 256 El Al Flight 1862 crashed after the fuse pins for an engine broke off shortly after take off due to metal fatigue Instead of simply dropping away from the wing the engine knocked off the adjacent engine and damaged the wing 257 Aircraft on display Edit Boeing 747 230B in Lufthansa livery on display at the Technikmuseum Speyer in Germany Boeing 747 128 on display at the Musee de l Air et de l Espace in France As increasing numbers of classic 747 100 and 747 200 series aircraft have been retired some have been used for other uses such as museum displays Some older 747 300s and 747 400s were later added to museum collections 20235 001 747 121 registration N7470 City of Everett the first 747 and prototype is at the Museum of Flight Seattle Washington 258 19651 025 747 121 registration N747GE at the Pima Air amp Space Museum Tucson Arizona US 259 19778 027 747 151 registration N601US nose at the National Air and Space Museum Washington D C 260 19661 070 747 121 SF registration N681UP preserved at a plaza on Jungong Road Shanghai China 261 19896 072 747 132 SF registration N481EV at the Evergreen Aviation amp Space Museum McMinnville Oregon US 262 263 20107 086 747 123 registration N905NA a NASA Shuttle Carrier Aircraft at the Johnson Space Center Houston Texas 264 265 20269 150 747 136 registration G AWNG nose at Hiller Aviation Museum San Carlos California 266 20239 160 747 244B registration ZS SAN nicknamed Lebombo at the South African Airways Museum Society Rand Airport Johannesburg South Africa 267 20541 200 747 128 registration F BPVJ at Musee de l Air et de l Espace Paris France 268 20770 213 747 2B5B registration HL7463 at Jeongseok Aviation Center Jeju South Korea 269 20713 219 747 212B SF registration N482EV at the Evergreen Aviation amp Space Museum McMinnville Oregon US 270 21134 288 747SP 44 registration ZS SPC at the South African Airways Museum Society Rand Airport Johannesburg South Africa 271 21549 336 747 206B registration PH BUK at the Aviodrome Lelystad Netherlands 272 21588 342 747 230B M registration D ABYM preserved at Technik Museum Speyer Germany 273 21650 354 747 2R7F SCD registration G MKGA preserved at Cotswold Airport as an event space 274 22145 410 747 238B registration VH EBQ at the Qantas Founders Outback Museum Longreach Queensland Australia 275 23223 606 747 338 registration VH EBU at Melbourne Avalon Airport Avalon Victoria Australia VH EBU is an ex Qantas airframe formerly decorated in the Nalanji Dreaming livery currently in use as a training aircraft and film set 276 277 23719 696 747 451 registration N661US at the Delta Flight Museum Atlanta Georgia US This particular plane was the first 747 400 in service as well as the prototype 278 24354 731 747 438 registration VH OJA at Shellharbour Airport Albion Park Rail New South Wales Australia 279 21441 306 SOFIA 747SP 21 registration N747NA at Pima Air and Space Museum in Tucson Arizona Former Pan Am and United Airlines 747SP bought by NASA and converted into a flying telescope for astronomy purposes Named Clipper Lindbergh citation needed Other uses Edit Boeing 747 212B serving as the Jumbo Stay at Arlanda Airport Sweden Upon its retirement from service the 747 which was number two in the production line was dismantled and shipped to Hopyeong Namyangju Gyeonggi do South Korea where it was re assembled repainted in a livery similar to that of Air Force One and converted into a restaurant Originally flown commercially by Pan Am as N747PA Clipper Juan T Trippe and repaired for service following a tailstrike it stayed with the airline until its bankruptcy The restaurant closed by 2009 280 and the aircraft was scrapped in 2010 281 A former British Airways 747 200B G BDXJ 282 is parked at the Dunsfold Aerodrome in Surrey England and has been used as a movie set for productions such as the 2006 James Bond film Casino Royale 283 The airplane also appears frequently in the television series Top Gear which is filmed at Dunsfold The Jumbo Stay hostel using a converted 747 200 formerly registered as 9V SQE opened at Arlanda Airport Stockholm in January 2009 284 285 A former Pakistan International Airlines 747 300 was converted into a restaurant by Pakistan s Airports Security Force in 2017 286 It is located at Jinnah International Airport Karachi 287 The wings of a 747 have been repurposed as roofs of a house in Malibu California 288 289 290 291 Specifications Edit Diagram of Boeing 747 variants At the top 747 100 dorsal cross section and front views Side views in descending order 747SP 747 100 747 400 747 8I and 747LCF Model 747SP 292 747 100 292 747 200B 292 747 300 292 747 400 293 747 8 294 Cockpit crew Three captain first officer flight engineer Two captain first officer Typical seats 276 25F 57J 194Y 366 32F 74J 260Y 400 34F 76J 290Y 416 23F 78J 315Y 467 24F 87J 356Y Exit limit 295 a 400 440 550 550 660 495 605Cargo 3 900 cu ft 110 m3 6 190 cu ft 175 m3 30 LD1 5 655 cu ft 160 1 m3 6 345 cu ft 179 7 m3 Length 184 ft 9 in 56 3 m 231 ft 10 in 70 7 m 250 ft 2 in 76 25 m Cabin width 239 5 in 6 08 m 293 Wingspan 195 ft 8 in 59 6 m 211 ft 5 in 64 4 m 224 ft 7 in 68 5 m Wing area 5 500 sq ft 511 m2 5 650 sq ft 525 m2 296 5 960 sq ft 554 m2 297 Wing sweep 37 5 298 299 300 Aspect ratio 7 7 9 8 5Tail height 65 ft 5 in 19 9 m 63 ft 5 in 19 3 m 63 ft 8 in 19 4 m 63 ft 6 in 19 4 m MTOW 301 630 000 696 000 lb285 8 315 7 t 735 000 750 000 lb333 4 340 2 t 775 000 833 000 lb351 5 377 8 t 875 000 910 000 lb396 9 412 8 t 302 OEW 301 325 660 336 870 lb147 72 152 80 t 358 000 381 480 lb162 39 173 04 t 376 170 388 010 lb170 63 176 00 t 384 240 402 700 lb174 29 182 66 t 394 088 412 300 lb178 755 187 016 t 485 300 lb220 1 tFuelcapacity 301 48 780 50 360 US gal184 700 190 600 L 47 210 48 445 US gal178 710 183 380 L 52 035 52 410 US gal196 970 198 390 L 53 985 63 705 US gal204 360 241 150 L 63 034 US gal238 610 LTurbofan 4 Pratt amp Whitney JT9D or Rolls Royce RB211 or General Electric CF6 PW4000 CF6 RB211 GEnx 2B67Thrust 4 46 300 54 750 lbf206 0 243 5 kN 43 500 51 600 lbf193 230 kN 46 300 54 750 lbf206 0 243 5 kN 46 300 56 900 lbf206 253 kN 56 750 63 300 lbf252 4 281 6 kN 66 500 lbf296 kNMMo 295 Mach 0 92 Mach 0 9Cruise speed econ 907 km h 490 kn max 939 km h 507 kn 303 304 Mach 0 855 504 kn 933 km h Range 5 830 nmi10 800 km b 4 620 nmi8 560 km c 6 560 nmi12 150 km c 6 330 nmi11 720 km d 7 285 7 670 nmi13 492 14 205 km e 7 730 nmi14 320 km f 305 Takeoff 9 250 ft 2 820 m 10 650 ft 3 250 m 10 900 ft 3 300 m 10 900 ft 3 300 m 10 700 ft 3 300 m 10 200 ft 3 100 m split numbers denote different limits depending on exit types installed JT9D 276 passengers a b JT9D 366 passengers and baggage 400 passengers and baggage PW4000 416 passengers and baggage 410 passengers and baggageCultural impact EditSee also Aircraft in fiction Boeing 747 American Airlines 747 Wurlitzer electronic piano 1971 Following its debut the 747 rapidly achieved iconic status The aircraft entered the cultural lexicon as the original Jumbo Jet a term coined by the aviation media to describe its size 306 and was also nicknamed Queen of the Skies 307 Test pilot David P Davies described it as a most impressive aeroplane with a number of exceptionally fine qualities 308 249 and praised its flight control system as truly outstanding because of its redundancy 308 256 Appearing in over 300 film productions 309 the 747 is one of the most widely depicted civilian aircraft and is considered by many as one of the most iconic in film history 310 It has appeared in film productions such as Airport 1975 and Airport 77 disaster films Air Force One Die Hard 2 and Executive Decision 311 312 See also EditRelated development Boeing 747 LCF Boeing 747 8 Boeing 747 400 Boeing 747SP Boeing E 4 Boeing VC 25 Shuttle Carrier AircraftAircraft of comparable role configuration and era Airbus A340 600 Airbus A380 Antonov An 124 Boeing 777 300ER Boeing New Large Airplane Ilyushin Il 96 McDonnell Douglas MD 12 Sukhoi KR 860Related lists List of aircraft List of jet airliners List of megaprojectsReferences EditNotes Edit a b Boeing BoeingAirplanes December 7 2022 The last 747 has left our Everett factory Tweet via Twitter https www facebook com RadarBox videos 1479369732565912 a b c Norton 2003 pp 5 12 Boeing CX HLS Model at Boeing Corporate Archives 1963 64Models of Boeing C 5A proposal and Lockheed s Korean text next page Lockheed C 5 Galaxy Partners in Freedom Archived December 14 2007 at the Wayback Machine NASA 2000 see images in Langley Contributions to the C 5 Retrieved December 17 2007 Jenkins 2000 pp 12 13 a b Norris and Wagner 1997 p 13 Boeing Multimedia Image Gallery 707 The Boeing Company Archived from the original on January 11 2012 Retrieved December 8 2007 Branson Richard December 7 1998 Pilot of the Jet Age Time 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Airliners net Boeing revises obsolete performance assumptions FlightGlobal August 3 2015 Haenggi 2003 p 9 Sutter 2006 p 279 a b Davies David P 1971 Handling the Big Jets An Explanation of the Significant Differences in Flying Qualities Between Jet Transport Aeroplanes and Piston Engined Transport Aeroplanes Together with Some Other Aspects of Jet Transport Handling 3rd ed Air Registration Board ISBN 0903083019 Category Boeing 747 impdb org Retrieved April 1 2015 The most iconic aircraft in film history chapman freeborn com August 6 2013 Retrieved April 1 2015 Executive Decision Movie Ramblings Retrieved December 17 2007 Air Force One Rotten Tomatoes Retrieved December 17 2007 Bibliography Edit Bowers Peter M Boeing Aircraft Since 1916 London Putnam Aeronautical Books 1989 ISBN 0 85177 804 6 Davies R E G Delta An Airline and Its Aircraft The Illustrated History of a Major U S Airline and the People Who Made It McLean VA Paladwr Press 1990 ISBN 0 9626483 0 2 Donald David and Lake Jon Encyclopedia of World Military Aircraft London Aerospace Publishing 1996 ISBN 1 874023 95 6 Haenggi Michael Boeing Widebodies St Paul MN MBI Publishing Co 2003 ISBN 0 7603 0842 X Irving Clive Wide Body The Making of the Boeing 747 Philadelphia Coronet 1994 ISBN 0 340 59983 9 Itabashi M K Kawata and S Kusaka Pre fatigued 2219 T87 and 6061 T6 aluminium alloys Structural Failure Technical Legal and Insurance Aspects Milton Park Abingdon Oxon Taylor amp Francis 1995 ISBN 978 0 419 20710 8 Jenkins Dennis R Boeing 747 100 200 300 SP AirlinerTech Series Vol 6 North Branch MN Specialty Press 2000 ISBN 1 58007 026 4 Kane Robert M Air Transportation 1903 2003 Dubuque IA Kendall Hunt Publishing Co 2004 ISBN 0 7575 3180 6 Lawrence Philip K and David Weldon Thornton Deep Stall The Turbulent Story of Boeing Commercial Airplanes Burlington VT Ashgate Publishing Co 2005 ISBN 0 7546 4626 2 Norris Guy and Mark Wagner Boeing 747 Design and Development Since 1969 St Paul MN MBI Publishing Co 1997 ISBN 0 7603 0280 4 Norton Bill Lockheed Martin C 5 Galaxy North Branch MN Specialty Press 2003 ISBN 1 58007 061 2 Orlebar Christopher The Concorde Story Oxford Osprey Publishing Fifth edition 2002 ISBN 1 85532 667 1 Spaeth Andreas Thomas Geoffrey 2022 Boeing 747 Memories of the Jumbo Jet Boeing 747 Erinnerungen an den Jumbojet in English and German Berlin Delius Fine Books ISBN 9783949827006 Sutter Joe 747 Creating the World s First Jumbo Jet and Other Adventures from a Life in Aviation Washington DC Smithsonian Books 2006 ISBN 978 0 06 088241 9 Taylor John W R editor Jane s All the World s Aircraft 1988 89 Coulsdon UK Jane s Defence Data 1988 ISBN 0 7106 0867 5 Thisdell Dan and Seymour Chris World Airliner Census Flight International July 30 August 5 2019 Vol 196 No 5697 pp 24 47 ISSN 0015 3710 Further reading EditIngells Douglas J 747 Story of the Boeing Super Jet Fallbrook CA Aero Publishers 1970 ISBN 0 8168 8704 7 The Great Gamble The Boeing 747 The Boeing Pan Am Project to Develop Produce and Introduce the 747 Tuscaloosa University of Alabama Press 1973 ISBN 0 8173 8700 5 Seo Hiroshi Boeing 747 Worthing West Sussex Littlehampton Book Services Ltd 1984 ISBN 0 7106 0304 5 Lucas Jim Boeing 747 The First 20 Years Browcom Pub Ltd 1988 ISBN 0 946141 37 1 Wright Alan J Boeing 747 Hersham Surrey Ian Allan 1989 ISBN 0 7110 1814 6 Minton David H The Boeing 747 Aero Series 40 Fallbrook CA Aero Publishers 1991 ISBN 0 8306 3574 2 Shaw Robbie Boeing 747 Osprey Civil Aircraft series London Osprey 1994 ISBN 1 85532 420 2 Baum Brian Boeing 747 SP Great Airliners Vol 3 Osceola WI Motorbooks International 1997 ISBN 0 9626730 7 2 Falconer Jonathan Boeing 747 in Color Hersham Surrey Ian Allan 1997 ISBN 1 882663 14 4 Gilchrist Peter Boeing 747 400 Airliner Color History Osceola WI Motorbooks International 1998 ISBN 0 7603 0616 8 Henderson Scott Boeing 747 100 200 In Camera Minneapolis MN Scoval Publishing 1999 ISBN 1 902236 01 7 Pealing Norman and Savage Mike Jumbo Jetliners Boeing s 747 and the Widebodies Osprey Color Classics Osceola WI Motorbooks International 1999 ISBN 1 85532 874 7 Shaw Robbie Boeing 747 400 The Mega Top Osprey Civil Aircraft series London Osprey 1999 ISBN 1 85532 893 3 Wilson Stewart Boeing 747 Aviation Notebook Series Queanbeyan NSW Wilson Media Pty Ltd 1999 ISBN 1 876722 01 0 Wilson Stewart Airliners of the World Fyshwick Australia Aerospace Publications Pty Ltd 1999 ISBN 1 875671 44 7 Birtles Philip Boeing 747 400 Hersham Surrey Ian Allan 2000 ISBN 0 7110 2728 5 Bowman Martin Boeing 747 Crowood Aviation Series Marlborough Wilts Crowood 2000 ISBN 1 86126 242 6 Dorr Robert F Boeing 747 400 AirlinerTech Series Vol 10 North Branch MN Specialty Press 2000 ISBN 1 58007 055 8 Gesar Aram Boeing 747 The Jumbo New York Pyramid Media Group 2000 ISBN 0 944188 02 8 Gilchrist Peter Boeing 747 Classic Airliner Color History Osceola WI Motorbooks International 2000 ISBN 0 7603 1007 6 Graham Ian In Control How to Fly a 747 Somerville MA Candlewick 2000 ISBN 0 7636 1278 2 Nicholls Mark The Airliner World Book of the Boeing 747 New York Osprey Publishing 2002 ISBN 0 946219 61 3 March Peter The Boeing 747 Story Stroud Glos The History Press 2009 ISBN 0 7509 4485 4 External links Edit Wikimedia Commons has media related to Boeing 747 747 8 Boeing 747 100 cutaway FlightGlobal Debut of Boeing 747 British Movietone News October 1 1968 Photos Boeing 747 100 Assembly Line In 1969 Aviation Week amp Space Technology April 28 1969 Aircraft Owner s amp Operator s Guide 747 200 300 PDF Aircraft commerce June 2005 Archived from the original PDF on October 9 2011 Retrieved July 16 2011 Boeing 747 Aircraft Profile FlightGlobal June 3 2007 The 747 Takes Off The Dawn of the Jumbo Jet Age Digital Exhibit Northwestern University Transportation Library January 2020 Negroni Christine July 2014 747 The World s Airliner Air amp Space Magazine This Luxury Boeing 747 8 for the Super Rich is a Palace in the Sky popular mechanics February 24 2015 How Boeing and Pan Am created an airliner legend flightglobal April 15 2016 Boeing 747 Evolution of a Jumbo As Featured On Aviation Week s Covers Aviation Week August 2016 Boeing s Jumbo jet celebrates golden jubilee FlightGlobal February 8 2019 Guy Norris February 8 2019 Boeing s Queen of the Skies Marks 50th Anniversary Of First Flight Aviation Week amp Space Technology Guy Norris Evolution of a Widebody 50 Years of the Boeing 747 Aviation Week amp Space Technology Portals Aviation United States Retrieved from https en wikipedia org w index php title Boeing 747 amp oldid 1133840971, wikipedia, wiki, book, books, library,

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