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Boeing 747
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The Boeing 747 is a wide-body commercial airliner and cargo transport aircraft, often referred to by its original nickname, Jumbo Jet, or Queen of the Skies. It is among the world's most recognizable aircraft,[4] and was the first wide-body ever produced. Manufactured by Boeing's Commercial Airplane unit in the United States, the original version of the 747 was two and a half times the size of the Boeing 707,[5] one of the common large commercial aircraft of the 1960s. First flown commercially in 1970, the 747 held the passenger capacity record for 37 years.[6] The four-engine 747 uses a double deck configuration for part of its length. It is available in passenger, freighter and other versions. Boeing designed the 747's hump-like upper deck to serve as a first class lounge or (as is the general rule today) extra seating, and to allow the aircraft to be easily converted to a cargo carrier by removing seats and installing a front cargo door. Boeing did so because the company expected supersonic airliners (whose development was announced in the early 1960s) to render the 747 and other subsonic airliners obsolete, while believing that the demand for subsonic cargo aircraft would be robust into the future.[7] The 747 in particular was expected to become obsolete after 400 were sold,[8] but it exceeded its critics' expectations with production passing the 1,000 mark in 1993.[9] By December 2011, 1,427 aircraft had been built, with 97 of the 747-8 variants remaining on order.[2] The 747-400, the most common passenger version in service, is among the fastest airliners in service with a high-subsonic cruise speed of Mach 0.850.855 (up to 570mph,920km/h).Ithasanintercontinentalrangeof7,260nautical miles(8,350mi or13,450km).[10] The 747-400 passenger version can accommodate 416 passengers in a typical three-class layout, 524 passengers in a typical two-class layout, or 660 passengers in a high density one-class configuration.[11] The newest version of the aircraft, the 747-8, is in production and received certification in 2011. Deliveries of the 747-8F freighter version to the launch customer Cargolux began in October 2011; the 747-8I passenger version is to follow in 2012. The 747 is to be replaced by the Boeing Y3 (part of the Boeing Yellowstone Project) in the future.
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 2 Design 3 Variants 3.1 747-100 3.2 747SP 3.3 747-200 3.4 747-300 3.5 747-400 3.6 747-8 3.7 Government, military, and other variants 3.8 Undeveloped variants 4 Operators 4.1 Orders and deliveries 5 Accidents and incidents 6 Aircraft on display 7 Specifications 8 Notable appearances in media 9 See also 10 References 11 External links Developed into Variants Produced Number built Unit cost

Boeing 747

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British Airways Boeing 747-400 during takeoff Role National origin Manufacturer First flight Introduction Status Primaryusers Wide-body, long-range jet airliner United States Boeing Commercial Airplanes February 9, 1969[1] January 22, 1970 with Pan Am[1] In production, in service British Airways Cathay Pacific Korean Air China Airlines 1969present 1,428 as of January 2012[2] 747-100:US$24million(1967) 747-200:US$39million(1976) 747-300:US$83million(1982) 747-400: US$228260million (2007) 747-8I:US$317.5million[3] 747-8F:US$319.3million Boeing 747SP Boeing 747-400 Boeing 747-8 Boeing VC-25 Boeing E-4 Boeing YAL-1 Boeing 747 Large Cargo Freighter

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Development
Background

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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, they felt that a much larger and more capable aircraft was needed, especially the capability to carry outsized 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 aircraftwithaloadcapacityof180,000pounds(81,600kg)andaspeedofMach0.75(500mph/805km/h),andanunrefueledrangeof5,000

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nauticalmiles(9,260km)withapayloadof115,000pounds(52,200kg).Thepayloadbayhadtobe17feet(5.18m)wideby13.5feet(4.11m) highand100feet(30.5m)longwithaccessthroughdoorsatthefrontandrear.[12] Featuring only four engines, the design also required new engine designs with greatly increased power and better fuel economy. On May 18, 1964, airframe proposals arrived from Boeing, Douglas, General Dynamics, Lockheed and Martin Marietta; while engine proposals were submitted by General Electric, Curtiss-Wright, and Pratt & Whitney. After a downselect, Boeing, Douglas and Lockheed were given additional study contracts for the airframe, along with General Electric and Pratt & Whitney for the engines.[12] All three of the airframe proposals shared a number of 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 to 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.[13] 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.[12] The nose door and raised cockpit concepts would be carried over to the design of the 747.[14]

Airliner proposal

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The 747 was conceived while air travel was increasing in the 1960s.[15] The era of commercial jet transportation, led by the enormous popularity of the Boeing 707 and Douglas DC-8, had revolutionized long-distance travel.[15][16] Even before it lost the CX-HLS contract, Boeing was pressed by Juan Trippe, president of Pan American World Airways (Pan Am), one of its most important airline customers, to build a passenger aircraft more than twice the size of the 707. During this time, airport congestion, worsened by increasing numbers of passengers carried on relatively small aircraft, became a problem that Trippe thought could be addressed by a large new aircraft.[17] In 1965, Joe Sutter was transferred from Boeing's 737 development team to manage the design studies for a new airliner, already assigned the model number 747.[18] Sutter initiated a design study with Pan Am and other airlines, in order to better understand their requirements. At the time, it was widely thought that the 747 would eventually be superseded by supersonic transport aircraft.[19] Boeing responded by designing the 747 so that it could be adapted easily to carry freight and remain in production even if sales of the passenger version declined. In the freighter role, the clear need was to support the containerized shipping methodologies that were being widely introduced at about the same time. Standardcontainersare8ft(2.4m)squareatthefront(slightlyhigherduetoattachmentpoints)andavailablein20and40ft(6.1and12m) lengths. This meant that it would be possible to support a 2-wide 2-high stack of containers two or three ranks deep with a fuselage size similar to the earlier CX-HLS project. In April 1966, Pan Am ordered 25 747-100aircraftforUS$525million.Duringtheceremonial747 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", according to Malcolm T. Stamper, who led the 747 program.[4] As launch customer,[1][20] 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.[21]

Trke Ting Vit

Design effort
developed for their bid had an influence.[22] The original design included a full-length double-deck fuselage with rows of eight-across seating and two aisles on the lower deck and seven-across

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An early-production 747 cockpit, located on the upper deck

Ultimately, the high-winged CX-HLS Boeing design was not used for the 747, although technologies

seating and two aisles on the upper deck.[23] 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.[1] 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 "bulge".[24] In early models it was not clear what to do with the small space in the pod behind the cockpit, and this was initially specified as a "lounge" area with no permanent seating. One of the principal technologies that enabled an aircraft as large as the 747 to be conceived was the high-bypass turbofan engine.[25] The engine technology was thought to be capable of delivering double the power of the earlier turbojets while consuming a 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
The Pratt & Whitney JT9D high-bypass turbofan engine was developed for the 747.

effects of a failure of a single part to be studied to determine its impact on other systems.[1] 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, in order to allow it to operate from existing airports. These included leading edge flaps running almost

the entire length of the wing, as well as complex three-part slotted flaps along the rear.[29] The wing's complex three-part flaps increase wing area by 21 percent and lift by 90 percent when fully deployed compared to their non-deployed configuration.[30] 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.[31] The schedule was so fast paced that the people who worked on it were given the nickname "The Incredibles".[32] Developing the aircraft was such a technical and financial challenge that management was said to have "bet the company" when it started the project.[1]

Production plant
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,[33] and eventually decided to build the newplantsome30miles(48km)northofSeattle on a site adjoining a military base at Paine Field near Everett, Washington.[34] It bought the 780-acre(3.2km2) site in June 1966.[35] 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.[36]Tolevelthesite,morethan4millioncubicyards(3.1millionm) of earth had to be moved.[37] Time was so short that the 747's full-scale mock-up was built before the factory roof above
747 final assembly at the Boeing Everett

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it was finished.[38] 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.
[34]

Factory

Development and testing

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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.[39] 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.[40] 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.[41] 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[42][43] 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.[44] 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.[45] This measure caused anxiety when these aircraft crashed, as did China Airlines Flight 358 at Wanli in 1991 and El Al Flight 1862 at Amsterdam in 1992.[46][47] The flight test program was hampered by problems with the 747's JT9D engines. Difficulties included engine stalls caused by rapid movements of the throttles and distortion of the turbine casings after a short period of service.[48] The problems delayed 747 deliveries for several months and stranded up to 20 aircraft at the Everett plant while they awaited engine installation.[49] The program was further delayed when one of the five test aircraft suffered serious damage during a landing attempt at Renton Municipal Airport, site of the company's Renton factory. On December 13, 1969 the test aircraft was being taken to have its test equipment removed and a cabin installed when pilot Ralph C. Cokely undershot the airport's short runway. The 747's right, outer landing gear was torn off and two engine
Closeup of the 747 prototype's 16-wheel main undercarriage

The prototype 747, City of Everett, at the Museum of Flight in Seattle, Washington

nacelles were damaged.[50][51] However, these difficulties did not prevent Boeing from taking one of the test aircraft to the 28th Paris Air Show in mid-1969, where it was displayed to the general public for the first time.[52] The 747 achieved its FAA airworthiness certificate in December 1969, making it ready for introduction into service.[53]

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.[20][54] Ultimately, the gamble succeeded, and Boeing held a monopoly in very large passenger aircraft production for many years.[55]

Entry into service

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On January 15, 1970, First Lady of the United States Pat Nixon christened Pan Am's first 747, Clipper Victor, at Dulles International Airport (later renamed Washington Dulles International Airport) in the presence of Pan Am chairman Najeeb Halaby. Instead of champagne, red, white and blue waterwassprayedontheaircraft.The747enteredserviceonJanuary22,1970,onPanAm'sNew YorkLondon route;[56]theflighthadbeenplannedfortheeveningofJanuary21,butengine overheating made the original aircraft unusable. Finding a substitute delayed the flight by more than six hours to the following day.[57]

First Lady Pat Nixon visits the cockpit of the first commercial 747 during the christening ceremony, January 15, 1970.

The 747 enjoyed a fairly smooth introduction into service, overcoming concerns that some airports would not be able to accommodate an aircraft that large.[58] Although technical problems occurred, they were relatively minor and quickly solved.[59] After the aircraft's introduction with Pan Am, other airlines that had bought the 747 in order to stay competitive began to put their own 747s into service.
[60]

Boeing estimated that half of the early 747 sales were to airlines desiring the aircraft's long range rather than its payload capacity.[61][62] 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.[63]
On the 747-100 and 747-200, a spiral staircase connected the main and upper decks.

When economic problems in the United States 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[64] (and later the 767 and A300 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;[65] Delta Air Lines also removed its 747s from service after several years.[66] Delta would later merge with Northwest Airlines, which operates 747s.[67] International flights that bypassed traditional hub airports and landed at smaller cities became more common throughout the 1980s, and this eroded the 747's original market.[68] However, many international carriers continued to use the 747 on Pacific routes.[69] In Japan, 747s on domestic routes are configured to carry close to the maximum passenger capacity.[70]

Improved 747 versions

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After the initial 747-100 model, Boeing developed the 100B, a higher maximum takeoff weight (MTOW) variant, and the 100SR (Short Range), with higher passenger capacity.[71] Increased maximum takeoff weight allows aircraft to carry more fuel and have longer range.[72] 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.[71] The shortened 747SP (special performance) with a longer range was also developed, and entered service in 1976.[73]

Later 747 models featured a stretched upper deck.

The 747 line was further developed with the launch of the 747-300 in 1980. The 300 resulted from Boeing studies to increase the seating capacity of the 747, during which solutions 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 original designation of the 300 was 747SUD for "stretched upper deck", then 747-200 SUD,[74] followed by 747EUD, before the 747-300 designation was used.[75] Passenger, short range and combination freighter-passenger versions of the 300 were produced.[71] In 1985, development of the longer range 747-400 began.[76] The variant had a new glass cockpit, which allowed for a cockpit crew of two instead of three,[77] new engines, lighter construction materials, and a redesigned interior. Development cost 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.[1] The 400 entered service in 1989.[78] In 1991, a record-breaking 1,087 passengers were airlifted aboard a 747 to Israel as part of Operation
The 747-400 entered service in 1989, with Air New Zealand among the first operators of the type.

Solomon.[79] 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 would surpass the An-124's weight in 2000. The Antonov An-225 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 is in service as of 2010. The Hughes H-4 Hercules is

the largest aircraft by wingspan, but it only completed a single flight.[80]

Further developments
Since the arrival of the 747-400, several stretching schemes for the 747 have been proposed. Boeing announced the larger 747-500X and -600X preliminary designs in 1996.[81] The new variants would havecostmorethanUS$5billiontodevelop,[81] and interest was not sufficient to launch the program. [82] 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,[83] and after the Sonic Cruiser program was put on hold, the 787 Dreamliner.[84] Some of the ideas developed for the 747X were used on the 747-400ER, a longer range variant of the 747-400.[85] After several variants were proposed but later abandoned, some industry observers became skeptical of new aircraft proposals from Boeing.[86] 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.[87]
747-400 main deck economy class seating in 3-4-3 layout

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On November 14, 2005, Boeing announced it was launching the 747 Advanced as the Boeing 747-8.[88] The last 747-400s were completed in 2009.[89] As of 2011, most orders of the 747-8 have been for the freighter variant. On February 8, 2010, the 747-8 Freighter made its maiden flight.[90] The first scheduled delivery of the 747-8 went to Cargolux in 2011.[91][92] Eventually, the 747 may be replaced in Boeing's lineup by a new design named "Y3".[93]

Design
The Boeing 747 is a large, wide-body (two-aisle) airliner with four wing-mounted engines. The wings have a high sweep angle of 37.5 degrees for a fast, efficient cruise[24]ofMach0.84to 0.88, depending on the variant. The sweep also allows the 747 to use existing hangars.[1][94] Seating capacity is more than 366 with a 343 seat arrangement (a cross section of 3 seats, an aisle, 4 seats, another aisle, and 3 seats) in economy class and a 232 arrangement in first class on the main deck. The upper deck has a 33 seat arrangement in economy class and a 22 arrangement in first class.[95] Raised above the main deck, the cockpit creates a hump. The raised cockpit allows front loading of

[edit]

cargo on freight variants.[24] The upper deck behind Boeing 747-200 cutaway the cockpit provides space for a lounge or extra seating. The "stretched upper deck" became available as an option on the 747-100B variant and later as standard on the 747-300. The 747-400 cockpit roof section also has an escape hatch from which crew can exit in the event of an emergency if they cannot exit through the cabin. The747'smaximumtakeoffweightrangesfrom735,000pounds(333,400kg)forthe 100 to 970,000lb(439,985kg)forthe8.Itsrangehasincreasedfrom5,300nauticalmiles(6,100mi, 9,800km)onthe100to8,000nmi(9,200mi,14,815km)onthe 8I.[96][97]

Cargolux 747-400F with the nose loading door open

The 747 has multiple structural redundancy including four redundant hydraulic systems and four main landing gears with four wheels each, which provide a good spread of support on the ground and safety in case of tire blow-outs. The redundant main gear allows for landing on two opposing landing gears if the others do not function properly.[98] In addition, the 747 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.[99] For transportation of spare engines, 747s can accommodate a non-functioning fifth-pod engine under the port wing of the aircraft between the inner functioning engine and the fuselage.[100][101]

Variants

[edit] The 747-100 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).[102]

747-100
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 a ten-window upper deck as an
Boeing 747 deliveries timeline

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option. Some 100s were retrofitted with the new configuration.[103] The 100 was equipped with Pratt & Whitney JT9D-3A engines. No freighter version of this model was developed by Boeing. However, 747-100s have been converted to freighters.[104] A total of 167 747-100s were built.

747SR

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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 variant of the 747-100 with lower fuel capacity and greater payload capability. With increased economy class seating, up to 498

Pan Am was the first airline to operate the 747. The 747-100 pictured shows the original size of the upper deck and window layout.

passengers could be carried in early versions and more than 550 in later models.[71] The 747SR had an economic design life objective of 52,000 flights during 20 years of airline operation, compared to 24,600 flights in 20 years for the standard 747.[105] The initial 747SR model, the 100SR, had a strengthened body structure and undercarriage to accommodate the added stress accumulated from a greater number of takeoffs and landings.[106] Extra structural support was built into the wings, fuselage, and the landing gear along with a 20 percent reduction in fuel capacity.[107] 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 Japanese domestic flights.[35] Seven 100SRs were built from 1973 and 1975, each with a 520,000-pound (240,000 kg) MTOW and Pratt & Whitney JT9D-7A engines derated to 43,000 pounds-force (190,000 N) of thrust.[108] 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 cycleto-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
One of two 747-100BSR SUD models built for Japan Airlines

20 100BSRs were produced for ANA and JAL.[109] The 100BSRhada600,000lbMTOWandwaspoweredbythesameJT9D-7A engines used on the 100SR. ANA operated the type on domestic Japanese routes with 455 or 456 seats until retiring its last aircraft on March 10, 2006.[110] In 1986, two 100BSR SUD models, featuring the stretched upper deck (SUD) of the 300, were produced for JAL.[111] The type's maiden flight occurred on February 26, 1986, with FAA certification and first delivery on March 24, 1986.[112] 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.[109] Overall, 29 747SRs were built,[2] including seven 100SR, 20 100BSR, and two 100BSR SUD models.

747-100B

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The 747-100B model was developed from the 100SR, utilizing its stronger airframe and undercarriage design. The type had an increased fuel capacity of 48,070 US gallons, allowing for a 5,000-nautical-mile(9,300km5,800mi)rangewithatypical452-passenger payload, and an increased MTOW of 750,000 lb (340,000 kg) was offered. The first 100B order, one aircraft for Iran Air, was announced on June 1, 1978. This aircraft first flew on June 20, 1979, received FAA certification on August 1, 1979, and was delivered the next day.[113] Nine 100Bs were built, one for Iran Air and eight for Saudia (now Saudi Arabian Airlines).[114][115] Unlike the original 100, the 100B was offered with Pratt & Whitney JT9D-7A, General Electric CF6-50, or Rolls-Royce RB211524 engines. However, only RB211-524 (Saudia) and JT9D-7A (Iran Air) engines were ordered.[116]

The sole Iran Air 747-100B in passenger service

747SP
Main article: Boeing 747SP 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 YorkMiddle Eastern routes and Iran Air's planned TehranNew York route. The TehranNew York route, when launched, was the longest non-stopcommercialflightintheworld.The747SPis48feet 4inches(14.73m)shorterthanthe747-100. Fuselage sections were eliminated fore and aft of the wing, and the center section of the fuselage was redesigned. The SP's flaps used a simplified singleslotted configuration.[117][118] 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.
[119] [120]

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Power was provided by Pratt & Whitney JT9D-7(A/F/J/FW) or Rolls-Royce RB211-524 engines.

Bahrain Royal Flight 747SP climbing with landing gear not yet fully retracted

The 747SP was granted a supplemental certificate on February 4, 1976 and entered service with launch customer Pan Am and Iran Air that same year.[118] The aircraft was chosen by airlines wishing to serve major airports with short runways.[121] A total of 45 747SPs were built,[2] 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.
[118]

In addition to airline use, one 747SP was modified for NASA Dryden Flight Research Center's SOFIA experiment.[122]

747-200

[edit] While the 100 powered by Pratt & Whitney JT9D-3A engines offered enough payload and range for US domestic operations, it was marginal for long international 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 threewindow configuration of the 100 on the upper deck, but most were built with a ten-window configuration on each side.[123] The 200 was produced in passenger ( 200B), freighter ( 200F), convertible ( 200C), and combi ( 200M) versions.[124] The 747-200B was the basic passenger version, with increased fuel capacity and more powerful

Transaero 747-200B on final approach

engines; it entered service in February 1971.[74] 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 passengerloadstartedatover5,000nmi(9,300km)andincreasedto6,000nmi(11,000km)with

later engines. Most 200Bs had an internally stretched upper deck, allowing for up to 16 passenger seats.[125] The freighter model, the 747200F, could be fitted with or without a side cargo door,[74]andhadacapacityof105tons(95.3tonnes)andanMTOWofupto833,000lb (378,000kg).Itenteredservicein1972withLufthansa.[126] The convertible version, the 747-200C, could be converted between a passenger and a freighter or used in mixed configurations,[71] and featured removable seats and a nose cargo door.[74] The 200C could also be fitted with an optional side cargo door on the main deck.[127] The combi model, the 747-200M, 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.[74] As on the 100, a stretched upper deck (SUD) modification was later offered. A total of 10 converted 747-200s were operated by KLM.[74] UniondesTransportsAriens (UTA) also had two of these aircraft converted.[128][129] After launching the 200 with Pratt & Whitney JT9D-7engines,onAugust1,1972Boeingannounced 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.[116] The 200 was the first 747 to provide a choice of powerplant from the three major engine manufacturers.[130] A total of 393 of the 747-200 versions had been built when production ended in 1991.[131] Of these, 225 were 200s, 73 were 200F, 13 were 200C, 78 were 200M, and 4 were military.[132] Many 747-200s remain in operation, although most large carriers have retired them from their fleets and sold them to smaller operators. Large carriers have sped up fleet retirement following the September 11 attacks and the subsequent drop in demand for air travel, scrapping some or turning others into freighters.[133][134]

Air France 747-200M in landing configuration

747-300

[edit] The 747-300featuresa23feet4inches(7.11m)longerupperdeckthanthe 200.[75] The stretched upper deck has two emergency exit doors and is the most visible difference between the 300 and previous models. Before being made standard on the 747-300, the stretched upper deck was previously offered as a retrofit, and first appeared on two Japanese 747-100SR aircraft.[135] The 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.[71] Minor aerodynamic changes allowed the 300'scruisespeedtoreachMach0.85comparedwithMach0.84onthe 200 and 100 models, while retaining the same takeoff weight.[75] The 300 could be equipped with the same Pratt & Whitney and Rolls-Royce powerplants as on the 200, as well as updated General Electric CF680C2B1 engines.[71] Swissair placed the first order for the 747-300 on June 11, 1980.[136] 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,

A Corsair Boeing 747-300 landing at Princess Juliana Airport in Saint Maarten in 2007.

1983.[35] 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.[120][137] The 747-300SR, a short range, high-capacity domestic model, was produced for Japanese markets; Japan Airlines operated the type with more than 600 seats on the OkinawaTokyo route and elsewhere. No production freighter version of the 747-300 was built, but Boeing began modifications of used passenger 300 models into freighters in 2000.[138] A total of 81 aircraft of the 747-300 series were delivered, 56 for passenger use, 21 300M and 4 300SR versions.[139] In 1985, just two years after the 300 entered service, the type was superseded by the announcement of the more advanced 747-400.[140] The last 747-300 was delivered in September 1990 to Sabena.[71][141] 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.[142]

747-400
Main article: Boeing 747-400 The 747-400isanimprovedmodelwithincreasedrange.Ithaswingtipextensionsof6ft(1.8m)and wingletsof6ft(1.8m),whichimprovethetype'sfuelefficiencybyfourpercentcomparedtoprevious 747 versions.[143] 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.
[144]

[edit]

Powerplants include the Pratt & Whitney PW4062, General Electric CF6-80C2, and Rolls-Royce RB211-524.[145] The 400 was offered in passenger ( 400), freighter ( 400F), combi ( 400C), 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
The planform of a Qantas Boeing 747400, whilst overflying Moscow at 11,000 metres.

extended upper deck.[146] The 747-400D was built for short range operations and does not include winglets, but can be retrofitted with them.[147] Cruising speed is up to Mach 0.855 on different versions of the 747-400.[145][148] The passenger version first entered service in February 1989 with launch customer Northwest Airlines on the Minneapolis to Phoenix route.[78] 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,
[149]

its sole customer, in November 2002. In January 2004, Boeing and Cathay Pacific launched the Boeing 747-400 Special Freighter program,[150] 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.[151]
British Airways is the world's largest 747-400 operator. Winglets distinguish most 400s from earlier variants.

In March 2007, Boeing announced that it had no plans to produce further passenger versions of the 400.[152] However, orders for 36 400F and 400ERF freighters were already in place at the time of the announcement.[152] 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.[2] At various times, the largest operator of the 747-400 has been Singapore Airlines,[153] Japan Airlines,[153] or British Airways.[154]

747 LCF Dreamlifter

Main article: Boeing 747 Large Cargo Freighter The 747-400 Dreamlifter[155] (originally called the 747 Large Cargo Freighter or LCF[156]) is a Boeingdesigned modification of existing 747-400s to a larger configuration to ferry 787 Dreamliner subassemblies. 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.[157] Modification of four aircraft was completed by February 2010. [158] The Dreamlifters have been placed into service transporting sub-assemblies for the 787 program to the Boeing plant in Everett, Washington, for final assembly.[155] The aircraft is certified to carry only essential crew and not passengers.[159]

[edit]

The Boeing 747 Large Cargo Freighter, also called Dreamlifter, is modified from 747400s previously in airline use.

747-8
Main article: Boeing 747-8

[edit]

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 the same engine and cockpit technology as the 787, hence the use of the "8". The variant is designed to be quieter, more economical, and more environmentally friendly. The 747-8'sfuselageislengthenedfrom232to251feet(70.8to76.4m),[160] marking the first stretch variant of the aircraft. Power is supplied by General Electric GEnx-2B67 engines.[145] The 747-8 Freighter, or 747-8F, is derived from the 747-400ERF. The variant has 16 percent more payload capacity than its predecessor, allowing it to carry seven additional standard air cargo containers,withamaximumpayloadcapacityof154tons(140tonnes) of cargo.[161] As on previous 747 freighters, the 747-8F features an overhead nose-door to aid loading and unloading. The 747-8F made its maiden flight on February 8, 2010.[162][163] The variant received its amended type certificate jointly from the FAA and the European Aviation Safety Agency (EASA) on August 19, 2011.[164] The 8F was first delivered to Cargolux on October 12, 2011.[165]
The first Boeing 747-8 freighter on its maiden flight

The passenger version, named 747-8 Intercontinental or 747-8I, is designed to carry up to 467 passengers in a 3-classconfigurationandflymorethan8,000nmi(15,000km)atMach0.855.Asa derivative of the already common 747-400, the 747-8 has the economic benefit of similar training and

interchangeable parts.[166] The type's first test flight occurred on March 20, 2011.[167] When the 7478 enters service, it will surpass the Airbus A340-600 as the world's longest airliner. The first 8I is to be delivered in early 2012 to Lufthansa.[168] The 747-8 has received 106 total orders, including 70 for the 8F and 36 for the 8I, as of December 2011.[2]

Government, military, and other variants

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.[169] 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. Although based on the 747-200B design, they include several innovations introduced on the 747-400. Partially completed aircraft from Everett, Washington, were flown to Wichita, Kansas, for final outfitting. E-4B Formerly known as the National Emergency Airborne Command Post (referred to colloquially as "Kneecap"), this aircraft is now referred to as the National Airborne Operations Center (NAOC). YAL-1 This is the experimental Airborne Laser, a component of the National Missile Defense plan. Shuttle Carrier Aircraft Two 747s were modified to carry the Space Shuttle. One is a 747-100 (N905NA), and the other is a 747-100SR (N911NA). An SCA carried the Space Shuttle Enterprise in the late 1970s, and has since carried all Space Shuttles. 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 new Boeing 747-8s have been ordered by Boeing Business Jet for conversion to VIP transport for several unidentified customers.[170] C-33 This aircraft was a proposed U.S. military version of the 747-400 intended to augment the C-17 fleet. The plan was canceled in favor of additional C-17 military transports.

[edit]

VC-25A 29000, one of two customized Boeing 747-200Bs in the U.S. presidential fleet since 1990

Shuttle Carrier Aircraft, a modified 747 designed to transport the space shuttle

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. Before the Khomeini-led revolution, Iran bought four 747-100 aircraft with airrefueling boom conversions to support a fleet of F-4 Phantoms.[171][172] It is unknown whether these aircraft remain usable as tankers. Since then, other proposals have emerged for adaptation of later 747-400 aircraft for this role.[171] 747 CMCA This variant was considered by the U.S. Air Force as a Cruise Missile Carrier Aircraft 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.
[173]

20-1101 Japanese Air Force One, one of two customized Boeing 747-400s in the Japan Air Self-Defense Force since 1993

747 AAC Boeing also considered developing the 747 into an aerial aircraft carrier for up to 10 "microfighters". With a double-decker hangar and two launching bays, it was believed that the scheme might actually be cheaper than establishing a short-term land base. However nothing came of the scheme, or its complementary 747 AWACS version, which would have carried two of the "microfighters" for reconnaissance.[174] Evergreen 747 Supertanker A Boeing 747-200 modified as an aerial application platform for
Proposed "airborne aircraft carrier" 747 fire fighting using 20,000 US gallons (76,000 L) of firefighting chemicals.[175] variant 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, so as to rise above infrared-absorbing water vapor in the atmosphere.

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

[edit]

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 L-1011 TriStar and DC-10. The 747 trijet would have had more payload, range, and passenger capacity. The center engine would have been fitted in the tail with an S-duct intake similar to the L-1011's. However, engineering studies showed that a total 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.[176] In the 1990s, the 777, a long-range twinjet smaller than the 747-400, entered service in the market where the 747 trijet had been targeted.[118]

747-500X, 600X, and 700X

Boeing announced the 747-500X and 600X at the 1996 Farnborough Airshow. The proposed models would have combined the 747's fuselagewithanew251ft(77m)spanwingderivedfromthe 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.[177] The 747-500Xconceptfeaturedanincreasedfuselagelengthof18ft(5.5m)to250ft(76.2m)long, andtheaircraftwastocarry462passengersoverarangeupto8,700nauticalmiles(10,000mi, 16,100km),withagrossweightofover1.0Mlb(450Mg).[177] The 747-600X concept featured a greaterstretchto279ft(85m)withseatingfor548passengers,arangeofupto7,700nmi(8,900mi, 14,300km),andagrossweightof1.2Mlb(540Mg).[177] 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
The proposed 747-500X and 600X as depicted in an 1998 FAA illustration [81]

[edit]

over the same range as a 747-400.[81] The cost of the changes from previous 747 models, in particular the new wing for the 747-500X and 600X,wasestimatedtobemorethanUS$5billion.[81] Boeing was not able to attract enough interest to launch the aircraft.[82]

747X and 747X Stretch

[edit]

As Airbus progressed with its A3XX study, Boeing in 2000 offered the market a 747 derivative as an alternative. This was a more modest proposal than the previous 500X and 600X that would retain the 747's overall wing design and add a segment at the root, increasing the span to229ft(69.8m).[178] 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.[179] A new flight deck based on the 777's would be used. The 747X aircraft was to carry 430 passengers over rangesofupto8,700nmi(10,000mi,16,100km).The747XStretchwouldbeextendedto263ft(80.2m)long,allowingittocarry500 passengersoverrangesofupto7,800nmi(9,000mi,14,500km).[178] Both would feature an interior based on the 777's signature architecture. [180] Freighter versions of the 747X and 747X Stretch were also studied.[181] 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.[83] 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.[182]

747-400XQLR

[edit]

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

After the end of the 747X program, Boeing continued to study improvements that could be made to the 747. The 747-400XQLR(QuietLongRange)wasmeanttohaveanincreasedrangeof7,980nmi (9,200mi,14,800km),withimprovementstoboostefficiencyandreducenoise.[183][184] Improvements studied included raked wingtips similar to those used on the 767-400ER and a sawtooth engine nacelle for noise reduction.[185] Although the 747-400XQLR did not move to production, many of its features were used for the 747 Advanced, which has now been launched as the 747-8.

Operators
Main article: List of Boeing 747 operators

[edit]

Orders and deliveries

Year Orders

[edit]

Total 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 1524 4 -1 9 1 0 5 8 2 14 25 16 68 14 48 13 10 15 4 19 17 27 16 31 26 25 35 47 15 53 36 39 56 26 32 25 16 40 2 56 23 61 31 64

122

Deliveries 1427 Year Orders Deliveries

70

1989 1988 1987 1986 1985 1984 1983 1982 1981 1980 1979 1978 1977 1976 1975 1974 1973 1972 1971 1970 1969 1968 1967 1966 56 45 49 24 66 23 84 35 42 24 23 16 24 22 14 26 23 53 49 73 72 67 76 32 42 20 14 27 20 21 29 22 29 30 18 30 7 69 20 92 30 4 22 43

83

Boeing data through end of December 2011.[2][186]

Accidents and incidents

Main article: Boeing 747 hull losses As of September 2010, the 747 has been involved in 124 accidents or incidents,[187] including 49 hull-loss accidents,[188] resulting in 2,852 fatalities. The 747 has been in 31 hijackings, which caused 25 fatalities.[189]

[edit]

Few crashes have been attributed to design flaws of the 747. The Tenerife disaster resulted from pilot error, air traffic control (ATC) 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 747-200 cargo doors similar to those on the Flight 811 aircraft be modified. Korean Air Lines Flight 007 was shot down by the Soviets in 1983 after it had strayed into Soviet territory, causing U.S. President Ronald Reagan to authorize the thenstrictly military Global Positioning System (GPS) for civilian use.[190] TWA Flight 800, a 747-100 that exploded in midair on July 17, 1996, led the FAA to propose a rule requiring installation of an inerting system in the center fuel tank of most large aircraft that was adopted in July 2008, after years of research into solutions. It is expected that the new safety system will cost US$100,000 to $450,000 per aircraft and weigh approximately200pounds(91kg).[191]

Aircraft on display
As increasing numbers of "classic" 747-100 and 747-200 series aircraft have been retired, some have found their way into museums or other uses. The City of Everett, the first 747 and prototype, is at the Museum of Flight, Seattle, Washington, USA where it is sometimes leased to Boeing for test purposes.[192] Other 747s in museums include those at the National Aviation Theme Park Aviodrome, Lelystad, Netherlands; the Qantas Founders Outback Museum, Longreach, Queensland, Australia; Rand Airport, Johannesburg, South Africa; Technikmuseum Speyer, Speyer, Germany; Musedel'Airetdel'Espace, Paris, France; Tehran Aerospace Exhibition, Tehran, Iran; Jeongseok Aviation Center, Jeju, South Korea,[193] Evergreen Aviation & Space Museum, McMinnville, Oregon, and the National Air and Space Museum, Washington, D.C.[194]

[edit]

Boeing 747-200B on display Boeing 747-128 on display at at the Technikmuseum Speyer the Musedel'Airetde in Germany l'Espace in France

Upon its retirement from service, the 747 number two in the production line was dis-assembled and shipped to Hopyeong, Namyangju, Gyeonggi-do, South Korea where it was re-assembled 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,
[195]

and the aircraft was demolished in 2010.[196] A former British Airways 747-200B, G-BDXJ,[197] 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.[198] The Jumbohostel, using a converted 747-200, opened at Arlanda Airport, Stockholm on January 15, 2009.[199]

Specifications
Measurement Cockpit crew Typical seating capacity Length Interior cabin width Wingspan Wing area Wing sweep Aspect ratio Tail height 6.9 63ft5in(19.3m) 195ft8in(59.6m) 5,500ft (510.95m ) 37.5 7.9 63ft8in(19.4m) 393,263lb Operating empty weight 358,000 lb (162,400kg) 383,000lb (174,000kg) 392,800lb (178,100kg) (178,756kg) ER:406,900lb (184,600kg) 875,000lb Maximum takeoff weight 735,000lb (333,390kg) 833,000lb (377,842kg) (396,890kg) ER:910,000lb (412,775kg) 975,000lb (442,253kg) 472,900lb (214,503kg) 8.5 63ft6in(19.4m)
2 2

[edit]
747-400 747-400ER Two 496 (2-class) 412 (3-class) 231ft10in(70.6m) 20feet(6.1m) 211ft5in(64.4m) 5,650ft (525m )
2 2

747-100B

747-200B Three

747-300

747-8I

452 (2-class) 366 (3-class)

660 (1-class)[11] 524 (2-class) 416 (3-class)

467 (3-class)

250ft2in(76.25m)

224ft7in(68.5m) 5963ft2 (554m2 )

Cruising speed (at35,000ft (11,000m)altitude)

Mach 0.85 Mach 0.84 (555mph,893km/h,481knots ) (567mph,913km/h,493kn) ER: Mach 0.855 (570mph,918km/h,495kn) Mach 0.89 (594mph,955km/h,516kn) 10,466ft(3,190m) 10,893ft (3,320m) Mach 0.92

Mach 0.855 (570mph,918km/h, 495kn)

Maximum speed Required runway at MTOW*

(614mph,988km/h,533kn) 9,902ft(3,018m) ER:10,138ft(3,090m) 7,260nmi 10,138ft(3,090m)

Maximum range at MTOW

5,300 nmi (9,800km)

6,850nmi (12,700km)

6,700nmi (12,400km)

(13,450km) ER:7,670nmi (14,205km) 57,285 U.S. gal

8,000nmi (14,815km)

Maximum fuel capacity

48,445 U.S. gal (40,339impgal/183,380L)

52,410 U.S. gal (43,640impgal/199,158L)

(47,700impgal/216,840L) ER: 63,705 U.S. gal (53,045impgal/241,140L)

64,225 U.S. gal (53,478impgal/243,120L)

PW JT9D-7R4G2 PW JT9D-7R4G2 Engine models (x 4) PW JT9D-7A/-7F/-7J RR RB211-524B2 GE CF6-50E2 RR RB211524D4 PW54,750lbf PW 46,500 lbf Engine thrust (per engine) (207kN) RR50,100lbf (223kN) (244kN) GE52,500lbf (234kN) RR53,000lbf (236kN) GE CF6-80C2B1 RR RB211524D4 PW54,750lbf (244kN) GE55,640lbf (247kN) RR53,000lbf (236kN)

PW 4062 GE CF6-80C2B5F RR RB211-524G/H ER: GE CF6-80C2B5F PW63,300lbf(282kN) GE62,100lbf(276kN) RR59,500/60,600lbf (265/270kN) ER:GE62,100lbf (276kN) 66,500lbf (296kN) GEnx-2B67

Sources: Boeing 747 specifications,[145] 747 airport planning report,[120] 747-8 airport brochure,[200] Lufthansa 747-8 data[201] The 747 parasitic drag, CDP,is0.022,andthewingareais5,500squarefeet(511m2), so that f equalsabout121sqft(11.2m2). The parasitic drag is given by fair v in which f is the product of drag coefficient CDp and the wing area.[202] "Required runway" length allows for emergency factors. Actual takeoff distances will normally be considerably shorter than those listed here. See Balanced field takeoff. Boeing 747 variants ICAO code B741 B742 B743 B744 B74D B74S B74R BLCF BSCA B748
[102]

Model(s) 747-100/100B 747-200/200B/200M/E-4/VC-25 747-300/300M 747-400/400C/400ER/400ERF/400F 747-400D 747SP 747-100SR/100BSR 747-400LCF Dreamlifter 747 Shuttle Carrier Aircraft 747-8F/8I
Comparison of the Boeing 747 SP, 100, 400, 8 and LCF

Notable appearances in media

Main article: Aircraft in fiction (Boeing 747)

[edit]

Following its debut, the 747 rapidly achieved iconic status, appearing in various film productions such as the Airport series of disaster films, Air Force One and Executive Decision.[203][204] The aircraft entered the cultural lexicon as the original Jumbo Jet, a term coined by the aviation media to describe its size,[205] and was also nicknamed Queen of the Skies.[206] The 747 was also referenced in the Earth, Wind & Fire song Let's Groove.[207]

See also
Aviation portal USA portal Related development Boeing 747SP Boeing VC-25 Boeing E-4 Boeing 747-400 Boeing 747-8 Boeing 747 LCF Shuttle Carrier Aircraft Aircraft of comparable role, configuration and era

[edit]

Airbus A380 Airbus A340-600 Antonov An-124 Boeing 777-300ER Lockheed C-5 Galaxy Sukhoi KR-860 Related lists List of aircraft List of Boeing 747 operators List of megaprojects
Comparison between four of the largest aircraft: Hughes H-4 Hercules Antonov An-225 Airbus A380-800 Boeing747-8

References
Notes
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. ^ a b c d e f g h Rumerman, Judy. "The Boeing 747."

[edit]

U.S. Centennial of Flight Commission, 2003. Retrieved: April 30, 2006.

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External links
Boeing 747 product page Boeing 747-8 page on Boeing's newairplane.com site Boeing 747 profile on FlightGlobal.com Boeing 747 Archive Video of 1968 rollout of 747 from British Movietone Digital Archive Flight International 747-100 cutaway
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