The 747-100 was the original variant launched in 1966.

The 747-200 soon followed, with its

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 a ten-window upper deck as an option. Some
early -100s were retrofitted with the new configuration. [122] 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.[123] A total of 168 747-100s were built; 167 were delivered to
customers, while Boeing kept the prototype, City of Everett.[4]
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. [124] 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. [125] Extra structural
support was built into the wings, fuselage, and the landing gear along with a 20% reduction in
fuel capacity.[126]

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. [41] 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.[127]
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 twenty -100BSRs were produced for ANA and JAL. [128] The -100BSR had a
600,000 lb (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. [129]
In 1986, two -100BSR SUD models, featuring the stretched upper deck (SUD) of the -300, were
produced for JAL.[130] The type's maiden flight occurred on February 26, 1986, with FAA
certification and first delivery on March 24, 1986.[131] 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.[128] Overall, twenty-nine 747SRs were built,[4] consisting of seven -100SRs, twenty
-100BSRs, and two -100BSR SUDs.
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 (182.0 m3), 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 aircraft first flew on June 20, 1979, received FAA certification
on August 1, 1979, and was delivered the next day.[132] Nine -100Bs were built, one for Iran
Air and eight for Saudi Arabian Airlines.[133][134] Unlike the original -100, the -100B was offered with
Pratt & Whitney JT9D-7A, General Electric CF6-50, or Rolls-Royce RB211-524 engines.
However, only RB211-524 (Saudia) and JT9D-7A (Iran Air) engines were ordered. [135] The last
747-100B, EP-IAM was retired by Iran Air in 2014, the last commercial operator of the 747-100
and -100B.[136]

747SP[edit]
Main article: Boeing 747SP

The 48 ft (15 m) shorter 747SP, with four main deck doors down from five
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. [137]
[138]
 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. [139] Power
was provided by Pratt & Whitney JT9D-7(A/F/J/FW) or Rolls-Royce RB211-524 engines. [140]
The 747SP was granted a supplemental certificate on February 4, 1976 and entered service with
launch customers Pan Am and Iran Air that same year.[138] The aircraft was chosen by airlines
wishing to serve major airports with short runways. [141] A total of 45 747SPs were built, [4] 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.
[138]
 In addition to airline use, one 747SP was modified for the NASA/German Aerospace
Center SOFIA experiment.[142] Iran Air is the last civil operator of the type; its final 747-SP (EP-
IAC) was to be retired in June 2016. [143][144]

747-200[edit]

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.[145] The 747-200 was produced in passenger (-200B),
freighter (-200F), convertible (-200C), and combi (-200M) versions. [146]
The 747-200B was the basic passenger version, with increased fuel capacity and more powerful
engines; it entered service in February 1971. [81] 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.[147] The freighter model, the 747-200F, had a hinged nose cargo door and could
be fitted with an optional side cargo door,[81] and had a capacity of 105 tons (95.3 tonnes) and an
MTOW of up to 833,000 lb (378,000 kg). It entered service in 1972 with Lufthansa. [148] 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. [81] The
-200C could also be outfitted with an optional side cargo door on the main deck. [149]
The 747-200M Combi with a rear main deck cargo door between the two aft passenger doors

The combi aircraft 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.[81] As on the -100, a stretched upper deck (SUD) modification was later offered. A
total of 10 converted 747-200s were operated by KLM. [81] Union de Transports Aériens (UTA) also
had two aircraft converted.[150][151]
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.[135] The -200 was the first 747 to provide a choice of
powerplant from the three major engine manufacturers. [152]
A total of 393 of the 747-200 versions had been built when production ended in 1991. [153] Of
these, 225 were -200B, 73 were -200F, 13 were -200C, 78 were -200M, and 4 were military.
[154]
 Iran Air retired the last passenger 747−200 in May 2016, 36 years after it was delivered. [155] As
of July 2018, eight 747-200s remain in service as freighters. [156]

747-300[edit]

The 747-300, with its stretched upper deck, 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.[82] 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 appeared on two Japanese 747-100SR aircraft. [157] 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. [82] 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. [158] 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.[41] 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. [140]
[159]
 The 747-300SR, a short range, high-capacity domestic model, was produced for Japanese
markets with a maximum seating for 584. [160] No production freighter version of the 747-300 was
built, but Boeing began modifications of used passenger -300 models into freighters in 2000. [161]
A total of 81 747−300 series aircraft were delivered, 56 for passenger use, 21 -300M and 4
-300SR versions.[162] In 1985, just two years after the -300 entered service, the type was
superseded by the announcement of the more advanced 747−400. [163] The last 747-300 was
delivered in September 1990 to Sabena.[78][164] 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. [165] In July 2015, Pakistan International
Airlines retired their final 747-300 after 30 years of service. [166] As of July 2018, only two 747-300s
remain in commercial service, with Mahan Air (1) and TransAVIAexport Airlines (1).[156]

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.[167] 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.[168] Powerplants include the Pratt & Whitney PW4062, General Electric CF6-
80C2, and Rolls-Royce RB211-524.[169] 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.[170]
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.[171] The 747-400D was built for short-range operations with
maximum seating for 624. Winglets were not included, but they can be retrofitted. [172][173] Cruising
speed is up to Mach 0.855 on different versions of the 747−400. [169]
The passenger version first entered service in February 1989 with launch customer Northwest
Airlines on the Minneapolis to Phoenix route. [174] 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,[175] its sole customer, in November 2002. In January 2004, Boeing
and Cathay Pacific launched the Boeing 747-400 Special Freighter program, [176] 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.[177]