BOEING 747
The
Boeing 747 is an American wide-body commercial jet airliner and cargo aircraft.
The first wide-body airplane produced, it was the first plane dubbed a "Jumbo Jet". Its distinctive
hump upper deck along the forward part of the aircraft has made it one of the
most recognizable aircraft. Manufactured by Boeing's Commercial Airplane unit
in the United States, the 747 was originally planned to have 150 percent
greater capacity than the Boeing 707, a common large commercial aircraft of the
1960s. First flown commercially in 1970, the 747 held the passenger capacity
record for 37 years.
The 747 uses a double-deck configuration for part of its length and 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 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 expected supersonic
airliners—the development of which was announced in the early 1960s—to render
the 747 and other subsonic airliners obsolete, while the demand for subsonic
cargo aircraft would remain robust well into the future.
Though
the 747 was expected to become obsolete after 400 were sold, production passed
1,000 in 1993. By June 2019, 1,554 aircraft had been built, with 20 of the
747-8 variants remaining on order. As of January 2017, 60 of the jets have been
lost in accidents in which a total of 3,722 people died. The 747-400, the most
common variant in service, has a high-subsonic cruise speed of Mach 0.85–0.855
(up to 570 mph or 920 km/h) with an intercontinental range of 7,260 nautical
miles (8,350 statute miles or 13,450 km).
The
747-400 can carry 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. The newest version of the aircraft, the 747-8, is in
production and received certification in 2011. Deliveries of the 747-8F
freighter version began in October 2011; deliveries of the 747-8I passenger
version began in May 2012.
Role
|
Wide-body jet airliner
|
National
origin
|
United States
|
Manufacturer
|
Boeing Commercial Airplanes
|
Produced
|
1968–present
|
Status
|
In service
|
First
flight
|
February 9, 1969
|
Introduction
|
January 22, 1970, with Pan American
World Airways
|
Number
built
|
1,557 (incl. 2 never delivered) as of
November 2019
|
Program
cost
|
US$1B in 1968(7.4B today)
|
Variants
|
Boeing 747SP
Boeing 747-400
Boeing 747-8
Boeing VC-25
Boeing E-4
|
Developed
into
|
Boeing YAL-1
Boeing Dreamlifter
|
 |
| Interior design of latest 747 |
Variants
| Model | 747SP | 747-100 | 747-200B | 747-300 | 747-400ER | 747-8 | |
|---|---|---|---|---|---|---|---|
| Cockpit crew | Three | Two | |||||
| Typical seats | 276 (25F 57J 194Y) | 366 (32F 74J 260Y) | 400 (34F 76J 290Y) | 416 (23F 78J 315Y) | 467 (24F 87J 356Y) | ||
| Exit limit[253][a] | 400 | 440/550 | 550/660 | 495/605 | |||
| Cargo | 3,900 cubic feet (110 m3) | 6,190 cu ft (175 m3), 30×LD1 | 5,655 ft³ (160.1 m³) | 6,345 cu ft (179.7 m3) | |||
| Length | 184 ft 9 in (56.3 m) | 231 ft 10 in (70.66 m) | 250 ft 2 in (76.25 m) | ||||
| Cabin width | 239.5 in (608 cm)[251] | ||||||
| Wingspan | 195 ft 8 in (59.6 m) | 211 ft 5 in (64.4 m) | 224 ft 7 in (68.4 m) | ||||
| Wing area | 5,500 ft² (511 m²) | 5,650 sq ft (525 m2)[254] | 5,960 sq ft (554 m2)[255] | ||||
| Wing sweep | 37.5°[256][257][258] | ||||||
| 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 | 700,000 lb (320 t) | 735,000 lb (333 t) | 833,000 lb (378 t) | 910,000 lb (412.76 t) | 987,000 lb (447.696 t) | ||
| OEW | 337,100 lb (152.9 t) | 379,500 lb (172.1 t) | 375,100 lb (170.1 t) | 384,000 lb (174 t) | 412,300 lb (187.01 t) | 485,300 lb (220.128 t) | |
| Fuel capacity | 50,359 US gal 190.63 m3 | 48,445 US gal 183.38 m3 | 53,985 US gal 204.36 m3 | 63,705 US gal 241.15 m3 | 63,034 US gal 238.61 m3 | ||
| Turbofan ×4 | Pratt & Whitney JT9D-7 or Rolls-Royce RB211-524 or GE CF6 | PW4000 / CF6 / RB211 | GEnx-2B67 | ||||
| Thrust ×4 | 46,300–56,900 lbf 206–253 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 | 62,100–63,300 lbf 276–282 kN | 66,500 lbf 296 kN | |
| MMo[253] | Mach 0.92 | Mach 0.9 | |||||
| Cruise | econ. 907 km/h (490 kt), max. 939 km/h (507kt)[259][260] | 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] | 7,670 nmi 14,200 km[e] | 7,730 nmi 14,320 km[f][261] | |
| 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 (3,260 m) | 10,200 ft (3,100 m) | |
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).
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 option. Some early -100s were retrofitted with the
new configuration. 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. A total of 168 747-100s were built; 167
were delivered to customers, while Boeing kept the prototype, City of Everett.
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. 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. 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. Extra structural support was
built into the wings, fuselage, and the landing gear along with a 20% reduction
in fuel capacity. 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.
Seven -100SRs were built between 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.
747-100B
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; 40,030 imp gal), allowing for a
5,000-nautical-mile (9,300 km; 5,800 mi) range with a typical 452-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. Nine -100Bs were built, one for Iran
Air and eight for Saudi Arabian Airlines. 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. The last 747-100B, EP-IAM was retired by Iran
Air in 2014, the last commercial operator of the 747-100 and -100B.
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 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. 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. Power was provided by Pratt & Whitney JT9D-7(A/F/J/FW) or Rolls-Royce RB211-524 engines. 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. The aircraft was chosen by airlines wishing to serve major airports with short runways. A total of 45 747SPs were built, 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. In addition to airline use, one 747SP was modified for the NASA/German Aerospace Center SOFIA experiment. Iran Air is the last civil operator of the type; its final 747-SP (EP-IAC) was to be retired in June 2016.747-200
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. The 747-200
was produced in passenger (-200B), freighter (-200F), convertible (-200C), and
combi (-200M) versions. The 747-200B was the basic passenger version, with
increased fuel capacity and more powerful engines; it entered service in
February 1971. 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. The
freighter model, the 747-200F, had a hinged nose cargo door and could be fitted
with an optional side cargo door, 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. The convertible version, the 747-200C, could be converted between a
passenger and a freighter or used in mixed configurations, and featured removable
seats and a nose cargo door. The -200C could also be outfitted with an optional
side cargo door on the main deck. 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. As on the -100, a stretched upper deck (SUD)
modification was later offered. A total of 10 converted 747-200s were operated
by KLM. Union de Transports Aériens (UTA) also had two aircraft converted. 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. The -200 was the first 747 to provide a choice of
powerplant from the three major engine manufacturers. A total of 393 of the
747-200 versions had been built when production ended in 1991. Of these, 225 were -200B, 73 were -200F, 13
were -200C, 78 were -200M, and 4 were military. Iran Air retired the last
passenger 747-200 in May 2016, 36 years after it was delivered. As of July
2018, eight 747-200s remain in service as freighters.
747-300
The 747-300 features a 23-foot-4-inch-longer (7.11 m) upper
deck than the -200. 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. 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. 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. 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. Swissair placed the first order for the
747-300 on June 11, 1980. 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. 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. The 747-300SR, a short range, high-capacity
domestic model, was produced for Japanese markets with a maximum seating for
584. No production freighter version of
the 747-300 was built, but Boeing began modifications of used passenger -300
models into freighters in 2000. A total of 81 747-300 series aircraft were
delivered, 56 for passenger use, 21 -300M and 4 -300SR versions. In 1985, just two years after the -300 entered
service, the type was superseded by the announcement of the more advanced
747-400. The last 747-300 was delivered
in September 1990 to Sabena. 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. In July 2015, Pakistan
International Airlines retired their final 747-300 after 30 years of service. As of July 2018, only two 747-300s remain in
commercial service, with Mahan Air (1) and TransAVIAexport Airlines (1).
747-400
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. 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. Powerplants include the Pratt &
Whitney PW4062, General Electric CF6-80C2, and Rolls-Royce RB211-524. 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.
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. The 747-400D was built for short-range
operations with maximum seating for 624. Winglets were not included, but they
can be retrofitted. Cruising speed is up to Mach 0.855 on different versions of
the 747-400. The passenger version first entered service in February 1989 with
launch customer Northwest Airlines on the Minneapolis to Phoenix route. 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, its sole customer, in November 2002. In January 2004, Boeing and
Cathay Pacific launched the Boeing 747-400 Special Freighter program, 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. In
March 2007, Boeing announced that it had no plans to produce further passenger
versions of the -400. However, orders for 36 -400F and -400ERF freighters were
already in place at the time of the announcement. 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. At
various times, the largest 747-400 operator has included Singapore Airlines,
Japan Airlines, and British Airways with 36 as of July 2018. As of July 2018,
339 747-400s remain in service.
747 LCF Dreamlifter
The 747-400 Dreamlifter (originally called the 747 Large
Cargo Freighter or LCF) is a Boeing-designed modification of existing 747-400s
to a larger 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. Modification of four
aircraft was completed by February 2010. The Dreamlifters have been placed into
service transporting sub-assemblies for the 787 program to the Boeing plant in
Everett, Washington, for final assembly. The aircraft is certified to carry
only essential crew and not passengers.
 |
| Airfoil of 747 |
747-8
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's fuselage is lengthened from 232 to 251
feet (70.8 to 76.4 m), marking the first stretch variant of the aircraft. Power
is supplied by General Electric GEnx-2B67 engines. The 747-8 Freighter, or
747-8F, is derived from the 747-400ERF. The variant has 16% more payload
capacity than its predecessor, allowing it to carry seven more standard air
cargo containers, with a maximum payload capacity of 154 tons (140 tonnes) of
cargo. As on previous 747 freighters, the 747-8F features an overhead nose-door
and a side-door on the main deck plus a side-door on the lower deck
("belly") to aid loading and unloading. The 747-8F made its maiden
flight on February 8, 2010. The variant received its amended type certificate
jointly from the FAA and the European Aviation Safety Agency (EASA) on August
19, 2011. The -8F was first delivered to Cargolux on October 12, 2011. 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 nmi
(15,000 km) at Mach 0.855. As a derivative of the already common 747-400, the
747-8 has the economic benefit of similar training and interchangeable parts.
The type's first test flight occurred on March 20, 2011. The 747-8 has
surpassed the Airbus A340-600 as the world's longest airliner. The first -8I
was delivered in May 2012 to Lufthansa. The 747-8 has received 154 total
orders, including 107 for the -8F and 47 for the -8I as of May 2019.
