1.1 Background
The 747-400, the most common passenger version 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 mi or 13,450
km).[11] 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 conguration.[12] The
newest version of the aircraft, the 747-8, is in production and received certication in 2011. Deliveries of the
747-8F freighter version to launch customer Cargolux began in October 2011; deliveries of the 747-8I passenger
version to Lufthansa began in May 2012. The 747 is to
be replaced by the Boeing Y3 (part of the Boeing Yellowstone Project) in the future.
The 747 was conceived while air travel was increasing in the 1960s.[16] The era of commercial jet transportation, led by the enormous popularity of the Boeing
707 and Douglas DC-8, had revolutionized long-distance
Development
2
travel.[16][17] Even before it lost the CX-HLS contract,
Boeing was pressed by Juan Trippe, president of Pan
American World Airways (Pan Am), one of their 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.[18]
In 1965, Joe Sutter was transferred from Boeings 737 development team to manage the design studies for a new
airliner, already assigned the model number 747.[19] Sutter initiated a design study with Pan Am and other airlines, to better understand their requirements. At the
time, it was widely thought that the 747 would eventually
be superseded by supersonic transport aircraft.[20] Boeing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. Standard containers are 8 ft (2.4
m) square at the front (slightly higher due to attachment
points) and available in 20 and 40 ft (6.1 and 12 m)
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.
DEVELOPMENT
The Pratt & Whitney JT9D high-bypass turbofan engine was developed for the 747.
1.5
1.4
Production plant
DEVELOPMENT
The 747 enjoyed a fairly smooth introduction into service, overcoming concerns that some airports would not
be able to accommodate an aircraft that large.[61] Although technical problems occurred, they were relatively
minor and quickly solved.[62] After the aircrafts introduction with Pan Am, other airlines that had bought the
747 to stay competitive began to put their own 747s into
service.[63] Boeing estimated that half of the early 747
sales were to airlines desiring the aircrafts long range
rather than its payload capacity.[64][65] While the 747 had
First Lady Pat Nixon visits the cockpit of the rst commercial 747 the lowest potential operating cost per seat, this could
only be achieved when the aircraft was fully loaded; costs
during the christening ceremony, January 15, 1970
per seat increased rapidly as occupancy declined. A modThe huge cost of developing the 747 and building the erately loaded 747, one with only 70 percent of its seats
95 percent of the fuel needed
Everett factory meant that Boeing had to borrow heavily occupied, used more than
[66]
by
a
fully
occupied
747.
from a banking syndicate. During the nal months before
delivery of the rst aircraft, the company had to repeat- The recession of 1969-1970 greatly aected Boeing. For
edly request additional funding to complete the project. the year and a half after September 1970 it only sold two
Had this been refused, Boeings survival would have been 747s in the world, and did not sell any to an American carthreatened.[22][57] The rms debt exceeded $2 billion, rier for almost three years.[58] When economic problems
with the $1.2 billion owed to the banks setting a record for in the United States and other countries after the 1973
1.8
Further developments
5
a stretched upper deck, increased cruise speed, and increased seating capacity. The 300 variant was previously designated 747SUD for stretched upper deck, then
747-200 SUD,[77] followed by 747EUD, before the 747300 designation was used.[78] Passenger, short range and
combination freighter-passenger versions of the 300 series were produced.[74]
DESIGN
Design
The 747 has redundant structures along with 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 blowouts. The main gear are redundant so that landing can
be performed on two opposing landing gears if the others do not function properly.[102] In addition, the 747
has split control surfaces and was designed with sophisticated triple-slotted aps that minimize landing speeds
and allow the 747 to use standard-length runways.[103] For
3.1
747-100
payload capability. With increased economy class seating, up to 498 passengers could be carried in early versions and up to 550 in later models.[74] The 747SR had
an economic design life objective of 52,000 ights during
20 years of operation, compared to 24,600 ights in 20
years for the standard 747.[110] The initial 747SR model,
the 100SR, had a strengthened body structure and land3 Variants
ing gear to accommodate the added stress accumulated
from a greater number of takeos and landings.[111] ExThe 747-100 was the original variant launched in 1966.
tra structural support was built into the wings, fuselage,
The 747-200 soon followed, with its launch in 1968. The
and the landing gear along with a 20 percent reduction in
747-300 was launched in 1980 and was followed by the
fuel capacity.[112]
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) classies variants using a shortened code
formed by combining the model number and the variant
designator (e.g. B741 for all 100 models).[106]
3.1
747-100
Pan Am was the rst airline to operate the 747. The 747-100
pictured shows the original size of the upper deck and window
layout.
The rst 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 oered a ten-window upper deck as an option. Some early 100s were retrotted with the new
conguration.[107] 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.[108] A total of 167 747-100s were
built.[3] Iran Air was the last airline to use the 747-100
for passenger service.[109]
3.1.1
747SR
Responding to requests from Japanese airlines for a highcapacity 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
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 rst ight took place on August 31, 1973. The
type was certied by the FAA on September 26, 1973,
with the rst delivery on the same day. The 100SR
entered service with JAL, the types sole customer, on
October 7, 1973, and typically operated ights within
Japan.[38] 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.[113]
Following the 100SR, Boeing produced the 100BSR,
a 747SR variant with increased takeo weight capability. Debuting in 1978, the 100BSR also incorporated
structural modications for a high cycle-to-ying hour ratio; a related standard 100B model debuted in 1979.
The 100BSR rst ew on November 3, 1978, with rst
delivery to All Nippon Airways (ANA) on December
21, 1978. A total of twenty 100BSRs were produced
for ANA and JAL.[114] The 100BSR had a 600,000 lb
MTOW and was powered by the same JT9D-7A or General Electric CF6-45 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.[115]
In 1986, two 100BSR SUD models, featuring the
stretched upper deck (SUD) of the 300, were produced
for JAL.[116] The types maiden ight occurred on February 26, 1986, with FAA certication and rst delivery on
March 24, 1986.[117] JAL operated the 100BSR SUD
3 VARIANTS
Bahrain Royal Flight 747SP climbing with landing gear not yet
fully retracted
3.1.2
747-100B
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.[124] Power was provided by Pratt &
Whitney JT9D-7(A/F/J/FW) or Rolls-Royce RB211-524
engines.[125]
The 747SP was granted a supplemental certicate on
February 4, 1976 and entered service with launch customers Pan Am and Iran Air that same year.[123] The
aircraft was chosen by airlines wishing to serve major airports with short runways.[126] A total of 45
747SPs were built,[3] with the 44th 747SP delivered
on August 30, 1982. In 1987, Boeing re-opened the
747SP production line after ve years to build one
last 747SP for an order by the United Arab Emirates
government.[123] In addition to airline use, one 747SP
was modied for the NASA/German Aerospace Center
SOFIA experiment.[127]
3.2
747-200
747SP
While the 747-100 powered by Pratt & Whitney JT9D3A engines oered 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
3.4
747-300
9
aircrafts 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.[121] The 200 was the rst
747 to provide a choice of powerplant from the three major engine manufacturers.[135]
A total of 393 of the 747-200 versions had been built
when production ended in 1991.[136] Of these, 225 were
200s, 73 were 200F, 13 were 200C, 78 were 200M,
and 4 were military.[137] Many 747-200s remain in operation, although most large carriers have retired them
from their eets and sold them to smaller operators.
Large carriers have sped up eet retirement following
the September 11 attacks and the subsequent drop in demand for air travel, scrapping some or turning others into
freighters.[138][139]
3.4 747-300
Pakistan International Airlines Boeing 747-300 on nal approach to London Heathrow Airport, England
10
3 VARIANTS
to Swissair on March 23, 1983.[38] 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.[125][142] The 747-300SR, a short range, highcapacity domestic model, was produced for Japanese
markets with a maximum seating for 584.[143] No production freighter version of the 747-300 was built, but Boeing
began modications of used passenger 300 models into
freighters in 2000.[144]
3.5
747-400
3.7
11
400.[158] However, orders for 36 400F and 400ERF marking the rst stretch variant of the aircraft. Power is
freighters were already in place at the time of the supplied by General Electric GEnx-2B67 engines.[151]
announcement.[158] The last passenger version of the 747400 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.[3] At various times, the largest
747-400 operator has included Singapore Airlines,[159]
Japan Airlines,[159] and British Airways with 57 as of June
2013.[160][161]
3.5.1
The Boeing 747 Large Cargo Freighter, also named the Dreamlifter, is modied from ex-airline 747-400s
3.6
747-8
The 747-8 Freighter, or 747-8F, is derived from the 747400ERF. The variant has 16 percent more payload capacity than its predecessor, allowing it to carry seven additional standard air cargo containers, with a maximum
payload capacity of 154 tons (140 tonnes) of cargo.[168]
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 ight on February 8, 2010.[169][170] The variant received its amended
type certicate jointly from the FAA and the European
Aviation Safety Agency (EASA) on August 19, 2011.[171]
The 8F was rst delivered to Cargolux on October 12,
2011.[172]
The passenger version, named 747-8 Intercontinental or
747-8I, is designed to carry up to 467 passengers in a 3class conguration and y 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 benet of
similar training and interchangeable parts.[173] The types
rst test ight occurred on March 20, 2011.[174] At its introduction, the 747-8 surpassed the Airbus A340-600 as
the worlds longest airliner. The rst 8I was delivered in
May 2012 to Lufthansa.[175] The 747-8 has received 119
total orders, including 68 for the 8F and 51 for the 8I,
as of October 2015.[3]
12
3 VARIANTS
17 eet. The plan was canceled in favor of additional
C-17s.
3.8
Undeveloped variants
13
the base aircraft. The concept, which included a 3.8.3 747-500X, 600X, and 700X
complementary 747 AWACS version with two reconnaissance microghters, was considered technically feasible in 1973.[180]
Evergreen 747 Supertanker A Boeing 747-200
modied as an aerial application platform for re
ghting using 20,000 US gallons (76,000 L) of reghting chemicals.[181]
Stratospheric Observatory for Infrared Astronomy (SOFIA) - A former Pan Am Boeing 747SP
modied 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 The proposed 747-500X and 600X as depicted in an 1998 FAA
illustration
atmosphere.
A number of other governments also use the 747 as
a VIP transport, including Bahrain, Brunei, India,
Iran, Japan, Kuwait, Oman, Pakistan, Qatar, Saudi
Arabia and United Arab Emirates. Several Boeing
747-8s have been ordered by Boeing Business Jet for
conversion to VIP transports for several unidentied
customers.[182]
3.8
Undeveloped variants
747 trijet
During the late 1960s and early 1970s, Boeing studied the
development of a shorter 747 with three engines, to compete with the smaller L-1011 TriStar and DC-10. The
747 trijet would have had more payload, range, and passenger capacity than the L-1011 and DC-10. The center
engine would have been tted in the tail with an S-duct intake similar to the L-1011s. 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. 3.8.4 747X and 747X Stretch
Boeing decided instead to pursue a shortened four-engine
As Airbus progressed with its A3XX study, Boeing of747, resulting in the 747SP.[183]
fered a 747 derivative as an alternative in 2000; a more
modest proposal than the previous 500X and 600X
that retained the 747s overall wing design and add a
3.8.2 747 ASB
segment at the root, increasing the span to 229 ft (69.8
Boeing announced the 747 ASB (Advanced Short Body) m).[186] Power would have been supplied by either the
in 1986 as a response to the Airbus A340 and the Engine Alliance GP7172 or the Rolls-Royce Trent 600,
McDonnell Douglas MD-11. This aircraft design would which were also proposed for the 767-400ERX.[187] A
have combined the advanced technology used on the 747- new ight deck based on the 777s would be used. The
400 with the foreshortened 747SP fuselage. The aircraft 747X aircraft was to carry 430 passengers over ranges
was to carry 295 passengers a range of 8,000 nmi (9,200 of up to 8,700 nmi (10,000 mi, 16,100 km). The 747X
mi; 15,000 km).[184] However, airlines were not inter- Stretch would be extended to 263 ft (80.2 m) long, allowested in the project and it was cancelled in 1988 in favor ing it to carry 500 passengers over ranges of up to 7,800
of the 777.
nmi (9,000 mi, 14,500 km).[186] Both would feature an
14
AIRCRAFT ON DISPLAY
Model summary
3.8.5
747-400XQLR
Operators
6 Aircraft on display
4.1
6.1
Other uses
15
7 Specications
Sources: Boeing 747 specications,[151] 747 airport planning report,[125] 747-8 airport brochure,[221]
Lufthansa 747-8 data[222] Being fact sheet[223]
16
10
19.6 m
18.1 m
24.1 m
10 m
Spruce Goose
24.1 m
An-225
B747-8I
A380-800
SCALE
0
66.6 m
Airbus A380-800
73.0 m
Airbus A380-800
- 79.6 m
Boeing 747-8 Intercontinental
76.4 m
An-225 Mriya
84.0 m
REFERENCES
Boeing 747-400
Boeing 747-8
Boeing 747 LCF
Shuttle Carrier Aircraft
Aircraft of comparable role, conguration and era
Airbus A380
Airbus A340-600
Antonov An-124
Boeing 777-300ER
Lockheed C-5 Galaxy
McDonnell Douglas MD-12
Sukhoi KR-860
68.5 m
m
Boeing 747-8 Intercontinental
Airbus A380-800 - 79.6
Airbus A380-800
79.8 m
An-225 Mriya
88.4 m
97.5 m
Related lists
List of aircraft
List of jet airliners
List of Boeing 747 operators
List of megaprojects
10 References
10.1 Notes
[1] Rumerman, Judy. The Boeing 747. U.S. Centennial of
Flight Commission, 2003. Retrieved: April 30, 2006.
[2] Jumbo and the Gremlins. TIME, February 2, 1970. Retrieved: December 20, 2007.
[3] 747 Model Orders and Deliveries data. The Boeing
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[4] Boeing Commercial Airplanes prices. The Boeing Company. Retrieved: August 8, 2012. Archived October 20,
2014 at the Wayback Machine
[5] Negroni, Christine (July 2014). 747: The Worlds Airliner. Air & Space Magazine. Retrieved January 2, 2015.
See also
Related development
Boeing 747SP
Boeing VC-25
Boeing E-4
10.1
Notes
17
[44] All but o the Ground. TIME, October 4, 1968. Retrieved: December 17, 2007.
18
10
Re-
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[81] Norris 1997, p. 88.
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Notes
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[136] 747 background. The Boeing Company. Retrieved: December 13, 2007.
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[110] Jenkins 2000, p. 40.
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[111] Kane 2004, p. 534.
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[112] Itabashi et al. 1995, p. 155.
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[117] JAL Aircraft Collection. Japan Airlines. Retrieved: December 15, 2007.
[143] Boeing 747-100/200/300/-SP airport report. (pdf)
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[118] Airclaims Jet program 1995
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[119] Saudia Orders 4 Boeing 747s. The New York Times.
[144] Boeing Delivers First 747-300 Special Freighter To AtRetrieved: December 12, 2007.
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[121] Airclaims Jet Programs 1995, p. 111.
[122] Norris and Wagner 1997, p. 71.
20
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[156] Boeing and Cathay Pacic Airways Launch 747-400
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Notes
21
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External links
24
12
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File:Boeing_747-8_N747EX_First_Flight.jpg Source:
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File:FAA_comparison_of_Boeing_747-500X_and_747-600X.jpg Source: https://upload.wikimedia.org/wikipedia/commons/1/1b/
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