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Boeing 747

1.1 Background

The Boeing 747 is a wide-body commercial jet airliner


and cargo aircraft, often referred to by its original nickname, Jumbo Jet, or Queen of the Skies. Its distinctive
hump upper deck along the forward part of the aircraft
makes it among the worlds most recognizable aircraft,[5]
and it was the rst wide-body produced. Manufactured by
Boeing's Commercial Airplane unit in the United States,
the original version of the 747 had two and a half times
greater capacity than the Boeing 707,[6] one of the common large commercial aircraft of the 1960s. First own
commercially in 1970, the 747 held the passenger capacity record for 37 years.[7]

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
believed that a much larger and more capable aircraft was
needed, especially the capability to carry outsized cargo
that would not t in any existing aircraft. These studies led to initial requirements for the CX-Heavy Logistics
System (CX-HLS) in March 1964 for an aircraft with a
load capacity of 180,000 pounds (81,600 kg) and a speed
of Mach 0.75 (500 mph or 805 km/h), and an unrefueled
range of 5,000 nautical miles (9,260 km) with a payload
of 115,000 pounds (52,200 kg). The payload bay had to
be 17 feet (5.18 m) wide by 13.5 feet (4.11 m) high and
100 feet (30.5 m) long with access through doors at the
front and rear.[13]

The four-engine 747 uses a double deck conguration for


part of its length. It is available in passenger, freighter
and other versions. Boeing designed the 747s hump-like
upper deck to serve as a rst 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 did so because the company expected supersonic
airliners (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 be robust well into the future.[8] The 747 was
expected to become obsolete after 400 were sold,[9] but
it exceeded critics expectations with production passing
the 1,000 mark in 1993.[10] By August 2015, 1,512 aircraft had been built, with 29 of the 747-8 variants remaining on order.[3]

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.[13]
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 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.[14] In 1965 Lockheeds aircraft design and General Electrics engine design were selected for the new C-5 Galaxy transport, which was the
largest military aircraft in the world at the time.[13] The
nose door and raised cockpit concepts would be carried
over to the design of the 747.[15]

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.

1.2 Airliner proposal

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

1.3 Design eort


Ultimately, the high-winged CX-HLS Boeing design was
not used for the 747, although technologies developed
for their bid had an inuence.[24] The original design
included a full-length double-deck fuselage with eightacross seating and two aisles on the lower deck and sevenacross seating and two aisles on the upper deck.[25] However, concern over evacuation routes and limited cargocarrying 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 747s distinctive bulge.[26] In early models it was not clear what to
do with the small space in the pod behind the cockpit,
and this was initially specied as a lounge area with no
permanent seating.[27]

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

An Iran Air 747-200, showing the early-production 747 cockpit,


located on the upper deck

In April 1966, Pan Am ordered 25 747-100 aircraft for


US$525 million. During the ceremonial 747 contractsigning banquet in Seattle on Boeings 50th Anniversary,
Juan Trippe predicted that the 747 would be "... a great
weapon for peace, competing with intercontinental missiles for mankinds destiny.[21] As launch customer,[1][22]
and because of its early involvement before placing a formal order, Pan Am was able to inuence the design and
development of the 747 to an extent unmatched by a single airline before or since.[23]

One of the principal technologies that enabled an aircraft


as large as the 747 to be conceived was the high-bypass
turbofan engine.[28] 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.[29][30] 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.[30]
The project was designed with a new methodology called
fault tree analysis, which allowed the eects of a failure of
a single part to be studied to determine its impact on other
systems.[1] To address concerns about safety and yability, the 747s design included structural redundancy, redundant hydraulic systems, quadruple main landing gear
and dual control surfaces.[31] Additionally, some of the
most advanced high-lift devices used in the industry were
included in the new design, to allow it to operate from
existing airports. These included slats running almost the
entire length of the wing, as well as complex three-part

1.5

Development and testing

slotted aps along the trailing edge of the wing.[32] The


wings complex three-part aps increase wing area by 21
percent and lift by 90 percent when fully deployed compared to their non-deployed conguration.[33]
Boeing agreed to deliver the rst 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.[34] The schedule was so fast paced that the people who worked on it were given the nickname The
Incredibles.[35] Developing the aircraft was such a technical and nancial challenge that management was said to
have bet the company when it started the project.[1]

1.4

Production plant

The prototype 747 was rst displayed to the public on September


30, 1968

mock-up via the aircrafts emergency chutes. The rst


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 aircrafts upper deck;
instead of using a conventional slide, volunteer passengers escaped by using a harness attached to a reel.[42]
Tests also involved taxiing such a large aircraft. Boeing built an unusual training device known as Waddells
747 nal assembly at the Boeing Everett Factory
Wagon (named for a 747 test pilot, Jack Waddell) that
consisted of a mock-up cockpit mounted on the roof of
As Boeing did not have a plant large enough to assemble a truck. While the rst 747s were still being built, the
the giant airliner, they chose to build a new plant. The device allowed pilots to practice taxi maneuvers from a
company considered locations in about 50 cities,[36] and high upper-deck position.[43]
eventually decided to build the new plant some 30 miles
(50 km) north of Seattle on a site adjoining a military base On September 30, 1968, the rst 747 was rolled out of
at Paine Field near Everett, Washington.[37] It bought the the Everett assembly building before the worlds press
and representatives of the 26 airlines that had ordered the
780-acre (3.2 km2 ) site in June 1966.[38]
airliner.[44] Over the following months, preparations were
Developing the 747 had been a major challenge, and made for the rst ight, which took place on February 9,
building its assembly plant was also a huge undertaking. 1969, with test pilots Jack Waddell and Brien Wygle at
Boeing president William M. Allen asked Malcolm T. the controls[45][46] and Jess Wallick at the ight engineers
Stamper, then head of the companys turbine division, to station. Despite a minor problem with one of the aps,
oversee construction of the Everett factory and to start the ight conrmed that the 747 handled extremely well.
production of the 747.[39] To level the site, more than four The 747 was found to be largely immune to "Dutch roll",
million cubic yards (three million cubic meters) of earth a phenomenon that had been a major hazard to the early
had to be moved.[40] Time was so short that the 747s full- swept-wing jets.[47]
scale mock-up was built before the factory roof above it
was nished.[41] The plant is the largest building by vol- During later stages of the ight test program, utter testume ever built, and has been substantially expanded sev- ing showed that the wings suered oscillation under cereral times to permit construction of other models of Boe- tain conditions. This diculty was partly solved by reducing the stiness of some wing components. Howing wide-body commercial jets.[37]
ever, a particularly severe high-speed utter problem was
solved only by inserting depleted uranium counterweights
as ballast in the outboard engine nacelles of the early
1.5 Development and testing
747s.[48] This measure caused anxiety when these aircraft
Before the rst 747 was fully assembled, testing began crashed, as did China Airlines Flight 358 at Wanli in 1991
on many components and systems. One important test and El Al Flight 1862 at Amsterdam in 1992 which had
involved the evacuation of 560 volunteers from a cabin 282 kilograms (622 lb) of uranium in the tailplane.[49][50]

DEVELOPMENT

all companies. Allen later said, It was really too large a


project for us.[58] Ultimately, the gamble succeeded, and
Boeing held a monopoly in very large passenger aircraft
production for many years.[59]

1.6 Entry into service

Closeup of the prototype 747s 16-wheel main landing gear

The ight test program was hampered by problems with


the 747s JT9D engines. Diculties included engine
stalls caused by rapid throttle movements and distortion
of the turbine casings after a short period of service.[51]
The problems delayed 747 deliveries for several months,
up to 20 aircraft at the Everett plant were stranded while
awaiting engine installation.[52] The program was further
delayed when one of the ve test aircraft suered serious damage during a landing attempt at Renton Municipal Airport, site of the companys Renton factory. On
December 13, 1969 a test aircraft was being taken to
have test equipment removed and a cabin installed when
pilot Ralph C. Cokely undershot the airports short runway. The 747s right, outer landing gear was torn o and
two engine nacelles were damaged.[53][54] However, these
diculties did not prevent Boeing from taking a test aircraft to the 28th Paris Air Show in mid-1969, where it
was displayed to the public for the rst time.[55] The 747
received its FAA airworthiness certicate in December
1969, clearing it for introduction into service.[56]

On January 15, 1970, First Lady of the United States Pat


Nixon christened Pan Ams rst 747, at Dulles International Airport (later Washington Dulles International Airport) in the presence of Pan Am chairman Najeeb Halaby.
Instead of champagne, red, white, and blue water was
sprayed on the aircraft. The 747 entered service on January 22, 1970, on Pan Ams New YorkLondon route;[60]
the ight had been planned for the evening of January 21,
but engine overheating made the original aircraft unusable. Finding a substitute delayed the ight by more than
six hours to the following day.[2]

On the 747-100 and 747-200, a spiral staircase connected the


main and upper decks. Previously, Boeing used a spiral staircase
in its Model 377 Stratocruiser back in 1946.

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

oil crisis led to reduced passenger trac, several airlines


found they did not have enough passengers to y 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[67] (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;[68] Delta Air Lines also removed its 747s from service after several years.[69] Delta
later reacquired 747s after it merged with Northwest Airlines.[70]

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]

The 747-400 entered service in 1989, with Air New Zealand


among the rst operators of the type.

In 1985, development of the longer range 747-400


began.[79] The variant had a new glass cockpit, which allowed for a cockpit crew of two instead of three,[80] new
engines, lighter construction materials, and a redesigned
interior. Development cost soared, and production deLater 747 models featured a stretched upper deck.
lays occurred as new technologies were incorporated at
the request of airlines. Insucient workforce experience
International ights that bypassed traditional hub air- and reliance on overtime contributed to early production
ports and landed at smaller cities became more common problems on the 747-400.[1] The 400 entered service in
throughout the 1980s, and this eroded the 747s original 1989.[81]
market.[71] However, many international carriers continued to use the 747 on Pacic routes.[72] In Japan, 747s In 1991, a record-breaking 1,087 passengers were aira 747 to Israel as part of Operation
on domestic routes were congured to carry close to the lifted aboard
[82]
Solomon.
The
747 remained the heaviest commercial
[73]
maximum passenger capacity.
aircraft in regular service until the debut of the Antonov
An-124 Ruslan in 1982; variants of the 747-400 would
surpass the An-124s weight in 2000. The Antonov An1.7 Improved 747 versions
225 Mriya cargo transport, which debuted in 1988, reAfter the initial 747-100 model, Boeing developed the mains the worlds largest aircraft by several measures (in100B, a higher maximum takeo weight (MTOW) vari- cluding the most accepted measures of maximum takeo
ant, and the 100SR (Short Range), with higher passen- weight and length); one aircraft has been completed and
ger capacity.[74] Increased maximum takeo weight al- is in service as of 2012. The Hughes H-4 Hercules is the
aircraft by wingspan, but it only completed a single
lows aircraft to carry more fuel and have longer range.[75] largest[83]
ight.
The 200 model followed in 1971, featuring more powerful engines and a higher MTOW. Passenger, freighter
and combination passenger-freighter versions of the 200
1.8 Further developments
were produced.[74] The shortened 747SP (special performance) with a longer range was also developed, and en- Since the arrival of the 747-400, several stretching
tered service in 1976.[76]
schemes for the 747 have been proposed. Boeing anThe 747 line was further developed with the launch of the nounced the larger 747-500X and 600X preliminary
747-300 in 1980. The 300 series resulted from Boeing designs in 1996.[84] The new variants would have cost
studies to increase the seating capacity of the 747, during more than US$5 billion to develop,[84] and interest was
which modications such as fuselage plugs and extending not sucient to launch the program.[85] In 2000, Boeing
the upper deck over the entire length of the fuselage were oered the more modest 747X and 747X stretch derivarejected. The rst 747-300, completed in 1983, included tives as alternatives to the Airbus A3XX. However, the

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

DESIGN

Boeing 747-200 cutaway

main deck. The upper deck has a 33 seat arrangement


747X family was unable to attract enough interest to enter in economy class and a 22 arrangement in rst class.[99]
production. A year later, Boeing switched from the 747X
studies to pursue the Sonic Cruiser,[86] and after the Sonic
Cruiser program was put on hold, the 787 Dreamliner.[87]
Some of the ideas developed for the 747X were used on
the 747-400ER, a longer range variant of the 747-400.[88]
After several variants were proposed but later abandoned,
some industry observers became skeptical of new aircraft
proposals from Boeing.[89] However, in early 2004, Boeing announced tentative plans for the 747 Advanced that
were eventually adopted. Similar in nature to the 747X, 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.[90]
On November 14, 2005, Boeing announced it was launching the 747 Advanced as the Boeing 747-8.[91] The last
747-400s were completed in 2009.[92] 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 ight.[93] The rst scheduled delivery of the 7478 went to Cargolux in 2011.[94][95] The 1,500th produced
Boeing 747 was delivered in June 2014.[96] Eventually,
the 747 may be replaced in Boeings lineup by a new design codenamed "Y3".[97]

Cargolux 747-400F with the nose loading door open

Raised above the main deck, the cockpit creates a hump.


The raised cockpit allows front loading of cargo on freight
variants.[26] The upper deck behind 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
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.

The 747s maximum takeo weight ranges from 735,000


pounds (333,400 kg) for the 100 to 970,000 lb (439,985
kg) for the 8. Its range has increased from 5,300 nautical
For design details of a particular generation, see Boeing miles (6,100 mi, 9,800 km) on the 100 to 8,000 nmi
747-400, 747-8, and 747SP.
(9,200 mi, 14,815 km) on the 8I.[100][101]

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, ecient cruise[26]
of Mach 0.84 to 0.88, depending on the variant. The
sweep also reduces the wingspan, allowing the 747 to
use existing hangars.[1][98] 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 rst class on the

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

transportation of spare engines, 747s can accommodate a


non-functioning fth-pod engine under the port wing of
the aircraft between the inner functioning engine and the
fuselage.[104][105]

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

One of two 747-100BSR SUD models built for Japan Airlines

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

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
modied to the SUD certication.[114] Overall, twentynine 747SRs were built,[3] consisting of seven 100SRs,
twenty 100BSRs, and two 100BSR SUDs.

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

The sole Iran Air 747-100B in passenger service in 2009

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]

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 5,000nautical-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 oered. The rst 100B
order, one aircraft for Iran Air, was announced on June
1, 1978. This aircraft rst ew on June 20, 1979, received FAA certication on August 1, 1979, and was delivered the next day.[118] Nine 100Bs were built, one
for Iran Air and eight for Saudi Arabian Airlines.[119][120] 3.3
Unlike the original 100, the 100B was oered 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.[121]

3.2

747-200

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 Ams New YorkMiddle Eastern routes and Iran Airs planned TehranNew York
route. The TehranNew York route, when launched, was
the longest non-stop commercial ight in the world. The
747SP is 48 feet 4 inches (14.73 m) shorter than the 747100. Fuselage sections were eliminated fore and aft of
the wing, and the center section of the fuselage was redesigned to t mating fuselage sections. The SPs aps
used a simplied single-slotted conguration.[122][123]

Alitalia 747-200B arriving at Rome Fiumicino Airport in 1990

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

200, which featured more powerful engines, increased


MTOW, and greater range than the 100. A few early
200s retained the three-window conguration of the
100 on the upper deck, but most were built with a tenwindow conguration on each side.[128] The 747-200 was
produced in passenger (200B), freighter (200F), convertible (200C), and combi (200M) versions.[129]
The 747-200B was the basic passenger version, with increased fuel capacity and more powerful engines; it entered service in February 1971.[77] In its rst 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.[130] The freighter model, the 747-200F, could be
tted with or without a side cargo door,[77] 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.[131] The convertible version, the 747-200C,
could be converted between a passenger and a freighter
or used in mixed congurations,[74] and featured removable seats and a nose cargo door.[77] The 200C could
also be tted with an optional side cargo door on the main
deck.[132]

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

Transaero 747-200B on nal approach at Sharm el-Sheikh International Airport in 2006

The 747-300 features a 23-foot-4-inch-longer (7.11 m)


upper deck than the 200.[78] 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 oered as a retrot, and rst
appeared on two Japanese 747-100SR aircraft.[140] The
747300 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.[74]
Minor aerodynamic changes allowed the 300s cruise
speed to reach Mach 0.85 compared with Mach 0.84 on
the 200 and 100 models, while retaining the same takeo weight.[78] 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.[74]

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
conguration with cargo carried on the main deck. The
model was also known as the 747-200 Combi.[77] As on
the 100, a stretched upper deck (SUD) modication was
later oered. A total of 10 converted 747-200s were operated by KLM.[77] Union des Transports Ariens (UTA)
also had two of these aircraft converted.[133][134]
Swissair placed the rst order for the 747-300 on June
After launching the 200 with Pratt & Whitney JT9D- 11, 1980.[141] The variant revived the 747-300 designa7 engines, on August 1, 1972 Boeing announced that it tion, which had been previously used on a design study
had reached an agreement with General Electric to cer- that did not reach production. The 747-300 rst ew
tify the 747 with CF6-50 series engines to increase the on October 5, 1982, and the types rst delivery went

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]

Main article: Boeing 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 types fuel eciency by
four percent compared to previous 747 versions.[149] The
747-400 introduced a new glass cockpit designed for a
ight 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
A total of 81 747-300 series aircraft were delivered, 56 longer range has been used by some airlines to bypass trafor passenger use, 21 300M and 4 300SR versions.[145] ditional fuel stops, such as Anchorage.[150] Powerplants
In 1985, just two years after the 300 entered service, the include the Pratt & Whitney PW4062, General Electric
type was superseded by the announcement of the more CF6-80C2, and Rolls-Royce RB211-524.[151]
advanced 747-400.[146] The last 747-300 was delivered The 400 was oered in passenger (400), freighter
in September 1990 to Sabena.[74][147] While some 300 (400F), combi (400M), domestic (400D), extended
customers continued operating the type, several large car- range passenger (400ER), and extended range freighter
riers replaced their 747-300s with 747-400s. Air France, (400ERF) versions. Passenger versions retain the same
Air India, Pakistan International Airlines, and Qantas upper deck as the 300, while the freighter version does
were some of the last major carriers to operate the 747- not have an extended upper deck.[152] The 747-400D was
300. On December 29, 2008, Qantas ew its last sched- built for short-range operations with maximum seating
uled 747-300 service, operating from Melbourne to Los for 624. Winglets were not included, but they can be
Angeles via Auckland.[148]
retrotted.[153][154] Cruising speed is up to Mach 0.855
on dierent versions of the 747-400.[151]

3.5

747-400

British Airways is the worlds largest 747-400 operator. Winglets


distinguish most 400s from earlier variants.
A Qantas 747-400 overying Moscow at 36,000 feet (11,000 m).

Front view of a British Airways Boeing 747-400 arriving at


London Heathrow Airport (2015). The triple-slotted trailing edge
aps are well seen.

The passenger version rst entered service in February


1989 with launch customer Northwest Airlines on the
Minneapolis to Phoenix route.[81] 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,[155] its sole customer, in November 2002. In January 2004, Boeing and Cathay Pacic launched the Boeing 747-400 Special Freighter
program,[156] later referred to as the Boeing Converted
Freighter (BCF), to modify passenger 747-400s for cargo
use. The rst 747-400BCF was redelivered in December
2005.[157]
In March 2007, Boeing announced that it had no
plans to produce further passenger versions of the

3.7

Government, military, and other variants

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

747 LCF Dreamlifter


The rst Boeing 747-8 freighter on its maiden ight

The Boeing 747 Large Cargo Freighter, also named the Dreamlifter, is modied from ex-airline 747-400s

Main article: Boeing 747 Large Cargo Freighter


The 747-400 Dreamlifter[162] (originally called the 747
Large Cargo Freighter or LCF[163] ) is a Boeing-designed
modication of existing 747-400s to a larger conguration to ferry 787 Dreamliner sub-assemblies. Evergreen
Aviation Technologies Corporation of Taiwan was contracted to complete modications of 747-400s into
Dreamlifters in Taoyuan. The aircraft ew for the rst
time on September 9, 2006 in a test ight.[164] Modication of four aircraft was completed by February 2010.[165]
The Dreamlifters have been placed into service transporting sub-assemblies for the 787 program to the Boeing
plant in Everett, Washington, for nal assembly.[162] The
aircraft is certied to carry only essential crew and not
passengers.[166]

3.6

747-8

Main article: Boeing 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 747-8s fuselage
is lengthened from 232 to 251 feet (70.8 to 76.4 m),[167]

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]

3.7 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 modied for use in the Civil Reserve Airlift Fleet.[176]
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
conguration as the VC-25A. Tail numbers 28000
and 29000 are popularly known as Air Force One,
which is technically the air-trac call sign for any

12

3 VARIANTS
17 eet. The plan was canceled in favor of additional
C-17s.

VC-25A 29000, one of two customized Boeing 747-200Bs in the


U.S. presidential eet since 1990
20-1101 Japanese Air Force One, one of two customized Boeing

United States Air Force aircraft carrying the U.S.


747-400s in the Japan Air Self-Defense Force since 1993
President. Although based on the 747-200B design,
they include several innovations introduced on the
747-400. Partially completed aircraft from Everett,
KC-33A A proposed 747 was also adapted as
Washington, were own to Wichita, Kansas, for an aerial refueling tanker and was bid against the
nal outtting.
DC-10-30 during the 1970s Advanced Cargo Transport Aircraft (ACTA) program that produced the
E-4B Formerly known as the National Emergency
KC-10A Extender. Before the Khomeini-led revoAirborne Command Post (referred to colloquially as
lution,
Iran bought four 747-100 aircraft with airKneecap), this aircraft is now referred to as the
refueling
boom conversions to support its eet of
National Airborne Operations Center (NAOC).
F-4 Phantoms.[177][178] It is unknown whether these
aircraft remain usable as tankers. Since then, other
proposals have emerged for adaptation of later 747400 aircraft for this role.[177]
747 CMCA This Cruise Missile Carrier Aircraft variant was considered by the U.S. Air Force
during the development of the B-1 Lancer strategic bomber. It would have been equipped with 50
to 100 AGM-86 ALCM cruise missiles on rotary
launchers. This plan was abandoned in favor of
more conventional strategic bombers.[179]

Shuttle Carrier Aircraft, a modied 747 designed to transport the


Space Shuttle

YAL-1 This is the experimental Airborne Laser,


a component of the National Missile Defense plan.
Shuttle Carrier Aircraft (SCA) Two 747s were 747 airborne aircraft carrier concept
modied to carry the Space Shuttle orbiter. The rst
was a 747-100 (N905NA), and the other was a 747 747 AAC a Boeing study under contract from the
100SR (N911NA). The rst SCA carried the proUSAF for an airborne aircraft carrier for up to 10
totype Enterprise during the Approach and Landing
"microghters". Able to launch, retrieve and re-arm
Tests in the late 1970s. The two SCA later carried
and refuel, Boeing believed that the scheme would
all ve operational Space Shuttle orbiters.
be able to deliver a exible and fast carrier platform,
C-33 This aircraft was a proposed U.S. military
particularly where other bases were not available. A
version of the 747-400 intended to augment the C747-200 and a Lockheed C-5A were considered as

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

Boeing has studied a number of 747 variants that have not


gone beyond the concept stage.
3.8.1

747 trijet

Boeing announced the 747-500X and 600X at the 1996


Farnborough Airshow.[84] The proposed models would
have combined the 747s fuselage with a new 251 ft (77
m) span wing derived from the 777. Other changes included adding more powerful engines and increasing the
number of tires from two to four on the nose landing gear
and from 16 to 20 on the main landing gear.[185]
The 747-500X concept featured an increased fuselage
length of 18 ft (5.5 m) to 250 ft (76.2 m) long, and
the aircraft was to carry 462 passengers over a range up
to 8,700 nautical miles (10,000 mi, 16,100 km), with a
gross weight of over 1.0 Mlb (450 tonnes).[185] The 747600X concept featured a greater stretch to 279 ft (85 m)
with seating for 548 passengers, a range of up to 7,700
nmi (8,900 mi, 14,300 km), and a gross weight of 1.2
Mlb (540 tonnes).[185] A third study concept, the 747700X, would have combined the wing of the 747-600X
with a widened fuselage, allowing it to carry 650 passengers over the same range as a 747-400.[84] The cost of the
changes from previous 747 models, in particular the new
wing for the 747-500X and 600X, was estimated to be
more than US$5 billion.[84] Boeing was not able to attract
enough interest to launch the aircraft.[85]

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

interior based on the 777.[188] Freighter versions of the 4.2


747X and 747X Stretch were also studied.[189]

AIRCRAFT ON DISPLAY

Model summary

5 Accidents and incidents


Main article: Boeing 747 hull losses
As of October 2015, the 747 has been involved in 131
accidents or incidents,[196] including 60 hull-loss accidents,[197] resulting in 3,718 fatalities. The 747 has been
in 31 hijackings, which caused 24 fatalities.[198]
The 747-400ER was derived from the 747-400X study.

Like its predecessor, the 747X family was unable to


garner enough interest to justify production, and it was
shelved along with the 767-400ERX in March 2001,
when Boeing announced the Sonic Cruiser concept.[86]
Though the 747X design was less costly than the 747500X and 600X, it was criticized for not oering a sufcient 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.[190]

3.8.5

747-400XQLR

After the end of the 747X program, Boeing continued


to study improvements that could be made to the 747.
The 747-400XQLR (Quiet Long Range) was meant to
have an increased range of 7,980 nmi (9,200 mi, 14,800
km), with improvements to boost eciency and reduce noise.[191][192] Improvements studied included raked
wingtips similar to those used on the 767-400ER and
a sawtooth engine nacelle for noise reduction.[193] 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

Few crashes have been attributed to design aws of the


747. The Tenerife airport disaster resulted from pilot
error and communications failure, while the Japan Airlines Flight 123 and China Airlines Flight 611 crashes
stemmed from improper aircraft repair. United Airlines
Flight 811, which suered an explosive decompression
mid-ight 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 modied. Korean Air Lines Flight
007 was shot down by a Soviet ghter aircraft in 1983 after it had strayed into Soviet territory, causing U.S. President Ronald Reagan to authorize the then-strictly military
global positioning system (GPS) for civilian use.[199]
Accidents due to design errors included TWA Flight 800,
where a 747-100 exploded in mid-air on July 17, 1996,
probably due to sparking electricity wires inside the fuel
tank;[200] this nding 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. At the time,
the new safety system was expected to cost US$100,000
to $450,000 per aircraft and weigh approximately 200
pounds (91 kg).[201] El Al Flight 1862 crashed after the
fuse pins of engine number 3 broke o shortly after takeo due to metal fatigue. Instead of dropping away from
the wing, engine #3 knocked o engine #4 as well as damaging the wing.[202]

6 Aircraft on display

Main article: List of Boeing 747 operators

4.1

Orders and deliveries

Boeing data through end of October 2015.[3][194][195]

Boeing 747-230B in Lufthansa livery on display at the


Technikmuseum Speyer in Germany

6.1

Other uses

15

6.1 Other uses


Upon its retirement from service, the 747 number two in
the production line was dismantled and shipped to Hopyeong, Namyangju, Gyeonggi-do, South Korea where it
was re-assembled, repainted in a livery similar to that of
Air Force One and converted into a restaurant. Originally
Boeing 747-128 on display at the Muse de l'Air et de own commercially by Pan Am as N747PA, Clipper Juan
T. Trippe, and repaired for service following a tailstrike,
l'Espace in France
it stayed with the airline until its bankruptcy. The restaurant closed by 2009,[206] and the aircraft was scrapped in
2010.[207]
A former British Airways 747-200B, G-BDXJ,[208] 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 lm, Casino Royale.[209] The plane
Boeing 747-212B serving as the Jumbohostel at Arlanda also appears frequently in the BBC television series Top
Airport in Sweden
Gear, which is lmed at Dunsfold.
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 rst 747 and prototype, is at the Museum of Flight,
Seattle, Washington, USA where it is sometimes leased
to Boeing for test purposes.[203]

The Jumbohostel, using a converted 747-200, opened


at Arlanda Airport, Stockholm on January 15,
2009.[210][211]
The wings of a 747 have been recycled as roofs of a house
in Malibu, California.[212][213][214][215]

Other 747s in museums include those at the National


Aviation Theme Park Aviodrome, Lelystad, The
Netherlands; the Qantas Founders Outback Museum,
Longreach, Queensland, Australia; Rand Airport,
Johannesburg, South Africa; Technikmuseum Speyer,
Speyer, Germany; Muse de l'Air et de l'Espace, Paris,
France; Tehran Aerospace Exhibition, Tehran, Iran;
Jeongseok Aviation Center, Jeju, South Korea,[204]
Evergreen Aviation & Space Museum, McMinnville,
Oregon, and the National Air and Space Museum,
Washington, D.C.[205]
A retired Boeing 747-100 of Evergreen International Aviation
on the roof of the Wings and Waves waterpark in McMinnville,
Oregon.

The nose section of the prototype 747, City of Everett

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]

Wider view of City of Everett at the Museum of Flight in


Seattle, Washington

The 747 parasitic drag, CDP, is 0.022, and the wing


area is 5,500 square feet (511 m2 ), so that f equals
about 121 sq ft (11.2 m2 ). The parasitic drag is
given by f air v in which f is the product of
drag coecient CD and the wing area.[224]

16

10

19.6 m

18.1 m

Hughes H-4 Spruce Goose

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

Hughes H-4 Spruce Goose

97.5 m

Comparison between four of the largest aircraft:


Hughes H-4 Hercules
Antonov An-225 Mriya
Airbus A380-800
Boeing 747-8

Notable appearances in media

Main article: Aircraft in ction (Boeing 747)


Following its debut, the 747 rapidly achieved iconic status, appearing in numerous lm productions such as
the Airport series of disaster lms, Air Force One, and
Executive Decision.[225][226] Appearing in over 300 lm
productions [227] the 747 is one of the most widely depicted civilian aircraft and is considered by many as one
of the most iconic in lm history.[228] The aircraft entered the cultural lexicon as the original Jumbo Jet, a term
coined by the aviation media to describe its size,[229] and
was also nicknamed Queen of the Skies.[230]

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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Osprey Publishing, Fifth edition, 2002. ISBN 185532-667-1.

Haenggi, Michael. Boeing Widebodies. St. Paul,


MN: MBI Publishing Co., 2003. ISBN 0-76030842-X.

Pealing, Norman, and Savage, Mike. Jumbo Jetliners: Boeings 747 and the Widebodies (Osprey Color
Classics). Osceola, WI: Motorbooks International,
1999. ISBN 1-85532-874-7.

Henderson, Scott. Boeing 747-100/200 In Camera.


Minneapolis, MN: Scoval Publishing, 1999. ISBN
1-902236-01-7.

Seo, Hiroshi. Boeing 747. Worthing, West Sussex:


Littlehampton Book Services Ltd., 1984. ISBN 07106-0304-5.

Ingells, Douglas J. 747: Story of the Boeing Super


Jet. Fallbrook, CA: Aero Publishers, 1970. ISBN
0-8168-8704-7.

Shaw, Robbie. Boeing 747 (Osprey Civil Aircraft


series). London: Osprey, 1994. ISBN 1-85532420-2.

Irving, Clive. Wide Body: The Making of the Boeing


747. Philadelphia: Coronet, 1994. ISBN 0-34059983-9.

Shaw, Robbie. Boeing 747-400: The Mega-Top (Osprey Civil Aircraft series)/ London: Osprey, 1999.
ISBN 1-85532-893-3.

23
Sutter, Joe. 747: Creating the Worlds First Jumbo
Jet and Other Adventures from a Life in Aviation.
Washington, DC: Smithsonian Books, 2006. ISBN
978-0-06-088241-9.
Wilson, Stewart. Boeing 747 (Aviation Notebook
Series). Queanbeyan, NSW: Wilson Media Pty.
Ltd. ISBN 1-876722-01-0 .
Wilson, Stewart. Airliners of the World. Fyshwick,
Australia: Aerospace Publications Pty Ltd., 1999.
ISBN 1-875671-44-7.
Wright, Alan J. Boeing 747. Hersham, Surrey: Ian
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The Great Gamble: The Boeing 747. The Boeing Pan Am Project to Develop, Produce, and Introduce
the 747. Tuscaloosa: University of Alabama Press,
1973. ISBN 0-8173-8700-5.

11

External links

Boeing 747 product page


Boeing 747-8 page on Boeings newairplane.com
site
Boeing 747 prole on FlightGlobal.com
Boeing 747 Archive
Video of 1968 rollout of 747 from British Movietone Digital Archive
Flight International 747-100 cutaway and 747-100
hi-res cutaway diagrams
Picture gallery of VIP version
Photos: Boeing 747-100 Assembly Line In 1969, by
Aviation Week

24

12

12
12.1

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Text and image sources, contributors, and licenses


Text

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Sjakkalle, Rjwilmsi, Angusmclellan, Makaristos, Ligulem, MarnetteD, Keimzelle, Yamamoto Ichiro, SNIyer12, Titoxd, FlaBot, Wikiliki, RobertG, Mathbot, Ysangkok, Garyvdm, Mark83, Shivkumar, Alejandroak, Mathrick, DannyDaWriter, Russavia, Gareth E Kegg,
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Clib, PaulBrooks747, Dili, Taejo, Inkbacker, RadioFan, Akamad, Chensiyuan, Stephenb, Gaius Cornelius, Shaddack, Rsrikanth05,
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McA, Sacxpert, Attilios, Sarah, SmackBot, Radoslaw Ziomber, Tclose, Emoscopes, Unschool, Hantam, Robotbeat, Jdoniach, Reedy,
KnowledgeOfSelf, Waqas.usman, Blue520, Solaris smoke, Jfurr1981, WookieInHeat, Eskimbot, Edgar181, Ian Rose, Yamaguchi ,
Rachitawasthi, Gharbison, Gilliam, Betacommand, Skizzik, JMiall, Rmosler2100, BuBZ, GoneAwayNowAndRetired, Chris the speller,
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OrphanBot, Snowmanradio, MJCdetroit, Alexmcre, Rrburke, Buttery0fdoom, Squigish, Chazzerguy, Jmnbatista, Apr1fool, Aldaron,
Flyguy649, E30mpower, Mnw2000, Asiir, UAAC, Iridescence, Drphilharmonic, Morio, SamBlob, Pilotguy, BozoTheScary, Ohconfucius, Will Beback, Starlionblue, SashatoBot, Callumm, Arnoutf, Lester, BrownHairedGirl, Ju98 5, RareAviation, TomMcKay, EditorASC,
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Joseph Solis in Australia, JoeBot, Mihitha, Elryacko, Maximius~enwiki, Brianm66, Envemem, Twas Now, Ageoo, Courcelles, Tawkerbot2, Ouishoebean, Flubeca, Darklord2000, INkubusse, King Gamer28, CmdrObot, DUden, Millbrooky, Harperska, Drinibot, Otsego,
Zeus1234, HarryP2511, ShelfSkewed, Dee82, Clipper471, Gunny01, Fandoo, Orca1 9904, Koranyi, Michfan2123, Dk16, Cydebot,
Fnlayson, Reywas92, Paulkeller, Gogo Dodo, A380 Fan, JFreeman, Lugnuts, Wikipediarules2221, Q43, Chrislk02, PSE02, Kozuch,
DLBerek, Burcinsarihan, Picard777, Kirk Hilliard, JohnMailer, Malleus Fatuorum, Thijs!bot, Epbr123, Longwayround, O, Alykhan,
Msteen, Mojo Hand, Canada Jack, Saruwine, West Brom 4ever, Oogieboogie, Leon7, LG4761, My name, Greg L, Insomniacpuppy,
DPdH, Dawnseeker2000, Aaron7chicago, AntiVandalBot, Ctillier, Format, Mike773, Akradecki, Mvjs, Seaphoto, John.d.page, Low c,
RDT2, Jj137, KK kap, Ktappe, Darklilac, Aspensti, MECU, Abc30, Steelpillow, Bigjimr, JAnDbot, Husond, DuncanHill, AniRaptor2001,
Mildly Mad, Jadias, Nicholas Tan, Roleplayer, Dricherby, Bzuk, FishHeadAbcd, Amitkinger, Bongwarrior, VoABot II, Karkaputto, Askari
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Aeroweanie, Cgonsalves, FisherQueen, ClubOranje, Afromme, MartinBot, Lcaa9, Sm8900, Marcusaeck, CommonsDelinker, Jsmith86,
Ssolbergj, Manticore, Gnanapiti, Pilgaard, DrKay, Anais1983, Wikipirx, Hans Dunkelberg, ChrisfromHouston, Uncle Dick, Thenoyzone,
Pretty tied up2005, TriviaKing, FLJuJitsu, NagamasaAzai, Ncmvocalist, McSly, RayLBailey, Jer10 95, Eclaw, AntiSpamBot, RoboMaxCyberSem, Mrceleb2007, Rrosenblatt, Atulgogtay, WHeimbigner, Serge925, Manassehkatz, Cmichael, Juliancolton, Haljackey, Cometstyles, Malignant88, Tiggerjay, Faggedfrog, Nino lorenz08, Akrish411, Kvillanova, Idioma-bot, Jmcdon10, Nigel Ish, Hugo999, Deor,
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Plane nerd, Paulinho28, Mtaylor848, Sparkignitor, Archtransit, Cirrocumulus, Denisarona, Finetooth, Frank.trampe, TSRL, ImageRemovalBot, YSSYguy, MBK004, DonPevsner, ClueBot, Avenged Eightfold, Binksternet, Hmmst, Snigbrook, Romczyk, The Thing That
Should Not Be, BECASC, Placi1982, IceUnshattered, Swapnils2106, Correctemundo, Wispanow, Bonchygeez, Martinwj53, PolarYukon,

12.2

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25

CounterVandalismBot, Peanut4, Ryou-kun16, DutchOps, Nimbus227, Takeaway, Excirial, Socrates2008, SempreVolando, Homebass,
Danmichaelo, Bluejay52, Maniago, M.O.X, Mgw89, SounderBruce, Cricketmania, Ccc40821, Kakofonous, C628, Chaubaby, Jtle515,
MatthewAnderson707, Wujuanyu, Mythdon, Fsxpilot1, Trulystand700, Nickster08, Nick in syd, LHMike, Rockets suck, Underdone,
Fastily, Ritmoblu, Feinoha, Kwjbot, Ds02006, Ethan the Ninja, Bbcradio5, Oprimi, Unp-buzzard, Deedleeet33, WikiDao, ZooFari, S
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rolls, Lightbot, A300st, CountryBot, Charmainechen, Theplaneman, The Bushranger, Coviepresb1647, Eeeaddict, Luckas-bot, Yobot,
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Jim1138, Piano non troppo, Kunphuzed, Joo Xavier, Crecy99, Materialscientist, The High Fin Sperm Whale, Druid.raul, Amit6, MauritsBot, Xqbot, Malshayef, H-Man Havoc, Jerey Mall, Scebert, Bulaba, Cyphoidbomb, Almabot, Ita140188, So What are you doing!?,
IShadowed, Cyfraw, PoliceSquadren, N419BH, B767-500, Madaboutrains, FrescoBot, Thayts, Vinceouca, Kyteto, Alxeedo, Charmedaddict, Rgvis, Apple40k, Pinethicket, I dream of horses, HRoestBot, Fartknocker54648980, Sinco96, SpaceFlight89, DReifGalaxyM31,
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sarif, Herby928, PrivateMasterHD, Houcinovic, Agendapedia, Seven Elvyn, Chickentrollfaced, Dr. Kadzi, Yny501, Nguyen QuocTrung, Bco2bq, YoungPilot, WPGA2345, Spetrungaro, Justin86789, 747-8info, Shamusmmiller, Addsclayton, Keoghoe, Jonlatter, Wikiwiki737max8, Milton1111, Gelopogi 11, Cyntiamaspian, Richie Sanders, PrinceCobby, Space Craze, Crystallizedcarbon, Ich bin sampadi, Lamboys1705, Flipyouonger, Ttttwwww, Abdulrafey97, Jameswhiting123, DerpyPotato, BoeingEverettOwner, MrGtheSheep22,
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12.2

Images

File:747.JPG Source: https://upload.wikimedia.org/wikipedia/commons/d/da/747.JPG License: Public domain Contributors: Own work


Original artist: GIBERT Guillaume
File:Air_New_Zealand_B747-400_ZK-SUI_at_LHR.jpg Source: https://upload.wikimedia.org/wikipedia/commons/f/f4/Air_New_
Zealand_B747-400_ZK-SUI_at_LHR.jpg License: CC BY-SA 2.0 Contributors: ZK-SUI Original artist: rob starling from wymondham
norfolk, uk
File:Alitalia_Boeing_747-243B_I-DEMV_Bidini.jpg Source:
https://upload.wikimedia.org/wikipedia/commons/e/e1/Alitalia_
Boeing_747-243B_I-DEMV_Bidini.jpg License:
GFDL 1.2 Contributors:
Website:
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Boeing-747-243B/1200648/L/&sid=f499b3169d12a0d4f410846e6512443a Original artist: Aldo Bidini
File:Atlantis_on_Shuttle_Carrier_Aircraft.jpg Source: https://upload.wikimedia.org/wikipedia/commons/f/fe/Atlantis_on_Shuttle_
Carrier_Aircraft.jpg License: Public domain Contributors:
Armstrong Photo Gallery: Home - info - pic Original artist: NASA / Carla Thomas
File:Aviacionavion.png Source: https://upload.wikimedia.org/wikipedia/commons/6/68/Aviacionavion.png License: Public domain Contributors:
Turkmenistan.airlines.frontview.arp.jpg Original artist: Turkmenistan.airlines.frontview.arp.jpg: elfuser
File:B747FAMILYv1.0.png Source: https://upload.wikimedia.org/wikipedia/commons/3/30/B747FAMILYv1.0.png License: CC BYSA 3.0 Contributors: Own work Original artist: Julien.scavini
File:B747LCF_Dreamlifter_takeoff1.jpg Source:
takeoff1.jpg License: CC BY-SA 2.0 Contributors:

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B747LCF_Dreamlifter_takeo.jpg Original artist: B747LCF_Dreamlifter_takeo.jpg: Yamaguchi Yoshiaki from Japan


File:Ba_b747-400_g-bnle_arp.jpg Source: https://upload.wikimedia.org/wikipedia/commons/f/f3/Ba_b747-400_g-bnle_arp.jpg License: Public domain Contributors: Own work Original artist: Adrian Pingstone
File:Bahrain.royal.flight.b747sp-21.a9c-hmh.arp.jpg Source: https://upload.wikimedia.org/wikipedia/commons/7/78/Bahrain.royal.
flight.b747sp-21.a9c-hmh.arp.jpg License: Public domain Contributors: No machine-readable source provided. Own work assumed (based
on copyright claims). Original artist: No machine-readable author provided. Arpingstone assumed (based on copyright claims).
File:Boeing_747-230_Schleswig-Holstein_06.JPG Source: https://upload.wikimedia.org/wikipedia/commons/2/26/Boeing_747-230_
Schleswig-Holstein_06.JPG License: CC-BY-SA-3.0 Contributors: Own work (own photo) Original artist: Kozuch
File:Boeing_747-367,_Pakistan_International_Airlines_-_PIA_AN0367768.jpg Source: https://upload.wikimedia.org/wikipedia/
commons/d/d5/Boeing_747-367%2C_Pakistan_International_Airlines_-_PIA_AN0367768.jpg License: GFDL 1.2 Contributors:
Gallery page http://www.airliners.net/photo/Pakistan-International-Airlines/Boeing-747-367/0367768/L Original artist: Konstantin von
Wedelstaedt

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File:Boeing_747_AAC.png Source: https://upload.wikimedia.org/wikipedia/commons/4/41/Boeing_747_AAC.png License: Public domain Contributors: VectorSite Original artist: Greg Goebel
File:Boeing_747_cutaway.png Source: https://upload.wikimedia.org/wikipedia/commons/2/20/Boeing_747_cutaway.png License: CC
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