When the US Air Force requested proposals for a heavy cargo transport, Boeing submitted a design that would eventually become the 747. As with the 707 and KC-135, it was hoped that government funding for a military project would reduce the cost of developing a commercial derivative for the airline market. However, Lockheed won the Air Force contract and went on to build the C-5 Galaxy. Despite development costs exceeding $16 million, Boeing decided at great risk to the survival of the company to proceed with the commercial 747 with internal resources once airlines had shown enough interest in the design. Boeing even went so far as to build an entirely new factory for 747 production because the aircraft was so much larger than its predecessors. The fuselage is enormous, with a main deck seating nine abreast plus an upper deck lounge aft of the flight deck. To operate such a heavy aircraft from existing runways, the weight had to be dispersed over 18 wheels on five landing gear units. Despite its bulk, the 747 was designed to be as similar to smaller Boeing designs, like the 707 and 727, as possible to ease crew familiarization and airport compatibility. The 747 uses powered controls and advanced navigation systems so that early models required only three flight crew to operate the aircraft. The current 747-400 production models employ further advanced automation technologies to reduce the flight crew to two. Although the 747 typically carries 300 to 500 passengers, this represents only a fraction of the aircrafts lifting capability. High-density versions flown in east Asia routinely carry up to 800, and one Israeli 747 airlifted a staggering 1,087 refugees from Ethiopia in 1991. By 2001, over 1,250 747s had been built. Further development of the series continues with the 747-400ER extended range and 747-8 stretched models, although development problems with the 787 have delayed the 747-8 series by about two years. Boeing hopes these improvements will keep the 747 line competitive with the Airbus A380. Long term plans are for an entirely new large, long-range airliner to be developed around 2020 as a replacement for both the 747 and 777. Data below for 747-100, 747-400, and 747-8 Last modified 23 April 2011 HISTORY: First Flight (747-100) 9 February 1969 (747-200) 11 October 1970 (747SP) 4 July 1975 (747-300) 5 October 1982 (747-400) 29 April 1988 (747-400ER) 31 July 2002 (747-8F) 8 January 2010 (747-8I) 20 March 2011 Service Entry (747-100) 22 January 1970 (with Pan Am) (747SP) 25 April 1976 (with Pan Am) (747-300) 28 March 1983 (with Swissair) (747-400) 9 February 1989 (with Northwest) (747-400ER) 7 November 2002 (with Qantas) (747-8) planned for late 2011 (with Lufthansa) (747-8F) planned for late 2010 (with Cargolux) CREW: (747-100) three flight crew: pilot, co-pilot, flight engineer (747-400) two flight crew: pilot, co-pilot PASSENGERS: (747-100) 366 in three classes, 452 in two classes (747SP) 440 maximum (747-300) 412 in three classes, 496 in two classes (747-400) 416 in three classes, 524 in two classes (747-400ER) 416 in three classes, 524 in two classes (747-8) 450 in three classes ESTIMATED COST: (747-8) $285.5 to $300 million [2007$] (747-8F) $294 to $297 million [2007$] AIRFOIL SECTIONS: Wing Root unknown 13.4% Wing Tip unknown 8% DIMENSIONS: Length (741-400) 231.85 ft (70.66 m) (747-400) 231.85 ft (70.66 m) (747-8) 243.50 ft (74.22 m) (747-8F) 250.17 ft (76.25 m) Wingspan (747-100) 195.67 ft (59.64 m) (747-400) 211.42 ft (64.50 m) (747-8) 224.75 ft (68.50 m) Height (747-100) 63.42 ft (19.33 m) (747-400) 63.67 ft (19.41 m) (747-8) 63.50 ft (19.35 m) Wing Area (747-100) 5,500 ft² (510.95 m²) (747-400) 5,650 ft² (524.90 m²) Canard Area not applicable WEIGHTS: Empty (747-100) 358,000 lb (162,400 kg) (747-200) 377,000 lb (171,000 kg) (747-400) 399,000 lb (180,985 kg) Normal Takeoff unknown Max Takeoff (747-100) 735,000 lb (333,400 kg) (747-200) 833,000 lb (374,850 kg) (747-400) 875,000 lb (396,890 kg) (747-400ER) 910,000 lb (412,775 kg) (747-8) 960,000 lb (435,455 kg) Fuel Capacity (747-100) 48,445 gal (183,380 L) (747-200) 52,410 gal (199,160 L) (747-400) 57,285 gal (216,840 L) (747-400ER) 63,705 gal (241,140 L) (747-8) 60,125 gal (227,600 L) (747-8F) 56,825 gal (215,105 L) Max Payload (747-200F) 248,000 lb (112,490 kg) (747-8F) 308,000 lb (139,705 kg) PROPULSION: Powerplant (747-100) four Pratt & Whitney JT9D-7A turbofans or four Rolls-Royce RB211-524B2 turbofans or four General Electric CF6-45A2 turbofans (747-200) four Pratt & Whitney JT9D-7R4G2 turbofans or four Rolls-Royce RB211-524D4 turbofans or four General Electric CF6-50E2 turbofans (747-400) four Pratt & Whitney PW4062 turbofans or four Rolls-Royce RB211-524H turbofans or four General Electric CF6-80C2B5F turbofans (747-8) four General Electric GEnx-2B67 turbofans Thrust (747-100) 186,000 lb (827 kN) [P&W] (747-100) 200,400 lb (890 kN) [RR] (747-100) 186,000 lb (827 kN) [GE] (747-200) 219,000 lb (973 kN) [P&W] (747-200) 212,000 lb (942 kN) [RR] (747-200) 210,000 lb (933 kN) [GE] (747-400) 253,200 lb (1,125 kN) [P&W] (747-400) 238,000 lb (1,058 kN) [RR] (747-400) 248,400 lb (1,104 kN) [GE] (747-8) 266,000 lb (1,183 kN) PERFORMANCE: Max Level Speed at altitude: 600 mph (970 km/h) at 30,000 ft (9,145 m), Mach 0.885 at sea level: unknown cruise speed: 565 mph (910 km/h) at 35,000 ft (10,680 m), Mach 0.85 [747-400] Initial Climb Rate unknown Service Ceiling unknown Range (747-100) 4,630 nm (8,560 km) (747-200) 6,570 nm (12,150 km) (747-400) 7,260 nm (13,445 km) (747-400ER) 7,670 nm (14,205 km) (747-8) 8,000 nm (14,815 km) (747-8F) 4,475 nm (8,275 km) g-Limits unknown KNOWN VARIANTS: 747-100 First production model; 176 built (including -100B) 747-100B Improved 747-100 with strengthened structure and landing gear 747SP Special Performance version based on the 747-100B but featuring a much shorter fuselage and larger tail unit and with a maximum capacity of 440 passengers; 45 built 747SR Short Range version of the 747-100B designed for higher-frequency takeoffs and landings; 29 built 747-200B Similar to the 747-100B but with new engines, increased fuel capacity, and greater takeoff weight; 225 built 747-200B Combi Version of the 747-200B that can be converted between different mixes of passengers and cargo; 78 built 747-200B Convertible Similar to the 747-200B Combi but can be configured for all-passenger, all-cargo, or one of five predetermined combinations; 13 built 747-200F Freighter Dedicated cargo version of the 747-200 for loads up to 248,000 lb (112,490 kg) and equipped with an opening fuselage nose and a cargo loading system; 73 built 747SUD Stretched Upper Deck modification available for 747-100B, 747-200B, 747-200B Combi, and 747SR models that provides room for an additional 69 passengers on the upper deck and 7 on the lower deck 747-300 New production model incorporating the changes of the 747SUD but otherwise simlar to the 747-200 series; 56 passenger, 21 combination, and 4 short range models built 747-300 Trijet Proposed model with a shortened fuselage and only three engines that would complete with the Lockheed L-1011 and Douglas DC-10, offered improved performance over its rivals but would have required major redesign of the wing; not developed 747-400 Advanced production model featuring enlarged wings and winglets for improved aerodynamics, new cockpit displays, stretched upper deck, and new engines 747-400D Domestic High density version of the 747-400 designed for shorter domestic routes 747-400F Freighter Cargo version of the 747-400 747-400M Combi Mixed passenger/cargo version of the 747-400 747-400BCF Boeing Converted Freighter, former 747-400 passenger or combi models converted into cargo transports; at least 49 conversion kits ordered 747-400ER Extended Range variant of the 747-400 with increased gross takeoff weight for greater fuel capacity (and range) or increased payload; combines the strengthened wing, fuselage, and landing gear of the 747-400 Freighter with one or two additional fuel tanks in the forward cargo hold; also introduces more reliable Liquid Crystal Displays (LCDs), an integrated standby LCD flight display, cockpit noise reductions, and avionics upgrades including a quiet climb capability 747-400ERF Freighter Improved 747-400 Freighter based on the 747-400ER with longer range or greater payload 747-400SF Special Freighter conversion available to modify 747-400 or 747-400M Combi aircraft to a full cargo freighter configuration 747-400XQLR Proposed Quiet Longer Range series based on the 747-400 with a maximum takeoff weight of 921,000 lb (417,760 kg), a range of 7,980 nm (14,775 km), noise reduction features, cargo handling improvements, plus other new options based on customer interest; also would incorporate wing modifications including a raked wingtip like that on the 767-400ER, new flap and aileron design, and a trailing edge wedge to reduce fuel consumption and noise while increasing range and cruise speed; development cancelled 747-400XQLRF Freighter Proposed cargo version of the 747-4000XQLR with a range of 5,150 nm (9,530 km) and a payload capacity of 248,700 lb (112,810 kg); development cancelled 747-500X Proposed stretched model combining a lengthened 747-400 fuselage with a new wing derived from the 777, improved engines, and strengthened landing gear to support a greater takeoff weight, model would include 18 ft (5.5 m) fuselage inserts and carry 462 passengers up to 8,700 nm (16,100 km); not developed 747-600X Similar to the 747-500X but with longer fuselage inserts to carry 548 passengers up to 7,700 nmi (14,300 km); not developed 747-700X Proposed model combining the wing of the 747-600X with a widened fuselage to carry 650 passengers; not developed 747X Proposed enlarged 747-400 model intended to compete with the Airbus A3XX concept; three variants considered were the 747-400X (same size as the 747-400 but with a larger payload capacity), 747X (similar to the 747-200 but with a 10,000 mile range), and the 747XS stetched model for up to 550 passengers; development cancelled 747 Advanced Proposed stretch model based on the 747-400 but with fuselage inserts for increased capacity, advanced fuel efficient engines similar to the 787, and increased range; re-christened as the 747-8 when launched in November 2005 747-8 Intercontinental Stretched passenger model with an 11.7 ft (3.6 m) fuselage insert for 34 additional seats compared to the 747-400, also incorporates an upgraded flight deck, new engines, and improved wing design derived from the 787; at least 26 ordered 747-8F Freighter Cargo variant of the 747-8 with a 16.7 ft (5.1 m) fuselage insert to increase cargo volume by 16% allowing seven more cargo pallets to be carried compared to the 747-400F; at least 80 ordered 747 LCF Large Cargo Freighter modified from former 747-400 airframes with a larger diameter fuselage and swinging aft fuselage door to ferry large components of the 787 for assembly; internal volume increased to 65,000 ft³ (1,840 m³); 3 converted C-19 USAF designation for 747-100 airliners used in the Civil Reserve Airlift Fleet VC-25 VIP transport modified from the 747-200B and incorporating many features of the 747-400, used by the USAF to transport the President and popularly known as Air Force One; 2 built C-33 Proposed military transport based on the 747-400; cancelled in favor of purchasing more C-17 transports KC-33 Proposed military refuelling tanker offered as a competitor to the KC-10; not developed E-4 Airborne command post built for US Air Force and intended for use by the President and other officials to provide command of all nuclear forces in time of war; 4 built YAL-1 USAF prototype known as the Airborne Laser carrying a large chemical laser system that fires from the nose to attack ballistic missiles as they ascend; 1 converted from a 747-200 747 CMCA Cruise Missile Carrier Aircraft proposed as an alternative to the B-1 that would be equipped with rotary launchers in internal bays and able to launch 50 to 100 AGM-86 cruise missiles; not developed 747 SCA Shuttle Carrier Aircraft, former airliners acquired by NASA and modified to ferry the Space Shuttle between NASA facilities in Florida and California, also released the orbiter Enterprise on 13 tests of its gliding capabilities, one is a 747-100 purchased from American Airlines in 1974 while the other is a 747-100SR bought from Japan Airlines in 1988; 2 converted SOFIA Stratospheric Observatory for Infrared Astronomy modified from a 747SP airframe for use by NASA, features an infrared telescope located in the aft fuselage for astronomical observations while flying at altitudes up to 45,000 ft (13,715 m); 1 converted KNOWN OPERATORS: Civil Abu Dhabi Amiri Flight Aer Lingus Aerolineas Argentinas Aéromaritime Aeroposta Aerovias Air Afrique Air Algerie Air Atlanta Icelandic Air Bridge Cargo Air Canada Aircastle Air China Air China Cargo Air Dabia Air France Air France Cargo Air Freight Express Air Gabon Air Hongkong Air India Air Liberté Air Madagascar Air Namibia Air New Zealand Air Outre Mer Air Pacific Alitalia Alliance Air All Nippon Airways (ANA) Altitude Aircraft Leasing Trust American Airlines America West Airlines Ansett Australia Arik Air Asiana Airlines Atlas Airways Avianca Avion Aircraft Trading Bahrain Amiri Flight Biman Bangladesh Braniff British Airways British Airways World Cargo CAAC Cameroon Airlines Canadian Airlines Cargo Airlines Cargolux Carlin Airlines Cathay Pacific Airways China Airlines China Southern Airlines Continental Airlines Corsair Delta Air Lines Deucalion Aviation Dragonair Dubai Air Wing Continental Egyptair El Al Emirates SkyCargo Ethiopian Airlines Eva Air Evergreen International Airlines Family Airlines Fast Airways FedEx Garuda Indonesia Global Air Australia GMG Airlines Gulf Falcon Holiday Airlines Hydro Air Iberia Iran Air Iraqi Airways JAL Ways Japan Air Lines Japan Air Systems Japan Asia Airways Kabo Air Kalitta Air Kalitta American International Kitty Hawk International KLM - Royal Dutch Airlines Korean Air Lines Kuwait Airways LAM Mozambique Lionair Lufthansa Lufthansa Cargo Airlines Luxair Malaysian Airline System (MAS) Malaysian Airlines Cargo (MASkargo) Mandarin Airlines Martinair Holland Middle East Minerve MK Airlines Nationair Canada National Airlines Nippon Cargo Airlines Northwest Airlines Oasis Hong Kong Airlines Olympic Airways Oman Royal Flight Nippon Cargo Airlines Pakistan International Airlines Pan American World Airways (Pan Am) People Express Philippine Air Lines Polar Air Cargo Qantas Qatar Airways Royal Air Maroc Sabena Saha Airline SAS Saudia Singapore Airlines South African Airways Southern Air Transport Swissair Syrianair TAAG Angola Airlines Thai Airways International TNT Airways Tower Air Transaero Trans World Airlines (TWA) TUI Tunisair United Airlines United Parcel Service (UPS) UTA Varig Virgin Atlantic Airways Volga-Dnepr World Airways Government/Military Iran (Islamic Republic of Iran Air Force) Japan, Nihon Koku-Jieitai (Japan Air Self Defence Force) United States (US Air Force) United States (NASA) Yemen (Unified Yemen Air Force)
Posted on: Thu, 04 Dec 2014 12:27:26 +0000
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