Boeing 747

src: upload.wikimedia.org

The Boeing 747 is an American commercial jet aircraft and cargo plane, often referred to by its original nickname, "Jumbo Jet". The "hump" boundary deck along the front of the plane makes it one of the most recognizable aircraft, and it is the first wide-bodied aircraft to manufacture. Manufactured by the Boeing Commercial Aircraft unit in the United States, the 747 was originally planned to have a capacity of 150 percent larger than the Boeing 707, a large commercial aircraft common in the 1960s. First flown commercially in 1970, 747 holds a record of passenger capacity for 37 years.

Four 747 engines use dual deck configurations for long passages and are available in passenger, cargo and other versions. Boeing designed the upper deck of the 747 deck to serve as a first class lounge or additional seating, allowing the aircraft to be easily converted into a cargo carrier by removing seats and installing front cargo doors. Boeing expects supersonic aircraft - a development announced in the early 1960s - to make the 747 and other subsonic planes obsolete, while the demand for subsonic cargo planes will remain strong in the future. Although the 747 is expected to become obsolete after 400 sold, it exceeds the expectations of critics with production exceeding 1,000 in 1993. By April 2018, 1,544 aircraft had been built, with 24 of the remaining 747-8 variants on the order. By January 2017, 747 had been involved in 60 gastric losses, resulting in 3,722 deaths.

The 747-400, the most common service variant, has a subsonic cruising speed of Mach 0.85-0.855 (up to 570 mph or 920 km/h) with an inter-continental range of 7,260 nautical miles (8,350 miles of law or 13.450 km). The 747-400 can accommodate 416 passengers in a typical three-grade layout, 524 passengers in a typical two-tier layout, or 660 passengers in a high-density class configuration. The latest version of the aircraft, 747-8, is in production and received certification in 2011. Delivery of the 747-8F transport version begins in October 2011; delivery of passenger version of 747-8I started in May 2012.

Video Boeing 747

Development

Ã¢â‚¬â€¹Ã¢â‚¬â€¹Latar Belakang

In 1963, the United States Air Force started a series of study projects on a huge strategic transport plane. Although C-141 Starlifter is being introduced, they believe that much larger and more capable aircraft are needed, especially the ability to carry large cargoes that will not fit on existing planes. These studies led to initial requirements for CX-Heavy Logistics System (CX-HLS) in March 1964 for aircraft with load capacity of 180,000 pounds (81,600 kg) and Mach speeds of 0.75 (500 mph or 800 km/h), and range which is not wasted from 5,000 nautical miles (9,300 km) with a payload of 115,000 pounds (52,200 kg). Payload bay should be 17 feet (5.18 m) wide by 13.5 feet (4.11 m) high and 100 feet (30 m) long with access through the door in front and back.

Featuring only four engines, the design also requires a new engine design with increased power and better fuel economy. In May 1964, aircraft proposals arrived from Boeing, Douglas, General Dynamics, Lockheed, and Martin Marietta; proposed machines by General Electric, Curtiss-Wright, and Pratt & amp; Whitney. After downselect, Boeing, Douglas, and Lockheed were awarded an additional study contract for the airframe, along with General Electric and Pratt & amp; Whitney for the engine.

The three airframe proposals share a number of features. Because the CX-HLS must be loaded from the front, the door should be inserted where the cockpit is normally located. All companies solve this problem by moving the cockpit over the cargo area; Douglas has a small "pod" right in front of and above the wing, Lockheed using long "spine" runs the length of the plane with the wing spars passing through it, while Boeing unites the two, with longer pods running from behind. nose to the back of the wing. In 1965 the Lockheed aircraft design and General Electric engine design was chosen for the new C-5 Galaxy transport, which was the largest military aircraft in the world at the time. The nose door and cockpit concept will be brought to the 747 design.

Proposal plane

747 conceived as air travel increased in the 1960s. The era of commercial jet transport, led by the immense popularity of Boeing 707 and Douglas DC-8, has revolutionized long distance travel. Even before the loss of the CX-HLS contract, Boeing was asked by Juan Trippe, president of Pan American World Airways (Pan Am), one of their most important airline customers, to build passenger aircraft more than twice the size of 707. During this time, airport congestion, exacerbated by the increasing number of passengers carried on relatively small planes, became a problem that Trippe believes can be overcome by larger new aircraft.

In 1965, Joe Sutter was transferred from the Boeing 737 development team to manage design studies for the new aircraft, already assigning the model number 747. Sutter began design studies with Pan Am and other airlines, to better understand their needs. At that time, many people thought that the 747 would eventually be replaced by a supersonic transport plane. Boeing responded by designing the 747 so it can be adapted easily to carry goods and stay in production even if passenger version sales decline. In the role of freight carriers, a clear need is to support a bundled delivery methodology that is widely introduced at about the same time. The standard container is 8a, ft (2.4 sq. M) on the front (slightly higher because of the attachment point) and is available in lengths of 20 and 40 feet (6.1 and 12 m). This means that it would be possible to support 2-stack container 2 two or three rankings considerably with the size of the fuselage similar to that of the previous CX-HLS project.

In April 1966, Pan Am ordered 25,747-1,000 aircraft worth US $ 525 million. During the ceremonial 747 signing ceremony in Seattle at Boeing's 50th Anniversary, Juan Trippe predicted that the 747 would be "... a great weapon for peace, competing with intercontinental missiles for the destiny of mankind". As a launch customer, and due to initial engagement before placing an official order, Pan Am is able to influence the design and development of the 747 to a level unmatched by one airline before or after it.

Design effort

Ultimately, the design of the high-winged CX-HLS Boeing is not used for the 747, although the technology developed for their offer has an influence. The original design includes a full double deck plane with an eight-in seating and two aisles on the lower deck and seven-in seats and two aisles on the upper deck. However, concerns over evacuation routes and limited cargo carrying ability caused this idea to be removed in early 1966 to support a wider single deck design. The cockpit, therefore, is placed on the shortened upper deck so that the loading door can be inserted into the cone of the nose; this design feature produces a typical 747 "bulge". In the early models it was not clear what to do with the small space inside the pod behind the cockpit, and this was originally designated as a "space" area with no permanent seating. (Different configurations that have been considered to keep the flight deck off the road for cargo loading have pilots under passengers, and are dubbed "pangolins".)

One of the major technologies that allow the 747 aircraft to be manufactured is a high bypass turbofan engine. Engine technology is considered capable of delivering twice the strength of the previous turbojet while consuming a third less fuel. General Electric has pioneered the concept but is committed to developing engines for the C-5 Galaxy and not entering the commercial market until later. Pratt & amp; Whitney also worked on the same principle and, by the end of 1966, Boeing, Pan Am and Pratt & amp; Whitney agreed to develop a new engine, pointing JT9D to drive 747.

The project was designed with a new methodology called fault tree analysis, allowing the effects of a single section failure to be studied to determine its impact on other systems. To address concerns about safety and flyability, the 747 design includes structural redundancy, redundant hydraulic systems, primary quadruple landing gear and multiple control surfaces. In addition, some of the most advanced high-lift devices used in the industry are incorporated in new designs, to enable it to operate from existing airports. These include blades that run almost the entire length of the wings, as well as the intricate three-sided flaps along the wing trailing edges. A strong three-piece wing flap improves the wing area by 21 percent and lifts up to 90 percent when fully deployed compared to its non-dispersion configuration.

Boeing agreed to deliver the first 747 to Pan Am at the end of 1969. The delivery date left 28 months to design the aircraft, which is two-thirds of the normal time. The timetable is so fast that the people who do it are nicknamed "The Incredibles". Developing the aircraft was such a technical and financial challenge that management was said to have "company bets" when starting the project.

Production factory

Because Boeing does not have a factory large enough to assemble a giant plane, they choose to build a new plant. The company considered the location in about 50 cities, and finally decided to build a new plant about 50 kilometers north of Seattle on a site adjacent to a military base at Paine Field near Everett, Washington. It bought a 780-acre (320Ãƒ, ha) site in June 1966.

Developing a 747 has been a big challenge, and building an assembly plant is also a big job. Boeing President William M. Allen asked Malcolm T. Stamper, who was then leading the company's turbine division, to oversee the construction of the Everett plant and begin production 747. To flatten the site, more than four million cubic yards (yards). The time was so short that the full-scale mock-up of 747 was built before the factory roof above it was completed. The plant is the largest building based on volume ever constructed, and has been substantially expanded several times to enable the construction of other models of commercial jet Boeing wide bodies.

Development and testing

Before the first 747 was fully assembled, testing began on many components and systems. One important test involved the evacuation of 560 volunteers from the cabin mock-up through the emergency launch of the aircraft. The first full-scale evacuation took two and a half minutes, instead of the maximum of 90 seconds mandated by the Federal Aviation Administration (FAA), and some volunteers were wounded. Evacuation of the next test reaches the goal of 90 seconds but causes more injury. The most problematic is the evacuation of the upper deck of the aircraft; instead of using conventional slides, volunteer passengers escape by using harness attached to the reel. The test also involves taxiing such large aircraft. Boeing built an unusual training device known as "Waddell's Wagon" (named for 747 test pilot Jack Waddell) consisting of an artificial cockpit mounted on a truck's roof. While the first 747 is still built, this device allows the pilot to practice taxi maneuvers from the high top deck position.

On September 30, 1968, the first 747 was launched from the Everett assembly building before the world press and representatives of the 26 airlines that had booked the aircraft. Over the next few months, preparations were made for the first flight, which took place on 9 February 1969, with test pilots Jack Waddell and Brien Wygle in control and Jess Wallick at the aviation engineer station. Although there was a small problem with one of the flaps, the flight confirmed that the 747 was handled very well. The 747 is found largely immune to the "Dutch roll", a phenomenon that has been a major danger to early wing jets.

During the next stage of the flight test program, flutter testing shows that the wing is oscillating under certain conditions. This difficulty is partially solved by reducing the stiffness of some wing components. However, a very severe high-speed flutter problem was solved simply by incorporating empty counterweight uranium as a reply at the outboard engine nacelles of the initial 747. This measure caused anxiety when the plane crashed, for example El Al Flight 1862 in Amsterdam in 1992 with 282 kilograms (622 Ã‚ Â£ lb) of uranium in the tailplane (horizontal stabilizer).

The flight test program is hampered by problems with the JT9D 747 engine. Difficulties include an engine outlet caused by rapid throttle movement and turbine sheath distortion after a short service period. The problem delayed 747 deliveries over several months; up to 20 planes at the Everett plant were stranded while waiting for the machine to be installed. The program was postponed further when one of the five test aircraft suffered serious damage during a landing attempt at Renton Airport, the premises of the Renton company. On December 13, 1969, a test aircraft was taken for the test equipment to be removed and a cab was installed when Ralph C. pilot was slightly manipulated to the airport runway. The 747 is right, the outside landing gear is torn and the two nacelles machines are broken. However, this difficulty did not prevent Boeing from taking the test aircraft to the 28th Paris Air Show in mid-1969, where he was shown publicly for the first time. 747 received the FAA Feasibility certificate in December 1969, cleared it for introduction to the service.

The huge cost of developing the 747 and building the Everett plant meant that Boeing had to borrow a lot from a banking syndicate. During the final months prior to the delivery of the first aircraft, the company had to repeatedly request additional funds to complete the project. If this is rejected, Boeing's survival will be threatened. Corporate debt exceeded $ 2 billion, with $ 1.2 billion owed to banks setting a record for all companies. Allen then said, "This is really a project too big for us." In the end, the gamble was successful, and Boeing held a monopoly in the production of a huge passenger plane for many years.

Log in to the service

On January 15, 1970, First Lady of the United States Pat Nixon named her first Panana 747, at Dulles International Airport (then Washington Dulles International Airport) in the presence of Pan Am chairman Najeeb Halaby. Instead of champagne water, red, white, and blue are sprayed onto the plane. The 747 entered service on January 22, 1970, on the New York-London Pan Am route; The flight had been planned for the night of January 21, but the engine was too hot to make the original aircraft unusable. Seeking a replacement delayed the flight over six hours to the next day when Clipper Victor was used.

747 enjoys a fairly smooth introduction to service, overcoming concerns that some airports will not be able to accommodate large planes. Although technical problems occur, they are relatively small and quickly solved. After the introduction of the aircraft with Pan Am, other airlines that had purchased 747 to remain competitive began putting their own 747 into service. Boeing estimates that half of the initial sales of 747 are airlines that want long-haul aircraft rather than cargo capacity. While the 747 has the lowest potential operating cost per seat, this can only be achieved when the aircraft is full; the cost per seat increases rapidly as the occupancy rate decreases. The moderately loaded 747 aircraft, one with only 70 percent of its seats used, uses more than 95 percent of the fuel required by the fully occupied 747s. Nonetheless, many flag operators purchase the 747 because of its iconic status "even if it does not make economic sense" to operate. During the 1970s and 1980s, there were often over 30 regular 747 schedules at John F. Kennedy International Airport.

The 1969-1970 recession greatly affected Boeing. For one and a half years after September 1970, he sold only two 747s in the world, and did not sell them to American companies for nearly three years. When economic problems in the United States and other countries after the 1973 oil crisis caused a reduction in passenger traffic, some airlines found they did not have enough passengers to fly 747 economically, and they replaced them with smaller and more recently introduced McDonnell Douglas DC- 10 and Lockheed L-1011 TriStar trijet wide bodies (and then twinjets 767 and A300/A310). After trying to replace the 747 coach seat with a piano bar in an attempt to attract more customers, American Airlines eventually lowered its 747s into cargo service and in 1983 exchanged with Pan Am for smaller aircraft; Delta Air Lines also removed 747 of its services after several years. Later, Delta acquired 747 more in 2008 as part of a merger with Northwest Airlines, although it has withdrawn its 747-400 fleet in December 2017.

International flights passing through traditional hub airports and landing in small towns became more common throughout the 1980s, and this eroded the original 747 market. However, many international operators continued to use 747 Pacific routes. In Japan, 747 domestic routes are configured to carry maximum passenger capacity.

Upgrade 747 version

After the initial 747-100, Boeing developed -100B , maximum maximum maximum takeoff variant (MTOW), and -100SR (Short Reach), with more passenger capacity high.. The maximum lift lift lift allows the aircraft to carry more fuel and has a longer range. The -200 model followed in 1971, featuring a more powerful engine and a higher MTOW. Passengers, cargo and passenger-cargo version combinations from -200 are produced. 747SP shortened (special performance) with a longer range was also developed, and entered service in 1976.

The 747 line was further developed with the launch of the 747-300 in 1980. The 300 series resulted from a Boeing study to increase the seating capacity of 747, where modifications such as aircraft plugs and extending the upper deck across the entire fuselage length were rejected. The first 747-300, completed in 1983, included a stretched upper deck, increased cruising speed, and increased seating capacity. The previous -300 variant designated the 747SUD for the stretched upper deck, then 747-200 SUD, followed by 747EUD, before the 747-300 designation was used. Passengers, short-range and passenger-passenger version combinations of 300 series are produced.

In 1985, the development of the 747-400 range began again. This variant has a new glass cockpit, which allows for two cockpit crew, not three, new engines, lighter construction materials, and a redesigned interior. Development costs are soaring, and production delays occur when new technologies are introduced at the airline's request. Lack of labor experience and dependence on overtime contributed to the initial production problem at 747-400. The -400 entered service in 1989.

In 1991, a record 1,087 passengers were flown aboard 747 to Israel as part of Operation Solomon. The 747 remained the heaviest commercial aircraft in regular service until the debut of Antonov An-124 Ruslan in 1982; variant of 747-400 will surpass the weight of An-124 in 2000. The Antonov An-225 cargo transportation, which debuted in 1988, remains the largest aircraft in the world with several steps (including most accepted size of weight and maximum takeoff length); one aircraft has been completed and operational by 2017. Hughes H-4 Hercules is the largest wing-width aircraft, but it only completes one flight.

Further developments

Since the arrival of 747-400, several stretching schemes for 747 have been proposed. Boeing announced a larger initial 747-500X and -600X design in 1996. The new variant will cost more than US $ 5 billion to develop, and interest is not enough to launch the program. In 2000, Boeing offered a simpler strain of 747X and 747X as an alternative to Airbus A3XX. However, the 747X family can not attract enough interest to enter production. A year later, Boeing switched from a 747X study to catch Sonic Cruiser, and after the Sonic Cruiser program was postponed, the 787 Dreamliner. Some ideas developed for the 747X are used on the 747-400ER, longer range variants of 747-400.

After several variants were proposed but later abandoned, some industry observers became skeptical of a new aircraft proposal from Boeing. However, in early 2004, Boeing announced a tentative plan for Advanced 747 that was finally adopted. Similar in nature to 747-X, the Advanced 747 uses an extended technology of 787 to modernize its design and system. 747 remained the largest passenger aircraft in service until Airbus A380 started its aviation service in 2007.

On November 14, 2005, Boeing announced the launch of the Advanced 747 as a Boeing 747-8. The last 747-400s were completed in 2009. In 2011, most orders from 747-8 have been for the freighter variant. On February 8, 2010, 747-8 Freighter made its maiden flight. The first delivery of the 747-8 was delivered to Cargolux in 2011. 1,500 produced Boeing 747 shipped in June 2014.

In January 2016, Boeing declared reducing production of 747-8 to six years starting in September 2016, incurring a post-tax cost of $ 569 million against fourth-quarter profit 2015. By the end of 2015, the company has 20 outstanding orders. On January 29, 2016, Boeing announced that it has commenced initial work on modifications to the commercial 747-8 for the next Air Force One Presidential aircraft, which is expected to be operational by 2020.

On July 12, 2016, Boeing announced that it has completed the acquisition requirements with the Volga-Dnepr Group for 20 747-8 expeditions, valued at $ 7.58 billion at list prices. Four aircraft are delivered starting 2012. Volga-Dnepr Group is the parent of three major air airlines in Russia - Volga-Dnepr Airlines, AirBridgeCargo Airlines, and Atran Airlines. The new 747-8 cargo will replace the current AirbridgeCargo 747-400 aircraft and expand the airline's fleet and will be acquired through a mix of direct purchases and rentals over the next six years, Boeing said.

On July 27, 2016, in its quarterly report to the Securities and Exchange Commission, Boeing discusses the potential cessation of 747 production due to insufficient demand and market for aircraft. With a strong backlog guarantee of 21 aircraft and six production levels per year, accounting programs have been reduced to 1,555 aircraft, and the 747 line can be closed in the third quarter of 2019. In October 2016, UPS Airlines ordered 14 -8Fs to add capacity, along with 14 option, taken in February 2018 bringing the total ordered to 28 and increasing the backlog to 25 - including some for refractory airlines - with deliveries scheduled through 2022.

Maps Boeing 747

Design

Boeing 747 is a large wide body (two aisle) with four engines mounted on the wing. Its wings have a high sweep angle of 37.5 degrees for fast and efficient cruising Mach 0.84 to 0.88, depending on the variant. This sweep also reduces the wingspan, allowing the 747 to use the existing hangar. The seating capacity is over 366 with 3-4-3 seat arrangements (3 seater sections, alley, 4 chairs, the other aisle, and 3 chairs) in economy class and 2-3-2 layout in first class on the main deck. The upper deck has 3-3 seat arrangements in economy class and 2-2 layout in first class.

Raised above the main deck, the cockpit creates a hump. This raised cockpit allows loading of the front cargo on the goods variant. The rear deck of the cockpit provides space for additional lounges and/or seating. The "stretching upper deck" becomes available as an alternative to the 747-100B variant and then as an initial standard on 747-300. The upper deck was extended over 747-8. The cockpit 747 also has an exit door from which the crew can exit during an emergency event if they can not do it through the cab.

The maximum takeoff weight of 747 ranges from 735,000 pounds (333,400 kg) to -100 to 970,000 pounds (439,985 kg) for -8. Its reach has increased from 5,300 nautical miles (6,100 mi, 9,800 km) at -100 to 8,000 nmi (9,200 mi, 14,815 km) at -8I.

747 has a redundant structure along with four redundant hydraulics systems and four main landing gear each with four wheels; this provides a good deployment of support in the field and security in case of a tire explosion. Redundant main gear so that the landing can be performed on two opposite landing gear if the other is not functioning properly. The 747 also has a separate control surface and is designed with advanced triple-slotted flaps that minimize landing speeds and allow 747 to use a standard runway. For the transport of a spare machine, the 747 can accommodate a non-functional five-pod machine under the wing of the aircraft between the engine that functions inside and the fuselage.

Lufthansa to extend Boeing 747 Berlin operations | AIRLIVE.net

src: www.airlive.net

Variant

The 747-100 was the original variant that was launched in 1966. 747-200 soon followed, with its launch in 1968. 747-300 was launched in 1980 and followed by 747-400 in 1985. In the end, 747-8 was announced in the year 2005. Several versions of each variant have been produced, and many early variants are produced simultaneously. The International Civil Aviation Organization (ICAO) classifies variants using short codes formed by combining model numbers and variant markers (eg "B741" for all -100 models).

747-100

The first 747-100 is built with six upper deck windows (three per side) to accommodate the upstairs lounge area. Later, when the airline started using the upper deck for premium passenger seats instead of the waiting room, Boeing offered the ten-window top deck as an option. Some early -100 installed with new configuration. The -100 is equipped with Pratt & amp; Whitney JT9D-3A Machine. No ship version of this model carrier was developed, but many 747-100 converted into cargo. A total of 167 747-100 were built.

747SR

Responding to requests from Japanese airlines for high-capacity aircraft to serve domestic routes between major cities, Boeing developed the 747SR as a short-range 747-100 version with lower fuel capacity and greater payload capability. With an increase in economy class seating, up to 498 passengers can be made in early versions and up to 550 in later models. The 747SR has an economic design life objective of 52,000 flights for 20 years of operation, compared to 24,600 flights in 20 years for the 747 standard. The initial 747SR model, the -100SR, has a reinforced body structure and landing gear to accommodate additional stress accumulated from large numbers off landing and landing. Additional structural support is built into the wings, fuselage, and landing gear along with a 20 percent reduction in fuel capacity.

Initial sequence for -100SR - four aircraft for Japan Air Lines (JAL, then Japan Airlines) - announced on 30 October 1972; The rollout occurred on August 3, 1973, and the first flight took place on 31 August 1973. This species was certified by the FAA on September 26, 1973, with the first shipment on the same day. The-100SR entered service with JAL, the only customer of that type, on October 7, 1973, and usually operates flights in Japan. The seven-100SR was built between 1973 and 1975, each with 520,000 pounds (240,000 kg) of MTOW and Pratt & amp; Whitney JT9D-7A engine is lowered to 43,000 pound-force (190,000Ãƒ, N) thrust.

Following -100SR, Boeing generated -100BSR, 747SR variant with increased takeoff weight capability. Debuting in 1978, the -100BSR also incorporated structural modifications for a high-cycle cycle-to-fly ratio; the standard -100B-related model debuted in 1979. The first 100BSR flew on November 3, 1978, with the first delivery to All Nippon Airways (ANA) on December 21, 1978. A total of twenty -100BSRs were produced for ANA and JAL. The -100BSR has a Ã‚ Â£ 600,000 MTOW and is powered by the same JT9D-7A or General Electric CF6-45 engine used on the -100SR. ANA operated this variant on Japan's domestic route with 455 or 456 seats until it stopped its last aircraft in March 2006.

In 1986, two models of the 100 -100BS SUD, featuring an expanded upper deck (SUD) of -300, were produced for JAL. This inaugural flight occurred on February 26, 1986, with the FAA certification and first delivery on 24 March 1986. JAL operated the SUD-100BSR with 563 seats on domestic routes until retiring in the third quarter of 2006. While only two -100BSR SUDs were produced, standard -100Bs can be modified into SUD certification. Overall, twenty-nine 747SRs were built, consisting of seven -100SR, twenty -100BSR, and two -100BSR SUDs.

747-100B

The 747-100B model was developed from -100SR, using a stronger airframe and landing gear design. This type has an increased fuel capacity of 48,070 gal US (182,000 Ãƒ, Ã‚ Â°; 40,030Ãƒ, Ã‚ Â° impÃƒ, Ã‚ Â¢ gal), allowing for 5,000 nautical miles (9,300 km; 5,800Ãƒ, mi) range with 452 passengers which is distinctive, and an increase of MTOW 750,000 pounds (340,000 kg) is offered. The first order -100B, a plane for Iran Air, was announced on June 1, 1978. The aircraft first flew on June 20, 1979, received the FAA certification on August 1, 1979, and was delivered the following day. Nine -100B built, one for Iran Air and eight for Saudi Arabian Airlines. Unlike the original -100, -100B is offered with Pratt & amp; Whitney JT9D-7A, General Electric CF6-50, or Rolls-Royce engine RB211-524. However, only RB211-524 engine (Saudia) and JT9D-7A (Iran Air) are booked. The last 747-100B, EP-IAM has been retired by Iran Air in 2014, the last commercial operator from 747-100 and -100B.

747SP

The development of the 747SP comes from a joint request between Pan American World Airways and Iran Air, which is looking for high-capacity aircraft with sufficient reach to cover the New East-Middle East Pan Am route and the Iran-New York route planned by Air Air.. The Tehran-New York route, when launched, is the world's longest uninterrupted commercial flight. The 747SP is 48 feet 4 inches (14.73 m) shorter than 747-100. The aircraft parts are eliminated to the front and back of the wing, and the center of the fuselage is redesigned to fit the horse's body. The SP flap uses a simplified single-slotted configuration. The 747SP, compared to previous variants, has an oval from the rear upper body into the empennage, double-hinged steering, and longer vertical and horizontal stabilizers. Power is provided by Pratt & amp; Whitney JT9D-7 (A/F/J/FW) or Rolls-Royce RB211-524 engine.

The 747SP was granted an additional certificate on 4 February 1976 and entered into service with customers launching Pan Am and Iran Air in the same year. The aircraft was chosen by airlines that wanted to serve the main airport on short runways. A total of 45 747SPs were built, with 747SP 44th delivered on 30 August 1982. In 1987, Boeing reopened the 747SP production line after five years to build the last 747SP for orders by the United Arab Emirates government. In addition to airline use, one 747SP has been modified for the NASA/German Aerospace Center SOFIA experiment. Iran Air is the last civil operator of the type; The final 747-SP (EP-IAC) will be retired in June 2016.

747-200

While 747-100 is supported by Pratt & amp; The Whitney JT9D-3A engine offers enough charge and reach for US domestic operations, very small for the long international route sector. Demand for long-haul aircraft with rapidly increasing payloads led to a -200 increase, featuring stronger engines, an increase in MTOW, and a range greater than -100. Some early-200s maintain a three-window configuration of -100 on the upper deck, but most are built with ten-window configurations on each side. 747-200 is produced in passenger versions (-200B), freighter (-200F), convertible (-200C), and combi (-200M).

747-200B is a basic passenger version, with increased fuel and engine capacity; it entered service in February 1971. In the first three years of production, the -200 is equipped with Pratt & amp; Whitney JT9D-7 engine (originally the only machine available). The range with full passenger load starts at more than 5,000 nmi (9,300 km) and increases to 6,000 nmi (11,000 km) with engines in the future. Most -200B have an internally stretched top deck, allowing up to 16 passenger seats. The transport model 747-200F can be installed with or without side cargo doors, and has a capacity of 105 tons (95.3 tons) and MTOW up to 833,000 pounds (378,000 kg). It entered service in 1972 with Lufthansa. The convertible version, 747-200C, can be converted between passengers and freighter or used in mixed configurations, and featuring removable seats and nose cargo doors. The -200C can also be equipped with optional side cargo doors on the main deck.

The combi model, 747-200M, can transport the cargo on the back of the main deck through the side cargo door. The removable partition on the main deck separates the cargo area at the rear of the passenger on the front. The -200M can carry up to 238 passengers in a three-class configuration with the cargo being done on the main deck. This model is also known as Combi 747-200. As in -100, the extended deck modification (SUD) is then offered. A total of 10 converted 747-200 operated by KLM. Union des Transports AÃƒÆ' Ã‚ Â© riens (UTA) also has two converted aircraft.

After launching -200 with Pratt & amp; Whitney JT9D-7 engine, on August 1, 1972 Boeing announced that it had reached an agreement with General Electric to certify the 747 with a CF6-50 series engine to increase the market potential of the aircraft. Rolls-Royce followed 747 engine production with launch orders from British Airways for four aircraft. The RB211-524B engine option was announced on June 17, 1975. The Series -200 was the first 747 to provide a choice of powerplants from three major engine manufacturers.

A total of 393 of the 747-200 versions had been built when production ended in 1991. Of these, 225 were -200B, 73 were -200F, 13 were -200C, 78 were -200M, and 4 were military. Many of the 747-200s remained in operation, although most of the major carriers had pulled them from their fleets and sold them to smaller carriers in the early 2000s. The major airlines have accelerated retirees of the fleet following the September 11 attacks and the subsequent decline in demand for air travel, discarding some or turning others into cargo. Iran Air drew last passenger 747-200 in May 2016, 36 years after delivery.

747-300

The 747-300 has a top deck of 23-feet-4-inches-longer (7.11 m) than -200. The stretched upper deck has two emergency exits and is the most noticeable difference between -300 and the previous model. Prior to being standardized on 747-300, the previously stretched top deck was offered as retrofit, and appeared on two Japanese 747-100SR aircraft. The 747-300 introduced a new straight staircase to the upper deck, not the spiral staircase on the previous variant, which created space above and below for more seating. Smaller aerodynamic changes allow a cruising rate of -300 to reach MachÃƒ, 0.85 compared to Mach 0.84 on the -200 and -100 models, while retaining the same takeoff weight. The -300 can be equipped with Pratt & amp; Whitney and Rolls-Royce Powerplants as in -200, as well as updated engine General Electric CF6-80C2B1.

Swissair placed its first order for 747-300 on June 11, 1980. This variant revived the designation of the 747-300, which had previously been used in design studies that did not reach production. The 747-300 aircraft first flew on 5 October 1982, and the first delivery of this type was delivered to Swissair on March 23, 1983. In addition to the passenger model, two other versions (-300M, -300SR) were produced. The 747-300M has a cargo capacity on the back of the main deck, similar to -200M, but with a stretched upper deck can carry more passengers. The 747-300SR, a short-range, high-capacity domestic model, is produced for the Japanese market with maximum seating for 584. There is no production transport version of the 747-300 built, but Boeing began modifying the former 300-passenger model into cargo in 2000.

A total of 81 747-300 series aircraft were delivered, 56 for passenger use, 21 -300M and 4 -300SR versions. In 1985, just two years after the 300 entry into service, it was replaced by a more advanced 747-400 announcement. The last 747-300 was delivered in September 1990 to Sabena. While around -300 customers continue to operate this type, some large carriers replace 747-300 with 747-400. Air France, Air India, Pakistan International Airlines, and Qantas are some of the last major airlines to operate 747-300. On December 29, 2008, Qantas flew the last scheduled 747-300 service, operating from Melbourne to Los Angeles via Auckland. In July 2015, Pakistan International Airlines retired their last 747-300 after 30 years of operation. In July 2017, only five 747-300 remained in commercial service, with Max Air (3), Mahan Air (1) and TransAVIAexport Airlines (1).

747-400

The 747-400 is an enhanced model with increased range. It has a 6 ft (1.8 m) wing tip extension and winglets of 6 ft (1.8 m), which improves fuel efficiency of this type by four percent compared to the previous 747 versions. The 747-400 introduces a new glass cockpit designed for flight crews of two instead of three, with rapid number reductions, gauges and buttons from 971 to 365 through electronic usage. This type is also equipped with a fuel tank, a revised engine, and a new interior. A further reach has been used by some airlines to pass traditional fuel stops, such as Anchorage. Powerplants include Pratt & amp; Whitney PW4062, General Electric CF6-80C2, and Rolls-Royce RB211-524.

The -400 -300 , while the carrier version does not have an extended top deck. The 747-400D is built for short range operation with maximum seating for 624. Winglets are not included, but they can be mounted. Cruising speeds up to Mach 0.855 on different versions of 747-400.

The passenger version first entered service in February 1989 with customers launching Northwest Airlines on the Minneapolis route to Phoenix. The combi version began operations in September 1989 with KLM, while the cargo version was operated in November 1993 with Cargolux. The 747-400ERF entered service with Air France in October 2002, while 747-400ER entered service with Qantas, its primary customer, in November 2002. In January 2004, Boeing and Cathay Pacific launched the Boeing 747-400 Freighter program, later called as Boeing Converted Freighter (BCF), to modify passenger 747-400 for cargo use. 747-400BCF first shipped back in December 2005.

In March 2007, Boeing announced that it had no plans to produce a further passenger version of the -400. However, orders for cargo 36 -400F and -400ERF already exists at the time of the announcement. The last passenger version of 747-400 was delivered in April 2005 to China Airlines. Some of the last built 747-400 are shipped with Dreamliner livery along with modern Signature interior from Boeing 777. A total of 694 of 747-400 series aircraft were delivered. On numerous occasions, the largest 747-400 operators have incorporated Singapore Airlines, Japan Airlines and British Airways by 31 in January 2017. In July 2017, 370 747-400 remained in operation.

747 LCF Dreamlifter

The Dreamlifter 747-400 (originally called the 747 Large Cargo Freighter or LCF) is a Boeing designed modification of the existing 747-400 to a larger configuration for carrying 787 Dreamliner sub-assemblies. Evergreen Aviation Technologies Corporation of Taiwan is contracted to complete the 747-400 modification to Dreamlifters in Taoyuan. The aircraft flew for the first time on September 9, 2006 in a test flight. Modified four aircraft completed in February 2010. Dreamlifters have been placed in a sub-assembly of freight services for the 787 program to the Boeing plant in Everett, Washington, for final assembly. The aircraft is certified carrying only crew members and not passengers.

747-8

Boeing announced the new 747 variant, 747-8, on November 14, 2005. Called 747 Advanced before launch, the 747-8 uses the same engine and cockpit technology as the 787, hence the use of "8". This variant is designed to be more quiet, more economical, and more environmentally friendly. The 747-8 airframe extended from 232 to 251 feet (70.8 to 76.4 m), marking the first stretch variant of the aircraft. Power is supplied by General Electric GEnx-2B67 engine.

The 747-8 Freighter, or 747-8F, comes from 747-400ERF. This variant has a payload capacity of 16 percent larger than its predecessor, enabling it to carry seven standard air cargo containers, with a maximum cargo capacity of 154 tons (140 tons) of cargo. As with the previous 747 cargo, the 747-8F features a nose door on top and a side door on the main deck plus a side door on the lower deck ("stomach") to help load and unload. The 747-8F made its maiden flight on 8 February 2010. The variant received the type certificate altered jointly from the FAA and European Aviation Safety Agency (EASA) on August 19, 2011. The -8F was first delivered to Cargolux on October 12, 2011.

Boeing has studied a number of 747 variants that have not exceeded the concept stage.

747 trijet

During the late 1960s and early 1970s, Boeing studied the development of a shorter 747 with three engines, to compete with the Lockheed L-1011 TriStar and smaller McDonnell Douglas DC-10. The center machine will be installed in the tail with an S-duct intake similar to the L-1011's. Overall, the 747 trijet will have more payload, reach and passenger capacity than both. However, engineering studies show that a major redesign of the 747 wing will be needed. Maintaining the same 747 handling characteristics will be important to minimize retraining of the pilots. Boeing decided to pursue a shorter 747 engine, producing 747SP.

747 ASB

Boeing announced 747 ASB (Advanced Short Body ) in 1986 in response to Airbus A340 and McDonnell Douglas MD-11. The design of this aircraft will incorporate the advanced technology used on 747-400 with 747SP foreshortened aircraft. The aircraft was carrying 295 passengers with a range of 8,000 nmi (9,200 mi, 15,000 km). However, the airline was not interested in the project and was canceled in 1988 for supporting 777.

747-500X, -600X, and -700X

Boeing announced 747-500X and -600X at Farnborough Airshow 1996. The proposed model will incorporate a 747 split plane with new 251 ft (77 m) span wings coming from 777. Other changes include adding a more powerful engine and increasing the number of tires from two to four in the landing gear of the nose and from 16 to 20 at the main landing gear.

The 747-500X concept featured an increase in body length of 18Ãƒ,Ã‚ ft (5.5 m) to 250 m (76.2 m), and the aircraft carried 462 passengers over a range of up to 8,700 nautical miles (10,000 mi, 16,100 km), with gross weight more than 1.0 Mbb (450 tons). The 747-600X concept features a larger stretch of up 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 mbb (540 tonnes). The third study concept, 747-700X, will incorporate a 747-600X wing with a widened body, allowing it to carry 650 passengers over the same range of 747-400. The cost of change from the previous 747 model, especially the new wing for 747-500X and -600X, is estimated at more than US $ 5 billion. Boeing was not able to attract enough interest to launch the aircraft.

747X and 747X Stretching

As Airbus evolved with its A3XX study, Boeing offered 747 derivatives as an alternative in 2000; a simpler proposal than the previous -500X and -600X that retains the entire wing design of 747 and adds segments on the roots, increasing the range to 229Ãƒ, ft (69.8 m). Power will be supplied by GP7172 or Rolls-Royce Trent 600 Engine Alliance, which is also proposed for 767-400ERX. New flight deck based on 777 will be used. 747X is to carry 430 passengers over the range up to 8,700? Nmi (10,000 mi, 16,100 km). The 747X stretch will be extended to 263 feet (80.2 m) long, allowing to carry 500 passengers over a range of up to 7,800 million (9,000 mi, 14,500 km). Both will feature interiors based on the 777. Freighter versions of 747X and 747X Stretch are also studied.

Like its predecessor, the 747X family was unable to garner enough interest to justify production, and it was stored alongside 767-400ERX in March 2001, when Boeing announced the Sonic Cruiser concept. Although the 747X design is cheaper than the 747-500X and -600X, it is criticized for not offering enough progress from the existing 747-400. The 747X does not make it outside the drawing board, but the 747-400X is being developed simultaneously moving into production to become a 747-400ER.

747-400XQLR

After ending the 747X program, Boeing continues to study the improvements that can be made on 747. The 747-400XQLR (Quiet Long Range) is meant to have an increase in the range of 7,980? Nmi (9,200 mi, 14,800 km), with improvements to improve efficiency and reduce noise. The improvements studied include knitted wingtips similar to those used on the 767-400ER and a nacelle chainsaw machine for noise reduction. Although the 747-400XQLR does not move into production, many of its features are used for Advanced 747, which has now been launched as a 747-8.

src: www.aviationcv.com

Operator

In July 2017, 488 Boeing 747 was in service, with British Airways becoming the largest operator with 36,747-400.

The last US passenger of Boeing 747 has retired from Delta Air Lines in December 2017, having flown for every major American operator since its introduction in the 1970s. Delta flew three of its last four aircraft on a farewell tour, from Seattle to Atlanta on December 19 to Los Angeles and Minneapolis/St Paul on December 20.

As IATA forecasts increase in air freight from 4% to 5% by 2018 driven by booming trades for time-sensitive items, from smartphone to fresh flower, demand for cargo is very strong while passenger 747 is phased out. Of the 1,544 produced, 890 were retired; by 2018, a fraction of those who are meant to split up get $ 3 million D-check before flying again. Young-400 sells for 320 million yuan ($ 50 million) and Boeing stops cargo shipments, which normally cost nearly $ 30 million. This return helps the Boeing Capital aircraft financing fleet to shrink its exposure to 747-8 from $ 1.07 billion in 2017 to $ 481 million.

Order and delivery

Boeing 747 orders and shipments (cumulative, by year):

Orders

Shipping

Boeing data until end of April 2018

Model overview

Source for order and delivery: Boeing data until end of April 2018

airlines - Are there any Boeing 747 still flying for commercial ...

src: i.stack.imgur.com

Accidents and incidents

747 has been involved in 146 aviation accidents and incidents, including 61 accidents and gastric losses resulting in 3722 fatalities. The last accident was Turkish Airlines Flight 6491 in January 2017. There were also 24 deaths in 32 aircraft hijackings, such as Pan Am Flight 73 where the Boeing 747-121 was hijacked by four terrorists and resulted in 20 deaths.

Some crashes have been linked to a design error of 747. Tenerife Airport disaster resulted from pilot error and communication failure, while Japan Airlines Flight 123 and China Airlines Flight 611 crashes came from improper aircraft repairs. United Airlines Flight 811, which experienced an explosive decompression in the middle of a flight on 24 February 1989, led the National Transportation Safety Board (NTSB) to issue a recommendation that 747-200 cargo doors similar to those on the 811 Aircraft aircraft were modified. Korean Air Lines Flight 007 was shot down by Soviet warplanes in 1983 after crossing into Soviet territory, causing US President Ronald Reagan to legitimize a very tight military global positioning system (GPS) for civilian use.

Accidents due to lack of design include the TWA Flight 800, where 747-100 exploded in the air on July 17, 1996, possibly because it triggered the power cord inside the fuel tank; these findings led the FAA to propose rules requiring the installation of inerting systems in the largest aircraft fuel tank adopted in July 2008, after years of research into solutions. At that time, the new security system is estimated to cost US $ 100,000 to $ 450,000 per aircraft and weighs about Ã‚ Â£ 200 (91 kg). El Al Flight 1862 crashed after the fuse pin for the machine was disconnected shortly after takeoff due to metal fatigue. Instead of moving away from the wings, the engine crashed into adjacent engines and damaged the wings.

Boeing 747-200 400 800 Group Charter - Air Charter Service

src: duibe7slt06r7.cloudfront.net

Plane on display

Due to the increasing number of "classic" 747-100 and 747-200 series aircraft have been retired, some have found their way to museums or other uses. In recent years, some of the older 747-300 and 747-400 have also found their way to the museum as well.

20235/001 - 747-121 registration N7470 The town of Everett , 747 and the first prototype, is at the Aviation Museum, Seattle, Washington, USA where sometimes hired for Boeing for purposes testing.
19896/019 - 747-132 (SF) registration N481EV at Evergreen Aviation & amp; Museum of Space, McMinnville, Oregon.
19778/027 - 747-151 enrollment N601US nose at National Air and Space Museum, Washington, D.C.
20269/150 - 747-136 nose G-AWNG registration at Hiller Aviation Museum, San Carlos, California.
20239/160 - 747-244B registration of ZS-SAN at South African Airways Museum Society, Rand Airport, Johannesburg, South Africa.
20770/213 - 747-2B5B enrollment HL7463 at Jeongseok Aviation Center, Jeju, South Korea.
20713/219 - 747-212B (SF) registration N482EV at Evergreen Aviation & amp; Museum of Space, McMinnville, Oregon.
21134/288 - 747SP-44 registration of ZS-SPC at South African Airways Museum Society, Rand Airport, Johannesburg, South Africa.
21093/307 - 747SP-86 registration of EP-IAA in Tehran Aerospace Exhibition, Tehran, Iran.
21549/336 - 747-206B registration PH-BUK at Aviodrome, Lelystad, Netherlands.
21588/342 - 747-230B D-ABYM registration at Technikmuseum Speyer, Speyer, Germany.
22145/410 - 747-238B VH-EBQ registration at Qantas Founder Founder Museum, Longreach, Queensland, Australia.
21942/471 - 747-212B lists the N642NW nose at the Aviation Science Museum, Chiba Prefecture, Japan.
23719/696 - 747-451 enrollment N661US at Delta Flight Museum, Atlanta, Georgia.
24354/731 - 747-438 VH-OJA registration at Illawarra Regional Airport, Albion Park Rail, New South Wales, Australia.

Other uses

After retiring from service, 747 number two on the production line was dismantled and shipped to Hopyeong, Namyangju, Gyeonggi-do, South Korea where it was reassembled, repainted with a similar feature to Air Force One and converted into a restaurant. Originally flown commercially by Pan Am as N747PA, Clipper Juan T. Trippe , and repaired for service after an attack, the vehicle remained with the airline until it went bankrupt. The restaurant closed in 2009, and the plane was canceled in 2010.

The former British Airways 747-200B, G-BDXJ, was parked at Dunsfold Aerodrome in Surrey, England and has been used as a film set for production such as the 2006 James Bond film, . The aircraft also often appears on the BBC television series Top Gear, which was filmed in Dunsfold.

The Jumbohostel , using converted 747-200, opened at Arlanda Airport, Stockholm on January 15, 2009.

The 747 wing has been recycled as the roof of a house in Malibu, California.

Boeing 747-400 wins protest, may fight more US wildfires ...

src: 2qibqm39xjt6q46gf1rwo2g1-wpengine.netdna-ssl.com

Specifications

Why Boeing 747 Planes Have A Hump In The Front - YouTube

src: i.ytimg.com

Important appearances in media

Upon its debut, the 747 quickly achieved iconic status, appearing in a number of production films such as Airport Airport 1975 and Airport Aquino disaster 77 air Force One , Air Force One , Die Hard 2 , and Executive Decision . Appearing in over 300 film production 747 is one of the most widely depicted civil aircraft and considered by many to be one of the most iconic in film history. The aircraft enters the cultural lexicon as the original Jumbo Jet , a term coined by the aviation media to describe its size, and is also nicknamed Queen of the Skies.

src: fm.cnbc.com

References

Bibliography

Boeing 747 Crash in Hong Kong | Into The Storm | China Airlines ...