Interior layout and seating arrangement

Over more than a century of world aviation history, thousands of modifications of military and civil aircraft for various purposes have been developed and built. Among them there are airplanes that become rulers of the skies for many years. These airliners include the world's most popular wide-body aircraft, the Boeing 747.

Boeing 747 aircraft

The history of the Boeing 747 aircraft

February 9, 2019 This year marks exactly half a century since the day when the very first double-decker Boeing 747-100 took off. The idea of ​​​​creating a Boeing 747 aircraft, the number of passengers of which would reach 500 people, belongs to the head of Boeing, William Ellen, and the boss of the PanAm airline, Juan Tripp.

It was based on a project for a cargo aircraft for the US Air Force, a tender for which Boeing had lost to the winged giant Lockheed C-141 several years earlier. The team of project designers was headed by talented engineer Joe Sutter. It was decided to design a cargo-passenger class aircraft with a cargo hatch under the cockpit.

This decision became a kind of insurance against losses in the competition that unfolded between apologists for subsonic passenger aviation and those who actively promoted a new direction - jet civil aircraft.

The first contract between PanAm and Boeing for the supply of 25 Boeing 747-100 aircraft with a total value of $5,525 million. was signed in the spring of 1966. The cost of building various modifications has been constantly increasing over the course of fifty years, as developers use advanced technologies and unique materials to improve the flight performance of the aircraft:

• Boeing 747-100 aircraft - $24 million;
• 747-200 - 38 million dollars;
• 747-300 - 82 million dollars;
• 747-400 - 260 million dollars;
• 747-8 - 379 million dollars.

Boeing released 747 series airliners by 2016

By December 2016, Boeing had produced 1,556 747 series aircraft in various modifications. 98% (1527 aircraft) have been contracted and handed over to customers for operation.

Aircraft are assembled at the world's largest aircraft manufacturing facility, the Boeing plant in Everett, Washington. The huge expenses spent on the development, commissioning, production and maintenance of the aircraft were generously paid off by the profits from the sale of the Boeing 747 to dozens of countries around the world.

The excellent performance characteristics of the 747 series aircraft, high reliability and efficiency allowed them to immediately and for a long time take leadership among long-haul airbuses in terms of the number of passengers carried.

The use of transparent aircraft leasing schemes allows airlines to compensate for their high selling price.

It is noteworthy that in Russia the Boeing 747 series was not operated by Aeroflot until 2015. Long-haul flights were carried out by Transaero.

Characteristics of the Boeing 747

The layout of the Boeing 747 (B747) is designed as a low-wing aircraft with one vertical fin and swept wings. The Boeing 747 engine is a dual-circuit turbofan (turban engine) attached to the wing using special pylons.

It is best to consider the tactical and technical characteristics of the aircraft by comparing the three most popular airliners - 747-100, 747-400ER and 747-8:

Boeing 100 series began regular commercial flights only at the end of 1970 due to defects in the design of the Pratt & Whitney JT9D-3A turbofan engine with a take-off thrust of 22,000 daN.

The cost of two years of refinement amounted to almost $200 million. The 747-100 series received the JT9D-7A powerplant, and the 747-200 received the JT9D-7R4G with a thrust of 224,700 daN. In total, 8 types of turbofan engines were used in various modifications of the aircraft:

The range of components and parts used to assemble the Boeing 747 consists of more than 6 million items.

They are produced in 33 countries around the world.

Boeing 747 modifications

The double-decker Boeing 747 underwent major modifications several times from 1970 to 2006. Various technical and commercial characteristics of the car have changed, but the appearance of the famous humpback is still easily recognizable.

• 747-100. Since September 2, 1968, 167 basic model aircraft with a flight range of up to 7,200 km have rolled off the Everett plant. Produced until 1976. Lufthansa was the first European airline to add aircraft of the 100th modification to its fleet. During operation, the upper deck of the aircraft turned into a first-class passenger cabin, designed for 60 seats.

• 747-100SR (short range). Created under the Short Range program. On domestic airlines with a length of up to 5 thousand km, reducing the amount of fuel in the tanks made it possible to increase the cabin capacity of the Boeing 747 400 aircraft to 550 passengers. Several structural elements, the aircraft's avionics and the satellite communications system were redesigned. In the summer of 1973, the Boeing 747SR received ICAO certification. 29 units were produced.

• 747-100SP. The Special Performance modification was designed as a competitor to the Douglas DC-10 and Lockheed L-1011 on medium-haul lines. It has a shorter fuselage compared to the base model. The maximum aircraft load has been reduced to 220 seats. With a flight range of up to 10,200 km, it turned out to be very popular in the countries of the Pacific region. The series was limited to the construction of 45 vehicles.

• 747-200. The installation of more powerful engines made it possible to increase the flight range to 10,800 km (747-200V). Several varieties of this modification were built for the US Air Force. Utility-passenger models marked C, F and M were produced. With the start of production of more advanced modifications, almost all of them were converted into “trucks”.

• 747-300. Produced since 1980 with M and SR markings. For the first time, the length of the upper deck was increased. Instead of a spiral staircase, a straight staircase is installed between the upper and lower floors of the aircraft. Flight range - up to 12400 km.

• 747-400. It has been operating regularly since 1989. For the first time, a new aerodynamic element was used in the wing design - vertical wingtips. With the installation of new avionics, the need for a flight engineer in the crew was eliminated.

The 400's efficiency is a quarter higher than that of the 747-300, and the noise level is half that. The number of passengers on the Boeing 747-400D in Japan has reached 594 people. The 400ER modification airliner can cover a distance of 14,205 km.

• 747-LCF Dreamlifter. Wings for the ultra-modern Boeing 787 airliner are produced in Japanese factories. To deliver them to Everett, the 747-400 was converted into a cargo version - LCF. Thanks to the use of this aircraft, the delivery time for Dreamliner planes from Japan to the United States is reduced from one month to one day.

• 747-8. The most modern modification of the Boeing 747, whose performance characteristics are unique, has been in operation since 2010. The fuselage of the 747-400 transport aircraft was lengthened by 5.5 meters.

It is significantly more economical than older modifications thanks to the use of the GEnx power plant developed by General Electric specialists. The Boeing 747-8 order portfolio includes more than 120 aircraft. Actively used as a VIP liner.

Passenger capacity of Boeing 747-400 and other modifications

Three types of seats can be installed in the passenger cabin of the 747-400 - business class, first class and economy class. Seats of the most affordable price category are located in the compartments of the first floor. Video viewing systems are available.

The seats for first and business class passengers are located under the pilot's cabin or on the upper floor. The main conditions for the location of seats in these categories are maximum comfort, proximity to the service personnel compartment and convenience of evacuation routes. The layouts differ in the number of passengers:

Salon layout plans can be very different. First of all, it depends on the density of passenger traffic and the level of profitability of transportation. Here are the two most popular schemes:

• Under maximum load. Over 90% of the seats are in economy class, which allows for maximum capacity on the Boeing 747 aircraft.

• To carry a large number of first class passengers. In this scheme, some seats can be equipped for business class.

Over 50 years of active operation, the liner has not become obsolete at all. Thanks to its unique double-deck design and high performance capabilities, the star of passenger aviation continues to fly around the world, performing its functions flawlessly. Even the wide-body giant of the 21st century, the Airbus A-380, can envy its fantastic popularity among passengers.

Before the appearance of the European giant A-380 on the market, the largest aircraft in the world was considered the Boeing 747, whose cabin capacity, or rather, 2 passenger decks, was more than 500 people. Like other aircraft of the company, this airliner went through several modifications, but its main differences did not change. The plane contained 2 decks, an original nose, 4 engines, and the largest passenger capacity.

The aircraft became the first wide-body airliner, which was planned only for cargo transportation. It began to be developed a year after the 737 version was launched into production, as a result of which a fundamentally new aircraft did not emerge. However, this was not required. The whole world was following the development of supersonic airliners, so the Boeing 747 had every chance to remain. Especially for the cargo version, the cockpit was located on the second floor. Initially, it was planned to leave the second deck for passengers, while the first floor was given over entirely to the cargo compartment. The aircraft also received four engines for greater payload capacity.

First flights

Despite financial difficulties, the first wide-body airliner took off in 1970. Since the airliner was a passenger one, the upper deck became a service deck, and all passengers were accommodated according to the principle usual for other aircraft. The capacity of the first Boeing 747 models was only 200 people, but if you compare it with the 737 model, released the same year and taking 100 people on board, the difference is twofold.

Active interest in the new airliner significantly undermined the position of the Concordes - supersonic European aircraft: many carriers revised their orders and shares of the Boeing 747 began to grow rapidly. Based on the first aircraft, production of several modifications began. The first of them was developed for a Japanese carrier, and the order was for short-range aircraft. The response to the Japanese order was the modification 747-100SR. This version received an improved fuselage and smaller tanks, thereby significantly increasing the aircraft's capacity. The Boeing 747-100SR was able to carry 500 and then 550 people. Later, the 747-300 development will receive the same modification - an aircraft flying short distances.

Other modifications

Despite growing orders for passenger versions, Boeing has not abandoned its original plans to produce cargo aircraft. This is how the following modifications appeared: F - cargo version, M - combi, which has the ability to take fewer passengers but more luggage, B - improved chassis (for the first versions) and tanks (later). In addition, on the basis of the 747-200, two classic “Air Force No. 1” were assembled to transport the US President.

The 200 modification served as a prototype for the next generation - the 300s, the only difference of which was to have three engines instead of the standard four. But this decision was not continued - the Boeing 747-300 became a completely new airliner.

"Boeing 747-300"

One of the features of the new aircraft is a straight staircase to the second floor (previously a spiral was used), an enlarged upper deck designed for economy or business class, and the ability to vary the number of seats. The Boeing 747-300's seating capacity ranges from 400 (operating in three classes) to 600 people when only one class of service is used.

The first Boeing 300 took flight in 1980 and quickly became one of the most frequently used. Until 2005 (the first takeoff of the A-380), this modification was considered the best model of a long-distance airliner, but it also had significant shortcomings.

Operational problems

Simultaneously with the increase in the number of passengers, operational problems began. The largest Boeing 747, whose capacity was rapidly growing, no longer corresponds to the parameters of airports. In addition, four engines versus three on competitor aircraft such as the DC-10 meant And with the onset of the 1970 crisis, many companies refused to work with the 747 model due to its unprofitability. If we remember that around the same time the Boeing 767 and Airbus 300 (both with two engines) entered the market, almost immediately capturing the wide-body aircraft market, the 747 began to lose its position. And although the capacity of the Boeing 747 aircraft was still one of the largest, airlines began to first convert this version into a cargo version, and then simply sell it.

Airplane for long flights

And, perhaps, another aircraft would have gone down in history, but it was the growth in the number of passengers that allowed Boeing 747 class aircraft to remain in service. The passenger capacity of this airliner satisfied the demanding UK and Japan, not to mention the fact that such an aircraft could be used on long-distance transcontinental flights or on busy lines.

The future of the 747

With the development of aviation, many carriers began to need the possibility of long flights without refueling, and therefore the developers again took up the Boeing 747. Passenger capacity in new versions reached up to 800 people. The flight range met the standards of the previously released 747-400 model. But very soon the 747-500 and 747-600 aircraft projects went into the archives. The carriers wanted a new aircraft, not a modernization of the old one. Nevertheless, the developers did not forget about the 747: they modified it, closed it, and modified it again. This continued until 2005. Finally, after the release of the Boeing 787, the corporation announced the return of the 747 model. The new aircraft is codenamed Boeing 747-8, or Advanced.

Carriers, remembering the dubious success of the first versions of the 747, initially ordered 109 aircraft - a third of them in passenger design. The rest were required in the cargo version. A total of 121 vehicles have been sold to date. The capacity of the Boeing 747-8 was not staggering - 581 people using 2 classes of service. By using three classes of service (with the addition of first class), the number of seats is reduced to approximately 400.

Best places

The article provides a typical layout of three classes on a Lufthansa airline (Germany) aircraft. The airliner has several first class seats - on the lower floor under the cockpits, 80 seats in business class and almost 300 seats in economy class. The total capacity of the Boeing 747-8 in this configuration is 386 seats.

There were no complaints about the first class - there is a lot of free space for passengers, they have the opportunity to sit comfortably, while each seat is located behind its own screen. Next are the front exits, refreshments and restrooms. The first row seats in business class, although spacious, are limited by a partition behind which there are toilets and a kitchen, which can create some inconvenience. Chairs 9C and 9H are located in close proximity to the aisle and restrooms. Passengers in rows 81 and 88 (second floor, first and last rows) can expect similar inconveniences. Passengers in the tenth row will have to look at the partition in front of them for the entire flight, which, naturally, is quite uncomfortable. Business class seats 6 people in a row, with two aisles separating them.

Economy class starts from rows No. 16 and 18. The sixteenth row has only 6 seats. Considering that there are no passengers in front of them, there is enough free space for the occupants of this row and they do not risk finding themselves in the trap created by the reclined seat of the person sitting in front. The same applies to the middle section in the 18th row. The twentieth row is located next to the emergency exit - this explains the absence of portholes. Passengers in the middle section in this row do not have the opportunity to take a horizontal position, since there is a wall of toilets behind them. The 21st-22nd rows repeat the arrangement of rows No. 16-18, except that in the 21st row there are only four seats that are not separated from the rest. There is also plenty of legroom, the only drawback is that there are emergency exits nearby. The middle section, namely rows 32 and 33, has rear walls, so you won’t be able to relax and lie down. All row 34 seats have a partition in front of them, which can result in limited space. Rows 45-47 are at the back of the plane, so it can be crowded. The 49th row can be called the most unfortunate, since the shortcomings mentioned earlier are fully present in this sector.

Conclusion

The capacity of the Boeing 747 has been upgraded from version to version, but, according to carriers and direct users of this aircraft, although it requires a lot of fuel, it justifies itself on transcontinental flights. Serious confirmation can be provided by British Airways, which purchased the largest Boeing 747 during the American crisis, the capacity of which was up to 500 people. The number of vehicles of this class in the company’s fleet today is 57 units.

The Boeing 747 is the world's first long-range wide-body passenger aircraft equipped with two decks. This is an externally recognizable glider, thanks to the presence of the upper deck, which is noticeably inferior in length to the first floor, thereby forming a kind of elevation in the bow of the aircraft.

Manufacturer: The Boeing Company, an American corporation that is one of the leading manufacturers of civil aviation aircraft. The company has been operating for more than 100 years, founded in 1916. In addition to the design and production of passenger aircraft, the Boeing company is engaged in the development and creation of military helicopters, missiles and satellites, information, electronic, and defense systems. The company's headquarters is located in Chicago.

Modifications

The production of the first Boeing 747 aircraft took place in 1966. Over the decades of creating this line of gliders, the company has developed and produced the following modifications of aircraft.

Technical characteristics of Boeing 747 passenger aircraft

747-100

The first version of the aircraft was the Boeing 747. In total, the corporation produced 250 similar aircraft, of which 167 had the original configuration, 45 corresponded to the SF subgroup, 29 – SR, 9 – 100B.

The initial version - 747-100 was produced on September 2, 1968, the first commercial flight took place on January 1, 1970.

Interesting. On the first liners produced, the upper deck was not a space for ordinary passengers. There was a resting place equipped with three portholes. Over time, the deck was rebuilt into a standard compartment, where mainly 1st class and business category passengers were seated.

Variations 747-100:

• 747-100 (SF) – aircraft rebuilt from the base model for cargo transportation;
• 747SR - a variation of the 747-100, created for short-haul flights; Compared to the basic version, the SR carried a reduced fuel capacity and had a larger passenger compartment, capable of transporting first 500 and then 550 people. The 747SR has a variation with a longer second deck - 747SUD, there are 3 such examples in total, all of them were delivered to the Japanese carrier Japan Airlines;
• 747-100B – copies of this modification differed from the main version by an optimized control system and chassis.

The delivery of aircraft of this type was completed in 1986; the last 747-100SR aircraft was sent to Japan to Japan Airlines.

747-SP

This variation is an improved 747-100. 747SP is shorter than the previous modification, its release was intended to solve the following problems:

• Competition with the McDonnell Douglas DC-10 and Lockheed L-1011, which at that time were superior in weight and flight range;
• Making ultra-long flights, that is, the airliner had to have a long range and cruising speed.

The year 747SP production began was 1976, the year mass production ended was 1983.

747-200

This modification appeared on the airliner market in 1971. The aircraft of this configuration differed from their predecessors in having an engine with increased thrust and a high take-off weight. Such characteristics were a factor in increasing the flight range.

The launch units 747-200 were the last in the 747 line, where there were only 3 windows on the 2nd floor. On subsequent liners of this and other modifications, the upper tier had 10 portholes.

747-200 modification options:

• 747-200B is the latest variation of the passenger aircraft of this group; it has a maximum flight range of 10,800 km;
• 747-200C – aircraft of this modification have the ability to transport both passengers and cargo;
• 747-200F – cargo aircraft;
• 747-200M Combi – simultaneous transportation of cargo and people is possible.

Based on the 747-200 modification, gliders were designed for the US Air Force, as well as 2 government aircraft for transporting the leader of the state.

Production of Boeing 747-200 models was discontinued in 1991.

747-300

Aircraft of this modification began to be produced in 1980. Their distinctive feature is increased passenger capacity, thanks to increased space on the upper tier. The staircase from the lower to the upper deck was changed; it became straight, as opposed to the previously installed spiral one. The maximum flight range reached 12,400 km.

747-300 modification options:

• 747-300M – cargo-passenger;
• 747-300SR – short-haul.

747-400

Commissioned in 1989, the airliner model became the most popular in the series.

Reasons for this:

• Cost efficiency compared to its predecessor was 25%;
• Less noise;
• The cockpit was equipped with new avionics, which made it possible not to involve a flight engineer during the flight;
• Increased comfort of internal passenger spaces.

Modification options:

• The 747-400D is a passenger aircraft with a capacity of up to 594 people. The model was produced for Japanese domestic airlines and for a long time, until 2005, was the leader in passenger capacity on a global scale;
• 747-400F;
• 747-400SF – this and the previous modifications are cargo;
• 747-400ER – an airliner with a longer flight range;
• 747-400M – cargo-passenger.

747-8

Airframes of this modification entered service in 2010.

They are distinguished from the 747-400 version by the elongation of the body by 5.5 meters and the take-off weight increased to the maximum value in the line - 442 tons. The main technical innovations affected the wing, which was almost completely redesigned.

Modification options:

• 747-8 Freighter – cargo;
• 747-8 Intercontinental – passenger.

Also based on the 747-8, aircraft for the BBC USA and presidential versions are being developed, designed to replace the previously created Boeing 747-200 gliders.

At the end of 2016, the manufacturing corporation had ordered 138 aircraft, 42 of which were passenger aircraft.

747 LCF Dreamlifter

Created in 2006, the cargo glider entered service in August 2007. Its purpose is to transport parts for assembling the new Boeing 787. The new modification differs from the Boeing 747-400F cargo aircraft in having a three-fold increased cargo compartment capacity.

Today, 4 units make flights.

Interior layout

The two-story liner of the basic modification is equipped with a cabin for business class passengers - rows 1-3 on the upper deck and 5 economy class compartments - rows 10-67, on the lower deck.

When choosing a seat on board, you need to pay attention to the presence or absence of an adjacent emergency exit and the number of adjacent seats.

The layout of seats for 2, 3 and 4 makes it possible to comfortably accommodate a family or traveling as a couple.

Two seats are arranged in the first economy class cabin on rows 10 and 11 and in the 5th passenger compartment on rows 64-66 - in seat blocks near the windows.

There are three chairs in rows 12 to 18 of the first salon, in the rest - in blocks by the window.

The middle block of seats for 2-5 economy class compartments is equipped with grouped seats with 4 armchairs.

Travelers with children are prohibited from sitting on blocks of seats adjacent to emergency exits. The most convenient flight will be in the first rows of 2-5 cabins, row numbers: 14, 27, 40, 51, in seats located in the middle block.

The aircraft cabins are equipped with televisions located at the beginning of each passenger compartment.

Boeing 747-SP

The fundamental difference between the aircraft of this modification is the lengthening of the upper tier and the placement of more seats there for economy class passengers.

The four remaining compartments accommodate economy class passengers.

The choice of seats is similar to the 747-100 modification. The seats located next to the emergency exits are the most convenient from the point of view of inter-row space, but children are prohibited from sitting in them.

Boeing 747-200B

The diagram shows the first version of the liner with three lines of seats on the upper deck, then the number of windows was increased to ten and the number of rows was increased.

There are a total of 6 salons on board.

Economy class passengers are accommodated in rows 10 to 67 from 2nd to 4th cabins. The seats are arranged in 2, 3 seats in the side blocks of seats, by the window and 4 in the middle.

The toilet rooms are located on the upper deck in the bow, on the lower deck between the 1st and 2nd, 3rd and 4th salons, as well as in the aft section.

Emergency exits are located on the upper deck at the beginning of the cabin, on the lower deck - in the separating space between the passenger compartments.

You can sit with your child in any row of seats, except those adjacent to the emergency exits - row 32.

Passengers with infants have the opportunity to install a baby bassinet; a similar service is available when flying in rows 21, 34, 43, seats D-G.

There are screens on board located in the front of each passenger compartment.

In total, the aircraft is equipped with 69 rows located in 7 cabins.

1st - located on the upper deck, has 3 rows of seats, grouped by 2, separated by one aisle. It can accommodate 6 business class passengers.

Salon 2 of the upper deck, like all rooms on the lower tier, is designed for economy class passengers. Rows 4 to 9 are equipped with two blocks of seats, grouped in groups of 3 and separated by an aisle.

In salon 1 of the lower deck there are rows 10 to 18, in which the seats are grouped into 2 and 3 seats.

In subsequent salons, the seats are grouped into 3 seats in the side blocks and 4 in the middle. Exception: rows 19 and 20, where the middle block accommodates 2 chairs, as well as rows 66-68, where 2 chairs are located in the side blocks.

It is permissible to place a baby cradle on rows 34, 44, 57, seats D-G.

747-400ER

There are 6 cabins on board the aircraft, including:

• 1 – for imperial class passengers, equipped with rows 1 to 4;
• 1 – for business class passengers, located on the top floor and equipped with rows 5 to 11;
• 4 – for those traveling in economy class, rows 12 to 64.

Economy class passengers can sit on seats grouped in groups of 2 and 3 on the side blocks near the windows, and 4 in the middle block.

Those traveling with a baby and needing a bassinet should choose seats in the following rows:

• 5 (business class);
• 15, seats D-G;
• 16, places A-C;
• 26, places H-L;
• 27, seats D-G;
• 35, seats D-G;
• 52, places D-G.

In this modification, in addition to the main screen, each cabin has built-in screens on the backs of the seats in front. It is possible to individually select video and radio channels.

747-8I

There are 6 passenger cabins on board the airliner:

• For first or imperial class passengers - 1st in the bow of the glider on the lower deck, equipped with three rows of seats;
• For business class passengers - salon 2 on the lower deck and space on the upper deck;

• Economy class passengers can be accommodated in 3-5 cabins on the lower deck. The middle block of seats is grouped with 4 seats. On the side blocks, the seats are connected in 3 places or 2 in the rear of the aircraft.

The baby bassinet can be installed:

1. On the upper deck: row 16 seats H, J;
2. On the lower deck:

• At the beginning of the second salon in front of seats A, B and H, J;
• Third salon – row 31, seats D-G and H-K;
• Fourth – row 38, seats D-G;
• Fifth – row 51, seats D-G.

The aircraft cabins are equipped with a common screen located in front of all passengers on the middle partition and individual screens in the backs of the seats in front; there is an individual control panel for channels, including radio, and the ability to play computer games.

Regardless of which Boeing 747 modification you are traveling on, it is worth knowing a few general rules for choosing a seat:

1. The row layout may vary depending on the airline selected. This applies mainly to the latest modifications of gliders and flights of airlines carrying passengers in first and business class cabins;
2. The latest modifications of the Boeing 747 are characterized by reduced noise levels. But it’s worth knowing that the least noise is in the nose of the airframe, that is, in places located in front and further from the engines;
3. In economy class cabins there are rows with expanded inter-row space, for example, at emergency exits;
4. The armrests of the seats do not recline at the edges of the rows, and also often in the first rows of the cabins. Many airlines provide aircraft diagrams with a special icon indicating this point;
5. The first rows of salon seats are not equipped with folding tables, but with pull-out armrests.

Taking into account the above factors and knowing the seating diagram will allow you to choose the best place.

Exploitation

The Boeing 747 cannot be called a popular aircraft among global air carriers. The main competitors of this model are the Airbus A300 and Boeing 767. Most often, flights on Boeing 747 airliners are carried out by Asian carriers. Thus, until 2011, the Japanese company Japan Airlines was the largest operator of the 747.

Today, the largest number of Boeing 747-400 units is in the fleet of British British Airways - 48 copies. They operate flights to Beijing, Dubai, Cape Town, Mexico City and other cities and countries.

In Russia, passenger Boeing 747-400s existed as part of the Transaero airline fleet, and were later transferred to the Rossiya air carrier, where they are operated to this day.

As for the 747 line of cargo aircraft, in Russia they are operated by the largest cargo air carrier AirBridgeCargo and Sky Gates Airlines

The latest modifications of the Boeing 747 guarantee safety, speed and comfort of flight. However, it will most likely be possible to experience Boeing's new developments only on flights of foreign air carriers.

Video

Boeing 747 is a four-engine wide-body airliner developed by Boeing in the late 1960s. Received the unofficial name “Jumbo Jet”, and also differing from its analogues by the “hump” in the front part of the fuselage, this aircraft is one of the most recognizable and famous airliners in the world. Launched in 1970 and featuring a second full-fledged passenger deck, the aircraft was the most spacious passenger airliner in the world for 37 years. As of 2017, the Boeing 747-8 generation is in production.

Story

Origins of the program

In 1963, the US Air Force began research to create a large strategic transport aircraft. The C-141 Starlifter created at that time was a good aircraft, but could not fully satisfy the needs of the military - a much more spacious transport was needed. In 1964, the Pentagon published a package of requirements for the CX-HLS program (CX - Heavy Logistics System). What was needed was an aircraft capable of transporting up to 81.6 tons of cargo at speeds of up to 800 km/h at a distance of up to 9,300 km. The cargo compartment had to be at least 5.18 meters wide, 4.11 meters high and 30 meters long, and also be able to be loaded both through the tail and through the nose.

It was assumed that the plane would be four-engine. In addition, a program was launched to create new, much more powerful engines, since the ones available at that time would not have been able to cope with the task.

The tender participants included Boeing, Douglas, General Dynamics, Lockheed and Martin Marietta. The engines were developed by General Electric, Curtiss-Wright and Pratt & Whitney. During the selection process, General Dynamics and Martin Marietta, as well as Curtiss-Wright, withdrew from the race.

One of the big challenges for the developers was the requirement for loading cargo from the front. This meant that the standard layout of aircraft, primarily cockpit placement, would not work. The problem was solved by all companies in the same way - the cabin was raised into the upper part of the fuselage with the actual creation of the upper deck. For Douglas it was a small hump for the cockpit, Lockheed made the second deck narrow and low but stretched it almost the entire length of the plane, like a spine, and Boeing made a larger hump behind the cockpit that ended near the leading edge of the wing.

Commercial need

Despite the initial military order for large transport, this aircraft also had good potential in the passenger version. The end of the 1960s was a period of rapid growth in air travel - the number of passengers grew so quickly that the flagship airliners Boeing 707 and Douglas DC-8 could hardly cope with their roles.

Even at the stage of developing the CX-HLS program, Juan Trippe, the president of Pan American (Pan Am), the largest operator of 707 models, demanded the creation of a new passenger aircraft of greater capacity. He stated that increasing the number of 707s in his fleet does not solve the problem, and in the long term, overcrowding of flights could lead to the collapse of air travel.

In September 1965, the CX-HLS tender ended in victory for Lockheed, resulting in the creation of the Lockheed C-5 Galaxy transport. But the loser Boeing decided not to abandon its developments.

The project to create a passenger aircraft based on the CX-HLS was led by one of the members of the Boeing 737 development team, Joe Sutter. He launched extensive research work together with airlines to determine the requirements for the future 747 model. Moreover, the aircraft had to retain its cargo transport capabilities, since at that time it was believed that many passenger airliners would eventually be replaced by supersonic aircraft. Therefore, its exotic overhead cockpit and hump layout was retained, although the wing was moved from the top of the fuselage down to the classic format.

In 1966, Boeing received the first order for 25 Boeing 747 airliners from Pan Am for $525 million. As the launch customer and one of the initiators, Pan Am had a fairly large influence on the process of creating the airliner.

Description: Boeing 747 - history and description of the legendary flagship

Development

Initially, not all developments on the CX-HLS were used to create the Boeing 747. It was assumed that the aircraft would have two full decks along the entire length of the fuselage. The decks were supposed to accommodate 8 seats in a row and have 2 aisles. However, this scheme did not allow passengers to be evacuated quickly enough in case of accidents, and the cargo compartment did not accommodate the luggage needed by so many people. As a result, it was decided to narrow and shorten the upper deck, as was the case on the transport version - the “hump” design was approved. Having abandoned the large upper deck, the developers were unsure for some time what to do with the space above. At first, it was planned to place a recreation and entertainment area for passengers there.

One of the most important innovations that allowed the airliner to appear was the creation of powerful jet engines with a high bypass ratio. This technology assumed that the engines would become almost twice as powerful as their old counterparts and a third more economical. General Electric was the pioneer in this area, but they made engines specifically for the C-5 Galaxy. For the future Boeing 747, this work was taken up by the second market leader - Pratt & Whitney with their promising JT9D.

The issue of reliability was very serious - the crash of such an airliner carried many more potential casualties than any other aircraft. Boeing used a fault tree analysis technique, which assessed the condition of the aircraft under any conditions and under any possible failures.

In addition, adapting the aircraft to the infrastructure was a major challenge. It was necessary to make sure that the airliner could operate at airfields built for smaller aircraft. For this purpose, the most effective wing mechanization at that time was developed with almost the entire length of the slats and double-slotted flaps, which, when fully extended, increased the wing area by 21% and the lift by 90%.

The agreement with Pan Am called for the first delivery in 1969. Development took only 28 months. Sutter's team worked so hard and faced so many challenges that Boeing gave them the nickname "The Incredibles." At the same time, the risks were so great that the management was accused of adventurism and of putting the entire company at stake.

Production site

Another problem was the plant. Boeing did not have a suitable site to produce such a large aircraft, so it had to build an entirely new plant. Selecting from 50 potential locations, the company found a suitable site 50 kilometers north of Seattle in the area of ​​the Paine Field military base near the town of Everett. In 1966, the company bought a plot of 320 hectares and began construction.

Building a plant was no less a challenge than building an airplane. To level the site, about 3 million cubic meters of rock had to be removed, and to determine the dimensions of the internal premises, Boeing built a full-size mock-up of the Boeing 747. As a result, the company's current main plant is the largest in terms of internal volume in the world. Now it is there that all Boeing wide-body airliners are manufactured.

Aircraft creation and testing

Most of the aircraft's elements were tested during the development stage. Mock-ups of aircraft cabins were created to practice evacuation. Despite the fact that the developers abandoned a full-fledged upper deck, the evacuation did not fit into the 90-second limit set by the FAA. In addition, volunteers portraying passengers periodically received injuries, especially during evacuation from the upper deck. This problem was resolved after hundreds of tests. Another problem was moving the aircraft around the airfield. To train the first crews, even before the creation of the aircraft itself, the so-called “Waddell’s Wagon” (named after chief pilot Jack Waddle) was used. In fact, it was a mock-up of the crew cabin mounted on a truck.

On September 30, 1968, the first Boeing 747 prototype had a rollout ceremony at the new Everett plant, in the presence of employees, journalists and representatives of 26 airline customers. In February 1969, the aircraft made its first flight.

Further tests were focused primarily on the main problems of such a large airliner. A wing with a very large span was susceptible to "twisting" under certain conditions. This was dealt with by adjusting the design and strengthening some elements. Quite serious risks of flutter were solved in a much more complex manner, including the installation of a stabilizing mass in the tail of the aircraft—cargoes made of depleted uranium. This was a temporary solution that caused a lot of controversy, especially after the crash of the El Al airliner in Amsterdam, when debris from the tail with 282 kg of uranium had to be searched in the ruins.

But the main problem of the test program was the JT9D engines. The sizes of fans and turbines have grown significantly, and coupled with the increased load, this has led to a significant reduction in service life and constant deformation. Because of this, deliveries were delayed for several months, and dozens of aircraft were parked at the plant, awaiting completed and certified engines. However, the problems were resolved and Boeing managed to send the plane to Paris, where in the summer of 1969 it was presented at the Le Bourget air show. Finally, by the end of that year, the aircraft received FAA certification.

The project of creating an aircraft and building a plant turned out to be extremely expensive. By the time serial deliveries began, Boeing had accumulated a huge amount of debt, which almost brought the company to the brink of bankruptcy. Later, the then president admitted that the Boeing 747 was a real gamble, which, fortunately, he managed to win.

Start of operation

In January 1970, the first Boeing 747 was handed over to Pan Am in a ceremony attended by US First Lady Pat Nixon. The plane made its first flight from New York to London.

The model was quite slow to come to market, mainly due to the fact that many airports were still unable to accept it. However, this problem, as well as periodic difficulties with reliability, turned out to be solvable. After Pan Am received the plane, its competitors were also in a hurry to get a new flagship, which spurred demand. There were even disputes that airlines wanted this aircraft not so much for efficiency, but for status.

Design

The Boeing 747 is a four-engine, wide-body airliner with two passenger decks. The wing is swept, adapted for flights at speeds up to 950 km/h. The increased sweep also allows the wingspan to be reduced to accommodate standard ground infrastructure.

The main deck passenger cabin at the base assumes a 3+4+3 layout in economy class and 2+3+2 in business class with two aisles between the rows.

The upper deck, located in front of the fuselage, resembles a hump. The upper deck salon is narrower and has a 3+3 salon in economy and 2+2 in business with one aisle between the rows. Initially, the hump was quite short, but already in the -100B version, the aircraft could optionally have an extended upper deck (this option became standard for the -300 version). The upper deck was extended even more in the extreme modification of the Boeing 747-8I (in fact, the upper deck capacity of this model became close to the cabin capacity of the Boeing 737).

The pilot's cabin is located in the bow of the upper deck. The cockpit is designed for two pilots and is equipped with all modern control systems. In addition, in the upper part of the cabin there is also a spare emergency hatch in case of evacuation without the ability to leave the aircraft through the cabin.

The maximum take-off weight of the aircraft constantly grew from version to version: from 333 tons in the -100 model to 448 tons in the -8 model. The range also increased from 8600 km to 14300 km.

The times when the Boeing 747 was created have left their mark on it to this day. The liner has many elements that were necessary then, but not so important now. Sometimes these elements are redundant and somewhat degrade the performance.

For example, back in the late 1960s, the aircraft was designed with highly developed wing mechanization. This was necessary to ensure a minimum speed when landing on insufficiently long runways. But now airports have been adapted and are able to receive airliners without problems. As a result, such advanced mechanization is no longer so necessary.

Another interesting point: the Boeing 747 is certified to fly with three engines. That is, even if one of the airliner’s engines fails during takeoff, it will be able to continue its flight to its destination as usual. At one time, Boeing had plans to create a three-engine version, but they were abandoned.

And the most interesting thing is the redundant chassis characteristics. In the early 1970s, the plane was often too heavy for the runway. Therefore, its main support has four posts at once in order to distribute the weight more evenly. Now, airliners of similar weight have landing gear with two main landing gear. And four supports are redundant. At the moment, the Boeing 747 is able to make a successful landing even if the two ventral struts remain in place.

Modifications

After releasing the basic version of the Boeing 747-100, the company created the -100B version with an increased maximum take-off weight, as well as the -100SR (Short Range) version with a reduced range and increased passenger capacity. The -200 modification appeared in 1971 and was equipped with more powerful engines and increased take-off weight. The 747-200 already had passenger and cargo variants. In addition, on its basis in 1976, a special Boeing 747SP was created with an increased flight range, but a shortened fuselage.

The Boeing 747 line received its addition in 1980 with the 747-300 model. The -300 series was the result of research into increasing capacity. The 747-300 model received an extended upper deck, increased capacity, and also increased cruising speed. The -300 model also had versions with increased range, as well as cargo options.

In 1985, Boeing began large-scale work to modernize the airliner and create the 747-400 model. This aircraft was supposed to have a glass cockpit, a crew reduced to two people, lightweight construction materials and updated interiors. The project did not develop without difficulties. Many new technologies did not achieve the required reliability parameters, and the company experienced a shortage of engineering personnel. The Boeing 747-400 was introduced to the market in 1989.

Since the introduction of the Boeing 747-400 airliner, it was planned to create several variants with extended fuselages. In 1996, Boeing announced the -500X and -600X models. However, the high cost of development and low interest from customers forced these projects to be curtailed.

In 2000, Boeing began research on the 747X to remain competitive with the A3XX airliner, which was being developed by Airbus. However, this project did not gain any interest and the company switched to work on the Sonic Cruiser transonic airliner project (which, in turn, was also canceled in favor of the 787 Dreamliner project). Some of the developments from the early 747X have found their way into the 747-400ER.

Announcing programs and then canceling them did not help the company's reputation; experts began to be skeptical of Boeing's claims. However, in 2004, Boeing resumed the 747 modernization project and started all work. The new project was named Boeing 747-8.

The fuselage of the new model was 5.6 meters longer than its predecessors, making it the longest in the line. The capacity of the upper deck has reached the capacity of the Boeing 737. The power plant - four new General Electric GEnx-2B67 engines - has made the airliner more economical and environmentally friendly. The flight deck has many elements of the Boeing 787 cockpit.

The cargo version of the 747-8F has become 16% more spacious than cargo models based on the 747-400. The carrying capacity reached 140 tons, which is a record for production aircraft and is second only to the An-225 aircraft. Like all cargo models, the 747-8F has front loading capability with a retractable nose.

The passenger version, called the 747-8I Intercontinental (as once one of the versions of the Boeing 707) can carry up to 467 passengers in cabins with a 3-class layout for a range of up to 15,000 kilometers. This plane is the longest in the world. The first aircraft was delivered to Lufthansa in 2012.

Special modifications

Based on the Boeing 747, several special versions were also created that were not serial:

Boeing 747 LCF(Large Cargo Freighter) Dreamlifter is a special transport aircraft with a significantly enlarged fuselage and large internal cargo volume. Designed specifically for transporting large-sized elements of Boeing 787 Dreamliner aircraft (hence the name). The aircraft made its first flight in 2006. Several such aircraft are in operation.

C-19 — modification of the Boeing 747-100, created for the US Air Force. Later, the aircraft were transferred to the Civil Reserve Airlift Fleet.

VC-25— VIP aircraft of the US Air Force, created on the basis of the Boeing 747-200B. Two such aircraft, modified VC-25A with tail numbers 28000 and 29000, are used to transport the President of the United States and are known as Air Force One. The salon was designed in accordance with the requirements of Nancy Reagan in the late 1980s. The aircraft were introduced into service in 1990 under the presidency of George H. W. Bush.

E-4B- a strategic air command post designed to control the US armed forces and nuclear triad along with the E-6 based on the Boeing 707. 4 such aircraft were created.

YAL-1- experimental aerial platform of the anti-missile laser missile defense system. In 2014 it was dismantled.

Boeing 747 SCA(Shuttle Carrier Aircraft) - two 747-100 aircraft were converted and used by NASA to transport the Space Shuttle.

S-33- military transport aircraft. It was intended to complement the C-17 fleet, but the project was scrapped in favor of upgrading the C-5 and expanding the C-17 fleet.

KC-33A- an aerial tanker project deployed as a competitor to the DC-10-30 project in the 1970s. Iran (before the Islamic Revolution) bought 4 of these tankers, which are probably still in use today.

Boeing 747 CMCA(Cruise Missile Carrier Aircraft) is a modification for the US Air Force, created during the development of the B-1 Lancer strategic bomber. Such an aircraft could carry from 50 to 100 AGM-86 cruise missiles. The project was canceled in favor of the B-1 bombers.

Boeing 747 A.A.C.- an aircraft carrier project developed by Boeing. The aircraft was intended to have a constellation of 10 light fighters that would be launched, refueled and re-equipped by the mother aircraft. The project was discontinued in the mid-1970s, although it was considered quite feasible.

Boeing 747 Evergreen Supertanker— modification of the 747-200 model to provide firefighting from the air. The aircraft can hold up to 76 tons of water.

Boeing 747 SOFIA(Stratospheric Observatory for Infrared Astronomy) is a former Pan Am Boeing 747SP. Equipped with a research facility and a large infrared telescope, the aircraft is used by NASA and DLR (German Aerospace Center).

Exploitation

In total, between 1968 and August 2017, 1,533 aircraft of the Boeing 747 family were produced. As of 2017, 489 aircraft are in operation, most of them (370) are models 747-400, and another 106 aircraft are model 747-8. The aircraft are operated by 65 airlines around the world.

In addition, some aircraft are made in the VIP modification and are used as aircraft for the heads of state of Bahrain, India, Iran, Japan, Kuwait, Oman, Pakistan, Qatar, Saudi Arabia and the UAE. Several more VIP boards are used by private customers.

The Boeing 747 holds the record for single passenger transport. During the 1991 operation to evacuate Ethiopian refugees to Israel, one plane carried 1,122 people.

Boeing 747 airliners were involved in 146 accidents and incidents, 61 of which resulted in aircraft destruction and loss of life. In total, 3,722 people died in plane crashes. Airplanes were hijacked and hijacked 32 times. Also, the largest plane crash in the history of aviation occurred on the island of Tenerife, when two Boeing 747 airliners collided on the runway (then 583 people died, another 61 were injured, but survived).

Despite all the upgrades, the shrinking market for large, four-engine airliners, as well as the competitive pressure of the A380, constantly reduced demand for the Boeing 747. In 2016, the company reduced production to six aircraft per year, and one of the main modification programs was the creation of a new Aircraft no. 1 US President based on the Boeing 747-8I with its entry into service by 2020.

Given very low demand, Boeing is considering completely curtailing production of the Boeing 747 by 2019.

Boeing 747- the very first wide-body aircraft in the history of aviation, as well as one of the most recognizable airliners in the world. He even received an informal nickname - “Jumbo Jet”. For 37 years, the Boeing 747 held the record for maximum passenger capacity, and today it is the longest passenger aircraft on the planet. Its history began in 1969, and since then Boeing has been constantly improving the design of this airliner family.

Story

The need to develop the Boeing 747 arose during the explosive growth of air travel in the 1960s. The Boeing 707, which dominated the US air travel market at the time, was already struggling to cope with the growing flow of passengers. Before this, the Boeing Corporation was already developing a large transport aircraft for the US Army, but then the corporation lost to the Lockheed project and their C-5 Galaxy aircraft.

In 1965, development engineer Joe Sutter, then working on the Boeing 737, was appointed chief designer of the Boeing 747. He began his work by understanding the needs of airlines. At that time, it was believed that huge aircraft would soon be replaced by supersonic aircraft. Therefore, the 747 was originally developed as a cargo-passenger aircraft. Over time, it was even planned to completely convert all aircraft into cargo aircraft. The cockpit was placed on the upper deck specifically to be able to convert the nose of the aircraft into a cargo ramp.

In 1966, Boeing completed the design and presented the configuration of a new aircraft, designated the 747. The original design was an all-double-deck aircraft, but there were some difficulties with this configuration, and the design was abandoned in favor of a “humpback” version. The first customer was Pan Am, which ordered 25 Boeing 747-100 aircraft.
Moreover, thanks to Pan Am's recommendations, important changes were made to the aircraft's design, in particular: the wing span was increased, the placement of the landing gear was changed, and the maximum take-off weight was increased from 272,155 kg to 308,443 kg.

Jumbo Jet

It is not surprising that the first press reports following Boeing's official announcement were heavily loaded with adjectives that denoted significance. Everything about the Boeing 747 was on a gigantic scale, and it was soon dubbed a “jumbo-sized” aircraft, leading to the nickname “Jumbo Jet”.

Production

The decision to start production of the Boeing 747-100 was made on July 25, 1966. after receiving additional orders from Japan Airlines and Lufthansa.

Boeing promised Pan Am to deliver the first aircraft by 1970 - that is, it was necessary to design, build, test and certify the aircraft in less than 4 years. The work proceeded very quickly, but the corporation’s enormous costs for the construction and development of the aircraft almost brought Boeing to the brink of bankruptcy.

The problem was that Boeing did not have the hardware capabilities to produce such giant aircraft. Especially for the production of the Boeing 747, a new plant was built in the small town of Everett, Washington, which became home to the new family of aircraft. For reference, today in this workshop Boeing assembles models: 747, 767, 777, 787. And the building itself has a record volume of 13.3 million cubic meters.

Pratt & Whitney developed a huge high bypass ratio turbofan engine, the JT9D, specifically for the Boeing 747. In order to increase the level of safety and flight performance of the aircraft, 4 backup hydraulic systems and slotted flaps were installed on the 747, which allowed the aircraft to be used on relatively short runways.

While testing the aircraft for airworthiness certification, Boeing developed an unusual training device known as the "Waddell Van", named after Boeing 747 test pilot Jack Waddell. The device consisted of a mock-up of a Boeing 747 cabin mounted on the roof of a truck. This simulator was designed to teach pilots how to steer a giant airliner from a high position in the cockpit.

On September 30, 1968, the Boeing 747 was rolled out of the hangar for public display, and on February 9, 1969, it made its first test flight.

Boeing invested enormous amounts of money in the development of this aircraft. Several months before delivery of the first 747-100, the company was forced to turn to bankers for additional financing to complete the project. During this period, Boeing's debt to investors amounted to about $2 billion. Later, Boeing President William Allen explained: “It was too big a project for us.”

But, despite all this, the Boeing 747 was a massive success. In the wide-body aircraft segment, the airliner held a monopoly for many years. And, of course, it paid off.

Airlines and Boeing 747

At first, major airlines were somewhat skeptical about the new aircraft. The fact is that at the same time, McDonnell Douglas (absorbed by Boeing in the 90s) and Lockheed were also developing three-engine wide-body aircraft much smaller in size compared to the 747. Many airlines believed that the 747 would not justify itself on long-haul routes and would not be so economical, like the McDonnell Douglas DC-10 and Lockheed L-1011 TriStar aircraft. In addition, there was doubt that, due to its size, the 747 may not fit into airport infrastructure.

First of all, air carriers were concerned about the high fuel consumption of the Boeing 747 (compared to the three-engine aircraft described above). Many airlines immediately announced their reluctance to purchase this aircraft due to the threat of a sharp increase in ticket prices.

As a result, the concerns of air carriers were justified. The fuel crisis of the 1970s caused a rapid increase in oil prices, and as a result, a reduction in air travel. Airlines were faced with the problem of the unprofitability of the Boeing 747: due to high ticket prices, the planes were flying half empty. American Airlines installed pianos and bars instead of seats in order to attract passengers, but these measures were not enough. Subsequently, the company converted all the aircraft into cargo planes and then sold them. After some time, Continental Airlines did the same with its planes.

New aircraft: McDonnell Douglas DC-10, Lockheed L-1011 TriStar, and later - captured most of the market for wide-body aircraft. Many air carriers with the release of these aircraft almost immediately abandoned the 747 in their favor.

Evolution of the Boeing 747

Since its introduction to airlines in 1970, the Boeing 747 has continued to be modernized. Almost immediately after the base model 747-100, modifications appeared: 747-100B (a model with increased take-off weight), as well as 747-100SR (a model with an increased number of passenger seats, but a shortened flight range).

In 1971, Boeing released a modification, which differed from the base model in more powerful and reliable engines, as well as increased take-off weight. The aircraft was offered in both passenger and cargo versions. The 747-200SR modification appeared in 1976.

In 1980, the model was released. The upper deck of the aircraft has become longer, and accordingly the passenger capacity has increased. More modern engines were installed on the plane, due to which the speed and take-off weight of the airliner also increased.

But the design of the airliner underwent serious changes with the release of the modification. First of all, the cockpit has changed: computers were installed on the aircraft, calculating various flight parameters, the data of which is displayed on displays (Glass Cockpit). Thus, the control of the aircraft was optimized, and the crew was reduced from 3 to 2 people.

As for the fuselage, composite materials were used in its design, which made it possible to reduce the weight of the aircraft. The wing span was increased by 4.8 meters compared to the 747-300. The liner received modern powerful and reliable engines. Take-off weight and flight range, compared to previous modifications, were significantly increased.

The cabin interior has been redesigned to provide the passenger with as much personal space as possible. And in general, the aircraft has become quieter, more powerful and faster than all previous modifications of the Boeing 747.

In 1996, Boeing demonstrated designs for modifications to the 747-500X and 747-600X. However, developing these versions would cost about $5 billion, so there hasn't been much interest in them. Ultimately, many of the ideas proposed for the 747X family were implemented on the 747-400ER (extended range version), which began commercial operation in 2002.

The last aircraft of the 747-400 modification was produced in 2009.

747-8 – a new generation long-haul airliner

On November 14, 2005, Boeing announced the launch of a program to develop a new airliner. The aircraft was completely redesigned in accordance with the technologies introduced into the new airliner. The 747-8 was supposed to have the same engines and cabin as the 787, and would also feature fly-by-wire controls in some channels. Boeing said the new plane will be quieter, more fuel-efficient and more environmentally friendly than previous versions of the 747. An evolution of the existing 747-400, the 747-8 will save on training costs and interchangeable parts.

In October 2006, Boeing approved a cargo version of the 747-8 Freighter. Construction of the first 747-8 Freighters began at the Everett (Washington) plant in early August 2008.

The Boeing 747-8F cargo aircraft made its first flight on February 8, 2010. And on March 20, 2011, the passenger Boeing 747-8 took off on its first flight.

Technology in the 747-8

When creating the 747-8, Boeing's new advances in technology and aerodynamics were applied. Let us remember that both versions of the aircraft began to be developed back in 2005, and by 2006, both of them differed from the 747-400 in having a fuselage extended by 5.6 m.

After receiving all the certificates, the 747-8 became the longest passenger airliner in the world, surpassing the previous record holder by 90.5 cm.

With a maximum take-off weight of 442 tons, the 747-8 is the heaviest aircraft (among both civilian and military) created in the entire history of the United States. Compared to the 747-400, the main technical changes lie in the wing, which is completely redesigned. The wing's sweep angle and power set have been retained to reduce costs, but the wing has become thinner and wider, with completely redesigned aerodynamics. The pressure distribution and bending moments of the wing are different, moreover, it now holds more fuel. The outer sections of the flaps on the wing are single-slotted, and the inner sections are double-slotted.

The 747-8 uses ridge wingtips similar to those used on the , and they differ from the winglets of the 747-400. The design of these winglets reduces tip vortices, reducing wake and drag, and thereby reducing fuel consumption. Another effort to reduce weight was the inclusion of a fly-by-wire control system for most of the lateral controls.

The increased fuel capacity in the redesigned wing, compared to the 747-400, avoids radical changes to the stabilizer design to accommodate additional fuel, allowing for additional fuel savings.
The keel of the 747-8 remained the same, with a height of 19.35 m. To reduce weight, a composite material, carbon fiber, was partially used in the design of the 747-8 airframe.

Boeing 747 modifications

Let's summarize: the development of the first modification, the Boeing 747-100, began in 1966. In 1971, the 747-200 began operation. In 1980, the 747-300 model was born, and in 1985, the 747-400. Operation of the new generation of Boeing 747-8 aircraft began in 2010.

On the upper deck of the first modification of the Boeing 747-100 there was a living room. It is noteworthy that it had only 6 portholes (3 on each side). Later, when airlines adapted the upper deck for business class, Boeing offered the installation of 10 windows as an option.

Boeing 747-100 aircraft are equipped with Pratt & Whitney JT9D-3A engines.

The modification does not have a cargo version, although later older passenger aircraft were converted into cargo ones. A total of 167 Boeing 747-100 series aircraft were produced.

747SR (Short Range)

Japanese airlines have asked Boeing to create a version of the aircraft that can carry large numbers of passengers on domestic flights. Thus, the Boeing 747SR was born - an aircraft with a shorter flight range, but significantly increased passenger capacity. Early versions of this modification could accommodate up to 498 passengers, while later ones were equipped with 550 or more seats. The Japanese accepted this modification with delight. It was very fuel efficient, and most importantly, the aircraft's service life was provided for a longer period of time than that of conventional modifications of the Boeing 747, thanks to the reinforced structure of the fuselage and landing gear.

747SP (Special Performance)

The Boeing 747SP modification was developed in 1976. This aircraft was created to be a serious competitor to the DC-10 and L-1011. The fact is, due to its size, Boeing was often unprofitable on medium-load routes, and lost to McDouglas and Lockheed on them. The development of the Boeing 737 and 747 took too much money from the company, so Boeing did not have the opportunity to create a fundamentally new aircraft. Instead, the 747 had a shorter fuselage and some optimization of the aircraft's parameters specifically for light-traffic routes.

In addition to the shortened fuselage, the 747SP has an increased fin surface area and modified wing mechanization. The 747SP carried up to 220 passengers. The maximum flight range was 10,500 km at a cruising speed of 980 km/h.

Before the introduction of the Airbus A340, the 747SP had the longest range of any passenger aircraft and was popular with transoceanic transport companies. Despite its technical advantages, the 747SP did not become as popular as the manufacturer had hoped. Only 45 aircraft of this modification were built. Most of them are still operated mainly in the Middle East. One aircraft was later converted into a flying astronomical laboratory - SOFIA (Stratospheric Observatory for Infrared Astronomy). It houses a telescope with a diameter of 2.5 meters.

747-100B

The 747-100B modification was developed simultaneously with the 747SR. It differs from the usual modification of the 747-100 by increased take-off weight and additional fuel tanks. For Japanese airlines JAL and All Nippon Airways, a modification of the 747-100B SR was specially produced, intended to transport 550-624 passengers on routes of 3000-3500 km. The 747-100B aircraft served as the basis for the creation of various modifications of passenger and cargo aircraft 747-200B, -200F, -300, -400, SP and others. The aircraft is equipped with a conventional avionics complex with electromechanical data display devices.

Introduced in 1971, the Boeing 747-200 had more powerful engines and increased take-off weight, allowing for a longer flight range. The first 747-200 on the upper deck had only 3 windows on each side, but later Boeing finally abandoned this design and new passenger aircraft already had ten windows on both sides. The latest modification, the 747-200B, produced since the 1980s, has increased its flight range to 10,800 km. Based on the Boeing 747-200 airframe, modifications were built for the US Air Force: E-4A - a military command post, VC-25A - an airliner for transporting the US President.

Boeing 747-200B is an improved version of the 747-200 with more powerful engines and a larger fuel capacity.
Boeing 747-200C and 747-200F were designed for cargo transportation. The 747-200F is a purely cargo aircraft, while the 747-200C is a convertible version, the aircraft can be easily converted from a passenger to a cargo aircraft.
The 747-200M Combi modification can carry passengers and cargo simultaneously. The ratio changes by rearranging the bulkheads.

Like the 747-100, many 747-200 passenger aircraft were later converted to freighters.

Boeing 747-300 was originally conceived as a three-engine version of the Boeing 747SP, but this idea was quickly abandoned due to low demand for such a model on the market.
The designation 747-300 was assigned to the new aircraft, which appeared in 1980. The upper deck of the liner was significantly enlarged, thereby increasing passenger capacity.

Based on the 747-300, the 747-300M (freight-passenger) and 747-300SR (short-haul) variants were created. A distinctive feature of the new aircraft was the straight staircase connecting the upper and lower decks. On earlier aircraft, a spiral was installed. The maximum flight range of the Boeing 747-300 is 12,400 km.

Model 747-400 is the most popular modification. This aircraft has added vertical wingtips (winglets). The flight deck was upgraded with new avionics, eliminating the need for a flight engineer. Additional tail fuel tanks and improved engines were installed. In addition, the aircraft is distinguished by an increased degree of comfort.

The Boeing 747-400 is 25% more fuel efficient than the 747-300 and is twice as quiet.

The following variants of this modification exist: 747-400M (freight), 747-400F and 747-400SF (freight). The 747-400D, specially designed for domestic routes in Japan, held the world record for passenger capacity until 2005, accommodating up to 594 people. It was then replaced by the Airbus A380, which seats 853 passengers in a single-class configuration.

The 747-400ER modification is an aircraft with an increased flight range.

747-8 Intercontinental

The 747-8 Intercontinental, or simply 747-8I, began construction on November 14, 2005. The aircraft is capable of carrying up to 467 passengers in a three-class configuration, over a distance of up to 15,000 km, at a speed of 0.855 Mach. Compared to the 747-400, the 747-8I carries 51 passengers and 2 more cargo pallets, and the cargo compartment has increased by 26%.

Despite initial plans to make the passenger version shorter than the freighter version, both versions are the same length, making it easier to convert the 747-8I into a freighter version (a convertible version that allows conversion from one variant to the other and back again). The 747-8I's upper deck has been extended. Boeing said the 747-8I, compared to the 747-400, is 30% quieter, 16% more fuel efficient and has a 13% lower cost per passenger kilometer.

The 747-8 features some changes to the decks. Most noticeable are the curved staircase connecting the decks and the larger main entrance for passengers. The 747-8's main cabin interior is similar to the advanced interior of the Boeing 787. The overhead bins are curved, with the center row appearing to be attached to the curved ceiling rather than integrated into the curved ceiling as on the 747-8. The windows are the same size as on the 777, that is, 8% larger than on the 747-400. The 747-8 is equipped with an LED lighting system that can create a psychologically comfortable stay on board the aircraft. The LED system also provides greater reliability and lower operating costs.

747-8 Freighter

The cargo version of the new generation airliner 747-8. As on the 747-400F, the upper deck is shorter than on the passenger version, inserts with a total length of 5.575 m are made directly before and after the wing in the fuselage. The total load capacity of the aircraft is 140 tons, and the flight range is 8130 km. On the main deck there is space for four more cargo pallets, and on the lower deck there is space for two additional containers and three additional pallets.

Compared to the 747-400ERF, the 747-8F has a larger payload capacity but a slightly shorter range. When Boeing released the −400ERF, with a maximum take-off weight 16 tons higher than the 747-400F's 397-410 tons, it allowed carriers to carry more fuel, burn more fuel during flight, and land at the same landing weight as a 747. -400F. This increased the range of the 747-400ERF compared to the 747-400F. Cargo aircraft often transport machinery or monoblock cargo, which requires an aircraft with a higher payload and landing weight.

For transport aircraft, it is customary to indicate the flight range with maximum load, and not with maximum fuel. An increase in the maximum take-off weight of the 747-8 by 29 tons directly determines the weight of the aircraft without fuel, but with cargo. This has resulted in the 747-8 taking off with less than full fuel tanks when fully loaded. On flights without maximum load, the aircraft can take on more fuel and increase its flight range.

When compared with the 747-400ERF (the cargo version of the 747-400 for longer distances), the 747-8F has more payload capacity, but a shorter (900 km) flight range.

747 LCF Dreamlifter

The 747 LCF Dreamlifter is a special version of the Boeing 747 aircraft designed to transport large aircraft parts.

In October 2003, Boeing announced that, due to the long shipping times required by sea, Boeing 787 parts would be transported by air to final assembly. For these purposes, they decided to convert the Boeing 747-400. The first test flight of the aircraft took place on September 9, 2006.

During the plane's testing, Boeing President Scott Carson jokingly apologized to the "father of the 747," Joe Sutter: "We're sorry for what we did to your plane."

Thanks to the Boeing 747LCF (Large Cargo Freighter), a 787 wing produced in Japan can be delivered to the United States in just one day, not a month. The volume of the Dreamlifter's transport compartment is 1840 cubic meters.

Special versions of Boeing 747

Boeing VC-25 is a special designation for the military version of the Boeing 747 passenger aircraft.

The VC-25 is best known for its role as Air Force One, the US Air Force's name for the plane carrying the US President on board. The two aircraft produced with tail numbers 28000 and 29000 are an early modification of the Boeing 747-200B, but with flight equipment and engines from the Boeing 747-400ER. Although the name "Air Force One" technically refers to the aircraft only when the President of the United States is on board, the term is often applied to the VC-25 as a whole.

The VC-25 often operates in conjunction with Marine One, the helicopter that carries the US President to the airport in circumstances where ground transportation is not suitable. If the First Lady or Vice President of the United States is present on board, but not the President himself, the aircraft is assigned the code designation "Air Force One Foxtrot".

Although the VC-25, like a regular Boeing 747, has 3 decks with a total area of ​​370 m², the interior has been converted for presidential needs. The lowest deck is intended for luggage and food supplies. The aircraft has a food warehouse with a refrigerated compartment with a total capacity of more than 2,000 standard rations. Food can be prepared in two kitchens, which together can feed about 100 people at a time. Since an airplane's baggage capacity is limited to that of its passengers, a presidential flight is usually preceded by an air convoy of transport aircraft (usually at least one C-5 Galaxy) that carry helicopters, a motorcade of cars, and other equipment necessary for the presidential entourage.

The VC-25A is capable of traveling 12,600 km without refueling (equivalent to 1/3 the length of the equator) and can accommodate more than 70 passengers. Each VC-25A costs approximately $325 million.

The main passenger area is on the middle deck, and the communications system and aircraft cabin are on the upper deck. There are 3 exits on the plane - two on the lower deck and one on the middle deck. Typically, the President enters through the main entrance on the middle deck, while passengers and journalists board through the aft entrance on the lower deck. Conditions for the press and other passengers are the same as in the first class cabin of a regular Boeing 747.

On board the VC-25, medical equipment includes an operating table, a supply of medications and other medical supplies that may be needed during medical emergencies.

President George W. Bush equipped Air Force One with a treadmill while in office. There are medical personnel on board on every flight. The aircraft cabin is divided into areas for guests, senior staff, US Secret Service, security and media representatives.

The presidential department includes a bedroom with two sofas that can be converted into a bed, a toilet, a shower and a personal office. These rooms, including the presidential office, are mostly located on the starboard side, with a long corridor on the port side. The aircraft facilities are fully equipped with telecommunications systems (including 85 telephones and 19 televisions). Secret and non-secret fax and digital communications are also available.

The US Air Force is currently looking to replace Air Force One with the Boeing VC-25 (two heavily modified Boeing 747-200Bs). Along with the 787 variant, Boeing is reportedly considering offering the 747-8. On August 11, 2010, the South Korean government announced that it was considering purchasing the 747-8 as a presidential aircraft.

E-4B - airborne command posts (ACCP) for the President, Secretary of Defense and other members of the US senior leadership, in the event of the outbreak of nuclear war and the destruction of ground control structures. Among themselves, these airliners are sometimes called “doomsday planes.”

The first 3 E-4As were built based on the Boeing 747-200 airframe at the Boeing plant in 1974-1978.
In 1979, a modernized E-4B was built. Externally, it was distinguished by the presence of a large fairing that covered the satellite communications antennas on top of the fuselage above the upper deck. In 1980, all three E-4As were redesigned as E-4Bs. All aircraft equipment is protected against electromagnetic pulse (EMP) from a nuclear explosion. There is a filtration system for radioactive dust in the outside air intake and air conditioning systems for ventilation of the cabin and compartments.

The aircraft is equipped with equipment for receiving fuel from tanker aircraft. With periodic in-flight refueling, the aircraft can stay in the air for a week (possibly more). Its service life in the air is limited only by the working life of the oil in the engine oil systems. To fully refuel an E-4B in the air, two fully fueled KC-135 tanker aircraft are required.

Military experimental version of the Boeing 747, with a high-power chemical laser installed in the nose of the aircraft. The aircraft is designed for US missile defense.

747 Shuttle Carrier

The aircraft is used to transport the Space Shuttle aerospace aircraft from alternate spaceports to the main launch site at Cape Canaveral. The shuttle is mounted on the top of the fuselage.

The KC-33A is a tanker aircraft designed to refuel fighter aircraft in the air.

747 SOFIA

SOFIA stands for Stratospheric Observatory for Infrared Astronomy. In a word - an observatory plane. It is intended for space research. It is a joint project between NASA and the German Aerospace Center.

The aircraft is based on a modification of the Boeing 747SP. The airliner was fitted with a large door at the rear of the fuselage, designed to be opened in flight so that scientists could study the sky through a telescope mounted behind it.

Specifications: