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{{Short description|American wide-body long-range commercial jet aircraft}}
{{Pp-move}}▼
{{Featured article}}
▲{{Pp-move}}
{{Use American English|date=April 2022}}
{{Use mdy dates|date=January 2023}}
▲ |type = [[Wide-body aircraft|Wide-body]] [[jet airliner]]
▲ |national origin = United States
| first_flight = {{Start date and age|1969|02|09}}
▲ |manufacturer = [[Boeing Commercial Airplanes]]
| status = In cargo service; in limited passenger service
▲ |introduced = January 22, 1970, with [[Pan Am]]
| more_users = {{Plain list|
▲ |primary user = [[Atlas Air]] <!--Limit one (1) primary user-->
* [[UPS Airlines]]
|more users = [[Lufthansa]] <br />[[Cargolux]] <br />[[UPS Airlines]] <!-- Limit is THREE (3) in 'more users' field, four (4) total users with primary user. Please separate with <br />.-->▼
* [[Cargolux]]
|produced = 1968–2023<!-- see NYT Jan2023 -->▼
* [[Lufthansa]]
|number built = {{formatnum:{{#expr:1573+1}}}} (including prototype)<!-- Boeing built, but never "delivered" the prototype (N7470) to a customer, so it is not included in the company's official "orders and deliveries" number of 1,573. -->▼
▲
▲
| variants = {{Plain list|
* [[Boeing 747SP]]
* [[Boeing 747-400]]
* [[Boeing 747-8]]
* [[Boeing VC-25]]
* [[Boeing E-4]]
| developed_into = {{Plain list|
* [[Boeing Dreamlifter]]
* [[Boeing YAL-1]]
* [[Shuttle Carrier Aircraft]]
* [[Stratospheric Observatory for Infrared Astronomy|SOFIA]]
* [[747 Supertanker]]
}}
}}
▲|}
The '''Boeing 747''' is a
<!--Development-->
After
<!--Design-->
The 747 is a [[
<!--variants-->
Boeing introduced the -200 in 1971, with uprated engines for a heavier [[maximum takeoff weight]] (MTOW) of {{Convert|833000|lb|t|abbr=out}} from the initial {{Convert|735000|lb|t|abbr=out}}, increasing the maximum range from {{Convert|4620|to|6560|nmi|abbr=~|lk=in}}. It was shortened for the longer-range [[747SP]] in 1976, and the 747-300 followed in 1983 with a stretched upper deck for up to 400 seats in three classes. The heavier [[747-400]] with improved RB211 and CF6 engines or the new [[PW4000]] engine (the JT9D successor), and a two-crew [[glass cockpit]], was introduced in 1989 and is the most common variant. After several studies, the stretched [[747-8]] was launched on November 14, 2005, with new [[General Electric GEnx]] engines, and was first delivered in October 2011. The 747 is the basis for several government and military variants, such as the [[VC-25]] ([[Air Force One]]), [[Boeing E-4|E-4]] Emergency Airborne Command Post, [[Shuttle Carrier Aircraft]], and some experimental
<!-- Operators and see NYT Jan2023 -->Initial competition came from the smaller [[trijet]] widebodies: the [[Lockheed L-1011]] (introduced in 1972), [[McDonnell Douglas DC-10]] (1971) and later [[MD-11]] (1990). [[Airbus]] competed with later variants with the heaviest versions of the [[A340]] until surpassing the 747 in size with the [[A380]], delivered between 2007 and 2021. Freighter variants of the 747 remain popular with cargo airlines. The final 747 was delivered to [[Atlas Air]] in January 2023 after a 54-year production run, with 1,574 aircraft built.
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=== Airliner proposal ===
The 747 was conceived while air travel was increasing in the 1960s.<ref name= "Norris_Wagner_p13">Norris & Wagner 1997, p. 13.</ref> The era of commercial jet transportation, led by the enormous popularity of the [[Boeing 707]] and [[Douglas DC-8]], had revolutionized long-distance travel.<ref name=Norris_Wagner_p13 /><ref>{{Cite web |title=Boeing Multimedia Image Gallery 707 |url= http://www.boeing.com/companyoffices/gallery/images/commercial/707-03.html |url-status=dead |archive-url =https://web.archive.org/web/20120111124513/http://www.boeing.com/companyoffices/gallery/images/commercial/707-03.html |archive-date=January 11, 2012 |access-date=December 8, 2007 |publisher=The Boeing Company}}</ref> In this growing jet age, [[Juan Trippe]], president of [[Pan Am|Pan American Airways]] (Pan Am), one of Boeing's most important airline customers, asked for a new jet airliner {{frac|2|1|2}} times size of the 707, with a 30% lower cost per unit of passenger-distance and the capability to offer mass air travel on international routes.<ref name="Time7Dec1998">{{Cite magazine |last=Branson |first=Richard |date=December 7, 1998 |title=Pilot of the Jet Age |url=
[[File:Iran Air Boeing 747-200 cockpit Sharifi.jpg|thumb|An [[Iran Air]] 747-200, showing an early-production 747 cockpit with a [[flight engineer]], located on the upper deck |alt= A view of an early-production 747 cockpit]]
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=== Design effort ===
Ultimately, the high-winged CX-HLS Boeing design was not used for the 747, although technologies developed for their bid had an influence.<ref>[http://oea.larc.nasa.gov/PAIS/Partners/C_5.html "Lockheed C-5 Galaxy, Partners in Freedom."] {{webarchive|url=https://web.archive.org/web/20071214134934/http://oea.larc.nasa.gov/PAIS/Partners/C_5.html |date=December 14, 2007}} ''NASA'', 2000. Retrieved: December 17, 2007.</ref> The original design included a full-length double-deck fuselage with eight-across seating and two aisles on the lower deck and seven-across seating and two aisles on the upper deck.<ref>[http://airwaysnews.com/html/museums/boeing-archives-bellevue-washington-usa/boeing-747-double-decker-early-proposed-design-model-mid-to-late-1960s/19091 Boeing 747 "Double Decker" Early Proposed Design Model at Boeing Corporate Archives – mid-to-late 1960s] {{webarchive |url= https://web.archive.org/web/20150512211307/http://airwaysnews.com/html/museums/boeing-archives-bellevue-washington-usa/boeing-747-double-decker-early-proposed-design-model-mid-to-late-1960s/19091 |date=May 12, 2015}}<br />[http://airwaysnews.com/html/museums/boeing-archives-bellevue-washington-usa/boeing-747-early-proposed-designs-models-mid-to-late-1960s/19093 (alternate image)] {{webarchive |url= https://web.archive.org/web/20150512213456/http://airwaysnews.com/html/museums/boeing-archives-bellevue-washington-usa/boeing-747-early-proposed-designs-models-mid-to-late-1960s/19093 |date=May 12, 2015}}</ref><ref name="Irving_p282">Irving 1994, p. 282.</ref> However, concern over evacuation routes and limited cargo-carrying capability caused this idea to be scrapped in early 1966 in favor of a wider single deck design.<ref name=ucfc747 /> The cockpit was therefore placed on a shortened upper deck so that a freight-loading door could be included in the nose cone; this design feature produced the 747's distinctive "hump".<ref name=Sutter_p93 /> In early models, what to do with the small space in the pod behind the cockpit was not clear, and this was initially specified as a "lounge" area with no permanent seating.<ref>Jenkins 2000, p. 17.</ref> (A different configuration that had been considered to keep the flight deck out of the way for freight loading had the pilots below the passengers, and was dubbed the "anteater".)<ref>{{Cite web |url=http://airwaysnews.com/html/museums/boeing-archives-bellevue-washington-usa/boeing-747-anteater-early-proposed-designs-model-mid-to-late-1960s/19088 |archive-url=https://web.archive.org/web/20150616121707/http://airwaysnews.com/html/museums/boeing-archives-bellevue-washington-usa/boeing-747-anteater-early-proposed-designs-model-mid-to-late-1960s/19088 |url-status=dead |title=
[[File:JT9D on 747.JPG|thumb|The [[Pratt & Whitney JT9D]] high-bypass turbofan engine was developed for the 747.|alt=The Pratt & Whitney JT9D turbofan suspended under the wing pylon of the 747 prototype. It is stripped of its outer casing, revealing the engine's core at The Museum of Flight in Seattle, WA]]
One of the principal technologies that enabled an aircraft as large as the 747 to be drawn up was the [[High-bypass turbofan engine#High-bypass turbofan|high-bypass turbofan engine]].<ref name="Mecham">Mecham, M. "In review: 747, Creating the World's First Jumbo Jet and Other Adventures from a Life in Aviation." ''Aviation Week and Space Technology'', Vol. 165, No. 9, September 4, 2006, p. 53.</ref> This engine technology was thought to be capable of delivering double the power of the earlier [[turbojet]]s while consuming one-third less fuel. General Electric had pioneered the concept but was committed to developing the engine for the C-5 Galaxy and did not enter the commercial market until later.<ref>[http://www.geae.com/engines/commercial/cf6/history.html "GE Aviation: CF6."] {{webarchive|url=https://web.archive.org/web/20071217151126/http://www.geae.com/engines/commercial/cf6/history.html |date=December 17, 2007}} ''GE Aviation''. Retrieved: December 9, 2007.</ref><ref name="me_100yrs">Colson, Michael S. [http://www.memagazine.org/supparch/flight03/jetsfans/jetsfans.html "Mechanical Engineering 100 Years of Flight."] {{webarchive|url=https://web.archive.org/web/20071226032720/http://www.memagazine.org/supparch/flight03/jetsfans/jetsfans.html |date=December 26, 2007}} memagazine.org. Retrieved: December 9, 2007.</ref> Pratt & Whitney was also working on the same principle and, by late 1966, Boeing, Pan Am and Pratt & Whitney agreed to develop a new engine, designated the [[Pratt & Whitney JT9D|JT9D]] to power the 747.<ref name=me_100yrs />
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=== Flight testing ===
[[File:Boeing 747 rollout (3).jpg|thumb|The [[N7470|prototype 747]] was first displayed to the public on September 30, 1968.]]
Before the first 747 was fully assembled, testing began on many components and systems. One important test involved the evacuation of 560 volunteers from a cabin mock-up via the aircraft's emergency chutes. 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 several volunteers were injured. Subsequent test evacuations achieved the 90-second goal but caused more injuries. Most problematic was evacuation from the aircraft's upper deck; instead of using a conventional slide, volunteer passengers escaped by using a harness attached to a reel.<ref name="Irving_p383">Irving 1994, p. 383.</ref> Tests also involved taxiing such a large aircraft. Boeing built an unusual training device known as "Waddell's Wagon" (named for a 747 test pilot, Jack Waddell) that consisted of a mock-up cockpit mounted on the roof of a truck. While the first 747s were still being built, the device allowed pilots to practice taxi maneuvers from a high upper-deck position.<ref name="hist747">{{Cite web |title=History – 747 Commercial Transport |url=http://www.boeing.com/history/boeing/747.html |url-status=dead |archive-url=https://web.archive.org/web/20100316193220/http://www.boeing.com/history/boeing/747.html |archive-date=March 16, 2010 |access-date=April 29, 2006 |publisher=The Boeing Company}}</ref>
In 1968, the program cost was US$1 billion<ref>{{Cite news |date=June 24, 1989 |title=Building a legend |work=[[Flight International]] |url=https://www.flightglobal.com/pdfarchive/view/1989/1989%20-%202006.html}}</ref> (equivalent to ${{Inflation|US-GDP|1|1968|fmt=c|r=1}} billion in {{Inflation-year|US-GDP}} dollars). On September 30, 1968, the [[N7470|first 747]] was rolled out of the Everett assembly building before the world's press and representatives of the 26 airlines that had ordered the airliner.<ref name="roll_out">[https://web.archive.org/web/20071001003121/http://www.time.com/time/magazine/article/0,9171,838835,00.html "All but off the Ground."] ''Time'', October 4, 1968. Retrieved: December 17, 2007.</ref> Over the following months, preparations were made for the first flight, which took place on February 9, 1969, with test pilots Jack Waddell and [[Brien Wygle]] at the controls<ref name="first_flight">[https://web.archive.org/web/20071117074706/http://www.time.com/time/magazine/article/0,9171,839015,00.html "The Giant Takes Off."] ''Time''. Retrieved: December 13, 2007.</ref><ref name="Boeing_first_flight_commemoration">{{Cite web |date=February 9, 2004 |title=Boeing 747, the Queen of the Skies" and "Celebrates 35th Anniversary |url=http://www.boeing.com/news/releases/2004/q1/nr_040209g.html |url-status=dead |archive-url=https://web.archive.org/web/20041207091236/http://www.boeing.com/news/releases/2004/q1/nr_040209g.html |archive-date=December 7, 2004 |access-date=December 17, 2007 |publisher=The Boeing Company}}</ref> and Jess Wallick at the flight engineer's station. Despite a minor problem with one of the flaps, the flight confirmed that the 747 handled extremely well. The 747 was found to be largely immune to "[[Dutch roll]]", a phenomenon that had been a major hazard to the early swept-wing jets.<ref name="Irving_p417-8">Irving 1994, pp. 417–418.</ref>
=== Issues, delays and certification ===
[[File:Boeing 747 main landing gear.jpg|thumb|The 747's 16-wheel main [[landing gear]]|alt= A view of the 747's four main landing gear, each with four wheels]]
During later stages of the flight test program, [[Wing flutter|flutter]] testing showed that the wings suffered oscillation under certain conditions. This difficulty was partly solved by reducing the stiffness of some wing components. However, a particularly severe high-speed flutter problem was solved only by inserting [[depleted uranium]] counterweights as ballast in the outboard engine [[nacelle]]s of the early 747s.<ref name="Irving_p428">Irving 1994, p. 428.</ref> This measure caused
The [[flight test]] program was hampered by problems with the 747's JT9D engines. Difficulties included engine stalls caused by rapid throttle movements and distortion of the turbine casings after a short period of service.<ref name="Irving_p441-6">Irving 1994, pp. 441–446.</ref> The problems delayed 747 deliveries for several months; up to 20 aircraft at the Everett plant were stranded while awaiting engine installation.<ref name="engine_trouble">[https://web.archive.org/web/20071117074710/http://www.time.com/time/magazine/article/0,9171,844949,00.html "The Trouble with Jumbo."] ''Time'', September 26, 1969.</ref> The program was further delayed when one of the five test aircraft suffered serious damage during a landing attempt at [[Renton Municipal Airport]], the site of Boeing's [[Boeing Renton Factory|Renton factory]]. The incident happened on December 13, 1969, when a test aircraft was flown to Renton to have test equipment removed and a cabin installed. Pilot Ralph C. Cokely undershot the airport's short runway and the 747's right, outer landing gear was torn off and two engine [[nacelle]]s were damaged.<ref name="Irving_p436">Irving 1994, p. 436.</ref><ref>{{Cite web |date=August 26, 1970 |title=Aircraft Incident Report 5-0046 |url=https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR7019.pdf |archive-url=https://ghostarchive.org/archive/20221009/https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR7019.pdf |archive-date=October 9, 2022 |url-status=live |access-date=August 19, 2022 |website=National Transportation Safety Board}}</ref> However, these difficulties did not prevent Boeing from taking a test aircraft to the 28th [[Paris Air Show]] in mid-1969, where it was displayed to the public for the first time.<ref>[https://www.reuters.com/article/airshow-idUSL148638820070614 "The Paris Air Show in facts and figures."] {{Webarchive|url=https://web.archive.org/web/20151031030356/http://www.reuters.com/article/2007/06/14/airshow-idUSL148638820070614 |date=October 31, 2015}} ''Reuters'', June 14, 2007. Retrieved: June 3, 2011.</ref> Finally, in December 1969, the 747 received its FAA [[airworthiness certificate]], clearing it for introduction into service.<ref>[https://web.archive.org/web/20090331202213/http://www.janes.com/transport/news/jawa/jawa001031_n_1.shtml "Boeing 747-400."] ''Jane's All the World's Aircraft'', October 31, 2000. Retrieved: July 15, 2011.</ref>
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=== Entry into service ===
[[File:Pat Nixon christens Boeing 747 2749-18.jpg|thumb|First Lady [[Pat Nixon]] christened the first commercial 747 on January 15, 1970
On January 15, 1970, [[First Lady of the United States|First Lady]] [[Pat Nixon]] christened Pan Am's first 747 at [[Washington Dulles International Airport|Dulles International Airport]]
=== Improved 747 versions ===
{{Multiple images
[[File:Boeing_747-4F6,_Transaero_Airlines_AN2293667.jpg|thumb|Stretched upper deck cabin of later 747s with six-abreast seating]]▼
| align = right
| direction = vertical
| width = 220
| image1 = SAS Boeing 747-B Huge Viking Interior of cabin (cropped).jpg
| caption1 = Upper deck lounge configuration on an early 747
| image2 = Boeing_747-4F6,_Transaero_Airlines_AN2293667.jpg
▲
}}
<!--better looking alternate, but in Biz class: File:Boeing 747-830, Lufthansa AN2119980.jpg-->
After the initial {{not a typo|747-100}}, Boeing developed the {{nowrap|-100B}}, a higher [[maximum takeoff weight]] (MTOW) variant, and the {{nowrap|-100SR}} (Short Range), with higher passenger capacity.<ref name="Boe_747_classics">[http://www.boeing.com/commercial/747family/pf/pf_classic_back.html "Boeing 747 Classics."] ''The Boeing Company''. Retrieved: December 15, 2007.</ref> Increased maximum takeoff weight allows aircraft to carry more fuel and have longer range.<ref>[http://active.boeing.com/commercial/cas/index.cfm?content=include/solutions.cfm&pageid=m34945 "Solutions Center."] {{Webarchive|url=https://web.archive.org/web/20151015205312/http://active.boeing.com/commercial/cas/index.cfm?content=include%2Fsolutions.cfm&pageid=m34945 |date=October 15, 2015 }} ''The Boeing Company''. Retrieved: December 13, 2007.</ref> The {{nowrap|-200}} model followed in 1971, featuring more powerful engines and a higher MTOW. Passenger, freighter and combination passenger-freighter versions of the {{nowrap|-200}} were produced.<ref name=Boe_747_classics /> The shortened [[Boeing 747SP|747SP]] (special performance) with a longer range was also developed, and entered service in 1976.<ref>[http://www.airliners.net/info/stats.main?id=98 "Boeing 747SP."] {{webarchive |url=https://web.archive.org/web/20061030225056/http://www.airliners.net/info/stats.main?id=98 |date=October 30, 2006}} ''Airliners.net''. Retrieved: November 23, 2007.</ref>
The 747 line was further developed with the launch of the {{not a typo|747-300}} on June 11, 1980, followed by interest from Swissair a month later and the go-ahead for the project.<ref name=":2" />{{Rp|86}} The 300 series resulted from Boeing studies to increase the [[seating capacity]] of the 747, during which modifications such as fuselage plugs and extending the upper deck over the entire length of the fuselage were rejected. The first {{not a typo|747-300}}, completed in 1983, included a stretched upper deck, increased cruise speed, and increased seating capacity. The -300 variant was previously designated 747SUD for stretched upper deck, then 747-200 SUD,<ref name= "owner_guide">[http://www.aircraft-commerce.com/sample_articles/sample_articles/owners_guide.pdf "Aircraft Owner's and Operator's Guide: 747-200/300"](PDF). {{Webarchive|url=https://web.archive.org/web/
In 1985, development of the longer range [[Boeing 747-400|747-400]] began.<ref>Lawrence and Thornton 2005, p. 54.</ref> The variant had a new [[glass cockpit]], which allowed for a cockpit crew of two instead of three,<ref>Salpukas, Agis. [https://www.nytimes.com/1988/07/01/business/jal-orders-15-more-of-boeing-s-747-400-s.html "J.A.L. Orders 15 More of Boeing's 747-400s."] ''Time'', July 1, 1988. Retrieved: December 17, 2007.</ref> new engines, lighter construction materials, and a redesigned interior. Development costs soared, and production delays occurred as new technologies were incorporated at the request of airlines. Insufficient workforce experience and reliance on overtime contributed to early production problems on the {{not a typo|747-400}}.<ref name=ucfc747 /> The -400 entered service in 1989.<ref name="Norris_p88">Norris 1997, p. 88.</ref>
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[[File:Japan Airlines 747-400 Economy cabin.jpg|thumb|747-400 main deck economy class seating in 3–4–3 layout|alt=Interior view. Seats are separated by two aisles, in 3–4–3 configuration. A TV is positioned towards the front of aircraft.]]
After the arrival of the {{not a typo|747-400}}, several stretching schemes for the 747 were proposed. Boeing announced the larger 747-500X and {{nowrap|-600X}} preliminary designs in 1996.<ref name="boe_1996">{{Cite web |date=September 2, 1996 |title=Boeing Outlines the "Value" of Its 747 Plans |url=http://www.boeing.com/news/releases/1996/news.release.960902c.html |url-status=dead |archive-url=https://archive.today/20081024211719/http://www.boeing.com/news/releases/1996/news.release.960902c.html |archive-date=October 24, 2008 |access-date=June 7, 2011 |publisher=The Boeing Company}}</ref> The new variants would have cost more than US$5 billion to develop,<ref name=boe_1996 /> and interest was not sufficient to launch the program.<ref name="FI_500X">[https://web.archive.org/web/20071214001602/http://www.flightglobal.com/articles/1997/03/19/157/ba-warms-to-a3xx-plan.html "BA warms to A3XX plan."] ''Flight International'', March 19, 1997. Retrieved: December 17, 2007.</ref> In 2000, Boeing offered the more modest 747X and 747X stretch derivatives as alternatives to the Airbus [[Airbus A380|
After several variants were proposed but later abandoned, some industry observers became skeptical of new aircraft proposals from Boeing.<ref>Holmes, Stanley. [http://www.businessweek.com/innovate/content/nov2005/id20051116_370967.htm "Boeing's Reborn 747."] {{webarchive |url=https://web.archive.org/web/20071208081112/http://www.businessweek.com/innovate/content/nov2005/id20051116_370967.htm |date=December 8, 2007}} ''Business Week'', November 16, 2005.</ref> However, in early 2004, Boeing announced tentative plans for the 747 Advanced that were eventually adopted. Similar in nature to the 747-X, the stretched 747 Advanced used technology from the 787 to modernize the design and its systems. The 747 remained the largest passenger airliner in service until the [[Airbus A380]] began airline service in 2007.<ref>[http://news.bbc.co.uk/2/hi/business/7061164.stm "A380 superjumbo lands in Sydney."] ''BBC News''. Retrieved: December 10, 2007.</ref>
[[File:
On November 14, 2005, Boeing announced it was launching the 747 Advanced as the [[Boeing 747-8]].<ref name="boeing747-8">{{Cite web |date=November 14, 2005 |title=Boeing Launches New 747-8 Family |url=http://www.boeing.com/news/releases/2005/q4/nr_051114h.html |url-status=dead |archive-url=https://web.archive.org/web/20051124063705/http://www.boeing.com/news/releases/2005/q4/nr_051114h.html |archive-date=November 24, 2005 |access-date=December 17, 2007 |publisher=The Boeing Company}}</ref> The last 747-400s were completed in 2009.<ref name="downhill">[http://www.businessday.co.nz/world/4842143 "Downhill for the jumbo."] {{webarchive|url=https://web.archive.org/web/20090211082459/http://www.businessday.co.nz/world/4842143 |date=February 11, 2009}} ''[[The Sydney Morning Herald]]'', January 9, 2009. Retrieved: February 9, 2009.</ref> {{As of|2011}}, most orders of the 747-8 were for the freighter variant. On February 8, 2010, the 747-8 Freighter made its [[maiden flight]].<ref>Ostrower, Jon. [https://web.archive.org/web/20100212112245/http://www.flightglobal.com/articles/2010/02/08/338138/pictures.html "Boeing's 747-8F lifts off on maiden flight"]. Flightglobal.com, February 8, 2010.</ref> The first delivery of the 747-8 went to [[Cargolux]] in 2011.<ref>[http://boeing.mediaroom.com/index.php?s=43&item=1448 "Boeing Sets 747-8 Freighter Delivery Schedule for Mid-Year 2011"]. ''The Boeing Company'', September 30, 2010.</ref><ref>Trimble, Stephen. [https://web.archive.org/web/20101002103349/http://www.flightglobal.com/articles/2010/09/30/347996/boeing-pushes-747-8f-delivery-back-to-mid-2011.html "Boeing pushes 747-8F delivery back to mid-2011/"] ''Air Transport Intelligence News'' via ''Flight global,'' September 30, 2010. Retrieved: February 22, 2011.</ref>
In January 2016, Boeing stated it was reducing 747-8 production to six
On July 12, 2016, Boeing announced that it had finalized an order from [[Volga-Dnepr Group]] for 20 747-8 freighters, valued at $7.58 billion (~${{Format price|{{Inflation|index=US-GDP|value=7580000000|start_year=2016}}}} in {{Inflation/year|US-GDP}}) at list prices. Four aircraft were delivered beginning in 2012. Volga-Dnepr Group is the parent of three major Russian air-freight carriers – [[Volga-Dnepr Airlines]], [[AirBridgeCargo Airlines]] and [[Atran Airlines]]. The new 747-8 freighters would replace AirBridgeCargo's current 747-400 aircraft and expand the airline's fleet and will be acquired through a mix of direct purchases and leasing over the next six years, Boeing said.<ref>{{Cite web |date=July 12, 2016 |title=Volga-Dnepr Group acquires 20 Boeing 747-8 freighters |url=http://atwonline.com/airframes/volga-dnepr-group-acquires-20-boeing-747-8-freighters? |publisher=Air Transport World}}</ref>
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On July 27, 2016, in its quarterly report to the [[Securities and Exchange Commission]], Boeing discussed the potential termination of 747 production due to insufficient demand and market for the aircraft.<ref>{{Cite web |last=The Boeing Company |date=July 27, 2016 |title=Form 10-Q Quarterly report |url=http://pdf.secdatabase.com/1159/0000012927-16-000143.pdf |archive-url=https://ghostarchive.org/archive/20221009/http://pdf.secdatabase.com/1159/0000012927-16-000143.pdf |archive-date=October 9, 2022 |url-status=live |publisher=Securities and Exchange Commission |quote=it is reasonably possible that we could decide to end production of the 747}}</ref> With a firm order backlog of 21 aircraft and a production rate of six per year, program accounting had been reduced to 1,555 aircraft.<ref>{{Cite web |date=August 1, 2016 |title=Boeing's 747 Struggles Indicate Large-Aircraft Market Decline |url=http://aviationweek.com/commercial-aviation/boeing-s-747-struggles-indicate-large-aircraft-market-decline |website=Aviation Week}}</ref> In October 2016, [[UPS Airlines]] ordered 14 -8Fs to add capacity, along with 14 options, which it took in February 2018 to increase the total to 28 -8Fs on order.<ref name="UPS2018Order">{{Cite web |title=Boeing: UPS Orders 14 Additional 747-8 Freighters, Plus Four 767 Freighters |url=http://www.boeing.com/commercial/customers/ups/747-8-767-order.page |access-date=March 10, 2018 |website=boeing.com}}</ref><ref>{{Cite news |date=February 8, 2019 |title=Fifty years on, Boeing's 747 clings to life as cargo carrier |work=Reuters |url=https://www.reuters.com/article/us-boeing-747-anniversary/fifty-years-on-boeings-747-clings-to-life-as-cargo-carrier-idUSKCN1PX17L}}</ref> The backlog then stood at 25 aircraft, though several of these were orders from airlines that no longer intended to take delivery.<ref>{{Cite news |date=October 27, 2016 |title=UPS orders 14 747-8 Freighters |work=Flight Global |url=https://www.flightglobal.com/news/articles/ups-orders-14-747-8-freighters-430814/}}</ref>
[[File:N863GT EHAM.jpg|thumb|right|[[Atlas Air]] 747-8F N863GT, the last Boeing 747 to be built and delivered]]
On July 2, 2020, it was reported that Boeing planned to end 747 production in 2022 upon delivery of the remaining jets on order to UPS and the Volga-Dnepr Group due to low demand.<ref>{{Cite news |last=Johnsson |first=Julie |date=July 2, 2020 |title=Boeing Quietly Pulls Plug on the 747, Closing Era of Jumbo Jets |work=Bloomberg |url=https://www.bloomberg.com/news/articles/2020-07-02/boeing-quietly-pulls-plug-on-the-747-closing-era-of-jumbo-jets |url-access=subscription}}</ref> On July 29, 2020, Boeing confirmed that the final 747 would be delivered in 2022 as a result of "current market dynamics and outlook" stemming from the [[COVID-19 pandemic]], according to CEO David Calhoun.<ref name="endofline">{{Cite web |last=Hemmerdinger |first=Jon |date=July 29, 2020 |title=Boeing slashes output, delays 777X to 2022 and confirms end for 747 |url=https://www.flightglobal.com/airframers/boeing-slashes-output-delays-777x-to-2022-and-confirms-end-for-747/139534.article |access-date=August 3, 2020 |publisher=Flightglobal}}</ref> The last aircraft, a 747-8F for [[Atlas Air]] registered N863GT, rolled off the production line on December 6, 2022,<ref>{{Cite news |last=Josephs |first=Leslie |date=December 6, 2022 |title=Boeing's last 747 has rolled out of the factory after a more than 50-year production run |work=[[CNBC]] |url= https://www.cnbc.com/2022/12/06/boeing-747-production-is-ending-with-shift-to-twin-engine-jets.html}}</ref> and was delivered on January 31, 2023.<ref name="NYT Jan2023">{{Cite news |last1= Chokshi |first1=Niraj |last2= Menghistab |first2=Meron Tekie |last3= Tamayo |first3=Jovelle |last4= Wasson |first4=Lindsey |date= January 31, 2023 |title=The Last Boeing 747 Leaves the Factory |language=en-US |work= [[The New York Times]] |url= https://www.nytimes.com/2023/01/31/business/last-boeing-747-plane.html |issn=0362-4331}}</ref> Boeing hosted an event at the Everett factory for thousands of workers as well as industry executives to commemorate the delivery.<ref>{{Cite web |date=January 31, 2023 |title=Boeing bids farewell to an icon, delivers last 747 jumbo jet |url= https://apnews.com/article/boeing-delivering-the-last-747-018b4b60e8d8a40aa5bf039c47d81a9a |access-date=February 1, 2023 |publisher=Associated Press}}</ref>
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[[File:Air New Zealand Boeing 747-400 (ZK-SUH) arrives London Heathrow 17Oct2010 arp.jpg|thumb|Front view showing the triple-slotted trailing edge [[flap (aeronautics)|flaps]]]]
The 747 has redundant structures along with four redundant hydraulic systems and four main landing gears each with four wheels; these provide a good spread of support on the ground and safety in case of tire blow-outs. The main gear are redundant so that landing can be performed on two opposing landing gears if the others are not functioning properly.<ref name="Sutter_p128-31">Sutter 2006, pp. 128–131.</ref> The 747 also has split control surfaces and was designed with sophisticated triple-slotted flaps that minimize landing speeds and allow the 747 to use standard-length runways.<ref name="Sutter_p121-2">Sutter 2006, pp. 121–122.</ref>
For transportation of spare engines, the 747 can accommodate a non-functioning fifth-pod engine under the aircraft's port wing between the inner functioning engine and the fuselage.<ref>{{Cite web |year=2008 |title=Special Report: Air India Flight 182 |url=http://www.airdisaster.com/special/special-ai182.shtml |url-status=usurped |archive-url=https://web.archive.org/web/20091007035356/http://www.airdisaster.com/special/special-ai182.shtml |archive-date=October 7, 2009 |access-date=December 13, 2007 |website=airdisaster.com}}</ref><ref>[http://www.courts.gov.bc.ca/Jdb-txt/SC/05/03/2005BCSC0350.htm "Her Majesty the Queen Against Ripudaman Singh Malik and Ajaib Singh Bagri."] ''Supreme Court of British Columbia''. Retrieved: December 13, 2007.</ref> The fifth engine mount point
== Operational history ==
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The [[recession of 1969–1970]], despite having been characterized as relatively mild, greatly affected Boeing. For the year and a half after September 1970, it only sold two 747s in the world, both to Irish flag carrier [[Aer Lingus]].<ref>{{Citation |title=Supplementary Estimates, 1971–72 – Vote 41: Transport and Power |date=November 25, 1971 |url=http://oireachtasdebates.oireachtas.ie/debates%20authoring/debateswebpack.nsf/takes/dail1971112500009?opendocument |volume=257 |issue=3 |page=9 |publisher=Houses of the Oireachtas |quote=The company took delivery of two Boeing 747s (Jumbos) in March 1971, and they went into service in April and May. The Aerlínte fleet now consists of 6 Boeing 707-320s and 2 Boeing 747s.}}</ref><ref>{{Cite journal |date=March 25, 1971 |title=Aer Lingus On Its Own |url=http://www.flightglobal.com/pdfarchive/view/1971/1971%20-%200442.html |journal=[[Flight International]] |quote=A SECOND 747 will be delivered to Aer Lingus-Irish within the next two weeks to join the first which arrived in Dublin on March 6.}}</ref>
No 747s were sold to any American carrier for almost three years.{{r|heppenheimer1998}} When economic problems in the US and other countries after the [[1973 oil crisis]] led to reduced passenger traffic, several airlines found they did not have enough passengers to fly the 747 economically, and they replaced them with the smaller and recently introduced [[McDonnell Douglas DC-10]] and [[Lockheed L-1011
International flights bypassing traditional hub airports and landing at smaller cities became more common throughout the 1980s, thus eroding the 747's original market.<ref>[https://web.archive.org/web/20040211224743/http://www.boeing.com/news/speeches/2003/piasecki_030324.html "Turning Today's Challenges into Opportunities for Tomorrow."] ''The Boeing Company''. Retrieved: December 10, 2007.</ref> Many international carriers continued to use the 747 on [[Pacific Ocean|Pacific]] routes.<ref>{{Cite web |last=Aboulafia |first=Richard |date=March 1, 2004 |title=Commercial Transport Market Still in Rough Shape |url=http://www.aviationweek.com/aw/generic/story_generic.jsp?channel=awst&id=news/2004sb05.xml |url-status=dead |archive-url=https://web.archive.org/web/20120112160220/http://www.aviationweek.com/aw/generic/story_generic.jsp?channel=awst&id=news%2F2004sb05.xml |archive-date=January 12, 2012 |access-date=December 10, 2007 |website=Aviation Week and Space Technology}}</ref> In Japan, 747s on domestic routes were configured to carry nearly the maximum passenger capacity.<ref>Wallace, James. [http://www.seattlepi.com/default/article/A380-buyer-keeps-mum-about-possible-luxuries-1164814.php "A380 buyer keeps mum about possible luxuries aboard cruise ship of the skies."] ''Seattle Post-Intelligencer'', January 24, 2005. Retrieved: June 3, 2011.</ref>
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[[File:Pan Am Boeing 747-121 N732PA Bidini.jpg|thumb|The original 747-100 has a short upper deck with three windows per side; [[Pan Am]] introduced it on January 22, 1970]]
The first 747-100s were built with six upper deck windows (three per side) to accommodate upstairs lounge areas. Later, as airlines began to use the upper deck for premium passenger seating instead of lounge space, Boeing offered an upper deck with ten windows on either side as an option. Some early -100s were retrofitted with the new configuration.<ref>[https://web.archive.org/web/20071210153158/http://www.aircraftspotting.net/aircraft/boeing_747.html#specs "Boeing 747."] ''Aircraft Spotting''. Retrieved: December 7, 2007.</ref> The -100 was equipped with [[Pratt & Whitney JT9D]]-3A engines. No freighter version of this model was developed, but many 747-100s were converted into freighters as 747-100(SF).<ref>[http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgEX.nsf/0/a590a0405960013a86256d4400727f45/$FILE/1870D.pdf "FAA Regulatory and Guidance Library (PDF)."] {{Webarchive|url=https://web.archive.org/web/20180110155400/https://www.icao.int/publications/doc8643/pages/search.aspx?url=https%3A%2F%2Ffanyv88.com%3A443%2Fhttp%2Frgl.faa.gov%2FRegulatory_and_Guidance_Library%2FrgEX.nsf%2F0%2Fa590a0405960013a86256d4400727f45%2F%24FILE%2F1870D.pdf&type=replay&date=20150302150753 |date=January 10, 2018 }} ''FAA''. Retrieved: December 12, 2007. See reference to Supplementary Type Certificates for freighter conversion.</ref> The first 747-100(SF) was delivered to Flying Tiger Line in 1974.<ref>{{Cite web|url=http://www.cargoforwarder.eu/2019/02/03/still-in-love-with-a-50-year-old/|title=Still in Love With a 50 Year Old!|date=February 3, 2019|website=CargoForwarder Global|access-date=January 21, 2023|archive-date=January 21, 2023|archive-url=https://web.archive.org/web/20230121053317/https://www.cargoforwarder.eu/2019/02/03/still-in-love-with-a-50-year-old/|url-status=dead}}</ref> A total of 168 747-100s were built; 167 were delivered to customers, while Boeing kept the prototype, ''City of Everett''.<ref name="747_O_D_summ">[http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=747&optReportType=AllModels&cboAllModel=747&ViewReportF=View+Report "747 Model Orders and Deliveries data."] {{Webarchive|url=https://web.archive.org/web/20180928195003/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=747&optReportType=AllModels&cboAllModel=747&ViewReportF=View+Report |date=September 28, 2018}} ''The Boeing Company'', April 2021. Retrieved: October 24, 2020.</ref> In 1972, its unit cost was US$24M<ref name="Flight10Aug1972">{{Cite magazine |date=August 10, 1972 |title=Airliner price index |url=https://www.flightglobal.com/pdfarchive/view/1972/1972%20-%202020.html |magazine=Flight International |page=183}}</ref> ({{Inflation |US|24|r=1|1972}}M today).
==== 747SR ====
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[[File:JA8170 B747-146SR SUD JAL Japan Airlines HND 23MAY03 (8473400794).jpg|thumb|One of the two 747-100BSR with the stretched upper deck (SUD) made for [[Japan Airlines|JAL]]]]
The initial order for the -100SR – four aircraft for Japan Air Lines (JAL, later [[Japan Airlines]]) – was announced on October 30, 1972; rollout occurred on August 3, 1973, and the first flight took place on August 31, 1973. The type was certified by the FAA on September 26, 1973, with the first delivery on the same day. The -100SR entered service with JAL, the type's sole customer, on October 7, 1973, and typically operated flights within Japan.<ref name="B747_milest">[http://www.boeing.com/commercial/747family/pf/pf_milestones.html "747 Milestones."] {{webarchive|url=https://web.archive.org/web/20110524131419/http://www.boeing.com/commercial/747family/pf/pf_milestones.html |date=May 24, 2011}} ''The Boeing Company''. Retrieved: December 17, 2007.</ref> Seven -100SRs were built between 1973 and 1975, each with a {{convert|520000|lb|t|adj=on}} MTOW and [[Pratt & Whitney JT9D]]-7A engines derated to {{convert|43000|lbf|kN}} of thrust.<ref name="BowersSR">Bowers 1989, pp. 516–517.</ref>
Following the -100SR, Boeing produced the -100BSR, a 747SR variant with increased takeoff weight capability. Debuting in 1978, the -100BSR also incorporated structural modifications for a high cycle-to-flying hour ratio; a related standard -100B model debuted in 1979. The -100BSR first flew on November 3, 1978, with first delivery to [[All Nippon Airways]] (ANA) on December 21, 1978. A total of 20 -100BSRs were produced for ANA and JAL.<ref name="Airclaims_1995">''Airclaims Jet Programs 1995''</ref> The -100BSR had a {{Convert|600000|lb|t|abbr=out}} MTOW and was powered by the same JT9D-7A or [[General Electric CF6]]-45 engines used on the -100SR. ANA operated this variant on domestic Japanese routes with 455 or 456 seats until retiring its last aircraft in March 2006.<ref>[https://web.archive.org/web/20060302033247/http://www.japancorp.net/Article.asp?Art_ID=11620 "ANA to Retire the Boeing 747SR on March 10"] ''Japan Corporate News Network''. Retrieved: December 8, 2015.</ref>
In 1986, two -100BSR SUD models, featuring the stretched upper deck (SUD) of the -300, were produced for JAL.<ref>[http://www.airliners.net/open.file?id=0047334&size=L "Boeing 747-146B/SR/SUD aircraft"] {{webarchive |url=https://web.archive.org/web/20071215185046/http://www.airliners.net/open.file?id=0047334&size=L |date=December 15, 2007}}, ''Airliners.net''.</ref> The type's maiden flight occurred on February 26, 1986, with FAA certification and first delivery on March 24, 1986.<ref>[http://www.jal.co.jp/en/aircraft/jal/detail/747_300srb.html "JAL Aircraft Collection."] ''Japan Airlines''. Retrieved: December 15, 2007.</ref> JAL operated the -100BSR SUD with 563 seats on domestic routes until their retirement in the third quarter of 2006. While only two -100BSR SUDs were produced, in theory, standard -100Bs can be modified to the SUD certification.<ref name=Airclaims_1995 /> Overall, 29 Boeing 747SRs were built.<ref name=
==== 747-100B ====
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[[File:Air Namibia Boeing 747SP ZS-SPC FRA 1999-7-17.png|thumb|The 747SP was the only 747 model with a shortened fuselage|alt=Air Namibia 747SP on approach]]
The development of the 747SP stemmed from a joint request between Pan American World Airways and [[Iran Air]], who were looking for a high-capacity airliner with enough range to cover Pan Am's New York–Middle Eastern routes and Iran Air's planned Tehran–New York route. The Tehran–New York route, when launched, was the longest [[Non-stop flight|non-stop]] commercial flight in the world. The 747SP is {{convert|48|ft|4|in}} shorter than the {{not a typo|747-100}}. Fuselage sections were eliminated fore and aft of the wing, and the center section of the fuselage was redesigned to fit mating fuselage sections. The SP's flaps used a simplified single-slotted configuration.<ref>Norris and Wagner 1997, p. 71.</ref><ref name="baby_747">[http://www.747sp.com/story-b747sp/ "The Story of the B747SP."] ''747sp.com''. Retrieved: December 15, 2007.</ref> The 747SP, compared to earlier variants, had a tapering of the aft upper fuselage into the [[empennage]], a double-hinged rudder, and longer vertical and horizontal stabilizers.<ref>Kane 2003, p. 546.</ref> Power was provided by Pratt & Whitney JT9D-7(A/F/J/FW) or Rolls-Royce RB211-524 engines.<ref name="plan">[https://web.archive.org/web/20141024144002/http://www.boeing.com/boeing/commercial/airports/747.page "747 Airplane Characteristics for Airport Planning."] ''The Boeing Company''. Retrieved: December 15, 2007.</ref>
The 747SP was granted a type certificate on February 4, 1976, and entered service with launch customers Pan Am and Iran Air that same year.<ref name=baby_747 /> The aircraft was chosen by airlines wishing to serve major airports with short runways.<ref>[http://www.qantas.com.au/travel/airlines/media-releases/mar-2002/2645/global/en "Red, White And Q Farewell For Qantas Aircraft."] ''Qantas'', March 4, 2002. Retrieved: June 4, 2008.</ref> A total of 45 747SPs were built,<ref name=747_O_D_summ /> with the 44th 747SP delivered on August 30, 1982. In 1987, Boeing re-opened the 747SP production line after five years to build one last 747SP for an order by the United Arab Emirates government.<ref name=baby_747 /> In addition to airline use, one 747SP was modified for the [[NASA]]/[[German Aerospace Center]] [[Stratospheric Observatory for Infrared Astronomy|SOFIA]] experiment.<ref>[http://www.sofia.usra.edu/Sofia/aircraft/sofia_ac.htm "The SOFIA Boeing 747SP."] {{webarchive |url=https://web.archive.org/web/20061113003337/http://www.sofia.usra.edu/Sofia/aircraft/sofia_ac.htm |date=November 13, 2006}} NASA SOFIA Science Center. Retrieved: December 31, 2009.</ref> Iran Air is the last civil operator of the type; its final 747-SP (EP-IAC) was
=== 747-200 ===
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The 747-200B was the basic passenger version, with increased fuel capacity and more powerful engines; it entered service in February 1971.<ref name=owner_guide /> In its first three years of production, the -200 was equipped with [[Pratt & Whitney JT9D]]-7 engines (initially the only engine available). Range with a full passenger load started at over {{convert|5000|nmi|abbr=on}} and increased to {{convert|6000|nmi|abbr=on}} with later engines. Most -200Bs had an internally stretched upper deck, allowing for up to 16 passenger seats.<ref>Jenkins 2000, p. 43.</ref> The freighter model, the 747-200F, had a hinged nose cargo door and could be fitted with an optional side cargo door,<ref name=owner_guide /> and had a capacity of 105 tons (95.3 tonnes) and an MTOW of up to {{Convert|833000|lb|t|abbr=out}}. It entered service in 1972 with Lufthansa.<ref>[http://www.boeing.com/commercial/747family/background.html "Boeing 747 – About the 747 Family."] {{webarchive|url=https://web.archive.org/web/20060615032630/http://www.boeing.com/commercial/747family/background.html |date=June 15, 2006}} ''The Boeing Company''. Retrieved: December 6, 2007.</ref> The convertible version, the 747-200C, could be converted between a passenger and a freighter or used in mixed configurations,<ref name=Boe_747_classics /> and featured removable seats and a nose cargo door.<ref name=owner_guide /> The -200C could also be outfitted with an optional side cargo door on the main deck.<ref>[http://www.civilaviation.eu/Boeing/747-200.htm "Boeing 747-200."] {{Webarchive|url=https://web.archive.org/web/20161026233832/http://civilaviation.eu/Boeing/747-200.htm |date=October 26, 2016}} ''CivilAviation.eu''. Retrieved: December 15, 2007.</ref>
The [[combi aircraft]] model, the 747-200M (originally designated 747-200BC), could carry freight in the rear section of the main deck via a side cargo door. A removable partition on the main deck separated the cargo area at the rear from the passengers at the front. The -200M could carry up to 238 passengers in a three-class configuration with cargo carried on the main deck. The model was also known as the 747-200 Combi.<ref name=owner_guide /> As on the -100, a stretched upper deck (SUD) modification was later offered. A total of 10 747-200s operated by [[KLM]] were converted.<ref name=owner_guide /> [[Union de Transports Aériens]] (UTA) also had two aircraft converted.
After launching the -200 with Pratt & Whitney JT9D-7 engines, on August 1, 1972, Boeing announced that it had reached an agreement with General Electric to certify the 747 with [[General_Electric_CF6|CF6-50]] series engines to increase the aircraft's market potential. Rolls-Royce followed 747 engine production with a launch order from [[British Airways]] for four aircraft. The option of [[Rolls-Royce_RB211|RB211-524B]] engines was announced on June 17, 1975.<ref name=Airclaims_p111 /> The -200 was the first 747 to provide a choice of powerplant from the three major engine manufacturers.<ref>Jenkins 2000, pp. 46, 50–53.</ref>
In 1976, its unit cost was US$39M ({{Inflation|US|39|r=1|1976}}M today).
A total of 393 of the 747-200 versions had been built when production ended in 1991.<ref name="747b">[http://www.boeing.com/commercial/747family/background.html "747 background."] {{webarchive|url=https://web.archive.org/web/20060615032630/http://www.boeing.com/commercial/747family/background.html |date=June 15, 2006}} ''The Boeing Company''. Retrieved: December 13, 2007.</ref> Of these, 225 were -200B, 73 were -200F, 13 were -200C, 78 were -200M, and 4 were military.<ref>[https://web.archive.org/web/20071210173616/http://www.boeing.com/commercial/747family/pf/pf_classics.html "747 Classics Technical Specifications."] ''The Boeing Company''. Retrieved: December 6, 2007.</ref> Iran Air retired the last passenger {{not a typo|747-200}} in May 2016, 36 years after it was delivered.<ref>{{Cite web|url=https://www.ch-aviation.com/portal/news/46137-iran-air-retires-last-remaining-pax-b747-200|title=Iran Air retires last remaining pax B747-200|website=ch-aviation}}</ref>
=== 747-300 ===
[[File:
The 747-300 features a {{convert|23|ft|4|in|m|sigfig=3|adj=mid|-longer}} upper deck than the -200.<ref name="airl_300" /> The stretched upper deck (SUD) has two emergency exit doors and is the most visible difference between the -300 and previous models.<ref name="airliners_747-300">[http://www.airliners.net/info/stats.main?id=99 "Boeing 747-300."] {{webarchive |url=https://web.archive.org/web/20040811062901/http://www.airliners.net/info/stats.main?id=99 |date=August 11, 2004}} ''airliners.net''.</ref> After being made standard on the 747-300, the SUD was offered as a retrofit, and as an option to earlier variants still in-production. An example for a retrofit were two [[Union de Transports Aériens|UTA]] -200 Combis being converted in 1986, and an example for the option were two brand-new JAL -100 aircraft (designated -100BSR SUD), the first of which was delivered on March 24, 1986.<ref name=":2">{{Cite book |last=Bowman, Martin W. |url=https://www.worldcat.org/oclc/42912717 |title=Boeing 747 |date=2000 |publisher=Crowood |isbn=1-86126-242-6 |location=Marlborough |oclc=42912717}}</ref>{{Rp|68, 92}}
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Swissair placed the first order for the {{not a typo|747-300}} on June 11, 1980.<ref>{{Cite web |title=Seven Series |url=http://www.boeing.com/news/feature/sevenseries/747.html |url-status=dead |archive-url=https://web.archive.org/web/20100328074016/http://www.boeing.com/news/feature/sevenseries/747.html |archive-date=March 28, 2010 |access-date=December 15, 2007 |publisher=The Boeing Company}}</ref> The variant revived the 747-300 designation, which had been previously used on a design study that did not reach production. The 747-300 first flew on October 5, 1982, and the type's first delivery went to Swissair on March 23, 1983.<ref name=B747_milest /> In 1982, its unit cost was US$83M ({{Inflation |US|83|r=1|1982}}M today). Besides the passenger model, two other versions (-300M, -300SR) were produced. The 747-300M features cargo capacity on the rear portion of the main deck, similar to the -200M, but with the stretched upper deck it can carry more passengers.<ref name=plan /><ref>Jenkins 2000, p. 97.</ref> The 747-300SR, a short range, high-capacity domestic model, was produced for Japanese markets with a maximum seating for 584.<ref name="747class_report">[http://www.boeing.com/assets/pdf/commercial/airports/acaps/747_123sp.pdf "Boeing 747-100/-200/-300/-SP airport report."] (pdf) ''The Boeing Company'', May 2011. Retrieved: September 1, 2014.</ref> No production freighter version of the 747-300 was built, but Boeing began modifications of used passenger -300 models into freighters in 2000.<ref>{{Cite web |title=Boeing Delivers First 747-300 Special Freighter To Atlas Air |url=http://www.boeing.com/news/releases/2000/photorelease/photo_release_001017b.html |url-status=dead |archive-url=https://web.archive.org/web/20001027192806/http://www.boeing.com/news/releases/2000/photorelease/photo_release_001017b.html |archive-date=October 27, 2000 |access-date=December 17, 2007 |publisher=The Boeing Company}}</ref>
A total of 81 {{not a typo|747-300}} series aircraft were delivered, 56 for passenger use, 21 -300M and 4 -300SR versions.<ref>[https://web.archive.org/web/20071210173616/http://www.boeing.com/commercial/747family/pf/pf_classics.html "Technical Specifications – 747 Classics"], ''The Boeing Company''. Retrieved: July 11, 2008</ref> In 1985, just two years after the -300 entered service, the type was superseded by the announcement of the more advanced 747-400.<ref>Lawrence and Thornton 2005</ref> The last 747-300 was delivered in September 1990 to [[Sabena]].<ref name=Boe_747_classics /><ref>{{Cite web |title=Seven series |url=http://www.boeing.com/news/feature/sevenseries/747.html |url-status=dead |archive-url=https://web.archive.org/web/20100328074016/http://www.boeing.com/news/feature/sevenseries/747.html |archive-date=March 28, 2010 |access-date=December 17, 2007 |publisher=The Boeing Company}}</ref> While some -300 customers continued operating the type, several large carriers replaced their 747-300s with 747-400s. [[Air France]], [[Air India]], [[Japan Airlines]], [[Pakistan International Airlines]], and [[Qantas]] were some of the last major carriers to operate the {{not a typo|747-300}}. On December 29, 2008, Qantas flew its last scheduled 747-300 service, operating from Melbourne to Los Angeles via [[Auckland Airport|Auckland]].<ref name="B743">[http://www.theage.com.au/travel/travel-news/qantass-final-boeing-747300-heads-for-graveyard-20090120-7lfi.html "Qantas's final Boeing 747-300 heads for graveyard."] {{Webarchive|url=https://web.archive.org/web/20170907034434/http://www.theage.com.au/travel/travel-news/qantass-final-boeing-747300-heads-for-graveyard-20090120-7lfi.html |date=September 7, 2017}} ''[[The Age]]''. Retrieved: January 21, 2009.</ref> In July 2015, Pakistan International Airlines retired their final 747-300 after 30 years of service.<ref>{{Cite web |last=Drum |first=Bruce |date=June 29, 2015 |title=PIA to retire its last Boeing 747 "within a month" |url=https://worldairlinenews.com/2015/06/29/pia-to-retire-its-last-boeing-747-within-a-month/ |access-date=July 17, 2016 |website=World Airline News |archive-date=August 21, 2016 |archive-url=https://web.archive.org/web/20160821211448/https://worldairlinenews.com/2015/06/29/pia-to-retire-its-last-boeing-747-within-a-month/ |url-status=dead }}</ref>
=== 747-400 ===
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The 747-400 is an improved model with increased range. It has wingtip extensions of {{convert|6|ft|m|abbr=on}} and [[Wingtip device|winglets]] of {{convert|6|ft|m|abbr=on}}, which improve the type's [[fuel efficiency]] by four percent compared to previous 747 versions.<ref>[http://books.nap.edu/openbook.php?record_id=11839&page=33 "Assessment of Wingtip Modifications to Increase the Fuel Efficiency of Air Force Aircraft."] ''National Academies Press'', 2007, p. 33.</ref> The 747-400 introduced a new glass cockpit designed for a flight crew of two instead of three, with a reduction in the number of dials, gauges and knobs from 971 to 365 through the use of electronics. The type also features tail fuel tanks, revised engines, and a new interior. The longer range has been used by some airlines to bypass traditional fuel stops, such as [[Ted Stevens Anchorage International Airport|Anchorage]].<ref>[http://press.jal.co.jp/en/release/200702/000639.html "JAL 2007."] ''Japan Airlines''. Retrieved: December 14, 2007.</ref> A 747-400 loaded with {{convert|126000|lb|kg}} of fuel flying {{convert|3500|mi|nmi km}} consumes an average of {{convert|5|USgal/mi|L/km}}.<ref>{{Cite web |last=Bland |first=Alastair |title=How Bad Is Air Travel for the Environment? |url=https://www.smithsonianmag.com/travel/how-bad-is-air-travel-for-the-environment-51166834/ |access-date=September 29, 2020 |website=Smithsonian Magazine |language=en}}</ref><ref>{{Cite web |date=September 12, 2012 |title=Boeing: Commercial Airplanes – 747 Fun Facts |url=http://www.boeing.com/commercial/747family/pf/pf_facts.html |archive-url=https://web.archive.org/web/20120912091144/http://www.boeing.com/commercial/747family/pf/pf_facts.html |archive-date=September 12, 2012 |access-date=September 29, 2020}}</ref> Powerplants include the [[Pratt & Whitney PW4000|Pratt & Whitney PW4062]], General Electric CF6-80C2, and Rolls-Royce RB211-524.<ref name="specs">[http://www.boeing.com/commercial/747family/specs.html "747 specifications"], ''The Boeing Company''. Retrieved December 16, 2007.</ref> As a result of the Boeing 767 development overlapping with the 747-400's development, both aircraft can use the same three powerplants and are even interchangeable between the two aircraft models.<ref>{{Cite web |title=RB211-524 Interchangeability |url=http://www.haesl.com/eng/engine_rb211-524.asp |url-status=dead |archive-url=https://web.archive.org/web/20180314174403/http://www.haesl.com/eng/engine_rb211-524.asp |archive-date=March 14, 2018 |access-date=August 27, 2018 |website=Hong Kong Aero Engine Services Limited}}</ref>
The {{nowrap|-400}} was offered in passenger (-400), freighter (-400F), combi (-400M), domestic (-400D), extended range passenger (-400ER), and extended range freighter (-400ERF) versions. Passenger versions retain the same upper deck as the {{nowrap|-300}}, while the freighter version does not have an extended upper deck.<ref>[https://web.archive.org/web/20071219214312/http://www.boeing.com/commercial/747family/pf/pf_400f_back.html "Boeing 747-400 Freighter Family."] ''The Boeing Company''. Retrieved: December 17, 2007.</ref> The 747-400D was
The passenger version first entered service in February 1989 with launch customer Northwest Airlines on the Minneapolis to Phoenix route.<ref name="AW090820">{{Cite news |date=August 20, 2009 |title=Queen of its time |work=[[Airliner World]] |url=http://www.airlinerworld.com/2009/08/queen-of-its-time/ |access-date=August 6, 2016 |archive-date=August 22, 2016 |archive-url=https://web.archive.org/web/20160822233913/http://www.airlinerworld.com/2009/08/queen-of-its-time/ |url-status=dead}}</ref> The combi version entered service in September 1989 with KLM, while the freighter version entered service in November 1993 with Cargolux. The 747-400ERF entered service with Air France in October 2002, while the 747-400ER entered service with Qantas,<ref name="Boeing_747-400ER">[https://web.archive.org/web/20071012042115/http://www.boeing.com/commercial/747family/lr_back/index.html "Boeing 747-400ER Family."] ''The Boeing Company''. Retrieved: October 16, 2007.</ref> its sole customer, in November 2002. In January 2004, Boeing and [[Cathay Pacific]] launched the Boeing 747-400 Special Freighter program,<ref name="747-400SF">[http://boeing.mediaroom.com/2004-01-07-Boeing-and-Cathay-Pacific-Airways-Launch-747-400-Special-Freighter "Boeing and Cathay Pacific Airways Launch 747-400 Special Freighter."] ''The Boeing Company'', January 7, 2004. Retrieved: July 18, 2015.</ref> later referred to as the Boeing Converted Freighter (BCF), to modify passenger 747-400s for cargo use. The first 747-400BCF was redelivered in December 2005.<ref name="First_747-400_BCF">[http://boeing.mediaroom.com/2005-12-19-First-747-400-Boeing-Converted-Freighter-Redelivered-to-Cathay-Pacific "First 747-400 Boeing Converted Freighter Redelivered to Cathay Pacific."] ''The Boeing Company'', December 19, 2005. Retrieved: July 18, 2015.</ref>
In March 2007, Boeing announced that it had no plans to produce further passenger versions of the -400.<ref name="747passend">Wallace, James. [http://www.seattlepi.com/default/article/747-400-passenger-jet-is-no-more-1231302.php "747-400 passenger is no more."] ''Seattlepi.com'', March 17, 2007. Retrieved June 7, 2011.</ref> However, orders for 36 -400F and -400ERF freighters were already in place at the time of the announcement.<ref name=747passend /> The last passenger version of the 747-400 was delivered in April 2005 to China Airlines. Some of the last built 747-400s were delivered with Dreamliner livery along with the modern Signature interior from the [[Boeing 777]]. A total of 694 of the {{not a typo|747-400}} series aircraft were delivered.<ref name=747_O_D_summ /> At various times, the largest 747-400 operator has included [[Singapore Airlines]],<ref name="Boeing_1995">[https://web.archive.org/web/19990209120436/http://www.boeing.com/news/releases/1995/news.release.951013-a.html "Singapore Airlines Boeing 747-400 Fleet World's Largest."] ''The Boeing Company'', October 13, 1994. Retrieved: December 14, 2007.</ref> Japan Airlines,<ref name=Boeing_1995 /> and British Airways.<ref>[http://www.boeing.com/news/frontiers/archive/2005/august/i_iw2.html "British Airways set for fleet revamp."] ''The Boeing Company'', August 2005. Retrieved: December 14, 2007.</ref><ref>{{Cite web |title=British Airways Boeing 747-400 |url=http://www.britishairways.com/travel/boeing-747-400/public/en_gb |access-date=January 21, 2017 |website=BritishAirways.com}}</ref> {{as of|2019|July}}, 331 Boeing 747-400s were in service;<ref name="fi30719p39" /> there were only 10 Boeing 747-400s in passenger service as of September 2021.
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The 747-8 Freighter, or 747-8F, has 16% more payload capacity than its predecessor, allowing it to carry seven more standard air cargo containers, with a maximum payload capacity 154 tons (140 [[tonne]]s) of cargo.<ref>[http://www.deagel.com/Freighters/Boeing-747-8F_a000202006.aspx "Boeing 747-8 Freighter."] ''Deagel''. Retrieved: December 8, 2007.</ref> As on previous 747 freighters, the 747-8F features a flip up nose-door, a side-door on the main deck, and a side-door on the lower deck ("belly") to aid loading and unloading. The 747-8F made its maiden flight on February 8, 2010.<ref>[http://boeing.mediaroom.com/index.php?s=43&item=1068 "Boeing 747-8 Freighter Successfully Completes First Flight"]. The Boeing Company. Retrieved: July 15, 2011</ref><ref>[https://web.archive.org/web/20100212112245/http://www.flightglobal.com/articles/2010/02/08/338138/pictures.html "Pictures & Video: Boeing's 747-8F lifts off on maiden flight."] ''Flight International,'' February 8, 2010. Retrieved: February 9, 2010.</ref> The variant received its amended [[type certificate]] jointly from the FAA and the [[European Aviation Safety Agency]] (EASA) on August 19, 2011.<ref>Ostrower, Jon. [https://web.archive.org/web/20121105192227/http://www.flightglobal.com/news/articles/747-8f-and-787-delivery-dates-come-into-focus-361185/ "747-8F and 787 delivery dates come into focus"]. Air Transport Intelligence news via Flightglobal.com, August 24, 2011.</ref> The -8F was first delivered to Cargolux on October 12, 2011.<ref>Ostrower, Jon. [http://www.flightglobal.com/news/articles/picture-boeing-delivers-first-747-8f-363348/ "Boeing delivers first 747-8F"]. Flightglobal.com, October 12, 2011.</ref>
The passenger version, named 747-8 Intercontinental or 747-8I, is designed to carry up to 467 passengers in a 3-class configuration and fly more than {{Convert|8000|nmi|abbr=out}} at Mach 0.855. As a derivative of the already common {{not a typo|747-400}}, the 747-8I has the economic benefit of similar training and interchangeable parts.<ref>Norris, G. [http://aviationweek.com/awin/boeing-freezes-747-8i-design-rules-out-shorter-stretch "Boeing freezes the 747-8I design."] ''Aviation Week'', 2007. Retrieved: December 8, 2007.</ref> The type's first test flight occurred on March 20, 2011.<ref>[http://www.ainonline.com/?q=aviation-news/2011-03-20/first-747-8i-takes-air "First 747-8I Takes to the Air"] ''AINOnline'', March 20, 2011. Retrieved: March 26, 2011.</ref> The 747-8 has surpassed the [[Airbus A340]]-600 as the world's longest airliner, a record it would hold until the [[Boeing 777X|777X]], which first flew in 2020. The first -8I was delivered in May 2012 to Lufthansa.<ref>Norris, Guy. [http://aviationweek.com/awin/boeing-747-8i-set-pre-delivery-evaluation-flights-germany-0 "Boeing 747-8I Set For Pre-Delivery Evaluation Flights In Germany"]. ''Aviation Week'', December 6, 2011. Retrieved: March 26, 2011.</ref> The 747-8 has received 155 total orders, including 106 for the -8F and 47 for the -8I {{as of|2021|June|lc=y}}.<ref name=747_O_D_summ /> The final 747-8F was delivered to Atlas Air on January 31, 2023, marking the end of the production of the Boeing 747 series.<ref name="NYT Jan2023" />
=== Government, military, and other variants ===
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* '''[[Boeing VC-25|VC-25]]''' – This aircraft is the U.S. Air Force [[very important person]] (VIP) version of the 747-200B. The U.S. Air Force operates two of them in [[Very Important Person|VIP]] configuration as the VC-25A. Tail numbers 28000 and 29000 are popularly known as ''[[Air Force One]]'', which is technically the air-traffic call sign for any [[United States Air Force]] aircraft carrying the U.S. president.<ref>{{Cite web |date=July 1, 2003 |title=Factsheets: VC-25 – Air Force One |url=https://www.af.mil/About-Us/Fact-Sheets/Display/Article/104588/vc-25-air-force-one/ |access-date=November 30, 2020 |publisher=U.S. Air Force}}</ref> Partially completed aircraft from Everett, Washington, were flown to [[Wichita, Kansas|Wichita]], Kansas, for final outfitting by [[Boeing Military Airplane Company]].<ref>Taylor 1988, pp. 370–371.</ref> Two new aircraft, based around the {{not a typo|747-8}}, are being procured which will be designated as VC-25B.<ref>{{Cite news |last1=Macias |first1=Amanda |last2=Breuninger |first2=Kevin |date=February 27, 2018 |title=The White House cuts $3.9 billion deal with Boeing for two new Air Force Ones |work=CNBC |url=https://www.cnbc.com/2018/02/27/the-white-house-has-cut-a-deal-with-boeing-for-two-new-air-force-ones-nbc-news.html |access-date=November 30, 2020}}</ref>
* '''[[Boeing E-4|E-4B]]''' – This is an airborne command post designed for use in nuclear war. Three E-4As, based on the 747-200B, with a fourth aircraft, with more powerful engines and upgraded systems delivered in 1979 as
** '''[[Survivable Airborne Operations Center]]''' - In April 2024, [[Sierra Nevada Corporation]] was awarded a contract to develop and build the [[Survivable Airborne Operations Center]] aircraft to replace the [[Boeing E-4|Boeing E-4 NAOC]]. Five 747-8Is were purchased from [[Korean Air]] for conversion, with the contract calling for nine in total.<ref>{{cite web | url=https://www.channelnewsasia.com/business/korean-air-sells-five-jets-us-aerospace-firm-sierra-nevada-4321311 | title=Korean Air sells five jets to US aerospace firm Sierra Nevada }}</ref><ref>{{cite web | url=https://theaviationist.com/2024/04/27/sierra-nevada-saoc-announcement/ | title=Sierra Nevada Corporation Will Build E-4B 'Doomsday' Plane Replacement | date=April 27, 2024 }}</ref>
* '''[[Boeing YAL-1|YAL-1]]''' – This was the experimental [[Airborne Laser]], a planned component of the U.S. [[National Missile Defense]].<ref>{{Cite web |title=Airborne Laser returns for more testing |url=http://www.afmc.af.mil/news/story.asp?id=123038913 |url-status=dead |archive-url=https://web.archive.org/web/20070308070103/http://www.afmc.af.mil/news/story.asp?id=123038913 |archive-date=March 8, 2007 |access-date=November 30, 2020 |publisher=Air Force}}</ref>
* '''[[Shuttle Carrier Aircraft]] (SCA)''' – Two 747s were modified to carry the [[Space Shuttle orbiter]]. The first was a 747-100 (N905NA), and the other was a 747-100SR (N911NA). The first SCA carried the prototype [[Space Shuttle Enterprise|''Enterprise'']] during the [[Approach and Landing Tests]] in the late 1970s. The two SCA later carried all five operational Space Shuttle orbiters.<ref>{{Cite web |date=August 7, 2017 |editor-last=Gibbs |editor-first=Yvonne |title=NASA Armstrong Fact Sheet: Shuttle Carrier Aircraft |url=https://www.nasa.gov/centers/armstrong/news/FactSheets/FS-013-DFRC.html |access-date=November 30, 2020 |publisher=[[NASA]]}}</ref>
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* '''747F Airlifter''' – Proposed US [[military transport aircraft|military transport]] version of the 747-200F intended as an alternative to further purchases of the [[C-5 Galaxy]]. This 747 would have had a special nose jack to lower the sill height for the nose door. System tested in 1980 on a [[Flying Tiger Line]] 747-200F.<ref>AFMD-82-123 Improper Lobbying Activities by the Department of Defense on the Proposed Procurement of the C-5B Aircraft https://www.gao.gov/assets/210/205747.pdf</ref>
* '''747 CMCA''' – This "Cruise Missile Carrier Aircraft" variant was considered by the U.S. Air Force during the development of the [[B-1 Lancer]] strategic bomber. It would have been equipped with 50 to 100 [[AGM-86 ALCM]] [[cruise missile]]s on rotary launchers. This plan was abandoned in favor of more conventional strategic bombers.<ref>Jenkins, Dennis R. ''B-1 Lancer, The Most Complicated Warplane Ever Developed''. New York: McGraw-Hill, 1999. {{ISBN|0-07-134694-5}}.</ref>
* '''MC-747''' – Two separate studies from the 1970s and 2005, the first by Boeing and the second by [[Thiokol|ATK]] and [[BAE Systems]], to horizontally store up to four [[LGM-118 Peacekeeper|Peacekeeper]] [[Intercontinental ballistic missile|ICBM]]s or seven [[LGM-30 Minuteman|Minutemen]] above bomb bay-like doors in the first study,<ref name="MC-747 study 1 FaE">{{cite web | title=Boeing 747 Nuke Launcher – Found And Explained | website=Found And Explained – Aviation Stories, Facts and Animations! | date=May 13, 2021 | url=https://foundandexplained.com/2021/05/13/boeing-747-nuke-launcher/ | access-date=May 18, 2024}}</ref><ref name="MC-747 study 1 APR">{{cite web | title=MC-747 – Aerospace Projects Review Blog | website=aerospaceprojectsreview.com | date=September 11, 2013 | url=https://www.aerospaceprojectsreview.com/blog/?p=1316 | access-date=May 18, 2024}}</ref> and to vertically store twelve Minutemen or 32 [[Joint Direct Attack Munition|JDAM]]-equipped conventional missiles for launch from ''in situ'' tubes in the second.<ref name="Mizokami 2016">{{cite web | last=Mizokami | first=Kyle | title=That Time a Defense Contractor Wanted to Put ICBMs on 747s | website=Popular Mechanics | date=August 4, 2016 | url=https://www.popularmechanics.com/military/research/a22197/icbms-on-747s-plan/ | access-date=May 18, 2024}}</ref><ref name="MC-747 study 2 US">{{cite web | title=Flying Boomers – The Unwanted Blog | website=up-ship.com | date=August 19, 2011 | url=https://up-ship.com/blog/?p=11404 | access-date=May 18, 2024}}</ref>
* '''747 AAC''' – A Boeing study under contract from the USAF for an "[[airborne aircraft carrier]]" for up to 10 Boeing Model 985-121 "[[Parasite fighter|microfighters]]" with the ability to launch, retrieve, re-arm, and refuel. Boeing believed that the scheme would be able to deliver a flexible and fast carrier platform with global reach, particularly where other bases were not available. Modified versions of the 747-200 and Lockheed C-5A were considered as the base aircraft. The concept, which included a complementary 747 AWACS version with two reconnaissance "microfighters", was considered technically feasible in 1973.<ref>{{Cite web |date=September 1973 |title=Investigation of a Micro-Fighter / Airborne Aircraft Carrier Concept |url=http://apps.dtic.mil/dtic/tr/fulltext/u2/529372.pdf |url-status=dead |archive-url=https://web.archive.org/web/20141113142104/http://www.dtic.mil/dtic/tr/fulltext/u2/529372.pdf |archive-date=November 13, 2014 |access-date=November 21, 2015 |publisher=Defense Technical Information Center}}</ref>
* '''[[Evergreen 747 Supertanker]]''' – A Boeing 747-200 modified as an aerial application platform for fire fighting using {{convert|20000|USgal|L}} of firefighting chemicals.<ref>[http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/3daa36596e85e7a58625721f00596da7/$FILE/ST01912LA.pdf "Supplementary Type Certificate ST01912LA Installation and removal of internal tanks, associated systems and support structure for the aerial dispersant of liquids"] {{Webarchive|url=https://web.archive.org/web/20110822231113/http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/3daa36596e85e7a58625721f00596da7/$FILE/ST01912LA.pdf |date=August 22, 2011 }}. US Federal Aviation Administration, October 27, 2006.</ref>
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==== 747 trijet ====
During the late 1960s and early 1970s, Boeing studied the development of a shorter 747 with [[trijet|three engines]], to compete with the smaller Lockheed L-1011 TriStar and McDonnell Douglas DC-10. The center engine would have been fitted in the tail with an [[S-duct]] intake similar to the L-1011's. Overall, the 747 trijet would have had more payload, range, and passenger capacity than
==== 747-500 ====
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==== 747X and 747X Stretch ====
As Airbus progressed with its [[Airbus A380|A3XX]] study, Boeing offered a 747 derivative as an alternative in 2000; a more modest proposal than the previous -500X and -600X
[[File:Qantas Boeing 747-438ER VH-OEI at LAX.jpg|thumb|The 747-400ER was derived from the 747-400X study.|alt=Side view of quadjet in flight]]
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{{As of|2019|July|}}, there were 462 Boeing 747s in airline service, with [[Atlas Air]] and [[British Airways]] being the largest operators with 33 747-400s each.<ref>Thisdell and Seymour ''Flight International'' July 30 – August 5, 2019, pp. 25, 39–40.</ref>
The last US passenger Boeing 747 was retired from Delta Air Lines in December 2017
As the [[International Air Transport Association|IATA]] forecast an increase in [[air freight]] from 4% to 5% in 2018 fueled by booming trade for time-sensitive goods, from smartphones to fresh flowers, demand for freighters is strong while passenger 747s are phased out.<!--<ref name=Bloomberg16may2018>-->
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{{main|Boeing 747 hull losses}}
{{As of|2023|11|df=US}}, the 747 has been involved in 173 [[aviation accidents and incidents]],<ref>{{Cite web |title=Boeing 747 occurrences |url=http://aviation-safety.net/database/dblist.php?Type=104 |access-date=January 1, 2024 |publisher=Flight Safety Foundation}}</ref> including 64 [[
Few crashes have been attributed to 747 design flaws. The [[Tenerife airport disaster]] resulted from pilot error and communications failure, while the [[Japan
The lack of adequate warning systems combined with flight crew error led to a preventable crash of [[Lufthansa Flight 540]] in November 1974, which was the first fatal crash of a 747,<ref name="GainJet">{{cite journal|url=http://gainjet.com/wp-content/uploads/2016/06/BlueSkies_03.pdf|title=Case Study: Lufthansa - Flight 540 - Boeing 747-130, November 20, 1974 |publisher=GainJet Aviation|periodical=Blue Skies: GainJet Aviation Safety Magazine|date=13 January 2022 |issue=3}}</ref><ref>{{Cite web|title=The First B-747 Goes Down Just After Takeoff|url=http://avstop.com/news/gd.html|website=avstop.com|access-date=2020-05-05}}</ref> while an instrument malfunction leading to
Other incidents did not result in any hull losses, but the planes suffered certain damages and were put back into service after repair. On July 30, 1971, [[Pan Am Flight 845]] struck
==
=== Aircraft on display ===
[[File:Boeing 747-230 Schleswig-Holstein 06.JPG|thumb|Boeing 747-230B in [[Lufthansa]] livery on display at the [[Technikmuseum Speyer]] in Germany|alt=Ventral view of museum aircraft raised on struts.]]
[[File:747.JPG|thumb|Boeing 747-128 on display at the [[French Air and Space Museum|Musée de l'Air et de l'Espace]] in France|alt=A parked museum aircraft on static display]]
As increasing numbers of "classic" 747-100 and {{not a typo|747-200}} series aircraft have been retired, some have been used for other uses such as museum displays. Some older 747-300s and 747-400s were later added to museum collections.
* 20235/001 – 747-121 registration [[N7470]] ''City of Everett'', the first 747 and prototype, is at the [[Museum of Flight]], Seattle, Washington.<ref>[http://www.museumofflight.org/aircraft/boeing-747-121 "Aircraft and Space Craft, Boeing 747-121."] ''[[Museum of Flight]]''. Retrieved: July 15, 2011.</ref>
* 19651/025 – 747-121 registration [[N747GE]] at the [[Pima Air & Space Museum]], Tucson, Arizona, US.<ref>[http://australianaviation.com.au/2018/11/ge-aviation-donates-747-100-testbed-to-museum/ GE Aviation Donates 747-100 Testbed to Museum] written by Australianaviation.Com.Au; November 19, 2018</ref>
* 19778/027 – 747-151 registration N601US nose at the [[National Air and Space Museum]], Washington, D.C.<ref>[http://wtopnews.com/?nid=25&sid=1034371 "Historic Aircraft Lands at Air and Space Museum."] {{webarchive|url=https://web.archive.org/web/20070620025012/http://wtopnews.com/?nid=25&sid=1034371 |date=June 20, 2007}} ''WTOP News'', January 16, 2007.</ref>
* 19661/070 – 747-121(SF) registration N681UP preserved at a plaza on Jungong Road, Shanghai, China.<ref>{{Cite web |
* 19896/072 – 747-132(SF) registration N481EV at the [[Evergreen Aviation & Space Museum]], McMinnville, Oregon, US.<ref>{{Cite web |date=June 25, 2013 |title=Artifact Pick of the Week – Boeing 747 |url=https://www.evergreenmuseum.org/artifact-pick-of-the-week-boeing-747 |access-date=November 30, 2020 |website=Evergreen Air & Space Museum |archive-date=May 17, 2021 |archive-url=https://web.archive.org/web/20210517171255/https://www.evergreenmuseum.org/artifact-pick-of-the-week-boeing-747 |url-status=dead}}</ref><ref>{{Cite web |title=FAA Registry: Aircraft Inquiry: N-481EV |url=https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N481EV |access-date=November 30, 2020 |publisher=FAA}}</ref>
* 20107/086 – 747-123 registration N905NA, a NASA Shuttle Carrier Aircraft, at the [[Johnson Space Center]], Houston, Texas, US.<ref>{{Cite web|url=http://flightaware.com/resources/registration/N905NA|title=N905NA (1970
* 20269/150 – 747-136 registration G-AWNG nose at [[Hiller Aviation Museum]], San Carlos, California.<ref>{{Cite web |title=Boeing 747-100 Nose Section and Cockpit |url=https://www.hiller.org/event/boeing-747/ |access-date=November 30, 2020 |website=Hiller Aviation Museum |archive-date=January 19, 2021 |archive-url=https://web.archive.org/web/20210119083350/https://www.hiller.org/event/boeing-747/ |url-status=dead }}</ref>
* 20239/160 – 747-244B registration ZS-SAN nicknamed ''Lebombo'', at the [[South African Airways Museum Society]], Rand Airport, Johannesburg, South Africa.<ref>{{Cite web |title="Lebombo": Boeing 747-244B |url=http://www.saamuseum.co.za/our-aircraft/43.html |access-date=November 30, 2020 |website=SAA Museum Society}}</ref>
* 20541/200 – 747-128 registration F-BPVJ at [[Musée de l'Air et de l'Espace]], Paris, France.<ref>{{Cite web |title=Boeing 747-128 F-BPVJ |url=https://www.museeairespace.fr/aller-plus-haut/collections/boeing-747-128-f-bpvj/ |access-date=November 30, 2020 |website=Musée Air + Espace |language=fr}}</ref>
* 20770/213 – 747-2B5B registration HL7463 at [[Jeongseok Airport|Jeongseok Aviation Center]], Jeju, South Korea.<ref>[http://thebluesky.info/44 "The Blue Sky."] {{Webarchive|url=https://web.archive.org/web/20110722000639/http://thebluesky.info/44 |date=July 22, 2011 }} ''thebluesky.info''. Retrieved: December 17, 2007.</ref>
* 20713/219 - 747-212B(SF) registration N482EV at the [[Evergreen Aviation & Space Museum]], McMinnville, Oregon, US.
* 20825/223 - 747-200 registration SX-OAB at the site of [[Ellinikon International Airport]], [[Athens]], Greece. After over 20 years sitting at the closed airport, it was moved to a permanent location within the boundaries of the airport and put on display as part of the ongoing regeneration work.<ref>{{Cite web |last=Kokkinidis |first=Tasos |date=2024-02-23 |title=Aristotle Onassis' Historic Olympic Airways Plane Displayed in Athens |url=https://greekreporter.com/2024/02/23/aristotle-onassis-olympic-airways-plane-displayed-athens/ |access-date=2024-04-11 |website=Greek Reporter}}</ref>
* 21134/288 – 747SP-44 registration ZS-SPC at the [[South African Airways Museum Society]], Rand Airport, Johannesburg, South Africa.<ref>{{Cite web |title="Maluti": Boeing 747SP-44 |url=http://www.saamuseum.co.za/our-aircraft/65.html |access-date=November 30, 2020 |website=SAA Museum Society}}</ref>
* 21549/336 – 747-206B registration PH-BUK at the [[Aviodrome]], Lelystad, Netherlands.<ref>{{Cite web |title=Boeing 747 Jumbo Jet |url=https://www.aviodrome.nl/collectie/boeing-747/ |access-date=November 30, 2020 |website=Luchvaart Museum Aviodrome |language=nl}}</ref>
* 21588/342 – 747-230B(M) registration D-ABYM preserved at [[Technik Museum Speyer]], Germany.
* 21650/354 – 747-2R7F/SCD registration G-MKGA preserved at [[Cotswold Airport]], UK as an event space.<ref>{{Cite web |date=January 2, 2019 |title=Aircraft Photo of G-MKGA |url=https://www.airhistory.net/photo/142298/G-MKGA |access-date=October 7, 2021 |website=AirHistory.net}}</ref>
* 22145/410 – 747-238B registration VH-EBQ at the [[Qantas Founders Outback Museum]], Longreach, Queensland, Australia.<ref>{{Cite web |title=The Museum |url=https://qfom.com.au/about/the-museum/ |access-date=December 1, 2020 |website=Qantas Founders Museum |archive-date=January 22, 2021 |archive-url=https://web.archive.org/web/20210122232321/https://qfom.com.au/about/the-museum/ |url-status=dead }}</ref>
* 21942/471 – 747-212B registration N642NW nose at the [[Museum of Aeronautical Science]] in [[Narita, Chiba|Narita]], Japan, near [[Narita International Airport]].<ref>{{Cite web |last=Kobayashi |first=Shinobu |date=15 April 2012 |title=Preserving a Boeing 747 nose |url=https://www.aero.or.jp/web-koku-to-bunka/2012_04_15_kobayashi/2012_04_15_kobayashi-1.html |access-date=2024-11-25 |website=www.aero.or.jp |language=ja}}</ref><ref>{{Cite web |title=航空科学博物館でB747-200型の一般公開がはじまる {{!}} FlyTeam ニュース |url=https://flyteam.jp/news/article/4054 |access-date=2024-11-25 |website=FlyTeam(フライチーム) |language=ja}}</ref>
* 22455/515 – 747-256BM registration EC-DLD ''Lope de Vega'' nose at the [[National Museum of Science and Technology (Spain)|National Museum of Science and Technology]], A Coruña, Spain.
* 23223/606 – 747-338 registration VH-EBU at [[Melbourne Avalon Airport]], [[Avalon, Victoria|Avalon]], Victoria, Australia. VH-EBU is an ex-Qantas airframe formerly decorated in the Nalanji Dreaming livery, currently in use as a training aircraft and film set.<ref>{{Cite web |date=April 1, 2019 |title=Location scouting Client Liaison's "A Foreign Affair" |url=https://wongm.com/2019/04/location-scouting-client-liaisons-a-foreign-affair/ |access-date=December 31, 2020 |website=Waking up in Geelong |language=en-US}}</ref><ref>{{Cite web |title=VH-EBU Boeing 747-338 |url=http://www.aussieairliners.org/b-747/vh-ebu/vhebu.html |access-date=December 31, 2020 |website=www.aussieairliners.org}}</ref>
* 23719/696 – 747-451 registration N661US at the [[Delta Flight Museum]], Atlanta, Georgia, US. This particular plane was the first {{not a typo|747-400}} in service, as well as the prototype.<ref name=":0">{{Cite web |last=Kruse |first=Brian |date=May 2, 2016 |title=Retired 747-400 takes road trip home to Flight Museum |url=http://news.delta.com/retired-747-400-takes-road-trip-home-flight-museum |access-date=November 29, 2016 |website=Delta News Hub |publisher=Delta Air Lines, Inc.}}</ref>
* [[City of Canberra (aircraft)|24354/731]] – 747-438 registration VH-OJA at [[Shellharbour Airport]], Albion Park Rail, New South Wales, Australia.<ref>{{Cite web |title=Boeing 747-438 "VH-OJA, City of Canberra" |url=https://hars.org.au/boeing-747-438-longreach/ |access-date=December 1, 2020 |website=HARS Aviation Museum}}</ref>
* 21441/306 - [[Stratospheric Observatory for Infrared Astronomy|SOFIA]] - 747SP-21 registration N747NA at [[Pima Air and Space Museum]] in [[Tucson, Arizona]], US. Former [[Pan Am]] and [[United Airlines]] 747SP bought by NASA and converted into a flying telescope, for astronomy purposes. Named ''Clipper Lindbergh''.<ref>{{Cite web |last=Fisher |first=Alise |date=2022-12-08 |title=NASA's Retired SOFIA Aircraft Finds New Home at Arizona Museum |url=http://www.nasa.gov/feature/nasa-s-retired-sofia-aircraft-finds-new-home-at-arizona-museum |access-date=2022-12-12 |website=NASA}}</ref><ref>{{Cite web |url=https://www.nasa.gov/pdf/380911main_SOFIA_QuickFacts.pdf |title=Stratospheric Observatory for Infrared Astronomy |publisher=NASA |access-date=2023-02-12 |archive-date=August 18, 2023 |archive-url=https://web.archive.org/web/20230818135017/https://www.nasa.gov/pdf/380911main_SOFIA_QuickFacts.pdf |url-status=dead }}</ref>
=== Other uses ===
[[File:Jumbo Hostel in a 747 at Stockholm Arlanda Airport.jpg|thumb|Boeing 747-212B serving as the [[Jumbo Stay]] at [[Arlanda Airport]], Sweden|alt=A parked aircraft on a grassy field.]]
Upon its retirement from service, the 747 which was number two in the production line was dismantled and shipped to Hopyeong, Namyangju, Gyeonggi-do, South Korea where it was re-assembled, repainted in a livery similar to that of Air Force One and converted into a restaurant. Originally flown commercially by Pan Am as [[N747PA]], ''Clipper Juan T. Trippe'', and [[Pan Am Flight 845|repaired for service following a tailstrike]], it stayed with the airline until its bankruptcy. The restaurant closed by 2009,<ref>[http://www.darkroastedblend.com/2009/04/abandoned-boeing-747-restaurant.html "Dark Roasted Blend: Abandoned Boeing 747 Restaurant (and Other Plane Conversions)."] {{Webarchive|url=https://web.archive.org/web/20170712014948/http://www.darkroastedblend.com/2009/04/abandoned-boeing-747-restaurant.html |date=July 12, 2017}} ''darkroastedblend.com'', April 21, 2009. Retrieved: April 22, 2009.</ref> and the aircraft was scrapped in 2010.<ref>[
A former British Airways 747-200B, G-BDXJ,<ref>Wastnage, Justin. "[http://www.flightglobal.com/news/articles/pictures-james-bond-casino-royale-modified-boeing-747-xxx-on-show-ahead-of-movie-207684/ James Bond Casino Royale modified Boeing 747-XXX on show ahead of movie première]." ''[[Flight International]]'', August 29, 2006. Retrieved: January 2, 2012.</ref> is parked at the [[Dunsfold Aerodrome#Film work|Dunsfold Aerodrome]] in Surrey, England and has been used as a movie set for productions such as the 2006 James Bond film, ''[[Casino Royale (2006 film)|Casino Royale]]''.<ref>"[https://web.archive.org/web/20110811125411/http://www.dunsfoldpark.com/images/stories/dunsfoldpark/DPL_Newsletter_Issue_21.pdf 747 is 'Airbourne<!--sic-->']". Dunsfold Park, March 2011. Retrieved January 2, 2012.</ref> The airplane also appears frequently in the television series ''[[Top Gear (2002 TV series)|Top Gear]]'', which is filmed at Dunsfold.
The ''[[Jumbo Stay]]'' hostel, using a converted 747-200 formerly operated by [[Singapore Airlines]] and registered as 9V-SQE, opened at Arlanda Airport, Stockholm in January 2009.<ref name="Jumbo">[http://news.bbc.co.uk/player/nol/newsid_7740000/newsid_7741700/7741777.stm?bw=bb&mp=wm&news=1&bbcws=1 "Swedish Hotel Fashioned From An Old Jumbo Jet"] Tayfun King, ''Fast Track, [[BBC World News]]'' (November 23, 2008)</ref><ref>Finighan, Adrian. [https://money.cnn.com/video/news/2009/02/11/money.jumbohostel.021109.cnnmoney/ "Jumbo Jet Hostel"] [[CNN Money]] (February 11, 2009)</ref>
A former [[Pakistan International Airlines]] 747-300 was converted into a restaurant by Pakistan's [[Airports Security Force]] in 2017.<ref>{{Cite web |date=May 31, 2017 |title=Old PIA plane takes new flight as airport security turns it into restaurant: reports |url=https://www.dawn.com/news/1336540 |access-date=October 8, 2020 |website=Dawn.com |language=en}}</ref> It is located at Jinnah International Airport, Karachi.<ref>{{Cite web |date=June 3, 2017 |title=ASF says its PIA jumbo jet 'restaurant' actually an officers' mess |url=http://tribune.com.pk/story/1426464/asf-says-pia-jumbo-jet-restaurant-actually-officers-mess |access-date=October 8, 2020 |website=The Express Tribune |language=en}}</ref>
The wings of a 747 have been repurposed as roofs of [[747 Wing House|a house in Malibu]], California.<ref>Amelar, Sarah. [http://archrecord.construction.com/residential/recordhouses/2012/747-wing-house.asp "The 747 Wing House"] ''[[Archit. Rec.|Architectural Record]]'', April 2012. Retrieved: August 21, 2012.</ref><ref>Tuzee, Michelle. [
In 2023, a Boeing 747-412, retired from Lion Air, was turned into a steak restaurant in [[Bekasi]], Indonesia. The aircraft had been sitting since 2018 but the construction of the restaurant was delayed due to the [[COVID-19 pandemic]].<ref>{{Cite web |title=Pesawat SMB |url=https://steak21.id/lokasi/pesawat_smb |access-date=2024-12-07 |website=Steak 21 |location=Indonesia}}</ref> <ref>{{Cite web |title=First and largest private jet restaurant in Indonesia |url=https://www.antarafoto.com/view/2145054/restoran-private-jet-pertama-dan-terbesar-di-indonesia |date=2024-01-31 |access-date=2024-12-07 |website=Antara Foto |location=Indonesia}}</ref>
== Specifications ==
[[File:B747FAMILYv1.0.png|thumb|upright=1|Diagram of Boeing 747 variants. <br />At the top: 747-100 (dorsal, cross-section, and front views). Side views, in descending order: 747SP, {{not a typo|747-100}}, {{not a typo|747-400}}, 747-8I, and 747LCF.|alt=A comparison of the different 747 variants]]
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