Boeing 747 Specifications and History

Extracted from Boeing information page
Note forward cargo door on newest 747, same as the oldest.

Boeing 747 Combi:
Two Airplanes in One

747 Family Background
747 Major Chronology
747 Fact Sheet
747-400 Background
747-400 Freighter Background
747-400 Freighter Fact Sheet

Since its introduction in 1975, the Boeing 747 Combi, with its unique features, has helped airlines around the world meet their long-range passenger and cargo

The Combi is equipped with a large (134-by-120-inch or 3.4-by-3.0-m) cargo door behind the left wing, plus equipment that allows passenger seats to be
removed and cargo tracks to be installed, giving airlines the option of carrying containerized or palletized cargo on the main deck behind the passengers. This
flexibility enables airlines to adapt the interior configuration to meet variations in seasonal markets and charter demands.

The first of the versatile Combis went into service with Sabena Belgian World Airlines in early 1974. This was a standard 747-100 passenger airplane modified
by installation of a side cargo door so Sabena could carry combination passenger-cargo loads on the North Atlantic route during off-peak travel seasons.
The first true 747-200 Combi off the production line was delivered to Air Canada in February 1975.

Swissair was the first customer for the -300 Combi option and KLM was first for the -400 Combi. The stretched upper deck of the 747-300 and -400
Combis can accommodate 44 more passengers than the standard 747-200B Combi.

Cargo Handling

The large side cargo door on the main deck permits cargo loading in the aft section at the same time passengers are boarded in the forward section. A locked
partition separates the passenger compartment from the cargo area, which is accessible only by the crew.

Roller trays on the 747's aft floor facilitate loading of 8-foot-wide containers or pallets up to 20 feet long. The Combi main deck can accommodate any
container or pallet used in the aviation industry today in lengths up to 20 feet (6.1 m).

The Combi can handle large volume shipments such as automobiles, small boats, heavy machinery, drilling equipment and even small aircraft or helicopters.
Environmental control in the cargo area allows transportation of live animals, perishable foods and cut flowers/vegetables while maintaining separate
environmental control of the passenger cabin.

The versatile Boeing 747 Combi satisfies a variety of requirements. The conversion possibilities in the -300 and -400 range from a 410-all-passenger
configuration to a 7-pallet/266-passenger configuration. An airline can offer more frequent 747 service earlier to both the passenger and cargo markets.

One reason for the Combi's popularity is that it can be scheduled through the airport with the same turnaround time as any other passenger 747. Cargo
operations do not interfere with passenger service because main deck cargo loading occurs in an area of the airplane where there is normally no activity. This
simultaneous passenger and cargo loading/unloading operation is possible because of the stability allowed by the fore and aft arrangement of the wing and
body landing gear.

The side-cargo-door-equipped 747 Combi is one of four types of superjets that can carry cargo on the main deck. The others are the 747C convertible
passenger-cargo aircraft and the 747 Freighter, both of which are equipped with hinged noses for straight-in freight loading, and some 747 ex-passenger
aircraft converted to all-freight configuration through installation of a main-deck side cargo door and a strengthened cargo floor.

The 747-400 Combi incorporates additional fire protection and the improved features of the 747-400 airplane. These include a two-crew digital flight deck,
advanced engines, wingtip extension with winglet and new interiors. Because of these improvements, the 747-400 Combi is now the only 747 Combi in

747-400 Combi General Characteristics

Wing Span
211 feet 5 inches (64.44 m)
231 feet 10 inches (70.66 m)
Fuselage Width (external)
21 feet 4 inches (6.5 m)
Pratt & Whitney PW4056
56,750 pounds maximum rated thrust to
92 degrees Fahrenheit
General Electric
57,900 pounds maximum rated thrust to
90 degrees Fahrenheit
Rolls Royce RB 211-524G
58,000 pounds maximum rated thrust to
86 degrees Fahrenheit
Maximum Taxi Weight
to 878,000 pounds (398,260 kg)
Maximum Takeoff Gross
to 875,000 pounds (396,900 kg)
Side Cargo Door
11 feet 2 inches (3.4 m) wide, 10 feet (3.0
m) high

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Evolution of the Boeing 747

747 Major Chronology
747 Fact Sheet
747-400 Background
747-400 Combi
747-400 Freighter Background
747-400 Freighter Fact Sheet

One thing about the 747 is clear: the more things appear to stay the same with this magnificent giant, the more things change.

Today's 747 looks like the first Boeing 747. It's big with graceful lines. Its characteristic fuselage hump draws it forward, giving the illusion of
movement when the aircraft is still. It dwarfs the people who design and build it. It looms over service vehicles that approach it. Even other commercial
airliners, in comparison, look small.

It's still the largest commercial airplane in the world, with approximately 6 million parts. And, like the first 747, today's airplane still is a product that,
at its core, answers customer needs.

But today's 747 is an entirely different airplane from 747 No. 1. After all, a product that has accumulated 17.9 billion miles (28.8 billion km) of airborne
experience, in an industry that has changed profoundly, is bound to evolve.

747 Legacy

The venerable Boeing 747 has changed the face of aviation forever. The airplane, from the beginning, has relied on 1,101 domestic and international
suppliers. With 79 percent of its sales outside the United States -- nearly $98.3 billion in today's dollars -- it has contributed to the positive ledger of
the U.S. balance of trade.

But perhaps its most poignant legacy is that the Boeing 747 has brought great quantities of people together for commerce, peace and relief. The 747
has carried enough passengers to equal one-fourth of the world's population.

Today's 747-400

The FAA certified today's version of the 747, the -400, on Jan. 10, 1989; Northwest Airlines put the airplane into service 30 days later.

The airplane is available in three maximum takeoff gross weights up to 875,000 pounds (396,893 kg). It typically carries 420 passengers in a
three-class arrangement and has a range of more than 8,000 miles (12,800 km).

In appearance, it's very similar to its 25-year-old predecessor, the first 747. Except for a slightly larger wingspan and 6-foot-high (1.8-m high) winglets
at the wingtips, and the added 23 feet (7 m) of upper deck, the 747-400 and the 747-100 could be twins. But inside, the two airplanes are separated
by 20 years of technology, which translates into added value for the airlines.

On the flight deck, digital avionics have replaced the 747-100's analog systems. Programmable displays and simpler cockpit procedures have reduced
crew workload so only two officers are necessary. And the 971 lights, gauges and switches of the first 747 have been reduced to 365.

Cost-effective technologies incorporated into the airplane improve airline economics, reliability, maintainability and schedule performance.

Advanced engines are the Pratt & Whitney PW4000, the General Electric CF6-80C2 and the Rolls-Royce RB211-524G, rated in the
56,000-pound-thrust category.

Boeing now offers four versions of the 747-400: the all-passenger version; the Freighter; a Domestic version for short, high-density routes; and the
Combi -- which simultaneously carries passengers and cargo on the main deck.

Passenger 747s

Pan Am launched the 747 program in 1966 with an order for 25 of the huge 747-100s. The -200B developed from that, capable of lifting even more.
Powered by four Pratt & Whitney JT9D engines of 47,000 pounds thrust each, range was pegged at 6,600 miles (10,600 km) with a "standard"
load of 374 passengers. The 747-100B offered a 710,000-pound (319,500 kg) maximum takeoff weight. Altogether, Boeing delivered 167 of the
747-100s, nine -100Bs and 225 new 747-200s in all-passenger configurations.

The next major external change to the 747 came with the 747-300, with its extended upper deck. Capable of carrying 10 percent more passengers, its
improved engines reduced fuel burn by 25 percent per passenger. Boeing delivered 56 passenger-only 747-300s, beginning in 1983.

In 1989, Boeing introduced the -400, now the only 747 type available.

747 Freighters

Boeing has been the world leader in civilian air cargo since the 707 Freighter was introduced 30 years ago. From the beginning, the 747 was designed
to serve as an all-cargo transport. The first 747 Freighter could easily carry 100 tons (90,000 kg) across the Atlantic Ocean or across the United
States. Its operating cost was 35 percent less per ton mile than 707s configured as freighters. Starting in 1972, Boeing delivered 73 of the 747-200

Boeing first offered all the advances of the 747-400 in an all-cargo configuration in 1989. The -400 Freighter can carry 26 more tons (23,590 kg) of
cargo or fly 1,200 nmi farther than its predecessors. The first 747-400 Freighter was delivered to Cargolux on Nov. 17, 1993.

In addition, 52 existing 747s have been converted into freighters after serving many productive years as passenger planes.

The Boeing 747 provides 31 percent of the world's freighter fleet capability and has provided decades of U.S. Air Force airlift service, including bulk and
oversized cargo delivery during Operation Desert Storm.

Passenger/Freighter Mixes

The 747-200 Convertible responded to airlines' needs for a flexible, large airplane that could carry passengers or cargo, or combinations of both. The
Convertible was certified by the FAA on April 24, 1973. Boeing delivered 13 versatile 747-200Cs.

The "Combination" 747s began service in March 1975. They were passenger airplanes with a large side cargo door on the main deck. This allowed airlines
to make better utilization of their routes during different parts of the year. Boeing delivered 78 new -200 Combis, 21 later -300 Combis and, through
June 1993, 35 of the -400 Combis.

747s With Special Assignments

Perhaps the most radical alteration to the 747's external appearance is the 747 Special Performance, or SP. Designed to fly higher, faster and farther
than any 747 model of its time, the fuselage was shortened by 48 feet (14.6 m). The SP was designed for 331 passengers over distances up to
6,800 miles (10,900 km). The FAA certified the 747SP on Feb. 4, 1976, and Boeing delivered 45.

Boeing developed the -400 Domestic version of the 747 so the carriers of Japan could modernize short-range, high-density 747 networks.

Domestics typically carry 569 passengers in a two-class configuration. And they do so at 15 percent better fuel efficiency per seat than the earlier
version introduced in 1973 -- the 747-100 Short Range.

Boeing has designed or modified 15 of the big 747s for special purposes. Among them are two -200 models delivered as presidential airplanes -- Air
Force Ones -- and four -200s, designated E-4s, delivered to the U.S. Air Force as airborne emergency command and control posts. Another 747 was
modified to ferry the U.S. space shuttle between California and Florida. Other 747s have been demonstrated as tankers able to refuel other airplanes in

In addition, Boeing completed modifications to 19 existing 747-100s to Civil Reserve Air Fleet (CRAF) configurations in 1990. If called into service by
the Air Force, the all-passenger planes can be converted to freighters in less than 48 hours.

The original 747, Line No. 1, was donated by Boeing to Seattle's Museum of Flight. On lease to Boeing, it often is used as a flying testbed for
aeronautical developments.

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Chronology of the Boeing 747

747 Family Background
747 Fact Sheet
747-400 Background
747-400 Combi
747-400 Freighter Background
747-400 Freighter Fact Sheet

Spring 1963
Boeing engineering group forms to develop a large
airplane to meet passenger and cargo growth predicted
for the 1970s.
March 1966
Boeing Board of Directors decides to proceed on 747
April 13, 1966
Pan Am announces a $525 million order for 25 Boeing
747s, effectively launching the 747 program.
June 1966
Boeing purchases 780 acres adjacent to Paine Field in
Everett, Wash., to build the 747 production plant.
September 1966
Airline orders for 747 reach $1.8 billion.
Jan. 3, 1967
First production workers arrive at the Everett plant.
Nov. 21, 1967
First 747 nose section arrives in Everett from Boeing
plant in Wichita, Kan.
Mid-June, 1968
Pratt & Whitney's new JT9D engine, developed for the
747, is tested on the wings of a Boeing B-52.
Sept. 30, 1968
First 747 rolls out of the factory.
Feb. 9, 1969
First flight of the 747.
June 1969
First 747 participates in Paris Air show.
Dec. 30, 1969
Boeing 747 certified by U.S. Federal Aviation
Administration for commercial service.
Jan. 21, 1970
747 commercial service begun by Pan Am on New
York-London route.
July 16, 1970
Millionth passenger carried on a 747.
January 1971
747 flies 71 million miles in first year.
Feb. 11, 1971
Delivery of 100th Boeing 747.
December 1971
First 747-200 Freighter rolls out.
September 1972
747s log 1 million flight hours.
Oct. 7, 1973
First 747SR (for Short Range) enters service with
Japan Airlines between Tokyo and Naha, Okinawa.
November 1974
250th 747 rolls out.
May 1975
Roll out of the first 747SP (for Special Performance).
July 4, 1975
First flight of 747SP. Attains top speed of Mach .92.
October 1975
747 fleet carries 100 millionth passenger.
Feb. 18, 1977
A specially equipped 747 carries the U.S. space shuttle
for the first time.
Nov. 19, 1980
500th 747 rolls out.
March 28, 1983
747-300 enters commercial service with Swissair.
October 1985
Boeing announces the 12th version of its jumbo jet
family, the advanced-technology 747-400.
June 5, 1986
U.S. Air Force orders two specially equipped 747-200s
to transport the president of the United States.
Jan. 26, 1988
First 747-400 rolls out on the same day that the first
737-400 rolls out.
April 29, 1988
First flight of the advanced-technology 747-400.
March 28, 1990
First 747 flies into temporary retirement at Seattle's
Museum of Flight.
August 1990
The first of two presidential 747s is delivered to the Air
Aug. 1990 - March
A fleet of 747s participate in Operation Desert Storm,
carrying 644,000 troops and 220,000 tons of
equipment to and from the Middle East as part of a
United Nations effort to restore peace in the region.
Feb. 5. 1992
The first 747 flies out of retirement as part of a
program to flight test the engines for the 777, Boeing's
newest jetliner.
Dec. 1992 - Jan.
A fleet of 747s participate in Operation Restore Hope,
transporting 13,609 troops on a United Nations
mission to end unrest in Somalia.
May 4, 1993
First flight of the 747-400 Freighter, the newest
member of the Boeing 747 family.
Sept. 10, 1993
1,000th Boeing 747 rolls out.
Oct. 12, 1993
1000th Boeing 747, a 747-400, delivers to Singapore
Nov. 17, 1993
First 747-400 Freighter delivers to Cargolux.

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Boeing 747 Facts

747 Family Background
747 Major Chronology
747-400 Background
747-400 Combi
747-400 Freighter Background
747-400 Freighter Fact Sheet

There are 6 million parts in the 747. Three million parts are fasteners, and about half of those are rivets.
Airline cargo handlers use the 747's lower-lobe baggage and cargo handling system to load or unload 85,000 pounds (38,500 kg) of baggage
-- the equivalent of 3,400 pieces of luggage -- in less than seven minutes.
The wing area of the 747-400 is 5,600 square feet (524.9 square meters), an area large enough to hold 45 medium-sized automobiles.
The diameter of the 747 engine nose cowl is 8 feet 6 inches (2.6 m).
Four World War I vintage JN4-D "Jenny" aircraft could be lined up on each of the Boeing 747 wings.
One wing of the 747 weighs 28,000 pounds (12,700 kg), 10 times the weight of Boeing's first airplane, the 1916 B&W.
More than 15,000 hours of wind-tunnel testing were completed on the first 747.
The 747 flight test program leading to certification for commercial service in December 1969 employed five airplanes, lasted 10 months and
required more than 1,500 hours of flying.
Seventy-five thousand engineering drawings were used to produce the first 747.
There are 15 models of the 747. These include all-passenger versions, passenger and cargo configurations and all-cargo models. The newest
model, the 747-400 Freighter, rolled out in February 1993 and delivered later that year.
The 747-400 contains the greatest passenger interior volume of any commercial airliner at 31,285 cubic feet (876 cubic meters), the equivalent
of more than three 1,500 square foot houses.
The 747 has sixteen 49-inch main landing gear tires and two nose landing gear tires.
The 747 has been in service since Jan. 21, 1970, carrying more than 1.8 billion passengers more than 24.7 billion miles.
The tail height of a 747, at 63 feet 8 inches (19.41 m), is equivalent to that of a six-story building.
The Wright Brothers' first flight at Kitty Hawk could have been performed within the 150-foot (45-m) economy section of a 747-400.
Engine thrust on the 747-400 has grown from 43,500 (19,730 kg) to approximately 60,600 pounds (27,490 kg) per new generation engine.
By comparison, total takeoff thrust of the four-engine 707-120 was 54,000 pounds (24,300 kg).
The first 747 had a design range of 5,290 miles (8,510 km). The -400 has a design range of 8,290 miles (13,340 km).
The 747-400 consumes 8 percent to 13 percent less fuel than the 747-300, depending on engine selection. This is an improvement of up to 17
percent over the first 747s.
The difference between the maximum takeoff gross weight (MTOGW) of the first 747 and the -400 is 165,000 pounds (78,840 kg). This is
more than the MTOGW of the 737-400.
There are 365 lights, gauges and switches in the 747-400 flight deck, down from 971 on earlier 747 models. That's fewer indicators for a
four-engine airplane than on some twin-engine jets.
The 747-400 can carry more than 57,000 gallons of fuel (215,745 L). This makes it possible for the airplane to fly extremely long routes, such
as between San Francisco and Sydney.
The 3,300 gallons (12,490 liters) of fuel carried in a tank in the horizontal (tail) stabilizer can take the 747-400 an extra 400 miles.
How much weight does an additional 6-foot (1.8 m) wingtip extension and winglet add to the 747-400 wing? NONE! A weight savings of
approximately 5,000 pounds (2,270 k) was achieved in the wing by using new aluminum alloys, which offset the weight increase of the wingtip
extension and winglet.
Redesigned "flexible" cabin interiors not only improve passenger conveniences and appeal, but allow airlines to rearrange seats and class
configuration overnight (in 8 hours). They also permit 48-hour conversion times for changes in galley and lavatory locations.
According to one 747 operator, no less than five and a half tons of food supplies and more than 50,000 inflight service items are needed on a
typical international flight.
Engine noise from today's 747-400 is half what it was on the original airplanes delivered in 1970.

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The Boeing 747-400:
World's Largest Commercial Jetliner

747 Family Background
747 Major Chronology
747 Fact Sheet
747-400 Combi
747-400 Freighter Background
747-400 Freighter Fact Sheet

The Boeing 747-400 incorporates evolving technology into the world's most modern and fuel-efficient airliner in commercial operation.

With the same fuselage dimensions as the 747-300, the -400 delivers more range, better fuel economy and lower operating costs. Its range capability
of 8,290 statute miles (13,340 km) is 1,150 statute miles (1,850 km) more than the 747-300. It consumes 8 percent to 13 percent less fuel than
the -300 model, an improvement of up to 17 percent per seat over the older 747s currently in service.

The first -400 was delivered in January 1989 to lead-off customer Northwest Airlines.

The 747-400 embodies advances in aerodynamics, structural materials, avionics and interior design.

Aerodynamics and Structural Materials

The most noticeable aerodynamic improvement, designed to reduce fuel burn and extend the 747-400's range, is the 6-foot longer wing with a
6-foot-high winglet angled upward and slightly outward. The winglet provides the effect of having an even greater wingspan without outgrowing the
standard airport slot. The wingtip extension and winglet offers a fuel mileage improvement of about 3 percent.

Graphite-epoxy materials, currently used on Boeing 737-300, 757 and 767 airplanes, have resulted in a durable and lightweight winglet. The composite
and aluminum winglet saves 60 pounds (27 kg) per airplane compared to an all-aluminum structure.

The wing-to-body fairing has been recontoured for drag improvement. Additional efficiency is incorporated in newly designed nacelles and struts for the
advanced engines, the General Electric CF6-80C2, Pratt & Whitney PW4000 or the Rolls-Royce RB211-524G, which provide a minimum 56,000
pounds of thrust.

An optional 3,300 U.S. gallon (12,490 L) fuel tank in the horizontal tail boosts the -400's range up to an additional 403 statute miles (350 nautical
miles or 650 km), for long fuel capacity limited routes. The 747-400's 8,290 statute mile (7,200 nautical mile) range makes possible non-stop
service with typical full (420) passenger, three-class payload on such routes as London-Tokyo, Singapore-London and Los Angeles-Sydney.

Use of advanced materials allows considerable structural weight reductions throughout the 747-400. Metal flooring previously used in the passenger
cabin has been replaced by light, tough graphite composite floor panels.

Structural carbon brakes, offered on the 757 and 767, are standard on the 747-400. Technical advantages include improved energy absorption
characteristics and wear resistance. Estimated weight savings, using the new brakes, on the -400's 16 main landing gear wheels is 1,800 pounds
(816 kg).

Higher strength aluminum alloys with improved fatigue life, introduced on the 757 and 767, are now incorporated in the 747-400's wing skins,
stringers and lower-spar chords, achieving a weight savings of approximately 4,200 pounds (1,900 kg).

Flight Deck

The 747-400 flight deck provides even more flexibility than the successful 757/767 design. The 747-300 three-crew member analog cockpit with
electro-mechanical instruments was transformed into a fully digital, two-crew flight deck with cathode ray tube (CRT) displays.

Six 8-by-8-inch (200-by-200-mm) CRTs display airplane flight control, navigation, engine and crew alerting functions. The larger CRTs allow more
information to be displayed with fewer instruments. Flight deck lights, gauges and switches have been reduced from 971 (in the 747-300) to 365 on
the -400. Flight crew work load is designed to be one-half to one-third that of former 747 models.

Automatic or manual display switching is used as backup in the event of an individual CRT failure. The engine indicating and crew alerting system
(EICAS) can call up the status or schematics of various systems at any time on one of the CRTs.

Crews can now obtain an update of the aircraft's mechanical condition while in flight. Previously the information was only available to maintenance
workers when the airplane was parked.

Interior Design

Interiors of the 747-400 have been redesigned to improve passenger convenience and appeal. Ceiling and sidewall panels have been recontoured with
new, lighter weight materials that provide an open, airy look. Passenger stowage capacity has grown to 15.9 cubic feet (0.45 cubic meters) in each
60-inch (152 cm) outboard stowage bin or 2.95 cubic feet (0.082 cubic meters) per passenger.

New laminate materials are designed to meet Boeing fireworthiness goals. A new thermoplastic blend reduces smoke and toxicity levels in the event of
fire, and upper-deck ceiling panels are made of improved polyester and phenolic sheet molding materials instead of polyester.

Interior flexibility permits airline operators to relocate class dividers and galley and lavatory modules more quickly to serve market requirements.
Lavatory installation is simplified by a vacuum waste system and additional locations for galleys and lavatories are available. These "quick change
features" allow major rearrangement within 48 hours, while seats and compartments can be changed overnight.

A revised 747-400 air distribution system increases the main deck cabin air distribution zones from three to five, and ventilation rates can be
regulated based on passenger density in each zone.

For the first time on any airliner, an optional overhead cabin crew rest area uses space in the rear of the fuselage above the aft lavatories. This area,
which can be configured for eight bunks and two seats, provides privacy as well as comfort for off-duty flight attendants. By using this compartment,
10 more profit seats are available on the main deck of the aircraft.

Increased Range and Flexibility

An 875,000-pound (396,890 kg) maximum takeoff weight option is being offered, a 75,000-pound (34,020 kg) increase over the baseline -400.
This provides an increased range over the 747-300 of 1,000 nautical miles (1,150 statute miles or 1,850 km) with the additional tail fuel.

A new 1,450-horsepower auxiliary power unit (APU) provides an estimated 35 percent to 40 percent reduction in fuel consumption, better air
pressurization performance on hot days, higher electrical output and reduced noise levels over the prior APU. These units, mounted in the rear fuselage
of 747s, supply pressurized air for air conditioning and engine starting while the airplane is on the ground plus electrical power to operate lights and
other requirements during stops. The new APU also can be retrofitted to earlier 747s.

In early 1989 airline customers were offered even more flexibility in the 747 family with the introduction of the 747-400 Combi. The Combi is "two
airplanes in one," carrying passengers forward and cargo aft on the main deck. Because cargo and passengers can be loaded simultaneously, the
Combi adapts easily to meet changing passenger and cargo traffic demands. KLM was the first to purchase the 747-400 Combi.

The 747-400 high-capacity (569 passengers) Domestic went into commercial service with Japan Airlines in the fall of 1991. This model incorporates
structural improvements to accommodate the increased takeoff and landing cycles encountered in short-range intra-Japan operations.

An all-cargo version was added to this family when Air France announced an order for four 747-400 Freighters in Sept. 1989. Cargolux took delivery of
the first Freighter in Nov. 1993.

Performance Summary

420 (21 first, 77 business, 322 economy class)
6,025 cubic feet (170.8 cubic meters) all
containers or
5,332 cubic feet (151.0 cubic meters) 5 pallets, 14
LD-1 containers + bulk
Engines (four)
Pratt & Whitney PW4056
General Electric CF6-80C2 BIF
Rolls Royce RB211-524G

Thrust (pounds)
56,000 nominal
Fuel Capacity
53,765 to 57,285 gallons (203,520 to 216,850
(varies by engine type)
Maximum Takeoff
800,000 pounds (362,880 kg)
833,000 pounds (377,840 kg)
850,000 pounds (385,560 kg)
875,000 pounds (396,890 kg)

Design Range
8,290 statute miles (13,340 km)

Basic Specifications

Wing Span
211 feet 5 inches (64.44 m)
Overall Length
231 feet 10.25 inches (70.66 m)
Tail Height
63 feet 8 inches (19.41 m)
Body Width
21 feet 4 inches (6.5 m)
20 feet (6.1 m)

^ Commercial Airplanes | The Boeing Company

The 747-400 Freighter:
Largest Commercial Cargo Transport in Scheduled Service

747 Family Background
747 Major Chronology
747 Fact Sheet
747-400 Background
747-400 Combi
747-400 Freighter Fact Sheet

Boeing's new-technology 747-400 Freighter is the all-cargo transport member of the 747-400 family. It can carry more cargo farther than any other
commercial jet freighter, with the lowest operating cost per ton-mile.

All of the advances introduced in the new 747-400 passenger version are available in the all-cargo configuration.

The -400 Freighter can carry 124 tons (113,000 kg) of cargo more than 4,400 nautical miles. An additional 26 tons of payload or
1,200-nautical-mile range is possible compared to Boeing's 747-200 Freighter. And the new model burns 10 percent to 16 percent less fuel than the
earlier model, thanks to more fuel-efficient engines and larger wings.

Advanced materials allow considerable structural weight reductions, improved damage tolerance and fatigue resistance throughout both the freighter
and passenger models of the 747-400.

The two-crew flight deck and reduced maintenance costs for avionics and engines provide further savings in direct operating costs.

Cargo-Handling Improvements

The 747-400F has the same upper deck as the -200F. However, the upper deck floor was revised to make room for two additional 10-foot-high (3 m)
pallets on the main deck.

By relocating the upper deck access ladder and revising guide rails and tie-down equipment, an additional pallet position was created in the nose of the
aircraft. These changes resulted in 774 cubic feet (21.9 cubic meters) more cargo space on the main deck than on the -200F.

Two additional LD-1 or LD-3 containers will fit into the aft lower hold and, depending on the pallet and container mix, two additional containers in the
forward lower hold -- adding up to 700 cubic feet (19.8 cubic meters) of additional containerized cargo volume in the lower hold.

The -400 Freighter's improved powered cargo-handling system makes for smooth, fast loading and unloading.

Five airlines have ordered a total of 18 747-400 Freighters: Asiana, Cargolux, Cathay Pacific, KLM Royal Dutch Airline and Singapore Airlines.

Cargolux Airlines was the first to put the advanced freighter into service in November 1993, followed by Cathay Pacific, Singapore Airlines and Asiana.
Eleven of the new freighters are currently in service.

747-400 Freighter's Heritage

Boeing has been the world leader in civilian air cargo since the 707 Freighter was introduced more than 30 years ago. From its beginning in 1966, the
747 family was designed to include an all-cargo transport.

The first 747 Freighter, the 747-200F, could easily carry 100 tons (90,000 kg) across the Atlantic Ocean or across the United States. Its
operating cost was 35 percent less per ton mile than 707s that were configured as freighters.

Boeing delivered 73 of the 747-200 Freighters between 1972 and 1991. In addition, 75 existing 747s have been converted into freighters after serving
many productive years as passenger planes.

The Boeing 747 provides 31 percent of the world's freighter fleet capability. In addition, Boeing completed modifications to 19 existing 747-100s to Civil
Reserve Air Fleet (CRAF) configurations in 1990. If called into service by the Air Force, the all-passenger commercial planes can be converted to cargo
service in less than 48 hours. These 747s were used to carry troops, bulk and oversized cargo during Operation Desert Storm.

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Boeing 747-400 Freighter Fact Sheet

747 Family Background
747 Major Chronology
747 Fact Sheet
747-400 Background
747-400 Combi
747-400 Freighter

Brief Description

The 747-400 Freighter is the all-cargo transport member of the 747-400 family. It can transport more cargo farther than any other commercial jet
freighter. It also has the lowest operating cost per ton-mile of all freighters, with fuel burn per pound of payload more than 15 percent better than the
747-200 Freighter, which ceased production in 1991.

Weights and Ranges

(carrying 124 tons of payload)

Maximum Takeoff Weight
800,000 pounds
3,200 nautical miles
833,000 pounds
850,000 pounds
875,000 pounds
3,760 nautical miles
4,050 nautical miles
4,450 nautical miles

Cargo Volume

Main Deck
21,347 cubic feet
Lower Hold
5,600 cubic feet
520 cubic feet
27,467 cubic feet

Main deck nose and side cargo doors are basic.



56,500 to 60,600
Two: pilot, co-pilot
Six cathode ray tubes
231 feet 10 inches
211 feet 5 inches
Tail Height
63 feet 8 inches
Exterior FuselageDiameter
21 feet 3 inches
Interior Cross-Section
20 feet 3 inches
First Flight
May 4, 1993
First Delivery
Nov. 17, 1993, Cargolux

747-400 Freighter Orders

CF6-80C2B1F (first delivery)
Cathay Pacific
Singapore Airlines
Korean Airlines

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