Boeing 747-400 (AirlinerTech Series, Vol. 10)

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• Improved 747 Models • 747-400 Variants • Technical Description

• 747-400 Roster • Advanced Engines • The World's Largest Airliner

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Griffon-Powered Mustangs - Volume 1 Item #SP034 Racing Bearcats and Corsairs - Volume 2 Item #SP035

WarbirdTech Series Consolidated B-24 Liberator - Volume 1 Item # SP464 Lockheed P-38 Lightning - Volume 2 Item # SP465 North American F-86 SabreJet Day Fighters - Volume 3 Item # SP466 Vought F4U Corsair - Volume 4 Item # SP467 North American P-51 Mustang - Volume 5 Item # SP468 Messerschmitt Me 262 Sturmvogel - Volume 6 Item # SP469 Boeing B-17 Flying Fortress - Volume 7 Item # SP470 MD F-4 Gun-Nosed Phantoms - Volume 8 Item # SP471 McDonnell Douglas F-15 Eagle - Volume 9 Item # SP472 Lockheed SR-71NF-12 Blackbirds - Volume 10 Item # SP475 North American NA-16/AT-6/SNJ - Volume 11 Item # SP476 North American B-25 Mitchell- Volume 12 Item # SP477 Douglas A-l Skyraider - Volume 13 Item # SP478 Boeing B-29 Superfortress - Volume 14 Item # SP479 Northrop P-61 Black Widow - Volume 15 Item # SP480 Lockheed U-2 Dragon Lady - Volume 16 Item # SP009 Bell P-39/P-63 Airacobra & Kingcobra - Volume 17 Item # SP01 0 Republic F-l05 Thunderchief - Volume 18 Item # SP011 Boeing North American B-1 Lancer - Volume 19 Item # SP012 Fairchild-Republic A10A-l0 Warthog - Volume 20 Item # SP013 Boeing/BAe Harrier - Volume 21 Item # SP014 Douglas A-26 Invader - Volume 22 Item # SP016 Republic P-47 Thunderbolt - Volume 23 Item # SP018 Convair B-36 Peacemaker - Volume 24 Item # SP019 Lockheed Martin F-117 Nighthawk - Volume 25 Item # SP020 Royal Air Force Avro Vulcan - Volume 26 Item # SP023 Lockheed AH-56A Cheyenne - Volume 27 Item # SP027 English Electric Lightning - Volume 28 Item # SP028 Martin B-26 Marauder - Volume 29 Item # SP029 Boeing C-17A Globemaster 111- Volume 30 Item # SP040 Boeing F/A-18 Hornet - Volume 31 Item # SP041 Griffon-Powered Spitfires - Volume 32 Item # SP045 Grumman A-6 Intruder - Volume 33 Item # SP050 North American XB-70A Valkyrie - Volume 34 Item # SP056 Merlin-Powered Spitfires - Volume 35 Item # SP057

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Specialty Press 39966 Grand Avenue, North Branch, MN 55056. Phone: 800-895-4585 &651-277-1400 Fax: 651-277-1203 htlp:/Jwww.specialtypress.com Midland Publishing 4 Watling Drive, Hinkley, LE10 3EY. Phone 01455 254 450 Fax: 01455 233 737 htlp:/Jwww.midlandcountiessuperstore.com

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VOLUME 10

BOEING

By ROBERT F. DORR

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COPYRIGHT

© 2002

ROBERT F. DORR

Published by Specialty Press Publishers and Wholesalers 39966 Grand Avenue North Branch, MN 55056 United States of America (800) 895-4585 or (651) 277-1400 http://www.specialtypress.com Distributed in the UK and Europe by Midland Publishing 4 Watling Drive Hinckley LElO 3EY, England Tel: 01455 233 747 Fax: 01455233737 http://www.midlandcountiessuperstore.com ISBN 1-58007-055-8

All rights reserved. No part of this book may be reproduced or transmitted in any form or by any means, electronic or mechanical including photocopying, recording, or by any information storage and retrieval system, without permission from the Publisher in writing. Material contained in this book is intended for historical and entertainment value only, and is not to be construed as usable for aircraft or component restoration, maintenance, or use. Printed in China

Title Page: Atlas Air was not the first user of the popular 747-400F freighter but it became the largest when it acquired Polar Air in 2001, and now hauls cargo in several other liveries in addition to its own. This jetliner is operating at California's Los Angeles International Airport in August 2001. (Sunil Gupta) Front Cover: This study of a Japan Airlines 747-400 from beneath provides an excellent view of some of the technical features of the aircraft. Note the complexity of the three-piece trailing edge flaps located inboard of the engines and the separate set of trailing-edge flaps outboard. We can also see detail of the leading-edge flaps and main landing gear. (Tom Pesch) Back Cover (Left Top): Illustrating an airliner with characters from the children's game Pokemon was a pleasing move by All Nippon Airways. This aircraft is Boeing 747-481, line number 979, c/n 25645, registered as JA8962. Unlike -400s in early operation on domestic routes, this aircraft's international configuration is equipped with winglets. (Alex Hrapunov) Back Cover (Right Top): This is the underside of the left wing ofa partially assembled 747-400 in the Everett factory, prior to installation of engines. The split pylon doors are in the open position. Each wing of the 747-400 weighs 33,000 pounds but would be heavier were it not for the counterbalancing influence of the pylon-mounted engines. Games c. Goodall) Back Cover (Right Lower): The -400's most widely-used power plant is the General Electric CF6-80C-B1F high bypass ratio turbofan engine, a derivative of the CF6-50E2 but with a shorter overall length, larger diameter fan, four-stage booster compressor, shorter combuster, core-mounted accessory gear box and engine accessories, and relocated engine mounts. (Boeing)

TABLE OF CONTENTS BOEING

747-400

Introduction

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A Word from the Author Chapter 1

Flying a 747-400

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Long Haul Mission in Boeing's Biggest Chapter 2

Why the 747-400 ?

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Improving Upon Aerial Success Chapter 3

747-400 Airlines

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Today and Tomorrow Color Section

Colorful Jumbos . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

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A 875,000-pound Flying Canvas Chapter 4

747-400 Variants

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Main Models in Use Chapter 5

Technical Details. . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 35 Walk-Around Check

Appendix A

747-400 Roster

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By The Numbers Appendix B

Significant Dates Key Dates in the History of the Boeing 747-400 BOEING

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INTRODUCTION A WORD FROM THE AUTHOR

v'" .~,.•"",~""he Boeing 747-400 is the ing prices, staggering delays, surly nience of new security measures.

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transformed version of the ,.. ,.L. airliner that changed the world. In many ways, it is a new aircraft rather than a development of the wide body "jumbo jet" that brought air travel to the everyday citizen. With an outer shell that dates to the mid-1980s and an interior that reflects a digital revolution and a new century, the 747-400 is a complex and smoothly functioning thing of beauty. Many regard the 747-400 as the most majestic flying machine plying the world's revenue routes. The aircraft is a fitting successor to the 747 "classic" airliner that came before it. In like manner, this volume is a follow-up to Volume 6 in the Airliner Tech series by Dennis R. Jenkins, which tells the story of the 747-100/200/300/SP series. When this volume was begun, the world's airlines already were parking and storing three-pilot jetliners to cut costs. By the time it was finished, they were beginning to park and store more four-~ngine jetliners-yes, even the stately 747400-for the same reason. Anyone looking at the future of air travel might wonder whether the future lie with any commercial aircraft powered by more than two engines, but Boeing is proceeding with the "Longer-Range 747-400" due in 2002, and its hopes are high. I started work on this monograph when the United States was at peace, Americans were prospering, and air travel was increasingly becoming a hassle. To us frequent flyers, the air travel year 2000 seemed the worst experience anyone could have-crowded flights, soar-

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employees, lost baggage. No matter what happened, things would have to get better. Briefly, they did. A non-stop 747-400 flight from Chicago to Tokyo, which inspired the first chapter, was a delight. However, while his book was under way, the United States was attacked. Nineteen men transformed our beloved airliners into lethal missiles; they were used to kill 3,000 innocent people. In the aftermath of the attack of September 11, 2001, air travel slumped badly, and then began to improve a.little, but not much. At the start of 2002, it was more a hassle than ever-inexperienced leisure travelers deterred by their fear of terrorism, seasoned frequent flyers equally deterred by the inconve-

Now, the United States was at war, Americans saw their economy in a tailspin, and air travel, once so glamorous and exciting in an earlier age, was now more an ordeal than ever. The 747-400 continued to travel the globe hauling people and cargoes. However, some -400s joined uneconomical 747 "classics" that were basking in the sun in boneyards in the American Southwest too costly to yield a profit for airlines experiencing one of the worst slumps ever. The 747-400 was at a crossroads when this volume went to the printer, and its future was waiting to be defined. Meanwhile, tumult in the airline industry meant that information about any airline or airliner was in danger of being out-of-date before

The 747-400's distinctive winglet seen from the passenger's viewpoint. This shot of a Singapore Airlines craft was taken over Mount Everest, but the world's highest mountain eluded the camera while the winglet stood out distinctively. (Jim Winchester)

AIRLINER TECH ..

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The enormous bulk of the 747-400 fuselage contrasts dramatically with the high-incidence, relatively thin wing when viewed from the front, moments after takeoff. This is a KLM aircraft. (Andre Ran) the printer's ink was dry. This book contains plenty of information about the ownership and operation of the 747-400, and much of it will remain valid. Some of it will change, faster than in better times. A note about Boeing designations: The type is obvious: 707, 727, 737, 747, and so forth. Next are a hyphen and the series number "-400." But while 747-400 is the correct, generic term for every aircraft in this series, each can be described more precisely by replacing the "00" with a customer code: "22" for United Airlines, for example. Thus, a typical aircraft belonging to United can be called a 747-400 (generic) or a 747-422 (specific), and either term is correct. Occasionally, a letter suffix also appears, the 747-400M being a "Combi," the 747-400F a freighter. Numbers identify every aircraft. Production of the 747-400 began with the 696th aircraft in the larger 747 series. After the 721st, every 747 being manufactured was also a 747-400 and the series now extends to at least the l,272nd. This number, identifying the sequence of the aircraft on the assembly line, is called a "line number" and is usually not abbreviated.

Every Boeing aircraft (whether 737,747, or another model) is assigned a five-digit manufacturer's serial number in a series that only recently reached 30,000. The 696th aircraft in the 747 production run was given manufacturer's serial number 23719. I have followed longstanding practice and referred to the manufacturer's serial number as a constructor's number (not construction number), spelled out when first encountered but otherwise abbreviated c/n. Every civilian aircraft has a civil registry number assigned by the authorities of the country where it is licensed to fly. The civil registry number can change if the aircraft changes owners, or even countries. American civil registry numbers begin with "N." Using the formula described above, the first Boeing 747-400 (or 747-451) was assigned line number 696, constructor's number (c/n) 23719, and civil registry N661US. This aircraft first flew in 1988 and flies today with Northwest Airlines. Again, as with the earlier volume on the "classics," Boeing did not assist in the preparation of this book. Boeing provided photos, its

BOEING

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history office unearthed documents, and the manufacturer provided facilities to a photographer whose work appears here. However, Boeing could make no one available to be interviewed, to review the manuscript, to make suggestions, or to fill out our roster of 747-400 aircraft, which is current through line number 1203, but has gaps afterward. Again, this was a dramatic contrast to Airbus, which is always eager to assist with books about its products. Again, too, it must be said again that an invaluable resource for research on individual aircraft is Jet Airliner Production List: Volume 1Boeing, by John Roach and A. B. Tony Eastwood (Middlesex: The Aviation Hobby Shop, 1999). On the pages that follow, readers will get representative information about the 747-400 fleet, including a roster of airframes, or "hulls," as some call them, but Roach and Eastwood list every Boeing jetliner, its registration, who operates it, and various significant events in its history. Their work is a superb companion to the technical and pictorial material appearing here. The author is responsible for any errors that appear here, but this II

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book would have been impossible without help from many, including Boeing historian Tom Lubbesmeyer and international airline captains Robert Beavis, Robert L. Burns, Cort de Peyster, Dennis Hoffman, and Darrel Whitcomb. Among the fraternity, those who

"Michael Shayler," Michael Stroud, Nick Stroud, Kirsten Tedesco, Dave Willis, and Jim Winchester. This book is dedica ted to Marc Reid, who is finally able to straighten up and fly right. Robert F. Dorr Oakton, Virginia

helped make this book possible are Colin Clark, Bill Crimmins, Michael France, James C. Goodall, Sunil Gupta, George W. Hamlin, Joseph G. Handelman, Rob Hewson, Dennis R. Jenkins, Jim Kippen, Jon Lake, Nate Leong, Jason S. MacLean, Al Mongeon, Tom Pesch, Andre Ran,

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A two-view plan drawing of the 747-400 from side and top provides an appreciation for the size and shape of the aircraft. The 747-400 introduced a new wing with greater span than the wing of "classic" 747 models. The fuselage length of the Dash Four Hundred is fully three times the length of a Convair 240 propeller-driven transport. (United Airlines)

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747-400

FLYING

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LONG HUAL MISSION IN BOEING'S BIGGEST

he aircraft snuggled up to the jetbridge at Chicago ,~~ O'Hare International Airport is a Boeing 747-400, an up-todate and decidedly high-tech version of the "jumbo" jetliner that brought air travel to the everyday citizen. It's a distinctive aircraft. It stands apart from other airliner models with its 6-foot (loS-meter) winglets, those upturned wingtips designed to enhance fuel efficiency (found on nearly all 747-400s) and with its stretched upper deck (SUD) which extends the upper-fuselage hump by 23 feet 4 inches (found on all 747-400s except freighters, but on some -200 and all -300 models as well). To passengers loitering at the gate and peering out toward the aircraft, other distinguishing features of the Dash Four Hundred are not readily apparent. From outside, they cannot see the new structural alloys or the new carbon brake units. They cannot see the high-tech flight deck where a flight crew of just two people will rely on a digital "glass cockpit" to fly this SOO,OOO-pound (362,SOO-kilogram) leviathan. The 747-400's two-crew cockpit differs significantly from the twocrew cockpit of the 757, 767, or 777. The four throttle levers in the center console are the immediate tip-off. Of the four Boeing jetliners coming off the production line today, the 747400 is alone in having four engines and it has a choice of General Electric (GE), Pratt & Whitney (P & W), or Rolls-Royce (R-R) power. This does not fully explain why the cockpits of modern jetliners from the same manufacturer are not inter-

changeable. The short answer is that check the flight plan and weather for Boeing resisted the temptation to today's 6,274-mile (5,453-nautical install a common flight deck on all .mile, or 10,097-kilometer) nonstop of its major airliners, preferring flight from Chicago to Tokyo. Today, instead to give the 747-400 a few an extra pair of pilots is coming extra bells and whistles. The aboard because of the distance and 747-400's two pilots were trained duration of this trip. The rule is that specifically to fly the 747-400 while three pilots must be on board; one is 757 and 767 pilots routinely fly both for relief duty on a flight longer than of those aircraft. Compared to other eight hours. Four pilots are required aircraft, the electronic flight instru- for a flight longer than twelve hours; mentation system (EFIS) of the 747- this includes a complete, two-pilot 400 uses larger cathode ray terminal relief crew. To most airlines, this require(CRT) screens that provide more attitude and navigational data in digital ment means the obvious-carrying an extra captain, an extra first offiform than on the other models. Arriving at O'Hare, the captain cer, or both. Some, however, follow and first officer check in at Opera- the practice of Air New Zealand of tions, sign in, and check their com- having a second officer fill the third puters for schedules and the latest crew position when three pilots are company information. Then they aboard. This means that a co-pilot

The magnificent lines of the 747-400 are evident in this view of Air-India's fourth Boeing 747-437 (VT-ESP), named AJANTA, which made its first revenue flight from New York to New Delhi to Mumgai on June 30, 1994. As the l,034th aircraft in the 747 series and assigned cln 27214, AJANTA displays the obvious recognition features: winglets at the ends of the extended wings and the stretched upper deck inherited from the 747-300. Not seen from this exterior shot at London's Heathrow International Airport in 1999 is the revolutionary flight deck that enabled airlines to operate this "jumbo" jetliner with just two pilots. (Jim Winchester)

BOEING

141-400

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Sucking in its wheels while climbing in the pattern at Chicago's O'Hare International Airport in August 1997, N195UA is a United Airlines 747-422 (c/n 26899/ line number 1113). The complex, double-bogie main landing gear/ wing spoilers/ and leading- and trailing-edge flaps are all new metal-the manufacturer delivered this aircraft to United on May 23/ 1997. United had some interest in the 747-400 having the same flight deck as the airline's 757 an.d 767 models/ which are flown interchangeably by pilots having identical training, but the builder eschewed cockpit commonality and gave the two-pilot Dash Four Hundred a unique set of instruments and controls. (Tom Pesch)

So where are the winglets? Well, they aren't found on 747-4000 (jar "domestic") models, used for short-distance flights. These aircraft were delivered with the short wing and without winglets, so that externally they appear identical to the 747-300 model except for minor changes in engine nacelle shape. Internally, however, they have the two-pilot cockpit and other modernized features of the Dash Four Hundred series. This aircraft is All Nippon Airways' 747-4810 registered as JA8959 (c/n 25646, line number 952) which made its first flight on December 18/ 1992 and is used for high-density flights within Japan. (George Hamlin)

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fills in the reserve position/ which in effect/ gives a three-pilot crew to a two-pilot aircraft. The airline industrts standard is that the pilots should be on board 45 minutes before departure time. Since boarding begins 45 minutes prior to pushback time on international flights, the passengers may already be boarding. In reality/ pilots prefer to settle into their ergonomic seats before the passengers arrive. International flights like this one require more time/ anyway. The pilots must meet quickly with the flight attendants, or at least the head attendant (called the purser by some carriers) for a quick briefing. Then they must program the flight computer/ talk to maintenance if there are any discrepancies on the aircraft, determine how to depart the airport, and insure that the aircraft is properly loaded. The first officer will also do a walk around inspection of the aircraft. Passengers coming aboard the Dash Four Hundred may not notice/ but this aircraft has larger/ fixedshelf luggage bins than earlier 747s. Ceiling light is more indirect and subdued and creates the illusion of a wider passenger cabin although the internal fuselage dimensions are/ in fact/ the same as previous 747 models. The 747-400 uses tougher/ graphite-based materials in panels and bulkheads. All materials on the interior of the aircraft are of plastic or graphite materials that meet or exceed the requirements of fire/ smoke/ and toxicity regulations established after earlier 747 models were manufactured. At 31/285 cubic feet (876 cubic meters)/ the 747-400 has the largest passenger interior volume of any commercial airlinerthe equivalent of more than three houses each measuring 1/500 square feet (135 square meters). Once the passengers are onboard the Dash Four Hundred/ a

fueler (typically a contractor, not an airline employee) will give the captain the fuel sheet stating how much jet fuel was put aboard. This is for comparison with cockpit instruments and it is rare for the fuel sheet and the cockpit instrument not to jibe. When they do not, the conflicting figures must be resolved-in an extreme case, by actually measuring fuel levels in each tank-before pushback can be authorized. In addition, as part of the starting process the captain has to sign a flight release. Prior to pushback, a mechanic will give the captain a flight release form as part of the paperwork for the flight.. This is his certification that the flight is in all aspects ready and legal to go. According to one captain, "This is the most important thing a captain does." In the airline world, especially the world of long-range heavies like the 747-400, the man or woman in the cockpit's left seat enjoys enormous authority-but at the cost of shouldering more responsibility than most mortals. OTHER RESPONSIBILITIES

While the captain and first officer run through preparations and checklists, dozens of other people are readying the 747-400 for flight. For the Dash Four Hundred, it's entirely unremarkable to have every seat filled on a run favored by business travelers. A typical aircraft (using a United Airlines 747-422 model in "Sleeper seat" configuration as an example) will carry 418 passengers: 14 in first class, 80 in business class, and 270 in economy. (United's 747422 "Genesis Seat" aircraft have 18 in first class, 84 in business, and 270 in economy. United also has some aircraft configured to carry 14 in first class, 73 in business, and 260 out back.) For a flight with a typical gate-

WHEEL. WELl.. DOORS----~

STRUT WELl.. DOORS

MAIN LANDING GEAR AND DOORS

Once into the air, the 747-400 flight system cues the pilot to bring up the landing gear at the appropriate speed. While retracted in the air, the main gear trucks are tilted, forward wheels up. Wing gear trucks tilt approximately 52 degrees and body gear 7 degrees. (Boeing) VENT SUltGE TANI:

NO. 3 RESUVE TANK (1,322 U.S. GAU (1,10' IIII' GALl (5,004 LTU

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~ MAl II TANK U.S. GALl <3,132 IMP GALl ('6,966 LTRl

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NO. 1 IlAIN TANK (~,482 U.S. GAL) (3,132 IMP iA!.l (16,"6 LTR)

NO.2 RESERVE TANK <1,322 U.S. GALl <1,10' INP GALl (5,0~ LTN)

The fuel tank arrangement of the 747-400. The captain and first officer monitor the situation constantly, but the electronic flight system determines when and how fuel tanks feed the engines. On shorter flights, only the principal fuel tanks in the wings are used. (United Airlines)

BOEING

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to-gate time of 12 hours 45 minutes (dependent on winds, weather, and air traffic control), the caterers will have to load up 1,254 meals, to say nothing of pillows, blankets, libations, entertainment tapes, and all the other paraphernalia designed to comfort the passengers. For a typical international flight, one 747-400 operator uses no fewer than 5.5 tons of food supplies and more than 50,000 in-flight service items. Small wonder, then, the 747-400 has another distinguishing feature: Look for the catering door three-quarters of the way back on the SUD. Ground crews load galley supplies aboard the 747-400 at both forThis computer-enhanced photo shows Virgin Atlantic's Boeing 747-4Q8 (c/n 24958, line number 1028) wearing the airline color scheme introduced in 1999. ward and aft locations. The aircraft This aircraft was delivered to Virgin on April 28, 1994 and is named Lady will carry 11,400 pounds (5,170 kiloPenelope. That very lady appears as a caricature beneath the first officer'S cockpit, grams) of food and 2,700 pounds carrying a stylized version of the Union Jack and an apparent magnum of (1,224 kilograms) of water. Ground champagne. The British flag also appears on the winglet~. Virgin aircraft all have personnel also load cargo and bagregistrations that can be expanded into happy exclamations for the eager vacation gage into the two principal baggage pits in the forward and aft lower traveler. This ship is registered G- VFAB, for 'fabulous." (Virgin Atlantic)

Qantas, the Australian flag carrier, already had 24 Dash Four Hundreds in its fleet of 104 aircraft when the airline celebrated its 80th birthday on November 16, 2000 by ordering more. The inevitable kangaroo is outlined in red on the fin of this 747-438 (c/n 24887, line number 286), registered as VH-OJI, and seen in Europe in 1993. This is a "Longreach" aircraft, optimized for the vast distances of Qantas' routes. The legend "The Spirit of Australia" appears under the airline's name on the forward fuselage. (Silvano Tirtei)

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fuselage. When an aircraft is being turned around after an arrival, the prepping process is more complex: ground personnel tidy up the interior before boarding begins (typically, 40 minutes before scheduled pushback) and toilets must be serviced using a toilet servicing vehicle dubbed a "Honeycart" by crews. The 747-400 was redesigned with a central toilet drainage point rather than widely scattered separate drainage locations found on earlier 747 models. The fueling ritual is less obvious than loading catering supplies. Today, as usual, the 747-400 took on its supply of jet-fuel kerosene from underground tanks beneath the gate parking position, pumped aboard by pumping vehicles. The Dash Four Hundred holds a maximum fuel load of about 58,000 U.S. gallons (217,000 liters). The aircraft has four main fuel tanks in the wings, two reserve tanks farther out on the wings, and additional tanks in the center fuselage and stabilizer. The fuel system is largely automatic and is set before departure-the pilots don't spend all their time switching fuel tanks and attending to weight and balance issues. After take-off most center tanks will be employed first, then the system will balance its usage of fuel from the inboard and outboard wing tanks on both sides, so that the wings remain the same weight. Those who enjoy numbers love to attach statistics to the 747-400. When any 747 is fully pressurized, nearly a ton of air is added to its weight. Any 747 has six million parts. The Dash Four Hundred model's tail height of 63 feet 8 inches (19.41 meters) is equivalent to a six-story building. The wing area of today's 747-400, which adds up to 5,650 square feet (525.45 square meters) is an expanse sufficient to hold 45 medium-sized automobiles. The powered flight made by Wilbur and

FLIGHT CONTROLS

Flight control surfaces of the Dash Four Hundred include leading-, mid-wing, and trailing-edge flaps, ground and flight spoilers, and inner and outer ailerons and elevators, and upper and lower rudder panels. The leading edge flaps are pneumatic. Hydraulic actuators drive all other flight surfaces. (Boeing) r-'

A passenger boarding the 747-400, if able to peek into the cockpit, would see a scene like this. The Boeing 747-400 flight deck, designed for full operation by two crewmembers instead of three on earlier 747 models. All engine instruments, primary flight instruments, and gear and flap indicators have been replaced by six identical cathode ray tubes. The manufacturer points out that the 747-400 has just 365 lights, gauges, and switches, as compared with 970 on earlier 747 models. (Boeing K55674)

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Orville Wright on December 17, 1903 could have been completed in the length of space provided by the 747400's 187-foot (57-meter) interior main deck, and handily across the span of its 211-foot (64-meter) wing. According to a press release dating to the origins of this huge and graceful airliner, one 747-400 has enough interior space to hold 4,000,000 golf balls. TAKING OFF

This is the typical first-class sleeper seat of the 747-400 in April 2001. This configuration, found on several airliner types operated by this carrier, gives the topdrawer passenger a carefully crafted region of personal space for working, sleeping, and eating. The seat is canted at an angle to the centerline of the fuselage, which increases privacy and comfort, but at the expense of disorienting some passengers. Curiously, back in the 1950s, the airlines decided not !o use rearward-facing seats-which offer the best chance for survival in a mishap-precisely because they were concerned about disorienting their customers. (Nate Leong)

The first class cabin in the Dash Four Hundred is a very comfortable place to be, although actual airline seating differs from one carrier to another, and from this early manufacturer's concept. This version of a first class cabin offers 34 sleeper seats. In practice most carriers have smaller first class sections, typically accommodating 18 to 24 passengers. (Boeing)

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AIRLIlfERTECH

When all of the passengers are onboard, ground personnel close the doors and flight attendants arm the emergency escape slides attached to each. While flight attendants brief passengers on emergency evacuation procedures, emergency oxygen masks, and life rafts, the pilots wrap up final checks and prepare to be pushed back from the gate. The captain and first officer review safety procedures, including steps they'll take if a malfunction occurs during the takeoff roll. A pushback buck attached to the nose wheel will handle the 747-400 for its first few seconds of movement. The ~aptain radios the ground engineer, who is connected to the interphone by an umbilical wire plugged into the nose. Typically, the captain requests pushback and he and the ground employee confirm the direction the 747-400 will face to taxi out. So is it difficult, moving so many tons of man-made machinery? ':This is a ground-handIer's issue," one pilot says. "A 747-400 has terrible rearward visibility from the cockpit, and I suspect the 777 is as bad or worse. If you're looking just right, you can barely see the wingtip (which is many meters aft of the wing root). To me it's a miracle we don't see more bent tin. Some thought has been given to hanging a proximity detector on the extremities of the aircraft." This pilot recalls

747-400 economy section, April 2001. At the start of a new century, the air traffic system was more congested than ever, too many aircraft were using too few runways, and too many people (according to some) were crammed into too few airplanes. However, even in economy class, the average airline passenger still enjoyed more amenities than many would admit. This configuration is typical of a 747-400 carrying 270 passengers in coach. (Nate Leong)

After requesting and receiving clearance to take off, the pilot presses takeoff/ go-around switches at the front of the throttles, the thrust levers automatically advance to takeoff power setting, and the huge aircraft eases forward and begins its takeoff roll. If something goes wrong on takeoff, the pilot at the controls will decide whether to attempt to halt the aircraft prior to the "commit" point, known as VI, or alternatively to lift off, go around the airfield pattern, and make an emergency landing. The pilot not performing the takeoff is busy monitoring instruments and announces "Vee One" (VI) at a speed of about 150 knots and "rotate" at about 160 knots. The pilot eases back on the control column in a careful, measured motion, and the 747-400 is in the air, climbing away from one of the busiest airfields in the world. A 747-400 typically takes off at 180 miles per hour (290 kilometers per hour). The passage of time from rollout to liftoff has been about 50 seconds.

one event in Atlanta when two air- aircraft in its turn to the runway liners "were powering back from threshold point, while both pilots opposing gates, and backed into check takeoff data, flaps, flight coneach other" In June 2001, a similar trol, and trim. mishap affected a most unlikely person. Jim Coyne, president of the Air Transportation Association-the airline industry's Washington lobbywas on an airliner at Washington, D. C. Dulles International Airport taxiing toward the gate when his aircraft was hit by a Lufthansa 747-400 being pushed back by a tug. Coyne later said that, "A lot of aluminum was bent, and passengers on both planes were delayed." Another observer noted, "Sometimes there's just no substitute for eyeballs." Continuing our account of pushback, start-up, and taxiing: the aircraft engines are started beginning with no. 4 (right, outboard) and the flight crew requests permission to Compared to earlier 747 models, the Dash Four Hundred offers business class taxi. The ground engineer pulls his customers enlarged overhead bins as standard in sidewall and center locations. The wire, leaving the 747-400 no longer relocated stairway to the upper deck is straight, giving carriers improved flexibility attached to anything. The pilot mak- in seating layouts. The area aft of the stair can be configured either for business ing the takeoff (who could be class or economy. The configuration shown here is representative of the 747-400 at captain or first officer) moves the the start of its flying career in the late 1980s. (Boeing K55740)

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1 - - - - - - - - - - - - - [!>

-----------~

IIlli.:. JIG POSITIDN - JACKED LEVEL SUFFICIENT TO SWING LANDING GEAR AND NO FUEL. FULLY FUELED - TIRES AND SHOCK STRUTS CO"PRESSED 8 INCHES. WING SPAN - JIG POSITION - 211 FT 5 IN - FULLY FUELED - 213 FT 0 IN WING HEIGHT - JIG POSITION - 30 FT 7 IN - FULLY FUELED - 22 FT 0 IN

Viewed from the front, the 747-400 is a formidable sight. The legend with this line drawing describes the variation in wingspan and height between an unfuelled and a fully fueled aircraft. (United Airlines)

Remember that movie where anti-terrorist commandos were crawling around inside the roof of a 747? This nook for weary workers really is up there in the roof, at least from the passengers' viewpoint. This is the famous "overhead crew rest" accommodation which allows flight attendants to take a break above their customers. The optional crew rest facility is located above the passenger compartment at the door 5 life raft support beam and aft lavatory complex. The facility is not certified for occupancy during landing and takeoff. (via Michael Stroud)

14

AIRLINER TECH

EN ROUTE WESTWARD The 747-400 responds to easy pilot handling and begins its climb. Its quiet engines give noise relief to residents around O'Hare; its upturned winglets provide fuel economy to the airline. In the air, flight director commands will guide the pilots throughout every phase of the flight. They are, of course, trained for emergencies-a sudden decompression, for example, will transform the more routine flight into a chaotic event-but during much of the flight the captain and first officer will be monitoring developments, acting on cues, and relying on autopilot. Pulling up the wheels on the 747-400 takes about 9 seconds. First the gear doors open, temporarily increasing aerodynamic drag. Then comes retraction of the nose gear and four main-gear trucks (each with four wheels inside their wheel wells) as the aircraft makes a standard instrument departure. At 1,000 feet (305 meters), the horizontal bar on the flight director bar commands a greater degree of nose-down attitude (provided by the pilot) so that flaps can be raise, first to 10 degrees and, as speed increases, to five degrees. The flaps-up cue appears on the speed tape typically at about 245 knots, typically at about 2,000 feet (610 meters). During the early stage of the climb, the outboard leading edge flaps come up first, followed by the leading and trailing edge flaps closer to the fuselage. The captain and first officer go through an after-takeoff checklist. In "clean" condition (wheels and flaps retracted), the 747-400 passes 250 knots, the pilot lowers the nose to increase climb rate, and then engages autopilot when ready. The 747-400 climbs to altitude and begins its preprogrammed journey along estab-

.. ~ '"t >l

S

~

"

...

..

."

... This is a typical 747-400 seating configuration for international operations by a U.S. carrier. The airline calls this the "B747-400 Worldwide 2" configuration. It offers 18 seats in first class, 84 in business class, and 270 in coach. The seat pitch is 5 feet in first class, and less than 3 feet in coach. (United Airlines) lished airways. Passengers now begin to experiment with in-flight entertainment systems, all designed to make them forget tha t they are inside a steel tube flying at nearly nine-tenths the speed of sound at the edge of the stratosphere. Earlier literature for the 747-400 touted the ACESS (Advanced Cabin Entertainment/Service System). This system combines passenger entertainment, including 18-channel audio capability, four passengeraddress zones, and cabin interphone, as well as passenger services

such as halogen reading lights into one system. That was the concept in the prehistoric 1980s, before laptops, palm pilots, or the Internet. Today, Each airline has a different in-flight menu of movies, music, and news. In every case, however, equipping a seat with entertainment gear has rendered the seat heavier, bulkier, and less ergonomic in design. Many in-flight entertainment systems are still userunfriendly-difficult to reach and operate. Airlines are still scrambling to develop real-time news, interac-

tive entertainment, and of course in-flight Internet access. The 747-400 is unique in offering its flight attendants a place to which they may escape during prescribed breaks. An option on all Dash Four Hundreds, the overhead crew rest area is located above the ceiling of the passenger compartment in the rear of the fuselage (coincident with the leading edge of the fin). In a copyrighted story in USA Today newspaper on May 11, 2001, reporter Jayne Clark wrote of "ladderlike steps ascend[ing] to a

... A newer configuration, known as "Worldwide 1," reduces first class from 18 to 14 seats, retains the same seating elsewhere as "Worldwide 2," and adds a section called economy plus for frequent flyers. (United Airlines)

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claustrophobic space equipped with four bunks and two airline seats. On trips of more than eight hours, the crew gets downtime. On this flight, [the flight attendants] each have about four hours in the cubbyhole, taken in shifts. The protocol is strict: lights out and no talking." The crew rest area, like the rest of the interior, comes in several configurations depending on the wishes of the airline. It is not certified for use during takeoff or landing. TRAVELING TO TOKYO

Considerable attention by the captain and first officer is needed as the 747-400 begins the northern, great circle route, which will take it from Chicago to Tokyo. Once away from the crowded air traffic of the North American landmass, if not at the very start of the flight, the pilots allow the 747-400 to be flown by its triple-redundant autopilots and

This is the aft upper crew rest area in a United Airlines Boeing 747-400, as viewed from the top of the entry stairs. (Nate Leong) inertial navigation units, while the two flight mqnagement computers cue information to them. They continue to monitor navigation and plug new information into the sys-

Germany's Lufthansa was the lead customer for the General Electric-powered 747400. Lufthansa places the "last two" letters of the civil registry in white letters on the upper rear of the fin, in this case "VN," signifying the aircraft that is registered as D-ABVN, otherwise known as 747-430 line number 915, c/n 26427, which made its initial flight on April 23, 1992. A tiny German flag appears behind the civil registry on the rear fuselage, in this view barely visible behind the extended trailing-edge flap. (Lufthansa)

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AIRLINER TECH ..

tern at each waypoint, while keeping watch on air speed and flight and engine displays. However, much of this work is "hands off." If anything goes wrong, the captain and first officer will know instantly, either from the behavior of the aircraft or from their displays. The 747-400 is at once identical to, and also completely different from, every aircraft that came before it. With a single stroke of the hand, either pilot can disengage the automated systems and fly the Dash Four Hundred using throttles, yoke, and rudder pedals-the same flight controls that determine the fate of a Cessna 150 or a B-52 Stratofortress. More frequently, the captain and first officer spend a fair amount of effort monitoring, tweaking, and communicating while allowing the aircraft to fly itself. As one airline captain described it, the systems on the 747-400 "talk to each other," a conversation that includes the ILS (instrument landing system) at the destination. If he chooses to, the handling pilot can allow the 747-400 to land itself on arrival at Tokyo's

Usually seen only when there's a mishap, this is the digital voice recorder, carried on the flight deck of the 747-400. (Nate Leong) Narita Airport, while staying alert to take over the controls if necessary. The human element is always vital. At times the pilots' long hours of boredom can be punctuated by sudden drama. In a typical mishap, the pilots were blamed when a landing on a wet runway that resulted in a spectacular crash in Bangkok.

A report on the 1999 Qantas crash (in which no one was killed) stated that the accident could have been averted if reverse thrust had been deployed on landing. The Dash Four Hundred, with 410 passengers and crew on board, attempted to abort a landing, but the crew then reversed this decision. Instead, it

landed and fishtailed more than a mile (3 kilometers) down the runway of Don Muang Airport, ending up in a golf course. Said the report: As with other [Qantas] B747-400 pilots, the crew had not been provided with appropriate procedures and training to properly evaluate the potential effect of the weather condi-

The very first of United's fleet, posing in the snow in Chicago. The aircraft is Boeing 747-422 line number 733, c/n 24333, registered as N171 UA, which made its first flight on May 25, 1989. This portrait was snapped on January 2, 1999. (Nate Leong)

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0<.

0<.

BOEING

~

BOEING ~ 747-400

747-400

MAINTENANCE MANUAL

MAINTENANCE MANUAL

LEFT SIDE ENGINE 1

RIGHT SIDE ENGINE 1

LEFT SIDE ENGINE 2

0\ BOEING ~

0\ BOEING ~

747-400

MAINTENANCE MANUAL

747-400

MAINTENANCE MANUAL

RIGHT SIDE ENGINE 3

RIGHT SIDE ENGINE 4

There are minor differences in the appearance of the engine nacelles from one nacelle to another, and depending on the side from which the engine is viewed. These line drawings illustrate the Pratt & Whitney-powered Dash Four Hundred. (United Airlines)

18

AIRLINER TECH ..

One of the least-photographed operators of the 747-400 is South African, which operates several ROlls-Royce-powered 747-744 models. This ship, at London's Heathrow International Airport in 2000 is Boeing 747-444 line number 1162/ cln 28468/ registered as ZS-SAK, which made its first flight on June 30/ 1998. This is the second paint scheme to be used by South African on its aircraft. (Jim Winchester)

tions. In particular, [the pilots] were not sufficiently aware of the potential for aquaplaning and of the importance of reverse thrust as a stopping force on water-affected runways. That error was primarily due to the absence of appropriate company procedures and training. The airline disputes some findings in the report. Mishaps are the exception. As promotional literature tells us/ the 747 fleet has logged 20 billion statute miles (32 billion kilometers)-enough to make 42/000 trips to the moon and back. To put it another way, the 747 fleet has carried 2.2 billion people-the equivalent of nearly 40 percent of the world/s population. The typical airline pilot can fly 30 years and log 30/000 flight hours without once

The 747-400 is a formidable sight from any angle, but it is not exactly elegant when everything is hanging out/ as in this close-up at Chicago's O'Hare International Airport. This angle emphasizes the complexity of the main landing gear, which consists of 8 tandem trucks and 16 wheels. (Torn Pesch)

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experiencing a serious emergency. This is truer than ever with the new generation of airliners, of which the

747-400 is typical. Like the pilots who fly it, the 747-400 has been through a maturing process: initial-

ly a creature of the 1980s, the 747400 preceded much of the software and technology of today, but has grown and changed on the inside while changing little on the outside. REACHING THE DESTINATION

In what could be the final scenes of the typical flight described in this chapter, a United Airlines Dash Four Hundred pulls into the gate at Washington Dulles in July 2001. The aircraft is Boeing 747-422 line number 1113, c/n 26899, registered as N195UA. (Alex Hrapunov)

20

AIRLINER TECH ..

Our flight is nearing its end, after traveling a significant portion of the globe. Few airliners today can match the "legs" of the 747-400, which has a range of approximately 8,400 statute miles (13,515 kilometers), an increase of nearly 2,300 statute miles (3,700 kilometers) over the first 747. Typically, the flight has been cruising at 565 miles per hour (910 kilometers per hour). For the pilots up front, the letdown and approach to the destination are made almost entirely under radar control from the ground, with air traffic controllers instructing pilots on headings, heights, and speeds. Usually, the letdown is routine. In bad weather with traffic being stacked, the captain and first officer can be exceedingly busy following

Trailing edge flaps are in the full "down" position as this Japan Airlines 747-400, the nose wheel is still extended, and the main gear is coming up. There are no air speed restrictions for retraction of the nose wheel, which typically is seen extended after the fourunit, 16-wheel main assembly is near the end of its retraction sequence. (Andre Ran)

orders for S-turns, consulting stopwatches and instruments, and comparing notes. Out back, it all feels smooth and natural. The captain lights the seatbelt sign for arrival. As the aircraft descends, flaps are lowered to five degrees. The pilots will use some radio facility for guidance (such as ILS, when available) when making an approach and landing visually. The pilot making the landing may rely on an external visual cue provided at the airfield itself, such as the VASI (visual approach slope indicator) which consists of two colored bars of light, one above the other,

marking the runway sides and touchdown point. The aircraft makes its final approach at 160 miles per hour (260 kilometers per hour). . For today's journey, the 747-400 carried 57,000 U.s. gallons of fuel (215,745 liters) and landed with a significant reserve: the fuel would have made it possible to fly a much longer route, such as San Francisco to Sydney, Australia. The aircraft consumed this fuel at an average of 5 U.S. gallons (19 liters) per mile. The builder says the 747-400 is up to 13 percent more fuel efficient than its predecessor, the 747-300, depending on the engine.

The 747-400 is one of the largest objects that must be moved with reasonable haste from one part of a crowded airport to another, and this is never more apparent than when taxiing in. The high perch enjoyed by the two pilots gives them excellent visibility, and the airport controller will keep them under positive control when turning off,. taxiing, and maneuvering into the gate. When the jetbridge nudges up against the left side of the fuselage, the passengers will file out of the 747-400, closely followed by the crew-and a new set of airline personnel will begin the job of readying the aircraft for its next trip.

It is not supposed to be done this way. This aerial behemoth is touching down initially on its right landing gear, rather than on both mainwheel groups simultaneously. The result will be something less than perfect smoothness for the passengers. This mostly-white aircraft is a 747-428(M) (cln 25302, line number 884) belonging to Air France and registered as F-GISB. This less-than-perfect landing is at Miami International Airport on February 1, 2001. (Joseph G. Handelman)

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1 JEPPESON MANUAL 2 FUGHT KIT 3 OPS MANUAL 4 WINDSHIELD WASHER 5 MANUALS 6 VALUABLES STOWAGE (DOOR AFT) 7 SUNVISOR STOWAGE 8 SMOKE GOGGLES 9 PORTABLE OXYGEN 10 FIRST AID KIT (OPT) 11 FIRE EXTINGUISHER 12 CRASH AXE 13 RAIN REPELLENT Q 14 APPROACH CART HOLDERS 15 WORK TABLE 16 CUP HOLDERS 17 ASHTRAY 18 PENCIL HOLDER 19 HAND HOLD 20 SUN VISOR 21 FOOT REST 22 UTIUTY UGHT 23 FOOT & SHOULDER HEAT SWITCHES 24QRH 25 LAV OCCUPIED UGHT 26 EROS OXYGEN 27 AUDIO CONTROL PANEL 28 JACK PANEL 29 ROLLER SUNSHADES

I

FUGHT DECK LEFT SIDE

1 MISCELLANEOUS STOWAGE CUP 2 JEPPSON MANUAL 3 FUGHTKIT 40PS MANUAL 5QRH 6 MANUAL STOWAGE 7 ROLLER SUNSHADES 8 COAT/HAT 9 SMOKE GOGGLES 10 EMERGENCY ESCAPE DEVISES 11 APPROACH CHART HOLDER 12 SUNVISOR 13 WORK TABLE 14 CUPHOLDERS 15 ASHTRAYS 16 PENCIL HOLDERS 17 SPARE BULB BOX 18 UTlUY UGHT 19 HANDGRIP 20 FOOTREST 21 MAP UGHT 22 PULL-OUT TABLE 23 EROS OXYGEN MASK/REG 24 HEADSET/BOOM MIC STOWAGE 25 HANDMIC STOWAGE 26 MAP UGHT CONTROL 27 JACK PANEL 28 FOOT AND SHOULDER SWITCHES 29 DATA LOADER SWITCH 30 MASTER DIM & TEST CARDS 31 AIRBORNE DATA LOADER (OPTIONAL)

A huge variety of portable and fixed equipment are located along the side walls of the flight deck of the 747-400. (Boeing)

22

AIRLIlVERTECH .. l

WHYTH

~

47-400?

IMPROVING UPON AERIAL SUCCESS y the time the first 747-400 enues was worsened by the Septemtook to the air, earlier 747 ber 11,2001 terror attacks on the U.S. models, known as "classics," "They eat fuel, they need three had carried 780 million passengers pilots, and they have four engines. over 11 billion miles. They also have antiquated systems. So why did the 747 need to be How else can I say that they cost too improved? much to operate?" It may not have been obvious to That last point was obvious in most people. However, within the the mid-1980s. Robert L. Burns, a airline industry, everybody saw it United Airlines captain who flew coming. This is not to say that airline the Boeing 747 "classic," was asked experts were prescient. In the mid- why the he thought Boeing went to 1980s, it would have been impossi- tremendous effort and expense to reble to predict that in 2002 the "most design his aircraft-one that already stored" aircraft type would be the seemed, to many, to be the perfect Boeing 747 "classic." Yes, those flying machine. Didn't the 747 ignite a revoluempty airliners, basking in the sunshine of the American Southwest, in tion in air travel? If the 747 was so boneyards in places like Mojave, great, why was it necessary to do a California -the very same aircraft complete, nose-to-tail redesign of that had changed the world. "They the aircraft? Why change virtually became an albatross around our all of its key features from the necks," one airline executive said, instruments in the flight deck to the shortly after a slump in airline rev- size and shape of the wing? Why,

after all, change the airplane that changed the world? Burns responded with his reasons: "Two-man crew on many legs, such as Hong Kong-Singapore (saving money); keeping up with the competition (Airbus); demand by airline marketing whiz kids; a glass cockpit which includes a Flight Management System that can save fuel by optimizing flight planning (selecting the best altitudes, routes etc.); eliminating the flight engineer (saving more money), but still having relief pilots or supplemental! augmented crews on long hauls (which in some cases costs more than having a flight engineer on board). Above all, an overall more efficient aircraft design." Another explanation exists for improving on the original 747 design-and the 747-400 is in many ways a new aircraft, not merely an

The first 747-400 began its flight test program with an April 29, 1988 sortie piloted by James Loesch. The aircraft in the series was line number 696, constructor's number 23719, registered as N401PW. From this frontal view at Paine Field, Washington, we can see the distinctive winglets and stretched upper deck. The leading-edge flaps, inboard of the engines, are deployed. (Boeing)

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improvement of an existing onecan be found in numbers. The original 747 had a range of 4,600 nautical miles; the 747-400 has a range of 7,100 miles and is 25 percent more fuel-efficient. Extended range and fuel efficiency mean a better deal for airline operators, crews, and passengers. In realistic terms, this means a Dash Four Hundred can fly direct from London to Singapore, whereas, depending on winds and weather, the 747-200 model needs a stopover en route, typically in New Delhi. Although some people dispute the point, the 747-400 also benefits

airline operators by being the fastest commercial aircraft today, with a cruise speed of Mach .85. Pilots often fly a little faster in short bursts, at up to Mach .90 or more. On one long-haul route, a four-engined Airbus A340 actually departs 20 minutes ahead of a 747-400 and arrives at the same destination 10 minutes later than the 747. Boeing's recentlyannounced plans for a entirely new Mach 0.95 "sonic cruiser" airliner demonstrate that operators and travelers are more interested in speed and frequency than aircraft capacity. At least Boeing is betting on speed

and frequency, although competitor Airbus is relentlessly sticking with the idea that size matters. There was an even more compelling and obvious reason for the investment in a new-generation 747. In the early to mid-1980s when most of the design work was completed, production of "classic" 747s, then totaling almost 700 aircraft, had declined to a trickle. Most new-build "classics" were being delivered to existing customers as "top-ups" to existing fleets. Within months of the launch of the 747-400, Boeing started receiving large orders for the new

An aircraft paint scheme that was soon discarded in favor of a more modernistic look adorns this Cathay Pacific 747-400. As the first airline to operate the 747-400 with GE engines, Cathay paved the way for British Commonwealth users to follow. This view emphasizes the complex leading- and trailing-edge flap configuration on the wing of the Dash Four Hundred. (via Michael Stroud)

Cathay Pacific was the launch customer for the RollsRoyce-powered 747-400, with the first aircraft arriving at Hong Kong's Kaitak Airport on June 8. 1989. Shown here at fondlyremembered Kaitak is a Cathay 747-481, line number 811, cln 24833, registered as VR-HOT. Since the takeover of Hong Kong by the Peoples Republic of China, all Cathay aircraft have acquired "B" civil registry numbers, so this ship is now registered as B-HOT. Today, Cathay operates at Hong Kong's new Chep Lap Kok Airport. (Cathay Pacific)

24

AIRLIlVERTECH ..

version. Northwest Airlines' order for 10 was followed by Cathay Pacific (2, initially), KLM Royal Dutch Airlines (6), Lufthansa (6), Singapore Airlines (14), and British Airways (16). A second batch of purchases came from United Airlines (IS), Air France (16), and Japan Air Lines (5). Production of the first "classic" 747 required 75,000 engineering drawings. It completed more than 15,000 hours of wind-tunnel testing. The original 747 flight test program, which led to the airplane's certification for commercial service in December 1969, used five airframes, lasted 10 months and required more than 1,500 hours of flying. In designing the Dash Four Hundred, Boeing had the advantage of advances in computer technology that enabled the design process to move at an unprecedented pace. With the 747400, half the number of engineering drawings were used and wind tunnel testing was minimal. However, the flight test effort was almost as sizeable, using three aircraft plus a back up instead of the five used with the"classic" 747. The public learned of the new aircraft when Boeing announced an "Advanced Series 300," otherwise called the 747-300A (Advanced), at Britain's Farnborough air show in 1984. Boeing's decision to rejuvenate the 747 was a brilliant marketing move but it was less a luxury than a necessity. The latest version, the 747300 that introduced the stretched upper deck, had not won as many orders as the manufacturer hoped. In 1984,747 production shrunk to an all-time low of between one and two per month-a far cry from the peak of seven per month in 1979-1980. Now, Airbus and Douglas were introducing new widebody passenger jets, the A330, A340, and MD-ll. Boeing had to compete. Adopting an early outlook that it would quickly

KLM Royal Dutch Airlines was the launch customer for the General Electric CF680C2 turbofan-powered Boeing 747-400. This ship, line number 732, cln 24000, registered as PH-BFB, was the second 747-406 delivered to the Netherlands' airline. The GE engines became the most numerous power plants for the 747-400 series, and KLM returned to the manufacturer to purchase additional Dash Four Hundreds, including those configured as Combi models (not shown here).

(via Michael Stroud) change, Boeing saw the new aircraft as retaining the stretched upperdeck configuration while having a greater wingspan, greater fuel capacity, and mbre powerful engines. Initially, the new design was expected to have a three-pilot flight deck. It was, in effect, a "minimum change" upgrade of the 747 "classic" design; it largely lacked in imagination or innovation. In early 1985, a number of airline carriers (British Airways, Cathay Pacific, KLM, Lufthansa, Northwest, Qantas, and Singapore Airways) created a special 747 consultative group to compare notes on common operational requirements and to combine forces in lobbying Boeing for specific changes to the new design. In the view of some, the group trod perilously close to the line between common sense and anti-trust issues, but it achieved a measure of success. In part because

of the persuading of this group, and in part due to pressure from other potential buyers, Boeing came to the realization that it would be insufficient to go ahead with its minimalist approach to improving the 747. Thus, the more dramatic changes to the 747 design were wrought not by Boeing but by the purchasers, who saw the need for the glass cockpit, two-pilot crew, digital avionics and systems, and other improvements. Having begun its efforts in a conservative direction, Boeing saw the need to become more revolutionary. FIRST FLIGHT

At the Everett, Washington, plant where widebody jetliners are assembled, the builder made careful preparations to fly the first 747-400. The maiden flight was delayed by several weeks because of subcontractor difficulties in providing some

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25

liners. After being delayed by supply and systems integration issues, and after a projected March 21 first-flight date came and went, this prototype of the Dash Four Hundred series lifted off for its maiden flight at Paine Field on Friday, April 29/ 1988. The polished-aluminum aircraft went skyward from Paine Field at 10:22 a.m. At the controls were the sole occupants of the 747-400/ project pilot James Loesch and co-pilot Kenneth Higgins, director of flight operations for Boeing Commercial Airplanes. Loesch was the son of test pilot Dix Loesch, who pioneered flying of earlier 747 models. A relaAnother contrast between the early 747 configuration and the much-revised 747- tively small group of about a dozen 400 shape. Like groceries, automobiles, and airplane books, the price of an airliner technicians monitored the event went up with inflation. In 1970/ an airline could purchase a "classic" 747 for about from the ground. $20 million. By 1990/ the sticker price on a shiny new 747-400 had risen to $125 The maiden flight culminated in million. At the time these comparison photos made their appearance, both airframes a landing on Runway 13R at Boeing shown were owned and operated by Boeing. This Dash Four Hundred later went to Field south of Seattle. Boeing' s Northwest Airlines. (Boeing) chairman and chief executive officer Frank Shrontz greeted the pilots and called their craft the "flagship airplane for the next century." Pilot Loesch reported that the first flight had gone "beautifully" and that the distinctive winglets of the 747-400 "had no effect on handling." Higgins offered his opinion that, "This promises to be a great ship and a great project for all of us." This maiden flight lasted 2 hours 26 minutes. The jetliner reached a speed of Mach 0.7 and an altitude of 20/000 feet (6/096 meters). The first 747-400 was ready to press ahead with its flight developsubcomponent items, and subseThe aircraft had spent many ment program but it was not yet a quently by the integration of months in the assembly shop complete airliner. When Loesch electronics system. However, the marked by a small sign denoting its came down the steps, reporters saw fundamental flight test plan was status as "No.1 for Northwest." On through the open door-the interior sound and it was soon possible to rollout, it was attired in natural was unpaneled and unpainted. proceed. The first aircraft in the metal with the Boeing name on the Some of the avionics for the first series was line number 696/ con- fuselage and the emblems of 18 air- Dash Four Hundred had not yet structor's number 23719/ registered line customers arrayed in small been installed. Bill Shineman, vice as N401PW for operations with the squares along the forward fuse- president and general manager of manufacturer and later re-registered lage-customers who had already the Everett Division commented as N661US for Northwest Airlines. ordered a total of 124 of the new air- that, "Such 'work-arounds' are not

26

...AIRLINER TECH WI

unusual for the first flight of a new airplane model." The aircraft did not yet have an airliner-style interior and some of the avionics and instruments were not yet installed. TEST PROGRAM

Boeing officially launched the 747-400 on October 22, 1985, when Northwest ordered ten of the new aircraft. The prototype was rolled out at Everett on January 26, 1988 (Boeing rolled out the first 737-400 in Renton on the same day). Boeing already had an ambitious plan for a flight development effort that would make use of at least three aircraft, plus a back up. No smaller number was realistic, since the airliner was being purchased with three different power plants. The manufacturer never intended to use any 747-400 airframe solely for test work, however. Every aircraft in the development program eventually was earmarked for an airline and would operate revenue flights. The aircraft were: • c/n 23719, the first ship, which would prove out the Pratt & Whitney (P & W) power option. This aircraft was scheduled for 453 hours of flight testing, 333 hours of ground testing, and 4,205 instrument measurements-checking aerodynamics, structures, flight controls, systems (particularly, brakes) and, of course, the P & W engines. Afterward, the aircraft would go to Northwest as a 747-451, reregistered N661US. • c/n 23817, line number 700, which would test the General Electric engines. This aircraft was slated to fly 407 hours of flight testing, 339 hours of ground testing, and 3,757 instrument measurements-checking avionics, structures, and the GE

power plants. Afterward, it would be delivered to Lufthansa as a 747-430, registered D-ABVB. • c/n 23814, line number 705, to test the Rolls-Royce (R-R) engines. This aircraft was scheduled for 229 hours of flight testing, 224 hours of ground testing, and 2,690 instrument measurements-covering avionics, structures, aerodynamics, and the RR engines. After testing, it would be turned over to Cathay Pacific as a 747-467, registered BHOO. • c/n 23720, line number 708, with P & W engines, would receive 100 hours of flight testing and 200 hours of ground testing, but its primary purpose was to serve as a back-up--aircraft for the test program and for training. It would later go to Northwest as a 747-451, registered N662US.

These were the first four Dash Four Hundreds. Their line numbers were not in sequence because earlier-model 747s were still interspaced with 747-400s at this juncture. Boeing flew the second 747-400 for the first time on June 27, 1988 for a duration just one minute short of two hours. That day, the first 747-400 with its PW4056 engines set a world record by taking off at a weight of 892,450 pounds (404815 kilograms), compared with the airliner's projected weight of 850,000 pounds (385560 kilograms). This aircraft climbed to the admittedly modest altitude of 6,562 feet (2000 meters) to establish the record in accordance with Federation Aeronautique International regulations, but the principal purpose for the flight was to perform heavyweight stalls and low-speed drag tests. The weight was remarkable for

MAIN ENTRY DOOR

DOORS

This view of the doors on the 747-400 provides an upward-looking perspective on r Dash Four Hundred version of the airliner that changed the world, an angle that emphasizes the different wing shape compared to the 747 "classic." This door arrangement for access to various compartments and service areas includes only minor changes from earlier versions and should be regarded as typical rather than definitive. (Boeing)

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gram was, for a temporary spell at least, too ambitious. With three engines being test-flown in the new Dash Four Hundred, minor gremlins were gnawing at the delivery calenTEETHING TROUBLE dar. Just as the first flight of the 747400 had been delayed for weeks, the However, the production diffithreat now loomed of delayed airculties persisted. It took until 1988 to line deliveries. raise production of all 747 models to A relatively inexperienced work four aircraft per month, and until force, increasing rapidly in size, ran into difficulties on the production line. At the same time, the electrical system of the 747-400 initially refused to work properly, and integrating systems on the flight deck took longer than planned. On October 11, 1989, Boeing acknowledged that "limited delivery delays" would hold up the first 20 aircraft on the production line, although in no case for longer than 30 days. The company did not have the means to immediately increase the production rate of the aircraft, and some officials acknowledged that they had under1 - - - - - - 231'-4· - - - - - - ' \ . estimated interest in it and the fierce (70.5m) competition among airlines seeking early slots on the production line. The first 747-438 for Qantas, for example, was about four months late 0 when delivered on August 11, 1989, and the first 747-B3 for UTA was five WL • . . . . GROUND UNE months in arrears when the airline 0.0 2S-S. I I I 1--78'-11.5·-j 1--10',1. received it on September 22,1989. (7.7m) (24.0m) (3.Om) Production-line difficulties at • 1211 Everett persisted. Boeing had gener(64.3m) ously offered each airline a tailormade internal configuration. It was an age when every airline employed an interior designer and a work-efficiency expert, so the manufacturer quickly found itself obliged to relocate galleys and toilets, and even to change the color shades of warn747-400 ing labels on the inside of the cabin. PRINCIPAL DIMENSIONS Coupled with the added cost of offering this unusual degree of flexibility, the manufacturer found itself This three-view general arrangement drawing shows a generic 747-400 with coping with quality control issues, dimensions that can vary slightly from one variant to another. (Boeing) and in many cases forced to order

the era, and encouraged expectations that the Dash Four Hundred would become a big success.

late 1989 to raise that figure to five. Only then did Boeing finally decided to drop the three-pilot "classic" 747s from production, although they would continue to roll off the lines for three more years. In 1988, with more than 100 firm airline orders on the accountants' ledgers, Boeing acknowledged that its ambitious developmental pro-

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28

AIRLINER TECH ..

Not a real photo of an actual aircraft but, rather, the 1980s version of digital photographic manipulation, this marketing image was created to show customers what the new 747-400 would look like, and was widely circulated while the first flights were taking place. The snazzy, executive-style paint design is somewhat different from any that appeared on an actual airplane. (via Michael Stroud) re-work after an aircraft had been regarded as finished. Regardless of all the sudden changes, Boeing ended up doing a superb job of getting Dash Four Hundreds to the airlines, none delayed by more than a few weeks.

Certification of the 747-400 in Europe foundered when civil aviation authorities insisted that the 747400 was a new aircraft type. The

structural clearances previously granted to the 747-300 "classic" were held not to apply to the new airliner. As a new type, the 747-400 failed to

INTO SERVICE

The Federal Aviation Administration (FAA) certificated (the correct word, "certified," is not used) the first 747-400 on January 9, 1989, and it entered service with Northwest. The airline took the rather unusual step of introducing the aircraft on a flight between Minneapolis and Phoenix, on February 9,1989. Northwest began international services on June 1 with a flight from New York to Tokyo, although by then Singapore Airlines had stolen the show with an inaugural flight from Singapore to LondonHeathrow the previous day.

An important moment in the history of what may be the world's best-known jetliner: The date is September 10, 1993, and the 1,000th Boeing 747 is emerging from the Everett production line. Line number 1,000 was a Boeing 747-412 model, cln 27068, registered as 9V-SMU. The aircraft made its first flight on September 24 and soon afterward was delivered to Singapore Airlines. (via Michael Stroud)

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The flight deck of the 747-400, showing the aircraft with observer seats and crew rest compartment located behind the second observer's seat. (Boeing)

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meet updated requirements for tolerance to structural damage. Specifically, authorities decided that the upper deck floor was not strong enough to meet the requirement that the aircraft survive a sudden decompression caused by a 20-square-foot hole without potentially catastrophic damage to control cables and vital wiring. Airlines and government regulators on the continent quickly came to a compromise that enabled the 747-400 to be issued a Joint Airworthiness Requirement (JAR) certification. The problem had been discovered only months before the first delivery to KLM Royal Dutch Airlines and Lufthansa. Thanks to quick action, the JAR gave KLM and Lufthansa's first Dash Four Hundreds 90-day JAR-type certificates, and Boeing agreed to produce retrofit kits to strengthen their floor beams and separate their control runs. The 747-400s were delivered to the airlines on May 18 and 23, respectively. Subsequent new 747400s emerged from the factory built to the improved standard. The first Rolls Royce-powered 747-400 went to Cathay Pacific on June 8, the same day that the British Civil Aviation Authority issued its type certificate. It was the following year, 1990, when the RB.211-powered version became generally available to airlines. PRODUCTION PROBLEMS

CAPTAIN'S PANEL

From the very first flight of the initial 747-400 until today's long-range airline operations, the captain's yoke has gone largely unchanged. This drawing shows yoke, multifunctional displays, and lighting controls. (Boeing)

30

AIRLIlVERTECH ...

Between 1985 and 1990, the manufacturer received orders for 450 airliners in the 747 series, of which all but 100 were for the 747-400 model. The number of orders leaped from seven in 1988 to 62 in 1990.

The center panel located between the captain and first officer contains two EICAS (engine indicating and crew alerting system) displays (upper and lower) and other instruments. (Boeing)

In April 1993 the manufacturer announced a Performance Improvement Package (PIP) for the basic 747-400, to be incorporated on later production aircraft, and provided a retrofit package for existing 747400s. The PIP provided for increased gross weight, included an improved composite tailfin fairing and a revised fuel transfer system, and drag improvements to the spoilers (which had tended to lift slightly in cruising flight). This was one of many improvements to the basic design being studied by Boeing, although most never progressed further than the drawing board. By the time the 1,000th Boeing 747 was rolled out of the Everett factory, fully 270 of the aircraft in the total were 747-400 models, which quickly replaced the" classics" to become the only model in production. On September 10, 1993, ship number 1,000 made its appearance. It was a Boeing 747-412 model, c/n 27068, registered as 9V-SMU. The aircraft made its first flight on September 24 and soon afterward was delivered to Singapore Airlines. By the 1990s, Boeing was assembling Dash Four Hundred airliners in four distinct versions (see chapter four). These are the familiar passenger-carrying jetliner; the Combi, which carries both passengers and cargo; the 747-400D domestic version; and the 747-400F freighter. This last model appeared in 1993 and was billed as being capable of hauling more cargo than any other freight aircraft built in the West. The 747-400 was also directly responsible for the employment of 32,900 Boeing employees, plus tens of thousands

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This view of the first officer'S panel (not including the yoke) shows the principal multifunctional displays and instruments used by the co-pilot. (Boeing)

BOEING

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A Singapore Airlines 747-400 "Megatop" (the carrier's trade name) ready to touch down. The mainwheels do not need to be anything approaching level until contact is made. (via Robert Hewson)

Air Canada began flying its Boeing 747-400 jetliners in April 1992 from Toronto and Montreal, with destinations at Los Angeles, London, Paris, and Frankfurt. This example is still attached to the tow bar and won't be going anywhere until the tractor disconnects. (via Michael Stroud)

32

AIRLINERTECH ..

of subcontractors in the United States and abroad. There continued to be speed bumps as Boeing employees went on strike for 90 days in 1995 and 60 days in 1996. In 1997, Boeing had to shut down the Everett production line for 20 days; they continued to address problems posed by integration of new employees and techniques. Boeing sustained losses of $2.6 billion because of penalty clauses for late deliveries.

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Today, the future of the Boeing 747-400 is being defined. This is happening at a time when most airline companies are replacing fourengined aircraft with twin-engine models on many routes, especially those of medium length such as the 2,556 miles (4,115 kilometers) between Los Angeles and Honolulu.

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Viewed from below on the side opposite the jetbridge, United's Spirit of Seattle II typifies the working 747-400 in its element. This angle gives us a good look at the very strong and flexible nose wheel unit and at the access door for the forward luggage pit. (Bill Crimmins)

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The world's international airports have the taxiways and ramp space to handle the 84-foot 6-inch (25.06 meter) footprint of the main landing gear trucks as well as the 211-foot (64.03-meter) span of the wing. However, from some angles (jor example here, as Air Canada is taxiing at Washington Dulles) the 747-400 can appear cramped by its setting. Note that this aircraft is moving into a sharp left turn with its nosewheel askance. (Bill Crimmins)

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The technical achievements that "sold" the 747-400 to the world's airline carriers were also powerful sales arguments when Boeing sold a VIP transport to the Japanese government. As a result, Japan's prime minister is the only world leader who has a newer, higher-tech aircraft than the U.S. president (who must be content with a Boeing 747-200 "classic"). Newly assigned the Japan Air Self-Defense Force serial 20-1102, this is the se~ond of two 747-47Cs in JASDF hands. It's line number 839, cln 24731,formerly registered as JA8092. (Bill Crimmins)

Boeing is also confronting economic challenges as it has at several junctures in the history of the Dash Four Hundred. Already battered by a sagging economy and aggressive competition from Airbus, the manufacturer reacted to the September 11, 2001 terrorist attacks on the U.S. (and the painful, subsequent loss of the Joint Strike Fighter contract) with massive layoffs and serious belt-tightening. This is happening while hundreds of perfectly good 747 "classic" airliners have suddenly become dead weight to the airlines that own them-their technology too outdated for today's air traffic environment and their operating costs too high. The Boeing 747-400 remains a moneymaker for most of its operators, but some Dash Four Hundreds are being parked in the desert along with "classics." As airlines operate fewer flights, twin engines are

34

favored over four and even the newest and shiniest 747-400s are

sometimes being replaced by 757s, 767s, and 777s on many routes.

The nose cribbing and scaffolding used on the nose of the Boeing 747-400 production line. The aircraft shown here is a 747-400F freighter under construction for Polar Air Cargo. Games c. Goodall)

--AIRLINER TECH..

Once Boeing had resolved early production problems with the Dash Four Hundred passenger aircraft, it proceeded with longstanding plans to build a freighter version. This artist's conception of afuture 747-400F freighter was released in 1992, the year before a reallife aircraft appeared. The paint design was altered somewhat, but the basic design had been finalized by the time this image appeared. (Boeing)

More than 50 percent ofafinished 747-400 (as measured by cost) was the result ofwork performed offsite by subcontractors. However, final assembly of the 747-400 took place at the 7S0-acre site at Paine Field, near Everett, Washington. The assembly site is reportedly the world's largest building (as measured by volume), built at a cost of $200 million. The shop floor is pristine and, perhaps surprising to some, the noise level quite low. (via Michael Stroud)

Long after it began assembling 747-400 passenger airliners, Boeing began building 747400F freighters, which are built on the same Everett line but lack the stretched upper deck (5 UD) of the people-hauling version. This look at the first 747-4R7F for the Luxembourg-based freight hauler Cargolux shows a worker (lower left) examining the leading-edge flaps and highlights the complex scaffolding needed to work on a modern airliner in a busy factory. (via Michael Stroud)

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The $200 million Everett building is truly a place for "assembly" rather than "production," since aircraft are essentially brought together, rather than created. Major structures, engine nacelles, and subassemblies come from Northrop, which in turn receives upper-deck fuselage frames from Daewoo. The result is a "mating" as shown here on the pristine shop floor, with the 747-400 being transformed into the sum of its parts. (via Michael Stroud)

36

AIRLINERTECH

This is a view of the upper fuselage ofa 747-400 being assembled and looking into the partially completed forward section from where the very distinctive hump of the aircraft is flared into the fuselage. (James C. Goodall)

The view from the assembly scaffolding dubbed the "erector set" by shop workers, looking down toward the right wing and engines ofa soon to be completed 747-400. (James C. Goodall)

This shot, taken at the Everett factory during nose assembly build-up shows the right side upper cabin door and assembly detail. Games c. Goodall)

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The ladder facing the number four engine nacelle and the maintenance worker atop the engine provide a sense for the size of this Air China Dash Four Hundred, although the size of the winglets is exaggerated by their proximity to the camera. (via Michael Stroud)

A gathering of jetliners at Everett, where a state highway passes within a short distance of a flight line filled with sky giants. That's a Boeing 767 in the right center-a widebody used on some of the same routes as the Dash Four Hundred but with half as many engines. The other aircraft are 747-400s, including examples from Cathay, Korean, Lufthansa, KLM, and British Airways. (via Robert F. Dorr)

38

AIRLINER TECH ...

DETAILS

TECHNIC

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ihe maintenance manuals for a 747-400 used by one airline , fill the entire wall of a large hangar up to a height of six feet. The narrative which follows is an attempt to summarize key points about the principal features of this aircraft, including cockpit, engines, fuselage, landing gear, wing, and tail. Perhaps not surprisingly, many of these features are significantly different from those of the "classic" 747-100 through -300 models. Not the least of which, of course, is the flight deck, where reduced flight crew size is an important consideration to airline operators in today's tight economic environment. •

WALK-AROUND CHECK

had remained little changed since the dawn of aviation. The key component of the EFIS cockpit is a digital primary flight display (PFD) that replaces the round-dialed, analog instruments of earlier airliners, including earlier 747s. A bit surprisingly, however, Boeing decided not to give the 747-400 the same flight deck features as its three other production airliners (the 757 and 767, plus late-model 737s). While United Airlines, for example, assigns pilots interchangeably to the 757 and 767,

pilots current in the 747-400 hold qualifications unique to that aircraft alone. The 747-400, of course, is the only one of the four current Boeing prod uction airliners with four engines, a factor in the decision to forego cockpit commonality. In 1988 when the change to a digital-display cockpit was introduced, not all pilots were ready for a glass cockpit. Yet almost everything in the 747-400 cockpit is, in fact, digital. In all, the glass cockpit of the 747-400 makes use of six 8x8-inch

TWO-PILOT COCKPIT

Considering that the highestdensi ty version of the 747-400, employed on domestic routes in Japan, can haul a staggering total of 624 passengers, it still seems remarkable to some observers that only two pilots fly this huge aircraft. Nevertheless, the two-pilot cockpit has become standard on nearly every large airliner now being manufactured. Technology replaced a human navigator on most airliners as long ago as the 1950s. An even faster pace of technology replaced the flight engineer in the 1980s. To be sure, replacement aviators are still brought along on extreme duration flights of more than 8 hours more, but at all times the fate of this huge aircraft is in the hands of two people. From the beginning, the 747-400 was designed for an electronic flight instrumentation system (EFIS) to replace those clunky gauges that

The flight deck of the 747-400, as seen here with backlighting inside a hangar in April 2001. Flight, engine, and system information is displayed on six Collins 8x8-inch cathode ray tube (CRT) displays, five on the main instrument panel and the sixth at the center of the pedestal between the two flight management computers (FMCs). The displays are a dramatic contrast to the round dials of yesteryear and differ in size and shape from those on the 757 and 767 airliners. The seats for the captain and first officer are reclinable, have adjustable lumbar supports, and sheepskin seat covers, and are adjustable in the vertical and horizontal directions with 3 inches of additional aft movement when compared to previous 747 models. (Nate Leong)

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The forward tip of the 747-400 contains what might be considered wasted space, since the relatively large radome covers a very small radar dish. The basic 747 design, dating to the original "classic" models, was deliberately arranged to keep the flight deck high above the main fuselage. That way, the aircraft has the potential to be converted for loading from the nose. In the three decfldes since the first 747 went aloft, miniaturization has made it possible to do a better job with a smaller, lighter radar dish in the nose. (James C. Goodall)

(200x200-millimeter) cathode-ray displays to provide the two-pilot crew with information on flight and systems operation. United Captain Robert Beavis points out that the only old-fashioned instruments left on the Dash Four Hundred panel are the clock, "which is the most complex instrument to set correctly," plus a standby gyro, air speed indicator, altimeter, and wet compass. "Everything else is displays instead of dials." In the Dash Pour Hundred cockpit, the captain's left-hand PPD provides a cathode-ray tube presentation of the basic performance of the aircraft (airspeed, altitude, attitude, and vertical speed), as well as its heading (compass). Most prominent of these measurements is a rectangular altitude display that shows aircraft attitude information gleaned from the inertial reference system. To the left of this box is the vertical tape airspeed indicator (to measure climb or descent). The air data computer is the source of all airspeed information on the PFD. The captain's right-hand navigation display screen uses a silhouette of the aircraft as a guiding symbol. This display has four modes, and provides information on approach, very-high-frequency omnidirectional range (VOR), map, and flight plan. The crew can superimpose color weather-radar images to provide information on potentially dangerous conditions. PRIMARY FLIGHT DISPLAY

Details of the nose wheel assembly of the 747-400 as viewed from the right side of the aircraft-that is, the airliner is pointed from the viewer's left toward the viewer's right. Games c. Goodall)

40

AIRLINER TECH

The primary flight display had undergone periodic improvements since the 747-400 was introduced. An important retrofit is the overlay of the traffic-alert and collision avoidance system (T-CAS) pitch commands and vertical speed cues. These are shown on the attitude

now! Climb, climb now!" 747-400 pilots can also use the navigation display in some modes to call up a plan view of surrounding traffic equipped with T-CAS. The aircraft also has a ground proximity warning system (GPWS), which provides a screen display and, when necessary, a voice prompt. FLIGHT DECK

The inboard main landing gear assembly of the 747-400 as viewed from the left side of the aircraft. Games c. Goodall)

indicator display and the vertical speed display respectively, both in red. The system is designed to prevent mid-air collisions or traffic conflicts. The PFD will show these displays instantly when an intruding aircraft (so long as it has a transpon-

der) comes too close. The symbols tell the Dash Four Hundred pilot where to fly to avoid a "mid-air." T-CAS also gives the captain and first officer voice prompts, ranging in urgency from the preliminary "Traffic, Traffic!" to "Climb, climb

Of course, even the highest of high-tech aircraft has the same basic flight controls found on a Cessna 140 or a B-1B Lancer bomber. There are, after all, only so many variations on yoke, rudder pedals, and throttle. As 747 pilot Robert L. Burns puts it, the jetliner "has a yoke like old flying machines with rudder pedals that have brake pedals incorporated in them, and a center console with four thrust levers (throttles). The rudder pedals also have limited nose wheel steering."

This view from the rear fuselage shows the wing, trailing-edge flaps, and winglet of the 747-400. Note that the variable-camber flaps, which lie flat when retracted, assume their camber when extended as seen here. The 747-400 also has leading-edge flaps that are not visible here. Games c. Goodall)

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The size and complexity of the 747-400 is symbolized by the number of hatches found on the aircraft, no fewer than 13 doors as shown in this side plan view. (United Airlines) The two pilots sit on a flight deck situated fully 29 feet above the ground, roughly 100 feet in front of

the main landing gear, and 12 feet in front of the nose gear. The pilots maneuver this large aircraft around

1I0EINC747

busy terminals while being so high up and so far forward. Yet in spite of the enormous size of the Dash Four Hundred, the flight deck is essentially the same size as that of the earlier Boeing 707. That aircraft usually carried a crew of four (two pilots, navigator, flight engineer). The Dash Four Hundred uses the extra seat space for two" observer" seats, directly behind the two pilot seats, which are used when a second flight crew is carried on long flights or when an FAA inspector is riding along. The flight deck area also includes two 78 by 30-inch crew rest bunks, also for use when a second pair of pilots is aboard. The pilot seats of the 747-400 were designed for convenience and efficiency. All recline and have adjustable lumbar supports and sheepskin seat covers. The captain's and first officer's seats are adjustable vertically and horizontally and feature 3 inches of additional aft movement from previous 747 models. The first "observer" seat, on the right behind the first officer, is pedestal-mounted and features both horizontal and vertical adjustment. Manual stowage and a pullout worktable are located next to this seat. The second "observer" seat is on a fixed base with stowage space in the base. Optional features include headrests for all seats and electrically operated pilot seat controls. ENGINES

Although its purpose is to illustrate the location of panels on the flight deck, this diagram of the pilots' work area (with seats and some other items removed for simplicity) also gives us a sense for the size and shape of this part of the aircraft. (United Airlines)

42

AIRLINER TECH

From the beginning, the plan was that the 747-400 would be offered to airlines with engines from the world's three principal engine builders: General Electric, Pratt & Whitney, and Rolls-Royce. All three companies manufacture turbofan engines of a new generation, referred to by some as third-generation turbofans. These engines are

cumference and has a thrust rating up to 62,000 pounds (275.8 kN). It uses new-technology, single-crystal turbine blades and is controlled by a full-authority, engine digital control (FAEDC). It also has a larger fan and MIXER ASSEMBLY is credited with reducing fuel consumption by 7 percent as compared EXHAUST to the same manufacturer's JT9D CONE FUEL PUMPSI --e<~ FMU engine, from which it is derived. Users of the P&W engines include Air Canada, Air China, China Airlines, Korean Air Lines, Northwest Airlines, Singapore AirDEDICATED ALTERNATOR lines, and United Airlines. General Electric manufactures ROLLS-ROYCE RB211 ENGINE the CF6-80C2, which became the second engine to be chosen for the British Commonwealth carriers operating the 747-400 prefer the Rolls-Royce 747-400 and has subsequently RB.211-524G and -524H high bypass ratio turbofan engines, which are derived become the most popular. Its thrust from the RB.211-524D4 but with a wide chord fan, full authority fuel control, low rating is listed as 57,000 pounds (253.65 kN) although all thrust ratemission combustor, and integrated exhaust nozzle assembly. (Boeing) ings are, of course, based on a varibigger and more powerful than the current series of PW4000 turbofans. ety of factors induding temperature engines of even a decade or two The PW4056, initially known as the and altitude. The GE engine, whose first 747ago. Indeed, the improvements in PW4256 and tailored to the 747-400 has a 7-foot lO-inch (2.4-meter) cirwas KLM Royal Dutch 400 customer engine power and efficiency probably mark the biggest change in airline flying in recent years. Were it not aerodynamically impossibleand distinctly uncomfortable for all on board-the engines on a Dash Four Hundred would enable the aircraft to fly straight up. It should be added that the Dash Four Hundred was meant to use these engines to travel farther. As compared to the 747-300 "classic," maximum fuel capacity rose to 44,640 gallons (202,940 liters) from 43,640 gallons (190,380 liters). Depending on the power plant chosen, the 747-400 was designed to offer 7 to 11 percent greater fuel efficiency than the -300. After receiving the nod from launch customer Northwest Airlines, Pratt & Whitney drew the distinction of supplying power plants for the first 747-400 airframe and, hence, the first flight. In the 1980s The General Electric CF6-80C2 turbofan engine became the most numerous power the company began to develop its plants used by the 747-400 series. (General Electric) AIR SCOOP

FULL AUTHORITY FUEL CONTROL

BOEING

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This view, emphasizing the easy accessibility of the huge Pratt & Whitney 4000-series engines to ground maintainers, was released to mark the delivery of the 2,OOOth engine in the series in June 1999. The 94-inch diameter of the engine's fan unit enables the power plant to fit inside a nacelle so large that a man or woman can stand fully erect inside the air intake. (Pratt & Whitney)

Airlines, was an improved version of an earlier CF6 variant improved with the addition of an extra low-pressure compressor stage (to total four) and was controlled with a FADEC. Like its P & W competitor, the CF6-80C2 used new, stronger materials in its turbine blades and included an extra (fifth) turbine stage. Carriers that chose the General Electric power plant include Air France, All Nippon Airways, Asiana Airlines, Atlas Air, Cargolux (which also has Rolls-powered Dash Four Hundreds) EVA Air, Garuda Indonesian Airways, Japan Airlines, KLM,

44

Kuwait Airways, Lufthansa, Malaysia Airlines, Philippine Airlines, Thai Airways International, and UTA. General Electric turbofans also equip 747-400s operated by the government of Brunei and by Japan Airlines for the government of Japan. ROLLS POWER

Rolls-Royce (R-R) provides 747400 airliners operated by British Commonwealth airlines with its RB.211-524G and -524H turbofan engines. These engines are rated at 58,000 pounds (258.1 kN) and 60,000

---AIRLINER TECH ..

pounds (267 kN) thrust respectively. Because the engine is manufactured at the former Rover Car Co. facility at Barnoldswick, in northwest Yorkshire, England, the "RB" prefix signifies Rolls Barnoldswick. The launch customer for the R-R 747-400 engine was Cathay Pacific Airways. The RB.211 was, in many respects, a product of the reorganization that followed Rolls-Royce's darkest hour- its bankruptcy in 1971. The company recalled its former whiz kid, Stanley Hooker, who masterminded a complete redesign of the basic RB.211 design. The result is that by 2001, the builder had manufactured at least 3,400 RB.211 engines, including the nofrills -535 version selected by most users Of the Boeing 757. With its RB211-624G/H models, R-R was last among the big three engine makers to gain certification for the 747-400, in 1990. The R-R engine for the 747-400, like previous RB.211s, is triple-shaft configured, but unlike any previous 747 engine provides wide-chord fan blades, identical to those introduced on the 535E4 for the 757 and regarded as especially resistant to bird strikes. Since introducing its 747-400 power plant, R-R has upgraded the engine with the advanced Trent 700 (formerly, the RB.211-700) high-pressure core, making the RB.211-624G/H part of the maker's larger family of Trent engines. Operators of Rolls-powered 747400s include Air New Zealand, British Airways, Cathay Pacific, Qantas, and South African Airways. Commenting on the three engine choices available to 747-400 operators, a power plant expert said: Typically an engine maker will boast when something is cheaper or has higher performance compared to earlier products. Getting more compression or extracting more

power with fewer stages is something to boast about, but the maker of the CF6 would might not take pride in, or publicize, the extra stub stage in the compressor and the extra turbine stage. That is an effective way to increase thrust and/ or reduce fuel consumption, but the trade-off is cost (more parts) and more maintenance (more parts). It is more logical to feel good when you have something that's logical, like Rolls-Royce boasting about bird resistant wide-chord blades. The three engine choices available on the Dash Four Hundred are identical to those available on the Boeing 767, so the builder has been able to design some commonality into engine pylons and nacelles. The nacelles are identical for each of the engine choices. All have a cowling diameter of 8 feet 6 inches (2.6 meters). All three engine choices are completely up-to-date on worldwide noise requirements, prompting the manufacturer to claim that engine noise from today's 747-400 is half of what it was on the original 747s delivered in 1970.

I

r

WHrTE

NAVIGATION c:===;~=?-f/ AND STROBE UGHTS

1

WING SCAN UGHTS-LEFT ANDRIGoHT

RED ANTICOWSION LIGHT (BOTTOM)

RED ANTICOWSION UGHT (TOP)

RUNWAYTURNOFF L1GHT·LEFT AND RIGHT

RED NAVIGATION AND WHITE STROBE LIGHTS ----------

\

EXTERIOR LIGHTING

The exterior lighting arrangement on the Boeing 747-400. The arrangement conforms to international agreements for the locations and colors of various lights. (Boeing)

for lavatories on the main deck, with six more "upstairs" giving an airline customer enormous flexibility, and

121 different lavatory configurations! Similarly, the aircraft had numerous "utility hook-ups," offer-

FUSELAGE

In "green" condition (unfinished, as it emerged from the factory), the basic 747-400 airframe was actually much lighter than the 747300 "classic," but when the aircraft was fitted out for revenue operations it was heavier and more robust. The certificated gross takeoff weight of the aircraft rose to 870,000 pounds (384,630 kilograms) from 833,000 pounds (377,850 kilograms). The cabin interior was also extensively redesigned. The new vacuum sewer system provided two massive 2-inch-diameter waste pipes running the length of the main cabin and the upper deck. These incorporated 33 potential "plug-in" points

Rolls-Royce RB.211 engines in final assembly. (Rolls-Royce)

BOEING

141-400

45

which snared the 747-400 away from the world's largest APU supplier, Garrett. The power unit was derived from the company's line of turboprop engines. A press release credits the PW901A with burning 40 percent less fuel than previous APUs, saving up to $125,000 (presumably, per aircraft) per year. LANDING GEAR

Detail of the forward right side of the 747-400 fuselage, seen at BaltimoreWashington International Airport, Maryland, on March 31, 1991. We are scrutinizing Boeing 747-406 line number 732, with a nice even constructor's number, cln 24000, registered as PH-BFB with KLM Royal Dutch Airlines and first flown on May 23, 1989. This was KLM's second Dash Four Hundred. (Sunil Gupta)

ing a choice of 12 galley areas, with 157 different locations. At the end of the 747-400 fuselage is a Pratt & Whitney Canada

PW901AAPU (auxiliary power unit), different from the APU found on all earlier 747 models. This feature marks a coup for its manufacturer,

ATTENDANTS PANEL

CABIN SERYICES _ _

1~1 C.... ,NlIGHTING

B8B6 ATHNOA""CALL

INDIRECT

o

_

CEIUNG UGHTS-+-,--=__1Ci AUOIOEfUeftT.o.INllEMT _ _

0S CABIN SYSTEM MODULE

It's all taken for granted when we file aboard a 747-400 preparing for a flight, but the passenger cabin lightning system was designed with a great deal of userfriendly thinking directed toward both flight attendants and passengers. (Boeing)

46

AIRLINER TECH ..

The 747-400 landing gear was extensively modified in contrast to the earlier 747 "classics," resulting in a l,800-pound (844-kilogram) weight savings. The 747-400 has 16 main landing-gear tires and 2 nose landing-gear tires. The twin-wheel nose unit retracts forward and apparently has no aerodynamically limiting speed at which retraction can take place. The nosewheel is steerable up to 70 degrees left or right from tillers and up to 7 degrees at high speed by application of full rudder pedal. The main gear consists of four, four-wheel bogies; two, mounted side by side under the fuselage at the wing's trailing edge, which retract forward; two, mounted under the wings, which retract inward. The two center main wheels steer up to 13 degrees when the nose gear is steered more than 20 degrees so long as speed is less than 23 miles per hour (37 kilometers per hour). In flight, the main wheels hang down at what one captain calls a "strange angle," usually with the aft wheels lower on the bogy beam. On retraction they are centered and straightened so that they fit into the wheel well. The landing gear configuration is based on that of the "classic" 747 models, but because the Dash Four Hundred has a greater takeoff weight and makes greater use of digital systems, minor changes have been introduced. The most signifi-

re

cant change is the introduction of carbon disc brake units, replacing steel disc brakes (this change was also introduced in the Boeing 757).

STA

2- STEPS FIRST OBSERVER FLIGHT KIT STOWAGE FIRST OFFICER

455

--t

;"",,---,---p

WING

Quite remarkably, engineers had redesigned the wing of the 747 jetliner no fewer than 10 times by the time the 747-400 wing was finalized, although most changes were internal and therefore not visible to the eye. The wing of the 747-400 spans 213 feet (64.92 meters) when the aircraft is fully fueled or 211 feet 5 inches (64.6 meters) otherwise, is swept at 37.5 degrees at quarterchord, and has an aspect ratio of 7.0. The wing is 17 feet (5.2 meters) greater in span than the wing of the 747-300, but is lighter. The wing has a surface of aluminum alloy, dualpath, fail-safe material and is distin-

MAIN PANEL

SECOND OBSERVER STA

456

CREW REST BUNKS:

7B" x 30" FUGHT DECK AND CREW REST ARRANGEMENT

OPTIONAL SEAT FOLDS UP

An overhead view of the flight deck with the nose of the aircraft to the viewer's left. This view encompasses the seats for captain and first officer, the two observer seats for relief crewmembers located immediately behind the pilots, and the crew rest bunks. The ergonomic layout of the flight deck claims to reduce the workload of the 747-400 flight crew during either normal or abnormal operations. (Boeing)

The 75th Boeing 747 for Japan Air Lines (of all models) is this 747-446 taking shape on the factory floor at Everett. (via Michael Stroud)

BOEING

141-400

47

guished (on most examples of the aircraft) by the ubiquitous, carbonskinned winglets. The extension of wingspan measures just 6 feet (1.83 meters) while the angled winglets have a maximum span of 2 feet 11 inches (.9 meter). A 747-400 wing weighs 28,000 pounds (12,700 kilograms), and measures 5,600 square feet (524.9 square meters), an area broad enough to hold 45 mediumsized automobiles or 8 World War 1era Curtiss JN4-D Jenny biplanes. The adoption of winglets was essentially a compromise that enables airline operators to conserve fuel while keeping the span of the wing within reason for operation on crowded airport hardstands. It might have been easier simply to give the Dash Four Hundred greater span and~ing area, but that would have complicated operations near

INLET ANTI-ICE DUCT

Close-up of Rolls-Royce engines on a 747-400F freighter operated by Cargolux.

(Rolls-Royce).

PRECOOLER (STRUT MOUNTED) ELECTRICAL DISCONNECT

PRESSURE REGULATING AND SHUTOFF VALVE PRECOOLER EXHAUST

TO AIR DRIVEN HYDRAULIC PUMP ON ENGINES 1 AND 4

(COWL MOUNTED)

P&WA PT2/TT2 PROBE

F~~~~~~~~~\-:EX~VHAUST ACCESS

PLUG

NOZZLE EXHAUST SLEEVE

STARTER VALVE OVERBOARD DRAINS THRUST REVERSER COWL

PRATI AND WHITNEY PW4000 ENGINE

The Pratt & Whitney PW4256 high bypass ratio turbofan engine, the first 747-400 power plant to take to the air, is a derivative of the JT9D-7R4G2 but with an extra 1.5 bearing, shorter com buster, advanced aerodynamic shape, and full authority electronic engine control (EEC). The engine is rated at 56,750 pounds static thrust at sea level for takeoff. (Boeing)

48

_i

AIRLINER TECH ..

the gate and on the taxiway.(As an aside, some Classics are now being fitted with winglets.) According to the builder, the additional 6-foot (1.8 meter) wingtip extension and winglet adds nothing to the weight of the 747-400 wing. A weight savings of approximately 5,000 pounds (2270 kilograms) was achieved in the wing by using new aluminum alloys that offset the weight increase of the wingtip extension and winglet. The wing, nacelle pylons, and nacelles of the aircraft make extensive use of Kevlar and other graphite materials. 747-400

TAIL

In contrast to the 747 "classic" airliners that preceded it, the Dash Four Hundred introduced extensive changes to its tail section. The hori-

As seen from beneath the wingtip of a 747-400 being assembled in the Everett factory, this is a detailed view of the outboard leading edge slats, showing the color variations in aircraft metals and composite materials prior to painting. Games c. Goodall)

PRESSURE REGULATING AND SHUTOFF VALVE TO AIR DRIVEN HYDRAULIC PUMP ON ENGINES 1 AND 4

TAl. SUPPLY DUCT

FULL AUTHORITY DIGITAL ELECTRONIC CONTROL (FADEC)

STARTER DUCT PNEUMATIC STARTER VALVE PNEUMATIC STARTER

IGNITION UNITS DRAIN MAST HYDRAULIC PUMP -

_

INTEGRATED DRIVE GENERATOR

GENERAL ELECTRIC CF6 ENGINE

The Dash Four Hundred airliner's most widely-used power plant is the General Electric CF6-80C-BIF high bypass ratio turbofan engine, a derivative of the CF6-50E2 but with a shorter overall length, larger diameter fan, four-stage booster compressor, shorter combuster, core-mounted accessory gear box and engine accessories, and relocated engine mounts. (Boeing)

BOEING

141-400

49

This three-quarter-rear view shows the right wingtip and winglet of a 747-400 nearing completion at the factory. (James C. Goodall)

zontal tail has a 3,300-gallon integral fuel tank between its front and rear spars. The fuel tank increases range by about 400 miles (644 kilometers). The horizontal tailplane has a span of 72 feet 8 inches (22.10 meters) and it actually boasts more area than the entire wing of a 727 airliner. The horizontal stabilizer consists of left and right outboard sections attached to a center section with close tolerance lockbolts. The total travel of the stabilizer is 15 degrees. A stabilizer position indicator system uses three transmitters to provide the flight crew with information. The stabilizer control system trims the aircraft longitudinally (in pitch) by varying the horizontal stabilizer angle of attack. The rear surface of the horizontal tailplane consists of a four-piece elevator attached to the rear spar of

This view of a 747-400F freighter being assembled in the Everett factory illustrates the type of scaffolding employed on the production line and provides a revealing look at the tail structure. (James C. Goodall)

50

AIRLIlVERTECH

All that attention to the wing of the 747400 produced a complex and magnificent wing structure, spanning 211 feet 5 inches (64.44 meters), weighing 66,000 pounds (29,980 kilograms) and with flight surfaces everywhere. In this front view of a 747-400, we can see the inboard Kreuger leading-edge flaps, the simpler leading-edge flaps between engines, and the four sets of trailingedge flaps. The aircraft is extremely stable, just as its great size and bulk suggests, and the wing flight surfaces perform brilliantly. (Andre Ran)" the horizontal stabilizer, with four hydraulic actuators plus controls and an elevator feel system. The elevator feel system prevents overcontrol in pitch and causes an increasing artificial force to react against control inputs as speed increases. The fin and the rudder of the 747-400 also have been redesigned. The vertical stabilizer (fin) consists of a front spar, rear spar, ribs, stringers, and skin, which together constitute a beam. Two rudders (upper and lower) are used for control, trim, and automatic rollout in the yaw axis. The upper rudder has increased travel and three triple-

GlARESHIElD FLOODUGIfT

FLIGHT DECK LIGHTING

The lighting configuration of the pilots' flight deck was the result of considerable thought and effort and was completely reworked in contrast to 747-400 "classic" models. (Boeing)

BOEING

741-400

51

IDlING ?4?-4DD

MAINTENANCE MANUAL

UPPER RUDDER

OUTBOARO ELEVATOR

The complexity of the flight surfaces on the -400, especially the leading-edge flaps, which have 14 distinct surfaces, is illustrated in this look from above and below. (United Airlines) valve actuators. The aircraft height of 65 feet 5 inches (19.94 meters) as measured from runway to fin tip is unchanged from the earliest 747 model to the latest, as is the exterior shape of the vertical fin. The vertical stabilizer is designed with a removable leading edge. LIGHTING

.

LEAOING EDGE FLAPS KIlUEGER FLAPS

12 11

.

VARIABLE CAilliER FLAPS

~

13

The engineering team at Boeing devoted considerable time and attention to lighting on the aircraftfrom the illumination provided within the passenger cabin to the white strobe light at the very rear tip of the fuselage tail cone. The systems manual for the aircraft tells us that the flight deck includes floor lights, dome lights, map lights, utility lights, indicator lights, and integral instrument lights, each designed and positioned with considerable care by ergonomic experts. In the passenger cabin, lighting is controlled by the ACESS and is completely programmable. On the outside of this big aircraft, the exterior light installation was configured with careful thought given to reliability and ease of maintenance. Most lightning control switches are above the pilots in the forward edge of the forward overhead panel while in some cases there are switches in the compartments being lighted.

10 9

Flight Control

a

7 6

5 4 3 2 1 1E

Surfac~s

This Singapore Airlines 747-400 is receiving attention, apparently at the factory at Everett. Yes, there is a main entry door located on the right side of the forward fuselage, even though airliners in service are almost always boarded from the left side. (via Michael Stroud)

52

AIRLINER TECH

--

--

747-400 '~"I-ARIANTS THE MAIN MODELS IN USE rom the beginning, the prima. ry object with the 747-400 was to make the aircraft better. That meant improved systems, simplicity of operation, and the flexibility to develop various models for various applications. Increasing passenger capacity was never an important motive. After all, the SUD of the late "classic" 747-300 added useful capacity to the basic design and marginally reduced average seat/mile costs. Nevertheless, with a passenger capacity of 374, even the earliest Boeing 747-100s held more travelers than any of their competitors. Increasing the aircraft's capaci-

F

ty did not provide much more of a competitive edge. It was newness, not size, that counted-improving upon a basic design that looked distinctly old-fashioned when compared to aircraft such as the Boeing 757 and 767, and the early Airbuses. New-technology power plants, advanced materials, new aerodynamics, and state of the art systems were the key to the Dash Four Hundred and to the flexibility that made possible the aircraft variants described in this chapter. The following is an attempt to provide the principal characteristics of the different kinds of 747-400.

Included are some variants that were studied but not built, as Boeing shifted its perception of the market over the years. It should be remembered that every airline carrier has its own special needs; these needs change from time to time, and the software beneath the skin of a modern airliner is constantly being upgraded.

747-300A For a brief but intense period, Boeing devoted engineering efforts to a longer-range Boeing 747-300A "classic" with longer-span wings,

The first Boeing 747-400F freighter takes offfor its maiden flight at Everett, Washington, on May 4, 1993, wearing the U.S. civil registry N6005C that was assigned for test purposes. The aircraft, a 747-428F intended for Air France as F-GlUA, was not delivered to the French airline, which decided to purchase Combi models instead. The aircraft was placed in storage in Arizona for a time before being delivered to Cargolux on September 13, 1995, with the registry LX-lCV (Boeing)

BOEING

141-4~~

53

On September 4,1988, Boeing arranged this photo opportunity to compare the 747-400 and the 737-400. That month, the first example of the smaller aircraft was delivered to Piedmont Airlines, while the first 747400 went to Northwest Airlines on January 26, 1989. The difference in size? The 747 has a 232-foot (70.7meter) fuselage length; the 737's is just 119 feet 6 inches (36.4 meters). The larger flying machine is, of course, line number 696, constructor's number 23719, registered as N401PW-the first ship in the series, and the very same Dash Four Hundred that first went to Northwest. (Boeing)

increased fuel capacity, and new engines. This aircraft would have been marginally more capable of handling long-distance routes. How-

ever, it would have retained most of the drawbacks of the "classics" in the digital age-not in the least the administrative headaches and costs

of a three-pilot aircraft. This model would have been old enough to have the drawbacks but new enough to need a lengthy period of develop-

The cargo-hauling freighter version of the famous Boeing jetliner has winglets but lacks the stretched upper deck found on most passenger models. "Mega Ark," Singapore Airlines' term for its 747-400 freighters, is a Singapore Airlines Boeing 747-412F freighter, line no, 1036, cln 26563, registered as 9V-SFA. (Andre Ran)

54

AIRLINER TECH ..

ment and testing, making it distinctly old-fashioned by the time it entered service. It seemed more a cosmetic improvement than a real advance, and was quickly shelved.

747-400

COMBl

"Two airplanes in one," Boeing calls it. The 747-400 Combi derives its name from offering a combination of passenger and cargo loads on the same deck. A 10xll-foot (305x340-centimeter) cargo door distinguishes the 747-400 Combi; this door is arranged in upward-opening position on the left side of the rear fuselage. The Combi has a strengthened floor in the rear-deck cargo

area and a roller-conveyor system enabling cargo containers to be readily loaded and unloaded. Since its introduction in 1975, the Boeing 747 Combi has helped airlines around the world meet their long-range passenger and cargo requirements. The Combi has a large side-cargo door behind the left wing, plus equipment that removes passenger seats and installs cargo tracks, giving airlines the option of carrying cargo in containers on the main deck behind passengers. This flexibility allows airlines to adapt the interior configuration to meet

Exhibiting the familiar lines of the basic Dash Four Hundred design, this aircraft is the Pratt & Whitney engine-powered Boeing 747-400 prototype (line number 696, cln 23719), alias N401PW.

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

...

(via Michael Stroud)

BOEING

141-4@@

55

This is possibly the very first airline color scheme to undergo a change following its early appearance on a 747-400. Many United Airlines customers and employees liked these colors better than the colors that replaced them (dominated by dark blues and grays). Their appearance in a Dash Four Hundred photo, however, is extremely rare. The large side-cargo door on the main deck allows 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-footwide (2.4-meter) containers, or pallets, up to 20 feet long (6.1 meters). The airplane's main deck can accommodate any container or pallet used in the aviation industry today in lengths of up to 20 feet (6.1 meters).

The Combi can handle large volume shipments such as automobiles, small boats, heavy machinery, drilling equipment, and even small aircraft or hel~copters. 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 747-400 Combi incorporates additional fire protection, a two-crew digital Hight deck, advanced engines, wingtip extension with winglet, and new interiors.

The first Combi went into service with the now-defunct Sabena Belgian World Airlines in early 1974. This was a standard 747-100 passenger airplane, modified by installation of a side cargo door. Boeing delivered the first true 747-200 Combi (with the side-cargo door already installed) to Air Canada in February 1975. Swissair was the first customer for the 747-300 Combi, and KLM Royal Dutch Airlines was first for the 747-400 Combi. The stretched upper deck of the 747-300 and 747-

There is no outward clue that this is a "Combi," an aircraft configured for a mix of passengers and cargo. The location is Toronto and this beautiful aircraft is Boeing 747-433 Combi line number 840, c/n 24998, registered as C-CAGL. The manufacturer delivered this aircraft to Air Canada on February 15, 1991. (Bill Crimmins)

56

AIRLINER TECH ..

400 Combis can accommodate 44 more passengers than the standard 747-200 Combi. The 747-400 Combi is currently the only Combi in production. More than 30 customers operate a total of 144 747 Combis, including 58 747-400 Combis. The convertible, mixed passenger/freight Boeing 747-400M Combi had the same modifications as "classic" 747 Combis, with the same removable and moveable internal bulkhead to separate the passengers and freight and the same 120x134inch cargo door on the port rear fuselage. The aircraft can carry 6 or 12 pallets in the rear fuselage, with its strengthened floor, with some aircraft also equipped to be able to carry a 7th (or 13th) pallet in the tapering part of the rear fuselage. With Extended Twin-Engine Operating Procedures (ETOPS) allowing smaller twins to be used on most routes, there is less need to fly "halffull" 747s, and less "spare capacity" to be filled by freight, so Combi versions of the Dash Four Hundred have been less popular. Despite this, Boeing sold 30-odd 747-400Ms. The first entered service with KLM during September 1989.

AREA MICROPHONE

AFT EQUIPMENT CENTER • VOICE RECORDER (E-8)

o

1-1

--.JI

o

AREA MICROPHONE ULB----t+ll TEST

0

ERASE

I",ICIiOPHO"lE MONITOR

CAPT HANDMICS

FlO FIRSTOBS

OXY MASK MICS

HEADSETS

AUDIO MANAGEMENT UNIT (AMU) MAIN EQUIPMENT CENTER (E2-5)

a o+

D

a o+

VOICE RECORDER AFT EQUIPMENT CENTER (E8)

VOICE RECORDER

The famous "black box" (which in reality is red) is the voice recorder that records the last thirty minutes offlight crew communications. (Boeing)

747-400D Boeing tailored several versions of the 747-400D (for "domestic") for the special needs of Japan's domestic air routes; Japanese airlines were enabled to haul unusually high numbers of passengers (up to 624) over comparatively short distances. The 747-400D combines the cockpit, fuselage, and undercarriage Dash Four Hundred with a "classic"-looking short-span wing without winglets. In fact, the 400D's wing is unique, since it is manufactured from the new alloys and incorporates fittings to allow the extended wingtips and winglets to be retrofit-

Seen on a flight to Auckland, New Zealand, through the lens of New Zealander Jim Winchester's camera, this Korean Airlines aircraft is ready to go in April 2000. HL7478 is the civil registration assigned to Boeing 747-4B5, line number 739, c/n 24199, first flown on July 15, 1989 and operated in the Far East by Korea. aim Winchester)

BOEING

141-400

57

ted by any carrier seeking to shift from short-haul to overseas operations. Unlike the standard Dash Four Hundred, the -400D lacks the crew rest facilities and the tailplane fuel tank, and has a very high-density cabin layout and seating. Boeing delivered 6 747-400Ds to Japan Air Lines and 11 to All Nippon Airways. ANA recently converted one of the latter to full 747400 standard for use on long-range routes. The manufacturer has considerable interest in selling additional short-range, high-capacity 747-400s to China, India, or even U.s. or European trunk carriers.

747-400F The Boeing 747-400F freighter differs from other Dash Four Hundred models in not having the Stretched Upper Deck. This gives the 747-400F a resemblance to the

In May 2001, Emirates SkyCargo, actually operated by Atlas Air, performs 747-400F freighter duty at the new Hong Kong airport. (Sunil Gupta) "classic" -200F model, which ceased production in 1991. The newer aircraft does incorporate the new wing structure, increased span, winglets, auxiliary power unit, carbon brakes, and glass cockpit. The upper deck would be essentially wasted space on a freighter and its floor reduces

the ceiling height on the main deck by nearly 2 feet. This would restrict a longer part of the forward fuselage to 8-foot high containers, while containers loaded via the side cargo door and accommodated behind the "hump" could be up to 10 feet high. Air France ordered 5 -400Fs in 1989,

The cargo 747-400F is especially well illustrated in this view at Taipei International Airport in October 2001. This shot shows us not only the aircraft but also examples of the palletized cargo it carries. Note: both Mainland China and Taiwan use the "B-1" civil registry assigned to China. (Sunil Gupta)

58

AIRLIlVERTECH "1M

but cancelled these in favor of Combis. The aircraft were completed, and the first was delivered to Cargolux in May 1993. About 15 have been delivered to a number of customers, including Asiana, Atlas Air, Cathay Pacific, Korean Air, and Singapore Airlines. Its proponents claim the 747400F has the lowest operating costs per ton-mile of all commercial cargo haulers, with a 15 percent improvement over the 747-200F in fuel burn per pound of payload. Operators include Asiana, Atlas Air, British Airways, Cargolux, China Air Cargo, EVA, Korean, Singapore ("Mega Ark"), and Polar (which has now been subsumed by Atlas).

747-500X/747-600X These are among the aircraft that might have been. In 1996, Boeing was studying projected 747500X and 747-600X designs that would have increased the size of the Dash Four Hundred by lengthening the fuselage. The 747-600X was a design for a 548-passenger aircraft with a range of 8,900 statute miles or 7,750 nautical miles (14350 kilometers). It was expected to introduce a new wing and two body plugs to lengthen the fuselage, one measuring 18 feet 4 inches (5.58 meters) inches forward of the wing and two others totaling 10 feet 2 inches (3.09 meters) aft of the wing. The manufacturer planned to strengthen the fuselage structure to permit a maximum takeoff weight of 1,030,000 pounds (467197 kilograms). The lengthened fuselage would be 262 feet 6 inches (80 meters) from nose to tail. This vastly bigger "super jumbo" would have required a new, four-truck main landing gear with 16 wheels and a newer, broader horizontal stabilizer.

Philippine Airlines' future was unclear at the time this volume went to press, but this Boeing "jumbo" was operating at Hong Kong as recently as May 2001. N752PR is, of course, a registration, but appears routinely on 747-400s belonging to the Philippine carrier. (Sunil Gupta)

u.s.

The never-built 747-500X was described as a truncated -600X rather than a stretched Dash Four Hundred. It would have used fore and aft fuselage plugs to increase fuselage length by 10 feet 2 inches (3.09 meters), making it shorter than the -600X. The 747-500X would have carried 462 passengers up to 10,000 miles (16,093 kilometers) with 10 U.S. tons of additional cargo capacity. .

Boeing never finalized a selection of engine or flight deck for the 747-500X and 747-600X, but was under pressure from airlines to introduce a cockpit compatible with existing 777 models to allow common type ratings for pilots. In May 1996, an agreement was announced between Pratt & Whitney and General Electric which would have resulted in the competitors teaming

Like its neighbor Malaysia Airlines, Thai International has a paint scheme on its 747-400s that might charitably be characterized as unimaginative. HS-TGH is the civil registry assigned by Thai authorities to a ship that was relatively early on the production line, namely Boeing 747-407, line number 769, constructor's number 24458, first flown on February 21, 1990. The location is Schipol Airport in the Netherlands. (Andre Ran)

BOEING

141-4~~

59

II/lfl/I/

111"11111

!illlf/fl!lfll!4fS

Close-up of the forward left side of a taxiing British Airways craft in the twentiethcentury paint scheme that is fondly remembered today. This one is Boeing 747-436, line number 1059, cln 25815, which completed its maiden flight on April 6, 1995 and is registered G-CIVG. (Michael Shayler)

up to jointly develop an 84,000pound-thrust (374-kN) turbofan engine for the new aircraft. At the 1996 Farnborough air show in Britain, some potential customers reportedly told Ron Woodward, president of Boeing Commercial Airplane Group, of their doubts about the economics of these "stretched" 747-400 aircraft designs. The reported sticker price of $230 million (in adjusted 1996 dollars) for a 747-600 was about 40 percent greater than the cost of a standard Dash Four Hundred. Woodward insisted that a need for an even larger aircraft would become obvious in the future-perhaps anticipating Airbus's A380 concept, which evolved at the turn of the century. For the time being, however, the manufacturer set aside the Dash Five Hun-

The "Utopia" paint schemes were introduced by British Airways to mark a new century and a new millennium although, being unable to count, British introduced themat the start of 2000 (the final year of the twentieth century) rather than 2001. Most of the unusual tail designs created by various artists have taken a verbal shellacking from passengers, employees, and critics. This one, seen at London's Gatwick International Airport on April 7, 1999, has fared a little better. The aircraft is Boeing 747-436 line no. 802, cln 24056, registered as G-BNLN. The aircraft had a relatively early slot on the assembly line, having completed its maiden flight on July 27, 1990. (Michael Shayler)

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AIRLINER TECH ..

This side view of a generic Dash Four Hundred airliner shows the locations of principal items of radio and electronic equipment, and antennas. (Boeing)

VOR

~

CENTER EQUIPMENT CENTER (E6, E9)

WEATHER RADAR

I

VHFR

AFT EQUIPMENT CENTER (EB)

ILS GIS TRACK ILS GIS CAPTURE AND LOC

MAIN EQUIPMENT CENTER (E1. E2, E30, E31)

EQUIPMENT CENTERS AND ANTENNA LOCATIONS

dred and Dash Six hundred in order to proceed with improvements to its 757, 767, and 777 series. 747-700X

Also in 1996, Boeing briefed airline executives on a proposed 747700X model that would have been bigger and longer reaching than any of its previous designs, although still smaller than the huge Airbus design that evolved into the Airbus A380. It was, in effect, a lire-bodying" of the 747-600X concept with a wider fuselage but retaining the wing, engines, and landing gear. The 747-700X was meant to carry about 650 passengers approximately the distance covered by the standard 747-400.

Longer-Range 747-400 aircraft are the same size as today's 747400s, but they allow airlines and cargo carriers to fly longer routes, or carry more cargo or passengers on existing routes. To support this enhanced capability, the LongerRange freighter and passenger versions have increased their gross takeoff weight by 35,000 pounds (15,870 kilograms) to 910,000 pounds (412,770 kilograms). In announcing progress with this variant, Boeing reiterated its longstand-

ing claim that the 747-400 is the world's fastest subsonic jetliner. An auxiliary tank in the lower lobe of the aircraft provides fuel for additional range capability; an optional second tank is available. Using both auxiliary tanks and fuel in the horizontal stabilizer (on the passenger version), the LongerRange 747-400 will be able to carry up to 63,765 U.s. gallons (241,370 liters) of fuel. To support the gross weight increase, the aircraft has strengthened parts of its wing, fuse-

LONGER-RANGE 747-400

At the beginning of 2002, Boeing was using the term "Longer-Range 747-400" (and, at times, simply "Long Range") for the newest version of the Dash Four Hundred. The first example was slated to begin major assembly at Everett in February 2002, to roll out in June, and to be delivered in October to launch customer Qantas.

Malaysia Airlines operating at Hong Kong. (Sunil Gupta)

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In July 2001, eight months after Singapore Airlines suffered its first ever aircraft loss, a 747-400, at this location, a dark sky gathers behind this Singapore Dash Four Hundred flying over Taipei airport. 9V-SMF is the civil registry assigned to Boeing 747-412, line number 791, cln 24066, which made its first flight on June 10, 1990 before delivery to the carrier. (Sunil Gupta) lage, and landing gear, including new tires and wheels. The manufacturer describes the Longer-Range variants thusly: Passenger version: Blending the latest in passenger amenities found in the Boeing 777 with exceptional

performance to support long-range, non-stop, highcdemand routes, the passenger version of the LongerRange 747-400 can fly an additional 435 nautical miles (805 kilometers). Or, it can carry an additional 15,000 pounds (6,800 kilograms) of pay-

load, either in the form of extra cargo or a full load of 416 passengers. Inside, it looks a lot like a 777 interior and feels even more spacious because of the 747's unique, 20-foot-wide cross section. Freighter: The first LongerRange 747-400 Freighter, also with an increased takeoff weight of 910,000 pounds (412,770 kilograms), will be delivered in October 2002 to International Lease Finance Corp., and operated by Air France. The takeoff weight increase allows this airplane to fly an additional 525 nautical miles (972 kilometers), or carry an additional 21,000 pounds (9,525 kilograms) of payload on long-range flights at maximum takeoff weight. With the additional takeoff weight capability, the Longer-Range 747-400 Freighter will be able to carry 134 tons (122,525 kilograms) of cargo. Both versions of the 747-400 Freighter (875,000- and 910,000pound takeoff weight) will continue to claim the industry's lowest operating cost per ton-mile.

u.s. AIR FORCE C-33A

At Taipei in July 2001, Malaysia Airlines takes off, displaying a ho-hum paint scheme that causes few to regret this carrier not being depicted more often in print. Heading out is Boeing 747-4H6 line number 1130, cln 28426, first flown on October 5, 1997, and not likely to excite anyone much unless Malaysia hires a new artist and starts all over again. (Sunil Gupta)

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AIRLINER TECH ..

In the early 1990s when Boeing was competing with the manufacturer of the Air Force's C-17 Globemaster III (before buying the company), business and legislative leaders in the Pacific Northwest were interested in seeing the 747-400 in U.S. Air Force colors. What they did not want was a repeat of the history of the 1960s, 1970s, and 1980s when Boeing made attempts to interest the Air Force in the 747 as a strategic transport aircraft but lost out when the service chose, instead, to re-wing 70 aging C-5A Galaxys and subsequently to purchase 50 new C-5Bs. At one point, Boeing offered a minimum change version of the 747-200F, but with "kneeling" nose gear (using jacks to lower the nose, after manual-

ly retracting the nose wheels) to allow more direct ramp-loading into the fuselage. When an opportunity to sell the aircraft to the Air Force arose again in 1994, Boeing offered a minimumchange, PW4056-engined derivative of the Boeing 747-400F to meet the requirement known in jargon as NDAA (Non Developmental Alternative Airlifter). This aircraft would have been designated C-33A in military service. It would have boasted a nO,OOO-pound (417302-kilogram) maximum takeoff weight and a range of 7,800 nautical miles. Boeing's C-33A won the NDAA competition, but was never procured, although it may have stimulated the C-17 team into solving their problems and getting that aircraft back on track. Congressional pressure for the C-33A eased after Boeing acquired McDonnell Douglas to become the manufacturer of the C-17.

u.s. AIR FORCE YAL-l YAL-IA is the U.S. Air Force's designation for the laser-equipped, anti-ballistic-missile aircraft based on the 747-400F airframe. A team composed of Boeing, Lockheed Martin, and TRW was awarded a $1.1 billion program definition and riskreduction contract for an airborne anti missile system in November 1996. The YAL-IA prototype (military serial no. 00-0001) was ordered on November 12, 1996. TRW demonstrated successful missile tracking and laser firing in early 1998. On June 26, 1998 a formal authority was received to proceed with construction of the YAL-1. Production of the 747-400F destined to become the YAL-IA began in August 1999, and the aircraft (Air Force serial 00-0001) first flew on January 6, 2000. It was delivered "green" to Wichita, Kansas, on Janu-

The location is Chicago's O'Hare International Airport. The date is December 1998. The aircraft is Boeing 747-422 line number 762, cln 24381, which completed its initial flight at Everett on January 20, 1990, and operates as N174UA with United Airlines. (Tom Pesch)

ary 21, 2000 for fitting out. It is unclear whether titanium shielding intended to protect the undersides from laser exhaust gases was incorpora ted during production, or

whether it will be added at Wichita. The Air Force planned to begin flight testing the airborne laser at White Sands Proving Ground, New Mexico, in 2001, leading to the first

When Air Canada swallowed up Canadian Airlines, the result, at least temporarily, was a hybrid paint scheme with the emblem of the surviving company on the fin and the name of the former company on the fuselage. The location is Hong Kong in May 2001. (Sunil Gupta)

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Boeing is responsible for supplying the 747-400 Freighter for the YAL-l, developing crew safety and the Battle Management system. Lockheed Martin is responsible for the nose-mounted turret, illuminator lasers and beamcontrol system. TRW is responsible for the system's high-energy laser.

(Boeing) demonstration against a ballistic missile during 2003. The prototype is to be followed by one pre-production aircraft and five production AL-1As. The prototype and EMD aircraft will then be brought up to production AL-1A standards. A fleet of seven aircraft would allow one aircraft of those deployed to be maintained on airborne alert around the clock during a deployed operation, with two aircraft being retained in the continental United States for home defense. The YAL-1A and AL-1A will carry a huge TRW multi-hundred Kilowatt chemical oxygen iodine long-range laser (COIL) in an articulated nose-mounted turret. The device is a powerful, nose-mounted laser designed to shoot down

64

enemy missiles during their boost phase. It will have a range of between 180 and 360 miles (290 and 580 kilometers), with the YAL-1A flying at 40,000 feet (12,192 meters). Optical-based sensors (the socalled Electron-bombarded ChargeCoupled Device cameras) and IR (infra-red) detectors provided by Lockheed-Martin detect a missile launch, and cue the laser onto its target, achieving lock on between 30 and 140 seconds after missile launch. The laser then fires a 5-second burst at the missile's vulnerable mid-section, igniting its propellant tanks and causing the debris to fall back onto the launch nation's territory. This in itself is viewed by some asa deterrent against the use of chemical or biological warheads.

AIRLINER TECH ..

The aircraft would carry sufficient oxygen and iodine to allow the laser to fire 30 5-second bursts during a mission, at an estimated cost of $1,000 per burst. The AL-IA may also be assigned other roles, perhaps using its camera system and IR detectors for longrange standoff reconnaissance. The laser could be used for lethal SEAD (suppression of enemy air defenses), the defense of high value assets such as JSTARS (Joint Surveillance Tracking and Radar System) and AWACS (Airborne Warning and Control System), against SAMs (surface-to-air missiles) or AAMs (air-to-air missiles), and even the destruction of low-flying cruise missiles. The laser may even have a degree of capability against manned aircraft.

COLORFUL JUMBOS A 875,OOO-POUND FLYING CANVAS

r \' with its 231-ft., 10-in. fuse), it \ 1 lage, its stretched upper

Wrt

,.7 deck, and a broad vertical fin, the Boeing 747-400 offers a generous canvas to any artist wielding the high-tech air brushes that have replaced the paint brush. When the 747-400 first appeared in the 1980s, the canvas and paint were on hand, but the artistry was missing. Never in favor of brilliance when blandness will do the job, most carriers have opted for color schemes that are singularly devoid of imagination. Qantas, Thai, Air India, Malaysian, and Japan Air Lines all began 747-400 operations with paint designs that enabled the viewer to determine which carrier the aircraft belongs to - just barely, sometimes. But like the original schemes used by British Air and United, these achieve the distinction of being colors without being colorful. A wag comment-

ed that one airline paints as if they'll transport felons to the penitentiary. There were exceptions. From the moment their 747-400s emerged from the paint shop at Everett, Saudi Arabian Airlines, South African, and Virgin had catchy colors that captured both the eye and the mind. In the 1990s, things changed for the better. Airlines were suddenly willing to spend more and think harder before wielding the figurative bush. "Dreary" was out. "Dream schemes" were in. Many airliners revamped their standard company colors; even staid United, which de-emphasized its identity as an American flag carrier and adopted a blue-dominated scheme in a heavily-marketed nod to globalism. Similarly shucking its nationality in favor of an image as a global citizen, Northwest Airlines came up with its "Worldplane" idea. All Nippon's dazzling theme, based

on the children's game Pokemon, appealed to children of all ages. The same is true of Japan Air Lines' brilliant murals of children's themes. British Airways, which looked not merely staid but stodgy, acquired a new color scheme and began devoting considerable attention-and money--to individual aircraft tails, created by numerous artists. It is always a challenge to capture an aircraft in color in an image that works for the viewer. Photos are square or rectangular, while aircraft--especially the 747-400--are long and thin. On the pages that follow, some of the best shutterbugs of the airliner world give us a few glimpses at the Boeing 747-400 in full, colorful glory. The photographers, however, did not paint the aircraft. Any beholder in search of a different definition of beauty will have to contact the airlines.

Taken on July 5, 2001, this is a 20-second timed exposure ofa soon to be delivered Cathay Pacific 747-400 cockpit with the power on. This view shows the six multi-function displays (five on the main instrument panel and one on the center console), center console, and protective coverings on cockpit seats. When entering any new aircraft at the Boeing production facility, everyone is required to wear cotton booties so as not to mark or trace any of the floor coverings or walkways. Games c. Goodall)

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65

The low-slung engine nacelles and upturned winglets of the Dash Four Hundred stand out in this aerial view ofAll Nippon Airways' Boeing 747-481 line number 805, c/n 24801, registered as JA8094, which first flew on August 20, 1990. (All Nippon Airways via Michael Stroud)

The features of the 747-400 series are displayed to good advantage in this air-to-air view of Air India's aircraft named the Konark. The stretched upper deck (SUD) and winglets are the quickest identification features, although the SUD is not unique to the Dash Four Hundred and the winglets are not found on all. The Konark is a Boeing 747437 (line number 987, c/n 27078), registered as VT-ESM. Boeing delivered this aircraft to Air India on August 4, 1993. (Air India)

On final approach at Chicago's O'Hare International Airport in April 1999, this massive jetliner passes by a little too close to be completely captured by the lens of Tom Pesch, whose airline photography has provided enjoyment to many enthusiasts over the years. With nose wheel ready and main wheel trucks dangling, this ship on the verge of landing happens to be Korean Airlines' Boeing 747-4B51ine number lOB, c/n 27072, registered as HL7489, which made its first flight on January 7, 1994. (Tom Pesch)

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AIRLINER TECH ..

==============~=~~

-----.JL

The location is London's Heathrow International Airport in the year 2000 and the aircraft is one of the handful of Dash Four Hundred widebodies in South African's modest but busy fleet. Specifically, this aircraft is Boeing 747-444 line number 1162/ c/n 28468/ registered as ZS-SAK, which first took to the air on June 30/ 1998. The South African carrier adopted its current paint scheme right about the time the first 747-400s were acquiring their livery. (Jim Winchester)

••••••••

This British Airways' cheery and colorful fin-which, like the rest of the airline's color scheme, has not won universal acclaim-was designed by well-known Australian design studio Balarinji. The aircraft is Boeing 747-436 line number 842/ c/n 24630/ registered as G-BNLT, which made its initial flight on February 26/1991. The work of artist Danuta Wodja of Poland's Lowicz region, this paint scheme is known as the "Koguty Lowickie" livery. A tribute to Poland appears on about eight aircraft, all of different types, serving with British Airways. (Tom Pesch)

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Seen in print a little less often than the aircraft of many carriers, those serving with Saudi Arabian Airlines cover the globe nonetheless. This look at the complete aircraft at the outer terminal at Washington Dulles, with its fin shown in close-up, takes place near sunset on a February 2000 evening but is, in fact, a daily occurrence. The aircraft is Boeing 747-468 line number 1122, c/n 28339, registered as HZ-AIV and flown for the first time on September 14, 1997. (Alex Hrapunov)

This was dubbed the 'freighter with a smile" in promotional material for the 1993 Paris International Air Salon. It's actually the first 747-4R7F freighter for Cargolux. The aircraft is named for the adjacent city and duchy of Luxembourg. The ability to open the nose in this manner gives the 747-400F some capability to handle "roll-on" cargoes, but the relative difficulty of loading the aircraft is the main reason it has not competed satisfactorily for military contracts against roll-on, roll-off transports like Boeing's own C-17 Globemaster III. (via Michael Stroud)

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AIRLINER TECH ..

China Airlines operating at Taipei in June 2001. This angle illustrates how the heavy 747-400 can be in the "rotate" position and be nowhere near any danger of brushing its lower real fuselage against the concrete. One separated from the pavement, the 16 wheels on 4 main-wheel bogies simply dangle at a downward angle/ controlled by nothing other than gravity. (Sunil Gupta)

The belly of the beast: Virgin Atlantic bares its underside at Chicago O'Hare in April 2000. This view accents the doors that close over the two inboard (fuselage) main wheel units, seen almost completely retracted after the two outboard (wing) main wheel assemblies have already been completely closed up. (Tom Pesch)

"Mega Ark" is Singapore Airlines' name for its freighter versions of the Boeing 747-400/ including this example visiting Chicago O'Hare in August 1998. This aircraft is Boeing 747412F line number 1036. cln 26563/ first flown on July 8, 1994 and registered as 9V-SFA with Singapore. (Nate Leong)

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All Nippon's colorful aircraft named for the children's game Pokemon operates at Washington Dulles in June 2000. This aircraft is Boeing 747-481, line number 979, c/n 25645, registered as JA8962, first flown on May 19, 1993. (Alex Hrapunov)

Perhaps inspired by Japan Airlines' success with its aircraft dedicated to the Pokemon comic strip and children's game, Cathay Pacific tried its own version ofa kids' paint scheme with its "Same Team, Same Dream" color design. This phrase refers, in part, to Hong Kong's reversion to China in 1999. Apparently the most recent photos appearing in this volume, these December 16, 2001 portraits were snapped at the new Hong Kong airport. The aircraft is Boeing 747-467, line number 877, c/n 24955, which has been flying since September 11, 1991 and bears civil registry VR-HOXfor Cathay. (Sunil Gupta) As if to compete with All Nippon's Pokemon scheme for the claim to most colorful 747-400, the jetliner's launch Ai customer, Northwest, celebrated 50 years of Pacific operations by emblazoning children's art on this ship, known as the "Worldplane. " The name is no accident, since Northwest is seeking a global image having long ago shed the name Northwest Orient. The aircraft actually is Northwest Airlines' Boeing 747-451 line number 802, c/n 24225, registered as N670US and first flown on August 31, 1990. The location is the Netherlands' Schipol Airport. (Andre Ran)

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AIRLINER TECH ...

1

With both leading- and trailing-edge flaps extended as it climbs in the early moments following landing-gear retraction, a Qantas 747-438 lifts offfrom Farnborough, England, in September 1994. (Dave Willis)

One of six aircraft with a Disney theme, labeled "JAL Dream Express," and painted to mark Japan Airlines' 50th anniversary in 2001, and seen here at Haneda, the domestic airport near Tokyo, in August of that year. Note the tail markings, which include a silhouette of a twin-engined Convair, JAL's first aircraft. JA8083 is winglet-less Boeing 747-446D, line number 844, c/n 25213, delivered to the Japanese carrier for domestic operations following its first flight on March 15, 1991. (Sunil Gupta)

"The Dream Express" is the name on the nose and the theme of the color scheme of at least six domestic 747-400s painted with Disney characters to mark Japan Airlines' 50th anniversary in 2001. Seen in August 2001 at Haneda Airport, the domestic airfield for Tokyo is the cartoon-festooned Boeing 747-446D line number 978, c/n 26352, which first flew on May 11,1993, and is registered as JA8908. (Sunil Gupta)

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The first Dash Four Hundred plies the sky near Seattle. Line number 696, cln 23719, registered as N401PW, began the flying career of the new airliner series. Powered by Pratt & Whitney PW4056 turbofan engines, the first ship was destined for Northwest Airlines following a rigorous flight test program. (Boeing)

Boeing 747-406 Combi line number 737, cln 24001, registered as PH-BFD, named "City of Dubai, " and operated by KLM Airlines. The aircraft is landing at Baltimore-Washington International Airport, Maryland, on May 12, 1991. (Joseph G. Handelman)

Seen on approach at London Heathrow, a British Airways Boeing 747-400 displays one variation of the so-called "Utopia" paint scheme introduced a year early (at the start of 2000) to mark the millennium. It was widely criticized by employees and enthusiasts as not projecting the best image for the United Kingdom's flag carrier. (Michael Shayler)

72

AIRLINER TECH

747-400 ·•I.'•

IRLINES

TODAY AND TOMORROW

n a

time.o~ turmoil, the,makeup have [both] high passenger and largest airline. Formerly known as

! of any aIrlme company s fleet-

cargo demand." Air Canada's initial ,"·jindeed, the very existence of PW4056-powered Dash Four Hunjust about any airline-is subject to dreds were early to enter service, change from one day to the next. beginning in June 1991. The Boeing 747-400 population is Air Canada has numerous other more stable than airline fleets gener- aircraft types, but has retired its three ally. Still, any description of the "classic" 747-100 and three 747-200 Dash Four Hundred in airline ser- Combi models. Its first example of vice is going to be incomplete and the newer version was Boeing 747subject to change. 433 Combi I line number 840, c/n In the narrative that follows, a 24998, registered as C-GAGL, which brief discussion is offered for most first flew on February 15, 1991 and airline companies that operate, or was delivered to the carrier in June. operated, the 747-400. It must be Air Canada's paint scheme includes emphasized that every sentence of an all-blue fin surrounding a prominent maple leap in red. this narrative is subject to change. Since there are fine reference works which list airline fleets by car- AIR CHINA rier (IP Airline Fleets, for one) and Air China, which is headquarsince this volume includes a complete production list (see Appendix tered at Beijing Capital Airport, is the B), this chapter does not attempt to flag carrier for the Peoples Republic list the individual airliners in every of China (PRC), and is also China's carrier's livery. A few airline fleet lists are provided as illustrative. AIR

CAAC (Civil Aviation Administration of China), this world-class domestic and international carrier has a long history of close ties with Boeing, dating to before the Tiananmen Square incident of 1989, which strained ties between the United States and the PRe. Air China operated a mixed assortment of "classic" 747 airliners before September 10, 1989 when its first aircraft (Boeing 747-4J6 Combi, line number 745, constructor's number 24346) arrived to join the fleet. After three Combis were operating on its routes, the carrier ordered five all-passenger models, and subsequently two more, bringing its total inventory of Dash Four Hundreds to ten aircraft. Air China employs a relatively innocuous paint scheme that includes a white upper deck and a stylized peacock image on the tail.

CANADA

Air Canada, the national carrier for the Unites States' northern neighbor with headquarters in Montreal, initially operated three Boeing 747400 Combi aircraft. Air Canada took over the assets of Canadian Airlines resulting from a buyout offer of December 1999. The airline says the Dash Four Hundred serves as "the anchor of the Air Canada widebody fleet." Air Canada's Combi seating accommodates up to 296 passengers in a two-class-configuration as well as seven pallets of cargo on the main deck, so company policy is that the Combi "is utilized on routes that

When it came to casting its lot with the Dash Four Hundred, governmentsubsidized Air France voted early and often. F-GITB is a Boeing 747-428 Combi, line number 843, c/n 24990 and is beginning to pull in its wheels during a February 13, 1999 takeoff (Michael Shayler)

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Air China has been the flag carrier of the Peoples Republic of China (PRC) since 1988. This aircraft, with the carrier's name appearing in both romanized and Chinese characters, is typical of the fleet. This aircraft a 747-4J6, line number 904, constructor's number 25879, registered as B-2464. The "B-" prefix is also used by Taiwan and carriers based in Hong Kong, which, of course, includes Cathay Pacific. Airport vehicles give a good perspective of the size of the Dash Four Hundred with its fuselage length of 231 feet 10 inches (70.66 meters). (via Michael Stroud) AIR FRANCE

Air France's Boeing fleet, which includes 737s, 747s, 767s, and 777s, is one of the largest in Europe. Among its 38 in-service 747s are 11 747-200 Freighters and 13 747-400s. In early 2001, the carrier, which calls itself the fourth largest freight hauler in the world, added 2 long-range 747-400F freighters to its order book. Air France had been the launch customer for the freighter when it contracted for 5 in September 1989, but it later acquired Combis instead. In December 1992, Air France absorbed the French carrier UTA (Union de Transports Aeriens) that had briefly operated a pair of 774-

74

400s in its own livery. The current Air France paint scheme is a simple white design with a blue, white, and red tricolor fin flash. One 747-428 built for Air France was stored in the Arizona desert for several months, then transferred to Royal Air Maroc, the Moroccan carrier with which Air France has close economic links. Air France has experienced just one fatality in 747-400 operations: on September 5, 1996 near Ouagadougou, Burkina Faso, severe turbulence associated with a weather front seriously injured three of the 206 passengers. One of the three passengers later died of injuries caused by an in-flight entertainment screen.

AIRLIlVERTECH ..

AIR INDIA

Air India, with headquarters at Nariman Point, Mumbai, has cemented its reputation as a worldclass international carrier with its fleet of six all-passenger 747-400s, the first of which entered service in July 1993. Air India officials say they are often overlooked in the West which seems not to notice, for example, their claim to be the world's first all-jet airline (as of June 1962). The first of their Dash Four Hundreds, Boeing 747-437 line number 987, c/n 27078, registered as VT-ESM, made its initial flight on July 2, 1993, and entered service later that month.

1

Air India's long-haul 747-400 routes are flown with provision for 435 passengers, including 16 in first class, 34 in business class ("executive" class, including seating in the stretched upper deck), and 385 in economy. AIR NAMIBIA

Air Namibia, located at Windhoek, operates a single Boeing 747400M Combi aircraft (line number c/n 28551 V5-NMA named Welwitschia, the former Asiana HL7428) in addition to two 747SP models. AIR NEW ZEALAND

Air New Zealand, headquartered in Auckland, was an early Dash Four Hundred user. After success with five 747-200 "classic" models dating to 1981, the airline made its initial 1993 purchase of three Rolls-Royce-powered airliners. The airline began to utilize the

British Airways has a long tradition of satisfied service with Boeing products, and was an early purchaser of the 747-400. BA's aircraft were delivered beginning in mid-1989 in the carrier's pearl gray/blue color scheme, and began to receive the current mix of "flag" and "world" color schemes a decade later. This Dash Four Hundred is lifting offfrom London's Heathrow International Airport in 1998. (Jim Winchester) 747-400 in 1995, with the new model being displayed in a new livery, including a blue green fuselage

cheatline. The first aircraft was 747-built for Varig. The second was 747-475. Three more 747-419 models

Seen on a visit to Chicago's O'Hare International Airport, this aircraft typifies Air India's fleet. This is Boeing 747-437 line number 1009, c/n 27165, registered as VT-ESO, named Khajuraho, and operated on Air India's long-haul passenger routes. This airframe completed its initial flight on November 30, 1993. (Nate Leong)

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A recent portrait of an airborne Dash Four Hundred serving the largest cargo carrier in the world. This is Boeing 747-48UF, line number 1240, c/n 29260, registered as N499MC which made its first flight on February 17, 2000. Some Atlas Air freightliners are leased to other carriers and carry the markings of those airlines, but most are now attired in the paint scheme shown. (Atlas Air)

are currently in the fleet. In May 1998 Air New Zealand announced the sale of its -200 "classic" aircraft to Virgin Atlantic, with the aircraft to be delivered between 1999 and 2001. In 1998, the airline leased a 747-4F6 (c/n 27602), which had once been intended for Philippine Airlines but could not be taken up by that carrier. This completed the airline's second batch of three Dash Four Hundreds, all departing from Commonwealth practice by relying on General Electric CF680C20B1F engines for power. This arrangement offers commonality with Air New Zealand's four leased Boeing 767s. The airline added a fourth GE-powered craft in 1999, bringing its Dash Four Hundred fleet to seven aircraft.

1

In February 200t a Malaysia Airlines 747-400 snuggles up to the jetbridge at gate D4 of Tullamarine International Airport, Melbourne, Australia. Everything is hanging out here, the big jetliner in "down" configuration waiting to be stocked with food, supplies, and people. (Jim Winchester)

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AIRLIlVERTECH ..

l

ALL NIPPON AIRWAYS

All Nippon Airways (ANA), headquartered in Tokyo, seemed for a time to be gaining international business at the expense of rival Japan Airlines (a move helped by partial deregulation in 1997), and to be giving ground on the domestic front where it once dominated. ANA began Dash Four Hundred operations in 1990, initially with the passenger and special domestic models but with the option of converting the domestic aircraft to international duties. With the arrival of a new century, however, ANA's focus returned to domestic operations. In May 2001, ANA contracted with Boeing to convert two Dash Four Hundreds back from the international configuration to the domestic configuration, converting the aircraft from a three-class, 367-seat configuration to a two-class, 569-seat layout. The reconfiguration primarily involves removing the winglets and installing wingtips, as well as modifying the cabin interior with new passenger and attendant seats, in-flight entertainment systems, galleys, lavatories, floor coverings, closets, and stowage units. With a new interior layout and modified wing structure, ANA's 747-400s will be ready for high-cycle, increased density, domestic routes in Japan. The first aircraft was delivered to Boeing's Wichita, Kansas, facility for modification in September and was re-delivered in December 2001. The second airplane should arrive in Wichita in January 2002 and be re-delivered to ANA in April 2002. In total, All Nippon Airways currently operates 111 Boeing jetliners, including 37 747s, 21 777s and 53 767s. Earlier this year, ANA ordered an additional 9 767s for delivery during the airline's fiscal year 2002. ANA has come up with

Bangkok-based Thai International assigned the designation 747-407 to the Dash Four Hundred models operating on its international routes. This aircraft is line number 769, c/n 24458, registered as HS- TGH, which made its first flight on February 21, 1990

A pair of British Airways 747-436 passenger aircraft, parked nose to nose outside the Museum of Flight in Boeing's home town of Seattle, Washington. Apparent from this angle is the high incidence of the swept wing. (via Michael Stroud)

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one of the most colorful of Dash Four Hundreds, honoring the children's game Pokemon. ASIANA

Asiana, with its home in Seoul, is recovering from South Korea's economic downturn. At one point it boasted a fleet of about four dozen aircraft including three 747-400 Combi, five 747-48E passenger, and three 747-400F freighters, although the prospects for pending orders for two more 747-400 passenger craft are unclear. One of this carrier's aircraft has changed owners and belongs to Air Namibia. ATLAS AIR

The old and the new: United Airlines' old paint scheme (white top; red, white, and blue cheatline; larger stylized "U" on the fin) went out only a couple of years after the Boeing 747-400 came in, so very few Dash Four Hundreds have been portrayed in print wearing these colors. The new scheme (blue bottom, fin, and nacelles, gray top, red cheatline) was the original paint scheme for many of the Dash Four Hundreds in the hard-working United fleet. (Tom Pesch)

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AIRLINER TECH ...

Atlas Air, founded in April 1992 is the world's largest air cargo carrier and specializes in the long-term contract outsourcing of 747-400 and 747-200 aircraft. Prior to acquiring Polar Air as announced on July 12, 2001, the company had 26 "classic"

we;

_I

747 models, plus 12 Dash Four Hundreds, known as 747-47UF models. The company is in the process of replacing three-pilot 747-200s with newer but smaller, two-pilot aircraft while continuing to acquire 747-400s. A November 2000 contract with Boeing for four new 747-400F freighters, due for delivery in late 2002, was expected to make Atlas Air the largest freighter operator in the world even before the Polar Air merger. At the start of 2001, the company made arrangements to delay the delivery of these four aircraft. The carrier claims that the 747400 offers the lowest ton-mile costs and longest range of any production freighter and is able to carry 124 tons (113,000 kilograms) of cargo up to 4,455 miles (7,170 kilometers). Atlas Air operates many of its 747-400F freighters for other carriers

in their paint schemes, an example being China Airlines Cargo. BRITISH AIRWAYS

British Airways (BA), the successor to BOAC (British Overseas Airways Corporation), which hangs its corporate hat in London, BA was the second customer for the RB.211-powered version, Cathay Pacific being the first. The airline committed itself to purchase 57 747-400 passenger airliners and a single 747-400F freighter. The first two BA 747-436s to be delivered (line number 727, c/n 23908, registered G-BNLA, and line number 734, c/n 23910, registered as G-BNLC) arrived simultaneously in 1989 at London's Heathrow International Airport on their delivery flights, landing together on the airport's parallel runways.

The following partial list gives the more popular names assigned to some British Airways 747-436 airliners: G-BNLB G-BNLC G-BNLE G-BNLG G-BNLH G-BNLL G-BNLN G-BNLO G-BNLP G-BNLR G-BNLT G-BNLW G-BNLZ G-BYGA G-CIVC G-CIVG

23909 23910 24047 24049 24050 24054 24056 24057 24058 24447 24630 25432 27091 28855 25812 25815

City of Edinburgh City of Cardiff City of Newcastle Whale Rider City of Westminster City of Leicester Nalanji Dreaming Emmy Masanabo City of Aberdeen City ofHull City of Bangor City of Norwich City of Perth Chelsea Rose City of St. Andrews City of Wells

The high perch of the 747-400's two pilots provides excellent forward vision but, as this angle illustrates, they do not have an all-around view, and must rely on familiar tools in airport traffic. This Cathay Pacific 747-467 is following the painted stripe on the pavement, as well as voice instructions, at London's Heathrow International Airport, heading out on August 16, 1997. Cathay has since adopted a different paint scheme. (Dave Willis)

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British Airways has a number of Dash Four Hundreds known as "lites" because they are certified for a lower maximum takeoff weight of 840,000 pounds (381,015 kilograms). These lack the crew rest facilities of other Dash Four Hundreds and so are limited to ll-hour sectors. Great Britain was one of the three European JAR nations that refused to certify the Dash Four Hundred a week before the first aircraft was due to be delivered to DLH. In recent years, BA began swapping its 747 options for 777s as the -400s are just too big for its projected markets. To greet a new century and millennium (beginning a year early on January I, 2000), British Air introduced its "Utopia" paint scheme with new colors and, in many cases, individually decorated tails-a controversial move even among its employees.

BRUNEI GOVERNMENT

The Brunei government purchased its sole Boeing 747-430, powered by GE CF6-80C2 engines, in April 1992 (line number 910, c/n 26426 ex-N6009F, ex-D-ABVM, registered in Brunei as A8-ALl). The aircraft was nominally built to the same standard as Lufthansa Dash Four Hundreds, but outsiders are rarely invited to view its interior. CANADIAN

Canadian Airlines International, headquartered in Alberta, Calgary, received the first of its quartet of GE-powered 747-475 models in late 1990. The first ship was Boeing 747475 line number 823, c/n 24883, registered as C-GMWW, which made its initial fligpt on November 6, 1990. The carrier also operated 43 Boeing 737-200s, 11 Boeing 767-

300Ers, and 10 Douglas DC-I0-30s. In December 1999, Air Canada offered to purchase Canadian; the following year the merger was completed and Canadian effectively ceased to exist as a separate carrier. CARGOLUX

Cargolux, the freight hauler headquartered in Luxembourg, purchased 12 Boeing 747-400F freighters, beginning with a delivery in November 1993. The fleet consists of a mix of GE- and Rolls-Royce-powered aircraft. More than four years after the first passenger-carrying 747-400 took to the skies, the very first Dash Four Hundred freighter model operated by any carrier (although, in fact, the second built) was Cargolux's Boeing 747-4R7 line number 1002, c/n 25866, registered as LX-FCV, which completed its first flight on October 30,1993.

Malaysia wears its national flag on its forward fuselage, which, from a distance, could be mistaken for the U.S. flag. (via Michael Stroud)

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AIRLINER TECH

-,

CATHAY PACIFIC

Cathay's 747-400 purchases: Hong Kong-based Cathay Pacific signed on early for the RollsRoyce-powered 747-400 and received its first 747-436 (the second ship ordered) line number 728, c/n 23815, registered as VR-HOP on June 8. 1989. The airline discarded is stodgy green and white paint scheme soon afterward for its current subdued, blue-gray scheme. Cathay has suffered a painful decline in traffic since the British colonial authorities turned Hong Kong over to China in 1997. In December 2001, Cathay announced plans to store an unspecific number of 747-400s at Avalon Airfield near Melbourne, Australia. It is unclear how many of its 19 passenger 747467s and 2 747-467F freighters (inherited from Air Hong Kong) they can continue to operate. The status of 2 additional freighters is unclear. RollsRoyce engines power the entire fleet. The VR- registrations of the aircraft

747-467 747-467 747-467 747-467 747-467 747-467 747-467 747-467 747-467 747-467 747-467 747-467

705 728 771 788 813 834 849 873 877 887 925 930

23814 23815 24631 24850 24851 24925 25082 25211 24955 25351 25871 25872

VR-HOO VR-HOP VR-HOR VR-HOS VR-HOT VR-HOU VR-HOV VR-HOW VR-HOX VR-HOY VR-HOZ VR-HUA

were changed to B- registries when Hong Kong reverted to China. CHINA

China Airlines, the carrier for Taiwan, which calls itself Nationalist China, is headquartered in Taipei. The airline had the misfortune of suffering the first loss of a Dash

747-467 747-467 747-467 747-467 747-467 747-467 747-467 747-467 747-467F 747-467F 747-467F 747-467F

937 949 970 993 1007 1020 1033 1061 1065 1255 1271 1282

25873 25874 27117 25869 25870 27175 27230 27595 27503 30804 32571 30805

VR-HUB VR-HUD VR-HUE VR-HUF VR-HUG VR-HUH VR-HUI VR-HU] VR-HUK VR-HUL B-HUO B-HUP

Four Hundred aircraft-the November 4, 1993 crash at Hong Kong's Kaitak Airport of 747-409 line number 977, c/n 24313, registered as B-165, which had made its first flight only on May 6 of that year. Although not all may be in use today, China Airlines has taken receipt of 12 more P & W-powered 747-409 passenger aircraft and 7 GE-

A superb portrait of a freighter: Seen during an August 20, 2001 visit to Chicago 0 'Hare is China Airlines Cargo Boeing 747-409F line number 1269, c/n 30764, registered as B-18707, which made its first flight only on April 11, 2001. Like all 747-400 freighters, this one was built without the stretched upper deck found on passenger versions. (Nate Leong)

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powered 747-409F freighters, in addition to freighters operated on the carrier's behalf by Atlas Air. Two further 747-409F freighters were once on order but never delivered.

ELAt El Al Israel Airlines, headquartered at Tel Aviv, has a diverse fleet of 32 airliners including 10 747 "classics," but this national carrier initially ordered just 3 Pratt & Whitneypowered 747-400 models. The first ship was 747-458 line number 1027 c/n 26055 registered as 4X-ELA, first flown on April 11, 1994 and delivered to the Israeli carrier at Tel Aviv's Ben Gurion Airport on April 27. At the turn of the century, El Al belatedly added a fourth Dash Four Hundred to its fleet. Like many carriers, El Al appears to be bypassing the 747-400 in its future plans for international operations, having

China's remaining fleet, including engine type, delivery dates, and registry at the time of delivery: 747-409 747-409 747-409 747-409 747-409 747-409 747-409 747-409 747-409 747-409 747-409 747-409 747-409 747-409F 747-409F 747-409F 747-409F 747-409F 747-409F 747-409F

1114 1132 1136 1137 1145 1176 1186 1219 1063 766 778 869 954 1249 1252 1254 1263 1267 1269 1288

28709 28710 28711 28712 29030 29219 29031 29906 27965 24309 24310 24311 24312 30759 30760 30761 30762 30763 30764 30765

PW4056 PW4056 PW4056 PW4056 PW4056 PW4056 PW4056 PW4056 PW4056 PW4056 PW4056 PW4056 PW4056 CF6-80C CF6-80C CF6-80C CF-6-80C CF-6-80C CF-6-80C CF-6-80C

OS/29/97 10/22/97 12/05/97 12/18/97 02/25/98 09/26/98 11/20/98 06/25/99 06/14/95 02/08/90 03/27/90 08/14/91 01/11/93 07/06/00 07/28/00 08/19/00 02/09/01 03/02/01 04/11/01 11/16/01

B-18201 B-18202 B-18302 B-18205 B-18206 B-18207 B-18208 B-18209 B-18251 B-18271 B-18272 B-18273 B-18275 B-18701 B-18702 B-18703 B-18705 B-18706 B-18707 B-18708

"Mega Ark" is Singapore Airlines' term for its freighter versions of the Boeing 747-400, including this example visiting Chicago O'Hare on November 20,2001. This aircraft is Boeing 747-412F line number 1036. c/n 26563, first flown on July 8, 1994 and registered as 9V-SFA with Singapore. (Nate Leong)

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AIRLINER TECH

decided to introduce three longrange Boeing 777-200ER models into its fleet.

Virgin Atlantic has had several paint schemes on its Boeing 747-400s, two of which are seen here at Washington D.C.'s Dulles International Airport in the year 2000. This pair of examples consists of G- VFAB, alias Lady Penelope and G- VHOT, dubbed Tubular Belle. (Alex Hrapunov)

EVA A passenger and cargo carrier based in Taiwan and endangered more than most by the worldwide airline slump, EVA Air operates 37 aircraft, including 15 Boeing 747-400 passenger aircraft, 12 MD-lls, 4 B767-200s, 4 B767-300ERs, and 2 B747-400 freighters. The carrier will add its third B747-400 freighter in 2002, followed in 2003 by the first of 8 Airbus A330-200s, and in 2005 by the first of as many as 15 advanced, long-range B777-200LR/-300ERs. Typical of this carrier's operations, EVA Air's Vancouver-Taipei flights are operated using Boeing 747-400 aircraft in an all-passenger

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One of six aircraft with a Disney theme, labeled "JAL Dream Express, n and painted to mark Japan Airlines' 50th anniversary in 2001, and seen here at Haneda, the domestic airport near Tokyo, in August of that year. Note the tail markings, which include a silhouette of a twin-engined Convair, JACs first aircraft. Japan is the largest 747-400 operator and JA8904 is Boeing 747-4460 line number 941, c/n 26348, first flown on October I, 1992. (Sunil Gupta)

84

AIRLINER TECH

Not often seen in print because it operates solely on domestic routes within Japan, "Pocket Monsters" is All Nippon Airways' version of a 747-400 adorned with Pokemon cartoon characters for kids. The aircraft is winglet-less Boeing 747-4810 line number 996, cln 27163, first flown on September 7, 1993. (Sunil Gupta)

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85

configuration of 342 seats. EVA Air offers four classes of service: Super First (12 seats), Super Business (34 seats), Economy (128 seats) and what it calls Evergreen Deluxe Class (168 seats) featuring a seating configuration usually found only in business class: personal seat-back TV, satellite telephones, 38-inch seat pitch, and deeper, wider seats. GARUDA

Headquartered in Jakarta, Garuda Indonesia is the national airline of Indonesia and owned by that country's government. Garuda and its subsidiaries operate over 100 aircraft including 3 CF6-80C2B1F-powered 747-400C airliners configured for 405 seats (32-inch pitch in economy class) on its longest-haul flights and complementing the carrier's

Malaysia Airlines operating at Hong Kong. (Sunil Gupta) .

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The young lady on the nose of Tubular Belle is directing Virgin Atlantic's two pilots toward the gate at Washington D.C's Dulles International Airport in August 2000. Tubular Belle is Boeing 747-4Q8, line number 1043, c/n 26326, first flown on September 26, 1994 and registered as G- VHOT. (Bill Crimmins)

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AIRLINER TECH ..

United Airlines Boeing 747-4225 operating at Chicago O'Hare. (Tom Pesch)

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87

Boeing 747-458, line number 1027, c/n 26055, first flown on November 4, 1994, and registered as 4X-ELA with Israel's EI Al Airlines operates at Newark, New Jersey, airport in October 1997. (Sunil Gupta) half-dozen 747 "classics." Although the carrier had two additional Dash Four Hundreds on order as recently as 2001, with economic woes setting in the delivery of these aircraft was problematical.

38 747-400 and 400D (domestic) aircraft. After many years of being known primarily for its overseas routes, JAL has grabbed a significant chunk of the r;lomestic air travel market in Japan.

JAPAN AIRLINES

JAPAN GOVERNMENT

Headquartered in Tokyo, Japan Airlines operates the world's largest fleet of 747s, including approximately 40 "classics" of several types and

Japan is the only nation in the world with a more advanced aircraft for its head of government than the United States. The Japanese govern-

ment acquired two Boeing 747-47C VIP transports-newer and longerlegged than the pair of "classics" assigned to the U.S. president. Japan took delivery of the first aircraft in September 1991 and the second in November of that year. The aircraft are mostly white with red cheatline, and carry the national insignia (hinomaru) on the fin. Line number 816, c/n 24730, registered as JA 8091 has been assigned Japan Air Defense Force serial 20-1101. Line number 839, c/n 24731, registered as JA 8092, is JASDF serial number 20-1102. The JASDF took over operation of Japan's VIP flight on April 1, 1992. The aircraft are operated by No. 701 Hikotai (squadron) at Chitose on Japan's easternmost island of Hokkaido.

KLM KLM claims to be the world's oldest airline, and is still operating under its original name. The carrier operates 10 aircraft types. The carrier operates 21 Dash Four Hundreds, dating to 1989, including 5 747-406 passenger aircraft configured for up to 436 passengers and 16 747-406C Combis. KLM is currently reconfiguring many aircraft in its fleet to accommodate more business class seats, each with a personal satellite telephone. KLM's corporate offices are in Amsterdam. KUWAIT

The rarely seen and now-defunct Ansett Australia, operating at Hong Kong. (Sunil Gupta)

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AIRLINER TECH ..

Long before Kuwait was liberated by U.S. troops and an international coalition in 1991, Kuwait Airways had been a familiar operator of "classic" variants of Boeing's best-known jetliner, in addition to several other types. The carrier's home office is in Kuwait City. Kuwait Airways has just one aircraft in the Dash Four Hundred series, Boeing 747-469 line number 1046, c/n 27338, registered

as 9K-ADE, which made its first flight on October 28, 1994. The aircraft wears a distinctive white color scheme with blue trim and bears the carrier's name in Arabic and English lettering. KOREAN

Headquartered in Seoul and hit especially hard by the world economic slump (and, unlike Asiana, possessing little clout with President Kim Tae-chung), Korean Airlines has parked as many aircraft as it flies, yet remains one of the most visible

users of the Boeing 747-400, as well as one of the earliest. Korean has ordered no fewer than 33 Dash Four Hundreds, including a Combi and two freighters. The passenger aircraft are operated with at least two distinctive seating configurations. The first of the distinctive pale blue aircraft to reach Korean was the 16th Dash Four Hundred off the Everett production line, this being Boeing 747-4B5line number 729, c/n 24198, registered as HL7477, which was first flown on May 13, 1989, and was delivered to Korean on June 14 of that year.

LUFTHANSA

With home offices in Cologne and a history that dates to 1917, Lufthansa was the lead customer for General Electric engines on the 747-400 and operates both passenger routes and the cargo and charter services of Condor Flugdienset, its subsidiary. The first 747-400 to reach Europe was Lufthansa's 747-430 line number 723, c/n 23816, registered as D-ANVA, which first flew on April 21, 1989 and was delivered to the German carrier on May 23,1989

Pacific Northwest author, photographer, and historian Jim Goodall was granted unusual access to the Everett factory to train his camera on 747-400 airliners being assembled. In addition to Jim's shots seen earlier in this volume, these are additional views of the main landing gear units on the Dash Four Hundred. The aircraft has four main trucks offour wheels each, two located beneath the fuselage and two beneath the inner wing. (James C. Goodall)

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The launch customer for the 747-400, Northwest Airlines has taken the aircraft all over its route system. This is Boeing 747-451 line number 803/ cln 24224, registered as N669US, which made its first flight on August 20,1990, and has been serving with Northwest ever since. (Andre Ran)

A new livery for the 1990s appeared on Lufthansa's newly delivered Boeings. In keeping with other airlines the new livery was a minimalist white fuselage although the fin design remained much the same. The circular fin logo had always had an outer yellow ring and

the new livery emphasized this. The birdonthefinofLufthansa'saircraft is a stylized c~ane-a big/ elegant bird that flies great distances. Lufthansa was one of the very first 747-100 "classicI! customers and an early Dash Four Hundred customer, ordering 15 aircraft in May 1986.

This overall view is of the final assembly area in Bay 2 at Everett. This 747-400 is receiving final attention that will bring it up to "green" condition, meaning that it will be ready for painting. The Everett facility has no ceiling feature lower than 80 feet (24.38 meters), which makes the spacious assembly area easily able to handle the 747-400's height of 64 feet 3 inches (19.06 meters). Games c. Goodall)

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AIRLIlVERTECH ..

Lufthansa ultimately purchased 20 passenger aircraft and 6 Combis/ while Condor, which has separate offices in Munich, operates at least 2 747-430s of its own and frequently borrows the Lufthansa aircraft. Although Lufthansa was the first customer for the CF6-powered version of the Dash Four Hundred (which made its first flight on June 27, 1988) it was not, however, the first to take delivery of the GE-powered version. That was KLM on May 18, 1989, followed by Lufthansa five days later. In November 2001 Lufthansa confirmed that it intends to acquire 15 Airbus A380 superjumbos-a major blow to Boeing and to likely future 747-400 sales. MALAYSIA

Malaysia has offices in Kuala Lumpur and is yet another of the many national carriers pounded by worldwide economic problems. The Malaysia Airlines System (MAS) has had 21747-400 aircraft on order or in service at one time or another although the maximum number in use at anyone time appears to be 13. General Electric engines power 19 of Malaysia's aircraft and Pratt & Whitney power the remaining 2. Malaysia has stored or disposed of possibly as many as 8 747-400s, including 2 Combis that went to Fiji International Airlines. Malaysia's MASKargo freight-hauling subsidiary may no longer be operating its sole, leased 747-400 freighter. As of late 2001, among 97 aircraft of all types serving 100 destinations on six continents, the airline said it was still using 13 747-4H6Ps with an average age of 5.7 years and 2 747-4H6Cs with an average age of 11.6 years. The airline has a straightforward paint scheme with a red and blue cheatline, white top, and stylized

offices, in Manila, Philippine Airlines was facing a questionable future when this volume went to press. The carrier has four 747-400s. The first to be received by the carrier, in 1995, was Boeing 747-4F6 line number 1,012, c/n 27262 registered as N725PR, which had made its first flight on December 14, 1993. Philippine has 34 aircraft altogether, including the four Boeing 747-400s, three 747-200s, and a mix of Airbus 340-300s, 330-300s, 737400s, and 737-300s. Philippines' aircraft are all white with a four-color sunburst design on the fin.

In the Everett assembly shop, this is a head-on study in contrast: although the hinged radome at the nose cone of the 747-400 is huge, the radar antenna housed inside (bottom center) is remarkably small. The extra, unused space within the confines of the radome is the result of miniaturization. Barely visible in the background (right) is a poster based on a u.s. postage stamp devoted to "jumbo jets." Games c. Goodall) bird on the fin, and has set aside plans for a more elaborate fin design celebrating the Malay god Sraimbon.

PHILIPPINE

The national carrier of the Philippines, dating to 1941 with

QANTAS

Qantas (the word comes from Queensland and Northern Territory Aerial Services) is Australia's national carrier, headquartered at Mascot, New South Wales, and is a contented user of 21 Boeing 747-400s, viewed as ideal for the high-volume, long-distance routes into the land

NORTHWEST AIRLINES

Launch customer for the Dash Four Hundred, Northwest Airlines operates from St. Paul, Minnesota, in the United States, and has 14 747400s in its large, diverse fleet, all with a 418-seat configuration. The fleet also includes 33 "classics," including a dozen freighters. With its familiar layered red, gray, and blue paint scheme, Northwest (which no longer calls itself Northwest Orient) got into the Dash Four Hundre
Lufthansa Airlines' flight to Munich is lifting offfrom Washington D.C's Dulles International Airport, circa. 2001. The aircraft is no more than 50 feet (15.24 meters) off the ground, yet the four mainwheel trucks are already far advanced in the retraction sequence. Boeing 747-430 line number 1109, c/n 28286, alias D-ABVS maintains a comfortable, nose-down attitude providing optimum comfort for passengers, but with a combined thrust of over 220,000 pounds (99,800 kilograms) emanating from its four GE turbofan engines, the aircraft is already climbing rapidly. (Bill Crimmins)

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A KLM aircraft at altitude, with the wings displaying medium to high dihedral, meaning there is plenty of fuel left of the airliner's total capacity of 58,768 U.S. gallons (229,900 liters). Registered as PH-BFB, this is Boeing 747-406 line number 732, with the beautifully even constructor's number 24000; an early ship on the assembly line, this aircraft made its initial flight on May 23, 1989. (via Robert F. Dorr) "down under." Qantas is now the launch customer for the "LongerRange 747-400" slated fly in mid2002 and to begin revenue flights by the end of that year. Qantas aircraft are white with a red tail surrounding the white outline of a hopping kangaroo.

Moroccan carrier on October 4, 1993, the aircrqft is Boeing 747-428 line number 956, c/n 25629, registered as CN-RGA, formerly F-OGTG. The aircraft had made its first flight only on January 7, 1993, and thus never really performed revenue service for Air France.

ROYAL AIR MAROC

SAUDI

Royal Air Maroc, the national carrier for Morocco, with offices in Casablanca, had just one Dash Four Hundred, purchased from Air France, plus several "Classics." Seen in at least two distinct paint schemes since its delivery to the

Saudi Arabian Airlines, with headquarters in Jeddah, has gradually built its fleet to five 747-468s, all powered by General Electric CF680C2B5F engines, serving alongside earlier "classic" models and smaller aircraft for use within the Kingdom

Saudi's fleet, with line number, c/n, and registry: 1122

28339

1138 1182 1216 1265

28340 28341 28342 28343

92

HZ-AN (ex-N6005C) HZ-AIW HZ-AIX HZ-AIY HZ-AIZ

gapore operated for 28 years without an accident until October 31, 2000 when flight 006, daily service from Singapore to Los Angeles via Taipei, crashed on takeoff from Taipei's Chang Kai Shek International Airport in poor visibility. Approaching 140 knots, the 747-400 impacted construction vehicles, breaking its fuselage into three parts and igniting a large post-crash fire. Press reports indicated the flight crew had inadvertently begun their takeoff roll on the wrong runway. The mishap aircraft was Boeing 747-412 line number 1099, c/n 28023, registered as 9V-SPK. SOUTH AFRICAN

With corporate offices in Johannesburg, South African has 22 Boeing 747s of all models including 6 Rolls-Royce-powered 747-444 passenger haulers and 2 GE-powered 747-4F6 freighters. THAI

Headquartered in Bangkok, Thai International boasts 14 Boeing 747400s, plus a trio of "Classics." Thai International was one of the early users of the 747-400. The airline oper-

South African's fleet: 747-444

1152

28468

SINGAPORE

747-444

827

24976

Singapore Airlines can lay claim to owning the 1,000th Boeing 747. The 1,000th aircraft was rolled off the Everett production line on September 10, 1993 and made its first flight on September 24. Line number 1,000 was a Boeing 747-412 model, c/n 27068, registered as 9V-SMU. With a superb safety record, Sin-

747-444

861

25152

747-444 747-444

943

26637

747-444 747-444

995 1187 1158

26638 29119 28959

747-444

1167

28960

AIRLINER TECH

ZS-SAK (ex-N60697) ZS-SAV (ex-N6009F) ZS-SDW (ex-N60668) ZS-SAX ZS-SAY ZS-SAZ ZS-SBK (ex-N1785B) ZS-SBS

ates the aircraft on long-haul routes to Europe and North America. The carrier took delivery of its first 747-4D7 in early 1990. One of its Dash Four Hundreds is attired in a special Viking ship livery. UNITED

Headquartered in Chicago, Illinois, in the United States, and with a growing fleet of 44 Boeing 747-400s, United is the world's second largest airline (behind American, following its absorption of Trans-World) and has enjoyed tremendous success with the Dash Four Hundred on long-haul international routes. United has operated several routes in succession, each billed as the world's longest. The current record holder is United flight 821 from New York to Hong Kong, 8,439 miles (13,587 kilometers), the world's longest daily scheduled flight. United's first aircraft in this series was Boeing 747-422 line number 733, c / n 24322, registered as N171 UA, which made its initial flight on May 25, 1989 and was delivered to the carrier that day.

A look at the sequence of United orders shows a consistent and continuing interest in the aircraft through spring 1998, all with PW4056 engines:

Rolls-Royce RB.211 turbofan engine nacelles.protrude far forward of the swept leading edge of a 747-400 at altitude. The amount of dihedral on the wing can vary as much as several feet depending on fuel load and temperature. The leading-edge flaps are, of course, retracted, but their outline remains visible to the eye. (Jim Winchester) VARIG

Model 747-422 747-422 747-422 747-422 747-422 747-422 747-422 747-422 747-422

Order Date November 07, 1985 May 12, 1987 October 15, 1990 February 01, 1994 April 20, 1995 January 09,1996 August 22,1996 July 07, 1997 April 14, 1998

Total 4 11

7 2 2 2 12 3 1

VARIG is the largest airline in Latin America, with an average of 435 daily flights, transporting 11.4

million passengers a year and serving 18 countries, as well as 36 cities within Brazil. The airline's offices are in Rio de Janeiro. Of interest to this topic, Varig operates three 747-400s.

Varig's trio of Dash Four Hundreds: 747-475 747-441 747-441

855/24896 917/24956 971/24957

BOEING

141-4~O

91-05-08 92-05-05 93-04-01

PP-VPI PP-VPG PP-VPH

Varig ILFC/Varig IFLC/Varig

93

VIRGIN

Virgin's Dash Four Hundred fleet, with first-flight dates: With home offices in Crawley, West Sussex, Great Britain, Virgin is almost as big a name in the airline business as it is in the music world. The company's hip, cool image is enhanced by its sprightly, red-andwhite logo and its nose-art caricature of a scarlet lady carrying the Union Jack. The carrier boasts one of the youngest fleets in the air, with most of its aircraft named for famous women.

747-4Q8 747-4Q8 747-4Q8 747-4Q8 747-41R 747-41R

1043/26326 1028/24958 1081/26255 1100/28194 1117/28757 1177/29406

94-09-26 94-04-14 96-05-28 97-01-14 97-06-05 98-09-30

Altogether, the fleet totals 6 747400s, 8 747 "classics," 10 Airbus 340300s, 2 A320-200s, and 1 A321-200.

G-VI-IOT G-VFAB G-VBIG G-VTOP G-VAST G-VXLG

Tubular Belle Lady Penelope Tinker Belle Virginia Plain Ladybird Ruby Tuesday

Virgin was the first operator to start using the Boeing 747-400 with GE CF6-80C engines.

A Qantas Dash Four Hundred from below front. The aircraft is in "clean" configuration so this is probably an air-to-air view rather than a ground-to-air shot. (via Michael Stroud)

...........r;.......

=:::==:=l~~~~J;AP;;A;N;.;A;I;R~L/~~)E.S.'

94

J••_ - : ._ _

~,

AIRLINER TECH ..

~

Before a real 747-400 had been built for Japan Airlines, the manufacturer gave wide circulation to this artist's conception of what the future jetliner would look like. The picture was created in the era before digital manipulation. It is faithful to the physical appearance of the aircraft, although the paint scheme was destined to change. (via Robert F. Dorr)

r

APU GENERATORS

CENTER EQUIPMENT CENTER • FUa QTY PROCESSOR • BRAKE TEMP. CARD ALE

• P-54 • BRAKE CONTROL

• LRRA

• AOF

E8 AFT EQUIPMENT CENTER

FUGHT COMPARTMENT

MAIN EQUIPMENT CENTER

• ELECTRICAL SYSTEM CONTROL PANa AUXlUARY ELECTRICAL SYSTEM CONTROL PANa

• GENERATOR CONTROL UNITS • BUS POWER CONTROL UNITS • POWER PANELS • MAIN BATTERY • BATTERY CHARGER • TRANSFORMER RECTIAER UNITS • STATIC INVERTER

• MISCaLANEOUS SYSTEMS TEST PANa • SCAS DISPI.AY UNITS

• APU BATTERY CHARGER

• APU BATTERY • • • • •

APU CONTROL PANELS APU CONTROLLER (APUC) FUGHT RECORDER VOICE RECORDER FQIS FOR H.S. FUa

This chart shows the distribution of power sources, including integrated drive generators, throughout the 747-400 airliner. (Boeing)

VENT SURGE TANK --*i:-:l"\

VENT SURGE TANK ----+~ NO.3 RESERVE TANK - - -.....

NO.4 MAIN TANK --.....,~... HORIZONTAL STABIUZER FUEL TANK (OPTIONAL)

NO.3 MAIN TANK ---'::~.HI

The fuel system of the Boeing 747-400 is made up of seven fuel tanks plus pumps, sump valves, shutoff valves, fuel lines, and other components. (Boeing)

NO. 2 MAIN TANK

BOEING

141-400

NO.1 MAIN TANK

95

A plan view of the left wing of a 747-400 showing principal components and features. (Boeing)

3 KRUEGER FLAPS FRONT SPAR

TANK END

FUa TANK ACCESS PANEL

BODY BULKHEAD

OUTBOARD FLAPS

ACCESS PANEL

WING

UPPER DECK CARGO COMPARTMENTDOORS (RH) TYPE 'A' DOOR EACH SIDE (EMERGENCY) PILOTS' FLOOR WL312

MAIN FLOOR WL 199.8

AIR CONDmONING EQUIPMENT BAY WING GEAR WHEEL WELL FUSELAGE BODY GEAR WHEEL WELL SEC 41

SEC 42

SEC 44

SEC 46

SEC 48

A side view of the 747-400 fuselage depicting the sections and stations used to identify locations within the aircraft from nose to tail. (Boeing)

96

AIRLINER TECH ..

747-40.~ OSTER By THE NUMBERS /"

>

T h i S listing pwvides basic identity infonnation fm

Type

Line/msn

Date

Reg.

Operator

• .1 the 591 Boeing 747-400 aircraft built, delivered, or ,:. ordered, as of the beginning of 2002. These are line numbers 696, 700, 705, 708, 711, 715, 719, 721/723, 725/1305; the line number 724 was assigned to the last 747 aircraft which was not a 747-400. In some cases, the operator did not take up the aircraft after ordering it, or the aircraft has since changed operator or registration. A handful of 747-400s on this list have been lost in mishaps. Type

Line/msn Date

747-451 696/23719 747-430 700/23817 747-467 705/23814 747-451 708/23720 747-437 711/24159 747-451 715/23818 747-412 717/24061 747-437 719/24160 747-451 721/23819 747-412 722/24062 747-430 723/23816 747-406 725/23999 747-451 726/23820 747-436 727/23908 747-467 728/23815 747-4B5 729/24198 747-436 730/23909 747-438 731/24354 747-406 732/24000 747-422 733/24322 747-436 734/23910 747-406C 735/23982 747-412 736/24063 747-406C 737/24001 747-4H6C738/24315 747-4B5 739/24199 747-422 740/24363 747-4B3 741/24154 747-451 742/23821 747-4J6C 743/24346 747-436 744/23911

88-04-29 88-06-27 88-08-28 88-09-21 88-09-26 88-12-08 89-03-15 88-11-08 89-04-04 89-02-06 89-04-21 89-04-15 89-07-27 89-06-03 . 89-05-02 89-05-13 89-07-07 89-07-03 89-05-23 89-05-25 89-06-28 89-06-30 89-06-21 89-04-24 89-10-01 89-07-15 89-07-20 89-08-01 89-07-31 89-09-10 89-08-16

Reg.

Operator

Northwest Lufthansa Cathay Northwest Air India Northwest Singapore Air India Northwest Singapore Lufthansa KLM Northwest N665US G-BNLA British Air VR-HOP Cathay HL7477 Korean G-BNLB British Air VH-OJA Qantas PH-BFB KLM Nl71UA United G-BNLC British Air PH-BFC KLM 9V-SMC Singapore PH-BFD KLM 9M-MHL Malaysia HL7478 Korean Nl72UA United F-GEXA UTA Northwest N666US B-2456 Air China G-BNLD British Air

N661US D-ABVB VR-HOO N662US VT-EPW N663YS 9V-SMA VT-EPX N664US 9V-SMB D-ABVA PH-BFA

747-4H6C745/24405 747-438 746/24373 747-430C 747/24285 747-485 748/24200 747-430C 749/24406 747-438 751/24406 747-436 753/24047 747-430C 754/24287 747-412 755/24064 747-419 756/24386 747-430 757/24288 747-446 758/24423 747-422 759/24380 747-446 760/24424 747-412 761/24065 747-422 762/24381 747-406C 763/24201 747-438 764/24481 747-438 765/24482 747-409 766/24309 747-446 767/24425 747-446 768/24426 7:47-407 769/24458 747-406C 770/24202 747-467 771/24631 747-436 773/24048 747-436 774/24049 747-4J6C 775/24347 747-407 777/24459 747-409 778/24310 747-436 779/24050 747-446 780/24427 747-438 781/24483 747-406 782/24517 747-406C 783/24518 747-436 784/24051 747-430 785/24715 747-430 786/24740 747-430 787/24741 747-467 788/24850 747-436 789/24052 747-436 790/24053

BOEING

141-400

89-09-08 9M-MHM 89-09-21 VH-OJB 89-09-15 D-ABTA 89-09-13 HL7479 89-12-22 D-ABTB 89-10-14 VH-OJC 89-10-15 G-BNLE 90-02-03 D-ABTC 89-11-01 9V-SMD 89-12-14 ZK-NBS 89-10-26 D-ABVC 90-01-25 JA8071 89-12-08 N173UA 90-01-25 JA8072 89-12-13 9V-SME 90-01-20 N174UA 90-01-24 PH-BFE 90-01-16 VH-OJD 90-01-31 VH-OJE 90-02-08 B-161 90-02-19 JA8073 90-02-26 JA8074 90-02-21 HS-TGH 90-02-23 PH-BFF 90-02-09 B-HOR 90-02-28 G-BNLF 90-02-27 G-BNLG 90-02-27 B-2458 90-03-22 HS-TGJ 90-03-27 B-162 90-03-28 G-BNLH 90-03-90 JA8075 90-04-08 VH-OJF 90-04-11 PH-BFG 90-04-26 PH-BFH 90-04-21 G-BNIJ 90-04-27 D-ABTD 90-05-15 D-ABVD 90-04-05 D-ABVE 90-05-11 B-HOS 90-05-23 G-BNLJ 90-05-25 G-BNLK

Malaysia Qantas Lufthansa Korean Lufthansa Qantas British Air Lufthansa Singapore Air New Zealand Lufthansa Japan United Japan Singapore United KLM Qantas Qantas China Japan Japan Thai KLM Cathay British Air British Air Air China Thai China British Air Japan Qantas KLM KLM British Air Lufthansa Condor Lufthansa Cathay British Air British Air

97

Type 747-412

Line/msn

791/24066 792/24348 793/24619 794/24054 795/24055 796/24761 797/24777 798/24784 799/24222 800/24223 801/24779 802/24056 803/24224 804/24225 805/24801 806/24382 807/24806 747-4H6 808/24836 747-412 809/24226 747-422 811/24383 747-481 812/24833 747-467 813/24851 747-419 815/24855 747-47C 816/24730 747-436 817/24057 747-422 819/24384 747-422 820/24385 747-446 821/24870 747-475 823/24883 747-446 824/24885 747-446 825/24886 747-438 826/24887 747-444 827/24976 747-436 828/24058 747-436 829/24447 747-4B5 830/24621 747-412 831/24227 747-481 832/24910 747-407 833/24993 747-467 834/24925 747-438 835/24974 747-428 836/24969 747-475 837/24895 747-412 838/24975 747-47C 839/24731 747-433C 840/24998 747-436 841/24629 747-436 842/24630

747-4J6C 747-485 747-436 747-436 747-430 747-446 747-446 747-451 747-451 747-438 747-436 747-451 747-451 747-481 747-422 747-422

98

Date

Reg.

Operator

90-06-10 9V-SMF Singapore 90-06-21 B-2460 Air China 90-06-27 HL7480 Korean 90-06-14 G-BNLL British Air 90-06-28 G-BNLM British Air 90-07-06 O-ABVF Condor 90-07-10 JA8076 Japan 90-07-10 JA8077 Japan 90-07-20 N667US Northwest 90-07-26 N668US Northwest 90-08-18 VH-OJG Qantas 90-07-27 G-BNLN British Air 90-08-20 N669US Northwest 90-08-31 N670US Northwest 90-08-20 JA8094 All Nippon 90-08-07 N175UA United 90-08-14 VH-OJN Qantas 90-08-20 9M-MHN Malaysia 90-08-23 9V-SMG Singapore 90-08-31 N176UA United 90-09-13 JA8095 All Nippon 90-09-18 VR-HOT Cathay 90-09-28 ZK-NBT Air New Zealand 90-10-90 JA8091 Japan Govt. 90-10-09 G-BNLO British Air 90-11-08 Nl77UA United 90-11-08 N178UA United 90-11-19 JA8091 Japan 90-12-11 C-GMWW Canadian 90-11-13 JA8079 Japan 90-11-20 JA8080 Japan 90-11-27 ZS-SAV Qantas 90-11-27 VH-OJI South African 90-12-04 G-BNLP British Air 90-12-11 G-BNLR British Air 90-12-14 HL7481 Korean 90-01-03 9V-SMH Singapore 90-01-04 JA8096 All Nippon 90-01-11 H5-TGK Thai 91-01-10 VR-HOU Cathay 91-01-18 VH-OJJ Qantas 91-01-25 F-GITA Air France 91-01-30 C-FCRA Canadian 91-02-05 9V-SMI Singapore 91-02-08 JA80n Japan Govt. 91-02-15 C-GAGL Air Canada 91-02-20 G-BNLS British Air 91-02-26 G-BNLT British Air

Type

Line/msn

747-428C 747-4460 747-430 747-430C 747-430 747-430C 747-467 747-406 747-446 747-412

843/24990 844/25213 845/25045 846/24966 847/25046 848/24967 849/25082 850/25086 851/25064 852/25068 747-4B5 853/25205 747-406 854/25087 747-475 855/24896 747-430 856/25047 747-438 857/25067 747-4H6 858/25126 747-412 859/25127 747-412 860/25128 747-444 861/25152 747-433C 862/25074 747-481 863/25135 747-4B3C 864/24155 747-438 865/25151 747-422 866/25158 747-422 867/25224 747-433C 868/25075 747-409 869/24311 747-481 870/25207 747-446 871/25212 747-428C 872/25238 747-467 873/25211 747-4B5 874/25725 747-438 875/25245 747-446 876/25260 747-467 877/24955 747-4460879/25214 747-48E 880/25405 747-422 881/25278 747-422 882/25279 747-438 883/25317 747-428C 884/25302 747-446 885/25308 747-467 887/25351 747-406 888/25356 747-428 889/25344 747-407 890/25366 747-4810 891/25292 747-48E 892/25452

---AIRLINER TECH ..

Date 91-02-28 91-03-15 91-03-14 91-03-20 91-03-26 91-03-29 91-04-05 91-04-11 91-04-17 91-04-23 91-04-29 91-05-03 91-05-08 91-05-15 91-05-21 91-05-29 91-06-04 91-06-06 91-06-13 91-06-19 91-06-25 91-06-28 91-07-05 91-07-11 91-07-11 91-07-24 91-07-26 91-08-02 91-08-08 91-08-14 91-08-13 91-08-26 91-08-30 91-09-06 91-09-11 91-09-25 91-09-27 91-10-03 91-10-08 91-10-15 91-10-21 91-10-25 91-11-07 91-11-12 91-11-15 91-11-22 91-11-27 91-12-05

Reg.

Operator

F-GITB

Air France

JA8083 O-ABVH O-ABTE O-ABVK O-ABTF VR-HOV PH-BPI

Japan Lufthansa Lufthansa Lufthansa Lufthansa Cathay KLM

Japan Singapore Korean KLM Varig Lufthansa VH-OJK Qantas 9M-MHO Malaysia 9V-SMK Singapore 9V-SML Singapore ZS-SAW South African C-GAGM Air Canada All Nippon JA8097 F-GEXB UTA Qantas VH-OJL

JA8081 9V-SMJ HL7482 PH-BFK PP-VPI O-ABTH

N179UA N180UA C-CAGN B-163 JA8098 JA8082 F-GISA VR-HOW HL7483 VH-OJM JA8085 VR-HOX JA8084 HL7413 N181UA N182UA VH-oJN F-GISB JA8086 VR-HOY PH-BFL F-GITC HS-TGL JA8099 HL7414

United United Air Canada China All Nippon Japan Air France Cathay Korean Qantas Japan Cathay Japan Asiana United United Qantas Air France Japan Cathay KLM Air France Thai All Nippon Asiana

Type

747-4B5 747-436 747-406 747-446 747-430

Line/msn

893/26392 895/25406 896/26373 897/26346 898/26425 747-428C 899/25599 747-436 900/25427 747-428 901/25600 747-446 902/26341 747-436 903/25432 747-4J6 904/25879 747-446 905/26342 747-428 906/25601 747-446D 907/26347 747-436 908/25435 747-428 909/25602 747-430 910/26426 747-422 911/25379 747-475 912/25422 747-422 913/25380 747-481D 914/25639 747-430 915/26427 747-438 916/25545 747-441 917/24956 747-446 918/26343 747-422 919/25395 747-481D 920/25640 747-412 921/26547 747-4B5 922/26395 747-412 923/26548 747-438 924/25546 747-467 925/25871 747-4J6 926/25880 747-481D 927/25642 747-481 928/25641 747-446 929/26344 747-467 930/25872 747-422 931/26875 747-4H6 932/27042 747-419 933/25605 747-428 934/25628 747-446D 935/26345 747-438 936/25547 747-467 937/25873 747-406C 938/25413 747-422 939/26876 747-412 940/27066 747-446D 941/26348

Date

Reg.

Operator

Type

91-12-11 91-12-20 92-01-08 92-01-14 92-01-20 92-01-23 92-01-30 92-02-05 92-02-11 92-02-17 92-02-01 92-02-07 92-03-04 92-03-06 92-03-16 92-11-20 92-03-25 92-04-01 92-04-07 92-04-13 92-04-14 92-04-23 92-04-29 92-05-05 92-05-11 92-05-15 92-05-21 92-05-22 92-05-03 92-06-05 92-06-15·

HL7484 G-BNLU PH-BFN

Korean British Air KLM

JA8087 D-ABVL F-GISC G-BNLV F-GITD

Japan Lufthansa Air France British Air Air France

JA8088 G-BNLW B-2464

Japan British Air Air China

747-45E 747-444 747-422 747-4D7 747-48E 747-45E 747-446D 747-467 747-4D7 747-4B5

JA8089 F-GITE

Japan Air France

JA8090 G-BNLX F-GITF A8-ALl N183UA C-FBCA N184UA

Japan British Air Air France Brunei Govt. United Canadian United All Nippon Lufthansa Qantas ILFC/Varig

92-06-12 92-06-25 92-07-01 92-07-21 92-07-23 92-07-16 92-08-06 92-08-11 92-08-17 92-08-24 92-08-28 92-09-03 92-09-10 92-09-16 92-09-18 92-09-28 92-10-01

JA8955 D-ABVN VH-OJP PP-VPG JA8901 N185UA JA8955 9V-SMM HL7485 9V-SMN VH-OJQ VR-HOZ B-2466

Japan United All Nippon Singapore Korean Singapore Qantas Cathay Air China All Nippon All Nippon

Japan Qantas Cathay KLM United Singapore

JA8904

Japan

Reg.

Operator

942/27062 943/26637 944/26877 945/27093 946/25777 947/27063 948/26349 949/25874 950/26615 951/26396 747-481D 952/25646 747-412 953/27067 747-409 954/24312 747-412 955/27132

92-10-08 92-10-27 92-10-03 92-10-23 92-10-30 92-11-01 92-11-11 92-11-17

Bl6401 ZS-SAX

EVA South African United Thai Asiana EVA

747-428

92-01-93 93-01-15 93-01-20 93-01-25 93-01-29 93-02-05 93-02-12 93-02-16 93-02-22 93-02-26 93-03-05 93-03-10 93-05-04 93-03-23 93-03-30 93-04-01 93-04-08 93-04-12 93-04-19 93-04-27 93-04-25 93-05-06 93-05-11 93-05-19 93-05-21 93-05-25 93-06-03 93-06-09 93-06-14 93-06-25 93-07-08 93-07-02 93-08-16 93-07-14

747-428C 747-446 747-412

956/25629 957/25881 958/26393 959/27090 960/25630 961/26350 962/27133 963/26351 964/27091 965/25699 966/26878 967/27092 968/25632

747-446D 747-436 747-4H6 747-422 747-436 747-428F 747-406 969/26373 747-467 970/27117 747-441 971/24957 747-481D 972/25643 747-422 973/26879 747-4H6 974/25700

JA8957 JA8958 Japan JA8902 VR-HUA Cathay N186UA United 9M-MPA Malaysia ZK-NBU Air New Zealand F-GISD Air France JA8903 VH-OJR VR-HUB PH-BFO N187UA 9V-SMO

Date

747-4J6 747-4B5 747-436

Line/msn

747-481D 747-45E 747-409 747-446D 747-481 747-446 747-412 747-45E 747-48E 747-422 747-451 747-4B5 747-437 747-451 747-422

BOEING

1 -400

975/25644 976/27141 977/24313 978/26352 979/25645 980/26353 981/27134 982/27142 983/25778 984/26880 985/26473 986/26394 987/27078 988/26474 989/26881

92-11-23 92-12-02 92-12-18 92-12-12 92-12-17 92-12-22

N188UA HS-TGM HL7415 B16402 JA8905 VR-HUD HS-TGN HL7486 JA8959 9V-SMP B-164 9V-SMQ F-OGTG B-2443 HL7487 G-BNLY F-GISE J8906 9V-SMR JA8907 G-BNLZ 9M-MPB N189UA G-CIVA N6005C PH-BFN VR-HUE PP-VPH JA8960 N190UA 9M-MPC JA8961 N430EV B-165 JA8908 JA8962 JA8909 9V-SMS N405EV HL7416 N19IUA N105UA HL7488 VT-ESM N106UA N192UA

Japan Cathay Thai Korean All Nippon Singapore China Singapore Air France Air China Korean British Air Air France Japan Singapore Japan British Air Malaysia United British Air Boeing KLM Cathay IFLC/Varig All Nippon United Malaysia All Nippon EVA China Japan All Nippon Japan Singapore EVA Asiana United United Korean Air India United United

99

Type

Line/msn Date

747-412 '990/27137 747-4810 991/25647 747-406 992/26374 747-467 993/25869 747-45E 994/27154 747-444 995/26638 747-4810 996/27163 747-4H6 997/25701 747-45E 998/27173 747-4H6 999/25702 747-412 1000/27068 747-4D7 1001/26609 747-4R7F 1002/25866 747-437 1003/27164 747-45E 1004/27174 747-4F6 1005/27261 747-48E 1006/25779 747-467 1007/25870 747-4R7F 1008/25867 747-437 1009/27165 747-412 1010/27069 747-4U3 1011/25704 747-4F6 1012/27262 747-4B5 1013/27072 747-406C 1014/27202 747-412 1015/27178 747-45E 1016/26062 747-4H6 1017/27043 747-436 1018/25811 747-4B5 1019/27177 747-467F 1020/27175 747-4J6 1021/25882 747-436 1022/25812 747-412 1023/27217 747-446 1024/26355 747-4H6 1025/25703 747-446 1026/26356 747-458 1027/26055 747-4Q8 1028/24958 747-4U3 1029/25705 747-412 1030/26549 747-446 1031/27099 747-458 1032/26056 747-467 1033/27230 747-437 1034/27214 747-48E 1035/25780 747-412F 1036/26563 747-4B5 1037/27341

100

93-08-04 93-07-29 93-08-13 93-08-05 93-08-25 93-09-01 93-09-07 93-09-10 93-09-20 93-09-24 93-09-29 93-10-07 93-10-30 93-10-21 93-10-25 93-10-31 93-11-08 93-11-08 93-11-24 93-11-30 93-12-06 93-12-13 93-12-14 94-01-07 94-01-06 94-01-17 94-01-18 94-01-22 94-02-03 94-02-07 94-02-21 94-02-18 94-02-21 94-03-08 94-03-07 94-03-16 94-03-23 94-11-04 94-04-14 94-04-27 94-05-04 94-05-16 94-05-18 94-06-03 94-06-15 94-06-23 94-07-09 94-07-18

Reg.

Operator

Type

Line/msn Date

Reg.

Operator

9V-SMT JA8963 PH-BFP VR-HUF B-16461 ZS-SAY JA8964 9M-MPD B-16462 9M-MPE 9V-SMU HS-TGO LX-FCV VT-ESN B-16463 N751PR HL7417 VR-HUG LX-GCV VT-ESO 9V-SMV PK-GSG N725PR HL7489 PH-BFR 9V-SMW B-16465 9M-MPF G-CIVB HL7490 VR-HUH B-2443 G-CIVC 9V-SMY JA8910 9M-MPF

Singapore All Nippon KLM Cathay EVA South African All Nippon Malaysia EVA Malaysia Singapore Thai Cargolux Air India EVA Philippine Asiana Cathay Cargolux Air India Singapore Garuda Philippine Korean KLM Singapore EVA Malaysia British Air Korean Cathay Air China British Air Singapore

747-4F6 747-4F6 747-412 747-4H6 747-412F 747-4Q8 747-48E 747-412 747-469 747-407 747-436 747-412 747-436 747-45EC 747-412F 747-45EC 747-4J6 747-4B5 747-412 747-4B5 747-436 747-436 747-4810 747-467 747-458 747-409 747-48E 747-467 747-4810 747-4B5 747-469 747-412F 747-412 747-407 747-412 747-4B5 747-412 747-412 747-45EC 747-45EC 747-436 747-436 747-430 747-4Q8 747-412 747-4B5 747-412 747-422

1038/27827 1039/27828 1040/26550 1041/27044 1042/26561 1043/26326 1044/27551 1045/26551 1046/27338 1047/26610 1048/27349 1049/27070 1050/27350 1051/27898 1052/26350 1053/27899 1054/25883 1055/26397 1056/26552 1057/26398 1058/25814 1059/25815 1060/27436 1061/27595 1062/27915 1063/27965 1064/25783 1065/27503 1066/27442 1067/27662 1068/27663 1069/26553 1070/26554 1071/27723 1072/27071 1073/28096 1074/26562 1075/26555 1076/28092 1077/29093 1078/25809 1079/25814 1080/28086 1081/26255 1082/28022 1083/26400 1084/26556 1085/26890

C-FGHZ N753PR 9V-SPA 9M-MPH 9V-SFB G-VHOT HL7419 9V-SPB 9K-ADE HS-TGP G-CIVD 9V-SPC G-CIVE N406EV 9V-SFC N407EV B-2447 HL7492 9V-SPD HL7493 G-CIVF G-CIVG JA8965 VR-HUJ 4X-ELC B-16801 HL7420 VR-HUK JA8966 HL7494 N754PR 9V-SFD 9V-SPE HS-TGR 9V-SPF HL7495 9V-SPG 9V-SPH N408EV N409EV G-CIVH G-CIVI D-ABVO G-VBIG 9V-SPI HL7496 9V-SPJ N193UA

Canadian Philippine Singapore Malaysia Singapore Virgin Asian Singapore Kuwait Thai British Air Singapore British Air EVA Singapore EVA Air China Korean Singapore Korean British Air British Air All Nippon Cathay ElAl Mandarin Asiana Cathay All Nippon Korean Philippine Singapore Singapore Thai Singapore Korean Singapore Singapore EVA EVA British Air British Air Lufthansa Virgin Singapore Korean Singapore United

JA8911 4X-ELA G-VFAB PK-GSH 9V-SMZ JA8912 4X-ELB VR-HUI VT-ESP HL7418 9V-SFA HL7491

Japan Malaysia Japan ElAl Virgin Garuda Singapore Japan ElAl Cathay Air India Asiana Singapore Korean

AIRLINER TECH

94-07-27 94-08-18 94-08-31 94-09-08 94-09-17 94-09-26 94-10-13 94-10-12 94-10-28 94-11-11 94-11-23 94-12-08 94-12-08 94-12-28 95-02-02 95-01-26 95-01-25 95-02-16 95-03-06 95-03-11 95-03-22 95-04-06 95-04-16 95-05-14 95-05-15 95-05-16 95-06-14 95-06-29 95-07-18 95-07-31 95-08-28 95-08-20 95-09-28 95-10-23 95-11-09 95-12-17 96-02-09 96-03-01 96-03-14 96-03-29 96-04-11 96-04-22 96-05-05 96-05-28 96-06-09 96-06-18 96-07-09 96-07-20

.'

-)

Type

Line/msn

Date

Reg.

Operator

Type

Line/msn

747-48E 747-4B5F 747-422 747-437 747-406 747-4H6 747-4B5 747-437 747-412F 747-4B5 747-48EF 747-407 747-4B5 747-412 747-4Q8 747-412 747-436 747-430 747-436 747-412F 747-430 747-4B5 747-436 747-430 747-430 747-4D7 747-406 747-422

1086/25784 1087/26401 1088/26892 1089/28094 1090/28195 1091/27672

96-08-07 96-08-23 96-09-06 96-09-21 96-10-03 96-10-16

HL7421 HL7497

747-407 747-436 747-409 747-409 747-468

1134/27725 97-10-30 1135/28849 97-11-18 1136/28711 97-11-17 1137/28712 97-12-07 1138/28340 97-12-17

1092/26402 1093/28095 1094/28263 1095/26403 1096/28367 1097/26616 1098/28335 1099/28023 1100/28194 1101/26557 1102/25817 1103/28284 1104/25818 1105/28026 1106/28285 1107/26404 1108/27478 1109/28286 1110/28287 1111/27724 1112/28459 1113/26899 747-409 1114/28709 747-48E 1115/25782 747-436 1116/28700 747-41R 1117/28757 747-4B5 1118/26405 747-4J6C 1119/28754 747-422 1120/28715 747-422 1121/26901 747-468 1122/28339 747-4B5F 1123/26406 747-422 1124/28716 747-4R7F 1125/25868 747-422 1126/28717 747-406C 1127/28196 747-4J6 1128/28755 747-436 1129/28848 747-4H6 1130/28426 747-48E 1131/28551 747-409 1132/28710 747-481 1133/28282

96-10-20 96-11-04 96-11-15 96-11-18 96-12-12 96-12-10 96-12-14 97-01-12 97-01-14 97-01-21 97-01-31 97-02-10 97-02-22 97-02-28 97-03-04 97-03-13 97-03-23 97-04-04 97-04-14 97-04-19 97-05-01 97-05-08 97-05-17 97-05-22 97-05 97-06-05 97-06-12 97-06-23 97-06-23 97-07-09 97-09-14 97-07-23 97-08-05 97-08-13 97-09-08 97-08-28 97-09-06 97-09-18 97-10-05 97-10-12 97-10-29

HL7498 VT-EVB 9V-SFE HL7472 HL7422 HS-TGT HL7473 9V-SPK G-VTOP 9V-SPL

Asiana Korean United Air India KLM Malaysia Korean Air India Singapore Korean Asiana Thai Korean

N194UA VT-EVA PH-BFS 9M-MPI

G-CIVJ D-ABVP G-CIVK 9V-SFF D-ABVR

Singapore Virgin Singapore British Air Lufthansa British Air

9M-MPJ HL7424 B-18202

Singapore Lufthansa Korean British Air Lufthansa Lufthansa Thai KLM United China Asiana British Air Virgin Korean Air China United United Saudi Korean United Cargolux United KLM Air China British Air Malaysia Asiana China

JA401A

All Nippon

HL7460 G-CIVL D-ABVS D-ABVT HS-TGW PH-BFT N195UA B-18201 HL7423 G-CIVM G-VAST HL7461 B-2467 NI97UA N197UA HZ-AN HL7462 N198UA LX-KeV 199UA PH-BFU B-2468 G-CIVN

747-4R7F 1139/29053 747-45E 1140/29061 747-422 1141/26902 747-481 1142/28283 747-430 1143/29101 747-436 1144/28850 747-409 1145/29030 747-436 1146/25820 747-4H6 1147/28427 747-436 1148/28851 747-436 1149/25821 747-4H6 1150/28428 747-45E 1151/29111 747-4H6 1152/28435 747-445 1153/26359 747-436 1154/25810 747-485 1155/26407 747-436 1156/25819 747-436 1157/25822 747-4F6 1158/28959 747-45E 1159/29112 747-48E 1160/28552 747-4F6 1161/27602 747-444 1162/28468 747-4B5F 1163/26408 747-407 1164/28705 747-47UF 1165/29252 747-446 1166/26360 747-4F6 1167/28960 747-422 1168/26900 747-470F 1169/29253 747-485 1170/26409 747-422 1171/26903 747-436 1172/28852 747-412F 1173/26558 747-4F6 1174/28961 747-4J6 1175/28756 747-409 1176/29219 747-41R 1177/29406 747-436 1178/28853 747-47UF 1179/29254 747-419 1180/26910 747-4J6 1181/29070

BOEING

141-4~O

Date

98-01-17 98-01-16 98-01-19 98-01-29 98-02-07 98-02-17 98-02-25 98-03-02 98-03-20 98-03-13 98-03-20 98-03-30 98-04-27 98-04-14 98-04-30 98-04-24 98-12-30 98-05-22 98-05-15 98-12-30 98-05-28 98-06-18 98-10-07 98-06-30 98-12-30 98-12-22 98-07-29 98-07-23 98-12-30 98-08-20 98-08-12 98-12-30 98-08-28 98-09-03 98-09-03 98-09-28 98-09-28 98-09-30 98-09-29 98-10-21 98-10-31 98-10-28

Reg.

Operator

HS-TGX G-CIVO B-18203 B-18205 HZ-AIW LX-LCW B-l64lO N104UA

Thai British Air China China Saudi Cargolux EVA United

JA402A D-ABVM G-CIVP B-18206 G-CIVR 9M-MPK G-CIVS G-CIVT 9M-MPL B-16111 9M-MPM

All Nippon Lufthansa British Air China British Air Malaysia British Air British Air Malaysia EVA Malaysia

JA8913 G-CIVU HL7402 G-CIVV G-CIVW ZS-SBK B-16412 HL7428

Japan British Air Korean British Air British Air South African EVA Asiana Air New Zealand South African Korean Thai Atlas

ZK-SUJ ZS-SAK HL7403 HS-TGY N491MC JA8914 ZS-SBS NlO7UA N492MC HL7404 N108UA G-CIVX 9V-SFG A6-YAS B-2469 B-18207 G-VXLG G-CIVY N493MC ZK-NBV B-2470

Japan South African United Atlas Korean United British Air Singapore Abu Dhabi Air China China Virgin British Air Atlas Air New Zealand Air China

101

Type

Line/msn

747-468 1182/28341 747-436 1183/28854 747-47UF 1184/29255 747-422 1185/26906 747-409 1186/29031 747-444 1187/29119 747-446 1188/26361 747-4R7F 1189/29729 747-436 1190/28555 747-430 1191/29492 747-47UF 1192/29261 747-422 1193/26908 747-436 1194/28856 747-436 1195/25823 747-436 1196/28857 747-422 1197/28810 747-436 747-481 747-436 747-422

1198/28858 1199/29262 1200/25824 1201/28811 747-446 1202/26362 747-4R7F 1203/29730 747-481 1204/29263 747-430 1205/29493 747-451 1206/26477 747-422 1207/28812 747-446 1208/29899 747-422 1209/29166 747-48EF 1210/27603 747-422 1211/29167 747-436 1212/28859 747-47UF 1213/29256 747-4D7 1214/28706 747-458 1215/29328 747-468 1216/28342 747-47UF 1217/29257 747-422 1218/29168 747-409 1219/29906 747-47UF 1220/29258 747-422 1221/28813 747-4R7F 1222/29731 747-451 1223/30267 747-412F 1224/28032 747-406M 1225/28460 747-451 1226/30268 747-47UF 1227/29259 747-419 1228/29375 747-4J6 1229/29071

102

Date

Reg.

Operator

Type

Line I msn

Date

Reg.

98-11-18 98-10-31 98-12-04 98-11-16 98-11-20 98-11-30 98-11-30 98-08-12 98-12-14 98-12-21 98-12-15 98-12-29 99-01-17 99-01-19 99-01-26 99-01-29 99-02-05 99-02-25 99-02-17 99-02-24 99-03-18 99-03-03 99-03-30 99-03-13 99-03-29 99-03-29 99-04-20 99-04-12 99-04-14 99-04-22 99-04-29 99-05-26 99-05-11 99-05-24 99-12-09 99-06-30 99-06-14 99-06-25 99-07-15 99-08-02 99-07-12 99-07-19 99-08-05 99-08-16 99-08-24 99-08-26 99-09-08 99-09-22

HZ-AIX G-CIVZ N494MC N109UA B-18208 ZS-SAZ

Saudi British Air Atlas United China South African

1230/25564 1231/29732 1232/30269 1233/25565 1234/27650 1235/30400

Japan Cargolux British Air Lufthansa Atlas United British Air British Air British Air United British Air All Nippon British Air United

99-09-30 99-09-29 99-10-18 99-09-30 99-11-21 99-11-23 99-12-16 99-12-22 00-01-21 00-01-24 00-02-17 00-03-30 00-04-05 00-05-02 00-04-25 00-05-12 00-05-25 00-05-31 00-06-08 00-07-06 00-06-28 00-07-20 00-07-28 00-08-17 00-08-19 00-09-12 00-09-28 01-03-02 00-10-24 00-11-13 00-11-16 00-12-11

VH-OJS LX-PCV N674US

JA8915 LX-MCV G-BYGA D-ABVU N408MC N116UA G-BYGB G-BYGC G-BYGD N117UA G-BYGE

747-438 747-4R7F 747-451 747-438 747-446 747-4R7F 747-446 747-430 YAL-l

JA403A G-BYGF N118UA JA8916 LX-NCV

Japan Cargolux All Nippon JA404A D-ABVW Lufthansa N67IUS Northwest N119UA United JA8917 N120UA HL7426 N12IUA G-BYGG G-GSSA HS-TGZ 4X-ELD HZ-AIY

Japan United Asiana United British Air Global Thai ElAl Saudi N496MC Atlas N122UA United B-18209 China N497MC Atlas NI27UA United LX-OCV Cargolux N672US Northwest 9V-SFH Singapore PH-BFV KLM Northwest N673US N498MC Atlas ZK-NBW Air New Zealand B-2471 Air China

1236/27100 1237/29858 1238/30201 747-438 1239/25566 747-47UF 1240/29260 747-412 1241/29950 747-47UF 1242/30558 747-4J6 1243/30158 747-47UF 1244/30559 747-422 1245/30023 747B5F 747-4H6 747-4B5F 747-409F 747-481

1246/26416 1247/28432 1248/26411 1249/30759 1250/30322 747-45EF 1251/30607 747-409F 1252/30760 747-446 1253/27648 747-409F 1254/30761 747-467F 1255/30804 747-412F 1256/28027 747-409F 1257/30753 747-406MI258/30454 747-46NF 1259/30809 747-46NF 1260/30809 747-430 1261/29859 747-446 1262/27645 747-409F 1263/30762 747-430 1264/29870 747-468 1265/28343 747-412 1266/28031 747-409F 1267/30763 747-443 1268/30885 747-409F 1269/30764 747-412 1270/28028 747-467F 1271/32571 747-443 1272/32337 747-467F 747-6NF 747-4B5 747-412F 747-B5F

1282/30805 1283/30811 1284/26412 1285/26559 1286/26413

AIRLINER TECH ..

00-12-19 01-02-09 01-01-26 01-02-08 01-02-20 01-02-22 01-04-11 01-03-29 01-04-18 01-08-22 01-09-26 01-09-28 01-09-17 01-09-28

VH-OJT JA8918 LX-RCV JA8919 D-ABVX 00-0001 VH-OJU N499MC 9V-SPM

Operator Qantas Cargolux Northwest Qantas Japan Cargolux Japan Lufthansa USAF Qantas

Atlas Singapore N409MC GTI B-2472 Air China N412MC Atlas N128UA United HL7448 Korean 9M-MPN Malaysia HL7449 Korean B-18701 China Cargo JA405A All Nippon EVA B-15481 B-18702 China Cargo JA8920 B-18703 B-HUL 9V-SFI B-18706 PH-BFW N451PA N452PA D-ABVY

Japan China Cargo Cathay Singapore China Cargo KLM Polar Polar Lufthansa

JA8921 B-18705 D-ABVZ HZ-AIZ

Japan China Cargo Lufthansa Saudi

9V-SPN B-18706 G-VROS B-18707 9V-SPO B-HUO B-VGAL B-HUP N453PA HL7465

Singapore China Cargo Virgin China Cargo Singapore Cathay Virgin Cathay Polar Korean

9V-SFJ HL7466

Singapore Korean

-,>

"'

Type

Line/msn Date

Reg.

Operator

Type

747-41R 747-409F 747-412 747-4H6 747-4B5F 747-430 747-430 747-409F 747-4B5F 747-4H6

1287/32745 1288/30765 1289/28025 1290/28433 1291/27073 1292/32445 1293/29871 1294/30766 1295/26414 1296/29900

G-VWOW B-18708 9V-SPQ 9M-MPO HL7467

Virgin China Cargo Singapore Malaysia Korean Lufthansa Lufthansa China Cargo Korean Malaysia

747-451 1297/33001 747-412 1298/28030 747-430 1299/29872 747-409F 1300/30767 747-4H6 1301/29901 737-406M 1302/30455 747-451 1303/33002 747-47UF 1304/32837 747-48EF 1305/29170

01-10-31 01-10-31 01-11-30 -

D-ABTK B-18709 HL7400 9M-MPP

Line/msn

Date

Reg.

Operator

-

N675US 9V-SFK D-ABTL B-18710 9M-MPQ PH-BFY N676US N415MC HL7426

Northwest Singapore Lufthansa China Cargo Malaysia KLM Northwest Atlas Asiana

At the start of 2002, with the airline industry reeling from economic setbacks, terror attacks, and the deterrent to travel posed by inconsistent security measures, some analysts were saying that twilight has come for the era of the four-engined jetliner, even one that saves money for its operators by having just two pilots. Nevertheless, even though older 747 "classics" were clearly a liability to most airlines, the jury was still out on the impact of the economy on the 747-400. Boeing, even after setbacks and layoffs, has a healthy order book for the 747-400 and no one is ready to say, so far, that this great aircraft doesn't have a bright future ahead. (Tom Pesch)

BOEING

141-400

103

SIGNIFIC

T DATES

KEY DATES IN THE HISTORY OF THE BOEING 747-400 February 9, 1969 First flight of a Boeing 747 May 1985 Boeing announcement of 747-400 program launch October 22, 1985 Launch customer Northwest Airlines orders 10 747-400s April 29, 1988 Pilot James Loesch and co-pilot Kenneth Higgins complete the first flight of a 747-400, powered by Pratt & Whitney engines, at Everett June 27, 1988 First 747-400 sets a weight record taking off from Moses Lake, Washington, at 892,450 pounds (404,994 kilograms) August 28, 1988 First flight of a Rolls-Royce-powered 747-400, for Cathay Pacific April 15, 1989 First flight of a General Electricpowered 747-400, for KLM September 1989 First 747-400 Combi enters service withKLM January 1990 Boeing announces plans for a 747400F freighter to replace 747-200F on Everett production line

104

1990 Boeing offers US. Air Force a 747400 model dubbed the C-33; USAF doesn't buy 1991 747s participate in Operation Desert Storm, carrying 644,000 troops and 220,000 tons of equipment to and from the Middle East May 7, 1993 First flight of a 747-400F freighter, for Cargolux September. 10, 1993 1,00Oth Boeing 747 rolls out November 4,1993 First loss of a 747-400: a new China Airlines 747-400 makes a bad landing and comes to rest off runway's end at Kaitak harbor, Hong Kong; all 269 on board survive. 1994 Boeing offers the US. Air Force a derivative of the 747-400F dubbed the NDAA (Non Developmental Alternative Airlifter); USAF buys C-17 transports instead 1995 Boeing acquires McDonnell Douglas, leaving the United States with just one manufacturer of longrange airliners 1996 Boeing studies 747-500X and 747600X designs, which are subsequently cancelled

AIRLINER TECH ..

1996 Boeing briefs airline executives on a larger 747-700X model, which is studied but eventually also cancelled October 1, 1998 U.S. Air Force announces planned purchase of YAL-l airborne laser aircraft, based on 747-400 November 1, 2000 First Singapore Airlines aircraft loss, ever; 78 killed in 747-00 crash at Taipei April 10, 2001 United Airlines announces 747-400 operations on the world's longest air route, flight 821 from New York to Hong Kong, 8,439 miles (13587 kilometers) September 11,2001 Terrorist attacks on the United States exacerbate airline industry's economic slump, causing some 747-400s to be stored February 2002 Boeing scheduled to begin assembly of "Longer Range 747" for farreaching overseas routes; launch customer: Qantas June 2002 Scheduled rollout of "LongerRange 747"

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Vital Guide to Major Airlines of the World - 2nd Ed., by Gunter Endres. A compact and highly detailed reference work to the world's most important international and regional airlines. Each entry covers the airline's history and operational network, and includes a comprehensive fleet list and color photograph of the current livery. This is an indispensable, upto-date reference work detailing well over 100 of the world's significant airlines. 6 x 8-1/2 inches, 166 pgs., color photos throughout. Hdbd. Item SX340

Flying The Big Jets - 3rd Ed., by Stanley Stewart. This book presents fascinating facts about what it takes to fly a big jet. How does a large aircraft fly? How long is the take-off run at maximum weight? How much fuel is carried on a transatlantic flight? The answers to these and thousands of other questions are given with sufficient detail to satisfy even the most inquisitive reader. The reader is taken from the basics of big jets through to the actual flight of a Boeing 777 from London to Boston. This is a comprehensive book that reveals the every-day working environment of the longhaul airline pilot. 6 x 9 inches, 320 pgs., 100 b/w photos and line drawings. Hdbd. Item SX189

Airline Tail Colours - 2nd Ed., by B.I. HengL Airlines continue to expand worldwide and interest in the airlines, their liveries, and operations have never been higher. Across the globe, a bewildering array of color schemes can be seen and keeping up-to-date can be a difficult task. This book is designed to be a pocket-sized, at-a-glance aid to the quick recognition of airline tail colors including providing the airline's nationality, 3-letter code used for flight numbers, radio callsign prefixes, the airline's international registration prefix, the main operating base, and the aircraft types used for 570 of the world's leading airlines. 4 x 7 inches, 160 pgs., 550 color photos. Sftbd. Item MC104

Airlines Remembered, by B.I. HengL This new book reviews the histories and operations of 204 airliners from the last 30 years that are no longer with us. Each is illustrated with a full color photo showing at least one of their aircraft in the color scheme of that era. In the rapidly changing world of civil aviation, once familiar operators and liveries frequently change of vanish, almost overnight. Operators such as BEA, CP Air, Eastern, Jet 24, Laker, Fred Olsen, PeoplExpress, and ValueJet are examples of the extensive and varied coverage found in this book. 6-3/4 x 9-1/2 inches, 224 pgs., 252 color photos. Sftbd. Item MC091

The Boeing 747-400 is the transformed version of the airliner that changed the world. In many ways, it is a new aircraft rather

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than a development of the wide body "jumbo jet" that brought air travel to the everyday citizen. With an outer shell that dates to the mid-1980s and an interior that PNEUMATIC STARTER VALVE

reflects a digital revolution and a new century, the 747-400 is a complex and smooth-

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ly functioning thing of beauty. Many regard the 747-400 as the most majestic flying machine plying the world's revenue routes. Author Robert F. Dorr takes us through this modern jumbo jet, giving us a look at details both obvious and obscure, many of them never seen by the flying public. Also included is a complete list of airlines flying the 747-400, a description of each major variant, a list of each aircraft produced so far, and a look into possible future

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versions of this fascinating aircraft - the Boeing 747-400. ISBN 1-58007-055-8

SPECIALTY PRESS

51695>

ISBN 1-58007-055-8

39966 GRAND AVENUE NORTH BRANCH, MN 55056 USA

(651) 277-1400 I (800) 895-4585 http://www.specialtypress.com DISTRIBUTED IN THE UK AND EUROPE BY MIDLAND PUBLISHING

9 781580 070553

PRINTED IN CHINA

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19051 00042

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