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flight cycles (landings and takeoffs), but the -400D can be modified easily to the -400 standard. Boeing also
initially offered a long-range version of the 747-400D, the -400D LR equipped with the winglets for service to the
vacation spots in the Pacific, but this version has never been ordered.
Commercial Wide Long Range Turbofan Jet Transport
Certification:
First Flight:
Delivery: First & Last
First Service/Operation
USA North America
First Order:
KEY DATES
Oct 22, 1985
Apr 29, 1988
Jan 9, 1989
Jan 26, 1989 In Production
January, 1989 with
Northwest
1
BOEING 747-400 Jumbo Jet
The 747-400F freighter was announced in 1989 and first sold to Air France, but Cargolux of Luxembourg was the
first to put the -400F into revenue service, opening a scheduled round-the-world freight service. The Cargolux
747-400F carried 110 tons of payload between Hong Kong and Fairbanks in 8.67 hr. Until then, Cargolux 747-200F
freighters flying between the two cities required a fuel stop in Sapporo, Japan. Cargolux now has twelve
747-400Fs. The type is the most efficient cargo transport available, with a 13% improvement over that of the
747-200F in fuel burn per pound of freight carried.
The planned launch of the stretched 500 to 600 passenger very large 747-500X and -600X was canceled in
January 1997. Following the announcement by Airbus of orders for its new A340-500 and -600, Boeing has
decided in 1998 to match the range and takeoff performance of the A340-500 by offering the new 747 proposal
called 747-400LRX. The aircraft mates a 747-200 fuselage with strengthened undercarriage with the wings of a
-400F Freighter. It would have a range 8,300 nm. (15,400 km), takeoff weight of 900,100 lb (409,100 kg), and
carry 365 passengers. It is scheduled for 2002. Essentially, the proposed aircraft is a 747-400IGW with a -200
fuselage and an extra 600 nm range compared to the standard 747-400.
From its first flight in 1969, the 747 has been an airplane of superlatives: It was bigger, flew farther and carried
more people than any other commercial airplane. Today, that's still true.
The latest model, the 747-400, can fly 416 to 524 passengers about 8,400 statute miles and is available in four
models. The 747-400 has a two-pilot digital flight deck, a new interior and is powered by stronger, more efficient
engines. With its huge capacity, extended range and improved fuel efficiency, the -400 offers the lowest operating
costs per seat of any commercial jetliner. In addition to the passenger version, the 747-400 is offered as a
"Combi" -- carrying passengers forward and cargo aft on the main deck -- as well as a domestic, high-capacity
version and an all-cargo freighter. Boeing continues to study airplanes capable of carrying more passengers than
today's 747s and will develop one only when there is sufficient market demand.
The 747-400 continues the 747 family legacy by integrating advanced technology into one of the world's most
modern and fuel-efficient airliners. Currently, the only model in production, the 747-400 incorporates major
aerodynamic improvements over earlier 747 models, including the addition of winglets to reduce drag, new
avionics, a new flight deck and the latest in-flight entertainment systems.
The improved and advanced 747-400 delivers more range, better fuel economy and lower operating costs than the
previous 747 models. The 747-400 has a range of approximately 8,430 statute miles (13,570 km) and the lowest
cost per seat-mile of any twin-aisle airplane offered by any manufacturer. It has a dispatch-reliability rate of
98.8 percent.
Boeing delivered the first 747-400 in 1989 to Northwest Airlines. Since the first 747 delivery in 1969, Boeing
has delivered more than 1,235 747s, of which 500 are high-technology 747-400s. The 747's longevity and
popularity are based on its unbeatable low seat-mile costs, flexibility, long-range dominance, unmatched comfort
options and ability to integrate new technology.
The 747-400's most noticeable aerodynamic improvement is the 6-foot longer wing with a 6-foot-high winglet
angled upward and slightly outward. This change reduces fuel burn and extends the airplane's range. While designing
the 747-400, Boeing engineers discovered that the kind of wing shape needed by the airplane created a whirling
pattern, called a vortex, at the wingtip while the airplane moved through the air at cruising speed. The top part of
that whirling movement of air actually pushed down on the top of the wing, creating drag.
Initially, it was thought that the problem could be solved by adding several feet to the wing, but that would make it
difficult to navigate increasingly crowded airport taxiways and ramps. Longer wings would also reduce the number
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