Boeing 747-200 · The Encyclopedia of Aircraft David C. Eyre (2024)

Country of origin:

United States of America

Description:

Long-range commercial transport

Power Plant:

Four 52,000 lbst Pratt & Whitney JT9D turbofans; or

Four 52,000 lbst General Electric CF6-50 turbofans; or

Four 52,000 lbst Rolls Royce RB.211-524 turbofans

Specifications:

History:

Developed from the Boeing 707 series, the Boeing Model 747 was the first of the ‘wide body’ aircraft in the Boeing range of airliners. The basic design attempted to fill a US Air Force requirement for a large logistics transport known as the CX-HLS, but in the event the Lockheed C-5A was chosen on 30 September 1965, with an initial contract for 65 aircraft, and Boeing proceeded with the development of the Model 747 as a commercial transport.

A number of configurations were considered, including a mid-wing double-bubble layout, but eventually it was decided to substantially enlarge the Model 707, with a fuselage big enough to provide a long single-deck with sufficient width to permit ten-abreast seating with two aisles. The decision was taken to set the co*ckpit at a higher level, thus permitting the installation of a small passenger lounge behind it, with access via a staircase.

Boeing believed the market would be ready for an extra-large airliner by the beginning of the 1970s and decided on an aircraft with a gross weight of 283,750 kg (625,000 lb) and four engines. To take the weight a 16 wheel main undercarriage was adopted, with four four-wheel bogies under the fuselage centre-section.

Pan American Airways could see the future for the new design and ordered 25 examples, followed by Lufthansa and Japan Airlines (JAL). A cruising speed of Mach 0.9 was planned, compared to the 0.86 of the Boeing 707, the wing being of thinner section. First flight was projected to take place late in 1968. A pure freight variant was projected, as was a combo passenger/freighter, the Models 747F and 747C, the latter to have an upward hinged nose section to permit straight-in loading. By the time the Model 747 entered service with Pan American Airways, Boeing had received orders for 190 aircraft from 28 airlines, the initial model becoming known as the Model 747-100B. The success of the 747 series was thus assured.

In June 1966 Boeing obtained land at Everett, near Seattle in Washington, and set up the 747 Division of the Commercial Airplane Group, constructing the world’s largest volume building for production of the type. The prototype flew for the first time at Everett on 9 February 1969, and by the middle of 1982, over 600 had been ordered.

The type received its FAA certification on 30 December 1969 and the first commercial service was flown by Pan American N736PA ‘Clipper Victor’, which was re-named ‘Clipper Young America’ for the flight from New York to London in the UK.

As with all new projects, problems with the aircraft and its Pratt & Whitney engines had to be solved, one problem being staying close to the projected weight and, despite a strenuous weight reduction program, by the time the prototype flew, weight had increased to 322,050 kg (710,000 lb) in order to meet the payload / range requirements.

The Boeing 747 was a completely new concept in air transportation and some little time was required before airlines and airports were ready to adjust to the new era in passenger transportation. In the early stages the power of the engines had not kept up with the increases in weight of the aircraft and it was some time before the Pratt &L Whitney JT9D-3AW engine with a take-off thrust of 45,000 lbst became available.

Development of the type led to the first production aircraft known as the Series 100, of which 167 examples were built, comprising nine 100Bs, and 29 100SRs. Northwest Orient aircraft had 57 first-class passengers and 261 tourist class, whereas British Airways had 27 first class and 383 economy class.

In 1967 a new variant known as the Series 200 appeared with extra fuel carried in the wing centre-section, necessitating some structural alterations, including changes to the undercarriage. This provided a maximum take-off weight of 351,540 kg (775,000 lb) and an increase in range. First flight of the Series 200 was made on 23 December 1970, and the type entered service with KLM the following year. The Pratt & Whitney JT9D-7W engines provided 47,900 lbst.

The Model 747-200B was a variant with an increased payload and range but production was initially delayed by problems with the Pratt & Whitney engines. This model first flew on 11 October 1970, receiving its Certificate of Airworthiness on 23 December that year. This model could carry a full capacity of 442 passengers and baggage up to 9,908 km (6,157 miles).

Next model was the 747-200C Combi with a cargo door installed to the rear of the wing on the port side, this aircraft being convertible from passenger to freight configuration, being able to accommodate containers, pallets and oversized loads. The 747-200C series was able to be converted from all-passenger to all-cargo or an intermediate configuration and was introduced in May 1973, having a nose cargo door and provision for cargo handling systems.

As customer requirements became known, more variants of the basic design appeared. The first Model 747F freighter flew on 30 November 1971, and the first operator for this model was Lufthansa. On 23 March 1973 the first convertible variant, the 747C, appeared. Like the 747F, tht 747C had a hinged nose. A further convertible, which appeared later, dispensed with the hinged nose but had a large side-loading freight door.The first airline to receive this model, known as the 747 Combi, was Sabena.

Total production of the 747-200 Series was 224 Series 200Bs, 13 747-200Cs, 69 747-200Fs, 77 747-200Ms, and twelve built for military operators. In 1973 a variant was built for JAL, the Model 747SR, this being the basic Model 747-200 with a high-density cabin layout to seat 498 passengers. These aircraft had the fuel capacity of the 747-100 series but with a restricted gross-weight, structural changes permitting a higher frequency of take-offs and landings because of the shorter distances flown in the Japanese islands.

To permit the carriage of more freight and passengers, development of the design led to the requirement for more power from the engines to meet increasing maximum take-off weights. Three companies became involved in the development of engines for the 747 series, these being Pratt & Whitney, General Electric, and Rolls Royce. Subsequently operators had the choice of a variety of engines.

Qantas purchased the Model 747-238B, the first fifteen aircraft being fitted with Pratt & Whitney JT9D engines, but subsequent aircraft had Rolls Royce RB.211 engines. Qantas over the years has operated a large number of 747s. In 1979 it ordered five with RB.211-524D4 engines, these providing a take-off weight of 377,850 kg (833,000 lb), seating for 436 passengers, cargo of 11,500 kg (25,350 lb) and a range of 10,100 km (6,277 miles), the previous model with the JT9D engines having a gross-weight of 365,000 kg (805,000 lb) and a range with the same payload of 8,520 km (5,295 miles).

First Qantas 747-238B was VH-EBA ‘City of Canberra’ which joined the fleet in August 1971, the second aircraft VH-EBB ‘City of Melbourne’ arriving later that month. First scheduled service was a proving flight to Singapore on 17 September, the route being extended on 25 November to London, UKand in January 1972 services commenced to San Francisco, California. Qantas at this time announced that a Boeing 747 could do the work of three Boeing 707s or 16 Lockheeed Constellations.

A change in model occurred with the 18th aircraft delivered, a 747-238B Combi VH-ECB with Rolls Royce RB.211 engines, and in this series Qantas took delivery of 19 747-238Bs, and three 747-238B Combis.

Air New Zealand also operated what was known as the 747B, the airline announcing in 1980 that it was replacing its Douglas DC-10s with Rolls Royce powered Boeing 747s, the first entering service during 1981.

Further development led to the Model 747SUD, which was the 747-200 Series with a ‘stretched upper deck’ and new generation engines. This model left the overall dimensions of the aircraft and gross weights unchanged but the upper deck was stretched by 7.11 m (23 ft 4 in), thus increasing the capacity on this deck from 32 to 69 in nine-abreast economy layout.

Qantas 200 series aircraft were: Model 238Bs VH-EBA (c/n 20009 – ‘City of Canberra’); VH-EBB (c/n 20010 – ‘City of Melbourne’); VH-EBC (c/n 20011 – ‘City of Sydney’); VH-EBD (c/n 20012 – ‘City of Perth’); VH-EBE (c/n 20534 – ‘City of Brisbane’); VH-EBF (c/n 20535 – ‘City of Adelaide’); VH-EBG (c/n 20841 – ‘City of Hobart’, later ‘City of Fremantle’); VH-EBH (c/n 20842 – ‘City of Newcastle’, later ‘City of Parramatta’); VH-EBI (c/n 20921 – ‘City of Darwin’; later ‘City of Dubbo’); VH-EBJ (c/n 21054 – ‘City of Geelong’, later ‘City of Newcastle’); VH-EBK (c/n 21140 – ‘City of Wollongong’, later again ‘City of Sale’), this aircraft becoming ‘Island of Viti Levu’ when leased to and painted in Air Pacific colours; VH-EBL (c/n 21237 – ‘City of Townsville’ later ‘City of Darwin’ and ‘City of Ballarat’); VH-EBM (c/n 21352 – ex N8295V – ‘City of Parramatta’, later ‘City of Adelaide’); VH-EBN (c/n 21353 – ‘City of Albury’); VH-EBO (c/n 21657 – ‘City of Elizabeth’); VH-EBP (c/n 21658 – ‘City of Fremantle’, later ‘City of Adelaide’); VH-EBQ (c/n 22145 – ‘City of Bunbury’); VH-EBR (c/n 22614 – ‘City of Hobart’, later ‘City of Dubbo’, then ‘City of Mt Gambier’) and VH-EBS (c/n 22616 – ‘Longreach’, later ‘City of Broken Hill’).

Model 747-238SCDs VH-ECA (c/n 21354 – ‘City of Sale’), VH-ECB (c/n 21977 –’City of Swan Hill’) and VH-ECC (c/n 22615 – ‘City of Shepparton’).

One Boeing 747-123 VH-EEI (c/n 20108 – ex G-VMIA – ‘Island of Viti Levu’) was leased from Virgin Atlantic in March 1990 and operated by Air Pacific, being re-registered VH-CAI for a short period.

Air New Zealand 747-200 series were fitted with Rolls Royce RB.211 engines and were Model 747-219Bs ZK-NZV (c/n 22722), ZK-NZW (c/n 22723), ZK-NZX (c/n 22724), ZK-NZY (c/n 22725) and ZK-NZZ (c/n 22791).

Qantas leased further examples of the 747s series over the years to increase capacity at peak times, particularly during the Christmas / New Year holiday period, including EI-BED from Aer Lingus, N93117 from Tower Air, VH-EEI from Citicorp, PH-MCF from Martinair, etc. Qantas has also leased aircraft to Air Pacific and other airlines, including Garuda.

One example of the Qantas fleet of Boeing 747-238Bs has been preserved. This aircraft, VH-EBQ ‘City of Bunbury’, carried during its service 5.4 million passengers and flew 82.54 million kilometres. It was donated by the airline to the Qantas Founders Museum at Longreach in Queensland and flown there on 16 November 2002, having been placed on display.