In Australian Service – Boeing’s 747

When one considers that the evolution of flight has taken place in the intervening 84 years since the Wright Brothers’ first momentous venture on 17 December 1903, the progress has been absolutely breathtaking. The first truly modern airliner built in quantity, the Douglas DC-2 flew some 31 years after the Wrights on 11 May 1934. And another 35 years later on 9 February 1969, the prototype Boeing 747 made its first flight. The epoch-making descent to the surface of the Moon occurred some months later on 21 July. What other form of technology, combining so many engineering disciplines has progressed so rapidly as aeronautics? From the Wright Brothers to the 747 and the Moon in a brief 66 year interval is really quite remarkable. Even today, some years after the introduction of the 747 into service, it is still an awe-inspiring sight to just stand underneath one on the ground and marvel at the size of this huge self-contained powerhouse which shrinks the world daily for thousands of people with speed, comfort and safety.

The mass travel intercontinental jet transport era was heralded by the Boeing 707 and Douglas DC-8 which were introduced into service in the late 1950s. Within a few years, sea travel had been completely displaced as air fares were reduced and the airlines’ passenger capacity rose to meet the needs of the market. Both the 707 and DC-8 grew but the former did not lend itself as easily to stretching as did the Douglas airliner. The ultimate 707 version was the 320C Series which could carry a maximum of 219 passengers while the DC-8 Series 61 and 63 could accommodate 259. The burgeoning passenger market began to make immense demands on the airlines’ fleets and it was obvious that a larger airliner was an urgent necessity.

During the mid 1960s the major US aircraft manufacturers turned their attention to the design of larger airliners because of this urgent need. The pending availability of more powerful engines such as the Pratt & Whitney JT9D-1 of 41,000lb st (static thrust), an immense increase over of the JT3D 18,000lb st powerplants of the 707-320C, made the feasibility of larger aircraft a reality. An impetus was the USAF invitation of proposals from three airframe and two engine manufacturers during 1964/ 65 for its CX-HLS (Cargo Experimental-Heavy Logistics System) heavy transport aircraft. The winner was the Lockheed Model 500 Galaxy powered by the General Electric GE1/6 40,000lb st turbofan. Lockheed’s $1. 9bn bid for the programme won out over the Douglas $2bn and Boeing $2. 3bn quotes although the ultimate cost later rose to $5. 2bn. Although Boeing was unsuccessful, the data obtained from its design evaluations was to prove very useful for its future 747 design studies.

An early 747 design proposal was of an aircraft with a double deck fuselage of internal width not much greater than the 707s 11′ 8″ with a mid wing configuration. The airlines did not favour this layout and eventually the familiar 747 design with its larger 20ft internal width fuselage evolved. Capable of seating up to 500 passengers in a high density layout and also accommodating two 8ft containers side by side in the main fuselage, this was an aircraft of quite enormous potential. Boeing elected in March 1966 to tentatively go ahead with the 747 programme and was rewarded with the first stamp of approval a few weeks later with a 25-aircraft order from Pan American.

During July 1966 the Boeing Board approved the go ahead for the 747’s development and production, and by the end of the year 88 aircraft were on order. Construction of a new plant at Everett commenced during January 1967 and assembly of the first 747 began during September. When 747 number one registered N7470 was rolled out on 30 September 1968 it carried the badges of the 27 airlines which had ordered 158 of the type. The first 747 flight had been planned for the 65th anniversary of the Wright Brothers first flight on 17 December but was thwarted by the heavy test programme workload. On 9 February 1969, Jack Waddell, Boeings’s senior experimental test pilot, with two other flight crew took N7470 on her historic first flight from Snohomish/Paine Field which adjoins the Everett factory. The only hitch encountered during the flight lasting just over one hour was a minor problem with the trailing edge flaps and because of this the undercarriage was not retracted.

A test programme involving up to five aircraft took place during 1969 involving the first 747 and three others destined for Pan Am and one for TWA. At the conclusion of the 1O month test period the five aircraft had flown a total of 1,400 hours. The four aircraft for Pan Am and TWA were returned to Everett where they were refurbished before delivery while the first aircraft was retained by Boeing for test purposes. The 747 received its FAA certification on 30 December 1969 and the first commercial service was flown on 22 January 1970 by Pan Am aircraft N736PA Clipper Victor which was renamed Clipper Young America for the epic flight from New York to London.

Production of the 747 continued at a rapid rate and by the end of 1970, 100 had been delivered. During March of that year an amazing production peak of one aircraft every three working days was achieved although this was later reduced to as ·,ow as two aircraft per month for several years.

Development of the basic 747 has seen the aircraft progress through several sub types, assisted in part by various airframe changes and also as the result of engine power increases which has seen the original Pratt & Whitney JT9D-3 of 43,500lb st sur- passed by the current offerings from several manufacturers in the 50,000+ lb st class.

Brief descriptions of the various models of the 747 follow. Maximum Brake release weights vary within each sub type depending on the powerplant requested by the individual operators.

747-100. The original version introduced into commercial service January 1970. Improved 747-100B version available from September 1977 with higher strength wing and body structures. Maximum brake release weight 750,000lb.

747-200B. Introduced commercially January 1971 incorporates higher strength wing and landing gear structure. Maximum BRW 800,000lb. Dimensions, major systems, passenger accommodation and lower lobe container volume are the same as for the 747-100B. 747SR. A version of the 747-100B which incorporates changes necessary for frequent takeoffs and landings associated with short range routes. SR options include dual position cabin pressurization controller, a forced air brake cooling system and heavy duty tyres, brakes and wheels. Maximum BRW 600,000lb flown mainly in Japan.

747SP. Introduced April 1976. Derived from the 747-100 to provide reduced per aircraft mile operating costs and superior performance capabilities. Achieved through structural weight reduction by reducing body length by 481⁄2ft. Also has simplified single slotted trailing edge flaps. Has pioneered extra long range non-stop services. Other changes are double hinged rudder and 5ft tip extensions to horizontal and vertical stabilisers. Maximum BRW 700,000lb.

747-2008 Combi. Entered service March 1975. Features combined passenger and cargo accommodation on main deck. Has large left rear cargo door. Is based on 747-200B. Has numerous configurations, two of which are 452 total passengers including 32 on upper deck, or 238 passengers and 12 pallets. Maximum BRW 805,000lb.

747-200C Convertible. Introduced May 1973. All passenger or combination passengers and pallets through nose door through to all cargo configuration. Also available with side cargo door. Has strengthened fuselage and main deck floor. Maximum BRW 800,000lb.

747-200F Freighter. All freight version introduced April 1972. Reinforced airframe and floor structure. Hinged nose door similar to 747-200C Convertible. Maximum BRW 833,000lb.

747-300. Has extended upper deck lengthened by 280 inches. Can typically permit an extra 44 seats. Available March 1983. Maximum BRW 833,000lb.

747-400. Rollout January 1988. Has 6ft winglets, 6ft wing tip extensions, redesigned two crew flight deck, structural weight reduction through use of advanced alloys and composites, new nacelle and low drag strut. Consumes 35% less fuel per passenger than 747-100. Maximum BRW 870,000lb.

Apart from the above civil versions, other marks have been produced for the military. The highly refined 747-400 series seems destined to be a big seller and has all but stifled orders for the 747-300 series. As at the end of 1987, a total of 832 Boeing 747s had been ordered comprising 828 civil versions and four military (three E-4A and one E-4B). Of these, 116 are for the 747-400 series which was first rolled out during January. The solid level of orders for this new version indicates that it will certainly eclipse the previous best selling version which was the 747-200B of which 234 were ordered. Improvements in technology normally bring about the evolution of a new design. However, the development costs of a new type to replace the 747 would be so colossal that the most likely scenario would be the continued incorporation of improvements into the existing overall design. With the assured success of the 747-400 and the future growth potential of the 747, production of the 747 family well into the twenty first century seems certain.

Qantas commenced jet airliner operations with the Boeing 707 on 29 July 1959. As the 707 fleet grew, the Super Constellations were progressively withdrawn from service and finally ceased operations during May 1963. The vastly greater productivity of the 707 compared with the Super Constellation, which typically carried 27 deluxe and 30 tourist passengers, enabled Qantas to substantially increase its passenger carrying capacity. However, even though Qantas had doubled its annual passenger load by the mid 1960s compared with the pre-707 days, it was evident that a larger aircraft was needed. Studies conducted by Qantas indicated that a fleet of aircraft equal to the capacity of 90 Boeing 707s would be needed by 1980. Viewed against the then fleet size and available manpower, it was clear that a larger subsonic airliner was needed. It was also a time where the operation of supersonic transports by Qantas in the future seemed a real possibility.

The decision by Qantas to proceed with an order for Boeing 747s was made in November 1967. An initial order was placed for four aircraft at a cost of US$18m (SA21m) each and total expenditure on the order plus outlays for a new hangar, new jet engine test cell and other equipment took the total project cost to $135m including $30. 4m for spares inventory. Options were also held on a further two aircraft. Qantas interest in the SST was still great and based on the predicted purchase of both Concordes and Boeing 2707 SSTs, a fleet mix of both 747s and SSTs was anticipated. By late 1967, deposits had been placed to reserve delivery positions for four Concordes and six Boeing 2707s but as history records these orders were not to come to fruition. However at the time of the initial Qantas 747 order, it was felt that by 1980 they would need at least 10 Boeing 747s which would account for about half of their passenger capacity with SSTs carrying the remainder. A likely fleet composition was that the 747s would comprise two thirds with the remaining aircraft being SSTs. As is now well known, the SSTs were not acquired and this changed the whole complexion of 747 requirements in the years ahead.

Some months later on 6 June 1968, the Federal Government announced that the main north/south runway at Sydney’s Kings- ford Smith Airport was to be extended to 13,000ft at a cost of $23m to cater for these new aircraft on order. The runway exten- sion, construction of the new international terminal which opened in May 1970 and the extensive improvements in the Qantas maintenance base were just some of the enhancements needed to cope with the new generation of aircraft.

On 24 June 1969 the Qantas Chairman Sir Roland Wilson announced that Qantas had altered its 747 orders and options to the more powerful 747-200B model which featured improved takeoff performance, a range of 4,450 miles and an increase in takeoff weight from 710,000lb to 775,000lb. The previous initial delivery date of August 1971 was unchanged. The first Qantas 747 was also noteworthy in that it was the first 747 to have a change in its external appearance. VH-EBA which was 747 number 147, had 10 windows on each side of the upper deck instead of the usual three. This arose through the Qantas requirement for an internal extension of the upper deck by 6ft to 25ft. The increased accommodation provided for an increase in passengers from 8 to 16 during takeoff and landing and from 16 up to 25 passengers during flight. These odd numbers reflected the use of the upper deck purely as a lounge/bar with limited seating An important new chapter in Qantas’ history was heralded on 16 August 1971 when their first 747 VH-EBA ‘City of Canberra’ under the command of Captain R Probert landed at Sydney with the second aircraft VH-EBB ‘City of Melbourne’ flying direct to Melbourne from Honolulu on 29 August commanded by Captain E Robinson. However what should have been the onset of an exciting new era was thwarted by a sequence of events rather unfortunate in their timing. In the months prior to delivery, a dispute had existed between the Australian and US authorities regarding the granting of permission for increased services by American Airlines, Pan American and World Airways charter flights to Australia. Australia refused to agree to the requests and the US retaliated by announcing on 8 July that a ban existed on any new Australian services to the US. Unfortunately the new Qantas 747 services to San Francisco scheduled to commence on 3 September fell into that category. Apart from being galling to Qantas, it must have been embarrassing for Boeing to see new aircraft just delivered to a valued client, denied free entry to their country of origin. Qantas had contended that the traffic was just not there to sustain all the new services requested by the US operators and the subsequent withdrawal of the existing American Airlines service from the route added further credence to the Qantas view. Qantas reviewed the planned introduction schedule and a proving flight was made to Singapore on 3 September with regular services commencing on 17 September. This service was extended on the Kangaroo Route to London on 25 November. Following resolution of the dispute with the US, Qantas began flights to San Francisco on 29 January 1972 at a rate of three services a week increasing to four weekly on 18 March.

The period leading up to the introduction into service of the Qantas 747s was a particularly worrying one for the airline. Various events beyond their control did much to erode passenger confidence and reduce demand. In general an economic downturn in both the US and Australia coupled with trouble in the Middle East were having an unsettling effect. Qantas met the challenge by implementation of a manpower freeze in early 1971 and later that year shed aircrew numbers, eliminated some unprofitable routes and reduced the frequencies on others. It was hardly the opportune time to introduce the largest aircraft in their history into service. Unfortunately as so often happens in the airl- ine industry, the introduction of major new types does not necessarily coincide with the optimum economic conditions. In addition, the picture on the Southern Cross Route to San Francisco was dismal. The introduction of American Airlines onto a route which was already having difficulties in achieving satisfactory load factors was a further irritant. Pan American had already introduced the 747 into service and was attracting passengers because of the appeal of a major new type. However, the overall load factor on the route was only 30%, so the introduction of the Qantas 747 with its three times greater capacity over the 707 seemed a daunting prospect for the marketing people.

Qantas realised that notwithstanding these problems, it was essential for their 747 to be introduced onto the route to match Pan American’s new equipment. It was an anxious time but eventually the situation improved, however not before Qantas decided to relinquish the three times a week extension from San Francisco to New York and London during April 1973 which was losing about $5m yearly in the early 1970s.

Next issue: The 747 represented a whole new opportunity for Qantas to expand during the seventies. How the national carrier achieved this and additional data on the QF 747 fleet are fully detailed in Part II of this article. Don’t miss it!