iscover
The 747SP is easily recognisable via its shortened almost stumpy looking fuselage, and lengthened tail. Seating around 100 less passengers, and with significantly reduced weights the SP had improved range and takeoff performance over the standard length 747. The greater range opened up a number of new non stop route opportunities, and both Pan Am and Qantas pioneered non stop trans-Pacific services between Sydney and Los Angeles with this aircraft. Pictured is a 747SP in the famous Braniff International bright orange colour scheme. (Boeing)
Profile – Boeing 747 Part II
0 comment
Boeing 747 Part II – The Family Grows
Seven thousand five hundred engineering drawings were used to produce the first Boeing 747. Six hundred 747s lined up nose to tail would span 42.3 km (26.3 miles). The 747 was the first triple deck commercial aircraft and the first since the Boeing Stratocruiser of the late 1940s with passenger accommodation on two decks. Each 747 contains 2000 pieces of tubing and, including fasteners, there are six million parts. Massive and powerful, but by nature friendly … a gentle giant.
By the time that the first 747s were entering service with Pan Am, Boeing had accumulated some 190 orders from 28 airlines. The initial version was designated Model 747-100, and it provided the means for airlines to carry more passengers with greater safety, speed and comfort at a lower cost than was possible with any previous airliner. Popularly called the “Jumbo”, it was this model which brought about widespread acceptance of large commercial aircraft by stimulating unprecedented passenger recognition and preference for a particular aeroplane. 167 were built.
This content is available exclusively to Australian Aviation members.
A monthly membership is only $5.99 or save with our annual plans.
- Australian Aviation quarterly print & digital magazines
- Access to In Focus reports every month on our website
- Unlimited access to all Australian Aviation digital content
- Access to the Australian Aviation app
- Australian Aviation quarterly print & digital magazines
- Access to In Focus reports every month on our website
- Access to our Behind the Lens photo galleries and other exclusive content
- Daily news updates via our email bulletin
- Unlimited access to all Australian Aviation digital content
- Access to the Australian Aviation app
- Australian Aviation quarterly print & digital magazines
- Access to In Focus reports every month on our website
- Access to our Behind the Lens photo galleries and other exclusive content
- Daily news updates via our email bulletin
From the outset Boeing had organised an immense manufacturing programme that exists to this day with major sections of airframe built by subcontractors, such as Fairchild Republic who built flaps, ailerons, slats and spoilers and Northrop who made the main fuselage sections. With such large structures, exceptional precision was needed to bring the parts together at Everett. One unusual technique introduced for assembly purposes was to mount completed aircraft on air cushion pads so that they could be readily moved in any direction across the concrete floor.
For a while the 747’s introduction seemed to be premature. Traffic did not grow as anticipated and the proportion of seats filled (load factor) was often low. Nevertheless, Boeing continued producing at maximum rate, and both orders and new variants continued to grow. On July 16 1970, Jumbos carried their millionth passenger and on February 26 1971 the one-hundredth 747 was delivered.
Aiming For Ubiquity
747-100B – It was the company’s intention from the beginning to build a family of 747s. As of September 1970 the improved 747-100B (which, despite its designation, was not the second new variant to be introduced) replaced the original -100 in the 747 family. It incorporated strengthened wings and body structure and landing gear that allowed higher gross weights and permitted installation of optional engines. Range was up to 4500nm (8334km). Only nine were built.
can be identified by the rear main deck freight door between the fourth and fifth passenger doors. (Boeing)
747-200B – A version with increased payload and range was planned early, but its development was dependent upon the provision of higher powered turbofans, and this became delayed somewhat by the early problems with the JT9D engines. The availability of 45,500lb (203kN) thrust JT9D-7 engines in 1969 made possible the 747B (later 747-200B) with a maximum takeoff weight of 351,534kg (775,000lb). This version flew for the first time on October 11 1970, and entered service first with KLM early in 1971. On November 12 1970, a 747B set the world heavyweight record, taking off at 372,269kg (820,700lbs) gross weight.
747SR (High Density, Short Range Option) – Boeing announced the 747SR on October 30 1972, designed for frequent takeoffs and landings in short range markets. It utilised the basic 747-100 airframe and was configured in a typical high density seating arrangement for 516 passengers. The SR incorporated several features to further enhance its ability to withstand frequent cyclic loading, including heavy duty tyres, wheels and brakes. Just 29 were built, all for JAL and ANA.
747SP (Special Performance Capability) – The 747SP was designed specifically for ultra long range routes. Long range performance was realised through weight and drag reductions achieved primarily by reducing the body length by 14.8m (48.5ft) and retaining the 747 wing area but changing the flap system. The empty weight was approximately 25,402kg (56,000lb) less than the 747-200B.
The usual excellent handling characteristics of the 747 were maintained in the 747SP by adding 1.5m (5ft) tip extensions to the horizontal and vertical stabilisers and incorporating a double hinged rudder. The 747SP pioneered nonstop services on longer routes such as New York/Tokyo, Sydney/San Francisco, and Taipei/Los Angeles. On October 28-30 1977 – a Pan Am 747SP set a new speed record for an around the world flight passing over both poles taking just 54 hours, 7 minutes and 12 seconds.
747-200B Combi – A 305 x 340cm (120 x 134in) side cargo door installed aft of the wing on the left side of the fuselage converted the 747-200B passenger model to a Combi. Main deck cargo loaded through this door did not interfere with passenger loading. It entered commercial service in March 1975. Only 13 were built.
747-200C (Convertible) – The 747-200C provided the capability to convert from all-passenger to all-cargo or intermediate configurations and was introduced commercially in May 1973. Features included a strengthened fuselage, nose cargo door and provisions for cargo handling systems. 13 were built.
747-200F (Freighter) – Introduced in April 1972, the 747-200F was a dedicated freighter derivative of the 747-200B with reinforced airframe and floor structure. All passenger doors were eliminated except for doors 1 and 5 on the port side and all main deck windows were deleted. The Freighter could accommodate 2.4 x 2.4m (8 x 8ft) containers up to 12.2m (40ft) in length through the nose door.
Freight Loading
The 747-200F and 747-200C nose cargo door was top hinged and opens forward and upward. This powered door was secured in the closed position by 16 electrically operated pin and clevis latches. Opening the door took less than two minutes. The optional side cargo door available for the 747-200B Combi, -200C and -200F measured 340cm (134in) wide x 318cm (125in) high. The main deck cargo handling system allowed cargo modules to be loaded onto the main deck through the nose door aided by only two attendants.
Dramatic Airlifts
Tropical cyclone Tracy, which hit Darwin on December 25 1974, was the most devastating natural disaster ever to strike an Australian city. During the airlift a Qantas 747 set a world record by carrying 674 evacuees but this effort was eclipsed in the dramatic rescue of Ethiopian Jews. El Al Israel Airlines airlifted 15,000 refugees from Addis Ababa to Israel in less than 30 hours during May 24-25, 1991. One flight in Boeing 747-200C 4X-AXF set a new record. When the door closed, the head count was an incredible 1086 passengers but with the birth of a baby enroute it landed with 1087!
Military Variants
Several 747s have been sold to military customers including 11 supplied to the former Imperial Iranian air force for tanker and electronic warfare duties. Boeing Aerospace Company and E-Systems teamed to provide the USAF with E-4 aircraft to serve as National Emergency Airborne Command Posts. Known as the E-4B, it was basically a Boeing 747-200B carrying sophisticated communications and thermal shielding to act as the HQ of Strategic Air Command (SAC) in times of nuclear crisis.
Air Force One
In 1990, Boeing delivered two unique Boeing 747-200 “Air Force One” presidential aircraft designated VC-25. Extensively modified to meet presidential requirements, the interior floor space of each “Flying Oval Office” featured a conference/dining room, quarters for the US President and the First Lady and an office area for senior staff.
About 380km (238 miles) of wire was wound through the presidential carrier, more than twice the wiring found in a typical commercial 747. This was shielded to protect it from any electromagnetic pulse (EMP). Modified for aerial refuelling, its range was virtually unlimited. Self sufficiency was enhanced with the aircraft’s self contained airstairs and a second auxiliary power unit in the tail.
Want to see more stories from trusted news sources?
Make Australian Aviation a preferred news source on Google.
Click here to add Australian Aviation as a preferred news source.
