Bangkok--Sep 29--Ogilvy Public Relations Worldwide
Instantly recognized by passengers around the world, the Boeing 747 is in a class by itself. 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. And, the 747 continues to be the world’s fastest subsonic jetliner. Along with the popular Boeing 777, the 747 is a key element of the Boeing long-range market strategy.
More Range, More Payload, More Revenue
The Longer-Range 747-400 (also known as 747-400ER) — available in both passenger and freighter versions — will provide the same size as current 747-400s but offers more range or "payload" (passengers or cargo) capability. With Qantas Airways' Nov. 28, 2000, order for six of these new, longer-range jumbo jets, the Longer-Range 747-400 is launched into production and will enter service in late 2002. Boeing launched the Longer-Range 747-400 Freighter on April 30, 2001 — with an order from International Lease Finance Corporation (ILFC) for five freighter airplanes, the first of which will enter service in late 2002.
The Longer-Range 747-400 is the Boeing answer to customer demand for a more capable 747-400 that has modern features and is easy to integrate into existing fleets. The Longer-Range 747-400 has an increased takeoff weight of 910,000 pounds (412,770 kg). This takeoff weight increase of 35,000 pounds (15,876 kg) over existing -400s allows operators to fly about 410 nautical miles (760 km) farther or carry up to 15,000 pounds (6,800 kg) more "payload," either in the form of extra cargo or a full load of 416 passengers.
The Longer-Range 747-400 passenger airplane has a range of 7,670 nautical miles (14,205 km). The Longer-Range 747-400 Freighter, at its maximum takeoff weight of 910,000 pounds (412,770 kg), has a range of 4,970 nautical miles (9,200 km).
New 777-style Interior
The Longer-Range 747-400 cabin will be distinguished by a new curved, upswept architecture. Not only does this modern look provide a more spacious and pleasing appearance, the installation of 777-style overhead "pivot" bins increases stowage. Passengers will also appreciate the lavatory enhancements that have been made in the new interior.
Overall, Longer-Range 747-400 passengers will enjoy 15 percent more volume for carry-on items, including roll-aboard bags, laptop computers and other luggage. The new bins have been thoughtfully designed so as to accommodate over 30 percent more of the popular roll-aboard bags. The upper deck of the Longer-Range 747-400 will have a dramatic increase in stowage volume, with passengers gaining more than 100 percent more space for carry-on bags.
Currently offered only on the Longer-Range 747-400, Boeing is studying the new 747 interior for its baseline 747-400 airplane, as well as offering retrofit packages that would allow the 500 747-400 passenger airplanes in service today to incorporate the new interior.
A Legacy of Evolutionary Success
The baseline 747-400 delivers more range, better fuel economy, lower noise and lower operating costs than the previous 747 models. The 747-400 has a range of approximately 7,260 nautical miles (13,450 km), and the lowest cost per seat-mile of any twin-aisle airplane in service today. It has a dispatch-reliability rate of nearly 99 percent.
Boeing delivered the first 747-400 in 1989 to Northwest Airlines. Since the first 747 delivery in 1969, Boeing has delivered more than 1,280 747s — of which 555 are high-technology 747-400s.
As of August 2001, nearly 40 customers have ordered 627 747-400s, making it the most popular widebody airplane in history. 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.
Improved Aerodynamic Performance
The 747400’s most noticeable aerodynamic improvement is the 6-foot (1.8 m) 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 747400, Boeing engineers discovered that the kind of wing shape needed by the airplane created a whirling pattern, called a vortex, at the wing tip 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 also would reduce the number of airport terminal gates available to the 747-400. The acceptable solution came in the form of a compromise that involved lengthening the wing by 6 feet and adding the winglet.
The winglet provides the effect of having an even greater wingspan without outgrowing the standard airport slot. The wingtip extension and winglet offer a fuel mileage improvement of about 3 percent, which during the life span of an airplane amounts to considerable savings for the airlines and their passengers. The durable and lightweight winglets are made of graphite-epoxy materials, currently used on the all modern Boeing airplanes. The composite and aluminum winglet saves 60 pounds (27 kg) per airplane compared to an all-aluminum structure.
Advanced Structural Materials
Boeing also recontoured the wing-to-body fairing for drag improvement, and achieved additional efficiency from newly designed nacelles and struts for the airplane’s advanced engines: the GE CF6-80C2B5F, the Pratt & Whitney PW4062 and the Rolls-Royce RB211-524H. These engines provide up to 63,000 pounds of thrust.
Use of advanced materials allows considerable structural weight reductions throughout the 747-400. Metal flooring, previously used in the passenger cabin, has been replaced by light, tough graphite composite floor panels.
Structural carbon brakes are standard on the 747-400’s 16 main landing-gear wheels. They provide improved energy absorption characteristics and wear resistance, as well as an estimated 1,800-pound (816 kg) weight savings over previous brakes.
The 747-400 also achieved weight savings of approximately 4,200 pounds (1,900 kg) by using higher strength aluminum alloys with improved fatigue life. These alloys, introduced on the 757 and 767, are incorporated in the 747-400’s wing skins, stringers and lower-spar chords.
Flight Deck
The 747-400 flight deck provides the same flexibility that is being incorporated in all models across the Boeing fleet. The 747-400’s predecessor, the 747-300, had a three-crew analog cockpit; on the 747-400, it’s been transformed into a fully digital, two-crew flight deck with cathode ray tube (CRT) displays.
Six 8-inch-by-8-inch (200 mm by 200 mm) CRTs are used to display airplane flight control, navigation, engine and crew-alerting functions. They allow more information to be displayed with fewer instruments. At the end of 2002, these CRTs will be replaced with new Liquid Crystal Displays (LCDs) on all new 747-400s. These LCDs provide higher reliability and more capability for new functions to be incorporated in the future.
The number of flight deck lights, gauges and switches was reduced to 365 from the 971 on the 747-300. Flight crew workload is designed to be one-half to one-third that of former 747 models.
The Engine Indicating and Crew Alerting System (EICAS) can call up the status or schematics of various systems at any time on one of the CRTs. Crews now can obtain an update of the airplane’s mechanical condition while in flight, whereas before the information only was available to maintenance workers when the airplane was parked.
Interior Design
The Longer-Range 747-400 interior will build on the already passenger-pleasing 747-400 interior. Boeing redesigned the interior of the 747-400 to improve passenger comfort, convenience and appeal. Ceiling and sidewall panels were recontoured with new, lighter weight materials that provide an open, airy look. Passenger stowage capacity increased to 15.9 cubic feet (0.4 m3) in each 60-inch (152 cm) outboard stowage bin, or 2.9 cubic feet (0.08 m3) per passenger.
New laminate materials were designed to meet Boeing fireworthiness goals. A new thermoplastic blend reduces smoke and toxicity levels in the event of fire, and upper-deck ceiling panels are made of improved polyester and phenolic sheet molding materials instead of polyester.
Interior flexibility allows airline operators to relocate class dividers and galley and lavatory modules more quickly to serve market requirements. Lavatory installation is simplified by a vacuum waste system, and additional locations for galleys and lavatories are available. These “quick change features” allow major rearrangement within 48 hours, while seats and compartments can be changed overnight.
Boeing also revised the 747-400 air-distribution system. This increases the main deck cabin air distribution zones from three to five, and allows ventilation rates in each zone to be regulated based on passenger density.
For the first time on any airliner, an optional cabin crew rest area uses space in the rear of the fuselage above the aft lavatories. This area, which can be configured for eight bunks and two seats, provides privacy as well as comfort for off-duty flight attendants. By relocating the crew rest to this area, 10 more profit-making seats are available on the main deck of the airplane.
Advanced Manufacturing for the 21st Century
Nearly 1,300 747s have been delivered, making the 747 the best-selling widebody jetliner of all time. The 747-400 uses state-of-the-art assembly processes to ensure high product quality, reduce delivery cycle times, and lower both maintenance and production costs.
Boeing recently completed a five-year effort to modernize the 747’s design and build process. More than 10,000 engineering drawings for the airplane’s huge fuselage were digitized into data sets, enabling the production of highly accurate parts. These data sets also allow for laser-guided assembly of skin panels in all-new tooling. This tooling is designed to accommodate the extra length of the 747X Stretch, which would be about 30 feet (9.1 m) longer than today’s 747-400. This airplane could be ready for entry into service as early as 2008, depending on market interest and customer demand.
Always looking for ways to streamline production processes with lean manufacturing, the 747 program is studying a moving line for its Everett, Wash., factory. If incorporated, the 747 assembly line would move continuously by 2004. It’s just one more demonstration of Boeing’s commitment to keeping the 747 the Queen of the Skies well into the 21st century.
A Versatile Family
The 747400 is available in passenger, combi and freighter configurations, offering customers maximum flexibility.
Combi: The 747400 Combi is two airplanes in one, carrying both passengers (forward) and cargo (aft) on the main deck. 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 variations in seasonal markets and charter demands.
Freighter: The 747400 Freighter is the largest commercial cargo transport in service, with the lowest ton-mile cost in the industry. It carries twice as much cargo, twice as far, as the competitor’s leading freighter. With the April 2001 launch of the Longer-Range 747-400 Freighter, the airplane offers an even more unbeatable combination of payload, range and speed. With a maximum takeoff weight of 875,000 pounds (396,900 kg), the standard 747-400 Freighter can carry 124 tons (113,000 kg) of cargo up to 4,450 nautical miles (8,240 km). The Longer-Range 747-400 Freighter, scheduled for entry into service in late 2002, has a maximum takeoff weight of 910,000 pounds (412,770 kg) — allowing it to fly an additional 525 nautical miles (972 kilometers). Or, it can carry an additional 22,000 pounds (9,980 kg) of payload on long-range flights at maximum takeoff weight.
Domestic: The 747400 Domestic is a high-capacity (568 passengers) airplane that incorporates structural improvements to accommodate the increased takeoff and landing cycles of short-range operations in the Japanese domestic market. Because it does not need the drag-reducing capabilities of the 747400’s longer wing and winglet, the 747400 Domestic uses the same wings as the 747-100, -200 and -300 models. Boeing built and delivered 19 of these airplanes. Due to reduced demand for ultra-high-capacity (550-passenger) airplanes, Boeing no longer offers the 747-400 Domestic.
747-400: Technical Characteristics
Passengers
Typical 3-class configuration 416
Typical 2-class configuration 524
Cargo* 6,025 ft3 (170.5 m3) or 5,332 ft3 (151 m3)
Engines Pratt & Whitney 4062
maximum thrust 63,300 lb (28,710 kg)
Rolls-Royce RB211-524H
59,500 lb (26,990 kg)
General Electric CF6-80C2B5F
62,100 lb (27,945 kg)
Maximum Fuel Capacity 57,285 U.S. gal (216,840 L)
Maximum Takeoff Weight 875,000 lb (396,890 kg)
Maximum Range 7,260 nautical miles (13,450 km)
Typical city pairs: Los Angeles-Hong Kong,Los
AngelesSydney, Singapore-London
Typical Cruise Speed 0.855 Mach
at 35,000 feet 567 mph (913 km/h)
Basic Dimensions
Wing Span 211 ft 5 in (64.4 m)
Overall Length 231 ft 10 in (70.6 m)
Tail Height 63 ft 8 in (19.4 m)
Interior Cabin Width 20 ft (6.1 m)
Note: This does not include data for the Longer-Range 747-400, which will enter service in late 2002.
*6,025 ft3 (170.5 m3) = 30 LD-1 containers; 5,332 ft3 (151 m3) = 5 pallets, 14 LD-1 containers + bulk (one pallet = 96 in x 125 in, 244 cm x 318 cm)
Contact: 747 Communications, 425-294-2002
Commercial Airplanes
P.O. Box 3707 MC 21-70
Seattle, Washington 98124-2207
www.boeing.com
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