Boeing 747-8 DetailsBoeing 747-8
Boeing offers two versions of the 747-8: The 747-8 Freighter took off for its maiden flight in early 2010. The passenger version 747-8 Intercontinental has been ordered by Lufthansa, Korean and VIP-Customers.
Long-range airliner and freighter (Großraum-Langstreckenverkehrsflugzeug und Frachter)
Boeing Commercial Airplanes
P. O. Box 3707
Seattle, Washington 98124
General (Allgemeine Angaben)
Crew (Besatzung): 2
747-8I - Passengers (Passagiere): 467 in typical three-class layout (50 business on upper deck, 24 first, 87 business and 356 economy (at first, 450 were mentioned). Lufthansa says its 747-8I will seat about 420 passengers (80 more than the 747-400). Cargo: 161,5 cu m including 7 pallets and 16 LD-1 containers plus bulk storage of 18,1 cu m. Revenue volume 110,3 cu m.
747-8F - Cargo capacity: 140 tons for the 747-8F, with 34 (instead of 30 on the 747-400) pallets on the main deck and 34 LD-1 containers (instead of 32) in the lower hold. Total 858,3 cu m (692,7 cu m on main deck and 165,7 cu m on lower deck)
Power plant (Antrieb): 4 x General Electric GEnx-2B67 (fan diameter 2,65 m)
Thrust (Schub): 4 x 296 kN (66500 lbs)
Fuel consumption: 11,2 litres per ton on 100 km for the 747-8F or 2,8 litres per passenger per 100 km
Length (Länge): 76,40 m (was 74,22 m for the 747-8I or 76,25 m for the 747-8F at the beginning)
Height (Höhe): 19,41 m
Span (Spannweite): 68,45 m
Wing area (Flügelfläche): 554 sq m
Interior cabin width (Kabinenbreite): 6,12 m
Freight deck width (Frachtraumbreite): 5,9 m
Total freight volume: 854,3 m for the 747-8F, of which 688,8 cu m on the main deck
Operating empty weight (Leermasse): 211240 kg for the 747-8I and 187335 kg for the 747-8F
Paylaod (Nutzlast): 140280 kg for the 747-8 Freighter,
Max. fuel (max. Kraftstoff): 242470 l (64055 US gal) for the 747-8I and 229980 l (60755 US gal) for the 747-8F. Previous data were: 243120 litres (64225 gal) for the 747-8I or 230625 litres (60925 gal) for the 747-8F
Maximum zero-fuel weight (max. Masse ohne Kraftstoff): 29120 kg fort he 747-8I or 326130 for the 747-8F
Maximum taxi weight (max. Rollmasse): 443610 kg
Max. take-off weight (max. Startmasse): 442260 kg (was 439985 kg earlier and 435455 kg at the beginning)
Max. landing weight (max. Landemasse): 309360 kg for the 747-8I (was 306175 kg) and 344280 for the 747-8F (was 339740 kg as of July 2007)
Typical cruise speed (Reisegeschwindigkeit): Mach 0.855 / 910 km/h for the Intercontinental and Mach 0.845 for the freighter.
- 13500 km for the 747-8I, as reported by Lufthansa
- 14815 km (8,000 NM) for the 747-8 Intercontinental
- 8130 km (4390 NM) maximum for the 747-8F freighter. Previously was 8275 km (4475 NM)
As of November 2007, Boeing listed the price of the 747-8 Intercontinental at 285 to 300 million US-Dollars and the 747-8F at 294- 297 million Dollars.
In 2007, Cargolux paid 281 million US-Dollars (list price) for a 747-8 Freighter.
List prices mentioned at the time of the launch in November 2005 were 250 to 265 million US-Dollars for the 747-8 Intercontinental and 265 to 275 for the freighter version.
Analysts estimated development costs at 2 to 4 billion Dollars as of November 2005.
At the time of the first flight in February 2010, Boeing had secured 108 orders for the 747-8, of which 76 are orders for the new freighter and 32 for the Intercontinental passenger version.
By December 2009, Boeing had secured 110 orders for the 747-8. Thirty-two of the orders are for the 747-8 Intercontinental, and the remaining 78 were for the 747-8 Freighter.
By February 2009, Boeing said it had 106 orders, 28 of them for the passenger version 747-8 Intercontinental.
As of 1 April 2008, Boeing had 104 announced orders for the 747-8.
By 8. November 2007, Boeing had 73 orders from 8 airlines for the 747-8F.
By February 2007, the program has secured firm orders for 24 747-8 Intercontinentals (apparently including VIP versions) and 54 747-8 Freighters.
The 747-8 programme was launched on 14. November 2005 with two orders, which were valued at approximately $5 billion at list prices (firm orders only).
Current customers are:
AirBridgeCargo Airlines: 5 x 747-8 Freighter. The order for five plus options on five more was announced on 12 March 2007. Order attributed to Volga-Dnepr Airlines.
Atlas Air: 12 x 747-8 Freighter: On 12 September 2006, Boeing and Atlas Air Worldwide Holdings announced the order, making Atlas the North American launch customer for the airplane. At list prices, the order was valued at about $3.4 billion. Atlas will begin taking delivery of the airplanes in 2010 and expects all 12 aircraft to be in service by the end of 2011.
Cargolux: 13 x 747-8 Freighters, with options on two more and purchase rights for 10 additional aircraft. Announced 14 November 2005, for delivery from September 2009. Another 3 were ordered on 19 March 2007 (valued at 845 million Dollars at list prices), when two options were placed as well.
Cathay Pacific: 10 x 747-8 Freighters. The order was announced on 8. November 2007.
Dubai Aerospace Enterprise: 5 x 747-8F: In the context of a deal for 100 airplanes, DAE ordered five 747-8Fs on 2 January 2008.
Emirates: 10 x 747-8 Freighter. The order was finalized on 9 October 2006 during an official ceremony held at Dubai's Department of Civil Aviation. The ceremonial signing was made by HH Sheikh Ahmed bin Saeed Al-Maktoum, Emirates chairman and CEO, and Boeing's Dubai-based sales director, Ken Schulz. The 10 747-8 Freighters were valued at $2.8 billion at list prices.
Guggenheim Aviation Partners: 2 x 747-8 Freighters. An order for four was announced on 17 October 2006, with an option on two more. Value was given as 1,12 billion US-Dollars. Two were cancelled in December 2009.
Korean Air: 10 (5 x 747-8 Freighter, 5 x 747-8I). Boeing and Korean Air finalized an order for 25 airplanes with a value of approximately $5.6 billion at list prices on 29 December 2007. The contract included five 747-8Fs. On 4 December 2009, Boeing and Korean Air announced an order for five 747-8 Intercontinental jetliners. airplanes had a total average list price value of $1.5 billion.
Lufthansa: 20 x 747-8 Intercontinental. The purchase was announced on 6 December 2006. It included 20 purchase rights. Total average list price value was given als 5,5 billion US-Dollars.
Nippon Cargo Airlines: 14 x 747-8 Freighters. An order for 8 plus six options was announced on 14 November 2005 for delivery form the fourth-quarter of 2009.
Private Oweners: 8 x 747 BBJ.
As of November 2005, Boeing forecast the need for about 900 airplanes -- passengers and freighters -- in the 400-plus-seat segment over the next 20 years. Boeing also forecast that large widebody freighters (65 metric tons and above in capacity) will comprise 34 percent of the freighter market by 2024.
The 747-8 is a new version of the long-running Jumbo family, using the technologies of the 787 Dreamliner to offer greater fuel efficiency, improved operating economics, and be more friendly to the environment with reduced noise and emissions. Both passenger ("Intercontinental") and freighter versions (with slightly different fuselage stretches) were conceived. They fit right between the Boeing 777-300 and the Airbus A380-800. The main characteristics are:
* General Electric Genx-2B67 engines, as used in the 787, but with bleed air and a smaller fan. Nacelles feature chevron trailing edges and other treatments to meet Stage 4 and QC2 noise requirements. General Electric has the exclusive engine rights. improved wing with a simpler flap system (double-slotted inboard and single-slotted outboard). Raked wingtips replace the winglets. New materials and thicker guages will be used, and the twist will be changed.
* stretched fuselage. The 747-8 Intercontinental passenger airplane is stretched 5.6 m from the 747-400 ( at first, the plan was 3.6 m (11.7 ft)). A three-class configuration of 467 seats was mentioned by Boeing in November 2007. The 747-8 Freighter is 5.6 m (18.3 ft) longer than the 747-400 freighter (3,56 m more in front, 1,53 m in the rear section). This translates into 21 percent more lower-hold revenue cargo volume than the 747-400. The 747-8F provides 16 percent more cargo revenue volume than the 747-400. The additional 121 cum (4,225 cuft) from the longer fuselage offers space for four additional main-deck pallets, two additional lower-hold pallets and three additional lower-hold containers.
* upgraded flight deck, which retains a common type rating with the 747-400.
* a new interior for the 747-8 Intercontinental with features from the 787 Dreamliner, including a new curved, upswept architecture that will give passengers a greater feeling of space and comfort. The 747-8 also will integrate features from the 777, including windows that equal those on the 777 (15.3 inches/38.8 centimeters tall and 10.76 inches/27.3 centimeters wide).
At the time of the launch in November 2005, Boeing claimed that the 747-8 will be the only jetliner in the 400- to 500-seat category. According to the manufacturer, seat mile costs should be 8 per cent better than the 747-400 and six per cent less than the A380-800. It will offer 22 percent lower trip costs than the A380. Compared to the A380F, the 747-8F will offer 20 percent lower trip costs, Boeing said.
In 2007, Boeing said that the 747-8F was designed to deliver 14 percent lower ton-mile costs than the 747-400 Freighter.
In 2007, Boeing said the 747-8 Intercontinental will will provide nearly equivalent trip costs to those on the 747-400 and 10 percent lower seat-mile costs, plus 28 percent greater cargo volume. The 747-8 Intercontinental also will be 16 percent more fuel efficient and 30 percent quieter than its predecessor.
With the challenge of the Airbus A380, Boeing was pondering many new variants of its Jumbo over the years, under designations like 747-400QLR, -500X, -600X, -700X, -800x.
From about 2003, Boeing was studying the 747 Advanced, which would incorporate technologies being developed for the all-new, highly efficient 7E7 (now 787). The 747 Advanced was billed as the only 400- to 500-seat jetliner, offering 8,000 nautical mile (14,816 km) range capacity and the best economics of any in the large-airplane class. As of June 2003, a gross weight of 421840 kg was promulgated, with stretches of 3,55 m for the passenger and 5,08 m for the cargo version. Wingspan was put at 68,7 m. The airplane would enter service toward the end of the decade, it was said. In the summer of 2003, airline reaction to the Boeing proposals was reported as "mixed".
At the time of the Jumbos 35th anniversary of the first flight in February 2004, and at Asian Aerospace during the same month, Boeing confirmed that the Advanced studies were ongoing.
In June 2004, details of the passenger cabin like the "Sky Suites" over the main seating were revealed.
In the spring of 2005, Boeing seemed to push for an early launch of the 747 Advanced, and speculation mounted that a green light could be given at the Paris Air Show in June.
The General Electric GEnx engine was selected on 25 April 2005. At that time, a potential market of 250 to 300 aircraft was forecasted by Boeing.
In the autumn of 2005, rumours that Cargolux had choosen the new Jumbo variant were spreading.
Nearly 20 years after the 747-400, Boeing announced the official launch of the program on 14 November 2005. It included the 747-8 Intercontinental passenger airplane and the 747-8 Freighter. The go-ahead came after orders from Cargolux and Nippon Cargo Airlines, which both took the cargo version for delivery from 2009. Firm orders from the two were valued at approximately $5 billion at list prices. Entry into service for the 747-8 Intercontinental will be in the first quarter of 2010, if orders are received in 2006. Speculation on possible customers centred on Singapore Airlines, Cathay Pacific, China Airlines, Qantas and BA.
High-speed windtunnel tests were planned for early 2006, with low-speed trials set for May. As of November 2005, the design freeze was planned for the third quarter of 2006. First flight of the Freighter should come before the end of of 2008.
On 18 January 2006, Boeing named the team of suppliers that will provide propulsion systems for the airplane family. The external team includes General Electric (GE) for engines, Middle River Aircraft Systems for the thrust reverser system, and Spirit AeroSystems, Inc., for the nacelle and strut. The internal supplier team includes Boeing Winnipeg for the aft pylon fairing, Boeing Portland for the engine mounts, and Boeing Propulsion Systems Division for the engine build-up and strut build-up.
Boeing announced it has signed a memorandum of understanding with Liebherr-Aerospace Toulouse SAS, a member of the Switzerland-based Liebherr Group, to supply the environmental control system for the . Liebherr's environmental control system will use outside air supplied by the 747-8's General Electric GEnx engines to supply the cabin. Liebherr will design and manufacture the environmental control system at its facility in Toulouse, France. Group members Liebherr-Aerospace Lindenberg GmbH and Liebherr-Elektronik GmbH also will participate in this project.
Boeing and General Electric completed airplane engine ground testing on noise-reduction improvements being incorporated into the new in September 2006. The test conducted by Boeing and GE indicates the 747-8 will meet its targets for noise reduction. The three-week ground test on a GE90-115B engine conducted at GE's test facility in Peebles, Ohio, focused on noise-reduction technologies planned for incorporation into the engine case and nacelle of GE's GEnx-2B, which will power the 747-8. The test results, combined with other noise-reduction technology applied to the 747-8, show projected reduction in noise levels on the order of 10 decibels (dB) relative to the 747-400. This noise reduction puts the 747-8 10 dB below International Civil Aviation Organization (ICAO) Chapter 4 standards.
Boeing completed firm configuration of the Freighter airplane's design by the end of October 2006. Boeing achieved this milestone after a year of collaboration with airline customers and suppliers to determine the optimal configuration. It was said that Boeing will deliver the first 747-8 Freighter in Cargolux in late 2009.
Lufthansa became the first customer for the 747-8 Intercontinental on 6 December 2006, when it ordered 20 (plus 20 purchase rights) for total average list-price value of $5.5 billion. "The 747-8 is a perfect complement to our fleet in the 400-seat category and environmental initiatives," said Nico Buchholz, senior vice president, Corporate Fleet.
On 5 February 2007, Boeing said it had selected Rockwell Collins to provide the entire suite of displays, autopilot, communication, navigation, surveillance, maintenance, emergency and data management systems for its new family. A key feature of the avionics suite is the Rockwell Collins WXR-2100 MultiScan Hazard Detection System, which is the first and only radar that analyzes and determines actual weather hazards, not simply atmospheric moisture content.
On 6 November 2007, Boeing announced it had completed firm configuration of the 747-8 Intercontinental. Deliveries were then targeted for late 2010.
On 8 November 2007, Cathay Pacific announced an order for 10 Boeing 747-8 Freighters.
In November 2007 it transpired that Boeing will delay assembly of the first 747-8 by some three months. Instead of putting it in the 747-400 production flow, all the aircraft of the old model will be completed before assembly work on the latest model starts at Everett. This will squeeze the time available for flight tests, as first delivery was still scheduled for late 2009.
On 6 March 2008, Boeing announced that it had completed 50 per cent of the design releases for the 747-8 Freighter.
In April 2008, Boeing said that it is in active talks with 14 customers for 90 more airplanes, most of them freighters.
On 14 November 2008, Boeing announced a delay for production and delivery of the 747-8 Freighter and Intercontinental airplanes. The revised schedule was said to be based on a production and flight-test plan developed in conjunction with the company's suppliers that provides additional time for addressing issues that have slowed the program's progress. Those issues include supply chain delays driven by design changes to the airplane, limited availability of engineering resources inside Boeing, and the recent Machinists' strike that halted production in the company's factories. Delivery of the first 747-8 Freighter will move from late 2009 to the third quarter of 2010. The first 747-8 Intercontinental passenger jet delivery moves from late 2010 to the second quarter of 2011.
At the time of the 2008 annual results release on 27 January 2009, Boeing admitted it had recorded a reach-forward loss for the 747-8 programme of $685 million in the fourth quarter.
Boeing reported that it had completed major assembly of the first set of wings for the 747-8 Freighter. The new 135-foot 3-inch (41.2 m) wings incorporate advanced airfoils.
At the first quarter results press conference on 22 April 2009 it became known that Boeing is pushing back first delivery of the 747-8 Intercontinental from the second quarter of 2011 to fourth quarter of 2011. The first delivery of the 747-8 freighter remained unchanged, and is scheduled for the third quarter of 2010.
On 27 April 2009 Boeing said it had passed a major milestone in the design of the 747-8 Intercontinental, completing 25 percent of the design releases for the new passenger airplane.
On 19 May 2009, Boeing achieved another milestone for the first 747-8 Freighter by completing assembly of the airplane's forward fuselage. The 89-foot, 2-inch (27.2 m) fuselage section, featuring the airplane's signature upper deck, was moved from the final assembly installation tool for sealing and testing before beginning systems installation.
On 29 June 2009, Boeing workers joined the wing to the fuselage of the first 747-8 Freighter. They attached the 40-foot (12 m) fuselage section to the center wing box in the final assembly bay at the factory in Everett, Wash.
On 21 July 2009, Boeing reported that it completed the assembly of the first 747-8 Freighter as mechanics at the factory in Everett, Wash. loaded the forward and aft fuselage sections to join with the wing and center section.
On 14 August 2009, mechanics turned on the power to the airplane for the first time ? a complex series of tasks that energize and activate the 747-8F systems.
On 2 September 2009, Boeing said that mechanics had completed the installation of the new GEnx-2B engines on airplane No. 1 in final assembly at the factory in Everett, Wash. At that time, the B had performed more than 1,500 hours of ground certification tests and 100 hours of flight testing.
On 6 October 2009, Boeing said it expects a pre-tax charge against third-quarter results of approximately $1.0 billion due to increased production costs and the difficult market conditions affecting its 747-8 program. Approximately $640 million of the charge reflected higher estimated costs to produce 747-8 airplanes at both Boeing and supplier facilities. As the program assembled major components of initial 747-8 Freighters during the third quarter, it became clear that late maturity of engineering designs has caused greater than expected re-work and disruption in manufacturing. The remaining $360 million of the charge relates to challenging market conditions and the company's decision to maintain the 747-8 production rate at 1.5 airplanes per month nearly two years longer than previously planned, deferring an increase to 2 per month.
Also, the company pushed first flight of the 747-8 Freighter to early 2010 with the flight test program taking place in 2010. First delivery of the 747-8 Freighter was now expected in the fourth quarter of 2010.
Boeing towed the first 747-8 Freighter out of the factory in Everett, Wash on the afternoon of 11 November 2009. On November 18, painting in a special "light" livery was complete.
Korean Air became the second customer for the 747-8 Intercontinental on 4 December 2009. The airplanes had a total average list price value of $1.5 billion. "The 747-8 Intercontinental fills the void between the 300- and 550-seat airplanes in our future fleet," said Won Tae Cho, managing vice president of Korean Air Passenger Business Division. The 747 program was in the later stages of the 747-8 Intercontinental design phase. Assembly on the airplane is set to begin around mid-2010, with the first delivery of the passenger version scheduled for the fourth quarter of 2011.
On 8 December 2009, Boeing successfully completed the first engine runs for the 747-8 Freighter. Engine runs began slightly before 10 a.m. (PST). During initial engine runs, the engines started and operated at various power settings to ensure all systems perform as expected.
Boeing completed the taxi tests on the first 747-8 Freighter on 6 February 2010. With Chief Pilot Mark Feuerstein at the controls, the airplane reached a top speed of approximately 90 knots (166 km/h).
The Boeing 747-8 Freighter successfully took to the sky for the first time on 8 February 2010 before more than 5,000 employees, customers, suppliers and community leaders. With 747 Chief Pilot Mark Feuerstein and Capt. Tom Imrich in the flight deck, the newest member of the 747 family took off at 12:39 p.m. local time from Paine Field in Everett and landed at Paine Field at 4:18 p.m. The airplane followed a route over Western Washington, where it underwent tests for basic handling qualities and engine performance. The airplane reached a cruising altitude of 17,000 feet (5,181 m) and a speed of up to 230 knots, or about 264 miles (426 km) per hour.
Boeing celebrated the premiere of the 747-8 Intercontinental in February in Everett. The plane has a new, red livery. The 747-8I took off for its first flight on 20 March 2011. The second 747-8I which will be delivered to Lufthansa, flew for the first time on 26 April 2011.
Last updated 13 February 2011
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