BOEING 747-400 Jumbo Jet

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BOEING 747-400 Jumbo Jet
As a further development of the 747-300 stretched upper deck aircraft, Boeing launched the 747-400 in October,
1985, on the basis of an order for 10 aircraft placed by Northwest Airlines; this was followed by a 14-aircraft
order from Singapore Airlines in March, 1986. The 747-400 is a greatly improved variant of the 747-300, with
significant savings achieved through the use of lighter aluminum alloys and certain hardware adapted from the 757
and 767.
The 747-400 differs from the -300 in having numerous changes to the structure and systems. The wing span has
been increased by the use of 6 ft (1.8 m) extensions on the wingtips with upward-pointing winglets for improved
aerodynamics. The new wingtips increase the aspect ratio of the wing, thereby reducing induced drag and
increasing the range of the aircraft by 3%. Extended wingtips plus winglets increase overall span to 212 ft. 2 in.
(64.67 m.). Boeing says the -400 consumes 8 to 13% less fuel than the 747-300, and up to 17% less than the
747-200.
The changes include a choice of advanced technology, lean-burn engines such as the 56,000 lb (25,402 kg) thrust
Pratt & Whitney PW4056, the 59,000 lb (26,339 kg) thrust General Electric CF6-80C2, and the 60,000 lb
(26,785 kg) thrust Rolls-Royce RB211-524G/H.
The two-crew EFIS (Electronic Flight Instrument System, which is the electronic instrumentation in modern
aircraft cockpits in which large multifunction CRT displays replace traditional electro-mechanical instruments;
also termed "glass cockpit") cockpit instrumentation improvements of the 757 and 767 have been adapted to the
747-400, to transform a three-crew-member analog cockpit with electro-mechanical instruments to a full digital,
two-crew flight deck with six multi-function CRT displays. The design provides even more capability than the
757/767 flight deck.
Depending on engines and other variables, the gross weight of the 747-400 ranges from 800,000 to 870,000 lb.
Due to the added fuel capacity, more fuel efficient engines, and the new wingtips, the 747-400 has a range up to
8,400 mi (13,400 km).
The 747-400 powered by PW4056 turbofans, first flew in April, 1988 and entered service in January, 1989 with
Northwest. On June 27, 1988, this first -400, a 747-451 for Northwest Airlines, set a new official weight record
by reaching an altitude of 2,000 meters at a gross weight of 892,450 lb. Qantas Airways set the world distance
record for commercial airliners by flying its first 747-400 from London to Sydney non-stop, a distance of 11,156
mi. (18,000 km) in 20 hr 9 min.
Japanese airlines have bought the 747-400D, without winglets and with other minor changes, for high intensity
Japanese domestic routes. The undercarriage, wing and fuselage are strengthened to accommodate a high number of
flight cycles (landings and takeoffs), but the -400D can be modified easily to the -400 standard. Boeing also
initially offered a long-range version of the 747-400D, the -400D LR equipped with the winglets for service to the
vacation spots in the Pacific, but this version has never been ordered.
Commercial Wide Long Range Turbofan Jet Transport
Certification:
First Flight:
Delivery: First & Last
First Service/Operation
USA North America
First Order:
KEY DATES
Oct 22, 1985
Apr 29, 1988
Jan 9, 1989
Jan 26, 1989 In Production
January, 1989 with
Northwest
1
BOEING 747-400 Jumbo Jet
The 747-400F freighter was announced in 1989 and first sold to Air France, but Cargolux of Luxembourg was the
first to put the -400F into revenue service, opening a scheduled round-the-world freight service. The Cargolux
747-400F carried 110 tons of payload between Hong Kong and Fairbanks in 8.67 hr. Until then, Cargolux 747-200F
freighters flying between the two cities required a fuel stop in Sapporo, Japan. Cargolux now has twelve
747-400Fs. The type is the most efficient cargo transport available, with a 13% improvement over that of the
747-200F in fuel burn per pound of freight carried.
The planned launch of the stretched 500 to 600 passenger very large 747-500X and -600X was canceled in
January 1997. Following the announcement by Airbus of orders for its new A340-500 and -600, Boeing has
decided in 1998 to match the range and takeoff performance of the A340-500 by offering the new 747 proposal
called 747-400LRX. The aircraft mates a 747-200 fuselage with strengthened undercarriage with the wings of a
-400F Freighter. It would have a range 8,300 nm. (15,400 km), takeoff weight of 900,100 lb (409,100 kg), and
carry 365 passengers. It is scheduled for 2002. Essentially, the proposed aircraft is a 747-400IGW with a -200
fuselage and an extra 600 nm range compared to the standard 747-400.
From its first flight in 1969, the 747 has been an airplane of superlatives: It was bigger, flew farther and carried
more people than any other commercial airplane. Today, that's still true.
The latest model, the 747-400, can fly 416 to 524 passengers about 8,400 statute miles and is available in four
models. The 747-400 has a two-pilot digital flight deck, a new interior and is powered by stronger, more efficient
engines. With its huge capacity, extended range and improved fuel efficiency, the -400 offers the lowest operating
costs per seat of any commercial jetliner. In addition to the passenger version, the 747-400 is offered as a
"Combi" -- carrying passengers forward and cargo aft on the main deck -- as well as a domestic, high-capacity
version and an all-cargo freighter. Boeing continues to study airplanes capable of carrying more passengers than
today's 747s and will develop one only when there is sufficient market demand.
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.
The improved and advanced 747-400 delivers more range, better fuel economy and lower operating costs than the
previous 747 models. The 747-400 has a range of approximately 8,430 statute miles (13,570 km) and the lowest
cost per seat-mile of any twin-aisle airplane offered by any manufacturer. It has a dispatch-reliability rate of
98.8 percent.
Boeing delivered the first 747-400 in 1989 to Northwest Airlines. Since the first 747 delivery in 1969, Boeing
has delivered more than 1,235 747s, of which 500 are high-technology 747-400s. 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.
The 747-400's most noticeable aerodynamic improvement is the 6-foot 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 747-400, Boeing engineers discovered that the kind of wing shape needed by the airplane created a whirling
pattern, called a vortex, at the wingtip 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 would also 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 lifespan 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 Boeing 737, 757, 767 and 777 airplanes.
The composite and aluminum winglet saves 60 pounds (27 kg) per airplane compared to an all-aluminum structure.
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 General Electric CF6-80C2B5F, the
2
BOEING 747-400 Jumbo Jet
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.
The 747-400 flight deck provides flexibility that is being incorporated in more models across the Boeing fleet. The
747-300’s three-crew analog cockpit was transformed into a fully digital, two-crew flight deck with cathode ray
tube (CRT) displays. Six 8- by 8-inch (200 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. 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.
In the event of an individual CRT failure, automatic or manual display switching is used as a backup. 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 can now obtain an update of the airplane's mechanical condition while in flight, whereas
before, the information was only available to maintenance workers when the airplane was parked.
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, which 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 aircraft.
An optional 3,300-U.S.-gallon (12,490 L) fuel tank in the horizontal tail boosts the 747-400's range an additional
400 statute miles (650 km). The 747-400 also has a new 1,450-horsepower auxiliary power unit (APU) that
provides an estimated 35 percent to 40 percent reduction in fuel consumption, better air pressurization
performance on hot days, higher electrical output and reduced noise levels. Mounted in the rear fuselage, the APU
supplies pressurized air for air conditioning and engine starting while the airplane is on the ground, plus electrical
power to operate lights and other requirements during stops. The new APU can also be retrofitted to earlier 747s.
The 747-400 is available in passenger, combi, freighter and domestic configurations. The 747-400 Combi is two
airplanes in one, carrying both passengers (forward) and cargo (aft) on the main deck. The 747-400 Freighter is
the largest commercial cargo transport in service, and the 747-400 Domestic is a high-capacity (568 passengers)
airplane that incorporates structural improvements to accommodate the increased takeoff and landing cycles of
short-range operations. Because it does not need the drag-reducing capabilities of the 747-400's longer wing and
winglet, the 747-400 Domestic uses the same wings as the 747-100, -200 and -300 models.
3
BOEING 747-400 Jumbo Jet
747-400M Mixed Passenger-Freighter Combi
Since its introduction in 1975, the Boeing 747 Combi has helped airlines around the world meet their long-range
passenger and cargo requirements. 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.
Another reason for the combi's popularity is that it can be scheduled through an airport with the same turnaround
time as any other passenger 747. Cargo operations do not interfere with passenger service, because main-deck
cargo loading occurs in an area of the airplane where normally there is no activity. This simultaneous
passenger-and-cargo-loading/unloading operation is possible because of the stability allowed by the fore and aft
arrangement of the wing and body landing gear.
The large side-cargo door on the main deck allows cargo loading in the aft section at the same time passengers are
boarded in the forward section. A locked partition separates the passenger compartment from the cargo area,
accessible only by the crew. Roller trays on the 747's aft floor facilitate loading of 8-foot-wide (2.4 m)
containers, or pallets, up to 20 feet long (6.1 m). The airplane's main deck can accommodate any container or
pallet used in the aviation industry today in lengths of up to 20 feet (6.1 m).
The combi can handle large volume shipments such as automobiles, small boats, heavy machinery, drilling
equipment and even small aircraft or helicopters. Environmental control in the cargo area allows transportation of
live animals, perishable foods and cut flowers/vegetables, while maintaining separate environmental control of the
passenger cabin. The 747-400 Combi incorporates additional fire protection, a two-crew digital flight deck,
advanced engines, wingtip extension with winglet and new interiors.
The first customer for the 747-400M Combi was KLM Royal Dutch Airlines. The stretched upper deck of the
747-300 and 747-400 Combis can accommodate 44 more passengers than the standard 747-200 Combi. The
747-400 Combi is currently the only combi in production.
More than 30 customers operate a total of 144 747 Combis, including 58 747-400 Combis.
747-400F Freighter
The new-technology Boeing 747-400 Freighter is the all-cargo transport member of the 747-400 family. It can
carry more cargo farther than any other commercial jet freighter, with the lowest operating cost per ton-mile.
All of the advances introduced in the new 747-400 passenger version are available in the all-cargo configuration.
The -400 Freighter can carry 124 tons (113,000 kg) of cargo more than 4,400 nautical miles. An additional 26
tons of payload or 1,200 nautical-mile range is possible compared to the 747-200 Freighter. The new model burns
10 to 16 percent less fuel than the earlier model, due to more fuel-efficient engines and larger wings.
Advanced materials allow considerable structural weight reductions, improved damage tolerance and fatigue
resistance throughout both the freighter and passenger models of the 747-400.
The two-crew flight deck and reduced maintenance costs for avionics and engines provide further savings in direct
operating costs.
The 747-400F has the same upper deck as the -200F. However, the upper-deck floor was revised to make room
for two additional 10-foot-high (3.1 m) pallets on the main deck.
By relocating the upper-deck access ladder and revising guide rails and tie-down equipment, Boeing created an
additional pallet position in the nose of the aircraft. These changes resulted in 774 cubic feet (21.9 cubic meters)
more cargo space on the main deck than on the -200F.
Two additional LD-1 or LD-3 containers will fit into the aft lower hold and - depending on the pallet and container
mix - two additional containers will fit into the forward lower hold - adding up to 700 cubic feet (19.8 cubic
meters) of additional containerized cargo volume in the lower hold.
The -400 Freighter's improved powered cargo-handling system makes for smooth, fast loading and unloading.
Eleven customers have ordered a total of 73 747-400 Freighters. Cargolux Airlines was the first to put the
4
BOEING 747-400 Jumbo Jet
advanced freighter into service in November 1993. Thirty-six of the -400Fs have been delivered.
Boeing has been the world leader in civilian air cargo since the 707 Freighter was introduced more than 30 years
ago. From its beginning in 1966, the 747 family was designed to include an all-cargo transport.
747 General Data
Boeing rolled out its 1,000th 747 from its wide-body factory at Everett, WA in 1994. A 747-400 model, it was
destined for Singapore Airlines. Since the first one was built in 1969, Boeing has delivered more than 1,235 747s
in all, worth a total of over $170 billion when adjusted for inflation. The 747-400 has been the best selling variant
with more than 567 orders and 491 delivered by the end of 1999.
Altogether, 747s have accumulated over 33 billion miles (52 billion km) and have carried more than 3.3 billion
people, the equivalent of more than half of the world's population. There are nearly 1,100 still in service.
747-400X
Initially Boeing studied a 920,000 lb (418,200 kg) gross weight version of the 747-400 that would add either
22,000 lb of payload or about 300 nm. to the aircraft's range. Much of the range improvement would result from
additional fuel in the tailplane torsion box and in the forward lower cargo bay. The stronger wings and landing gear
of the 747-400F also would be used.
Boeing announced in mid 2000 three 747 derivatives following the go ahead of the Airbus 3XX. Now it could be
argued that Boeing have been complacent for the last 15 years regarding the 747-400. They have however come
back with a vengeance and are offering alternative 747 developments all with a delivery date by 2005.
The derivatives, if Boeing decides to launch them, could be delivered to airlines sooner or at about the same time
as the A3XX. Top Boeing sales executives are briefing the world's 12 top 747 operators on the new versions to
assess demand and have visited several key Asia-Pacific carriers. Boeing's investment to upgrade the three 747
derivatives is estimated at about $4-billion, far less than $12.5-billion that Airbus is planning to spend on A3XX
development.
The new models Boeing is discussing with airlines include a 747-400X , which would be the same size as the
current 747-400 but use the strengthened 747-400F freighter wing and extra fuel tanks. It would have a
35,000-lb. heavier takeoff weight and 500 miles more range, to 8,850 statute miles. A typical three class seating
would be 416. The 747-400X could be available as soon as 2002.
Next up is the 747X with a highly modified wing and amongst many other improvements a review of the internal
arrangements giving something between 10 and 20 more revenue seats. The maximum take off weight goes over
one million pounds and the range increases to 18 hours or 10,300+ statute miles.
The 747X’s wing has a 210-in. wider span and the plane has more powerful engines. It would incorporate a slight
stretch to accommodate the larger wing box and carry 430 passengers, slightly more than today's 747-400.
A 747X Stretch model would share the 747X wing and incorporate fuselage extensions totaling 31-ft. It could
carry 504 passengers and fly almost 9,000 stat. mi. Both the 747X and 747X Stretch would have a maximum
takeoff weight of over 1-million lb. and be powered by four 68,000-lb. thrust engines. With a timely launch, they
could be delivered to first customers in early 2005, before the A3XX.
The 747X stretch can actually accommodate 660 people in a Japanese domestic high density layout, or 522 in the
typical three class operation, around 30 seats less than the 3XX. However, Boeing are claiming further range than
the Airbus, a higher cruising speed and lower noise plus, of course, commonality with current 747s. A freighter
version is also available.
- - - - - - - - - - - - - - - - - - - - - - - -
The 747-400 is currently the only model in production, and it is the best-selling member of the 747 family. Boeing
completely redesigned the 747 with the -400 model, making major aerodynamic improvements, adding winglets to
improve fuel efficiency, incorporating new avionics, installing a new flight deck and providing the latest in-flight
entertainment systems.
The 747-400 flight deck replaced the analog systems of the 747 Classics with digital avionics, ultimately reducing
the number of lights, gauges and switches from 971 to 365. Programmable displays and simpler cockpit procedures
also reduced crew workload in the flight deck, allowing the number of crew members to decrease from three to
two, eliminating the flight engineer.
5
BOEING 747-400 Jumbo Jet
ENGINE & MAXIMUM TAKEOFF WEIGHT OPTIONS
747-400 4 General Electric CF6-80C2B1F 57,900 26,263 258 870,000 394,626
747-400 4 Pratt & Whitney PW4056 56,750 25,741 252 870,000 394,626
747-400 4 Pratt & Whitney PW4056 56,750 25,741 252 850,000 385,554
747-400 4 Rolls Royce RB211-524G 58,000 26,308 258 800,000 362,875
747-400 4 Rolls Royce RB211-524G 58,000 26,308 258 800,000 362,875
747-400 4 Rolls Royce RB211-524H 60,600 27,488 270 870,000 394,626
747-400/400 4 PW PW4056 56,750 25,741 252 870,000 394,626
747-400D LR 4 General Electric CF6-80C2B1F 57,900 26,263 258 870,000 394,626
747-400D LR 4 Pratt & Whitney PW4056 56,750 25,741 252 870,000 394,626
747-400D LR 4 Rolls Royce RB211-524G 58,000 26,308 258 870,000 394,626
747-400D SR 4 General Electric CF6-80C2B1F 57,900 26,263 258 600,000 272,156
747-400D SR 4 Pratt & Whitney PW4056 56,750 25,741 252 600,000 272,156
Model Powerplant Max Thrust lb / kg / kN Takeoff W. lb/kg
15.7
0.0
Weights lbs kg
SPECIFICATION & PERFORMANCE
747-400 4 General Electric CF6-80C2B1F 57,900 26,263 258
870,000 394,626
10490
535,000 242,672
215,900
380,782 172,720
397,405 180,260
41,646
7,717
630,000 285,764
57,097
137,612 62,420
189,933 14
Model Powerplant Max Thrust lb/kg/kN
1
Engine Weight
Max Takeoff
Max Landing
Zero Fuel
Empty
Max Payload
w/Max Fuel
Max Fuel
UsGal/lit
w/Max Payload
UsGal/lit
Speeds Mach knots mph kmh @Altitude ft/m
0.90
0.93
0.86
2,134
? 3,335
4,302
9,144
985
532 1 185 30,000
490
564
4
Never Exceed
Max Operating
Typical Cruise
Airport Performance knots ft/m
242,680
V1 / Vr / V2
Vs / Vat
Ranges Flight Time nm miles km
151,946
w/Max Payload ? General 12,779 12,419
w/Max Fuel
Ferry
DIMENSIONS
TECHNICAL FACTS
Cockpit/Cabin Crew 2
412 Seats
Typical Configuration
660
Seating
5,333 ft3 151 m3
W Span ft/m 64
W Area ft/m2 525
W Sweep° 37.5°
19
Length ft/m 71
Height ft/m
211
232
63
5,650
10940
ACCOMODATIONS
3 Class Max
Price US$ 169,000,000
CARGO Capacity
7
BOEING 747-400 Jumbo Jet
747-400M Combi PW4000 AIR CANADA 3 3 9.0
747-400 PW4000 AIR CHINA INTERNATIONAL 1 5 5 7.5
747-400M Combi PW4000 AIR CHINA INTERNATIONAL 1 7 7 9.2
747-400 CF6-80C2B1F AIR FRANCE 7 7 10.6
747-400M Combi CF6-80C2B1F AIR FRANCE 6 6 11.4
747-400M Combi PW4000 AIR INDIA 6 6 8.1
747-400M Combi CF6-80 AIR NAMIBIA 1 8.5
747-400 CF6-80C2B1F AIR NEW ZEALAND 1 7 7 10.5
747-481 CF6-80C2B1F ANA - ALL NIPPON AIRWAYS 7 6 13 10.8
747-481D CF6-80C2B1F ANA - ALL NIPPON AIRWAYS 4 5 9 6.1
747-400 CF6-80 ANSETT AUSTRALIA 1 1 10.2
747-400 CF6-80C2B1F ASIANA AIRLINES 3 3 3 11.0
747-400F CF6-80C2B1F ASIANA AIRLINES 4 4 10.2
747-48EM Combi CF6-80C2B1F ASIANA AIRLINES 5 5 11.4
747-400F CF6-80 ATLAS AIR 3 6 6 10.7
747-400 RB211-524G/H2 BRITISH AIRWAYS 57 57 13.2
747-400F RB211-524G/H2 BRITISH AIRWAYS 1 1 11.2
747-400 CF6-80 CANADIAN AIRLINES 4 4 12.0
747-400F CF6-80 CARGOLUX AIRLINES 4 8 8 11.1
747-400 RB211-524 CATHAY PACIFIC AIRWAYS 19 19 12.6
747-400F RB211-524 CATHAY PACIFIC AIRWAYS 2 2 11.3
747-400 PW4000 CHINA AIRLINES 12 12 11.5
747-400F PW4000 CHINA AIRLINES 13 2 2 10.2
747-400 PW4000 EL AL ISRAEL AIRLINES 4 4 8.1
747-400 CF6-80 EVA AIRWAYS 5 5 11.2
747-400F CF6-80 EVA AIRWAYS 3 10.2
747-400M Combi CF6-80 EVA AIRWAYS 10 10 11.1
747-400 CF6-80 GARUDA INDONESIA 3 3 10.4
747-400 CF6-80C2B1F JAPAN AIRLINES 11 29 29 11.0
747-400D CF6-80C2B1F JAPAN AIRLINES 8 8 5.5
747-400 CF6-80 KLM ROYAL DUTCH AIRLINES 5 5 10.2
747-400M Combi CF6-80 KLM ROYAL DUTCH AIRLINES 4 15 15 10.2
747-400 CF6-80 KOREAN AIR 2 25 25 10.2
747-400F CF6-80 KOREAN AIR 3 3 3 10.2
747-400M Combi CF6-80 KOREAN AIR 1 1 10.2
747-400M Combi CF6-80 KUWAIT AIRWAYS 1 1 10.2
747-400 CF6-80 LUFTHANSA GERMAN AIRLINES 5 18 18 10.2
747-400M Combi CF6-80 LUFTHANSA GERMAN AIRLINES 7 7 10.2
747-400 CF6-80C2B1F MALAYSIA AIRLINES 6 11 2 13 11.8
747-400M Combi CF6-80C2B1F MALAYSIA AIRLINES 2 2 11.8
747-400 CF6-80 MANDARIN AIRLINES 1 1 10.2
747-400 PW4000 NORTHWEST AIRLINES 1 13 13 10.2
747-400 CF6-80 PHILIPPINE AIRLINES 4 3 3 10.2
747-400M Combi CF6-80 PHILIPPINE AIRLINES 1 1 10.2
747-400 CF6-80 QANTAS AIRWAYS 3 21 21 10.2
747-400 CF6-80 ROYAL AIR MAROC 1 1 10.2
747-400 CF6-80 SAA - SOUTH AFRICAN AIRWAYS 8 8 10.2
747-400 CF6-80 SAUDI ARABIAN AIRLINES 2 3 3 10.2
Model Power Model Operator Order Owned Leased InOps Util
WORLD FLEET
8
BOEING 747-400 Jumbo Jet
747-400 CF6-80 SAUDI ARABIAN AIRLINES 2 3 3 10.2
747-400 CF6-80 SINGAPORE AIRLINES 8 36 36 10.2
747-400F CF6-80 SINGAPORE AIRLINES 8 8 10.2
747-400 CF6-80 THAI AIRWAYS INTERNATIONAL 14 14 10.2
747-400 CF6-80 UNITED AIRLINES 1 43 43 10.2
747-400 CF6-80 VIRGIN ATLANTIC 6 6 10.2
Summery 27 21 0 21
9

alfah911

心苦楼主了，谢谢！

f214216709

747的资料呀 谢谢

f214216709

744的培训呀

super_xxx

 

joseph

辛苦楼主了，全英的东西看着原汁原味啊

merrysonny

看看看看看看

bocome

概述概述概述

ewazxq

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