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This is a list of charter airlines in operation,Jet Aviation
Million Air
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Regal Aviation
TUIfly
Omni Air International
Velvet Air
CharterAir
Airlines offering charter services
Aer Lingus
Air Adriatic
Air Anatolia
Air Atlanta Icelandic
Air Finland
Air France
Air Inuit
Air Japan
Air Srpska
Air Sweden
Air Tindi
Air Transat
Alliance Airlines
ATA
AOM French Airlines
Arrow Air
Aviogenex
Belavia
Birgenair
Blue Panorama Airlines
British Airways
British Caledonian
Britannia Airways
CanJet
Capitol Air
Carnival Air Lines (Owned by Carnival Cruise Lines)
Cargolux
Champion Air
Citybird
Enter Air
EuroAtlantic Airways
Finnair
First Choice Airways (formerly air2000)
Frontier Flying Service
Futura
Germania (airline)
Hapag-Lloyd
Helios Airways
Japan Airlines
Jet2.com
Jet Partners Worldwide
JMC Air
Kelowna Flightcraft Air Charter
Kenn Borek Air
Ladeco
Lion Air
LOT Polish Airlines
Luzair
Magnicharters
Martinair
Miami Air
Monarch Airlines
Omni Air International
Ozjet
North American Airlines
Petra Airlines
Palmair
Rayyan Air
Skyservice
Small Planet Airlines
Sterling European Airlines
Sobelair
Sunrise Airways
TAME
Thomas Cook Airlines
Thomsonfly
Tango (division of Air Canada)
TransMeridian Airlines
UPS
White
Airbus A310
second aircraft to enter production by Airbus Industrie, the consortium of European aerospace
now owned by EADS. The A310 is a shortened derivative of the A300, the first twin-engined widebody
During the development of the original Airbus A300, a range of aircraft size and capacity were studied;
Airbus A300B was one of the smaller options. When the A300B1 prototypes emerged, a number of airlines asked for
greater capacity, which resulted in the initial production A300B2 version. As the A300 entered service,
increasingly apparent that there was also a sizable market for a smaller aircraft; some operators did not
traffic to justify the relatively large A300, others wanted more frequency or lower aircraft-mile costs at
higher seat-mile cost, specifically Swissair and Lufthansa
Airbus reduced the Research & Development costs of a smaller A300 to a minimum, studying several
called A300B10MC (Minimum Change). Capacity was reduced to 220 passengers, which was then a
from many airlines. However, this would result in a small fuselage mated to a comparatively large wing
undercarriage, which would make the aircraft burn unnecessarily more fuel as it carries more weight.
Another problem was the rate of inflation, which in the UK, during 1979–1980, was This would
development costs, and thus the cost of the final product. During the A300's development, Hawker
was the subcontractor for the aircraft's wing, after the British government withdrew from the newly formed venture in
1969. HSA subsequently merged with three other companies in , and by then, the British government
intentions to rejoin the programme. However, British Airways (BA) and Rolls-Royce did not relinquish
collaborate with the Americans, and, in BA's case, buy US aircraft. BA wanted to buy 7N7 and 7X7,
develop into the Boeing 757 and 767, with the latter an intended rival to the upcoming A310, as well as
The French government started talks in May 1976, saying that an order from BA was a condition for
K into Airbus Industrie as a full partner. As this went on, BAe held talks with Boeing and McDonnell
(BAe) could participate in future programmes, although the company's chairman, Lord Beswick, publicly stated that the
aim was really to collaborate in Europe.At the 1978 Farnborough Air Show, Eric Varley, the British
for Industry, announced that BAe wished to rejoin the Airbus Industrie as a full partner from 1 January
mean BAe would be allocated shareholding and would play "a full part in the development and
At the April 1978 Hanover Air Show, Airbus exhibited a model A310. Its wing area, at was slightly
studied, at 209 square metres its fuselage was 12 frames shorter than the A300, accommodating typical
loads of 195 in two-class, or 245 in economy. However, during the next months, almost every aspect
refined. On 9 June 1978, Swissair and Lufthansa developed a joint specification for the aircraft, and
announced that they would place the launch orders. On 15 March, Swissair became the first airline to place a firm order
for the type, announcing that it would acquire 10 with a further under option to replace its McDonnell Douglas DC-9
series 30s on its major intra-European routes. Lufthansa quickly placed a $240 million 10-aircraft order.
The increasingly strong interest in the aircraft, coupled with the recovery of the industry in the late 197
launch the A300B10, now known as the A310, into production on 7 July 1978[citation needed]. On 1
Lufthansa raised its commitment to 25 orders and 25 options. Two days later, KLM signed its order for
10 options at ₤238 million. On 6 July 1979 Air France raised its order from 4 to 35.[citation needed]
announcing orders for the A310 during 1979 included Martinair, Sabena and Air Afrique.
Initially, two versions of the A310 were planned, the regional A310-100 and the transcontinental A310-
A310-100 had a range of 2,000 nmi (3,700 km) with 200 passengers, whilst the -200 had a higher
section fuel, and could carry the same load a further 1,000 nmi (1,900 km) Basic engines offered included the General
Electric CF6-45B2 and Pratt & Whitney JT9D-7R4. Rolls Royce at one time considered offering an engine for the
Airbus A320 family
manufactured by Airbus. The family includes the A318, A319, A320 and A321, and the ACJ business
are also named A320ceo (current engine option) after the introduction of the A320neo. Final assembly
Europe takes place in Toulouse, France, and Hamburg, Germany. Since 2009, a plant in Tianjin, China,
started producing aircraft for Chinese airlines In April 2013, Airbus has started construction work on a
facility for the A319, A320, and A321 variants in Mobile, Alabama.The aircraft family can
passengers and has a range of 3,100 to 12,000 km (1,700 to 6,500 nmi), depending on model.
The first member of the A320 family—the A320—was launched in March 1984, first flew on 22
was first delivered in 1988. The family was soon extended to include the A321 (first delivered 1994),,
and the A318 (2003). The A320 family pioneered the use of digital fly-by-wire flight control systems,
side-stick controls, in commercial aircraft. There has been a continuous improvement process since
In December 2010, Airbus officially launched the new generation of the A320 family with the A320neo
Option". The new generation offers a choice of the CFM International LEAP-X or Pratt & Whitney
airframe improvements and the addition of winglets, named Sharklets by Airbus. The aircraft will
up to 15%. Virgin America will be the launch customer for the aircraft in spring of 2016. As of
of 1,196 A320neo family aircraft have been ordered by 21 airlines making it the fastest ever selling
As of June 2013, a total of 5,635 Airbus A320 family aircraft have been delivered, of which 5,443 are
addition, another 4,014 airliners are on firm order. It ranked as the world's fastest-selling jet airliner
records from 2005 to 2007, and as the best-selling single-generation aircraft programme The A320
popular with airlines, specifically low-cost carriers (LCC). British LCC EasyJet purchased A319s, and
replace its Boeing 737 fleet. The family competes directly with the Boeing 737, 717, 757 and the
When Airbus designed the Airbus A300 during the late 1960s and early 1970s, it envisaged a broad
with which to compete against Boeing and Douglas, two established US aerospace manufacturers.
of formation, Airbus had begun studies into derivatives of the Airbus A300B in support of this long
to the service introduction of the first Airbus airliners, engineers within Airbus had identified nine
the A300 known as A300B1 to B9 A 10th variation, conceived in 1973, later the first to be constructed,
the A300B10.It was a smaller aircraft which would be developed into the long-range Airbus A310.
its efforts on the single-aisle market, which was dominated by the Boeing 737 and McDonnell Douglas
Air Inter A320-100 in 1991, one of the few A320-100s
Plans from a number of European aircraft manufacturers called for a successor to the relatively
One-Eleven, and to replace the Boeing 737-200 and DC-9Germany's MBB (Messerschmitt-Bölkow-
Aircraft Corporation, Sweden's Saab and CASA worked on the EUROPLANE, a 180- to 200-seat
abandoned after intruding on A310 specifications. VFW-Fokker, Dornier and Hawker Siddeley worked
Alongside BAe (who at the time were not part of Airbus) were MBB, Fokker-VFW and Aérospatiale.
the JET study that was carried forward was the JET2 (163 passengers), which then became the Airbus
(Single Aisle), before settling on the A320 name for its launch in 1984.
The Hawker Siddeley team had previously produced a design called the HS.134 "Airbus" in 1965, an
HS. (formerly DH.Trident which shared much of the general arrangement of the later JET3 study
"Airbus" at the time referred to a BEA requirement, rather than to the later international programme.
A new programme was initiated subsequently, called Joint European Transport (JET). This was set up i
1977and was based at the then British Aerospace (formerly Vickers) site in Weybridge, Surrey, UK. A
members were all of Airbus' partners, they regarded the project as a separate collaboration from Airbus
project was considered the forerunner of Airbus A320, encompassing the 130- to 188-seat market,
CFM56s. It would have a cruise speed of Mach 0.84 (faster than Boeing 737)The programme
transferred to Airbus, leading up to the creation of the Single-Aisle (SA) studies in 1980, led by former
rogramme, Derek Brown The group looked at three different variants, covering the 125- to 180-seat market, called SA2 and SA3Although unaware at the time, the consortium was producing the
A321, respectively The single-aisle programme created divisions within Airbus about whether to design
shorter-range twinjet than a longer-range quadjet wanted by the West Germans, particularly Lufthansa.However, work
proceeded, and the German carrier would eventually order the twinjet.
In February 1981, the project was re-designated A320 with efforts focused on the former SA2.
worked with Delta Air Lines on a 150-seat aircraft envisioned and required by the airline. The A320
passengers 1,860 nautical miles using fuel from wing fuel tanks only. The Dash 200 had more fuel
the activation of centre fuel tank, increasing fuel capacity from 3,429 imperial gallons to
(23,430 L)enabling flights with a distance of 2,850 nmi The aircraft would measure 118 fee
m) and 128 feet 9 inches, respectivelyAirbus then had to decide on a cross-section for the
considered a fuselage diameter of "the Boeing 707 and 727, or do something better".It eventually settle
diameter, with the internal width at 3.7 m, compared to 3.45 mf the Boeing aircraft. Although
heavier, this specification allowed the aircraft to compete more effectively with the 737. The A320
several stages of design, finally settling on 33.91 m. It is long and thin, offering better aerodynami
ficiency because of the higher aspect ratio than the competition, namely the 737 and MD-80
The cockpit of the A321 is similar to that of the A318, A319 and . This layout would be incorporated
A340, A350 and A380. This 'commonality' enables pilots to quickly transition among these aircraft.
controller and digital fly-by-wire technology, a first for commercial aircraft.
With the A320, Airbus made a controversial decision. For the first time, digital fly-by-wire ) flight
be ncorporated into a commercial airliner, although it was previously successfully proven on military t,
such as the Vought F-8 Crusader. Aside from associated reduction in weight and cost, this system would provide flight velope protection. The pilot, in essence, places inputs into the flight control computer, which interprets these actions
and moves the flight control surfaces. FBW also allows Airbus to make flying characteristics similar to
such as the Airbus A330, A340, A380, and the upcoming A350. It would feature side-stick control for the first time on acommercial aircraft. Bernard Ziegler, son of the former Airbus CEO, Henri Ziegler, was the initiator of the aircraft's
revolutionary fly-by-wire flight controls with side-stick cockpit controller and full glass cockpit. He
convinced aviation authorities of the concept's validity
During the A320 development programme, Airbus considered propfan technology, backed by LufthansaAt the time
unproven, it was essentially a fan placed outside the engine nacelle, offering speed of a turbofan at
economics; eventually, Airbus stuck with turbofans. Power on the A320 would be supplied by two
at 25,000 lbf It was the only available engine at launch until the IAE V2500, offered by International Aero
Engines, a group composed of Rolls-Royce, Pratt & Whitney, Japanese Aero Engines Corporation, Fia
Aero Engines. The first V2500 variant, the V2500-A1, has a thrust output of 25,000 pounds-
hence the name, and is marginally more efficient than the CFM56, with specific fuel consumption at 0.560, compared
Boeing 737
The Boeing 737 is a short- to medium-range twin-engine narrow-body jet airliner. Originally developed
lower-cost twin-engine airliner derived from Boeing's 707 and 727, the 737 has developed into a family
passenger models with a capacity of 85 to 215 passengers. The 737 is Boeing's only narrow-body
production, with the -600, -700, -800, and -900ER variants currently being built. A re-engined and
the 737 MAX, is set to debut in 2017.
Originally envisioned in 1964, the initial 737-100 flew in 1967 and entered airline service in February
lengthened 737-200 entered service in April 1968. In the 1980s Boeing launched the -300, -400, and0 ,
subsequently referred to as the Boeing 737 Classic series. The 737 Classics added capacity and
CFM56 turbofan engines along with wing improvements. In the 1990s Boeing introduced the 737 Next
multiple changes including a redesigned wing, upgraded cockpit, and new interior. The 737 Next
comprises the four -600, -700, -800, and -900ER models, ranging from 102 ft
Boeing Business Jet versions of the 737 Next Generation are also produced.
The 737 series is the best-selling jet airliner in the history of aviation.The 737 has been continuously
Boeing since 1967 with 7,457 aircraft delivered and 3,044 orders yet to be fulfilled as of January 2013.
is centered at the Boeing Renton Factory in Renton, Washington. Many 737s serve markets previously filled by 707,
727, 757, DC-9, and MD-80/MD-90 airliners, and the aircraft currently competes primarily with the Airbus A320 family.
There are, on average, 1,250 Boeing 737s airborne at any given time, with two departing or landing somewhere every
five seconds.
Boeing had been studying short-haul jet aircraft designs and wanted to produce another aircraft to supplement the 727
short and thin routes. Preliminary design work began on May 11, 1964 and Boeing's intense market research
yielded plans for a 50- to 60-passenger airliner for routes 50 to 1,000 mi (80 to 1,600 km) long Lufthansa became the
launch customer on February 19, 19with an order for 21 aircraft, worth $67 million (1965, $190.28 million in 2008),
after the airline, it was reported, received assurances from Boeing that the 737 project would not be
Consultation with Lufthansa over the previous winter resulted in an increase in capacity to 100 seats
The prototype 737, a -100 operated by NASA for testing
On April 5, 1965 Boeing announced an order by United Airlines for 40 737s. United wanted a slightly larger airplane
than the 737-100. So Boeing stretched the fuselage 91 centimeters ahead of, and 102 cm
wing.The longer version was designated 737-200, with the original short-body aircraft becoming the 737-100
Detailed design work continued on both variants at the same time. Boeing was far behind its competitors when the 737
was launched, as rival aircraft BAC Douglas and Fokker F28 were already into flight certification To
Expedite development, Boeing used of the structure and systems of the existing 727, the most
fuselage cross-section. This fuselage permitted six-abreast seating compared to the rival 1-11 and DC-
layout Design engineers decided to mount the nacelles directly to the underside of the wings to reduce
gear length and kept the engines low to the ground for easy ramp operations.Many thickness variations for the strut
were tested in the wind tunnel and the most desirable shape for high speed was found to be one which
thick, filling the narrow channels formed between the wing and the top of the nacelle, particularly on the outboard side.
Originally, span arrangement of the airfoil sections of the 737 wing was planned to be very similar to
727, although somewhat more thick. However, a substantial improvement in drag at high Mach
by altering these sections near the nacelle.The engine chosen was the Pratt & Whitney JT8D-1 low-
turbofan engine. With the wing-mounted engines, Boeing decided to mount the horizontal stabilizer on
rather than the T-tail style of the Boeing 727
An early-production Boeing 737-100 of Lufthansa, the 737's launch customer
The initial assembly of the 737 was adjacent to Boeing Field (now officially named King County
because the factory in Renton was at capacity building the 707 and 727. After 271 aircraft, production
Renton in late 1970 A significant portion of the fuselage assembly is in Wichita, Kansas previously by
by Spirit AeroSystems, which purchased some of Boeing's assets in WichitaThe fuselage is joined with
landing gear, then moves down the assembly line for the engines, avionics, and interiors. After rolling
Boeing tests the systems and engines before its maiden flight to Boeing Field, where it is painted and
before delivery to the customer
The first of six -100 prototypes rolled out in December 1966, and made its maiden flight on April 9,
Brien Wygle and Lew Wallick.On December 15, 1967 the Federal Aviation Administration certified
commercial flight, issuing Type Certificate A16WE The was the first aircraft to have, as part of its
approval for Category II approaches.Lufthansa received its first aircraft on December 28, 1967 and on
1968 became the first non-American airline to launch a new Boeing aircraft.Lufthansa was the only
to purchase the 737-100. Only 30 aircraft were ever produced
The 737-200 had its maiden flight on August 8, 1967. It was certified by the FAA on December 21, 1967, and the
inaugural flight for United was on April 28, 1968 from Chicago to Grand Rapids, Michigan The lengthened -200 was
widely preferred over the -100 by airlines.
Initial derivatives
The original engine nacelles incorporated thrust reversers taken from the 727 outboard nacelles.
proved to be relatively ineffective and apparently tended to lift the aircraft up off the runway when deployed. This
reduced the downforce on the main wheels thereby reducing the effectiveness of the wheel brakes. In
improvement to the thrust reversal system was introduced. A 48-inch tailpipe extension was added and
target-style, thrust reversers were incorporated. The thrust reverser doors were set 35 degrees away
to allow the exhaust to be deflected inboard and over the wings and outboard and under the wings.[28]
improvement became standard on all aircraft after March 1969, and a retrofit was provided for active
fixed the drag issue by introducing new longer nacelle/wing fairings, and improved the airflow over the
The production line also introduced an improvement to the flap system, allowing increased use during
landing. All these changes gave the aircraft a boost to payload and range, and improved the short-field
incorporated into the 737-200, giving it a 15% increase in payload and range over the original -200s This became
known as the 737-200 Advanced, which became the production standard in June 1971.
Boeing 737-200 Adv planform and exposed landing gear tires are visible on this USAF T-43 takeoff.
JT8D engines extend past the leading and trailing edges.
In 1970, Boeing received only 37 orders. Facing financial difficulties, Boeing considered closing the 7
production-line and selling the design to Japanese aviation companies After the cancellation of the Boeing Supersonic
Transport, and scaling back of 747 production, enough funds were freed up to continue the project.
increase sales by offering a variety of options, Boeing offered a 737C (Convertible) model in both -100
lengths. This model featured a 340 cm × 221 cm (130 in × 87 in) freight door just behind the cockpit,
strengthened floor with rollers, which allowed for palletized cargo. A 737QC (Quick Change) version
eating allowed for faster configuration changes between cargo and passenger flights. With the improved short-field
capabilities of the 737, Boeing offered the option on the -200 of the gravel kit, which enables this
remote, unpaved runwaysUntil retiring its -200 fleet in 2007, Alaska Airlines used this option for some
operations in Alaska. Northern Canadian operators Air Inuit, Air North, Canadian North, and First Air s
gravel kit aircraft in Northern Canada, where several gravel runways have yet to be paved.
In 1988, the initial production run of the -200 model ended after producing 1,114 aircraft. The last one was delivered to
Development began in 1979 for the 737's first major revision. Boeing wanted to increase capacity and
incorporating improvements to upgrade the aircraft to modern specifications, while also retaining
previous 737 variants. In 1980, preliminary aircraft specifications of the variant, dubbed 737-300, were
The first classic variant was the 300 series.
The CFM56-3B-1 high-bypass turbofan engine was chosen to power the aircraft, which yielded
economy and a reduction in noise, but also posed an engineering challenge, given the low ground
and the larger diameter of the engine over the original Pratt & Whitney engines. Boeing and engine
solved the problem by placing the engine ahead of the wing, and by moving engine accessories to the s
engine pod, giving the engine a distinctive non-circular "hamster pouchair intake
The passenger capacity of the aircraft was increased to 149 by extending the fuselage around the wing
The wing incorporated a number of changes for improved aerodynamics. The wing tip was extended
The wing span by 1 ft 9 in . The leading-edge slats and trailing-edge flaps were adjusted. The flight
with the optional EFIS (Electronic Flight Instrumentation System), and the passenger cabin incorporated improvements
similar to those developed on the Boeing 757] The prototype -300, the 1,001st 737 built, first flew on
1984 with pilot Jim McRobertsIt and two production aircraft flew a nine-month-long certification
In June 1986, Boeing announced the development of the 737-400,which stretched the fuselage a further 10 ft (3.0 m),
increasing the passenger load to 170 The -400s first flight was on February 19, 1988 and, after a
seven-month/500-hour flight-testing run, entered service with Piedmont Airlines that October
Transaero 737-400 in planform view at takeoff. The stubbier CFM56 engines are mounted ahead of the
The -500 series was offered, due to customer demand, as a modern and direct replacement of the 737-
incorporated the improvements of the 737 Classic series, allowing longer routes with fewer passengers
economical than with the 737-300. The fuselage length of the -500 is 1 ft 7 in (48 cm) longer than the
accommodating up to 132 passengers. Both glass and older-style mechanical cockpits arrangements
available.Using the CFM56-3 engine also gave a increase in fuel efficiency over the older -200s P&W
The 737-500 was launched in 1987 by Southwest Airlines, with an order for 20 aircraftand flew for the
June 30, 1989A single prototype flew 375 hours for the certification process, and on February 28, 1990, Southwest
Airlines received the first delivery The 737-500 has become a favorite of some Russian airlines, with
(now Nordavia), S7 Airlines, and Rossiya Airlines all buying second-hand models of the aircraft to
After the introduction of the -600/700/800/900 series, the -300/400/500 series was called the 737
The price of jet fuel has skyrocketed in the past five years; airlines devoted 40% of the retail price of an
for fuel in 2008, versus 15% in 2000 Consequently, carriers have begun to retire the Classic 737 serie
fleet sizes; replacements consist of more efficient Next Generation 737s or Airbus A320/A319/A31
On June 4, 2008, United Airlines announced it would retire all 94 of its Classic 737 aircraft (64 737-300
737-500 aircraft), replacing them with Airbus A320 jets taken from its Ted subsidiary, which has been
Prompted by the modern Airbus A320, Boeing initiated development of an updated series of aircraft in
working with potential customers, the 737 Next Generation (NG) program was announced on
The 737NG encompasses the -600, -700, -800, and -900, and is to date the most significant upgrade .
The performance of the 737NG is, in essence, that of a new aircraft, but important commonality is
Boeing 737NG fuselage being transported by rail.
The wing was redesigned with a new airfoil section, greater chord, increased wing span by 16 ft and
increased total fuel capacity by. New, quieter, more fuel-efficient CFM56-7B engines were used. The
fuel capacity improvements combined increase the 737's range by 900 nautical miles to over 3,000
(5,600 km)now permitting transcontinental service] With the increased fuel capacity, higher maximum
(MTOW) specifications are offered. The 737NG included redesigned vertical stabilizers, and winglets
on most models. The flight deck was upgraded with modern avionics, and passenger cabin
those on the Boeing 777, including more curved surfaces and larger overhead bins than previous-.
The Generation 737 interior was also adopted on the Boeing 757-300.
The first NG to roll out was a -700, on December 8, 1996. This aircraft, the 2,843rd 737 built, first
1997. The prototype -800 rolled out on June 30, 1997 and first flew on July 31, 1997. The smallest of
the -600s, is the same size as the -500. It was the last in this series to launch, in December 1997. First
22, 1998, it was given certification on August 18, 1998 A flight test program was operated by 10 aircraft; 3 -600s, 4
Air Berlin 737-700 in Boeing livery, showing blended winglets available on the Next Generation 737
In 2004, Boeing offered a Short Field Performance package in response to the needs of Gol
which frequently operates from restricted airports. The enhancements improve takeoff and landing
optional package is available for the 737NG models and standard equipment for the 737-900ER. The
Evolution nacelle began testing in August 2009 to be used on the new 737 PIP (Performance
due to enter service mid-2011. This new improvement is said to shave at least 1% off overall drag and
wight benefits. Overall, it is claimed to have a improvement on fuel burn on longer stages. In 2010,
options for the 737NG included the 787-style Boeing Sky Interior
Boeing delivered the 5,000th 737 to Southwest Airlines on February 13, 2006. Boeing delivered the
Norwegian Air Shuttle in April 2009. The Airbus A320 family has outsold the 737NG over the past
order totals include the A321 and A318, which have also rivaled Boeing's 757 and 717, respectively.
also outsold the A320 on an annual basis in past years with the next generation series extending the
most widely sold and commonly flown airliner family since its introduction.
Replacement or re-enginin
Main articles: Boeing Yellowstone Project and Boeing 737 MAX
Since 2006, Boeing has discussed replacing the 737 with a "clean sheet" design (internally named
could follow the Boeing 787 Dreamliner A decision on this replacement was postponed, and delayed
On July 20, 2011, Boeing announced plans for a new 737 version to be powered by the CFM
engine, with American Airlines intending to order 100 of these aircraft On August 30, 2011, Boeing
launch of the 737 new engine variant, called the 737 MAX with new CFM International LEAP-1B
Boeing 737-700 showing the retracted landing gear, engine nacelles with flattened underside and
The 737's main landing gear under the wings at mid-cabin rotate into wells in the aircraft's belly; the
by partial doors, and "brush-like" seals aerodynamically smooth the wheels in the wells. The sides of
exposed to the air in flight. "Hub caps" complete the aerodynamic profile of the wheels. It is forbidden
without the caps, because they are linked to the ground speed sensor that interfaces with the anti-skid
The dark circles of the tires are clearly visible when a 737 takes off, or is at low altitude
737s are not equipped with fuel dump systems. The original aircraft were too small to require them,
dump system to the later, larger variants would have incurred a large weight penalty. Boeing instead
"equivalent level of safety". Depending upon the nature of the emergency, 737s either circle to burn off
overweight. If the latter is the case, the aircraft is inspected by maintenance personnel for damage and
737-800 engine with non-circular "hamster pouch
Engines on the 737 Classic series and Next-Generation series (600, 700, 800, 900) do
circular inlets like most aircraft. The 737 Classic series featured CFM56 turbofan engines, which
gans in fuel economy and a reduction in noise over the JT8D engines used on the -100 and -200, but
problem by placing the engine ahead of (rather than below) the wing, and by moving engine
(rather than the bottom) of the engine pod, giving the 737 a distinctive non-circular air intake
The wing also incorporated a number of changes for improved aerodynamics. The engines' accessory
moved from the 6 o'clock position under the engine to the 4 o'clock position (from a front/forward
perspective). This side-mounted gearbox gives the engine a somewhat triangular rounded shape.
is close to the ground, 737-300s and later models are more prone to engine foreign-object damage
improved CFM56-7 turbofan engine on the 737 Next Generation is more fuel-efficient than the
the 737 classics. The newest 737 variants, the 737 family, are to feature CFM International
with a 1.73 m fan diameter. These engines are expected to be 10-12% more efficient than the CFM56
The primary flight controls are intrinsically safe. In the event of total hydraulic system failure or double
they will automatically and seamlessly revert to control via servo tab. In this mode, the servo tabs
cntrol the elevators and ailerons; these servo tabs are in turn controlled by cables running to the control
pilot's muscle forces alone control the tabs. The 737 is the only currently-produced passenger aircraft
larger that can operate completely without hydraulics.[citation needed] For the 737 Next Generation, a
glass cockpit with modern avionics was implemented while retaining crew commonality with previous generation 737.Most 737 cockpits are equipped with "eyebrow windows" positioned above the main glareshield. Eyebrow windows
were a feature of the original 707. They allowed for greater visibility in turns, and offered better sky
stars. With modern avionics, they became redundant, and many pilots actually placed newspapers or
in them to block out sun glare. They were eliminated from the 737 cockpit design in 2004, although
installed in military variants and at customer request. These windows are sometimes removed and
during maintenance overhauls, and can be distinguished by the metal plug which differs from the
aircraft that were not originally fitted with the windows.
Upgrade packages
Blended winglets are available as retrofits and in production on newer 737 aircraft. These winglets stand approximately
8 feet (2.4 m) tall and are installed at the wing tips. They help with reduced fuel burn (by reducing vortex drag), reduced
engine wear, and less noise on takeoff. Overall fuel efficiency improvement is up to five percent through the reduction
of lift-induced drag
As of July 2008 the 737 features carbon brakes manufactured by Messier-Bugatti. These new brakes, now certified by
the Federal Aviation Administration, weigh 550–700 lb (250–320 kg) less than the steel brakes normally
Next-Gen 737s (weight savings depend on whether standard or high-capacity brakes are fitted). weight reduction
of 700 pounds on a Boeing 737-800 results in reduction in fuel burn
A short-field design package is available for the 737-600, -700, and -800, allowing operators to fly increased payload
to and from airports with runways under 5,000 feet (1,500 m). The package consists of sealed leading
(improved lift), a two-position tail skid (enabling reduced approach speeds), and increased flight spoiler deflection on
the ground. These improvements are standard on the 737-900ER
The 737 interior arrangement has changed in successive generations. The original 737 interior was
737 Classic models using 757 designs, while architecture was used for the debut of the Next
Designed using Boeing's new cabin concepts, the latest Sky Interior features sculpted sidewalls and
window housings, along with increased headroom and LED mood lighting.Larger pivot-bins similar to
and 787 have more luggage space than prior designs.[88] The Sky Interior is also designed to improve
levels by 2–4 dB. The first 737 equipped with the Boeing Sky Interior was delivered to Flydubai in the fourth quarter of
2010Malaysia Airlines TUIFly and United/Continental Airlines have also taken delivery of Sky Interior-
Boeing 747
The Boeing 747 is a wide-body commercial airliner and cargo transport aircraft, often referred to by
nickname, Jumbo Jet, or Queen of the Skies. It is among the world's most recognizable aircraft
and was the first wide-body ever produced. Manufactured by Boeing's Commercial Airplane unit in the
the original version of the 747 was two and a half times larger in capacity than the Boeing 707one of
commercial aircraft of the 1960s. First flown commercially in 1970, the 747 held the passenger capacity record for 37
The four-engine 747 uses a double deck configuration for part of its length. It is available in passenger,
other versions. Boeing designed the 747's hump-like upper deck to serve as a first class lounge or (as is
ule today) extra seating, and to allow the aircraft to be easily converted to a cargo carrier by removing
installing a front cargo door. Boeing did so because the company expected supersonic airliners
subsonic cargo aircraft would be robust well into the futureThe 747 was expected to become obsolete after 400 were
but it exceeded critics' expectations with production passing the 1,000 mark in 1993. By September
aircraft had been built, with 81 of the 747-8 variants remaining on order.
The 747-400, the most common passenger version in service, is among the fastest airliners in service
high-subsonic cruise speed of Mach 0.85–0.855 (up to 570 mph or 920 km/h). It has an
nautical miles (8,350 mi or 13,450 km)The 747-400 passenger version can accommodate 416
three-class layout, 524 passengers in a typical two-class layout, or 660 passengers in a high density
configuration The newest version of the aircraft, the 747-8, is in production and received certification.
Deliveries of the 747-8F freighter version to launch customer Cargolux began in October 2011;
747-8I passenger version to Lufthansa began in May 2012. The 747 is to be replaced by the Boeing Y3
Boeing Yellowstone Project) in the future.
In 1963, the United States Air Force started a series of study projects on a very large strategic
Although the C-141 Starlifter was being introduced, they believed that a much larger and more capable
needed, especially the capability to carry outsized cargo that would not fit in any existing aircraft.
initial requirements for the CX-Heavy Logistics System (CX-HLS) in March 1964 for an aircraft with a
180,000 pounds (81,600 kg) and a speed of Mach 0.75 (500 mph or 805 km/h), and an unrefuele
wide by 13.5 feet high and 100 feet long with access through doors at the front and
Featuring only four engines, the design also required new engine designs with greatly increased power
economy. On May 18, 1964, airframe proposals arrived from Boeing, Douglas, General Dynamics,
Martin Marietta; while engine proposals were submitted by General Electric, Curtiss-Wright, and Pratt
a downselect, Boeing, Douglas and Lockheed were given additional study contracts for the airframe,
General Electric and Pratt & Whitney for the engines
All three of the airframe proposals shared a number of features. As the eeded to be able to
te front, a door had to be included where the cockpit usually was. All of the companies solved this
the cockpit above the cargo area; Douglas had a small "pod" just forward and above the wing,
"spine" running the length of the aircraft with the wing spar passing through it, while Boeing blended
longer pod that ran from just behind the nose to just behind the wing In 1965 Lockheed's aircraft
Electric's engine design were selected for the new C-5 Galaxy transport, which was the largest milita
world at the time The nose door and raised cockpit concepts would be carried over to the design of the
The 747 was conceived while air travel was increasing in the 1960s] The era of commercial jet
the enormous popularity of the Boeing 707 and Douglas DC-8, had revolutionized long-distance
lost the CX-HLS contract, Boeing was pressed by Juan Trippe, president of Pan American World
one of their most important airline customers, to build a passenger aircraft more than twice the size of
became a problem that Trippe thought could be addressed by a large new aircraft.
In 1965, Joe Sutter was transferred from Boeing's 737 development team to manage the design studies for a new airliner, already assigned the model number 747Sutter initiated a design study with Pan Am and other airlines, in order
to better understand their requirements. At the time, it was widely thought that the 747 would
by supersonic transport aircraft] Boeing responded by designing the 747 so that it could be adapted
freight and remain in production even if sales of the passenger version declined. In the freighter role,
was to support the containerized shipping methodologies that were being widely introduced at about the
Standard containers are 8 ft square at the front (slightly higher due to attachment points) and available
lengths. This meant that it would be possible to support a 2-wide 2-high stack of containers two or three
ranks deep with a fuselage size similar to the earlier CX-HLS project.
A view of an early-production
An Iran Air 747-200, showing the early-production 747 cockpit, located on the upper deck
In April 1966, Pan Am ordered 25 747-100 aircraft for US$525 million. During the ceremonial 747
peace, competing with intercontinental missiles for mankind's destiny", according to Malcolm T. Stamper, who led the
747 program.As launch customer and because of its early involvement before placing a formal order,
Am was able to influence the design and development of the 747 to an extent unmatched by a single
Ultimately, the high-winged CX-HLS Boeing design was not used for the 747, although technologies developed for
their bid had an influence. The original design included a full-length double-deck fuselage with eight-
two aisles on the lower deck and seven-across seating and two aisles on the upper deck.However,
evacuation routes and limited cargo-carrying capability caused this idea to be scrapped in early 1966 in
single deck design. The cockpit was, therefore, placed on a shortened upper deck so that a freight-
be included in the nose cone; this design feature produced the 747's distinctive "bulge". In early models
clear what to do with the small space in the pod behind the cockpit, and this was initially specified as a
The Pratt & Whitney JT9D turbofan suspended under the wing pylon of the 747 prototype. It is
The Pratt & Whitney JT9D high-bypass turbofan engine was developed for the 747.
One of the principal technologies that enabled an aircraft as large as the 747 to be conceived was the
turbofan engine. The engine technology was thought to be capable of delivering double the power of
turbojets while consuming a third less fuel. General Electric had pioneered the concept but was
developing the engine for the C-5 Galaxy and did not enter the commercial market until later] Pratt &
working on the same principle and, by late 1966, Boeing, Pan Am and Pratt & Whitney agreed to
engine, designated the JT9D to power the 747.
The project was designed with a new methodology called fault tree analysis, which allowed the effects
single part to be studied to determine its impact on other systems.To address concerns about safety
747's design included structural redundancy, redundant hydraulic systems, quadruple main landing gear
control surfaces. Additionally, some of the most advanced high-lift devices used in the industry were
new design, in order to allow it to operate from existing airports. These included leading edge flaps
entire length of the wing, as well as complex three-part slotted flaps along the rea The wing's complex
increase wing area by 21 percent and lift by 90 percent when fully deployed compared to their non-
Boeing agreed to deliver the first 747 to Pan Am by the end of 1969. The delivery date left 28 months
aircraft, which was two-thirds of the normal time. The schedule was so fast paced that the people who
were given the nickname "The Incredibles"Developing the aircraft was such a technical and financial
management was said to have "bet the company" when it started the project
Airplane assembly hall, featuring heavy machinery. Large cylindrical airplane sections and wings are
with other major components. Above are the cranes which ferry heavy and outsize parts of the 747.
747 final assembly at the Boeing Everett Factory
As Boeing did not have a plant large enough to assemble the giant airliner, they chose to build a new
company considered locations in about 50 cities,and eventually decided to build the new plant some 30
north of Seattle on a site adjoining a military base at Paine Field near Everett, WashingtonIt bought the
Developing the 747 had been a major challenge, and building its assembly plant was also a huge
president William M. Allen asked Malcolm T. Stamper, then head of the company's turbine division, to
construction of the Everett factory and to start production of the 747. To level the site, more than 4 th had to be moved. Time was so short that the 747's full-scale mock-up was built before the
factory roof above it was finished.The plant is the largest building by volume ever built, and has been
expanded several times to permit construction of other models of Boeing wide-body commercial jets.
Development and testing
Before the first 747 was fully assembled, testing began on many components and systems. One
involved the evacuation of 560 volunteers from a cabin mock-up via the aircraft's emergency chutes.
evcuation took two and a half minutes instead of the maximum of 90 seconds mandated by the Federal
Administration (FAA), and several volunteers were injured. Subsequent test evacuations achieved the
but caused more injuries. Most problematic was evacuation from the aircraft's upper deck; instead of
conventional slide, volunteer passengers escaped by using a harness attached to a reel. Tests also
such a large aircraft. Boeing built an unusual training device known as "Waddell's Wagon" (named for
Jack Waddell) that consisted of a mock-up cockpit mounted on the roof of a truck. While the
built, the device allowed pilots to practice taxi maneuvers from a high upper-deck position.
A side view of the nose of 747 prototype, which is painted white, with a red wide cheatline, an a metallic underside
The prototype 747, City of Everett, at the Museum of Flight in Seattle, Washington
On September 30, 1968, the first 747 was rolled out of the Everett assembly building before the
representatives of the 26 airlines that had ordered the airliner. Over the following months, preparations
the first flight, which took place on February 9, 1969, with test pilots Jack Waddell and Brien Wygle at
Jess Wallick at the flight engineer's station. Despite a minor problem with one of the flaps, the flight
747 handled extremely well. The 747 was found to be largely immune to "Dutch roll", a phenomenon major hazard to the early swept-wing jets
During later stages of the flight test program, flutter testing showed that the wings suffered oscillation
conditions. This difficulty was partly solved by reducing the stiffness of some wing components.
severe high-speed flutter problem was solved only by inserting depleted uranium counterweights as ballast in the outboard engine nacelles of the early 747s.[46] This measure caused anxiety when these
China Airlines Flight 358 at Wanli in 1991 and El Al Flight 1862 at Amsterdam in 1992 which had 282
A view of the 747's four main landing gear, each with four wheels
Closeup of the 747 prototype's 16-wheel main undercarriage
The flight test program was hampered by problems with the 747's JT9D engines. Difficulties included
caused by rapid movements of the throttles and distortion of the turbine casings after a short period of
problems delayed 747 deliveries for several months and stranded up to 20 aircraft at the Everett plant
awaited engine installation.The program was further delayed when one of the five test aircraft suffered
during a landing attempt at Renton Municipal Airport, site of the company's Renton factory. On
test aircraft was being taken to have its test equipment removed and a cabin installed when pilot Ralph
undershot the airport's short runway. The 747's right, outer landing gear was torn off and two engine
damaged However, these difficulties did not prevent Boeing from taking one of the test aircraft to the
Show in mid-1969, where it was displayed to the general public for the first time.The 747 achieved its
airworthiness certificate in December 1969, making it ready for introduction into service.
The First Lady Pat Nixon sitting in the cockpit of the first commercial 747 during the christening
First Lady Pat Nixon visits the cockpit of the first commercial 747 during the christening ceremony,
The huge cost of developing the 747 and building the Everett factory meant that Boeing had to borrow
banking syndicate. During the final months before delivery of the first aircraft, the company had to
additional funding to complete the project. Had this been refused, Boeing's survival would have been threatened.The ompany's debt exceeded $2 billion, with the $1.2 billion owed to the banks setting a record for all companies. Allen
later said, "It was really too large a project for us.03 Ultimately, the gamble succeeded, and Boeing held a Entry into service
On January 15, 1970, First Lady of the United States Pat Nixon christened Pan Am's first 747, Clipper
International Airport (later renamed Washington Dulles International Airport) in the presence of Pan Am
Najeeb Halaby. Instead of champagne, red, white and blue water was sprayed on the aircraft. The 747
on January 22, 1970, on Pan Am's New York–London routethe flight had been planned for the
21, but engine overheating made the original aircraft unusable. Finding a substitute delayed the flight by
A helical staircase on 747-100s and −200s that leads to the upper deck
On the 747-100 and 747-200, a spiral staircase connected the main and upper decks.
The 747 enjoyed a fairly smooth introduction into service, overcoming concerns that some airports
to accommodate an aircraft that large.Although technical problems occurred, they were relatively minor and quickly After the aircraft's introduction with Pan Am, other airlines that had bought the 747 in order to stay ompetitive began to put their own 747s into service. Boeing estimated that half of the early
desiring the aircraft's long range rather than its payload capacity.While the 747 had the lowest potential operating coster seat, this could only be achieved when the aircraft was fully loaded; costs per seat
declined. A moderately loaded 747, one with only 70 percent of its seats occupied, used more than 95
The recession of 1969-1970 greatly affected Boeing. For the year and a half after September 1970 it
747s in the world, and did not sell any to an American carrier for almost three years.:302 When
the United States and other countries after the 1973 oil crisis led to reduced passenger traffic, several
they did not have enough passengers to fly the 747 economically, and they replaced them with the smaller and recently ntroduced McDonnell Douglas DC-10 and Lockheed L-1011 TriStar trijet wide bodies (and later the 767 and A300
twinjets). Having tried replacing coach seats on its 747s with piano bars in an attempt to attract more
American Airlines eventually relegated its 747s to cargo service and in 1983 exchanged them with Pan Am for smaller aircraft; Delta Air Lines also removed its 747s from service after several years.Delta would later merge with Northwest
forward-looking view in the stretched upper deck cabin of later 747s
Later 747 models featured a stretched upper deck.
International flights that bypassed traditional hub airports and landed at smaller cities became more
throughout the 1980s, and this eroded the 747's original market.However, many international carriers
the 747 on Pacific routes. In Japan, 747s on domestic routes are configured to carry close to the
After the initial 747-100 model, Boeing developed the −100B, a higher maximum takeoff weight
the −100SR (Short Range), with higher passenger capacity. Increased maximum takeoff weight allows
more fuel and have longer range. The −200 model followed in 1971, featuring more powerful engines
MTOW. Passenger, freighter and combination passenger-freighter versions of the −200 were
shortened 747SP (special performance) with a longer range was also developed, and entered service in
The 747 line was further developed with the launch of the 747-300 in 1980. The −300 resulted from
increase the seating capacity of the 747, during which solutions such as fuselage plugs and extending
over the entire length of the fuselage were rejected. The first 747-300, completed in 1983, included a
deck, increased cruise speed, and increased seating capacity. The original designation of the −300 was
"stretched upper deck", then 747-200 SUDfollowed by 747EUD, before the 747-300 designation was
used.Passenger, short range and combination freighter-passenger versions of the −300 were produced.
An Air New Zealand 747-400 with its landing gear down and flaps down. The aircraft is mostly whit
and in-flight against a blue sky. On each of the two wings are two engines.
The 747-400 entered service in 1989, with Air New Zealand among the first operators of the type.
In 1985, development of the longer range 747-400 began. The variant had a new glass cockpit, which
cockpit crew of two instead of three new engines, lighter construction materials, and a redesigne.
Development cost soared, and production delays occurred as new technologies were incorporated at
airlines. Insufficient workforce experience and reliance on overtime contributed to early production
Further developments
Interior view. Seats are separated by two aisles, in 3-4-3 configuration. A TV is positioned towards the.
747-400 main deck economy class seating in 3-4-3 layout
Since the arrival of the 747-400, several stretching schemes for the 747 have been proposed. Boeing announced the larger 747-500X and -600X preliminary designs in 1996 The new variants would have cost more than US$5 billion to
develop, and interest was not sufficient to launch the program In 2000, Boeing offered the more
747X stretch derivatives as alternatives to the Airbus A3XX. However, the 747X family was unable to attract enough interest to enter production. A year later, Boeing switched from the 747X studies to pursue the Sonic Cruiser and after
the Sonic Cruiser program was put on hold, the 787 Dreamliner. Some of the ideas developed for
used on the 747-400ER, a longer range variant of the 747-400.
After several variants were proposed but later abandoned, some industry observers became skeptical of
proposals from Boeing. However, in early 2004, Boeing announced tentative plans for the 747
eventually adopted. Similar in nature to the 747-X, the stretched 747 Advanced used technology from
modernize the design and its systems. The 747 remained the largest passenger airliner in service until
A380 began airline service in 2007
On November 14, 2005, Boeing announced it was launching the 747 Advanced as the Boeing 747-
747-400s were completed in 2009 As of 2011, most orders of the 747-8 have been for the freighter
in 2011 Eventually, the 747 may be replaced in Boeing's lineup by a new design named "Y3"
Cutaway rendering of a 747, showing internal seating and landing gear
For more design details, see Boeing 747-400, 747-8, and 747SP.
The Boeing 747 is a large, wide-body (two-aisle) airliner with four wing-mounted engines. The wings
angle of 37.5 degrees for a fast, efficient cruise] of Mach 0.84 to 0.88, depending on the variant. The
allows the 747 to use existing hangars. Seating capacity is more than 366 with a 3–4–3 seat
section of 3 seats, an aisle, 4 seats, another aisle, and 3 seats) in economy class and a 2–3–2
class on the main deck. The upper deck has a 3–3 seat arrangement in economy class and a 2–2
Cargolux 747-400F with the nose loading door open
Cargolux 747-400F with the nose loading door open
Raised above the main deck, the cockpit creates a hump. The raised cockpit allows front loading of
variants.The upper deck behind the cockpit provides space for a lounge or extra seating. The "stretched
became available as an option on the variant and later as standard on the 747-300. The 747-400
also has an escape hatch from which crew can exit in the event of an emergency if they cannot exit
The 747's maximum takeoff weight ranges from 735,000 pounds (333,400 kg) for the −100 to
kg) for the −8. Its range has increased from 5,300 nautical miles (6,100 mi, 9,800 km) on the −100 t
with four wheels each, which provide a good spread of support on the ground and safety in case of tire
redundant main gear allows for landing on two opposing landing gears if the others do not function
the 747 has split control surfaces and was designed with sophisticated triple-slotted flaps that minimize
and allow the 747 to use standard-length For transportation of spare engines, 747s can accommodate a
non-functioning fifth-pod engine under the port wing of the aircraft between the inner functioning
The 747-100 was the original variant launched in 1966. The 747-200 soon followed, with its launch in
747-300 was launched in 1980 and was followed by the 747-400 in 1985. Ultimately, the 747-8 was
2005. Several versions of each variant have been produced, and many of the early variants were in
simultaneously. The International Civil Aviation Organization (ICAO) classifies variants using a
by combining the model number and the variant designator (e.g. "B741" for all −100 models)
Side view of aircraft on taxiway. Grassy surfaces in foreground; hills and sky in background.
Pan Am was the first airline to operate the 747. The 747-100 pictured shows the original size of the .
The first 747-100s were built with six upper deck windows (three per side) to accommodate upstairs
Later, as airlines began to use the upper deck for premium passenger seating instead of lounge space,
offered a ten-window upper deck as an option. Some −100s were retrofitted with the new
was equipped with Pratt & Whitney JT9D-3A engines. No freighter version of this model was
Responding to requests from Japanese airlines for a high-capacity aircraft to serve domestic routes
cities, Boeing developed the 747SR as a short range variant of the 747-100 with lower fuel capacity and greater payload capability. With increased economy class seating, up to 498 passengers could be
and more than 550 in later models The 747SR had an economic design life objective of 52,000 flights during 20 years f airline operation, compared to 24,600 flights in 20 years for the standard 747 The
had a strengthened body structure and undercarriage to accommodate the added stress accumulated fr
number of takeoffs and landings.Extra structural support was built into the wings, fuselage, and
along with a 20 percent reduction in fuel capacity.
One of two 747-100BSR SUD models built for Japan Airlines
The initial order for the −100SR, four aircraft for Japan Air Lines (JAL, later Japan Airlines), was
30, 1972; rollout occurred on August 3, 1973, and the first flight took place on August 31, 1973. The
by the FAA on September 26, 1973, with the first delivery on the same day. The −100SR entered
type's sole customer, on October 7, 1973, and typically operated Japanese domestic flights Seven
built from 1973 and 1975, each with a 520,000-pound (240,000 kg) MTOW and Pratt & Whitney
derated to 43,000 pounds-force (190,000 N) of thrust
Following the −100SR, Boeing produced the −100BSR, a 747SR variant with increased takeoff weight
Debuting in 1978, the −100BSR also incorporated structural modifications for a high cycle-to-flying
standard −100B model debuted in 1979. The −100BSR first flew on November 3, 1978, with first
Airways (ANA) on December 21, 1978. A total of 20 −100BSRs were produced for ANA and JALThe
600,000 lb MTOW and was powered by the same JT9D-7A engines used on the −100SR. ANA
domestic Japanese routes with 455 or 456 seats until retiring its last aircraft on March 10, 2006
In 1986, two −100BSR SUD models, featuring the stretched upper deck (SUD) of the −300, were
The type's maiden flight occurred on February 26, 1986, with FAA certification and first delivery on
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Airbus A310
During the development of the original Airbus A300, a range of aircraft size and capacity were
Airbus A300B was one of the smaller options. When the A300B1 prototypes emerged, a number of
greater capacity, which resulted in the initial production A300B2 version. As the A300 entered service,
ncreasingly apparent that there was also a sizable market for a smaller aircraft; some operators did not
traffic to justify the relatively large A300, others wanted more frequency or lower aircraft-mile costs at
higher seat-mile cost, specifically Swissair and Lufthansa
Airbus reduced the Research & Development costs of a smaller A300 to a minimum, studying several
called A300B10MC (Minimum Change). Capacity was reduced to 220 passengers, which was then a
rom many airlines. However, this would result in a small fuselage mated to a comparatively large wing
undercarriage, which would make the aircraft burn unnecessarily more fuel as it carries more weight.
Another problem was the rate of inflation, which in the UK, during 1979–1980, was This would e
development costs, and thus the cost of the final product. During the A300's development, Hawker
was the subcontractor for the aircraft's wing, after the British government withdrew from the newly
1969. HSA subsequently merged with three other companies in , and by then, the British government
intentions to rejoin the programme. However, British Airways (BA) and Rolls-Royce did not relinquish their will tocollaborate with the Americans, and, in BA's case, buy US aircraft. BA wanted to buy 7N7
develop into the Boeing 757 and 767, with the latter an intended rival to the upcoming A310, as well as
The French government started talks in May 1976, saying that an order from BA was a condition for
UK into Airbus Industrie as a full partner. As this went on, BAe held talks with Boeing and McDonnell
(BAe) could participate in future programmes, although the company's chairman, Lord Beswick,
aim was really to collaborate in Europe.At the 1978 Farnborough Air Show, Eric Varley, the British
for Industry, announced that BAe wished to rejoin the Airbus Industrie as a full partner from 1 January
mean BAe would be allocated shareholding and would play "a full part in the development and
t the April 1978 Hanover Air Show, Airbus exhibited a model A310. Its wing area, at was slightly
studied, at 209 square metres its fuselage was 12 frames shorter than the A300, accommodating typical
loads of 195 in two-class, or 245 in economy. However, during the next months, almost every aspect
refined. On 9 June 1978, Swissair and Lufthansa developed a joint specification for the aircraft, and ,
announced that they would place the launch orders. On 15 March, Swissair became the first airline to
for the type, announcing that it would acquire 10 with a further under option to replace its McDonnell
series 30s on its major intra-European routes. Lufthansa quickly placed a $240 million 10-aircraft order.
The increasingly strong interest in the aircraft, coupled with the recovery of the industry in the late
launch the A300B10, now known as the A310, into production on 7 July 1978[citation needed]. On 1
Lufthansa raised its commitment to 25 orders and 25 options. Two days later, KLM signed its order for
10 options at ₤238 million. On 6 July 1979 Air France raised its order from 4 to 35.[citation needed]
announcing orders for the A310 during 1979 included Martinair, Sabena and Air Afrique.
Initially, two versions of the A310 were planned, the regional A310-100 and the transcontinental A310-
A310-100 had a range of 2,000 nmi (3,700 km) with 200 passengers, whilst the -200 had a higher
section fuel, and could carry the same load a further 1,000 nmi (1,900 km) Basic engines offered included the General
Electric CF6-45B2 and Pratt & Whitney JT9D-7R4. Rolls Royce at one time considered offering an
with the optional EFIS (Electronic Flight Instrumentation System), and the passenger cabin incorporated improvements
similar to those developed on the Boeing 757] The prototype -300, the 1,001st 737 built, first flew on 24 February 1984 with pilot Jim McRobertsIt and two production aircraft flew a nine-month-long
In June 1986, Boeing announced the development of the 737-400,which stretched the fuselage a
increasing the passenger load to 170 The -400s first flight was on February 19, 1988 and, after a
Martin Marietta; while engine proposals were submitted by General Electric, Curtiss-Wright, and Pratt & Whitney. After a downselect, Boeing, Douglas and Lockheed were given additional study contracts for the airframe,
General Electric and Pratt & Whitney for the engines
All three of the airframe proposals shared a number of features. As the CX-HLS needed to be able to be
the front, a door had to be included where the cockpit usually was. All of the companies solved this
the cockpit above the cargo area; Douglas had a small "pod" just forward and above the wing, Lockheed used a long pine" running the length of the aircraft with the wing spar passing through it,
longer pod that ran from just behind the nose to just behind the wing In 1965 Lockheed's aircraft
Electric's engine design were selected for the new C-5 Galaxy transport, which was the largest military
world at the time The nose door and raised cockpit concepts would be carried over to the design of the
The 747 was conceived while air travel was increasing in the 1960s] The era of commercial jet
the enormous popularity of the Boeing 707 and Douglas DC-8, had revolutionized long-distance
lost the CX-HLS contract, Boeing was pressed by Juan Trippe, president of Pan American World ,
one of their most important airline customers, to build a passenger aircraft more than twice the size of
this time, airport congestion, worsened by increasing numbers of passengers carried on relatively small
became a problem that Trippe thought could be addressed by a large new aircraft.
In 1965, Joe Sutter was transferred from Boeing's 737 development team to manage the design studies
to better understand their requirements. At the time, it was widely thought that the 747 would
by supersonic transport aircraft] Boeing responded by designing the 747 so that it could be adapted
freight and remain in production even if sales of the passenger version declined. In the freighter role,
was to support the containerized shipping methodologies that were being widely introduced at about the
Standard containers are 8 ft square at the front (slightly higher due to attachment points) and
(6.1 and 12 m) lengths. This meant that it would be possible to support a 2-wide 2-high stack of
ranks deep with a fuselage size similar to the earlier CX-HLS project.
An Iran Air 747-200, showing the early-production 747 cockpit, located on the upper deck
In April 1966, Pan Am ordered 25 747-100 aircraft for US$525 million. During the ceremonial 747
banquet in Seattle on Boeing's 50th Anniversary, Juan Trippe predicted that the 747 would be "... a
peace, competing with intercontinental missiles for mankind's destiny", according to Malcolm T.
747 program. As launch customer,and because of its early involvement before placing a formal order,
Am was able to influence the design and development of the 747 to an extent unmatched by a single
Ultimately, the high-winged CX-HLS Boeing design was not used for the 747, although technologies r
their bid had an influence. The original design included a full-length double-deck fuselage with eight-
two aisles on the lower deck and seven-across seating and two aisles on the upper deck.However,
evacuation routes and limited cargo-carrying capability caused this idea to be scrapped in early 1966 in
single deck design. The cockpit was, therefore, placed on a shortened upper deck so that a freight-
be included in the nose cone; this design feature produced the 747's distinctive "bulge". In early models
clear what to do with the small space in the pod behind the cockpit, and this was initially specified as a
The Pratt & Whitney JT9D turbofan suspended under the wing pylon of the 747 prototype. It is
casing, revealing the engine's core
The Pratt & Whitney JT9D high-bypass turbofan engine was developed for the 747.
One of the principal technologies that enabled an aircraft as large as the 747 to be conceived was the
turbofan engine. The engine technology was thought to be capable of delivering double the power of
turbojets while consuming a third less fuel. General Electric had pioneered the concept but was
developing the engine for the C-5 Galaxy and did not enter the commercial market until later Pratt & Whitney was also
working on the same principle and, by late 1966, Boeing, Pan Am and Pratt & Whitney agreed to
engine, designated the JT9D to power the 747.
The project was designed with a new methodology called fault tree analysis, which allowed the effects of a failure of a
t exceeded $2 billion, with the $1.2 billion owed to the banks setting a record for all companies. Allen
later said, "It was really too large a project for us.Ultimately, the gamble succeeded, and Boeing held a
monopoly in very large passenger aircraft production for many years.
Entry into service
On January 15, 1970, First Lady of the United States Pat Nixon christened Pan Am's first 747, Clipper
International Airport (later renamed Washington Dulles International Airport) in the presence of Pan Am
Najeeb Halaby. Instead of champagne, red, white and blue water was sprayed on the aircraft. The 747
on January 22, 1970, on Pan Am's New York–London route; the flight had been planned for the
21, but engine overheating made the original aircraft unusable. Finding a substitute delayed the flight by
A helical staircase on 747-100s and −200s that leads to the upper deck
On the 747-100 and 747-200, a spiral staircase connected the main and upper decks.
The 747 enjoyed a fairly smooth introduction into service, overcoming concerns that some airports
to accommodate an aircraft that large.Although technical problems occurred, they were relatively
solved.After the aircraft's introduction with Pan Am, other airlines that had bought the 747 in order to stay
desiring the aircraft's long range rather than its payload capacity.While the 747 had the lowest potential operating costdeclined. A moderately loaded 747, one with only 70 percent of its seats occupied, used more than 95 percent of thefuel needed by a fully occupied 747.
The recession of 1969-1970 greatly affected Boeing. For the year and a half after September 1970 it only sold two747s in the world, and did not sell any to an American carrier for almost three years.:302 When economic problems inthe United States and other countries after the 1973 oil crisis led to reduced passenger traffic, several airlines foundthey did not have enough passengers to fly the 747 economically, and they replaced them with the smaller and recentlyintroduced McDonnell Douglas DC-10 and Lockheed L-1011 TriStar trijet wide bodies (and later the 767 and A300twinjets). Having tried replacing coach seats on its 747s with piano bars in an attempt to attract more customers,
American Airlines eventually relegated its 747s to cargo service and in 1983 exchanged them with Pan
aircraft; Delta Air Lines also removed its 747s from service after several years.Delta would later merge
A forward-looking view in the stretched upper deck cabin of later 747s
International flights that bypassed traditional hub airports and landed at smaller cities became more throughout the 1980s, and this eroded the 747's original market.However, many international carriers
the 747 on Pacific routes. In Japan, 747s on domestic routes are configured to carry close to the
After the initial 747-100 model, Boeing developed the −100B, a higher maximum takeoff weight (MTOW) variant, andthe −100SR (Short Range), with higher passenger capacity. Increased maximum takeoff weight allows aircraft to carrymore fuel and have longer range. The −200 model followed in 1971, featuring more powerful engines and a higherMTOW. Passenger, freighter and combination passenger-freighter versions of the −200 were produced.Theshortened 747SP (special performance) with a longer range was also developed, and entered service in 1976.
The 747 line was further developed with the launch of the 747-300 in 1980. The −300 resulted from Boeing studies toincrease the seating capacity of the 747, during which solutions such as fuselage plugs and extending the upper deckover the entire length of the fuselage were rejected. The first 747-300, completed in 1983, included a stretched upperdeck, increased cruise speed, and increased seating capacity. The original designation of the −300 was 747SUD forstretched upper deck", then 747-200 SUDfollowed by 747EUD, before the 747-300 designation wasused.Passenger, short range and combination freighter-passenger versions of the −300 were produced. An Air New Zealand 747-400 with its landing gear down and flaps down. The aircraft is mostly white and blue aircraft
and in-flight against a blue sky. On each of the two wings are two engines.
The 747-400 entered service in 1989, with Air New Zealand among the first operators of the type.
In 1985, development of the longer range 747-400 began. The variant had a new glass cockpit, which
cockpit crew of two instead of three,new engines, lighter construction materials, and a redesigned
Development cost soared, and production delays occurred as new technologies were incorporated at
airlines. Insufficient workforce experience and reliance on overtime contributed to early production
47 The −400 entered service in 1989.
In 1991, a record-breaking 1,087 passengers were airlifted aboard a 747 to Israel as part of Operation
747 remained the heaviest commercial aircraft in regular service until the debut of the Antonov An-124
variants of the 747-400 would surpass the An-124's weight in 2000. The Antonov An-225 cargo
debuted in 1988, remains the world's largest aircraft by several measures (including the most accepted
maximum takeoff weight and length); one aircraft has been completed and is in service as of 2012. The
Hercules is the largest aircraft by wingspan, but it only completed a single flight.
Further developments
Interior view. Seats are separated by two aisles, in 3-4-3 configuration. A TV is positioned towards the front of aircraft.
747-400 main deck economy class seating in 3-4-3 layout
Since the arrival of the 747-400, several stretching schemes for the 747 have been proposed. Boeing announced the
larger 747-500X and -600X preliminary designs in 1996 The new variants would have cost more than US$5 billion to
develop, and interest was not sufficient to launch the program In 2000, Boeing offered the more
747X stretch derivatives as alternatives to the Airbus A3XX. However, the 747X family was unable to
interest to enter production. A year later, Boeing switched from the 747X studies to pursue the Sonic
the Sonic Cruiser program was put on hold, the 787 Dreamliner. Some of the ideas developed for the
used on the 747-400ER, a longer range variant of the 747-400.
After several variants were proposed but later abandoned, some industry observers became skeptical of
proposals from BoeingHowever, in early 2004, Boeing announced tentative plans for the 747 Advanced
eventually adopted. Similar in nature to the 747-X, the stretched 747 Advanced used technology from
modernize the design and its systems. The 747 remained the largest passenger airliner in service until
A380 began airline service in 2007
On November 14, 2005, Boeing announced it was launching the 747 Advanced as the Boeing 747-
747-400s were completed in 2009 As of 2011, most orders of the 747-8 have been for the freighter
February 8, 2010, the 747-8 Freighter made its maiden flightThe first scheduled delivery of the 747-8
in 2011 Eventually, the 747 may be replaced in Boeing's lineup by a new design named "Y3"
Cutaway rendering of a 747, showing internal seating and landing gear
Boeing 747-200 cutawayFor more design details, see Boeing 747-400, 747-8, and 747SP.
The Boeing 747 is a large, wide-body (two-aisle) airliner with four wing-mounted engines. The wings
angle of 37.5 degrees for a fast, efficient cruise] of Mach 0.84 to 0.88, depending on the variant. The
allows the 747 to use existing hangars. Seating capacity is more than 366 with a 3–4–3 seat
section of 3 seats, an aisle, 4 seats, another aisle, and 3 seats) in economy class and a 2–3–2 arrangement in first
class on the main deck. The upper deck has a 3–3 seat arrangement in economy class and a 2–2 arrangement in firsCargolux 747-400F with the nose loading door open
Cargolux 747-400F with the nose loading door open
Raised above the main deck, the cockpit creates a hump. The raised cockpit allows front loading of
variants.The upper deck behind the cockpit provides space for a lounge or extra seating. The "stretched
became available as an option on the variant and later as standard on the 747-300. The 747-400
also has an escape hatch from which crew can exit in the event of an emergency if they cannot exit through the cabin.
The 747's maximum takeoff weight ranges from 735,000 pounds (333,400 kg) for the −100 to
kg) for the −8. Its range has increased from 5,300 nautical miles (6,100 mi, 9,800 km) on the −100 to
The 747 has multiple structural redundancy including four redundant hydraulic systems and four main
with four wheels each, which provide a good spread of support on the ground and safety in case of tire
redundant main gear allows for landing on two opposing landing gears if the others do not function ,
the 747 has split control surfaces and was designed with sophisticated triple-slotted flaps that minimize
and allow the 747 to use standard-length For transportation of spare engines, 747s can accommodate a
non-functioning fifth-pod engine under the port wing of the aircraft between the inner functioning
The 747-100 was the original variant launched in 1966. The 747-200 soon followed, with its launch in 1968. The
The International Civil Aviation Organization (ICAO) classifies variants using a shortened code fo
by combining the model number and the variant designator (e.g. "B741" for all −100 models)
Side view of aircraft on taxiway. Grassy surfaces in foreground; hills and sky in background.
Pan Am was the first airline to operate the 747. The 747-100 pictured shows the original size of the .
The first 747-100s were built with six upper deck windows (three per side) to accommodate upstairs
Later, as airlines began to use the upper deck for premium passenger seating instead of lounge space,
offered a ten-window upper deck as an option. Some −100s were retrofitted with the new
was equipped with Pratt & Whitney JT9D-3A engines. No freighter version of this model was
However, 747-100s have been converted to freighters. A total of 167 747-100s were built.
Responding to requests from Japanese airlines for a high-capacity aircraft to serve domestic routes
cities, Boeing developed the 747SR as a short range variant of the 747-100 with lower fuel capacity and
payload capability. With increased economy class seating, up to 498 passengers could be carried in
had a strengthened body structure and undercarriage to accommodate the added stress accumulated
number of takeoffs and landings Extra structural support was built into the wings, fuselage, and the
along with a 20 percent reduction in fuel capacity.
Side view of aircraft on airport tarmac.
One of two 747-100BSR SUD models built for Japan Airlines
The initial order for the −100SR, four aircraft for Japan Air Lines (JAL, later Japan Airlines), was
30, 1972; rollout occurred on August 3, 1973, and the first flight took place on August 31, 1973. The
by the FAA on September 26, 1973, with the first delivery on the same day. The −100SR entered
type's sole customer, on October 7, 1973, and typically operated Japanese domestic flights Seven
built from 1973 and 1975, each with a 520,000-pound (240,000 kg) MTOW and Pratt & Whitney
derated to 43,000 pounds-force (190,000 N) of thrus
Following the −100SR, Boeing produced the −100BSR, a 747SR variant with increased takeoff weight
Debuting in 1978, the −100BSR also incorporated structural modifications for a high cycle-to-flying
were eliminated fore and aft of the wing, and the center section of the fuselage was redesigned. The SP's flaps used a
simplified single-slotted configuration. The 747SP, compared to earlier variants, had a tapering of the aft upperfuselage into the empennage, a double-hinged rudder, and longer vertical and horizontal stabilizers. Power was
provided by Pratt & Whitney JT9D-7(A/F/J/FW) or Rolls-Royce RB211-524 engines
The 747SP was granted a supplemental certificate on February 4, 1976 and entered service with launch
Am and Iran Air that same year. The aircraft was chosen by airlines wishing to serve major airp
A total of 45 747SPs were built, with the 44th 747SP delivered on August 30, 1982. In 1987, Boeing r
747SP government. Iaddition to airline use, one 747SP was modified for NASA Dryden Flight Research Center's SOFIA ex
An Iran Air 747–200 at Mehrabad Airport, Iran, 2011
While the −100 powered by Pratt & Whitney JT9D-3A engines offered enough payload and range for
operations, it was marginal for long international route sectors. The demand for longer range aircraft
payload quickly led to the improved −200, which featured more powerful engines, increased MTOW,
than the −100. A few early −200s retained the three-window configuration of the −100 on the upper
were built with a ten-window configuration on each side.The −200 was produced in passenger ,
The 747-200B was the basic passenger version, with increased fuel capacity and more powerful
service in February 1971 In its first three years of production, the −200 was equipped with Pratt &
engines (initially the only engine available). Range with a full passenger load started at over 5,000 nmi (9,300 km) andincreased to 6,000 nmi with later engines. Most −200Bs had an internally stretched upper deck, allowing for up to 16
passenger seathe freighter model, the 747-200F, could be fitted with or without a side cargo door, and
of 105 tons (95.3 tonnes) and an MTOW of up to 833,000 lb (378,000 kg). It entered service in 1972
Lufthansa.The convertible version, the 747-200C, could be converted between a passenger and a
mixed configurations,and featured removable seats and a nose cargo doorThe −200C could also be
optional side cargo door on the main deck
Side view of quadjet landing against a mountain backdrop.
Transaero 747-200B on final approach
The combi model, the 747-200M, could carry freight in the rear section of the main deck via a side
removable partition on the main deck separated the cargo area at the rear from the passengers at the
−200M could carry up to 238 passengers in a three-class configuration with cargo carried on the main
was also known as the 747-200 Combi As on the −100, a stretched upper deck (SUD)
offered. A total of 10 converted 747-200s were operated by KLM. Union des Transports Aériens
After launching the −200 with Pratt & Whitney JT9D-7 engines, on August 1, 1972 Boeing announced
reached an agreement with General Electric to certify the 747 with CF6-50 series engines to increase
market potential. Rolls-Royce followed 747 engine production with a launch order from British Airway.
The option of RB211-524B engines was announced on June 17, 1975The −200 was the first 747 to
of powerplant from the three major engine manufacturers.
A total of 393 of the 747-200 versions had been built when production ended in 1991Of these, 225
were −200F, 13 were −200C, 78 were −200M, and 4 were military Many 747-200s remain in
large carriers have retired them from their fleets and sold them to smaller operators. Large carriers have
retirement following the September 11 attacks and the subsequent drop in demand for air travel,
A Corsair 747-300 in white, blue and green livery during landing with its landing gear down, flying
A Corsair Boeing 747-300 landing at Princess Juliana Airport in Sint Maarten in 2007.
The 747-300 features a 23 feet 4 inches longer upper deck than the −200 The stretched upper deck
emergency exit doors and is the most visible difference between the −300 and previous models. Before
standard on the 747-300, the stretched upper deck was previously offered as a retrofit, and first
Japanese 747-100SR aircraft The −300 introduced a new straight stairway to the upper deck, instead
staircase on earlier variants, which creates room above and below for more seats. Minor aerodynamic
the −300's cruise speed to reach Mach 0.85 compared with Mach 0.84 on the −200 and −100 models,
the same takeoff weight. The −300 could be equipped with the same Pratt & Whitney and Rolls-Royce
on the −200, as well as updated General Electric CF6-80C2B1 engines
Swissair placed the first order for the 747-300 on June 11, 1980 The variant revived the 747-
which had been previously used on a design study that did not reach production. The 747-300 first
1982, and the type's first delivery went to Swissair on March 23, 1983. Besides the passenger
versions (−300M, −300SR) were produced. The 747-300M features cargo capacity on the rear
Regard By
Ganesh Kushwaha [ DIAM ]
Executive Air Ticketing & Reservations
+9199938-38149
www.AeroSoftCorp.com
www.AeroSoft.in
www.AeroSoft.co.in
www.AeroSoftseo.com
http://ernehagodbole.blogspot.com
For further details click here -
http://aerosoftseo.com/career/iec
http://aerosoftseo.com/career/iimr
http://aerosoftseo.com/career/iimindore
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