Tuesday, February 5, 2008

Boeing 747-8


This article contains information about a scheduled or anticipated future aircraft.
It may contain preliminary or speculative information, and may not reflect the final version of the aircraft.
Boeing 747-8
Lufthansa is the launch customer for the Boeing 747-8 Intercontinental.
Type Wide-body jet airliner
Manufacturer Boeing Commercial Airplanes
Maiden flight Scheduled for the fourth quarter of 2008[1]
Status Under development
Number built 0 as of October 2007
Unit cost 747-8I: $285.5-300 million[2][3]
747-8F: $294-297 million[2]
Developed from Boeing 747-400

The Boeing 747-8 is the latest variant of the Boeing 747, officially announced in 2005. The 747-8 is an evolutionary development of the Boeing 747-400 with lengthened fuselage, redesigned wings and improved efficiency. With a maximum take-off weight of 970,000 lb (439,985 kg), the 747-8 is the heaviest aircraft ever offered by a US aircraft producer, commercial or military.

Contents

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[edit] Development

The Boeing 747-8 is an evolutionary upgrade to Boeing 747-400 and was officially announced on November 14, 2005. Previously it was known publicly as the 747 Advanced. Plans to extend the fuselage length of the 747 were first discussed in 1972 and officially committed to by Boeing 33 years later. In contrast, plans to shorten the 747 were first discussed in 1973 and committed to the 747SP the next year.[citation needed]

The 747-8 will use the same engine and cockpit technology as the 787. Boeing named the new airliner "747-8" because of the technology it will share with that aircraft. Before the official launch of the 747-8, Boeing had plans to develop other variants of existing 747 models under the names 747X (Experimental) and 747-400XQLR (Experimental Quiet Long Range). These designations were dropped in favor of the 747 Advanced program, which evolved into the 747-8.

Boeing claims that the new design will be quieter, more economical and more environmentally friendly than previous versions of the 747. As a derivative of the already common 747-400, the 747-8 has the economic benefit of similar training and interchangeable parts. Certification is another area where savings can be made compared with the new design of the Airbus A380.

The 747-8, as the current new development of Boeing's largest airliner, is notably in direct competition on long haul routes with the far more spacious A380, a full length double-deck aircraft now in service. For airlines seeking very large passenger airliners, the two have been pitched as competitors on various occasions. Following another delay to the A380 program in October 2006, some airlines stated they were considering switching their orders to the 747-8.[4]

[edit] Design

Artist's rendition of the Boeing 747-8F. Compared to the 747-400, the 747-8 is stretched in two bands for a total extension of 18.3 feet.
Artist's rendition of the Boeing 747-8F. Compared to the 747-400, the 747-8 is stretched in two bands for a total extension of 18.3 feet.

The 747-8 is a development of the Boeing 747 which takes advantage of improvements in technology and aerodynamics. The two variants of the 747-8 were launched in 2005, and as of 2006 will both feature a fuselage stretch of 18.3 ft (5.6 m) over the 747-400, bringing the total length to 250 ft 2½ in (76.4 m). The stretch would mean that the 747-8 would be the world's longest airliner, surpassing the Airbus A340-600 by 1.1 meters.

Compared to the 747-400, the main technical changes will be on the wing of the aircraft which will undergo a complete design overhaul. The sweep and basic structure will be kept to contain costs, but the wing will be thicker and deeper, with the aerodynamics recalculated. The pressure distribution and bending moments will be different, with the new wing for the passenger version being planned to hold 64,225 US gallons (243,120 L) of jet fuel, and the cargo aircraft 60,925 US gal (230,625 L).[5] The extra fuel capacity in the redesigned wing compared to the 747-400 obviates the need to radically change the horizontal tail unit to accommodate auxiliary tanks further saving costs.[1] Nonetheless, the vertical tail unit will be raised slightly to 64 ft 2 in (19.5 m) on the 747-8.[5]

Some carbon fiber reinforced plastic will be utilized in the 747-8's airframe to reduce weight; however, structural changes will mostly be evolutionary rather than revolutionary with respect to the 747-400. The 747-8 will feature an enhanced wing with improved aerodynamics. It will have single-slotted outboard flaps and double-slotted inboard flaps. Raked wingtips, similar to the ones currently on the 777-200LR, 777-300ER, and 767-400ER models and the 787-8 and 787-9 design, will replace the winglets on the 747-400. These structures help reduce the wingtip vortices at the lateral edges of the wings, decreasing wake turbulence and drag and thereby increasing fuel efficiency.

The General Electric GEnx, which is one of the two powerplant choices currently offered for the 787, will be the only engine available for the 747-8. However, the 747 variant will be adapted to provide bleed-air for conventional aircraft systems and feature a smaller diameter to fit on the 747 wing. An exclusivity agreement between GE and Boeing, means no other manufacturer's engine can be fitted the 747-8 within at least 10 years.[citation needed]

The 747-8 Freighter is planned to enter service in 2009, while the passenger 747-8 Intercontinental is planned to be introduced in 2010.

[edit] Variants

[edit] 747-8 Freighter

The 747 has proven to be a very popular freighter, carrying roughly half of the world's air freight.[6] In an effort to maintain this dominant position, Boeing has designed a freight variant of the 747-8, dubbed 747-8 Freighter or 747-8F. The 747-8F will be the initial model to see entry into service (EIS). As on the 747-400F, the upper deck is shorter than passenger models; the 18 ft 3½ in (5.6 m) stretch is just before and just aft of the wing. With a 970,000 lb (440,000 kg) maximum take-off weight, it will have a total payload capability of 308,000 lb (140,000 kg) and a range of 4,475 NM (8,275 km, 5,140 mi).[7] Four extra pallet spaces will be created on the main deck, with two extra containers and two extra pallets on the lower deck.

The 747-8F will have more payload capacity but less range than the current 747-400ERF. When Boeing launched the ERF, all of the 35,000 lb increase in MTOW over the 747-400F (875,000 lb to 910,000 lb) allowed airlines to take off with more fuel, burn it during flight, and land at the same weight as the regular 747-400F. This increased the range of the 747-400ERF compared to the 747-400F. Cargo carriers such as Cargolux often move machinery or indivisible loads that require a plane with a higher payload and landing capability. As is common with cargo planes, range is given with maximum payload not fuel. The 747-8's 60,000 lb MTOW increase (970,000 lb) has been directed exclusively to its Zero-Fuel weight or payload capacity. If taking off at maximum payload, the 747-8 takes off with its tanks roughly half empty. On trips where the payload is not at maximum, the plane can therefore take on more fuel and extend its range.

[edit] 747-8 Intercontinental

Artist's rendering of the passenger 747-8 Intercontinental.
Artist's rendering of the passenger 747-8 Intercontinental.

The passenger version (dubbed 747-8 Intercontinental or 747-8I) will be capable of carrying up to 467 passengers in a 3-class configuration over 8,000 nautical miles (14,816 km) at Mach 0.855. The 747-8I will carry 51 more passengers and two more freight pallets than the 747-400. Despite initial plans for a shorter stretch than the freighter model, the two variants will be the same length, increasing passenger capacity and allowing easier modification of the 747-8I to freighter use.[8] The upper deck will be lengthened on the -8I.[9] New engine technology and aerodynamic modifications extend its range, allowing non-stop flights such as Hong Kong–New York or Sydney–Dallas/Fort Worth. However, firm configuration is not expected until mid- to late- 2007.

For the 747-8, Boeing has proposed some changes to the interior layout of the aircraft. Most noticeable will be the stairway to the upper deck. On present 747-300 and -400 models, the stairway is straight, narrow, and runs from the galley area located at door 2 (the second door from the front of the aircraft), to the back of the upper deck, on the left hand side. The stairway on the 747-8I will be a curved, sweeping staircase. Originally proposed to be on the right-hand side, it has been moved back to the left-hand side after Lufthansa's order. The window line will be extended to where the stairway reaches the upper deck, and a further set of windows may be placed overhead.

Further down the aircraft, it has been proposed to place cabin accessible facilities in the "crown" area (the space above the passenger cabin, currently used for air conditioning ducts and wiring). The wiring and ducts will be moved to the side to create extra space; consequently they will not have windows. This added space can be used for galleys and crew rest areas, freeing up main deck space for additional passenger seating. During the initial 747-8 marketing phase, Boeing also proposed creating a revenue-generating "SkyLoft" passenger facility in the crown space. This facility would include "SkySuites", small individual compartments with sliding doors or curtains, featuring beds, seating, and entertainment or business equipment. A common lounge area could also be provided. Boeing also proposed smaller, more modest "SkyBunks". Access to the crown area would be via a separate stairway at the rear of the aircraft. Passengers using the SkySuites, sold at a premium price, would sit in regular economy class seats for take off and landing, and move to the crown area during flight. However, pricing feasibility studies found the SkyLoft concept difficult to justify. In 2007, Boeing dropped the SkyLoft concept in favor of upper deck galley storage options, which were favored by the airlines.[10]

The main cabin uses an interior similar to that of the 787's. Overhead bins are curved, and the center row is designed to look as though it is attached to the curved ceiling, rather than integrated into the ceiling's curve like on the 777. The windows will also be of similar size to the type used on the 777 and the 767-400ER, which are 16% larger than on the current 747-400s. The 747-8 will feature a new solid state light-emitting diode (LED) lighting system. It will be possible to create various moods in the cabin, from sunrise to sunset, making travel a more comfortable and relaxing experience. At the same time, LED technology offers additional advantages regarding lower maintenance costs and longer intervals between unscheduled repairs.

Lufthansa launched the 747-8I on December 6, 2006, becoming the first airline to order the variant.[11] Though solitary VIP orders had been placed, Lufthansa will receive the first 747-8Is off the production line.

[edit] Orders and deliveries

This plane has not yet entered service. As of 2007, the following orders have been taken. See also List of Boeing 747-8 orders.

Date Airline EIS Type Notes
747‑8I 747‑8F Options
November 15, 2005 Cargolux [1] 2009 10 (10) Launch customer for 747-8 Freighter (10 purchase rights, not options)
Nippon Cargo Airlines [2] 2009 8 6 Launch customer for 747-8 Freighter
May 30, 2006 Boeing Business Jet [3] 2010 1 Unidentified VIP Order
September 11, 2006 Atlas Air [4] 2010 12 14
September 15, 2006 Boeing Business Jet [5] 2010 1 Unidentified VIP Order
September 26, 2006 Boeing Business Jet [6] 2010 1 Unidentified VIP Order
October 9, 2006 Emirates SkyCargo [7] 2010 10
November 6, 2006 Boeing Business Jet 2010 1 Unidentified VIP Order
November 30, 2006 Guggenheim Aviation Partners [8] 2009 4 2
December 6, 2006 Lufthansa [9] [10] 2010 20 20 Launch customer for 747-8 Intercontinental
December 28, 2006 Korean Air [11] 2010 5
March 9, 2007 Nippon Cargo Airlines [12] 6
March 12, 2007 Volga-Dnepr [13] 5 (5) Subsidiary AirBridge Cargo will operate the airplanes. (5 purchase rights)
March 19, 2007 Cargolux [14] 2009 3 2
July 10, 2007 Boeing Business Jet 1 Unidentified VIP Order
July 27, 2007 Unidentified Customer [15] 2 The customer is thought to be Guggenheim Aviation Partners[12] but cannot be confirmed.
November 8, 2007 Cathay Pacific Airways [16] 2009 10 (14)
November 12, 2007 Dubai Aerospace Enterprise [17] 2011 5
Sub-totals 25 80 44 (29)
Totals 105
Entries shaded in pink have been announced, but have not yet signed a firm contract..

*There is speculation on who the first BBJ customer is. Three articles [18] [19] [20] suggest or state that it is the Qatar Government. It has also been suggested that the unidentified customer may be Saudi Arabian Airlines, but the article quoted [21] does not seem to confirm this. Planes purchased through the Boeing Business Jet division are delivered in "green" condition meaning there are no interiors and external livery paint is not applied.

[edit] Marketing and sales performance

British Airways announced in late 2006 that they had asked Boeing and Airbus for bids to provide replacements for 34 long-haul airliners and additional aircraft for fleet expansion. BA had considered all variants of long-haul aircraft from both companies, including the 747-8. General Electric and Rolls Royce were invited to provide bids for engines and engineering services.[13][14][15]

BA announced on September 27, 2007 that they had placed an order with Airbus for 12 of their A380 aircraft, to be powered by Rolls Royce Trent engines. BA also announced an order for 24 Boeing 787 aircraft with the same engine choice at the same time.[16]

[edit] Specifications

A size comparison between four of the largest aircraft.
A size comparison between four of the largest aircraft.

 747-8I 747-8F
Cockpit crew Two
Seating capacity 467 (3-class) N/A
Length 250 ft 8 in (76.4 m)
Wingspan 224 ft 7 in (68.5 m)
Height 64 ft 2 in (19.5 m)
Cabin width 20.1 ft (6.1 m)
Empty weight 466,700 lb
(211,700 kg)		 413,600 lb
(187,600 kg)
Maximum zero fuel weight 635,000 lb
(288,000 kg)		 709,000 lb
(321,600 kg)
Maximum take-off weight 970,000 lb (440,000 kg)
Cruising speed Mach 0.855 Mach 0.845
Range fully loaded 8,000 NM
(14,815 km)		 4,475 NM
(8,275 km)
Cargo capacity 5,705 ft³ (161.5 m³) 30,177 ft³ (854.3 m³)
Service ceiling 43,000 ft (13,100 m)
Engines (4x) GEnx-2B67
Thrust (4x) 66,500 lbf (296 kN)

Sources: Boeing 747-8 Specifications, 747-8 Airport Compatibility Brochure

[edit] References

  1. ^ a b Steinke, Sebastian (January 2006). BOEING LAUNCHES 747-8. FLUG REVUE.
  2. ^ a b Boeing Commercial Airplanes prices, retrived June 26, 2007.
  3. ^ "Boeing boosts aircraft prices 5.5% on rising cost of labor, materials", Air Transport World, June 26, 2007.
  4. ^ Robertson, David. "Airbus will lose €4.8bn because of A380 delays", The Times Business News, October 4, 2006.
  5. ^ a b Boeing 747-8 Technical Specifications, Boeing, accessed November 11, 2007.
  6. ^ "Boeing 747-400 Freighter Family: The World's Best Freighters." Boeing 747-400 Freighter Family.
  7. ^ "Boeing 747-8 Intercontinental and 747-8 Freighter." Boeing 747-8I and 747-8F Facts.
  8. ^ Added revenue, Randy Baseler, Boeing Commercial Airplanes Vice President of Marketing
  9. ^ "Aerospace Notebook: Take a sneak peek inside a 747-8", Seattle Post-Intelligencer, December 14, 2005.
  10. ^ Kingsley-Jones, Max; Norris, Guy (2007-04-17). Space race: next-generation cabins. Flight International. Retrieved on 2007-04-19.
  11. ^ "Boeing, Lufthansa Announce Order for 747-8 Intercontinental"
  12. ^ "Guggenheim signs for additional Boeing 747-8Fs and a 777F.", Flight Global August 8, 2007
  13. ^ Bloomberg News 3rd November 2006
  14. ^ Vanguard October 16th 2006
  15. ^ Rolls Royce Market Outlook 2006-2025
  16. ^ "BA opts for A380 and Dreamliner", BBC News Online, BBC, 2007-09-27. Retrieved on 2007-09-27.

[edit] See also

Related development

Comparable aircraft

Related lists

[edit] External links

Wikimedia Commons has media related to:
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