Every day millions of people fly, it is an accepted way of life , but that has not always been the case. From the early days of commercial aviation, flying was limited to business travellers and those with the means to purchase the very expensive tickets. Destinations were also limited requiring a number of connections to fly between major cities. In 1969, that all changed as an incredible invention was revealed to the world. On Feb. 9, 1969, the Boeing 747, called the “Super Jet,” and dubbed the “Jumbo Jet” by the media took to the skies for the first time. To those whom have loved the plane through the years she is the “Queen of the Skies.”
Boeing 747's First Flight
The Boeing 747 was conceived while air travel was increasing in the 1960's, the era of commercial jet transportation, led by the enormous popularity of the Boeing 707 and Douglas DC-8, had revolutionized long-distance travel. Boeing was asked by Juan Trippe, president of Pan American World Airways (Pan Am), one of their most important airline customers, to build a passenger aircraft more than twice the size of the 707. During this time, airport congestion, worsened by increasing numbers of passengers carried on relatively small aircraft, became a problem that Trippe thought could be addressed by a larger new aircraft.
In 1965, Joe Sutter was transferred from Boeing's 737 development team to manage the design studies for the new airliner, already assigned the model number 747. Sutter initiated a design study with Pan Am and other airlines, to better understand their requirements. At the time, it was widely thought that the 747 would eventually be superseded by supersonic transport aircraft. Boeing responded by designing the 747 so that it could be adapted easily to carry freight and remain in production even if sales of the passenger version declined. In the freighter role, the clear need was to support the containerized shipping methodologies that were being widely introduced at about the same time. Standard shipping containers are 2.4 m square at the front (slightly higher due to attachment points) and available in 6.1 and 12 m 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.
In April 1966, Pan Am ordered 25 747-100 aircraft for US$525 million. During the ceremonial 747 contract-signing banquet in Seattle on Boeing's 50th Anniversary, Juan Trippe predicted that the 747 would be "... a great weapon for peace, competing with intercontinental missiles for mankind's destiny". As launch customer, and because of its early involvement before placing a formal order, Pan Am was able to influence the design and development of the 747 to an extent unmatched by a single airline before or since.
The project was designed with a new methodology called fault tree analysis, which allowed the effects of a failure of a single part to be studied to determine its impact on other systems. To address concerns about safety and flyability, the 747's design included structural redundancy, redundant hydraulic systems, quadruple main landing gear and dual control surfaces. Additionally, some of the most advanced high-lift devices used in the industry were included in the new design, to allow it to operate from existing airports. These included slats running almost the entire length of the wing, as well as complex three-part slotted flaps along the trailing edge of the wing. The wing's complex three-part flaps increase wing area by 21 % and lift by 90 % when fully deployed compared to their non-deployed configuration.
Boeing agreed to deliver the first 747 to Pan Am by the end of 1969. The delivery date left 28 months to design the aircraft, which was two-thirds of the normal time. The schedule was so fast-paced that the people who worked on it were given the nickname "The Incredibles". Developing the aircraft was such a technical and financial challenge that management was said to have "bet the company" when it started the project. Boeing did not have a plant large enough to assemble the giant airliner, they chose to build a new plant. The company considered locations in about 50 cities, and eventually decided to build the new plant some 50 km north of Seattle on a site adjoining a military base at Paine Field near Everett, Washington.
Boeing Plant Everett, Washington
Developing the 747 had been a major challenge, and building its assembly plant was also a huge undertaking. Boeing president William M. Allen asked Malcolm T. Stamper, then head of the company's turbine division, to oversee construction of the Everett factory and to start production of the 747. To level the site, more than three million cubic meters of earth 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 substantially expanded several times to permit construction of other models of Boeing wide-body commercial jets.
Before the first 747 was fully assembled, testing began on many components and systems. One important test involved the evacuation of 560 volunteers from a cabin mock-up via the aircraft's emergency chutes. The first full-scale evacuation took two and a half minutes instead of the maximum of 90 seconds mandated by the Federal Aviation Administration (FAA), and several volunteers were injured. Subsequent test evacuations achieved the 90-second goal but caused more injuries. Most problematic was evacuation from the aircraft's upper deck; instead of using a conventional slide, volunteer passengers escaped by using a harness attached to a reel. Tests also involved taxiing such a large aircraft. Boeing built an unusual training device known as "Waddell's Wagon" (named for a 747 test pilot, Jack Waddell) that consisted of a mock-up cockpit mounted on the roof of a truck. While the first 747s were still being built, the device allowed pilots to practice taxi manoeuvres from a high upper-deck position.
On September 30, 1968, the first 747 was rolled out of the Everett assembly building before the world's press and representatives of the 26 airlines that had ordered the airliner. Over the following months, preparations were made for the first flight, which took place on February 9, 1969, with test pilots Jack Waddell and Brien Wygle at the controls and Jess Wallick at the flight engineer's station. Despite a minor problem with one of the flaps, the flight confirmed that the 747 handled extremely well. The 747 was found to be largely immune to "Dutch roll", a phenomenon that had been a major hazard to the early swept-wing jets.
During later stages of the flight test program, flutter testing showed that the wings suffered oscillation under certain conditions. This difficulty was partly solved by reducing the stiffness of some wing components. However, a particularly severe high-speed flutter problem was solved only by inserting depleted uranium counterweights as ballast in the outboard engine nacelles of the early 747s. This measure caused anxiety when these aircraft crashed, for example El Al Flight 1862 at Amsterdam in 1992 with 282 kilograms of uranium in the horizontal stabilizers.
El Al Flight 1862
The flight test program was hampered by problems with the 747's JT9D engines. Difficulties included engine stalls caused by rapid throttle movements and distortion of the turbine casings after a short period of service. The problems delayed 747 deliveries for several months; up to 20 aircraft at the Everett plant were stranded while awaiting engine installation. The program was further delayed when one of the five test aircraft suffered serious damage during a landing attempt at Renton Municipal Airport, site of the company's Renton factory. On December 13, 1969 a test aircraft was being taken to have test equipment removed and a cabin installed when pilot Ralph C. Cokely undershot the airport's short runway. The 747's right, outer landing gear was torn off and two engine nacelles were damaged. However, these difficulties did not prevent Boeing from taking a test aircraft to the 28th Paris Air Show in mid-1969, where it was displayed to the public for the first time. The 747 received its FAA airworthiness certificate in December 1969, clearing it for introduction into service.
On January 15, 1970, First Lady of the United States Pat Nixon christened Pan Am's first 747, at Dulles International Airport in the presence of Pan Am chairman Najeeb Halaby. Instead of champagne, red, white, and blue water was sprayed on the aircraft. The 747 entered service on January 22, 1970, on Pan Am's New York to London route, the flight had been planned for the evening of January 21, but engine overheating made the original aircraft unusable. Finding a substitute delayed the flight by more than six hours to the following day.
First Lady Pat Nixon in Pan Am's first 747
The 747 enjoyed a fairly smooth introduction into service, overcoming concerns that some airports would not be able to accommodate an aircraft that large. Although technical problems occurred, they were relatively minor and quickly solved. After the aircraft's introduction with Pan Am, other airlines that had bought the 747 to stay competitive began to put their own 747's into service. Boeing estimated that half of the early 747 sales were to airlines desiring the aircraft's long range rather than its payload capacity. While the 747 had the lowest potential operating cost per seat, this could only be achieved when the aircraft was fully loaded; costs per seat increased rapidly as occupancy declined. A moderately loaded 747, one with only 70 percent of its seats occupied, used more than 95 percent of the fuel needed by a fully occupied 747. Nevertheless, many flag-carriers purchased the 747 due to its prestige "even if it made no sense economically" to operate.
The recession of 1969-1970 greatly affected Boeing, for the year and a half after September 1970 it only sold two 747's in the world, and did not sell any to an American carrier for almost three years. When economic problems in the US and other countries after the 1973 oil crisis led to reduced passenger traffic, several airlines found they did not have enough passengers to fly the 747 economically, and they replaced them with the smaller and recently introduced McDonnell Douglas DC-10 and Lockheed L-1011 TriStar trijet wide bodies (and later the 767 and A300/A310 twinjets). 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 Am for smaller aircraft.
McDonnell Douglas DC-10 Lockheed L-1011 TriStar Trijet
International flights bypassing traditional hub airports and landing at smaller cities became more common throughout the 1980s, thus eroding the 747's original market. Many international carriers continued to use the 747 on Pacific routes. In Japan, 747s on domestic routes were configured to carry nearly the maximum passenger capacity.
After the initial 747-100, Boeing developed the -100B, a higher maximum take-off weight (MTOW) variant, and the 747-100SR (Short Range), with higher passenger capacity. Increased maximum takeoff weight allows aircraft to carry more fuel and have longer range. The -200 model followed in 1971, featuring more powerful engines and a higher MTOW. Passenger, freighter and combination passenger-freighter versions of the -200 were produced.The shortened 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 series resulted from Boeing studies to increase the seating capacity of the 747, during which modifications such as fuselage plugs and extending the upper deck over the entire length of the fuselage were rejected. The first 747-300, completed in 1983, included a stretched upper deck, increased cruise speed, and increased seating capacity. The -300 variant was previously designated 747SUD for stretched upper deck, then 747-200 SUD, followed by 747EUD, before the 747-300 designation was used. Passenger, short range and combination freighter-passenger versions of the 300 series were produced.
In 1985, development of the longer range 747-400 began, this variant had a new glass cockpit, which allowed for a cockpit crew of two instead of three, new engines, lighter construction materials, and a redesigned interior. Development cost soared, and production delays occurred as new technologies were incorporated at the request of airlines. Insufficient workforce experience and reliance on overtime contributed to early production problems on the 747-400. The 747-400 only entered service in 1989.
In 1991, a record-breaking 1,122 passengers were airlifted aboard a 747 to Israel as part of Operation Solomon. The 747 remained the heaviest commercial aircraft in regular service until the debut of the Antonov An-124 Ruslan in 1982 certain variants of the 747-400 surpassed the An-124's weight in 2000. The Antonov An-225 Mriya cargo transport, which debuted in 1988, remains the world's largest aircraft by several measures, including the most accepted measures of maximum take-off weight and length, only one aircraft was completed and is in service today.
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 modest 747X and 747X stretch derivatives as alternatives to the Airbus A340. 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 the 747X were 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 sceptical of new aircraft proposals from Boeing. However, in early 2004, Boeing announced tentative plans for the 747 Advanced that were eventually adopted. Similar in nature to the 747-X, the stretched 747 Advanced used technology from the 787 to modernize the design and its systems. The 747 remained the largest passenger airliner in service until the Airbus A380 began airline service in 2007.
On November 14, 2005, Boeing announced it was launching the 747 Advanced as the Boeing 747-8. The last 747-400s were completed in 2009 as of 2011, most orders of the 747-8 have been for the freighter variant. On February 8, 2010, the 747-8 Freighter made its maiden flight and the first delivery of the 747-8 went to Cargolux in 2011.
In January 2016, Boeing stated it was reducing 747-8 production to six a year beginning in September 2016, incurring a $569 million post-tax charge against its fourth-quarter 2015 profits. At the end of 2015, the company had 20 orders outstanding. On January 29, 2016, Boeing announced that it had begun the preliminary work on the modifications to a commercial 747-8 for the next Air Force One Presidential aircraft, expected to be operational by 2020.
Current "Air Force 1" Boening VC 25A
On 13 March 1968 SAA ordered five Boeing 747-200Bs, and so began a long relationship between the SA national carrier and this amazing machine. The first 747, named "Lebombo" (ZS-SAN), was delivered on 22 October 1971 after a 3-stop flight from Seattle. It was placed into service in December and proved its worth. SAA eventually operated 23 brand-new "Jumbo Jets", including the 747−200M, 747 −300, 747 −400, and the long-range Boeing 747SP.
The 747SP, especially, was acquired to overcome the refusal of many countries to allow SAA to use their airspace by exploiting its long-range capabilities, as well as to serve lower-density routes which were unsuited to the 747-200.
The first 747SP arrived in South Africa on 19 March 1976. In 1980, SAA began flights to Taipei using a Boeing 747SP, Mauritius had earlier replaced the Seychelles for the Hong Kong service. To demonstrate the 747SP's performance, one was delivered from Seattle to Cape Town non-stop, an airliner distance record that stood until 1989.
The “Old Girl” has now reached the ripe old age of 50 but will always remain an icon in the airline world