SEATTLE, March 15, 2001 - Boeing engineers have brought passengers one step closer to more comfortable longer-range flight with the completion of 25 percent of all structural engineering releases for the new Longer-Range 747-400 passenger airplane. Completion of these engineering releases allows Boeing factories and suppliers to begin fabricating tooling and airplane parts assemblies.
"This milestone is yet another sign that we're on schedule and the airplane is on its way to becoming a physical reality," said Jeff Peace, 747-400 program manager. "Our team has made tremendous progress in the three months since we formally launched the program."
The Longer-Range 747-400 is the same size as today's 747-400 but allows airlines to choose to fly longer routes or carry more cargo or passengers on existing routes. Blending the latest in passenger amenities found in the Boeing 777 with exceptional performance to support long-range, non-stop, high-demand routes, the Longer-Range 747-400 has a maximum takeoff weight of 910,000 pounds (412,770 kilograms).
The basic 747-400 airplane, with a maximum takeoff weight of 875,000 pounds (396,900 kilograms), will continue to be offered in passenger, freighter and combi versions.
With a takeoff weight increase of 35,000 pounds (15,870 kilograms) over existing 747-400s, the Longer-Range 747-400 can fly an additional 435 nautical miles (805 kilometers). Or, it can carry an additional 15,000 pounds (6,800 kilograms) of payload, either in the form of extra cargo or a full load of 416 passengers.
"The 747-400 is the most prestigious and recognized airplane in the world, and the Longer-Range version is the next logical step in this airplane's evolution," Peace said. "With its new interior and additional payload/range capability, the Longer-Range 747-400 represents even more value for our customers on their long-range routes."
An auxiliary tank in the airplane's lower lobe provides fuel for the airplane's additional range capability; an optional second tank is available. Using both auxiliary tanks and fuel in the horizontal stabilizer, the Longer-Range 747-400 will be able to carry up to 63,765 gallons (241,370 liters) of fuel. To support the gross weight increase, the airplane has strengthened parts of its wing, fuselage, and landing gear, which includes new tires and wheels.
In addition to its enhanced payload and range capabilities, the Longer-Range 747-400 passenger airplane also incorporates a new 777-style interior, similar to the one passengers will enjoy on the 747X family of airplanes.
"In addition to reaching our 25 percent release milestone, we also recently reached firm configuration of our interior," Peace said. "It looks a lot like a 777 interior and feels even more spacious because of the 747's unique, 20-foot-wide cross section. Passengers are going to be pleasantly surprised."
Boeing launched the Longer-Range 747-400 program Nov. 28, 2000, with an order for six airplanes from Qantas Airways. The first airplane is scheduled to roll out of the factory in May 2002. After a four-month flight-test program that culminates in certification, the first Longer-Range 747-400 will be delivered to Qantas in November 2002.
Long live the 747-400! I think Boeing is about to quit production of the 1988 747-400 and just sell this one.
Just one quit note to Widebody concerning the "UAL Airbus Client" post, I told ya that Boeing was "editing" the fuselage and other parts of the plane just like Airbus is with A380.
Boeing747-400 From , joined Dec 1969, posts, RR:
Reply 1, posted (15 years 2 months 2 weeks 22 hours ago) and read 2512 times:
I meant on the 747X Widebody, not the 747-400LR, sorry for the mistake! Boeing can't just lenghten the 747 fuselage, without making serious changes to it on the 747X and Stretch, I forgot to tell you that is that other topic. The new 747s will have the best technology availible today, as with the A380.
Boeing747-400 From , joined Dec 1969, posts, RR:
Reply 6, posted (15 years 2 months 2 weeks 20 hours ago) and read 2463 times:
Read the WHOLE article Widebody. It says stuff about the fuselage, just read.
About the earlier post, I was referring to your post about the A380's advantages, you talked a lot about the navigation systems and fuselage structure, now we know that Boeing is "editing" the fuselage on their new 747s as well. Boeing has just as good navigation systems as well. Read the article carefully.
Widebody From Ireland, joined Aug 2000, 1152 posts, RR: 8
Reply 7, posted (15 years 2 months 2 weeks 20 hours ago) and read 2461 times:
The article says...."strengthened fuselage"....that's the extent of the "stuff about the fuselage"......Boeing is strengthening their fuselage, as I have said above, yes, of course they are.....I pointed this out in the other post.......
As I seem to have to point out to you time after time after time after time after time again, I have never said the A380 will have superior technology to the 747X, just that it will have more revolutionary....
........I'll give you an example....the upper fuselage panels on the A380 will be made of GLARE.....this stand for GLAssfibre REinforced.....GLARE will be an amazing material when it is introduced, yet it is not ready to enter the aircraft industry....when Airbus launched the A380, they had no intention of using it, because it wasn't going to be ready for the launch of the A380.....Airbus had the weight problems I've described in the otehr post, pumped millions into a Canadian company to speed up the research, and it will now be ready for the A380.......the 747X/Stretch was (don't know will it still) due to enter into service 2 years before the A380, so GLARE will not be a possibility.......the skin on the 747X/Stretch will be as good as you can get, but the skin on the A380 will be revolutionary.....but they both will function the same........
Oxygen From Hong Kong, joined Sep 1999, 675 posts, RR: 1
Reply 11, posted (15 years 2 months 2 weeks 17 hours ago) and read 2406 times:
Price. With all these new features and strengthened structures, it wouldn't be surprising if the 747-400LR is more expensive than the 1988 747-400. So if the airline doesn't need the longer range of the 747-400LR, why do they need to pay a higher price ?