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When Were The Last 747-100s Delivered?  
User currently offlineHkg_clk From Hong Kong, joined Jan 2001, 999 posts, RR: 2
Posted (14 years 9 months 1 week 23 hours ago) and read 3275 times:

Further, why were there only three windows in the upperdeck, and what engines were available on the -100?

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5 replies: All unread, jump to last
User currently offlineKaitak From Ireland, joined Aug 1999, 13265 posts, RR: 34
Reply 1, posted (14 years 9 months 1 week 22 hours ago) and read 3249 times:

The number of windows on the upper deck did not actually determine the model, although it is true that most of the early aircraft, being -100s, were delivered with 3 windows. However, some -200s were too, until a decision was made to provide 10 (8 in some cases) windows.

As to the -100s, the last ones were actually delivered as recently as 1981/2, to Saudia and were -100Bs. The last standard -100s, if my memory serves me correctly, went to BA in 1975 ('BBPU, I think).

Hope this helps.

User currently offlineGDB From United Kingdom, joined May 2001, 13605 posts, RR: 76
Reply 2, posted (14 years 9 months 1 week 22 hours ago) and read 3247 times:

The B747-100 was replaced in production by the -200, originally known as the 747B from aircraft no.88 in september 1970. Although many 747-100's ordered previously were still being delivered for a few more years.
This new model had a strenghtened structure in areas such as wing skin, wing stringers, landing gear beams and rib/wing panel splice. Brakes were impoved as well as a stronger horizontal-stabiliser torque box and centre-section. Heavier duty tyres too.
All -100's had the JT-9D engine, as that was the only powerplant available for the 747 at the time. As this engine was improved, weights were pushed up allowing more range.
This drove the structural improvements listed above, resulting in the -200.
That was not quite the end of the -100, a few 'oddball' variants were made for customers from 1978, but they still had many of these stuctural improvements. Only Iran-Air and Saudia brought these -100B versions. The Iranian ones had 48,000lb JT9D-7F engines, while the Saudi aircraft had 51,000lb RB.211-524C engines. The Iran Air aircraft were delivered in 1979, while Saudia took their -100Bs (8 in total), between 1981-88.
The original 747 concept had the upper deck as a lounge area, but after the 1973/74 recession most carriers put more seats up there.
BA modified it's -136's to the later upper-deck window configuration in the late 1970's, I know that United did the same with at least some of their -122's. Other major carriers may well have done the same.

User currently offlineAmerican 767 From United States of America, joined May 1999, 4638 posts, RR: 12
Reply 3, posted (14 years 9 months 1 week 19 hours ago) and read 3224 times:

I guess Japan Airlines must have done the same, although I'm not sure. Japan Airlines always had a huge fleet of 747-100's including the 100SR, the short range version. I don't know if they had the 100B.
At one time, Japan Airlines had more 747's (over 100 of them including all variants!) than any other airline in the world.

Ben Soriano
Brussels Belgium

Ben Soriano
User currently offlineGDB From United Kingdom, joined May 2001, 13605 posts, RR: 76
Reply 4, posted (14 years 9 months 1 week 14 hours ago) and read 3203 times:

American767 is correct, the -100 formed the basis of the 747SR 'Super Airbus' flown in 1972. This prototype still had the original 3 upper deck windows, but I'm pretty sure that production SR aircraft had the later upper deck window pattern.
The 747SR-100 had the fuel capacity of the standard -100's, but with strengthened fin attachments, centre-body crown splices, undercarriage support, stabiliser root, fin root, wing lower surface, wing/body splice, in-spar ribs, spoilers, ailerons, trailing-edge flap supports, middle/rear spars and leading-edge/nacelle support structures. This was to cope with the SR's short-haul/high-cycle operation.
Capacity was 498, later increased to between 523-528.
Seven of these were built for JAL, starting with line no.221, first flight was in august 1973, deliveries took place over the next two years.
These were powered by de-rated JT9D-7 engines providing 43,500lbs of thrust each.
Later, as American767 pointed out, the -100B mentioned in my previous post was built to SR standard. ANA ordered 17 747SR-100B's powered by 46,500lb CF6-45A engines, first flight was on 11/3/78, (line no.346). JAL took 3 JT9D powered versions too.
It get's more confusing! JAL ordered 2 747-100B(SR/SUD) versions in 1985, these hybrid aircraft had the stretched upper deck of the -300!
The first one flew in febuary 1986. Seating was 25 business and 538 economy.
No -100 freighters were ever built, but the 1973/74 recession put some -100s on to the second-hand market. Desperate for work, Boeing offered freighter conversions to these aircraft at Wichita, Kansas. The hangar there was built for the B-47 bomber of the early 50's, so 747's worked there had to have the tail removed to fit in the hangar!
The conversion work entailed stripping the interior and replacing it with a strengthened cargo floor with cargo handling equipment. A 120-inch by 134-inch cargo door was cut into the left fuselage between the wing trailing-edge and tail.
24 -100's were converted, the first being an ex-AA aircraft for Flying Tigers. Pan-Am and the Imperial Iranian Air Force were also customers.
Additionally, Sabena found it's early -129 aircraft had excess pax capacity, so in 1974 Boeing converted both of them to combis, with the aft deck strenghtened and the cargo door fitted.
As you can see, there is much more to the -100 than just early production 747's.

User currently offlineYow From , joined Dec 1969, posts, RR:
Reply 5, posted (14 years 9 months 1 week 14 hours ago) and read 3181 times:

Air Canada modified the upper deck windows of their 747-100s some time in the late 70s.

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