Boeing 747-8
The Boeing 747-8 is the final generation of the Boeing 747, produced as the 747-8 Intercontinental passenger aircraft and 747-8F freighter. It has a stretched fuselage, a new wing with raked tips, General Electric GEnx-2B engines and revised systems derived in part from the Boeing 787 programme. Boeing delivered 155 aircraft: 48 Intercontinentals and 107 freighters.[1][2]
Development
Boeing launched the 747-8 programme in 2005 with passenger and freighter versions. The designation linked the aircraft to technologies introduced for the 787 while retaining the 747's established fuselage cross-section, nose-loading freighter capability and airport infrastructure.[3][2]
The freighter led the programme. The first 747-8F flew from Paine Field on 8 February 2010 and began a flight-test programme covering handling, performance and certification. Certification was achieved in the third quarter of 2011, and Boeing made the first delivery in October 2011.[3][4]
The 747-8 Intercontinental first flew on 20 March 2011. It received type certification in the fourth quarter of that year. Boeing delivered the first airline aircraft to Lufthansa on 25 April 2012, and it departed Everett for Frankfurt on 1 May.[4][5][3]
Demand ultimately concentrated on the freighter. The final 747, a 747-8F for Atlas Air, rolled out in December 2022 and was delivered on 31 January 2023, ending 747 production after 1,574 completed airframes across all generations.[2]
Design
The 747-8 retains the 747-400's basic four-engine layout, upper-deck “hump” and four-post main landing gear but has a fuselage 5.6 metres longer and a span 3.5 metres wider. At 76.25 metres, it became the longest production passenger airliner until later developments in other families.[6][7]
Wing and flight controls
The wing is substantially redesigned, with a different aerofoil, increased span and raked tips instead of the 747-400's vertical winglets. New high-lift devices and revised control surfaces support the higher weight and improved cruise performance.
Selected spoilers and outboard ailerons use fly-by-wire actuation, while the aircraft retains a conventional control-column flight deck and hydraulic architecture. Airport compatibility work focused on allowing the wider, heavier aircraft to use established 747-400 runways, taxiways and stands where local clearances and pavement strength permit.[6][7]
Engines
Both versions are powered exclusively by General Electric GEnx-2B engines. The GEnx-2B is related to, but not interchangeable with, the GEnx-1B used on some Boeing 787s. The shorter fan diameter, pylon, nacelle and thrust ratings are specific to the 747 installation.[7][8]
The chevron-edged nacelles and new wing distinguish the -8 visually from a 747-400. Precise engine marks and modification standards remain airframe-specific technical data.
Flight deck and cabin
The two-pilot flight deck develops the 747-400 architecture with updated displays, navigation, surveillance and systems functions. It preserves 747 type-rating commonality subject to approved differences training.[6]
The Intercontinental has a longer upper deck than the 747-400 and a cabin interior influenced by the 787, including revised sidewalls, bins, lighting and entry architecture. Boeing later described a typical three-class capacity of about 410; earlier launch-era material used higher representative layouts. Both are planning values, not a universal airline configuration.[9]
Variants
747-8F
The 747-8F is the purpose-built freighter. It retains the short upper deck and upward-opening nose door, enabling straight-in loading of long cargo that cannot pass through a side door. A large main-deck side cargo door supports pallet and container loading.[7]
Compared with the 747-400F, the longer fuselage provides 16 per cent more cargo volume in Boeing's programme comparison. The maximum structural payload is approximately 137.7 tonnes, while range at a particular payload depends on operating weight, reserves and conditions.[9][7]
Boeing delivered 107 747-8Fs. The variant served as both the programme's launch version and its final production aircraft.[1][2]
747-8 Intercontinental
The Intercontinental is the passenger version, with the stretched upper deck and no nose cargo door. At 76.25 metres it shares the freighter's overall length and wing but uses passenger doors, cabin floors and lower-deck cargo holds appropriate to airline operation.[7]
Boeing delivered 48 Intercontinentals, including airline and VIP-configured aircraft. A “green” VIP delivery may precede completion and entry into service by several years, so those events should be recorded separately.[1]
Specifications
| Characteristic | 747-8 Intercontinental | 747-8F |
| Length | 76.25 m | 76.25 m |
| Wingspan | 68.45 m | 68.45 m |
| Height | 19.35 m | 19.35 m |
| Representative three-class seating | about 410 | — |
| Maximum take-off weight | up to 447.7 t | up to 447.7 t |
| Published range | about 7,730 nmi | about 4,120 nmi at design payload |
| Maximum structural payload | passenger/cargo dependent | about 137.7 t |
| Engines | 4 × GEnx-2B | 4 × GEnx-2B |
| Delivered | 48 | 107 |
The values are manufacturer planning figures. Airline or cargo configuration, operating empty weight, reserves, payload, weather and airport restrictions determine actual performance.[7][9]
Production and deliveries
The 155 deliveries comprise 48 passenger/VIP Intercontinentals and 107 freighters. These totals are new-build production aircraft; later cabin completion, operator transfers or government modifications do not create another delivery in the production count.[1][10]
Final assembly took place at Everett. Boeing's last delivery to Atlas Air on 31 January 2023 was both the 107th 747-8F and the 1,574th completed 747. The overall 747 delivery count is one lower than the production count because the original prototype was retained rather than delivered to a customer.[2]
Operators and roles
Lufthansa was the launch airline operator of the Intercontinental. Korean Air and Air China also introduced passenger aircraft, while several Intercontinentals were supplied for government and VIP completion. Passenger subfleet status changes over time and should be verified through a current operator or fleet source.
The freighter has been operated by carriers including Cargolux, Cathay Pacific Cargo, Korean Air Cargo, Nippon Cargo Airlines, UPS Airlines and Atlas Air. Its nose door is particularly useful for outsize cargo, while the increased volume supports dense parcel and general freight missions.[2]
The United States VC-25B programme uses two 747-8 airframes as the basis for future presidential aircraft. These are extensively modified government aircraft and should not be represented as ordinary airline Intercontinentals.
Related pages
Sources
Boeing 747-8 programme overview — Boeing
FAA Type Certificate Data Sheet A20WE — Federal Aviation Administration
Final 747 delivery — Boeing
Boeing 747 production list — howmany.travel