629 . 133349 ^,^^ M66b .The Boeing 747David H. Minton lAB AERO Blue Ridge Summit, PA ^^____-^ • 4.0 Allen County Public Library R. Wayne, Indiana FIRS...
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629 133349 M66b .
^,^^
.
The Boeing 747 David H. Minton
lAB Blue Ridge
AERO
Summit, PA
^^____-^
•
4.0
Allen County Public Library
R. Wayne, Indiana
FIRST EDITION FIRST PRINTING
©
1991 by
TAB Books
TAB/ AERO Books, an imprint is
of
TAB
Books.
a division of McGraw-Hill, Inc.
Printed in the United States of America. All rights reserved. responsibility for the use of any of the materials or
The publisher
methods described
takes
in this
no
book,
nor for the products thereof.
Library of Congress Cataloging-in-Publication Data Minton, David.
The Boeing 747 p.
cm.
—
/ by David H. Minton. (Aero series v. 40) ;
Includes index.
ISBN 0-8306-3574-2 Boeing 747
1.
(Jet transports)
TL686.B65M57
I.
Title.
1991
629.1 33 '349-dc20
90-21315
CIP
TAB Books offers software for sale. For information TAB Software Department, Blue Ridge Summit, PA Questions regarding the content of
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and a catalog, please contact 17294-0850.
book should be addressed
to:
Reader Inquiry Branch
TAB Books Blue Ridge Summit, PA 17294-0850 Acquisitions Editor: Jeff Worsinger
Book
Editor: Steven H.
Mesner Brown Boone
Production: Katherinc G.
Book Design: Jaclyn
J.
Cover photograph courtesy of Boeing Commercial Airplane Group.
Contents Acknowledgments
vii
Introduction 1
In the Beginning Bigger and Better First
Orders
6
In Development Two
Basic Versions
Putting the
Custom
Milestones
in
11 12
Big Top and Megatop
3
1
1
8
First Flight
2
ix
in
15
Customer
23
Landing Features Electronics
25
27
Production Problems
The Future
21
23
In Detail Engines
17
Boeing 747 Development
38
34
1
In Uniform
39
United States Air Force
40
Iranian Air Force
NASA
39
41
One
Air Force
43
44
Other Uniforms
In the
News
45
46 Crashes and Smashes Tenerife 50 Setting Records
Terrorism
5
Lockerbie
52 55
Rocket Attack
Tokyo 57 Aging Aircraft
The Future
47
57
59
In Scale
61
1/200 Scale
61
1/144 Scale
67
1/156 Scale
71
1/125 Scale
71
1/100 Scale
72
Conversions
73
Decals
73
Appendix: Boeing 747 Fleet Listing Index
77 113
Acknowledgments I
would
cial
like to
acknowledge support from the following: Boeing Commer-
Airplanes, McGraw-Hill, Aviation Data Center, Kit Collectors Clear-
inghouse, and Airliners magazine.
VII
Introduction THIS BOOK
is
for
you
if
you are an
airliner observer, historian, or modeler, or if
have any interest in the Boeing 747. military and civil versions, both
It
covers
American and
all
variants of the
foreign.
It
747
you
in use, including
discusses the origins of the
design and the evolution of the 747 into a "world class" airplane like no other— probably the single greatest contribution in
modern times
meet and mingle. Beginning as a "wide -body"
jet in a class all its
to allowing the people of the
own from
the start, the
world
747 has
evolved into one of the most sophisticated, complex, and cost-efficient aircraft ever It
carries
more people
significant historical events associated with
Many
built.
book chronicles the way, pointing out some of the colorful and
farther than any other aircraft in existence. This
history of the magnificent 747, while along the
dents.
to
it,
including records, terrorism, and acci-
of the most colorful schemes ever put on a 747 are illustrated, together with a
fleet listing. Finally, the
book covers
virtually all of the
construction, conversion, and livery tips provided for In short, if
you are interested
in the
models of the 747
many of the most
747, this book has something
available, with
important.
in
it
for you.
IX
1
In the Beginning LIKE ALL Boeing airplanes, the Model 747 began with an idea. For the 747, the largest commercial
ment foreseen
jet in service, the idea
was
to
meet a requirement yet unborn, a require-
imaginations— not yet a
in certain people's
reality,
not yet discovered.
The
basic issue concerned projections for air travel in the 21st century.
These projections heralded more: a
same
airports
lot
more
travelers
and a
lot
more cargo using
the
and the same airplanes. Some people envisioned an almost steady "airplane in and out of airports using conventional airwould be full of airplanes as people arrived and departed. types were not the answer, because each airplane could hold
conveyer belt" of people being transported planes.
More
Day and
night, the sky
airplanes of existing
only so
many
people, so
more
airplanes
wouldn't help, because people wanted
to
would simply get go
to the
in the way.
same basic
More
destinations.
airports
There was
simply no place to put more airports.
Bigger and Better more planes and more airports wouldn't meet the need, then the answer had to be bigger And, in Boeing's case, bigger implied a lot bigger. When the Boeing 747 was first conceived, the largest intercontinental airliner in service was the Boeing 707, which
If
airplanes.
could carry up to 200 people (depending on configuration). tional airport in the
world and was
carriers throughout the world. to fly farther, faster, higher,
in service, at that time,
The 747 was envisioned to 500 people
and carry up
aircraft as the 707. In addition to relieving the
per passenger
is
many
people.
at a
all is
fly to
time— over twice
overcrowded
When
could
any interna-
as the 707's replacement, but able
possibility of lower operating costs per passenger, since the
carrying more than twice as
It
with approximately 70 different
as
many per
skies, this aircraft offered the
same four engines would be
said and done, the operating cost
perhaps the single most important consideration
to the
passenger carrier.
Pan American was the first to order the 747 and has used them since the beginning. Seen here in that carrier's most recent markings, with the titles in large letters in Pan Am blue on the fuselage in lieu of a cheat line, N740PA, Clipper Ocean Pearl, a series 121 makes her way across the skies. ,
All carriers (with the exception of
ness to
when
make
the
747 was
magnified as
government-owned or subsidized
carriers) are in busi-
a profit and stay in business. In a sense, because airlines were
it is
which promised
first
conceived and fuel was a
today. But
to
be
it
much
was
better
still
lot
more regulated
cheaper, the profit incentive was not as
a major consideration, as
on a two-aisle wide-bodied
was passenger comfort,
jet.
Regulation had been a natural fallout of the original subsidy of the airline companies to carry mail. In the beginning, the ers,
U.S. government was the largest customer of the carri-
paying for the transportation of mail, by
Mail Service (as
it
was then
air,
across the United States. With the Air
called), a letter could get
from
New
York
to
San Francisco
in
about 20 hours, with an average of 18 stops along the way, whereas surface mail (by train) could take up to three days. Passengers were included more by accident than by design.
The
carrier
would have a contract with
the U.S.
Government
to
pay for the specific route,
and any additions or extra freight— passenger or otherwise— that was carried just happened.
As
it
became apparent
that the
ground service requirements
important and expensive as the aircraft
itself,
for aircraft
the involvement of the
were
government
just as
in
terms
became more and more complicated. In this sense, "ground service" included much more than just refueling and loading the jet; it also provided for all of of services and safety
the runways and terminals,
all
of the landing and instrument aids, and
all
of the various
navigation aids that were slowly springing up across the United States. In the meantime,
passengers began to provide real income to the carriers, and carrying the mail and other
government merchandise slowly became of secondary rather than primary importance
most of the
carriers.
The
airlines
began
to evolve.
to
The dijference
between the 747, with its two deck configuration, and the nearwide-body aircraft, the DC-10, is illustrated here. The 747 can carry times as many passengers as the original DC-9 and a little less than twice as in capacity
est similar capacity
about six many as the DC-10 illustrated here.
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Overseas Airways Corporation) later British Airways, was one of the early operators of the 747. Seen here with the gold speedbird on the tail, NM12799B was later delivered as G-ANNA. (British
,
But
tomer
it
was easy
for the
government
to slip
from the position of being the primary cus-
to subsidizing the various carriers to develop
and provide incentives for
air travel.
Therefore, the public began to get a deceptive idea of the true cost of air travel.
From
the
very beginning, carriers had a real idea of their real operating costs, and the proposed
Model 747
offered a simple
an increase
in
way
to decrease these costs.
A
decrease in costs translated to
profits— the ideal proposition for carriers. Under deregulation, the cost sub-
sidy of the fare structure for the individual carriers
would be removed. With
this
removal,
The 747, largest of the Boeing jetliners, can carry over six times as many people as the Boeing 737, smallest of the Boeing jetliners. Here the first Western Airlines 737 series 200 is seen in the original Indian Head markings.
the actual cost of the fare
cost
is
driven
Expense
would become more important. Unfortunately
much more by
(DOE)— than
and a domicile
in
the total operating
expenses— including
one might expect. Thus,
San Francisco, the
total cost
if
for the carriers,
the Direct Operating
a carrier has a domicile in
New
York
of operating a modern jetliner between
747 has more directly replaced the intercontinental 707s, widely in use at the time the 747 was first delivered. Detractors claimed the 747 was nothing hut a scaled-up 707, hut history would prove them wrong. Seen here is OD-AFT, a 707 in MEA markings, with the Cedar of Lebanon on the tail.
In actual use, the
those two destinations will be less than between two destinations for which there
The reason
domicile.
included
at the
for this
is
that all of the
York
to
at
other destinations. So a ticket from
San Francisco might be half the cost of a
ticket
from
New
City and a fourth of the cost of a ticket from Albany to Butte for the actual distance
no
domiciles, whether or not the aircraft arrives, but they must be leased or
bought from some other carrier or service agency
New
is
ground handling expenses are already
is
not really that
much
York
same
to Salt carrier.
Lake
The
involved in cost, particularly after a certain thresh-
old of about 500 miles.
But the new 747 would require an entire vice equipment. This consideration
new
generation of ground handling and ser-
was somewhat threatening
of selling the 747 was not as simple as
it
to the carriers, so the task
could have been. Indeed,
all
of these consider-
ations were included in the life-cycle cost estimates developed by the Boeing engineering
team. Also included, but not obvious, were the production costs, which would require an entire
new
With
generation of hangars and assembly facilities and techniques.
all
of these facts in hand, the 747 engineering team estimated the cost per air-
They estimated a break-even cost of about 50 airbootstrapped from an earlier government competition for the CX (later to be known as the C-5 series, which Boeing lost to Lockheed), so by this time, most of the technical facts for the 747 were already in hand. The C-5 was a government-developed and sponsored aircraft, and was the first true jumbo jet 20 million
craft at
The
craft.
to
initial
in current dollars.
study
was,
in
effect,
even though it has never been made in a passenger version. Although Boeing lost the government transport contract, it decided
fly,
for a
commercial version of a similar
aircraft.
Armed
with multiple
to test the water
artists'
conceptions of
the finished plane in the respective carriers' livery, and various facts and figures, the set off
on a tour of various international
airline
companies. They visited airline
team
facilities
While not a direct competitor of the 747, the Douglas DC- 10 was sold as a wide-bodied transport. Many and DC-10. Here a British Caledonian DC-10 is seen at Long Beach in the delivery markings on a maiden flight. The DC-10 can carry about 225 people depending on the configuration. carriers operate both 747s
who at the same time was and teams from Lockheed, who was working on the was as if an entirely new generation of wide-bodied jets suddenly took
throughout the world, often running into teams from Douglas,
working on the L-101 hold
project.
1
at the
First
DC- 10 It
same
project,
time.
Orders
In the beginning,
Boeing received what was then the largest order
at a total cost,
including spares, of over $550 million.
Armed
with this single order, the
Boeing engineering team began serious work on the remaining design being to build and
fly a
Boeing 747. Slowly but
of comnew Boeing 747s,
in the history
mercial airliners. Pan American Airlines placed an order for 25 of the
effort, the goal
surely, the aircraft took
now
shape under the
team's hands. After trying a variety of fuselage configurations and shapes, including double passenger configurations, the rather strong, simple lines that
we
have
come
to
know
all
over the world emerged. These lines did not change shape in the ensuing months.
Another aircraft sold as a wide-hody was the hnklwed L-IOI I. This Eastern Airlines white-crowned Whisis seen enroute. The L-IOI 1 also carries a maximum of about 225 people.
perjet
Because of the increase Boeing
pilots
handle the
aircraft.
height— now some 30
in the cockpit
were concerned
that there
feet
from the ground-
might be problems with learning to ground-
This led to the invention of a simulated cockpit, mounted high above a
truck bed, for the purposes of familiarization. Thus, as the engineering crews were working on the prototyping and fabrication of the actual aircraft, the flight crews
a whole
new generation of cockpit
concept of
flight training
simulators, which
and associated
were evolving would eventually impact the entire
costs.
Similar problems, owing to the 747's increased height, were met and solved concerning the evacuation process during emergencies.
had
to
New,
larger galleys to feed
more people
be designed. Entirely new entertainment systems— with up to four different movies
showing
at the
same time
in different parts
of the aircraft— had to be developed.
-JmA
V
The implementation of the 747 required an
entirely
new family of ground handling and and loading equipment sur-
servicing equipment, as can be seen by the various pallets
rounding
this
Northwest Orient 747
in
Honolulu.
Boeing already had experience with a double-decker fuselage design. One of the most successful transcontinental airliners in cruiser, a
post-WWII
was
service
the Boeing
377 Strato-
double-decker airliner built on the basic B-29 airframe. The double-decker
arrangement for the Stratocruiser was a "double-bubble"
Such
affair.
sidered unacceptable for the 747, which would be traveling at speeds
those of the 377.
One
a design
much
of the early problems was where to put the crew. There were several
which the upper
interesting designs proposed, including the so-called "droop-snoot," in
cabin deck tapered quickly
more than 50
was con-
higher than
down
to the nose,
where the cockpit crew was
different variations of the double
located. In all,
deck fuselage were seriously investigated
by Boeing for the 747. Eventually, however, the elegant design
we know
so well today was
adopted.
Many its
of the early development aspects of the 747 were finalized with feedback from
potential eventual users, the pilots
craft.
and cabin crews of the carriers who ordered the
There are many interesting anecdotes about changes
to the galley
air-
door locations,
increasing sizes in drains, and redesigning the spiral stairs associated with the design of the
first
adept
747.
By
the time the
new 747 design was ready
for
customer input, Boeing was
at putting these ideas into practice.
Above
all,
Boeing designed the
aircraft with safety in
tems, quadruple redundancy to ensure that, as Boeing puts
mind. There it,
"no
is,
in
some
sys-
single failure will jeop-
ardize the passengers, crew, or cargo."
Orders for the aircraft continued to grow. As Pan American announced adding the
new
aircraft to their inventory,
them
in
ushering in this
it
seemed they almost challenged all other carriers to join aircraft. The challenge seemed to work,
new age of wide-bodied
and the other carriers quickly responded. Soon
after the initial
coming in from all over the world, with Lufthansa, long tomer, becoming the first non-U. S. carrier to order the big new started
Pan
Am
a faithful jet.
order, orders
Boeing cus-
Orders eventually
new cargo-handling equipment, the 747 required a new generation offood and cabin equipment, as can be seen servicing this Swissair 707-300. In addition to
came
in from Delta, Eastern, Aer Lingus, Continental, Japan Airlines, Air Canada, World Airways, KLM, United, American, Air France, Alitalia, BOAC, and Swissair. Today, virtually every noncommunist country has at least one 747 flying international routes, primarily between their capitals and London, New York, Los Angeles, Tokyo, and
similar cities. Japan Airlines has as
many
as
order, and currently has the largest fleet of
Pan American First
60 of the jumbo jets, with an additional 20 on in the world (a position long enjoyed by
747s
until recent years).
night
747 was ready to was uneventful. As Boeing noted Finally, the first
fly.
The maiden
flight,
which
lasted about
45 minutes,
was almost anticlimactic that the aircraft ushered in a new era of wide-bodied transportation. Pilots were satisfied with the overall handling characteristics of the aircraft. After a couple of landings and in its
takeoffs, the "tall" cockpit location
the scary
in-house newsletter,
seemed almost
it
natural to them.
problems associated with the Boeing 727 program,
in
There were none of
which
pilots
were often
disoriented by the relationship of the aircraft to the ground and sometimes flew the plane into the
8
ground on landing. Although the 747 was obviously different
in this relationship,
ser\'ice
Although designed for containerized cargo, the 747 can easily handle a variety of palletized cargo, as seen being loaded on this KLM white-crowned series 100 somewhere in the far east.
the extensive training and familiarization required by the for the size of the
Best of
new
program more than compensated
aircraft.
from the point of view of the engineering team, pilots liked the new jet. to learn its handling characteristics both on the ground and in the air. The
all,
They were quick
use of the rear steering on the main struts
made
the aircraft almost as easy to handle on the
taxiways as smaller jet airliners, according to pilots
who
flew both types.
And
the 747's
were quickly applauded. No one expected the plane to be as smooth handle as it was on its very first flight. All parties concerned were eager to get
flight characteristics
and easy the
747
to
into service, but several
problems were yet to come.
The 747 has been known by a variety of interesting names. The largest of Boeing's jets, it has shared the name "Fat Albert" with the smallest of Boeing's airliners, the 737 (see Aero Series 37, Boeing 737, TAB book No. 20618). It has also humorously been referred to as a "condominium" and a "flying tin heap." With the advent of newer series 747s, the older ones have been called "classics." But from the very beginning, the Boeing
747 was
different, larger,
more stately— "The King of the Road."
Aer Lingusput the 747 to work on international routes betH'een Dublin, Shannon, and New York. Seen here is St. Colmcille, which was leased to Air Siam shortly after delivery. Markings are the early light and dark green on a white crown.
The 747 SP, or Special Performance, is a smaller, long-range version of the 747. Typically, it can carry about 100 fewer passengers than a series 200, but can travel about 1000 miles farther. This red-trimmed Air Malawi SP, 7Q-YKL, is seen in temporary service in 1985.
10
2
In Development DURING the Second World War, visual aircraft recognition was extremely important. Aircraft recognition and observer's books were published to help people learn the
quick detection of an aircraft throughout the war and for some considerable time thereafter.
Although the Boeing 747 came long
after
such books ceased to be published, a rec-
ognition manual might have described the 747 as follows:
"Easily the most widely recognized passenger aircraft in the world, the 747 story affair with a cockpit bulb
shaped
like a
on the top
is
a two-
The wings are instantly recognizable, belly of the enormous fuselage. From the
front.
boomerang and tucked low in the hung huge engines, dwarfed only by
cantilever wings are
the yet bigger size of the air-
craft."
But a simplistic description such as craft, belie the vast
that the
747 was,
technology and
if
it
is
to
New
York as
that there is very little call for service
is all
while perhaps visually describing the
embedded
in
it.
Boeing was quick
air-
to realize
in a real sense, a plane for all seasons in the long-haul business. True, a
747 could not get from London matter
this,
flexibility
fast as the
such as
is
Concorde, but the
available
fact of the
on the Concorde, even
Most passengers would rather pay a considerably lower fare and somewhat later. The transit time from London Heathrow to New about three hours on the Concorde and about six hours on the 747,
First Class.
arrive at their destination
York Kennedy
is
depending on the time of the year, the weather, and so the total travel time the
Concorde
is
used up
in getting to
offers in terms of total travel time
gets greater, the
Concorde becomes more
forth.
However, because much of
and from the airport, the actual improvement is fairly
efficient,
small.
because
it
As
the distance travelled
easily flies twice as fast as
11
The easiest way
a series 100 747 from later variants is by the number of windows at the "Friendship" colors, is a three-window United series 100.
to distinguish
in original delivery
Here,
747— but it cannot carry sufficient fuel to take full advantage of this capability. The Concorde must make frequent stops for refueling along the way, which naturally slows the aircraft down, and these takeoffs and landings add to the fuel burn, making it even more
the
ineffic. ;nt.
On
the other hand, the
records
distance
setting
since
747 can
fly the distance.
beginning.
its
increased the distance capability of the aircraft throughout
Two
It
Additionally,
has been in the business of
Boeing has consistently
its life.
Basic Versions
There are two basic versions of the 747, passenger and cargo. For both versions, once the enormous infrastructure of passenger- and cargo-handling facilities and equipment is in place,
it is
easy to
across continents.
move enormous loads of freight from one hemisphere to another and Humans, being the peculiar beasts that they are, still prefer to travel at
what might be called "convenient hours." That and arrive about mealtime. The ideal schedule the proper time for
some
is,
is
specific meal, or have
they prefer to take off about mealtime
rumored it
to put the aircraft out at about
arrive just before
some
specific meal.
For example, flying from San Francisco to Washington Dulles, a takeoff serving breakfast or lunch, with a landing just before lunch or dinner, actuality,
it
might be that many of the
tures scheduled, as day.
much
Hence, those hours
flights are tied to
is
most desirable
work
to passengers. In
days, with arrivals and depar-
as possible, to coincide with the beginning or
that are
end of the work
"inconvenient" to the passenger, as long as they don't
cause problems with noise abatement, are available to cargo— and the 747 can carry a
lot
of cargo.
Boeing, having learned this early on in the 707 program, began to develop two different (but not independent) series of
747
aircraft, all-cargo
and the convertible version wanted
freight,
and convertible passenger/cargo,
While the cargo version wanted
in addition to the all-passenger version.
to carry a lot of passengers
to carry a lot of
and
freight, the
passenger version wanted to go farther and farther. This led to the creation of the SP, (Special
Performance) version of the 747. From a passenger's point of view, the SP
the premier aircraft of
747, in
it
can go higher,
service today.
It
all
time. Because
12
fa.ster
basically a
is
probably
downsized version of a regular
and faster than virtually any other passenger aircraft ground and above bad weather much faster than any
farther, longer,
also gets off the
other aircraft. But more importantly, ther and
it is
it
can follow those long and tremendous routes
far-
than any other aircraft. Thus, carriers such as Qantas, South- African, Iran
top.
30
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28
-
26
—
24
-
22
-
20
-
18
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1950
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1960
1970
1990
1980
Year
Graph illustrating distance vs passenger-carrying capacity by years for various San Francisco to New York.
Air,
or
and others who have
New
(such as
to fly long routes
York and Sidney were quick
TWA
LUX)
and
between such
cities as
aircraft for
a
trip from
London and Cape Town
to recognize the use of such an aircraft.
Other carriers
attempted to use the aircraft effectively, but were unable to sup-
port their markets. Nonetheless, Boeing aggressively developed and marketed the aircraft,
and Pan American
set records
and developed excursion
flights
based on
it.
For those carriers needing more passenger density over a shorter route structure, Boeing developed the
SR
The special seating arrangement for this air498 passengers, (about half as many as the bullet train). Japan
(Short Range) version.
craft allows seating for
13
77?^ all-cargo version
from
the aircraft. This
of the 747
is
easy to recognize by the fact that the windows are completely removed is now in service with Trans America.
Seaboard World Aircraft
is easy to tell from the series 100 by the number of windows at the top— 10. Tfiis aircraft, Orange" because of the color, was also known as "747 Branijf Place," and for a number of
The series 200 called "Big
years was one of the most elegant international addresses. Airlines put this version to
work on
the very densely traveled
Sapporo routes. This particular use of the for the 747's
development:
to
Tokyo-Osaka and Tokyo-
aircraft closely parallels
one of the early reasons
provide for more people on fewer planes.
For the cargo version, Boeing went to the heart of the matter and developed an aircraft that
could easily carry KJO tons of cargo from point to point. Cargo carriers such as Sea-
board, World Airways, and Flying Tigers were early to recognize this capability, and put the Boeing to work.
14
World Airways
in particular
made much
use of both the cargo and
more traditional carriers began to use the aircraft to replace names such as Northwest Cargo and Pan American Cargo and
convertible versions. Other, their aging cargo fleet, so
JAL Cargo became common on
the sides of the 747. Available for both regular and special
(or charter) flights, these versions of the
747 have been seen
at virtually
every jetport
in
the free world.
Big Top and Megatop Later, as the technology continued to evolve,
Boeing developed a bigger and better
air-
become so efficient that it was possible to carry bigger and better loads farther and faster. The original series 300 was called (by carriers such as Singapore) the "Big Top," because it was basically a 747 with more advanced avionics and a bigger bulge on the top for the passengers. When Singapore put the series 400 into service, even though the fuselage was the same size, they
craft.
called
By
it
It's
the time the series
the
300 was put
together, engines had
"Megatop."
not quite a double-deck version of the aircraft, but
it
is
getting close.
It is
interest-
ing to note, with ever-increasing fuel prices, the greater emphasis placed on the upper
deck of the 747 as a passenger space. In some early versions of the 16,
aircraft, this space was more than a passenger lounge. But from the series 100, with upper deck seating for has evolved the new series 400, with upper deck seating for 84 in business class and
124
in tourist.
little
200— and
Boeing offered carriers a chance
later,
to retrofit their series
100 aircraft
to series
300— standards.
to unravel Boeing series numbers can be quite a struggle. Originally, the airwas called, simply, the 747. However, as improvements were incorporated, the new aircraft was called the 747B. This implied that the original aircraft was the 747A. The convertible version of the aircraft was called the 747C, and the freighter version the 747F. However, it was quickly realized that the 747B was a different aircraft from the 747A.
Trying
craft
After a time (and certainly without any consistency), Boeing designated the series
The series 300 (Stretched
is
200 and
the original aircraft a series 100. This
new
aircraft a
was something of a compromise
easy to recognize from the earlier series by the extension of the top, called both the SUD the EUD (Extended Upper Deck). The series 300 has about twice the upper
Upper Deck) and
windows of the
series 200. Seen in the
new Qantas
colors, this aircraft
is
on a
test flight.
15
Many of the
series 100 aircraft have been retrofitted to series 200 configuration with the addition of the upper deck seating. This NWO conversion at Log Angeles International shows to good effect how this con-
version
is
implemented.
The series 400, the newest member of the 747family,
easy to recognize because of the extended wings and 300 into service as the "Bigtop." was called 'Megatop. The series 400 has the same extended is
the upturned winglets for long-range efficiency. Singapore put the series Later,
when
the series
400 entered
'
service,
it
'
'
upper deck as the series 300.
707 and for the 727. With the 707, as differwas identified differently. For example, the 707 series 100 and 2CK) were powered by Pratt and Whitney JT3C turbojets, while the series 300 was powered by Pratt and Whitney JT3D turbofans and the series 400 by Rolls Royce Con ways. Thus, to a great extent, you could determine the delivery engines from the
between the designation of the series ent engines
16
became
for the
available, the series
The Special Performance or SP version of the aircraft is also easy to pick out in a crowd because it is much and comes to a sharp taper at the vertical tail. Here, an American Luxury-
shorter than the original version,
Liner
SP
taxis out.
series number. With the 727 and 737, however, both of which were powered by Pratt and Whitney JT8D turbofans, the series number came to be a means of telling the size of the aircraft. In
727,
this
both cases, the series 100 was physically shorter than the series 200. With the
never changed. With the 737, the aircraft went on to a
300/400/500. eral Electric
all
CFM
Putting the number
tells
generation of series
56 engines.
Custom
For the 747, however,
craft
new
of which retain the original basic shape but which are powered by Gen-
you the size
Customer
in
this
has not worked out the same. In a general sense, the series
(i.e.,
the gross weight) of the aircraft. Because
most of the
air-
customers use different engines, you will usually need more information than the
series
number
to
determine the engine type. The basic features of each series are identi-
fied below:
Series
Wingspan
Length
100
195ft. 8in.
(59.64m)
231ft. 4in.
SP
195ft. Sin.
(59.64m)
lS3ft. 4in.
200 300 400
195ft. 8in.
(59.64m)
231ft. 4in.
195ft. Sin.
(59.64m)
231ft. 4in.
211ft. (64.3m)
225ft. 2in.
Passengers
490 360 516 624 680
Range 372 Inm
5933nm 6150nm 5650nm 7000nm
17
For the first couple years, nearly specific carriers requirements
inaugurated
serx'ice
747s were delivered with Pratt and Whitney engines. Later, to meet
between Los Angeles and Hawaii using the 747, called the "queen" of the fie et.
At the end of each fier for
all
the General Electric or Rolls Royce engines were retrofitted. Continental
,
series,
Boeing has
historically
added a two-digit customer
each specific customer. This number has remained the same across
all
identi-
Boeing
air-
Pan American designator, and a 727-121 would designate a short-bodied 727 originally ordered and built for Pan American. In reality, craft lines.
Thus, for example, 21
because of options and trades, ally
is
to say
the
nothing of cancellations, such as aircraft could actu-
be delivered to anyone. Listed below are the two-digit customer designators for
the original
747 orders. As you
will recognize,
some
all
aircraft.
Designator
18
Carrier
Designator
Carrier
06
KLM
43
Alitalia
12
Singapore
44
South African Airways
17
Canadian Pacific
45
Seaboard World
21
Pan American
Japan Airlines
22
United
23
American
46 47 48
24 25 27 28
Continental
51
Northwest Airlines
Eastern
56 57
Iberia
Air France
58
El Al
29 30
Sabena
73
World
Lufthan.sa (Condor)
83
SAS
31
TWA
84
Olympic
32
Delta
Air Canada
86 90
Iran Air
33
Braniff
of
carriers never took delivery of their
Western Airlines
Aer Lingus
Swissair
Alaska Airlines
Carrier
Designator
Designator
35
National Airlines
36 37
Air India
38
Qantas
Airways
British
Carrier
98
Air Zaire
B4 Dl
World Airways
Middle East Airlines
For example, a 747 series 400 delivered to British Airways would be designated as a
747-436. and so
forth.
From
this
more-or-less heuristic scheme, you cannot determine the
engine configuration unless you also
know more about
the carrier. British, for example,
has a preference for Rolls Royce engines. In the
meantime, new technologies concerning wing construction using composite
materials and wing efficiencies using tip fins were being developed. These technologies
and others were eventually incorporated into the development of the series 400
The
series
400
is
basically the original series
aircraft.
300 aircraft with a more extended upper fly more efficiently with the same engine
new wing features that allow it to The series 400 gave Boeing the chance to breathe new and current technology into a respected airframe. This new technology would be a balance between new avionics (including digital instrumentation and CRT displays) and the new wing concept. The result was a very extended upper fuselage with a deep upper deck for passengers. This is not cabin and
capability.
truly a full
two-deck
aircraft,
passengers along with a
full
such as the C-124, but rather an extended upper deck for
lower deck. This allows for configurations with multiple
It must be recognized that we have grown so we fail to notice improvements. The fact is that "The King of the road" must— and does— compete with itself. With the advent of the series 400, the new life infused into the airframe took the form of intense competition among carriers; as
cabin, business, and
accustomed
to the
first
747
class passengers.
that
with the series lOO-to-200 and the series 200-to-300 upgrades, Boeing has provided for series 300-to-400 upgrades.
Besides having no cabin windows, the freighter version of the 747 has a forward-opening cargo nose, as this Northwest aircraft, somewhere in Europe.
seen on
19
Melbourne
(
New
Delhi
a
This flat polar view of the world lends itself to illustrating the tremendous range of the series 400 Boeing 747 centered on major gateways throughout the world. In this view, arcs are drawn from San Francisco, New York,
20
London, Honolulu,
New
Delhi,
and Melbourne showing
the
normal range of a standard
series 400.
Alihough Eastern ordered the 747 early on, none were ever delivered. Eastern's aircraft instead went to other carriers. However, some aircraft were leased from Pan Am and put into service on Atlanta-MiamiBermuda routes. This series 100 has the later engines in service.
Significant milestones in the development of the
747 are noted below:
Milestones in Boeing 747 Development
Boeing looses
C-X
Boeing beings
to sell
competition to Lockheed.
747 concept
Aug 1964 July 1965
to international carriers.
Pan American orders 25 747s. First
14 April 1966
October 1969
Boeing 747 flown.
Series 100 receives
FAA Type
Certificate.
Pan American
New
Series
200
Series
200 receives
Series
200 put
first
747C (Cargo) version
first
30 December 1969 21 July 1970
Series 100 put in service by
York-London.
flown.
FAA Type
into service by
1 1
Certification.
KLM.
Oct 1970
22 Dec 1970 Jan 1971
30 Nov 1971
(Series 100)
flown.
Cargo (Series 200) version receives Type Certificate.
FAA
7
Mar 1972
21
Cargo version put
14 April 1972
into service
by Lufthansa.
SR SR SR
(Short Range) version
version receives
first
FAA Type
June 1973
flown. Certificate.
(Short Range) version put into
July 1973
Oct 1973
service by Japan Airlines.
SP SP
(Special Performance) version
first
flown.
(Special Performance) version receives
4 July 1976 4 Feb 1976
Tyjje Certificate.
SP
(Special Performance) version put into
1
May
1976
service by Pan American. Series
300
Series
300 receives
Series
300 put
Series
400 first flown. 400 receives FAA Type Certificate. 400 put into service by KLM.
Series Series
22
first
5 Oct 1982
flown.
FAA Type
Certificate.
into service by Swissair.
7
Mar
1983
28 Mar 1983
24 Apr 1988 9 Jan 1989
Summer 1989
3
In Detail IMPROVING
the most successful airliner ever built has been both a challenge and a joy.
Considered by many
to
be an instant
classic, the
Boeing 747 was designed from the
very beginning to easily accommodate changes and improvements. In addition,
it
was
crafted to be custom-tailored to the specific needs of individual customers.
True, the cantilever wings are low in the fuselage and are swept back like a boomerang, but they also house the most advanced triple-slotted flaps yet developed.
The 747 's
engines are not just enoromous; they are the largest and most effective engines yet used on a commercial aircraft. There are several types of engines used on the aircraft, depending
on the particular needs of the customer. Listed on page 24 are the major engine types used on the 747 and some of the typical customers for those types. As the 747 has developed,
up to the series 400, the range of the aircraft has increased. Thus, as British Airways noted on delivery of the new series 400, except for Australia and New Zealand, all points on its route structure can now be reached nonstop from London!
Engines Although the 747 was originally
certified with the Pratt
and Whitney JT9D-1B engines,
these demonstrated unsatisfactory reliability. Subsequently,
all Pratt
and Whitney-pow-
ered 747s were retrofitted with JT9D-3As. Although the Pratt and Whitney engines were
developed specifically for the 747, the aircraft was eral Electric fited the
and Rolls Royce engines. This keen
747 passenger, because the end
later certified for use
level of
result has
with both Gen-
competition has ultimately bene-
been delivery of an
aircraft
powered by
an engine with substantially reduced fuel costs per passenger mile (one of the most important yardsticks
prehensive,
used by airlines to measure potential
TABLE
3-1 identifies
the
most
profits).
Although by no means com-
significant of the engines in use
on the 747, as
23
Flying in formation with the City of Everett, the original 747, the upper cabin expansion and wingtips to advantage.
Table 3-1. 747 engines and their power and use.
Engine Pratt
Static
Thrust
(in
pounds)
Series
and Whitney
JT9D-1 JT9D-3/3A
41,000
100/200
43,500
100/200
JT9D-3D
45,000
100/200
JT9D-3W/3AW
45,000
100/200
JT9D-7
45,500
100/200
JT9D-7A JT9D-7R4G2 JT9D-7F
46,250 52,500
SP 200/300
48,000
100/200
JT9D-7W
47,000
100/200
JT9D-70 JT9D-7R462
52,000
100/200
54,750
300
PW4056 PW4256
56,000 56,750
400 400
46,500
100/SP
51,000
100/200
General Electric
CF6-45A2 CF6-50D 24
new 747
series
400 shows
its
greater
CF6-50E CF6-50E2 CF6-80C2 CF6-80C2B1
52,500 52,500
100/200 200/SP/300
59.000
300/400
56,700
200/300/400
50,000
100/200
Rolls Royce
RB211-524B RB211-524D RB211-524B2 RB211-524C2 SPRB211-524D4 RB211-524D4-B RB211-524G
53,000
100/200
50,100
SP
51,600
200/300
53,110
300
53,110
200/300
58,000
400
well as the type of 747 and engine power. Other wide-bodies— for example, the series
30— are
powered by the General Electric CF6 type engine, while the
DC- 10
series
40
is
powered by the Pratt and Whitney JT9D type engine. On the other hand, the Lockheed L-101 1, which sold to British Airways, is powered by the Rolls Royce 21 series engine. 1
The lier
particular engines are not identified by the series, as has been the case with ear-
Boeing
airliners.
The engines
are specific to the requirements of the customer, just as
are the internal seating and galley layouts.
Landing Features Besides the electronic landing equipment on the 747, which will be discussed separately, the landing features can be divided into
two major components: wing and
and landing gear. The 747 comes with a more-or-less conventional
flap assemblies
wing— certainly
so by
today's standards— but with several innovations.
Orange and yellow sun on the tail, National was one of the early users of the 747. N77772, a series 135 Patricia, was sister ship to N77773, named Linda, during the controversial "fly me" ads.
named
25
The wing
is
a cantilever type, with triple-slotted flaps at the trailing edge and both
Kruger and variable-chamber
flaps at the leading edge.
separate sections, are outboard along the leading edge. fully extended,
The variable-camber flaps, in ten They do not vary in camber until
and are made of a lightweight core material (which also has
flexible char-
"honeycomb." Although commonly used on aircraft today, when first introduced on the 747, the technology was new. Inboard, there are two sets of Kruger flaps. On each wing there are a total of six honeycomb spoilers, four of which are outboard for flight use and two of which are inboard and for ground use. In addition to the
acteristics) called
flaps, both at
low-speed and high-speed ailerons are located on the
trailing
edges of the wing
conventional locations. All 747s except for the
triple-slotted flaps; rather,
type. Additionally,
SP have it
this basic configuration.
The SP wing does not
feature
uses an even more conventional single-slotted variable pivot
most of the wing substructures on the SP are made from
composite materials, which contributes to the
aircraft's longer
lighter and/or
range capability.
For the series 400, the basic wing discussed above was extended an additional six at
each
tip,
and a
vertical winglet also extends
up
six feet.
streamlining the wing-to-fuselage fairing, have given the 747 at
higher altitudes and for the longer ranges that
it
feet
These extensions, together with
normally
more
flies.
efficient
When
performance
Boeing originally
extended the upper fuselage for the series 300, they realized an improvement
in fuel effi-
ciency of about 12 percent. With the wing improvements of the series 400, an additional
seven percent— for a original airframe.
improvements
//;
in
Of
total
all
of these improvements must be taken in the context of
engine and engine nacelle designs. In addition, the series 400
wing— as
number of Pan Am 747s after N537PA and put into service hv Pan Am on
addition to taking over the Pacific route structure, United took over a large
the huvoul. Tfiis aircraft,
June
26
of about 25 percent— has been added to the efficiency of the
course,
9,
197H.
NJ46UA, was
originally registered
'
.
well as the entire aircraft— makes better use of
more
sophisticated composite and lighter
weight materials. All of the wing control surfaces are "fly by wire." Also, the series 400
much more advanced
has a
cockpit, discussed separately, and the horizontal
be used to hold up to 330 gallons (1249
It),
tail
now
can
of fuel, which gives the aircraft additional
range.
There are 18 wheels on the 747, two for the nose gear and 16 main wheels. The son for so many wheels
is,
of course, to reduce the overall loading
also called the single wheel weight. This allows the
747
airports that can handle wide-bodied aircraft. In this
age"
aircraft. It is also
at the
rea-
runway, which
is
from most conventional regard, the 747 is similar to an "averto operate
somewhat "average" for its ground-handling characteristics, for is augmented by steerable main trucks. The main gear is
which the steerable nosewheel
mounted both
On
in the
wings and
in the fuselage,
and the fuselage-mounted
set are steerable.
recent 747s, Boeing has used a white epoxy-type paint for corrosion control on the
interior
and wheel well areas.
Electronics
AH
of the 747's electronics are either dual or triple redundant. Curiously, while the
critical
more
systems, such as the Inertial Navigation System (INS), are triple redundant, as the
technology has advanced, one
critical
component has dropped from triple or quadruple flight crew, which has dwindled over
redundant to double redundant. I'm referring to the the years from four to two, but not without
much
anguish.
It is
interesting to note that the
early 747s contain, on average, about a million movable parts, about 135 miles of electrical wiring,
and about a mile of hydraulics. With the advent of the new series 400, some of
the wiring has been reduced (by about
Although the particulars of the
30%), but the
rest
of the load stays about the same.
aircraft delivered are in
accordance with the individual
customer's specifications, the basics are easy to discuss. Basic communications on the 747
,
"-Mr
Also an early user of the 747, this series 100, with the bright red tail and cheat line and the white maple leaf, was put into service by Air Canada in February of 1971. It illustrates the later style Pratt and Whitney engines.
27
With the vertical wingtip winglets
and extended upper fuselage, the series 400 is pretty easily recognized. In this series 400 now sports a new paint job to go with the recent Pratt
Northwest serxnce from the beginning, and Whitney PW4000 engines.
include standard dual Very High Frequency
normal use, the
VHF
tions, while the
HF
is
(VHF) and High Frequency (HF)
systems. In
used for local airport and Air Traffic Control (ATC) communica-
is
used for longer range communications. The
aircraft are also pro-
vided with a variety of inflight entertainment, public address, and lighting systems. Typically, a combination of two radio altimeters and weather radars are provided to ensure
sky location. For earth location, as already discussed, the aircraft triple Inertial
usually provided with
is
Navagation Systems. There are usually three each of the Visible Landing
System/Instrument Landing System (VLS/ILS) navigation and two each of the various
Automatic Direction Finder (ADF) and marker beacon systems used for landing
in
mod-
ern and primitive airports.
The 747
is
equipped with the
latest in stall
warning systems, central data management
and warning systems, central instrument warning systems, and ground proximity warning systems. Of course, full automatic pilots and navigation systems are available. The 747 can be fully certified for both Category
II
and Category
III
landings. Swissair 747s, for
example, are certified for Category IIIA landings, where the decision height (6
m) and
the horizontal visibility
different certifications,
Of course,
is
492
feet
(150 m). Other carriers
is
19.7 feet
fly the aircraft
with
depending on requirements.
is equipped with a "black box." Actually, the black box is not Day-Glo orange, orange-red, or even bright yellow with contrasting stripes. Also, it should not be called a box, but rather boxes. There are two components to each "black box," and some larger airliners carry an additional pair of each. The components are the Flight Data Recorder (FDR) and the Cockpit Voice Recorder (CVR). The
black at
747
is
all;
the aircraft
it
is
equipped with the
latest
version of each.
The
acteristics of the aircraft during the flight, while the
FDR
is
CVR
used to record the
flight char-
records the last half hour or so
The device records conversation inside the cockpit area as crewmembers and the ground. The most
of the cockpit conversation.
well as communications between the flight deck
recent half hour
is
determined mechanically by the tape, since
and automatically erases as the requirement for the rarely lasts
1957.
2S
it
CVR
more than half an
overwrites.
The reason
was promulgated hour.
The
FDR
in
it
only a half hour long
is
for a half-hour record
1966,
it
was noted
has been required by
is
that
when
that a crisis in the air
FAA
regulations since
This Iran Air SP illustrates to good advantage the flexing of the outboard forward wing flaps after they have been extended. Against the lower wing surface, they are flat. As they are extended, their surfaces curve, a flexing property' of the honeycomb.
This photo
shows to good advantage the forward cargo door, which is being used on this Swissair series 300 Zurich to load cargo, as opposed to the passenger baggage normally put in this compartment. As can be seen, the cargo doors are not plug-type doors and require a secure locking mechanism. in
29
As
the Boeing has aged, these instruments have been updated to meet either the latest
in safety this
requirements or the
latest in
technology, as the customer order dictates. While
has been particularly true of safety warning and management systems, nowhere has
been more obvious than with the instrument
arate
flight deck),
concern
is
which
From
deck was used. For an analog
series 300, an analog flight
work"
cluster.
is
flight
deck (also called a "clock-
method of instrumenting an aircraft, each sepseparate sensor on one end and to a separate instrument on
the traditional
connected to a
the other end. Thus, for example, an oil temperature gauge for a four-engine plane
have a thermal sensor
it
the original 747 up through the
in the oil for
would
each engine individually connected to a separate
oil
number of engine characteristics necessary to monitor and a four-engine aircraft, this can lead to a large number of instruments for a fairly short period of time. For fuel management and communications awareness, there are a similarly large number of gauges. Likewise, for the actual flight characteristics gauge for each engine on the
flight
deck. Given the
(including altitude and attitude, direction, and speed), there are separate instruments.
Navigation requires
its
own
instruments.
By instrumenting
ing built an aircraft that required a three-man (the flight engineer)
flying
and one
to
and two
do the
rest
to
manage
the
747
crew— one to manage
in
analog fashion, Boe-
the engine instruments
the aircraft, typically, one to
manage
the actual
of the work. During this time, the ordinary 747 had some-
thing like 800 instruments and switches for the crew to monitor.
By
the time
work began on
the series 400,
many advances had been made
in
cockpit
instrumentation. This led to the so-called "glass" cockpit, wherein the major functions are displayed
on a glass screen not unlike a
variety of functions.
It
TV
screen. That single instrument can serve a
also allows for the incorporation of integrated monitoring and
warning systems, wherein a specific function will be displayed either only periodically or
Wth delivery of the new series 400, Japan Airlines adopted a more subdued gray marking, although the bright red crane remains on the vertical tail. Also note the new General Electric engines used to power this aircraft.
30
when
only
there
something out-of-bounds for a
is
set threshold. Additionally,
it
allows the
programming the display driver and not by reinstrumenting the entire aircraft. By doing this, Boeing was able to reduce the number of instrument faces in the series 400 cockpit to around 300, which can be managed by a crew of two. A natural fallout of this type of digital instrumentation individual user to go from dial-type to tape-type displays by simply
has been improvements in the maintenance and on-line diagnostics capabilities of the sys-
tem
maintenance crew
to aid the
Improvements series
400 system
lems and nology
criteria.
aircraft
this level
The is
problems.
is
Although response times as
little
as 1/7 of those of previous
747 tech-
have been realized (largely because of the integration of such functions as
throttle control,
on
in fixing
Management System (FMC) have also been possible. The much faster and more responsive, and covers a large variety of prob-
in the Flight
which previously was managed by a separate system), the jury
is still
out
of automation.
entire integrated package, as seen
from the cockpit
seat
on the instrument panel,
called the Electronic Flight Instrument System (EFIS). First presented operationally to
the airline
community on
found a permanent place the pilots to learn the
another.
The
the Airbus
A300
in the cockpit.
new
basic format
series (notably, the
Among other things,
The screens
make
it
much
easier for
system, and to migrate from one type of aircraft cockpit to is
six
Cathode Ray Tubes (CRTs), or
arranged on the instrument panel, two directly pilot.
A320), these have rapidly
they
in front
directly in front of each pilot provide for the
location, or navigation information,
and are identical
TV
screens.
These are
of each pilot and two between each
in
each
primary
pair.
flight stability
and
The two shared provide
the engine information.
Singapore 747 shows
to i^ood
advantage the new Pratt and Whitney
PW4000
engines and pylons, as origi-
nally delivered with the series 400.
31
With the
Swissair markings of red
ne\i'
tail,
and dark brown and black lower fuselage with a 300 shows to good advantage the SUD (Stretched Upper
white cross,
white crown, this red-lettered Swissair series
Deck).
Boeing put
more
its
own stamp on
six big screens in the
this type of
The
fully integrated systems.
design by offering
much
larger screens
and
four basic displays that can be brought up on any of the
747 cockpit are
navigation (including radar), engine, and sys-
flight,
tems. Typically, as on the Airbus, the shared displays are used for engine above and sys-
tems below, and the displays directly navigation on the
displayed
left.
Of particular
in front
interest
of the pilots for flight, on the right, and
on the
flight display is the
bottom portion of the screen as an
at the
heading, which
arc, rather than the
more
number. One instrument shows the Primary Flight Display (PFD), and together with speed, the primary information cator (EADI).
The
Indicator (EHSI).
shown on
it
is
other, a navigation display, It
offers a
is
called the Electronic Horizontal Situation
"look behind" capability, as well as integration of weather
and the navigation display
are the Engine Indication and
Crew
to the center.
although the round dial display
is
also available.
and engine thrust
ratios.
pressure
also
is
shown on
Other improvements
to
is
the vertical tape dis-
the displays provides
The upper
display
is
oil
pressures and tempera-
for the rest of the aircraft systems,
including the door positions and the hydraulic pressures and fuel states. tire
PFD
center displays
The lower of
information about the engines, including compressor speeds, tures,
The two
Alerting System (EICAS). These displays are shared,
without change, with the 757/767 cockpit environment. Standard play,
air-
called the Electronic Attitude Director Indi-
radar with flight plans and approaches. Typically, these displays are used with the the outside of the aircraft
is
traditional
On newer aircraft,
this display.
in the
new
series
400 over previous 747s have been
in the
carbon
brakes, digital electronics used to control the engines from an integrated flight manage-
ment system,
fuel in the tailplane for
and plumbing .several
crew
in
rest
rest area all the
32
longer range, greater travel for the vertical rudder,
both the upper and lower decks for up to 26 lavatories. There are also
and bunk options offered, from bunks just
way
at the rear
aft
of the extended upper cabin.
of the flight deck to a crew
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1
Qantas adopted new livery with the advent of their Rolls Royce-engined series 400 kangaroo is preserved on the tail, but the overall impact is to increase the contrast between the white fuselage and the red tail, with understated Queens and Northern Territories Air Service (QANTAS) logos on the fuselage.
/45
with
man
.
aircraft. In this case, the
Known as
the "clockwork " cockpit, this early series
and
lights to
line
747 two-man
monitor and 280 switches, compared
747 three-man cockpit has approximately 690 dials 300 indicators and 200 switches found in the base-
to the
cockpit.
33
The newer wings are of the same basic 747 design, with the improvements discussed made of much improved composites, which reduce the weight of the wing by about 5000 pounds. One final interesting advancement in the 747 has been in the overabove, but are
head bins. While the cost of handling baggage has continued unions, only
in the last
few years have carriers begun
the passengers carry their
one might even be able
own
baggage. There
to build a convincing
is
to rise, largely
to realize the
more than enough
argument
because of
advantages to letting
incentive for this, and
that the carriers deliberately
reduce
number of people handling baggage so that it takes an unbearable time to collect one's bags! To accommodate carry-on luggage in the 747, Boeing engineers have remodeled the the
hinging and location of the overhead bins, resulting in an increase in the volume from the previous 4.4 cubic feet to 10.6 cubic
feet,
although the
new
bins are provided in 60-inch
segments.
More passengers
(particularly in the upper cabin area) naturally
ger ammenities, including gallies and rest rooms. This has led to a
upper deck, which
is
somewhat
larger
means more passennew rest room in the
and comes complete with a window!
Production Problems As
the series
400 went
Boeing was determined virtually the
new 747,
same
into production, to certify the
time. This,
Boeing was beset with a number of problems.
new
series aircraft for all three types of engines at
combined with
the increased electronic sophistication of the
led to production problems. Although both Boeing and the
FA A were working Many of the
overtime to achieve the proper certifications, there were inevitable delays.
new aircraft was being certified as a variant of 400 was a variant of the series 300), there were significant differences. The series 300 was different from the series 200 primarily due to the extension of the upper fuselage. The series 400 retained the basic fuselage configuration delays were due to the fact that although the the old aircraft (that
is,
the series
of the series 300, but in addition to the changes in the wings, could carry fuel internally in the horizontal
tail
and had an all-electronic, two-man cockpit compared
to the series
three-man cockpit. This change involved as many as 40,000 wires being terminated ently in the
77?/.v
new
Alitalia aircraft, in addition to
good advantage
34
aircraft— a problem of
300 's
differ-
some magnitude.
showing the all-cargo version with no cabin windows, also
the early style General Electric engines.
illustrates to
To add more problems, some Boeing employees went on production of the aircraft. Although Boeing was not
at
strike
during the preliminary
penalty for delays in delivery due to
400 customers, they were liable for other delays, and were same time, several carriers were experiencing problems with their flight crews, who were uncertain about the two-man cockpit. In early days, trains had engineers, who worked the controls, and firemen, who shoveled coal or wood for the steam. With the advent of the diesel locomotive, the use of the fireman was unclear. But, after long and painful negotiations, firemen continued to work the new locomotives. In somewhat the same manner, flight deck crews, while applauding new digital avionics, were quick to point out that if a three-man crew each averages $100,000 per year, then a two-man crew, which has the same responsibility as the previous three-man crew, should average $150,000 each per year! 747 operators were quick to notice this reastrikes for
most of
their series
required to negotiate penalties. At the
soning and point out that the Direct Operating Cost
crew
salaries can
be as much
ing, entertainment,
who
paid
more
(DOC)
of the aircraft due to higher
as 16 percent of the total, including airport fees, fuel, clean-
and replenishing
all
of the consumables on board. For airline carriers,
two-man cockpit, this has been a thorny probnumber of hours flown per two-week consecutive
for the higher-technology
lem. Such negotiations, shrouded
in the
period and on even-numbered deployment days, are difficult for the average fare-paying
passenger to understand.
It is
not an easy problem.
On the
one hand, the
pilots are quick to
point out their tremendous responsibility during individual decisions; but on the other,
whenever there
blame
to as
is
a problem with the aircraft, pilot organizations are quick to spread the
many
air traffic controllers
and ground handlers as they can reasonably
include, through their rather formidable unions. In addition, there that
automation of the cockpit makes the skies any
about the loss of basic airmanship
On
skills,
safer,
and many
such as flying the
is
no clear evidence
pilots are
concerned
aircraft.
landing approach, this standard Pratt and Whitney-powered Northwest 747 shows to good advantage the
triple slotted trailing
edge flaps.
35
in Honolulu, this series 300 shows the variety of ground handling equipment associated and replenishing one of Singapore Airlines Pratt and Whitney-powered "Bigtops."
Docking ing
This Qantas SP, docking in Honolulu, shows Boeing series 100/200/300 aircraft.
36
with load-
'
to
good advantage
the early Rolls Royce engines used on the
tuojpDnQ/itfity
37
The Future Future versions of the 747, outside of the currently produced series 400, are still on the drawing board. However, several ideas remain constant throughout the development of the aircraft, including extension of the upper cabin to carry more passengers and improve-
ments
in the
cockpit
management system, including reductions in the flight deck loading. new version based on the newer
Eventual re-engining of the aircraft, or development of a
now being developed (Pratt and Whitney PW4000, General Electric GE90, Rolls Royce Trent) is inevitable. We know that it is just a matter of time until the new engines go to 70,000 pounds of static thrust and beyond. Therefore, a 700-passenger
technology engines
very long range 747
is
certainly not out of the question.
Further off yet, there has been discussion of a 1000-passenger 747. Boeing
On
curious position in this regard.
capable of producing an aircraft that ing and range, but
is
in a
no other company currently can compete with the 747 in terms of passenger loadthe one hand, there
on the other hand, Boeing
is
is
easily able to
compete with
itself.
This
is
especially difficult because orders for the aircraft are so deeply backlogged and the ideas for
improvement quickly
roll
off the technology assembly line. Boeing must exercise care
not to compete with themselves faster than they can produce aircraft, but at the
they must be sure to provide
all
same time
of the necessary support for existing aircraft to survive a
long time. Certainly,
by about 20
one of the most interesting 747 proposals has been extension of the
feet
forward of the wing, including the upper cabin, and about 25
aircraft
feet aft
of
the wing, using the ultra-high-bypass engines discussed above. Alternatives include dis-
cussions of a
full
747, both old and
double-decker
new
aircraft,
something
like the old Stratoliner. Finally, the
versions, continues to increase in range and capability,
still
setting
records. It
for
has always been the case that customers could change one of their orders or options
an earlier
aircraft.
Thus, for example,
if
a carrier ordered options on a series 300, they
could elect to convert this aircraft, upon execution of the order, to a series 200F. Recently,
however, there has been a
new
trend,
where the carrier may take options on
aircraft yet to
be specified. This trend, combined with the possible new aircraft posed on the horizon, ensures us of
38
many
interesting variations of the
747 yet
to
be
built.
4
In Uniform BOEING 747 has appeared THE unusual ways.
in
uniform
in a
number of
interesting
In addition to service with the United States Air Force
and somewhat (USAF), it has
also flown for the Iranian Air Force (lAF) and the National Aeronautics and Space
Administration (NASA), and has served as the personal transport of the Imperial Saudi family.
Two
747s have been outfitted as Air Force One, the United States Presidential
air-
craft.
United States Air Force
Two
versions of the Boeing E-4 aircraft have been made, the
February 1973, Electronic Systems Division (ESD) of the
E-4A and
USAF
On 23
the E-4B.
announced
that
would
it
Command Command Posts,
use two 747 series 200 aircraft, which were to be outfitted as Airborne
Posts.
These 747 versions would replace the existing EC- 135 Airborne
based
on the Boeing 707 platform. The plan was to outfit the two 747 aircraft with the original,
EC- 135 equipment. These
but updated,
interim aircraft would be
known
as E-4As.
Both
of these aircraft were powered by the original Pratt and Whitney engines, with integrated avionics installed on the airframe by E-Systems.
new avionics became available and integrated into the system capability of two new 747s would be delivered and the original E-4As would be retrofitted
Later, as
the aircraft,
E-4B status. Eventually, all four aircraft would be fitted with the newer General Electric F103-GE-100 turbofans, and these 747s are known as E-4Bs. Originally based at Andrews Air Force Base, just outside of Washington, D.C. under
to
,
the dual
command
Command
of both the National Military
Command
System and the Strategic Air
(SAC), the E-4's mission has since been placed solely under SAC. As a
result,
39
now based at Offett Air Force Base in Nebraska. Until recently, these aircommand posts have been kept aloft 24 hours a day. With the recent thaw in the cold
the aircraft are
borne
war, the aircraft are no longer flown 24 hours a day, but on a
random and
intermittent
basis.
The main deck of
the
E-4
is
divided into six major functional areas, with the corres-
ponding mission equipment for each area housed appropriately. These major functions
Command
include the National
Authorities
(NCA) work
area, a conference area, a brief-
ing room, a battle staff
work
Below
housed a technical control capability for the on-board communica-
tions
the
main deck
is
area, a
communications control
and a small but complete maintenance
capability.
center,
The upper
and a crew
rest area.
deck houses, of
flight
course, the cockpit area. In addition, the rear portion accommodates a navigation station
and a
flight
crew
rest area.
The E-4
is,
of course, capable of refueling in
flight.
Iranian Air Force It
has been said that the Shah of Iran read Aviation Week instead of Playboy. Whether or
not this
is
true,
Kissinger, the
it
is
certain that during the
Nixon administration, with
Shah pursued an aggressive policy of
modern high-technology
aircraft.
As
the help of
outfitting his nation with
a result, the Imperial Iranian Air Force
is
Henry
new and the only
other national air force that has had the benefit of the great range and incredible cargo-
carrying capability of the Boeing 747.
Although
all
of the missions of the Iranian 747s are, of course, not fully known,
certain that the fleet usually carried inflight refueling capability and
was
it
is
often used to
f
g:
-'^'^
Seen here bility.
at
Mill
Amsterdam
This aircraft
is
Miiiim
in
Imperial Iranian Air Force markings, this 747 shows an in-flight rejueling capa-
overall silver
and
gray, with a dark blue cheatline
ored national insignia and flash on the vertical
40
tail.
and black
titles
with the three col-
After the fall of the Shah of Iran, the markings of the military aircraft were changed from those of the Imperial Iranian Air Force to those of the Iranian Air Force. Except for the change in the initials and the addition
ofFarsi script, the basic colors of the aircraft remained the same, white fuselage with dark blue markings the Iranian green/white/red fin flash on the tail.
and
Although not truly a military uniform, "The shuttle from landing site to launch site.
Odd Couple" performed
the duty for
NASA
transport both troops and cargo, as well as the royal family. After the
fall
of shuttling the
of the monarchy,
these 747s remained on the inventory for a while as Iranian Air Force aircraft, generally
being used in the same capacity; the refueling capability was removed from of them. Eventually these 747s were transferred to Iran Air, where at least
at least some some of them
continue to serve.
NASA Before they ever flew, its
NASA discovered that
orbiter (Space Shuttle) fleet.
The
it
orbiters
would have
to solve a
were going
to land at
unique problem with
Edwards Air Force
41
Base, in California, but be launched by a booster from Cape Kennedy (Canaveral) ida.
Therefore, they would have to be
moved
frorrt
one place
to the other
in Flor-
by some simple
means. Although briefly considered, building a break-apart shuttle was never seen as a realistic solution to this problem. Consequently, NASA took a 747-123 aircraft (which
was being used for heavy, wide-bodied aircraft vortex flow research) and created what would come to be known as "The Odd Couple." (Actually, it was really known as NASA 905, but it was usually called "The Odd Couple," probably because of a popular television series of the time.)
NASA was used
Dryden Flight Research center built a so-called mate/demate apparatus, which mount and dismount the shuttle from the 747 during the test phase. Boeing
to
performed the necessary modifications
NASA-designed "piggyback" frame on
to the aircraft,
which included mounting the
the aircraft fuselage, strengthening the fuselage,
instrumenting the link-up capabilities, rearranging the horizontal the
new
vertical surfaces
on the outboard edges, and much of the
tail
assembly
flight testing
to include
and
certifi-
cation.
The
first
mated
flight
was completed on 18 February 1977, with
the so-called
(Shuttle Carrier Aircraft) lifting the orbiter Enterprise at a takeoff weight of
pounds (264,890
kg). In this configuration, landings are generally
of thrust reversers, or with orbiter. Later,
minimum
SCA
584,000
made without
the use
use of thrust reversers, to minimize damage to the
on 13 August of the same
year, at
Edwards Air Force Base,
the
first free-fall
launch of the orbiter from the mother craft was accomplished from an altitude of approxi-
mately 22,800 Originally,
feet.
NASA
planned to have two 747s modified to
this configuration, but
with
setbacks in the space program (caused, in part, by the Challenger disaster), the delivery of
Seen on liftoff for its maiden flight the new VC-25 will become Air Force One when the President of the United States is aboard. It is covered with a protective coat of green paint in this photo, repainted as Air Force One prior to delivery. ,
42
was delayed.
the second aircraft operational. These ter
two
from the landing
Air Force
From
aircraft,
site to
Finally, in 1988, the
remain the only way
second
NASA
747 became
to transport the fully
fully
assembled orbi-
the launch site after a shuttle mission.
One
the early days of air travel, a special transport for the President of the United States
of the first of these was a DC-4 called the Sacred Cow. particularly was aboard. The first jet aircraft to become the President's personal transport was a Boeing 707-320 series, which carried the military designation of VC-135. has been used.
when
It
came
years,
One
the President
it
to
be called Air Force One when the President
was determined
replaced. For almost three
320C platform
in a
VIP (Very Important Person)
aboard. During the Reagan
configuration. Although various air-
frames have rotated through Andrews Air Force Base
remained the same since
is
VC-135 Air Force One would have to be decades. Air Force One had been based on the Boeing 707-
that the venerable
it
was
first
at different times, the basic aircraft
put into service on October 12, 1962.
Ifti»i¥^?»i«^'''"-
In addition to all of the complicated communications and military equipment added to the VC-25, the entire fuselage area had to be changed to suit the mission; air stairs and in-flight refueling were added.
43
Eventually the
known
as
USAF
decided on two series 200 747s as replacements; these will be aircraft are fitted with the General Electric CF6-80C2B1
VC-25s. These two
new aircraft will easily accommodate a crew of 23 and a passenger load of 70, which is nearly twice the payload of the VC-135, although the crew size is somewhat increased. This is, in large part, due to the
engines and both have in-flight refueling capabilities. The
increased mission capability of the aircraft. Inside, the
VC-25
includes a presidental suite
(with office, stateroom, and lavatory), conference rooms, emergency medical capability,
and
There
rest areas for the president's staff.
galleys.
The upper deck accommodates
craft, as well as the
aircraft,
is
also an area for the
the Air Force crew,
who
fly
news media, and two and maintain the
air-
medical and communications capabilities. The lower portion of the
normally used for passenger baggage, on the VC-25 provides the
mated self-contained cargo loaders, spare
parts, extra meals,
air stairs, auto-
and specific mission-related
equipment. Insofar as possible, the aircraft provides full-up on-board communications, including
associated cryptographic equipment, and radios. All of the
associated computers, telephones, faxes, and
all
communications are handled by a combination of Rockwell Collins and
E-Systems equipment. Shielding from electromagnetic pulses (EMP), as would be generated by high-altitude nuclear denotations, as well as conventional electromagnetic interfer-
ence/electromagnetic shielding
(EMI/EMS)
are provided. In addition to the problems
associated with the delivery of an aircraft carrying almost twice as
dard series 200,
tests
of the
new
full-up testing of all of the on-board
The
first
VC-25
much wire
as a stan-
cabin cargo doors will have to be completed, as well as
communications
rolled out in September, 1989,
capability.
and was successfully flown 26 Janu-
ary 1990, then placed in service in late 1990.
Other Uniforms VIP transport for the government of Saudi Arabia, several 747s have what is known as the U.S. CRAF (Civil Reserve Air Fleet). these aircraft are then called C-19Awhen used in military service.
In addition to use as a
been outfitted
to support
After modification,
These modifications involved 19 Pan American 747 verted to
make
the jets
series 100 aircraft,
more capable of carrying both troops and cargo
national emergency. In addition to the conversion directly related to the
Pan
Am
completed approximately $2 million
The
basic modifications included a strengthened floor,
the floor beams, and the addition of a aircraft, aft
each
new
in
work on each of these
which were conin the event
CRAF
of a
program.
aircraft as well.
which involved replacement of
10-foot-high cargo door on the
left
side of the
of the wings. In addition, improved cargo-handling capabilities were added to
aircraft.
out of the Pan
These modifications were accomplished by stripping the passenger
Am aircraft,
interiors
completing the modifications, and then reinstalling the
interi-
ors and returning the aircraft to passenger service. In the event of a national emergency,
each of these aircraft could be pressed into service as cither cargo or cargo/troop carriers in
about 48 hours.
A
total
of 19 aircraft have been so modified, of which 18 are
operation, one having been lost over Lockerbie, Scotland, in 1988.
44
still
in
.
5
News
In the BECAUSE of its
its
news events
Due
will
Boeing 747 has been
in the
news almost since
in
more and more of
the world's fleets, other types of
also occurred.
communications,
it
is
be involved it
And due
Because the 747
in accidents.
operates throughout the world,
the news. Because of fatalities as several
its
news-grabbing possibilities using airliners
not surprising the 747 has been the target of
tragic terrorist events in our time.
world and
first
capabilities, the
to the natural affinity of terrorists for
airliner
most
and
747 appeared
flights, but as the
and
size
very beginning. Newsworthy 747 events include record-setting time and distance
enormous
size,
it
is
some of the
to the very nature of aviation, airliners
the largest commercial aircraft in the free
no surprise
is
that
it
appears frequently in
an accident involving a 747 can cause as many
smaller airliners, so the sheer numbers of 747
fatalities
can seem,
at
glance, to be quite alarming.
The
made the news when chrisDecember 1969 by Mrs. Pat Nixon. It was supposed to be put into service by Christmas. Instead, it made the news again when it missed its inaugural flight from New York to London on 21 January 1970. In the wee morning hours of 22 January 1970, N736PA, Clipper Victor, after being temporarily renamed Clipper Young America, was substituted and made the flight. Engine troubles had crippled the first
production 747 to be put into service, N733PA,
tened Clipper Young America on 12
original Clipper Young
This
aircraft,
America
one of the
first
delivered to Pan
Am, was
and Whitney JT9D-lBs, which were not the most
when
the
fleet)
was re-engined and experienced
JT9D-3As became
reliable
originally equipped with Pratt
P&W
engines. Subsequently,
available, this aircraft (along with the rest of the relatively
Pan
Am
few engine problems.
45
Later, Clipper Victor
Tenerife.
the original
resumed
original name and went on to a terrible tragedy at America was renamed Clipper Constitution, while Clipper Constitution, N735PA, was at the same time renamed Clipper Young
The
its
original Clipper Young
America.
Although a
bumpy
bit
for a start,
world's most significant airliner. inally put the
It
was
it
was
first
the beginning for
what would become the
put into service by the
same
carrier
who
orig-
Boeing 707-also christened by a President's wife-into international service.
Setting Records Like the SR-71, the recently retired Lockheed Blackbird, nearly every time the Boeing different, it sets a new world record. The 747 is a record-size airliner.
747 does something
No other commercial aircraft can carry the numbers of people across the distances that are possible with the 747. Therefore, flights involving the 747 did, of their own merit, set numerous records. Even before the
first
passenger-carrying flight discussed above, the very first flight of is considered something of a milestone in the history of flight.
a 747, on 9 February 1969,
After being put into commercial service, the 747 regularly made the news as new carriers introduced it on new routes. In addition, delivery flights to places such as South Africa and Australia commonly set records for time and distance. Flight times of 17 to 18 hours
and distances of 10,200 miles became common. Delivery of a South African Airlines 747SP on 23-24 March 1976 required just such a record-setting flight. But aside from this sort of "bookkeeping" record-setting, the 747 was involved in even more interesting ^ flights.
Flights around the world, while not exactly flights
were available
commonplace, became
possible.
These
revenue passengers. Flying a Pan American 747SP, Capt. Walter H. Mullikin set a round-the-world speed record on 1-3 May 1976. For this flight, Mullito
kin circumnavigated the globe, flying west to east, in about 46 hours, for an average speed record of 502 mph. On 28-31 October 1970, the same pilot, again flying a Pan
Am
747SP, circumnavigated the globe via the North and South Poles. This trip covered a distance of 26,382 miles in a time of approximately 54 hours. In January of 1988, a United Airlines 747SP (previously owned by Pan Am) reduced this around-the-world record to less than
40 hours, with just two enroute stops in Athens and Taipei. As recently as 13 February 1990, a Pan American aircraft with Capt. William Frisbee set a new world speed record for a four-engine, non-SST airliner. Carrying 227 passengers and 17 crewmembers, Frisbee flew from Los Angeles to New York, a distance of 2461 miles, in a record setting 3 hours and 45 minutes— nothing like the SR-71, but pretty fast for an airliner. Still in
the
news
as the series
lia
400 with
and delivery, nearly every delivery will produce a record-.setting flight.
tion
its
great range and capacity, goes into produc-
flight to
some
distant location in Africa or Austra-
Several 747 (or models of 747s) have been in the movies. Thanks to great special most recent a model of a 747 was destroyed in the movie Die Hard II. Other
effects, in the
747s have appeared Airlines,
made
its
appeared
46
in
movies, as well. Three of the most famous arc N9675, of American in Airport 75; N9667, also of American Airlines, which
which was featured
debut painted as Stevens Corporation for Airport 77\ and F-BPVA, which in
La Bonne Annee.
Pan
Am aircraft,
flights, including
such as this SP Clipper Constitution, have been in the news for a variety of record-setting around-the-world flights both over the poles and at the equator.
Occasionally a 747 will figure in a catastrophic event. As
we
exceptions, problems experienced by 747s are usually caused by the deliberate destruction of terrorism or mistakes. relative availability of information that follows
nothing
larly those
from the
should be noted that because of the
concerning British and American events, the discussion
from Middle East countries,
first
747 was
reality,
truth, but information involving other foreign aircraft, particuis
often not available. Because of this, not
the incidents can be discussed in equal detail. In
since the
few
human actions— either
might seem to be biased against the United States and England. In
further
is
It
will see, with very
built.
TABLE
5-1 lists, in
all,
all
of
there have been 17 hulls destroyed
chronological order, the major events
involving the loss or significant destruction of a Boeing 747 that have so far been identified.
Crashes and Smashes The
first fatal
Nairobi.
accident involving a 747 happened to a Lufthansa aircraft on a flight out of
On 20 November
1974, the plane was bound for Johannesburg, South Africa, on
a flight from Frankfurt, West Germany. According to witnesses, the plane took off in a
more-or-less normal fashion and then stalled and
fell to
the ground. There
were 157 per-
sons on board; of these, 59 died and 98 survived. This crash was attributed to an incorrect flap setting
for takeoff,
although the aircraft commander, Capt. Krack, testified he
believed that the flaps were properly pilot,
who
testified that
he noted not
The
set. all
actual takeoff
was witnessed by a Sabena
of the training edge flaps appeared to be in the
proper configuration.
The next major tion) involved
incident (not counting terrorism, addressed separately in the next sec-
an Air India aircraft on departure out of Calcutta, India. This 747 crashed
47
Table 5-1. Major incidents involving 747 aircraft.
Date
Aircraft
Carrier
Location
Incident
9/6/70
N738PA
Pan American
Cairo
Terrorist
7/23/72
JA8109
Japan Air Lines
Benghazi
Hijacked, blown up.
11/20/74
D-ABYB
Lufthansa
Nairobi
Crashed on takeoff;
6/12/75
N28888
Air France
Bombay
Taxi wheel well
5/9/76
5-8104
IIAF
Madrid
Crashed on
3121111
N736PA
Pan American
Tenerife
Hit by
3121111
PH-BUF VT-EBD
KLM
Tenerife
Flew
1/1/78
Air India
Bombay
Crashed on takeoff;
6/30/78
VT-EFO
Air India
Atlantic
Inflight explosion.
Pan American
Ocean London
No. 4 pylon sepa-
bombing, on the ground after hijacking.
ruled pilot error.
fire,
repaired. takeoff.
PH-BUF
into
N736PA.
ruled pilot error.
N771PA
12/27/79
on landing,
rated fire;
blamed on
previous collision
with baggage truck. Iran Air
Iran
Presumed.
11/18/80
EP-ICC HL-7445
KAL
Seoul
Crashed; suspect
9/1/83
HL-7442
KAL
Sakalin
Missile attack.
10/18/83
Pan American
Karachi
Crashed.
11/27/83
N738PA HK-2910
Avianca
Madrid
Crashed landing;
3/16/85
F-GDUA
UTA
Paris
Crashed.
8/12/85
JA8119
JAL
Tokyo
Came
1980
pilot error.
suspect pilot error.
apart inflight;
improper
repair.
11/28/87
ZS-SAR
SAA
Maritus
12/21/88
N739PA
PAA
Lockerbie
Inflight explosion.
2/19/89
unk
Flying Tigers
Singapore
Crashed landing;
2/24/80
N4713U
UAL
Honolulu
Smoke
reported;
crashed landing.
suspect crew error.
Came
apart inflight;
cargo door
into the pilot
Bay of Bombay. This incident was interesting
literally
occurred on
New
Year's Day, 1978. During the investigation, the pilot,
tified that the attitude inclination indicator
48
for several reasons.
flew the aircraft into the bay immediately after takeoff.
failure.
For one, the
The
incident
who survived,
tes-
had misled him into ovcrcompensating. Indeed
he did overcompensate, because the aircraft was nearly inverted when
CVR
hit the water.
it
(Cockpit Voice Recorder) did show that the copilot tried to dispute the
The
pilot's deci-
The copilot based his decision on a variety of other instruments available and the fact was a relatively clear morning and the true horizon was readily visible, but the capthat elected to disregard all of this evidence and flew his aircraft into the bay; 219 people tain passengers and crew, perished. The presiding Indian judge ruled that the Capboard, on drinking tain had been at a New Year's Eve party the night before, and alcohol, combined with high blood pressure medication, caused him to lose orientation. This, combined with a possible misfunction of a single instrument on the aircraft, caused the crash. There were several accidents which followed, typically attributed to some combinasion.
it
tion of
human
error.
These included the Avianca crash
in
Madrid, the
KAL
incident in
Seoul (for which the flight crew was arrested), and others. In several of these cases, the aircraft
were on cargo operations and no passenger
fatalities
were incurred.
A
recent
example would be the crash of a Flying Tigers 747 on approach to Singapore on 19 February 1989. The crew of four on board perished. It is thought that because this airport uses
two separate radio approaches, the crew might have become confused. crashed the aircraft into high ground several miles from the runway.
Along with a Pan
Am
aviation accidents yet
KLM 747 similar recorded— at Tenerife.
747, a
to the
one shown here was involved
in
une
In any event, they
oj the
most serious
49
Tenerife
The most serious aircraft accident in history, in terms of fatalities, occurred at Tenerife, in Spain's Canary Islands. A collision involving two aircraft, particularly when that collision occurs on the ground, is not as rare as one might hope. Incidents involving 747 and some other aircraft or ground equipment .are relatively frequent, up to one or two a year; collisions involving two 747s are thankfully infrequent. As recently as 20 June 1988, at Vienna International Airport, a South African Airlines
747 collided with a Royal Jordanian 747.
The subsequent damage to both aircraft was substantial, particularly the nose of the Royal Jordanian airliner. "Near incidents," such as the reported "almost" collision between a British 747 and an El Al 747 just south of Iceland in 1988, are also relatively common. At Tenerife, however, everything went wrong at once. Canary Islands. On this was foggy and busier than usual. There had been a terrorist bombing at Los Rodeos Airport, on Grand Canary Island. A terrorist bomb detonated at the airport check-in counter and had temporarily closed the airport. Aircraft enroute were diverted to Las Palmas, on Tenerife. Two such aircraft were a Pan Am 747 and a KLM 747. The Pan Am aircraft was a charter flight, carrying mostly retired people, Tenerife
is
the largest (although not the grandest) of Spain's
particular Sunday,
27 March 1977,
it
bound from Los Angeles, California, to Los Rodeos. There, the passengers expected to meet up with a luxury cruise ship for a tour of the Mediterranean. The Pan Am aircraft had stopped enroute in New York to pick up additional passengers. The KLM flight had originated at Amsterdam. It was full of mostly younger people, bound for a resort hotel in Los Rodeos. Both aircraft had landed. The KLM captain, in the interest of saving time, had elected to refuel as he waited for departure to
eled.
Because
his aircraft
planes had to wait until
Los Rodeos, where he would normally have
refu-
Am aircraft, after Los Rodeos reopened, both KLM was then number one for departure, PAA
blocked the Pan
KLM
refueled.
number two. For reasons we will never
fully grasp, the
take off without completed clearance. This
one of
KLM's most
was happening on
experienced.
The
the runway, nor did
it
is
KLM
brakes and began to
pilot released
not easy to understand, because the pilot
was
tower, enshrouded in the fog, could not see what
have local radar to help locate
aircraft.
Because of
number of aircraft diverted from Las Palmas, there was congestion on the taxiwas therefore necessary for the Pan Am aircraft to taxi partly on the active runway,
the large
way. as
It
had the
KLM aircraft before
this involved
taxi strip.
At the
gested. There,
it
far
end of the
to arrive at the takeoff point
down
it
was
the active
behind
KLM.
runway and then moving
For Pan
still
for the
KLM
aircraft to clear,
on the active runway when the
was uncon-
and then made
KLM
Am,
to the adjacent
airport, the takeoff point location, the taxi strip
would have waited
takeoff. Unfortunately,
takeoff
it,
going about halfway
aircraft
its
own
began
its
roll.
Although much has been made of the instead continued to
ramp
4,
fact that
which caused
it
to
it
was supposed
to exit at
ramp
3
and
be on the active runway longer than
it
otherwise might, this truly occludes the problem. The real problem occurred because of inadequate communications between the that Capt. van Zanten,
proper departure verification. For a
50
KLM
crew and the tower.
It
has been suggested
concerned with crew service times, either neglected or overlooked pilot of his experience, this
is
extremely unlikely.
It is
almost certain
that
Capt. van Zanten, on the
KLM
aircraft,
simply misunderstood his
clearance.
Because the accident occurred
We
icnow a
aircraft
lot
about
it.
145 mph.
We
action to his
was going
believe
left.
it
needed as
might have been two or three seconds
own
aircraft
up and
and was attempting
tried to
as an additional 15 feet.
contact with the top of the Pan
followed everywhere. All aboard
from
those
believe he realized he
Am jet. At the approAm aircraft. Experts estimate he Pan
did not have them, and his
left
main gear came
Am aircraft, just aft of the upper deck. Fuel the KLM aircraft perished; 61 survived from
mostly from the right side, away from the collision. In
this crash, including
when Cap. van Zanten
We now
to save the
hop over the Pan
He
later
Capt. Gibbs had already initiated evasive
Capt. van Zanten continued to accelerate.
to lose his
little
Am aircraft, saw the KLM KLM aircraft was moving about
Gibbs, on the Pan
Am aircraft was in his path.
priate time, he pitched
aircraft,
contained space, tapes and records were available.
in
that Capt.
about 9.5 seconds before impact. At this time the
realized that the Pan
in
We know
who
later
all,
583
and
fire
Pan
Am
fatalities resulted
died from burns.
The PAA aircraft was the same Clipper York Kennedy seven years earlier.
Victor that had started
it
all,
departing from
New
Terrorism Acts of terrorism involving the 747— by comparison, probably no more dramatic or frequent than those involving other aircraft— still have the ability to grab the news like no other aircraft event. Because of the onboard communications, any hijacking will put the hijacker(s) immediately in the spotlight. Often, the purpose of the hijacking
than the opportunity to
make
a
is little
more
message known, which requires only communication. But
more recently, the purpose is often significantly more sinister. The bombing of an inflight aircraft is not an unusual event. Several known or pected incidents can be traced back to the early 1950s,
when such an
Air India aircraft, with their very decorative markings, have been involved bombing over the north Atlantic and a crash in the Bay of Bombay.
in
sus-
event might occur in
serious incidents including a
51
order to collect on
990,
HB-ICD,
life
insurance.
On 20
February 1970, the
pilot of a Swissair
thereafter, possibly while attempting to land, the aircraft crashed. All
crew, enroute to Tel Aviv, died. along with
many
An Arab
PLFP
Arab defeat
44 passengers and
group, which had been formed
political action
others after the humiliating
announced the destruction of action, the
Convair
reported a cargo compartment explosion on takeoff from Zurich. Shortly
in the Six
Day War, emphatically With
this aircraft their first international operation.
this
(Popular Front for the Liberation of Palestine) rocketed to the front page
of the world's awareness. Although yet to be involved in a 747 incident, this group was later to achieve
in May 1972 Lod Airport massacre. were— and continue to be— bombed.
fame
carrying passengers
No bomb 747,
incidents involved the
VT-EFO, bound from Toronto
747 to
until
New
many
After Swissair,
30 June 1978.
On
that date,
Delhi with enroute stops
in
London, disappeared over the north Atlantic somewhere near the coast of recently, however, the
bombing of Pan
Am flight
airliners
an Air India
Montreal and
More
Ireland.
103 over Lockerbie, Scotland, captured
the world's attention. Prior to these events, however, there
was one other
terrorist action
involving the 747. This action resulted in the deliberate, complete, and total destruction of a 747 hull. This
first
terrorist incident involved
Pan American N752PA, which was
hijacked, along with three other aircraft, in a coordinated effort.
Pan American
flight 93,
dents hijacked
it,
outbound from Amsterdam
originally to
to
New
Lebanon, but eventually
On
6 September 1970,
York, was hijacked.
to Cairo.
Two
stu-
This was early in the
were freed. The aircraft was blown up and destroyed. There were no fatalities. In that same incident, a TWA 707, an El Al 707, and a Swissair DC-8 were also hijacked. A security guard recognized that there was a problem with the El Al passengers. As a result, one of the hijackers was captured terrorist hijackings and, after negotiations, the hijackers
and another
killed
and the El Al attempt was aborted. The other three
aircraft
(TWA
N8715T, Swissair HB-IDD, and Pan Am N752PA) were all taken. Subsequently, on 9 September 1970, a BOAC VC-10, G-ASGN, was also hijacked. The announced reason for the VC-10 hijacking was to free the terrorist captured during the aborted El Al attempt on 6 September. The Pan Am aircraft was destroyed by explosion immediately on arrival in Cairo on 6 September 1970. There were no negotiations concerning the remaining aircraft, all of the
passengers were freed without harm, and these aircraft were subsequently
destroyed by explosion in Jordan, at El Khana, on 13 September 1970. that took credit for all of this destruction again identified itself as the
The organization
Popular Front for the
Liberation of Palestine (PLFP). This organization continued for several years as the
scourge of civilization, in an on-again off-again relationship with the more accepted (Palestinian Liberation Organization) and today
conscience which lacks
Much
later, in
human
spirit
still
PLO
represents the ultimate mechanical
or purpose.
Benghazi, under very different circumstances, JA8109 would meet a
similar fate.
Lockerbie After completion of analysis of the Air India crash, the Indian commission that investigated this event
came up with
a
number of
findings that could have had an advantageous
impact on international airliner security. Although 329 persons on board the aircraft were destroyed
due
in the incident,
to the fact that
it
it
did not capture the world's attention. In part, this
age was never recovered; hence dramatic photos
52
is
possibly
did not occur near Christmas. But one should recall that the wreckin
news magazines were not
possible.
Among difficult to
the findings of the
commission were the now-recognized
means. As a
result, they
recommended more exhaustive hand
it
very
is
searches. Additionally, they
bomb
found that the destruction of the aircraft was probably due to a
baggage compartment. ics
fact that
ensure the discovery of modern plastic explosives using X-ray and sniffer
On detonation,
this
bomb
placed in the forward
probably disabled the aircraft's electron-
equipment, including the "black box."
The
report loosely implicated factions active during the Tamil revolution,
ongoing
which was
However, because the destruction occurred over the Atlantic,
at the time.
of
little
was recovered. Some dedicated members of the commission remained "doubting Thomases," as it were, because they could not put their hands through the scars
the wreckage
among
rent in the fuselage side by the explosion. For this reason,
others, the results of the
report were not widely disseminated.
Although
is
it
probably overly optimistic to imagine that the dissemination of this
report could have had a positive effect on the Pan
between the destruction of the two
Am
flight
aircraft are noteworthy.
103 tragedy, the similarities
This
is
particularly true with
respect to the lack of communications from the aircraft after the explosion. Although
it
is
many
of the passengers and crew remained conscious after the explosion,
they were unable to
communicate because of electronics equipment failures. Generally, on is carried in the forward compartment and cargo
believed that
most passenger-carrying 747s, baggage
The
in the rear.
electronics bay
equipment. But
On
located near the forward compartment.
is
ings from the Air India incident
was a recommendation
was never widely
this finding
One
of the find-
for relocation of this electronics
distributed.
December 1988, Pan American flight 103 was leveling off after late departure from London Heathrow, outbound for New York. Aboard, all was fine. The pilots were probably just into their first cup of coffee when the bomb exploded. The bomb was in the forward hold, and the aircraft separated forward of the wing. There the afternoon of 21
has been interesting discussion about the stability of the rear portion of the aircraft, but is
it
unlikely that the passengers and cabin crew in this portion of the aircraft had any real
recognition of the problem. Certainly they crash.
The noise and wind, coupled with
partments
they were out of control and going to
would have made
from the plane. The rear section also separated
fallen
the rear
com-
Passengers located between the sections as they were breaking up
terrible.
would have
knew
the tumbling,
into at least
two major
sections prior to impact. In the forward portion, however, there
been
terrible noise
and confusion, but there
would be another is little
story.
doubt that the
There would have
flight
deck crew would
have been able to quickly determine that they were no longer flying an aircraft and could
do nothing about
The forward portion would have fallen like a rock. It is enticing to it would have oriented itself in free-fall, but evidence from the clear this did not happen. It landed on its side. There was no control
it.
imagine that somehow
wreckage makes
it
and no orientation. Parts of aircraft and
humans, along with baggage and cargo, were thrown over an area
of 1/2 mile wide and 2.5 miles long across the southern portion of the city of Lockerbie. It is
opened
well-known
their hearts
that the citizens of Lockerbie, although
and
their
arms
1 1
to the survivors of relatives
able display of courage and fortitude, the people of Lockerbie for those
who
lost relatives
and friends
in the explosion.
It
of their
own were
killed,
on Flight 103. In a remark-
became a focus of
strength
has often been suggested Pan
53
Am
and the Federal Aviation Agency (FAA) did
prise. Like
depend 103
any bureaucracy,
in large part
falls
on the
For
beyond
ability to ignore events
within this category.
though we recognized clearly ers.
not. Curiously, this should not be a sur-
order to continue to survive, both Pan
in
It
was an event
that
this reason, neither the
it
FAA
for
which we were
could happen
Am
and the
FAA
their control. Certainly, Flight
— indeed had
truly unprepared, even
happened
to other carri-
nor the carrier were prepared to deal with the next of
kin.
Although there is some controversy concerning the details of the actual bomb and how was placed on the aircraft, we are relatively certain of some details. We are certain the bomb was made of Semtex, a Czechoslovakian-made plastic explosive. The explosive probably weighed about 2.5 pounds and was detonated in what is called a "Toshiba" type device. The name derives from the fact that the explosive, along with the detonator and battery, was housed in a portable radio of the type made by Toshiba, or other companies. it
(Toshiba has never been implicated in any way in this or other similar devices.) No final announcement has been made concerning the actual trigger device. Three typical types of trigger device are common for these types of bombs: an altitude-detonated device, a timer device, and a remote control device. Although any of these is possible, the timer device is most likely for two reasons. First, it is the simplest, consistent with the checked baggage theory. Second, the aircraft was late getting off at London; had it been on schedule, a timer device bomb would have exploded over the north Atlantic, not very far from the earlier Air India wreckage. Virtually none of the wreckage would have been recovered. In all, 259 people aboard the aircraft suffered and died. Since the wreckage landed in the Scottish village of Lockerbie, there were an additional 11 casualties on the ground.
One announced
reason for the bombing was in retaliation for the Iranian Air incident, in
which the USS Vincennes shot down an Iranian Airbus
combat zone. However, no
in a
or conclusive reason for the explosion has yet been provided.
final
The President's Commission on Aviation Security (also called the Lockerbie commismade a number of recommendations. Several positive actions have resulted from this commission. The commission discovered that the FAA, like many bureaucracies, was sion)
process- rather than event-oriented, or "reactive" rather than "proactive." In the words of the
commission
findings, the
destruction of Pan
Now,
Am
FAA
had something of a checklist mentality. Prior
FAA
Flight 103,
specific actions are frequently
has also
named Vice Admiral C.
to the
security bulletins rarely required specific action.
recommended. Transportation Secretary S. Skinner USCG, as director to the newly established
E. Robbins,
Office of Intelligence and Security. Additionally, security
at all
high-risk airports has been
increased, as well as augmentation to the positive identification of the passenger baggage.
Even prior
to the
Thermo Neutron
recommendations of the commission, the
Activation
(TNA)
FAA
significant controversy about the effectiveness of this detector,
detector, also called a "sniffer,"
had begun testing the
type of devices at high risk airports. Although there it
is
known
that a
is
vapor
and x-ray would probably not have been effective
in
detecting the Flight 103 device. Curiously, one of the most eftective search methods, rec-
ommended
long before the Flight 103 incident occurred,
Unfortunately, these cost
is
increased hand searches.
more money than automated methods,
as well as taking longer.
As technologies mature in the detector areas, wc can expect to see new devices. Increases in manning at those international airports identified as "high risk" have been put in place,
54
An American Airlines 747, converted with a trapeze, a new tail assembly, anil internal stiffening for carting the space shuttles around, gained fame as "The Odd Couple." Used primarily for returning the shuttle to the launch pad, it can also support training.
Iraqi Airways has
is
among
the
most striking of markings seen on an
airliner.
The stylized birds on
color and form, are reminiscent of the old Ozark swallows, but otherwise there no similarity in the markings.
the
tail,
both
in
The new series 400, with the flying wingtip, appears somewhat larger than the older series 300, as evidenced by this aircraft on a test flight near Seattle, Washington.
KLM
Qantas, with one of the best aviation safety records in the business, uses the SP for long haul routes. Added to the basic markings arc 'Official Carrier Brisbane 1982" slickers on this aircraft, which is seen as it arrives in Honolulu, Hawaii, from Sydney, Australia.
Although not one of the early users of the 747, Air Thailand eventually came to use the aircraft for international routes out of Bangkok. Here is one of its new series 400 aircraft.
747 Braniff Place was one of the most elegant addresses available Orange" on its Honolulu routes.
that Braniff operated "Big
in
Dallas for the
many years
PeoplExpress used the 747for travel between New York (Newark) and London on what amounted to a space available basis. You could go to the airport, for a very cheap price, with a no-frills ticket to London if any seats were available.
its markings to a more stylish fin flash under the forward fuselage for each of the member countries: from front to back, Denmark, Norway, and Sweden.
Recently Scandinavian Airline Systems (SAS) changed
so that better and more detailed inspections can be completed. Additionally, the United
Nations Security Council has called for those nations that manufacture plastic explosives to
develop the technology In other areas, the
to
make
the discovery of such explosives simpler.
commission closed the idea
that
somehow government
agencies
had more information about threats than regular citizens. The commission was also able to make specific recommendations to the State Department concerning warnings to other American international flights and treatment of survivors, which was one of the consistent areas of complaint by the survivors. Of course, as already noted, the State Department and Pan Am were not prepared for the tragedy. But, to the survivors at least, it seemed neither cared. Although in a tragedy such as this, with sensitivities and understanding stretched to the limit, the
commission was
at least
able to suggest specific actions to minimize misun-
derstanding and confusion.
Rocket Attack Unfortunately, the loss of an airliner
full
of passengers due to a rocket attack
is
not
all
that
unusual either. In countries such as Rhodesia, Malawi, and Afghanistan, rocket attacks by various rebel groups, on aircraft such as the Viscount, Skyvan,
AN-24, and IL-14,
are
well-known. In many cases, rockets have been suspected but not proven. Probably the
most unique of such events was the deliberate destruction of a commercial Soviet Air Force. This occurred in the late evening of
1
airliner by the
September 1983. Unlike most
commercial airliners, this incident has strange and unusual conversaWhile tapes from another disaster might record, "Twelve degrees flaps, check." tapes from this one state "Aircraft destroyed." Where tapes from another might say; "We're going in, Larry," tapes from this case state "I am breaking off." stories involving
tions.
Korean Airlines has the distinction of being the only carrier to have had one of their 747s blasted out of the sky by a Soviet air-to-air missle. HK7445, seen here, was not the aircraft destroyed in that attack, although the two airliners looked identical save for the registration number HK7445 was, of course, destroyed in a separate accident in Seoul.
55
In spite of the visibility associated with the incident,
and
all
of the drum-beating and
known. Korean Air747 outbound from San Francisco to Seoul, Korea, disappeared passengers and crew. The aircraft, HL-7442, departed Anchorage out-
sabre-rattling afterward, for the record at least relatively few facts are lines Flight 007,
enroute, with
bound
all
a
for Seoul after an enroute stop.
aboard. Beyond this, ery of the
CVR or the
into Soviet airspace,
It
disappeared with 269 souls, passengers and crew,
known with the absolute certainty associated with the recovACR. By consensus, we know that the aircraft, after having strayed was shot down by an all-weather interceptor fighter. To this the
little is
Union agrees, although they claim that Flight 007 could not be properly identified from both the U.S. and the Soviet Union, a Su-15 intercepted the 747, also called a "bogie." The "bogie," according to Soviet Air Force, would not respond to repeated attempts to warn or halt it. Unlighted on that dark and Soviet
as an airliner. According to voice tapes
Major Kazmin carried out the Aphid AA-9 air-to-air missile. It
lonely night just off the coast of Sakalin, Soviet Air Force instructions of his immediate superiors and launched an is
believed that one or two of these missiles hit the
KAL 747,
probably on the
left
engines.
What happened next can only be speculated, as the black box was never recovered. Even so, there are many anecdotal accounts of the crash, including those allegedly from Japanese fishermen who saw the aircraft strike the water. Some seem to suggest the aircraft was
flying upside
down, with
full
power
to at least
two engines.
Several books have been written that claim to identify
son for the incident.
A Japan
One
some deep and mysterious
rea-
of the most interesting purports to demonstrate that there was a
Airlines SR version of the 747, which was siniihir lo iliis scries 246li phoioi^niphcd experienced a pressure bulkhead failure and crashed near 'l()kyo.
56
Hilyyo Narita,
massive coverup. Interestingly, the book that claims aircraft
on the cover. The book cover, rendered
Convair 990. so how accurate
this
book might be
747 may only be surmised by the reader.
to detail this has a
in rather
in
photograph of an
fuzzy detail, clearly shows a
describing a so-called coverup of a
books differ only in details as to was off course, and causes of speculation have ranged from intentional misnavigation by the crew to save gas, to a variety of mistakes. Recently, an American court found Korean airlines negligent in this case. However, all accounts agree on the basics: The aircraft was off course, penetrated Soviet airspace and was subsequently shot exactly
down
why
the aircraft
by the Soviet Air Force.
Tokyo No accident
involving a single 747 caused
more
loss of life than the disintegration of a
between Tokyo and Osaka. Involved was one of the Short Range airspecifically designed to trade number of people for range. In other words, it could
Japan Airlines craft,
In any event, the
flight
carry a lot of people, but not very
far.
This aircraft had suffered a particularly hard landing, which had damaged the tion forward of the vertical
announced (by the time the
tail.
It
rest of us
was returned
for repairs,
aft sec-
which, as Boeing
later
guessed) might not have been completely adequate.
failure, which rendered the huge was due to a bulkhead failure. This failure initially caused deterioration of the rudder control, which led to deteriorated roll control. By disengaging autopilot, the crew was able to juggle a combination of engine and wing surface controls to gain some measure of real control, although with a marked tendency to fly to the right. Basically, it appeared that they were capable of reducing the oscillations that the aircraft was experiencing and could change the heading. Gradually, as the hydraulic fluid leaked from the aircraft, the renaining flying controls became ineffective. The crew had reversed heading and were enroute back to attempt a landing at Haneda. During this time, however, the hydraulics were failing as fluid leaked from the aircraft, and sometime after they apparently lowered the flaps, they were no longer able to control the aircraft. Flying about 125 miles per hour, it crashed into the mountains south of Tokyo at about 5000 feet. There were no survivors among the passengers and crew.
Although technically the crash resulted from hydraulic
aircraft uncontrollable, the real reason
Because Japan Airlines was intimately involved
in the inspection process, this
admis-
sion had the impact of involving the Japanese in the process. Indeed, the Japanese govern-
ment did
find that Boeing,
JAL, and the Japanese Government were probably
greater or lesser extent responsible for the accident.
One
all to
result of this accident has
some been
establishment of a working group in Japan that concerns itself with the problems associated with trying to control aircraft after enroute hydraulic failures. This has included not
only recommendations for more and better and more frequent inspection and verification processes, but specific recommendations for the maintenance of aging aircraft.
Aging Aircraft The 747 does not fit the category of aging aircraft in the same sense that the 737 or 727 do. By this, I mean that there are relatively few incidents of the aircraft structurally failing, and no instances where such a failure has involved passenger or crew fatalities. As previously discussed, the 747 began as an aircraft that had notable engine problems.
57
Besides the inaugural flight already discussed, there were ure, either
due
to a
compressor stage rupture or a
fire.
many
instances of engine
fail-
After the aircraft were re-engined,
these problems diminished.
Concerning engine problems,
them have been found
to involve the
it
interesting to note that a significant
is
number
four engine. Although
some
effort
number of was made
to strengthen the pylon-to-engine structure after 1974, as a result of a specific incident
involving a British aircraft, no significant design changes resulted. either cabin wiring or
plumbing problems, or small pieces
Pieces falling off aircraft are not truly an
747 off
is it.
uncommon
More common now
sight, either,
and because the
a relatively large aircraft with a lot of pieces, not surprisingly, pieces
Particularly
common
are pieces of the wings,
are
falling off the aircraft.
sometimes
which undergo most of the
fall
stress
during normal flight operations, and the landing gear. There have been a large number of failures involving
wing
parts, typically a piece of
one of the inboard
flaps, but
from an engine pylon or elsewhere on the wing. These can be inspection
sometimes
plates that
were
not properly affixed after the inspection process, or they can be movable surfaces. 2 October 1988, a British 747
(G-BDXJ)
door missing, but large pieces
Hong Kong airport with the port relatively uncommon compared to the
did land in
like this are
problems reported through the years. The 747 became part of the aging because
it
is
On
gear flap
aircraft study
a high-use aircraft, several hulls approaching or having already passed 20
years in age.
There was a serious incident involving United Airlines Flight 811, outbound from after the hull was pressur-
Honolulu International Airport on 24 February 1989. Shortly ized, the aircraft experienced an explosive decompression.
Syria
is
the only country that has issued a stamp c()mmemoratinf> airhiic
aircraft hulls
have yet been destroyed,
revolutionary dates of recent
58
The decompression
Moslem
it
is
resulted
hij(i( kui^^s
Alihoui^li
none
of their
interesting to note that they tiatne their aircraft after specific
significance.
from a
failure of the
forward cargo door, which blew out of the aircraft and took a sizable
portion of the upper passenger deck and part of the side of the aircraft as well. Nine passengers,
still
strapped to their seats, were swept away and killed.
safely to Honolulu,
and no one else was
The
This was not the first time such a failure had been experienced on a Boeing 747. On March 1978, a Pan American Airlines flight enroute from London to New York experi-
10
enced similar problems. In pressurize the aircraft.
had
As
failed.
this case, the flight
Upon
FAA
Even
mechanism
for the cargo
December 1989.
recommendation was inadequate. Aloha 737
so, with the incident involving the
737), the 747, which
is
that they
same age
virtually the
(see
in years,
in
an aircraft like a 737. This
ther, therefore taking off
is
TAB book
One
of the recent
aircraft are
now
an aircraft like a
considerably far-
flies
spends longer
it
at
much less of a factor. But time— remains the same. impacts of this problem that we are seeing
the basic
problem— how
the airframe last for a long
ers with older aircraft are selling
are
cycle of the air-
life
that so greatly contribute to the corro-
sion and fatigue of a metal airframe are
make
inci-
No. 20618, Boeing
less a factor in
because the 747 typically
compounds
UAL
the task force micro-
and landing many fewer times, and because
higher altitude, those carbon and sulfur
in the
In the case of this particular
came under
namely landing and takeoff cycles and pollution, are
747 than
to fully
door latching required
scope. Those elements that contribute most heavily to reducing the craft,
were unable
recommendations. The particular 747 involved
dent was required to be modified prior to 30 aircraft, clearly the
crew found
returning to Chicago, they discovered that the cargo door
a result of this event, the
modifications per
to
aircraft returned
hurt.
them and buying newer
that established carri-
Many
and DC-8s.
accident summary, to see that these jets are
more frequently involved
some
cases, maintenance
Based on these problems,
is
it
it
would be a misunderstanding not
is
a contributing cause.
will not
whom
in accidents
probably due to the
be particularly surprising
than
fact that the air-
where the crew never previously landed, or
unusual landing considerations, but
of
does not take long, reading through a yearly
It
established passenger carriers. Part of the reason craft are often landing at fields
of these older
many
going to all-cargo carriers or nonscheduled passenger carriers,
flying the older 707s
in at least
is
aircraft.
fields that
have
to recognize that
to see
nonpassenger-
carrying 747s involved in future accidents, such as the Flying Tigers 747 that crashed on
approach into Singapore on 19 February 1989.
The Future With new 747s upgraded, there
just rolling off the is
no doubt
that
we
assembly
lines,
and with earlier 747s
will continue to see
them
in the
news
still
for years
being still
to
come. Additionally, with the cost of a
new 747
at
$125 million or more, and the cost of com-
much, we can expect to see all series good example of this was an Air France aircraft, which was not overhauled until 1989, after a hard landing in which it incurred substantial damage in New Delhi. Ordinarily, there is a good chance that the aircraft would have been scrapped or sold for parts. But the scarcity of jumbo jets, combined with the long wait for a new one, make it profitable to repair damaged aircraft. One of the main delays in this pletely overhauling an aircraft being about a tenth as
of 747s around for
some time
to
come.
A
case was caused by the lack of available Boeing engineers, the series
all
of
whom
were
tied
up with
400 development and production.
59
Other recent changes
in the
aircraft will
be to operate. For
when the aircraft become more expensive to maintain than a new reason, you will see more and more examples of carri-
philosophy of major carriers show that
approaches about 20 flying years, this
it
will
ers such as Japan Airlines selling their high-time airframes to cargo riers.
Considering the youth of the aircraft and the
drawing boards, we can expect
60
to see the
747
fact that
in the
news
new
and nonscheduled car-
versions are
for years to
come.
still
on the
6
In Scale BECAUSE the 747 has been around and popular for quite a while, there
a rather large
is
number of kits and decals from which to choose if you wish to model it. Identified in TABLE 6-1 by kit number, scale, and markings, are those known to me. In many cases, the same model is offered by a particular vendor in a variety of markings, and in some few cases, the same model is offered in the same or different markings by more than one vendor. The comparative rarity of each kit is indicated by a numerical rating, wherein 4 is readily available, 3 somewhat available, 2 hardly available, and 1 is scarce. Because of the large variety of kits available, the comments in the next section will be ,
limited to those kits which are, or have been, readily available, primarily in 1/200 and
1/144 scales, although several interesting models have been available in other scales.
1/200 Scale Although marketed under a variety of different brand names and without a doubt, the best 1/200 scale 747 on the market
been distributed
in several different versions,
is
in a variety
of markings,
by Hasegawa. This model has
including Pratt and Whitney engines. Rolls
Royce engines, and as series 100, 200, and 300
aircraft. In addition,
it
has been available
from Minicraft and Hobbycraft with the General Electric engines. The specific model cussed here
is
the original series 100, but
Comprising 56
parts,
easily assembled.
The only
not
is
all kits,
in
dis-
of the other versions are quite similar.
both solid and clear plastic, the
clear part for the fuselage
is
kit fits
well and
the front windscreen. In
included a two-piece clear plastic stand. In
reality, the
is
some but
"clear"
is
not
Hasegawa airliners, smoked. The rest of the parts are in reguinjection-molded medium-hard styrene, which will vary in color, depending on the
clear at lar
there
molded
all
all,
but as with most
61
Table 6-1. Boeing 747 model kits by manufacturer, scale, and markings. Rarity
Maker
is
Kit
rated from
Number
1
commonly
(very rare) to 4 (currently
Series
Scale
Markings
available).
Rarity
Academy Academy Academy
1640
100
1/288
1640
100
1/288
NASA NASA
1641
100
1/288
PAA
Advent
3402
200
1/144
TWA
Airfix
200
1/144
Qantas (Australian issue)
2
100
1/144
BOAC
3
100
1/144
Lufthansa
3
100
1/144
British Airways/ Alitalia
3
100
1/144
British
Airways
100
1/144
British
Airways
4 4
Airfix
4318 SK811 08174 08174 909174 908170 908173
100
1/144
Braniff "Big Orange"
3
Airfix
08170-2
100
1/144
BOAC
2
Airfix
08170-2 08171-5
100
1/144
British
Airfix
100
1/144
Lufthansa
Airfix
08172-8
100
1/144
Air France
Airfix
08173/1
100
1/144
Braniff "Big Orange"
Airfix
08174-4
200
1/144
Qantas
Airfix
08173-1
100
1/144
Braniff "Big Orange"
3
Airfix
unk 7553
200
1/144
E4B
3
100
1/100
TWA
1
7567
100
1/100
UAL
2
Araii
89C
100
1/288
PAA/JAL
2
Aurora
358
100
1/156
Braniff
2
Aurora
360
100
1/156
Delta
2
Aurora
360
100
1/156
Aurora
360KL
100
1/156
KLM KLM
Aurora
361
100
1/156
Braniff
2
Aurora
361
100
1/156
PAA
2
Aurora
361
100
1/156
Continental
1
Aurora
361
100
1/156
CP
Aurora
361-1
100
1/156
British
Airfix Airfix Airfix Airfix Airfix
Anmark Anmark
w/shuttle
3
w/o
3
shuttle
3 (golden globes)
Airways
2
2 2
Flying Whitehouse
(Netherlands issue)
Air
2 2 2
2 2
1
Airways
2
Aurora
362
100
1/156
United Airlines
2
Aurora
363
100
1/156
TWA
2
Aurora
379
100
1/156
Continental
2
Aurora
383
100
1/156
CP
set
100
1/380
Lufthansa
7266 253 100-B4 unk BOOl 8453
200
1/72
n/a,
100
1/380
JAL
2
4 4 4
Biencngraber Challenge
Crown Doyusha Doyusha Doyusha Entcx
62
Air
vacuum formed
100
1/100
UAL/ANA
100
1/100
Lufthansa
100
1/100
Japan Airlines
100
1/100
TWA
1
2 kit
1
1
Maker
Number
Series
Scale
Markings
Entex
8453
100
1/100
UAL
1
Entex
8496J
100
1/540
TWA
2
Entex
8496J
100
1/540
PAA
2
Entex
8560
100
1/144
Flying Tigers/UAL
2
Fuji
071
100
1/540
ANA
1
Fuiji
072
100
1/540
JAL
Fl
100
1/400
ANA
Fuyimi
Kit
Rarity
1
.2
General Mills
n/a
100
1/273
PAA
Ikko
251
100
1/240
Ikko
261
100
1/240
NWO w/motor NWO w/o motor
13
100
1/288
Pan American
14
100
1/288
Japan Airlines
3
DOOl D002 D003
100
1/200
Japan Airlines
KSN/Midori KSN/Midori Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa Hasegawa
1
3 3 3
100
1/200
Pan American
4 4
200 200
1/200
Air France
4
1/200
Lufthansa
4
200
1/200
Singapore
200
1/200
South African Airways
200 300
1/200
All
1/200
Singapore (Bip Top)
200 200
1/200
Qantas
1/200
United Air Lines
4 4 4 4 4 4 4 4 4
D004 D005 D006 D007 D008 D009 DOlO DOll D012
300
1/200
KLM
200
1/200
Pan American
1131
100
1/200
Air Canada
Heller
L.037
100
1/450
Air France
2
Heller
L.037
100
1/450
KLM
2
Heller
037
100
1/450
Air France
Heller
80037
100
1/450
KLM
4 4
Heller
L.856
100
1/125
Air France
Heller
L.856
100
1/125
KLM
Heller
L.856
100
1/125
Swissair
2
Heller
L.856 L.856
100
1/125
Air France/Swissair
1
Heller
100
1/125
Air France/Qantas
1
Heller
459
100
1/125
Air France/SAS
3
Heller
463 468 470 856 80459
Heller Heller Heller Heller
Nippon Airways
(Dutch issue)
100
1/125
KLM
100
1/125
Swissair
(Dutch issue)
2 1
1
4 2
100
1/125
Air France
100
1/125
Air France/Swissair
1
100
1/125
Air France
4
1131
100
1/200
Air Canada
AP037
200
1/200
Northwest Orient
4 4
IKKO IKKO
251 261
100
1/240
Northwest Orient
1
100
1/240
Northwest Orient
1
Kawai
KJP05
100
1/1040
JAL
1
Hobbycraft Idea
63
Number
Scale
Markings
100
1/1040
100
1/150
PA A JAL
2
100
1/150
JAL/Lufthansa
2
100
1/288
14
100
1/288
PA A/TAP JAL
747
100
1/288
PAA
200 unk unk unk RO-8037
100
1/288
JAL
1
200 200 200
1/300
Korean Air Lines
2
1/300
JAL
2
1/300
Singapore Airlines
2
100
1/450
Air France/KLM
4
Minicraft
1170
100
1/200
Pan American
3
Monogram
5412
100
1/156
1-4751
100
1/144
PAA PAA
3
1-4752
Maker
Kit
Kawai
KOGA KOGA KSN/Midori KSN/Midori KSN/Midori KSN/Midori Landex Landex Landex Lodela
KJP06 KO-35 KO-81 13
Series
Rarity 1
1
1 1
3
MPC MPC MPC MPC
100
1/144
UAL
3
1-4753
100
1/144
3
2-3300
100
1/144
TWA AA
Nitto
159
100
1/144
JAL
2
Nitto
200
100
1/144
PAA
2
Nitto
301
100
1/540
Pan American
2
Nitto
311
100
1/200
JAL
2
Nitto
340 700 723 732 754 OT-2-32 OT-2-33 OT-2-34 OT-2-35 OT-2-36 OT-2-37 0171 0175 0176 3402 3402 4205 4208 4223 4228 4248 4507 4513 4513
1
Nitto Nitto Nitto Nitto
Otaki Otaki Otaki Otaki Otaki Otaki Revel! (Ger)
Revell (Ger) Revell (Ger)
Revell(US) Revell (Eur)
Revell (Ger) Revell (Ger) Revel! (Ger) Revel! (Ger) Revel! (Ger) Rcvc!! (Ger) Revel! (Spn) Rcvc!!
64
(Mxc)
3
100
1/100
JAL/Lufthansa
200
1/100
ANA
1
100
1/390
JAL
2
100
1/144 1/200
ANA ANA
2
100
200 200 200
1/350
PAA
1/350
JAL
1/350
Alitalia
2 2 2
200
1/350
Lufthansa
2
200 200
1/350
KLM
2
1/350
Singapore
2
100
1/144
KLM
1
100
1/144
Lufthansa (cutaway)
1
100
1/144
Lufthansa
1
100
1/144
TWA
2
100
1/144
TWA/Swissair
100
1/144
SAS
2
100
1/144
Swissair
100
1/144
KLM
100
1/144
Lufthansa
100
1/288
NASA
100
1/144
Sabena/Lufthansa
4 4 4 4 4
100
1/144
Iberia (cutaway)
1
100
1/144
Acrolineas Argentinas
2
2
(golden globes)
w/shuttle
2
Maker (Mxc) Revell (Mxc) Revell (Ger) Revell (Ger)
Revell (Ger)
(UK)
Revell (Jap) Revell
(Mxc)
Revell (Ntl)
Revell (Ger) Revell (Sws) Revell (Jap)
Revell (Jap) Revell
(Mxc)
Revell
(UK)
Rarity
Series
Scale
Markings
100
1/144
100
1/144
TWA TWA
100
1/144
Flying Tigers
1
100
1/144
SAS
2
100
1/144
KLM
2
100
1/144
Lufthansa (cutaway)
2
100
1/144
Lufthansa (cutaway)
2
100
1/144
Lufthansa
2
100
1/144
Lufthansa
3
100
1/144
Lufthansa/Sabena
1
100
1/144
Lufthansa
2
100
1/144
Lufthansa/Swissair
1
100
1/144
Lufthansa
3 1
H-136 H-136 H-138 H-171 H-171 H-175 H-175 H-175 H-175 H-176 H-176 H-176 H-176 H-176 H-176 H-177
Revell (US)
Revell
Revell
Number
Kit
(golden globes)
2
(golden globes)
2
100
1/144
ANA
100
1/144
Aerolineas Argentinas
1
100
1/144
British/SAS (cutaway)
2
2
UAL
100
1/144
UAL
RH-4223 RH-4513
100
1/144
KLM
100
1/144
Aerolineas Argentinas
4
100
1/144
NASA
3
Revell (US)
unk unk
100
1/144
E4B
3
Starfix
201
100
1/293
ElAl
2
34
100
1/150
Boeing
1
35
100
1/150
Japan Airlines
1
81
100
1/288
Japan Airlines
2
6101
100
1/144
Braniff
2
Revell (US)
(Mxc) Revell (Mxc) Revell
Revell (US)
Toho Toho Toho USAirfix
(cutaway)
4
w/ Atlantis
Conversions
AA/ATP
747SUD
300
1/144
Resin upper deck (Revell
Airtec
n/a
1/144
expanded foam (Revell
A. Hess
n/a
SP SP SP
1/144
filled resin (Revell kit)
1/200
injection
SQ-22
Sasquatch
particular kit. In general, the ftiselage
and engines are light, they take
This
light gray.
tail
assembly are white
1
1
4
kit)
plastic,
while the wings
Although other colors are possible, since they are
an airliner finish
kit, like
and
(Hasegawa
4
kit)
kit)
all fairly
easily.
others in this "Loveliner" 1/200 series, provides a
number of engineer-
ing innovations that are intended to simplify assembly.
One
windscreen
completed. However, the
bit tight,
and
away from
The
is
to
if
be added
you add
it
to the
model
after painting,
after
assembly
is
you might want
of them
to either
is
that the cockpit
mask or scrape
fit is
the inner part of the assembly, as otherwise the windscreen will probably not
fuselage
ward. Little putty
is
is
made
of two parts, split
required, which
is
down
the center,
and assembly
is
a
the paint fit.
straightfor-
good, because with the external antennas molded
65
sand the model if any putty is used. One of the interesting innovaHasegawa for this model is a fuselage former, which doubles as a nose weight holder. There is no interior detail, although in this scale and through the smoked plastic, none would be visible anyway. Assembly of the wings and engines is also straightforward, with the wings being represented in three parts, one lower and two upper halves; the engines are in two separate parts, with front nacelles pieces including the fans. The engine fan assembly has a ridge around the circumference due to the molding process. The appearance of the model will in place,
is
it
difficult to
tions presented by
be improved
if this is
sanded and polished off before painting. In another of the engineer-
Hasegawa has presented the landing gear doors as part of the gear assemAlthough this leaves the doors way out of scale, on a model of this size the result
ing innovations,
bly is
itself.
not unsatisfactory, and the ease of assembly and painting
Through
the
life
of this model,
it
is
great.
has been issued with an extended upper deck and
other engines besides the original Pratt and Whitney versions, but bly stays the same.
One
the model.
The landing gear
is
all
of the basic assem-
overscale but quite sturdy, and will easily support
of the shortcomings of molding the landing gear in this manner
is
that
it
almost forces the builder to model the plane with the gear down, unless new doors are fashioned. In overall outline
out very well.
deep
in the front,
Converted
and presentation, the model looks very much
like a
of the most prominent features, the front windscreen,
747, and scales is
somewhat too
causing the overall outline to appear more droop-nosed than
it
should.
an SP before the availability (jj the Sasquatch conversion kit, which makes the photo shows the very fine detail on the Hasegawa 1/200 scale kit.
to
easier, this
66
One
entire
job a
lot
and painting the correct outline, or by comwindows and using decals. If you take this latter route, be sure to of plastic in behind the cabin windows before you fill them with putty, or you that the putty will come out of at least some of the windows during the course
You might wish
to correct this by puttying
pletely filling in all of the
glue a strip
can be sure
of finishing the model.
Decals for contain
all
all
of the Japanese versions are excellent; they are thin, adhere well, and
of the necessary fuselage door and
window
Other versions are not as
outlines.
good; although the Minicraft version has decals made by Scalemaster, they are not as complete as the
Japanese versions
in
terms of exit markings and choice of registrations.
1/144 Scale Several different 1/144 scale models have been marketed, and
most
common
I
will only discuss the three
ones here.
Nitto. Considering the excellence of their 1/100 scale model, Nitto's 1/144 scale
model
is terrible.
Entex variously
The model
overall attention to detail
series 100 with the
87 parts, molded plastic wheels.
is
also probably the
1/150 and 1/144 scales.
at
It
same one marketed by both Toho and
actually scales at closer to 1/150,
three-window upper deck and General Electric engines.
in clear
Some
and the
and the outline are simply abysmal. This model represents the and white
versions also
plastic,
come with
with some versions of the
kit
It
comprises
having black
a separate clear plastic two-piece stand for
supporting the model while in "flight," either with the gear up or down.
Although
it
might seem that the model has a
parts, including four landing lights,
lot
of parts, a
full
27 of them are clear
one front windscreen, and a variety of cabin window
Possibly the worsl model of the 747 ever made, the 1/144 Nitto kit only vaguely resembles the actual 747, and engine areas. The kit decals, although thick, can be used.
particularly around the nose
67
parts.
Of the remaining
parts,
28 of them are wheels and
are engine parts, four for each of four engines. filling
and sanding needed
The
fit
gear, eight are gear doors,
of the parts
is
and 16
not very good, with
almost every joint, except where the landing gear glues to the
at
gear well. In overall outline, the fuselage
attempt
is
to
is
vided, and the outline of the cockpit
resemble an
truly astounding in
inaccuracy. Although the
its
model the early three-window upper version, there
ATL
is
so inaccurate as to
98 than any 747! Although there
ings available for this model, including
from other
some
made
Airfix. For
continued to produce
reason, Airfix also
it
is
made
the
than the Nitto
it
is
not a 747 to seek out.
it
is
a good seller In addition to the
available through USAirfix
MPC. The model
and
is
a total of 126 parts, usually
although some kits were marketed in light gray. those marketed in the
UK, came
Although there are 35 clear the only clear part that set
ing innovation, tool,
model.
If,
and
which it
is
is
rep-
considerably bet-
and white kit,
plastic,
particularly
with a two-piece black plastic Airfix model stand.
must be used,
is
in clear
versions of the
windows and the front windThe front windscreen, which is
parts, including all of the cabin
is
particularly thick
much too deeply toward the rear of the aircraft. From an engineering point of view, as a model,
punch
molded
Some
of them are thick and unclear in appearance.
all
it
Airfix having achieved at least an approximation of the correct
kit,
fuselage outline. There
screen,
bulge pro-
a pretty bad model of the 747, and has
resents the series 100 with the three-window upper deck. Certainly ter
satellite
model more closely
a wide variety of decals and mark-
kits,
through the years. Presumably
Airfix label, the kit has been
no
is
make
present on
all
and incorrectly rendered, being
this kit actually
has only one interest-
Airfix airliner models. This innovation
used to punch out the cheat line decal after
it
is
called a
has been applied to the
however, you later craft your windows with Krystal Kleer or some similar white
Seen with Mi( ro Scale decals, this Airfix model shows the problems associated with the engine nacelles and the fuselage outline of this 1/144 scale kit. With effort, it can he made acceptable.
68
glue, you will probably find parts of the decal floating in your clear
around
this is to paint the decal residue into the
some
thinner or
window
windows. One way
outline using Pactra
Aero Gloss
similar solvent.
The most obvious problem with this model is in the engine nacelle area. Although is made up of four parts in a more-or-less conventional form, they look terrible. Perhaps the engines were modeled with the thrust reversers deployed, or perhaps the Airfix engineers attempted something unusual with the engines. They are molded with left and right halves, with front nacelles and afterbodies, and are made to resemble the early Pratt and Whitney fans. Each left and right half includes the engine pylons, which are the same for all four engines. They are also grossly incorrect for all four engines and should be modified. The engine front part, which includes an integrally molded fan, also each assembly
has a spurious groove completely around the circumference of the engine. This must be filled
and sanded smooth, making a uniform metal finish on the nacelle even more
cult than
diffi-
might be expected. In summary, the engines and pylons are incorrect and will
require significant filling, reshaping, and sanding of each to achieve anything that looks
even approximately correct.
Many
of the remaining parts are simply detail pieces, and most do very
the appearance of the
example,
1
1
model because
the original detail
separate parts are provided for
some of
on the model
is
little to
add
to
so vague. For
the cabin and cargo doors. Because
nowhere on the model is the fit particularly good, you can expect to spend a significant amount of time filling, filing, and sanding all of the joints, including the cargo doors, which are especially accurate. The same
is
true for the wing-to-fuselage joints, the tail-to-
fuselage joints, the engine pylons, the engines, and for
an interior bulkhead to the
fit.
without
On
fitted,
the contrary,
itself
presumably
it
is
all
of the cabin doors. There
deformation and
to prevent fuselage
and
slightly oversized,
will have to
be
filed
also
is
to contribute
down
used
to be
warping the fuselage! The flap tracks are provided as individual parts for
each wing, and although
in the
most general sense they resemble the
real thing, the
fit is
so bad that you will need to spend a lot of time worrying with them before gluing them to the wing. Similarly, the wing-to-fuselage joint, size for a
model about half the
which
is
supported by a plastic tab of adequate
need work. The wings will
size of this one, will
fit
the
fuselage at a variety of angles and posifions, with a muhitude of possibilities for wing mis-
alignment. As with
down and
gear
ment of all of the poor
fit
all
sitting
of these 747 models,
on the ground, you
This
kit is
want
to
relevant parts so that the wheels will
of the Airfix model, and the
extra time to get
you are going
if
will
it
to position the
model with the
be careful to achieve proper alignall
ill-fitted slots, this
touch the surface. Thanks to the
job
is
almost impossible, so plan
right.
most often presented
other colors. Because the plastic
and you might want
to
possible to get a fairly
is
in soft
white plastic, although
relatively soft,
it
consider primer. However, because
good
airliner finish
on
is
it is
light in color, at least
Europe, and Revell
is
of aftermarket decals available.
the best 1/144 scale
747 on the market. In
addition to the various versions marketed by Revell Germany, Revell Brazil, Revell ico, Revell Japan, Revell
it
the Airfix kit are generally usable, al-
in this section, there is a variety
Revell. Without doubt, the Revell kit
has also been seen in
it.
The decals provided with most versions of though, as discussed later
it
does not take a very good metal finish
USA,
this kit
Mex-
has also been marketed by
69
Advent.
It
has been produced as a variety of versions in the series 100 and 200, with both
the three-upper-cabin- window and the ten upper-cabin- window-arrangements. prises 72 total parts, including one clear front windscreen. atively hard white plastic. easily.
There
is
As
a result, the
The remaining
model takes any metal or painted
also a white plastic four-piece stand. If the stand
the
usual,
if
sits
model
is
to
be displayed on
its
com-
airliner finish
not used, there
is
optional support for the rear of the fuselage to hold the model properly on
plane
It
parts are in rel-
its
an
is
As
gear.
gear, take care to align everything so the air-
properly on the wheels.
Twenty of the
parts are for the engine nacelles, including the pylons; another
The
are associated with the landing gear, including 18 wheels.
adequate, with a
bit
of
filler
overall
and sanding needed on most of the main
the upper fuselage joint near the upper cabin.
The windows
fit
27 parts
of the parts
is
joints, particularly
are drilled out, and although
windows, some of the decal films have clear portions for the windows on the cheat lines. You will probably not want to use any of these, instead punching out the decal and using Krystal Kleer or the like, because the clear decals are not there are no clear parts for the
very clear, nor are they very strong.
The engines right nacelle
are
made up
of the
left
and right halves, with the fan
and pylon halves. The center portion of the nacelle
portion of the engine, which although not correct, can be care.
The landing gear
is
Without douhl
,
the Rcvcll
70
same
kil i\
and
and
left
and
as the outer
to look acceptable with it
may be
posi-
configuration.
and detail. It also comes model was completed with Revell of Germany kit decals. The
llw best 1/144 s<(iU' kit (ivdildhle in terms oj scale
with a wide variety of very usable decals. Ihis
cheat lines were painted
in front,
the
rudimentary, but strong enough for the model;
down
tioned in either an up or
made
is
the
windows filled
in with
Krystal Kleer.
The
overall shape
and appearance of the model
scales out very close to 1/144 scale in
all
model are complete and
sions of the
is
quite acceptable
and the model
dimensions. The decals provided with most ver-
thin
enough
be easily usable, although some of
to
those from the South American countries have a slightly yellowish film, which looks bad
on a white crown. There
a great variety of decals available from other sources, as dis-
is
cussed below.
1/156 Scale The Aurora
can be used
model
you are interested
in modeling "box scale" because it dates from the days when models were scaled to fit the size of the production box and not to any set scale associated with model collecting. This is probably the first model of the 747 that was widely available, and although the molds were later cleaned up and the model reiskit
to build a
one of the early "box scale"
airliners.
in this scale, if
This model
is
called
sued by Monogram, basically no improvement took place throughout the mold's only changes were in the decals and the box It is
made up
of 63 total parts, although
some
kits also
plastic stand. Also, there is a clear part for the front
makes up 62
parts,
pretty hard, so
it
is
The
came with
a two-piece clear
windscreen. The solid plastic, which
usually light colored (stark white through light cream to gray) and
will easily take a metal finish.
no clear parts are provided. The usually at least
life.
art.
some
fit
flash present
The cabin windows
is
are hollowed out, but
of the parts is typical of an early model, and there is on most of the pieces. In addition, the seams may be
somewhat uneven. The fuselage is two major parts, left and right half, including the vertical tail. The engines are made up of four parts, left and right halves, including the pylons. The pylons are the same for both the inboard and outboard engines, which is incorrect, and you will want to correct this problem with scrap plastic. The engines themselves are only generally like the
GE
engines on the early production aircraft, and both the nacelles and the after-
bodies are pretty rough. The the model.
The model
will
rather rudimentary gear.
fit
of the wing-fuselage joint
want a
With
important to get the model to
sit
lot
all
is
of weight in the nose
747
which have
kits,
correctly
on the
worse than most of the if
you are going
to sit
rest
of
on
its
it
five landing gear, alignment is
gear, but with the
Aurora offering,
this is
especially critical.
Decals are a problem, insofar as the only 1/156 scale decals available are from the original kits.
Although the original decals were
in
some cases
fairly
good,
in
many
other
cases they were pretty bad, and by now, typically useless. In any event, the original decals for
most models provided only the most basic of the markings, including the logo and a
cheat line. Actually, however, the model scales out with the fuselage closer to 1/156 and the
wing and
tail
assembly
larger,
about 1/150. This makes the model pretty close to
1/144 overall, and you could probably get by using
marking choices, save
for the
door and
exit
1/144 scale decals for
many
markings.
1/125 Scale The
basic Heller
kit,
which
is
also used as the basis for several other 1/125 scale models,
can be used to make a satisfactory model itself is
made
in
made up
in this relatively
uncommon
scale.
The model
of 139 parts, including 30 clear parts and 109 solid parts. Those models
France are usually
in a
medium-soft
light gray plastic,
which makes
it
relatively
71
easy to put the aircraft livery on, but relatively difficult for a good metal finish.
might help to get a uniform metal finish on
this
type of plastic. Although the
A
primer accept-
fit is
able throughout the model, the thick and slightly misaligned trailing edges and oversized parts are a persistent problem. Virtually every seam, except for the leading edges of the flying surfaces, will probably need at least a
little
putty and sanding, unless you received
an unusually good press job. With time and patience, however, the overall outline and appearance of the finished product detail included
is
details are
engraved
prominent surfaces of the fuselage are provided as raised
Many
make up
of the parts
There are a
and only the most
lines,
lines.
main and wing landing gear assemblies. least a main gear strut and four wheels, as
the details of the
of four, each of which has at
total
amount of
quite acceptable, particularly given the
on the model. Control surface
Of all the models one probably has the most detailed landing gear assemblies. Additionally,
well as several ancillary tubes and reinforcement struts or side stays. available, this for the
main gear there
is
an additional square part
which makes the
at the top,
entire
assembly stronger.
Other engineering innovations do not necessarily make the job annoying
the fact that the fuselage itself
is
is
made up of
easier.
Probably most
four parts, split vertically
down
the center in the conventional fashion, but split horizontally across the vertical axis at
about the center trailing forward flap location. Although this technique somewhat reduces the possibility of fuselage warpage,
in general, is not
an easy assembly
more
creates
it
increases the possibility of misalignment.
It is
to achieve.
notched I
need
joints that at the
to
window
cabin
recommend assembling
be
filled
and
location, and,
the entire fuselage
two major subassemblies. There are separate wheel well assemblies for both the main and nose gear, so be sure to get them before you glue the
at
once, rather than trying to do
fuselage parts together.
model on
its
lization if
It
it
as
will take a considerable
gear, although a clear strut
you prefer
The engines
are
is
amount of weight
nacelles,
is
front
is,
windscreen
is
made
some of
keep the
The engine
in fact, the
separate, but unlike
their other airliners.
sits
itself
between the
corresponding part for the
on the finished model,
to look acceptable.
many of the
include the upper part of the fuselage. Although the as difficult as
fan.
neither accurate nor particularly pleasing
but with careful fitting and painting can be
The
to
which include the engine assembly
parts each,
and the sidewall of the engine assembly
engine nacelle. This
nose
method.
that
made up of five
and right halves), the engine nacelle (same), and the
(left
in the
provided to glue to the lower fuselage for stabi-
fit is
Heller airliners,
it
does not
not exceptionally good,
it
is
not
Decals are a problem, unless you want to use
one of the usually French schemes which come with the model. There are very few 1/125 decals, so for something different, your best bet
another
kit
would be
to adapt
and use decals from
or source.
1/100 Scale The
Nitto kit, which
was
available in United Airlines (current colors) markings,
100 version with the three-window upper deck and General Electric engines.
been marketed by Otaki and Doyusha
in
black medium-hard plastic. There
a total of
front
various other markings.
402
It is
parts, including
molded
in
39 clear
a series
has also
white and parts.
The
windscreen comprises three separate parts, with side pieces for each pair of side
windows and one stand, which
72
is
is It
part for the
is fitted
main
front center piece.
There
is
a four-piece black plastic
with two upper portions to allow for adequate support for the model.
windows
All of the
are drilled out and there are clear parts for
of them, including the
all
upper deck, which has a separate piece for each window. There
is
a rudimentary upper
cabin area, including a flight deck with an instrument panel decal and a rear lounge area.
Each of the main landing gear assemblies, including
model comes with four
separate parts, and the position.
The
the wheels,
sets of
chocks
made up
is
of 24 or
to display in the
more
gear-down
instruction sheet contains several detailed drawings
parts with each of the assembly sections. Engines,
and photos of the real which represent the early Pratt and
Whitney JT9D turbofans, are made up of 12 parts each.
The
fit
of the parts throughout the model
is
good, with
little
and sanding
filing
needed, except for the wing root joints. The overall model has an excellent appearance
when
finally finished.
The decals provided with
and generally well registered.
thin
the
model are more than adequate, being
If you are considering a different livery for the model,
because of the size, decals might be a
bit
of a problem. But given the size, you might give
serious consideration to painting the livery directly onto the model. All in
all, this is
a
very pleasing model, although not very small.
Conversions
Two
conversion kits have been available for the 747. Both of these will allow you to con-
vert the
model
to
with the Revell
an SP (Special Performance) version. Both were made primarily
The Micro West version was made of expanded foam, with lage, including the vertical
and two horizontal
tail,
work
three parts: an entire fuse-
These
parts.
tail
fit
Revell wings and landing gear. Because the entire fuselage
is
hollow out a section
same time
nose for the nose gear, and
in the
the nose can be weighted
up
to
insofar as the parts are compatible.
kit,
if
so desired.
It is
at the
one piece,
nicely with the is
it
rout
it
easiest to
out so that
easiest to put small lead weights such as
BBs
and then cover them with epoxy or alpha cycronacalate glue. Because the solid, it would be fairly difficult to make the model with the windows drilled
in the hole,
fuselage
is
way
out. Therefore, the easiest
complete it is with a window decal, available from third The model comes with Pan Am SP decals, and includes a
to
party vendors, discussed below. front windscreen.
The Alan Hess conversion better surface detail
and
is
is
made
the fuselage (including the vertical together.
of hand-poured filled resin.
The thickness of
the resin
tail) is
of the two horizontal
made
tail
parts,
made of two
warpage
which
fit
in the
and doing so would prove
to
As with
the
much
That
is,
injection-molded
easily into the fuselage. Again, this kit
difficult.
so these will have to be obtained from other sources. Side
kit,
No
it
fits
the
is
very nicely with the
windows are not drilled come with the model,
decals
window
decals are readily avail-
able from the sources already mentioned, but the front windscreen will have to
some
has
model. The remaining parts con-
Micro West
be extremely
it
kits.
which must be glued
parts,
especially to go with the Revell model, and as a result
Revell wings, engines, and gear. out,
is
fairly heavy, a lot heavier than
plastic, but as a result, there is very little sist
As such,
presented in a manner similar to injection-molded
come from
other source, or hand-painted.
Decals Besides the decals that
come
variety of separate decals
is
in the various kits,
available
some of which
are very good, a wide
from decal vendors such as Runway 30,
Jet Set Sys-
73
Micro-Scale (now Super Decal), and ATP, Inc. These
terns (including related vendors),
make different versions. Runway 30 offered 1/144 scale sheets for El Al (4x-AXA), an Iraqi aircraft (YIAGN), and a South African Airlines aircraft (ZS-SAN). These decals typically do not
decals are
all
good and
offer an opportunity to
have the complete cheat
African sheet,
it
is
Jet Set offered
line,
much
and although an orange
South
1/144 scale sheets for Braniff International (N9666), Trans Mediterra-
nean of Lebanon (OD-AGC), and
new Air France
stripe is provided with the
too fluorescent to be of any use.
sheets,
UTA
(F-BTDG).
which can be made
to
fit
Calcomanias Barabazon did a nice sheet
In addition, they offer a variety of the
several of the various scaled for the
747 models.
current Avianca markings for
HK-1716andHK-2300. ATP,
Inc. offers 1/144 scale sheets for
121 series, and
N532PA and N540PA,
for all of the aircraft are included
Pan
Am,
including
N747PA and N657PA,
both
both of which are SP21 aircraft. The clipper names
on the decal
sheet. In addition, a very nice
Transamerica
N743TV, complete with all cheat lines is provided. ATP, Inc. also has both cabin windows and front windscreens for 747 aircraft available in 1/144 scale. sheet, for
Micro Scale had available four sheets in 1/144 scale. These sheets included one for (N601US), JAL (JA8102) and Air Canada (CF-TOA), all 100 series; one for UAL
NWO
(N4718U),
TWA
PAA
(N747PA), and Condor (D-ABYF), both 100 and 200
series;
and one
for
Air India (VT-EBE)
This A. Hess conversion
kit
in the original delivery
was made using Revel I
ing gear Decals are adapted from the
74
series;
one for
(N5311), Singapore Airlines (9V-SIB), and Qantas (VH-EBA), both 100 and 200
Runway 30
kit
markings.
None of these
parts for the wings, horizontal
set for the series 200.
tail,
engines and land-
came with cheat window outlines.
sheets style
lines except for the Air India aircraft,
which included the Hindu
Additionally, decals for cabin doors are available in both 1/144
these vendors. With
new
versions of the 747 going into production,
and 1/200 scale from
new
decals and mark-
ings are sure to follow.
Among There
an "out-of-the-box" kit, is applying different decals on the model. a wide variety of decals available for the big Boeing jet. The decals applied to this Revell model
the easiest of conversions for
is
came from
,
Jet Set Systems.
75
Appendix Boeing 747 Fleet Listings Boeing 747 Fleet
s/n
19637
19638 19639
19640
19641
19642
Listing
dd
remarks
reg
carrier
N731PA N731PA N731PA
Pan American Eastern Airlines
1/3/71
leased
Pan American
4/29/71
Clipper Bostonian
9Q-ARW
Zaire Aero Services
4/20/80
N731PA N732PA N747PA N747QC N747PA N733PA N733PA N733PA N734PA N735PA N735PA N735PA N735PA N735PA
Pan American Pan American Pan American
series
121
ff
5/10/68
7/11/70
Clipper Bostonian
1980
Clipper Bostonian
121
7/10/69
7/13/70
Clipper Storm King
121
4/11/69
10/3/70
Clipper America
Mont Hoyo
Air Zaire
11/21/73
leased,
Pan American Pan American
3/31/75
Clipper America
12/13/69
Clipper Constitution
G.E.CreditCorp Pan American Pan American Pan American
121
10/24/69
6/81 6/81
leased, Clipper Constitution
121
10/31/69
12/19/69
Clipper Flying Cloud
121
12/22/69
1/9/70
Clipper
Eastern Airlines
1/29/70
leased Clipper
Young America
Pan American
4/30/72
G.E. Credit Corp
6/81
Pan American
6/81
leased
Young America w/o 5/27/77 Tenerife
Young America
Clipper
19643
N736PA
Pan American
121
12/24/69
1/20/70
19644
N737PA N737PA N737PA N737PA
Pan American
121
1/9/70
1/21/70
Clipper
Red Jacket
2/1/70
leased Clipper
Red Jacket
Clipper Victor
Eastern Airlines
Pan American
5/5/72
G.E. Credit Corp
6/81
77
sh 19645
19646 19647
19648
19649
19650
19651
reg
carrier
N737PA N738PA N738PA N738PA
Pan American Pan American
N739PA N740PA N740PA N740PA N740PA N740PA N741PA N741PA N741PA N742PA N742PA N742PA N743PA N743PA N743PA N744PA N744PA N744PA
series
tf
121
1/19/70
dd
remarte
Red Jackal
6/81
leased, Clipper
2/5/70
Clipper Defender
G.E. Credit Corp
6/81
Pan American
6/81
leased w/o 10/1 8/83 Karachi Clipper Defender
Pan American Pan American American Airlines Pan American G.E. Credit Corp Pan American Pan American G.E. Credit Corp Pan American Pan American G.E. Credit Corp Pan American Pan American American Airlines Pan American Pan American G.E. Credit Corp Pan American
121
1/25/70
2/1 5/70
Clipper t^oming Ligtit
121
1/31/70
2/24/70
Clipper Revival
2/25/70
leased
5/14/71
Clipper Revival
6/81
121
2/1 3/70
6/81
leased, Clipper Revival
2/28/70
Clipper Kit Carson
6/81
121
23/18/70
6/81
leased, Clipper Kit Carson
3/2/70
Clipper
Rainbow
6/81
121
3/15/70
6/81
leased, Clipper
3/28/70
Clipper Derby
Rainbow
2/29/70
121
3/12/70
10/1/70
Clipper Derby
3/21/70
Clipper Star of the Union
6/81 6/81
leased Clipper Star of the Union
19652 19653 19654 19655
19656
N748PA N749PA M750PA N751PA N751PA N751PA N752PA
Pan Pan Pan Pan
Pan American
121
4/22/70
5/2/70
N753PA N753PA N754PA N755PA N770PA N771PA N771PA
Pan American
121
4/15/70
4/29/70
American American American American Evergreen International
121
3/21/70
3/31/70
Clipper Hornet
121
3/29/70 4/12^^0 4/10/70
4/10/70
Clipper Intrepid
4/26/70 4/24/70
Clipper Rambler Clipper Midnight Sun
121 121
1989 1989
Orion Air
leased w/o 9/6/70 Cairo Clipper Fortune
19657
19658 19659 19660 19961
19667
19669
78
Pan Pan Pan Pan
American American american American
West Wind
Ocean Rover
121
5/2/70
5/26/70
Clipper
121
5/8/70
5/31/70
Clipper Soverign of theSkies
121
5/7/70
5/31/70
Clipper Great Republic
121
9/15/70
10/4/70
Clipper Donald McKay
3/30/75
converted
121F/SC
Flying Tigers
N93101
Trans World Airlines Imp Iranian AF (IIAF)
131
IIAF
131F
2/83
5-8101
Iranian Air Force
EP-NHJ N93102
Trans World
5-282
Imp
5-8106 5-8106
IIAF
7/13/69
8/18/70 3/14/75 7/7/75
converted
2/78
1984
Iran Air
Iranian
Clipper
1989
N819FT 5-280 5-8101
19668
Evergreen International Pan American
Airlines
131
12/7/69
AF
12/31/69 11/14/75
131F
11/14/75
2/78
Iranian Air Force
EP-NHD
Iran Air
N93103
Trans World
5-287
IIAF
12/12/75
5-8108 5-8108
IIAF
12/12/75
Iranian Air Force
2/78
EP-NHK
Iran Air
4/83
4/83 Airlines
131
12/5/69
12/31/69
convened
1
SAI
19670 19671
19672 19673 19674 19675 19676 19677
reg
N93104 N93105 N93106 N93107 N93108 N93019 N53110 N531 1
carrier
Trans World
series
dd
Airlines
131
Trans World
Airlines
131
3/9/70
Trans World Trans World Trans World Trans World Trans World Trans World
Airlines
131
4/3/70
Airlines
131
4/29/70
Airlines
131
5/5/70
Airlines
131
5/23/70
Airlines
131
8/10/70
Airlines
131
9/26/70
5-283 5-8104
IIAF
N53112
Trans World
remarks
2/20/70
10/15/75
IIAF
131F
10/15/75
131
10/4/70
131F
8/75
converted
w/o 5/9/76 Madrid, Spain
19678
19725 19726
19727 19729
19730
5-281
IIAF
5-8102 5-8102
IIAF
3/15/75
lAF
EP-NHT
Iran Air
Japan Air Lines Japan Air Lines Japan Asia Japan Air Lines Japan Asia
146 146
4/22/70
146
6/27/70
Alitalia
143
5/13/70
JA8102 JA8102 JA8103 JA8103 l-DEMA
converted
2/78
JA8101
6/84 5/28/70
12/82 11/82 Niel Armstrong
N355AS N355AS N355AS N355AS N355AS N603PE N355AS
Boeing Hawaii Express Boeing Metro International Boeing People Express Boeing
N17010 N1796B
Continental
l-DEME l-DEME l-DEME
Alitalia
7/1/70
Arluro Ferrarin
Aer Lingus
9/26/76
leased
Alitalia
10/17/76
Boeing
9/17/81
SAS
7/26/82
Scanair
7/26/82
leased sub-leased
N356AS N356AS N356AS N356AS N356AS N356AS N356AS N356AS N356AS N356AS N356AS N356AS N356AS N606PE N356AS 19731
Airlines
Boeing
11/3/81
8/12/82
leased
5/13/83 6/8/83
leased
10/18/83 6/27/84
leased
1986 1988 143
Icelandair
9/9/82
sub-leased
Air Algerie
9/9/82
sub-leased
Icelandair
10/25/82
Scanair
10/25/82
SAS
1982
Boeing Overseas National Boeing
7/29/83
Pakistan International
1984
leased
Boeing People Express Boeing
10/3/84
WFU
N17011
Continental
l-DEMO N357AS N357AS N357AS N604PE N604PE
Alitalia
Boeing Cargolux Boeing People Express Boeing
12/9/82
leased
10/24/83
6/1 7/85
1986 1988
243B
3/9/71
Francesco de Piredo
12/10/81
8/17/83
leased
10/28/83 6/6/84
leased
3/86
79
s/n
19732
1
9733
19734
reg
earner
N604PE N604PE N 16020
Integrated Aircraft Inc.
1988
243B
Boeing Overseas National Boeing
5/27/71
leased
Geo Chavez
8/1/83
10/83
1984
Boeing People Express
2/25/85
B-2440
CAAC
5/20/85
N747BL G-VGIN
Boeing
12/18/85
Virgin Air
N26861
Continental Airlines
5-289 5-8110
IIAF
N26861
N75GWA
Beoing World Ainways
2/9/78
N809FT
Flying Tiger Line
7/1/78
N750WA N750WA N750WA
World Ainways
7/15/80
Flying Tiger Line
11/25/81
World Airways Avianca
12/22/81
HK-2900 N26862
remarVs
11/19/81
National
leased
2/30/85
leased
5/31/86
124
5/18/70
9/22/75
124F
IIAF
Continental Airlines
9/75
converted
1/6/78
7/2/82
124
7/1
leased
leased leased
3/70
10/15/75
5-290 5-8111
IIAF IIAF
1976
N747AV
Boeing Avianca Boeing
9/76
SAS
8/14/83
leased
Air Algerie
8/14/83
sub-leased
SAS
10/20/83
Boeing Avianca Boeing
10/20/83
Tower Air Tower Air
5/31/84
N602FF N26863
Continental Airlines
5-291
IIAF
5-8112
IIAF
N8389V 4X-AXZ
Boeing EIAI Avianca EIAI
4X-AXZ 4X-AXZ
80
3/86
Alitalia
HK-2400
19745
dd
People Express
l-DEMU
HK-2000
19744
ff
3/80
Continental
N358AS N358AS N358AS N358AS N358AS N611PE
N747BA N747BA N747BA N747BA N747BA N747BA N747BA N747BA 19735
series
Cargo
11/76
leased
1/31/83
12/15/83
leased
1/14/84
leased
1/86
124
8/12/70
10/30/75
124F
10/75
converted
4/11/77 6/21/77 7/21/81
leased
7/82
leased
Airlines
EI-ASI
Aer Lingus
HS-VGB
Air
EI-ASI
Aer Lingus
4/1
EI-ASI
Air Algerie
10/4/79
leased
EI-ASI
Aer Lingus Aer Lingus East African Airways
10/13/79
St Patrick
EI-ASJ EI-AJS
HS-VGF
Air
EI-ASJ
Aer Lingus
5/1
G-BOPZ G-BDPZ
British Airways Aer Lingus
3/31/76
148
Siam
Siam
148
3/4/71
Colmdile
12/15/70
St.
9/28/73
leased, Do/ Sutfjep
7/76
St.
Colmdile
3/18/71
12/13/74
4/19/75 5/75
10/78
leased leased
St Patrick St Patrick
U
SAI
19746
19748
19749
19750 19751
19752 19753
19754
19755
19756
Caledonian Aer Lingus
2/2/79
leased St. Colmdile
BritishAirways
4/1/79
leased
EI-ASJ
Aer Lingus
5/12/81
St.
N1800B D-ABYA N610BN N610BN N610BN N610BN N610BN N610BN N610BN
Boeing Lufthansa ITEL
5/10/70
Nordhein-Westfalen
N780T N780T N603FF D-ABYB
19761
10/28/78
British
130
11/78
Branift
11/78
ITEL
12/80
GTAX
12/80 12/80
Branift
Leasing
10/23/81
Leasing
9/30/82
1982
Viasa
GTAX
leased
12/80
Leasing
Guinness Peat Aviation
GTAX
Colmdile
2/18/70
Overseas National
5/8/83
Egyptair
5/8/83
Overseas National
12/83
GTAX Leasing Transamerica GTAX Leasing
6/1/84
leased leased
sub-leased leased
5/21/84
leased
11/8/85
Tower Air
11/22/85
130
Lufthansa
4/1
3/70
leased
w/o
1
1/20/74 Narobi
Hassen Bayeon
D-ABYC D-ABYC
Lufthansa ITEL
EI-BED EI-BED EI-BED EI-BED EI-BED EI-BED EI-BED EI-BED
Aer Lingus
1/3/70
leased,
Air Algerie
10/15/79
Aer Lingus ITEL GTAX Leasing Aer Lingus
3/31/80
sub-leased St Kieran
F-BPVA F-BPVA F-BPVA F-BVPB F-BVPC F-BVPD N4703U N4703U N4803U N4704U N4704U N4704U
Air
N4701 N4701
United Airlines
N4701U N4711U tvJ4711U
19757
remarte
earner
G-BOPZ G-BOPZ G-BOPZ
N480GX N480GX N480GX N480GX N480GX N480GX
19747
dd
series
reg
N4711U N4712U N4712U N4712U N1799B
Air
130
5/23/70 1/79
Jamaca 128
Air
France France France
United Airlines
leased
128 128 128 122
film
La Bonne Annee
3/25/70
5/12/70 William M. Allen
12/85 8/3/85
12/85
122
12/28/70
General Electric Corp Panm American
8/7/85
12/85
122
8/18/70
General Electric Corp Pan American United Airlines
week days/week-ends
8/4/70
General Electric Corp Pan American
United Airlines
7/14/70
6/30/70 6/26/85
122
United Airlines
Electric
Kieran
3/20/70
General Electric Corp Pan American
8/31/70 8/27/85
12/85
122
8/70
Corp
8/30/85
Pan American Boeing
St.
2/76
Air France/Air Inter
General
12/80
1982 1983 2/76
Alitalia
Air
Kieran
12/80 12/80
Aer Lingus France
Air
St.
12/85
136
3/15/70
81
s/n
19762
19763 19764 19765 19766
19778 19799 19780 19781
19782 19783 19784 19785 19786 19787
reg
carrier
G-AWNA G-AWNA G-AWNB G-AWNB G-AWNC G-AWNC G-AWND G-AWND G-AWNE G-AWNE G-AWNF G-AWNF
BOAC
N601US N602US N603US N604US N605US N606US N607US N608US N609US N610US N610US N610US
British
senes
Ainways
1/20/71
136
2/10/71
BOAC
136
2/13/71
British Airways Northwest Orient
151
4/30/70
Northwest Orient Northwest Orient
151 151
5/12/70 5/22/70
Northwest Orient Northwest Orient
151
6/24/70
Northwest Orient Northwest Orient
151 151
9/9/70
Northwest Orient Northwest Orient Northwest Orient Boeing
151
9/12/70
Airways
British
19881
M4720U N4723U N4727U
United Airlines
N9896 N9896 LV-LRG N4010B
Delta Air Lines
19897
19898
82
N9897 N9897 N803FT N803FT N803FT N803FT N803FT N803FT N803FT N9898 N9898
Airlines Airlines
United Airlines United Airlines
United Airlines United Airlines
United Airlines United Airlines United Airlines United Airlines
8/22/70
Derwent Lake City of Westminster
8/30/70
10/28/70
151 1/6/70
11/11/70 11/11/70
leased, sales tour
1971
246B 246B 246B 122 122 122 122 122 122 122 122 122 132
2/11/71
2/12/71
3/1/71
4/29/71
5/14/71
11/3/70
damaged HNL 2/24/89
11/28/70
Justin Dart
12/12/70 12/28/70
Richard
E.
Carlson
5/16/71
5/27/71
Thomas
F.
Gleed
7/15/71
6/26/71
Friendship Japan
7/13/71
7/23/71
12/17/71
1/6/72
William A. Patterson
6/16/72
6/27/72
Robert
9/16/74
NTU 1976
Boeing China Airlines Boeing Pan American
6/15/76
leased
4/28/78 5/9/78
132
Boeing
10/22/70 2/1/77
132F
7/1/77
Pan American
converted leased leased
Flying Tigers
1979 1979 1979
Cargo
12/17/79
leased
Flying Tigers
Cargo
Airlines
Airlines
1/25/80
Flying Tigers
Delta Air Lines
E.
9/16/70
Aerolineas Argentina
Flying Tigers
Christopher l^ariowe
6/24/70
151
Boeing
Delta Air Lines
City of Belfast
3/14/71
4/1/72
Northwest Orient Airlines
Langorse Lake
3/5/71
4/1/72
151
Lake
2/28/71
4/1/72
Airways
Japan Japan Japan
B-1868
4/1/72
136
BOAC
Colliford
6/29/70
Ainways
JA8104 JA8105 JA8106 N4713U N4714U N4716U N4717U N4718U N4719U
N902PA N902PA
4/1/72
136
BOAC British
remarks
5/22/70
Airways
19823 19824 19825 19875 19876 19877 19878 19879 19880 19882 19883 19896
4/1/72
136
BOAC British
dd 5/23/70
BOAC British
tf
132
11/18/70 3/11/75
B-1860
Boeing China Airlines
N9898
Braniff Airlines
1979
5/1-6/75
leased
Johnson
sh
19918 19919
19922 19923 19924 19925 19926 19927 19928 19957 19958
19959
senes
reg
earner
B-1860 EI-BOS
N725PA
China airlines Guinness Peat Pan American
N77772
National Airlines
N620US
Northwest Orient
N77773
National Airlines
N621US PH-BUA PH-BUB PH-BUC N4728U N4729U N4732U N4735U EC-BRO N133TW EC-BRP N134TW VT-EBD
Northwest Orient
5/1/84 5/1/84
135
9/8/70
Patricia:
135
10/20/70
Elizabeth; Linda
5/76
United Airlines
122 122 122 122 156
United Airlines
United Airlines United Airlines Iberia
1/16/71 3/4/71
Danube
5/9/71
5/21/71
Amazone Gardner Crowles
1/22/73
4/27/73
1/30/73
4/24/73
2/14/73
3/19/73
5/16/73
5/20/73 1
156
Cen/antes
11/10/70
Lope de Vega
3/17/81
airlines
237B
Air India
0/2/70
5/1/80
Airlines
Iberia
Mississippi
2/15/71
3/8/71
3/22/71
Emperor Ashoka w/o
19960 20009
VT-EBE
Air India
VH-EBA VH-EBA VH-EBA
Qantas
20011
20012
20013
20014
237B 238B
N747BM N607PE N50022
Continental
VH-EBD N371EA N747BN N608PE
Qantas
N 10023
Continental
CF-TOA C-FTOA C-FTOA C-FTOA N749R N749R N749R
Air
EI-BPH EI-BPH EI-BPH EI-BPH EI-BPH EI-BPH
Guinness Peat Aviation People Express Guinness Peat Aviation
CF-TOB CF-TOB EC-DXE
Air
VH-EBB VH-EBB VH-EBB VH-EBB 4R-ULG VH-EBC
4/2/71 7/8/71
New Zeland
Qantas Guinness Peat Aviation Air Lanka Qantas Guinness Peat Aviation Qantas Guinness Peat Aviation Air Lanka Qantas Boeing People Express
4R-ULF 4R-ULF 20010
/Mr
Eastern
238B
7/23/71
Bombay
7/30/71
City of
2/84
leased
3/84
City of
Canberra
Canbena
6/8/84
leased
8/14/71
City of
Melbourne
7/1
0/84
leased, CityofMelbi
10/23/85
238B
10/7/71
10/30/85
leased
10/21/71
City of Sidney
12/3/84
4/15/85 11/23/71
12/8/71
City of Perth
MTU
Lines
3/85 9/27/85
1988 133
2/11/71
Global International
6/1/83
Canada
leased
9/83
Guinness Peat Aviation
7/28/84
National Airlines Airline
System
National Airlines
sub-leased
10/8/84
leased
2/12/85
leased
6/26/85
leased
9/22/85
leased
9/22/85
Flying Tigers
Guinness Peat Aviation
leased
12/84
5/1/85
Guinness Peat Aviation
Canada
7/28/84
10/8/84
Middle Eastern Airlines
Iberia
/78
1988
Canada
Malaysian
/I
Emperor Shahjehan
7/10/84
Boeing People Express
Air
1
4/20/71
6/8/84
238B Air
Jacquelyn
5/76
206B 206B 206B
Trans World
remarks
1979
KLM KLM KLM
Trans World
dd
tf
133
3/1/71
3/18/71
5/2/85 5/3/85
leased
83
sAi
20015
20080
20081
20082
20083
20100
20101
84
reg
carrier
EC-DXE
Aviaco
EI-BRR EI-BRR EI-BRR EI-BRR EI-BRR EI-BRR
Guinness Peat Aviation
CF-TOC CF-TOC CF-TOC CF-TOC CF-TOC C-FTOC C-FTOC N7401Q N93113
Air
series
ff
dd 5/3/85
remari
sub-leased
11/1/85
Middle East Airlines
5/30/86
leased
Olympic Airways Middle East Airlines
6/68
sub-leased
6/86
leased
Egyptair
6/27/86
sub-leased
6/30/86
leased
Middle Ease Airlines
Canada
Royal Air
Maroc
Air
Air
Maroc
10/1/82
IIAF IIAF
leased
10/23/82
Maroc
9/1/83
leased
10/83
Eastern Airlines Trans World Airlines
5-8103 5-8103
leased
9/22/82
Canada
5-282
6/24/71
9/1/82
Canada
Royal Air
6/11/71
Canada
Royal Air
Air
133
NTU
125 10/22/70 3/31/75
125F
10/3/75
lAF
converted
2/78
EP-NHS N7402Q
Eastern Airlines
N93114
Trans World
5-284
IIAF
11/3/75
5-8105 5-8102
IIAF
2/13/76
lAF
2/78
EP-NHR N7403Q
Iran Air
Eastern Airlines
N93118
Trans World
5-286 5-8107 5-8107
IIAF
1984
Iran Air
Nm
125 11/2/70
Airlines
6/84
125
NTU
8/4/71
Airlines
9/29/71
11/13/75
125F
IIAF
1/14/76
lAF
converted
2/78
EP-NHR N7404Q
Iran Air
N93119
Trans World
6/84
Eastern Airlines
125
8/14/71
NTRJ
10/27/71 12/15/75
Airlines
5-8109
IIAF
N93119 N9661 N9661
Trans World Airlines American Airlines Boeing
N800FT
Flying Tiger Line
N903PA
Pan American
1/78
N800FT
Flying Tiger Line
8/2/79
N9661 N9661
American
2/14/81
United Parcel Service
12/20/84
operated by Orion
Air
N674UP
United Parcel Service
1/85
operated by Orion
Air
N9662 N9662 N801FT N801FT N801FT N801FT N801FT
American Boeing
12/15/76
123 123F
Flying Tiger Line
2/13/74
123 123F
converted
9/24/74 1/24/75
Flying Tiger Line
3/1/75
EIAI
9/21/77
Flying Tiger Line
6/29/78
N662AA
American
2/25/80
N801FT N9676 N9676
Flying Tiger Line
4/19/80
American
6/81
United Parcel Service
12/18/84
N676UP
United Parcel Service
1/85
Airlines
leased
7/16/70
2/14/74
Lutthansa
Airlines
converted
8/74
Airlines
Airlines
6/18/70
leased
leased leased
operated by Orion operated by Orion
Air Air
SM 20102
reg
carrier
N9663 N9663 N9663 N9663 N9663 N9663 N9663
American
N 14943 N 14943 20103
20104
N9664 N9664 N9664 N9665 N9665 N9665 N9665 N9665 HI-472
20105
20106
6/6/84
6/6/84
leased
Dominica
5/85
leased
National Airlines
1985
leased
Citicorp
11/21/85
Jet
24 Inn Airways
1/19/86
123
leased
8/27/70 5/20/84
Citicorp
Avianca American Airlines
5/20/84
123
leased
9/18/70 5/2/84
Citicorp
American
leased
6/86
Cargolux American Airlines
5/2/84
Airlines
Citicorp
1984
Dominica Dominica
4/20/85
leased
1/86
leased
American
N 14936
Cargolux American Airlines
Airlines
123
10/2/70 3/1/78
Braniff
American
5/84
6/1
National Airlines
6/15/84
Citicorp
9/85 6/19/86
123
movie Airport 77
Citicorp
5/30/84 7/23/84
Citicorp
5/20/85
Citicorp
6/86
American
N905NA
NASA
20108
N9669 N9669 N9669 N9669
American
6/19/86 Airlines
123
10/29/70
Airlines
123
6/18/74 11/27/70
Citicorp
7/27/84
Citicorp
9/85
N 14939
Cargolux
American
leased
leased
The
Odd Couple
5/11/84
National Airlines
N9670 N9670 N9670 HB-IGA HB-IGA HB-IGA LX-SAL LX-SAL LX-SAL LX-SAL LX-SAL LX-SAL LX-SAL
leased
Airlines
National Airlines
N9668
leased
10/8/70
Steven's Corporation
American
leased
3/31/80
Airlines
Citicorp
20107
20117
3/14/86
Citicorp
Cargolux
20116
remarks
6/30/70
National Airlines
LX-MCV
20109
123
Citicorp
N9666 N9666 N9666 N9666 N9666 N9666
N9667 N9667 N9667 N9667 N9667 N9667 N 14937
M
senes Airlines
6/19/86 Airlines
123
leased leased
12/29/70
Citicorp
5/25/84
Pan American
5/29/84
257B
Swissair
1/30/71
Salenia
10/27/82
Swissair
10/27/82
Salenia
12/30/83
Air National
3/2/84
Gerieve leased
Salenia
1984
National Airlines
3/27/85
Egyptair
3/5/85
leased
National Airlines
5/85 5/85
leased
Salenia
N303TW
Trans World
HB-IGB HB-IGB
Swissair
Wihemsens
Airlines
leased
5/85
257B
3/13/71
3/26/71
Zurich
12/82
85
sM
20120
20121
20135 20137 20207
20208
20235 20237 20238 20239 20246
20247
20269 20270 20271
20272
86
dd
remarte
reg
carrier
HB-IGB HB-IGB
Swissair
12/82
leased
KANSA
2/84
stored
SU-GAK SU-GAK SU-GAK SU-GAK N304TW
National Airlines
5/15/84
leased
SE-DDL SE-DDL SE-DDL SE-DDL LN-AET LN-AET LN-AET
SAS
OY-KFA OH-KHA LN-AEO LN-AEO LN-AEO LN-AEO LN-AEO
SAS SAS
series
Egyptair
5/1
5/84
leased
2/25/85
leased
KANSA
2/25/85
Trans World
3/26/85
Airlines
283B
2/6/71
3/11/71
Scanair
9/82
SAS
3/83
Air Invest
10/10/83
SAS
10/10/83
Air Invest
7/27/85
Gulf Air
283B
Ivar Viking
leased
7/27/85
leased
11/20/71
fmj Huge
10/28/71
Air Invest
Viking
1/29/82
SAS
1/29/82
Nigeria Ainways
4/1/82
leased leased
SAS
1/1/83
leased
Air Invest
3/3/86
G-BGMS
British Airtours
EIAI
G-AWNG G-AWNG G-AWNH G-AWNH
Marana
National Airlines
4X-AXA EC-BRQ N601BN N601BN N601BN N601BN N601BN N602BN N800U C-FDJC N7470 N1352B N1795B ZS-SAL ZS-SAM ZS-SAN N9899 N9899 N804FT N804FT N804FT N9900 N9900 N805FT
ff
3/3/86
Iberia
258B 256B
Braniff
127
3/15/71
3/26/71
12/9/71
1/4/72 1/5/71
Polaris Leasing
12/82
Metro International Polaris Leasing
3/2/83
11/83 11/83
Tower Air 127
Branitt
Universal Airlines
4/23/73
1D1
Boeing Boeing Boeing South African A'ways South African A'ways South African A'ways
121
2/9/69
244B
8/25/71
244B 244B
12/5/71
Delta Airlines
132
10/22^^1
3/24/77
12/16/79
Delta Airlines
132
11/11/71
Boeing
4/77
Flying Tigers
BOAC
7/30/71
136
11/9/71
5/6/77
BOAC
11/23/71
City of
London
4/1/72
136
12/3/71
Airways
1/7/72
Sir Walter Raleigh
4/1/72 3/25/81
Airlines
136 Airways
converted
9/8/71
4/1/72
Airways
BOAC
British
132F 136
Airways
BOAC
Trans World
converted leased
3/27/80
Flying Tigers
N17125
demonstrator
9/30/71
Airlines
G-AWNJ G-AWNJ
Gan^tt
Tafelburg
Cargo
British
Phil
Drakensburg Lebomtx)
3/77
G-AWNI G-AWNI
leased
1/26/72
Flying Tigers
British
leased
12/13/71
Boeing
British
5/12/82
prototype 7/1/70
9/30/71
WFU
NRJ NTU
3/25/71
Wardair
leased, CityofSwi
3/6/72
3/21/72 4/1/72
Brassenthwaite
W
B
sAi
20273
20274 20284 20305
20320
reg
earner
series
«
G-AWNK G-AWNK
BOAC
136
3/10/72
N17126 4X-AXB
Trans World Airlines
G-AWNL
British
N26864 CfTOJN N93115 N93115
Continental Airlines
N472EV
British
Airways
El A!
Airways
Wardair Trans World Airlines
Flying Tigers
20333 20347 20348 20349
20350 20351
20352
20353
20354
20355 20356 20357
6/18/71
6/25/71
131
12/22/70
5/20/71
12/15/74
GTAX
Airlines
3/86
Leasing
American American
Airlines
Emerdale Water Robert F. Six Romeo Vachon
6/84
2/10/71
N802FT N802FT
20,33?
4/19/72
123
American Boeing
20326
4/4/72
5/7/71
N9671 N9671
20325
11/22/71
136 124 1D1
131
20323
20324
10/29/71
131F
Trans World
N9671 N9671
3/30/81
258B
Leasing Evergreen Intal
N53116 N53116
remarte
4/1/72
GTAX
20321
dd 3/24/72
converted
5/22/71
6/86 2/26/71
3/75
123F/SC
7/22/75
converted
Airlines
2/81
leased
Airlines
5/81
United Parcel Service
11/13/84
N671UP
United Parcel Service
1/85
N9672 N9672 N9672
American American
4/12/76
converted
United Parcel Service
10/2/84
N672UP
United Parcel Service
1/85
operated by Orion Air operated by Orion Air
N9673 N9673 N9673 N9673 N9673
American American
N673UP N9674 N9674 JA8107 JA8107 JA8108
N652PA N653PA N653PA N654PA N654PA
American Airlines Pan American Japan Airlines Japan Airlines Japan Airlines Pan American Pan American Pan American Pan American Pan American
N817FT
Flying Tigers
N655PA N655PA N656PA N656PA N657PA N657PA N658PA N658PA
Pan American Pan American Pan American
Airlines Airlines
Airlines
123 123F
123 123F
3/17/71
3/31/71
operated by Orion Air operated by Orion Air
4/16/71
4/20/71
7/76
converted
10/78 11/78
leased
United Parcel Service
8/28/84
operated by Orion Air
United Parcel Service
1/85
operated by Orion Air
Airlines
EIAI
American
Airlines
Evergreen Pan American Evergreen
Pan American Pan American
N818FT
Flying Tigers
N659PA N659PA N659PA N659PA
Pan American Pan American
F-BPVE N611US N612US
Air
123
4/23/71
246B
10/4/71
5/12/71
12/1/83 10/28/71
246SCD 246B
10/25/71
11/30/71
121
12/17/70
4/25/71
121
12/31/70
4/8/71
Clipper Ur)ity
3/77
converted
4/27/71 3/77
Clipper White King converted
9/77
121/SCD 121
4/14/71
121/SCD
converted Clipper Pacific Trader
2/24/83 121
5/3/71
121/SCD 121
5/21/71
121
5/27/71
121
6/2/71
5/28/71
Clipper Wild Fire
4/15/75
converted
6/18/71
Clipper Live Yankee
1988
leased
6/19/71
Clipper Artie
1988
121/SCD
leased Clipper High Flyer
7/2/76
converted
2/24/83 121
Clipper Plymouth
7/9/71
12/19/73
leased
Iran Air
11/20/74
leased
Pan American
1/18/75
France
Norttiwest Orient
Northwest Orient
128
2/2/71
3/16/71
251 251
10/11/70
3/26/71
5/5/71
5/16/71
Rock
87
B
s/n
20358 20359 20360 20372
20373
earner
N613US N614US N61 5US D-ABYD D-ABYD
Northwest Orient Northwest Orient
251
6/4/71
6/22/71
251B
10/22/71
11/15/71
Northwest Orient Lutthansa ITEL
251
11/13/71
11/23/71
230B
4/16/71
5/5/71
HL7440 HL7440 HL7440 HL7440 N1 794B
Korean Airlines ITEL GTAX Boothe Korean Airlines Boeing
D-ABYE D-ABYE
Lutthansa
3/31/72
ITEL Korean ITEL
12/15/78
HL7441 HL7441 HL7441 HL7441
20376 20377 20378 20390
20391
20398
20399
20400 20401
20402 20427
20459 20493
88
dd
reg
series
12/9/78
12/80
12/80
230F
12/15/78
12/80
128 128 128 123
2/2/72 3/1/72 5/7/71
123F
5/25/71
movie Airport 75
9/74
for
12/74
converted
American
United Parcel Service
9/12/84
N675UP
United Parcel Service
1/85
N9676 N9676 N9676
American American
6/l/76leased 1/8/77
Airlines
Airlines Airlines
123 123F
6/11/71
operated by Orion Air operated by Orion Air
6/25/71
10/31/74
converted
5/15/75
leased
9/12/75
N901PA
Pan American
6/28/77
N820FT PH-BUD PH-BUD PH-BUD PH-BUE
Flying Tigers
2/24/83
HS-VGG
Air
PH-BUE PH-BUF
KLM KLM
00-SGA 00-SGA 00-SGB 00-SGB
Sabena Sabena Sabena Sabena
PH-BUG PH-BUG PH-BUG
KLM
KLM
206B
8/6/72
Kenya Airways
KLM KLM
8/31/71
The
11/7/80
leased
Nile
4/20/81
206B
9/3/71
Siam
9/30/71
The Rio de
4/16/76
leased
la
Plata
1/19/77
206B
9/14/71
10/19/71
129
11/19/70
129A
2/15/74
129
12/4/70
129A 206B
4/1/74 11/22/71
Via/KLM
12/15/71 2/1
KLM
5/72
The Rhine w/o 3/27/77 Tenerife converted converted
The Onnoco Stbd/Port
6/1/74
Air India
Condor
Saudia Korean Saudia Korean ITEL
leased
2/4/72
TMA
ITEL Korean
leased
12/80
OD-AGM
VT-EBN D-ABYF HL7447 HL7447 HL7447 HL7447 HL7447 HL7447 HL7447
leased
11/30/71
N9675 N9675
OD-AGC
leased
12/80
GTAX
TMA TMA
Baden -Wurrtemburg
12/80
N9675 N9675 N9675
F-BPVG F-BPVH
remarKs
11/26/78
Airlines
Boothe Korean Airlines Air France Air France Air France American Airlines Columbia Airways American Airlines
F-BPVF
ft
237B 230B
3/17/71
3/72
Emperor Rajendra Chola
4/20/71
Fritz
6/18/79 Airlines
6/22/79
leased
6/22/79
leased
Airlines
12/79
leased
11/1/80
leased
Airlines
11/30/80
leased
12/80
SM
20501
20502
20503
reg
earner
HL7447 HL7447 CS-TJA
GTAX/Boothe
N301TW
Trans World
CS-TJB
TAB
N302TW
Trans World
JA8109
Japan
series
Korean
TAP
t(
12/80
Airlines
Air Portugal
2828
2/1
282B
5/4/72
6/72
leased Portugal
5/16/72
Brasil
10/30/84
Airlines
Airlines
remarks
6/4/84
Airlines
Air Protugal
dd 12/80
246B
3/2/72
hijacked Paris 7/20/73
blown-up Benghazi w/o 7/23/73
20504 20505 20520
JA8110 JA8111 I-DEMB N45224
N359AS N359AS N359AS N359AS N359AS N359AS N359AS N605PE N605PE 20527
20528 20529 20530 20531
20532 20534
20535
20541
20542
20543
Japan Japan
Airlines
Airlines
Alitalia
3/72
3/21/72 3/26/72
Carto
ofe
8/24/82
leased
Kabo
8/24/82
leased
Cargolux Boeing
1982
leased
Overseas National Boeing People Express People Express
6/14/83
leased
11/8/83
leased
6/15/84
leased
Continental
Lufthansa
12/12/80
11/22/82
12/20/84
1988
230B
2/9/72
ITEL Bran iff GT/0(/Boothe Chemco Leasing British Caledonian
3/3/79
4/14/82
246B 2468 2388
5/26/72
6/14/72
6/9/72
6/29/72 11/3/72
8/18/72
12/8/72
7/27/72
8/1
N28889 N28889
Wilmington Trust Co. Air France
France Wilmington Trust Co. Air France
0/73
City of Brisbane
6/85 6/85
leased
1/31/86 5/1/86
1988
2388
7/13/72
8/1/72
City of Adelaide
11/85 11/85
leased
2/28/86 7/86
1988
Continental
Wilmington Trust Co. Air France
10/4/782
10/6/72
Continental
N28903 N28903 F-BPVJ N28888 N28888
leased
8/23/72
Boeing Qantas Airlines Boeing People Express
Qantas Boeing Qantas Boeing People Express
leased
4/14/82
Japan Airlines Japan Airlines Japan Airlines Qantas Airlines
Airlines
Niedersachsen
4/14/82
Boeing
Airlines
2/25/72 5/3/79
246B 246B 246B
Japan Japan
Prete
12/10/80
Air
D-ABYG D-ABYG N611BN N611BN N611BN G-BJXN
VH-EBE VH-EBE VH-EBE VH-EBE N609PE N 10024 VH-EBF VH-EBF VH-EBF VH-EBF N610PE N 17025
3/1
3/3/72
Boeing Boeing Cargolux
N33021
JA8112 JA8113 N1800B JA8114 JA8115 JA8116
246B 246B 243B
128
10/26/72
2/21/73
leased
12/29/81
Air
128
128
10/30/72
3/21/73
leased w/o 6/12/75 Bombay after 6 hour fire
3/31/73
leased
12/15/72
89
sAi
20556 20557 20558 20559
reg
carrier
F-BPVK ZS-SAO ZS-SAP
Air
VT-EBO D-ABYH D-ABYH
Air India
HL7442
series
France South African Airways South African Airways
Condor ITEL Korean
ff
dd
remarte
12/29/81
244B 244B 237B 230B
6/14/72
8/7/72
9/1 5/72
9/29/72
4/14/72
6/1/72
Emperor Niknamaditya
3/17/72
4/7/72
Max
Maga/zesberg Swartoerg
2/7/79
2/7/79
Airlines
leased
w/o 9/1/83 Hokkaido
20651
N747WA N747WA
20653
90
273C
3/23/72
4/27/72
World Airways Pan American Cargo World Airways
4/27/72
leased
10/20/74
leased, Clipper Mercury
12/21/79
leased
N747WR N747WR N747WR N747WR N747WR N747WR N747WR N747WR N747WR N747WR N747WR N747WR N747WR N748WA N748WA N748WA N748WA N748WA N748WA N748WA N748WA N748WA N748WA N748WA N748WA N748WA N748WA N748WA N748WA N748WA N748WA N748WA N748WA N748WA N748WA N748WA
Air Algerie
4/2/80
leased
World Airways Malaysian Airline System World Airways
3/31/81
leased
HL7471 HL7471 HL7471 HL7471 HL7471
Korean Saudia Korean Saudia Korean
4/1 5/85
leased
5/8/85
leased
N749WA N749WA N749WA
World Ainways Korean Air World Ainways
N535PA N747WR
20652
Greyhound Leasing
1982
leased
1982
leased
Visia
12/6/82
leased
World Airways Greyhound Leasing
1/31/83
leased
10/83
National Airlines
11/17/83
Evergreen International
3/16/85
Flying Tigers
Evergreen International Air India
Evergreen International Greyhound Leasing World Airways
3/16/85
leased
3/1/86
leased
3/1/86
3/1/87
273C
4/25/72
5/25/72 5/25/72
leased
Air Algerie
11/12/75
leased
World Airways
1/11/76
leased
EIAI
1/77
leased
World Airways
3/1
Air Algerie
11/1/78
leased, Air Niger logos
World Airways
12/6/78
leased
Seaboard World
10/1/78
Flying Tigers
10/1/80
leased leased
World Ainways
10/5/80
leased
Malaysian Airline System World Airways Metro International World Airways Greyhound Leasing
1982 1982
leased
2/24/83
leased
11/5/83
leased leased
3/77
National Airlines
11/5/83 11/5/83
Flying Tigers
11/5/83
National Airlines
Flying Tigers
1984 1984 1984 1984
National Airlines
4/1 5/85
American
Airlines
National Airlines
Airlines
leased
leased
leased leased leased
8/12/85
Air
8/12/85
leased
5/27/86
Air
2730
5/2/74
6/10/74 6/11/74 3/20/79
leased
1
SM
20682 20683 20684 20704
20708 20712
20713
20742 20767 20770
20771
Branitf
4/10/79
World Airways
6/9/81
Visia
6/15/81
World Airways Lufthansa World Airways American Airlines World Airways
6/81
10/27/83
leased
4/4/84
leased
4/1 5/84
leased
Flying Tigers
10/10/84
leased
Evergreen International United States Air Force United States Air Force United States Air Force Boeing
10/10/86
leased
73-01676 73-01677 73-00787
N1799B 4X-AXC
G-AWNM 9V-SIA
20784 20798
20799
series
ff
leased leased
1984
E4A E4A E4A 2588
6/13/73
6/16/73
9/11/73
10/3/73
6/6/74
10/15/74
4/5/73
4/18/73
EIAI
Airways Singapore Airlines British
N747TA N747TA N747TA
Tigerair
136
4/6/73
21 2B
7/1
3/73
5/3/73
Ullswater
7/31/73
12/8/79
Flying Tiger Line
12/8/79
Metro International
2/81
leased
N74/H
Metro International
4/16/82
leased
N747h
Flying Tiger Line
2/24/83
N74/H
Pan American
2/24/83
N747FT
Metro International
2/24/83
N728PA
Pan American
3/25/83
212B
leased
9V-SIB
Singapore
N748TA N748TA N748TA N748FT N748FT N729PA
Tigerair
7/31/80
Flying Tiger Line
8/80
Metro International
2/81
leased
Metro International
4/9/82
leased
Flying Tiger
2/24/83
SX-OAA N305TW C-FTOD N1798B HL7410 N747BA HL7463 HL7463 N1796B
Pan American Olympic Airways Trans World Airways Air
Canada
8/1/73
8/29/73
2/24/83
284B
6/2/73
6/21/76
133
5/3/73
2B5B
4/16/73
5/14/73
HL7464 HL7464 N1795B JA8117 JA8118 JA8119
SR46
8/31/73
Japan Japan Japan
Airlines
12/10/73
12/21/73
Airlines
SR46 SR46
1/28/74
2/19/74
JA8120
Japan
Airlines
SR46
2/8/74
2/20/74
N88931 N88931 F-BPVL N63305
Wilmington Trust Co. Air France
128
10/25/73
N63305
Air
5/1/73 4/15/81
7/26/62
7/27/82
leased
2B5B 7/12/73 11/25/81
7/30/82 7/27/82
Airlines
France Boeing
Olympic Zeus
4/11/85
Boeing Korean Airlines Boeing Orient Leasing Korean Airlines Boeing Korean Airlines Boeing Orient Leasing Korean Airlines Boeing
HL7411
20782 20783
remarte
carrier
N749WA N749WA N749WA N749WA N749WA N749WA N749WA N749WA N749WA N749WA
N747BC
20781
dd
reg
leased
9/26/73
w/o 8/1 2/85 near Tokyo bulkhead failure
3/21/74
Air
France
128
11/30/73 12/21/73
91
SM 20800
20801
20802 20809 20810 20825 20826
20827 20828 20829 20841 20842 20881 20887
20888
reg
carrier
F-BPVM
France Wilmington Trust Air France Air France
N28366 N28366 F-BPVN N1794B C-FCRA
AP-BCN C-FCRB AP-BCM
G-AWNN G-AWNO SX-OAB N701SW N701SW N701SW
20928
20929
20949 20952 20953 20954 20977
20998 20999
92
dd
Co
128
1/10/74 2/8/74 4/1/82
2178
Boeing
11/2/73
CPAir
11/15/73
Pakistan International
9/80
217B
CPAir
11/15/73
Pakistan International British
remarks
4/1/82
Airways
12/3/73
Empress of Canada
5/8/86
136 136
9/20/73
11/7/73
10/8/73
12/7/73
Airways Olympic Airways
284B
10/12/73
12/7/73
Seaboard World
245F
7/12/74
7/31/74
British
Empress of Japan
Lowes Water Olympic Eagle leased
Visia
Seaboard World
1980
Flying Tiger
N702SW
Seaboard World
N812FT
Flying Tiger
N703SW
Seaboard World
9aCKF
Air Zaire
198
VH-EBG VH-EBH
Qantas Qantas
2/28/74
3/22/74
CItyofHobart
3/74
3/24/74
City of Newcastle
C-FTOE N18815 N18815
238B 238B 133B
4/19/74
5/13/74
Wilmington Trust Co.
128F
9/11/74
10/4/74
F-BVPO 9V-SQC N749TA N749TA N749TA
N730PA 20921
ff
N811FT
N749FT
20923 20924 20927
series
Air
VH-EBI JA8121 JA8122
C-FCRD N620BN
Air
Air Air
Canada
10/1/80
245F
10/1/80
cancelled cancelled 3/1
France France
Singapore
Huston Rehrig
4/30/76
10/4/74 4/1/82 Airlines
2128
6/21/74
7/29/74 9/16/80
Tigerair
Flying Tiger
9/16/80
Metro International Pan American Pan American
2/81
leased
2/24/83
leased
Qantas Japan Airlines Japan Airlines CPAir
3/6/83
238B SR46 246B 2178
7/28/74
10/10/74
3/14/74
3/28/74
3/21/74
3/29/74
10/4/74
11/5/74
Empress of Australii
11/15/78
Bran iff
C-FCFID
CPAir
AP-BCP
Pakistan International
CS-TJC
TAP
AP-AYV AP-AYV C-FCRE AP-BCL
Pakistan International
4/23/76
Pakistan International
4/80
CPAir
City of Dan/in
12/6/78
282B
21
7B
10/86
scheduled
5/30/74
6/7/74
11/15/74
Pakistan International
12/2/74
leased
Empress of Italy
12/18/85
75-00125
USAF
E4B
4/29/75
G-AWNP
Ainways British Ain«ays Air France
126 136 128
9/20/74
11/6/74
Sir Jeff
10/22/74
3/1
5/75
Virginia
G-BBPU
British
F-BPVP F-BPVP C-FTOF N8297V
Sabena Air Canada
C-GAGA C-GAGA C-GAGA
National
EP-IAA EP-IAB
123/18/74
4/4/75
Hawkins Water
3/13/75
9/78
2338/CO
leased ismj
Boeing Air
Air
Canada
3/7/75 6/1 5/83
Canada
Iran Air Iran Air
SP86 SP86
2/20/76
11/83 3/12/76
Fars
4/22/76
5/10/76
Kurdistan
SM 21022
21023
21024
21025
21026
21027 21028 21029 21030 21031
21032 21033 21034 21035
21048
21054 21079
21093 21098
21099
reg
N747SP N530PA N140UA N247SP N531PA N141UA N342SP N532PA N142UA
senes
carrier
SP21
Boeing Pan American
ff
dd 4/26/76
SP21
Boeing
8/14/75
Pan American
5/17/76
United Airlines
2/11/86
SP21
Boeing Pan American
3/29/76
SP21
N41035
Boeing
Pan American
3/5/76
United Airlines
2/11/86
JA8128 JA8125 JA8127 JA8124 JA8126 JA8123 CS-TJD
Japan Japan Japan Japan Japan Japan
AP-AYW AP-AYW
Pakistan International
4/13/75
Pakistan International
4/80
9V-SQD N747BC N747BC N747BC N747BC N747BC
Singapore Boeing Cargolux Boeing
10/25/83
Pan American
6/8/84
VH-EBJ
Qantas
OD-AGH OD-AGH OD-AGH 00-AGH OD-AGH N202AE N202AE
Middle East Airlines
SP21
Pan American
5/7/76
5/28/78
"Clipper Great Republic"
1978
HW
2/11/86
Airlines
146
Airiines
Airiines
246B 246B SR46 SR46
Airiines
Airlines
Airlines
TAP
6/20/75 12/5/74
12/17/74
2/10/75
5/12/75
11/4/74
11/22/74
1/24/75
4/2/75
246F
8/2/74
9/1
282B
2/27/75
10/27/75
2126
Airiines
1/20/75
7/74
leased
2/6/75
6/28/83
1983
Cargolux
2B46/CO
238B
4/21/75
5/30/75
6/5/75
leased
5/30/75
City of
leased
Saudia
6/1/77 6/81
Saudia
4/84
Middle East Airlines
4/85
CPC
12/84
Leasing/AmEx
Middle East Airiines
12/84
Ainways
SP86 2B46/CO
leased
8/18/83
Middle East Airiines
N203AE N203AE N203AE N203AE 6-BLVF OD-AGJ OD-ADJ OD-ADJ OD-ADJ OD-ADJ
Young America"
NRi
SP21 SP21
United Airlines
Middle East Airways
"Clipper
2/11/86
Pan American Pan American
OD-AGI OD-AGI OD-AGI OD-AGI
Clipper Constitulion
11/3/75
United Airlines
Iran Air
Freedom
2/11/86
N533PA N143UA N534PA N144UA N535PA N536PA N145UA
EP-IAC
Clipper
10/10/75
United Airlines
British
Clipper Mayftower
2/11/86
United Airlines
G-BLVE
remarks
7/4/75
Geelong
leased
leased
6/1/85
leased, City of Lincoln
5/16/77
7/25/77
Khuzestan
6/5/75
6/20/75
Saudia
6/1/77 6/81
leased
Middle East Airiines Gulf Air
3/27/84
leased
CPC
Leasing/AmEx
12/15/84
Middle East Airiines
12/15/84
leased
Gulf Air
12/15/84
leased
Middle EAst Airiines
8/85
leased, City of Lancaster
11/85
leased
British
Airways
Middle East Airlines
Royal
Air
Maroc
Middle East Airiines
2B46/CO
8/7/75
8/20/75 1/77
leased (Tunis
Air)
1977
Air
Fance
6/1/77
leased
Air
Gabon
6/1/77
leased
93
s/n
21110 21111
21120 21121
21122 21132
21133
21134
21140 21141
21162
21174 21175 21180 21181
21182 21189
21190
21213 21217 21220
carrier
OD-ADJ OD-AGJ OD-AGJ OD-ADJ N204AE N204AE N204AE N204AE PH-BUH N8297V
Middle East Airlines
5/11/78
Saudia
9/78
Middle East Airlines
12/1/80
Saudia
2/81
CPC Leasing/AmEx
5/85
Middle East Airlines
5/85
leased
Egyptair
5/85
leased
Middle Ease Airlines
7/6/86
leased
10/19/75
Dr. Albert
PH-BUI PH-BUI
KLM KLM
12/16/75
Wilbur Wright converted
N616US N617US N618US ZS-SPA
Northwest Orient Northwest Orient Northwest Orient
206B/SU 251F/SC 251F/SC 251F/SC
South African Airways
SP44
LX-LTM
Luxair
ZS-SPA ZS-SPB 7Q-YKL ZS-SPB ZS-SPC 3B-NAG ZS-SPC VH-EBK VH-EBK
South African Airways South African Airways Air Malawi South African Airways South African Airways
N40116 N40116
Wilmington Trust Co. Air France
F-BPVQ 9V-SQE N747BH N727PA YK-AHA YK-AHB
Air
YI-AGN Yi-AGO VT-EDU
Iraqi
Airways
Iraqi
Airways
Air India
N1791B
Boeing
KLM Boeing
206B/CO 206B/CO
SP44
ff
9/26/75
10/9/85 7/3/75 7/9/75
8/15/75
8/29/75
7/76
3/19/76
Matroosberg
1980 1980
rmj
4/22/76
Outeniqua
4/12/85
leased
2/1
3/10/76
5/15/85
SP44
6/4/76
6/16/76 0/28/84
South African Ainways
11/1/86
2388
8/1
5/75
Syrianair
11/7/75
128
1/27/76
3/19/76
3/30/76
7/11/83 6/26/84
SP94 SP94 270C 270C 2378 287B
5/21/76
16
7/1/76
7/16/76
Arab Soladarity
5/27/76
6/24/76
6/21/76
8/1
12/15/75
12/23/75
Emperor Akbar leased
5/76
Virgin Air
Cargo
Airlines
G-BDPV
British
Airways
EP-IAG N1 786B
Iran Air
21239 21240 21241
N8285V
G-BDXD
Airways British Ainways British Airways Boeing British Ainways
Tigris
Euphrates
11/11/75
G-VIRG 4X-AXD 4X-AXD
G-BDXA G-BDXB G-BDXC
November
4/15/76
1/14/82
Qantas Boeing
Wollongong
10/31/83
2128
12/16/76
Lufthansa
City of
2/25/76
Boeing
Boeing Lufthansa
leased
2/25/76
Aerolineas Argentinas
ElAi
Malutj
1985
Air Pacific
Syrianair
Plesman
5/27/85
1
France Singapore Boeing Pan American
leased
6/23/75
Air Maraitius
Qantas
leased
11/26/75
LV-LZD
21237 21238
94
series
N354AS
D-ABYJ D-ABYK VH-EBL N1790B
21221
remarls
reg
1/14/84
leased
2580
10/22/75
12/31/75
136
2/25/76
4/8/76
286B/CO 230B/SC
12/22/76
3/14/77 11/24/76
Hessen
230B/SC 2388 2368
12/4/76
12/15/76
Rheinland-Pfalz
6/14/76
7/1/76
leased
9/24/76
9/3/76
7/27/77
British
2368 2368 2388
2/22/77
6/1 7/77
4/8/77
6/23/77
4/78
s/n
21251
21252
senes
reg
earner
N1239E JY-AFA JY-AFB
Boeing
21253
ZS-SPD
Soutti African AInways
CN-FWS 21254 21255
ZS-SPE N1783B F-BPVR ZS-SPF
Royal Air Maroc South African Ainways Boeing Air France South African Ainways
B-1862
Chinal Airlines
9V-SQF N747BJ
N724PA N619US
Singapore Airlines Boeing Pan American Northwest Orient
F-BPVS
Air
21326 21350 21351
G-BDXE G-BDXF
21352
N8295V
21353 21354 21380 21381
VH-EBM VH-EBN VH-ECA
2D3B/CO
10/26/76
dd
remarlcs
4/13/77
Alia
BCAL
21321
10/12/76
Alia
G-HUGE G-HUGE
21263 21300 21316
ff
2D3B/CO
5/11/77
3/18/85
Airways
British
France British Airways British Airways
Boeing Qantas Qantas Qantas
1986
CilyofExter
9/10/76
Majuba
SP44
8/27/76
SP44
11/5/76
228F
9/26/76
SP44 SP09 21 2B
1/14/77
1/31/77
3/18/77
4/6/77
6/19/77
6/27/77
3/14/85
11/22/76
10/13/76
7/5/84
251F/SC 228B/SC 2365B
236B 2388
6/3/77
6/27/77
3/4/77
4/4/77
3/78 4/78 7/11/77 8/1
12/6/77 2368 238B/CO 10/4/77 2308/SC 283B/CO 8/24/77
5/77
12/20/77
10/27/77
Scanair
4/82
LN-flNA
SAS
8/3/82
HK-2910
Avianca
8/3/82
SAS
Soutpansberg
8/31/84
D-ABYL LN-RNA LN-RNA
Lufthansa
Hantam
3/78
Saarland
10/27/77
leased leased
w/o del
21429 21439
21441
21446 21454 21468
21473
F-BPVT
Air
9V-SQG N747BK N723PA N536PA N145UA
Singapore Airlines Boeing
VT-EFJ B-1864
Air India
N124BE F-ODJG VT-EFO
Air
France
Pan American Pan American
228B/SC 212B
9/21/77
9/30/77
8/31/77
9/14/77
Air
Airlines
Gabon Gabon
Air India
/27/83 Majorada
12/12/84 1/16/85
SP21
4/77
United Airlines
China
1 1
Campo, Spain
5/6/77
Clipper Lindberg
2/11/86
2378 209B/CO 4/78 2Q28/SC 4/23/78
2/78
Emperor Chandragupte
4/78 10/5/78
1978
2378
6/19/78
6/30/78
Emperor Kanishka w/o 6/23/85 Atlantic
Ocean 21486
21487
21507
21514
5-8113 5-8113
IIAF
EP-NHN
Iran Air
5-8114
lAF
2J9F
11/28/77
lAF
coast Irelanc
2/78
1984
2J9F
2/16/78
2/27/78
EP-ICA
Iran Air
5-8114
lAF
1/83
EP-NHQ N8277V
Iran Air
6/84
5-8115
lAF
9/28/78
EP-ICB
Iran Air
9/80
N8293V
Boeing
5-8116
lAF
10/23/78
EP-ICC
Iran Air
1980
Boeing
off
12/22/77
11/80
2J9F
2J9F
9/18/78
10/11/78
w/o assumed
95
reg
earner
series
Boeing
2B3F
21516
N1780B F-GPAN F-GPAN F-GPAN F-GPAN F-GPAN F-GPAN N1785B
Ward air
21517
C-GXRA G-GLYN C-GXRD G-NIGB
s/n
21515
21536 21537
21541
21542 21543 21547
21548 21549 21550
21575
21576 21588 21589
21590 21591
21592 21594 21604 21605 21606 21614 21615 21627 21635 21643
21644 21648 21649
G-BDXG N1252E N1252E F-BPVU 9K-ADA 9K-ADB 9K-ADC
N537PA N146UA N538PA N147UA PH-BUK PH-BUL PH-BUL
9/26/78 3/1/84
leased
Saudia
3/1/84
leased
National Airlines
4/30/85
leased
UTA
4/30/85
France Boeing
Air
3/28/86
211B
5/78 6/9/78
Airways Wardair
1987
City of
4/2/79
4/25/79
Airways Airways Boeing Air France
236B 228B/SC
6/2/78
6/16/78
France Kuwait Ainways Kuwait Airways Kuwait Airways Pan American
269B/CO 7/17/78 269B/CO 8/3/78 269B/CO 2/14/79
7/28/78
Al-Sabahiya
8/17/78
Al-Jabaria
2/28/79
Al-f^obarakiya
SP21
6/9/78
Clipper Wastiington
1987
British British
City of Glouster
7/21/78 8/7/78
Air
5/5/78
United Airlines
Pan American
2/11/86
SP21
6/30/78
KLM KLM KLM SAS
206B/CO 206B/CO 206B/SU 283B/CO
EI-BWF EI-BWF
Guniss-Peat
F-BPW
Air
7/12/78
8/1
7/78
10/17/78 6/1
8/85
2/1 7/79
9/1/78
Louis BI6roit
11/3/78
Charles
EIAI
CAL Cargo
3/2/79
6/3/83
leased
leased
228F
7/27/78
8/9/78
230B/SC 230B
10/3/78
10/20/78
Schleswig-Holstein
11/22/78 3/7/79
Baden-Wurttenburg Niedersachsan
230B 230B 230F 258C
6/78
6/78
SR81
11/3/78
SR81 SR81
12/9/78
12/20/78
2/21/79
2/28/79
12/1/78
12/31/78
Bremen
11/10/78
11/22/78
America
6/7/78
6/16/78
leased
Lines
Boeing All Nippon Airways All Nippon Airways All Nippon Ainways
Madagascar
Royal Air Maroc
Canada
British
Lindberg
leased
France Lutthansa Boeing Lufthansa Lufthansa Lufthansa Lufthansa
Air
A
converted
Philippine Airlines
Air
Clipper Plymouth Roc
2/11/86
United Airlines
Ainwyas
12/21/78
2B2B/CO 2B6B/CO 233B/CO 236B
1/12/79
1/26/79
9/6/78
6/29/78
1/16/79
1/31/79
3/14/79
3/27/79
Tolom Piavotana stored Toronto,
1
983
1/11/79
Nordrhein Westfalen
Condor
1/11/79
leased
Lufthansa
5/2/80
Lufthansa
Lufthansa
Pan American
230B/SC
230B/SC SP21
12/16/78
1/23/79
2/8/79
Bayem
3/30/79
4/30/79
Clipper Liberty Bell
2/11/86
United Airlines
Pan American
SP21
5/1/79
5/1-1/79
Clipper Star of the
Union
96
Penh
211B
Luxair
CN-RME C-GAGB G-BDXH D-ABYR D-ABYR D-ABYR D-ABYS N539PA N148UA N540PA
9/1
British
LX-OCV
4X-AXF 4X-AXF N8286V JA8133 JA8134 JA8135 5R-MFT
remarks
UTA
Nigeria Airways
D-AGYP D-ABYQ D-ABYO
dd
National Airlines
SF-DFZ SF-DFZ
D-ABYM N8291V D-ABYN
ft
8/21/78
SM 21650 21652 21657 21658 21659
dd
remarks
reg
earner
N149UA LX-DCV
United Airlines
Cargolux
2R7F
1/23/79
1/31/79
HZ-HM1
Saudi Royal Flight Saudi Royal Flight
SP86
9/28/78
7/11/79
1984
registration
Qantas Qantas
238B 238B 206B/CO
9/8/78
9/18/78
C/fy 0/ Elizabeth
9/30/78
10/16/78
City of Adelaide
4/9/79
5/15/79
Sir
HZ-HM1B VH-EBO VH-EBP PH-BUM
series
KLM
ft
2/11/86
change
Charles E. Kingsford
Smith
21660 21668 21678 21679 21680 21681
21682
21683 21684
21704 21705 21706 21707 21708 21709 21725
21726 21727 21730
21731
21737
21743
PH-BUM PH-eUN PH-BUN
KLM KLM KLM
N1288E N630US JA8129 JA8130
Boeing Northwest Orient
JA8131 JA8132
N602BN N602PE N602PE N635US 9V-SQH SX-OAC 9V-SQI
SX-OAD N622US N623US N624US N625US N626US N627US N1789B LV-MLO LV-MLO
21745 21746 21758 21759 21760 21761 21762 21764
Airlines Airlines Airlines Airlines
Braniff
JA8160 F-BPVY
VR-HKG EP-IAD EP-IAM EP-IAN EP-IAP EP-IAR
Anthoriy H. G. Fokker
3/27/86
converted
9/17/79
9/15/83
246B 2468 2468 2468 2278
2/24/79
3/6/79
5/31/79
6/14/79
6/20/79
6/28/79
6/27/79
7/27/79
7/79
5/31/79
5/1
5/83
Singapore Airlines Olympic Airlines
2128
8/9/79
Northwest Northwest Northwest Northwest
2518 2518 2518 2518 2518 2518 2878
2/1 5/79
Orient Orient Orient Orient
Northwest Orient Northwest Orient Boeing Aerolineas Argentines
Air
Olympic Spint
8/16/79 4/1/85
Olympic Flame
9/24/79
5/11/79
5/25/79
5/26/79
6/6/79
6/8/79
6/17/79
6/21/79
6/28/79
12/21/79
1/2/80
12/8/79
1/13/79 7/4/83
2878 2878 2598/00
10/1/79
leased
10/11/79
10/5/79
10/26/79
5/11/79
6/8/79
Chemco Leasing Avianca Air France
8/2/79
9/19/84
Flying Tigers
Aerolineas Argentines
leased
2/28/85
7/19/79
Avianca
N905PA
4/1 7/79
2128
HK-2300 HK-2300 HK-2980
N904PA
convened
Singapore Airlines Olympic Airlines
Aerolineas Argentines
N1252E F-BPVX 4X-AXG 4X-AXG
12/1/85 4/3/79
People Express People Express Northwest Oreint
LV-MLP LV-MLR
JA8165 21744
Japan Japan Japan Japan
206B/SU 206B/CO 206B/SU 2J9F
5/30/83 5/30/83
228B/SC
leased
3/29/79
France
EIAI
Cargo Air Lines Pan American Japan Airlines Pan American Japan Airlines Air France Cathay Pacific Iran Air Iran Air
Iran Air Iran Air
Iran Air
N703SW
Seaboard World
N813FT
Flying Tigers
258F
3/7/79
3/19/79
221 F
7/5/79
7/25/79
221 F
8/11/79
8/28/79
2288 2678 SP86 1868 1868 1868 1868 245F
4/1 3/79
4/28/79 7/20/79
leased 12/20/83 10/82 7/4/79
4/26/79
7/12/79
6/20/79
8/2/79
MTU NTU NTU 8/25/79
9/6/79
10/1/80
97
SM 21772 21773 21782 21783 21784 21785
21786
21787 21825 21827 21828 21829 21830 21831
21832 21833
21834 21835
21841
21843 21848 21922 21923 21924 21925 21932 21933 21934 21935 21936 21937
21938 21939
carrier
HL7443 HL7445
Korean Korean
HS-TGA HS-TGB HS-TGC N603BN N351AS A40-SO N604BN LV-OHV
Thai International
F-BPVZ
Air
AP-BAK
Lines
Thai International Thai International Braniff
2B5B 2B5B 2D7B 2D7B 2D7B SP27
dd
3/8/79
3/23/79
3/23/79
4/11/79
10/1/79
11/2/79
Visuthakastriyka
12/3/79
12/15/79
Sirisobhakya
12/3/79
12/15/79
Dararasmi
10/7/79
10/30/79
Boeing
1/23/81
Government
of
remarVs
Oman
w/o 11/18/80 Seoul
stored Boeing
2/7/85
228F
9/7/79
9/18/79
Pakistan International
240B/CO
7/2/79
7/26/79
N806FT
Flying Tiger Line
10/15/79
10/31/79
N80/I-I
Flying Tiger Line
249F 249F
11/1/79
12/11/79
Robert W. Prescott w/o
VT-EFU G-BDXI
Air India
Krishna
G-BDXJ N1288E N741PR N1289E N742PR N1290E N743PR F-GBOX F-GBOX F-GBOX
British
N704SW
Seaboard World
Braniff
Aerolineas Argentinas
France
British
Ainways Airways
Boeing Boeing
UTA
3/5/80
3/26/80
5/2/80
12/21/79
2F6B
1/7/80
2F6B
1/17/80
2B3F
7/25/79
2/22/80 3/21/80
PH-BUO PH-BUO
KLM KLM All All
All All
Nippon Nippon Nippon Nippon
Airways Ainways Airways Airways
B-2442 B-2444 B-2446
CAAC CAAC CAAC
9V-SQJ
Singapore
SX-OAE 9V-SQK VT-ENQ
Olympic Airways Singapore Airlines
9V-SQL 9V-SQL
Singapore
G-VRGN 9V-SQM
Virgin Air
Airlines
245F
9/16/79
9/29/79
209B 206B 206B/SU SR81 SR81 SR81 SR81 SPJ6 SPJ6 SPJ6 212B
7/16/79
7/31/79
9/6/79
1/29/85
9/22/79 converted
8/21/79
9/10/79
8/25/79
9/10/79
21 2B
9/25/79
10/1/79
212B
1/14/80
2/1/80
12/18/79
1/16/80
1/15/80
2/1
2/14/80
2/29/80
6/6/801
6/26/80
7/79
9/25/79
12/25/85
Infs
3/89 7/89
Airlines Airlines
212B 212B
3/10/80
4/10/80 5/80
Lease Finance
3/89
4/89
Virgin Air
Singapore Singapore Singapore Singapore
Airlines Airlines Airlines Airlines
Singapore Airlines Trans World Airlines United Arab Emirates Gvt
212B 212B 212B 212B 212B SP31
The Missouri
NTU 9/1
Lease Finance
Singapore Singapore
leased
5/80
1987 Airlines
leased
10/1/80
Air India
Infl
8/6/79
1985 1985
Airlines
Deva Raya
12/14/79
UTA Flying Tiger Line
A6-SMR
8/14/79
Saudia
China
N58201
8/3/79
2/16/80
Philippine Airlines
B-1866
JA8136 JA8137 JA8138 JA8139
237B 236B 236B 2F6B
Philippine Airlines
Boeing
4/23/80 9/12/80
Philippine Airlines
N814FT
21961
98
Lines
Air
ff
11/29/79
21942 21943 21944
21940
Air
SP27
9V-SQN 9V-SQN G-TKYO 9V-SQ0 9V-SQP 9V-SQQ 9V-SQR 9V-SQS
21941
series
reg
6/12/80
6/27/80
5/80
9/12/80
9/11/80
9/25/80
8/1
10/16/80
10/30/80
2/18/81
3/19/81
12/2/79
4/1-4/79
3/1/85
Olympic Peace The Himalaya
C
SAl
21962
21963 21964
21965 21966 21977 21982 21991
21992
21993 21994 21995 22063 22064 22065 22066 22067 22077 22105
22106
22107
22145 22149 22150 22151
22169
senes
reg
earner
N57202 N57202 N57202 N57202 N57203 N57203 N741TV N741TV N741TV N742TV VR-HIA
Trans World
VH-ECB F-GCBA N605BN N8284V N633US N606BN N529PA N150UA VT-EGA VT-EGB VT-EGC
Airlines
SP31
ff
3/12/80
dd
Jet Aviation
4/4/84
Jet Associates
12/85
American Airlines Trans World /Virlines American Airlines Transamerica Airlines
10/86
SP31
4/11/80
271
11/30/79
5/8/80
10/86 12/21/79
UTA
5/3/85
Transamerica Airlines Transamerica Airlines Cathay Pacific Qantas Air France
5/16/86
Branift
271
3/8/80
3/26/80
267B 238B/CO 228B 227B
4/7/80
4/24/80
10/25/79
11/14/79
1/30/80
2/29/80
SP27
5/19/80
5/30/80
9/23/83 2/11/86
United Airlines
Air India
237B 237B 237B
12/11/79
12/21/79
2/7/80
2/20/80
2/28/80
4/4/80
2/24/80
3/17/80 11/79
11/12/79
12/3/79
JA8144 JA8140 JA8141 JA8142 JA8143 AP-BAT
Japan Japan Japan Japan Japan PIA
5A-DIJ
Libyan Arab Airlines
PP-VNA PP-VNA PP-VNA
Boeing Orient Leasing
1/30/81
Varig
1/30/81
5A-DIK
Libyan Arab Airlines
PP-VNB PP-VNB PP-VNB
Beoing
2/9/81
Orient Leasing
2/9/81
5A-DIL
Libyan Arab Airlines
N1290E PP-VNC PP-VNC
Orient Leasing
VH-EBQ
Airlines Airlines Airlines Airlines
Airlines
1/21/80
1/31/80
1/25/80
2/14/80
2/2/80
3/7/80
Samudra Gupta Mahendra Varman Marsha Vardhana
NTU
2/28/81 1/30/81
2L58
leased
NTU
3/26/80
2/9/81
leased
NTU
2L58
Boeing 3/5/81
12/5/80
Varig
N705SW N815FT
Flying Tigers
N706SW
Seaboard World
N816FT TU-TAP TU-TAP TU-TAP TU-TAP TU-TAP TU-TAP TU-TAP TU-TAP TU-TAP LX-TAP
246F 2468 2468 2468 2468 2408/CO 2L58
Varig
Qantas Cathay Pacific Seaboard World
VR-HIB
Hill
ordered by Air /Mgerie
Pam American
Air India
City of Swan
4/19/84
Nortfiwest Orient
Air India
leased
NTU
3/25/80
Boeing Branift
remarks
3/21/80
11/28/79
12/11/79
6/30/80
7/16/80
245F
9/22/80
245F
10/3/80
254F
9/12/80
Branbury
City of
t^TU
10/3/80
W. Henry Renninger
NTU Henry
10/14/80
Flying Tigers Air Afrique
3/5/81
2388 2678
H.
Heguy
10/3/80
National Airlines
3/1/84
leased
Saudia
3/1/84
leased
National Airlines
4/1/85
leased
Air Afrique
4/1/85
leased
Cargolux
5/85
Air Afrique
9/24/85
Japan Leasing Corp.
9/24/85
Korean Air Cargolux
9/24/85
leased
9/24/85
leased
99
s/n
22170 22171
22234
22235 22236 22237
22238 22239 22245 22246 22247 22248 22254 22272 22291 22292 22293 22294 22297 22298
22299
22303 22302
22304 22305
22306
22337 22363 22366 22376 22378 22379
22380
KM)
reg
carrier
HL7474 ZS-SAA ZS-SAR ZS-SAB ZS-SAS
Korean Air South African South African South African South African
N607BN N1607B N8285V N634US N609BN N612BN N809FT NSIOFT N810FT NSIOFT
Braniff
series
ff
dd 4/11/86
Airways Airways Ainways Airways
244B/C0
NRJ
10/24/80 11/6/80
244B/CO
11/12/80
227B
1/14/81
remarks
leased
Waterberg
11/24/80
NTU
Braniff
N7U
Air Algerie
Boeing
5/29/84
Braniff
2276 227B
Flying Tiger Line
249F
Braniff
NTU NRJ NTU
7/31/80
Flying Tiger Line
9/12/80
Cargo
1980 1980
leased
5/1/80
Tiriso
Air
Lines
4/23/80
Iberia
256B 256B
5/2/80
5/27/80
Groh de Molina Cervantes
Flying Tiger Line
249F
6/20/80
7/3/80
William E.
PK-GSA PK-GSB PK-GSC
Garuda Garuda Garuda
2U3B 2U3B 2U3B
6/12/80
7/2/80
7/3/80
7/30/80
8/8/80
8/26/80
4X-AXH N1289E JA8145 J AS 146 JA8147 JA8148 LV-OEP
EIAI
258B 228B/SC SR81 SR81 SR81 SR81 287B SP09
12/6/79
12/21/79
6/18/80
7/3/80
Flying Tiger Line
EC-DIA EC-DIB N808FT
Iberia
Air All All All
All
France Nippon Airways Nirways
Nippon Airways Nippon Airways
Aerolineas Argentines Airlines
B1894
China China China China
G-BDXK
British
Ainways
N608BN N1608B N1301E
Braniff
CAAC
G-BDXM
British
9M-MHI
Malaysian Airlines System Boeing
B-1861 B-1880 B-1885
N8280V G-BDXL G-BDXL G-BDXL
Airlines
8/15/80
11/25/80
9/30/80
11/25/80
11/4/80
11/18/80 4/30/80
209F
NTU
7/11/80 7/24/80
236B SP27
3/30/83
NTU
12/2/80
stored Seattle
Braniff
6/11/83
Airways
236B
NTU
1/24/81
3/14/82
236B
2/12/81
Airways
3/14/82
British Airtours
2/10/84
British
BarWng
i^nu
4/18/80
Airlines
British
Airways
British
G-KILO
British
Airways Airways
VR-HVY HS-TGF D-ABYT
Cathay
N1295E N1295E TJ-CAB N1298E N1298E N1301E N1309E N1309E
5/16/80 6/16/80
Airlines
G-BDXK
YI-AGP
5/3/80
5/23/80
Cliffom G.
10/31/84
236F
m\)
9/19/80 9/30/80 3/15/82
Pacific
Thai International
2D7B
9/11/80
9/24/80
Lufthansa Iraqi Airways
230B/SC 270C 206B 206B/SU
11/4/80
11/19/80
6/25/82
7/1
8/6/80
9/11/80
The Ganges
12/13/84
converted
KLM KLM Cameroon KUWI
KLM KLM KLM KLM
Airlines
2H7B/CO 206B 206B/SU 206B/CO
206B/SU
2/6/81
11/6/80
5/82
Phimara
Hamburg Shat-al-Arab
2/26/81
3/11/85
The Indus converted
9/29/81
ADM
1/86
converted
12/15/80
NTU
8/21/81
Richard
E.
Byrd
F C B
SM 22381
22382 22388 22389 22390
reg
22404 22405 22427
283B/CO
ft
dd
OY-KHB N4501Q
SAS SAS
EI-BTS EI-BTS
GPA
N744PR N629US N628US LX-ECV
Philippine Airlines
2F6B
12/2/80
12/12/80
Northwest Orient
251
4/1/80
4/18/80
Northwest Orient Cargolux China Airlines Cargolux China Airlines Transamerica Airlines
251
3/21/80
4/8/80
2FI7F
9/30/80
B-198 B-198 B-198
22403
senes
carrier
N743TV N743TV N743TV N743TV N744TV N745TV F-GCBC
remarks
12/20/80 2/17/81
1988 1988
Philippine Airlines
Saudia Transamerica Cargolux Transamerica Transamerica Air France
leased
10/10/80 2/26/85 2/26/85
leased
6/2/85
271 C
5/1/81
6/1/81
4/14/85
leased
4/1/86
Airlines
4/1/86 Airlines
271
Airlines
271
228B/SC
leased
MTU (vmj
10/7/80
10/21/80
w/o
1
2/2/85, Rio
de
Janerio, Brazil
22428
22429 22442
22446 22447 22454 22455 22471
22472
228B/SC
F-GDBD N130SE F-GCBD
Air
France
Air
France France
VR-HIC
Cathay
G-BDXN 9M-MHJ
British
Malaysian
B-1886 B-1888
China China
EC-DLC EC-DLC EC-DLD EC-OLD
Iberia
HS-TGG HS-TGD
Thai International
Air
3/2/81
6/81
Airways Airline
Airlines
Airlines
Iberia Iberia Iberia
22477 22478 22479
JA8151 JA8149
Japan Japan
N1783B JA8150
Boeing
22480
HL7451 HL7451
22482 22483 22484 22485 22486
22487
System
12/5/80
12/19/80 4/8/82
4/8/82
2098 209B 256B 256B/CO 256B 256B/CO 2D7B
4/7/81
4/17/81
2/1 7/82
3/4/82
2/6/81
2/18/81
3/12/81
3/24/81
11/29/84
converted
1/16/81
3/16/81
Snwanha MTU
6/1/84
Chainaral
10/4/84
Thai International Thai International
N5573F HL7452 HL7452 HL7452 HL7452 HL7452 HL7454 HL7456 HL7457 HL7458 N8281V HL7459 HL7459 HL7459 N6069D
267B 236B
Pacific
N6066U HS-TGS
22481
NTU
12/23/80
Boeing
5/16/84
Airlines
246F
Airlines
2468 2468 2468 2B5F
4/30/80
285F
6/4/80
Japan Airlines Korean Air Lines Saudia Boeing Korean Saudia Korean Korean Korean Korean Korean Korean Korean Boeing Korean Saudia Korean Boeing
converted
11/26/80
4/15/81
1/26/80
3/13/81
1
12/13/80 3/19/81
6/25/80 5/27/86
Air
Lines
leased
6/25/80 2/27/81
leased
Air
Lines
5/11/81
Air
Lines
2/17/83
leased
Air
Lines
2/1 3/84
leased
Air
Lines
Air
Lines
Air
Lines
Air
Lines
2B5B SPB5 SPB5 2B5B 2B5F
10/17/80
11/13/80
12/22/80
1/22/81
1/30/81
3/18/81
3/6/81
4/13/81
4/10/81
Air
Lines
5/8/81
Air
Lines
2/28/84
5/8/81
leased
385
101
SAI
22489 22495
senes
reg
carrier
HL7468 N6009F HL7469
Korean Boeing Korean Qantas
VH-EAA
Air
Lines
Air
Lines
ft
dd
remarks
12/12/84
3B5
3/30/85
SP38
1/11/81
4/1
5/85
1/19/81
City of
Gold Coast/
Tweed 22496
22498 22499 22500 22501
22502 22503 22506 22507 22508 22510 22511 22512 22513 22514 22515 22530 22545 22547
22579
22592 22593 22594 22595 22614
LN-RNB N4502R N4502R N4502R N4502R
SAS SAS
EI-BZA
SAS
N8281V
Boeing Saudia Saudia Saudia Saudia Saudia Saudia
HZ-AIA HZ-AIB HZ-AIC HZ-AID HZ-AIE HZ-AIF
10/22/81
6/3/83
SAS
1983
GPA
2/17/89
Alitalia
B-1882
China
VH-EBR
mu
8/26/81
Nigeria Airways
l-DEMC l-DEMD l-DEMF l-DEMG l-DEML l-DEMN l-DEMP F-BIUG F-BTDG F-BIUH F-BIUH VR-HID l-DEMR
N4508H N4508H JY-AFS G-CITB LV-OOZ LV-OPA JA8152 JA8153 N8296V
283B/CO
2/17/89 3/2/81
168B 168B 1688 1688 SP68 243B/CO 243B/CO 243B/CO 243B 243B 243B 243B
3/23/81
4/2/81
4/23/81
5/20/81
5/8/81
5/21/81
Alitalia Alitalia
Alitalia Alitalia Alitalia
UTA UTA UTA UTA Pacific
Alitalia
Airlines
11/14/80
11/26/80
Taormina
11/26/80
12/12/80
Cortina
12/11/80
12/22/80
Portofino
8/81
Cervinia
9/81
Sorrento
9/21/81
11/5/81
Portocervo
11/2/81
12/3/81
Capri
4/1/81
4/23/81
4/17/81
243F
10/15/81
12/18/81
7/20/81
9/30/81
3/86
Aerolines Argentinas
Nippon Airways All Nippon Airways Boeing Qantas All
5/15/86
converted
St Resa
NTU
3/9/81
2878 2878
leased
3/26/81
1986
Airways
Aerolineas Argentinas
converted
6/81
9/30/81
2D38
d'Ampezzo
5/5/81
SP09
Airlines
Alia British
7/81
6/81
2B3B/CO 2B3B/SU 2B3B/CO 2B3B/SU 267B
Wilmington Trust
China
leased
4/24/81
Alitalia
Cathay
1686
leased
City of Norwid^
8/81
12/16/81
1/23/82
SR81 SR81
2/18/81
2/27/81
3/29/81
5/28/81
2388
6/24/80 9/30/80
leased
CityofHobart
22615 22616
22617 22668 22669 22670 22671
22672 22678 22704
102
VH-ECC N6500C VH-EBS VH-EBT D-ABYU
Qantas Boeing Qantas Qantas
238B/CO 2388
Lufthansa
D-ABYW
Lufthansa
230F 230B/SC
D-ABYX D-ABYY VH-EAB N4508E B6005C N8277V
Lufthansa
Qantas Air France Boeing Boeing
HB-IGC
Swissair
Lufthansa
10/15/80
City of Stiepparton
11/30/81
City of Longreacti
9/81
Asia
11/19/81
12/23/81
Berlin
12/1/81
2/25/83
Kdin
12/4/82
12/20/82
t^unchin
8/81
Winton
9/29/80 9/25/81
NTU
2388
230B 2308 SP38 228F 357
9/11/81
10/5/87
3/19/83
Bern
SM 22705
22709 22710 22711
22712 22722 22723 22724 22725 22740 22745 22746 22747 22748 22749 22750 22764
reg
earner
series
N1784B HB-IGD JA8156 JA8157 JA8158 JA8159 ZK-NZV ZK-NZW ZK-NZX ZK-NZY ZK-NZY 9K-ADD JA8154 JA8155
Boeing
357/SCD
2/14/83
SR81 SR81 SR81 SR81
9/21/81
10/23/82
11/12/82
9B 219B 21 9B 219B
5/6/81
5/22/81
Astea
5/22/81
6/9/81
Tainui
6/81
Takitimu
6/22/82
TeAraw
269B/CO 246B 2468 168B
1/14/82
1/20/82
Al-Salmiya
11/4/81
11/17/81
11/17/81
12/15/81
HZ-AIG HZ-AIH
All All All
Nippon Nippon Nippon Nippon
New Zeland Kuwait Airways Japan Japan
Airlines Airlines
Iberia
PK-GSE PK-GSF
Garuda Garuda
22791
N6018N ZK-NZZ N4506H N4522V N4522V
Boeing
22872 22939
22969 22970 22971
22989 22990
F-GDUT N6067B N8278V F-GDUA F-GDUB VR-HIE N5454F
F-GCBG N8289V l-DEMS N8279V ZS-SAT N8296V ZS-SAU N211JL N6046B
Air
12/17/81
6/17/82
5/27/82
12/11/81
1/82
2/3/82
3/1
3/19/82
4/2/82
5/82
France Wilmington Trust China Airlines Iraqi
7/82
2568
1/25/82
238 2U3B 21 9B
4/24/82
5/5/82
5/8/82
5/18/82
228B/SC SP09
3/17/82
8/5/82
New Zeland
Government
UTA
8/25/82
6/10/82
SP70 3B3
8/2/82
6/10/82
mxi
3/1/83
8/25/82
2438
2/11/83
Boeing South African Ainways Boeing South African Ainways
344
2/16/83
344
3/27/83
Japan
2468 246B
10/7/82
4/25/83
246B
5/17/83
357
9/22/83
Cathay Pacific Boeing Air France Boeing
7/9/82
Boeing
Japan
22995
HB-IGE
Swissair
N221GE
Swissair
HB-IGF
Swissair
N221GF
Swissair
HB-IGG N6006C
Swissair
Airlines
2/28/83
Monte Argentario
5/2/83
Johannesburg
4/14/83
Cape Town/Kaapstad
12/14/82
6/83
6/6/83
12/16/83
Geneve NTU
11/30/83
Zurich
1/89
Ticino
357 9/12/83
357 312 Airlines
22871
7/23/82
6/1
Airlines
Boeing Boeing Singapore
CDG
10/1/82
Alitalia
Airlines
w/o 3/16/85 Paris
NTU
3B3 267B 2288
Boeing
leased
8/30/82
12/10/82
UTA UTA
N5573K JA8162
Tokomaru
3/26/82
6/10/82
Boeing Boeing
22991
N8279CV 9V-SKA
10/15/81
SP68
Air
Japan
22997 23026
168B 168B
Basel
2/26/82
JA8161
22996
21
remarte
12/17/81
4/1/82
Air
N6046P HZ-AU N8296V
YI-ALM
Airways
Boeing
EODNP
22858 22870
Airways Airways
New Zeland Air New Zeland Air New Zeland
22768 22769
22794 22805
Ainways
Air
Saudia Saudia Saudia Boeing Saudia Boeing
HZ-AII
3/5/83
Swissair All
dd
ff
4/1 5/83
4/83 4/20/83
103
F B
s/n
23027 23028 23029
23030 23031
23032
23033 23048
reg
carrier
9V-SKB N116KB 9V-SKC N117KC 9V-SKD N118KD 9V-SKE N119KE 9V-SKF N120KF 9V-SKG
Singapore Airlines Singapore Airlines Singapore Airlines
N121KG
Singapore Airlines Singapore Airlines Singapore Airlines Boeing Cathay Pacific Inn Lease Finance
9V-SKH N122KH N6066U VR-HIF
23056 23067 23068 23070 23071 23111
23112 23120
N4548M N4548M
Singapore Airlines Singapore Airlines Singapore Airlines Singapore Airlines
ff
312
6/12/83
312
6/23/83
312
11/11/83
312
2/1/84
312
2/18/84
312
10/17/84
312
3/1 /S5
2678
5/13/83
306/CO
9/1
346
10/10/83
346
10/26/83
3G1
12/15/83
2J6B/CO
12/6/83
dd
6/30/83
11/22/83 2/24/84 2/28/84
10/30/84 3/20/85
5/22/83
5/83
KLM
9/30/83
9/30/83
Japan Japan Japan Japan
B-2446
CAAC
N631US N632US N5573B
Northwest Orient Northwest Orient
251 251
2/28/84
4/2/S4
3/27/84
5/1 /S4
Boeing Cathay Pacific Inn Lease Finance
267B
4/1
306/CO
4/9/84
N4551N N4551N
Airlines
Frank Whittle
12/8/83
Airlines
Boeing Saudi Royal Boeing
Sir
11/29/83
Airlines Airlines
remarks
6/21/83
JA8163 N212JL JA8164 N213JL N1 784B HZ-HM1A N1781B
VR-HIH
23137
Singapore Airlines Singapore Airlines Singapore Airlines Singapore Airlines
series
12/22/83
Flight
12/20/83
7/84
4/27/84
KLM
9/13/S4 9/13/84
SirGeoffery
de Havilland
23138
23139
23149
23150 23151
23221
N6066Z JA8167 JA8167 N6046P J AS 168 JA8168 N5573B JA8163 N1781B JA8164 N1786B J AS 166 N6018N VR-HII
23222
23223 23224 23243 23244 23245
104
N1784B VH-EBT N5573P VH-EBU N6005C VH-EBV N123KJ N124KK N125KL
Boeing All Nippon Nippon Air Boeing All Nippon Nippon Air Boeing
Japan
281
Airways
2/28/85
Cargo
2/28/85
leased
346 12/6/84
Airlines
3468 12/4/84
Airlines
346
1/17/85
367
5/31/85
338
10/6/84
338
12/21/84
338
3/21/85
312 312 312
4/1
2/4/S5
Airlines
Boeing Cathay Pacific Boeing Qantas Boeing Qantas Boeing Qantas Singapore Airlines Singapore Airlines Singapore Airlines
leased
2/20/85
Airways
Boeing
Japan
12/13/84
281
Boeing
Japan
12/13/84
Cargo
6/13/85
Canberra
11/13/84
City of
1/24/85
City of Sidney
4/1 5/85
City of l^elt)ome
9/85
4/30/85
4/23/85
9/24/85
11/5/85
12/11/85
series
reg
carrier
23246 23262
9V-SKP N6005C
23263
N6009F
Singapore Boeing Saudia Boeing
23264
N6046P
23265
N6046P
23266
N6005C
23267
N6055X
23268
N6005C
23269
N6038E
23270
N6046P
23271
N6038N
23286
N6055X D-ABYZ N603BE D-ABZA N6009F
sAi
HZ-AIK HZ-AIL
HZ-AIM H2-AIN
HZ-AIO HZ-AIP
HZ-AIQ HZ-AIR HZ-AIS HZ-AIT
23287 23300 23301
23348 23389 23390
VR-HIJ
23395 23407 23408
N6046P D-ABZC N6005C PP-VNH N6009F
23410 23413 23439
368
9/9/85
368
10/11/85
368
10/9/85
368
1/3/86
368
1/14/86
368
5/1/85
368
8/86
368
10/86
230B
5/16/85
Boeing
230B
6/21/85
Lufthansa Boeing
243B
5/8/85
2438/80
7/12/85
12/20/85 10/24/85 1/17/86
3/14/86 7/24/86
9/86 11/86 Frankfort
6/28/85
Duseldorf
5/29/85
Montecatini
Alitalia
7/24/85
Sestriere
Egyptair
7/3/86
leased
10/15/85
Europe
Boeing
230F
10/1/85
246B
3/1/86
SR46/SU
2/26/86
Lufthansa
Boeing
Japan Japan Japan
3/16/89
Airlines
Boeing
3/24/86
Airlines
Airlines
Boeing Cathay Boeing
246F 367
2/8/86
230B
1/24/86
341
11/22/85
341
12/13/85
230B
3/31/86
338
3/19/86
312/00
3/10/86
2/14/86
Pacific
Lufthansa Boeing
2/14/86
Varig
Boeing
12/19/85
Lufthansa
Boeing Qantas Boeing Singapore Singapore
UTA UTA Boeing
Sabena
Hannover
12/10/85
Boeing Varig
00-SGC
8/21/85
5/24/85
PP-VNI
N6065Y 9V-SKM 9V-SKN F-GDUE F-GETA N6005C
6/2/85
Lufthansa
N6005C D-ABZD N6055X
VH-EBW 23409
remarks
7/12/85
Saudia Boeing Saudia Boeing Saudia Boeing Saudia Boeing Saudia Boeing Saudia Boeing Saudia Boeing Saudia Boeing Saudia Boeing
Boeing
N6005C
23394
7/26/85
Alitalia
23392
23393
368
l-DEMT
JA8171
dd
MTU 6/13/85
N6018N l-DEMV l-DEMV N6005F D-ABZB N601BN JA8169 N6009F JA8170
23391
ff
312 368
Airlines
Kiel
3/31/86
City of Brisbane
3/25/86
Airlines Airlines
4/10/86
312/00 383/SO
1/23/86
329/00
5/29/86
3/87 1/31/86
6/10/86
105
B
s/h
23461
reg
series
carrier
N6066B
Boeing
11/30/85
243/SCD 3B3
6/6/86
4/14/86
346
4/6/86
281
6/16/86
281
6/23/86
306/SCD
1986
230F
4/86
228B
5/86
230F
6/86
230F
6/86
F-GCBI
Boeing Lufthansa Boeing Air France Boeing Lufthansa Boeing Lufthansa Boeing Air France
PH-MCE
Virgin Atlantic
21
Boeing
338
B-2448
CAAC
23476 23480
l-DEMW N6018N F-GbIB
Alitalia
23482
N6009F
Boeing
JA81 73
Japan
N6055X JA8174 N60659 JA8175 N6055X PH-BUX N6038E D-ABZE N6046P F-GCBH N6046P D-ABZF N6046P D-ABZH N6009F
Boeing All Nippon Airways Boeing All Nippon Airways Boeing
23501
23502 23508 23509 23611 23621
23622 23676 23652 23688
23719 23720 23721
23722 23736 23737 23746 23818 23819 23820 23821
23999 24000 24061
24062 24067
24138
N6005C VH-EBX N661US N662US N6046T HS-TGD N60668 HS-TGE N151UA N152UA B-2450
N663US N664US N665US N666US PH-BFA PH-BFB N5573V 9V-SMA N6500C 9V-SMB N6018N F-GCBJ N6005C D-ABZI
24158 24322 24354 24363 24380 24381
106
ft
2J6B
N6055X F-GCBK N171UA VH-OJA N172UA N173UA N174UA
dd
reman
12/10/85
Boeing
UTA
6/13/86
Spoledo
4/24/86
4/15/86
Airlines
6/25/86 7/2/86
KLM
Stuttgart
7/86
Australia
8/86
Bonn
1986
Airlines
AC
2/18/89
1986
451 451
3D7
1987
3D7
1987
Airlines
United Airlines United Airlines
China Airlines Northwest Airlines Northwest Airlines Northwest Airlines Northwest Airlines
KLM KLM Boeing Singapore Boeing Singapore Boeing Air France Boeing Lufthansa Boeing Air France
5/1/86
di Vinci
228B
Northwest Airlines Boeing Korean Airlines
Boeing Korean
Leonardo
5/86
Qantas Northwest
1986
222B 222B 2J6B
7/87
451
451 451
406 406 412
3/15/89
412
2/6/89
United Airlines United Airlines
United Airlines
1988
Sucliada
1988 1987 1987
Chutamat
7/87
City of Atlanta City of
Bangkok
3/29/90
Airlines
Qantas
City of Perth
1989 1989 1989 1989 1989 1989
451
Airlines
United Airlines
1986 1988 1989
3/18/89
228B 1988
230F 7/88
Australia
228F 1988
422 438 422 422 422
4/89
5/89
5/89
6/89
1989 7/89
8/79
7/89
8/89
City of
Canberra
Fleet Index
AP
C-GAGB C-GXRA
Pakistan
AP-AYV
AP-AYW AP-BAK AP-BAT AP-BCL AP-6CM AP-BCN AP-BCP
20928 21035 21825 22077 20929 20802
21627 21516 21517 20013 20014 20015
OGXRD CF-TOA CF-TOB CF-TOC
EC-DIA EC-DIB
EC-DLC
EC^LD CN
CN-RME CN-RMS
21615 21523
19957 19958 20137 22238 22239 22454 22455 22764 20014
El Ireland
EI-ASI
F-BPVT F-BPVU
A40Oman
CS A40-S0
1
21785
A6UAE A6-SMR
Protuga
21961
CS-TJA CS-TJB CS-TJC CS-TJD
20501
EI-ASJ EI-BED
20502 20928 21035
EI-BOS EI-BPH EI-BRR EI-BTS EI-BZA
D Germany
BCtiina
EI-BWF B-1806 B-1861
B-1862 B-1864 B-1866 B-1868 B-1880 B-1882 B-1885 B-1886 B-1888 B-1894 B-198 B-2440 B-2442 B-2444 B-2446 B-2446 B-2448 B-2450
19898 22298 21300 21454 21843 19896 22298 22547 22299 22446 22447 22299 22390 19732 21932 21933 21934 23071 23461 23746
D-ABYA D-ABYB D-ABYC D-ABYD D-ABYE D-ABYF D-ABYG D-ABYH D-ABYJ
D-ABYK D-ABYL D-ABYM D-ABYN D-ABYO D-ABYP D-ABYQ D-ABYR D-ABYS D-ABYT D-ABYU
D-ABYW
C Canada C-FCRA C-FCRB C-FCRD C-FCFE C-FDJC
CfTUN C-FTOA C-FTOC
OFTOD C-FTOE C-FTOF
C-GAGA
20801
20802 20927 20929 20208 20305 20013 20015 20767 20881 20977 20977
D-ABYX D-ABYY D-ABYZ D-ABZA D-ABZB D-ABZC D-ABZD D-ABZE D-ABZF D-ABZH D-ABZI
EC
Spain
19746 19747 19748 20372 20373 20493 20527 20559 21220 21221 21380 21588 21589 21592 21590 21591 21643 21644 22363 22668 22669 22670 22671 23286 23287 23343 23393 23407 23509 23621 23622 24138
F-BPVH F-BPVJ F-BPVK F-BPVL F-BPVM F-BPVN
F-BPVO F-BPVP F-BPVQ F-BPVR F-BPVS
EC-DNP EC-DXE
Morocco
20801
20927
EC-BRO EC-BRP EC-BRQ
EP
19744 19745 19748 19898 20013 20014 22381 22496 21575
Iran
EP-IAA EP-IAB EP-IAC EP-IAD EP-IAG EP-IAH EP-IAM EP-IAN EP-IAP EP-IAR EP-ICA EP-ICB EP-ICC
EP-NHD EP-NHJ EP-NHK EP-NHN EP-NHP EP-NHQ EP-NHR EP-NHS EP-NHT
20998 20999 21093 21758 21217 21218 21759 21760 21761
21762 21487 21507 21514 19668 19667 19669 21486 20082 21487 20081 20080 19678
F-BPVX F-BPVY F-BPVZ F-BIUG F-BIL)H
F-GBOX F-GCBA F-GCBC F-GCBD F-GCBG F-GCBH F-GCBI
F-GCBJ
F-GCBK F-GDUA F-GDUB F-GDUE F-GDUT F-GETA F-GbIB F-GPAN F-ODJG
G
19749 19750 19751
19752 20355 20376 20377
20541
20543 20798 20799 20800 20887 20954 21141
21255 21326 21429 21537 21576 21731
21745 21787 22514 22515 21835 21982 22427 22428 22939 23611
23676 24067 24158 22870
G-AWNA G-AWNB G-AWNC G-AWND G-AWNE G-AWNF G-AWNG G-AWNH G-AWNJ G-AWNK G-AWNL
G-AWNM G-AWNN G-AWNO G-AWNP G-BBPU
G-BDPV G-BDPZ G-BDXA G-BDXB G-BDXC G-BDXD G-BDXE G-BDXF G-BOXG G-BDXH
21213 19745 21238 21239 21240 21241
21350 21351
G-BDXI
21536 21635 21830
G-BDXJ
21831
G-BDXK G-BDXK G-BDXL G-BDXM G-BDXM G-BDXN G-BJXN G-BLVE
22303 22306 22305 22304 23711
G-BLVF
22442 20527 21079 21098
G-BMGS
20121
G-CITB
22579 21252 22306 21517 19732 21189 21937
G-HUGE G-KILO G-NIGB G-VGIN G-VIRG
G-VRGN
22871
23413 22870 23413 23480 21515 21468
England
G-AWNI
F France
F-BPVA F-BPVB F-BPVC F-BPVD F-BPVE F-BPVF F-BPVG
F-BPW
20378
19761
19762 19763 19764 19765 19766 20269 20270 20271 20272 20273 20284 20708 20809 20810 20952 20953
HB
Switzerland
HB-IGA HB-IGB HB-IGC HB-IGD HB-IGE HB-IGF HB-IGG HB-IGG HI
20116 20117 22704 22705 22995 22996 22997 23751
Dominican Republic
HI-472
20104
HK Colombia HK-2000 HK-2300 HK-2400 HK-2900 HK-2910 HK-2980
19734 21730 19735 19733 21381
21730
HL South Korea
107
1
HL7410
20770
HZ-AIS
23270
HL741 HL7440 HL7441
20771
HZ-AU
23271
20372 20373 20559 21772 21773 20493 20493 22480 22481 22482 22483 22484 22485 22486 20770 20771 22487 22489 20652 22169
HZ-HM1
21652 23070 21652
HL7442 HL7443 HL7445 HL7447 HL7447 HL7451 HL7452 HL7454 HL7456 HL7457 HL7458 HL7459 HL7463 HL7464 HL7468 HL7469 HL7471 HL7474
HS
Thiland
HZ-HM1A HZ-HM1B 1
Italy
l-DEMA l-DEMB l-DEMC l-DEMD l-DEME l-DEMF l-OEMG l-DEML l-DEMN l-DEMO l-DEMP l-DEMR l-DEMS l-DEMT l-DEMU l-DEMV
l-DEMW
HS-TGA HS-TGB HS-TGC HS-TGD HS-TGF
HS-TGG HS-TGJ HS-TGS
HS-TGV HS-VGB HS-VGF HS-VGG
HZ Saudi HZ-AIA HZ-AIB HZ-AIC HZ-AID HZ-AIE HZ-AIF HZ-AIG HZ-AIH HZ-AII
HZ-AIJ HZ-AIK HZ-AIL
HZ -AIM HZ-AIN
HZ-AIO HZ-AIP HZ-AIQ HZ-AIR
108
21782 21783 21784 22472 22337 22471 23721
22472 23722 19744 19745 20399 Arabia
22498 22499 22500 22501
22502 22503 22747 22748 22749 22750 23262 23263 23264 23265 23266 23267 23268 23269
19729 20520 22506 22507 19730 22508 22510 22511
JA8143 JA8144 JA8145 JA8146
22512
JA1 847
19731
JA8148 JA8149 JA8150 JA8151 JA8152 JA8153 JA8154 JA8155 JA8156 JA8157 JA8158 JA8159 JA8160 JA8160 JA8161 JA8162 JA8163 JA8163 JA8164 JA8164 JA8165 JA8166 JA8167 JA8168 JA8169 JA8170 JA8171 JA8172 JA8173 JA8174 JA8175
22513 22545 22969 23300 19732 23301 23476
JA Japan JA8101 JA8102 JA8103 JA8104 JA8105 JA8106 JA8107 JA8108 JA8109 JA8110 JA8111 JA8112 JA8113 JA8114 JA8115 JA8116 JA8117 JA8118 JA8119 JA8120 JA8121 JA8122 JA8123 JA8124 JA8125 JA8126 JA8127 JA8128 JA8129 JA8130
JA1831 JA8132 JA8133 JA8134 JA8135 JA8136 JA8137 JA8138 JA8139 JA8140 JA8141 JA8142
19725 19736 19727 19823 19824 19825 20332
20333 20503 20504 20505 20528 20529 20530 20531
20532 20781
20782 20783 20784 20923 20924 21034 21032 21030 21033 21031 21029 21678 21679
21680 21681
21604 21605 21606 21922 21923 21924 21925 22064 22065 22066 22067 22063 22291
22292 22293 22294 22478 22479 22477 22594 22595 22745 22746 22709 22710
20120 21381
22496
LV Aregentina
LV-OHV LV-LRG LV-I_ZD
LV-MLO LV-MLP LV-MLR LV-OEP LV-OOZ LV-OPA
21786 19896 21189 21725 21726 21727 22297 22592 22593
LX Luxebbourg
LX-DCV LX-ECV LX-LTM LX-MCV LX-OCV LX-SAL LX-TAP
N
21650 22390 21132 20106 21575 20116 22169
United States
22711
22712 22989 21744 22990 22991
23067 23149 23068 23150 21743
N10023
N 10024 N116KB N117KC N118KD N119KE N120KF
N121KG N122KH
20012 20534 23027 23028 23029 23030 23031 23032 23033 23243
23151
N123KJ N1239NE
23138 23139 23389 23390
N124KK N1248E N125KL N1252E
23244 21468 23245 21537
23391
N1252E N1288E N1288E N1289E N1289E N1290E N1290E N1295E N1298E N1301E N1301E N1304E
21731
23348 23482 23501
23502
JY Jordan JY-AFA JY-AFB JY-AFS
LN-AET LN-RNA LN-RNB
21251
21252 22579
LN Norway
N1304TW
LN-AEO
N1305E N1309E
20121
21251
21688 21832 21833 22272 21834 22107 22376 22379 22380 22302 21934 20117 22428 22380
N133TW N134TW N1352B N140UA N141UA N142UA N143UA N144UA N145UA N145UA N146UA N147UA N148UA N149UA N14936 N14937 N14939 N14943
N150UA N151UA N152UA N1607B N1608B N 16020 N171UA N17125 N17126
N172UA N173UA N174UA N1780B N1781B N1781B N1783B N1783B N1784B N1784B N1784B N1785B N1786B N1786B N1789B N1790B N1791B N1794B N1794B N1795B N1795B N1796B N1 796B N1798B N1799B N1799B N17010 N17011
N1800B N1800B N18815
19957 19958 20235 21022 21023 21024 21025 21026 21025 21441 21547 21548 21648 21649 20105 20106 20108 20102 21992 23736 23737
22234 22302 19731
24322 20271
20273 24363 24380 24381
21515 23071
23150 21255 22479 22705 23070 23222 21516 21220 23151
21725 21238 21189 20373 20801 20781
20237 19730 20771 20770 19761
20704 19729 19730 19746 20530 20887
1
N202AE N203AE N204AE N211JL N212JL N213JL
N221GE N221GF N247SP ^426861
N26862 1^6863 N26864 N28366 N28d88 N28899 N28903
N301TW N302TW N303TW N304TW N305TW N342SP N351AS N354AS N355AS N356AS N357AS N358AS N359AS N371EA N33021 N40108 N40116 N41035
N4501Q r44502R
N4506H N4508E N4508H N4522V N45224 N4544F N4548M N4551N N4703U N4704U N4710U N4711U N4712U N4713U N4714U N4716U N4717U N4718U N4719U
N472EV N4720U
21097 21098 21099 22989 23067 23068 22995 22996 21023 19733 19734 19735 20305 20800 20542 20543 20541 20501
20502 20116 20117 20742 21024 21785 21189 19729 19730 19731
19732 20520 20012 20520 19896 21141 21025 22381 22496 22794 22678 22547 22805 20520 22939 23056 23137 19753 19754 19755 19756 19757 19875 19876 19877 19878 19879 19880 20302 19881
N4723U NW727U N4728U NM729U N4732U N4735U
N480GX N50022
N529PA N530PA N531PA N532PA N533PA N534PA N535PA N535PA N536PA N536PA N537PA N538PA N539PA N53110 N531
1
N53112 N53115 N53116
N540PA N5573B N5573B N5573B N5573F N5573K N5573P N57202 N57203
19882 19883 19925 19926 19927 19928 19746 20011 21992 21022
N601BN N6018N N6018N N601BN N6108N N6108N N6108N N601US N602BN N602BN
21023 21024 21025 21026
N602FF
20651
N603FF
21027 21028 21441 21547 21548 21648 19676 19677 19678 20320 20321 21649 23120 23149
N603PE N603US N6038E N6038E N6038E N6038N N604BN N604GP N604GP N604GP N604GP N604GP N604PE N604US
24061 22481 22991
N6046 N6046P N6046P N6046P N6046P N6046P N6046P
22750 23139 23264 22750 22490 23265 23393
N605BN N605PE N605US N6055X N6055X N6055X N6055X N6055X N6055X N606BN N606PE N606US N6065Y
21991
23223 21962 21963
N58201
21961
N603BN N6005C N6005C N6005C N6005C N6005C N6005C N6005C N6005C N6005C N6005C N6005C N6005C
21785 22704 23224 23262 23266 23268 23392 23394 23407 23439 23688 24062 24138 23348 23026 22489 23263 23300 23390 23395 23676 23482
N6005F N6006C N6009F N6009F N6009F N6009F N6009F N6009F N6009F
N602PE N602US N603BN
N60659 N6066U N6066U N6066Z N6066B N6066B N6067B N6069D
N607BN
20207 22791
24067 23389 23221 23301
23480 19778 20208 21682 19734 21682 19779 21785 19746 19729 19780 23269 23287 23509 23271
21786 23270 23611 23621
23622 23721 19731 19781
20520 19782 23267 23286 23408 23501 24158 23508 21992 19730 19783 23409 23502 22472 23048 23138 23461
23722 22870 22487 22234
N607PE N607US N608BN N608PE N608US N609BN N609PE N609US N610BN N610PE N610US N611BN N611PE N611US N612BN N612US N613US N614US N615US N616US N617US N618US N619US N620BN N620US N621US N622US N623US N624US N625US N626US N627US N628US N629US N630US N631US N632US N633US N63305
N634US N635US N638US N6500C N652PA N653PA N654PA N655PA N656PA N657PA N658PA N659PA N661US N662AA N662US N663US N664US N665US N666US
20011 19784
22302 20012 19785 22235 20534 19786 19746 20535 19787 20527 19732 20356 22236 20357 20358 20359 20360 21120 21121 21122 21321 20927 19918 19919 21704 21705 21706 21707 21708 21709 22389 22388 21668 23111 23112 21991 20799 22234 21682 23549 22616 20347 20348 20349 20350 20351 20352 20353 20354 23719 20101 23720 23818 23819 23820 23821
N671UP N672UP N673UP N674UP N675UP N676UP
20323 20324 20325 20100 20390
N701SW N702SW N703SW N703SW N704SW N705SW N706SW
20826 20827 20828 21764 21841 22150
N723PA N724PA N725PA N726PA N727PA N728PA N729PA N730PA N731PA N732PA N733PA N734PA N735PA N736PA N737PA N738PA N739PA N740PA N740Q N7402Q N7403Q N7404Q N741PA N741PR N7410Q N7411TV N742PA N742PR N742TV N743PA N743PR N743TV N744PA N744PR N744TV N745TV N747AV N747BA N747BA N747BC N747BC N747BH
21439 21316 19898 21048 21162 20712 20713 20888 19637 19638 19640
N747BJ N747BK N747BL
20101
22151
19641
19642 19643 19644 19645 19646 19647 20080 20081
20082 20083 19648 21832 20080 21964 19649 21833 21965 19650 21834 22403 19651
22382 22404 22405 19734 19734 20770 20771 21048 21162 21316 21439 19732
109
N747BM N747BN
20011
N747PA N747QC N747SP N747TA
20012 20712 19639 19639 21022 20712
N747WA N747WR
20651 20651
N7470 N748FT
20235 20713 19652 20713 20652 20888 19653 20013 20888 20653 19654 19733 19655 19656 19657 19658 19659 19660
N747FT
N748PA N748TA
N748WA N749FT
N749PA N749R N749TA
N749WA N750PA
N750WA N751PA N752PA N753PA N754PA N755PA N770PA N771PA N77772 N77773 N780T N800FT N800U N801FT N802FT N803FT N804FT N805FT N806FT N807FT N808FT N809FT M809FT N810FT N811FT N812FT N813FT N184FT N815FT N816FT N817(-l
N818FT N819FT N820FT N8277V N8277V N8278V N8279V
110
19661
19918 19919 19746 20100 20208 20101
20323 19897 20246 20247 21827 21828 22245 19733 22237 22237 20826 20827 21764
N8279V N8280V N8281V N8281V N8284V N8285V N8285V N8286V N8289V N8289V N8291V N8293V N8295V N8296V N8296V N8196V N8297V N8297V N88931
N901PA N902PA N903PA N904PA N905NA N905PA N93101 N93102
N93103 N93104 N93105 N93106 N93107 N93108 N93109 N93113 N93114 N93115 N93118 N93119 N9661
22150
N9662 N9663 N9664 N9665 N9666 N9667 N9668 N9669 N9670
22151
N9671
20349 20353
N9672 N9673 N9674 N9675 N9676 N9676 N9896 N9897
21841
19661 20391
21507 22704 22870 22970
23026 22305 22486 22498 21991 21241 22234 21604 22969 19735 21589 21514 21352 22614 22764 22971 20977 21111 20798
N9898 N9899 N9900
19898 20246 20247
OD Lebanon
21743 20107 21744 19667 19668 19669 19670 19671
19672 19673 19674 19675 20080 20081 20320 20082 20083 20100 20101 20102
20103 20104 20105 20106 20107 20108 20109 20323 20324 20325 20326 20390 20391 20101 19896 19897
22107 23394 23395
PP-VNI
SE Sweden
VH-ECA VH-ECB VH-ECC VH-OJA
21354 21977 22615 24354
1
VR Hong Kong OD-AGC OD-AGH
20391
21097 21098 21099 20390
OD-AGI
OD-AGJ
OD-AGM
SE-DDL SE-OFZ
SU
20120 21575
Egypt
SU-GAK
20117
00 Belgium SX Greece
00-SGA 00-SGB 00-SGC
20401
20402 23439
OY Denmark
20.'^ 1
19896 20100
PP-VNC PP-VNH
OY-KFA OY-KHA OY-KHB
20121 20121 22381
VR-HII
SX-OAA SX-OAB SX-OAC SX-OAD SX-OAE
20742 20825 21683 21684 21935
TJ Cameroon
TJ-CAB
PH
TU
PH-BUG PH-BUH
23999 24000 19922 19923 19924 20398 20399 20400 20427 21110
PH-BUI
21111
PH-BUK PH-BUL PH-BUM PH-BUN PH-BUO PH-BUX PH-MCE
21549 21550 21659 21660 21848 23508 23652
PH
Indonesia
PK-GSA PK-GSB PK-GSC PK-GSD PK-GSE PK-GSF PP
22378
Netherlands
PH-BFA PH-BFB PH-BUA PH-BUB PH-BUC PH-BUD PH-BUE PH-BUF
22246 22247 22248 22249 22768 22769
Brasil
PP-VNA PP-VNB
22105 22106
VR-HIA VR-HIB VR-HIC VR-HID VR-HIE VR-HIF VR-HIH
Ivory
Coast
VR-HIJ
VR-HKG VR-HVY
VT
India
VT-EBD VT-EBE VT-EBN VT-EBO VT-EDU VT-EFJ
TU-TAP
VH
22169
Australia
VH-EAA VH-EAB VH-EBA VH-EBB VH-EBC VH-EBD VH-EBE VH-EBF
VH-EBG VH-EBH
22495 22672 20009 20010 20011 20012 20534 20535 20841 20842
VH-EBI
20921
VH-EBJ
21054 21140 21237 21352 21353 21657 21658 22145 22614 22616 22617 23222 23223 23224 23408 23688
VH-EBK VH-EBL VH-EBM VH-EBN VH-EBO VH-EBP VH-EBQ VH-EBR VH-EBS VH-EBT VH-EBT VH-EBU VH-EBV
VH-EBW VH-EBX
VT-EFO VT-EFU VT-EGA VT-EGB VT-EGC VT-ENQ Yl
19959 19960 20459 20558 21182 21446 21473 21829 21993 21994 21995 21436
Iraqi
YI-AGN YI-AGO YI-AGP YI-ALM
YK
21966 22149 22429 22530 22872 23048 23120 23221 23392 21746 22306
21180 21181
22366 22858
Syria
YK-AHA YK-AHB
21174 21175
ZK New Zealand ZK-NZV
ZK-NZW ZK-NZX ZK-NZY ZK-NZZ
ZS South ZS-SAA ZS-SAB
22722 22723 22724 22725 22791 Africa
22170 22171
1
20273 20238 20239 20556 20557 22170
ZS-SAL
ZS-SAM ZS-SAN ZS-SAO ZS-SAP ZS-SAR ZS-SAS ZS-SAT ZS-SAU ZS-SPA ZS-SPB ZS-SPC ZS-SPD ZS-SPE ZS-SPF
3B
4R-ULF
4X
9Q-ARW
9aCKF
21134
20009 20010
20135 20274 20704 21190 21594 21737 22254 19735
5A Lybia 22105 22106 22107
5A-DIJ 5A-DIK 5A-DIL
5R Madagasgar 21614
5R4W1FT
7Q Malawi
9V Singapore 9V-SIA 9V-SIB
9V-SKA 9V-SKB 9V-SKC 9V-SKD 9V-SKE 9V-SKF 9V-SKG 9V-SKH 9V-SKM 9V-SKN 9V-SKP 9V-SMA 9V-SMB 9V-SQC 9V-SQD 9V-SQE 9V-SQF
9V-SQG 9V-SQH 9V-SQI
9V-SQJ
9V-SQK 9V-SQL 9V-SQM 9V-SQN 9V-SQ0 9V-SQP 9V-SQQ 9V-SQR 9V-SQS Military
21133
5-280 5-281
9K Kuwait
5-282
5-282
9M
20712 20713 23026 23027 23028 23029 23030 23031 23032 23033 23049 23410 23246 24061 24062 20888 21048 21162 21316 21439 21683 21684 21935 21936 21937 21938 21939 21940 21941 21942 21943 21944
5-8101
5-8102 5-8103 5-81 04 5-8105 5-8106 5-8107 5-8108 5-8109 5-8110 5-81
1
5-8112 5-8113 5-8114 5-8115 5-8116
19735 19667 19678 20080 19677 20081 19668 20082 19669
20083 19733 19734 19735 21486 21487 21507 21514
United States
73-01676 73-01677 74-00787 75-00125
20682 20683 20684 20949
Operated
Iran
7Q-YKL
9K-ADA 9K-ADB 9K-ADC 9K-ADD
19637 20829
22971
21132 21133 21134 21253 21254 21263
Israel
4X-AXA 4X-AXB 4X-AXC 4X-AXD 4X-AXF 4X-AXG 4X-AXH 4X-AXZ
22304 22442
9Q Zaire
22970
4R Sn Lanka
4R-ULG
9M-MHJ
22171
Mauritius
3B-NAG
5-291
9M-MHI
21541
5-283
21542 21543 22740
5-284 5-286 5-287 5-289 5-290
Malaysia
19667 19678 19668 20080 19677 20081 20082 19669 19733 19734
Key
to abbreviations
= registration s/n = serial (or construction) number reg
ff= first flown
dd=date delivered
NTU = not
taken up
w/o = written
off
111
Index A
British Caledonian,
DC- 10
Delta, 8
designator numbers, airlines, 18-19
Douglas, 5
accidents, 45
Aer Lingus,
8,
10
development, 1-22
Air Canada,
8,
27
Die Hard
II
movie, 46
double-decker fuselage design, 15-
Air Force One, 43-44 cargo handling versions, 9, 12, 14-
Air France, 8
15, 17,
scale models, 75
17
29
City of Everett, 24
Air India, 51-52
Civil Reserve Air Fleet 747s,
crash, 47-49
44
Eastern Airlines, 8, 21
Air Malawi, 10
Clipper Constitution, 46, 47
Airport movies, 46
Clipper Ocean Pearl, 2
El Al Airlines, 50, 52
Alan Hess conversion scale models, 73-74
Clipper Victor, 45-46, 51
Electronic Flight Instrument Sys-
Alitalia, 8,
34
American Airlines, 8 Luxury Liner 747, 19 around-the-world
flights,
46
Lockheed L- 1011, 6
Clipper Young America, 45-46
tem (EFIS), 37
cockpit avionics/electronics, 27-34
electronics/avionics, 27-34, 37
communications electronics, 28 Concorde vs. 747, 11-12
engines,
EUD
16-21,23-25,38,45
version, 15
Continental, 8, 18
F
Avianca Madrid crash, 49
conversions, scale models, 73
avionics/electronics, 27-34, 37
cost of operation, 3-5, 35
"Fat Albert," 9
crashes, 45, 47-49
fatalities,
customized designs, 17-21
fatigue-related failures, 57-59
B
fleet listing,
Big Orange, 14
"Big Top" versions, 15-17, 36
BOAC,
45
3, 8,
50
bombings, 51-52 Braniff Airlines, 14
D DC-9 Douglas, 3 DC- 10 Douglas, 3 British Caledonian markings, 5
decals, scale models, 73-75
77-111
Flying Tigers, 14, 49
formation
flight,
24
Friendship 747 series, 12 Frisbee, William,
46
future developments, 38, 59-60
113
1
G G-ANNA.
models (see scale models) movies using 747s, 46
3
Mullikin, Walter H.,
46
H
Sasquatch conversion scale models,
66 Saudi Arabian Air Force, 44 scale models, 61-75
hijackings, 52, 58
N
history and development, 1-22
NASA,
1/100 scale, 72-73 1/125 scale, 71-72
41-43
1/144 scale, 67-71
National Airlines, 25
New
I Imperial Iranian Air Force 747, 40 in-flight disintegration, lines,
Japan Air-
York
to
newsworthy events, 45-60
Iran Air, 12,
Northwest Orient,
29
Iranian Air Force 747s, 40-41
7, 16
Northwest Orient Cargo, 15,17
Japan Airlines,
8, 13, 30,
in-flight disintegration,
56 57
conversions, 73 decals, 73-75 rating by manufacturer, scale,
markings, 62-65
Seaboard World Aircraft, 14
Odd Couple Space
15
Alan Hess conversion, 73-74
Sasquatch conversion, 66
o JAL Cargo,
1/200 scale, 61,65-67
45-46
Northwest Airlines, 28, 35
57
1/156 scale, 71
London inaugural
flight difficulties,
Shuttle mother-
ship, 41
seating capacity, 1-3, 13
Short Range versions, 13
operating cost, 3-5, 35
scale models, 67
Singapore Airlines, 16, 31, 36
South African Airlines, 12, 50 scale models, 74
K
Pan American,
KAL
Seoul crash, 49
KLM
Airlines, 8-9,
scale models,
49
70
Tenerife disaster, 50-51
Korean Airlines, 55
2, 6-8, 13, 18, 44,
47,59
Space Shuttle "mothership," 41-43 Special Performance 747 series,
Lockerbie disaster, 52-55 scale models, 66, 68
Tenerife disaster, 50-5 terrorist attacks,
52
Pan American Cargo, 15 passenger amenities, 6, 12
La Bonne Annee movie, 46
Patricia, 25
landing features, 25-27
Presidental 747, Air Force One, 43-
10, 12-13, 19-20.
36
specifications, 17-21 St.
Colmcille, 10
SUD
version, 15
Swissair, 8, 29, 32, 52
707 Series 300, 8 SyrianAir, 58
44
Linda, 25
Lockerbie disaster, 44, 52-55
production problems, 34-35
Lockheed L-1011, 6
377 Stratoliner Boeing, 7 Tenerife disaster, 50-51
long-range versions, 10, 12-13, 19-
terrorist attacks, 45,
Qantas, 12, 15, 33, 36
TWA,
Lufthansa, 7, 47
R
u
LUX,
record setting flights, 46-47
United, 8, 26, 58
20,36
13,
51-52
52
Loveliner scale models, 65
13
Luxury Liner 747, American Air-
flight,
w
8-9
707 Series Boeing, 4
"Megatop"
versions, 15-17
707 Boeing,
1,
737 Boeing,
4,
4, 8
Western Airlines, 737 Series 200, 4
9
wing design,
milestones, 21-22
747 Braniff Place, 14
military service, 39-44
safety systems, 7,
114
40
Royal Jordanian Airlines, 50
M MEA,
Friendship series 747, 12
United States Air Force 747s, 39-
55-57
lines, 19
maiden
rocket attack, Korean Airlines 747,
28
19,
26
wiring diagram, 37
World Airways,
8,
14-15
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