The following is a list of variants of the Boeing 747.
The 747-100 with a range of 4,620 nautical miles (8,556 km), was the original variant launched in 1966. The 747-200 soon followed, with its launch in 1968 and the shorter 747SP launched in 1973. The 747-300 was launched in 1980 and was followed by the in 1985. The 747-8 was announced in 2005. Several versions of each variant have been produced, and many of the early variants were in production simultaneously. The International Civil Aviation Organization (ICAO) classifies variants using a shortened code formed by combining the model number and the variant designator (e.g. "B741" for all -100 models)."ICAO Document 8643". International Civil Aviation Organization. Retrieved: April 13, 2013.
Classic Generation
747-100 The first Boeing 747-100s were built with six upper deck windows (three per side) to accommodate upstairs lounge areas. Later, as airlines began to use the upper deck for premium passenger seating instead of lounge space, Boeing offered an upper deck with ten windows on either side as an option, which was first applied on airframes built for United Airlines. Some early -100s were retrofitted with the new configuration."Boeing 747". Aircraft Spotting. Retrieved: December 7, 2007. The -100 was equipped with Pratt & Whitney JT9D engines and was compatible with the JT9D-1, -3, -3A, -3W, -7, and -7W variants. No freighter or combi versions of this model were developed, but many 747-100s were converted into freighters designated 747-100(SF), the first of which was delivered to Flying Tiger Line in 1974,"FAA Regulatory and Guidance Library (PDF)." FAA. Retrieved: December 12, 2007. See reference to Supplementary Type Certificates for freighter conversion. while Sabena converted its pair of 747-100s into combi aircraft in April 1974 to carry both passengers and freight on the main deck in response to increased freight loads and as compensation for minimal passenger demand on the airline's Brussels to New York route. A total of 168 747-100s were built; 167 were delivered to customers, while Boeing kept the prototype, City of Everett."747 Model Orders and Deliveries data." The Boeing Company, April 2021. Retrieved: October 24, 2020. In 1972, its unit cost was ( million today).
747SR Responding to requests from Japanese airlines for a high-capacity aircraft to serve domestic routes between major cities, Boeing developed the 747SR as a short-range version of the with lower fuel capacity and greater payload capability. With increased economy class seating, up to 498 passengers could be carried in early versions and up to 550 in later models. Intended for shorter routes and thus more turn arounds, the 747SR had an economic design life objective of 52,000 flights during 20 years of operation, compared to 24,600 flights in 20 years for the standard 747. The initial 747SR model, the -100SR, had a strengthened body structure and landing gear to accommodate the added stress accumulated from a greater number of takeoffs and landings.Kane 2004, p. 534. Extra structural support was built into the wings, fuselage, and the landing gear along with a 20% reduction in fuel capacity.Itabashi et al. 1995, p. 155.
The initial order for the -100SR – four aircraft for Japan Air Lines (JAL, later Japan Airlines) – was announced on October 30, 1972; rollout occurred on August 3, 1973, and the first flight took place on August 31, 1973. The type was certified by the FAA on September 26, 1973, with the first delivery on the same day. The -100SR entered service with JAL, the type's sole customer, on October 7, 1973, and typically operated flights within Japan."747 Milestones." The Boeing Company. Retrieved: December 17, 2007. Seven -100SRs were built between 1973 and 1975, each with a MTOW and Pratt & Whitney JT9D-7A engines derated to of thrust.
Following the -100SR, Boeing produced the -100BSR, a 747SR variant with increased takeoff weight capability. Debuting in 1978, the -100BSR also incorporated structural modifications for a high cycle-to-flying hour ratio; a related standard -100B model debuted in 1979. The -100BSR first flew on November 3, 1978, with first delivery to All Nippon Airways (ANA) on December 21, 1978. A total of 20 -100BSRs were produced for ANA and JAL.Airclaims Jet Programs 1995 The -100BSR had a MTOW and was powered by the same JT9D-7A or General Electric CF6-45 engines used on the -100SR. ANA operated this variant on domestic Japanese routes with 455 or 456 seats until retiring its last aircraft in March 2006."ANA to Retire the Boeing 747SR on March 10" Japan Corporate News Network. Retrieved: December 8, 2015.
In 1986, two -100BSR SUD models, featuring the stretched upper deck (SUD) of the -300, were produced for JAL."Boeing 747-146B/SR/SUD aircraft" , Airliners.net. The type's maiden flight occurred on February 26, 1986, with FAA certification and first delivery on March 24, 1986."JAL Aircraft Collection". Japan Airlines. Retrieved: December 15, 2007. JAL operated the -100BSR SUD with 563 seats on domestic routes until their retirement in the third quarter of 2006. While only two -100BSR SUDs were produced, in theory, standard -100Bs can be modified to the SUD certification. Overall, 29 Boeing 747SRs were built."747 Model Orders and Deliveries data." The Boeing Company, April 2021. Retrieved: October 24, 2020.
747-100B
The 747-100B model was developed from the -100SR, using its stronger airframe and landing gear design. The type had an increased fuel capacity of , allowing for a range with a typical 452-passenger payload, and an increased MTOW of was offered. The first -100B order, one aircraft for Iran Air, was announced on June 1, 1978. This version first flew on June 20, 1979, received FAA certification on August 1, 1979, and was delivered the next day.Airclaims Jet program 1995 Nine -100Bs were built, one for Iran Air and eight for Saudi Arabian Airlines. Unlike the original -100, the -100B was offered with Pratt & Whitney JT9D-7A, CF6-50, or Rolls-Royce RB211-524 engines. However, only RB211-524 (Saudia) and JT9D-7A (Iran Air) engines were ordered.Airclaims Jet Programs 1995, p. 111. The last 747-100B, EP-IAM was retired by Iran Air in 2014, the last commercial operator of the 747-100 and -100B.
747SP
The development of the 747SP stemmed from a joint request between Pan American World Airways and Iran Air, who were looking for a high-capacity airliner with enough range to cover Pan Am's New York–Middle Eastern routes and Iran Air's planned Tehran–New York route. The Tehran–New York route, when launched, was the longest non-stop commercial flight in the world. The 747SP is shorter than the . Fuselage sections were eliminated fore and aft of the wing, and the center section of the fuselage was redesigned to fit mating fuselage sections. The SP's flaps used a simplified single-slotted configuration."The Story of the B747SP". 747sp.com. Retrieved: December 15, 2007. The 747SP, compared to earlier variants, had a tapering of the aft upper fuselage into the empennage, a double-hinged rudder, and longer vertical and horizontal stabilizers.Kane 2003, p. 546. Power was provided by Pratt & Whitney JT9D-7(A/F/J/FW) or Rolls-Royce RB211-524 engines."747 Airplane Characteristics for Airport Planning". The Boeing Company. Retrieved: December 15, 2007.
The 747SP was granted a type certificate on February 4, 1976, and entered service with launch customers Pan Am and Iran Air that same year. The aircraft was chosen by airlines wishing to serve major airports with short runways."Red, White And Q Farewell For Qantas Aircraft". Qantas, March 4, 2002. Retrieved: June 4, 2008. A total of 45 747SPs were built, with the 44th 747SP delivered on August 30, 1982. In 1987, Boeing re-opened the 747SP production line after five years to build one last 747SP for an order by the United Arab Emirates government. In addition to airline use, one 747SP was modified for the NASA/German Aerospace Center SOFIA experiment."The SOFIA Boeing 747SP." NASA SOFIA Science Center. Retrieved: December 31, 2009. Iran Air, the last civil operator of the type, retired its final 747-SP (EP-IAC) in June 2016.Iran Aviation Tour October 2015, October 13, 2015The last B747-SP is going to retire on 15 June, retrieved May 29, 2016
747-200
While the 747-100 powered by Pratt & Whitney JT9D-3A engines offered enough payload and range for medium-haul operations, it was marginal for long-haul route sectors. The demand for longer-range aircraft with increased payload quickly led to the improved -200, which featured more powerful engines, increased MTOW, and greater range than the -100. The 747-200 was produced in passenger (-200B), freighter (-200F), convertible (-200C), and combi (-200M) versions and was partly influenced by design inputs from the KSSU airline consortium comprising KLM, Scandinavian Airlines, Swissair, and Union de Transports Aériens (UTA).
Externally, the appearance of the 747-200 is identical to that of the earlier 747-100. A few -200s retained the early three-window configuration on the upper deck, but most were built with a ten-window configuration on each side starting with the 147th aircraft built, a 747-200B delivered to Qantas."747 windows". Plexoft. Retrieved: December 15, 2007. Retrofits were also offered to apply the ten-window upper deck configuration on early 747s with the three-window configuration.
The 747-200B was the basic passenger version, with increased fuel capacity and more powerful engines. The prototype 747-200B, an airframe destined for Northwest Airlines (then known as Northwest Orient), was first flown on October 11, 1970, and received FAA certification three weeks before the first delivery was made on January 16, 1971, to launch customer KLM, which subsequently flew the type's first revenue service the following month on February 14 from Amsterdam to New York.
In its first three years of production, the -200 was equipped with Pratt & Whitney JT9D-7 engines, initially the only engine available. The -200 was later made compatible with the JT9D-7J, -7Q, -7AW, -70A, and -7R4G2 variants throughout its production run. Range with a full passenger load started at over and increased to with later engines. Extra fuel tanks were installed on two of the 747-200Bs delivered to Japan Airlines in the 1980s to increase the fuel capacity from , enabling them to be used on the airline's nonstop flights between Tokyo and New York. Most -200Bs had an internally stretched upper deck, allowing for up to 16 passenger seats.
The freighter model, the 747-200F, had a hinged nose cargo door and could be fitted with an optional side cargo door, and had a capacity of and an MTOW of up to . The 747-200F was first flown on October 14, 1971, and entered service with Lufthansa in March 1972."Boeing 747 – About the 747 Family." The Boeing Company. Retrieved: December 6, 2007. The convertible version, the 747-200C, could be converted between a passenger and a freighter or used in mixed configurations, and featured removable seats and a nose cargo door. The -200C could also be outfitted with an optional side cargo door on the main deck."Boeing 747-200." CivilAviation.eu. Retrieved: December 15, 2007. The first -200C rolled out of Boeing's Everett factory on February 28, 1973, and made its maiden flight a month later before its delivery to launch customer World Airways on April 27. The 747-200C's unique feature proved to be beneficial for its operators in maintaining profitable 747 operations through switching between configurations depending on the flow of passenger and freight traffic on their networks. For instance, Martinair flew its 747-200Cs in the 1980s and 1990s as passenger aircraft in the summer and as freighters in the winter.