Matthew Horwood/Getty Images
More than 70 years ago, the first mass-produced passenger plane, the Boeing 707, revolutionized air travel. The aviation industry has seen dramatic changes over the years, but one aspect has remained consistent: the fundamental design of passenger aircraft. Even today, a Boeing 707 would not seem out of place next to modern successors such as the Boeing 737 or Boeing 787.
Advert
Boeing 747 is one notable exception.
The Boeing 747, one of the largest passenger planes ever built, is instantly recognizable due to its size and distinctive forward hump. Its sheer size commands attention and leaves casual observers in awe. The Airbus A380 may have surpassed the Boeing 747 in terms of sheer size and capacity but the 747 has been widely regarded as being the more successful and versatile. The Boeing 747’s largest version measures over 250 feet long, is 63 feet high, and can carry up to 467 people. In the past, the 747 has carried more than 500 passengers.
The 747 continues, more than 50 years after it took off for the first time, to inspire awe and wonder every time it takes off or lands. The Boeing 747 is one of the few quad-engine passenger aircraft still in service, along with the Ilyushin A380, Airbus A340 and Airbus A340.
Advert
Origins the Boeing 747 (19459206)
Keystone/Getty Images
After the arrival of the Boeing 707 on the scene and the subsequent introduction of the Boeing 727 in 1964, there was a boom in the number of people taking to the skies. The rising demand for passengers led to Boeing embarking on a project that would stretch the fuselage of the 707 to accommodate up to 250 passengers.
Advertisement
This would have meant a significant jump in capacity over the original Boeing 707, which could carry just 140 people. It wasn’t easy for Boeing’s engineers to get this stretch job done given the sheer amount of modifications that would be needed. It was eventually decided that Boeing was better off designing a completely new aircraft that could cater to the increase in demand.
At around the same time, Juan Trippe, the CEO of Pan Am, one of Boeing’s most important customers, and an influential airline company of the era, asked Boeing’s then-CEO, Bill Allen, if Boeing could create a new, massive aircraft that could carry more than 400 passengers on a single trip. While senior officials at Boeing initially dismissed Trippe’s suggestion as a joke, Pan Am’s CEO quickly clarified that he was very serious about the plan.
Advertisement
Once Boeing’s engineers and senior management heard what Juan Trippe’s vision for this new massive aircraft was, the project was deemed nearly impossible. Trippe’s vision foresaw a massive double-decker passenger aircraft that could not only carry 400 passengers in one go, but that could also be quickly transformed into a freighter if and when needed. If that wasn’t all, Pan Am wanted the aircraft to be delivered in as little as three years.
Keystone/Getty Images
After the arrival of the Boeing 707 on the scene and the subsequent introduction of the Boeing 727 in 1964, there was a boom in the number of people taking to the skies. The rising demand for passengers led to Boeing embarking on a project that would stretch the fuselage of the 707 to accommodate up to 250 passengers.
Advertisement
This would have meant a significant jump in capacity over the original Boeing 707, which could carry just 140 people. It wasn’t easy for Boeing’s engineers to get this stretch job done given the sheer amount of modifications that would be needed. It was eventually decided that Boeing was better off designing a completely new aircraft that could cater to the increase in demand.
At around the same time, Juan Trippe, the CEO of Pan Am, one of Boeing’s most important customers, and an influential airline company of the era, asked Boeing’s then-CEO, Bill Allen, if Boeing could create a new, massive aircraft that could carry more than 400 passengers on a single trip. While senior officials at Boeing initially dismissed Trippe’s suggestion as a joke, Pan Am’s CEO quickly clarified that he was very serious about the plan.
Advertisement
Once Boeing’s engineers and senior management heard what Juan Trippe’s vision for this new massive aircraft was, the project was deemed nearly impossible. Trippe’s vision foresaw a massive double-decker passenger aircraft that could not only carry 400 passengers in one go, but that could also be quickly transformed into a freighter if and when needed. If that wasn’t all, Pan Am wanted the aircraft to be delivered in as little as three years.
Boeing takes up a challenge
Dean Conger/Getty Images
After Juan Trippe’s visit, Boeing’s senior management and engineers huddled together and devised a plan to conjure what would eventually become the world’s biggest passenger plane. It is pertinent to note that Boeing was also working on two other important projects around the same time. Boeing’s primary focus at the time was the company’s SST (Supersonic Travel) program which envisioned designing a plane that would travel faster than sound. The other important project then was a new narrowbody airliner called the Boeing 737. The man leading the 737 program was Joe Sutter. In 1965, Sutter was entrusted with building this giant commercial airliner which the company would eventually call the Boeing 747.
Advertisement
Even as the rest of Boeing focused on the supersonic aircraft — which would eventually become the failed Boeing 2707 — Joe Sutter was able to gather a team that began working on designing the Boeing 747. It did not take long for the Boeing 747 team to encounter the first of the mammoth challenges that lay ahead in designing the world’s largest passenger aircraft.
While the initial plan was to build a double-decker aircraft with two decks all along the length of the fuselage, it would soon become obvious that such an aircraft would not meet FAA regulations at the time. Back then, the FAA had a rule which mandated that all passenger planes should be capable of being evacuated in less than 90 seconds. A fully double-decked Boeing 747 would never meet this regulation leading to Boeing engineers going back to the drawing board.
Advertisement
The first Boeing 747 rolls out
Minh K Tran/Shutterstock
It took Joe Sutter and his team over two years to create, design, and fine-tune the Boeing 747, even as Boeing scrambled to create a new factory at Everett that was large enough to manufacture the new world’s largest passenger jet. The 747’s first customer, PanAm, had ordered 25 aircraft from the company, and the confidence that the airline had entrusted in Boeing led to the company receiving orders from other airlines as well.
Advertisement
In less than a year since work on the Boeing 747 began in 1965, Boeing managed to secure 88 orders from 11 different airlines across the globe. The 747 was already a hit even before the first prototype rolled out. By September 1968, just two months before the first planned flight of the 747, Boeing’s order book had surged to 158 aircraft from 27 different airlines.
Boeing’s then President Malcolm Stamper originally planned the first flight of the Boeing 747 on December 17, 1968, to mark the 65th anniversary of the Wright brother’s first flight. However, a series of delays led to Boeing postponing the flight to February 9, 1969, piloted by the first 747 test pilots Jack Waddell and Brien Wygle.
Advertisement
The eventful first flight, and success
Bettmann/Getty Images
The 747’s first flight was largely uneventful, and despite a minor flap issue, the aircraft performed well and was resistant to “Dutch roll,” a common problem in early swept-wing jets. Further tests revealed issues with the 747’s four JT9D engines, which led to delayed deliveries. The 747’s test phase was largely successful, except for a minor damage one test aircraft suffered during a landing attempt. In the same year — 1969 — Boeing deemed the 747 worthy enough to be showcased at the Paris Air Show, marking its first public appearance. By the end of 1969 the aircraft received its FAA certification in December 1969, clearing it for commercial service.
Advertisement
A month later, on January 22, 1970, the Boeing 747 officially entered commercial service with its launch customer, Pan Am. The airline’s inaugural 747 flight carried 335 passengers and 20 crew members from New York’s JFK Airport to London’s Heathrow, marking the dawn of the jumbo jet era.
The 747 was an instant success, revolutionizing air travel for both airlines and passengers. With nearly twice the passenger capacity of its predecessors, the aircraft forced airports worldwide to undergo extensive modifications. Terminals were expanded to accommodate larger crowds, runways were reinforced to handle the 747’s sheer size, and ground support equipment—including tugs, catering trucks, and refueling systems—was upgraded to meet the demands of the new giant of the skies.
Advertisement
The rapid adoption of the Boeing 747 led to an unprecedented surge in air travel. In just its first year of service, ticket prices dropped by nearly 50%, making flying more affordable than ever before. What was once a privilege of the wealthy quickly transformed into a mainstream mode of transportation, forever changing the landscape of global travel.
Boeing 747 Variants: From the 747-100 to the 747-200
viper-zero/Shutterstock
Since the Boeing 747’s first flight, many variants have been produced to serve passengers and airlines. The Boeing 747 is available in five different variants. These are the 747 100, 747 200, 747 300, 747 400, and 747-8.
Advert
The Boeing 747-100 is the first generation 747 Boeing delivered to its first set of customers. These included Pan Am, Saudi Arabian Airlines and Kalitta Air. The Boeing 747 was not a cargo variant. However, some 747’s were converted into cargo-specific models and given the 747100F moniker. There was a quirky Boeing 747-100 SP variant, which had a shorter fuselage (48’4″ shorter) than ‘normal’ variants.
In 1971, the Boeing 747 was quickly replaced by 747-200. This 747 variant featured a stronger airframe, more powerful engines, and offered a longer range. Boeing built 393 units of this 747-200 variant. The last of these planes flew in 2016. Air Force One, the current presidential aircraft of the United States, is also based on a 747-200. However, it is not designated that way and is codenamed VC-25A. It is one of the few Boeing 747-200s that are still in service. It will be replaced in the next few years by a newer Boeing dubbed VC-25B.
Advert
Boeing Variants: From 747-300 up to the 747-8 (19459206)
Viper-zero/Getty Images
The Boeing 747-300, introduced in 1983, had the shortest lifespan of all Boeing 747 variants. Its successor – the Boeing 747-400 – was announced only two years later in 1985. The 747 was a marginal upgrade over the 747, with a higher cruise-speed, more fuel-efficient engine, and a larger upper deck. Boeing produced 80 747-300s, the last of which was delivered to a client in 1990.
Advert
Three years after the Boeing 747 was announced in 1985 the first variants began rolling out of the Everett plant. Boeing built 694 747 400s between 1989 and 2007. This variant is the most successful jumbo jet to date. The 747-400 was significantly upgraded over its immediate predecessor. These upgrades included a longer wing span, an improved cockpit design, more fuel tanks, and redesigned interiors.
While the majority of passenger variants have been retired, some airlines are still operating them as of 2025. The freighter version is much more common and widely used.
After the Boeing 747 400 program ended in 2007, the Boeing 747-8 Intercontinental was the next upgrade. This version of the jumbo was a major upgrade from the -400s. The 747-400 became the largest variant in the 747 line up thanks to a longer fuselage and a larger upper deck for the passenger variants. The 747-8 was also completely redesigned with newer engines that are even more fuel efficient.
Advert
Boeing built 155 Boeing 747-8 aircraft between 2011 and 2023, the majority of which were freighters. Boeing then discontinued the 747 programme permanently.
Viper-zero/Getty Images
The Boeing 747-300, introduced in 1983, had the shortest lifespan of all Boeing 747 variants. Its successor – the Boeing 747-400 – was announced only two years later in 1985. The 747 was a marginal upgrade over the 747, with a higher cruise-speed, more fuel-efficient engine, and a larger upper deck. Boeing produced 80 747-300s, the last of which was delivered to a client in 1990.
Advert
Three years after the Boeing 747 was announced in 1985 the first variants began rolling out of the Everett plant. Boeing built 694 747 400s between 1989 and 2007. This variant is the most successful jumbo jet to date. The 747-400 was significantly upgraded over its immediate predecessor. These upgrades included a longer wing span, an improved cockpit design, more fuel tanks, and redesigned interiors.
While the majority of passenger variants have been retired, some airlines are still operating them as of 2025. The freighter version is much more common and widely used.
After the Boeing 747 400 program ended in 2007, the Boeing 747-8 Intercontinental was the next upgrade. This version of the jumbo was a major upgrade from the -400s. The 747-400 became the largest variant in the 747 line up thanks to a longer fuselage and a larger upper deck for the passenger variants. The 747-8 was also completely redesigned with newer engines that are even more fuel efficient.
Advert
Boeing built 155 Boeing 747-8 aircraft between 2011 and 2023, the majority of which were freighters. Boeing then discontinued the 747 programme permanently.
What was the reason for the Boeing 747 program’s end?
Wenjie Zheng/Shutterstock
When introduced in the late 60s, Boeing was treading untested waters with the 747. The plane ended up becoming a massive hit among airline companies and passengers alike. The sheer size of the aircraft and its ability to transport a large number of passengers was also one of the reasons for the adoption of the now famous hub and spoke model in aviation. This model entailed travelers reaching a large central airport (the hub) in large planes before switching to a smaller aircraft that would transport them to smaller airports and destinations (the spoke).
Advertisement
Over time, however, with the arrival of more efficient, comfortable, airplanes that could travel vast distances without the need for refueling, the hub and spoke model gradually began to lose its sheen. The advent of low-cost carriers meant that point-to-point, direct flights became a lot more common and ended up saving lots of time for the passengers. In simpler words, newer aircraft that are smaller and a lot more fuel efficient than the giant Boeing 747 started to make sense for most airline companies.
As a result, orders for the Boeing 747-8 dried up as airlines began to gradually move away from the hub and spoke model. In fact, Boeing was only able to attract 48 orders for the passenger variant of the 747-8. The freight variant of the aircraft had it a lot better, ending up with 108 orders, of which one was never built, eventually ending up with a total of 107 aircraft. The arrival of the COVID-19 pandemic in 2019-20 only hastened the demise of the Boeing 747 program.
Advertisement
Notable Incidents involving the Boeing 747
Brytta/Getty Images
During the Boeing 747-400’s five-decade-long production run, the company made a total of 1,574 planes. While the vast majority of these were retired due to age, more than 20 of those were destroyed in accidents. There were a total of 22 crashes involving the 747 which led to massive loss of life. Besides these crashes, four 747s were lost to explosions in mid-air. One Boeing 747 was shot down.
Advertisement
The Tenerife tragedy — by far the worst aviation disaster involving the Boeing 747 — happened on 27 March 1977 at the Los Rodeos Airport in Tenerife, Spain when two passenger Boeing 747s collided and resulted in the deaths of 584 people.
The second-worst tragedy involving a Boeing 747 is the crash of Japan Airlines Flight 123 from Tokyo to Osaka on August 12, 1985. 524 people on board the aircraft lost their lives when the plane suffered a structural failure shortly after launch. The aircraft remained in the air for a little over an hour and eventually crashed into a mountain. Four people miraculously survived the crash.
In 1996, a Saudia Boeing 747 on its way from Delhi to Dhahran (Saudi Arabia) collided with a Kazakhstan Airlines Ilyushin Il-76, over the skies of India, resulting in the deaths of 349 people. It remains the worst mid-air collision in history and is now known as the Charkhi Dadri crash.
Advertisement
Another tragic incident involving a Boeing 747 aircraft was the 1985 crash of Air India Flight 182. Operating on the Montreal–London–Delhi–Mumbai route, the plane was destroyed mid-air by terrorists who planted an explosive device inside the cargo hold of the plane. The tragedy resulted in the deaths of all 329 people on board.
How long can we expect to see Boeing 747s in the air
Bjoern Wylezich/Getty Images
As of early 2025, nearly 400 Boeing 747s remain in service with airlines worldwide. However, many others have been in long-term storage since the COVID-19 pandemic. “Stored” aircraft are those in airworthy condition but left unused for extended periods. While not officially retired, these planes could return to active service if demand arises.
Advertisement
Due to this fluctuating status it is difficult to determine the exact number of Boeing 747s in operation. Planespotters data shows that the majority of 747s in use today are freighter versions, primarily the Boeing 747400F and 747-8F. UPS, Cargolux and Atlas Air are the major operators of these cargo aircraft.
Boeing will deliver its final 747 aircraft in 2023 but these iconic aircraft should remain in the sky for decades. Passengers who want to fly on a Boeing 747 are faced with fewer options. Only a few airlines still fly Boeing 747s configured for passengers, including Lufthansa and Rossiya Airlines.
Lufthansa operates the largest fleet of 747s in the world, with 26 aircraft as of early 2025. Eight Boeing 747-400s are included, as well as 18 Boeing 747-8s. Some of these aircraft regularly serve U.S. airports such as New York (JFK), and Chicago O’Hare.
Advert
Korean Air is next with 17 Boeing 747s, of which 13 are 747-8s. Four are 747-400s. Air China has a smaller fleet with seven aircraft (five 747-8s, two 747400s) while Rossiya Airlines only has one Boeing 747400 left in service.
The Boeing 747, despite its declining passenger numbers, continues to play an important role in global air travel. This is especially true in the cargo sector.
