From Boeing.com:
EVERETT, Wash., Nov. 06, 2007 — The Boeing Company [NYSE: BA] has completed firm configuration of the 747-8 Intercontinental. This milestone marks the completion of the major trade studies needed to finalize the airplane’s performance and interior features.
“We have designed the 747-8 Intercontinental to be the ideal airplane for serving the 400- to 500-seat market between the 777 and the A380,” said Michael Teal, deputy chief project engineer for the 747 program. “The airplane will provide airlines significantly lower operating costs, as well as improved economics and environmental performance compared to the 747-400. It also will feature a new interior that will increase passenger appeal and create a strong and very favorable first impression.”
Many of the trade studies for the 747-8 Intercontinental focused on the airplane’s interior. The airplane will incorporate interior features from the 787 Dreamliner, including a new curved, upswept architecture that will give passengers a greater feeling of space and comfort, while adding more room for personal belongings. The enhanced interior architecture is accentuated by new lighting technology that creates a perception of airy brightness and provides smooth lighting transitions to offer a more restful environment.
The 747-8 also will integrate features from the 777, including windows that equal those on the 777 (15.3 inches/38.8 centimeters tall and 10.76 inches/27.3 centimeters wide), and are larger than those on the 747-400.
“The 747 family’s unique interior and structural design have provided passengers with memorable flying experiences for decades,” said Doug Ackerman, engineering interior team leader for the 747-8. “With the newly applied 787 features, passengers will know they are on a brand new airplane the moment they step on board, and enjoy a more relaxing flying experience.”
As for the airplane’s performance, the 747-8 Intercontinental will be stretched 5.6m (18.3ft) from the 747-400 to provide 467 seats in a three-class configuration and approximately 14,815-km (8,000-nmi) in range. It will provide nearly equivalent trip costs to those on the 747-400 and 10 percent lower seat-mile costs, plus 28 percent greater cargo volume. The 747-8 Intercontinental also will be 16 percent more fuel efficient and 30 percent quieter than its predecessor.
With firm configuration complete, Boeing and its suppliers can begin detailed design of parts, assemblies and other systems for the 747-8 Intercontinental. The detailed designs will then be released to Boeing suppliers and factories to begin production of the airplane.
“This milestone is a tribute to the efforts of the 747-8 team, our customers and suppliers,” said Teal. “Now our team and partners must concentrate on completing the detailed designs needed to begin production and deliver the airplane on schedule in late 2010.”
The 747-8 program, which includes the 747-8 Intercontinental and the 747-8 Freighter, was launched in November 2005 by Cargolux Airlines and Nippon Cargo Airlines. Lufthansa was the first airline to order the 747-8 Intercontinental in December 2006.
Does anyone think this is what airlines have been waiting for before placing an order for the type?
There are surely airlines (probably existing 747 operators) that don’t require the capacity of the A380 but would still like to invest in a 747-400 replacement.
By: bring_it_on - 10th November 2007 at 13:55
As I learned the B747-8I is intended to bring maximum improvement over the B747-400 with minimum cost. The basic structure remains unchanged but gets a new profile (supercritical), new high lift devices (replacing the 1960s stuff) and new wing tips. Some strenghening of course due to higher take-off weight and heavier engines.
Add new engines and a slightly enlarged fuselage and you have the -8F/I. Although Boeing and its supporters sell us the B747-8 as huge step, it is a warmed over minimum cost solution. Accordingly cargo airlines are the prime customers. But don’t think that old means bad: the B747-8F practically killed the A380F as it was planned originally. Airbus will come back with a new A380F in a few years.
The 748 Is a pure ” economics ” Program , Boeing calculated the size of the VLA market , then factored in the ratio of 380 to 744 that they thought would exist , then calculated the difference in the ratio that they could create for them if they spent the 3-4 billion $ to develop the 748 and came to a conclusion that they could make a healthy ROI while keeping its existing customers happy , putting pricing pressure on the 380 etc etc . The 748I has a virtual monopoly in the VLA freight market and will pretty much have that monopoly until airbus relaunches the F 380 and even then it should compete nicely , moreover the sales of 380 PAX mean that airbus would most likely not be able to provide for the entire market demand for the Freight VLA market even post 2013-2014 , the 748 I will sell , 20 here , 10 there etc and will make profit on routes where it is suitable..the F will be the profit maker..I wouldnt be surprised if boeing sell 300-400 748’s before they call it a day , which given the investment is an awsome ROI . The 748 also gives boeing good breathing room to decide on the Y3 .
By: Schorsch - 10th November 2007 at 12:10
Anyone know if they will employ 787 technologies like carbon fibre on the i? As you can tell I’m no engineer!
As I learned the B747-8I is intended to bring maximum improvement over the B747-400 with minimum cost. The basic structure remains unchanged but gets a new profile (supercritical), new high lift devices (replacing the 1960s stuff) and new wing tips. Some strenghening of course due to higher take-off weight and heavier engines.
Add new engines and a slightly enlarged fuselage and you have the -8F/I. Although Boeing and its supporters sell us the B747-8 as huge step, it is a warmed over minimum cost solution. Accordingly cargo airlines are the prime customers. But don’t think that old means bad: the B747-8F practically killed the A380F as it was planned originally. Airbus will come back with a new A380F in a few years.
By: atr42 - 9th November 2007 at 20:45
Anyone know if they will employ 787 technologies like carbon fibre on the i? As you can tell I’m no engineer!
By: bring_it_on - 9th November 2007 at 13:54
The 748 Program is fast approaching 100 order mark , i think they’ll be past that before the end of the year . the 748I is an aircraft designed for 2 type of operators –
!) Which see no need for capacity above 400-450 PAX
2) Which see demand for 400-450 PAX to co exist with that of the 380 (and in good nos.)
SO far LH have hopped on , boeing is going to sell a decent no. of 748I’s and get a pretty good ROI on the program , it gives them a nice product which fits in between the 777 and 380 capacity while the 350-1000 is still years out and looks like will sell early slots relativly fast . The freighter varient makes sure that the 748 is a good buisness program while the 748I provides boeing a foothold in the VLA market and competes with the 380 putting pricing pressure .
I think boeing can easily sell 100 I varients over the life of the program (PAX + VIP) and another 150-200 F varients , thats a pretty good ROI if you ask me .
By: Schorsch - 8th November 2007 at 16:09
From Boeing.com:
Does anyone think this is what airlines have been waiting for before placing an order for the type?
There are surely airlines (probably existing 747 operators) that don’t require the capacity of the A380 but would still like to invest in a 747-400 replacement.
An aircraft starts as rubber aircraft. You can form it a bit. Early customers make the rubber design a more and more solid design. In the end (~2 years before first flight) the design is solid so that production can start.
As airline you like to jump on board as soon as possible to form the rubber into a solid design most appropriate to your needs.
Some airlines participate in such definition things, Lufthansa is one example. Some don’t. In case of the B747-8I is doesn’t mean too much good: one firm customer at design final freeze means the design is suited only one customer. Emirates repeatedly said they would like to see the B747-8I walk a slightly different direction. However, design choices on the B747-8I are limited at best, considering the boundary conditions. It is limited cost approach to get a market share which would otherwise be lost. Boeing knows that.
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November 7, 2007 at 8:00 pm