Skip to comments.Boeing Launches New 747-8 Family-- Cargolux and Nippon Cargo to buy up to 34 aircraft
Posted on 11/14/2005 11:28:55 PM PST by Paleo Conservative
SEATTLE, Nov. 14, 2005 -- The Boeing Company [NYSE: BA] today officially launched the new Boeing 747-8 program, which includes the 747-8 Intercontinental passenger airplane and the 747-8 Freighter airplane.
Cargolux, based in Luxembourg, has ordered 10 747-8 Freighters and will take delivery of the first 747-8F in third-quarter 2009. It also holds purchase rights for 10 additional airplanes. Cargolux currently operates an all-Boeing fleet of 13 747-400 freighters.
Nippon Cargo Airlines, based in Japan, has ordered eight 747-8 Freighters and will receive its first airplane in fourth-quarter 2009. The airline also acquired options for six additional airplanes. Nippon Cargo currently operates 13 747 freighters and has six more 747-400Fs on order.
Firm orders from the two launch customers are valued at approximately $5 billion at list prices.
"We are thrilled to have Cargolux and Nippon Cargo choose the new 747-8 and become the launch customers for this next generation of the proud and valuable 747 airplane family," said Alan Mulally, president and chief executive officer, Boeing Commercial Airplanes. "The 747-8 will use the technologies of the 787 Dreamliner to significantly increase the passenger and freighter capabilities of the 747 and offer greater fuel efficiency, improved operating economics, and be more friendly to the environment with reduced noise and emissions."
Both versions of the new 747 will feature GE's 787-technology GEnx engines, meet Stage 4 and QC2 noise requirements, have reduced emissions, offer lower trip costs and have an upgraded flight deck and an improved wing.
"The 747-8 Freighter will be very important in allowing Nippon Cargo to take advantage of the high expected cargo market growth in Asia," said Takuro Uchiyama, president and CEO, Nippon Cargo Airlines. "In addition, the 747-8 Freighter will be the world's most efficient cargo airplane, which is a key attribute with today's high cost of fuel."
Ulrich Ogiermann, president and CEO, Cargolux Airlines, said, "The Boeing 747-400 Freighter has been a cornerstone of our success, and I have high expectations that the 747-8 Freighter will build on that success and expand our capabilities worldwide. The increased payload capacity and much improved efficiency will allow us to continue our expansion and maximize our profitability. Equally important to us and the communities where we operate is the new standard the 747-8 Freighter will set in noise reduction."
The 747-8 Intercontinental passenger airplane will be stretched 3.6 m (11.7 ft) compared to the 747-400 to accommodate 34 additional seats in a typical three-class configuration. The only jetliner in the 400- to 500-seat category, it will have a range of 14,815 km (8,000 nmi) and will feature the new Boeing Signature Interior.
The Intercontinental will be quieter, produce fewer emissions, and achieve better fuel economy than any competing jetliner. It will offer 21 percent more lower-hold revenue cargo volume than the 747-400 and cost about 8 percent less per seat mile to operate. Compared to the A380, it will offer 22 percent lower trip costs.
The 747-8 Freighter will be 5.6 m (18.3 ft) longer than the 747-400 freighter. With a total payload capacity of 140 metric tonnes (154 tons), including tare weight, the 747-8F provides 16 percent more cargo revenue volume than the -400. The additional 117m³ (4,124 ft³) from the longer fuselage offers space for four additional main-deck pallets, two additional lower-hold pallets and two additional lower-hold containers. Cargo can be loaded and unloaded on the 747-8F using both the nose and side doors for maximum speed and efficiency.
Compared to the A380, the 747-8F will offer 20 percent lower trip costs. In addition, the 747-8F will maintain the operational flexibility of today's 747 freighters, with good profit potential at less-than-full loads.
The 747-8 Freighter complements the existing 747-400 freighter family, which is the air-cargo industry's standard. Both models accommodate 3.1-meter (10-foot) high pallets, providing operators with maximum flexibility.
The 747-8 also fits easily in today's aviation infrastructure, flying into more than 210 airports worldwide without additional, expensive infrastructure changes required.
The 747 freighter family currently constitutes more than half of the world's total freighter capacity. Boeing freighters of all models comprise more than 90 percent of the total worldwide freighter lift.
Boeing forecasts the need for about 900 airplanes -- passengers and freighters -- in the 400-plus-seat segment over the next 20 years. Boeing also forecasts that large widebody freighters (65 metric tons and above in capacity) will comprise 34 percent of the freighter market by 2024.
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Definitely looks different from the wings on the 744.
In addition, how difficult would it be for the engineers at Boeing to extend that upper deck all the way back to the tail, if they really needed to?? I am guessing that it would not be all that difficult. If Boeing truly needed to have an aircraft to compete with the A380, I am guessing it would be fairly simple for them to transform the 747, and avoid having to design a completely new aircraft from scratch.
Translation: Times are tough all over, why would you want to buy a plane, like the one below, that will require co$tly airport modifications?
I'm not an aerospace engineer, but from what I've read, the hump is optimally placed in front of the wings. If it were moved back farther, it would increase drag. Boeing has some artists renderings of using the existing space behind the hump for crew rests, passenger bunk suites, conference centers and food cart storage areas.
I see now in the article they already have the passenger version.
GOOD BYE A380!!
Ditto to both your comments. This is just what the industry is looking for. There are considerable concerns about operating the A380. It's one thing to prepare the infrastructure at airports scheduled to handle the A380, but what about alternates? In the Midwest, for example, airports that can handle the A380 will be few and far between for many years. The same is true in Asia.
Notice that the upper deck of the cargo version will be an unstreched 200 series upper deck. The cargo version will allow four more pallets on the main deck (two pairs) and two more pallets in the lower hold. The pasenger version will be stretched both in the lower and upper decks. The lower cargo hold on it will have one more pallet position on each side.
The whole upper fuselage is being rebuilt on those planes. Here's a link from an article I posted last February.
There are considerable concerns about operating the A380.
Well Rokke, now that you mention it, BA chief hints he may buy new Boeing, not Airbus
Is he positioning BA to get some deep discounts from Airbus or speaking the truth? Time will tell.
Tuesday, November 15, 2005 · Last updated 12:18 a.m. PT
Boeing launching new 747 airplane
By ALLISON LINN AP BUSINESS WRITER
SEATTLE -- Boeing Co. is launching bigger, more efficient versions of its 747 jumbo jet, in a move that will put more competitive pressure on rival Airbus SAS and ensure continued production of the storied airplane.
The Chicago-based company said late Monday that Luxembourg-based Cargolux Airlines International SA has ordered 10 freighter versions of the new airplane, dubbed the 747-8, with purchase rights for 10 more. Nippon Cargo Airlines of Japan has ordered eight of the freighter planes, with options for six more. Both airlines will begin receiving the planes in the latter half of 2009.
The firm orders from the two companies are worth $5 billion at list prices, although airlines typically negotiate steep discounts.
"We are thrilled to have Cargolux and Nippon Cargo choose the new 747-8 and become the launch customers for this next generation of the proud and valuable 747 airplane family," Alan Mulally, head of Boeing's Seattle-based commercial airplanes division, said in a statement.
The new airplanes will use technologies and General Electric Co. engines designed for Boeing's forthcoming 787 airplane to make the 747 quieter and more efficient, Mulally said.
The new passenger version of Boeing's four-engine widebody airplane will seat 450 people, up from 416 in the most current model, and will feature a redesigned interior. It will be nearly 12 feet longer than the current 747, and will be capable of flying 9,200 miles.
The freighter version will be about 18 feet longer than the current freighter model, the 747-400.
Both versions of the current 747 are nearly 232 feet long.
Analyst Richard Aboulafia said the 747-8 launch will likely increase pressure on rival Airbus, which is preparing for its superjumbo A380 to enter service next year. A new, slightly larger 747 could potentially reduce the market for Airbus's plane, a mammoth offering that can carry between 550 and 800 passengers in a doubledecker cabin.
"It helps box the A380 into an even smaller niche," Aboulafia said.
Airbus has won 159 firm orders for the A380 so far, at a list price of $292 million.
Boeing had been shopping a redesigned 747 around for more than a year, as it sought to garner enough interest to launch the new plane.
Without a new model, some had begun to question how long production would continue for the 747, a fabled workhorse that has been in the skies for 35 years. Boeing has recently seen business pick up somewhat for the freighter version of its current 747 model, but the company has not received an order for a passenger 747 in several years.
Aboulafia said he expects that the bulk of the orders for the new 747 will also be for the freighter version, but he thinks some passenger versions will be built.
"This would remove any uncertainty about the 747 line," he said.
Here's a cool website.
The curvature of the wing discourages the airflow from applying downward pressure to the top of the wing. Less down = more up. :-)
I currently fly MD-11's for FedEx. We are supposed to get the A380 in 2008. There is nothing we fly that Fred Smith didn't get a deep discount on. If BA is trying to get a discount even deeper than what has already been offered than they are expecting to get aircraft for free. Meanwhile, the cargo ramps of the world are absolutely teeming with 747 variants. All the equipment is in place for them. Everyone is used to dealing with them. Pilots are already trained to fly them. The list goes on.
And then there's this big airbus beast that is running late, overweight and over budget and looking for a place to wedge its way into the equation. Its future may be very interesting.
Do you ever get the feeling that Boeing had all these ideas/plans for these new 747 variants in house, but "tricked" Airbus into developing their whale, which may well bankrupt them..
What Are Blended Winglets? fyi
Winglets are a more efficient way of introducing effective spanan aerodynamic method to attain lower drag and improved take-off performance.
Winglets increase effective wingspan for lower induced drag and higher lifting efficiency (higher L/D).
Traditional winglets are attached at sharp angles.
By blending the winglet to the wing, the wingtip vortex and the resulting drag are reduced and performance is improved.
The wing almost looks more like a swept wing although not the B-47 type. It looks more than just a blended wing or raked winglet as on the 737.
The firm orders from the two companies are worth $5 billion at list prices, although airlines typically negotiate steep discounts...
"This would remove any uncertainty about the 747 line," he said.
Interesting press releases on the day the new SPEEA Engineering contract is to be announced! I wonder what it means?
Yea but its still not the A380 I mean theres no room in the 747-8 for a stand-up karaoke bar, a second floor shopping mall, an aerobic work-out center or even a piano lounge. ( I hate Airbus sarcasm ).
Great Job Mulally.
Because it shares a lot of commonality with the 747 freighters both Cargolux and NCA already flies, it also means less maintanence costs and easier flight crew training, too.
Interestingly enough, the A380-800F is better suited for UPS and FedEx because both companies primarily specialize in palletized cargo for transport by air, something that the A380-800F is very well-suited for.
Isn't it the one which was designed in Moscow center of Boeing?
Ok, so this means the same flight with the new airplane costs 22 percent less than the A380, but if the A380 carries 22+% (not saying thats the case, just speculating) more than this plane, doesn't that even out or even help the A380 beat it on a per pound basis?
I love those blended wingtips. Sure, its just an aesthetic thing for me, but it looks sweet!
Airbus developed the A380 (as well as their other jets) using funds loaned at sweetheart rates from the European governments that are the majority owners of EADS, the parent company of Airbus. These loans do not have to be repaid if the aircraft does not make a profit. Short of a Soviet Union-style collapse of the EU, it is not possible to bankrupt Airbus any more than it is possible to bankrupt the U.S. Postal Service. Note that Boeing has sued Airbus in front of the WTO over these subsidies, which appear to be illegal under international trade agreements.
Thanks for the info, and the clarification..
Boeing just let Airbus slit their throats on their own.
Airbus wanted to be able to brag that they had the biggest commercial jet for passengers in the world. Only problem, its designed for maximum passenger numbers, not efficency. The A380 is a total gas hog. Boeing looked towards the future and believed it was in highly efficient 2 and 4 engine planes that could fly long distances, not just big planes to major hubs, and then getting on smaller planes. Huge waste of time and fuel.
At the A380 premier at the Paris airshow this past year, Chirac was at the podium bragging about how superior Airbus was to Boeing now.
Boeing had a different vision, and while Airbus spent the past couple years whining and bitching about Boeing endlessly, Boeing took the high road and quietly started putting these plans in motion (787 and 777 LR and 747advanced).
Whenever you see a commercial for a major carrier, you'll see them flying a 747. That airplane is considered the pride of many asian carriers fleet.
I'm glad to hear they are going to build the 747advanced. The 747 is the greatest commercial airliner ever built and would be a shame to see it end being built.
Airbus slit their own throats. Good, the guy who runs it is a slimeball.
British Airways might end up being the passenger version launch customer. BA loves the 747 for its international travel routes.
But what might also happen is that airlines like Quantas and Sinapore will dump some of the A380 orders it has for the new 747 as well. They probably negotiated firm orders for A380s and options for more. They could kill the option orders easily and given all the problems Airbus has had trying to get the weight of the A380 down to what they promised the airlines when they signed the contracts, carriers might be able to pull out of the firm order contracts for the A380 a lot easier.
Boeing only needs 125 orders of the 747-800 pax or cargo to surpass the A-380
Today, Flight International (www.flightinternational.com) had an article about how tight the market for new and used (including converted) wide body freighter is.
Seems that some of the "cargo only" carriers are having to step up to new aircraft. Yet some more positive news for Boeing.
There is an old saying about the EU. . . "That's it's a French project financed by the Germans".
However, Germany is bust and France is not much better off. Together with the WTO complaint the low cost (free if you don't make a profit) government loans may not emerge.
Can you say, Bye, Bye 350!!
If it's a coordinated turn the normal force will still be perpendicular to the floor...I'd be much more worried about turbulence, although a shaking lane might actually improve my score :-p