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Boeing 747-8 1

Boeing 747-8
Boeing 747-8

The Boeing 747-8F during the 747-8's maiden flight on February 8, 2010

Role Wide-body jet airliner

National origin United States

Manufacturer Boeing Commercial Airplanes

First flight 747-8F: February 8, 2010


747-8I: March 20, 2011

Status [1]
Testing/early production

Number built [2] [3]


7

Unit cost [4]


747-8F: US$301.5304.5million
[4]
747-8I: US$293308million

Developed from Boeing 747-400

The Boeing 747-8 is a wide-body jet airliner being developed by Boeing Commercial Airplanes. Officially
announced in 2005, the 747-8 is the fourth-generation Boeing 747 version, with lengthened fuselage, redesigned
wings and improved efficiency. The 747-8 is the largest 747 version, the largest commercial aircraft built in the
United States, and the longest passenger aircraft in the world.[5]
The 747-8 is offered in two main variants: the 747-8 Intercontinental (747-8I) for passengers and the 747-8 Freighter
(747-8F) for cargo. The first 747-8F performed the model's maiden flight on February 8, 2010 with the 747-8
Intercontinental following on March 20, 2011. Delivery of the first freighter aircraft has been postponed multiple
times and is now expected in mid-2011; passenger model deliveries are to begin in late 2011 or early 2012. In
February 2011, confirmed orders for the 747-8 totaled 107, including 74 of the freighter version, and 33 of the
passenger version.[6]
Boeing 747-8 2

Development

Background
Boeing had considered larger-capacity versions of the 747 several
times during the 1990s and 2000s.[7] The 747-500X and -600X,
proposed at the 1996 Farnborough Airshow, would have stretched the
747 and used a 777-derived wing,[7] but did not attract enough interest
to enter development. In 2000, Boeing offered the 747X and 747X
Stretch derivatives as alternatives to the Airbus A3XX. This was a
more modest proposal than the previous -500X and -600X. The 747X
would increase the 747's wingspan to 229ft (69.8m) by adding a
segment at the root.[8] The 747X was to carry 430 passengers up to
Boeing's Everett Facility at Paine Field, originally
8700nmi (16100km). The 747X Stretch would be extended to 263ft
built for the 747 program, would also become the
(80.2m) long, allowing it to carry 500 passengers up to 7800nmi site of 747-8 assembly.
(14400km).[8] However, the 747X family was unable to attract enough
interest to enter production. Some of the ideas developed for the 747X were used on the 747-400ER.[9]

After the 747X program, Boeing continued to study improvements to the 747. The 747-400XQLR (Quiet Long
Range) was meant to have an increased range of 7980nmi (14780km), with better fuel efficiency and reduced
noise.[10] Changes studied included raked wingtips similar to those used on the 767-400ER and a sawtooth engine
nacelle for noise reduction.[11] Although the 747-400XQLR did not move to production, many of its features were
used for the 747 Advanced.
In early 2004, Boeing announced tentative plans for the 747 Advanced that were eventually adopted. Similar in
nature to the 747X, the stretched 747 Advanced used technology from the Boeing 787 Dreamliner to modernize the
design and its systems.[12] On November 14, 2005, Boeing announced that it was launching the 747 Advanced as the
"Boeing 747-8".[13]

Design effort
The 747-8 was designed to be the first lengthened 747 to go in to production. The 747-8 and 747SP are the only 747
variants with a fuselage of modified length. The 747-8 was intended to use the same engine and cockpit technology
as that of the 787, including the General Electric GEnx turbofan and partial fly-by-wire.[14] Boeing said that the new
design would be quieter, more economical, and more environmentally friendly than previous versions of the 747. As
a derivative of the already-common 747-400, the 747-8 has the economic benefit of similar training and
interchangeable parts. Boeing firmed the 747-8 Freighter's configuration in October 2006.[15]
The 747-8, as the current new development of Boeing's largest airliner,
is notably in direct competition on long-haul routes with the Airbus
A380, a full-length double-deck aircraft now in service. For airlines
seeking very large passenger airliners, the two have been pitched as
competitors on various occasions. Boeing claims that the 747-8 is more
Artist's rendering of an early version of the
than 10 percent lighter per seat and will consume 11 percent less fuel
passenger 747-8, then known as the 747
Advanced. This had a shorter stretch of 140in
per passenger than the A380, translating into a trip-cost reduction of 21
(360cm), rather than the final 220in (560cm). percent and a seat-mile cost reduction of over 6 percent.[16]

Production of the first 747-8 Freighter began in Everett in early August 2008.[1] [17] On November 14, 2008, Boeing
announced a delay to the 747-8 program, citing limited availability of engineering resources within Boeing, design
changes, and the recent strike by factory workers.[18] [19] [20] On July 21, 2009, Boeing released a photograph of the
Boeing 747-8 3

first cargo airplane, its fuselage and main wing assembled.[21]


In February 2009, only one airline customer (Lufthansa) had ordered the 747-8I passenger model, and Boeing
announced it was reassessing the 747-8 project. Chief executive Jim McNerney stated that continuation of the project
was not a foregone conclusion. The company was assessing various options.[22] [23]
In October 2009, Boeing announced that it had delayed the first flight on the 747-8 until first quarter 2010 and
delayed 747-8I delivery. The company took a US$1-billion charge against its earnings for this delay.[24] [25] [26] In
response, launch customer Cargolux stated it still intended to take delivery of the thirteen freighters it had ordered;
Lufthansa confirmed its commitment to the passenger version.[27] On November 12, 2009, Boeing announced that
Cargolux's first airplane was fully assembled and entering the Everett plant's paint shop. It will undergo flight testing
prior to delivery.[28]
On December 4, 2009, Korean Air became the second airline customer for the -8I passenger model, with an order for
five airliners.[29] [30] On January 8, 2010, Guggenheim Aviation Partners (GAP) announced the reduction of its -8F
order from four to two aircraft.[31] In March 2011, Korean Air converted options into a firm order for two additional
-8 freighters.[32] [33]

Flight testing
The 747-8's first engine runs were completed in December 2009.[34]
Boeing announced the new model had successfully completed
high-speed taxi tests on February 7, 2010.[35] On February 8, 2010,
after a 2.5-hour weather delay, the 747-8 Freighter made its maiden
flight, taking off from Paine Field, Washington at 12:39 PST,[36] and
landed at 4:18 pm PST.[37] Boeing estimates that more than 1,600
flight hours will be needed in order to certify the 747-8.[38] The second
test flight in late February, a ferry flight to Moses Lake, Washington,
tested new navigation equipment.[39] Further flight testing will take Cargolux's first Boeing 747-8F in flight over
place in Moses Lake, conducting initial airworthiness and flutter tests, Fresno, California

before moving to Palmdale, California for the majority of flight tests,


so as to not interfere with 787 flight tests based out of Boeing Field in Seattle.[40]

By March 11, 2010, the 747-8F had flown thirteen flights for a total of 33 hours of flying time.[41] On March 15,
2010, the second 747-8F first flew from Paine Field to Boeing Field, where it will be based for a short time before
moving to Palmdale to continue flight testing with the first -8F.[42] On March 17 the third -8F made its first flight
and joined the test program.[43] Boeing plans to display the 747-8F at the 2010 Farnborough Airshow, along with the
787, although appearances by both aircraft are contingent on flight testing remaining on schedule.[44]
During the flight tests, Boeing discovered a buffet problem with the
aircraft, involving turbulence coming off the landing gear doors
interfering with the inboard flaps. Boeing undertook an evaluation of
the issue, which included devoting the third test aircraft to
investigating the problem.[45] The issue was resolved by a design
change to the outboard main landing gear doors.[46] In early April
2010, Boeing identified a possible defect in a part at the top of the
fuselage called a longeron. According to Boeing, the parts,
The prototype Boeing 747-8F during flight manufactured by subcontractor Vought Aircraft Industries, are, under
testing.
certain loads, susceptible to cracking. Boeing said that the issue would
Boeing 747-8 4

not affect flight testing, but other sources stated that the problem could impact the operating envelope of the aircraft
until it is fully repaired.[47] Two other problems have been found, with oscillation in the inboard aileron, and a
structural flutter, and have not yet been resolved. Combined, these problems have slowed flight testing and used up
almost all the margin in Boeing's development schedule.[48]
On April 19, 2010, the second flight-test aircraft was moved from Moses Lake to Palmdale to conduct tests on the
aircraft's engines in preparation for obtaining a type certification for the aircraft. The remaining aircraft in the test
fleet are scheduled to be moved to Palmdale during May.[49] It was reported on June 3, 2010 that an engine on the
second 747-8F was struck by a tug during a ground move. The engine cowling was damaged, but there was no
damage to the engine itself. After repairs the aircraft is to perform fuel efficiency testing.[50] It was announced on
June 14, 2010 that the 747-8 had completed the initial phase of flight-worthiness testing and that the FAA had given
Boeing an expanded type inspection authorization for the aircraft.[51]
By the end of June 2010, the three 747-8Fs that composed the
flight-test program had flown a total of over 500 hours and had
completed hot-weather testing in Arizona.[52] In June 2010, Boeing
determined that a fourth -8F aircraft was needed to help complete flight
testing. It was decided to use the second production aircraft, RC503, to
conduct the non-instrumented or minimally-instrumented tests, such as
HIRF and Water Spray Certifications.[53] [54] The aircraft, painted in
Flight testing of the first Boeing 747-8
delivery customer Cargolux's new livery, first flew on July 23,
Intercontinental destined for launch customer
2010.[55] Lufthansa

On April 21, 2010, Boeing chief executive officer Jim McNerney


announced that the company would be accelerating the production of both the Boeing 747 and 777 to support
increasing customer demand.[56] On August 21, 2010, the 747-8F proved its capability by taking off from the
Victorville, California runway weighing 1,005,000 pounds (455,860kg). Its design maximum take-off weight
(MTOW) is 975,000 pounds (442,253kg). The fifth 747-8F joined the flight-test effort with its first flight on
February 3, 2011.[2] On September 30, 2010 Boeing announced a further postponement, with the delivery of the first
freighter to Cargolux expected in mid-2011.[57] [58]

The 747-8I passenger variant took to the skies over Everett, Washington for the first time on March 20, 2011.[59] The
second 747-8I flew on April 26, 2011.[3] Two 747-8I aircraft are to take part in the 747-8I flight test program.
Boeing 747-8 5

Design
The 747-8 is a development of the Boeing 747, which takes
advantage of improvements in technology and aerodynamics.
The two variants of the 747-8 were launched in 2005. Both
feature a fuselage stretch of 18.3ft (5.6m) over the 747-400,
bringing the total length to 250ft2in (76.25m). The 747-8 is
the world's longest passenger airliner, surpassing the Airbus
A340-600 by approximately 3ft (0.91m).[5] [60] With a
maximum take-off weight of 975000 lb ( kg),[61] the 747-8 is
the heaviest aircraft, commercial or military, manufactured in
the United States.[60]

Compared to the 747-400, the main technical changes have


been on the wings, which have undergone a complete design
overhaul. The sweep and basic structure has been kept to
contain costs, but the wing is thicker and deeper, with the
aerodynamics recalculated. The pressure distribution and
bending moments are different, with the new wing for the
passenger version holding 64225US gal ( L) of jet fuel, and
the cargo aircraft 60925US gal ( L).[61] The new wing will
have single-slotted outboard flaps and double-slotted inboard A size comparison of the 747-8 with other large aircraft;
flaps.[62] Spruce Goose (gold), Antonov An-225 (green), Airbus
A380 (pink), and Boeing 747-8 (blue).
Raked wingtips, similar to the ones used on the 777-200LR,
777-300ER, and 787 aircraft, are used on the new 747 variant instead of winglets used on the 747-400.[63] [64] These
wingtip structures help reduce the wingtip vortices at the lateral edges of the wings, decreasing wake turbulence and
drag, and thereby increasing fuel efficiency. Another effort to reduce weight is the introduction of fly-by-wire
technology for the majority of the lateral controls.[14]
The extra fuel capacity in the redesigned wing compared to the
747-400 obviates the need to radically change the horizontal tail unit to
accommodate auxiliary tanks, further saving costs.[65] The -8's vertical
tail unit is largely unchanged with a height of 63feet 6inches
(19.35m).[61] Some carbon fiber-reinforced plastic will be part of the
747-8's airframe to reduce weight. However, structural changes are
mostly evolutionary, rather than revolutionary with respect to the
747-400.
The General Electric GEnx engine for the
The General Electric GEnx, which is one of the two powerplant
747-8/787 on display at the 2009 Paris Air Show
choices currently offered for the Boeing 787, is to be the only engine
available for the 747-8. However, the 747 variant has been adapted to provide bleed air for conventional aircraft
systems and feature a smaller diameter to fit on the 747 wing. The flight tests of the GEnx2b engine fitted to a
Boeing 747-100 aircraft at the left inner engine began in March 2009.[66]
Boeing 747-8 6

Variants

747-8 Freighter
The 747 has proven to be a very popular freighter, carrying around half
of the world's air freight as of 2007.[67] In an effort to maintain this
dominant position, Boeing designed a freight variant of the 747-8,
named the 747-8 Freighter or 747-8F, which was launched on
November 14, 2005.[68] The 747-8F will be the initial model to see
entry into service (EIS). As on the 747-400F, the upper deck is shorter
than passenger models; the 18feet 312 inches (5.575m) stretch is just
before and just aft of the wing. With a 975000 lb ( kg) maximum The Boeing 747-8F during flight testing at
take-off weight, it will have a total payload capability of 308000 lb ( Everett, Washington

kg) and a range of 4390nmi (8130km).[69] Four extra pallet spaces


will be created on the main deck, with either two extra containers and two extra pallets, or three extra pallets, on the
lower deck.[21] The 747-8F is expected to achieve a 16% lower ton-mile operating cost than the 747-400F and offer a
slightly greater range.[70]

The 747-8F will have more payload capacity but less range than the
current 747-400ERF. When Boeing launched the -400ERF, all of the
35000lb (16000kg) increase in MTOW over the 747-400F
875000910000 lb ( kg) allowed airlines to take off with more fuel,
burn it during flight, and land at the same weight as the regular
747-400F. This increased the range of the 747-400ERF compared to
the 747-400F. Cargo carriers often move machinery or indivisible
loads that require a plane with a higher payload and landing capability.
The first 747-8 Freighter at the fuel dock of As is common with cargo planes, range is given with maximum
Boeing's Everett Plant payload, not fuel. The 747-8's 65000lb (29000 kg) MTOW increase
has been directed exclusively to its Zero-Fuel weight or payload
capacity. If taking off at maximum payload, the 747-8 takes off with its tanks not full. On trips where the payload is
not at maximum, the plane can take on more fuel and extend its range.

Cargolux and Nippon Cargo Airlines were the first customers for the 747-8, placing orders for the freighter variant in
November 2005.[6] The firm configuration of the aircraft was finalized in October 2006.[71] Major assembly of the
aircraft began on August 8, 2008,[17] and the aircraft first left Boeing's Everett factory on November 12, 2009.[72]

747-8 Intercontinental
The passenger version, named 747-8 Intercontinental or 747-8I was
launched on November 14, 2005.[73] The aircraft will be capable of
carrying up to 467 passengers in a 3-class configuration over 8000nmi
(15000km) at Mach 0.855. The 747-8I will carry 51 more passengers
and two more freight pallets with 26% more cargo volume than the
747-400.[70] Despite initial plans for a shorter stretch than the freighter
model, the two variants will be the same length, increasing passenger
capacity and allowing easier modification of the 747-8I to freighter
use.[74] The upper deck will be lengthened on the -8I.[75] New engine The prototype Boeing 747-8 Intercontinental on a
test flight.
Boeing 747-8 7

technology and aerodynamic modifications will allow longer range. Boeing has stated that compared to the 747-400,
the -8I will be 30% quieter, 16% more fuel-efficient, and have 13% lower seat-mile costs with nearly the same cost
per trip.[76]
For the 747-8, Boeing has proposed some changes to the interior layout
of the aircraft. Most noticeable will be the curved stairway to the upper
deck and a more spacious main passenger entrance.[77] The 747-8's
main cabin uses an interior similar to that of the 787. Overhead bins
are curved, and the center row is designed to look as though it is
attached to the curved ceiling, rather than integrated into the ceiling's
curve like on the 777. The windows will also be of similar size to the
type used on the 777, which are 8% larger than those on the current
Main deck seating on the 747-8 Intercontinental 747-400s. The 747-8 will feature a new solid-state light-emitting diode
(LED) lighting system, which can create mood lighting.[75] LED
technology also offers improved reliability and lower maintenance costs.

Further down the aircraft, it has been proposed to place cabin-accessible facilities in the "crown" area, the space
above the passenger cabin, currently used for air-conditioning ducts and wiring. The wiring and ducts will be moved
to the side to create extra space; as a consequence, this area will not have windows. The added space can be used for
galleys and crew rest areas, freeing up main deck space for additional passenger seating.
During the initial 747-8 marketing phase, Boeing also proposed creating a
revenue-generating "SkyLoft" passenger facility in the crown space. This
facility would include "SkySuites", small individual compartments with sliding
doors or curtains, featuring beds, seating, and entertainment or business
equipment. A common lounge area could also be provided. Boeing also
proposed smaller, more modest "SkyBunks". Access to the crown area would
be via a separate stairway at the rear of the aircraft. Passengers using the
SkySuites, sold at a premium price, would sit in regular economy class seats
for take-off and landing, and move to the crown area during flight. However,
pricing feasibility studies found the SkyLoft concept difficult to justify. In
2007, Boeing dropped the SkyLoft concept in favor of upper-deck galley
storage options, which were favored by the airlines.[78] Outfitting the crown
space for sleeping remains an option on VIP aircraft.[79] Boeing 747-8 Intercontinental upper
deck staircase and skylight
The first order for the 747-8 Intercontinental was placed by an undisclosed VIP
customer in May 2006, widely believed to be a Middle Eastern head of state.[80] [81] Lufthansa became the first
airline to order the 747-8 Intercontinental on December 6, 2006.[82] In December 2009, Korean Air announced the
order of five 747-8Is.[29] [30] Boeing stated firm configuration for the -8I was reached in November 2007.[83]
Major assembly of the 747-8I began on May 8, 2010.[76] The final body join occurred on October 15, 2010, slightly
ahead of the projected schedule.[84] Assembly of first 747-8I was completed in February 2011, before being unveiled
at a rollout ceremony in Everett, Washington on February 13, 2011.[85] [86] Deliveries are to begin in late 2011.[87]
On March 7, 2011, it was announced that Air China had agreed to purchase five 747-8Is, subject to government
approval,[88] at a price of $1.54 billion.[89] Air China said it would use the aircraft to increase international
service.[88]
Gauntlet ground testing of the -8I, which tests systems by simulating flight conditions, took place on March 12 and
13, 2011.[87] The 747-8I's first flight occurred on March 20, 2011 from Paine Field in Everett, Washington.[90] The
second 747-8I first flew the following month.[3]
Boeing 747-8 8

Presidential aircraft replacement


The U.S. Air Force is seeking to upgrade Air Force One by replacing the Boeing VC-25 (two heavily modified
747-200Bs).[91] Boeing is reported to be exploring a 747-8 proposal, along with a Boeing 787 Dreamliner variant.[92]
In 2010, South Korea government sources indicated that the country was considering purchasing the 747-8 to serve
as the country's presidential aircraft.[93]

Orders

Boeing 747-8 Firm Orders


Date of Flag Customer 7478I 7478F Total
Initial Order

15 Nov 2005 Cargolux Airlines 13 13

15 Nov 2005 Nippon Cargo Airlines 14 14

30 May 2006 Boeing Business Jet 8 8

11 Sep 2006 Atlas Air 12 12

30 Sep 2006 Dubai Aerospace Enterprise 15 15

30 Nov 2006 Volga-Dnepr Airlines 5 5

06 Dec 2006 Lufthansa 20 20

28 Dec 2006 Korean Air 7 7

08 Nov 2007 Cathay Pacific 10 10

07 Dec 2009 Korean Air 5 5

15 Jun 2011 Undisclosed [94] 2


2

Total firm orders 35 76 113

Source: Boeing orders and deliveries pages[6] [95]

Sales and marketing


The freighter version of the 747-8 has attracted orders from several cargo airlines; the plane has the benefit of similar
training and interchangeable parts with the Boeing 747-400F. In addition, the 747 has a long history as a successful
cargo aircraft, and despite its age is still popular among operators, as it has a larger cargo capacity and a longer range
than other freight aircraft.[96]
Compared to the freighter version, the passenger version of the 747-8 has not seen as much success, with far fewer
orders. Airlines including Emirates and British Airways considered ordering the 747-8 Intercontinental, but opted to
purchase the Airbus A380 instead.[97] [98] In addition, there are 8 VIP orders for the 747-8I by various customers.
Boeing Chairman and Chief Executive Jim McNerney acknowledged in a conference call to Boeing's investors in
April 2008 that he would like to see more orders for the passenger version of the 747-8.[99]
On March 7, 2011, it was announced that Air China had agreed to purchase five 747-8Is,[89] pending approval by the
Chinese government.[88] On June 20, 2011 at the Paris Air Show, Boeing announced that it had received two orders
and 15 commitments from two different undisclosed users for the -8I.[94] Then GE Capital Aviation Services
(GECAS) agreed to buy two freighters the next day.[100] [101]
Boeing 747-8 9

Specifications
747-8I 747-8F

Cockpit crew Two

Seating capacity 467 (3-class) N/A

Overall length 250ft2in (76.25m)

Wingspan 224ft7in (68.45m)

Height 63ft6in (19.35m)

Cabin width 20.1ft (6.1m)

Maximum take-off weight 975000 lb ( kg)

Maximum landing weight 682000 lb ( kg) 757000 lb ( kg)

Maximum zero fuel weight 642000 lb ( kg) 717000 lb ( kg)

Operating empty weight 470100 lb ( kg) 421200 lb ( kg)

Maximum structural payload 171900 lb (78000 kg) 295800 lb ( kg)

Maximum fuel capacity 64055 US gallons ( l) 60755 US gallons ( l)

Cruising speed Mach 0.855 Mach 0.845


at 35,000 feet (570mph, 495 kn, 917km/h) (564mph, 490 kn, 908km/h)

Maximum speed Mach 0.92 (614mph, 533 kn, 988km/h)


at 35,000ft

Range (at MTOW) 8000nmi (full load) 4475nmi


(15000km) (8288km)
with 467 passengers and baggage with 295800 lb ( kg) payload

Cargo capacity 5705cuft (161.5m3) 30177cuft (854.5m3)

Service ceiling 43000ft (13000m)

Engines (4x) GEnx-2B67

Thrust (4x) 66500lbf (296kN)

Sources: 747 specifications,[102] 747-8 Specifications,[61] 747-8 Airport Compatibility Brochure,[103] Flight
Global[104]

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External links
Boeing 747-8 on Boeing.com (http://www.boeing.com/commercial/747family/747-8_background.html)
Boeing 747-8, The Shape of the Future on NewAirplane.com (http://www.newairplane.com/747/)
Boeing 747-8 Intercontinental Airliner on Aerospace-Technology.com (http://www.aerospace-technology.com/
projects/boeing-747-8/)
Article Sources and Contributors 14

Article Sources and Contributors


Boeing 747-8 Source: http://en.wikipedia.org/w/index.php?oldid=440923221 Contributors: 58snow, Adamop, Adenosine Triphosphate, Aesopos, Airplaneman, Akhristov, Akradecki, Akula83,
Alansohn, Alatar144, Alexmcfire, Aliziaee, Anais1983, Andros 1337, Andy Marchbanks, Andycjp, Angusmclellan, Axelll84, Axeman, B767-500, Bangabalunga, BazookaJoe, Bdodo1992,
Benny45boy, BilCat, BlackLukes, Blackeagle, Blau, Bobrayner, Bovineone, Bradleystetz, Butterfly0fdoom, C628, CJCJCJ1, CPColin, Canterbury Tail, CarloPlyr440, Carrionluggage, Causantin,
Chaimklein, ChrisfromHouston, Cirrocumulus, CommonsDelinker, Compdude123, Crum375, Ctillier, Ctrl build, Da man times 2, DabMachine, Dan100, Darklilac, Dawnseeker2000, Dcirovic,
DeAceShooter, DeadEyeArrow, Delirium, Denniss, Djmckee1, Dk16, DocWatson42, Driftwood87, Drphilharmonic, Druid.raul, ESkog, Earendil11, Earthquake2012, Eddie Wong, Edward,
Edwardlay, Eetvartti, Eqdoktor, Ericg, FT2, Fan Railer, Fangfufu, Farhandanialzahidi, Fnlayson, GabrielF, Galar71, Gerbilface, Gfoley4, GoldDragon, Gulfstream86, Gurch, Gwdr500,
HamburgerRadio, Hammersfan, Heinovh, Hellbus, Henrickson, Hereford, Hiberniantears, Holden yo, Howardchu, Hu12, Hughes-MDflyer4, Hydrargyrum, Isaacu, J04n, JHP, JWTH583, Jake43,
JamesBWatson, Jdoniach, Jeff.solomon, Jeff3000, Jefford717, JetBlast, JhanJensen, Jhz94, Joseph Solis in Australia, Josullivan6, Jploc3000, Jtimotiwu2, Judgesurreal777, KJ4EPE, Kai,
Keeper76, Kevin23, Kiskaloo, Kukanotas, Kyteto, LCmucky, Laurent Simon, Lecapeletto, Lepetitvagabond, Lester, Ligulem, LrdChaos, MBK004, MECU, Magioladitis, Malshayef,
Marcusaffleck, Marianocecowski, Mark83, MarkWales, Matt7272727272, Mayakowsky, Mcarling, Memphisto, Mgw89, Miacsin, Michael Daly, Michael Hardy, MilborneOne, Mild Bill Hiccup,
Minna Sora no Shita, Mmachuca, Mnw2000, Mohammed Hasanie, Morcus, Mostergr, MrDolomite, Mtaylor848, Muhends, N328KF, N419BH, NW036, NawlinWiki, Nick, Nick Moss,
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troppo, Pishi212, Planenut, PolarYukon, Polly, Printpost, ProhibitOnions, Pys482, Quantpole, Quityergreeting, R rogel, R. S. Shaw, Radoslaw Ziomber, Raryel, RaseaC, Ravendrop, Reedy,
Rehnn83, RenniePet, Rich Farmbrough, RightSideNov, RobbWiki, Rockford1963, Rossheth, Sacxpert, Sardanaphalus, Sarranduin, Sasha Chhh, Schalkcity, SempreVolando, Serranocalvinjed,
Sherool, Siddiqui, Signaleer, SimmonsL, Simplifier, Sketch051, Skyring, Skyskraper, Sladen, Smitty, Soumyasch, Sp33dyphil, Speedyprimus, StephenML, StuffOfInterest, SuperJumbo, Sylvain
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Transylvanus, Travelbird, Trevor MacInnis, Trident13, Unamed102, Uris, Uwe W., Vedant, Vinceouca, ViperSnake151, Voyagerfan5761, WhisperToMe, WikiLaurent, Wikiliki,
WillMak050389, Wispanow, Wizardman, Wtmitchell, Xmas1973, Yasobara, Yasser96, Yoganate79, Yousaf465, Zackp, Zalnas, Zanudaaa, Zaps93, Zeltar, Zeus1234, Zweef, 575 anonymous
edits

Image Sources, Licenses and Contributors


File:Boeing 747-8 N747EX First Flight.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_747-8_N747EX_First_Flight.jpg License: Creative Commons Attribution-Sharealike
2.0 Contributors: Boeing_747-8_N747EX_First_Flight_2-8-2010.jpg: moonm derivative work: Altair78 (talk)
File:Boeing Everett Plant.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_Everett_Plant.jpg License: Creative Commons Attribution 2.0 Contributors: Maurice King
File:Boeing 747-8I Large.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_747-8I_Large.jpg License: Fair use Contributors: Eqdoktor, IronGargoyle, Mailer diablo,
N328KF, Thryduulf, 2 anonymous edits
File:Cargolux 747-8F N5573S over Fresno.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Cargolux_747-8F_N5573S_over_Fresno.jpg License: Creative Commons
Attribution-Sharealike 2.0 Contributors: Dusty_73
File:Boeing 747-8 first flight Everett, WA.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_747-8_first_flight_Everett,_WA.jpg License: Creative Commons Attribution 2.0
Contributors: Boeing Dreamscape
File:Boeing 747-8I N6067U KSBD arrival.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_747-8I_N6067U_KSBD_arrival.jpg License: Creative Commons Attribution 2.0
Contributors: hrosas2115@sbcglobal.net
File:Giant planes comparison.svg Source: http://en.wikipedia.org/w/index.php?title=File:Giant_planes_comparison.svg License: Creative Commons Attribution-Sharealike 2.5 Contributors:
Clem Tillier (clem AT tillier.net)
File:Salon du Bourget 20090619 254.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Salon_du_Bourget_20090619_254.jpg License: Creative Commons Attribution-Sharealike
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File:Boeing 747-8F N5017Q in-flight.jpg Source: http://en.wikipedia.org/w/index.php?title=File:Boeing_747-8F_N5017Q_in-flight.jpg License: Creative Commons Attribution-Sharealike 2.0
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