The search volume Boeing 747-8 rose in the search trends today. Why was it hot in the news and in the world wide web? Simply because Boeing Delays 747-8 again and will take a $1 billion charge as production and design problems persist at its commercial aircraft unit.
Boeing Chairman and Chief Executive Jim McNerney is under intense investor examination over the future of the commercial aircraft business, which faces penalties from customers unhappy with the delays.
Bad luck fo Boieng and its investors I guess. Still, a lot doesn’t care about it. Only those who are Boieng fans and people who were following all updates about Boieng aircrafts.
If you want to know more about 747-8, read the press release below:
The Boeing 747-8 Intercontinental and 747-8 Freighter are the new high-capacity 747s that offer airlines the lowest operating costs and best economics of any large passenger or freighter airplane, while providing enhanced environmental performance.
This latest family of the 747 jetliners meets airline requirements for a passenger airplane that serves the 400- to 500-seat market between the 555-seat Airbus A380 and the 365-seat Boeing 777-300 Extended Range airplanes, and a freighter that continues the leadership of the 747 Freighter family in the world cargo market.
Boeing launched the airplane on November 14, 2005, with firm orders for 18 747-8 Freighters; 10 from Cargolux of Luxembourg and eight from Nippon Cargo Airlines of Japan. The combined list price value of the orders is approximately $5 billion.
Boeing had been studying the market feasibility of a new 747 for some time, working with operators to establish their requirements for an incrementally larger 747 to continue the profitability of current 747 fleets. By working together with customers and applying the innovative new technologies of the 787 Dreamliner, Boeing was able to create the 747-8 family. In fact, the designation 747-8 was chosen to show the technology connection between the 787 and the new 747.
Both the passenger and freighter versions of the 747-8 will allow operators to maximize their profitability. Seat-mile costs for the 747-8 Intercontinental are 13 percent lower than the 747-400, with 2% lower trip costs. The 747-8 Intercontinental is more than 10 percent lighter per seat than the A380 and consumes 11 percent less fuel per passenger. That translates into a trip-cost reduction of 21 percent and a seat-mile cost reduction of more than 6 percent compared to the A380.
The 747-8 is the only large airplane that fits today’s airport infrastructure, giving airlines the flexibility to fly to more destinations. The 747-8 will build on the current 747’s capability to fly into most airports worldwide, using the same pilot type ratings, services and most ground support equipment. With a range of 14,815 km (8,000 nmi), the 747-8 Intercontinental can connect nearly any major city pair in the world.
The 747-8 family provides new revenue opportunities that will allow airlines to maximize profits. For example, the passenger airplane has 51 additional seats to accommodate 467 passengers in a typical three-class configuration and also offers 26 percent more cargo volume. The 747-8 Freighter offers a range of 8,130 km (4,390 nmi) and has 16 percent more cargo volume than the 747-400, which allows it to hold seven additional pallets with the same nose-door loading capability, industry-standard 3 m (10-ft)-high pallets and real-world cargo density capability at 159 kg/cu m or 9.9 lb/cu ft.
Both airplanes represent a new benchmark in fuel efficiency and noise reduction, allowing airlines to lower fuel costs and fly into more airports at more times of the day. The 747-8 Intercontinental is 16 percent more fuel efficient than the 747-400, 11 percent more fuel efficient than the A380, and offers QC2 departures.
With a maximum structural payload capacity of 140 tonnes (154 tons) the 747-8 Freighter offers 16 percent more revenue cargo volume than the 747-400F. The additional 120 cu m (4,245 cu ft) of volume mean the airplane can accommodate four additional main-deck pallets and three additional lower-hold pallets. The 747-8 Freighter enables operators to choose between carrying greater revenue payload — up to an additional 20 tonnes (22 tons) — or flying up to 1,400 nmi farther in markets where cargo density requirements are lower. The airplane upholds its predecessor’s legendary efficiency, with nearly equivalent trip costs and 16 percent lower ton-mile costs than the 747-400F. In fact, the 747-8 Freighter will enjoy the lowest ton-mile costs of any freighter, giving operators unmatched profit potential.
Compared one-on-one, the 747-8 Freighter has no competitors. The 747-8 Freighter’s empty weight is 80 tonnes (88 tons) lighter than the A380 freighter. This results in a 24 percent lower fuel burn per ton, which translates into 21 percent lower trip costs and 23 percent lower ton-mile costs than the A380F.
The 747-8 is the right size for the large airplane market, lowering risk for airlines in a highly variable operating environment.
Here’s a more details description about 747-8 Intercontinental and Freighter:
The 747-8 Intercontinental is the only jetliner in the 400- to 500-seat market. Using 787-technology engines, the airplane will be quieter, produce lower emissions, and achieve better fuel economy than any competing jetliner. The 747 Intercontinental will provide nearly equivalent trip costs and 13 percent lower seat-mile costs than the 747-400, plus 26 percent greater cargo volume. Operating economics will offer a significant improvement over the A380. The 747-8 is more than 10 percent lighter per seat than the A380 and will consume 11% less fuel per passenger than the 555-seat airplane.
The 747-8 Freighter will be longer than the 747-400F by 5.6 m (18.3 ft) and have a maximum structural payload capability of 140 metric tonnes (154 tons) with a range of 8,130 km (4,390 nmi). Also powered by 787-technology engines, it will achieve the same environmental benefits as the 747-8 Intercontinental. The 747-8 Freighter will have nearly equivalent trip costs and 16 percent lower ton-mile costs than the 747-400, plus 16 percent more revenue cargo volume than its predecessor. The 747-8F’s empty weight is 80 tonnes (88 tons) lighter than the A380F, resulting in a 24 percent lower fuel burn per ton, 21 percent lower trip costs and 23 percent lower ton-mile costs than the A380F.
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