Intercontinental at 25%

25% design release announced today for the 747-8 Intercontinental. This means a quarter of the information needed to build parts and tools for assembly has been completed.

Read the full story here:

747-8 Intercontinental Passes 25 Percent Design Milestone

image/photo

The 747-8 Intercontinental.

Comments (9)

Paulo M (Johannesburg, RSA):

At 25% design completed, the 777-300ER was still about a year and half away from it's maiden flight, and its range still had quite a distance away from where it is now.

I think the engineers on the 747-8 program will have a pretty good idea of how it will perform given that modifying Boeing jets like the 737 and 747 have become case studies of exceptional success in the industry. Pretty interesting watching Boeing put together this shape, which will incorporate some of the leading technologies available.

Chris C (South Africa):

Congratulations and well done on achieving the all-important 25% design release milestone for the new, phenomenal 747-8Intercontinental!! The 747-8 is the pinnacle of airborne excellence, and is the right airplane for the large airplane market, period. All the best of success with your on-going active sales campaigns to sell many, many more -8Is, even in this global financial crisis, as the -8I truly does fill a good, solid market niche.

Norman (Long Beach, California, United States):

I am glad to see the 747-8 Intercontinental make progress in development, their is a niche for such an aircraft for those who are skeptical of the gargantuan A380, also their is less adjustments that have to be made at airports for the new 747 than the A380.

Alexandar (oakland):

To continue on my previous suggestions of making the 747-8I a mass transit system, is it possible to convert the cargo area below the business class to give about 30 sleeping berths?

Together with the 100 seats in the crown space created by lowering the ceiling of economy class, -8I can be a 600 seat airplane.

Paulo M (Johannesburg, RSA):

Alexandar,

They could take out cargo from below deck and install passenger space. Airlines do this with the A340, in the case of the A340-600, it tends to be a crew rest area. This is a significant disadvantage against the 777 (-200ER, -200LR, -300ER), which has crew rest areas in the crown, and thus is not limited in the same way in its ability to carry revenue cargo.

The 747-8 has about the same same volume below deck as the A380-800 - both of which have less than either the A340-600 or the 777-300ER. Any move to limit cargo capacity puts operators of either the 747 or A380 at a disadvantage against operators of the large mid-size jets.

And that massive space in the crown of the 747? I think that when you think of the 747, you think of a massive plane that is obviously high-capacity, but not cramped. Rather spacious, comfortable sleek and elegant. It would be a mistake to cram more people up there. I think Boeing would be better served getting gallies off the main deck and into the crown. And also creating storage for other items that do not need to be on the main deck, besides having crew rest areas up there. That way, you create more space on the main deck.

Karl:

Reading the comment above makes me smile and just think of the many wishful thinking in a lot of us non engineers and regular people. In order to make the 747 a 600 passengers plane, a lot would have to come into play.

It's not that Boeing doesn't want to, is the FAA that put all these regulations in place for our own safety. For once, passengers are not allowed in the cargo compartment, and in case that they were, Boeing would have to spend a lot of dollars and time to make it safe enough for people to go down there. Emergency doors that a normal person can open for example should be put in place.

Same for the crown of the airplane. Is kind of a closed space up there. How can someone get out if something happens? We can think of a lot of things that can be done with the great 747. But I don't think Boeing would go for it.

hamilcar (Philippines):

If FAA allows emergency doors in the crown area, and if all hand luggages are allowed under the seats, then the following may worth discussing:

a) Elevate the seat height and lengthen both the seat depth and the legroom so that the space under each seat becomes a larger luggage compartment for the passenger behind. (A sunken floor area directly under the seat makes an even bigger compartment. Broken whyisky bottle?

How about a common drainage system? It's good for cleaning too). A flipping panel resting against the rear of the back rest may be lowered to cover the compartment or to be used as an adjustable foot rest.

b) Which eliminates the overhead luggage bins; which greatly lowers the ceiling of the economic section (becomes a flat ceiling); which increases the usable spaces in the crown section (especially shoulder room) and allows it to play a mult-role: beds, luxury first class, 3x3 100 economy seats, ect; which also saves overall weight by eliminating the bins and the structural reinforcement.

c) The concept: ---the loss in the number of seats in the economic section(caused by increased measurements in seat depth and legroom)is compensated by the gain in the crown section. The extra space gain in both the economic section and the crown section comes from the space saved by eliminating the overhead luggage bins. Also luggages stored under the seats are less dangerous than if they were stored overhead when something happens.

d) The adjustment is allowed for 747-8 alone, because of its unique 1.5 double-decker construction.

Alexandar (oakland):

I am pleasantly surprised at the responds. Thank you all for your great feedback.

For crown space evac, can we modify the existing hump door? It surely has a long enough slide.

Hamilcar's suggestion is another good idea of increasing usable crown space.

I do not think economy passengers will feel too much difference. I have not heard Gulfstream passengers complaining about low ceiling. :)

As for the optional cargo space use, I did not know it will cause that much more security concerns. The 747-8i has more cargo space than A380 so this option can be applied if cargo biz ROI is small.

If belly cargo ROI is great, another option is to put passenger luggage in the crown space.

Evac is easier because it is actually closer to ground (I do not have knowledge if it is acceptable in case of a water landing)

As probably the last model of the 747, Boeing may just consider more unconventional innovations to stay competitive. Southwest, and even 747, was anti-traditional when they started.

The -8 must differentiate itself more significantly from 777, A350 and A380. Again as Hamilcar said, this is allowed for 747-8 alone!

hamilcar (Philippines):

Refer to my post May 4, 01:48
Based on my conversations with airline users, 100 % of them hate those overhead luggage bins, especially ladies: people struggling to stow their luggages block your way as you enter the plane; you block others' when it's your turn to struggle with your own. Accidentally dropped luggages hurting people is not a rare news, which makes you nervous everytime you carry out the daring maneuver; if you are not tall enough or strong enough you need to ask people to help you load and unload them no matter how much you hate to ask; During the 12-hour transpacific long flight how many times you wish you could bring down your luggage for some necessities but cancel the idea anyway because you don't want to wake up the two fast asleep neighbors; how you wish your luggage is within your sight so you won't be constantly worrying about the valuables in it - - .
Above may serve to assert the point that creating hand luggage stowing compartments on the floor to elimiate the overhead luggage bins and thus to relieve the passengers of their woes could be more importat than any other interior improvements on a plane.
Interestingly, the plan may only be implemented on a 747-8: ---Floor compartments under the seat increases legroom (which, incidentally, turns the economy seat into a de facto business-class seat), lessening seat capcity. On a 747-8 however, because of its pyramid shapped crown and its tapered off rear fuselage, the greatly lowered main deck ceiling line (due to elimination of overhead bins) may help create a lot of usable space on the upper deck, which compensates the seat loss on the main deck.


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