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{{infobox aircraft begin |name	Boeing 747 |image File:ba b747-400 g-bnle arp.jpg |caption British Airways Boeing 747-400 during takeoff |alt A British Airways 747-400 in white, blue and red livery during takeoff with its landing gear retracting. }}

{{infobox aircraft type |type

Wide-body, long-range jet airliner |national origin United States |manufacturer Boeing Commercial Airplanes |designer |first flight February 9, 1969 |introduced January 22, 1970 with Pan Am |status In service, and in production |primary user British Airways |more users Cathay Pacific Korean Air Lufthansa |produced 1969–present |number built 1,418 |unit cost 747-100: US$24 million (1967) 747-200: US$39 million (1976) 747-300: US$83 million (1982) 747-400: US$228–260 million (2007)747-8I: US$317.5 million747-8F: US$319.3 million |variants with their own articles Boeing 747SP Boeing VC-25 Boeing E-4 Boeing 747-400 Boeing 747-8 Boeing 747 LCF }}

|}

The Boeing 747 is a widebody commercial airliner and cargo transport, often referred to by its original nickname, ''Jumbo Jet'', or ''Queen of the Skies''. It is among the world's most recognizable aircraft, and was the first widebody ever produced. Manufactured by Boeing's Commercial Airplane unit in the United States, the original version of the 747 was two and a half times the size of the Boeing 707, one of the common large commercial aircraft of the 1960s. First flown commercially in 1970, the 747 held the passenger capacity record for 37 years.

The four-engine 747 uses a double deck configuration for part of its length. It is available in passenger, freighter and other versions. Boeing designed the 747's hump-like upper deck to serve as a first class lounge or (as is the general rule today) extra seating, and to allow the aircraft to be easily converted to a cargo carrier by removing seats and installing a front cargo door. Boeing did so because the company expected supersonic airliners (whose development was announced in the early 1960s) to render the 747 and other subsonic airliners obsolete, while believing that the demand for subsonic cargo aircraft would be robust into the future. The 747 in particular was expected to become obsolete after 400 were sold but it exceeded its critics' expectations with production passing the 1,000 mark in 1993. As of June 2010, 1,418 aircraft have been built, with 109 more in various configurations remaining on order.

The 747-400, the latest version in service, is among the fastest airliners in service with a high-subsonic cruise speed of Mach 0.85–0.855 (up to ). It has an intercontinental range of 7,260 nautical miles (8,350 mi or 13,450 km). The 747-400 passenger version can accommodate 416 passengers in a typical three-class layout or 524 passengers in a typical two-class layout. The newest version of the aircraft, the 747-8, is in production and flight testing in late 2010. Deliveries of the 747-8F freighter version are scheduled to begin in mid-2011, with the 747-8I passenger version to follow in late 2011. The 747 is to be replaced by the Boeing Y3 (part of the Boeing Yellowstone Project) in the future.

Development

Background

In 1963, the United States Air Force started a series of study projects on a very large strategic transport aircraft. Although the C-141 Starlifter was being introduced, they felt that a much larger and more capable aircraft was needed, especially the capability to carry outsized cargo that would not fit in any existing aircraft. These studies led to initial requirements for the CX-Heavy Logistics System (CX-HLS) in March 1964 for an aircraft with a load capacity of and a speed of Mach 0.75 (), and an unrefueled range of with a payload of . The payload bay had to be wide by high and long with access through doors at the front and rear.

Featuring only four engines, the design also required new engine designs with greatly increased power and better fuel economy. On May 18, 1964, airframe proposals arrived from Boeing, Douglas, General Dynamics, Lockheed and Martin Marietta; while engine proposals were submitted by General Electric, Curtiss-Wright, and Pratt & Whitney. After a downselect, Boeing, Douglas and Lockheed were given additional study contracts for the airframe, along with General Electric and Pratt & Whitney for the engines.

All three of the airframe proposals shared a number of features. As the CX-HLS needed to be able to be loaded from the front, a door had to be included where the cockpit usually was. All of the companies solved this problem by moving the cockpit to above the cargo area; Douglas had a small "pod" just forward and above the wing, Lockheed used a long "spine" running the length of the aircraft with the wing spar passing through it, while Boeing blended the two, with a longer pod that ran from just behind the nose to just behind the wing. In 1965 Lockheed's aircraft design and General Electric's engine design were selected for the new C-5 Galaxy transport, which was the largest military aircraft in the world at the time. The nose door and raised cockpit concepts would be carried over to the design of the 747.

Airliner proposal

The 747 was conceived while air travel was increasing in the 1960s. The era of commercial jet transportation, led by the enormous popularity of the Boeing 707 and Douglas DC-8, had revolutionized long-distance travel. Even before it lost the CX-HLS contract, Boeing was pressed by Juan Trippe, president of Pan American World Airways (Pan Am), one of its most important airline customers, to build a passenger aircraft more than twice the size of the 707. During this time, airport congestion, worsened by increasing numbers of passengers carried on relatively small aircraft, became a problem that Trippe thought could be addressed by a large new aircraft.

In 1965, Joe Sutter was transferred from Boeing's 737 development team to manage the studies for a new airliner, already assigned the model number 747. Sutter initiated a design study with Pan Am and other airlines, in order to better understand their requirements. At the time, it was widely thought that the 747 would eventually be superseded by supersonic transport aircraft. Boeing responded by designing the 747 so that it could be adapted easily to carry freight and remain in production even if sales of the passenger version declined. In the freighter role, the clear need was to support the containerized shipping methodologies that were being widely introduced at about the same time. Standard containers are square at the front (slightly higher due to attachment points) and available in lengths. This meant that it would be possible to support a 2-wide 2-high stack of containers two or three ranks deep with a fuselage size similar to the earlier CX-HLS project.

In April 1966, Pan Am ordered 25 747-100 aircraft for US$525 million. During the ceremonial 747 contract-signing banquet in Seattle on Boeing's 50th Anniversary, Juan Trippe predicted that the 747 would be "... a great weapon for peace, competing with intercontinental missiles for mankind's destiny", according to Malcolm T. Stamper, one of the senior management for the 747 program at the time. As launch customer, and because of its early involvement before placing a formal order, Pan Am was able to influence the design and development of the 747 to an extent unmatched by a single airline before or since.

Design effort

Ultimately, the high-winged CX-HLS Boeing design was not used for the 747, although technologies developed for their bid had an influence. The original design included a full-length double-deck fuselage with rows of eight-across seating and two aisles on the lower deck and seven-across seating and two aisles on the upper deck. However, concern over evacuation routes and limited cargo-carrying capability caused this idea to be scrapped in early 1966 in favor of a wider single deck design. The cockpit was, therefore, placed on a shortened upper deck so that a freight-loading door could be included in the nose cone; this design feature produced the 747's distinctive "bulge". In early models it was not clear what to do with the small space in the pod behind the cockpit, and this was initially specified as a "lounge" area with no permanent seating.

One of the principal technologies that enabled an aircraft as large as the 747 to be conceived was the high-bypass turbofan engine. The engine technology was thought to be capable of delivering double the power of the earlier turbojets while consuming a third less fuel. General Electric had pioneered the concept but was committed to developing the engine for the C-5 Galaxy and did not enter the commercial market until later. Pratt & Whitney was also working on the same principle and, by late 1966, Boeing, Pan Am and Pratt & Whitney agreed to develop a new engine, designated the JT9D to power the 747.

The project was designed with a new methodology called fault tree analysis, which allowed the effects of a failure of a single part to be studied to determine its impact on other systems. To address concerns about safety and flyability, the 747's design included structural redundancy, redundant hydraulic systems, quadruple main landing gear and dual control surfaces. Additionally, some of the most advanced high-lift devices used in the industry were included in the new design, in order to allow it to operate from existing airports. These included leading edge flaps running almost the entire length of the wing, as well as complex three-part slotted flaps along the rear. The wing's complex three-part flaps increase wing area by 21 percent and lift by 90 percent when fully deployed compared to their non-deployed configuration.

Boeing agreed to deliver the first 747 to Pan Am by the end of 1969. The delivery date left 28 months to design the aircraft, which was two-thirds of the normal time. The schedule was so fast paced that the people who worked on it were given the nickname "The Incredibles". Developing the aircraft was such a technical and financial challenge that management was said to have "bet the company" when it started the project.

Production plant

As Boeing did not have a plant large enough to assemble the giant airliner, they chose to build a new plant. The company considered locations in about 50 cities, and eventually decided to build the new plant some 30 miles (48 km) north of Seattle on a site adjoining a military base at Paine Field near Everett, Washington. It bought the site in June 1966.

Developing the 747 had been a major challenge, and building its assembly plant was also a huge undertaking. Boeing president William M. Allen asked Malcolm T. Stamper, then head of the company's turbine division, to oversee construction of the Everett factory and to start production of the 747. To level the site, more than 4 million cubic yards (3.1 million m³) of earth had to be moved. Time was so short that the 747's full-scale mock-up was built before the factory roof above it was finished. The plant is the largest building by volume ever built, and has been substantially expanded several times to permit construction of other models of Boeing widebody commercial jets.

Development and testing

Before the first 747 was fully assembled, testing began on many components and systems. One important test involved the evacuation of 560 volunteers from a cabin mock-up via the aircraft's emergency chutes. The first full-scale evacuation took two and a half minutes instead of the maximum of 90 seconds mandated by the Federal Aviation Administration, and several volunteers were injured. Subsequent test evacuations achieved the 90-second goal but caused more injuries. Most problematic was evacuation from the aircraft's upper deck; instead of using a conventional slide, volunteer passengers escaped by using a harness attached to a reel. Tests also involved taxiing such a large aircraft. Boeing built an unusual training device known as "Waddell's Wagon" (named for a 747 test pilot, Jack Waddell) that consisted of a mock-up cockpit mounted on the roof of a truck. While the first 747s were still being built, the device allowed pilots to practice taxi maneuvers from a high upper-deck position.

On September 30, 1968, the first 747 was rolled out of the Everett assembly building before the world's press and representatives of the 26 airlines that had ordered the airliner. Over the following months, preparations were made for the first flight, which took place on February 9, 1969, with test pilots Jack Waddell and Brien Wygle at the controls and Jess Wallick at the flight engineer's station. Despite a minor problem with one of the flaps, the flight confirmed that the 747 handled extremely well. The 747 was found to be largely immune to "Dutch roll", a phenomenon that had been a major hazard to the early swept-wing jets.

During later stages of the flight test program, flutter testing showed that the wings suffered oscillation under certain conditions. This difficulty was partly solved by reducing the stiffness of some wing components. However, a particularly severe high-speed flutter problem was solved only by inserting depleted uranium counterweights as ballast in the outboard engine nacelles of the early 747s. This measure caused anxiety when these aircraft crashed, as did China Airlines Flight 358 at Wanli in 1991 and El Al Flight 1862 at Amsterdam in 1992.

The flight test program was hampered by problems with the 747's JT9D engines. Difficulties included engine stalls caused by rapid movements of the throttles and distortion of the turbine casings after a short period of service. The problems delayed 747 deliveries for several months and stranded up to 20 aircraft at the Everett plant while they awaited engine installation. The program was further delayed when one of the five test aircraft suffered serious damage during a landing attempt at Renton Municipal Airport, site of Boeing's Renton plant. The test aircraft was being taken to have its test equipment removed and a cabin installed when pilot Ralph C. Cokely undershot the short runway and sheared off the 747's landing gear. However, these difficulties did not prevent Boeing from taking one of the test aircraft to the 28th Paris Air Show in mid-1969, where it was displayed to the general public for the first time. The 747 achieved its FAA airworthiness certificate in December 1969, making it ready for introduction into service.

The huge cost of developing the 747 and building the Everett factory meant that Boeing had to borrow heavily from a banking syndicate. During the final months before delivery of the first aircraft, the company had to repeatedly request additional funding to complete the project. Had this been refused, Boeing's survival would have been threatened. Ultimately, the gamble succeeded, and Boeing held a monopoly in very large passenger aircraft production for many years.

Entry into service

On January 15, 1970, First Lady of the United States Pat Nixon christened Pan Am's first 747, Clipper Victor, at Dulles International Airport (later renamed Washington Dulles International Airport) in the presence of Pan Am chairman Najeeb Halaby. Instead of champagne, red, white and blue water was sprayed on the aircraft. The 747 entered service on January 22, 1970, on Pan Am's New York–London route; the flight had been planned for the evening of January 21, but engine overheating made the original aircraft unusable. Finding a substitute delayed the flight by more than six hours to the following day.

The 747 enjoyed a fairly smooth introduction into service, overcoming concerns that some airports would not be able to accommodate an aircraft that large. Although technical problems occurred, they were relatively minor and quickly solved. After the aircraft's introduction with Pan Am, other airlines that had bought the 747 in order to stay competitive began to put their own 747s into service. Boeing estimated that half of the early 747 sales were to airlines requiring the aircraft's long range rather than its payload capacity. While the 747 had the lowest potential operating cost per seat, this could only be achieved when the aircraft was fully loaded; costs per seat increased rapidly as occupancy declined. A moderately loaded 747, one with only 70 percent of its seats occupied, used more than 95 percent of the fuel needed by a fully occupied 747.

When economic problems in the United States and other countries after the 1973 oil crisis led to reduced passenger traffic, several airlines found they did not have enough passengers to fly the 747 economically, and they replaced them with the smaller and recently introduced McDonnell Douglas DC-10 and Lockheed L-1011 TriStar trijet wide bodies (and later the 767 and A300 twinjets). Having tried replacing coach seats on its 747s with piano bars in an attempt to attract more customers, American Airlines eventually relegated its 747s to cargo service and in 1983 exchanged them with Pan Am for smaller aircraft; Delta Air Lines also removed its 747s from service after several years. Delta would later merge with Northwest Airlines, which operates 747s.

International flights that bypassed traditional hub airports and landed at smaller cities became more common throughout the 1980s, and this eroded the 747's original market. However, many international carriers continued to use the 747 on Pacific routes. In Japan, 747s on domestic routes are configured to carry close to the maximum passenger capacity.

Improved 747 versions

After the initial 747-100 model, Boeing developed the , a higher maximum takeoff weight (MTOW) variant, and the (Short Range), with higher passenger capacity. Increased maximum takeoff weight can allow an aircraft to carry more fuel and have longer range. The model followed, entering service in 1971. It featured more powerful engines and higher takeoff weight. Passenger, freighter and combination passenger-freighter versions were produced. The shortened 747SP (special performance) with a longer range was also developed in the mid-1970s.

The 747 line was further developed with the launching of the 747-300 in 1980. The resulted from Boeing studies to increase the seating capacity of the 747. Solutions such as fuselage plugs and extending the upper deck over the entire length of the fuselage were rejected. The early designation of the −300 was 747SUD for "stretched upper deck", then 747-200 SUD, followed by 747EUD, before the 747-300 designation was used. The −300 model was first produced in 1983. It included a stretched upper deck, increased cruise speed and increased seating capacity. Passenger, short range and combination freighter-passenger versions were produced.

In 1985, development of the longer range 747-400 began. The new variant had a new glass cockpit, which allowed for a cockpit crew of two instead of three. Development cost soared, and production delays occurred as new technologies were incorporated at the request of airlines. Insufficient workforce experience and reliance on overtime contributed to early production problems on the 747-400. The −400 entered service in 1989.

In 1991, a record-breaking 1,087 passengers were airlifted aboard a 747 to Israel as part of Operation Solomon. The 747 was the heaviest airliner in regular service until the use of the Antonov An-124 Ruslan in 1982. The 747-400ER model regained that distinction in 2000. The Antonov An-225 cargo transport remains the world's largest aircraft by several measures (including the most accepted measures of maximum takeoff weight and length); one has been completed and is in service . The Hughes H-4 Hercules is the largest aircraft by wingspan, but it only flew once.

Further developments

Since the arrival of the 747-400, several stretching schemes for the 747 have been proposed. Boeing announced the larger 747-500X and preliminary designs in 1996. The new variants would have cost more than US$5 billion to develop, and interest was not sufficient to launch the program. Boeing offered the more modest 747X and 747X stretch derivatives in 2000 as alternatives to the Airbus A3XX. However, the 747X family was unable to attract enough interest to enter production. Boeing switched from the 747X studies to pursue the Sonic Cruiser in 2001 and, after the Sonic Cruiser program was put on hold, the 787. Some of the ideas developed for the 747X were used on the 747-400ER.

After several variants were proposed but later abandoned, some industry observers became skeptical of new aircraft proposals from Boeing. However, in early 2004, Boeing announced tentative plans for the 747 Advanced that were eventually adopted. Similar in nature to the 747-X, the stretched 747 Advanced used technology from the 787 to modernize the design and its systems. The 747 remained the largest passenger airliner in service until the Airbus A380 began airline service in 2007.

On November 14, 2005, Boeing announced it was launching the 747 Advanced as the Boeing 747-8. The last 747-400s were completed in 2009. , most orders of the 747-8 have been for the freighter variant. On February 8, 2010, the 747-8 Freighter made its maiden flight. The first scheduled delivery of the 747-8 will be to Cargolux in mid-2011. Eventually, the 747 may be replaced in Boeing's lineup by a new design dubbed "Y3".

Design

The Boeing 747 is a large, wide-body (two-aisle) airliner with four wing-mounted engines. The wings have a high sweep angle of 37.5 degrees for a fast, efficient cruise of Mach 0.84 to 0.88, depending on the variant. The sweep also allows the 747 to use existing hangars. Seating capacity is more than 366 with a 3–4–3 seat arrangement (a cross section of 3 seats, an aisle, 4 seats, another aisle, and 3 seats) in economy class and a 2–3–2 arrangement in first class on the main deck. The upper deck has a 3–3 seat arrangement in economy class and a 2–2 arrangement in first class.

Raised above the main deck, the cockpit creates a hump. The raised cockpit is to allow front loading of cargo on freight variants. The upper deck behind the cockpit provides space for a lounge or extra seating. The "stretched upper deck" became available as an option on the 747-100B variant and later as standard on the 747-300.

The 747's maximum takeoff weight ranges from 735,000 pounds (333,400 kg) for the −100 to 970,000 lb (439,985 kg) for the −8. Its range has increased from 5,300 nautical miles (6,100 mi, 9,800 km) on the −100 to 8,000 nmi (9,200 mi, 14,815 km) on the −8I.

The 747 has multiple structural redundancy including four redundant hydraulic systems and four main landing gears with four wheels each, which provide a good spread of support on the ground and safety in case of tire blow-outs. The redundant main gear allows for landing on two opposing landing gears if the others do not function properly. In addition, the 747 has split control surfaces and sophisticated triple-slotted flaps that minimize landing speeds and allow the 747 to use standard-length runways. For transportation of spare engines, 747s can accommodate a non-functioning fifth-pod engine under the port wing of the aircraft between the nearest functioning engine and the fuselage.

Variants

+Boeing 747 variants
International Civil Aviation Organization>ICAO code	!Model(s)
B741	747-100/100B
B742	747-200/200B/200M/E-4/VC-25
B743	747-300/300M
B744	747-400/400C/400ER/400ERF/400F
B74D	747-400D
B74S	747SP
B74R	747-100SR/100BSR
BLCF	747-400LCF Dreamlifter
BSCA	747 Shuttle Carrier Aircraft
B748	747-8F/8I

The 747-100 was the original variant launched in 1966. The 747-200 soon followed, with an order in 1968. The 747-300 was launched in 1980 and was followed in 1985 by the 747-400. Ultimately, the 747-8 was announced in 2005. Several versions of each variant have been produced, and many of the early variants were in production simultaneously. The International Civil Aviation Organization (ICAO) classifies variants using a shortened code formed by combining the model number and the variant designator (e.g. "B741" for all −100 models).

747-100

The first 747-100s were built with six upper-deck windows (three per side) to accommodate upstairs lounge areas. Later, as airlines began to use the upper-deck for premium passenger seating instead of lounge space, Boeing offered a ten-window upper deck as an option. Some −100s were retrofitted with the new configuration. The −100 was equipped with Pratt & Whitney JT9D-3A engines. No freighter version of this model was developed by Boeing. However, 747-100s have been converted to freighters. A total of 167 747-100s were built.

747SR

Responding to requests from Japanese airlines for a high-capacity aircraft to serve domestic routes between major cities, Boeing developed the 747SR as a "short range" variant of the 747-100 with lower fuel capacity and greater payload capability. With increased economy class seating, up to 498 passengers could be carried in early versions and more than 550 in later models. The 747SR had an "economic design life objective" of 52,000 flights during 20 years of airline operation, compared to 24,600 flights in 20 years for the standard 747. The initial 747SR model, the −100SR, had a strengthened body structure and undercarriage to accommodate the added stress accumulated from a greater number of takeoffs and landings. Extra structural support was built into the wings, fuselage, and the landing gear along with a 20 percent reduction in fuel capacity.

The initial order for the −100SR, four aircraft for Japan Air Lines (JAL, later Japan Airlines), was announced on October 30, 1972; rollout occurred on August 3, 1973, and the first flight took place on August 31, 1973. The type was certified by the FAA on September 26, 1973, with the first delivery on the same day. The −100SR entered service with JAL, the type's sole customer, on October 7, 1973, and typically operated Japanese domestic flights. Seven −100SRs were built from 1973 and 1975, each with a MTOW and Pratt & Whitney JT9D-7A engines derated to of thrust.

Following the −100SR, Boeing produced the −100BSR, a 747SR variant with increased takeoff weight capability. Debuting in 1978, the −100BSR also incorporated structural modifications for a high cycle-to-flying hour ratio; a related standard −100B model debuted in 1979. The −100BSR first flew on November 3, 1978, with first delivery to All Nippon Airways (ANA) on December 21, 1978. A total of 20 −100BSRs were produced for ANA and JAL. The −100BSR had a 600,000 lb MTOW and was powered by the same JT9D-7A engines used on the −100SR. ANA operated the type on domestic Japanese routes with 455 or 456 seats until retiring its last aircraft on March 10, 2006.

In 1986, two −100BSR SUD models, featuring the stretched upper deck (SUD) of the −300, were produced for JAL. The type's maiden flight occurred on February 26, 1986, with FAA certification and first delivery on March 24, 1986. JAL operated the −100BSR SUD with 563 seats on domestic routes until their retirement in the third quarter of 2006. While only two −100BSR SUDs were produced, in theory, standard −100Bs can be modified to the SUD certification. Overall, 29 747SRs were built, including seven −100SR, 20 −100BSR, and two −100BSR SUD models.

747-100B

The 747-100B model was developed from the −100SR, utilizing its stronger airframe and undercarriage design. The type had an increased fuel capacity of 48,070 US gallons, allowing for a range with a typical 452-passenger payload, and an increased MTOW of was offered. The first −100B order, one aircraft for Iran Air, was announced on June 1, 1978. This aircraft first flew on June 20, 1979, received FAA certification on August 1, 1979, and was delivered the next day. Nine −100Bs were built, one for Iran Air and eight for Saudia (now Saudi Arabian Airlines). Unlike the original −100, the −100B was offered with Pratt & Whitney JT9D-7A, General Electric CF6-50, or Rolls-Royce RB211-524 engines. However, only RB211-524 (Saudia) and JT9D-7A (Iran Air) engines were ordered.

747SP

The idea for the 747SP came from a joint request between Pan American World Airways and Iran Air, who were looking for a high-capacity airliner with enough range to cover Pan Am's New York–Middle Eastern routes and Iran Air's planned Tehran–New York route. The Tehran–New York route when launched was the longest non-stop commercial flight in the world. The 747SP is shorter than the 747-100. Fuselage sections were eliminated fore and aft of the wing, and the center section of the fuselage was redesigned. The SP's flaps used a simplified single-slotted configuration. The 747SP, compared to earlier variants, had a tapering of the aft upper fuselage into the empennage, a double-hinged rudder, and longer vertical and horizontal stabilizers. Power was provided by Pratt & Whitney JT9D-7(A/F/J/FW) or Rolls-Royce RB211-524 engines.

The 747SP was granted a supplemental certificate on February 4, 1976 and entered service with Pan Am, the launch customer and Iran Air, that same year. The aircraft was chosen by airlines wishing to serve major airports with short runways.

A total of 45 747SPs were built. The 44th 747SP was delivered on August 30, 1982. Boeing re-opened the 747SP production line to build one last 747SP five years later in 1987 for an order by the United Arab Emirates government. In addition to airline use, one 747SP was modified for NASA Dryden Flight Research Center's SOFIA experiment.

747-200

While the −100 powered by Pratt & Whitney JT9D-3A engines offered enough payload and range for US domestic operations, it was marginal for long international route sectors. The demand for longer range aircraft with increased payload quickly led to the improved −200, which featured more powerful engines, increased MTOW, and greater range than the −100. In its first three years of production, the −200 was equipped with Pratt & Whitney JT9D-7 engines (initially the only engine available). A few early −200s retained the three-window configuration of the −100 on the upper deck, but most were built with a ten-window configuration on each side. The −200 was produced in passenger (−200B), freighter (−200F), convertible (−200C), and combi (−200M) versions.

The 747-200B was the basic passenger version, with increased fuel capacity and more powerful engines; it entered service in February 1971. Range with a full passenger load started at over and increased to with later engines. Most −200Bs had an internally stretched upper deck, allowing for up to 16 passenger seats. The freighter model, the 747-200F, could be fitted with or without a side cargo door, and had a capacity of 105 tons (95.3 tonnes) and an MTOW of up to 833,000 lb (378,000 kg). It entered service in 1972 with Lufthansa. The convertible version, the 747-200C, could be converted between a passenger and a freighter or used in mixed configurations, and featured removable seats and a nose cargo door. The −200C could also be fitted with an optional side cargo door on the main deck.

The combi model, the 747-200M, could carry freight in the rear section of the main deck via a side cargo door. A removable partition on the main deck separated the cargo area at the rear from the passengers at the front. The −200M could carry up to 238 passengers in a three-class configuration if cargo was carried on the main deck. The model was also known as the 747-200 Combi. As on the −100, a stretched upper deck (SUD) modification was later offered. A total of 10 converted 747-200s were operated by KLM. Union des Transports Aériens (UTA) also had two of these aircraft converted.

After launching the −200 with Pratt & Whitney JT9D-7 engines, on August 1, 1972 Boeing announced that it had reached an agreement with General Electric to certify the 747 with CF6-50 series engines to increase the aircraft's market potential. Rolls-Royce followed 747 engine production with a launch order from British Airways for four aircraft. The option of RB211-524B engines was announced on June 17, 1975. The −200 was the first 747 to provide a choice of powerplant from the three major engine manufacturers.

A total of 393 of the 747-200 versions had been built when production ended in 1991. Of these, 225 were −200s, 73 were −200F, 13 were −200C, 78 were −200M, and 4 were military. Many 747-200s remain in operation, although most large carriers have retired them from their fleets and sold them to smaller operators. Large carriers have sped up fleet retirement following the September 11 attacks and the subsequent drop in demand for air travel, scrapping some or turning others into freighters.

747-300

The most visible difference between the −300 and previous models was a stretched upper deck with two new emergency exit doors and an optional flight-crew rest area immediately aft of the flight deck as standard. Compared to the −200, the upper deck is longer. The stretched upper deck had previously been offered as a retrofit and first appeared on two Japanese 747-100SR aircraft. The −300 has a new straight stairway to the upper deck instead of a spiral staircase on earlier variants. The staircase creates room below and above for more seats. With minor aerodynamic changes, Boeing increased the −300's cruise speed to Mach 0.85 from Mach 0.84 on the −200 and −100 models. The −300 features the same takeoff weight. For available engines on the −300, the Pratt & Whitney and Rolls-Royce engine versions were unchanged from the −200, but the General Electric engine changed to the CF6-80C2B1 version.

The 747-300 designation, which was first used in a design study that was later shelved, was revived for this version, which was introduced in 1980. Swissair ordered the first 747-300 on June 11, 1980. The 747-300 first flew on October 5, 1982. Swissair was the first customer to accept delivery on March 23, 1983. In addition to the passenger version, two other versions (−300M, −300SR) were available. The 747-300M has cargo capacity in the rear portion of the main deck similar to the −200M, but with the stretched upper deck it can carry more passengers. The 747-300SR is a short range version to meet the need for a high-capacity domestic model. Japan Airlines operated such aircraft with more than 600 seats on the Okinawa–Tokyo route and elsewhere. Boeing never launched a newly built freighter version of the 747-300, but it modified used passenger −300 models into freighters starting in 2000.

A total of 81 aircraft were delivered, 56 for passenger use, 21 −300M and 4 −300SR versions. The 747-300 was soon superseded by the more advanced 747-400 in 1985, just two years after the −300 entered service. The last 747-300 was delivered in September 1990 to Sabena. Today, many −300 aircraft are still active, despite several large carriers that replaced their 747-300s with 747-400s. Air France, Air India, Pakistan International Airlines and Qantas were some of the last major carriers to operate the 747-300. On December 29, 2008, Qantas flew its last scheduled 747-300 service, operating from Melbourne to Los Angeles via Auckland.

747-400

The 747-400 is an improved model with increased range. It has wing-tip extensions of and winglets of , which improve the 747-400's fuel efficiency by four percent compared to previous 747 versions. It has a new glass cockpit designed for a flight crew of two instead of three. The use of electronics reduced the number of dials, gauges and knobs from 971 to 365. It has tail fuel tanks, revised engines and a new interior. The longer range was used by some airlines to bypass traditional fuel stops, such as Anchorage. Powerplants include the Pratt & Whitney PW4062, General Electric CF6-80C2, and Rolls-Royce RB211-524.

The was offered in passenger (−400), freighter (−400F), combi (−400C), domestic (−400D), extended range passenger (−400ER) and extended range freighter (−400ERF) versions. The freighter version does not have an extended upper deck. The 747-400D was built for short range operations and does not include winglets, but these can be retrofitted. Cruising speed is up to Mach 0.855 on different versions of the 747-400.

The passenger version first entered service in February 1989 with launch customer Northwest Airlines on the Minneapolis to Phoenix route. The combi version entered service in September 1989 with KLM. The freighter version entered service in November 1993 with Cargolux. The 747-400ERF entered service in October 2002 and the 747-400ER entered service the following month with Qantas, the only airline ever to order the passenger version. Some of the last built Boeing 747-400s were delivered with Dreamliner livery along with the modern Signature interior from the Boeing 777.

In January 2004 Boeing and Cathay Pacific launched the Boeing 747-400 Special Freighter program, later referred to as the Boeing Converted Freighter (BCF). The first 747-400BCF was redelivered in December 2005.

The last passenger version of the 747-400 was delivered in April 2005 to China Airlines. Boeing announced in March 2007 that it had no plans to produce further passenger versions of the −400. However, orders for 36 −400F and −400ERF freighters were already in place at the time of the announcement. A total of 694 of the 747-400 series aircraft had been delivered. At various times, the largest operator of the 747-400 has been Singapore Airlines, Japan Airlines, or British Airways.

747 LCF Dreamlifter

The 747-400 Dreamlifter (originally called the 747 Large Cargo Freighter or LCF) is a Boeing-designed modification of existing 747-400s to a larger configuration to ferry Boeing 787 Dreamliner sub-assemblies to the Boeing plant in Everett, Washington, for final assembly. Evergreen Aviation Technologies Corporation of Taiwan was contracted to complete modifications of 747-400s into Dreamlifters in Taiwan. The aircraft flew for the first time on September 9, 2006 in a test flight. The Dreamlifter's intended purpose is to transport sub-assemblies for the Boeing 787. The aircraft is certified to carry only essential crew and not passengers. Modification of four aircraft was completed by February 2010.

747-8

Boeing announced a new 747 variant, the 747-8 (referred to as the 747 Advanced prior to launch) on November 14, 2005. The variant will use the same engine and cockpit technology as the 787, hence the use of the "8". Plans call for the new design to be quieter, more economical and more environmentally friendly. The 747-8's fuselage was lengthened from 232 to 251 feet (70.8 to 76.4 m). When the 747-8 enters service, it will surpass the Airbus A340-600 as the world's longest airliner. The 747-8 is equipped with General Electric GEnx-2B67 engines.

The 747-8 Freighter version or 747-8F is derived from the 747-400ERF. The 747-8F can accommodate 154 tons (140 tonnes) of cargo. To aid loading and unloading, it features an overhead nose-door. It has 16 percent more payload capacity than the 747-400F and can hold seven additional standard air cargo containers. The 747-8 Freighter made its maiden flight on February 8, 2010. Deliveries of the 747-8F are to begin in mid-2011.

The passenger version, named 747-8 Intercontinental or 747-8I, will be able to carry up to 467 passengers in a 3-class configuration and fly more than at Mach 0.855. As a derivative of the already common 747-400, the 747-8 has the economic benefit of similar training and interchangeable parts. The 747-8I is to begin deliveries in late 2011. The first test flight was on March 20, 2011.

Several units are under construction at Boeing's Everett facility. The 747-8 has received 126 total orders with 76 for the −8F, and 50 for the −8I as of June 2011.

Government, military and other variants

C-19 – The U.S. Air Force gave this designation to the 747-100s used by some U.S. airlines and modified for use in the Civil Reserve Airlift Fleet.

VC-25 – This aircraft is the U.S. Air Force Very Important Person (VIP) version of the 747-200B. The U.S. Air Force operates two of them in VIP configuration as the VC-25A. Tail numbers 28000 and 29000 are popularly known as ''Air Force One'', which is technically the air-traffic call sign for any United States Air Force aircraft carrying the U.S. President. Although based on the 747-200B design, they include several innovations introduced on the 747-400. Partially completed aircraft from Everett, Washington, were flown to Wichita, Kansas, for final outfitting.

E-4B – Formerly known as the National Emergency Airborne Command Post (referred to colloquially as "Kneecap"), this aircraft is now referred to as the National Airborne Operations Center (NAOC).

YAL-1 – This is the experimental Airborne Laser, a component of the National Missile Defense plan.

Shuttle Carrier Aircraft – Two 747s were modified to carry the Space Shuttle. One is a 747-100 (N905NA), and the other is a 747-100SR (N911NA). An SCA carried the Space Shuttle Enterprise in the late 1970s, and has since carried all Space Shuttles.

A number of other governments also use the 747 as a VIP transport, including Bahrain, Brunei, India, Iran, Japan, Kuwait, Oman, Pakistan, Qatar, Saudi Arabia and United Arab Emirates. Several new Boeing 747-8s have been ordered by Boeing Business Jet for conversion to VIP transport for several unidentified customers.

C-33 – This aircraft was a proposed U.S. military version of the 747-400 intended to augment the C-17 fleet. The plan was canceled in favor of additional C-17 military transports.

KC-33A – A proposed 747 was also adapted as an aerial refueling tanker and was bid against the DC-10-30 during the 1970s Advanced Cargo Transport Aircraft (ACTA) program that produced the KC-10A Extender. Before the Khomeini-led revolution, Iran bought four 747-100 aircraft with air-refueling boom conversions to support a fleet of F-4 Phantoms. It is unknown whether these aircraft remain usable as tankers. Since then, other proposals have emerged for adaptation of later 747-400 aircraft for this role. 747 CMCA – This variant was considered by the U.S. Air Force as a Cruise Missile Carrier Aircraft during the development of the B-1 Lancer strategic bomber. It would have been equipped with 50 to 100 AGM-86 ALCM cruise missiles on rotary launchers. This plan was abandoned in favor of more conventional strategic bombers. 747 AAC – Boeing also considered developing the 747 into an aerial aircraft carrier for up to 10 "microfighters". With a double-decker hangar and two launching bays, it was believed that the scheme might actually be cheaper than establishing a short-term land base. However nothing came of the scheme, or its complementary 747 AWACS version, which would have carried two of the "microfighters" for reconnaissance. Evergreen 747 Supertanker – A Boeing 747-200 modified as an aerial application platform for fire fighting using of firefighting chemicals.

Undeveloped variants

Boeing has studied a number of 747 variants that have not gone beyond the concept stage.

747 trijet

During the late 1960s and early 1970s, Boeing studied the development of a shorter 747 with three-engines to compete with the smaller L-1011 TriStar and DC-10. The 747 trijet would have had more payload, range and passenger capacity. The center engine would have been fitted in the tail with an S-duct intake similar to the L-1011's. However, engineering studies showed that a total redesign of the 747 wing would be necessary. Maintaining the same 747 handling characteristics would be important to minimize pilot retraining. Boeing decided instead to pursue a shortened four-engine 747 that resulted in the 747SP. In the 1990s, the Boeing 777, a long-range twinjet airliner smaller than the 747-400 entered service in the market where the 747-300 had been targeted.

747-500X, −600X and −700X

Boeing announced the 747-500X and −600X at the 1996 Farnborough Airshow. The proposed models would have combined the 747's fuselage with a new 251 ft (77 m) span wing derived from the 777. Other changes included adding more powerful engines and increasing the number of tires from two to four on the nose landing gear and from 16 to 20 on the main landing gear.

The 747-500X concept featured an increased fuselage length of 18 ft (5.5 m) to 250 ft (76.2 m) long, and the aircraft was to carry 462 passengers over a range up to 8,700 nautical miles (10,000 mi, 16,100 km), with a gross weight of over 1.0 Mlb (450 Mg). The 747-600X concept featured a greater stretch to 279 ft (85 m) with seating for 548 passengers, a range of up to 7,700 nmi (8,900 mi, 14,300 km), and a gross weight of 1.2 Mlb (540 Mg). A third study concept, the 747-700X, would have combined the wing of the 747-600X with a widened fuselage, allowing it to carry 650 passengers over the same range as a 747-400. The cost of the changes from previous 747 models, in particular the new wing for the 747-500X and −600X, was estimated to be more than US$5 billion. Boeing was not able to attract enough interest to launch the aircraft.

747X and 747X Stretch

As Airbus progressed with its A3XX study, Boeing in 2000 offered the market a 747 derivative as an alternative. This was a more modest proposal than the previous −500X and −600X that would retain the 747's overall wing design and add a segment at the root, increasing the span to . Power would have been supplied by either the Engine Alliance GP7172 or the Rolls-Royce Trent 600, which were also proposed for the 767-400ERX. A new flight deck based on the 777's would be used. The 747X aircraft was to carry 430 passengers over ranges of up to 8,700 nmi (10,000 mi, 16,100 km). The 747X Stretch would be extended to long, allowing it to carry 500 passengers over ranges of up to 7,800 nmi (9,000 mi, 14,500 km). Both would feature an interior based on the 777's signature architecture. Freighter versions of the 747X and 747X Stretch were also studied.

Like its predecessor, the 747X family was unable to garner enough interest to justify production, and it was shelved along with the 767-400ERX in March 2001, when Boeing announced the Sonic Cruiser concept. Though the 747X design was less costly than the 747-500X and −600X, it was criticized for not offering a sufficient advance from the existing 747-400. The 747X did not make it beyond the drawing board, but the 747-400X being developed concurrently moved into production to become the 747-400ER.

747-400XQLR

After the end of the 747X program, Boeing continued to study improvements that could be made to the 747. The 747-400XQLR (Quiet Long Range) was meant to have an increased range of 7,980 nmi (9,200 mi, 14,800 km), with improvements to boost efficiency and reduce noise. Improvements studied included raked wingtips similar to those used on the 767-400ER and a sawtooth engine nacelle for noise reduction. Although the 747-400XQLR did not move to production, many of its features were used for the 747 Advanced, which has now been launched as the 747-8.

Operators

1 0

Year !! Total !! 2011 !! 2010 !! 2009 !! 2008 !! 2007 !! 2006 !! 2005 !! 2004 !! 2003 !! 2002 !! 2001 !! 2000 !! 1999 !! 1998 !! 1997 !! 1996 !! 1995 !! 1994 !! 1993 !! 1992 !! 1991 !! 1990
! Orders	1527	2	|	5	2	25	68	48	10	4	17	16	26	35	15	36	56	32	16	2	23	31	122
Deliveries	1418	0	|	8	14	16	14	13	15	19	27	31	25	47	53	39	26	25	40	56	61	64	70

66 45

Year !! 1989 !! 1988 !! 1987 !! 1986 !! 1985 !! 1984 !! 1983 !! 1982 !! 1981 !! 1980 !! 1979 !! 1978 !! 1977 !! 1976 !! 1975 !! 1974 !! 1973 !! 1972 !! 1971 !! 1970 !! 1969 !! 1968 !! 1967 !! 1966
! Orders	56	49	|	84	42	23	24	14	23	49	72	76	42	14	20	29	29	18	7	20	30	22	43	83
Deliveries		|	24	23	35	24	16	22	26	53	73	67	32	20	27	21	22	30	30	69	92	4	–	–	–

Data through March, 2011, table updated April 8, 2011.

Accidents and incidents

As of September 2010, the 747 has been involved in 124 accidents or incidents, including 49 hull-loss accidents, resulting in 2,852 fatalities. The 747 has been in 31 hijackings, which caused 25 fatalities.

Few crashes have been attributed to design flaws of the 747. The Tenerife disaster resulted from pilot error, air traffic control (ATC) error and communications failure, while the Japan Airlines Flight 123 and China Airlines Flight 611 crashes stemmed from improper aircraft repair. United Airlines Flight 811, which suffered an explosive decompression mid-flight on February 24, 1989, led the National Transportation Safety Board (NTSB) to issue a recommendation that 747-200 cargo doors similar to those on the Flight 811 aircraft be modified. Korean Air Lines Flight 007 was shot down by the Soviets in 1983 after it had strayed into Soviet territory, causing U.S. President Ronald Reagan to authorize the then-strictly military Global Positioning System (GPS) for civilian use. TWA Flight 800, a 747-100 that exploded in midair on July 17, 1996, led the Federal Aviation Administration to propose a rule requiring installation of an inerting system in the center fuel tank of most large aircraft that was adopted in July 2008, after years of research into solutions. It is expected that the new safety system will cost US$100,000 to $450,000 per aircraft and weigh approximately .

Aircraft on display

As increasing numbers of "classic" 747-100 and 747-200 series aircraft have been retired, some have found their way into museums or other uses. The ''City of Everett'', the first 747 and prototype is at the Museum of Flight, Seattle, Washington, USA where it is sometimes leased to Boeing for test purposes.

Other 747s in museums include those at the National Aviation Theme Park Aviodrome, Lelystad, Netherlands; the Qantas Founders Outback Museum, Longreach, Queensland, Australia; Rand Airport, Johannesburg, South Africa; Technikmuseum Speyer, Speyer, Germany; Musée de l'Air et de l'Espace, Paris, France; Tehran Aerospace Exhibition, Tehran, Iran; Jeongseok Aviation Center, Jeju, South Korea, Evergreen Aviation & Space Museum, McMinnville, Oregon, and the National Air and Space Museum, Washington, D.C.

Upon its retirement from service, the 747 number two in the production line was dis-assembled and shipped to Hopyeong, Namyangju, Gyeonggi-do, South Korea where it was re-assembled and converted into a restaurant. Originally flown commercially by Pan Am as N747PA "''Clipper Juan T. Trippe''", and repaired for service following a tailstrike, it stayed with the airline until its bankruptcy. The 747 restaurant closed by 2009, and the B747 was demolished in 2010. The ''Jumbohostel'', using a converted 747-200, opened at Arlanda Airport, Stockholm on January 15, 2009.

Specifications

{| style="text-align: center; font-size:95%;" class="wikitable" |- ! Measurement || 747-100B || 747-200B || 747-300 || 747-400747-400ER || 747-8I |- |Cockpit Crew || colspan="3"| Three || colspan="2"| Two |- |Typical seating capacity || colspan="2" |452 (2-class) 366 (3-class) || 496 (2-class) 412 (3-class) || 524 (2-class) 416 (3-class) || 467 (3-class) |- |Length || colspan="4" | 231 ft 10 in (70.6 m)|| 250 ft 2 in (76.25 m) |- |Interior cabin width || colspan="5" | |- |Wingspan || colspan="3" | 195 ft 8 in (59.6 m) || 211 ft 5 in (64.4 m) || 224 ft 7 in (68.5 m) |- |Wing area || colspan="3" | 5499.82 ft2 (510.95 m2) || 6027.78 ft2 (560 m2) |- |Aspect ratio || colspan="3" | 6.9  || 7.4  |- |Tail height || colspan="3" | 63 ft 5 in (19.3 m) || 63 ft 8 in (19.4 m) || 63 ft 6 in (19.4 m) |- |Operating empty weight|| 358,000 lb (162,400 kg) || 383,000 lb (174,000 kg) || 392,800 lb (178,100 kg) || 393,263 lb (178,756 kg) ER: 406,900 lb (184,600 kg) || 472,900 lb (214,503 kg) |- |Maximum takeoff weight || 735,000 lb (333,390 kg) || colspan="2" | 833,000 lb (377,842 kg) || 875,000 lb (396,890 kg) ER: 910,000 lb (412,775 kg) || 975,000 lb (442,253 kg) |- |Cruising speed (at altitude) || colspan="3" | Mach 0.84 (555 mph, 893 km/h, 481 knots ) || Mach 0.85 (567 mph, 913 km/h, 493 kn) ER: Mach 0.855 (570 mph, 918 km/h, 495 kn)|| Mach 0.855 (570 mph, 918 km/h, 495 kn) |- |Maximum speed || colspan="3" | Mach 0.89 (594 mph, 955 km/h, 516 kn) || colspan="2" |Mach 0.92 (614 mph, 988 km/h, 533 kn) |- |Required runway at MTOW* || colspan="2" | 10,466 ft (3,190 m) || 10,893 ft (3,320 m) || 9,902 ft (3,018 m) ER: 10,138 ft (3,090 m) || 10,138 ft (3,090 m) |- |Maximum range at MTOW|| 5,300 nmi (9,800 km) || 6,850 nmi (12,700 km) || 6,700 nmi (12,400 km) || 7,260 nmi (13,450 km) ER: 7,670 nmi (14,205 km) || 8,000 nmi (14,815 km) |- |Max. fuel capacity || 48,445 U.S. gal (40,339 imp gal/183,380 L) || colspan="2" | 52,410 U.S. gal (43,640 imp gal/199,158 L) || 57,285 U.S. gal (47,700 imp gal/216,840 L) ER: 63,705 U.S. gal (53,045 imp gal/241,140 L) || 64,225 U.S. gal (53,478 imp gal/243,120 L) |- |Engine models (x 4) || PW JT9D-7A/-7F/-7J RR RB211-524B2 || PW JT9D-7R4G2 GE CF6-50E2 RR RB211-524D4 || PW JT9D-7R4G2 GE CF6-80C2B1 RR RB211-524D4 || PW 4062 GE CF6-80C2B5F RR RB211-524G/H ER: GE CF6-80C2B5F || GEnx-2B67 |- |Engine thrust (per engine) || | PW 46,500 lbf (207 kN) RR 50,100 lbf (223 kN)|| PW 54,750 lbf (244 kN) GE 52,500 lbf (234 kN) RR 53,000 lbf (236 kN) || PW 54,750 lbf (244 kN) GE 55,640 lbf (247 kN) RR 53,000 lbf (236 kN) || PW 63,300 lbf (282 kN) GE 62,100 lbf (276 kN) RR 59,500/60,600 lbf (265/270 kN) ER: GE 62,100 lbf (276 kN) || 66,500 lbf (296 kN) |} Sources: Boeing 747 specifications, 747 airport planning report, 747-8 airport brochure

The 747 parasitic drag, C_DP, is 0.022, and the wing area is , so that ''f'' equals about . The parasitic drag is given by ''½ f ρ_air v²'' in which ''f'' is the product of drag coefficient C_Dp and the wing area.

"Required runway" length allows for emergency factors. Actual takeoff distances will normally be considerably shorter than those listed here. See Balanced field takeoff.

Notable appearances in media

Following its debut, the 747 rapidly achieved iconic status, appearing in various film productions such as the ''Airport'' series of disaster films, ''Air Force One'' and ''Executive Decision''. The aircraft entered the cultural lexicon as the original ''Jumbo Jet'', a term coined by the aviation media to describe its size, and was also nicknamed ''Queen of the Skies.'' The 747 was also referenced in the Earth, Wind & Fire song ''Let's Groove''.

See also

{{externalimage |topic=Cutaway diagrams of Boeing 747-100 |width= |align=right |image1=Hi-res cutaway diagram of Boeing 747-100 by ''Flight International'' |image2=747-100 cutaway by ''Flight International'' }} {{aircontent |see also=

List of megaprojects

|related=

Boeing 747SP

Boeing VC-25

Boeing E-4

Boeing 747-400

Boeing 747-8

Boeing 747 LCF

Shuttle Carrier Aircraft

|similar aircraft=

Airbus A380

Airbus A340-600

Antonov An-124

Boeing 777-300ER

Lockheed C-5 Galaxy

Sukhoi KR-860

|lists=

List of aircraft

List of Boeing 747 operators

}}

References

;Notes

;Bibliography

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Birtles, Philip. ''Boeing 747-400''. Hersham, Surrey: Ian Allen, 2000. ISBN 0-71102-728-5.

Bowers, Peter M. ''Boeing Aircraft Since 1916''. London: Putnam Aeronautical Books, 1989. ISBN 0-85177-804-6.

Bowman, Martin. ''Boeing 747 (Crowood Aviation Series). Marlborough, Wilts.: Crowood, 2000. ISBN 1-86126-242-6

Davies, R.E.G. ''Delta - An Airline and Its Aircraft: The Illustrated History of a Major U.S. Airline and the People Who Made It.'' McLean, VA: Paladwr Press, 1990. ISBN 0-96-264830-2.

Haenggi, Michael. ''Boeing Widebodies.'' St. Paul, MN: MBI Publishing Co., 2003. ISBN 0-7603-0842-X.

Dorr, Robert F. ''Boeing 747-400'' (AirlinerTech Series, Vol. 10). North Branch, MN: Specialty Press, 2000. ISBN 1-58007-055-8.

Falconer, Jonathan. ''Boeing 747 in Color''. Hersham, Surrey: Ian Allen, 1997. ISBN 1-8826-6314-4.

Gesar, Adam. ''Boeing 747: The Jumbo''. New York: Pyramid Media Group, 2000. ISBN 0-94418-802-8.

Gilchrist, Peter. ''Boeing 747-400'' (Airliner Color History). Osceola, WI: Motorbooks International, 1998. ISBN 1-7603-0616-8.

Gilchrist, Peter. ''Boeing 747 Classic'' (Airliner Color History). Osceola, WI: Motorbooks International, 2000. ISBN 0-7603-1007-6.

Graham, Ian. ''In Control: How to Fly a 747''. Somerville, MA: Candlewick, 2000. ISBN 0-7636-1278-2.

Henderson, Scott. ''Boeing 747-100/200 In Camera''. Minneapolis, MN: Scoval Publishing, 1999. ISBN 1-9022-3601-7.

Ingells, Douglas J. ''747: Story of the Boeing Super Jet''. Fallbrook, CA: Aero Publishers, 1970. ISBN 0-8168-8704-7.

Irving, Clive. ''Wide Body: The Making of the Boeing 747''. Philadelphia: Coronet, 1994. ISBN 0-340-59983-9.

Itabashi, M., K. Kawata and S. Kusaka. "Pre-fatigued 2219-T87 and 6061-T6 aluminium alloys." ''Structural Failure: Technical, Legal and Insurance Aspects''. Milton Park, Abingdon, Oxon.: Taylor & Francis, 1995. ISBN 978-0-419-20710-8.

Jenkins, Dennis R. ''Boeing 747-100/200/300/SP'' (AirlinerTech Series, Vol. 6). North Branch, MN: Specialty Press, 2000. ISBN 1-58007-026-4.

Kane, Robert M. ''Air Transportation: 1903–2003''. Dubuque, IA: Kendall Hunt Publishing Co., 2004. ISBN 0-7575-3180-6.

Lucas, Jim. ''Boeing 747 - The First 20 Years.'' Browcom Pub. Ltd. ISBN 0-9461-4137-1.

Lawrence, Philip K. and David Weldon Thornton. ''Deep Stall: The Turbulent Story of Boeing Commercial Airplanes''. Burlington, VT: Ashgate Publishing Co., 2005, ISBN 0-7546-4626-2.

March, Peter. ''The Boeing 747 Story.'' Stroud, Glos.: The History Press, 2009. ISBN 0-7509-4485-4.

Norris, Guy and Mark Wagner. ''Boeing 747: Design and Development Since 1969''. St. Paul, MN: MBI Publishing Co., 1997. ISBN 0-7603-0280-4.

Minton, David H. ''The Boeing 747'' (Aero Series 40). Fallbrook, CA: Aero Publishers, 1991. ISBN 0-8306-3574-2.

Nicholls, Mark. ''The'' Airliner World ''Book of the Boeing 747''. New York: Osprey Publishing, 2002. ISBN 0-9462-1961-3.

Norton, Bill. ''Lockheed Martin C-5 Galaxy''. North Branch, MN: Specialty Press, 2003. ISBN 1-58007-061-2.

Orlebar, Christopher. ''The Concorde Story''. Oxford: Osprey Publishing, Fifth edition, 2002. ISBN 1-85532-667-1.

Pealing, Norman, and Savage, Mike. ''Jumbo Jetliners: Boeing's 747 and the Widebodies'' (Osprey Color Classics). Osceola, WI: Motorbooks International, 1999. ISBN 1-85532-874-7.

Seo, Hiroshi. ''Boeing 747''. Worthing, West Sussex: Littlehampton Book Services Ltd., 1984. ISBN 0-7106-030-4.

Shaw, Robbie. ''Boeing 747'' (Osprey Civil Aircraft series). London: Osprey, 1994. ISBN 1-85532-420-2.

Shaw, Robbie. ''Boeing 747-400: The Mega-Top (Osprey Civil Aircraft)/ London: Osprey, 1999. ISBN 1-85532-893-3.

Sutter, Joe. ''747: Creating the World's First Jumbo Jet and Other Adventures from a Life in Aviation''. Washington, DC: Smithsonian Books, 2006. ISBN 978-0-06-088241-9.

Wilson, Stewart. ''Boeing 747'' (Aviation Notebook Series). Queanbeyan, NSW: Wilson Media Pty. Ltd. ISBN 1-8767-2201-0 .

Wilson, Stewart. ''Airliners of the World''. Fyshwick, Australia: Aerospace Publications Pty Ltd., 1999. ISBN 1-875671-44-7.

Wright, Alan J. ''Boeing 747''. Hersham, Surrey: Ian Allen, 1989. ISBN 0-7110-1814-6.

''The Great Gamble: The Boeing 747. The Boeing - Pan Am Project to Develop, Produce, and Introduce the 747.'' Tuscaloosa: University of Alabama Press, 1973.

External links

Boeing 747 product page

Boeing 747-8 page on Boeing's newairplane.com site

Boeing 747 profile on FlightGlobal.com

Boeing 747 Archive

Video of 1968 rollout of 747 from British Movietone Digital Archive

Category:Article Feedback Pilot 747 Category:United States airliners 1960-1969 Category:United States cargo aircraft 1960-1969 Category:1970 introductions Category:Boeing Everett Factory

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Simon Lowe is a British actor who, amongst other British titles, has played series regulars in ''Bodies'' (Dr. Tim Sibley) and ''The Grimleys'' (Shane Titley) both of which were written by Jed Mercurio. He also played Derek Evans in ''EastEnders''. He is also the regular character, Sgt. James Collins in the British series, Doctors. In 2007 he portrayed the survivor of the Hindenburg disaster, "Joseph Spah", in the British Channel 4 Drama, "Hindenburg The Untold Story", directed by Sean Grundy. In the 2010 Channel 4 series, "Bloody Foreigners", he playing the role of Jan Zumbach, of 303 squadron, and and in 2011 he made a single appearance in HBO's Game of Thrones as a wine merchant.

Theatre work includes the portrayal of Dudley Moore in the show, "Pete and Dud; Come Again" that successfully toured Britain in 2007 with the British actor Gareth Tunley playing Peter Cook.

References

External links

Official website

Category:Living people Category:British television actors

Airline	Cathay Pacific 國泰航空公司
Logo	Cathay Pacific Logo.svg|Cathay Pacific logo
Logo size	275
Iata	CX
Icao	CPA
Callsign	CATHAY
Founded	24 September 1946
Hubs	Hong Kong International Airport
Focus cities
Frequent flyer
Lounge
Alliance	Oneworld
Subsidiaries
Fleet size	132 (+106 orders) incl. cargo
Destinations	59 incl. cargo
Parent	Swire Pacific
Company slogan	Now you're really flying
Headquarters	Registered office: One Pacific Place, Hong KongHead office: Hong Kong International Airport, Chek Lap Kok, Hong Kong
Key people
Revenue	HK$89,524 million (2010)
Operating income	HK$9,465 million (2010)
Net income	HK$14,048 million (2010)
Website	cathaypacific.com cathaypacificcargo.com }}

Cathay Pacific (, ) is the flag carrier of Hong Kong, with its head office and main hub located at Hong Kong International Airport, although the airline's registered office is on the 33rd floor of One Pacific Place. The airline's operations include scheduled passenger and cargo services to 114 destinations in 36 countries worldwide, including codeshares and joint ventures, with a fleet of 132 wide-body aircraft, consisting of Airbus A330s and A340s, Boeing 747s and 777s. The airline also operates fifth freedom flights from Bangkok and Taipei, its major focus cities. Its wholly owned subsidiary, Dragonair, operates to 29 destinations in the Asia-Pacific region from its Hong Kong base. In 2009, Cathay Pacific and Dragonair operated 56,000 flights, carrying nearly 25 million passengers and over 1.52 million tonnes of cargo and mail.

The airline was founded on 24 September 1946 by American Roy C. Farrell and Australian Sydney H. de Kantzow, with each man putting up HK$1 to register the airline. The airline made the world's first non-stop transpolar flight flying over the North Pole in July 1998, and it also operated the maiden flight to arrive at the new Hong Kong International Airport. The airline celebrated its 60th anniversary in 2006; and , its major shareholders are Swire Pacific and Air China. It is reciprocally one of the major shareholders of Air China. Cathay Pacific currently holds the title of the world's third largest airline, measured in terms of market capitalization, according to the International Air Transport Association. In 2010, Cathay Pacific became the world's largest international cargo airline, along with main hub Hong Kong International Airport as the world's busiest airport in terms of cargo traffic.

Cathay Pacific is a founding member of the Oneworld alliance, with its subsidiary, Dragonair, as an affiliate member. The airline was awarded the title 2009 ''Airline of the Year'' by Skytrax. Cathay Pacific is one of the seven airlines to be ranked as a 5-star airline by the independent research consultancy firm Skytrax.

History

Early years

Cathay Pacific was founded in Hong Kong on 24 September 1946 by American Roy Farrell and Australian Sydney de Kantzow. Both men were ex-air force pilots who had flown the Hump, a route over the Himalayan mountains. Each man put up HK$1 to register the airline. Although initially based in Shanghai, the two men moved to Hong Kong where they formally began Cathay Pacific. They named it ''Cathay'', the ancient name given to China, derived from "Khitan", and ''Pacific'' because Farrell speculated that they would one day fly across the Pacific (which happened in the 1970s). The Chinese name for the company "國泰" comes from a Chinese idiom meaning "Grand and Peaceful State".

According to legend, the airline was conceived by Farrell and some foreign correspondents at the bar of the Manila Hotel. On Cathay Pacific's maiden voyage, Farrell and de Kantzow flew from Hong Kong to Manila, and later on to Shanghai. They had a single Douglas DC-3, nicknamed ''Betsy''. The airline initially flew routes between Hong Kong, Sydney, Manila, Singapore, Shanghai, and Canton, while scheduled service was limited to Bangkok, Manila, and Singapore only.

In 1948 Butterfield & Swire (now known as Swire Group) bought 45% of Cathay Pacific, with Australian National Airways taking 35% and Farrell and de Kantzow taking 10% each. The new company began operations on 1 July 1948 and was registered as Cathay Pacific (1948) Ltd on 18 October 1948. Swire later acquired 52% of Cathay Pacific and today the airline is still 40% owned by the Swire Group through Swire Pacific Limited.

Expansion in the 1960s, 1970s, and 1980s

The airline prospered in late 1950s and into the 1960s by buying its archrival, Hong Kong Airways, on 1 July 1959. Between 1962 and 1967, the airline recorded double digit growth on average every year and the world's first to operate international services to Fukuoka, Nagoya and Osaka in Japan. Eighteen years after the airline was founded, it carried its one millionth passenger and acquired its first jet engine aircraft Convair 880 in 1964. In the 1970s, Cathay Pacific installed a computerised reservation system and flight simulators. In 1979, the airline acquired its first Boeing 747 and applied for traffic rights to begin flying to London in 1980. Expansion continued into the 1980s, with nonstop service to Vancouver in 1983, with continuing service on to San Francisco in 1986 when an industry-wide boom encouraged route growth to many European and North American centres. On 15 May 1986, the airline went public and listed in the Main Board of the Hong Kong Stock Exchange.

The 1990s

In January 1990, Cathay Pacific and its parent company, Swire Pacific, acquired a significant shareholding in Dragonair, and a 75% stake in cargo airline Air Hong Kong in 1994. During the early 1990s, the airline launched a programme to upgrade its passenger service. Also, the green and white striped livery was replaced with the current "brushwing" livery. Later, the airline began a US$9 billion fleet replacement program during the mid-1990s that resulted with it having one of the youngest airline fleets in the world. In 1996, CITIC Pacific increased its holdings in Cathay Pacific from 10% to 25%, while the Swire Group holding was reduced to 44% as two other Chinese companies, CNAC and CTS also bought substantial holdings.

On 1 July 1997, administration of Hong Kong was transferred from the UK to the People's Republic of China. Most of the airline's aircraft were registered in Hong Kong and bore a registration beginning with "VR". Under the terms of an agreement within the Sino-British Joint Liaison Group (JLG), all registrations were changed to the prefix "B" by December 1997 , which is used by the People's Republic of China and the Republic of China (Taiwan). Cathay Pacific aircraft formerly carried a painted Union Jack on the tail but these were removed several years prior to the 1997 takeover.

In February 1999, Cathay Pacific co-founded the Oneworld Alliance. The same year, they completed their new headquarters, dubbed Cathay City, which is located at Hong Kong International Airport. Previously the airline's headquarters were at the Swire House, which was a complex named after the airline's parent company. The airline was hurt by the Asian financial crisis of the late 1990s, but recorded a record HK$5 billion profit in 2000.

New Hong Kong airport and transpolar flights

On 5 July 1998, Hong Kong Kai Tak Airport witnessed its last commercial departing flight, Cathay Pacific Flight 251 to London Heathrow Airport, after over 73 years of operation. The next day, Cathay Pacific Flight 889, from New York John F. Kennedy International Airport, piloted by Captain Mike Lowes and First Officer Kelvin Ma, was the maiden flight to arrive at the new Hong Kong International Airport, located at Chek Lap Kok, west of Hong Kong. This flight was also the world's first non-stop transpolar flight from New York to Hong Kong. The flight, dubbed ''Polar One'', takes approximately 16 hours to travel between Hong Kong and New York, saving about three to four hours on journey time, compared to the one stop service via Vancouver. It is Cathay Pacific's longest non-stop flight, as well as one of the longest non-stop flights by distance in the world at .

The airline operated the first commercial non-stop transpolar flight from Canada on 19 May 2000, with Cathay Pacific Flight 829 from Toronto to Hong Kong. The flight flew directly over Hudson Bay and passed within of the North Pole, it took just 14 hours and 59 minutes and saved almost three hours from the normal route, which included a technical stop in Anchorage. It is Cathay Pacific's second longest non-stop flight with a distance of .

The 49ers - industrial troubles

In 2001, the Hong Kong Aircrew Officers Association (HKAOA) launched a "work to rule" campaign to further its campaign for pay improvements and changes to roster scheduling practices. The action involved pilots refusing to work flights that were not scheduled on their roster. Although this alone did not cause extensive disruption, rostered pilots began calling in sick for their flights. Combined with the work to rule campaign, the airline was unable to cover all of its scheduled flights and cancellations resulted. Cathay Pacific steadfastly refused to negotiate with the HKAOA under threat of industrial action.

On 9 July 2001, reportedly following a comprehensive review of the employment histories of all its pilots, the company fired 49 of its 1,500 pilots. This group became known colloquially as "the 49ers". Nearly half of the fired pilots were captains, representing five percent of the total pilot group. Of the 21 officers of the HKAOA, nine were fired, including four of the seven union negotiators.

Then-HKAOA president Captain Nigel Demery took the view that "the firing was pure intimidation, a union-bust straight up, designed to be random enough to put the fear in all pilots that they might be next, no reason given". The dismissals were challenged in a number of legal proceedings, but none were reinstated. The airline later offered the 49 pilots it terminated in 2001 the chance to reapply for pilot positions with its cargo division, guaranteeing such applicants first interviews, subject to passing psychometric testing. Nineteen former employees applied and twelve were offered jobs.

Current relations between the company and the HKAOA are cordial. The replacement of Captain Demery by Captain Murray Gardner is said to have had a lot to do with this change in relationship. Captain Gardner favoured a more diplomatic and conciliatory approach to dealing with management, and workplace relations between the two groups have been largely conciliatory since 2002.

On 11 November 2009, 18 of The 49ers succeeded in the Hong Kong Court of First Instance concerning their joint claims for breach of contract, breach of the Employment Ordinance and defamation.

Judge Anselmo Reyes ruled the airline had contravened the Employment Ordinance by dismissing the pilots without a valid reason, adding that they had been sacked primarily because of union activities. He also held that remarks by then chief operating officer Philip Chen Nanlok and current chief executive Tony Tyler after the sackings were defamatory. The judge handed the pilots a victory in their long-running legal battle, with individual awards of HK$3.3 million for defamation together with a month's pay and HK$150,000 for the sackings.

On 24 December 2010, judges Frank Stock, Susan Kwan and Johnson Lam of the Court of Appeal overturned the judgment of the lower court to the extent that the claim for wrongful termination of contract was dismissed. The finding that Cathay Pacific wrongly sacked the 18 pilots for their union activities was upheld. The court upheld the defamation claim but reduced the damages for the defamatory comments made by Cathay Pacific management. The judges also modified the judgment awarding payment of legal costs to the pilots and instead said that they should now pay some of Cathay’s costs.

The pilots have applied for leave to appeal to the Court of Final Appeal for wrongful termination of contract and damages for defamation.

Acquisition and downsizing of Dragonair

On 9 June 2006, the airline underwent a shareholding realignment under which Dragonair became a wholly owned subsidiary but continued to operate under its own brand. By acquiring Dragonair, this meant gaining more access to the restricted, yet rapidly growing, Mainland China market and more opportunities for sharing of resources. CNAC, and its subsidiary, Air China, acquired a 17.5 percent stake in Cathay Pacific, and the airline doubled its shareholding in Air China to 17.5 percent. CITIC Pacific reduced its shareholding to 17.5 percent and Swire Group reduced its shareholding to 40 percent.

Dragonair had originally planned significant international expansion. It was already operating services to Bangkok and Tokyo, and was to have a dedicated cargo fleet of nine Boeing 747-400BCF aircraft by 2009 operating to New York, Los Angeles, Chicago, San Francisco and Columbus. It had also acquired three Airbus A330-300 aircraft to commence services to Sydney and Seoul.

Following the acquisition by Cathay Pacific, Dragonair's proposed expansion plans underwent a comprehensive route compatibility analysis with the Cathay network, in an effort to reduce duplication. Dragonair services to Bangkok and Tokyo were terminated, and new services launched to Sendai, Phuket, Manila and Kathmandu. With the merging of similar departments at the two previously separate airlines, some Dragonair staff have had their employment contracts transferred to Cathay Pacific, and others made redundant due to the efficiencies gained in the merger. This has resulted in an approximately 37 percent decrease in the number of staff contractually employed by Dragonair.

Although there has been speculation that Dragonair will cease as a brand and be fully absorbed into Cathay Pacific, this is unlikely as Dragonair enjoys significant market awareness in regional Chinese markets.

Present

To celebrate the airline's 60th anniversary in 2006, a year of road shows named the "Cathay Pacific 60th Anniversary Skyshow" was held where the public could see the developments of the airline, play games, meet some of the airline's staff, and view vintage uniforms. Cathay Pacific also introduced anniversary merchandise and in-flight meals served by famous restaurants in Hong Kong in collaboration with the celebrations.

In June 2008, Cathay Pacific entered into a plea bargain with the United States Department of Justice in respect of antitrust investigations over air cargo price fixing agreements. It was fined US$60 million. The airline has subsequently set up an internal Competition Compliance Office, reporting to Chief Operating Officer John Slosar, to ensure that the Group complies with all relevant competition and antitrust laws in the jurisdiction in which it operates. The breaches for which Cathay Pacific Cargo were being investigated in the U.S. were not illegal under Hong Kong competition law.

In March 2009, the airline reported a record full-year loss of HK$8.56 billion for 2008, which was also the carrier's first since the 1997 Asian Financial Crisis. The record loss included fuel-hedging losses of HK$7.6 billion and a HK$468 million charge for a price-fixing fine in the U.S. It had to scrap its final dividend. The hedging losses were a result of locking in fuel prices at higher than prevailing market price. As of the end of 2008, Cathay Pacific has hedged about half of its fuel needs until the end of 2011. The airline at the time estimated that it would face no further cash costs from the hedges if the average market price stood at US$75, enabling it recoup provisions it made in 2008.

The flattening out of fuel prices resulted in Cathay Pacific recording a paper fuel hedging gain for its half year reports for 2009. However, as a result of the global economic situation, the Group reported an operating loss. Given the current economic climate, and in line with the steps being taken by other major airlines around the world, the airline has undertaken a comprehensive review of all its routes and operations. This has resulted in frequencies being reduced to certain destinations, ad hoc cancellations on other routes, deferred capital expenditure, parked aircraft and introduced a Special Leave Scheme for staff to conserve money. According to CEO Tony Tyler, the yield from passengers was "hugely down" and the airline had lost "a lot of premium traffic". He noted that it could take 20 passengers in economy to make up for the lost revenue of one fewer first class passenger flying to New York from Hong Kong.

In 2010, the airline set another record high profit, amounting to HK$14.048 billion despite record losses set in the same decade. At the same time, Cathay Pacific had ordered several new aircraft types, including the Airbus A330-300 and Boeing 777-300ER. Tony Tyler left his position as CEO at the airline on March 31, 2010 to pursue his new job at the IATA. Chief Operating Officer John Slosar had succeeded Tony Tyler as the new CEO. In addition, New Zealand's Commerce Commission had dropped charges against Cathay Pacific concerning the air cargo price fixing agreements.

Branding

Branding and publicity efforts have revolved primarily around the staff and passengers of Cathay Pacific. The airline's first campaign focusing on the passenger was "It's the little things that move you". The airline's latest advertising campaign is "Great Service. Great People. Great Fares." Another application, Meet the Team, introduces some of the staff through profiles, revealing many behind-the-scenes stories many of which contain inspiring facts about their career life.

Destinations

Cathay Pacific serves 115 destinations in 36 countries and territories on five continents, with a well-developed Asian network. The airline serves a number of gateway cities in North America and Europe, with easy connections with its Oneworld and codeshare partners, American Airlines and British Airways via Los Angeles and London, respectively. In addition, the airline serves 10 French cities via a codeshare partnership with French national rail operator, SNCF, from Paris. The airline also has access to over 17 destinations in China through its subsidiary, Dragonair.

Cathay Pacific suspended its flight operations to and from Colombo on 26 March 2007 due to security concerns, following the closure of the Bandaranaike International Airport. The services between Hong Kong and Colombo via Bangkok and Singapore have subsequently resumed on 30 March 2008. In 2008, the airline increased services to Auckland, Brisbane, Chennai, Delhi, Dubai, Mumbai, Perth, Singapore and Sydney, while reduced services to Toronto and Vancouver. In 2009, the airline increased services to Jakarta and Shanghai, while services to Paris were increased from 29 March 2009 to 31 August 2009 and from 18 December 2009 to 6 January 2010. In addition, Jeddah will be Cathay Pacific's second destination in Saudi Arabia from 25 October, while services to Brisbane and San Francisco are temporarily reduced from September to 17 November and October, respectively. In late 2009, services increased back to Toronto and Vancouver at a frequency of twice daily. Cathay Pacific announced it will launch daily passenger service to Chicago operated by Boeing 777-300ER on 1 September 2011 and increase service to New York with a fourth daily flight beginning March 27, 2011. The airline also launched its four weekly service to Abu Dhabi by Airbus 330-300 on 2 June 2011; the airline's second destination in the United Arab Emirates complimenting existing service to Dubai

Codeshares agreements

Cathay Pacific has codeshare agreement with the following airlines.

''° indicates as Oneworld alliance partner''

{| |- valign="top" |

Air China

Air Pacific

Alaska Airlines

American Airlines °

British Airways °

|

Comair

Dragonair °

Finnair °

Japan Airlines °

LAN °

|

Malaysia Airlines

Philippine Airlines

Qantas °

Vietnam Airlines

Virgin America WestJet |}

The airline also has a codeshare agreement with French high speed trains (SNCF) from TGV station at Paris-Charles de Gaulle Airport to ten French cities.

Fleet

Livery

All Cathay Pacific aircraft carry the following livery, logos and trademarks: the "brushwing" livery on the body and on the vertical stabilizer, introduced in the early 1990s; the "Asia's world city" brandline, the Brand Hong Kong logotype and the dragon symbol; the Oneworld logo and the Swire Group logo.

Prior to 1997, all Cathay Pacific aircraft carried they British flag on the empennage. After the handover, aircraft carry the Brand Hong Kong logo and with ''HONG KONG'' or in Chinese ''香港'' under or beside the Brand Hong Kong logo instead of using the Hong Kong Special Administrative Region (HKSAR) flag. In fact, the HKSAR flag has never appeared on any aircraft.

Special livery

In 1997, a Boeing 747-200 (B-HIB) named ''Spirit of Hong Kong'', with a special livery, a big traditional Chinese brushstroke character "家" (means family/home), a traditional Chinese wording 更創新高" painted on the left side of the aircraft and a wording "The Spirit of Hong Kong 97" painted on the right side of the aircraft, to commemorate the handover of Hong Kong back to China.

On 17 January 2000, ''Spirit of Hong Kong'' made a return on a Boeing 747-400 (B-HOX) to celebrate the legendary resilience of Hong Kong with a new special livery depicts a young athlete overcoming a series of challenges to reach his goal. A special wording "Same Team. Same Dream. " was painted on the left side of the aircraft and a traditional Chinese wording "積極進取 飛越更高理想" was painted on the right side of the aircraft.

On 5 July 2002, a Boeing 747-400 (B-HOY), named ''Asia's world city'', carried a special livery, the "Asia's world city" brandline, the Brand Hong Kong logotype and the dragon symbol, to promote Hong Kong around the world.

On 1 September 2006, Cathay Pacific celebrated its 100th aircraft, an Airbus A330-300 (B-LAD), named ''Progress Hong Kong'', with wording "100th aircraft", "Progress Hong Kong" and a traditional Chinese wording "進步精神" painted on the rear of the aircraft.

In January 2008, a new Boeing 777-300ER (B-KPF) was painted in the ''Asia's world city'' livery.

Currently, a total of three Cathay Pacific aircraft are painted in the Oneworld livery to commemorate the alliance's 10th anniversary. On 12 March 2009, Cathay Pacific's first Oneworld aircraft, an Airbus A340-300 (B-HXG), was painted in the new, standard Oneworld livery. An additional aircraft, an Airbus A330-300 (B-HLU), has also been painted in the Oneworld livery while a brand-new Boeing 777-300ER (B-KPL) was painted and delivered on 17 October 2009.

Passenger

Cathay Pacific operates 100 passenger planes, 40 of which are fitted with three classes of service (First, long-haul Business, and Economy) for long-haul flights and 60 of which are fitted with two classes of service (long-haul or regional Business and Economy) for short-haul flights and some long-haul flights. The airline operates only wide-body aircraft, which includes their cargo fleet of 24 freighters. The Boeing customer codes for Cathay Pacific is 67 (I.e. 747-467).

Cathay Pacific's average fleet age is 10.9 years at September 2010.

Passenger fleet notes On 21 May 1998, Cathay Pacific became the launch carrier when it took the first delivery of the Boeing 777-300, the newest member of the Boeing 777 family, at a ceremony in Everett.

On 28 November 2002, the airline took delivery of its first Airbus A340-600 aircraft at a ceremony at the Airbus factory in Toulouse. Cathay Pacific is the launch customer in Asia for the A340-600 and this aircraft is the first of three leased from International Lease Finance Corporation (ILFC).

On 1 December 2005, Cathay Pacific announced an order for 16 Boeing 777-300ER aircraft, four on lease from ILFC, to be delivered between September 2007 and July 2010, plus options on 20 more of the type, two of which were converted to orders on 1 June 2006. The airline also ordered 3 more A330-300 the same day, with the delivery of the aircraft scheduled for 2008.

On 29 August 2006, the airline took delivery of its 100th aircraft, an Airbus A330-300 with the registration B-LAD. For the aircraft acceptance ceremony in Toulouse, the aircraft was painted in a 100th aircraft livery with a 60th anniversary sticker behind the second doors (2L and 2R). The aircraft was named ''Progress Hong Kong'', a name that was chosen from a competition by the staff.

On 7 August 2007, Cathay Pacific announced that it had placed an additional order for five more wide-body Boeing 777-300ER aircraft for a total price of about US$1.4 billion, increasing its commitment to a total of 23 of the aircraft type. On 30 October 2007, the airline's CEO, Tony Tyler, stated that the carrier has no plans regarding the purchase of either the Boeing 787 Dreamliner or the Airbus A380 for the time being. On 8 November 2007, the airline announced that it had placed an order for seven additional Boeing 777-300ERs and 10 747-8F freighters with a list price of US$5.2 billion. In addition, it has also took 14 options for the new freighter at that time. This order, if all options are exercised, would make Cathay Pacific the largest operator of 777-300ERs in Asia and largest operator of 747-8Fs in the world. On 6 December 2007, the airline placed a firm order for eight more Airbus A330-300 aircraft valued at approximately US$1.7 billion at list prices. Together with the commitment for 17 long-haul passenger aircraft and freighters announced the previous month, the new aircraft will take the Cathay Pacific Group's fleet size to 200 by 2012. From that 200 aircraft, the airline will operate 155 itself, and the rest will be used by its subsidiaries.

On 11 March 2009, it was reported that the delivery of two aircraft due in 2008 was delayed after a strike at Boeing. Additionally, the delivery of two Boeing 747-8 freighters due this year have been pushed back to 2010 amid delays at the planemaker.

The delivery positions on new Airbus A330-300 and Boeing 777-300ER have been deferred due to the economic recession. Cathay Pacific has also sent four Airbus A340-300 and two Boeing 747-400 to Victorville Airport for storage.

On 8 June 2010, it was reported that Cathay Pacific was in talks with both Boeing and Airbus about adding the Boeing 787 Dreamliner and/or the Airbus A350 to their fleet. Tony Tyler, Cathay Pacific's CEO, was reported to have said that the airline is more interested in acquiring smaller, long-range jets that are better suited for carrying cargo, than it is in acquiring either the Boeing 747-8I or the Airbus A380. Acquisition of the Boeing 787 and/or the Airbus A350 would allow Cathay Pacific to both add new destinations to its network, and to replace those Boeing 747-400s and Airbus A340-300s that currently operate on its long-haul routes alongside Boeing 777-300ERs.

On 4 August 2010, it was confirmed that Cathay Pacific will buy 30 Airbus A350-900s and have 6 more Boeing 777-300ERs on order.

Cathay Pacific has remained open on potential purchase of the Airbus A380 for long-haul and ultra long-haul routes to Australia, the US and Europe. On 25 November 2010, outgoing Cathay Pacific CEO Tony Tyler said "I wouldn't rule out the airline becoming a customer (for the A380) at some point."

On 8 March 2011, it was reported that the airline has ordered another 15 Airbus A330-300s and 10 Boeing 777-300ERs. The deal also included 2 more Airbus A350-900s which will be leased from ILFC.

As an airline, Cathay Pacific is the biggest operator of the Airbus A330.

On 20 August 2011, it was identified that Cathay Pacific would be launching a Premium Economy Class on its new Boeing 777-300ERs from March 2012. The aircraft will feature 40 Business Class, 32 Premium Economy Class and 268 Economy Class with the absence of a First Class cabin.

On 22 August 2011, it is expanded the Premium Economy Class offering to its new Airbus 330-300 from March 2012. The aircraft will feature 38 Business Class, 28 Premium Economy Class and 175 Economy Class.

Cargo

Cathay Pacific Cargo operates a fleet of over 20 freighters to more than 40 destinations around the world, in addition to utilising the cargo space on its passenger aircraft. The cargo subsidiary was established in 1981 with a twice-a-week Hong Kong–Frankfurt–London service operated jointly with Lufthansa. The cargo division ranked fifth in the freight category of the 2008 The World's Top 25 Airlines by Air Transport World.

Cargo fleet notes

On 5 October 2005, the airline took delivery of its first Boeing 747-400 Boeing Converted Freighter (Boeing 747-400BCF) aircraft that was converted from a passenger plane to a freighter in Xiamen, China. Cathay Pacific Cargo is the launch customer for this aircraft type and it was also the first time Boeing had conducted a major flight test programme outside the United States.

On 22 June 2006, the airline announced an order of six Boeing 747-400ERF freighters, delivered in 2008 and 2009.

On 18 March 2008, Airport Authority Hong Kong (HKAA) awarded Cathay Pacific Services Ltd (CPSL), a wholly owned subsidiary, a non-exclusive 20-year franchise to invest in, design, construct and operate a new air cargo terminal at Hong Kong International Airport (HKIA). The new cargo terminal will be built in the cargo area at the airport, close to the existing cargo servicing facilities, with a site area of approximately 10 hectares. The new cargo terminal will be operated by a separate management team in CPSL. On 15 January 2009, CPSL signed a supplementary agreement with the HKAA to defer the completion of its new cargo terminal by a maximum of 24 months to mid-2013, in response to the current market conditions. A non disclosed compensation amount for the deferral is included in the supplementary agreement.

Retired

Since its conception in 1946, the airline had operated many types of aircraft. The first two aircraft were two World War II surplus Douglas DC-3s named ''Betsy'' and ''Niki''. ''Betsy'' (VR-HDB), the first aircraft for Cathay Pacific, is now a permanent exhibit in the Hong Kong Science Museum. ''Niki'' (VR-HDA) was lost, but a similar DC-3 was purchased as a replacement. It was refurbished and repainted by the airline's Engineering Department and maintenance provider, Hong Kong Aircraft Engineering Company, and it now wears the second Cathay Pacific livery from the late 1940s. This aircraft received ''Niki'''s old VR-HDA aircraft registration and is now on public view in the car park outside the Flight Training Centre of Cathay City.

Other aircraft that have been in service with Cathay Pacific are (in alphabetical order):

Airbus A340-200 (leased from Philippine Airlines for three years before delivery of A340-300)

Airbus A340-600 (leased from ILFC)

Avro Anson

Boeing 707-320

Boeing 747-200B (all retired in 2009) Boeing 747-300 (leased from Pakistan International Airlines since July 2002, 5 were on lease by PIA)

Bristol Britannia (leased from BOAC for a few months whilst the Electras were taken out of service due to defects)

Consolidated PBY Catalina Convair 880 Douglas DC-3 Douglas DC-4

Douglas DC-6

Lockheed L-1011-100 TriStar

Lockheed L-188 Electra

During the late 1980s and early 1990s, Cathay Pacific was the largest operator of the Lockheed TriStar outside the United States.

Loyalty programmes

Cathay Pacific has two loyalty programmes: The Marco Polo Club (The Club), the loyalty programme, and Asia Miles, the travel reward programme. Members of The Club are automatically enrolled as Asia Miles members. Asia Miles has been named the "Best Frequent Flyer Programme" in the 2009 Business Traveller Asia-Pacific Travel Awards and is the fifth consecutive year it has won the award. As of April 2010, there were roughly 3.6 million Asia Miles members and 500,000 Marco Polo members.

Marco Polo Club

The Marco Polo Club is divided into four tiers, Green (entry level), Silver, Gold and Diamond, based on the member's past travel. A joining fee of US$50 or €35 is applicable for a Marco Polo Club membership. Members earn Club Miles and Club Sectors on eligible fare classes with Cathay Pacific, Dragonair and Oneworld member airlines. These are used to calculate the member's eligibility for membership renewal, upgrade or downgrade during the membership year. Higher-tiered members are provided with increased travel benefits such as guaranteed Economy Class seat, additional baggage allowance, priority flight booking and airport lounge access. The Marco Polo Club membership is terminated after 12 months of inactivity or failure to meet minimum travel criteria as outlined in the membership guide.

;Green The Green tier is the entry level to the Marco Polo Club. Benefits include dedicated 24-hour club service line for flight reservations, designated Marco Polo check-in counters, excess baggage allowance and lounge access redemptions, and priority boarding. Members are required to earn four Club Sectors for membership renewal.

;Silver Silver tier level is achieved or retained when the member earns 30,000 Club Miles or 20 Club Sectors during the membership year. Additional benefits for Silver Card members include advance seat reservations, priority waitlisting, Business Class check-in counters, extra baggage allowance, priority baggage handling and Business Class lounge access when flying Cathay Pacific or Dragonair operated flights. Additionally, members are eligible to use the Frequent Visitor e-Channels, for seamless self-service immigration clearance at Hong Kong International Airport. Marco Polo Club Silver tier status is equivalent to Oneworld Ruby tier status, which entitles members to Oneworld Ruby benefits when travelling on a Oneworld member airline.

;Gold Gold tier level is achieved or retained when the member earns 60,000 Club Miles or 40 Club Sectors during the membership year. Additional benefits for Gold Card members include guaranteed Economy Class seat on Cathay Pacific or Dragonair flights booked 72 hours before departure, or one piece of extra baggage allowance, Business Class lounge access with one guest when flying Cathay Pacific or Dragonair operated flights and arrival lounge access when flying Cathay Pacific or Dragonair operated and marketed flights. Marco Polo Club Gold tier status is equivalent to Oneworld Sapphire tier status, which entitles members to Oneworld Sapphire benefits when travelling on a Oneworld member airline.

;Diamond The second highest tier in the Marco Polo Club. Diamond tier level is achieved or retained when the member earns 120,000 Club Miles or 80 Club Sectors during the membership year. Additional benefits for Diamond Card members include top priority waitlisting, guaranteed Economy Class or Business Class seat on Cathay Pacific or Dragonair flights booked 24 hours before departure, First Class check-in counters, or one piece of extra baggage allowance, First Priority baggage handling, First Class lounge access with two guests when flying Cathay Pacific or Dragonair operated flights and Business Class lounge access with two guests when flying on any airline. Marco Polo Club Diamond tier status is equivalent to Oneworld Emerald tier status, which entitles members to Oneworld Emerald benefits when travelling on a Oneworld member airline.

;Diamond Plus The highest tier in the Marco Polo Club. Diamond Plus tier level offered annually to the top one percent of Diamond members worldwide “in recognition of their exceptional and consistent travel performance and their contribution to Cathay Pacific and Dragonair. Diamond Plus and Diamond members are “considered in the same tier in every aspect”. However, Diamond Plus get extra perks consisting of "Nomination of one companion to the Diamond tier", "Access to CX First Class lounges regardless which airline they are flying". Marco Polo Club Diamond Plus tier status is equivalent to Oneworld Emerald tier status, which entitles members to Oneworld Emerald benefits when travelling on a Oneworld member airline.

Asia Miles

Asia Miles is a more traditional travel rewards programme in which Mileage Credits are accumulated by flying on Cathay Pacific, Dragonair or a partner airline. Mileage Credits can also be earned by spending through a number of hotels, credit card companies, car rental agencies, telecommunication companies and other non-airline channels. These miles can then be redeemed for flights or other products and services. Asia Miles membership is free; however, membership will be suspended after 36 months of inactivity, and can be closed without notice, once all remaining mileage credits have expired.

Services

Catering

Food and beverages served on flights from Hong Kong are provided by Cathay Pacific Catering Services (CPCS) facilities in Hong Kong. CLS Catering Services Limited, a joint venture with LSG Sky Chefs, provides the inflight catering from Toronto and Vancouver airports; while Vietnam Air Caterers, a joint venture between CPCS and Vietnam Airlines, provides the inflight catering for flights from Ho Chi Minh City.

In-flight entertainment

StudioCX, Cathay Pacific's in-flight entertainment system, equipped with personal TVs (PTVs) in every seat, offers the latest Hollywood blockbuster movies, popular Asian and Western TV programmes, music and games. In addition, the airline provides a range different newspapers and magazines from around the world, including the airline's award-winning in-flight magazine ''Discovery''. Passengers with visual impairment can request for Hong Kong's South China Morning Post in Braille to be available on board.

On medium- and long-haul aircraft featuring the new cabin designs, StudioCX provides Audio/Video On Demand (AVOD) for every passenger and offers up to 100 movies, 350 TV programmes, 888 CD albums in 24 different genres, 22 radio channels and more than 70 interactive games. Panasonic's eX2 system is installed on aircraft with the new seat configuration, and is available on all Boeing 747-400s, 777-300ERs and A340-300s, and selected Airbus A330-300s. All passengers on regional aircraft are offered up to 26 video channels, 22 audio channels and 15 games on a cycle basis.

Technology

On 22 January 2007 and 18 December 2008 respectively, Cathay Pacific launched more methods to check-in for flights. Among them were self-check in utilizing a kiosk at Hong Kong International Airport and select destinations globally. Another checking in via a mobile phone. Worldwide, only a limited number of other airlines offer these options. Cathay Pacific later announced, on April 17, 2009, the airline's first ever Mobile Boarding Pass application, dubbed CX Mobile, was launched. Passengers can use the application to check flight arrivals and departures, check-in for their flights, read about the destination they are flying to using City Guides. CX Mobile has become a hit with passengers, making Cathay Pacific into one of the industry leaders in offering mobile services to users of smart phones.

Cathay Pacific is also now following a trend among many airlines to improve its brand image to customers and shareholders with social media, and is ranked fourth worldwide. The airline now utilizes range of social media tools including Facebook, Flickr, Twitter, Youtube and blogging to share ideas with customers. In addition, it has launched a virtual tour to enable passengers to experience Cathay Pacific's new cabins and services without even having to step aboard the aircraft.

As of 4 January 2011, the cargo division of the airline, Cathay Pacific Cargo, has become the first airline operating out of Hong Kong to fully switch to e-air waybill. This eliminates the need for all paper documents when issuing air waybills. The International Air Transport Association (IATA) selected nine countries/territories and airlines in which to run the e-AWB pilot programme, including Hong Kong and Cathay Pacific.

Travel classes

Cathay Pacific has been phasing in new cabin interiors and inflight entertainment since May 2007. The first aircraft with the new seats is a Boeing 747-400, which flew its first commercial flight as Cathay Pacific Flight 460 between Hong Kong and Taipei on 11 May 2007. At that time only the new First and Business Classes were installed; however this aircraft now has the new Economy seats, installed during June 2008. The rollout of the new cabins has been completed since November 2009 with the retrofit of the A340-300 fleet.

First class

The New First Class seats can be converted into a fully lie-flat bed measuring . The new seats include a massage function, a personal closet, an ottoman for stowage or guest seating, and an adjustable , 16:9 PTV.

Business class

After receiving extensive criticism for its high-walled herring-bone configuration business class seating on long-haul flights, which many passengers felt was too narrow and confined, Cathay Pacific embarked on a total redesign of business class seating. The new design is more conventional, emphasising the passenger's sense of personal space while also retaining privacy.

The new business class seats will be fitted into all new Airbus A330-300 and Boeing 777-300ER deliveries, with existing A330-300 and 777-300ER aircraft to be upgraded to the new seating and cabin by February 2013, However,the current Boeing 747-400 and Airbus A340 aircraft will not be upgraded to the new seating and cabin due to the impending retirement of those planes.

The existing Regional Business Class is provided on Cathay Pacific's Boeing 777s (excluding the 777-300ER) and selected Airbus A330-300s. Regional Business Class seats have width and recline to of pitch and feature electrical recline and leg rest. A PTV is located in the armrest provides 20 video and 22 audio channels but does not offer AVOD.

Premium Economy class

Cathay Pacific will be introducing a Premium Economy Class from March 2012 on its Boeing 777-300ER aircraft with a 77G configuration. The inaugural route is expected to be Hong Kong - Toronto - Hong Kong.

Economy class

The new Economy Class seats, offered on aircraft outfitted with the refurbished long-haul interiors, were designed by B/E Aerospace. New features of these seats include a fixed back design (shell) that allows passengers to recline without intruding on those seated behind, a PTV providing AVOD, AC power located behind a larger tray table, a coat hook and a literature pocket that has been relocated to below the seat cushion to create more leg room. These seats are in width and have of pitch.

The previous Economy Class seats each feature personal PTVs with a choice of 25 channels. These seats are in width and have of pitch. These seats are being replaced with the New Economy Class seats on aircraft receiving the Cathay Pacific's new long-haul interior configuration.

Awards

|}

Subsidiaries and associates

Cathay Pacific has diversified into related industries and sectors, including ground handling, aviation engineering, inflight catering.

Companies with major Cathay Pacific Group stake include:

{|class="wikitable sortable" style="font-size:98%;" |- !Company||Type||Principal activities||Incorporated in||Group's Equity Shareholding(10 March 2010) |- |Air China||Cooperate||Airline||China||18.77% |- |Air China Cargo||Joint Venture||Cargo airline||China||49% |- |Air Hong Kong||Joint Venture||Cargo airline||Hong Kong||60% |- |Dragonair||Subsidiary||Airline||Hong Kong||100% |- |Cathay Pacific Cargo||Subsidiary||Cargo airline||Hong Kong||100% |- |Cathay Pacific Catering Services (HK) Limited||Subsidiary||Catering services||Hong Kong||100% |- |Cathay Pacific Services Limited||Subsidiary||Construction||Hong Kong||100% |- |Cathay Holidays||Subsidiary||Travel agency||Hong Kong||100% |- |Dragonair Holidays||Subsidiary||Travel agency||Hong Kong||100% |- |Hong Kong Airport Services||Subsidiary||Ground handling||Hong Kong||100% |- |Vogue Laundry Service Limited||Subsidiary||Laundry||Hong Kong||100% |- |China Pacific Laundry Services||Joint Venture||Laundry||Taiwan||45% |- |VN/CX Catering Services Limited||Joint Venture||Catering services||Vietnam||40% |- |CLS Catering Services Limited||Joint Venture||Catering services||Canada||30% |}

Incidents and accidents

On 16 July 1948, ''Miss Macao'', a Cathay Pacific-subsidiary-operated Consolidated PBY-5A Catalina (VR-HDT) from Macau to Hong Kong was hijacked by four men, who killed the pilot after take-off. The plane crashed in the Pearl River Delta near Zhuhai. Twenty-six people died, leaving only one survivor, a hijacker. This was the first hijacking of a commercial airliner in the world. On 24 February 1949, a Cathay Pacific Douglas DC-3 (VR-HDG) from Manila to Hong Kong, crashed near Braemar Reservoir after a go-around in poor weather. All 23 people on board died. On 23 July 1954, Cathay Pacific VR-HEU, a Cathay Pacific Douglas DC-4 (VR-HEU) from Bangkok to Hong Kong was shot down by the People's Liberation Army Air Force in the South China Sea near Hainan Island. Ten people died, leaving eight survivors. After the incident, Cathay Pacific received an apology and compensation from the People's Liberation Army Air Force. It was apparently mistaken for a Nationalist plane.

On 5 November 1967, Cathay Pacific Flight 33, operated by a Convair 880 (VR-HFX) from Hong Kong to Saigon, over-ran the runway at Kai Tak Airport. One person was killed and the aircraft was written-off.

On 15 June 1972, Cathay Pacific Flight 700Z, operated by a Convair 880 (VR-HFZ) from Bangkok to Hong Kong, disintegrated and crashed while the aircraft was flying at over Pleiku, Vietnam after a bomb exploded in a suitcase placed under a seat in the cabin, killing all 81 people on board. On 13 April 2010, Cathay Pacific Flight 780, operated by a Airbus A330-300, experienced engine failure due to contaminated fuel, forcing the plane to land at almost twice the speed of a normal landing at Hong Kong, suffering minor damage. 57 passengers were injured, and 10 were taken to the hospital with 1 passenger suffered from serious injury.

See also

List of airlines of Hong Kong

List of airports in Hong Kong

List of companies of Hong Kong

Transport in Hong Kong

References

;Notes

External links

Cathay Pacific Cargo

Swire Group

Category:Air China Category:Airlines established in 1947 Category:Airlines of Hong Kong Category:Airlines of the People's Republic of China Category:Association of Asia Pacific Airlines Category:CITIC Group Category:Hang Seng Index Constituent Stocks Category:IATA members Category:Swire Group Category:Warrants issued in Hong Kong Stock Exchange

ar:كاثاي باسيفيك zh-min-nan:Kok-thài Hâng-khong ca:Cathay Pacific da:Cathay Pacific de:Cathay Pacific et:Cathay Pacific es:Cathay Pacific eo:Cathay Pacific fr:Cathay Pacific gl:Cathay Pacific ko:캐세이퍼시픽 항공 id:Cathay Pacific is:Cathay Pacific it:Cathay Pacific he:קת'אי פסיפיק sw:Cathay Pacific lt:Cathay Pacific hu:Cathay Pacific ms:Cathay Pacific nl:Cathay Pacific ja:キャセイパシフィック航空 no:Cathay Pacific pl:Cathay Pacific pt:Cathay Pacific ro:Cathay Pacific ru:Cathay Pacific simple:Cathay Pacific sk:Cathay Pacific sr:Катеј Пацифик fi:Cathay Pacific sv:Cathay Pacific ta:கதே பசிபிக் th:คาเธ่ย์แปซิฟิค vi:Cathay Pacific zh-yue:國泰航空 zh:國泰航空

name	The Classic
hangul	클래식
rr	Keulraesik
director	Kwak Jae-yong
producer	Jee Yeong-joon,Lee Jae-soon
writer	Kwak Jae-yong
starring	Son Ye-jin,Jo Seung-woo,Jo In-seong
music	Jo Yeong-wook,Choi Seung-hyun
cinematography	Lee Joon-kyoo
editing	Kim Sang-beomKim Jae-beom
studio	Egg Films
released
runtime	127 minutes
country	South Korea
language	Korean
gross	}}

''The Classic'' (; ''Keulraesik'') is a 2003 South Korean melodrama / romance film directed by Kwak Jae-yong.

Plot

The film tells the parallel love stories of a mother and daughter. The story of the mother is told partially in flashbacks.

The movie starts in the present day. The daughter, Ji-hye (Son Ye-jin), is cleaning-up around her house when she comes across a box full of old letters and a diary that detail the story of her mother, Joo-hee (who is also played by Son Ye-jin). Periodically in the movie, Ji-hye reads one of these letters, which starts a flashback scene in which the story of the mother is told. These flashbacks are intertwined with Ji-hye's own story, in which she falls for a fellow student, Sang-min (Jo In-seong), who is involved with the school theater.

The movie tells the story of both relationships. The mother, Joo-hee, visits the countryside as a student one summer and meets Joon-ha (Jo Seung-woo). Together they explore the countryside, playing near a river which they both will always remember as their special place. When a storm starts they take shelter together under a tree, but not before Joo-hee twists her ankle and is rendered helpless. Joon-ha carries her on his back and they struggle home, only to be confronted by her angry parents. Before they separate, Joo-hee gives him a necklace, which he keeps close as a precious reminder of their time together.

Unfortunately, as often happens in affairs of the heart, a third party prevents any deepening of their relationship. Joo-hee has been promised by her parents as a bride to Tae-soo, Joon-ha's friend. But Tae-soo, a noble friend, finds out about Joo-hee and Joon-ha's attraction for each other and helps the two communicate secretly by letting them use his own name in place of Joon-ha's in their letters. When Tae-soo's father finds this out, however, he beats Tae-soo. Tae-soo tries unsuccessfully to commit suicide so that his two friends can be together.

Meanwhile, in the present, Ji-hye falls for Sang-min in whom her friend Soo-kyeong is also very interested, but he seems not to notice. Then, in a sweet scene, they take shelter from the rain together under the same tree. He uses his coat to cover both of them and escorts her to where she needs to go. The moment, while magical, does not go anywhere as she feels his help was only due to his generous nature and not from any feelings for her on his part.

Back in the past, Joon-ha is guilt-ridden over his friend's attempted suicide and Joo-hee's own guilt. Determined to prevent any more hurt to her, Joon-ha joins the army and goes to Vietnam. There he loses his eyesight while he tries to retrieve the necklace Joo-hee had given him. When he returns to Korea, he meets again with Joo-hee, and, trying to hide his blindness, convinces her he has married in the hope she will move on with her life. Though heart broken that their relationship cannot continue, she does move on and eventually marries Tae-soo, Joon-ha's kind friend. After they have been married for several years and have a young daughter (Ji-hye) Joo-hee is approached by friends of Joon-ha, who relate Joon-ha's last wish: that his ashes be scattered by Joo-hee in the river, now a reservoir, where they first met. She then finds out that Joon-ha hadn't married, but he later did after Tae-soo and Joo-hee were married. She was told that he had a son also. The heart-break is too much and she cries.

In the present, Ji-hye's own story unfolds. Sang-min reveals his true feelings for Ji-hye - feelings that mirror her own. It is also revealed that their taking shelter together during the storm was no accident: he had purposely left his umbrella behind in a shop so that he could join her under the tree. Then, when Ji-hye pensively reveals her mother's story to him, tears stream down his face. Silently he lifts a necklace from around his neck and places it around hers. It is the necklace that Ji-hye's mother, Joo-hee, had given to Joon-ha when they met. The circle is completed: Joo-hee's daughter and Joon-ha's son have fallen in love.

Cast

Son Ye-jin - Ji-hye and Joo-hee (Mother of Ji-hye)

Jo Seung-woo - Joon-ha

Jo In-seong - Sang-min

Lee Ki-woo - Tae-soo (friend of Joon-ha)

Lee Soo-in - Soo-kyeong (friend of Ji-hye)

Seo Yeong-hee - Na-hee (friend of Joo-hee)

Lim Ye Jin - Shopkeeper

Development

Several of the school scenes were filmed at various universities in Korea. Notably, the library was in Kyung Hee University. There are many parallels between the flashback and present day stories. In the flashbacks, Joon Ha writes letters in the name of his friend Tae-soo to their mutual love interest. In the present day, Ji-hye writes letters in the name of her friend to their mutual love interest. In the flashbacks, Joo-hee has an annoying female friend that Joon-ha is initially set up with. In the present day, Ji-hye also has an annoying friend that interferes with her relationship. Also, Joo-hee and Ji-hye both receive the same poem from the people they love: "When the sun shines...".

Reception

''The Classic'' was nominated at the Hong Kong Film Awards in the category Best Asian Film in 2004.

Son Ye-jin received several awards for her performance in the film:

2003 40th Daejong sang Awards: Best New Actress (''The Classic'')

2003 39th PaekSang Arts Awards: Best New Actress (''The Classic'')

2003 24th Blue Dragon Film Awards - Most Favourite Star (''The Classic'', ''Crazy First Love'')

2004 9th Moscow International Love Movie Awards: Best Couple (''The Classic'')

Music

The film relies heavily on music to help convey emotion.

Korean Songs in the film:

''그랬나봐'' ("Geuraetna pwa" - World without love) - performer: Kim Hyung Joong

''고백'' ("Gobaek" - Confession) - performer: Delispice - played during the art gallery scene

''너에게 난 나에게 넌'' ("Neoehgeh nan naehgeh neon" - I am yours, you are mine) - performer: Jatanpung - played during both special umbrella scenes

''너무 아픈 사랑은 사랑이아니었음을'' ("Neomu apeun sarangeun sarangee anieosseumeul" - It wasn't love if it hurt so much) - performer: Kim Kwang Suk - played during train and last meeting scenes

''사랑하면 할수록'' ("Saranghamyon halsoorok" - If we are in love, then...) - Played in different instrumental versions throughout the film - always at emotional moments. It is sung in the final scenes by performer Han Song Min. There is also a Mandarin version of this song titled "Hui Se Kong Jian" (灰色空間 in Mandarin) which is sung by Taiwanese singer Show Luo in Taiwanese drama called "The Outsider II".

The piano piece performed by Joo-Hee on stage is Beethoven's Piano Sonata 8, movement 2 Pathetique Sonata.

Pachelbel's Canon in D was also used as the background music. This same music was featured in the director's earlier film, ''My Sassy Girl''.

Some American songs were used as well.

References

External links

Category:2003 films Category:2000s romance films Category:South Korean romance films Category:Romantic drama films Category:Vietnam War films Category:Films about blind people Category:Films set in 1968 Category:Films directed by Kwak Jae-yong Category:Korean-language films

fr:The Classic ja:ラブストーリー (韓国映画) ko:클래식 (영화) th:คนแรกของหัวใจ คนสุดท้ายของชีวิต zh:假如愛有天意

Nicholas Bamforth BCL, MA (Oxon) is a Fellow in Law at Queen's College, Oxford, and a lecturer in Law at the University of Oxford since 1999. He had previously worked at UCL and Cambridge. In 2003-4, he was a Hauser Global Research Fellow at New York University.

In October 2006 he became an elected member of the Council of the University. From March 2010 to March 2011, he held the office of Junior Proctor of Oxford University, a post lasting for one year. He has commented from time to time in the media concerning issues relating to university governance.

His research and teaching interests lie in public (constitutional and administrative) law, human rights law, anti-discrimination law and philosophy of law.

Books

''Sexuality, Morals and Justice'' (London, Cassell, 1997)

''Public Law in a Multi-layered Constitution'' (ed. with P. Leyland, Oxford, Hart, 2003)

''Patriarchal Religion, Sexuality and Gender'' (with D. Richards, Cambridge, Cambridge University Press, 2008)

''Discrimination Law: Theory and Context'' (with C. O'Cinneide and M. Malik, London, Thomson/Sweet & Maxwell, 2008)

Working on a textbook for Oxford University Press (human rights law) and on a monograph on the public law-private law distinction.

He was editor of ''Sex Rights'', the 2002 series of Oxford Amnesty Lectures concerning human rights, gender and sexuality (Oxford University Press, 2004).

External links

faculty page at Oxford

Bamforth, Nicholas Bamforth, Nicholas Bamforth, Nicholas Bamforth, Nicholas Category:British legal scholars Category:English lawyers