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Coordinates	41°52′55″N87°37′40″N
{{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

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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

Coordinates	41°52′55″N87°37′40″N
consort	no
name	Juliana
imgw	200
succession	Queen of the Netherlands
reign	4 September 1948 – 30 April 1980 ()
predecessor	Wilhelmina
successor	Beatrix
spouse	Bernhard of Lippe-Biesterfeld
issue	Beatrix of the Netherlands Princess Irene Princess Margriet Princess Christina
full name	Juliana Louise Emma Marie Wilhelmina
house	House of Orange-Nassau*
father	Henry of Mecklenburg-Schwerin
mother	Wilhelmina of the Netherlands
birth date	April 30, 1909
birth place	The Hague, Netherlands
death date	March 20, 2004
death place	Baarn, Netherlands
date of burial	March 30, 2004
place of burial	Nieuwe Kerk, Delft
religion	Dutch Reformed }}

Juliana (Juliana Louise Emma Marie Wilhelmina; 30 April 1909 – 20 March 2004) was the Queen regnant of the Kingdom of the Netherlands between 1948 and 1980. She was the only child of Queen Wilhelmina and Prince Henry. She was married to Prince Bernhard of Lippe-Biesterfeld, with whom she had four children: Princess Beatrix (born 1938), Princess Irene (born 1939), Princess Margriet (born 1943), Princess Christina (born 1947). During the Second World War she lived in exile with her children in Ottawa, Canada. She became Queen of the Netherlands with her mother's abdication in 1948 and was succeeded by Queen Beatrix after her own abdication in 1980. During her reign both Indonesia (Dutch East Indies) in 1945 and Suriname in 1975 became independent from the Netherlands. Her birthday is celebrated annually as Koninginnedag, Queen's Day. Upon her death at the age of , she was the longest-lived former ruling monarch in the world. She is commemorated in space, in the name of the asteroid 816 Juliana.

Early life

Born in The Hague, the daughter of Queen Wilhelmina of the Netherlands and Duke Henry of Mecklenburg-Schwerin, Juliana spent her childhood at Het Loo Palace in Apeldoorn, and at Noordeinde Palace and Huis ten Bosch Palace in The Hague. A small school class was formed at Noordeinde Palace on the advice of the educator Jan Ligthart so that, from the age of six, the Princess could receive her primary education with children of her own age. These children were Elise Barones Bentinck, Elisabeth Barones van Hardenbroek and Jonkvrouwe Miek de Jonge.

As the Dutch constitution specified that she should be ready to succeed to the throne by the age of eighteen, Princess Juliana's education proceeded at a faster pace than that of most children. After five years of primary education, the Princess received her secondary education (to pre-university level) from private tutors.

On 30 April 1927, Princess Juliana celebrated her eighteenth birthday. Under the constitution, she had officially come of age and was entitled to assume the royal prerogative, if necessary. Two days later her mother installed her in the "Raad van State" ("Council of State").

In the same year, the Princess enrolled as a student at the University of Leiden. In her first years at university, she attended lectures in sociology, jurisprudence, economics, history of religion, parliamentary history and constitutional law. In the course of her studies she also attended lectures on the cultures of Suriname and the Netherlands Antilles, the Charter of the Kingdom of the Netherlands, international affairs, international law, history, and European law.

Marriage

In the 1930s, Queen Wilhelmina began a search for a suitable husband for her daughter. At the time, the House of Orange was one of the most strictly religious royal families in the world, and it was very difficult to find a Protestant Prince who suited their standards. Princes from the United Kingdom and Sweden were "vetted" but either declined or were rejected by the Princess.

At the 1936 Winter Olympics in Bavaria, she met Prince Bernhard of Lippe-Biesterfeld, a young German aristocrat. Prince Bernhard was a suave young businessman, and though not a playboy, certainly a "man about town" with a dashing lifestyle. But his rank and religion were suitable, and so Princess Juliana's royal engagement was arranged by her mother. Princess Juliana fell deeply in love with her fiancé, a love that was to last a lifetime and that withstood separation during the war and Bernhard's many extramarital affairs and illegitimate children. The astute Queen Wilhelmina left nothing to chance: court lawyers drew up a prenuptial agreement that specified exactly what the German-born Prince could and could not do, and what money he would receive from the royal estate. The couple's engagement was announced on 8 September 1936.

The wedding announcement divided a country that mistrusted Germany under Adolf Hitler. Prior to the wedding, on 24 November 1936, Prince Bernhard was granted Dutch citizenship and changed the spelling of his names from German to Dutch. They married in The Hague on 7 January 1937, the date on which Princess Juliana's grandparents, King William III and Queen Emma, had married fifty-eight years earlier. The civil ceremony was held in The Hague Town Hall and the marriage was blessed in the Great Church (St. Jacobskerk), likewise in The Hague. The young couple moved into Soestdijk Palace in Baarn.

Their first child Princess Beatrix was born on 31 January 1938, and their second Princess Irene on 5 August 1939.

Canadian exile

The tense European political climate in the shadow of the growing threat of Nazi Germany was stoked further in the Netherlands when Adolf Hitler hinted that the Royal marriage was a sign of an alliance between the Netherlands and Germany. An angry Queen Wilhelmina quickly made a public denunciation of Hitler's remark, but the incident had by then caused further resentment over Juliana's choice for a husband. Further revelations of Prince Bernhard's past conduct added to the growing resentment amongst many of the Dutch people.

During the war and German occupation of the Netherlands the Prince and Princess decided to leave the Netherlands with their two daughters for the United Kingdom, to represent the State of the Netherlands in exile. The Princess remained there for a month before taking the children to Ottawa, the capital of Canada, where she resided at Stornoway in the suburb of Rockcliffe Park.

Juliana quickly endeared herself to the Canadian people, displaying simple warmth, asking that she and her children be treated as just another family during difficult times. In the city of Ottawa, where few people recognised her, Princess Juliana sent her two daughters to Rockcliffe Park Public School (where the gymnasium is still named after her), did her own grocery buying and shopped at Woolworth's Department Store. She enjoyed going to the movies and often would stand innocuously in the line-up to purchase her ticket. When her next door neighbour was about to give birth, the Princess of the Netherlands offered to baby-sit the woman's other children.

When her third child Margriet was born, the Governor General of Canada, Alexander Cambridge, Earl of Athlone, granted Royal Assent to a special law declaring Princess Juliana's rooms at the Ottawa Civic Hospital as extraterritorial so that the infant would have exclusively Dutch, not dual nationality. Had these arrangements not occurred, Princess Margriet would not be in the line of succession. The Canadian government flew the Dutch tricolour flag on parliament's Peace Tower while its carillon rang out with Dutch music at the news of Princess Margriet's birth. Prince Bernhard, who had remained in London with Queen Wilhelmina and members of the exiled Dutch government, was able to visit his family in Canada and be there for Margriet's birth.

Princess Juliana's genuine warmth and the gestures of her Canadian hosts created a lasting bond which was reinforced when Canadian soldiers fought and died by the thousands in 1944 and 1945 to liberate the Netherlands from the Nazis. On 2 May 1945 she returned by a military transport plane with Queen Wilhelmina to the liberated part of the Netherlands, rushing to Breda to set up a temporary Dutch government. Once home she expressed her gratitude to Canada by sending the city of Ottawa 100,000 tulip bulbs. On 24 June 1945 she sailed on the RMS ''Queen Elizabeth'' from Gourock, Scotland, to the United States, listing her last permanent residence as London, England. The following year (1946), Juliana donated another 20,500 bulbs, with the request that a portion of these be planted at the grounds of the Ottawa Civic Hospital where she had given birth to Margriet. At the same time, she promised Ottawa an annual gift of tulips during her lifetime to show her lasting appreciation for Canada's war-time hospitality. Each year Ottawa hosts the Canadian Tulip Festival in celebration of this gift.

Return to the Netherlands

On 2 August 1945 Princess Juliana was reunited with her family on Dutch soil. Soon though, Prince Bernhard would become convinced that his children's manners had been thoroughly corrupted from their time in Canada. At their first family dinner at Soestdijk Palace, two-year-old Margriet beat a spoon on her plate, Irene sat with a comfortable leg curled under herself, and the seven-year-old future Queen Beatrix, who had already expressed the desire to return to Canada, talked incessantly with food in her mouth, complaining that she did not like her Dutch meal and wanted Canadian steak and ice cream like her mother had given them in Ottawa. The manner in which the children would be raised was a matter of disagreement between Princess Juliana and her husband. She believed that the days of an aloof, near-isolated monarchy were over, and that the royal children should interact as much as possible with average citizens.

Juliana immediately took part in a post-war relief operation for the people in the northern part of the country, where the Nazi-caused famine (the famine winter of 1944–1945) and their continued torturing and murdering of the previous winter had claimed many victims. She was very active as the president of the Dutch Red Cross and worked closely with the National Reconstruction organization. Her down to earth manner endeared her to her people so much that a majority of the Dutch people would soon want Queen Wilhelmina to abdicate in favour of her daughter. In the spring of 1946 Princess Juliana and Prince Bernhard visited the countries that had helped the Netherlands during the occupation.

During her pregnancy with her last child, Marijke Christina, Princess Juliana contracted German measles. The girl was born in 1947 with cataracts in both eyes and was soon diagnosed as almost totally blind in one eye and severely limited in the other. Despite her blindness, Christina, as she was called, was a happy and gifted child with a talent for languages and, something long missing in the Dutch Royal Family, an ear for music. Over time, and with advances in medical technology, her eyesight did improve such that with thick glasses, she could attend school and even ride a bicycle. However, before that happened, her mother, the Princess, clinging to any thread that offered some hope for a cure, came under the spell of Greet Hofmans, a faith healer with heterodox beliefs considered by many to be a sham.

For several weeks in the autumn of 1947 and again in 1948 the Princess acted as Regent when, for health reasons, Queen Wilhelmina was unable to perform her duties. The Independence in Indonesia, which saw more than 150,000 Dutch troops stationed there as decolonization force, was regarded as an economic disaster for the Netherlands. With the certain loss of the prized colony, the Queen announced her intention to abdicate. On 6 September 1948, with the eyes of the world upon her, Princess Juliana, the twelfth member of the House of Orange to rule the Netherlands, was inaugurated Queen in the Nieuwe Kerk in Amsterdam. On 27 December 1949 at Dam Palace in Amsterdam, Queen Juliana signed the papers that recognised Indonesian sovereignty over the former Dutch colony.

Queen of the Netherlands

Her daughter's blindness and the increasing influence of Hofmans, who had moved into a royal palace, severely affected the Queen's marital relationship. Over the next few years, the controversy surrounding the faith healer, at first kept out of the Dutch media, erupted into a national debate over the competency of the Queen. The people of the Netherlands watched as their Queen often appeared in public dressed like any ordinary Dutch woman. Queen Juliana began riding a bicycle for exercise and fresh air. The Queen wanted to be addressed as "Mevrouw" (Dutch for "Mrs.") by her subjects.

Although the bicycle and the down-to-earth manners suggest a simple life style, the Dutch Royal court of the 1950s and 1960s was still a splendid affair with chamberlains in magnificent uniforms, gilded state coaches, visits to towns in open carriages and lavish entertaining in the huge palaces. At the same time the Queen began visiting the citizens of the nearby towns and, unannounced, would drop in on social institutions and schools. Her refreshingly straightforward manner and talk made her a powerful public speaker. On the international stage, Queen Juliana was particularly interested in the problems of developing countries, the refugee problem, and had a very special interest in child welfare, particularly in the developing countries. ''The New York Times'' called her "an unpretentious woman of good sense and great goodwill."

On the night of 31 January 1953, the Netherlands was hit by the most destructive storm in more than five hundred years. Thirty breaches of dunes and dikes occurred and many towns were swept away by twelve-foot tidal waves. More than two thousand people drowned and tens of thousands were trapped by the floodwaters. Dressed in boots and an old coat, Queen Juliana waded through water and slopped through deep mud all over the devastated areas to bring desperate people food and clothing. Showing compassion and concern, reassuring the people, her tireless efforts would permanently endear her to the citizens of the Netherlands.

In 1956, the influence of Miss Hofmans on Juliana's political views would almost bring down the House of Orange in a constitutional crisis that caused the court and the royal family to split in a Bernhard faction set on removing a Queen considered religiously fanatic and a threat to NATO, and the Queen's pious and pacifist courtiers. The Prime Minister resolved the crisis. However, Juliana lost out to her powerful husband and his friends. Hofmans was banished from the court and Juliana's supporters were sacked or pensioned. Prince Bernhard planned to divorce his wife but decided against it when he, as he told an American journalist, "found out that the woman still loved him".

In 1963 Queen Juliana faced another crisis among the Protestant part of her people when her daughter Irene secretly converted to Roman Catholicism and, without government approval, on 29 April 1964 married Prince Carlos Hugo of Bourbon, Duke of Parma, a claimant to the Spanish throne and also a leader in Spain's Carlist party. With memories of the Dutch struggle for independence from Roman Catholic Spain and fascist German oppression still fresh in the minds of the Dutch people, the events leading to the marriage were played out in all the newspapers and a storm of hostility erupted against the monarchy for allowing it to happen — a matter so serious, the Queen's abdication became a real possibility. She survived, however, thanks to the underlying devotion she had earned over the years.

But crisis, as a result of marriage, would come again with the announcement in July 1965 of the engagement of Princess Beatrix, heir to the throne, to a German diplomat, Claus von Amsberg. The future husband of the future Queen had been a member of the Nazi Wehrmacht and the Hitler Youth movement. Many angry Dutch citizens demonstrated in the streets, and held rallies and marches against the "traitorous" affair. While this time upset citizens did not call for the Queen's abdication because the true object of their wrath, Princess Beatrix, would then be Queen, they did start to question the value of having a monarchy at all. After attempting to have the marriage cancelled, Queen Juliana acquiesced and the marriage took place under a continued storm of protest and an almost certain attitude pervaded the country that Princess Beatrix might be the last member of the House of Orange to ever reign in the Netherlands. Despite all these difficult matters, Queen Juliana's personal popularity suffered only temporarily.

The Queen was noted for her courtesy and kindness. In May 1959, for example, American ufologist George Adamski received a letter from the lady head of the Dutch Unidentified Flying Objects Society informing him that she had been contacted by Queen Juliana's palace and "that the Queen would like to receive you." Adamski informed a London newspaper about the invitation, which prompted the court and cabinet to request that the Queen cancel her meeting with Adamski, but the Queen went ahead with the meeting saying that, "A hostess cannot slam the door in the face of her guests." After the meeting, Dutch Aeronautical Association president Cornelis Kolff said, "The Queen showed an extraordinary interest in the whole subject."

An event in April 1967 brought an overnight revitalization of the Royal family, when the first male heir to the Dutch throne in 116 years, Willem-Alexander, was born to Princess Beatrix. This time the demonstrations in the street were ones of love and enthusiasm. This joyful occasion was helped along by an ever-improving Dutch economy.

Scandal rocked the Royal family again in 1976 when it was revealed that Prince Bernhard had accepted a $1.1 million bribe from U.S. aircraft manufacturer Lockheed Corporation to influence the Dutch government's purchase of fighter aircraft. The Prime Minister of the Netherlands ordered an inquiry into the affair while Prince Bernhard refused to answer reporters' questions, stating: "I am above such things." Rather than calling on the Queen to abdicate, the Dutch people were this time fearful that their beloved Juliana might abdicate out of shame or because of a criminal prosecution conducted in her name against her consort.

On 26 August 1976 a censored and toned-down, but devastating report on Prince Bernhard's activities was released to a shocked Dutch public. The Prince resigned his various high profile positions as a Lieutenant Admiral, a General and an Inspector General of the Armed Forces. The Prince resigned from his positions in the board of many businesses, charities, the World Wildlife Fund and other institutions. The Prince also accepted that he would have to give up wearing his beloved uniforms. In return, the States-General accepted that there was to be no criminal prosecution.

On her Silver Jubilee in 1973, Queen Juliana donated all of the money that had been raised by the National Silver Jubilee Committee to organizations for children in need throughout the world. She donated the gift from the nation which she received on her seventieth birthday to the "International Year of the Child."

She was the 922nd Lady of the Order of the Garter in 1958.

On 30 April 1980, the day of her 71st birthday, Queen Juliana abdicated and her eldest daughter succeeded her as Queen Beatrix of the Netherlands. Juliana remained active in numerous charitable causes until well into her eighties.

Illness and death

From the mid-1990s, Juliana's health declined and she also suffered the progressive onset of senility. Some have attributed this to Alzheimer's disease , although this was denied by the Royal Family. Juliana did not appear in public after this time. At the order of the Royal Family's doctors, Juliana was placed under 24-hour care. Prince Bernhard publicly admitted in a television interview in 2001 that she was no longer able to recognise her family.

Juliana died in her sleep on 20 March 2004, several weeks before her 95th birthday, at Soestdijk Palace in Baarn from complications of pneumonia, exactly 70 years after her grandmother Emma.

She was embalmed (unlike her mother, who chose not to be) and on 30 March 2004 interred beside her mother, Wilhelmina, in the royal vaults under the Nieuwe Kerk in Delft. The memorial service made her ecumenical and often highly personal views on matters of religion public. The late Princess, a vicar told in her sermon, was interested in all religions and in reincarnation.

Juliana's husband, Prince Bernhard, died barely eight months after her, on 1 December 2004, aged 93 and his remains were placed next to hers.

Titles, Styles, Honours and Arms

Name	Queen Juliana of the Netherlands
Dipstyle	Her Majesty
Offstyle	Your Majesty
Altstyle	Ma'am }}

''Her Royal Highness'' Princess Juliana of the Netherlands, Princess of Orange-Nassau, Duchess of Mecklenburg (1909–1937) ''Her Royal Highness'' Princess Juliana of the Netherlands, Princess of Orange-Nassau, Duchess of Mecklenburg, Princess of Lippe-Biesterfeld (1937–1948)

''Her Royal Highness'' Princess Juliana of the Netherlands, Princess Regent (October 14, 1947–December 1, 1947; May 14, 1948–August 30, 1948)

''Her Majesty'' Juliana, Queen of the Netherlands, Princess of Orange-Nassau, Duchess of Mecklenburg, Princess of Lippe-Biesterfeld (1948–1980) ''Her Royal Highness'' Princess Juliana of the Netherlands, Princess of Orange-Nassau, Duchess of Mecklenburg, Princess of Lippe-Biesterfeld (1980–2004)

Arms

As a Princess, Juliana bore the following arms: Quarterly, 1 and 3, Azure, billetty Or a lion with a coronet Or armed and langued Gules holding in his dexter paw a sword Argent hilted Or and in the sinister paw seven arrows Argent pointed and bound together Or (the royal arms of dominion of the Netherlands, and thus her mother Queen Wilhelmina), 2 and 4, Or, a Horn azure, langued gules, (the arms of the Principality of Orange) on an inescutcheon or, a Bull's head sable (for her father's House of Mecklenburg). On her accession to the throne in 1948, Juliana adopted the arms of Dominion of the Netherlands. i.e., Azure, billetty Or a lion with a coronet Or armed and langued Gules holding in his dexter paw a sword Argent hilted Or and in the sinister paw seven arrows Argent pointed and bound together Or.

Issue

style="text-align:center" 31 January 1938 5 August 1939 19 January 1943Prince Maurits of Orange-Nassau, van Vollenhoven 18 February 1947

Name !!rowspan="2"
style="text-align:center"	''Date''	|style="text-align:center">''Issue''
Beatrix of the Netherlands	Queen Beatrix	|	10 March 1966(widowed in 2002)	Prince Claus of the Netherlands>Claus von Amsberg	Willem-Alexander, Prince of Orange>Prince Willem-AlexanderPrince Friso of Orange-Nassau
[[Princess Irene of the Netherlands	Princess Irene	|	29 April 1964(divorced in 1981)	Carlos Hugo, Duke of Parma	Carlos, Duke of ParmaPrincess Margarita of Bourbon-Parma>Princess MargaritaPrince Jaime, Count of Bardi
[[Princess Margriet of the Netherlands	Princess Margriet	|	10 January 1967	Pieter van Vollenhoven	Prince MauritsPrince BernhardPrince Pieter-ChristiaanPrince Floris
Princess Christina of the Netherlands	Princess Christina	|	28 June 1975(divorced in 1996)	Jorge Pérez y Guillermo	Bernardo GuillermoNicolás GuillermoJuliana Guillermo

Ancestry

{{ahnentafel-compact5 |style=font-size: 90%; line-height: 110%; |border=1 |boxstyle=padding-top: 0; padding-bottom: 0; |boxstyle_1=background-color: #fcc; |boxstyle_2=background-color: #fb9; |boxstyle_3=background-color: #ffc; |boxstyle_4=background-color: #bfc; |boxstyle_5=background-color: #9fe; |1= 1. Juliana of the Netherlands |2= 2. Duke Hendrik of Mecklenburg-Schwerin |3= 3. Wilhelmina of the Netherlands |4= 4. Frederick Francis II, Grand Duke of Mecklenburg-Schwerin |5= 5. Princess Marie of Schwarzburg-Rudolstadt |6= 6. William III of the Netherlands |7= 7. Princess Emma of Waldeck and Pyrmont |8= 8. Paul Frederick, Grand Duke of Mecklenburg-Schwerin |9= 9. Princess Alexandrine of Prussia |10= 10. Prince Adolph of Schwarzburg-Rudolstadt |11= 11. Princess Mathilde of Schonburg-Waldenburg |12= 12. William II of the Netherlands |13= 13. Grand Duchess Anna Pavlovna of Russia |14= 14. George Victor, Prince of Waldeck and Pyrmont |15= 15. Princess Helena of Nassau |16= 16. Frederick Louis, Hereditary Grand Duke of Mecklenburg-Schwerin |17= 17. Grand Duchess Elena Pavlovna of Russia |18= 18. Frederick William III of Prussia |19= 19. Duchess Louise of Mecklenburg-Strelitz |20= 20. Prince Carl of Schwarzburg-Rudolstadt |21= 21. Landgravine Ulrike of Hesse-Homburg |22= 22. Otto Victor, Prince of Schönburg-Waldenburg |23= 23. Princess Thekla of Schwarzburg-Rudolstadt |24= 24. William I of the Netherlands |25= 25. Princess Wilhelmine of Prussia |26= 26. Paul I of Russia |27= 27. Duchess Sophie Dorothea of Württemberg |28= 28. George II, Prince of Waldeck and Pyrmont |29= 29. Princess Emma of Anhalt-Bernburg-Schaumburg |30= 30. William, Duke of Nassau |31= 31. Princess Pauline of Württemberg }}

Prime Ministers during the Queen's reign

;Prime Ministers of the Netherlands

Willem Drees (1948–1958)

Louis Beel (1958–1959)

Jan de Quay (1959–1963)

Victor Marijnen (1963–1965)

Jo Cals (1965–1966)

Jelle Zijlstra (1966–1967)

Piet de Jong (1967–1971)

Barend Biesheuvel (1971–1973)

Joop den Uyl (1973–1977)

Dries van Agt (1977–1982)

;Prime Ministers of the Netherlands Antilles

Moises Frumencio da Costa Gomez (1949)

Lindoro Christoffel Kwartsz (1949–1951)

Moises Frumencio da Costa Gomez (1951–1954)

Efraïn Jonckheer (1954–1968)

Ciro Domenico Kroon (1968–1969)

Gerald C. Sprockel (1969)

Ernesto O. Petronia (1969–1971)

Ramez Jorge Isa (1971)

Otto R.A. Beaujon (1971–1973)

Juancho Evertsz (1973–1977)

Lucinda da Costa Gomez-Matheeuws (1977)

Leo A.I. Chance (1977)

Silvius Gerard Marie Rozendal (1977–1979)

Miguel A. Pourier (1979)

Dominico Martina (1979–1984)

;Prime Ministers of Suriname

Julius Caesar de Miranda (1949–1951)

Jacques Adam Drielsma (1951–1951)

Johann Ate Eldert Buiskool (1951–1952)

Adrian Cornelis Jasper Marous Alberga (1952)

Archibald Currie (1952–1955)

Johan Ferrier (1955–1958)

Severinus Désiré Emanuels (1958–1963)

Johan Adolf Pengel (1963–1969)

Arthur J. May (1969)

Jules Sedney (1969–1973)

Henck Alphonsus Eugène Arron (1973–1980)

References

External links

Queen Juliana (1909-2004) at the Dutch Royal House website

Princess Juliana, Former Dutch Monarch, Is Dead at 94 Obituary ''The New York Times''

Category:1909 births Category:2004 deaths Category:Deaths from pneumonia Category:Dutch monarchs Category:Dutch Reformed Christians from the Netherlands Category:Female regents Category:Heirs presumptive to the Dutch throne Category:House of Mecklenburg-Schwerin Category:House of Orange-Nassau Category:Infectious disease deaths in the Netherlands Category:Grand Crosses Special Class of the Order of Merit of the Federal Republic of Germany Category:Leiden University alumni Category:Protestant monarchs Category:People with dementia Category:Monarchs who abdicated Category:Queens regnant Category:Recipients of the Royal Victorian Chain Category:Grand Masters of the Military William Order Category:Duchesses of Mecklenburg-Schwerin Category:Burials in the Royal Crypt at Nieuwe Kerk, Delft Category:Members of the Council of State of the Netherlands Category:Recipients of the Order of the White Eagle (Poland) Category:Grand Masters of the Order of the Netherlands Lion Category:Grand Masters of the Order of the Gold Lion of the House of Nassau Category:Grand Masters of the Order of the House of Orange Category:Grand Masters of the Order of Orange-Nassau Category:Ladies of the Garter Category:Dames of the Order of the Rajamitrabhorn Category:Dames of the Order of the Royal House of Chakri Category:Knights Grand Cross with Collar of the Order of St. Olav

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