Editing Boeing 747 (section)

== Development ==
=== Background ===
[[File:AirBridgeCargo Airlines Boeing 747-200F nose loading door open and cargo loader at Sheremetyevo International Airport.jpg|thumb|Cargo nose door open with cargo loader]]

In 1963, the [[United States Air Force]] began a series of study projects on a very large strategic transport aircraft. Although the [[C-141 Starlifter]] was being introduced, officials believed that a much larger and more capable aircraft was needed, especially to carry 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 {{convert|180000|lb|t|sigfig=3}} and a speed of Mach 0.75 ({{convert|500|mph|kn km/h|sigfig=2|abbr=on|disp=out}}), and an unrefueled range of {{convert|5000|nmi|sigfig=2}} with a payload of {{convert |115000|lb|t|sigfig=3}}. The payload bay had to be {{convert|17|ft|m|sigfig=3}} wide by {{convert|13.5|ft|m|sigfig=3}} high and {{convert|100|ft|m|sigfig=2}} long with access through doors at the front and rear.<ref name="Norton_C-5">Norton 2003, pp. 5–12.</ref>

The desire to keep the number of engines to four required new engine designs with greatly increased power and better fuel economy. In May 1964, airframe proposals arrived from Boeing, [[Douglas Aircraft Company|Douglas]], [[General Dynamics]], [[Lockheed Corporation|Lockheed]], and [[Martin Marietta]]; engine proposals were submitted by [[GE Aerospace|General Electric]], [[Curtiss-Wright]], and [[Pratt & Whitney]]. Boeing, Douglas, and Lockheed were given additional study contracts for the airframe, along with General Electric and Pratt & Whitney for the engines.<ref name= "Norton_C-5" />

The airframe proposals shared several 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 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.<ref>[https://web.archive.org/web/20141014202050/http://airwaysnews.com/html/museums/boeing-archives-bellevue-washington-usa/boeing-cx-hls-model-196364/19149 Boeing CX-HLS Model], Boeing Corporate Archives, 1963/64.<br />[http://bemil.chosun.com/nbrd/gallery/view.html?b_bbs_id=10044&num=169918 Models of Boeing C-5A proposal and Lockheed's] (Korean); [http://bemil.chosun.com/nbrd/bbs/view.html?b_bbs_id=10050&num=4082 next page].</ref><ref>[http://oea.larc.nasa.gov/PAIS/Partners/C_5.html "Lockheed C-5 Galaxy, Partners in Freedom."] {{webarchive|url=https://web.archive.org/web/20071214134934/http://oea.larc.nasa.gov/PAIS/Partners/C_5.html |date=December 14, 2007}} ''NASA'', 2000, see images in "Langley Contributions to the C-5". Retrieved: December 17, 2007.</ref> 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.<ref name= "Norton_C-5" /> Boeing carried the nose door and raised cockpit concepts over to the design of the 747.<ref>Jenkins 2000, pp. 12–13.</ref>

=== Airliner proposal ===
The 747 was conceived while air travel was increasing in the 1960s.<ref name= "Norris_Wagner_p13">Norris & Wagner 1997, p. 13.</ref> The era of commercial jet transportation, led by the enormous popularity of the [[Boeing 707]] and [[Douglas DC-8]], had revolutionized long-distance travel.<ref name=Norris_Wagner_p13 /><ref>{{Cite web |title=Boeing Multimedia Image Gallery 707 |url= http://www.boeing.com/companyoffices/gallery/images/commercial/707-03.html |url-status=dead |archive-url =https://web.archive.org/web/20120111124513/http://www.boeing.com/companyoffices/gallery/images/commercial/707-03.html |archive-date=January 11, 2012 |access-date=December 8, 2007 |publisher=The Boeing Company}}</ref> In this growing jet age, [[Juan Trippe]], president of [[Pan Am|Pan American Airways]] (Pan Am), one of Boeing's most important airline customers, asked for a new jet airliner {{frac|2|1|2}} times size of the 707, with a 30% lower cost per unit of passenger-distance and the capability to offer mass air travel on international routes.<ref name="Time7Dec1998">{{Cite magazine |last=Branson |first=Richard |date=December 7, 1998 |title=Pilot of the Jet Age |url=https://content.time.com/time/printout/0,8816,989780,00.html |magazine=Time|access-date=December 11, 2022|archive-url=https://web.archive.org/web/20221211231535/https://content.time.com/time/printout/0,8816,989780,00.html|archive-date=December 11, 2022|url-status=live}}</ref> Trippe also thought that airport congestion could be addressed by a larger new aircraft.<ref>{{Cite web |title=Innovators: Juan Trippe |url=http://www.pbs.org/kcet/chasingthesun/innovators/jtrippe.html |url-status=dead |archive-url=https://web.archive.org/web/20060508065647/http://www.pbs.org/kcet/chasingthesun/innovators/jtrippe.html |archive-date=May 8, 2006 |website=Chasing the Sun |publisher=PBS}}</ref>

[[File:Iran Air Boeing 747-200 cockpit Sharifi.jpg|thumb|An [[Iran Air]] 747-200, showing an early-production 747 cockpit with a [[flight engineer]], located on the upper deck |alt= A view of an early-production 747 cockpit]]
In 1965, [[Joe Sutter]] was transferred from Boeing's [[Boeing 737|737]] development team to manage the design studies for the new airliner, already assigned the model number 747.<ref name="Sutter_p80-4">Sutter 2006, pp. 80–84.</ref> Sutter began a design study with Pan Am and other airlines to better understand their requirements. At the time, many thought that long-range subsonic airliners would eventually be superseded by [[supersonic transport]] aircraft.<ref>[http://news.bbc.co.uk/2/hi/uk_news/852087.stm "Air travel, a supersonic future?"]. ''[[BBC News]]'', July 17, 2001. Retrieved: December 9, 2007.</ref> Boeing responded by designing the 747 so it could be adapted easily to carry freight and remain in production even if sales of the passenger version declined.<ref>{{Cite web |last=Slutsken |first=Howard |date=2017-11-07 |title=How Boeing's 747 jumbo jet changed travel |url=https://www.cnn.com/travel/article/boeing-747-jumbo-jet-travel/index.html |access-date=2024-02-08 |website=CNN |language=en}}</ref>

In April 1966, Pan Am ordered 25 Boeing 747-100 aircraft for US$525&nbsp;million<ref name="fntst">{{Cite news |date=April 14, 1966 |title=490-seat jetliner ordered |page=1 |work=Lewiston Morning Tribune |agency=Associated Press |location=Idaho |url=https://news.google.com/newspapers?id=CLBeAAAAIBAJ&sjid=gy8MAAAAIBAJ&pg=4192%2C2341962}}</ref><ref name="paogj">{{Cite news |date=April 14, 1966 |title=Pan Am orders giant jets |page=A1 |work=Deseret News |agency=UPI |location=Salt Lake City, Utah |url=https://news.google.com/newspapers?id=PthSAAAAIBAJ&sjid=4X8DAAAAIBAJ&pg=6426%2C3018040}}</ref> (equivalent to ${{Inflation|US-GDP|.525|1966|fmt=c|r=1}} billion in {{Inflation-year|US-GDP}} dollars). 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 ballistic missile|intercontinental missiles]] for mankind's destiny".<ref>{{Cite book |last=Simons |first=Graham |url=https://books.google.com/books?id=rfpsBQAAQBAJ&pg=PA31 |title=The Airbus A380: A History |year=2014 |isbn=978-1-78303-041-5 |page=31|publisher=Pen and Sword }}</ref> As launch customer,<ref name="ucfc747">Rumerman, Judy. [https://web.archive.org/web/20121007143215/http://www.centennialofflight.gov/essay/Aerospace/Boeing_747/Aero21.htm "The Boeing 747"]. ''U.S. Centennial of Flight Commission,'' 2003. Retrieved: April 30, 2006.</ref><ref name="infoplease">Noland, David. [http://www.infoplease.com/spot/boeing747.html "Passenger Planes: Boeing 747."] "Info please" (''[[Pearson Education]]''). Retrieved: April 30, 2006.</ref> 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.<ref name="Irving_p359">Irving 1994, p. 359.</ref>

=== 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.<ref>[http://oea.larc.nasa.gov/PAIS/Partners/C_5.html "Lockheed C-5 Galaxy, Partners in Freedom."] {{webarchive|url=https://web.archive.org/web/20071214134934/http://oea.larc.nasa.gov/PAIS/Partners/C_5.html |date=December 14, 2007}} ''NASA'', 2000. Retrieved: December 17, 2007.</ref> The original design included a full-length double-deck fuselage with eight-across seating and two aisles on the lower deck and seven-across seating and two aisles on the upper deck.<ref>[http://airwaysnews.com/html/museums/boeing-archives-bellevue-washington-usa/boeing-747-double-decker-early-proposed-design-model-mid-to-late-1960s/19091 Boeing 747 "Double Decker" Early Proposed Design Model at Boeing Corporate Archives – mid-to-late 1960s] {{webarchive |url= https://web.archive.org/web/20150512211307/http://airwaysnews.com/html/museums/boeing-archives-bellevue-washington-usa/boeing-747-double-decker-early-proposed-design-model-mid-to-late-1960s/19091 |date=May 12, 2015}}<br />[http://airwaysnews.com/html/museums/boeing-archives-bellevue-washington-usa/boeing-747-early-proposed-designs-models-mid-to-late-1960s/19093 (alternate image)] {{webarchive |url= https://web.archive.org/web/20150512213456/http://airwaysnews.com/html/museums/boeing-archives-bellevue-washington-usa/boeing-747-early-proposed-designs-models-mid-to-late-1960s/19093 |date=May 12, 2015}}</ref><ref name="Irving_p282">Irving 1994, p. 282.</ref> 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.<ref name=ucfc747 /> 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 "hump".<ref name=Sutter_p93 /> In early models, what to do with the small space in the pod behind the cockpit was not clear, and this was initially specified as a "lounge" area with no permanent seating.<ref>Jenkins 2000, p. 17.</ref> (A different configuration that had been considered to keep the flight deck out of the way for freight loading had the pilots below the passengers, and was dubbed the "anteater".)<ref>{{Cite web |url=http://airwaysnews.com/html/museums/boeing-archives-bellevue-washington-usa/boeing-747-anteater-early-proposed-designs-model-mid-to-late-1960s/19088 |archive-url=https://web.archive.org/web/20150616121707/http://airwaysnews.com/html/museums/boeing-archives-bellevue-washington-usa/boeing-747-anteater-early-proposed-designs-model-mid-to-late-1960s/19088 |url-status=dead |title= Airwaysnews Resources and Information |archive-date=June 16, 2015|website=airwaysnews.com}}</ref>

[[File:JT9D on 747.JPG|thumb|The [[Pratt & Whitney JT9D]] high-bypass turbofan engine was developed for the 747.|alt=The Pratt & Whitney JT9D turbofan suspended under the wing pylon of the 747 prototype. It is stripped of its outer casing, revealing the engine's core at The Museum of Flight in Seattle, WA]]
One of the principal technologies that enabled an aircraft as large as the 747 to be drawn up was the [[High-bypass turbofan engine#High-bypass turbofan|high-bypass turbofan engine]].<ref name="Mecham">Mecham, M. "In review: 747, Creating the World's First Jumbo Jet and Other Adventures from a Life in Aviation." ''Aviation Week and Space Technology'', Vol. 165, No. 9, September 4, 2006, p. 53.</ref> This engine technology was thought to be capable of delivering double the power of the earlier [[turbojet]]s while consuming one-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.<ref>[http://www.geae.com/engines/commercial/cf6/history.html "GE Aviation: CF6."] {{webarchive|url=https://web.archive.org/web/20071217151126/http://www.geae.com/engines/commercial/cf6/history.html |date=December 17, 2007}} ''GE Aviation''. Retrieved: December 9, 2007.</ref><ref name="me_100yrs">Colson, Michael S. [http://www.memagazine.org/supparch/flight03/jetsfans/jetsfans.html "Mechanical Engineering 100 Years of Flight."] {{webarchive|url=https://web.archive.org/web/20071226032720/http://www.memagazine.org/supparch/flight03/jetsfans/jetsfans.html |date=December 26, 2007}} memagazine.org. Retrieved: December 9, 2007.</ref> 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 [[Pratt & Whitney JT9D|JT9D]] to power the 747.<ref name=me_100yrs />

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.<ref name=ucfc747 /> To address concerns about safety and flyability, the 747's design included structural redundancy, redundant [[Hydraulic machinery|hydraulic]] systems, quadruple main landing gear and dual control surfaces.<ref name="Sutter_p121-31">Sutter 2006, pp. 121, 128–131.</ref> Additionally, some of the most advanced [[high-lift device]]s used in the industry were included in the new design, to allow it to operate from existing airports. These included [[Krueger flap]]s running almost the entire length of the wing's leading edge, as well as complex three-part slotted [[Flap (aircraft)|flaps]] along the trailing edge of the wing.<ref>Guy and Wagner 1997, pp. 25–26.</ref><ref>{{Cite journal |last=Rudolph |first=Peter |date=September 1996 |title=High-Lift Systems on Commercial Subsonic Airliners |url= https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19960052267.pdf |archive-url=https://ghostarchive.org/archive/20221009/https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19960052267.pdf |archive-date=October 9, 2022 |url-status=live |publisher= NASA |access-date=September 16, 2019 |website=ntrs.nasa.gov}}</ref> The wing's complex three-part flaps increase wing area by 21% and lift by 90% when fully deployed compared to their non-deployed configuration.<ref>Jenkins 2000, p. 19.</ref>

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.<ref name= "Sutter_p96-7">Sutter 2006, pp. 96–97.</ref> The schedule was so fast-paced that the people who worked on it were given the nickname "The Incredibles".<ref>Guy and Wagner 1997, p. 19.</ref> Developing the aircraft was such a technical and financial challenge that management was said to have "bet the company" when it started the project.<ref name=ucfc747 /> Due to its massive size, Boeing subcontracted the assembly of subcomponents to other manufacturers, most notably [[Northrop Corporation|Northrop]] and [[Grumman]] (later merged into [[Northrop Grumman]] in 1994) for fuselage parts and trailing edge flaps respectively, [[Fairchild Aircraft|Fairchild]] for tailplane ailerons,<ref>Seo 1984, p. 40.</ref> and [[Ling-Temco-Vought]] (LTV) for the empennage.<ref name="Sutter_p132">Sutter 2006, p. 132.</ref><ref name="NorthropGrumman">{{Cite web|url=https://www.flightglobal.com/747-cut-forces-northrop-grumman-to-take-pre-tax-charge/24723.article|title=747 cut forces Northrop Grumman to take pre-tax charge|publisher=FlightGlobal|date=13 January 1999|access-date=August 24, 2023}}</ref>

=== Production plant ===
[[File:Boeing Factory 2002.jpg|thumb|747 final assembly at the [[Boeing Everett Factory]] |alt=Airplane assembly hall, featuring heavy machinery. Large cylindrical airplane sections and wings are readied for mating with other major components. Above are the cranes which ferry heavy and outsize parts of the 747.]]

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,<ref>Pascall, Glenn R. [http://seattle.bizjournals.com/seattle/stories/2003/09/29/editorial3.html "Everett and Renton react differently to Boeing"]. ''Puget Sound Business Journal'', September 26, 2003. Retrieved: December 17, 2007.</ref> and eventually decided to build the new plant some {{convert|30|mi|km|sigfig=1}} north of [[Seattle]] on a site adjoining a military base at [[Paine Field]] near [[Everett, Washington|Everett]], Washington.<ref name="boe_facilit">{{Cite web |title= Major Production Facilities – Everett, Washington |url=http://www.boeing.com/commercial/facilities/ |url-status=dead |archive-url=https://web.archive.org/web/20071115211523/http://www.boeing.com/commercial/facilities/ |archive-date=November 15, 2007 |access-date=April 28, 2007 |publisher= The Boeing Company}}</ref> It bought the {{convert|780|acre|ha|adj=on}} site in June 1966.<ref name= B747_milest />

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 [[Boeing Everett Factory|Everett factory]] and to start production of the 747.<ref>Boyer, Tom. [http://seattletimes.nwsource.com/html/businesstechnology/2002339060_stamperobit17.html "Boeing legend Malcolm Stamper dies"]. ''Seattle Times'', June 17, 2005. Retrieved: December 17, 2007.</ref> To level the site, more than {{convert|4|e6cuyd|e6m3|sigfig=1|sp=us|spell=on|abbr=off}} of earth had to be moved.<ref name="Irving_p310">Irving 1994, p. 310.</ref> Time was so short that the 747's full-scale [[mock-up]] was built before the factory roof above it was finished.<ref name= "Irving_p365">Irving 1994, p. 365.</ref> The plant is the [[List of largest buildings#Largest usable volume|largest building by volume]] ever built, and has been substantially expanded several times to permit construction of other models of Boeing wide-body commercial jets.<ref name= boe_facilit />

=== Flight testing ===
[[File:Boeing 747 rollout (3).jpg|thumb|The [[N7470|prototype 747]] was first displayed to the public on September 30, 1968.]]

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]] (FAA), 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.<ref name="Irving_p383">Irving 1994, p. 383.</ref> 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.<ref name="hist747">{{Cite web |title=History – 747 Commercial Transport |url=http://www.boeing.com/history/boeing/747.html |url-status=dead |archive-url=https://web.archive.org/web/20100316193220/http://www.boeing.com/history/boeing/747.html |archive-date=March 16, 2010 |access-date=April 29, 2006 |publisher=The Boeing Company}}</ref>

In 1968, the program cost was US$1&nbsp;billion<ref>{{Cite news |date=June 24, 1989 |title=Building a legend |work=[[Flight International]] |url=https://www.flightglobal.com/pdfarchive/view/1989/1989%20-%202006.html}}</ref> (equivalent to ${{Inflation|US-GDP|1|1968|fmt=c|r=1}} billion in {{Inflation-year|US-GDP}} dollars). On September 30, 1968, the [[N7470|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.<ref name="roll_out">[https://web.archive.org/web/20071001003121/http://www.time.com/time/magazine/article/0,9171,838835,00.html "All but off the Ground"]. ''Time'', October 4, 1968. Retrieved: December 17, 2007.</ref> 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<ref name="first_flight">[https://web.archive.org/web/20071117074706/http://www.time.com/time/magazine/article/0,9171,839015,00.html "The Giant Takes Off"]. ''Time''. Retrieved: December 13, 2007.</ref><ref name="Boeing_first_flight_commemoration">{{Cite web |date=February 9, 2004 |title=Boeing 747, the Queen of the Skies" and "Celebrates 35th Anniversary |url=http://www.boeing.com/news/releases/2004/q1/nr_040209g.html |url-status=dead |archive-url=https://web.archive.org/web/20041207091236/http://www.boeing.com/news/releases/2004/q1/nr_040209g.html |archive-date=December 7, 2004 |access-date=December 17, 2007 |publisher=The Boeing Company}}</ref> 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.<ref name="Irving_p417-8">Irving 1994, pp. 417–418.</ref>

=== Issues, delays and certification ===
[[File:Boeing 747 main landing gear.jpg|thumb|The 747's 16-wheel main [[landing gear]]|alt= A view of the 747's four main landing gear, each with four wheels]]

During later stages of the flight test program, [[Wing flutter|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 [[nacelle]]s of the early 747s.<ref name="Irving_p428">Irving 1994, p. 428.</ref> This measure caused some concern when these aircraft crashed, for example [[El Al Flight 1862]] at Amsterdam in 1992 with {{convert|282|kg|lb|order=flip}} of uranium in the [[tailplane]] (horizontal stabilizer); detailed investigations showed, however, that the best estimate of the exposure to depleted uranium was ".. several orders of magnitude less than the workers' limit for chronic exposure."<ref>{{Cite journal |last1=Uijt de Haag |first1=P. A. M. |last2=Smetsers |first2=R. C. G. M. |last3=Witlox |first3=H. W. M. |last4=Krüs |first4=H. W. |last5=Eisenga |first5=A. H. M. |date=2000 |title=Evaluating the risk from depleted uranium after the Boeing 747-258F crash in Amsterdam, 1992 |url=http://www.rivm.nl/bibliotheek/digitaaldepot/risico_uranium_bijlmerramp.pdf |archive-url=https://ghostarchive.org/archive/20221009/http://www.rivm.nl/bibliotheek/digitaaldepot/risico_uranium_bijlmerramp.pdf |archive-date=October 9, 2022 |url-status=live |journal=Journal of Hazardous Materials |volume=76 |issue=1 |pages=39–58 |doi=10.1016/S0304-3894(00)00183-7 |pmid=10863013|bibcode=2000JHzM...76...39U | issn=0304-3894}}</ref><ref>van der Keur, Henk. [http://www.ratical.org/radiation/dhap/dhap997.html "Uranium Pollution from the Amsterdam 1992 Plane Crash"]. ''Laka Foundation'', May 1999. Retrieved: May 16, 2007.</ref>

The [[flight test]] program was hampered by problems with the 747's JT9D engines. Difficulties included engine stalls caused by rapid throttle movements and distortion of the turbine casings after a short period of service.<ref name="Irving_p441-6">Irving 1994, pp. 441–446.</ref> The problems delayed 747 deliveries for several months; up to 20 aircraft at the Everett plant were stranded while awaiting engine installation.<ref name="engine_trouble">[https://web.archive.org/web/20071117074710/http://www.time.com/time/magazine/article/0,9171,844949,00.html "The Trouble with Jumbo"]. ''Time'', September 26, 1969.</ref> The program was further delayed when one of the five test aircraft suffered serious damage during a landing attempt at [[Renton Municipal Airport]], the site of Boeing's [[Boeing Renton Factory|Renton factory]]. The incident happened on December 13, 1969, when a test aircraft was flown to Renton to have test equipment removed and a cabin installed. Pilot Ralph C. Cokely undershot the airport's short runway and the 747's right, outer landing gear was torn off and two engine [[nacelle]]s were damaged.<ref name="Irving_p436">Irving 1994, p. 436.</ref><ref>{{Cite web |date=August 26, 1970 |title=Aircraft Incident Report 5-0046 |url=https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR7019.pdf |archive-url=https://ghostarchive.org/archive/20221009/https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR7019.pdf |archive-date=October 9, 2022 |url-status=live |access-date=August 19, 2022 |website=National Transportation Safety Board}}</ref> However, these difficulties did not prevent Boeing from taking a test aircraft to the 28th [[Paris Air Show]] in mid-1969, where it was displayed to the public for the first time.<ref>[https://www.reuters.com/article/airshow-idUSL148638820070614 "The Paris Air Show in facts and figures."] {{Webarchive|url=https://web.archive.org/web/20151031030356/http://www.reuters.com/article/2007/06/14/airshow-idUSL148638820070614 |date=October 31, 2015}} ''Reuters'', June 14, 2007. Retrieved: June 3, 2011.</ref> Finally, in December 1969, the 747 received its FAA [[airworthiness certificate]], clearing it for introduction into service.<ref>[https://web.archive.org/web/20090331202213/http://www.janes.com/transport/news/jawa/jawa001031_n_1.shtml "Boeing 747-400"]. ''Jane's All the World's Aircraft'', October 31, 2000. Retrieved: July 15, 2011.</ref>

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.<ref name=infoplease /><ref name="Irving_p437-8">Irving 1994, pp. 437–438.</ref> The firm's debt exceeded $2 billion, with the $1.2 billion owed to the banks setting a record for all companies. Allen later said, "It was really too large a project for us."<ref name="heppenheimer1998">{{Cite book |last=Heppenheimer, T. A. |url=https://history.nasa.gov/SP-4221/contents.htm |title=The Space Shuttle Decision |publisher=NASA |year=1998 |pages=302=303}}</ref> Ultimately, the gamble succeeded, and Boeing held a monopoly in very large passenger aircraft production for many years.<ref>[https://web.archive.org/web/20130621192058/http://www.flightglobal.com/news/articles/jumbo-challenge-3750/ "Jumbo challenge"] Flightglobal.com, November 6, 1997. Retrieved: July 15, 2011.</ref>

=== Entry into service ===
[[File:Pat Nixon christens Boeing 747 2749-18.jpg|thumb|First Lady [[Pat Nixon]] christened the first commercial 747 on January 15, 1970.]]

On January 15, 1970, [[First Lady of the United States|First Lady]] [[Pat Nixon]] christened Pan Am's first 747 at [[Washington Dulles International Airport|Dulles International Airport]]<!--(later Washington Dulles International Airport)--> in the presence of Pan Am chairman [[Najeeb Halaby]].<ref name=pwcgj>{{cite news |url=https://news.google.com/newspapers?id=K6hVAAAAIBAJ&sjid=9OADAAAAIBAJ&pg=6406%2C3076731 |work=Eugene Register-Guard |location=(Oregon) |agency=Associated Press |title=President's wife christens giant jet |date=January 15, 1970 |page=5A}}</ref> 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;<ref name="Norris_p48">Norris 1997, p. 48.</ref> the flight had been planned for the evening of January 21, but engine overheating made the original aircraft (Clipper Young America, registration N735PA) unusable. Finding a substitute delayed the flight by more than six hours to the following day when [[Clipper Victor]] (registration N736PA) was used.<ref name="Time_Jumbo-Gremlins">[https://web.archive.org/web/20080127015913/http://www.time.com/time/magazine/article/0,9171,878184,00.html "Jumbo and the Gremlins"]. ''Time'', February 2, 1970. Retrieved: December 20, 2007.</ref><ref>{{Cite web |title= About the 747 Family |url= http://www.boeing.com/commercial/747family/background.html |archive-url= https://web.archive.org/web/20121002063408/http://www.boeing.com/commercial/747family/background.html |archive-date=October 2, 2012 |publisher=Boeing Commercial Airplanes}}</ref> The 747 enjoyed a fairly smooth introduction into service, overcoming concerns that some airports would not be able to accommodate an aircraft that large.<ref>[https://web.archive.org/web/20080127061820/http://www.time.com/time/magazine/article/0,9171,899789,00.html "Breaking the Ground Barrier"]. ''Time'', September 8, 1967. Retrieved: December 19, 2007.</ref> Although technical problems occurred, they were relatively minor and quickly solved.<ref>[https://web.archive.org/web/20080127122755/http://www.time.com/time/magazine/article/0,9171,909472,00.html "Jumbo Beats the Gremlins"]. ''Time'', July 13, 1970. Retrieved: December 20, 2007.</ref>

=== Improved 747 versions ===
{{Multiple images
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| image1            = SAS Boeing 747-B Huge Viking Interior of cabin (cropped).jpg
| caption1          = Upper deck lounge configuration on an early 747
| image2            = Boeing_747-4F6,_Transaero_Airlines_AN2293667.jpg
| caption2          = Stretched upper deck cabin of later 747s with six-abreast seating
}}
<!--better looking alternate, but in Biz class: File:Boeing 747-830, Lufthansa AN2119980.jpg-->

After the initial {{not a typo|747-100}}, Boeing developed the {{nowrap|-100B}}, a higher [[maximum takeoff weight]] (MTOW) variant, and the {{nowrap|-100SR}} (Short Range), with higher passenger capacity.<ref name="Boe_747_classics">[http://www.boeing.com/commercial/747family/pf/pf_classic_back.html "Boeing 747 Classics"]. ''The Boeing Company''. Retrieved: December 15, 2007.</ref> Increased maximum takeoff weight allows aircraft to carry more fuel and have longer range.<ref>[http://active.boeing.com/commercial/cas/index.cfm?content=include/solutions.cfm&pageid=m34945 "Solutions Center."] {{Webarchive|url=https://web.archive.org/web/20151015205312/http://active.boeing.com/commercial/cas/index.cfm?content=include%2Fsolutions.cfm&pageid=m34945 |date=October 15, 2015 }} ''The Boeing Company''. Retrieved: December 13, 2007.</ref> The {{nowrap|-200}} model followed in 1971, featuring more powerful engines and a higher MTOW. Passenger, freighter and combination passenger-freighter versions of the {{nowrap|-200}} were produced.<ref name=Boe_747_classics /> The shortened [[Boeing 747SP|747SP]] (special performance) with a longer range was also developed, and entered service in 1976.<ref>[http://www.airliners.net/info/stats.main?id=98 "Boeing 747SP."] {{webarchive |url=https://web.archive.org/web/20061030225056/http://www.airliners.net/info/stats.main?id=98 |date=October 30, 2006}} ''Airliners.net''. Retrieved: November 23, 2007.</ref>

The 747 line was further developed with the launch of the {{not a typo|747-300}} on June 11, 1980, followed by interest from Swissair a month later and the go-ahead for the project.<ref name=":2" />{{Rp|86}} The 300 series resulted from Boeing studies to increase the [[seating capacity]] of the 747, during which modifications such as fuselage plugs and extending the upper deck over the entire length of the fuselage were rejected. The first {{not a typo|747-300}}, completed in 1983, included a stretched upper deck, increased cruise speed, and increased seating capacity. The -300 variant was previously designated 747SUD for stretched upper deck, then 747-200 SUD,<ref name= "owner_guide">[http://www.aircraft-commerce.com/sample_articles/sample_articles/owners_guide.pdf "Aircraft Owner's and Operator's Guide: 747-200/300"](PDF). {{Webarchive|url=https://web.archive.org/web/20111009004335if_/http://www.aircraft-commerce.com/sample_articles/sample_articles/owners_guide.pdf |date=October 9, 2011 }}''Aircraft Commerce''. Retrieved: July 15, 2011.</ref> followed by 747EUD, before the 747-300 designation was used.<ref name="airl_300">[http://www.airliners.net/aircraft-data/stats.main?id=99 "Boeing 747-300"]. ''Airliners.net''. Retrieved: June 3, 2011.</ref> Passenger, short range and combination freighter-passenger versions of the 300 series were produced.<ref name= Boe_747_classics />

In 1985, development of the longer range [[Boeing 747-400|747-400]] began.<ref>Lawrence and Thornton 2005, p. 54.</ref> The variant had a new [[glass cockpit]], which allowed for a cockpit crew of two instead of three,<ref>Salpukas, Agis. [https://www.nytimes.com/1988/07/01/business/jal-orders-15-more-of-boeing-s-747-400-s.html "J.A.L. Orders 15 More of Boeing's 747-400s"]. ''Time'', July 1, 1988. Retrieved: December 17, 2007.</ref> new engines, lighter construction materials, and a redesigned interior. Development costs 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 {{not a typo|747-400}}.<ref name=ucfc747 /> The -400 entered service in 1989.<ref name="Norris_p88">Norris 1997, p. 88.</ref>

In 1991, a record-breaking 1,087 passengers were flown in a 747 during a [[Operation Solomon|covert operation to airlift Ethiopian Jews to Israel]].<ref>{{Cite web |date=July 24, 2021 |title=El Al Israel Airlines' History. The 1990s. |url=https://www.elal.com/en/About-ELAL/About-ELAL/History/Pages/Decade-90.aspx |access-date=July 24, 2021 |publisher=El Al Israel Airlines |language=en}}</ref> Generally, the 747-400 held between 416 and 524 passengers.<ref>{{Cite book |last=Angelucci |first=Angelucci |title=World Encyclopedia of Civil Aircraft |date=2001 |publisher=Chartwell Books |isbn=0-7858-1389-6 |location=Spain |page=403}}</ref> The 747 remained the heaviest commercial aircraft in regular service until the debut of the [[Antonov An-124]] Ruslan in 1982; variants of the 747-400 surpassed the An-124's weight in 2000. The [[Antonov An-225 Mriya|Antonov An-225 ''Mriya'']] [[cargo aircraft|cargo transport]], which debuted in 1988, remains the world's largest aircraft by several measures (including the most accepted measures of maximum takeoff weight and length); one aircraft has been completed and was in service until 2022. The [[Scaled Composites Stratolaunch]] is currently the largest aircraft by [[wingspan]].<ref>{{Cite web |last=Malik |first=Tariq |date=April 13, 2019 |title=Stratolaunch Flies World's Largest Plane for the First Time |url=https://www.space.com/stratolaunch-flies-worlds-largest-plane-first-time.html |access-date=April 17, 2025 |website=Space.com |language=en}}</ref>

=== Further developments ===
[[File:Japan Airlines 747-400 Economy cabin.jpg|thumb|747-400 main deck economy class seating in 3–4–3 layout|alt=Interior view. Seats are separated by two aisles, in 3–4–3 configuration. A TV is positioned towards the front of aircraft.]]

After the arrival of the {{not a typo|747-400}}, several stretching schemes for the 747 were proposed. Boeing announced the larger 747-500X and {{nowrap|-600X}} preliminary designs in 1996.<ref name="boe_1996">{{Cite web |date=September 2, 1996 |title=Boeing Outlines the "Value" of Its 747 Plans |url=http://www.boeing.com/news/releases/1996/news.release.960902c.html |url-status=dead |archive-url=https://archive.today/20081024211719/http://www.boeing.com/news/releases/1996/news.release.960902c.html |archive-date=October 24, 2008 |access-date=June 7, 2011 |publisher=The Boeing Company}}</ref> The new variants would have cost more than US$5&nbsp;billion to develop,<ref name=boe_1996 /> and interest was not sufficient to launch the program.<ref name="FI_500X">[https://web.archive.org/web/20071214001602/http://www.flightglobal.com/articles/1997/03/19/157/ba-warms-to-a3xx-plan.html "BA warms to A3XX plan"]. ''Flight International'', March 19, 1997. Retrieved: December 17, 2007.</ref> In 2000, Boeing offered the more modest 747X and 747X stretch derivatives as alternatives to the Airbus [[Airbus A380|A38X]]. However, the 747X family was unable to attract enough interest to enter production. A year later, Boeing switched from the 747X studies to pursue the [[Boeing Sonic Cruiser|Sonic Cruiser]],<ref name= "shelv_747X">[http://english.people.com.cn/english/200103/30/eng20010330_66406.html "Boeing Shelves 747X to Focus on Faster Jet"]. ''[[People's Daily]]'', March 30, 2001. Retrieved: December 17, 2007.</ref> and after the Sonic Cruiser program was put on hold, the [[Boeing 787 Dreamliner|787 Dreamliner]].<ref>Taylor, Alex III. [https://money.cnn.com/magazines/fortune/fortune_archive/2002/12/09/333457/ "Boeing's Amazing Sonic Cruiser…"] ''[[Fortune (magazine)|Fortune]]'', December 9, 2002. Retrieved: December 17, 2007.</ref> Some of the ideas developed for the 747X were used on the [[Boeing 747-400ER|747-400ER]], a longer range variant of the {{not a typo|747-400}}.<ref>{{Cite web |date= November 28, 2000 |title=Boeing Launches New, Longer-Range 747-400 |url= http://www.boeing.com/news/releases/2000/news_release_001128c.html |url-status=dead |archive-url = http://arquivo.pt/wayback/20090706141448/http://www.boeing.com/news/releases/2000/news_release_001128c.html |archive-date=July 6, 2009 |access-date=December 17, 2007 |publisher=The Boeing Company}}</ref>

After several variants were proposed but later abandoned, some industry observers became skeptical of new aircraft proposals from Boeing.<ref>Holmes, Stanley. [http://www.businessweek.com/innovate/content/nov2005/id20051116_370967.htm "Boeing's Reborn 747."] {{webarchive |url=https://web.archive.org/web/20071208081112/http://www.businessweek.com/innovate/content/nov2005/id20051116_370967.htm |date=December 8, 2007}} ''Business Week'', November 16, 2005.</ref> 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.<ref>[http://news.bbc.co.uk/2/hi/business/7061164.stm "A380 superjumbo lands in Sydney"]. ''BBC News''. Retrieved: December 10, 2007.</ref>

[[File:Boeing 747-8 Lufthansa D-ABYI at LAX.jpg|alt=A Boeing 747-8 Intercontinental for Lufthansa|thumb|A Boeing 747-8 Intercontinental of [[Lufthansa]]]]
On November 14, 2005, Boeing announced it was launching the 747 Advanced as the [[Boeing 747-8]].<ref name="boeing747-8">{{Cite web |date=November 14, 2005 |title=Boeing Launches New 747-8 Family |url=http://www.boeing.com/news/releases/2005/q4/nr_051114h.html |url-status=dead |archive-url=https://web.archive.org/web/20051124063705/http://www.boeing.com/news/releases/2005/q4/nr_051114h.html |archive-date=November 24, 2005 |access-date=December 17, 2007 |publisher=The Boeing Company}}</ref> The last 747-400s were completed in 2009.<ref name="downhill">[http://www.businessday.co.nz/world/4842143 "Downhill for the jumbo."] {{webarchive|url=https://web.archive.org/web/20090211082459/http://www.businessday.co.nz/world/4842143 |date=February 11, 2009}} ''[[The Sydney Morning Herald]]'', January 9, 2009. Retrieved: February 9, 2009.</ref> {{As of|2011}}, most orders of the 747-8 were for the freighter variant. On February 8, 2010, the 747-8 Freighter made its [[maiden flight]].<ref>Ostrower, Jon. [https://web.archive.org/web/20100212112245/http://www.flightglobal.com/articles/2010/02/08/338138/pictures.html "Boeing's 747-8F lifts off on maiden flight"]. Flightglobal.com, February 8, 2010.</ref> The first delivery of the 747-8 went to [[Cargolux]] in 2011.<ref>[http://boeing.mediaroom.com/index.php?s=43&item=1448 "Boeing Sets 747-8 Freighter Delivery Schedule for Mid-Year 2011"]. ''The Boeing Company'', September 30, 2010.</ref><ref>Trimble, Stephen. [https://web.archive.org/web/20101002103349/http://www.flightglobal.com/articles/2010/09/30/347996/boeing-pushes-747-8f-delivery-back-to-mid-2011.html "Boeing pushes 747-8F delivery back to mid-2011/"] ''Air Transport Intelligence News'' via ''Flight global,'' September 30, 2010. Retrieved: February 22, 2011.</ref> The first 747-8 Intercontinental passenger variant was delivered to [[Lufthansa]] on May 5, 2012.<ref>{{Cite press release |title= Lufthansa conducts inaugural flight of world's first Boeing 747-8 Intercontinental passenger aircraft from Frankfurt to Washington, D.C. |date=June 1, 2012 |publisher=Boeing |url=https://boeing.mediaroom.com/2012-06-01-Lufthansa-Conducts-Inaugural-Flight-of-Worlds-First-Boeing-747-8-Intercontinental-Passenger-Aircraft-from-Frankfurt-to-Washington-D-C}}</ref> The 1,500th Boeing 747 was delivered in June 2014 to Lufthansa.<ref name= "1500th_747">[http://boeing.mediaroom.com/2014-06-28-Boeing-Delivers-1-500th-747 "Boeing Delivers 1,500th 747"]. Boeing, June 28, 2014.</ref>

In January 2016, Boeing stated it was reducing 747-8 production to six per year beginning in September 2016, incurring a $569&nbsp;million post-tax charge against its fourth-quarter 2015 profits. At the end of 2015, the company had 20 orders outstanding.<ref>{{Cite news |date=January 22, 2016 |title=Jumbo jet demise draws a step closer |work=Financial Times |url=http://www.ft.com/cms/s/0/812f52e0-c083-11e5-9fdb-87b8d15baec2.html |archive-url=https://ghostarchive.org/archive/20221210/http://www.ft.com/cms/s/0/812f52e0-c083-11e5-9fdb-87b8d15baec2.html |archive-date=December 10, 2022 |url-access=subscription |url-status=live}}</ref><ref>{{Cite news |last=Ostrower |first=Jon |date=January 22, 2016 |title=Boeing to Cut Production of 747s |work=[[The Wall Street Journal]] |url=https://www.wsj.com/articles/boeing-to-cut-production-of-747s-1453412741}}</ref> On January 29, 2016, Boeing announced that it had begun the preliminary work on the modifications to a commercial 747-8 for the next [[Air Force One]] presidential aircraft, then expected to be operational by 2020.<ref>{{Cite news |date=February 1, 2016 |title=Boeing starts work on replacing Air Force One |work=Air Force Times |url=http://www.airforcetimes.com/story/military/2016/02/01/boeing-starts-work-replacing-air-force-one/79637424/}}</ref>

On July 12, 2016, Boeing announced that it had finalized an order from [[Volga-Dnepr Group]] for 20 747-8 freighters, valued at $7.58&nbsp;billion (~${{Format price|{{Inflation|index=US-GDP|value=7580000000|start_year=2016}}}} in {{Inflation/year|US-GDP}}) at list prices. Four aircraft were delivered beginning in 2012. Volga-Dnepr Group is the parent of three major Russian air-freight carriers – [[Volga-Dnepr Airlines]], [[AirBridgeCargo Airlines]] and [[Atran Airlines]]. The new 747-8 freighters would replace AirBridgeCargo's current 747-400 aircraft and expand the airline's fleet and will be acquired through a mix of direct purchases and leasing over the next six years, Boeing said.<ref>{{Cite web |date=July 12, 2016 |title=Volga-Dnepr Group acquires 20 Boeing 747-8 freighters |url=http://atwonline.com/airframes/volga-dnepr-group-acquires-20-boeing-747-8-freighters? |publisher=Air Transport World}}</ref>

=== End of production ===
On July 27, 2016, in its quarterly report to the [[Securities and Exchange Commission]], Boeing discussed the potential termination of 747 production due to insufficient demand and market for the aircraft.<ref>{{Cite web |last=The Boeing Company |date=July 27, 2016 |title=Form 10-Q Quarterly report |url=http://pdf.secdatabase.com/1159/0000012927-16-000143.pdf |archive-url=https://ghostarchive.org/archive/20221009/http://pdf.secdatabase.com/1159/0000012927-16-000143.pdf |archive-date=October 9, 2022 |url-status=live |publisher=Securities and Exchange Commission |quote=it is reasonably possible that we could decide to end production of the 747}}</ref> With a firm order backlog of 21 aircraft and a production rate of six per year, program accounting had been reduced to 1,555 aircraft.<ref>{{Cite web |date=August 1, 2016 |title=Boeing's 747 Struggles Indicate Large-Aircraft Market Decline |url=http://aviationweek.com/commercial-aviation/boeing-s-747-struggles-indicate-large-aircraft-market-decline |website=Aviation Week}}</ref> In October 2016, [[UPS Airlines]] ordered 14 -8Fs to add capacity, along with 14 options, which it took in February 2018 to increase the total to 28 -8Fs on order.<ref name="UPS2018Order">{{Cite web |title=Boeing: UPS Orders 14 Additional 747-8 Freighters, Plus Four 767 Freighters |url=http://www.boeing.com/commercial/customers/ups/747-8-767-order.page |access-date=March 10, 2018 |website=boeing.com}}</ref><ref>{{Cite news |date=February 8, 2019 |title=Fifty years on, Boeing's 747 clings to life as cargo carrier |work=Reuters |url=https://www.reuters.com/article/us-boeing-747-anniversary/fifty-years-on-boeings-747-clings-to-life-as-cargo-carrier-idUSKCN1PX17L}}</ref> The backlog then stood at 25 aircraft, though several of these were orders from airlines that no longer intended to take delivery.<ref>{{Cite news |date=October 27, 2016 |title=UPS orders 14 747-8 Freighters |work=Flight Global |url=https://www.flightglobal.com/news/articles/ups-orders-14-747-8-freighters-430814/}}</ref>

[[File:N863GT EHAM.jpg|thumb|right|[[Atlas Air]] 747-8F N863GT, the last Boeing 747 to be built and delivered]]
On July 2, 2020, it was reported that Boeing planned to end 747 production in 2022 upon delivery of the remaining jets on order to UPS and the Volga-Dnepr Group due to low demand.<ref>{{Cite news |last=Johnsson |first=Julie |date=July 2, 2020 |title=Boeing Quietly Pulls Plug on the 747, Closing Era of Jumbo Jets |work=Bloomberg |url=https://www.bloomberg.com/news/articles/2020-07-02/boeing-quietly-pulls-plug-on-the-747-closing-era-of-jumbo-jets |url-access=subscription}}</ref> On July 29, 2020, Boeing confirmed that the final 747 would be delivered in 2022 as a result of "current market dynamics and outlook" stemming from the [[COVID-19 pandemic]], according to CEO David Calhoun.<ref name="endofline">{{Cite web |last=Hemmerdinger |first=Jon |date=July 29, 2020 |title=Boeing slashes output, delays 777X to 2022 and confirms end for 747 |url=https://www.flightglobal.com/airframers/boeing-slashes-output-delays-777x-to-2022-and-confirms-end-for-747/139534.article |access-date=August 3, 2020 |publisher=Flightglobal}}</ref> The last aircraft, a 747-8F for [[Atlas Air]] registered N863GT, rolled off the production line on December 6, 2022,<ref>{{Cite news |last=Josephs |first=Leslie |date=December 6, 2022 |title=Boeing's last 747 has rolled out of the factory after a more than 50-year production run |work=[[CNBC]] |url= https://www.cnbc.com/2022/12/06/boeing-747-production-is-ending-with-shift-to-twin-engine-jets.html}}</ref> and was delivered on January 31, 2023.<ref name="NYT Jan2023">{{Cite news |last1= Chokshi |first1=Niraj |last2= Menghistab |first2=Meron Tekie |last3= Tamayo |first3=Jovelle |last4= Wasson |first4=Lindsey |date= January 31, 2023 |title=The Last Boeing 747 Leaves the Factory |language=en-US |work= [[The New York Times]] |url= https://www.nytimes.com/2023/01/31/business/last-boeing-747-plane.html |issn=0362-4331}}</ref> Boeing hosted an event at the Everett factory for thousands of workers as well as industry executives to commemorate the delivery.<ref>{{Cite web |date=January 31, 2023 |title=Boeing bids farewell to an icon, delivers last 747 jumbo jet |url= https://apnews.com/article/boeing-delivering-the-last-747-018b4b60e8d8a40aa5bf039c47d81a9a |access-date=February 1, 2023 |publisher=Associated Press}}</ref>