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BOEING 747-200

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B742
Aircraft
Name 747-200
Manufacturer BOEING
Body Wide
Wing Fixed Wing
Position Low wing
Tail Regular tail, mid set
WTC Heavy
APC D
Type code L4J
RFF Category 9
Engine Jet
Engine count Multi
Position Underwing mounted
Landing gear Tricycle retractable
Mass group 5


Manufacturered as:

BOEING E-4
BOEING 747-200
BOEING VC-25


BOEING 747-200

BOEING 747-200 BOEING 747-200 3D

Description

Long range, high capacity wide-body airliner. In service since 1971. Represents the first generation of 747 family. More powerful development of 747-100, with higher weight. Last aircraft was delivered in 1991. Boeing delivered 396 747-200. Approx. 360 remain in service in 1999. US mil. type: E-4 command post and VC-25 presidential transport. The B742 is member of the B747 family of aircraft.

Technical Data

Wing span 59.6 m195.538 ft
Length 70.6 m231.627 ft
Height 19.3 m63.32 ft
Powerplant 4 x P&W JT9D-7RG2 (243.5 kN) or
4 x GE CF6-50E2 (233.5 kN) or
4 x R-R RB211-524D4 (236.5 kN) turbofans.
Engine model General Electric CF6, Pratt & Whitney JT9D, Rolls-Royce RB211

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
Descent
(to FL100)
Descent (FL100
& below)
Approach
V2 (IAS) 173 kts IAS 220 kts IAS 300 kts IAS 300 kts MACH 0.82 TAS 495 kts MACH 0.84 IAS 290 kts IAS kts Vapp (IAS) 150 kts
Distance 3200 m ROC 1000 ft/min ROC 1500 ft/min ROC 1200 ft/min ROC 1000 ft/min MACH 0.84 ROD 1000 ft/min ROD 3000 ft/min MCS 250 kts Distance 1900 m
MTOW 374850374,850 kg
374.85 tonnes
kg
Ceiling FL450 ROD ft/min APC D
WTC H Range 68656,865 nm
12,713,980 m
12,713.98 km
41,712,532.839 ft
NM

Accidents & Serious Incidents involving B742

  • B742 / A320, Frankfurt Germany, 2006 (On 12 January 2006, an Air China Boeing 747-200 which had just landed at Frankfurt failed to correctly understand and read back its taxi in clearance and the incorrect readback was not detected by the controller. The 747 then crossed another runway at night and in normal visibility whilst an A320 was landing on it. The A320 responded by increased braking and there was consequently no actual risk of collision. The controller had not noticed the incursion and, in accordance with instructions, all stop bars were unlit and the RIMCAS had been officially disabled due to too many nuisance activations.)
  • B742 / B741, Tenerife Canary Islands Spain, 1977 (On 27 March 1977, a KLM Boeing 747-200 began its low visibility take-off at Tenerife without requesting or receiving take-off clearance and a collision with a Boeing 747-100 backtracking the same runway subsequently occurred. Both aircraft were destroyed by the impact and consequential fire and 583 people died. The Investigation attributed the crash primarily to the actions and inactions of the KLM Captain, who was the Operator's Chief Flying Instructor. Safety Recommendations made emphasised the importance of standard phraseology in all normal radio communications and avoidance of the phrase "take-off" in ATC Departure Clearances.)
  • B742 / B744, Chicago O'Hare IL USA, 1999 (On 1 April 1999, an Air China Boeing 747-200F which had just landed on and cleared runway 14R at Chicago O’Hare failed to follow its correctly read back taxi-in clearance and crossed the landing runway at night ahead of a Boeing 747 taking off. The latter rotated abruptly and banked away from the taxiing 747, missing it by an estimated 75 feet. It was found that the Air China aircraft had realised it was going the wrong way but had slowed rather than stopped taxiing with the nose of the aircraft past the runway centreline as it was overflown.)
  • B742, Brussels Belgium, 2008 (On 25 May 2008 a Kalitta Air B747-200F, which was departing Brussels on a cargo flight to Bahrain, overran Runway 20 at Brussels Airport, Belgium during a rejected take-off. The aircraft came to a stop 300m beyond the end of runway 20 and broke into three parts. The crew of four and one passenger safely evacuated from the aircraft and suffered only minor injuries.)
  • B742, Düsseldorf Germany, 2005 (On 24 January 2005, an Atlas Air Boeing 747-200F overran the end of the landing runway at Düsseldorf after runway braking action notified just prior to landing as medium due to snowfall unexpectedly deteriorated after the snowfall intensified. The overrun led to collision with ground obstacles and engines 2 and 3 caught fire. Escape slide malfunction at the forward left hand door led to an alternative non standard crew evacuation route being used. Significant damage to the aircraft resulted in it being declared a hull loss. The Investigation took almost 8 years to complete and publish.)
  • B742, Halifax Canada, 2004 (On 14 October 2004, a B742 crashed on take off from Halifax International Airport, Canada, and was destroyed by impact forces and a post-crash fire. The crew had calculated incorrect V speeds and thrust setting using an EFB.)
  • B742, Montreal Canada, 2000 (On 23 July 2000, a Boeing 747-200 being operated by Royal Air Maroc on a scheduled passenger flight from New York to Montreal overran the temporarily restricted available landing runway length after the aircraft failed to decelerate sufficiently during a daylight landing with normal on-ground visibility. It struck barriers at the displaced runway end before stopping 215 metres further on. Shortly before it stopped, ATC observed flames coming out of the No. 2 engine and advised the flight crew and alerted the RFFS. However, no sustained fire developed and the aircraft was undamaged except for internal damage to the No 2 engine. No emergency evacuation was deemed necessary by the aircraft commander and there were no occupant or other injuries)
  • B742, Stockholm Arlanda Sweden, 2007 (On 25 June 2007, a Boeing 747-200F being operated by Cathay Pacific on a scheduled cargo flight from Stockholm to Dubai had completed push back for departure in normal daylight visibility and the parking brakes had been set. The tow vehicle crew had disconnected the tow bar but before they and their vehicle had cleared the vicinity of the aircraft, it began to taxi and collided with the vehicle. The flight crew were unaware of this and continued taxiing for about 150 metres until the flight engineer noticed that the indications from one if the engines were abnormal and the aircraft was taxied back to the gate. The tow vehicle crew and the dispatcher had been able to run clear and were not injured physically injured although all three were identified as suffering minor injury (shock). The aircraft was “substantially damaged” and the tow vehicle was “damaged”.)
  • B742, en-route, Mount Galunggung Indonesia, 1982 (On 24 June 1982, a British Airways Boeing 747-200 lost power on all four engines while flying at night at FL370 en route from Kuala Lumpur to Perth. During the ensuing sixteen minutes, the aircraft descended without power from FL370 to FL120, at which point the flight crew were able to successfully restart engines one, two and four after which an en route diversion was made to Jakarta.)
  • B742, en-route, Penghu Island Taiwan, 2002 (On 25 May 2002, a China Airlines Boeing 747-200 broke up in mid air, over Penghu Island Taiwan, following structural failure as a result of an improper repair in 1980, which had not been detected by subsequent inspections.)
  • B742, vicinity Stansted UK, 1999 (On 22 December 1999, a KAL Boeing 747 freighter crashed shortly after take-off from Stansted UK, following an ADI malfunction.)