With last week's announcement of the 747-8 delay, got me to thinking. Just how many 747-400s are left to be delivered? Boeing originally intended to build 747-400s and 747-8s side by side on the production line in Everett, but decided a year ago to close out the -400 line before launching -8 assembly.
The last passenger -400 was delivered to China Airlines back in April 2005, leaving nine 747-400 freighters left for delivery.
After poking around a bit and triangulating some data, the remaining nine will go to four cargo operators: UPS (1), Nippon Cargo Airlines (2), Cathay Pacific (4) and LoadAir Cargo (2) of Kuwait. UPS and NCA will receive -400Fs and CX and LoadAir will receive -400ERFs.
The final -400, an Extended Range Freighter, is destined for LoadAir and will be the 1419th 747 built since 1968.
The last passenger -400 was delivered to China Airlines back in April 2005, leaving nine 747-400 freighters left for delivery.
After poking around a bit and triangulating some data, the remaining nine will go to four cargo operators: UPS (1), Nippon Cargo Airlines (2), Cathay Pacific (4) and LoadAir Cargo (2) of Kuwait. UPS and NCA will receive -400Fs and CX and LoadAir will receive -400ERFs.
The final -400, an Extended Range Freighter, is destined for LoadAir and will be the 1419th 747 built since 1968.
Moonm gives the pre-strike delivery schedule of the remaining 747-400's in the comment section of the following picture:
http://www.flickr.com/photos/moonm/2901093684/
Thanks for pointing that out. It looks like his list lines up with the delivery order - my list lines up with the line numbers.
Jon
No problem Jon. I wasn't trying to dispute your list, merely give everyone an idea of when these were originally supposed to be delivered. We might be able to add 2 months to these dates and get an estimate of the post-strike delivery schedule. Time will tell.
No worries, that list is really helpful though. It should give a decent gauge in terms of looking at the impact of the strike on 747 production.
Yes, perhaps 747-400 assembly will provide a general indicator assuming the direct strike impact is applied to each local production line. Only Boeing knows where the real post-strike (as opposed to self-inflicted) stress points are, and may choose to re-assign resources pragmatically to achieve the scenario of least embarrassment. That might mean adjusting local build rates in ways thqat are not a true direct consequence of the strike. Boeing must be juggling (possibly changed) customer requirements against, say, income from sales, not excluding consideration of late-delivery penalties or the enterprise of customers: airlines might try to renegotiate contracts to their own advatange by perhaps delaying delivery in exchange for a discount if that helps the OEM.