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Aviation History
1968
1968 - 0052.PDF
285 75 V AtJXtAil fcND LOADEt GROUND LINE- 186"x60.5"x64 (SIDE LOADED! 88" x 125' x88" (SIDE LOADED) BULK Convertible and Freighter 747s have a visor-type nose-opening (left). Right, comparison of fuselage cross-sections reveals the greater comfort and spaciousness of the nine-abreast layout in the 747 compared with the six-abreast 707. Later high-density 747s may have ten-abreast seating with seat and aisle widths more akin to those of the 707 BOEING 747 ... 58 FIRST CLASS SEATS AT 4V MIXED CLASS-BASIC 366 SEATS TOTAL 308 ECONOMY SEATS 9 ABREAST AT 34" " GALLEY76 DO°R ALL ECONOMY-OPTION 1 aiS 446 SEATS 9 ABREAST AT 34" Dp STORAGE | CROSS AISLE Above, typical mixed-class (top) and all-economy 747 seating layouts. Below, typical mixed- traffic layouts of the]J47 Convertible 5 PALLETS - 96" 630 CU FT EACH TOTAL - 3150 CU FT 125 *'J6 5 PALLETS 258/274 MIXED SEATS 58 FIRST CLASS SEATS AT 41" 200 ECONOMY SEATS AT 34" 9 ABREAST) 216 ECONOMY SEATS AT 34" (10 ABREAST) 12 PALLETS - 96" x 125" x 96"630 CO FT EACH 12 PALLETS TOTAL - 7560 CU FT 182/194 MIXED SEATS 18 FIRST CLASS SEATS AT 40" 164 ECONOMY SEATS AT 34" (9 ABREAST) 176 ECONOMY SEATS AT 34" (10 ABREAST) 18 PALLETS-96" x 125" * 96" 630 CU FT EACH 18 PALLETS TOTAL -11,340 CU FT 122/132 ECONOMY SEATS 122 ECONOMY SEATS AT 34" 9 ABREAST) 132 ECONOMY SEATS AT 34" (10 ABREAST) The first 747s have such an excess of volumetric capacity that profitability is expected with such diverse combinations of load as 30 passengers and 67 per cent underfloor cargo hold load factor (47,0001b), or 100 passengers (27 per cent load factor) and no cargo. Such flexi- bility could be the saving grace of the aircraft, subject to satisfactory solutions to complex situations that will arise at IATA tariff conferences. Boeing sees the optional passenger/ freighter role of the 747 family as vital for the long-term prospects of the type. The passenger role will obviously diminish in importance after 1974 with the advent of the company's own SST; and, because thai aircraft will be a very poor freighter, this side of the air trans- port business will become the prime objective of the 747. The 747 is expected to have an airfield performance almost identical with that of the latest 707. For any maximum pay- load sector the 747 FAR take-off field length is some 300ft less than that of the 707. The full benefit of Boeing's exten- sive high-lift flap technology has been applied to the triple-slotted area-increas- ing devices of the 747; the initial versions are scheduled on the basis of a Ci of 1.5. The short-haul 737 has an approach Ci of 1.6 and this could be feasible for later versions of the 747. Landing dis- tances of the 747 at full permitted weight are some 900ft more than those of the 707, but still well below those needed for take-off. Community noise- levels are some 10 per cent lower than those of the 7O7-32OB (see table, p. 53). The range of seating layouts, varying from a 366 seat mixed-class (308 nine- abreast economy and 58 first class) to a 490-seat (ten-abreast) all-economy interior, is outlined in the table. Boeing designed mechanical handling equipment for baggage and cargo comprises specially shaped containers for the underfloor holds, and rollers and drive wheels to go in the floor of the caibin to facili- tate loading of standard 8ft X 8ft pal- I
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