The Boeing 747 is a long-range widebody airliner that has dominated the skies for over fifty years. The four-engine aircraft, which features a unique half-double-decker fuselage, was the first airplane to be called a jumbo jet. It has become one of the most notable aircraft in the history of aviation, often called the “Queen of the Skies.”
However, since the aircraft was first introduced in the late 1960s, many of these aircraft have gotten too old for commercial operations. Even so, the aircraft has found a popular role with cargo airlines, with many aircraft still operating in freighter operations to this day. Lufthansa, Air China, Korean Air, Air India, Asiana, and Rossiya currently operate a Boeing 747 in a passenger variant. In total, about 50 Boeing 747s are still registered for passenger service, although fewer than 40 are actively flying, with most of the operators outside of North America. However, one Boeing 747-400 in a passenger configuration remains flying in the United States. Let’s take a closer look at this unique aircraft, as well as some of the other Boeing 747-400s flown by Atlas Air.
A Brief History Of The Boeing 747 Series
Photo: Airlinephoto l Shutterstock
In the early 1960s, the age of commercial jet transportation, specifically with the introduction of the Boeing 707 and the Douglas DC-8, revolutionized long-distance travel. However, several major airline customers, including Pan American Airways, expressed an interest in a new jet airliner that was over twice the size of the existing Boeing 707. Because of this, legendary aviation engineer Joe Sutter was tasked with designing a new aircraft, later designated the Boeing 747.
Pan Am was selected as the launch customer for this new aircraft, placing an order for 25 initial 747s. Boeing then had to develop a new production plant in Everett, Washington, that was capable of producing such a large aircraft. After a lengthy design process, Boeing rolled the first 747 out of its production facility on September 30, 1968. The first Boeing 747 conducted its maiden flight in February 1969, kicking off the extensive flight testing program.
Several delays were caused during the testing program, mostly due to the discovery of wing oscillation that required several redesigns and problems with Pratt & Whitney JT9D engines. However, the aircraft was eventually certified by the Federal Aviation Administration (FAA) in December 1969. It was later introduced by Pan Am on its popular New York to London route. Since then, Boeing has produced the 747 series from 1969 through 2023. The company manufactured over 1,500 total variants, flying for a wide variety of airlines around the world.
The Boeing 747-400 is one of Boeing’s most popular variants of the 747 series. This aircraft retained the same airframe as earlier 747 variants, but it featured more efficient engines and around 1,000 nautical miles (1,200 miles) more range. It was first introduced to the public at the Farnborough Airshow in September 1984.
The first Boeing 747-400 was rolled out of Boeing’s production facility in January 1988 and conducted its maiden flight in April of the same year. The FAA awarded the aircraft its type certification in January 1989. Northwest Airlines, the launch customer of the variant, officially introduced the first Boeing 747-400 into commercial service on February 9, 1989.
Boeing produced several configurations of the 747-400. Passenger variants were produced from 1988 through 2005. The airline also introduced a combi-configuration in 1989 and produced this variant through 2002. A more basic freighter configuration was produced from 1993 through 2009. In total, nearly 700 747-400s were manufactured by Boeing, as the aircraft also served as the inspiration for the 747-8 variant.
The Design Features And Performance Specifications Of The Boeing 747-400
The basic airframe of the 747-400 is similar to previous variants of the 747 family. However, Boeing also introduced wider and lighter wings that utilized winglets. This helped to increase its range and improved its takeoff performance. Many of the other major features remain the same as previous 747 variants, although Boeing implemented carbon brakes instead of steel brakes, which helped to save nearly 2,000 pounds of weight on the aircraft.
Like other 747 variants, the Boeing 747-400 can be powered by three different engine options. This includes the Pratt & Whitney PW4000, the General Electric CF6, or the Rolls-Royce RB211. These each provided the aircraft with around 60,000 pounds of thrust, depending on the variant. This helped the 747-400 to achieve the following performance specifications:
Length
231 feet ten inches
Height
63 feet eight inches
Wingspan
211 feet five inches
Maximum takeoff weight (MTOW)
875,000 pounds
Typical cruise speed
490 knots (564 miles per hour)
Range
7,285 nautical miles (8,385 miles)
Service ceiling
45,100 feet
Inside the cockpit, the 747-100 utilized a glass cockpit with CRT displays. It was powered by a Honeywell flight management computer (FMC) and a Rockwell-Collins central maintenance computer (CMC). Inside the cabin, Boeing made several upgrades, including new cabin sidewalls, heat-resistant paneling, and larger storage bins. This helped to achieve a maximum capacity of 660 passengers, although a typical 3-class layout could accommodate around 416 passengers.
Historical Operators Of The Boeing 747-400
Photo: Travers Lewis | Shutterstock
With nearly 700 Boeing 747-400s produced, the aircraft variant has seen the skies with a wide variety of operators. Historically, the aircraft was introduced by Northwest Airlines, which would later merge into Delta Air Lines, in 1989. Delta later inherited this fleet of 747-400s, although it eventually retired these aircraft from commercial service in 2017.
However, the aircraft saw success with commercial operators around the world. British Airways was once the largest operator of the 747-400, flying 57 different variants until it retired its final aircraft in 2020. United Airlines was another heavy operator of the 747-400. It utilized 44 different 747-400s, typically on trans-Pacific routes from its San Francisco International Airport (SFO) or Chicago O’Hare International Airport (ORD) hubs.
Several Asian operators flew the 747-400, including All Nippon Airways. Japan Airlines operated a small fleet of 747-400s, although it was once the largest Boeing 747 operator, including all other variants. Several other airlines flew the 747-400 for commercial operations, including the following operators:
Where The Boeing 747-400 Is Utilized Today
Photo: Daisuke Shimizu | Shutterstock
Currently, just 50 passenger-configured Boeing 747-400s are still in service, although just under 40 are currently listed as active. The largest operator of passenger 747-400s is Lufthansa, which flies eight of these aircraft on popular routes from Frankfurt Airport (FRA) in Germany. Rossiya is another large owner of 747-400s, although it actively flies just one of its variants.
Several Asian airlines still fly the 747-400 at a limited capacity. Air India retains four 747-400s, but currently flies just one, mostly on short domestic routes. Air China flies its last active 747-400 on domestic routes as well as high-demand segments, such as Beijing to New York. Asiana Airlines flies another 747-400 on dense regional routes throughout Asia. Other regions of the world have popular 747 operators. Mahan Air flies two 747-400s on busy domestic routes, while Saudia leases two 747-400s for seasonal operations.
However, in cargo operations, the 747-400 remains a valuable asset. Atlas Air is the largest operator of the aircraft type, flying nearly 50 different variants for both cargo and passenger charters. Additionally, UPS Airlines, Silk Way West Airlines, and Aerotranscargo each operate small fleets of the 747-400 for cargo operations. Cathay Pacific, Klitta Air, and China Airlines Cargo are other operators of the aircraft type, although, like most operators, many 747-400s in their fleets are gradually being phased out.
A Look At The Last Boeing 747-400 With A Passenger Cabin In The United States
Photo: KITTIKUN YOKSAP l Shutterstock
Currently, Atlas Air remains a major operator of the Boeing 747-400. Overall, the company operates five different Boeing 747-400s that have the ability to transport passengers. However, only one of these is configured with a high-density charter configuration, which is used to serve passenger missions, making it the last of its kind in the United States. The other four aircraft are configured for VIP or large-group charters and have been reconfigured from past passenger operations. The remaining four aircraft are N263SG, N322SG, N480MC, and N481MC.
However, the final passenger-configured Boeing 747-400 flown by Atlas Air is registered as N482MC. According to ch-aviation, this aircraft has a manufacturing serial number of 32340. It was also first delivered in June 2001, making it approximately 24.21 years old. This aircraft is also configured to accommodate 375 economy passengers, 66 premium economy passengers, and 14 business class customers, reaching a total of 455 passengers.
This aircraft was first ordered by Virgin Atlantic in November 2000. According to ch-aviation, the aircraft conducted its first flight in June 2001, before being delivered to the airline on June 18, 2001. Virgin Atlantic, which registered the aircraft as G-VROY, flew the aircraft from June 2001 through January 2021. However, Atlas Air acquired the aircraft in January 2021 and has flown the aircraft for high-density passenger operations ever since.
The Boeing 787 Dreamliner (specifically the Boeing 787-9 variant) is currently the most popular widebody aircraft on the market. It was built to replace the Boeing 767, complement the Boeing 777, and compete with the Airbus A330 (now A330neo) and the A350 that entered service four years after the Dreamliner. It also helped to doom the Airbus A380 as well as the Boeing 747-8i.
Even though Boeing slashed production of the 787 during the pandemic by shutting the assembly line in Seattle, it is currently being delivered in higher numbers than other widebody aircraft. Boeing is also working to expand its production in North Charleston, South Carolina, and ramp up production. Here is what to know about the Boeing 787’s deliveries in 2025 and beyond.
The Number Of Boeing 787s Delivered By Mid-2025
Photo: eric1207cvb | Shutterstock
As of mid-2025, Boeing’s records show it has a total unfulfilled backlog of 993 Boeing 787s on order from a total of 2,199 firm orders. This has made the Boeing 787 the best-selling widebody aircraft in history. But while Boeing wins that accolade, Airbus’ A320 family is the best-selling commercial jet in history and is becoming the most delivered commercial jet.
When it comes to deliveries, Boeing has delivered 399 of its 787-8 variant Dreamliners, 681 of its mid-sized 787-9s, and 126 of the 787-10s. That is a total of 1,206 Boeing 787s delivered since the first example entered service in 2011. While the rival Airbus A350, which entered service in 2015, has proven to be a popular aircraft, the Dreamliner has continued to outperform it in both orders and deliveries. A total of 1,428 A350s have been ordered, of which 669 have been delivered.
Orders for the Dreamliner continue to roll in, and in 2025, Boeing has amassed a total of 243 new orders for its Dreamliners. These are thanks in large part to Qatar Airways, which ordered 120 new 787s, while British Airways and Korean Air have also placed substantial orders. All orders have been for its 787-9 and 787-10 variants, and none are for the 787-8.
Boeing’s Past Dreamliner Delivery Rate
Photo: Peter Krocka | Shutterstock
Before the pandemic, the Boeing 787 was delivered in much larger numbers. Boeing was building them in both Everett in Seattle, and in North Charleston. In 2019, the last “normal” production year for the Dreamliner, Boeing delivered a total of 158 aircraft. In 2020, that dropped to just 53 and to only 14 examples in 2021. In the pandemic, Boeing shut down its Seattle assembly line for the 787.
In 2022, deliveries recovered somewhat to 31 examples and grew to around half the prepandemic rate of 73 in 2023. 2024 was another bad year for Boeing deliveries, with its total deliveries falling back to just 348 commercial aircraft (Airbus delivered 766 that year). In 2024, Boeing delivered 51 Dreamliners, although it has delivered 45 by mid-year 2025.
Boeing 787 Dreamliner deliveries by year since 2019 (per Boeing)
2019
158
2024
51
2020
53
2025 (mid-year)
45
2021
14
2025 (estimated)
75-80
2022
31
Planned end of 2025 rate
84 (seven per month)
2023
73
Total delivered (mid-2025)
1,206
While 2019 was the last “normal” production year for the Dreamliner, 2018 was the last “normal” year for Boeing’s commercial aircraft overall. In 2019, the second Boeing 737 MAX crashed, and Boeing’s deliveries have not recovered since. From 2015-2017, Boeing delivered between 748 and 763 aircraft, rising to 806 in 2018. Since then, the most it has delivered was in 2023, when it shipped 528 aircraft.
At the start of 2025, Boeing projected deliveries of 75 to 80 Dreamliners in 2025. That number includes both new-build jets and those currently in inventory that it has been unable to deliver. At the start of 2025, Boeing had an estimated 25 Boeing 787s built in previous years but stored before delivery. If those jets are delivered, then Boeing’s 2025 production would be 50-55 new aircraft.
787 orders and deliveries per Boeing mid-2025
Boeing 787-8
Boeing 787-9
Boeing 787-10
Total
Total number ordered (per Boeing, may include orders later canceled)
In 2019, Boeing was delivering the Dreamliner at a rate of 14 per month; by the start of 2025, that was just five per month, with plans to increase it to seven per month. Even so, that is only half of the pre-pandemic levels. Part of the issue is that Boeing is trying to restore its world-class quality control to its aircraft to ensure things like the Boeing 737 MAX crashes and the Alaska Airlines door plug blowout don’t happen again.
Leeham News says that when the expansion is finished in 2028, Boeing will have the capacity to reach a rate of 16 per month. If Boeing could deliver the aircraft at a rate of 16 per month, that would translate to 192 aircraft a year.
Story Of The Boeing 787-8
Photo: Minh K Tran | Shutterstock
The Boeing 787-8 was the first to debut, and it attracted a large percentage of the orders. However, the 787-9 hit the market in 2014, and since then it has attracted more orders, with new orders for the Boeing 787-8 drying up over time. Boeing only has 28 orders for the 787-8 remaining on its order book, over half (15) of which are for Emirates.
Since 2020, Boeing has only recorded eight new orders for the 787-8 variant. This suggests that the Boeing 787-8 may soon go out of production. Increased Dreamliner production means more 787-9s and 787-10s and not 787-8s. One of the reasons why the 787-9 is more popular is that the wings are better optimized for that variant than the 787-8 or 787-10.
Boeing 787-8
Boeing 787-9
Boeing 787-10
Range
7,305 nautical miles
7,565 nautical miles
6,330 nautical miles
Typical 3-class seating
248
296
336
Length
186 feet
206 feet
224 feet
The 787-9 is the longest ranged variant with a range of 7,565 nautical miles, compared with the 787-8’s 7,305 nautical mile range and the 787-10’s reduced 6,330 nautical mile range. The 787-8 is being outcompeted by both the 787-9 and the cheaper-to-operate but still large and long-range Airbus A321XLR. The A321XLR comes with a range of 4,700 nautical miles.
Boeing 787 Dreamliner Production To Recover By 2028
Photo: Mehdi Photos | Shutterstock
After a decade-long dip in production due to the pandemic and lingering concerns with Boeing’s quality controls, the Dreamliner appears set to meet and even exceed its previous delivery rates around 2028. In 2025, the Dreamliner’s deliveries will remain around half that of pre-pandemic numbers but above that of 2024.
The 2025 final delivery rate will hinge to some degree on when Boeing can move the already-built Lufthansa Dreamliners and any others it has lying around. The future appears bright for the Dreamliner (except the 787-8) with large numbers of orders continuing to be placed and Boeing looking to restore its previously high levels of production. One of the major areas of uncertainty for the Dreamliner and Boeing aircraft in general is the ongoing trade war.
Both Boeing and Airbus are part of the supply chain integrity coalition, which aims to change how parts are tracked from the production line to the boneyard.
Credit: Sean Broderick/Aviation Week Network
Aviation office bookshelves are stacked with issue-specific reports developed by groups of industry experts and anchored by recommendations about how to make meaningful improvements. In most cases, the final product comes out, and the experts move on, leaving others to tackle the recommendations—and…
Senior Air Transport & Safety Editor Sean Broderick covers aviation safety, MRO, and the airline business from Aviation Week Network’s Washington, D.C. office.
Supply Chain Integrity Coalition Shifts Gears is part of our Aviation Week & Space Technology – Inside MRO and AWIN subscriptions.
Subscribe now to read this content, plus receive full coverage of what’s next in technology from the experts trusted by the commercial aircraft MRO community.
Already a subscriber to AWST or an AWIN customer? Log in with your existing email and password.
The Airbus A330-800neo is one of two variants in the Airbus A330neo family, with the other being the A330-900neo. The A330neo is an upgrade over the original A330 variants, with new engines, updated wingtips, interior improvements, and software upgrades. The A330-900, directly succeeding the A330-300, has proven effective and has even found love in the United Statesat Delta Air Lines. Contrastingly, the A330-800 has been shunned in the US.
In some ways, you can consider the start of the A330neo to be the original A350 program. To compete against the Boeing 787, Airbus took the A330 family and added new engines along with a carbon-composite wing and a new cockpit. Airlines largely rejected the concept, prompting Airbus to create a clean-sheet aircraft, the A350 XWB, and move up in size. The A330neo was developed in the 2010s to slot underneath the A350 in price and capability.
The Airlines That Don’t Want The Airbus A330-800
Photo: Dirk Daniel Mann | Shutterstock
The A330-800 is Airbus’s smallest widebody, and given that the US is home to more Boeing 767s (a similarly-sized twinjet) than any other nation in the world, you’d expect the European manufacturer to make significant efforts to sell this jet here. However, Airbus hasn’t sold a single A330-800to a US airline. This is especially surprising considering that the prior A330-200 has been reasonably successful in the country, being operated by Delta, Hawaiian, and, previously, American Airlines.
United Airlines currently flies 53 aging Boeing 767s, but has committed to the 787 to replace these planes. Hawaiian Airlines, a current A330-200 operator, ordered Boeing 787-9s to replace its Airbus widebodies, although these planes are now slated to remain in service while the Dreamliners get transferred to Alaska Airlines. For American Airlines, meanwhile, its 767 and A330 fleets were fully retired during the COVID-19 pandemic, with the 787 serving as their replacement.
Only four airlines in the US operate passenger widebodies in scheduled service, and by and large, they have opted for the similarly sized Boeing 787. This is despite the fact that these planes are replacing the Boeing 767 or Airbus A330, which are optimized for medium-haul routes, similar to the Airbus A330neo. Notably, Hawaiian Airlines formerly held orders for six Airbus A330-800s, but cancelled them in favor of the Dreamliners.
Why Delta Air Lines Isn’t Buying Them
Photo: Minh K Tran | Shutterstock
Delta Air Lines is the largest operator of the Airbus A330-900 in the world and the largest operator of the A330 series as a whole. It operates 11 A330-200s, 31 A330-300s, and 37 A330-900s with two more on order, but has never ordered the A330-800, and has not announced plans to obtain more A330neos. What’s surprising is that the A330-900s were slated to partially replace the Boeing 767-300ER fleet, an aircraft significantly smaller than the A330-900.
You’d expect Delta to replace these aircraft with the A330-800, given that it would be far closer in size to the 767. However, going with the larger A330-900 instead was a conscious choice. Delta is looking to upgauge its entire network, replacing A320s and 737s with A321neos and 737 MAX 10s, while 767s are to be replaced with larger widebodies. Delta is looking to lower per-seat economics, and larger aircraft variants are cheaper to operate per-seat than smaller variants.
Aircraft Types In Service With Delta
Aircraft Types On Order By Delta
Airbus A220-100
Airbus A220-300
Airbus A220-300
Airbus A321neo
Airbus A319-100
Airbus A330-900
Airbus A320-200
Airbus A350-900
Airbus A321-200
Airbus A350-1000
Airbus A321neo
Boeing 737 MAX 10
Airbus A330-200
Airbus A330-300
Airbus A330-900
Airbus A350-900
Boeing 717-200
Boeing 737-800
Boeing 737-900ER
Boeing 757-200
Boeing 757-300
Boeing 767-300ER
Boeing 767-400ER
Delta only has two A330-900s left on order. It’s expected that at least part of its remaining A350 order will displace existing A330-900s that can replace the remaining 767-300ERs, which would again be a system-wide upgauge. Meanwhile, it’s been heavily speculated that the Atlanta-based carrier is looking to order Boeing 787-10s. With a possible delivery date in the early 2030s, these could replace older A330s and the Boeing 767-400ER, while also being a significant upgauge over both types.
Why The Airbus A330-800 Is Not Selling
Photo: Markus Mainka I Shutterstock
In the US, Delta is looking to upgauge its entire network, while other carriers are focusing on the Boeing 787. However, the A330-800 has also sold poorly around the world, with only eight total orders, while the A330-900 has received nearly 440. Seven have already been delivered: four to Kuwait Airways, two to Uganda Airlines, and one to Air Greenland. One more example is reported to have been ordered in an executive configuration.
The A330-800 is a direct replacement for the Airbus A330-200, which, in Delta’s premium-heavy configuration, seats 223 passengers. At the other end of the spectrum, Hawaiian’s leisure-focused A330-200s seat 278. With the new winglets and more efficient Rolls-Royce Trent 7000, the A330-800 now has a range of 8,100 NM (15,000 km) at a Maximum Takeoff Weight of 251 tonnes, and this is the issue.
The A330-200 that the A330-800 is based on was developed as a shrink of the original A330-300 (replaced by the A330-900). As such, the A330-200/800 is more expensive to operate per-seat than its larger counterparts. In the past, the A330-200 sold due to its additional range, but as the A330-300 grew more capable, sales for the A330-200 dried up. With the A330-900 now having up to 7,350 NM (13,600 km) of range, almost no airline is willing to sacrifice economics for the extra miles.
The Decline Of Short-Fuselage Variants
Photo: Wirestock Creators | Shutterstock
In airliner design, manufacturers typically create the base design (Airbus A320, Boeing 757-200, Airbus A330-300, Boeing 777-200), then they will either shrink the fuselage (Airbus A319, Airbus A330-200) or stretch the fuselage (Boeing 757-300, Boeing 777-300). Shrinking typically results in a more capable plane with higher per-seat costs, while a stretched variant boasts the best per-seat costs but also has less range.
Manufacturers don’t always develop their aircraft in this manner (both Airbus A350 variants are optimized for their size), but this is typically how commercial aircraft are designed. This approach generally proved successful, as the A330-200 made up 46% of passenger A330ceo sales, while the A319, A320, and A321 were all popular. For first-generation A320 variants, only the A318 was a sales flop, with this variant being a shrink of a shrink.
Today, however, the A330-800 is far from the only reengined shrink that’s been unpopular. The A319neo has only received 57 orders, while slightly over 300 orders have been received for the Boeing 737 MAX 7. The 777-8’s development has been paused, and even sales for the Boeing 787-8 have slowed down dramatically. As the larger version of an airliner becomes more capable, such as during a re-engine program, demand for the shrink disappears.
Why Airbus Doesn’t Care About Selling A330-800s
Photo: EA Photography | Shutterstock
From a manufacturer’s position, a shrink allows you to capture a broader segment of the market by addressing the shortcomings of the original model. However, such jets are priced lower than a larger model, but cost practically the same to produce, thereby generating lower profit margins. Manufacturers prefer to sell larger variants whenever possible, as they generate the highest profits.
When significant demand exists for a smaller aircraft that is more capable, manufacturers will price it competitively. The sale price is a significant component in whether an airliner wins an order, and, as such, selling an A330-200 may have yielded lower profits than an A330-300 in the past, but this was still preferable over losing an order to the Boeing 767.
With the A330-800, however, airlines aren’t lining up to buy it, and Airbus spent little on developing it. The A330-900 captures nearly all of the market, and this variant generates higher profit margins. As such, Airbus is incentivized to price the A330-900 competitively, while the A330-800 has low demand and generates lower profits, so Airbus likely budges little on pricing. This lowers demand for the A330-800 even further, but Airbus would still rather sell more A330-900s.
The Bottom Line
The Airbus A330-800 has been sold to three airlines. This is the only widebody in Air Greenland’s fleet and is used for flights to Copenhagen, directly replacing an Airbus A330-200. For Kuwait Airways and Uganda Airlines, the type serves as a small, efficient, cheap widebody that has incredible capability. Kuwait Airways also operates the A330-900, making it easier for the airline to integrate it into the fleet.
While the A330-800 has so far proven a sales dud, Airbus is not focused on the variant’s individual orderbook. Rather, Airbus aims to make money on the A330neo program as a whole, and selling more A330-900s appears to be a winning strategy for the European planemaker. As such, the A330-800 will likely go down as one of the industry’s rarest birds, similar to other reengined shrinks like the Airbus A319neo.
Lufthansa
Delta Air Lines
Air China
