747 800 cruise speed

Ask the Captain: Boeing 747 is still the fastest passenger plane

Question: What is the fastest airliner and how fast does it fly?

— submitted by reader James Kriplean, Knoxville, Tenn.

Answer: The Boeing 747 can cruise at 92% of the speed of sound, Mach .92. It is very rarely flown at this speed due to the increased fuel burn required. Most modern jets fly around 80% of the speed of sound, Mach .8.

Q: There’s a lot of coverage about the inevitable death of the 747 because it is too costly to operate a four-engine aircraft. Why can't engine manufacturers come up with an engine similar to those on the more fuel-efficient aircraft?  For example, producing a version of the engine that is on a 777 to propel the 747?

— Randy, Phoenix

A: The total thrust required is the key, not the number of engines. A 777 engine may be equal to two 747 engines, but the wing is not designed to take such a large engine in one place.

The 747 originally flew in 1969; in those days it took four engines to power it. Therefore, the design was centered on four engines. Since then, engine technology has improved, making more powerful engines common. However the design limitations remain for the 747. The 777, a twin engine airplane, can fly almost as many people, almost as far as a 747, but it was designed thirty years later.

It may be possible to re-engine a 747 to a twin but I have not heard of an economical way.

Q: If the 747-8i could be built with only two Trent 1000 engines, would it sell?

— Joaquin Fraginal, BGC Taguig

A: I believe if Boeing thought a two engine B747-8 would sell, they would build it. Large airplanes are very difficult to sell because of the high initial cost and high cost of operations. Twins like the B777 and A350 provide more economic operations.

Q: It saddens me to see the near-disappearance of the Boeing 747 from active duty. I have always thought of it as the most beautiful aircraft. Are there any planes out of service that you miss?

A: Recently I had the opportunity to fly on three 747s to Europe. It was a pleasure to experience one of the icons of aviation. The 747 revolutionized air travel. I too will be sad to see them retired.

The 727 was a classic. Not many left flying but it remains a beautiful airplane.

My favorite “out of service” airplane has to be Concorde.

Ask the Captain: What's the fastest you've ever flown?

John Cox is a retired airline captain with US Airways and runs his own aviation safety consulting company, Safety Operating Systems.

Boeing: 747 Design Highlights

Technologically advanced.

The new 747-8 Intercontinental features the newest engine and wing combination in the industry, new advanced materials, and an updated flight deck for better performance with a small environmental footprint.

• Second Generation Flexible Wing Design New fully integrated raked wingtips
• More Passengers - More Payload 2 pallets forward and 2 LD-1/LD-3s aft 66 additional seats
• NEW - New GEnx-2B Engines Cleaner, quieter, more fuel efficient
• NEW - Wing 68.4 m (224 ft 5 in) span Fly-by-wire spoilers and outboard ailerons New technology airfoils
• ENHANCED - Flight Deck New capabilities for more efficient flight Same type rating as 747-400
• NEW - Landing Gear New materials New wheels, brakes & tires

• NEW - Advanced metal alloys More damage resistant More corrosion resistant
• NEW - Dreamliner-inspired interior Sculpted ceilings Dynamic LED Lighting Larger Stow Bins Flowing grand staircase
• NEW - New Krueger flaps
• 100% - Digitally integrated airplane
• Improved - Environmental Control System
• NEW - 10 bunk overhead crew rest

Flight Deck

State-of-the-art flight deck.

747-8 Pilot Commonality Adds Value      

Flight deck and training commonality enable mixed fleet operations

Flight deck commonality among Boeing twin-aisle airplanes reduces the training time that pilots need to transition between different models and facilitates mixed-fleet flying, which lets operators use a single pilot pool for all three jets. Mixed-fleet flying also increases crew productivity by making it possible for airlines to operate with fewer pilots.

The 747-8 has the same pilot-type rating as other 747s and uses the same simulator, which minimizes pilot training time and operator costs.

• 4 AIRPLANES
• 21 DAYS FULL-TRANSITION
• 17 DAYS STAR TRANSITION

The 747-8 wing design is the product of thousands of hours of study using the latest in computational fluid dynamics validated in the world’s most sophisticated wind tunnels. Based on that study, designers produced a wing with improved aerodynamics and greater fuel capacity without compromising speed. With a cruising speed of Mach 0.86, the 747-8 is as fast as any commercial airplane today.

Double Slotted Flaps Inboard Single Slotted Flaps Outboard

• Improves performance and reduces noise
• New supercritical design for high speed and high efficiency

Raked wingtip

• Reduces aerodynamic drag

New Gapped Kreuger Flaps

• High lift gapped configuration

New State-of-the-Art GEnx Engine

• Propulsion GE Engine
• Propulsion Nacelle

The 747-8 Intercontinental and 747-8 Freighter incorporate the GEnx engine—one of the cleanest, quietest, and most fuel-efficient turbofan engines in the world. It is based on the 787 Dreamliner engine, but optimized for the 747-8. The GEnx incorporates the latest materials and design to improve performance, reduce maintenance, minimize fuel consumption, and ensure compliance with environmental regulations now and years into the future.

• Inlet Liner

The nacelle is fitted with a sound-absorbing inlet liner to reduce fan noise.

The engine is equipped with dual chevrons - one on the exhaust nozzle and a second on the nacelle - an advancement that reduces noise during takeoff and that is unique to the 747-8

Proven Materials

The 747-8 extensively incorporates new generation aluminum alloys—the same as those on the 777—and graphite composites in the flaps, spoilers, nacelles, and rudder. The materials are more durable and better able to resist corrosion and damage, which reduces maintenance and increases the time an airplane is available and productive. They’re also lighter, which helps minimize airplane weight. A lighter aircraft is more efficient, consumes less fuel, costs less to maintain, and is subject to lower weight-based navigation and landing fees.

Passenger Experience

Luxury elevated.

Architectural Features

• Spacious Stowage
• Touch Points
• LED Lighting
• Entryway/Stairs

The new larger pivot bins provide space for four full sized roll-aboard bags. Giving every passenger room for their items. Larger bins, but without any loss of head room, because these bins store into the ceiling and out of the way. These also come with new latches that make opening and closing faster and easier.

Touchpoints

• Designed for easier human interaction
• Consistent and thoughtful detail design throughout the passenger cabin

The spacious, comfortable look and feel of the cabin is further enhanced by soft LED lighting, thoughtfully balanced for leisure, work or rest. The lighting can gently simulate a full flying day for longer flights, gradually changing through a spectrum of lighting from day into night. Because LED lights have no filament, they last 10 to 20 times longer than the incandescent lights that are used on airplanes today. The LED lighting also generates less heat than conventional cabin lighting.

• Meal Service

Redesigned Staircase Brighter, Open, Welcoming

A dramatic staircase at the main passenger entrance imparts a gracious welcome and draws the eye upward, creating an impression of ample, open space.

• First Class
• Business Class

The 747-8 features an exclusive, private first class section at the front of the main deck cabin highlighted by a unique, near-forward view. First class passengers enjoy a serenely relaxing architecture, free from any distracting through traffic, while being intimately connected to the flying experience. With innovative Dreamliner-inspired cabin enhancements, the 747-8 improves on the already highest-rated first class experience in the industry.

Business class passengers onboard the 747-8 will enjoy the exclusive "private jet" experience of the new, extended upper deck.  A new elegant staircase welcomes the premium passenger to the latest evolution of the industry’s highest-rated business cabin. This more spacious premium seating area is ideal for relaxation or work, free of unwanted interruptions while still offering personal attention. The Dreamliner-inspired upper deck design philosophy connects the passenger to an enjoyable and exclusive flying experience.

Environment

• Quieter for the community
• Quieter at Heathrow
• Quieter at Narita

Reducing the noise of our new airplanes is a priority at Boeing, and the 747-8 is a notable example of our success. Noise-reduction technology on the 747-8 includes a GEnx engine with a high bypass ratio that decreases noise in the surrounding community. Dual chevrons and a sound-absorbing liner on the nacelle diminish noise during takeoff, and simplified flaps on the wing trailing edge reduce noise during landings. The 747-8 is 15 decibels quieter than the Stage 4/Chapter 4 noise limit that ICAO established for aircraft certified after 2006.

Quieter at Heathrow 6,000-nmi mission takeoff

Communities near airports know that decreasing the noise created by airplane arrivals and departures is an important measure of environmental performance. The 747-8 has significantly improved that measure, reducing its noise footprint by more than 30 percent compared with that of the 747-400. The 747-8 also meets the stringent noise standards for takeoff and landing at Heathrow Airport, where it will be allowed to operate 24 hours a day. Under the airport’s quota count (QC) system, the airplane is classified as QC1 for arrivals and QC2 for departures, giving operators the flexibility to schedule flights without curfew restrictions.

Quieter at Narita 6,000-nmi mission takeoff

Cleaner for the Community

Emissions such as hydrocarbons, carbon monoxide, smoke, and nitrogen oxides affect air quality near airports. The 747-8 performs substantially better than all 2008 emissions standards established by the International Civil Aviation Organization (ICAO) Committee on Aviation Environmental Protection (CAEP). Most significantly, the GEnx combustor dramatically reduces the airplane’s emissions of nitrogen oxides, which fall 52 percent below ICAO limits and well below the more stringent limits anticipated in the future. Airlines can be confident that the 747-8 will meet environmental requirements for many years to come.

747-8 Fuel Efficiency Means Lower CO2 Three-class seating, 6,000-nmi (11,110 km) trip

Conserving fuel is not just an economic advantage; superior fuel efficiency means lower emissions. For each kilogram of fuel saved, three fewer kilograms of carbon dioxide are produced. Per-seat-kilometer, the carbon dioxide emissions of the 747-8 are significantly lower than those of its predecessor.

Boeing Commitment

Building airplanes to be clean and quiet simply makes good economic sense. Airplanes that use fuel more efficiently cost less to operate and give airlines greater access to markets that are subject to increasingly stringent environmental regulations.

Boeing is committed to building airplanes that meet future environmental standards. Working with engine manufacturers and fuel  producers, Boeing will promote development of more efficient propulsion systems and cleaner fuels. In cooperation with air traffic authorities, Boeing will pursue more efficient operating procedures to reduce airplane fuel consumption and carbon dioxide emission-on the ground and in the air.

of research

improvement

ISO 14001 certification planned for all manufacturing sites.

Our environmental commitment spans the entire life cycle of our jetliners—from the offices where airplanes are designed, through the manufacturing process, to the operation and maintenance of the airplane in commercial service, and ultimately to the recycling of resources from retired aircraft. As a recognized Lean+ innovator, Boeing Commercial Airplanes has or will achieve certification for all manufacturing sites under stringent ISO environmental management standards.

Economy and Performance

The New 747-8 The heart of the large airplane market

World's Fastest Commercial Jet

Profitability

• Class by Itself
• Lower Fuel Cost
• Lower Cash Operating Costs

The New 747-8 is in a Class by Itself Three - Class Seating

The 747-8 is the only passenger airplane in the 400- to 500-seat market, providing airlines the right capacity for a flexible and thus more profitable fleet.

Additional Seats and Cargo Volume The 5.6-m stretch offers 66 additional seats and 16% more cargo volume.

Lower Fuel Cost The 747-8 consumes less fuel per trip and less fuel per seat.

The 747-8 incorporates breakthrough technology—the GEnx engine, a wing design with better performance, and lighter alloys and composites—that substantially reduces fuel consumption.

The 747-8 has better fuel economy than any large airplane in service today. Per seat, its fuel efficiency is 16 percent better than that of the 747-400.

Lower Cash Operating Cost 15% lower cost per seat, similar cost per trip — more efficient, less risk

The 747-8 has lower operating costs than any passenger airplane—of any size— in service today.

Superior structural efficiency and its benefits—less maintenance, fewer and smaller weight-related fees, and better fuel economy— reduce trip costs. Lower trip costs boost profit margins and reduce operators’ business risk during periods of economic volatility and in markets with fluctuating demand.

The 747-8 also has significantly better seat-mile costs than for the 747-400. Lower costs per seat-mile translate into higher profit margins for operators.

Commonality

747-8 Approved at More Than 271 Destination Airports In-service at 168* Airports World Wide

Key geometric similarities between the 747-8 and other airplanes in the 747 fleet—such as engine, span and the wheeltrack width—mean that airports need not modify runways for the new airplane. Every airport that accepts a 747 today can accommodate the 747-8. With over 900 747s flying to more than 200 cities around the world, airlines and airports are ready for the 747-8.

Characteristics

Cargo Arrangement

Technical parameters

The Boeing 747 is a four-engine, wide-body airliner designed for long flights. It made its maiden flight on 9 February 1969 and was put into commercial service on 22 January 1970 by Pan Am.

The Boeing 747 is known mainly in versions for passenger transport in three classes, but its pure cargo variants are also popular. Production of the machine was terminated in 2022, so the model was produced for a total of 54 years. During that time, a total of 1,572 units were built in Boeing’s workshops.

technical parameters Boeing 747

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How Fast Does A Boeing 747 Fly? Takeoff & Landing Speed

By Ken Hyde

Last updated: March 5, 2024

Most people probably picture military planes and private jets when they think of fast aircraft. Still, commercial airplanes, such as a Boeing 747, are also capable of extremely high speeds. So, what is the speed of a 747 at takeoff? Let’s find out together in this post, shall we?

In this article:

How fast does a boeing 747 fly.

As the fastest wide-body airplane in the world, the Boeing 747 can take off at 160 kts (184 mph) and cruise at an astonishing 660 mph (Mach 0.86 ). Meanwhile, the 747’s setting chosen will determine the approximate speed to land—between 145 and 150 kts (166 and 172 mph) .

For the optimum flying characteristics, Boeing has optimized the design. Additionally, the fuselage has been modified to provide the commercial aircraft with the best conditions possible for effective flying behavior. 

\With contemporary engines, it significantly outperforms several rivals. There is room on the passenger plane for 416 to 660 people.

How Boeing 747 Achieve Its Speed

Engine model.

The reason for the Boeing models’ ability to achieve its cruise speed majorly came from the GEnx engine. It is among the world’s most fuel-efficient, quietest, and cleanest turbofan engines. 

This engine is installed on several 747 models, such as the Boeing 747-8 Intercontinental and 747-8 Freighter. Although this component is tuned for the 747-8, its foundation is the 787 Dreamliner engine.

The most recent design and materials are included in the GEnx to enhance performance, lower maintenance costs, and consume less fuel. Additionally, it also guarantees adherence to environmental rules both today and in the future.

Jet Streams

The Boeing 747 utilizes jet streams, a natural occurrence, in addition to its strong engines. The swift, high-altitude air currents known as jet streams move all over the planet. Pilots may harness their energy to increase speed and fuel efficiency by maneuvering these strong air currents wisely.

The Boeing 747 can increase its velocity by using these jet streams because of its capacity to fly at high altitudes. Pilots use meteorological data to meticulously arrange their itineraries so they can air travel on these unseen sky lanes. In addition to cutting down on journey time, this deliberate usage of jet streams increases the Boeing 747’s overall speed and efficiency.

Its aerodynamic design, particularly its wing, makes the 747 quicker than other aircraft. To minimize drag and increase speed, the 747’s huge wings have a 37.5-degree high sweep angle.

In addition to being long and thin, the wing’s high aspect ratio increases lift and lowers fuel consumption. Plus, the wing comes with a supercritical airfoil, decreasing drag at high speeds by delaying the introduction of shock waves and having a downward slope at the trailing edge.

Frequently Asked Questions

Has a 747 go supersonic.

No. For example, the 747-100 was tested to nearly breach the sound barrier. Air Force One and other 747s have come close to breaking the sound barrier yet have never managed to do so. Therefore, it’s unlikely that we will ever discover if Evergreen’s 747-100 truly achieved supersonic aircraft flight.

What Is The Lowest Speed That A 747 Can Fly At?

Considering its landing speed, a Boeing 747 typically lands at between 140 and 160 knots. Still, notice that weight , configuration, and meteorological circumstances are some of the variables that determine a Boeing 747’s lowest possible speed.

How Long Can A 747 Fly Without Engines?

It depends on the model and configuration. For example, the Boeing 747-200 can glide up to 150 km (93 miles) at cruising speed and 10,000 m (33,000 ft) altitude in the event of an engine failure. Keep in mind that this only happens if certain parameters are met, such as minimum fuel capacity and minimal payload.

The Bottom Lines

Now you know the cruise, landing, and takeoff speed of a 747. The plane soars through the air at extraordinary speeds thanks to a combination of strong engines, clever utilization of jet streams, and aerodynamic brilliance. This renowned Boeing commercial airplane not only represents the peak of commercial aviation engineering but also enthralls us with its breathtaking speed as it easily travels great distances.

Ken W Hyde is the founder of The Wright Experience™ . He is passionate about antique airplanes and has restored many of the Wright brothers' planes, including the 1918 Curtiss Jenny and the 1903 Wright Flyer . He is also a pilot and mechanic who has worked for Capital Airlines, Bendix Corporation, and American Airlines.

1 thought on “How Fast Does A Boeing 747 Fly? Takeoff & Landing Speed”

Very helpful information, should have mentioned recent trouble with door plugs ❗

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Boeing 747-8.

Seat maps Boeing B747-8

Sample illustration b747-8 (8 first / 80 business / 32 premium economy / 244 economy).

Seat maps of the Boeing B747-8 to download

Technical data.

Simple Flying

Superior performance: the wing-based advantages of the boeing 747-8 over the 747-400.

The redesigned wing of the Boeing 747-8 has a greater fuel capacity and enhanced low-speed performance.

Recently, Simple Flying highlighted the difference between Boeing 747-8 and 747-400 in terms of overall design and specifications . While most design differences are apparent and easily spotted, quantifying performance differences is much more complex. The superiority of the Boeing 747-8 lies in its technologically advanced wing, which significantly increases its in-flight performance of it over its predecessors.

Airfoil design

Boeing created advanced technology airfoils that provided additional performance with lower noise. The shape of the airfoil is revised in terms of thickness and depth. The supercritical airfoil eliminates the need for anti-shock bodies on wings. Since the cruise speed of the 747-8 is in the range of 0.85 Mach, the shape of the airfoil delays the onset of wave drag at transonic speeds (Mach 0.8 – 1.0).

The wings trailing edge and the raked wingtip are made of carbon composites . The use of lightweight materials offsets the thickness and depth of the wing. Moreover, the 747-8 wing provides greater fuel capacity than the 747-400 variant.

The ailerons and spoilers are redesigned to minimize the overall weight of the wing. The remarkable raked wingtips (same as the ones on the Boeing 787 ) minimizes wingtip vortices by efficiently managing the pressure difference between the lower and upper side of the wing. As such, the total drag on the aircraft is significantly reduced.

Flap Track Fairings (FTFs)

Boeing optimized the flap-track fairings (FTFs) on the 747-8 to improve low-speed performance. The FTFs are large pod-like structures under the aircraft wings that enclose the actuation mechanism of wing flaps . The aerodynamic shape of the FTFs allows for drag reduction, especially during low speeds.

Moreover, advanced materials on the encapsulation prevent the mechanism from excessive wear and damage during flight. Corrosion-resistant flap tracks are introduced on the 747-8 with improved rigging.

Technical designers at Boeing significantly improved wing flaps on the 747-8. Flaps are high-lifting devices installed on the leading and trailing edges of the wings. Trailing edge flaps increase the surface area of the wing and provide more camber (curvature) to the wing. Since the lift coefficient is a strong function of the wing area, the lift is substantially increased when the trailing edge flaps are deployed.

Boeing used single-slotted outboard flaps and double-slotted inboard slots on the 747-8. The 747-400 is equipped with triple-slotted inboard and outboard flaps. While both configurations increase the wing area by approximately 21%, the 747-8 flaps aid in greater low-speed performance while reducing noise.

The aircraft’s approach and landing phase significantly contribute to its overall performance. The aircraft’s speed must be fast enough to continue to produce lift and slow enough to enable a safe touchdown and stop at the end of the runway. The wing drag flaps’ extension helps reduce the speed and optimize the descent angle.

Boeing also redesigned Krueger flaps with a gapped configuration on the 747-8. Krueger flaps are fitted to the leading edge of a wing with a gap between the flap trailing edge and the wing leading edge. Krueger flaps on the 747-8 have a more pronounced blunt leading edge on the wing, which aids in improved low-speed handling of the aircraft.

Enhanced climb and descent performance of the Boeing 747-8 means less energy required by the engines. As such, engines can be configured at lower thrust ratings, resulting in more time on the wing.

What do you think about the wing design improvements on the Boeing 747-8? Tell us in the comments section.

Want answers to more key questions in aviation? Check out the rest of our guides here .

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Boeing 747-8.

The Boeing 747-8 is a widebody commercial airliner developed as a 'stretch' of the Boeing 747-400. It has a lengthened fuselage and redesigned wings and is the largest version of the 747. It is available in both passenger (747-8I) and freighter (747-8F) variants.

The B748 is member of the  B747 family  of aircraft.

4 x GEnx-2B67 (296 kN).

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How Fast Do Commercial Planes Fly?

[File photo: Adobe Stock]

Over the past few decades, transportation technology has advanced tenfold, but why aren’t airplanes going any faster? Turns out, there’s a few very good reasons as to why you don’t want your commercial flight to travel at supersonic speeds—turbulence, energy costs, and ticket prices could all be affected by your flight’s speed. Let’s dive into why your commercial flight keeps a normal pace.

Pass the Test. Take to the Skies

What Is a Commercial Plane?

Commercial airplanes are non-military aircraft suited to carry passengers and/or freight between airports.

What Impacts the Speed of a Plane?

When talking about aerodynamics, there’s a plethora of factors that affect an aircraft’s speed. In short, here are three important components to airspeed.

• Air pressure decreases at higher altitudes, allowing aircraft to move at a higher speed.
• Airplanes can travel faster when flying in the same direction as the wind. Conversely, an airplane will fly slower (and use more fuel) when flying into headwinds.
• Of course, an airplane’s overall speed depends on how much thrust is produced by the engines. Not all commercial jets are made equal.

How Do You Measure an Airplane’s Speed?

An aircraft’s speed, known as airspeed, is typically measured in four different ways. No matter which type you use, all airspeed is represented in knots.

• Indicated airspeed is measured using the aircraft’s pitot tube and static pressure. This measurement is displayed on the pilot’s airspeed indicator, which may be a separate gauge, or as part of a primary flight display or PFD.
• True airspeed measures the speed of the aircraft in relation to the surrounding air. As you reach higher altitudes, the IAS will become less accurate, because of lower ambient air pressure.
• Groundspeed measures the aircraft’s speed in relation to a single point on the ground. Technically, GS is true airspeed corrected for wind.
• Calibrated airspeed is calculated using indicated airspeed corrected for any measurement errors. CAS is particularly useful at lower speeds.
• This type of measurement is generally reserved for jets—and aircraft capable of reaching the sound barrier. Mach can be found by dividing the speed of the aircraft by the speed of sound. That being said, the speed of sound varies at different air pressures.

Maximum Speed for Popular Airplanes

Just like cars, airplanes have speed limits in certain areas. While today’s commercial airplanes won’t take you across the Atlantic Ocean in less than a few hours, most major airliners travel at decent speeds.

• Boeing 747: 614 mph
• Boeing 737: 588 mph
• Airbus A380: 737 mph

Different Speeds of Flying

Just like any other type of vehicle, your speed largely determines what maneuvers you can accomplish. For airplanes, certain speeds are absolutely necessary to carry out a safe transition from ground to air.

At takeoff, the average speed of a commercial airplane is anywhere between 160 and 180 mph (140 to 156 knots).

For most commercial airliners, the airplane’s cruising speed ranges between 550 and 600 mph (478 to 521 knots).

While landing, speed is largely affected by the aircrafts current weight, commercial airplanes typically land between 130 and 160 mph (112 to 156 knots).

Speeds of Different Aircraft Types

Outside of commercial aviation, airplanes come in a great variety of different use types— some much faster than others.

Private Jets

Private jets can fly at speeds anywhere between 400 and 700 mph (348 to 608 knots), similar to commercial airplanes. Given their smaller size, they generally can’t fly as far as their larger counterparts because of fuel storage constraints. But a handful of ultralong-range jets can fly more than 8,000 miles or 6,952 nautical miles.

Military Airplanes

Military aviation is just as diverse as the rest of the industry. Military aircraft are designed with specific goals in mind, such as surveillance, assault, or cargo transport. Instead of listing the top speed of every military aircraft, here are a few examples from different categories:

• Lockheed Martin C-130J (Cargo): 416 mph
• Lockheed Martin F-22 (Fighter): 1,500 mph
• Boeing KC-135 (Air Refueler): 580 mph
• Northrop Grumman B-2 (Bomber): 628 mph
• Northrop Grumman RQ-4 (Surveillance): 391 mph

Single Engine 

Single-engine airplanes, such as the Cessna 172, fly considerably slower than commercial airplanes. For the typical single-engine plane, you’ll be able to fly around 140 mph (122 knots). However, some of the more advance single-engine airplanes, like the Pilatus PC-12 NGX, have a top speed of 334 mph (290 knots).

Different Speeds, Different Goals

Commercial airplanes, while heavy and large, are capable of reaching high speeds over extended distances. While no two planes are exactly alike, physical limitations keep most airliners in the same playing field.

Outside of commercial aviation, the variety of aircraft fosters a variety of top speeds—ranging from a comparably slow Cessna 172, to a supersonic F-22. Either way you fly, make sure you land with FLYING Magazine .

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747-200 Cruise Speed

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List of most popular commercial airlners by cruising speed

Cruising speeds of the most common types of commercial airliners (in knots).

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September 2016

2012 to 2016

This data displays the average cruising speed of the most commonly used airliners in the world. Where data for multiple models within a family exists, the average cruising speed is given. Data on the cruising speed of the Embraer ERJ 145 Family was not available and therefore it does not appear on this chart. * Average combined cruising speed of Boeing-777 models 200ER, 200LR, 300, and 300ER. ** Cruising speed of a Boeing 737-400. *** Average combined cruising speed of Embraer models E170, E175, E175-E2, E190, E190-E2, E195, and E195-E2. **** Average combined cruising speed of Airbus A340 models 200, 300, 500, and 600. ***** Average combined cruising speed of Boeing 737 models 600, 700C, 700ER, 800, and 900ER. ****** Average combined cruising speed of Bombardier CRJ models 100, 200, 440, 700, 705, 900, and 1000. ******* Average combined cruising speed of ATR 72 models 200, 210, and 600.

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The Boeing 747 is a widebody commercial airliner, often referred to by the nickname "Jumbo Jet". It is among the world's most recognizable aircraft,and was the first widebody ever produced. Manufactured by Boeing's Commercial Airplane unit in the US, the original version of the 747 was two and a half times the size of the Boeing 707, one of the common large commercial aircraft of the 1960s. First flown commercially in 1970, the 747 held the passenger capacity record for 37 years.

The four-engine 747 uses a double deck configuration for part of its length. It is available in passenger, freighter and other versions. Boeing designed the 747's hump-like upper deck to serve as a first class lounge or (as is the general rule today) extra seating, and to allow the aircraft to be easily converted to a cargo carrier by removing seats and installing a front cargo door. Boeing did so because the company expected supersonic airliners, whose development was announced in the early 1960s, to render the 747 and other subsonic airliners obsolete, but that the demand for subsonic cargo aircraft would be robust into the future. The 747 in particular was expected to become obsolete after 400 were sold but it exceeded its critics' expectations with production passing the 1,000 mark in 1993. As of October 2008, 1,409 aircraft had been built, with 115 more in various configurations on order.

The 747-400, the latest version in service, is among the fastest airliners in service with a high-subsonic cruise speed of Mach 0.85 (567 mph or 913 km/h). It has an intercontinental range of 7,260 nautical miles (8,350 mi or 13,450 km). The 747-400 passenger version can accommodate 416 passengers in a typical three-class layout or 524 passengers in a typical two-class layout. The next version of the aircraft, the 747-8, is in development, and scheduled to enter service in 2010. The 747 is to be replaced by the Boeing Y3 (part of the Boeing Yellowstone Project) in the future.

747 Delivery Timeline (Wikipedia Images)

Image courtesy of Wikimedia Commons

The first 747-100s were built with six upper-deck windows (three per side) to accommodate upstairs lounge areas. Later, as airlines began to use the upper-deck for premium passenger seating instead of lounge space, Boeing offered a 10-window upper deck as an option. Some -100s were retrofitted with the new configuration.

A 747-100B version, which has a stronger airframe and undercarriage design as well as an increased maximum takeoff weight (MTOW) of 750,000 lb (340,000 kg) was offered. The 747-100B was delivered only to Iran Air and Saudia (now Saudi Arabian Airlines). Optional engine models were offered by Rolls-Royce (RB211) and GE (CF6), but only Saudia ordered the Rolls-Royce option.

Responding to requests from Japanese airlines, Boeing developed the 747-100SR as a "short range" variant of the 747-100. The SR has a lower fuel capacity but can carry more passengers, up to 498 in early versions and more than 550 in later models, because of increased economy class seating. The 747SR has a modified body structure to accommodate the added stress accumulated from a greater number of takeoffs and landings. The -100SR entered service with Japan Airlines (then Japan Air Lines) on 7 October 1973. Specifically, the SR has extra structural support at the wings, fuselage, and the landing gear along with a 20% reduction in fuel capacity. Later, short range versions of the -100B and the -300 were also developed. The SRs are used primarily on domestic flights in Japan.

All Nippon Airways (ANA) operated 747SRs on domestic Japanese routes with 455 or 456 seats but retired the last aircraft on 10 March 2006. JAL operated the 747-100B/SR/SUD variant with 563 seats on domestic routes, and retired these planes in the third quarter of 2006. JAL and JALways have operated the -300SRs on domestic leisure routes and to other parts of Asia.

A total of forty-five 747SPs were built. The 44th 747SP was delivered on 30 August 1982. Boeing re-opened the 747SP production line to build one last 747SP five years later in 1987 for an order by the United Arab Emirates government.[113] As of August 2007, 17 Boeing 747SP aircraft were in service with Iran Air (3), Saudi Arabian Airlines, Syrian Arab Airlines (2) and as executive versions. NASA's Dryden Flight Research Center has one modified for the SOFIA experiment.

The 747-200 has more powerful engines, higher takeoff weights (MTOW), and range than the -100. A few early -200s retained the three-window configuration of the -100 on the upper deck, but most were built with a 10-window configuration on each side.

Several versions in addition to the -200 were produced. The 747-200B is an improved version of the 747-200, with increased fuel capacity and more powerful engines; it first entered service in February 1971. The -200B aircraft has a full load range of about 6,857 nmi (12,700 km). The 747-200F is the freighter version of the -200 model. It could be fitted with or without a side cargo door. It has a capacity of 105 tons (95.3 tonnes) and an MTOW of up to 833,000 lb (378,000 kg). It entered first service in 1972 with Lufthansa. The 747-200C Convertible is a version that can be converted between a passenger and a freighter or used in mixed configurations. The seats are removable, and the model has a nose cargo door.[119] The -200C could be fitted with an optional side cargo door on the main deck.

The 747-200M is a combination version that has a side cargo door on the main deck and can carry freight in the rear section of the main deck. A removable partition on the main deck separates the cargo area at the rear from the passengers at the front. This model can carry up to 238 passengers in a 3-class configuration if cargo is carried on the main deck. The model is also known as the 747-200 Combi.As on the -100, a stretched upper deck (SUD) modification was later offered. A total of 10 converted 747-200s were operated by KLM. UTA French Airlines also had two of these aircraft converted.

A total of 393 of the -200 versions had been built when production ended in 1991. Of these, 225 were 747-200s, 73 were 747-200F, 13 were 747-200C, 78 were 747-200M, and 4 were military. Many 747-200s are still in operation, although most large carriers have retired them from their fleets and sold them to smaller operators. Large carriers have sped up fleet retirement following the September 11th attacks and the subsequent drop in demand for air travel, scrapping some or turning others into freighters

The 747-300 entered commercial service in 1983, and was the first to integrate the most significant changes of the 747 Classics. These changes included an extended upper deck and improved engines with a reduced fuel burn of 25 percent per passenger. In addition, passenger capacity increased 10 percent by extending the upper deck and relocating the new straight stairway to the rear of the upper deck (prior models had a spiral-shaped staircase in the center of the upper deck). Boeing delivered 81 747-300s in passenger, combi and short-range configurations, the last in 1990.

The most visible difference between the -300 and previous models was a stretched upper deck with two new emergency exit doors and an optional flight-crew rest area immediately aft of the flight deck as standard. (The stretched upper deck had previously been offered as a retrofit and first appeared on two Japanese 747-100 SR models.) Compared to the -200, the upper deck is 23 feet 4 inches (7.11 m) longer than the -200. A new straight stairway to the upper deck instead of a spiral staircase is another difference between the -300 and earlier variants.[69] The staircase creates room below and above for more seats. With minor aerodynamic changes, Boeing increased the cruise speed of the -300 to Mach 0.85 from Mach 0.84 on the -100/-200. The -300 features the same takeoff weight. Two of the three engine choices from the -200 were unchanged in the -300, but the General Electric CF6-80C2B1 was offered instead of the CF6-50E2 offered on the -200.

The 747-300 name, which was proposed for a variant that was never launched, was revived for this new version, which was introduced in 1980. Swissair ordered the first 747-300 on 11 June 1980. The 747-300 first flew on 5 October 1982. Swissair was the first customer to accept delivery on 23 March 1983.

In addition to the passenger version, other versions were available. The 747-300M has cargo capacity in the rear portion of the main deck similar to the -200M, but with the stretched upper deck it can carry more passengers. The 747-300SR is a short range version to meet the need for a high-capacity domestic model. Japan Airlines operated such aircraft with more than 600 seats on the Okinawa–Tokyo route and elsewhere. Boeing never launched a newly built freighter version of the 747-300, but it modified used passenger -300 models into freighters starting in 2000.

A total of 81 aircraft were delivered, 56 for passenger use, 21 -300M and 4 -300SR versions. The 747-300 was soon superseded by the launch of the more advanced 747-400 in 1985, just two years after the -300 entered service. The last 747-300 was delivered in September 1990 to Sabena.

The 747-300SR is a short range version of the 300 to meet the need for a high-capacity domestic model. Japan Airlines operated such aircraft with more than 600 seats on the Okinawa–Tokyo route and elsewhere. Boeing never launched a newly built freighter version of the 747-300, but it modified used passenger -300 models into freighters starting in 2000

The 747-400 was announced by Boeing Commercial Airplanes in October 1985. Compared to the 747-300 the 747-400 has 6 feet (1.8 m) wing tip extensions and 6 feet (1.8 m) winglets, and a glass cockpit which dispensed with the need for a flight engineer. The 747-400 also improved on the -300 with tail fuel tanks, revised engines, an all-new interior, revised fuselage/wing fairings and newer in-flight entertainment. Like the 747-300, the passenger version of the 747-400 included the stretched upper deck (SUD) as a standard feature. The SUD was almost twice as long as the standard upper deck. It had previously been offered as a retrofit and first appeared on two Japanese 747-100 SR models. While the wingspan was increased, the overall weight of the wings was decreased due to the use of composites and aluminum alloys.

It was rolled out in January 1988 and first flew on 29 April 1988. Certification was received on 10 January 1989 with Pratt & Whitney PW4000 engines, 18 May 1989 with CF6-80C2s and 8 June 1989 with Rolls-Royce RB211-524Gs. The first 747-400 was delivered to Northwest Airlines on 26 January 1989, with service entry on 9 February.

The extended range freighter (ERF) entered service in October 2002. The next month, the extended range (ER) passenger version entered service with Qantas, the only airline ever to order the passenger version of the 747-400ER. Qantas uses the aircraft on its Melbourne-Los Angeles and Sydney-San Francisco flights, which are too long to operate using a standard 747-400.

The Boeing Signature Interior was later made available on the 747-400, either as interior refitting on existing 747-400s or as a "fresh-from-installation" option on newer 747-400s and 747-400ERs. One example, China Airlines's four newest Boeing 747-400s (tail number B-1821x), also the last four passenger 747-400s built, were newly built with Boeing Signature Interior. One of these (B-18210) has a hybrid livery, with China Airlines' tail and Boeing's fuselage liveries.

The 747-400 is an improved version of the 747-300 with increased wingspan, winglets, revised engines and a glass cockpit that removed the need for a flight engineer. The 747-400 passenger version features a stretched upper deck (SUD) like the 747-300 as a standard feature. In 1989, a Qantas 747-400 flew non-stop from London to Sydney, a distance of 9,720 nmi (11,190 mi, 18,000 km) in 20 hours and 9 minutes, although this was a delivery flight with no commercial passengers or freight aboard and using extra dense jet aviation fuel produced specially by Shell.

Production of the 747-400 passenger version officially ceased on 15 March 2007.The last four -400s on order were canceled by Philippine Airlines (which switched to the 777-300ER). The last to order the -400 was China Airlines in November 2002, with the last passenger 747-400 constructed in 2005 and delivered in April of that year. It was the 1358th 747 (MSN33737/B-18215).

The 747-400F (Freighter) is an all freight version which uses the fuselage design of the 747-200F. The aircraft's first flight was on 4 May 1993 and it entered service with Cargolux Airlines on 17 November 1993. Major customers include Atlas Air, Cargolux, China Airlines, Korean Air, Nippon Cargo Airlines, Polar Air Cargo, and Singapore Airlines. The -400F can be easily distinguished from the passenger -400 by its shorter upper-deck hump.

The United States Air Force has purchased seven 747-400Fs to act as "Airborne Laser" carriers, designated YAL-1A. The aircraft are heavily modified to carry a nose mounted turret and Chemical Oxygen Iodine Laser (COIL) equipment.

The 747-400C does not actually exist its actually the 747-400M which stands for "Mixed". There may have been some confusion with the C designation as cargo. The M series goes under the name Combi.

Since its introduction in 1975, the Boeing 747 Combi has helped airlines around the world meet their long-range passenger and cargo requirements. The combi has a large side-cargo door behind the left wing, plus equipment that removes passenger seats and installs cargo tracks, giving airlines the option of carrying cargo in containers on the main deck behind passengers. This flexibility allows airlines to adapt the interior configuration to meet variations in seasonal markets and charter demands.

Another reason for the combi's popularity is that it can be scheduled through an airport with the same turnaround time as any other passenger 747. Cargo operations do not interfere with passenger service, because main-deck cargo loading occurs in an area of the airplane where normally there is no activity. This simultaneous passenger-and-cargo-loading/unloading operation is possible because of the stability allowed by the fore and aft arrangement of the wing and body landing gear.

The large side-cargo door on the main deck allows cargo loading in the aft section at the same time passengers are boarded in the forward section. A locked partition separates the passenger compartment from the cargo area, accessible only by the crew. Roller trays on the 747's aft floor facilitate loading of 8-foot-wide (2.4 m) containers, or pallets, up to 20 feet long (6.1 m). The airplane's main deck can accommodate any container or pallet used in the aviation industry today in lengths of up to 20 feet (6.1 m).

The combi can handle large volume shipments such as automobiles, small boats, heavy machinery, drilling equipment and even small aircraft or helicopters. Environmental control in the cargo area allows transportation of live animals, perishable foods and cut flowers/vegetables, while maintaining separate environmental control of the passenger cabin. The 747-400 Combi incorporates additional fire protection, a two-crew digital flight deck, advanced engines, wingtip extension with winglet and new interiors. The first customer for the 747-400M Combi was KLM Royal Dutch Airlines. The stretched upper deck of the 747-300 and 747-400 Combis can accommodate 44 more passengers than the standard 747-200 Combi. The 747-400 Combi is currently the only combi in production.

More than 30 customers operate a total of 144 747 Combis, including 58 747-400 Combis.

The 747-400D (Domestic) is a high density seating model developed for short-haul domestic Japanese flights. The aircraft is capable of seating a maximum of 568 passengers in a 2-class configuration or 660 passengers in a single-class configuration. The -400D lacks the wing tip extensions and winglets included on other variants, allowing for increased number of takeoffs and landings by lowering wing stresses. The benefits of winglets would be minimal on short routes. The -400D may be converted to the long range version when needed. The 747-400D is also unusual in having more windows on both sides of the upper deck than the basic -400 series (2 portside, 4 starboard). The aircraft does not have extra fuel tanks and

The 747-400 Domestic first flew on 18 March 1991 and entered service with Japan Airlines on 22 October 1991. The last was delivered to All Nippon Airways in December 1995. 19 747-400D were built primarily for the Japanese market.

The 747-400ER (Extended range) was launched on 28 November 2000 following an order by Qantas for 6 aircraft. This was ultimately the only order for the passenger version. The -400ER can fly an additional 805 km or carry 6,800 kg more freight. Qantas received the first -400ER on 31 October 2002.

The 747-400ER includes the option of 1 or 2 additional 3,240 US gallon body fuel tanks in the forward cargo hold. Manufactured by Marshall Aerospace, these tanks utilize innovative metal to metal honeycomb bonded technology to achieve an incredibly high dry weight to fuel volume ratio. Similar technology has been used in the development by Marshall of body fuel tanks for the 777-200LR and P-8A Poseidon MMA aircraft.

The 747-400ERF is the freight version of the -400ER, launched on 30 April 2001.[7] The -400ERF was delivered to Air France (via ILFC) on 17 October 2002. The 747-400ERF has a maximum payload of 248,600 pounds (112,760 kg)(maximum takeoff weight is 910,000 pounds) and offers the cargo airline the choice of either adding 22,000 pounds (9,980 kg) more payload than other 747-400 freighters, or adding 525 nautical miles (972 km) to the maximum range.[8] It has a maximum range of 9,200 km, about 525 km farther than other 747-400 freighters, and has a strengthened fuselage, landing gear and parts of its wing, along with new, larger tires.

Boeing has seven 747-400ERF aircraft yet to be delivered in June 2008. The new 747-8 Freighter will have more payload capacity but less range than the 747-400ERF.

The 747-400BCF (Boeing Converted Freighter), formerly known as the 747-400SF (Special Freighter), is a conversion program for standard passenger 747-400s. The project was launched in 2004. The first Boeing 747-400BCF was redelivered to Cathay Pacific Cargo and entered service on 19 December 2005.

Announced at the Asian Aerospace 2002 show in Singapore and supposed to enter service in 2004. The development of the plane was abandoned and effort was put into the 747-8.

Following the termination of the 747X program, Boeing continued to study improvements which could be made to the aircraft. The 747-400XQLR (Quiet Long Range) would have featured longer range than the 747-400ER, at 7980 nm (14,800 km), along with improvements to improve efficiency and reduce noise.

The "X" in the title signified it as a variation of the 747-400.  In order to make the new 747 more environmentally friendly, the engines were given new acoustic liners and were equipped with "chevron" shaped cowlings around the fan and core exhausts.  The result was a 20% reduction in what is know as "noise area level" on takeoff and a decrease of 40% on landing as compared to the standard 400.     

Other improvements included extra fuel storage in the horizontal tail tank and a gross weight increase from 910,000 pounds to 921,000.  The QLR also spotted raked wingtips similar to those on the extended range 777 and the 767-400ER.