AlaskaAir738

747SR
Responding to requests from Japanese airlines for a high-capacity aircraft to serve domestic routes between major cities, Boeing developed the 747SR as a "short range" variant of the 747-100 with lower fuel capacity and greater payload capability. With increased economy class seating, up to 498 passengers could be carried in early versions and more than 550 in later models.[72] The 747SR had an "economic design life objective" of 52,000 flights during 20 years of airline operation, compared to 20,000 flights in 20 years for the standard 747. The initial 747SR model, the -100SR, had a strengthened body structure and undercarriage to accommodate the added stress accumulated from a greater number of takeoffs and landings.[107] Extra structural support was built into the wings, fuselage, and the landing gear along with a 20% reduction in fuel capacity.[108]


The initial order for the -100SR, four aircraft for Japan Air Lines (JAL, later Japan Airlines), was announced on October 30, 1972; rollout occurred on August 3, 1973, and the first flight took place on August 31, 1973. The type was certified by the FAA on September 26, 1973, with the first delivery on the same day. The -100SR entered service with JAL, the type's sole customer, on October 7, 1973, and typically operated Japanese domestic flights.[38] Seven -100SRs were built from 1973 and 1975, each with a 520,000-pound (240,000 kg) MTOW and Pratt & Whitney JT9D-7A engines derated to 43,000 pounds-force (190,000 N) of thrust.[109]
Following the -100SR, Boeing produced the -100BSR, a 747SR variant with increased takeoff weight capability. Debuting in 1978, the -100BSR also incorporated structural modifications for a high cycle-to-flying hour ratio; a related standard -100B model debuted in 1979. The -100BSR first flew on November 3, 1978, with first delivery to All Nippon Airways (ANA) on December 21, 1978. A total of twenty -100BSRs were produced for ANA and JAL.[110] The -100BSR had a 600,000 lb MTOW and was powered by the same JT9D-7A engines used on the -100SR. ANA operated the type on domestic Japanese routes with 455 or 456 seats until retiring its last aircraft on March 10, 2006.[111]



In 1986, two -100BSR SUD models, featuring the stretched upper deck (SUD) of the -300, were produced for JAL.[112] The type's maiden flight occurred on February 26, 1986, with FAA certification and first delivery on March 24, 1986.[113] JAL operated the -100BSR SUD with 563 seats on domestic routes until their retirement in the third quarter of 2006. While only two -100BSR SUDs were produced, in theory, standard -100Bs can be modified to the SUD certification.[110] Overall, 29 747SRs were built,[2] including seven -100SR, 20 -100BSR, and two -100BSR SUD models.

beckoa

k back in a bit... time to eat something

adl73x

Have I got Gnus for you!

lin821

I think 60 min refill card is like $19.99?

Those Tracfone plans only work for those who have very low demand for minutes. I mean very low demand, otherwise, it can get very very expensive.

Pat89339

okay I'll go back to the usual

airbus320

1958 Tonka

AlaskaAir738

747-100B
The 747-100B model was developed from the -100SR, utilizing its stronger airframe and undercarriage design. The type had an increased fuel capacity of 48,070 US gallons, allowing for a 5,000-nautical-mile (9,300 km; 5,800 mi) range with a typical 452-passenger payload, and an increased MTOW of 750,000 lb (340,000 kg) was offered. The first -100B order, one aircraft for Iran Air, was announced on June 1, 1978. This aircraft first flew on June 20, 1979, received FAA certification on August 1, 1979, and was delivered the next day.[114] Nine -100Bs were built, one for Iran Air and eight for Saudia (now Saudi Arabian Airlines).[115][116] Unlike the original -100, the -100B was offered with Pratt & Whitney JT9D-7A, General Electric CF6-50, or Rolls-Royce RB211-524 engines. However, only RB211-524 (Saudia) and JT9D-7A (Iran Air) engines were ordered.

Pat89339

And the minutes don't expire as long as you keep the phone activated. I think she has something like 1400 minutes on her phone right now.

airbus320

1959 Sleeping Beauty

AlaskaAir738

747SP
The idea for the 747SP came from a joint request between Pan American World Airways and Iran Air, who were looking for a high-capacity airliner with enough range to cover Pan Am's New York–Middle Eastern routes and Iran Air's planned Tehran–New York route. The Tehran–New York route when launched was the longest non-stop commercial flight in the world. The 747SP is 48 feet 4 inches (14.73 m) shorter than the 747-100. Fuselage sections were eliminated fore and aft of the wing, and the center section of the fuselage was redesigned. The SP's flaps used a simplified single-slotted configuration.[118][119] The 747SP, compared to earlier variants, had a tapering of the aft upper fuselage into the empennage, a double-hinged rudder, and longer vertical and horizontal stabilizers.[120] Power was provided by Pratt & Whitney JT9D-7(A/F/J/FW) or Rolls-Royce RB211-524 engines.[121]
The 747SP was granted a supplemental certificate on February 4, 1976 and entered service with Pan Am, the launch customer and Iran Air, that same year.[119] The aircraft was chosen by airlines wishing to serve major airports with short runways.[122]
A total of 45 747SPs were built.[2] The 44th 747SP was delivered on August 30, 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.[119] In addition to airline use, one 747SP was modified for NASA Dryden Flight Research Center's SOFIA experiment

airbus320

1959 The Shaggy Dog

AlaskaAir738

747-200
Although the series 100 powered by Pratt & Whitney JT9D-3A engines may have offered enough payload and range for US domestic operations, it was at best marginal for the needs of the airlines operating over long international route sectors. This demand for longer range aircraft with increased payload quickly led to improved series 200. The 747-200 has more powerful engines, increased MTOW, and greater range than the -100. In its first three years of production, the series 200 featured Pratt & Whitney JT9D-7 engines (initially the only engine available). 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.

Pat89339

Suddenly thirsty. Back in a bit with some water.

airbus320

1959 Darby O'Gill and the Little People

AlaskaAir738

747-300
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. Compared to the -200, the upper deck is 23 feet 4 inches (7.11 m) longer.[135] The stretched upper deck had previously been offered as a retrofit and first appeared on two Japanese 747-100SR aircraft.[135] The -300 has a new straight stairway to the upper deck instead of a spiral staircase on earlier variants.[72] The staircase creates room below and above for more seats. With minor aerodynamic changes, Boeing increased the -300's cruise speed to Mach 0.85 from Mach 0.84 on the -200 and -100 models.[135] The -300 features the same takeoff weight. For available engines on the -300, the Pratt & Whitney and Rolls-Royce engine versions were unchanged from the -200, but the General Electric engine changed to the CF6-80C2B1 version