June 1st 2021 marked exactly nine years since the Boeing 747-8’s
first revenue-earning passenger-carrying flight. While its predecessors, particularly the 747-400,
sold quite well, the 747-8 has found orders rather harder to come by. Let’s take a look at the
operational history of this aircraft, and why, at least in its passenger form, it hasn’t taken off.
During the development of the Airbus’s A380, Boeing commissioned several studies into a
potential competitor in the early 2000s. This culminated in the launch of the 747-8 program,
which Boeing launched in 2005. At the time, it forecasted sales of 300 aircraft,
with both passenger (747-8i ‘Intercontinental) and cargo (747-8F) versions planned.
German flag carrier Lufthansa was the first airline to operate the passenger-carrying 747-8i.
It ordered 19 examples of the aircraft in December 2006, and the first entered
service with the airline on June 1st, 2012. While the 747-8 has cemented its role as a
key part of Lufthansa’s fleet, this can’t be said for airlines elsewhere. Indeed,
the type has struggled for sales, with Lufthansa being its only commercial customer until 2009,
when Korean Air ordered five. It added five more in 2013.
Air China also requested five examples in 2012, with two more added in 2013.
Russian carrier Transaero had ordered four in 2013. However, the carrier never took them up,
and ceased operations in 2015. Boeing was similarly unlucky with Nigerian carrier Arik
Air, which ordered two in 2011, but converted them to Boeing 787 orders in 2017.
The US Air Force has a pair inbound to replace its current ‘Air Force One’ presidential
747-200s. These aircraft are part of the contingent that Transaero didn’t end up taking.
Finally, the type also has two orders from unidentified customers, placed in 2017 and 2021.
All in all, Boeing has delivered just 47 passenger-configured 747-8s
to the above customers- far lower than the 467 deliveries for the 747-400
(including the -400D and -400ER variants). But why is this the case?
While the 747-8 may have been a good idea at the time of its launch, time has not been kind to the
aircraft. Its high-capacity nature means that it relies on high load factors in order to be
profitable. However, with the hub-and-spoke model such aircraft demand becoming less of a trend.
That being said, all hope is not lost for the 747-8 as a whole. Indeed, the type has found more
success in the cargo sector. In fact, the 747-8F was the first variant of the type to be launched.
Cargolux introduced it commercially in October 2011, and now operates 14.
Boeing has received 107 orders for the 747-8F. Operators include Cathay Paciifc, AirBridgeCargo,
Korean Cargo, Nippon Cargo, Silk Way West Airlines, and Volga-Dnepr. Outstanding
orders remain for Atlas Air (four aircraft) and UPS (seven aircraft).
While the program remains considerably shy of its forecasted 300 orders, it will continue to help
keep the world’s freight moving for years to come. What do you make of the 747-8? Have you ever flown
on the newest iteration of Boeing’s legendary jumbo jet? Let us know in the comments.