The Boeing 747
has been around for over 30 years
but still seems every bit as big
as the day it first took to the
skies. It represents a quantum
jump in the development of civil
aircraft, one that revolutionised
the way we fly today and the way
we accept better prices, service
and safety than could have been
dreamed of in the early years of
jet aircraft.
The fact that the
Boeing 747 was developed at all
is a remarkable testament to the
courage and self-belief of a
small group of brilliant
engineers, all of whom were
willing to risk their hard-won
reputation by building an
aircraft that was so totally
different to anything previously
offered to the airlines. Its
acceptance for production
go-ahead was also a notable
example of corporate courage-
because many problems lay ahead
and there was an enormous amount
at stake: had the aircraft not
sold in very considerable
numbers, the continuation of
Boeing itself might have been at
risk.
Although the
theoretical operatingprofits from
a 747-sized airliner were highly
seductive, they were only
theoretical. Before any profits
could be made at all, a huge
investment package had to be put
together to fund not only the
most expensive airliners of all
time, but also the wide-ranging
changes to basic intrastructure
that would be needed make their
operations possible. No airline
in the world, for example, had
passenger steps that were capable
of reaching the doors of a 747;
or baggage-handling equipment
that could operate on such a
heroic scale; the maintanace
engineers did not have a single
hangar bay that could house the
aircraft, or the staging needed
to reach the outer limits of the
structure; the capacity of
toilet-servicing units all over
the world would have to be at
least doubled. The arrival of the
747 on presign routes was going
to massively increase the scale
of everything virtually overnight
and global changes of this
magnitude do not come cheaply.
Most of the major
airports of the world would also
need a significant amount of
investment to accommodate even a
small number of 747's. Existing
hardstanding areas, terminal
buildings and pier layouts were
all based on the length, wingspan
and turning-circle of the then
current generation of jets; in
some cases even the pavement
weight-bearing strength was
already close to its safe limit.
The anticipated gradual evolution
of aircraft had generally played
an umportant role in the planning
of airport facilities, but the
impending operational arrival of
747 suddenlypresented a whole new
set of problems- the burden of
which would depend largely on the
commercial success of the
aircraft.
As we know today, Boeing
handled the problems brilliantly;
today we accept flying and
commercial aircraft as
commonplace, and much of that is
down to Boeing and the 747.