text:
Boeing 747-400

The Boeing 747-400 is a large, long-range wide-body airliner produced by Boeing Commercial Airplanes, an advanced variant of the initial Boeing 747.

The "Advanced Series 300" was announced at the September 1984 Farnborough Airshow, targeting a 10% cost reduction with more efficient engines and 1000 nmi of additional range. Northwest Airlines became the first customer with an order for 10 aircraft on October 22, 1985. The first 747-400 was rolled out on January 26, 1988, and made its maiden flight on April 29, 1988. Type certification was received on January 9, 1989, and it entered service with NWA on February 9, 1989.

It retains the 747 airframe, including the 747-300 stretched upper deck, with 6 ft winglets. The 747-400 offers a choice of improved turbofans: the Pratt & Whitney PW4000, General Electric CF6-80C2 or Rolls-Royce RB211-524G/H. Its two-crew glass cockpit dispenses with the need for a flight engineer. It typically accommodates 416 passengers in a three-class layout over a 7285 nmi range with its 875000 lb maximum takeoff weight (MTOW).

The first -400M combi was rolled out in June 1989. The -400D Domestic for the Japanese market, without winglets, entered service on October 22, 1991. The -400F cargo variant, without the stretched upper deck, was first delivered in May 1993. With an increased MTOW of 910,000 lb, the extended range version entered service in October 2002 as the -400ERF freighter and the -400ER passenger version the following month. Several 747-400 aircraft have undergone freighter conversion or other modifications to serve as transports of heads of state, YAL-1 laser testbed, engine testbed or the Spirit of Mojave air launcher. The Dreamlifter is an outsize cargo conversion designed to move Dreamliner components.

With 694 delivered over the course of 20 years from 1989 to 2009, it was the best-selling 747 variant. Its closest competitors were the smaller McDonnell Douglas MD-11 trijet and Airbus A340 quadjet. It has been superseded by the stretched and improved Boeing 747-8, introduced in October 2011. In the late 2010s, older 747-400 passenger aircraft were being phased out by airlines in favor of long-range, wide-body twinjet aircraft, such as the Boeing 777 and Airbus A350.

Background

Following its introduction in 1969, the Boeing 747 became a major success with airlines and the flying public. As the world's first wide-body jetliner, the 747 had revolutionized air travel, and cemented its manufacturer's dominance in the passenger aircraft market. In 1980, Boeing announced the 747-300, its latest 747 variant featuring greater passenger capacity. This was made possible by making a stretched upper deck (SUD), previously an option on the 747-200, a standard feature. The SUD was almost twice as long as the original 747 upper deck. Besides increased capacity, the 747-300 did not offer any increase in range, nor did it include improvements in flight deck technology or construction materials. At the same time, 747s were becoming more costly to operate due to a number of factors, notably conventional flight control systems, three-person flight crews, and fuel costs.

In 1982, Boeing introduced a two-crew glass cockpit, new engines, and advanced materials on its 757 and 767 twinjets. At the same time, combined sales of the 747-100, −200, −300, and 747SP models (collectively referred to as the 747 "Classics") exceeded 700, but new orders slowed precipitously. The introduction of the 747-300 did little to stem the decline, and itself faced potential competition from more modern designs. As a result, Boeing began considering a more significant upgrade for its largest passenger jet.

By early 1984, company officials had identified five development objectives for the latest 747 upgrade: new technologies, an enhanced interior, a 1000 nmi range increase, more efficient engines, and a 10 percent reduction in operating cost. In September 1984, Boeing announced development of the newest 747 derivative, the "Advanced Series 300", at the Farnborough Airshow. On October 22, 1985, the type was officially launched when Northwest Airlines became the first 747-400 customer, with an order for 10 aircraft. Cathay Pacific, KLM, Lufthansa, Singapore Airlines, and British Airways also announced orders several months later, followed by United Airlines, Air France, Malaysia Airlines and Japan Airlines.

Design effort
Seven early customers, namely British Airways, Cathay Pacific, KLM, Lufthansa, Northwest, Qantas and Singapore Airlines, formed a consultative group to advise Boeing on the 747-400's design process. While the aircraft was planned as a new-technology upgrade, Boeing originally proposed minimal design changes in order to reduce development cost and retain commonality with existing models. The airline consultative group sought more advanced changes, including a two-crew glass cockpit. As a result of airline input, the 747-400's new digital cockpit design featured cathode-ray tube (CRT) display technologies first employed on the 757 and 767. The autopilot was also changed to that of the 757 and 767; on the 747-400 a software update was added to allow an 'altitude intervention' mode.

The 747-400's wingspan was stretched by 17 ft over the Classic 747 through wingtip extensions. For reduced aerodynamic drag, the wings were fitted with 6 ft-tall winglets. Despite the added length, the wings were 6000 lbs lighter as a result of new aluminum alloys. The horizontal tail was also redesigned to fit a 3300 gal fuel tank, resulting in a 350 nmi range increase, and the rudder travel was increased to 30 degrees. The landing gear was redesigned with larger wheels and carbon brakes. Internal changes further included a restyled cabin with new materials and updated fittings.

New engines offered on the 747-400 included the Pratt & Whitney PW4056, the General Electric CF6-80C2B1F, and the Rolls-Royce RB211-524G/H. The engines offered lower fuel consumption and greater thrust, along with a full-authority digital engine control (FADEC) which adjusted engine performance for improved efficiency compared with the Classic 747s. A new auxiliary power unit (APU) manufactured by Pratt & Whitney Canada was also selected to provide on-ground power for the 747-400, with a 40 percent reduction in fuel consumption compared to previous APU designs.

Production and testing
Final assembly of the first 747-400 began at Boeing's Everett factory, the longtime site of 747 production, in September 1987. More than fifty percent of the aircraft was produced by subcontractors, with major structures, engine nacelles, and sub-assemblies supplied by Northrop, and upper deck fuselage frames from Daewoo. All components were integrated during the final assembly process at the Everett factory. The first aircraft, equipped with PW4056 engines, was completed over the winter months of late 1987. On January 26, 1988, the first 747-400 rolled out at the Everett factory, while the first 737-400 rolled out at Boeing's Renton factory on the same day, marking the first double jetliner rollout in the manufacturer's history. By the time of the rollout, the 747-400 program had amassed more than 100 orders.

The 747-400 flew for the first time on April 29, 1988, under the command of test pilot James Loesch and co-pilot Kenneth Higgins. The first flight was six weeks behind schedule, owing to subcontractor delays in supplying components, and extra troubleshooting on the aircraft's electronics systems. The maiden flight took off from Paine Field, site of the Everett factory, and landed at Boeing Field, south of Seattle, after an uneventful 2 hours and 26 minutes. The 747-400's flight test program utilized the first four aircraft built, one more than the minimum number necessary to certify the aircraft's three engine options. One test aircraft each was fitted with the CF6-80C2B1F and RB211-524G/H engines, while the other two featured PW4056 engines, with the fourth aircraft serving as a backup. Federal Aviation Administration (FAA) certification was received on January 9, 1989, with Pratt & Whitney PW4000 engines, May 18, 1989, with General Electric CF6-80C2s and June 8, 1989, with Rolls-Royce RB211-524Gs.

As the flight test program proceeded, Boeing encountered problems in the 747-400's production process, leading it to disclose delivery delays of up to one month for the first 20 aircraft built. A primary reason for the delays was the unprecedented complexity of interior configurations offered to airlines, which ranged from lavatory and galley locations to the color shades of cabin warning labels. Coupled with new, relatively inexperienced workers, a lack of veteran technicians, interior configurations needing costly re-work, and teething problems with electronics integration on the advanced flight deck, 747-400 production fell behind schedule. The company managed to resolve early production issues by mid-1989, with the first example airframes of all three engine variants delivered within four months of each other, and overall delays not exceeding several weeks.

Service entry and operations

The first 747-400 (N661US) was delivered to launch customer Northwest Airlines. This jet became known for an incident on Northwest Flight 85 caused by a rudder hardover. N661US was later sold to Delta Airlines when Northwest merged with it. N661US later became preserved at the Delta Flight Museum. This was the twentieth anniversary of the 747-100's first flight. On May 31, 1989, Singapore Airlines operated the first international service using a 747-400, on a flight from Singapore to London.

In May 1989, one week before the initial delivery to the 747-400's first European customer, KLM, the Joint Aviation Authorities (JAA) shocked Boeing by refusing to grant regulatory certification for the aircraft, citing the upper deck cabin floor's resistance to collapse in the event of a sudden decompression. While the manufacturer asserted that the 747-400's cabin floor was no different from the already-certified and in-service 747-300, the JAA maintained that the newer model would have a service life into 2020 and beyond and was thus subject to a newer, more stringent standard which had been updated to reflect the risk of explosive devices. In the days leading up to the first delivery to KLM, negotiations between Boeing, the FAA, and the JAA resulted in a compromise: a temporary operating certificate would be issued for the 747-400, provided that the manufacturer develop a structural retrofit for the aircraft within two years. The last-minute deal allowed KLM and Lufthansa to take delivery of their 747-400s without further delays.

After the first 747-400 deliveries, Boeing began production on more variants of the aircraft. The first 747-400 Combi, able to carry both passengers and freight, was rolled out in June 1989. The 747-400 Domestic, a short-range variant of the aircraft designed for Japanese intra-island services, first flew on March 18, 1991, and entered service with Japan Airlines on October 22, 1991. A cargo variant, the 747-400F, was first delivered in May 1993 to Cargolux. By the end of the 1990s, Boeing was producing four versions of the 747-400.

Further developments

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 initially used the 747-400ER for the Melbourne to Los Angeles and Dallas to Sydney route allowing the completion of the flight with full passenger load and cargo. Prior to the 747-400ER, Qantas would complete such flights by blocking out 'E' zone of the cabin and limiting passenger numbers and cargo. The 747-400ER featured the Boeing Signature Interior, which was later made available on the 747-400 (either as a retrofit on existing 747-400s or factory installation on new frames).

The 747-400ER also introduced some flight deck enhancements, including liquid-crystal displays (LCDs), which replaced the six cathode ray tube (CRT) displays found on the Boeing 747-400. LCDs later became standard on the 747-400 as well, and could be retrofitted to earlier aircraft. The three standby flight displays found on the 747-400 were also replaced by a single combined LCD, the integrated standby flight display (ISFD), which also became standard on the 747-400 in late 2003.

In the 2000s, as part of an effort to promote sustainable and alternative fuel development, as well as lower emissions, several 747-400 operators studied the use of oil extracted from the jatropha plant. Air New Zealand carried out the first commercial flight using jatropha oil for fuel; the airline's 747-400 had one engine burning a mix of 50% jatropha oil and 50% jet fuel for two hours during the flight while engineers collected data. Continental Airlines tested jatropha oil in one of its airliners on January 7, 2009. Jatropha is easy to grow, needs little fertilizer or water, and produces an oil-rich plant.

Production of the 747-400 passenger version officially ceased on March 15, 2007. The last four -400s on order were cancelled 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 last 747-400 was a -400ERF delivered on December 22, 2009, to Kalitta Air.

Retirement and economic value
The 747-400's leasing, resale and salvage value has dropped steeply because it is relatively expensive to operate. As most 747-400s are now more than 20 years old, airlines are beginning to replace them. Airlines using the 747-400 have been retiring the model, replacing it with more fuel efficient aircraft. The main appeal of the 747-400 like its predecessors was its range rather than its capacity, and in most cases it has been replaced by wide-body twin-engine aircraft of similar range, such as the Boeing 777 and Boeing 787 Dreamliner. The change in emphasis from hub and spoke operations to point-to-point flights has also reduced the need for jumbo jets. Airlines such as British Airways and Qantas that plan to maintain the same capacity on routes currently served by 747-400s ordered the Airbus A380 rather than the updated 747-8.

For example, Delta Air Lines reduced the number of flights it operated from the United States to Narita International Airport that were intended to transfer passengers to other destinations in Asia, switching to twin-engine widebody aircraft operating from an expanded hub at Seattle-Tacoma International Airport. Total capacity was cut, but load factors improved. In April 2015, Delta announced it would accelerate the retirement of its 747-400s and replace them either with Airbus A330 or Airbus A350 aircraft (both of which are twinjets). Delta could not keep the 747s full without deeply discounting ticket prices; the discounts and increased maintenance required of a four-engine aircraft led to a drag on profits.

Since the cost of replacing a 747-400 is high (an airline must purchase or lease another wide-body), some operators choose to fly the 747-400 to the conclusion of its accepted useful life and then scrap it. The current parts resale value for this aircraft has been reduced to its engines. When a 26-year-old 747-400 owned by Delta flew through a violent hailstorm, the company indicated it was likely the aircraft would be scrapped. George Dimitroff, head of valuations for FlightGlobal, estimated the aircraft's value before the incident at about $8 million. He noted that this was not the same as its insured value. As discussed in the section on 747-400 converted freighters, there is no longer a viable economic model for converting retired passenger 747-400 aircraft into dedicated freighters, so most retired passenger aircraft will likely be scrapped.

Several airlines have retired their 747-400s from the trans-pacific market. Remaining operators in 2014 included EVA Air, Qantas, Virgin Atlantic, British Airways and United Airlines. United's deployment of them also reflected a change in emphasis from Asian hubs to domestic hubs. On January 11, 2017, United announced it would begin phasing out its 747-400s and made its last 747 flight on November 7 that year. Delta Airlines was the last US airline to operate the Boeing 747, retiring the last of the 747-400 fleet it inherited from Northwest Airlines in December 2017.

Impact of the COVID-19 pandemic
Prior to COVID-19, British Airways, the largest passenger 747-400 operator then, announced that they would've phased out their 747-400 fleet in February 2024, replacing it with the Airbus A350-1000. Lufthansa was to retire their 747-400 fleet in 2025 as they were to be replaced by the Boeing 777x and the Boeing 747-8i. KLM planned to retire their 747-400 Combi and Passenger fleet in 2020 as they were being replaced by the Boeing 777-300ER, the Boeing 787-10, and the Airbus A350-900. However, KLM announced it plans to retire its last Boeing 747-400 by January 1, 2021, instead of 2020 due to delivery delays for the new wide-body twin jets.

The global COVID-19 pandemic hastened the retirement of many remaining passenger Boeing 747-400s due to a sharp decline in passenger traffic. For instance, KLM retired its Boeing 747-400 Combi and Passenger fleets in March 2020. Qantas announced the retirement of its 747-400 and 747-400ER fleet by the end of 2020, with the Boeing 787-9 Dreamliner taking its place. China Airlines also announced that they will be retiring their remaining four passenger Boeing 747-400s by the end of 2020 due to the COVID-19 pandemic (which were delivered between 2004 and 2005, operating on flights within Asia) with the Airbus A350-900 and Boeing 777-300ER taking over all high-volume routes and all Asian International routes. However, China Airlines didn't retire its last passenger Boeing 747-400 until February 2021. British Airways retired its remaining 31 Boeing 747-400s 4 years ahead of the original February 2024 deadline. Virgin Atlantic also retired their remaining leisure fleet 747-400s in May 2020 citing the COVID-19 pandemic - the fleet was due to retire in 2021. As of September, 2021, there were just 42 passenger 747-400 in operation (10 actively flying, 32 in storage) across 10 carriers worldwide. Lufthansa and Air China had plans to resume flying some of their stored aircraft by October, 2021.

On 29 April 2022, Air India retired it's remaining 747-400 planes in its fleet, after the Directorate General of Civil Aviation deregistered them. In March 2024, Asiana Airlines announced to retire their sole remaining 747-400, leaving Air China as the last scheduled passenger operator in Asia.

Design

The 747-400's airframe features extended and lighter wings than the previous 747s, capped by winglets. The winglets result in a 3 percent increase in long-range cruise, improved takeoff performance, and higher cruise altitudes. The extended wingspan also gains an additional leading edge flap section. When unfurnished, the basic 747-400 fuselage is lighter than preceding models, but when fitted out it is heavier and stronger than previous models. The landing gear uses the same configuration as the previous 747s, but with carbon brakes replacing the previous steel ones, and overall weight savings of 1800 lb.

The 747-400's glass cockpit features CRT displays which show flight instrumentation along with engine indication and crew alerting system (EICAS) diagnostics. The flight engineer station on the previous 747s is no longer installed, and the new displays and simplified layout results in a two-thirds reduction of switches, lights, and gauges versus the Classic 747. Other new systems include an advanced Honeywell flight management computer (FMC) which assists pilots in calculating optimal altitudes and routes along with a Rockwell-Collins central maintenance computer (CMC) which automates troubleshooting tasks.

The redesigned 747-400 interior features new cabin sidewalls, heat-resistant phenolic glass and carbon composite paneling, and larger storage bins. An enhanced in-flight entertainment framework, called the Advanced Cabin Entertainment/Service System (ACESS), debuted on the 747-400, which integrates 18-channel audio capability, four-passenger intercom announcement zones, inter-cabin telephones, and passenger lighting into a central system. An eight-bunk overhead crew rest is installed above the aft cabin, while a second crew rest area is located on the upper deck behind the cockpit for flight crew use.

The last few 747-400s delivered feature the Boeing Signature Interior, derived from the Boeing 777.

747-400
The original variant of the redesigned 747, the 747-400 debuted an increased wingspan, winglets, revised engines, and a glass cockpit which removed the need for a flight engineer. The type also featured the stretched upper deck (SUD) introduced with the 747-300. The passenger model formed the bulk of 747-400s sold, and 442 were built.

In 1989, the Qantas 747-400 VH-OJA flew non-stop from London Heathrow to Sydney, a distance of 18,001 km, in 20 hours and 9 minutes to set a commercial aircraft world distance record. , this is the fastest heavyweight flight between London and Sydney. This was a delivery flight with no commercial passengers or freight on board. During testing, the first 747-400 built also set a world record for the heaviest airliner takeoff on June 27, 1988, on a flight to simulate heavy-weight stalls. The aircraft had a takeoff weight of 892450 lbs, and in order to satisfy Fédération Aéronautique Internationale regulations, climbed to a height of 6562 ft. On February 9, 2020, a British Airways Boeing 747-400 broke the New York–London subsonic airliner speed record in 4 hours 56 minutes, pushed by the powerful Jetstream linked to Storm Ciara.

747-400F
The 747-400F (Freighter) is an all freight version of the 747-400. While using the updated systems and wing design of the passenger versions, it features the original short upper deck found on the classic 747s to reduce weight. The 747-400F has a maximum takeoff weight of 875,000 lbs and a maximum payload of 274,100 lbs. The -400F can be easily distinguished from the passenger -400 by its shorter upper-deck hump and lack of windows along the main deck.

The model's first flight was on May 4, 1993, and entered service with Cargolux on November 17, 1993. Other major customers included Atlas Air, China Airlines, Korean Air, Nippon Cargo Airlines and Singapore Airlines.

The 747-400F has a main deck nose door and a mechanized cargo handling system. The nose door swings up so that pallets or containers up to 40 ft can be loaded straight in on motor-driven rollers. An optional main deck side cargo door (like the 747-400M Combi) allows loading of dimensionally taller cargo modules. A lower deck ("belly") side door allows loading of unit load devices (ULD) up to 163 cm in height. Boeing delivered 126 Boeing 747-400F aircraft with no unfilled orders. The last -400F was delivered to Nippon Cargo Airlines on August 2, 2008.

747-400M
The 747-400M (a passenger/freight or "Combi" variant originally designated as 747-400BC) first flew on June 30, 1989, and entered service with KLM on September 12, 1989. Based on the successful Combi versions of the Classic 747s, the 747-400M has a large cargo door fitted to the rear of the fuselage for freight loading to the aft main deck cargo hold. A locked partition separates the cargo area from the forward passenger cabin, and the -400M also features additional fire protection, a strengthened main deck floor, a roller-conveyor system, and passenger-to-cargo conversion equipment. The last 747-400M was delivered to KLM on April 10, 2002. Boeing sold 61 747-400M aircraft, which was similar to earlier 747 "Combi" versions (78 747-200M, 21 747-300M).

KLM was the last commercial 747-400M operator. KLM initially planned to retire their 747-400M by January 1, 2021, however the Boeing 747-400M was instead retired by March 27, 2020, as Air France-KLM announced in early March 2020 to retire all remaining passenger Boeing 747-400s of KLM (including all KLM Boeing 747-400M aircraft) immediately due to reduced air travel demand caused by the COVID-19 pandemic, although, due to a global shortage in air cargo capacity, three KLM 747-400Ms were temporarily reactivated after just a week to operate cargo-only flights to Asia. As of 2024, Air Atlanta Icelandic, an Icelandic cargo and charter passenger airline, operates one Boeing 747-400M.

747-400D

The 747-400D (Domestic) is a high-density seating model developed for short-haul, high-volume domestic Japanese flights, serving the same role as the prior Boeing 747SR domestic model. This model is capable of seating a maximum of 568 passengers in a two-class configuration or 660 passengers in a single-class configuration.

The -400D lacks the wingtip extensions and winglets included on other variants. Winglets would provide minimal benefits on short-haul routes while adding extra weight and cost. The -400D may be converted to the long-range version if needed. The 747-400D can be distinguished from the otherwise similar-looking 747-300 by the extra windows on the upper deck. These allow for extra seating at the rear of the upper deck, where a galley would normally be situated on longer flights. In total, 19 of the type were built, with the last example delivered to All Nippon Airways on February 11, 1996. This variant was retired when ANA retired its last 747-400D on March 31, 2014.

747-400ER

The 747-400ER (Extended Range) was launched on November 28, 2000, following an order by Qantas for six aircraft. The model was commonly referred to as the '910k', signifying its maximum weight achieved via structural modifications and modified landing gear. The 747-400ER included the option of one or two additional 3240 USgal body fuel tanks in the forward cargo hold, but Qantas only ordered the single body tank configuration, and no airplanes were delivered with two body fuel tanks. Manufactured by Marshall Aerospace, the tanks utilized metal to metal honeycomb-bonded technology to achieve a high fuel volume-to-dry weight ratio. The tanks featured a double wall and an integrated venting system, and achieved fuel control via a modified Fuel System Management Card (FSMC) which optimized fuel transfer into the Center Wing Tank (CWT) in flight, along with fuel transfer from the Horizontal Stabiliser Tank (HST). The tank was removable using tooling that interfaced with the cargo loading system. Similar technology had been used by Marshall in the development of body fuel tanks for the Boeing 777-200LR and Boeing P-8A Poseidon. Other changes to the 747-400ER included the relocation of oxygen system components and the potable water system tanks and pumps, because the body fuel tanks prevent access to the standard locations.

The first 747-400ER was used as a test flight airplane and painted in Boeing colors, with registration N747ER. Qantas received the first delivery of a 747-400ER registration VH-OEF on October 31, 2002, although it was the second airplane built. The flight test airplane was later refurbished, repainted in standard QANTAS livery, and registered as VH-OEE. Qantas was the only customer for the passenger version of the 747-400ER, chosen by the airline to allow for full loads between Melbourne and Los Angeles, particularly in the western direction. The 747-400ER could fly 500 mi farther, or carry 15,000 lb more payload, than the -400.

In May 2018, Qantas announced that it would retire the whole of its 747 fleet by 2020, including all 747-400ERs.

747-400ERF
The 747-400ERF (Extended Range Freighter) is the freight version of the -400ER, launched on April 30, 2001. The 747-400ERF is similar to the 747-400F, except for increased gross weight capability which allows it to carry more payload. Unlike the 747-400ER, no customers ordered the optional body (cargo compartment) fuel tanks which reflects the desire to carry more cargo, not fuel, as the benefit of the improved payload rating. The 747-400ERF has a maximum takeoff weight of 910,000 lbs and a maximum payload of 248,600 lbs. It offers cargo airlines the choice of either adding 22,000 lbs more payload than other 747-400 freighter variants, or adding 525 nmi to the maximum range.

The -400ERF has a range of 5,700 mi with maximum payload, about 326 mi farther than the standard 747-400 freighter, and has a strengthened fuselage, landing gear, and parts of its wing, along with new, larger tires. The first -400ERF was delivered to Air France (via ILFC) on October 17, 2002. Boeing has delivered 40 Boeing 747-400ERFs with no outstanding orders. The new 747-8 Freighter has more payload capacity, but less range than the 747-400ERF when both are at maximum takeoff weight.

Freighter conversions

The 747-400BCF (Boeing Converted Freighter), formerly known as the 747-400SF (Special Freighter), is a conversion program for standard passenger 747-400 aircraft. The project was launched in 2004 with conversions by approved contractors such as HAECO, KAL Aerospace and SIA Engineering Company. The first Boeing 747-400BCF was redelivered to Cathay Pacific Cargo and entered service on December 20, 2005. Cathay retired the 747-400BCF in 2017 after 11 years of service.

The 747-400BDSF (BeDek Special Freighter) is another passenger-to-freighter conversion, carried out by Israel Aerospace Industries (IAI). The first 747-400BDSF was redelivered to Air China Cargo in August 2006. Several Boeing 747-400M "combi" aircraft operated by EVA Air were also converted to pure cargo aircraft by IAI.

Neither the 747-400BCF or the 747-400BDSF has a nose cargo door; freight can only be loaded through the side cargo door.

The demand for converted 747-400 freighters declined in the early 2010s, due to the availability of belly cargo capacity on more efficient passenger wide-body twinjets, and new orders for Boeing 747-8F and 777F freighters. Approximately 79 747-400 aircraft were converted before the programs were terminated; 50 of these aircraft were converted by the BCF program, with the remaining 29 under the BDSF offering. Boeing announced the end of the BCF program for the 747-400 in 2016, although conversions had ceased years earlier with no orders after 2012.

747 Large Cargo Freighter

Boeing announced in October 2003 that, because of the amount of time involved with marine shipping, air transport would be the primary method of transporting parts for the Boeing 787 Dreamliner. Used passenger 747-400 aircraft have been converted into an outsize, "Large Cargo Freighter" (LCF) configuration to ferry sub-assemblies to Everett, Washington for final assembly. The LCF has a bulging fuselage similar to that of the Aero Spacelines Super Guppy or Airbus Beluga cargo aircraft.

The conversion, designed by Boeing engineers from Puget Sound, Moscow and Canoga Park, Cal., and Gamesa Aeronáutica in Spain, was carried out in Taiwan by a subsidiary of the Evergreen Group. Boeing purchased four second-hand aircraft and had them all converted; the fourth and final LCF took its first flight in January 2010.

Delivery times are as low as one day using the 747 LCF, compared to up to 30 days for deliveries by ship. The LCF can hold three times the volume of a 747-400F freighter and had the largest cargo hold of any aircraft, until it was surpassed by the Airbus BelugaXL. The LCF is not a Boeing production model and has not been offered for sale to any customers. The LCFs are intended for Boeing's exclusive use.

Government, military and other variants

 * C-33: Proposed U.S. military transport version of the 747-400F, intended as an alternative to further purchases of the McDonnell Douglas C-17 Globemaster III during the 1990s Non-Developmental Airlift Aircraft (NDAA) program. The C-33 cost less and had greater range, although it could not use austere runways or handle outsize military equipment and had a higher expected operating cost. The plan was canceled in favor of the purchase of more C-17s. In the early 2000s, An Air Power Australia analysis deck (an independent think tank not affiliated with the RAAF or Australia’s Department of Defence) looked at modifying the 747-400 platform for use as KC-33 tankers but ultimately abandoned it in favor of the 767-based tanker.
 * YAL-1: "Airborne Laser" carrier based on a 747-400F for the United States Air Force. The aircraft was heavily modified to carry a nose-mounted turret and Chemical Oxygen Iodine Laser (COIL) equipment in order to destroy Intercontinental Ballistic Missiles. The aircraft was retired in 2012 after cancellation of the program funding.
 * Cosmic Girl: A former Virgin Atlantic 747-400 named Cosmic Girl is used by Virgin Galactic as the air launch to orbit launcher for LauncherOne, an orbital rocket.
 * Evergreen 747 Supertanker: Global SuperTankers has converted an ex-Japan Airlines 747-400BCF for use as an airborne firefighter, serving as the second generation 747 Supertanker. The converted water bomber carries 19,600 usgal of water or chemical fire retardant in eight pressurized tanks. The United States Forest Service was considering the use of this aircraft in 2017. Global SuperTanker received FAA certification September 12, 2016.

Current operators
, there were 17 passenger and 213 cargo versions of the 747-400 in operation worldwide. The passenger operators are Lufthansa (8), Rossiya Airlines (5), Air China (3), and Mahan Air (1). As of August 2018, the largest cargo variant operators were Atlas Air (35), Kalitta Air (24) and Cargolux (16).

Incidents and accidents
The first hull loss of a 747-400 occurred on November 4, 1993, when China Airlines Flight 605, flying from Taipei to Hong Kong's Kai Tak Airport, touched down more than 2100 ft past the runway's displaced threshold during 20-knot (gusting to 38 knots) crosswinds. Combined with the disengagement of auto brakes and retracted speed brakes, manual braking and thrust reversal were not enough to prevent the aircraft from sliding into Victoria Harbour. No one was seriously injured, but the aircraft was written off. The type's second hull loss occurred on October 31, 2000, when Singapore Airlines Flight 006, a 747-400 flying from Singapore to Los Angeles via Taipei, rammed into construction equipment while attempting to take off from a closed runway at Chiang Kai-shek International Airport during Typhoon Xangsane. The aircraft caught fire and was destroyed, killing 79 passengers and four crew members. The cause was attributed to the flight crew navigating to the wrong runway.

The 747-400F has recorded five hull-loss accidents. On September 3, 2010, UPS Airlines Flight 6 from Dubai International Airport to Cologne Bonn Airport crashed approximately 25 minutes after takeoff. The crew of the Boeing 747-400F declared an emergency due to an in-flight fire and attempted to return to Dubai. However, the fire had damaged the flight controls and the oxygen supply, causing the first officer to lose control of the aircraft and the captain to lose consciousness. The aircraft crashed into the ground at high speed during the second landing attempt, killing both crew members. Subsequent investigations determined that the fire had originated from lithium-ion batteries in the cargo hold. On July 28, 2011, Asiana Airlines Flight 991, a Boeing 747-400F flying from Incheon Airport to Shanghai Pudong Airport, crashed into the Pacific Ocean off Jeju Island, South Korea, after reportedly suffering mechanical problems due to a possible on-board fire. Two crew members on board were killed. National Airlines Flight 102, a 747-400BCF crashed on April 29, 2013 (the 25th anniversary of the type's first flight) at Bagram Air Base Afghanistan killing 7 crew members. The crash was attributed to a cargo shift of military vehicles to the back of the hold during take-off. On January 16, 2017, Turkish Airlines Flight 6491, a 747-400F operated by ACT Airlines, failed to reach the runway on landing in thick fog at Manas International Airport in Bishkek, Kyrgyzstan, crashed into a residential area, and caught fire. 39 people died, including all four crew members, and 35 people on the ground. On November 7, 2018, Sky Lease Cargo Flight 4854, a 747-400F overrun the runway on landing at Halifax Stanfield International Airport in Nova Scotia, Canada, and broken into two pieces, causing 3 of 4 people onboard injured with no fatalities.

Other incidents involving the 747-400 did not result in irreparable aircraft damage. On December 15, 1989, KLM Flight 867, a 747-400M, en route to Tokyo's Narita International Airport from Amsterdam's Schiphol International Airport via Anchorage International Airport, flew through a thick cloud of volcanic ash, causing severe damage to the aircraft and replacement of all four engines. On July 23, 1999, a man killed the pilot of All Nippon Airways Flight 61, a 747-400D bound for New Chitose Airport near Sapporo, Hokkaidō from Tokyo International Airport (Haneda), during an attempted hijacking, and was restrained by other crew members; the aircraft landed safely. On September 23, 1999, Qantas Flight 1, flying from Sydney to London via Bangkok, overran the runway after touching down more than 1000 m from the threshold during a storm with heavy rain, resulting in aircraft damage and minor passenger injuries. On January 31, 2001, the pilot of Japan Airlines Flight 907, a 747-400D bound for Naha International Airport from Tokyo Haneda Airport, made an emergency dive to avoid a collision with a Japan Airlines DC-10-40 due to conflicting instructions from air traffic control; several people on the 747-400 suffered injuries during the evasive manoeuvres and some interior damage was sustained to the aircraft.

On October 9, 2002, Northwest Airlines Flight 85,a Boeing 747-400 aircraft registered as N661US traveling from Detroit Metropolitan Wayne County Airport to Narita International Airport, made an emergency landing at Anchorage International Airport after a sudden lower rudder hardover. On July 25, 2008, Qantas Flight 30, traveling to Melbourne Airport from Hong Kong International Airport, made an emergency landing at Ninoy Aquino International Airport with a gaping hole in its lower forward fuselage; no one was hurt, and authorities determined that an exploding emergency oxygen supply bottle was the most likely cause.

Some incidents however, led to irreparable damage and those airframes were written off. On September 4, 2009, Air India Flight 829, a 747-437 (registered VT-ESM), suffered an engine fire at Mumbai, shortly before take-off. None of the 213 passengers and 16 crew was injured or killed, but the severe fire damage caused the aircraft to be written off and it was scrapped in May 2011. On 17 June 2015, Delta Air Lines Flight 159, a Boeing 747-451 (registered N664US), flying from Detroit to Seoul-Incheon, suffered substantial damage to the interiors, the nose cone, engines and wing slats, after flying through a severe hailstorm above China. The 26 year old 747 was ferried from Seoul to Marana, Arizona for storage. In 2021, a Boeing 747 freighter's engine caught fire and multiple parts detached, causing 2 people to be injured on the ground. The aircraft landed safely and was returned to service.

Aircraft on display
Following the gradual withdrawal of older examples of the type from passenger service from the early-2010's onward, a relatively large number of Boeing 747-400s have entered preservation after being decommissioned.
 * An ex-Qantas 747-400 formerly registered VH-OJA and named City of Canberra, the first 747-400 delivered to the airline, is displayed at the Historical Aviation Restoration Society museum at Illawarra Regional Airport south of Wollongong, New South Wales, Australia. It is the first 747-400 to be preserved, and also holds the record for the longest non-stop flight undertaken by a commercial aircraft, from London To Sydney in 20 hours, 9 minutes and 5 seconds, a record it has held since 1989.
 * N661US, a former Delta Air Lines example, is on display at the Delta Flight Museum at Hartsfield-Jackson Atlanta International Airport in Atlanta, Georgia. The aircraft was the first -400 series built, serving as the prototype (then registered N401PW) prior to delivery to Northwest Airlines in December 1989. It is also the aircraft that was involved in Northwest Airlines Flight 85.
 * In February 2019, a former KLM 747-400 registered PH-BFB and named City of Bangkok was transported on a giant trailer from Schiphol airport across fields, main roads and meadows to the Corendon Village Hotel in Badhoevedorp, having been repainted into Corendon's livery beforehand. To make this transport possible, the Motorway A9 was closed during the night from Friday February 8 until Saturday February 9. The aircraft was hauled a total of 12.5 kilometres over fields and roads to reach its new home at the hotel. Upon arrival at the hotel, the aircraft was installed in the grounds of the hotel complex.
 * PK-LHF, last operated by Lion Air was converted for use as the Steak 21 restaurant in Summarecon Bekasi, Indonesia. The plane was originally operated by Singapore Airlines registered 9V-SMC.
 * British Airways has preserved five of its 747-400's following the fleet's retirement during the COVID-19 pandemic, although only four now remain.
 * G-BYGC, the first of British Airways' three retrojets and decorated with the British Overseas Airways Corporation livery was on display at Bro Tathan Airfield, within the Bro Tathan Business Park at St Athan, Vale of Glamorgan, Wales. G-BYGC arrived at Bro Tathan for preservation on 11 December 2020. By May 2023, however, the aircraft was in danger of being scrapped. By August 2023, the dismantling of the aircraft was confirmed.
 * G-BNLY City of Swansea, the second of British Airways' three retrojets and wearing the classic Landor Associates livery used from the 1980s to the late 1990s is on display at Dunsfold Aerodrome, joining 747-400 G-CIVW and 747-200 G-BDXJ as a filming location. The announcement of its preservation was made at the same time as that of G-BYGC, meaning that as of December 2020, all three of BA's heritage-liveried 747s have been preserved. G-BNLY arrived at Dunsfold on 5 December 2020 after a ferry flight from Cardiff.
 * G-CIVB, the third of three 747-400 retrojets formerly operated by British Airways, is on display at Cotswold Airport in Kemble, Gloucestershire in the United Kingdom. The aircraft, which was the joint last of BA's 747-400s to leave London Heathrow alongside G-CIVY, arrived at Kemble on 8 October 2020. G-CIVB is decorated with the Negus livery used by the airline during the 1970s and early 1980s, and has been modified for use as an events centre.
 * G-CIVW, an ex-British Airways 747-400, arrived at Dunsfold Aerodrome, Surrey in the United Kingdom on 22 October 2020 for preservation after a final ferry flight from Cardiff. The aircraft, which wears the Chattam Dockyard livery joins the aerodrome's Boeing 747-200, G-BDXJ, for use as a filming location and trainer aircraft.
 * G-BYGA, one of British Airways last 747-400's used for flying, was retired on 8 September 2020. The cockpit and partial upper deck was converted into an event space and flight simulator at the Barton City Airport known as 'The Deck' in August 2022.
 * HS-STA, A former Orient Thai Boeing 747-400 was converted into a cafe and restaurant in Bangkok's Lat Krabang district. The airplane originally belonged to United Airlines, registered N187UA.
 * HS-STB, A former Orient Thai Boeing 747-400 has a fuselage without wing preserved at Flight of Happiness restaurant in Guanyin District, Taoyuan, Taiwan
 * HS-TGR Siriwatthana, A former Thai Airways 747-400 was purchased by a Thai businessman named Somchai Phukieow in July 2018 and had it shipped to his home in Chai Nat Province, Thailand The aircraft had its engines removed and the titles painted over, but is otherwise unchanged from its time in active service.
 * HS-TGT Watthanothai, A former Thai Airways 747-400, has been placed on static display at Chic Chic Market in Nong Khai, Thailand, alongside ex-Las Vegas Sands Lockheed L-1011 TriStar N388LS.

title: Boeing 747-400


text:
Big Joe Williams

Joseph Lee Williams (October 16, 1903 – December 17, 1982) was an American Delta blues guitarist, singer, and songwriter, notable for the distinctive sound of his nine-string guitar. Performing over five decades, he recorded the songs "Baby, Please Don't Go", "Crawlin' King Snake", and "Peach Orchard Mama", among many others, for various record labels. He was inducted into the Blues Hall of Fame on October 4, 1992.

The blues historian Barry Lee Pearson (Sounds Good to Me: The Bluesman's Story, Virginia Piedmont Blues) described Williams's performance:
 * When I saw him playing at Mike Bloomfield's "blues night" at the Fickle Pickle, Williams was playing an electric nine-string guitar through a small ramshackle amp with a pie plate nailed to it and a beer can dangling against that. When he played, everything rattled but Big Joe himself. The total effect of this incredible apparatus produced the most buzzing, sizzling, African-sounding music I have ever heard.

From busking to Bluebird
Born a few miles west of Crawford in Oktibbeha County, Mississippi, Williams as a youth began wandering across the United States busking and playing in stores, bars, alleys, and work camps. In the early 1920s he worked in the Rabbit Foot Minstrels revue. He recorded with the Birmingham Jug Band in 1930 for Okeh Records.

In 1934, he was in St. Louis, Missouri, where he met the record producer Lester Melrose, who signed him to Bluebird Records in 1935. He stayed with Bluebird for ten years, recording such blues hits as "Baby, Please Don't Go" (1935) and "Crawlin' King Snake" (1941), both of which were later covered by many other musicians. He also recorded with other blues singers, including Sonny Boy Williamson, Robert Nighthawk, and Peetie Wheatstraw. Around this time he was reportedly married to St. Louis blues singer Bessie Mae Smith, who he sometimes credited with writing "Baby, Please Don't Go".

During the early 1930s, Williams was accompanied on his travels through the Mississippi Delta by a young Muddy Waters. Williams recounted to Blewett Thomas, "I picked Muddy up in Rolling Fork when he was about 15. He went all 'round the Delta playin' harmonica behind me. But I had to put him down after a while. All these women were comin' up to me and sayin', 'Oh. your young son is so nice!' See, I had to put Muddy down because he was takin' away my women."

Festival fame
Williams remained a noted blues artist in the 1950s and 1960s, when his guitar style and vocals became popular with folk blues fans. He recorded for Trumpet, Delmark, Prestige, Vocalion and other labels. He became a regular on the concert and coffeehouse circuits, touring Europe and Japan in the late 1960s and early 1970s and performing at major U.S. music festivals.

Williams also had an influence on a young Bob Dylan during the early Sixties. According to Lenni Brenner ("How Dylan Found His Voice: Big Joe Williams, the Lower East Side, Peyote and the Forging of Dylan's Art"), Williams encouraged Dylan to move away from singing traditional songs and write his own music. Williams later said, "Bob wrote me thanking me for the advice I had given him about music. What he earned, what he done, he got it honest. They ask me, 'Is he real?' and I tell them that they should let him live his own life." Williams and Dylan also recorded several duets in 1962 for Victoria Spivey's label, Spivey Records.

Marc Miller described a 1965 performance in Greenwich Village:"Sandwiched in between the two sets, perhaps as an afterthought, was the bluesman Big Joe Williams (not to be confused with the jazz and rhythm and blues singer Joe Williams who sang with Count Basie). He looked terrible. He had a big bulbous aneuristic protrusion bulging out of his forehead. He was equipped with a beat up old acoustic guitar which I think had nine strings and sundry homemade attachments and a wire hanger contraption around his neck fashioned to hold a kazoo while keeping his hands free to play the guitar. Needless to say, he was a big letdown after the folk rockers. My date and I exchanged pained looks in empathy for what was being done this Delta blues man who was ruefully out of place. After three or four songs the unseen announcer came on the p. a. system and said, 'Lets have a big hand for Big Joe Williams, ladies and gentlemen; thank you, Big Joe'. But Big Joe wasn't finished. He hadn't given up on the audience, and he ignored the announcer. He continued his set and after each song the announcer came over the p. a. and tried to politely but firmly get Big Joe off the stage. Big Joe was having none of it, and he continued his set with his nine-string acoustic and his kazoo. Long about the sixth or seventh song he got into his groove and started to wail with raggedy slide guitar riffs, powerful voice, as well as intense percussion on the guitar and its various accoutrements. By the end of the set he had that audience of jaded '60s rockers on their feet cheering and applauding vociferously. Our initial pity for him was replaced by wondrous respect. He knew he had it in him to move that audience, and he knew that thousands of watts and hundreds of decibels do not change one iota the basic power of a song."

Williams's guitar playing was in the Delta blues style and yet was unique. He played driving rhythm and virtuosic lead lines simultaneously and sang over it all. He played with picks on his thumb and index finger. His guitar was heavily modified. Williams added a rudimentary electric pickup, whose wires coiled all over the top of his guitar. He also added three extra strings, creating unison pairs for the first, second and fourth strings. His guitar was usually tuned to open G (D2 G2 D3D3 G3 B3B3 D4D4), with a capo placed on the second fret to set the tuning to the key of A. During the 1920s and 1930s, Williams gradually added the extra strings to prevent other guitarists from playing his guitar. In his later years, he occasionally used a 12-string guitar tuned to open G. Williams sometimes tuned a six-string guitar to a modification of open G: the bass D string (D2) was replaced with a .08-gauge string and tuned to G4. The resulting tuning was (G4 G2 D3 G3 B3 D4), with the G4 string being used as a melody string. This tuning was used exclusively for slide playing.

Back to Mississippi
Williams died December 17, 1982, in Macon, Mississippi. He was buried in a private cemetery outside Crawford, near the Lowndes County line. His headstone was primarily paid for by friends and partially funded by a collection taken up among musicians at Clifford Antone's nightclub in Austin, Texas, organized by the music writer Dan Forte, and erected through the Mt. Zion Memorial Fund on October 9, 1994. The harmonica virtuoso Charlie Musselwhite, a one-time touring companion, delivered the eulogy at the unveiling. Williams's epitaph, composed by Forte, proclaims him "King of the 9 String Guitar."

Remaining funds raised for Williams's memorial were donated by the Mt. Zion Memorial Fund to the Delta Blues Museum in order to purchase one of the last guitars Williams used from his sister Mary May. The guitar purchased by the museum is a 12-string guitar that Williams used in his later days. The last nine-string (a 1950s Kay cutaway converted to Williams's nine-string specifications) is missing at this time. Williams' previous nine-string (converted from a 1944 Gibson L-7 presented to him by Wilson Ramsay, known as Beef Stew, a name given to him by Williams) is in the possession of Williams's road agent and fellow traveler, Blewett Thomas.

Another of Williams's nine-string guitars is kept under the counter of the Jazz Record Mart in Chicago, which is owned by Bob Koester, the founder of Delmark Records. Williams can be seen playing the nine-string guitar in American Folk-Blues Festival: The British Tours, 1963–1966, released on DVD in 2007.

In 2003, Williams was honored with a marker on the Mississippi Blues Trail in Crawford.

Studio albums

 * Piney Woods Blues (1958)
 * Tough Times (1960)
 * Blues on Highway 49 (1961)
 * Nine String Guitar Blues (1961, later re-released as Walking Blues)
 * Mississippi's Big Joe Williams and His Nine-String Guitar (1962)
 * Blues for Nine Strings (1963)
 * Back to the Country (1964)
 * Ramblin' and Wanderin' Blues (1964)
 * Classic Delta Blues (1964)
 * Studio Blues (1966)
 * Big Joe Williams (1966)
 * Thinking of What They Did to Me (1969)
 * Hand Me Down My Old Walking Stick (1969)
 * Big Joe Williams (1972)
 * Blues from the Mississippi Delta (1972)
 * Don't Your Plums Look Mellow Hanging on Your Tree (1974)

Live album

 * At Folk City (1962)

Collaborative albums

 * Three Kings And The Queen (1962, P.1964 Spivey LP 1004) with Victoria Spivey, Lonnie Johnson, Roosevelt Sykes, Bob Dylan
 * Stavin' Chain Blues (1966), with J.D. Short
 * Hell Bound and Heaven Sent (1964), with John Wesley (Short Stuff) Macon
 * Three Kings And The Queen, Volume Two (1970, P.2013) (Spivey LP 1014) with Victoria Spivey, Memphis Slim, Roosevelt Sykes, Lonnie Johnson

Selected compilations

 * Crawlin' King Snake (1970)
 * Malvina My Sweet Woman (1974)
 * Big Joe Williams WarnerBlues Les Incontournables (1998)

Posthumous albums

 * Shake Your Boogie (1990)
 * Going Back to Crawford (1999), recorded 1971, with Austen Pete, John "Shortstuff" Macon, Glover Lee Connor and Amelia Johnson

Quotations

 * "When I went back down South, boy, they'd put me up on top of a house to hear me play."

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Big Joe Williams


text:
Flight 714 to Sydney

Flight 714 to Sydney (Vol 714 pour Sydney; originally published in English as Flight 714) is the twenty-second volume of The Adventures of Tintin, the comics series by Belgian cartoonist Hergé. It was serialised weekly from September 1966 to November 1967 in Tintin magazine. The title refers to a flight that Tintin and his friends fail to catch, as they become embroiled in their arch-nemesis Rastapopoulos' plot to kidnap an eccentric millionaire from a supersonic business jet on a Sondonesian island.

Hergé started work on Flight 714 to Sydney four years after the completion of his previous Adventure, The Castafiore Emerald. At this point in his life, he was increasingly uninterested in the series, and used the story to explore the paranormal phenomena that deeply fascinated him. After its serialisation in Tintin magazine, the story was collected for publication in book form by Casterman in 1968. Although noted for its highly-detailed artwork, critical reception of Flight 714 to Sydney has been mixed to negative, with its narrative being criticised by commentators for the farcical portrayal of its antagonists, the nescience of its protagonists, and for leaving its central mystery unresolved. Hergé continued The Adventures of Tintin with Tintin and the Picaros, while the series itself became a defining part of the Franco-Belgian comics tradition. The story was adapted for the 1991 animated Ellipse/Nelvana series The Adventures of Tintin.

Synopsis
During a refueling stop at Kemajoran Airport, Jakarta en route to an international space exploration conference in Sydney, Australia (as guests of honor for being the first men on the Moon), Tintin, his dog Snowy, and their friends Captain Haddock and Professor Calculus chance upon their old acquaintance Skut (introduced in The Red Sea Sharks). Skut is now the personal pilot for aircraft industrialist and eccentric millionaire Laszlo Carreidas, who is also attending the conference. Tintin and his friends join Carreidas on his prototype private jet, the Carreidas 160, crewed by Skut, co-pilot Hans Boehm, navigator Paolo Colombani, and steward Gino. Carreidas' secretary Spalding, Boehm, and Colombani hijack the plane and bring it to the (fictional) deserted volcanic island of Pulau-pulau Bompa, situated in the Celebes Sea, where the aircraft makes a rough landing on a makeshift runway. While disembarking from the plane, Snowy bolts from Tintin's arms and runs off into the jungle under gunfire. The mastermind of the plot then reveals himself as Rastapopoulos, intent on seizing Carreidas' fortune. Captain Haddock's corrupt ex-shipmate, Allan, is present as Rastapopoulos's henchman, and Sondonesian nationalists have been hired as mercenaries.

Tintin, Haddock, Calculus, Skut and Gino are bound and held in a Japanese World War II-era bunker, while Rastapopoulos takes Carreidas to another bunker where his accomplice, Dr. Krollspell, injects him with a truth serum to reveal Carreidas's Swiss bank account number. Under the serum's influence, Carreidas becomes eager to confide his life of greed, perfidy, and theft, revealing every detail thereof except the actual account number. Furious, Rastapopoulos strikes at Krollspell, who is still holding the truth serum syringe, and is accidentally injected, whereupon he too boasts of past crimes until he and Carreidas quarrel over which of them is the most evil. In the process, Rastapopoulos reveals that nearly all of the men he recruited, including Spalding, the aircraft pilots, the Sondonesians and Krollspell himself, are marked to be eliminated after he gets the account number.

Snowy helps Tintin and his friends escape, and they find the bunker where Carreidas is held prisoner. Tintin and Haddock bind and gag Rastapopoulos, Krollspell and Carreidas, and escort them to lower ground, intending to use Rastapopoulos as a hostage. The serum's effect wears off, and Rastapopoulos escapes; Krollspell, eager to stay alive, continues to accompany Tintin and Haddock. After a run-in with Allan, the pilots, and the Sondonesians, Tintin, led by a telepathic voice, guides the other protagonists to a cave, where they discover a temple hidden inside the island's volcano, guarded by an ancient statue resembling a modern astronaut. Inside the structure, Tintin and his friends reunite with Calculus and meet the scientist Mik Kanrokitoff, whose guiding voice they have followed via a telepathic transmitter obtained from an extraterrestrial race that was formerly worshipped on the island as gods and are now working with Kanrokitoff to communicate with Earth's scientists. An earthquake and explosion set off by Rastapopoulos and his men triggers a volcanic eruption; Tintin and his party reach relative safety in the volcano's crater. Rastapopoulos and his henchmen flee the eruption outside the volcano and launch a rubber dinghy from Carreidas' plane.

Kanrokitoff puts Tintin and his compatriots under hypnosis and summons a flying saucer piloted by the extraterrestrials, which they board to escape the eruption. Kanrokitoff spots the rubber dinghy and exchanges Tintin and his companions (except Krollspell, who is returned to his clinic) for Allan, Spalding, Rastapopoulos, and the treacherous pilots, who are whisked away in the saucer to an unknown fate. Tintin, Haddock, Calculus, Skut, Gino and Carreidas awaken from hypnosis and cannot remember what happened to them; Calculus retains a crafted rod of alloyed cobalt, iron, and nickel, which he had found in the caves. The cobalt is of a state that does not occur on Earth, and is the only evidence of an encounter with its makers. Only Snowy, who cannot speak, remembers the hijacking and alien abduction. After being rescued by a scouting plane and interviewed about what they can recall of their ordeal, Tintin, his companions, and Carreidas catch the titular Qantas flight to Sydney.

History
Hergé began writing Flight 714 to Sydney four years after he had ended his previous instalment in the series, The Castafiore Emerald. His enthusiasm for the Adventures of Tintin had declined, and instead his main interest was abstract art, both as a painter and a collector. He initially planned on titling his new story Special Flight for Adelaide before changing it to Flight 714 to Sydney. While working on the story, Hergé told English translator Michael Turner that "I've fallen out of love with Tintin. I just can't bear to see him".

With Flight 714 to Sydney, Hergé stated that he wanted a "return to Adventure with a capital A... without really returning there". He sought to provide answers to two questions: "Are there other inhabited planets? And are there 'insiders' who know it?" Hergé had a longstanding interest in paranormal phenomena, and believed that a story with such elements would appeal to the growing interest in the subject. He was particularly influenced by Robert Charroux's Le Livre des Secrets Trahis ("The Book of Betrayed Secrets"), which expounded the idea that extraterrestrials had influenced humanity during prehistory. The character of Mik Ezdanitoff (Mik Kanrokitoff in the English translation) was based on Jacques Bergier, a writer on paranormal topics; Bergier was pleased with this. The name "Ezdanitoff" is a pun on "Iz da nie tof", a Marols (Brussels dialect) phrase which means "Isn't that great". The television presenter who interviews the protagonists at the end of the story was visually modelled on the Tintin fan Jean Tauré, who had written to Hergé asking if he could be depicted in the series shaking Haddock's hand.

Rastapopoulos, a recurring villain in the series who had last appeared in The Red Sea Sharks, made a return in Flight 714 to Sydney. In his interviews with Numa Sadoul, Hergé noted that he was consciously shifting the nature of the villains in the book, relating that "during the story, I realised that when all was said and done Rastapopoulos and Allan were pathetic figures. Yes, I discovered this after giving Rastapopoulos the attire of a de luxe cowboy; he appeared to me to be so grotesque dressed up in this manner that he ceased to impress me. The villains were debunked: in the end they seem above all ridiculous and wretched. You see, that's how things evolve". Other characters that Hergé brought back for the story were Skut, the Estonian pilot from The Red Sea Sharks, and Jolyon Wagg, who is depicted watching television at the very end of the story.

Hergé also introduced new characters into the story, such as Laszlo Carreidas, who was based on the French aerospace magnate Marcel Dassault. In his interview with Sadoul, Hergé also observed that "[w]ith Carreidas, I departed from the concept of good and bad. Carreidas is one of the goodies of the story. It does not matter that he is not an attractive personality. He is a cheat by nature. Look at the discussion between him and Rastapopoulos when, under the influence of the truth serum, they both boast of their worst misdeeds[…] A good example for small children: the rich and respected man, who gives a lot to charity, and the bandit in the same boat! That's not very moral". Hergé also created a secretary for Carreidas in the form of Spalding, whom Hergé remarked off in an interview with The Sunday Times in 1968 as "an English public school man, obviously the black sheep of his family". Another character he invented for the story was Dr. Krollspell, whom he later related had "probably 'worked' in a Nazi camp". He was thus portrayed as a former doctor in one of the Nazi extermination camps—perhaps based partly on Josef Mengele—who had fled Europe after the Second World War and settled in New Delhi, where he established his medical clinic.

Although Hergé drew the basis of Flight 714 to Sydney, his assistants at Studios Hergé, led by Bob de Moor, were largely responsible for the story's final look, which included drawing all of the background details and selecting colours. To depict the erupting volcano, Hergé utilised photographs of eruptions at Etna and Kilauea that were in his image collection. He also turned to this collection for a photograph of a flying saucer that he used as the basis for the extraterrestrial spacecraft depicted in the story. Later, Hergé regretted explicitly depicting the alien spacecraft at the end of the story, although was unsure how he could have ended the story without it.

Carreidas 160

Hergé wanted the Carreidas 160 supersonic business jet in Flight 714 to Sydney to have at least the same detailed attention that he had put into all of his fictional vehicles, from the Unicorn ship in The Secret of the Unicorn (1943) to the Moon rocket in Explorers on the Moon (1954). The faster-than-sound jet aircraft called for by the new Tintin adventure, while fanciful, could not be viewed as implausible and needed to meet the same exacting standards. Hergé, who had reached his sixtieth birthday and whose drawing hand had begun suffering from eczema, left the design and drawing of the jet to Roger Leloup, his younger colleague at Studios Hergé. Leloup, a technical artist and aviation expert, had drawn the Moon rocket, the de Havilland Mosquito in The Red Sea Sharks (1958), and all aircraft in the recently redrawn The Black Island (1966). Leloup was described by British Tintin expert Michael Farr as "the aeronautical expert in the Studios" and his design of the Carreidas 160 as "painstakingly executed and, of course, viable".

A "meticulous design of the revolutionary Carreidas 160 jet" was prepared, according to entertainment producer and author Harry Thompson, "a fully working aircraft with technical plans drawn up by Roger Leloup". Leloup's detailed cross-sectional design of the Carreidas 160 and its technical specifications were published in a double-page spread for Tintin magazine in 1966.

Publication
Flight 714 to Sydney was serialised in Belgium and France in Le Journal de Tintin from September 1966. The series was serialised at a rate of one page a week in the magazine. It was then published in collected form by Casterman in 1968. For this collected version, Hergé had to cut the number of final frames due to a mistake in numbering the pages. Hergé designed the cover for the volume, which Casterman initially thought was too subdued, so he brightened the colours and enlarged the central figures. A launch party for the publication of the book was held in Paris in May 1968, but was overshadowed by that month's student demonstrations and civil unrest.

When originally published in English by Methuen that same year, the volume was presented under the shortened title of Flight 714; since the series' republication by Egmont Publishing, it has been referred to as Flight 714 to Sydney, corresponding to the original French title. Among the alterations made to the story by translators Leslie-Lonsdale Cooper and Michael Turner were shifting Carreidas' birth from 1899 to 1906, and changing the location of Krollspell's medical clinic from New Delhi to Cairo.

Critical analysis

Hergé biographer Benoît Peeters noted that Flight 714 to Sydney "continues the debunking process" of the most recent books, with the villains becoming "objects of parody". He suggested that the character of Carreidas was "one of the most marked features" of the book, for he represented "a more ambiguous character than Hergé's earlier creations". He thought that in doing so, Hergé was "trying to make his world more subtle by eliminating the certainties on which it had been built" and in doing so was "attacking the very foundations he had created", and that this "self-destructive tendency" became more fully "explicit" in the subsequent instalment, Tintin and the Picaros. Peeters noted that the book "smacks somewhat of [Hergé's] hesitation" as he was unsure whether to include an explicit depiction of the extraterrestrial ship. Peeters also thought that the final scene in the book, featuring Wagg and his family, was "tailored to perfection".

Jean-Marc Lofficier and Randy Lofficier felt that the volume "totally demystifies" Rastapopolous, who has been transformed from a "criminal mastermind" into "a farcical villain" akin to a character from the Pink Panther films. They also noted that Allan had similarly changed from a "cunning, brutal henchman" into a "low-brow, buffoonish thug". They also noted that Carreidas was "a villain to rival Rastapopolous". Lofficier and Lofficier saw the "memory erasure" twist at the end of the story as being "lame", arguing that it would have been interesting to see Tintin interact with extraterrestrials. Thus, they thought that this tactic displayed "Hergé's lack of confidence in his storytelling abilities". They awarded it three stars out of five, characterising it as "a disappointing book in spite of its high promise".

Michael Farr suggested that Flight 714 to Sydney represented the "most far-fetched adventure" in the series. He suggested that the narrative got off to a "promising start" but that it "degenerates" as it progresses. He also criticised the artwork, suggesting that as a result of its reliance on the artists of Studios Hergé, it contained "excesses" not present in earlier volumes. Farr thought that the addition of extraterrestrials was "esoteric and speculative enough to weaken and trivialise the whole adventure".

Harry Thompson praised Flight 714 to Sydney, believing that with it, Hergé was at the "top of his form". Thompson thought that "artistically, the book is his greatest achievement", demonstrating a "cinematic ingenuity of his composition", particularly in its scenes inside the temple and of the volcanic eruption. He also noted that the scene of the extraterrestrial spacecraft bore similarities with the depiction of the alien ship in the 1977 film Close Encounters of the Third Kind, highlighting that the film's director, Steven Spielberg, was a known fan of The Adventures of Tintin. Thompson also highlighted the "parallel with big business and crime" that was used in the story, noting that this theme had earlier been present in Tintin in America.

The literary critic Tom McCarthy believed that Flight 714 to Sydney exhibited a number of themes that recurred throughout the Adventures of Tintin more widely. He opined that the troubles faced by Tintin and Haddock aboard Carreidas' jet reflected the theme of the "troubled host–guest relationship". He believed that Rastapopoulos' activities below the area that he could be located by radar reflected the theme of eluding detection. In addition, he expressed the view that the flagging relationship of Haddock and Calculus, as it is depicted in Flight 714 to Sydney, is a form of the wider theme of strained relationships in the series. McCarthy also highlighted the scene at the start the story in which Haddock mistakes Carreidas for someone trapped in poverty and gives him some money accordingly; McCarthy drew parallels between this scene and a similar one from Charles Baudelaire's poem "La Fausse Monnaie", suggesting that Hergé might have been thinking of Baudelaire's scene when creating his own.

In his psychoanalytical study of The Adventures of Tintin, the literary critic Jean-Marie Apostolidès expressed the view that the philosophical concept of "the void" appeared repeatedly in Flight 714 to Sydney, referring to the existence of World War II bunkers and the underground temple as examples. He added that whereas early Adventures of Tintin reflected a keen division between "Good and Evil", in this story this dichotomy has been replaced by a "meaningless void", with Rastapopoulos having degenerated from the role of criminal mastermind to that of "a mere hoodlum" who "sinks to the level of mere farce". Apostolidès further expresses the view that one of the "best scenes" in the story was that involving an interchange between Rastapopoulos and Carreidas, stating that "their opposition is merely superficial", in this way comparing them to the competing figures of General Alcazar and General Tapioca in Tintin and the Picaros.

Apostolidès believed that Flight 714 to Sydney exhibited many of the same themes as were present in Prisoners of the Sun and the Destination Moon/Explorers on the Moon story arc. He compares the character of Carreidas with that of Baxter from the moon adventure, yet notes that the former is "craftier, more childish and inhumane, less interested in research itself than in technological applications", working for profit rather than the good of humanity. Turning his attention to comparisons with Prisoners of the Sun, he highlights that both stories feature ancient temples, "weird animals", and dramatic natural phenomena, as well as the prominent inclusion of amnesia.

Adaptations
In 1991, a collaboration between the French studio Ellipse and the Canadian animation company Nelvana adapted 21 of the stories into a series of episodes, each 42 minutes long. Flight 714 was the twentieth story of The Adventures of Tintin to be adapted. Directed by Stéphane Bernasconi, the series has been praised for being "generally faithful", with compositions having been actually directly taken from the panels in the original comic book.

title: Flight 714 to Sydney


text:
Jean-Louis Gassée

Jean-Louis Gassée (born 24 March 1944 in Paris, France) is a business executive. He is best known as a former executive at Apple Computer, where he worked from 1981 to 1990. He also founded Be Inc., creators of the BeOS computer operating system. After leaving Be, he became Chairman of PalmSource, Inc. in November 2004.

1980s: Apple Computer
Gassée worked for six years at Hewlett-Packard from 1968 to 1974, where he was responsible for overseeing the launching of the company’s first desktop scientific computer and the development of its sales organization in France, before his promotion to Sales Manager of Europe, in Geneva, Switzerland. From 1974 to 1981, Gassée served as the Chief Executive Officer of the French affiliates of Data General and Exxon Office Systems.

In 1981, Gassée became Director of European Operations at Apple Computer. In 1985, after learning of Steve Jobs's plan to oust CEO John Sculley over Memorial Day weekend while Sculley was in China, Gassée preemptively informed the board of directors, which eventually led to Jobs leaving Apple.

Later, Sculley personally appointed Gassée to Jobs's old position as head of Macintosh development. Gassée introduced several Macintosh products on-stage in the late 1980s including the Macintosh Portable in 1989, and also the Macintosh IIfx. In his product introductions, he was often very comical. Gassée was less formal than many executives. He wore tailored suits when necessary, but he often addressed employees wearing a black (lambskin) leather jacket and a single diamond-stud earring.

When the idea of licensing the Mac OS for other companies use was brought up by various members of Apple, Jean-Louis refused to give in to the idea, maintaining that the Macintosh was more powerful than any other computer at the present, and had a superior architectural roadmap for future expansion than any other computer. Although many of the companies were interested (such as AT&T, for the use of the OS in their own equipment—they were so interested in this idea that the then-CEO of AT&T made a personal phone call to Sculley), Gassée would have none of it, and so the idea of licensing the Mac OS was shelved.

In the mid-1980s, Gassée started the skunkworks project to create what eventually became the Newton MessagePad.

In 1987, Apple CEO John Sculley published his memoir Odyssey. In the hope of inspiring "excellence," he ordered a hardback copy for each Apple employee, at Apple's expense. Shortly afterward, Gassée ordered a paperback copy of Fred Brooks's The Mythical Man-Month for all product-development employees, in the hope of inspiring good sense in project management. Brooks gave a lecture at nearby De Anza College: the room was filled with Apple employees with copies of his book, who told him stories that confirmed his conclusions.

In 1988, Gassée became head of Apple's advanced product development and worldwide marketing, and rumors of his taking over as CEO of Apple from Sculley were circling. Other rumors concerning Michael Spindler were also circulating. At one point in 1990, a number of Apple employees held a demonstration, marching around in circles, carrying signs, on the lawn in front of one Apple building, to petition Apple management to retain Gassée. A USA Today reporter saw the demonstration and asked an employee what it was about. The employee, well aware of Apple's rules on divulging trade secrets to the press, succinctly explained the issues. The next day, USA Today reported that Apple employees, many wearing black leather jackets and berets in honor of Gassée, had demonstrated to persuade management to keep him at Apple. In fact, the only person wearing a leather jacket (a brown goatskin A-2) and a beret had been the person whom she had asked to explain the purpose of the demonstration.

In 1989, Gassée successfully killed a Claris project, 'Drama', which aimed to start a new brand to sell low-end Macintosh computers. Gassée argued that consumers would continue to be willing to pay the price premium for a full Macintosh experience.

Despite Gassée's efforts and those of his supporters, in 1990 he left Apple, forced out by Sculley and Apple board members dissatisfied with his performance in delivering new products. Spindler got the top job.

1991–2002: Be Incorporated
In 1991, Gassée started a new venture, Be Inc., with the ambitious goal of creating an entire new computer platform, hardware and software, from the ground up. A number of Apple employees left with him, including Steve Sakoman, the developer of the Apple Newton. Be developed a new operating system, optimized for multiple CPUs and multithreaded applications, which became known simply as "the Be Operating System," or BeOS.

BeOS was written for Be's own dual-processor machine, the BeBox; later development releases of BeOS were ported to run on the Macintosh, and Macintosh clone makers, including Power Computing and Motorola, signed deals to ship BeOS with their hardware when the OS was finalized. In light of this, Be stopped production on the BeBox after selling only around 2000 units, and focused entirely on development of BeOS.

In 1996, Apple Computer decided to abandon Copland, the project to rewrite and modernize the Macintosh operating system. BeOS had many of the features Apple sought, and around Christmas time they offered to buy Be for $120 million, later raising their bid to $200 million. However, despite estimates of Be's total worth at approximately $80 million, Gassée held out for $275 million, and Apple balked. In a surprise move, Apple went on to purchase NeXT, the company their former co-founder Steve Jobs had earlier left Apple to found, for $429 million, with the high price justified by Apple getting Jobs and his NeXT engineers in tow. NeXTSTEP was used as the basis for their new operating system, Mac OS X.

After the return of Jobs, Apple withdrew the license to make Macintosh clones. With Intel's assistance, BeOS moved to "Plan B", a port to the x86 platform. While it arguably never grew past a cult following, it sold enough copies to have a nascent development and user community, and had several thousand programs available for it, including several dozen commercial products. BeOS was also used as an embedded operating system in multimedia production systems from Edirol, TEAC and Level Control Systems. However, partially due to behind-the-scenes pressure from Microsoft, Be was not successful in getting top-tier OEMs to bundle BeOS with their hardware - only Hitachi and AST (who were major in Europe at the time) did so - which Gassée saw as fundamental to their success.

At the end of 1999, Be had a "focus shift," giving their desktop OS away for free (with commercial distributions sold by third-party vendors, similar to Linux distributions) to focus on BeIA, a build of BeOS specifically targeted to internet appliances. The company lost several employees who disagreed with this strategy and who had no desire to work on an appliance OS. While there was vendor interest in BeIA and at least one shipping product based on it (the Sony eVilla), the market for internet appliances proved to be nearly non-existent, and Be laid off most of its employees in 2001, with its assets and the remaining engineers being bought by Palm, Inc. for $11 million that August. Gassée stayed on through that transition, but left in January 2002.

2002–present: After Be, Inc.
After leaving Be, Gassée served as president and CEO of Computer Access Technology Corporation (CATC), a company which made network protocol analyzers, but left within a year (CATC was purchased in fall 2004 by LeCroy Corporation, a competitor). Gassée resurfaced as a general partner at Allegis Capital, a venture capital fund based in Palo Alto, California, where he is still in position.

In November 2004, Gassée became chairman of PalmSource, Inc., where several former Be executives and engineers still worked. BeOS technology was being worked on for use in Palm OS "Cobalt" (Version 6), but as of February 2006, there were no major customers—including Palm, Inc. itself—who have committed to using the Cobalt release.

In March 2006, he started writing a French-language blog called Le blog de Jean-Louis Gassée (English: Jean-Louis Gassée's Blog). The blog was active for a month and contains only four entries.

In 2009, he started contributing regularly to the Monday Note blog, now a part of Medium a newsletter covering the intersection of media and technology.

title: Jean-Louis Gassée


text:
Southern Railway

Southern Railway or Southern Railroad may refer to:

Argentina

 * Buenos Aires Great Southern Railway, Argentina
 * Southern Fuegian Railway, Tierra del Fuego, Argentina

Australia

 * Main Southern railway line, New South Wales, Australia
 * Southern railway line, Queensland, Australia

Austria

 * Austrian Southern Railway
 * Southern Railway (Austria)

Canada

 * Canada Southern Railway, part of the New York Central Railroad
 * Canadian Pacific Railway
 * New Brunswick Southern Railway, part of the Canadian Pacific Railway
 * Quebec Southern Railway
 * Southern Manitoba Railway
 * Southern Prairie Railway, a tourist railway in Ogema, Saskatchewan
 * Southern Railway of British Columbia

India

 * Southern Mahratta Railway, a railway company in British India founded in 1882
 * Southern Punjab Railway, India
 * Southern Railway zone, India

United Kingdom

 * Southern (Govia Thameslink Railway)
 * Southern Railway (UK), 1923–47

United States

 * Alabama Great Southern Railroad
 * Alton and Southern Railway, Illinois
 * Arkansas Southern Railroad, part of the Chicago, Rock Island and Pacific Railway
 * Atchison, Topeka and Santa Fe Railway
 * Atlantic Coast Line Railroad
 * California Southern Railroad
 * Chicago and North Western Transportation Company
 * Columbus and Greenville Railway
 * Dakota Southern Railway, South Dakota
 * Georgia Southern Railroad
 * Illinois Central Railroad
 * Illinois Southern Railway, part of the Missouri Pacific Railroad
 * Indiana Southern Railroad
 * Iowa Southern Railroad, part of the Wabash Railway
 * Kansas Southern Railway, part of the Atchison, Topeka and Santa Fe Railway
 * Louisiana Southern Railway, part of the Missouri Pacific Railroad
 * Minnesota Southern Railway, part of the Chicago, Milwaukee, St. Paul and Pacific Railroad
 * Missouri Pacific Railroad, part of the Missouri Pacific Railroad
 * Montana Southern Railway
 * New Jersey Southern Railroad, and New Jersey Southern Railway
 * Norfolk and Western Railway, Virginia
 * Norfolk Southern Railway, Virginia
 * Richmond, Fredericksburg and Potomac Railroad, Virginia
 * South Side Railroad of Long Island, part of the Long Island Rail Road, New York
 * Southern Alabama Railroad
 * Southern California Railway
 * Southern Railroad of New Jersey
 * Southern Railway – Carolina Division
 * Southern Railway (U.S.), now part of the Norfolk Southern Railway
 * Tennessee Southern Railroad, part of the Illinois Central Railroad
 * Vermont Southern Railroad, part of the Boston and Maine Railroad
 * Virginia Southern Railroad

Elsewhere

 * Midi Railway, France
 * PeruRail, Peru
 * Railway to Beersheba, Israel
 * Southern Railway (Turkey)
 * Southern Railway (Württemberg), Germany
 * Southern Railways (Ukraine)
 * Southern Xinjiang railway, China

title: Southern Railway