Boeing 747-136 G-AWNA (c/n 19761/23) of British Overseas Airways Corporation (BOAC), delivered in 1970, the first of many. Less than four years later BOAC was operating the world's most extensive long-haul network with the 747 used on most of the prime routes. The 747 was BOAC's last major airliner acquisition and it went on to serve BOAC and then British Airways for more than 25 years. The British Airways 747 fleet went on to become one of the world's largest, operating a total of 44 Classic and more than 50 Series 400s variants.
Boeing 747-146B/SR/SUD JA8170 (c/n 23390/636) was Japan Air Lines' last remaining pure domestic 747 classic. Specially developed for the Japanese market, the SR version of the 100 series was extensively strengthened and carried less fuel, but could carry more passengers - up to 498. JAL's aircraft also had the unusual addition of a stretched upper deck.
Boeing 747-217B C-FCRB (c/n20802/226) 'Empress of Canada' of Canadian Pacific Airlines. The Series 200 was by far the most popular of the classic 747s, many of which still operate today and will for many years to come, with the converted freighter version still very popular.
Boeing 747-245F/SCD N816FT (c/n 22151/478) 'Henry L Heguy' of Flying Tigers. This was a pure freight version of the 747 that was delivered new to Flying Tigers in 1980. Nine years later the company was taken over by Federal Express and Henry flew under its colours until eventually being sold to Singapore Airlines in 1992 and then finally, El Al Israel Airlines three years later.
Boeing 747-2G4B (VC-25A) 82-8000 (c/n23824/679). Air Force One is a customised -200B series 747, with seating for some 76 passengers in a reconfigured passenger cabin, an unrefuelled range of 7,000nm and state-of-the-art communications and navigation systems. Two aircraft are operated by the Presidential Airlift Group, part of Air Mobility Command's 89th Airlift Wing, based at Andrews Air Force Base, Washington DC.
Boeing 747SP-70 YI-ALM (cn22858/567) delivered to Iraqi Airways in 1982. The Special Performance (SP) variant did not achieve major sales and very few of the 45 delivered are still flying. Its main asset is a range of 8,800nm and a passenger capacity of 305. YI-ALM escaped the ravages of war and is reportedly still maintained by Iraqi mechanics in Tozeur, Tunisia.
Prototype 747 N7470 during an early test flight. Note the insignias on the nose of the 28 airlines that had placed orders for the aircraft. Five aircraft were involved in the flight test programme and between them amassed 1,449 hours during 1,013 flights.
Boeing 747-121 N740PA was delivered to the 747-launch customer, Pan Am, on February 24, 1970. Initially named Clipper Rival, this was changed to Clipper Ocean Pearl in 1980. It was converted to 747-121 (F) standard in March 1991, reregistered N493GX, bought by Tower Air in December 1994 and withdrawn from use in August 1996. Key Archive
Boeing 747SP-Z5 A6-ZSN was the final SP variant, built five years after normal production had ceased. It is used by the UAE Government and was photographed at Dubai in 1999.