Qantas 747 200B

The series 100 powered by Pratt & Whitney JT9D-3A engines offered enough payload and range for US domestic operations, but it was marginal for long international route sectors. This demand for longer range aircraft with increased payload quickly led to improved series 200. The 747-200 has more powerful engines, increased MTOW, and greater range than the -100. In its first three years of production, the series 200 featured Pratt & Whitney JT9D-7 engines (initially the only engine available). A few early -200s retained the three-window configuration of the -100 on the upper deck, but most were built with a 10-window configuration on each side.


Transaero 747-200B on final approachSeveral variants of the -200 were produced. The 747-200B was the basic passenger version, with increased fuel capacity and more powerful engines; it entered service in February 1971. Range with a full passenger load started at 5000+ nmi (9000+ km) and increased to 6000 nmi with later engines. The 747-200F is the freighter version of the -200 model. It could be fitted with or without a side cargo door. It has a capacity of 105 tons (95.3 tonnes) and an MTOW of up to 833,000 lb (378,000 kg). It entered service in 1972 with Lufthansa. The 747-200C Convertible is a version that can be converted between a passenger and a freighter or used in mixed configurations. The seats are removable, and the model has a nose cargo door.The -200C could be fitted with an optional side cargo door on the main deck.


Air France 747-200M in landing configurationThe 747-200M is a combination version that has a side cargo door on the main deck and can carry freight in the rear section of the main deck. A removable partition on the main deck separates the cargo area at the rear from the passengers at the front. This model can carry up to 238 passengers in a 3-class configuration if cargo is carried on the main deck. The model is also known as the 747-200 Combi. As on the -100, a stretched upper deck (SUD) modification was later offered. A total of 10 converted 747-200s were operated by KLM. Union des Transports Aériens (UTA) also had two of these aircraft converted.

After launching the series 200 with Pratt & Whitney JT9D-7 engines, on August 1, 1972 Boeing announced that it had reached an agreement with General Electric to certify the 747 with CF6-50 series engines to increase the aircraft's market potential. Rolls-Royce followed 747 engine production with a launch order from British Airways for four aircraft. The option of RB211-524B engines was announced on June 17, 1975. The series 200 was the first 747 to become available with a choice of engine manufacturer, which Boeing maintained for the type until the introduction of the 747-8.

A total of 393 of the 747-200 versions had been built when production ended in 1991. Of these, 225 were 747-200s, 73 were 747-200F, 13 were 747-200C, 78 were 747-200M, and 4 were military. Many 747-200s remain in operation, although most large carriers have retired them from their fleets and sold them to smaller operators. Large carriers have sped up fleet retirement following the September 11th attacks and the subsequent drop in demand for air travel, scrapping some or turning others into freighters.

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[maltesephoenician]

i have a haert for this generation of qantas planes love the old 747-100 747-200 747-300 747-400 especisaly the old livery's