The Boeing 747 is iconic not only within the aviation world, but is recognizable even by the general public, with the aircraft also known as the ‘Queen Of The Skies.’ The very first aircraft rolled out of the factory in 1968 and entered commercial service in 1970, with Pan Am as the type’s launch customer.
Since then, the 747 program has spawned various iterations and variants, including being utilized for cargo, military, VIP purposes, and more. The aircraft could be seen flying all around the world, and, while this has declined in the past decade, the latest variant of the program, the 747-8 (launched in 2005), and some of the older variants are still operational today, across a handful of airlines. So, how is it holding up two decades later?
The 747-8 Program In A Nutshell
With the program being launched in 2005, the Boeing 747-8 is the largest and final variant of the iconic Boeing 747 program, which the manufacturer essentially created to compete with the introduction of the Airbus A380-800 from Europe. The passenger version of the type, the 747-8I (for Intercontinental), performed its maiden flight on March 20, 2011, and entered commercial service with Lufthansa in 2012.
The program did face some delays, and the type only received orders from three commercial carriers for passenger use, but, when 
Boeing proposed a freighter variant, the 747-8F, it proved to be more popular. Subsequently, this model gained orders from 10 cargo operators for three times the number of passenger aircraft. The 747-8 also received orders for a limited number of aircraft configured to transport the governments of countries, which included the likes of Egypt and South Korea.
The final passenger variant rolled off the Boeing assembly line in 2017, with the aircraft destined to join Korean Air. Meanwhile, the final freighter variant was delivered to Atlas Air in January 2023, marking the end of not just the 747-8 program, but the entire 747 family.
Deep Dive: Who Were The 747-8I’s Operators?
As mentioned above, the passenger variant of the 747-8 received orders from three airlines. Data from ch-aviation shows that 
Lufthansa, 
Air China, and Korean Air all made a combined order for a total of 31 examples of the type. Of these, 27 aircraft are marked as active today. In the case of Lufthansa and Air China, the 747-8s are complemented by the operations of previous-generation Boeing 747-400s. The number of 747-8s is split among the operators as detailed in the table below.
|
Operator |
Number Of Active Aircraft |
Number Of Inactive Aircraft |
Fleet Total |
|---|---|---|---|
|
Lufthansa |
17 |
2 |
19 |
|
Air China |
6 |
1 |
7 |
|
Korean Air |
4 |
1 |
5 |
|
Total number of 747-8Is |
31 |
||
Lufthansa is the largest operator of the type, and the airline operates its fleet of 747-8s on some of its longest routes, which include services to Los Angeles, Tokyo (Haneda), Mexico City, Sao Paulo, and Buenos Aires. While the carrier occasionally flies the type to Singapore, it is mostly operated by the older 747-400s.
It is also worth mentioning that Korean Air is the only carrier on this list that also ordered the freighter version of the 747-8. This model will be discussed in the following section.
The Airlines & Routes Where You Can Still Fly The Boeing 747 Next Year
Four airlines will still operate passenger services with the Queen of the Skies in 2025.
What About The 747-8’s Freighter Operators?
While the passenger variant only received orders from three commercial operators, the 747-8F received orders from 10 cargo operators. These airlines ordered a combined total of 107 examples of the type, making it a much more popular sub-variant. While Atlas Air took delivery of the final aircraft, the largest operator of the 747-8F is the cargo giant 
UPS Airlines. Of the 107 aircraft that were delivered, 95 are marked as active today, with the operators of the type and number of 747-8Fs detailed in the table below.
|
Operator |
Number Of Aircraft (Inactive) |
Operator |
Number Of Aircraft (Inactive) |
|---|---|---|---|
|
UPS |
29 (1) |
NCA – Nippon Cargo Airlines |
8 |
|
Atlas Air |
15 |
Korean Air |
7 |
|
Cargolux |
14 |
Silk Way West Airlines |
4 (1) |
|
Cathay Pacific |
14 |
Air Belgium |
2 |
|
AirBridgeCargo |
(10) |
Polar Air Cargo |
2 |
AirBridgeCargo is a Russian operator that suspended operations in 2022, when the international sanctions on Russian operators made it unviable for the carrier to continue operations. While some of AirBridgeCargo’s lease assets were previously repossessed, the carrier is aiming to resume operations with its Russian-built aircraft. Furthermore, reports from ch-aviation indicate that fellow Russian carrier Aeroflot has recently acquired aircraft from AirBridgeCargo to cannibalize them and source spare parts.
Cargo aircraft tend to have a significantly higher operational lifespan than that of commercial jets, not to mention the fact that aging passenger jets often get converted to cargo aircraft. As such, it is safe to assume that the 747s will remain in operation for decades to come, especially considering the youngest of the type is just two years old.
The Older 747-400 Was More Popular
While the newest variant was just over 140 examples manufactured, the most popular variant of the 747 program was the Boeing 747-400. According to reports from Airways Magazine, this model saw nearly 700 examples of the type being delivered across the span of 30 years, from 1989 to 2009. However, does this mean the 747-400 was better than the 747-8?
When comparing the specifications of the two aircraft, it is clear that the 747-8 has a higher passenger capacity/cargo payload capacity than the 747-400. The former has a typical capacity of 467 passengers in a three-class configuration, while the older -400 variant could only accommodate a maximum of 416 passengers. Furthermore, when it comes to operational range (using Lufthansa’s 747-400 and 747-8 specifications), the 747-400s can fly for 6,567 NMs (12,200 km) while the 747-8s can manage 7,073 NM (12,100 km).
Higher capacity offerings, powered by more efficient engines, made the 747-8 more efficient than the 747-400 to operate. However, the 747-8 came onto the market at a time when carriers were moving towards efficient twinjets capable of operating point-to-point routes. This resulted in the decline of not only the 747-8, but also the 747-400s, and Airbus’s A340 and A380 families due to the poor operating economics these aircraft offered compared to the likes of the Boeing 777, Boeing 787, and the Airbus A350.
The Boeing 747-400: The Aircraft That Shrunk The World
Reflecting on the most impactful variant of the world’s most iconic aircraft: the Boeing 747.
A Possible Successor For The 747-8?
Considering that airlines have been transitioning towards using efficient twinjets for the best part of the past decade, the question remains as to what is the most suitable replacement for the 747s? After all, while operational efficiency is key, as seen across various airports around the world, capacity is also important, especially in increasingly slot-constrained markets. The one alternative currently available in the market today would be the Airbus A350-1000.
While not equal, the A350-1000 can accommodate up to 400 passengers in a three-class configuration compared to the 467 that the 747-8 can carry. However, as the A350 is being powered by more efficient engines, with newer cabins, advanced avionics, and lightweight composite materials used in the fuselage development, the operational economics of the aircraft make it considerably more profitable to operate than the 747-8. Airbus also has the option to stretch the A350-1000 to form a larger aircraft if the market requires it.
Another potential alternative is the Boeing 777-9 , which, despite having amassed considerable interest in the form of aircraft orders, is not yet commercially operational. The 777-9 should have entered commercial service back in 2020, but due to the events relating to Boeing’s quality control over the past few years, the aircraft has faced significant delays in certification. While the situation has improved in recent times, the type is still not expected to be certified and enter commercial service until 2027.
More About The Boeing 777-9
The Boeing 777-9 is part of the 777X program, which was developed by the manufacturer to be a natural successor for its widely popular 777-300ER, as well as, with the 777-9, to bridge the gap between the 777-300ER and the 747. When compared to aircraft currently in the market, upon entering commercial service, the 777-9 will be the largest twin-engine model around. The 777-9, in a three-class configuration, can offer more capacity than the A350-1000, while also promising to deliver competitive operational efficiency.
That being said, the 777-9, despite having a range higher than that of the 747-8, is at a disadvantage on this front when compared to the A350-1000. The program made headlines this week at the 
Dubai Airshow 2025, when the type’s largest customer, 
Emirates, ordered an additional 65 aircraft, showing increased commitment and confidence in the aircraft type. With 270 examples of the type on order for Emirates, the carrier also expressed its interest in Boeing conducting a feasibility study for a stretched 777-10
For Emirates, this would help fill the capacity space that is left by the A380 program ending, and, for other carriers, it could potentially be a perfect replacement for the Boeing 747. While aircraft such as the A350-1000 and (eventually) the 777-9 will replace the operations of the 747-8, the Queen Of The Skies will continue flying across the globe for decades to come, performing cargo operations all around the world.
