The Boeing 747-8 is the latest and final variant of Boeing’s iconic aircraft. The 747-8 entered commercial service in June 2012 with Lufthansa. However, despite predictions of sales figures totaling more than 300 aircraft, the 747-8 was relatively unsuccessful for the US manufacturer, with only 155 built before production ended in 2023.

The majority of the 155 Boeing 747-8s in service today are 747-8F cargo aircraft, with only 31 passenger variants operating for commercial airlines – Lufthansa, Korean Air, and Air China. Curiously, no US carriers chose to order the 747-8, despite the aircraft being built on home soil. In this article, we take a closer look at the 747-8 and examine some of the reasons why no US airlines chose to order the aircraft.

High operating costs

Four engines burn more fuel

Credit: Vincenzo Pace | Simple Flying

Like the earlier Boeing 747 variants, the 747-8 has four engines, two on each side of the aircraft. Although this is one of the unique features of the 747 that make its appearance so iconic, four-engined aircraft burn more fuel than their twin-engined counterparts on the same journey.

Back in the 1960s when the Boeing 747 was first designed, fuel prices were significantly lower than they are today. However, fuel prices have since risen significantly and have become increasingly volatile. This is due, in part, to a decreasing supply and global geopolitical events. This means that the 747 has fallen out of favor with airlines around the world, including those based in the US, as they look to reduce operating costs in an ever-increasing cost-sensitive environment.

The fate of other four-engined aircraft, such as the Airbus A340 and A380, has followed a similar trajectory. The A340 never reached the dizzy commercial heights of its twin-engined counterpart, the A330, while the A380 is a niche aircraft, with the program supported primarily by Emirates. The carrier, based at Dubai International Airport (DXB), operates a staggering 116 of the roughly 180 A380s in service today. Other major operators of the A380 include:

• British Airways (12)
• Singapore Airlines (12)
• Qantas (10)
• Lufthansa (8)
• Qatar Airways (8).

Route structure

US airlines operate from multiple hubs

Credit: Vincenzo Pace | Simple Flying

Another reason large aircraft such as the Boeing 747-8 and Airbus A380 proved to be unpopular with US carriers is that such airlines tend to operate from multiple hubs. This is different from many European and Middle Eastern carriers, which operate a hub-and-spoke model, funneling passengers through one major hub. This explains why both the 747-8 and A380 have had more commercial success in these regions.

With multiple hubs across the country, US carriers’ operations are better suited to smaller aircraft, such as the Boeing 787 and the Airbus A350 or A330 families. These aircraft have a lower passenger capacity than the mighty Boeing 747-8, which can carry up to a maximum of 467 passengers. The passenger capacities of modern widebody aircraft are outlined in the table below, along with the US airlines that operate them:

For similar reasons, no US carrier is yet to order the Boeing 777X, with the large aircraft proving more popular with airlines such as Emirates, Qatar Airways, and Cathay Pacific, which operate from one major hub airport.

Increased focus on sustainability

Twin-engined aircraft burn less fuel

Credit: Boeing

The aviation industry around the world has become increasingly focused on meeting ambitious sustainability targets, and airlines in the US are no exception. As mentioned earlier, four-engined aircraft such as the Boeing 747-8 burn significantly more fuel than their twin-engined counterparts.

Not only does this increased fuel burn have an economic impact on the airline, it also has a greater environmental impact. Burning aviation fuel creates significant greenhouse gas emissions, including CO2. Due to the high altitude at which these gases are emitted, their effect on the environment can be even higher as they have a greater warming effect at altitude than at sea level.

It is therefore easy to see why carriers around the world, including those in the US, are choosing to steer clear of four-engined aircraft. United Airlines is one of the largest US operators of Boeing twin-engined widebody aircraft, including the now aging 767-300ER and 767-400ER. The Star Alliance carrier’s current Boeing widebody fleet size, according to the latest data from ch-aviation, is outlined in the table below:

Changing passenger preferences

Increased flight frequency is important

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Over time, as air travel has become more and more commonplace, passenger preferences have evolved. With many of us in the US traveling so frequently, the frequency of flights has become more important, rather than the passenger capacity of each service. Smaller aircraft allow airlines to offer a greater frequency of flights and introduce new routes, therefore improving their commercial offering.

This is different from many airlines in Europe, the Middle East, and Asia, where airports are much busier and are often slot-constrained, meaning that carriers choose to make the most of their limited slot availability by carrying the most passengers possible with larger aircraft. For example, from its hub at Dubai International Airport (DXB), Emirates operates a fleet made up entirely of widebody aircraft.

Passengers in the US also prefer to fly directly to their chosen destination wherever possible, without having to transit at a major hub. Smaller aircraft allow carriers to operate direct flights between smaller airports and on quieter routes that would not have the passenger demand to fill high-capacity aircraft such as the Boeing 747-8. Sticking with the example of United Airlines, the table below outlines the carrier’s sizable narrowbody aircraft fleet, highlighting the importance of smaller aircraft to the airline:

Fleet optimization

Similarities between smaller aircraft

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The Boeing 747 is a unique aircraft in that it requires specialist training to operate and specific procedures for any routine or ad-hoc maintenance that may be necessary. Having different procedures for each aircraft type adds both cost and complexity to an airline’s operations, which in today’s cost-sensitive environment is something that every carrier would like to avoid.

With many US carriers already operating sizeable fleets of Boeing 787/777 or Airbus A330/A350 aircraft, it makes sense for them to take advantage of the similarities between these aircraft. Such benefits can be financial and operational, both of which are crucial to an airline’s success. United Airlines’ fleet is set to grow further as the carrier has an additional 144 Boeing 787s on order, which will also be used to replace the now aging 767s and 777-200ERs. The remaining aircraft that the carrier has on order are shown in the table below:

By sticking with existing aircraft types, airlines around the US have been able to simplify their training procedures, even allowing interoperability between different aircraft at times. They have also been able to reduce their maintenance costs thanks to economies of scale. Having an anomaly such as the Boeing 747-8 in their fleet would not have made sense from this perspective.