Frankfurt Airport has become an aviation enthusiast’s heaven. Few other airports feature such a large number of Airbus A340s and Boeing 747s in one place, with Lufthansa serving as the common denominator. The German flag carrier currently operates 19 examples of the 747-8, the final variant of the 747. However, it also flies eight Boeing 747-400s, the 747-8’s predecessor. Why is this?

Lufthansa was one of the first operators of the Boeing 747. It took delivery of the first of three 747-100s in 1970 and would go on to operate the 747-200B, the 747-200M, the 747-400M, and the two variants that it operates today. Therefore, with this history and the fact that it is the largest of just three passenger operators of the 747-8, Lufthansa is one of the most prominent 747 customers in all aviation history.

Aircraft Costs Explained

The Boeing 747-400 debuted in 1989, using four engines that are outdated by today’s standards. This means that the aircraft is the opposite of efficient. Using this plane, Lufthansa is essentially wasting fuel versus if it uses a modern carbon composite widebody, or even if it flew the 747-8 in its place. Why spend unnecessary money on fuel by still using the 747-400? This is because fuel costs are far from all the costs.

Airliners are expensive, and large double-deckers like the 747 are eyewateringly pricey. Therefore, airlines almost always have to fly their aircraft for upwards of 20 or 25 years if they’ve purchased the plane outright. This allows them to pay off the aircraft and use it to its full value. When the plane is paid off, it becomes a pure asset, as the carrier no longer pays to own the plane.

Lufthansa has 20 Boeing 777-9s on order, which are due to arrive no sooner than 2026. These will replace the 747-400s, which by that point will be nearing 30 years old. These planes are only just now reaching the end of their lives, and the 777-9 is efficient enough that the increase in capital costs is more than offset by fuel savings.

The True Age Of The 747-400s

Lufthansa once operated up to 31 Boeing 747-400s. These included 24 747-400s and seven 747-400Ms, the « combi » version of the plane. The majority of the 747s were retired early in the 2010s, as the carrier was taking delivery of its 14 A380s and 19 747-8s. Another five aircraft were retired in 2020, leaving eight examples remaining.

Lufthansa typically retires its planes around the 30-year mark. Data from planespotters.net shows that it took delivery of its 747-400s in two batches. The first batch was delivered between 1989 and 1992, all of which were replaced by the A380 and 747-8. Fourteen planes, meanwhile, were delivered from 1996 to 2002.

One of these examples was removed and scrapped in 2012, while five more were retired during the pandemic. The eight remaining 747-400s are the final examples that Lufthansa received. These aircraft are between 23 and 27 years old. It wouldn’t have been economical to remove these aircraft when the rest of the 747s were sent to the scrapyard, but now the equation has shifted in favor of new jets.

How The 747 Fell In And Out Of Favor

The Boeing 747 is the second most-produced widebody of all time (after the Boeing 777). The program nearly destroyed its company, but for all the risk, Boeing was rewarded generously. Its widebody design lowered seat costs by around 30% compared to the 707, and its range was unparalleled. The 747-200 variants were particularly successful, as smaller widebodies simply weren’t as capable. Then, the 747-400 debuted.

The Boeing 747-400 featured a stretched upper deck (previously seen on the unpopular 747-300) along with more advanced engines and aerodynamic improvements. This gave it the best operating economics of any 747 variant at the time. Furthermore, it was rated for higher weights and burned less fuel. This meant that despite being the largest 747 yet, it had greater range than the shrunken 747SP, a variant designed specifically for ultra-long-haul flying.

Each variant of the 747 was the most capable airliner of its day, and the 747-400 remains the most successful variant of all time. However, the Boeing 777-300ER essentially matched the 747-400 in range and seated almost the same number of passengers. It did this while being far less thirsty. The 747-400 and later 747-8 were no longer range leaders, so they could only be sold on their size, which ultimately became a liability.

How Lufthansa Uses The 747-400 Today

All eight 747-400s are based in Lufthansa’s Frankfurt hub. They feature 67 business class seats, 32 premium economy seats, and 272 economy seats. This totals 371 seats, which is more than the capacity of Lufthansa’s 747-8. This is because the 747-8 comes with a four-class configuration which includes first class, as the 747-8 is used on routes with especially high premium demand.

This summer, six cities will see the jumbo jet from Frankfurt. These are Bengaluru, Boston, New York-JFK, Singapore, Toronto, and Vancouver. None of these routes is particularly long, with the longest being LH780 to Singapore, a flight that travels 5,550 NM (10,280 KM). Focusing the 747-400 on shorter routes minimizes the extra fuel burn that comes with this outdated airliner.

All of Lufthansa’s 747-400s are equipped with the General Electric CF6-80. This was the most popular engine option on the 747-400, which was also offered with the Pratt & Whitney PW4000 and Rolls-Royce RB211. The first of these will likely leave the Lufthansa fleet in 2026, when the Boeing 777-9 finally enters service, and Lufthansa plans to fully remove the type in 2028, alongside the Airbus A340-300.

What Will Take The 747-400’s Place

Lufthansa is the launch customer of the Boeing 777-9. It has 20 examples on order, and although this jet has experienced more delays than Newark Airport, its long-awaited debut will mark a new era for Lufthansa. This will be the airline’s first passenger 777, and as the largest 777 ever, it will make for a most suitable replacement for the aging queen.

Inside, the aircraft will feature Lufthansa’s Allegris cabins. The 777X was originally selected to introduce these cabins when its targeted Entry-into-service (EIS) was set at 2020. However, the delays have caused Lufthansa to roll it out on other aircraft. An official configuration has not been revealed. However, data from the Boeing 777X Airplane Characteristics for Airport Planning (ACAP) document shows that the following could be possible.

(Three layouts calculated from 777X ACAPs data. Actual layout may differ based on galley and lavatory configuration).

While the number of seats may differ, what is certain is that the onboard experience will be a vast improvement. The current 747-400s feature seven seats abreast in business class, the most of any Lufthansa plane. By contrast, Allegris offers direct aisle access suites with modern technology and in-seat climate controls. Other classes also feature new seats and technological improvements. Note that the 747-400s currently do not offer first class.

The Rundown

In today’s increasingly homogenous world of A330s, A350s, 777s, and 787s, Lufthansa has emerged as a hero for aviation enthusiasts. However, the 747-400’s days of glory are finally coming to a close. These planes are among the youngest passenger 747-400s in the world, which is why they’ve been kept in the skies for so long. However, time remains undefeated, and with the 777-9 approaching, these planes are more than obsolete.

Although the final flight of a Lufthansa 747-400 will be a sad day for enthusiasts, the bright side is that the 777X will feature a superior onboard experience. New seats that are competitive will make many passengers forget about the old jumbo jet, while a 787-like cabin pressure and Dreamliner-style dimming windows will allow for less physically intense flights.

For the enthusiast, meanwhile, Lufthansa still operates a fleet of 19 747-8s. These are young planes with excellent fuel efficiency for their size, and Lufthansa will prove its commitment to the type, as all 19 examples are set to receive the new Allegris cabins. Given the costs and engineering challenges associated with these retrofits, it is evident that although the Lufthansa 747-400 will go soon, the Lufthansa 747 will live on for decades to come.