Why is Air Force One a 747-200B and not a 747-300?
I’ve been asked this one many times in the last week and it’s time for an answer. Many have suggested it was the service requirement for the airframe set forth by the Air Force criteria, but in fact, it’s not. The Air Force required the winning airframe/engine combination to have two years of commercial service by the time of delivery, more than enough for the 747-300.
Air Force One is actually powered by four General Electric CF6-80C2B1 engines that are identical to those on the 747-300. The 747-300 first entered service with Swissair in 1983. That engine went into service with Thai International Airways in December 1987. Boeing delivered the first modified 747-200B in August of 1990. Yet, that still doesn’t answer the question.
According to a June 1986 Aviation Week article (which I can’t republish):
Boeing did not propose the very long range 747SP (special performance) derivative because it would have been necessary to redesign the wing to accept the larger engines required to make the range/payload requirement. In addition, it would have been difficult to meet the interior space requirements with the foreshortened 747SP version. On the other hand, the stretched upped deck of the 747-300 provided more room than needed, and the greater gross weight and increased drag of the upper deck presented a range problem.
How many seats does Air Force One have?
The VC-25A is certified to carry 78 passengers and 23 crew members. Though, there is seating for 94 passengers, only 78 can be filled during takeoff and landing.
What number 747 off the line was 28000 and 29000?
Twin VC-25As 28000 and 29000 were number 679 and 688 out of Everett respectively.
How many auxiliary power units does Air Force One have?
Two! Twin Garrett GTCP331-200 APUs provide redundancy and guarantee sufficient ground power to main communications and air conditioning during extended ground stops in hot weather. The GTCP331-200 is actually designed for the 767, but the smaller unit was needed to double up in the VC-25A. The tailcone is modified to make way for this, and other “enhancements.”
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.