Hey, Joe, I got a Question for ya ?
Joe : ya shoot,,,,,
Captain Jetranger: Joe, those guys over at the HJG Group, and havin' a De'bate about the amount of Windows in the upper-Deck of the early models 747 100 & 747-200's, sum say only the 100 models had 3 windows, yet others say some of the 200 models had them too as an option.
Joe : Well let me clear that up for those Kiddo's, IF, theres anybody that knows Boeings, its me Kiddo', Ol' JOE PATRONI - Chief Flight Engineer ~ !!
So heres how I feel about 3 windows - vs - 10 windows
Some "early" 747-200s were delivered with the "three window" (3) upper deck arrangement as opposed to the 10 window setup that was "more common" on later "model -100s/200s". The upper deck windows are not always the most reliable clue...
There was a "kit available" from Boeing which allowed operators to "add windows" in the "upper deck" area. The upper deck, when it was first introduced was used as a lounge and, IIRC, it was not occupied by passengers on take-off and landing. Once the windows were added then seats were placed in the upper deck. Some airlines had F seats on the upper deck, while others had Y seats. On the 100s, the upper deck was heated by thermal blankets in the sidewalls, while the later models had a duct system installed so temp could be controlled through the packs.
Northwest Airlines first ten 747-151s "originally came with three windows per side on the upper deck". Northwest had Boeing "install all eight windows on each side in about 1971". It was called the "Crown Skin Modification."
In late 1970, Boeing offered an improved ``higher performance'' version of the 747, the 747-200 series. Most changes were with thrust ratings of newer Pratt & Whitney engines, greater fuel capacity (and thus range), higher gross takeoff weight, and many other more minor changes. Among the first airlines that took delivery of this version were Northwest and Air India. Externally, there is very little to distinguish initial 200 series from 100 series...
Except for one thing: the upper deck windows. Plane spotters at the time thought that they could easily distinguish between the two types because in late 1971, 747's started to appear with ten (not three) windows on each side, effectively ``filling in'' the widely spaced three windows of the 100 series. Most, "but not all" 200 series aircraft have this feature. Boeing decided to offer the ``ten-window look'' as an "option" in 1970 to all 747 customers, including those still taking delivery of 100 series aircraft, and "eventually" made it a standard feature of the -100. Therefore, some 747-100 aircraft (for example, several received by Japan Airlines and All Nippon Airways) were delivered with the ``ten-window look'' on the upper deck.
To confuse things further, the very first -200 series aircraft only had three windows on top, making them appear to be -100 series aircraft. (Northwest and Air India received -200's with both three and ten windows). Additionally compounding things was United, whose management at the time felt it needed to get the ``200 look'' look on its original batch of -100's, and sent several back to Boeing in 1972 for more upper-deck windows, so that all of its newer -100's (all by then being delivered with ten windows standard) would appear the same.
One final note on upper deck windows. Customers had the option to ``blank out'' windows at the factory or later after the aircraft were in service. One may see a ``ten window'' pattern with only seven or eight windows, because the windows on either end are plugged or blanked out. (A faint outline of the window opening is generally visible.) Even on the original three-window configuration, some customers opted to blank out one of the three to accommodate new galley configurations (as Pan Am did with many of its -121's during the 1980's, on the left side only).
The moral of the story: don't jump to conclusions based solely on the number of windows. A truly dedicated plane spotter will search out an aircraft's registration number first (and, assuming they interpret it correctly), which will always reveal its true lineage.
In 1973 Pan American expressed interest in acquiring an aircraft capable of flying extreme long range routes that did not produce passenger loads sufficient to justify use of a 747. Routes they had in mind were JFK-Tokyo non-stop, JFK-Riyiad, etc. In August 1973, Boeing announced the ``Special Performance'' or SP version of the 747, capable of flying 7000 miles with a (smaller) full load.
Pan American immediately ordered 10 for delivery in 1976.
All SP's were manufactured with the ``10 window look'' on the upper deck, as were all 747 -100/200 models from the mid-1970's onward. Although SP's were available with either Pratt & Whitney or Rolls Royce engines, most were ordered with Pratts.
See heres a Few of them 747 Suckers I worked on back in my Day ~ I'm Joe Patroni' kid ~ !!
Joe Patroni' here, always here takin your Technical Calls, from 11 am to 1pm with an hour for Lunch
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