Travelers who assumed the Boeing 747 had vanished are in for a pleasant surprise. More than half a century after the jumbo entered service, a handful of passenger airlines and dozens of freight carriers still rely on the “Queen of the Skies” to move people and products around the globe. For aviation fans, that means there is still time—though perhaps not much—to book an upper-deck seat, snap a selfie beside the iconic hump and savor an experience that helped define long-haul flying.
Where You Can Still Fly the 747
According to fleet tracker ch-aviation, a little over 350 Boeing 747s remained active in early 2025, the majority hauling freight. Only four scheduled passenger operators are left:
- Lufthansa — 19 747-8s and eight 747-400s
- Korean Air — five 747-8 Intercontinentals plus a mix of freighters
- Air China — predominantly 747-8s for high-density domestic and select long-haul runs
- Rossiya — two resurrected 747-400s flying within Russia after post-sanction fleet reshuffles
Across those four carriers, schedule-analysis firm Cirium logged more than 1,500 commercial passenger flights on the jumbo in September alone. Lufthansa flights accounted for roughly two-thirds of the total, touching every inhabited continent except Australia as the German flag carrier waits for delayed Boeing 787s, 777Xs and Airbus A350s.
Routes to Watch
The 747’s long legs and high seat count suit trunk routes where demand can spike. Frequent sightings include:
- Frankfurt–Los Angeles (Lufthansa)
- Frankfurt–Singapore (Lufthansa)
- Seoul Incheon–Los Angeles (Korean Air)
- Beijing–Shanghai Hongqiao (Air China)
- Beijing–New York JFK (Air China)
Seat maps differ by airline, yet each 747-8 carries roughly 360–400 passengers across four cabins, with the coveted upper deck reserved for business-class flyers.
Why the Jumbo Still Makes Business Sense
Airlines jettisoned four-engine designs in favor of twin-engine efficiency, yet current holders say the 747 fills a narrow but critical niche. Supply-chain stumbles continue to slow deliveries of new twinjets, leaving carriers short on wide-body lift just as post-pandemic demand rebounds. “Delivery delays mean the jumbo ‘fills an essential capacity gap,’” Cirium analyst Brown said during a January webinar.
For Lufthansa and Korean Air, the 747-8’s modern GEnx engines burn appreciably less fuel than older -400s while carrying more passengers than an Airbus A350. On dense domestic links in China, Air China values the aircraft’s quick turn times—load one packed jet rather than two smaller ones and the slot-constrained Beijing airport breathes easier.
Russia’s Rossiya tells a different tale. After international sanctions stranded leased A350s and 777s abroad, the airline reactivated two mothballed 747-400s previously inherited from Transaero. The Soviet-era fuel burn is hardly ideal, but the frame’s independence from Western lessors and its prodigious seat total keep essential domestic capacity intact.
Cargo Operators Can’t Quit the Nose Door
While a shrinking list of carriers sells 747 passenger tickets, the freighter market continues to adore the jet. Nearly 10,000 747 cargo sorties are scheduled worldwide this month, Cirium shows. Operators from UPS and Cargolux to AirBridgeCargo love the type’s multiple loading options—most notably the signature flip-up nose door that swallows outsized freight others simply cannot accept.
The final production variant, the 747-8F, can haul about 140 metric tons nearly 4,100 nautical miles nonstop, all while loading 34 pallets on the main deck. That nose, combined with a side cargo door and a strengthened floor, means everything from race cars to oil-rig equipment fits with minimal disassembly. No surprise that more than 100 747-8Fs remain in front-line service a decade after the model’s debut.
The Traveler’s Perspective
Whether you want bragging rights or simply a roomy ride, flying a 747 in 2025 still offers unique perks:
- Upper-deck intimacy. With as few as 20 business-class seats, the upstairs cabin feels more like a private jet than a wide-body liner.
- Nostalgia value. Many carriers display retro photos or placards honoring the jet’s history; Lufthansa even sells limited-edition amenity kits inspired by 1970s travel posters.
- Stable ride. Four engines and a 224-foot wingspan tame turbulence, a boon on winter Atlantic crossings.
- Flexible award space. The high seat count means airlines often release last-minute reward seats, perfect for mileage hunters chasing a unicorn redemption.
“For aviation fans the 747 is ‘an experience that begins the moment you spot the hump at the gate,’” frequent flyer Müller said before boarding in Frankfurt. Travelers are advised to book soon; even steadfast operators hint the aircraft’s sunset is approaching within the next decade.
Evolution of an Icon
Boeing launched the 747 program in the mid-1960s, betting airlines would need a jet twice as large as existing narrow-bodies. The original 747-100 debuted with Pan Am on Jan. 22, 1970, offering long-haul range and unheard-of cabin volume. Subsequent variants—SP, -200, -300, -400 and finally -8—expanded range, refined aerodynamics and added glass cockpits.
The -400 became the bestseller, and for years carriers such as British Airways and Qantas touted on-board social spaces including cocktail lounges, piano bars and even a “teahouse.” By the 2000s, however, rising fuel prices and the advent of efficient twin-engine jets such as the 777 and A330 made four-holers tougher to justify.
Boeing delivered its last 747—a 747-8F for Atlas Air—in early 2023, officially closing the production line after 54 years. Yet the jet’s remarkable utility keeps it stubbornly airworthy.
How Long Will Passenger Flights Last?
Lufthansa has indicated its youngest 747-8s, delivered between 2012 and 2015, could remain until at least 2033. Korean Air’s timeframe appears similar, depending on how quickly the airline receives ordered 777-8Xs. Air China has not published a retirement schedule but continues to rotate jumbos on peak-demand services.
Given mounting environmental pressure, travelers should expect airlines to retire thirsty 747-400s sooner than the newer -8s. Carbon-offset programs can help soften the ecological footprint of a nostalgia flight, a consideration increasingly central to today’s trip planning.
What Travelers Should Know
- Check aircraft type before booking. Flight-search engines often list equipment in tiny font; confirm you really are on a 747 and not a last-minute switch to a twinjet.
- Pick seats strategically. On Lufthansa, rows 1–3 on the upper deck have extra storage along the sidewall. Air China’s domestic-heavy configuration squeezes more seats downstairs, so go upstairs for relative quiet.
- Arrive early for photos. Many airports now park jumbos at corner gates because of wingspan restrictions. Build extra time to reach the aircraft and snap ramp-side pictures if local rules allow.
- Mind baggage policies. High payload does not equal generous allowances; economy flyers on Korean Air still face the standard 23-kilogram checked bag cap.
- Stay flexible. Equipment swaps happen. Hold refundable hotels and excursions if the 747 ride itself is the main attraction.
The Boeing 747’s silhouette once symbolized the bright future of mass international travel. That future has largely arrived on leaner, greener aircraft, yet the jumbo refuses to bow out entirely. A confluence of delivery delays, cargo utility and collector-level passenger appeal keeps the type relevant—and keeps a bit of aviation romance alive.
If your bucket list features an upper-deck champagne toast or the deep rumble of four high-bypass engines at takeoff, 2025 may be the perfect year to go. The routes are fewer, the seats more coveted and the clock undeniably ticking, but the Queen of the Skies still reigns for those willing to seek her out.
