If Emirates is the main hold-out for the Airbus A380 Superjumbo, then Lufthansa is the main hold-out for the scheduled passenger Boeing 747 services. Only four airlines continue to operate scheduled passenger services with 747s. The other three are Air China, Rossiya Airlines, and Korean Air. Of these, Rossiya had retired its 747-400s, but was forced to reactivate a couple after sanctions.
Lufthansa has by far the largest remaining fleet of passenger 747s and appears to be planning to operate its 747-8s for longer than anyone else. But why? Is Lufthansa saddled with a lemon, or did it find a way to make the Jumbo a profitable and feasible option through the 2020s? Here is what to know about why Lufthansa flies the 747-8.
Lufthansa Technik, A Leading Aircraft Maintainer
A huge part of how economical an aircraft type is to operate is an airline's logistical capabilities to support those jets. Southwest is the largest example of an airline that simplifies its logistics by only operating the Boeing 737 family aircraft. Conversely, it was economical for Delta to operate the mostly unpopular Boeing 717 as it already had the expertise in servicing the related MD-80. When it comes to Lufthansa and the Boeing 747, one of Lufthansa's secret sauces is Lufthansa Technik.
Lufthansa Technik is a subsidiary of the Lufthansa Group that provides maintenance, repair, and overhaul services for aircraft, engines, and components. Lufthansa Technik not only maintains Lufthansa Group's aircraft, but also those of many other airlines. The company claims to serve over 800 customers globally, and some of these operate Boeing 747 aircraft, including Air China and Asiana Airlines.
The full list of customers with Jumbos that Lufthansa serves is unclear, but it also includes undisclosed VIP 747-8 customers and may include airlines like Atlas Air, Cargolux, and UPS, although this is unclear. Some of its notable customers include Emirates, easyJet, Frontier Airlines, Virgin Atlantic, and WestJet. Not only does Lufthansa operate a substantial fleet of 27 Boeing 747s, but its status as one of the world's leading maintainers makes the logistical burden and cost much lower to operate them.
Routes On Lucrative Routes
Aircraft like the Boeing 747-8 and Airbus A380 were designed for hub-to-hub routes. They are well-suited to routes with high-paying customers as they can carry a large number of first and business class seats. Lufthansa is based in Frankfurt, one of the world's premier financial capitals and the financial capital of Germany.
While short-haul inter-financial routes like Frankfurt to London are ill-suited for these giants, Lufthansa does have several premium business routes. Example Lufthansa routes with a large number of business passengers include the routes from Frankfurt to NYC, Delhi, Tokyo, and Los Angeles. Competition for slots to destinations like New York-JFK also favors larger aircraft like the 747-8 that can carry large numbers of high-paying passengers as well as cargo.
Lufthansa's current and former 747 fleet:
Remaining in service (per Planespotters.net):
Formerly in service:
Boeing 747-100:
3
Boeing 747-200:
26
Boeing 747-400:
8
23 (31 total)
Boeing 747-8:
19
Total:
27
52
Other routes Lufthansa flies its Boeing 747s include Mexico City, Chicago-O'Hare, Houston, Miami, New York-Newark, Johannesburg, Buenos Aires, Seoul, and Bengaluru. Lufthansa's remaining and aging 747-400s are used on some shorter, high-demand routes. Unlike their newer 747-8 counterparts, they have no first class seats and have fewer business class seats.
Flexible Being Able To Carry Cargo
Lufthansa was able to use the Boeing 747 as a cargo aircraft during the pandemic, while other airlines were forced to ground their fleets of Airbus A380 Superjumbos. One of the greatest weaknesses of the Airbus A380 is that it is a one-trick pony. It is optimized for carrying large numbers of passengers and little else. Initiatives to convert it into a freighter have failed, as have plans to use it as a cargo transport during the pandemic.
Even though Lufthansa operated older, previous-generation Boeing 747-400s, Lufthansa decided to permanently retire six of its 14 A380s. These were economic deadweights during the pandemic. Today, Lufthansa continues to operate a truncated fleet of eight A380s. On the other hand, the 747 is an excellent freighter. A380s retired from passenger service are typically doomed for the scrapyard; retired passenger 747s are typically converted as freighters.
Lufthansa Technik:
Founded:
1995
Role:
Aircraft maintenance engine overhaul
Subsidiary of:
Lufthansa Group
Revenue (2024):
7.4 billion Euros ($8.7 billion)
EBIT:
635 million Euros ($740 million)
One of the reasons it made economic sense for Lufthansa to keep its Jumbos during the pandemic is that they were still able to operate without passengers. This flexibility has long been one of the strengths of the Boeing 747. This is also why it is expected that the 747 will continue flying long after the final Airbus A380s retire (likely in the mid-to-late 2030s). Another thing to note is that while Lufthansa previously stated the A380 is more efficient per seat than the 747-8, it was surprisingly close at a 3% margin by Lufthansa's reckoning.
Holding Onto First Class Service
At a time when airlines around the world are ditching first class, Lufthansa is holding onto it. Lufthansa is even updating its first-class offerings with its new Allegris layout. For years, momentum has been against first class. The final US-based carrier to offer first class is American Airlines. American still offers first class fares on international flights using 777-300ERs and transcontinental flights with A321Ts. However, American announced in 2022 that it would phase out its first class, and the process is ongoing in 2025.
Between 2019 and 2024, the number of first class seats around the world fell by 40%. That's not a decline, it's a collapse. Increasingly, first-class bastions are routes with high-paying customers between financial capitals (e.g., London and NYC) and the Gulf states. By contrast with US-based airlines, Lufthansa offers eight first-class seats on its A340-600s, four on some A350-900s, eight on its A380s and Boeing 747-8s, but not its Boeing 747-400s. The 747-8s also come with 80 business class seats, while the 747-400s have 67 business class seats.
Lufthansa aircraft with first-class seats:
Number of first class seats:
Airbus A340-600:
8
Airbus A350-900:
4
Airbus A380:
8
Boeing 747-8:
8
Like British Airways, Lufthansa's widebody aircraft feature a large percentage of upper-class seating. The upper deck and nose section of the 747 are uniquely well-suited to upper-class seating in a way that twin jets like the 787 and A350 just aren't. The nose section is especially well-suited for first-class seating. Lufthansa's new Allegris cabin will see its 747-8s retrofitted with new first-class seats specifically designed for the 747-8's unique nose section.
Delays In Receiving Replacement Widebody Aircraft
Lufthansa is by far the largest operator of the passenger 747 and placed the largest order for passenger 747-8s. It has been able to make the Boeing 747s work where others failed or gave up. However, that doesn't necessarily mean that operating these aircraft is 100% Lufthansa's first choice. Airbus and Boeing have struggled to keep up with demand and have failed to deliver widebody aircraft on time.
The average age of commercial aircraft has increased in recent years as airlines have held onto their aircraft for longer because replacements were delayed. This has forced airlines to keep aging fleets of Boeing 747s and older 777s in service for longer. Korean Air is itching to retire its A380s, 747s, and older 777s, but it can't as 20 widebody aircraft from both Airbus and Boeing have been delayed.
Lufthansa widebody aircraft on order:
Number on order:
Airbus A350-900:
14
Airbus A350-1000:
15
Boeing 777-9:
20
Boeing 787-9:
34
When it comes to Lufthansa, around 15 Boeing 787-9 Dreamliners have been completed but have been refused delivery. This is due to the FAA withholding type certificates for Lufthansa's new Allergis business class seats. Meanwhile, Lufthansa has ordered 20 Boeing 777-9s to replace its 747-400s, and Lufthansa is to be the 777X's launch customer. However, the FAA has delayed the type certificate, and the first deliveries are not expected until 2026.
Many Convergent Factors Make The 747 Viable For Lufthansa
In short, there is not just one reason why the Boeing 747 works for Lufthansa. Like Emirates with the A380, Lufthansa "went big" on the Boeing 747. And this is bigger than it appears on paper due to Lufthansa Technik maintaining many of the world's other Boeing 747 Jumbos. Lufthansa benefits from the routes it operates, and attracts a large number of premium customers.
Lufthansa may be preparing to retire its 747-400s, but it is upgrading its 747-8s with its new Allegris seating and plans to operate them beyond 2030. Still, it's important not to oversell the point. Lufthansa wants to get rid of many of its inefficient quad-jets, including the A340-600 and the Boeing 747-400. Delays in their replacements are forcing the company to keep them in service.
It can also be noted that while Lufthansa ordered 19 of the 29 Boeing 747-8i examples sold as scheduled commercial passenger aircraft, this is not a particularly large number by historical standards. After all, Lufthansa purchased 32 Boeing 747-400s (including -400Ms). Meanwhile, British Airways purchased the most Boeing 747-400s (57), followed by United Airlines (44).