One of the key features of the Boeing 747 and the Airbus A380 is their double-deck design. On two levels, airlines can provide every comfort for premium passengers or use the space to pack in over 500 passengers (theoretically up to 800 passengers, although that has never happened in reality). Nonetheless, Airbus and Boeing are not building super jumbos anymore. A few days ago, Boeing delivered the last 747 ever made, and while it was directly a cargo aircraft, it put an end to the double-deck production history. But will we ever see planes like this again? Let's explore.

Why do aircraft have two decks?

Technically (and let us nip this in the bud), all aircraft have two decks – one for passengers and one for cargo underneath. However, in this context, we will be discussing aircraft with two passenger decks (in addition to a cargo deck).

In the 1970s, air travel was becoming increasingly popular, and the Boeing 707 and 737 opened the market for middle-class travelers to consider flying rather than train, bus, or boat. However, this led to congestion at airports, and airlines suddenly started to find themselves competing for a limited number of landing and take-off slots. This would lead to some airports auctioning off times for millions of dollars (such as Heathrow) as there were simply no more slots left.

Thus there was now a demand for a bigger aircraft that could carry two or three times more passengers than a 737 and do the distance. Boeing entered the market with the 747 (its upper deck was a by-product of its original design) in 1970 and Airbus decades later with the Airbus A380.

An Emirates Airbus A380 registration A6-EOC flying
Photo: Vincenzo Pace | Simple Flying.

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Iconic aircraft

The Boeing 747, also known as the "Queen of the Skies," enabled airlines to connect people across vast distances and provide non-stop trans-oceanic flights. Its development solidified Boeing's role as an industry leader in commercial aviation. The airplane's core design, with its distinctive hump and seating on the upper deck, delighted generations of passengers and operators alike. Boeing continued to improve on the original design with models like the 747-400 in 1988 and the final 747-8 model that was launched in 2005; across all the models, the jet delivered unmatched operating economics and efficiency to travel and air cargo markets.

Meanwhile, the Airbus A380 arrived at a time when the four-engine double-deckers were already an old model, not able to compete against smaller and far more efficient two-engine widebodies such as the Boeing 787s, and the Airbus A330s and A350s. While the A380 became an instantly recognized symbol, employed by many airlines globally (particularly Emirates), it didn't have the same success as Boeing's 747 family. Airbus delivered just over 250 A380s compared with the 1,000 or more once predicted. Boeing delivered over 1,500 Queens of the Skies.

The problem with a second deck

There is a design problem with second levels on aircraft. For airlines, fuel is the most expensive part of operations, and swapping out aircraft with a lighter version can save millions at the end of the year. A second deck on an aircraft adds significant weight and typically has a smaller floor space than the lower deck, thus holding fewer revenue-generating passengers. Airlines operating this type may only have a slight revenue boost compared to airlines operating bigger single-deck aircraft.

The upper deck is also not suitable for cargo operations. This is the primary reason why a cargo Airbus A380 was not popular and why designs of the initial freighter Boeing 747 didn't include an extended second deck compared to passenger counterparts.

In the end, double-deckers such as the Airbus A380 and the Boeing 747 had a major issue: they had four engines. While having four engines and two decks allowed to carry more passengers in a single flight, it also led to higher costs. Maximizing the number of passengers in an aircraft is no longer the priority for airlines. Instead, carriers are looking to improve efficiency, reduce costs, and serve point-to-point routes rather than operate via traditional hubs where the double-deckers thrived in the past. Some airlines, particularly Emirates, still employ double-deckers and hubs (Dubai International), but that’s becoming more the exception to the rule than a widespread trend.

A Boeing 747 aircraft flying for British Airways
Photo: Tom Boon | Simple Flying.

Will we ever see double-deck aircraft again?

The world has seen the passing of the Airbus A380, and the Boeing 747 is only popular for cargo operators. Simply put, there is no reason why a second deck needs to be included in an aircraft design when a lighter single deck will do the job.

The struggle to find landing slots still exists, but airlines have discovered that double-decker aircraft is severely limited to only a few key routes. Even Emirates, champion of the A380, is swapping out for single-deck aircraft for the future. And with market conditions like today, it is unlikely that any manufacturer will put in the effort (and billions) to bring it to the market.

But what about a double-decker aircraft with two engines? That sounds nice, doesn’t it? Airbus thought so too. In 2013, six years after the first A380 was delivered, the European OEM filed a patent for a double-decker aircraft with two engines. You can see the patent here.

Nonetheless, no company has taken the design of a double-decker two-engine widebody beyond the drawing board. It is a concept that would require a decades-long project. Costs to develop this hypothetical aircraft could balloon to billions and billions of dollars (as it happened with the A380 or even smaller widebodies such as the Boeing 777X). While a double-decker two-engine aircraft makes us daydream, it must likely will never become a reality. In the meantime, neither the 747 nor the A380 are going anywhere. These two majestic double-deckers will continue to fly across the world for decades to come.

What do you think? Have you sat on the second deck of an A380 and Boeing 747? How was your experience? Let us know in the comments.

  • rsz_airbus_50th_years_anniversary_formation_flight_-_air_to_air
    Airbus
    Stock Code:
    AIR
    Date Founded:
    1970-12-18
    CEO:
    Guillaume Faury
    Headquarters Location:
    Toulouse, France
    Key Product Lines:
    Airbus A220, Airbus A320, Airbus A330, Airbus A340, Airbus A350, Airbus A380
    Business Type:
    Planemaker
  • 787-8 Dreamliner
    Boeing
    Stock Code:
    BA
    Date Founded:
    1916-07-15
    CEO:
    Dave Calhoun
    Headquarters Location:
    Chicago, USA
    Key Product Lines:
    Boeing 737, Boeing 747, Boeing 757, Boeing 767, Boeing 777, Boeing 787
    Business Type:
    Planemaker