In Orwell’s Animal Farm, the pigs’ chant changed from “Four legs good, two legs bad!” into “Four legs good, two legs better!” and the farm changed forever.
Well, when it comes to airliners, it seems that the latter has become the norm — just substitute “engines” for “legs”, and you get the picture.
Modern engines, we are told, are more efficient and more eco-friendly (in that they burn less fuel and therefore squirt much less of that eeeevil carbon-whatever into the atmosphere), so therefore twin-engined long-haul aircraft are so much more desirable, you see, than those fat and dirty old 707s and 747s.
Amazingly, the oh-so eco-friendly Germans don’t agree (albeit for the wrong reasons), and are keeping some of their 747s:
This four-engine behemoth, first flown commercially in 1970, is no longer financially viable in an era of increasingly-efficient twin-engined jets. The final passenger-configured jumbo was delivered eight years ago, and Boeing has no plans to restart the production line.
But one European airline hasn’t turned its back on the 747 just yet. Germany’s Lufthansa, perceived by many to be aviation’s kings of efficiency, still operates 27 jumbo jets – 19 of the newer 747-8s, and eight older, slightly smaller 747-400s – and is even upgrading some jumbo jet interiors with swanky new Allegris seats as part of a £2bn Lufthansa fleet-wide refit.
Here’s the reason:
Why the lingering attachment? Part of the reason is simple and unromantic economics. According to aviation analysts, operations out of its Frankfurt and Munich hubs are each at take-off slot capacity.
So, with flight numbers capped, Lufthansa really needs its biggest aircraft, and the 364-seat 747s-8s drop neatly between the Airbus A350 (293 seats) and A380 (455 seats).
Yeah, whatever.
I happen to prefer flying aboard the older 747s for one simple reasons, based on the old saw: “Two is one and one is none.” Using that as a yardstick, I happen to think that four engines are safer than two.
I know, I know; according to the cognoscenti, modern twin-engined airliners can stay in the air if one engine breaks. But to my way of thinking, if one engine can break, its identical twin can also break, for the same reason. I know the chances are not high, statistically speaking; but the chances are not zero.
And forgive me for being a little skittish about my transportation suddenly turning into a lawn dart at 28,000 feet. Under those circumstances I’d like the odds to be somewhat more stacked on my side, and four engines are not going to fail simultaneously, or even sequentially.
I know that this is more of a moot point nowadays, when it appears that my transatlantic flying days are pretty much over. And annoyingly, according to a cursory study, Luftwaffe Lufthansa is persisting with the European Airbus 330 for DFW-FRA. (Why Frankfurt? Because if you’re going to connect at an airport in Euroland, Frankfurt is as good as LHR or CDG, to name but a couple, and better than MAD or — gawd help us — ROM.)
But the principle remains, because it’s true for any passenger, not just me. So in my opinion, Orwell’s original thesis is true: four legs good, two legs bad.










