While modern twinjets such as the Boeing 777 and Airbus A350 are certified for extended-range operations far from diversion airports, some ultra-long polar or oceanic routes still present challenges that favor four-engine aircraft. These planes are not subject to ETOPS (Extended-range Twin-engine Operational Performance Standards) restrictions, allowing them to fly more direct routes across remote regions with added propulsion redundancy.
The decline of quadjets began when technological advances allowed large twinjets to match their range and capacity with lower operating costs. The last Boeing 747-8 was delivered in 2023 after production ended at Everett; Airbus stopped producing the A380 in 2021 following limited orders outside its primary customer Emirates. Rising fuel prices also hastened the end of models like the Airbus A340.
Despite this trend toward twins, four-engine jets offer unique benefits: greater propulsion redundancy increases dispatch reliability on remote routes; distributing thrust among four engines enables larger airframes; and additional power supports special mission configurations requiring significant electrical output.
Atlas Air’s President and CEO John Dietrich reflected on his company’s history with the type: "Our company’s history and success are directly linked to the 747 platform, and we are honored to continue our long history of flying this iconic aircraft for our customers around the world. Atlas Air was founded over 30 years ago with a single 747-200 converted freighter. Since then, we have spanned the globe operating the 747 into well over 800 airports in over 170 countries with nearly every series of the aircraft, including Boeing’s 747 Large Cargo Freighter for the transport of 787 Dreamliner parts."
Boeing lists key specifications for its latest passenger variant, the 747-8I: it seats up to 410 passengers, has a range of about 13,650 kilometers (7,370 nautical miles), a wingspan exceeding 68 meters (224 feet), cruise speed near Mach .86 (659 mph), two aisles, total cargo volume of roughly 6,225 cubic feet (175 m³), and a maximum takeoff weight close to one million pounds.
Airbus designed its double-deck A380 specifically for congested airports where slot constraints limit flight frequency—airports like London Heathrow or New York JFK—enabling carriers such as Emirates to maximize passenger numbers per departure. Emirates’ president Timothy Clark has expressed interest in acquiring an updated “A380neo” if Airbus were willing: "We have made it crystal clear to (Airbus) in the event of the (A380) neo being launched we would buy it." He reiterated this position: "The risk-averse nature of my peer group, CEOs, and boards is probably a major inhibitor to that. But if we were to put $20 billion on the table for Airbus, they'd probably build it for us."
Still, outside demand appears insufficient for Airbus to restart production despite Emirates’ willingness.
New technology could also bring back four-engine designs in other forms. Boom Supersonic’s Overture will use four medium-bypass turbofans designed for efficiency at supersonic speeds without afterburners—a different application but evidence that quads may find new roles beyond traditional widebody markets.
Overall trends suggest any resurgence would be limited rather than widespread—focused on high-density trunk routes where airport slots are scarce; ultra-long-haul flights over remote regions; specialist cargo operations; or missions requiring unique technical capabilities only available from large multi-engine platforms.
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