Presidential Aero Queen Published Sept. 30, 2025 By MSgt. James "Jason" Lawyer “Unless we progress, we regress,” was firmly stated by former President Dwight D. Eisenhower during his 1959 State of the Union Address. A few years later, the revolutionary Boeing 747 airframe was under development and slated to become the new Air Force One. Long-range, wide-body aircraft have advanced considerably over the past six decades, but the replacement Air Force One planes being customized will use the same airframe developed in the 1960s. Are we progressing if America’s premier Presidential aircraft is scheduled to use the aging 747 airframe? The Contract In early 2009, Eastern Air Defense Sector North America (EADS NA), which includes Airbus, the top aircraft manufacturer in the world, stated they would not respond to the USAF’s request for information to purchase three aircraft as Air Force One replacements. EADS NA claimed the order was too small to accept the financial business risk.[1] Then in 2015, the USAF chose the Boeing 747-8, a slighter larger variant of the 35-year-old 747-200 model, to be the next Air Force One airframe. Boeing settled on using two jets originally manufactured for Transaero, a now bankrupt Russian airline company, and eventually reduced the government contract to $3.9 billion.[2] In 2019, the two planes relocated from storage in California to settle in a Texas Boeing facility, undergoing upgrade work, and scheduled for completion by 2028.[3] Air Force One approaching Joint-Base Elmendorf Richardson, AK, June 2019, photo taken by Melissa Lawyer. From request to delivery of the U.S. government contract, it will be one year shy of 20 years before the new Air Force One will fly its first mission. Regardless of the EADS NA denial and elimination of Airbus airframes as potential options, I wanted to investigate if the aged 747 was the best option for future presidential missions. For this aeronautical and aviation engineering analysis, I examined the Boeing 747-8 and four other lucrative long-range, wide-body aircraft models from the 2015 market: Airbus A380-800, Airbus A330-200, Boeing B777-300, and Boeing B787-8. Mission Needs The title Air Force One is not a specific jet but a designated call sign to notify air traffic control the POTUS is on board the USAF aircraft. However, most of the world commonly recognizes a specific plane model as Air Force One, which is the Boeing 747, known as the first “Jumbo Jet,” and later christened the honorable name “Queen of the Skies.”[4] The prestigious Air Force One is not exactly a “one of a kind” aircraft, as there are two versions available. The first of the two current versions was put into service in 1990, during President George H.W. Bush’s administration. Both aircraft are vastly customized Boeing 747-200 models and have an Air Force designation of VC-25A, with tail codes known as Special Air Mission (SAM) 28000 and 29000.[5] The current two VC-25A aircraft are maintained and operated by the 89th Airlift Wing, stationed at Andrews AFB, Maryland. Essentially a secure White House in the sky, the aircraft can safely accommodate any presidential command role from the air. The aircraft has antimissile defense measures and is capable of aerial refueling, creating an unlimited range to transport the President anywhere in the world. Additionally, electronics are hardened for protection against electromagnetic pulse (EMP). The aircraft also has secure communication systems, enabling it to become a true aerial White House with mobile command center capabilities if an attack occurs on the United States.[6] One such validation took place on September 11, 2001, when approximately five minutes after the Pentagon attack, all planes in America were immediately grounded due to their potential threat.[7] Simultaneously, President Bush and his “airborne Oval Office,” loaded onto Air Force One, where Presidential Pilot Colonel Mark Tillman flew the VC-25A to 45,000 feet, “about as high as a 747 can go,” where if another aircraft approached the President they would know it was no mistake.[8] Gordon Johndroe, the White House Assistant Press Secretary at the time, reflected “Air Force One was the safest and most dangerous place in the world at the exact same time.”[9] President Bush aboard Air Force One, September 11, 2001, National Archives Photo unrestricted access.[10] The timeless success of the Boeing 747 as Air Force One extends beyond the United States’ borders. Former Secretary of the Air Force, Deborah Lee James stated, “The presidential aircraft is one of the most visible symbols of the United States of America and the office of the President of the United States.”[11] Furthermore, ten other countries currently operate a 747 airframe for their heads of state and government air transport: Bahrain, China, Egypt, Kuwait, Morocco, Oman, Saudi Arabia, South Korea, Turkey, and Yemen. Despite the airframe’s success, the Air Force’s oldest VC-25A is now a 35-year-old plane and has served six presidents. Maintenance is deemed too high, and some parts are obsolete, which leads to increased delays and down time, all difficult challenges to overcome for a “no-fail” mission.[12] Cabin Accommodations The President and all personnel traveling on board the current Air Force One utilize 4,000 square feet of floor space spread over three levels. There’s an executive suite for the President which includes a private lavatory, large office, and conference room. The specialized floor plan also includes a medical suite for the doctor on board with an operation room. Additionally, the aircraft features two preparation areas for meals, capable of feeding 100 air travelers at a time.[13] Due to the need for adequate executive meeting spaces, it’s assumed the VC-25A replacement has no intention of downsizing, which basically eliminates all other airframes on the 2015 market except for two, the Boeing 747-8 and the Airbus A380-800. Graph created with GeoExPT, cabin dimensions from ultimatespecs.com.[14] [15] The Air Force One floor plan is highly customized, which in turn does not fully compare to the predominate commercial flight configurations, such as the Air Emirates A380-800 capable of 484 passengers in four different seating classes, and the Air China B747-8 capable of 365 passengers in four-classes.[16] [17] However, the A380-800 does have an enormous 5,920 square foot cabin, equating to a 48% increase in floor space compared to the VC-25A.[18] Comparatively, the B747-8, which is slightly larger than the current VC-25A, has increased its floor space by nearly 20% to 4,786 square feet. Using the rationale that the current VC-25A space is sufficient for the mission, there’s essentially no requirement for exponential growth. The selected B747-8 increased Air Force One’s available space by 786 square feet, essentially splitting the difference it may have acquired if the larger A380-800 was an option. Aircraft Performance The engine speed, range, and fuel efficiency are all primary factors to an aircraft’s overall performance. The VC-25A is equipped with four General Electric CF6-80C2B1 engines, each capable of 56,700 pounds of thrust. Equivalent replacement options are limited on the market, since over the past two decades, commercial airliners have put less emphasis on acquiring very large aircraft (VLA) with four engines. The larger wide-body aircraft have become less economically suitable when compared to more efficient long-range, wide-body, twin engine aircraft. For example, the new B777X will lead the market as “the world’s largest and most efficient twin-engine jet,” giving thanks to a 10% lower fuel consumption and reduced emissions, helping to achieve a 10% lower operating cost over its rivals.[19] Finding the “right-size” plane with minimal empty seats, better fuel efficiency and price has dethroned the Boeing 747 “Queen of the Skies” with the new industry motto, “Long live the new king – the wide-body twin.”[20] However, the Air Force’s capability study concluded a four-engine aircraft is required to meet Air Force One mission needs. At the time, only two airframes could meet the wide-body Air Force requirement of four-engines, the American manufactured Boeing 747-8 and the French manufactured Airbus A380-800.[21] Four engines are vital to the reliability and survivability of the aircraft. Engine failures can occur, and certified multi-engine aircraft can fly with one or two engines inoperative, which is regulated by the Federal Aviation Regulation (FAR) Part 25-Airworthiness Standards: Transport Category Airplanes: § 25.149 Minimum control speed. (g) “For airplanes with three or more engines, the minimum control speed during approach and landing with one critical engine inoperative, is the calibrated airspeed at which, when a second critical engine is suddenly made inoperative, it is possible to maintain control of the airplane with both engines still inoperative, and maintain straight flight with an angle of bank of not more than 5 degrees.”[22] Furthermore, regarding survivability, having only one operable engine out of four can potentially save the aircraft. In 1982, a British Airways Boeing 747 flew through a cloud of volcanic dust over Indonesia, and temporarily experienced engine loss from all four engines. Eventually one engine came back after the plane had begun to lose altitude. The single engine was unable to gain altitude, but it did aid in slowing down its immediate decent. Once a second engine came back, the plane was able to gain altitude and eventually performed an emergency landing under the power of three engines. This proved a single operable engine can extend the time and distance a B747 can survive in the air.[23] Considering range, today’s VC-25A models can fly 6,735 nautical miles without needing to refuel, which is the distance from Washington D.C to Tokyo. However, the new VC-25B (B747-8) will be upgraded to fly an additional 1,000 nautical miles without needing to refuel, thanks to its upgraded four General Electric GEnx-2B engines, each capable of 66,500 pounds of thrust.[24] Data for graph was derived from ultimatespecs.com.[25] Four engines are key to overpowering other commercial aircraft. The lighter weight B777X uses two General Electric 90-115B engines, each capable of 115,000 pounds of thrust, but still cannot surpass the top speed of the B747-8 combined thrust of 266,000 pounds. Finally, considering fuel mileage, the A380-800, with four superior Engine Alliance GP7000 engines, used for a combined thrust of 326,000 pounds, can achieve around 0.1 mpg, which is lower compared to the B747 which can achieve around 0.2 mpg. However, when comparing efficiency for the airline industry, a mpg per seat figure more accurately defines a cost analysis, where the A380 can yield upward of 74-80 mpg per seat, slightly edging out the B747 with a range of 65-74 mpg per seat.[26] Newer, more efficient twin-engine aircraft offer superior fuel efficiency, but for the foreseeable future, the four-engine B747-8 reigns supreme for overall performance and survivability. Airfield Suitability Air Force One may need access to a vast network of airfields around the world. As for runway length, the most stringent aircraft of the sample mix is the current VC-25A, which requires 10,827 feet for routine takeoff. Essentially, the takeoff and landing distances, nor airfield width or slopes, are major suitability concerns since airports accommodating wide body planes are designed to meet the needed safety requirements. Yet, since 1950, it was determined two aspects primarily determine an airfield’s suitability for a given aircraft: the magnitude of the load and repetitions.[27] Many variables are taken into consideration when examining an aircraft’s magnitude exerted onto a surface, which include the maximum take-off weight (MTOW), landing gear configuration and spacing between the individual tires, tire pressures, type of pavement to include its condition, and the sub-surface soil characteristics. Aircraft Landing Gear Comparison Data derived from PCASE.[28] ICAO developed a standardized pavement rating system called the Aircraft Classification Number – Pavement Classification Number (ACN-PCN) method, but it’s proved inconsistent since its 1981 inception. The method attempts to express the unique magnitude of a specific aircraft as a plain comparison to a specific airfield’s pavement strength expressed as a single number. This one-to-one comparison achieves a theoretical suitability if the aircraft’s ACN is equal to or less than the pavement’s PCN. If the ACN is higher than the PCN, then the aircraft may need to refrain from landing or may need to operate at a lower weight or at reduced repetitions. When comparing the ACN charts of the airframe sample mix I discovered the B747-8 is the most stringent or critical airframe to consider (noted in red within the chart below). ACN data derived from PCASE.[29] Applying the ACNs was the next step taken, and I included an airfield sample mix of potential Air Force One locations across North America, Europe, Middle East, and Asia. The airfield sample mix uncovered four of the six runways would drive a need for further investigation due to the aircraft’s ACN value as higher than the airfield’s PCN value (noted in red within the chart below). PCN data derived from aviapages.com.[30] To determine an aircraft’s actual allowable gross load (AGL) or magnitude, and its allowable passes (AP) or repetitions, the Pavement-Transportation Computer Assisted Structural Engineering (PCASE) software was utilized for the engineering assessment. Using published Air Force Civil Engineer Center airfield pavement evaluation reports, I input the known pavement and sub-surface layer thicknesses and strengths of the critical section of the runways into PCASE and ran the analysis with the manufacturers’ unique aircraft characteristics. I discovered there were no sustained AGL or AP limitations for any of the six runways while using any airframe in the sample mix. Air Force One parked at Joint-Base Elmendorf Richardson, AK, June 2019, photo taken by Jason Lawyer. For future assessments, the aviation community is transitioning to a restructured Aircraft Classification Rating – Pavement Classification Rating (ACR-PCR) method, which was accepted by all ICAO members in 2020. Additionally, the FAA recently issued a requirement for airports to report their PCR data by November 28, 2025, to enforce this updated method.[31] For a true airfield suitability assessment, all sections to include runway, taxiway, and aprons, need to be analyzed. A detailed assessment using PCASE or an equivalent analysis is vital when you consider historical tests discovered landing loads exerted 40 to 60 percent less magnitude than static loads from a stationary or slowly taxing aircraft.[32] From an aviation engineering perspective, there are too many variables to effectively assess an airfield’s sustained suitability with a single unique number. Ultimately, the B747-8 does not pose any major airfield suitability concerns for the airfield sample mix selected. The A380-800 may be better for spreading loads, thanks to its four additional main gear tires, but keep in mind more tires also require higher routine maintenance costs. Conclusion The use of old airframes is not novel for the USAF. The B-52 and U-2 aircraft, both first flown in 1954, are still used today. Furthermore, the B-52 is scheduled to serve till the 2050’s. Additionally, the C-130 and KC-135 are still heavily utilized airframes, with both planes serving since 1956.[33] It’s without doubt that future options are on the horizon, which include new wide-body aircraft, improved engine performance, sustainable aviation fuel (SAF), and a return of supersonic jets! However, for this analysis, I omitted newer models over the past decade, and ignored the possibility of new aircraft programs, which in the case of a Boeing 787 Dreamliner, costs as high as $15 billion to develop.[34] The incredible Boeing 747 is still viable and suitable to operate on airfields across the globe. The airframe has undergone upgrades to cabin length and accepted more powerful and efficient engines since the original 1960s design. The new immensely powerful twin-engine wide-body aircrafts may be the new King of the airline industry, but when it comes to national security and strategy, we all know the most versatile and valuable piece on the chessboard…long live the Queen of the Skies! Additional Note: Recently, a third B747-8 was delivered to be reconfigured into a VC-25B, thanks to a generous gift from Qatar’s royal family. The aircraft was originally built in 2012 for Qatar’s VIP fleet, was officially accepted as a gift to the DoD on May 21, 2025, and is now under contract with a stated goal to be available for Air Force One missions before 2029.[35] [36] MSgt James “Jason” Lawyer is a military professional with 17 years of experience working in multiple civil engineering disciplines. He was assigned to various units in support of USCENTCOM, USINDOPACOM, USNORTHCOM, and USSTRATCOM missions. He holds a Bachelor of Science in Organizational Leadership from Miami University. [1] Stephen Trimble, “EADS waves off bid for Air Force One replacement”, 28 January 2009. [2] Pete Syme, “It looks like Donald Trump will get to fly on his cut-price Air Force One after all”, 21 November 2024. [3] Jonathan E. Hendry and Dr. Omar Memon, “VC-25B: Everything We Know About The New Air Force One Boeing 747-8s So Far”, 15 September 2024, [4] Eric Kulisch, “The Last 747, Queen of the Skies”, 17 November 2023. [5] The White House, “Air Force One, The President’s Office in the Sky”, accessed 13 August 2025. [6] The White House, “Air Force One, The President’s Office in the Sky”, accessed 13 August 2025. [7] Garrett M. Graff, The Only Plane in the Sky (Avid Reader Press, 8 September 2020), 136. [8] Garrett M. Graff, The Only Plane in the Sky (Avid Reader Press, 8 September 2020), 213. [9] Garrett M. Graff, The Only Plane in the Sky (Avid Reader Press, 8 September 2020), 216. [10] National Archives Photo. “President George W. Bush Talks with government officials on the Phone from his office Aboard Air Force One during a flight from Offutt AFB to Andrews AFB.” September 11, 2001, unrestricted access and use NAID 204325712. [11] Secretary of the Air Force Office Public Affairs, “AF identified Boeing 747-8 platform for next Air Force One”, 28 January 2015. [12] Secretary of the Air Force Office Public Affairs, “AF identified Boeing 747-8 platform for next Air Force One”, 28 January 2015. [13] The White House, “Air Force One, The President’s Office in the Sky”, accessed 13 August 2025. [14] Geospatial Expeditionary Planning Tool (GeoExPT) Version 10.5 [15] Aircraft Technical Data retrieved from https://www.ultimatespecs.com [16] Emirates, “Our Fleet: The Emirates A380”, accessed 13 August 2025. [17] Steven Walker, “The Airlines & Routes Where You Can Still Fly The Boeing 747 Next Year”, 27 December 2024. [18] Isabel Henrich, “The Airbus A380 – the world’s largest passenger aircraft”, 8 July 2024. [19] Boeing Commercial, “Meet the 777X”, accessed 13 August 2025. [20] AirInsight, “The Moribund Very Large Aircraft Market”, 23 September 2013. [21] Secretary of the Air Force Office Public Affairs, “AF identified Boeing 747-8 platform for next Air Force One”, 28 January 2015. [22] Code of Federal Regulations, Title 14, Chapter I, Subchapter C, Part 25, accessed 13 August 2025. [23] Chris Loh, “Can the Boeing 747 Fly on One Engine?”, 5 February 2023. [24] Brad Hill, “Why Did the USAF Choose 747-8 Jet to Replace the Current Air Force One”, 1 August 2024. [25] Aircraft Technical Data retrieved from https://www.ultimatespecs.com [26] Nicole Kylie, “Airbus A380 Vs. Boeing 747: Which Aircraft Gets More Mile Per Gallon?”, 7 July 2025. [27] Frank M. Mellinger, James P. Sale, and Thurman R. Wathen, “Heavy Wheel Load Traffic on Concrete Airfield Pavements”, 1957. [28] Pavement-Transportation Computer Assisted Structural Engineering (PCASE) version 2.09.08. [29] Pavement-Transportation Computer Assisted Structural Engineering (PCASE) version 2.09.08. [30] Aviapages, Airport Directory. [31] U.S. Department of Transportation, Federal Aviation Administration, Office of Airport Safety and Standards Memo, 13 March 2025. [32] Raymond S. Rollings, “Evolution of Airfield Design Philosophies”, 24 October 2003. [33] Peter Seciu, “5 Longest Serving Military Aircraft in the U.S. Air Force”, 1 February 2021. [34] Dominic Gates, “Boeing Celebrates 787 Delivery as Program’s Costs Top $32 Billion”, 12 June 2025. [35] Eric Lipton and Eric Schmitt, “U.S. Formally Accepts Luxury Jet From Qatar for Trump”, 21 May 2025. [36] Luke Diaz, “US Air Force Begins Modifying Qatar-Gifted Boeing 747-8 For ‘Executive Airlift’ Use”, 17 September 2025.