The
Boeing 707 is a four-engine commercial
passenger
jet airliner developed by
Boeing in the early
1950s. Its name is most commonly pronounced as "Seven Oh Seven".
Boeing delivered a total of 1,010 Boeing 707s, and also offered a
smaller, faster model of the aircraft that was marketed as the
Boeing 720.
Although it was not the first commercial
jet in service, the 707 was among the first to
be commercially successful. Dominating passenger air transport in
the 1960s, and remaining common throughout the 1970s, the 707 is
generally credited with ushering in the
Jet
Age. It established Boeing as one of the largest makers of
passenger aircraft, and led to the later series of aircraft with
"
7x7" designations.
Development
The 707 was an outgrowth of the Boeing Model
367-80. The "Dash 80" took less than two years
from project launch in 1952 to rollout on May 14, 1954 and first
flight on July 15, 1954. This was powered by the
Pratt & Whitney JT3C engine,
which was the civilian version of the J57 used on many military
aircraft of the day, including the
F-100 fighter and the
B-52 bomber.
The prototype was conceived as a proof of concept aircraft for both
military and civilian use: the
United States Air Force was the
first customer for the design, using it as the
KC-135 Stratotanker midair refueling
platform. It was far from certain that the passenger 707 would be
profitable. At the time, Boeing was making nearly all of its money
from military contracts: its last passenger transport, the
Boeing 377 Stratocruiser, had netted the company
a $15 million loss before it was purchased by the Air Force as the
KC-97 Stratotanker.
The fuselage of the Dash 80 was only wide enough to fit
two-plus-two seating (in the manner of the
Stratocruiser). Answering customers demands and
under Douglas competition, Boeing soon realized that this would not
provide a viable payload, so decided to widen the fuselage to , the
same as the
KC-135 Stratotanker,
which would allow six-abreast seating — and the shared use of
the KC-135's tooling. However,
Douglas had launched its
DC-8 with a fuselage width of . The airlines
liked the extra space, and so Boeing was obliged to increase the
707's cabin width again, this time to . This meant that little of
the tooling that was made for the Dash 80 was usable for the 707.
The extra cost meant the 707 did not become profitable until some
years after it would have if these modifications had not been
necessary.
The first flight of the first production 707-120 took place on
December 20, 1957, and FAA certification followed on September 18,
1958. A number of changes were incorporated into the production
models from the prototype. A
Krueger
flap was installed along the leading edge between the inner and
outer engines on early 707-120 and -320 models
The initial standard model was the 707-120 with JT3C engines.
Qantas ordered a shorter body version called
the 707-138, which was a -120 that had six fuselage frames removed,
three in front of the wings, three aft. The frames in the 707 were
each 20 inches (500 mm) long, so this resulted in a net
shortening of 10 ft (3 m) to 134 ft, 6 inches (41
m). Because the maximum takeoff weight remained the same
257,000 lbs (116 Tonne) as the -120, the 138 was able to fly
the longer routes that Qantas needed.
Braniff ordered the
higher-thrust version with
Pratt
& Whitney JT4 engines, the 707-220. The final major
derivative was the 707-320 which featured an extended-span wing and
JT4A engines, while the 707-420 was the same as the -320 but with
Rolls-Royce Conway turbofan engines. British certification
requirements relating to engine-out go-arounds also forced Boeing
to increase the height of the
tail
fin on all 707 variants, as well as add a ventral fin, which
was retrofitted on earlier -120 and -220 aircraft. These
modifications also aided in the mitigation of
dutch roll by providing more yaw stability.
Eventually, the dominant engine for the Boeing 707 family was the
Pratt & Whitney JT3D, a
turbofan variant of the JT3C with lower fuel consumption as well as
higher thrust. JT3D-engined 707s and 720s were denoted with a "B"
suffix. While many 707-120Bs and 720Bs were conversions of existing
JT3C-powered machines, 707-320Bs were only available as new-built
aircraft as they had a stronger structure to support a maximum
take-off weight increased by , along with minor modifications to
the wing. The 707-320B series enabled non-stop westbound flights
from Europe to the US west coast.
The final 707 variant was the 707-320C, (C for "Convertible") which
was fitted with a large fuselage door for cargo applications. This
aircraft also had a significantly revised wing featuring
three-section leading-edge flaps. This provided an additional
improvement to takeoff and landing performance, and also allowed
the ventral fin to be removed (although the taller fin was
retained). 707-320Bs built after 1963 used the same wing as the
-320C and were known as
707-320B Advanced aircraft.
Production of the passenger 707 ended in 1978. In total, 1,010 707s
were built for civil use, though many of these found their way to
military service. The purpose-built military variants remained in
production until 1991.
Traces of the 707 are still found in the
737, which uses a modified version of the 707's
fuselage, as well as essentially the same external nose and cockpit
configuration as the 707. These were also used on the previous
Boeing 727, while the
Boeing 757 also used the 707 fuselage
cross-section. The Chinese government sponsored development of the
Shanghai Y-10 during the 1970s, which
was a near carbon-copy of the 707; however, this did not enter
production.
Operational history
The first commercial orders for the 707 came on October 13, 1955,
when
Pan Am committed to
20 707s and 25
Douglas DC-8s, a
dramatic increase in passenger capacity over its existing fleet of
propeller aircraft. The competition between the 707 and DC-8 was
fierce. Several major airlines committed only to the DC-8, as
Douglas Aircraft was a more
established maker of passenger aircraft at the time. To stay
competitive, Boeing made a late and costly decision to redesign and
enlarge the 707's wing to help increase range and payload. The new
version was numbered 707-320.
Pan Am was the first airline to operate the 707; the aircraft's first
commercial flight was from New York to Paris on October
26, 1958 with a fuel stop in Gander,
Newfoundland. American
Airlines operated the first domestic 707 flight on January 25,
1959.
Continental Airlines
introduced its first two 707 aircraft into scheduled service three
months later—the first U.S. carrier to employ the type widely in
domestic service. Airlines which had only ordered the DC-8, such as
United,
Delta and
Eastern, were left jetless for months
until September and lost market share on transcontinental
flights.
The 707 quickly became the most popular jetliner of its time. Its
popularity led to rapid developments in airport terminals, runways,
airline catering, baggage handling, reservations systems and other
air transport infrastructure. The advent of the 707 also led to the
upgrading of
air traffic control
systems to prevent interference with military jet operations.
As the 1960s drew to a close, the exponential growth in air travel
led to the 707 being a victim of its own success. The 707 was now
too small to handle the increased passenger densities on the routes
for which it was designed. Stretching the fuselage was not a viable
option because the installation of larger, more powerful engines
would in turn need a larger undercarriage, which was not feasible
given the design's limited ground clearance. Boeing's answer to the
problem was the first twin aisle airliner — the
Boeing 747. The 707's first-generation engine
technology was also rapidly becoming obsolete in the areas of noise
and fuel economy.
Trans World Airlines flew the
last scheduled 707 flight for passengers by a US carrier on October
30, 1983, although 707s remained in scheduled service by airlines
from other nations for much longer.
For example Middle East Airlines (MEA) of
Lebanon flew 707s and 720s in front-line passenger service
until the end of the 1990s. Since LADE of Argentina took its 707-320B from regular service in 2007,
Saha Airlines of Iran is the last
airline to keep 707s in scheduled passenger service.
Saha's
707-320C is listed for the nightly domestic flight between Tehran and Kish Island as well as a weekly flight between Tehran and
Mashhad on Friday morning plus ad-hoc flights to numerous
other airports in Iran when needed, as of November
2008.
In 1984, a
Boeing 720 that was flown by remote control was intentionally
crashed at Edwards
AFB as a part of the FAA and NASA Controlled Impact
Demonstration program. The test provided peak
accelerations during a crash.
Operations of the 707 were threatened by the enactment of
international noise regulations in 1985. Shannon Engineering of
Seattle, Washington developed a hush kit with funding from Tracor,
Inc, of Austin, Texas. By the late 1980s, 172 Boeing 707s had been
equipped with the Quiet 707 package. Boeing acknowledged that more
707s were in service then than before the hush kit was available.
"Boeing News" reported the increase in operational 707's prior to
April 1989.
Honeywell operated the last Boeing 720 in
operation in the United States, flying out of Sky
Harbor airport in Phoenix. The
aircraft had been modified with an extra engine nacelle to allow
testing of a turbine engine at altitude, operating on special
certification allowing it to be used for experimental use. The
aircraft's experimental flight certification was set to expire in
2008, and the 720 is being replaced by a
Boeing 757. This 720B was scrapped on June 21 and
22, 2008.
Design
Engines
The 707's used engine-driven
turbocompressors to supply high-pressure air
for
pressurization. The engines
could not supply sufficient
bleed air for
this purpose without a serious loss of thrust. On many commercial
707s the outer port (#1) engine mount is distinctly different from
the other three, as this is the only engine not fitted with a
turbocompressor.
Wings
The 707 wings are swept back at 35 degrees and, like all swept-wing
aircraft, displayed an undesirable "
Dutch
roll" flying characteristic which manifested itself as an
alternating yawing and rolling motion. Boeing already had
considerable experience with this on the
B-47 and
B-52, and had developed the
yaw damper system on the B-47 that would be
applied to later
swept wing
configurations like the 707. However, many new 707 pilots had no
experience with this phenomenon as they were transitioning from
straight-wing propeller driven aircraft such as the
Douglas DC-7 and
Lockheed Constellation.
On one customer acceptance flight, where the yaw damper was turned
off to familiarize the new pilots with flying techniques, a trainee
pilots' actions violently exacerbated the Dutch Roll motion and
caused three of the four engines to be torn from the wings.
The plane,
a brand new 707-227 N7071 destined for Braniff, crash landed on a
river bed north of Seattle at Arlington,
Washington, killing four of the eight occupants.
In his autobiography,
test pilot Tex Johnston described a Dutch Roll
incident he experienced as a passenger on an early commercial 707
flight. As the aircraft's movements didn't cease and most of the
passengers became ill, he suspected a misrigging of the directional
autopilot (yaw damper). He went to the cockpit and found the crew
unable to understand and resolve the situation. He introduced
himself and relieved the ashen-faced captain who immediately left
the cockpit feeling ill. Johnston disconnected the faulting
autopilot and manually stabilized the plane "with two slight
control movements".
Upgraded engines
Pratt & Whitney, in a joint venture with Seven Q Seven (SQS)
and Omega Air, has developed the
JT8D-219 as a re-engine powerplant
for Boeing 707-based aircraft, calling their modified configuration
a
707RE. Northrop Grumman has selected the -219 to
re-engine the United States Air Force’s fleet of 19 Joint
Surveillance Target Attack Radar System (
E-8 Joint STARS) aircraft, which will allow
the JSTARS more time on station due to the engine's greater fuel
efficiency. NATO also plans to re-engine their fleet of
E-3 Sentry AWACS aircraft. The -219 is publicized
as being half the cost of the competing 707 re-engine powerplant,
the
CFM-56, and is 40dB
quieter than than JT3D engines that are being replaced.
Variants
367-80
The
367-80 (Dash-80) was the original
prototype Boeing jet transport. Used to develop the
KC-135 Stratotanker and the 707, it was
fitted with four
Pratt &
Whitney JT3C engines, each producing . First flight was 15 July
1954. Upon completion of initial test programs, it found use as a
flying testbed for new technologies and for continuing improvements
to the 707 series. Later fitted with
Pratt & Whitney JT3D turbofans,
it was retired to storage in Arizona.
It is now preserved
for public viewing at the Steven F. Udvar-Hazy Center of the Smithsonian National Air and Space
Museum (NASM)'s annex near Washington
Dulles International Airport.
717
The Boeing designation for
C-135 Stratolifter
and
KC-135 Stratotanker derivatives of the
367-80. The designation was later used to re-name the
McDonnell-Douglas
MD-95 as the
Boeing 717 after McDD had been acquired by
Boeing.
707-120
Boeing 707-123B cockpit
The
707-120 was the first production 707 variant.
The variant featured a longer, wider fuselage and greater wingspan
than the original Dash-80. A full set of rectangular cabin windows
was included for the interior, which was capable of a seating 179
passengers. It was designed for transcontinental routes and often
required a refuelling stop when used on the North Atlantic route.
It was fitted with four
Pratt and
Whitney JT3C-6 turbojets, civilian versions of the military J57
model, which produced each, allowing a takeoff gross weight. First
flight was on December 20, 1957. Major orders were the launch order
for 20
707-121 aircraft by
Pan American and an
American Airlines order for 30
707-123 aircraft. The first revenue service of a
707 was on October 26, 1958. A total of 69 were built.
The
707-138 was based on the -120 but had a
reduction to the rear fuselage and were capable of increased range.
It was a variant for
Qantas and included
Boeing
customer number
of 38 for Qantas. A total of 13 -138s were built.
The
707-120B was the first major upgrade to the
design was a re-engining with
JT3D-3 turbofans, which were
quieter, more powerful, and more fuel-efficient, producing each.
The aircraft also received the wing modifications introduced on the
720. The tailplane was also enlarged on the -120B. A total of 72 of
these were built, and many more were converted from 707-120
aircraft, including Qantas' aircraft, which became 707-138B
aircraft upon conversion. The first flight of the -120B was on 22
June 1960.
707-220
The
707-220 was designed for
hot and high operations with powerful
Pratt & Whitney JT4-3 turbojets,
only five of these were produced, however only four were ultimately
delivered with one being lost during a test flight. All were for
Braniff International
Airways and carried the model number
707-227.
This version was made obsolete by the arrival of the
turbofan-powered 707-120B.
707-320
The
707-320 Intercontinental is a stretched
version of the turbojet-powered original model, powered by JT4A-3
turbojets producing 15,800 lbst each. The interior allowed for up
to 189 passengers due to a stretch, while a longer wing carried
more fuel, increasing range by and allowing the aircraft to operate
as true transoceanic aircraft. The wing modifications included
outboard and inboard inserts, as well as a kink in the trailing
edge to add area inboard. Takeoff weight was increased to . First
flight was on January 11, 1958, and 69 turbojet 707-320s were
produced.
The
707-320B is a re-engined version undertaken in
parallel with the -120B, using the same JT3D-3 turbofans and
incorporating many of the same airframe upgrades as well. The wing
was modified from the -320 by adding a second inboard kink, a
dog-toothed leading edge, and triangular wingtips instead of the
earlier blunt ones. These new wingtips increased overall wingspan
by three feet. Takeoff gross weight was increased to . 175 of the
707-300B aircraft were produced, as well as upgrades from original
-320 models. One of the final orders was by the Iranian Government
for 14
707-3J9C aircraft capable of VIP
transportation, communication, and in-flight refuelling
tasks.
The
707-320B Advanced is a slightly improved
version of the -320B aircraft, adding three-section leading-edge
flaps. These reduced takeoff and landing speeds, and also altered
the lift distribution of the wing, allowing the ventral fin found
on earlier 707s to be removed. The same wing was also used on the
707-320C.
The
707-320C has a convertible passenger–freight
configuration which became the most widely produced variant of the
707. The 707-320C added a strengthened floor and a new cargo door
to the -320B model. 335 of these variants were built, including a
small number with uprated JT3D-7 engines and a takeoff gross weight
of . Despite the convertible option, a number of these were
delivered as pure freighters.
The
707-420 is a version of the 707-320 originally
produced at specific request for
BOAC and powered by
Rolls-Royce Conway 508 turbofans,
producing each.
Although BOAC initiated the programme,
Lufthansa was the launch customer and Air India was the first to receive a 707-420 on
February 18, 1960. A total of 37 were built to this
configuration.
The
707-700 was a test aircraft used to study the
feasibility of using
CFM
International's
CFM56
powerplants on a 707 airframe and possibly retrofitting them to
existing aircraft. After a testing in 1979, N707QT, the last
commercial 707 airframe, was refitted to 707-320C configuration and
delivered to the Moroccan Air Force as a tanker aircraft. (This
purchase was considered a "civilian" order and not a military one.)
Boeing abandoned the program, since they felt it would be a threat
to the
Boeing 757 program. The
information gathered in the test led to the eventual retrofitting
program of CFM56 engines to the USAF C-135/KC-135R models, and some
military versions of the 707 also used the CFM56. Ironically the
Douglas DC-8 "Super 70" series by
Cammacorp did develop commercially, extending the life of DC-8
airframes in a stricter noise regulatory environment, so there are
today more DC-8s in commercial service than there are 707s.
720
The
720 was originally designated
707-020
but later changed for marketing reasons. It was a modification of
the 707-120 designed for medium-range operation from shorter
runways. It had four frames removed in front of the wing, and one
aft, making it 8 feet, 4 inches shorter than the -120, and
certified to a lower maximum takeoff weight. The wing modifications
consisted of adding Kruger flaps outboard of the outboard engines
to lower takeoff and landing speeds and thus shorten field length,
and a thickened inboard section at the leading edge which had a
slightly greater sweep. This modification increased the top speed
over the -120, and was later available on the -120B and on -120s
retrofitted to the B standard. This model had few sales but was
still profitable due to the minimal R&D costs associated with
modifying an existing type. At one point in the promotion stage to
airlines it was known as the
717, although this was the
Boeing model designation of the KC-135 and remained unused for a
commercial airliner until it was applied to the
MD-95 following
Boeing's
merger with
McDonnell Douglas. The
720 was used before the Boeing 727 replaced it in the market. First
flight was on November 23, 1959 with 64 of the original version
built.
The
720B was the turbofan-powered version of the
720, with JT3D-1-MC6 turbofans producing each. Takeoff gross weight
was increased to . 88 of these were built in addition to
conversions of existing 720 models.
Military
RAAF 707-368C, Perth International
airport, Australia.
The militaries of the United States and other countries have used
the civilian 707 aircraft in a variety of roles, and under
different designations. (Note: The U.S. Air Force's
C-135 Stratolifter is not a 707 variant,
but was developed in parallel to the 707 from the original Boeing
367-80.). The
Canadian Forces also
operated Boeing 707 with designation
CC-137 Husky (707-347C) from 1972 to
1997.
The VC-137C variant of the Stratoliner was a special-purpose design
meant to serve as
Air Force One, the
secure transport for the
President of The United States of
America. These models were in operational use from 1962 to
1990.
The
two aircraft remain on display: SAM
26000 is at the National Museum of the United States Air
Force near Dayton,
Ohio and SAM 27000 is
at the Ronald Reagan Presidential
Library in Simi Valley, California.
Operators
In the 1980s, the USAF acquired around 250 used 707s to provide
parts for the
KC-135E
Stratotanker program.
Although 707s are no longer employed by major airlines. 63 aircraft
remain in commercial use, mainly with air cargo operators. As of
August 2007, commercial operators of the Boeing 707 with more than
one aircraft include:
African Airlines
International (4),
Air Charter
Express (2),
Angola Air
Charter (3),
Azza Transport (2),
Beta Cargo (4),
Hewa Bora Airways (3),
Interair (2),
Iraqi
Airways (2),
Libyan Arab
Airlines (4),
Saha Airlines (4),
Sky Aviation FZE (2),
Skymaster Airlines (5),
Sudan Airways (2),
Sudanese States Aviation (2) and
TMA (5). American
actor John
Travolta owns, and is qualified to fly as second in command, an
ex-
Qantas 707-138B, registration
N707JT.
The
list of customer
codes used by Boeing to identify specific options and trim
specified by customers was started with the 707, and has been
maintained through all Boeing's models. Essentially the same system
as used on the earlier
Boeing 377, the
code consisted of two digits affixed to the model number to
identify the specific aircraft version. For example, Pan American
Airlines was assigned code "21." Thus a 707-320B sold to Pan Am had
the model number 707-321B. The number remained constant as further
aircraft were purchased, thus when Pan American purchased the
747-100 it had the model number 747-121.
Accidents and incidents
As of May 2007, the 707 has been in a total of 166 hull-loss
occurrences with 2,733 fatalities.
Notable accidents
- On June 3, 1962, an Air
France 707 from Paris to Atlanta suffered mechanical failure
led to a failure to take-off, killing 130 people aboard, including
106 Atlanta art patrons; two stewardesses survived. It was, at the
time, the worst single-plane disaster.
- On February 12, 1963, Northwest Airlines Flight 705 suffered an
in-flight break-up over the Florida Everglades approximately 12
minurtes after leaving Miami, bound for Chicago. All 35 passengers
and 8 crew died. The cause of the crash was determined to be an
unrecoverable loss of control due to severe turbulence.
- On
December 8, 1963, Pan Am Flight 214 crashed outside Elkton, Maryland during a severe electrical storm, with a loss of
all 81 passengers and crew. The Boeing 707-121, registered
as N709PA, was on the final leg of a San Juan —
Baltimore — Philadelphia flight.
- On
July 11, 1973 PP-VJZ Varig Flight
820 on scheduled airline service from Galeão Airport, Rio de
Janeiro, Brazil to Orly Airport, Paris, France made an emergency landing in a field
in the Orly community due to smoke in the cabin. The fire,
smoke and crash resulted in 123 deaths, with 11 survivors (10 crew,
one passenger).
- On November 3, 1973, Pan Am Flight 160, a 707 crashed on
approach to Boston-Logan. Smoke in the cockpit caused the pilots to
lose control. Three people were killed in the hull-loss
accident.
- On January 1, 1976, Middle East Airlines Flight
438 was destroyed en-route from Beirut to Dubai, by a bomb in
the forward cargo hold. All 66 passengers and 15 crew were
killed.
- On
April 20, 1978, Korean Air Lines Flight 902 was hit by a missile fired from a Soviet Sukhoi Su-15
interceptors after it had entered Soviet airspace. This
missile caused a rapid decompression of the fuselage which killed
two passengers. The 707 made an emergency landing on a
frozen lake near Murmansk, USSR.
- On
October 13, 1983, a Bolivian 707 cargo jet crashed in Santa Cruz,
Bolivia killing 91 (88 were killed on the ground when it
crashed into a practice football game).
- On October 23, 1996, a 707 belonging to the Argentinian Air
Force crashed on take off roll after failing to achieve takeoff
speed (V2) at Buenos Aires
International Airport (EZE).
- On
March 19, 2005, a Cargo Plus
Aviation-owned 707-300 freighter on a wet-lease to Ethiopian Airlines crashed into Lake Victoria on approach to Runway 35 at Entebbe, Uganda on the lake's
northern shore. The 31-year-old 707 freighter was on
approach to Runway 35 during its second attempt to land. It had
flown round in poor visibility from Runway 17 and changed to the
reciprocal end seeking better visibility, but on approach its right
wing clipped the outcrop and it began to break up. The accident
happened in heavy rain. The aircraft broke up, but the crew of five
survived.
- On 20
April 2005, Saha Air Flight 171,
registration EP-SHE, flying from Kish Island, crashed on landing at Mehrabad Airport, Tehran following an
unstabilised approach with a higher than recommended
airspeed. Gear and/or a tire failed after touchdown and the
flight overran the far end of the runway. Of the 12 crew and 157
passengers, 3 passengers were killed reportedly falling into the
river after evacuation.
Aircraft on display
- N70700 Model 367-80 (Prototype) previously at the Museum of
Flight, Seattle, Washington; now at Steven F. Udvar-Hazy Center, Washington, DC.
- VH-XBA Model 707-138B (No. 29) one of the first
707s exported, and the first civilian jet registered in Australia (to airline Qantas
in 1959), is on display at the Qantas Founders Outback
Museum in Longreach, Queensland, Australia.
- 4X-BYD Model 707-131(F), (No. 34) ex-Israel Air Force is on display at the
Israeli Air
Force Museum near Hatzerim, Israel.
- F-BLCD Model 707-328B (No. 471) is on display at
the Musée de l'Air et de l'Espace, Paris, France.
- 1419 Model 707-328C (No. 763) ex-South
African Air Force is on display at the South
African Air Force Museum - Swartkops
Air Force Base, Pretoria.
- AP-AZP Model 720-030B ex-Pakistan International
Airlines Aircraft after being hijacked
for 13 days in 1981, it was withdrawn from service, and is now
displayed at PIA Planetarium Karachi.
Specifications
|
720 (707-020) |
707-120B |
707-320B |
Cockpit crew |
Three |
Passengers |
140 |
110 (2 class)
179 (1 class)
|
147 (2 class)
202 (1 class)
|
Length |
136 ft 2 in (41.25 m) |
144 ft 6 in (44.07 m) |
152 ft 11 in (46.61 m) |
Wingspan |
130 ft 10 in (39.90 m) |
145 ft 9 in (44.42 m) |
Tail height |
41 ft 7 in (12.65 m) |
42 ft 5 in (12.93 m) |
Maximum Takeoff Weight
(MTOW) |
222,000 lb (100,800 kg) |
257,000 lb (116,570 kg) |
333,600 lb (151,320 kg) |
Empty weight |
103,145 lb (46,785 kg) |
122,533 lb (55,580 kg) |
146,400 lb (66,406 kg) |
Takeoff run at MTOW |
8,300 ft (2,515 m) |
11,000 ft (3,330 m) |
10,840 ft (3,280 m) |
Fuel Capacity |
16,060 US gal (60,900 l) |
17,330 US gal (65,590 l) |
23,820 US gal (90,160 l) |
Landing run |
5,750 ft (1,740 m) |
6,200 ft (1,875 m) |
5,950 ft (1,813 m) |
Operating range (Max Payload) |
3,680 nmi
(6,820 km) |
3,735 nmi (6,920 km) |
Range at MTOW (max fuel) |
3800 nmi (7,040 km) |
4,700 nmi (8,704 km) |
5,750 nmi (10,650 km) |
Cruising speed |
540 kn
(1000 km/h) |
525 kn (972 km/h) |
Fuselage width |
12 ft 4 in (3.76 m) |
Powerplants (4 x) |
Pratt & Whitney
JT3C-7:
12,000 lbf (53.3 kN) |
Pratt & Whitney
JT3D-1:
17,000 lbf (75.6 kN) |
PW JT3D-3:
18,000 lbf (80 kN)
PW JT3D-7:
19,000 lbf (84.4 kN) |
Sources:
Boeing 707 Family,
Boeing 707,
Boeing 720
Deliveries
1994 |
1993 |
1992 |
1991 |
1990 |
1989 |
1988 |
1987 |
1986 |
1985 |
1984 |
1983 |
1982 |
1 |
1 |
5 |
14 |
4 |
5 |
0 |
9 |
4 |
3 |
8 |
8 |
8 |
|
1981 |
1980 |
1979 |
1978 |
1977 |
1976 |
1975 |
1974 |
1973 |
1972 |
1971 |
1970 |
1969 |
2 |
3 |
6 |
13 |
8 |
9 |
7 |
21 |
11 |
4 |
10 |
19 |
59 |
|
1968 |
1967 |
1966 |
1965 |
1964 |
1963 |
1962 |
1961 |
1960 |
1959 |
1958 |
1957 |
1956 |
111 |
118 |
83 |
61 |
38 |
34 |
68 |
80 |
91 |
77 |
8 |
0 |
0 |
|
Popular culture
The 707 is mentioned in the songs "Boeing Boeing 707" by
Roger Miller; "Jet Airliner" performed by
The Steve Miller Band and written
by
Paul Pena; and "
Early Morning Rain," written by
Gordon Lightfoot and popularized by artists
such as
Elvis Presley,
Bob Dylan, and
Peter, Paul and Mary.
The aircraft has had major roles in the
Airport and
Airplane films, and has been alluded to in
both television and theatrical movies.
See also
References
- Notes
- Wilson, p. 13. "The Boeing 707, the airliner which introduced
jet travel on a large scale."
- Wilson, p. 48. "The USA's first jetliner, the 707 was at the
forefront of jet travel revolution..."
- Gamble in the Sky. Time, July 19,
1954.
- Bowers 1989, p. 433.
- Irving 1994, pp. 194–197.
- Pither 1998, p. 21.
- http://www.airlinercafe.com/page.php?id=72
- Jets Across the U.S., Time, November
17, 1958.
- Farewell Flight, Time, November 14,
1983.
- Flight test experience and controlled impact of a
remotely piloted jet transport aircraft, NASA-TM-4084.
NASA, November 1, 1988.
- Federal Aviation Administration issued Supplemental Type
Certificate SA2699NM to SHANNON engineering March 6, 1985.
- http://www.air-and-space.com/20060411_Sky_Harbor.htm Goleta Air
& Space Museum
- Resident Boeing 720B
- Flug Revue, May 12, 2002
- Pither 1998, p. 12.
- Pither 1998, p. 22.
- "Historical Perspective, Start of a Proud
Mission." Boeing Frontiers, July 2006.
- Boeing 707/720 Short History. Boeing.
- Global Security's KC-135E article.
- Flight International, 21-27 August
2007.
- FAA Registry: N707JT
- Boeing 707 Accident summary,
Aviation-Safety.net, May 5, 2007.
- Boeing 707 Accident Statistics,
Aviation-Safety.net, July 5, 2005.
- Civil Aeronautics Board Aircraft Accident Report
2-1754, US Department of Transportation
- Sabena Flight 548 accident summary,
Aviation-Safety.net.
- http://aviation-safety.net/database/record.php?id=19630212-0
Northwest Airlines flight 705 at Aviation-Safety.net
- http://aviation-safety.net/database/record.php?id=19650520-0
PIA flight 705 at Aviation-Safety.net
- PAN AM Flight 160
- Pan Am Flight 812
- http://aviation-safety.net/database/record.php?id=19760101-1
MEA flight 438 at Aviation-Safety.net
- 707 crashed in Santa Cruz, Bolivia
- Varig Flight 797
- Argentinian Air Force crash info
- incident report of Togo Government aircraft
loss
- Aviation Safety Net information on Bangui
incident
- BETA 707 incident
- 10/23/2004 incident 707 body information
- Flight Global, March 29, 2005
- Saha Air Flight 171 crash report
- Bibliography
- Bowers, Peter M. Boeing Aircraft since 1916. London:
Putnam Aeronautical Books, 1989. ISBN 0-85177-804-6.
- Irving, Clive. Wide Body: The Making of the Boeing
747. Philadelphia: Coronet, 1994. ISBN 0-340-59983-9.
- Pither, Tony. The Boeing 707, 720 and C-135. Tunbridge
Wells, Kent, UK: Air-Britain (Historians) Ltd., 1998. ISBN
0-85130-236-X
- Wilson, Stewart. Airliners of the World. Fyshwick,
Australia: Aerospace Publications Pty Ltd., 1999. ISBN
1-875671-44-7.
External links