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2. Research - if it has been said it will be on the internet. Ignorance is no longer a justifiable reason for buying the wrong thing. Take the time to research in detail everything that you could possible want to know about

3. Testimonials - don't know anybody that has bought a Boeing 707? Wrong! If the Boeing 707 is good the internet will let you know. Use the Internet as a friend and get testimonials before you buy.

4. Questions - Got a question about Boeing 707 then search the Forums, FAQ's, Blogs etc. Don't be afraid to ask .....

5. Reputation - Never heard of the company selling Boeing 707? Don't worry, no reason why you should know every company in the world, but you know someone that does! Use the internet to find out what people are saying about Boeing 707 and build up a picture of their reputation for sales, returns, customer service, delivery etc.

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10. Payment - ready to pay for your Boeing 707, then use your credit card or PayPal! Be aware of companies that don't accept them, there may be genuine reasons but given the huge amount of choice you have when buying online there is no reason at all not to buy via credit card or PayPal.

{{infobox Aircraft |subtemplate={{Infobox Boeing Aircraft--> |name =Boeing 707/720 |type =Airliner |manufacturer =[Boeing Commercial Airplanes |image =Image:B707 JAT.jpg |caption = [Jat Airways 707 at [Belgrade International Airport, [Serbia |designer |first flight =December 20, [ |introduction =October 1958 with [Pan American World Airways |produced =[1958 in aviation-[1978 in aviation |retired = |status = |primary user = |more users = |number built =1,010 |unit cost = |developed from = [Boeing 367-80 |variants with their own articles =[C-137 Stratoliner
[Air Force One#Boeing 707s as Air Force One -->

The Boeing 707 is an United States four-engine commercial passenger jet airliner developed by Boeing Commercial Airplanes in the early 1950s. Its name is most commonly spoken as "Seven Oh Seven". Boeing delivered a total of 1,010 Boeing 707s, which dominated passenger air transport in the 1960s and remained common through the 1970s. As of October 2006, 68 Boeing 707 aircraft (of any variant) were reported to be remaining in airline service, with just two airlines flying passengers, Saha Airlines of Iran and LADE Airlines of Argentina. Boeing also offered a smaller, faster version of the aircraft that was marketed as the Boeing 720.

Although it was not the first commercial jet aircraft in service (that distinction belongs to the De Havilland Comet), the 707 was the first to be commercially successful, and is credited as 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 "Boeing 7x7" designations.

Development The 707 was based on an aircraft known as the Boeing 367-80. The "Dash 80", as it was called within Boeing, took less than two years from project launch in 1952 to rollout on May 14, 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 Super Sabre, F-101 Voodoo, F-102 Delta Dagger, and the B-52 Stratofortress.

The prototype was conceived for both military and civilian use: the United States Air Force was the first customer for the airframe, using it in 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. Gamble in the Sky, TIME, July 19, 1954.

The 132 inch fuselage of the Dash 80 was only wide enough to fit two-plus-two seating (in the manner of the Boeing 377 Stratocruiser). Boeing soon realized that this would not provide a viable payload, so decided to widen the fuselage to 144 inches, 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 Aircraft Company had launched its Douglas DC-8 with a fuselage width of 147 inches. The airlines liked the extra space, and so Boeing was obliged to increase the 707's cabin width again, this time to 148 inches.Irving, p. 194–4197. 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 were not necessary.

The first flight of the first production 707-120 took place on December 20, 1957, and FAA certification followed on September 18, 1958.

Model 720 Boeing would later develop a smaller, faster version of the aircraft that was marketed as the Boeing 720. Between 1959 and 1967, there were 154 models built, hoping to fill the short to medium range commercial market. Boeing 707/720 Short History Official website. Other competing aircraft was also in this market with the Convair 880 and Convair 990 aircrafts. (See Variants section below.)

Operational service The first commercial orders for the 707 came in 1955, when Pan American World Airways 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, New York to Paris on October 26, 1958. American Airlines operated the first domestic 707 flight on January 25, 1959. Airlines which had only ordered the DC-8, such as United Airlines, Delta Air Lines and Eastern Airlines, were left jetless for months 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. Jets Across the U.S., TIME, November 17, 1958.

707 at London Heathrow Airport in 1964.

In order to become a new major player in the commercial airliner business, Boeing was quick to bend to customer's desires. While the 707-120 was the initial standard model with Pratt & Whitney JT3C engines, Qantas ordered a shorter body version called the 707-138 and Braniff ordered the higher-thrust version with Pratt & Whitney JT4A 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, making the aircraft more acceptable for the British market. British certification requirements relating to engine-out go-arounds also forced Boeing to increase the height of the vertical stabilizer on all 707 variants, as well as adding a ventral fin.

Eventually, the dominant engine for the Boeing 707 family was the Pratt & Whitney JT3D, a turbofan variant of the JT3C with even 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 19,000 lb, along with minor modifications to the wing.

The ultimate 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, as well as allowing 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.

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.

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. 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. Middle East Airlines (MEA) of Lebanon flew 707s and 720s in front-line passenger service until the end of the 90s, and now only Saha Airlines of Iran and LADE of Argentina fly 707s in passenger service. Saha's domestic flights from Tehran to Mashhad, Kish Island and Shiraz are not listed in the July, 2007 OFFICIAL AIRLINE GUIDE, however, if still operating. However, LADE flights from El PalomarAir Force Base near Buenos Aires to Rio Gallegos and Comodoro Rivadavia are so listed. Farewell Flight, TIME, November 14, 1983. The purpose-built military variants remained in production until 1991.

Traces of the 707 are still found in the Boeing 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.

Design Engines jet engines of a British Caledonian Boeing 707 showing the peculiarity of the number 1 engine mount which is different from the other three. June 1975.

The 707's engines could not supply sufficient bleed air for pressurization without a serious loss of thrust, so the aircraft instead used engine-driven gas compressor to supply high-pressure air for this purpose. 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. The Boeing 707 was the first commercially successful airliner to use podded engines.

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 Stratojet 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 pilot exacerbated the Dutch Roll motion causing a violent roll motion which tore two of the four engines off the wing. The plane, a brand new 707-227 N7071 destined for Braniff, crash landed on a river bed north of Seattle at Arlington, Washington (state), killing four of the eight occupants. Accident details on Aviation Safety

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 gradually became more severe, he went to the cockpit and found the crew frantically attempting to resolve the situation. He introduced himself and relieved the ashen-faced captain who immediately left the cockpit feeling ill. Johnston quickly stabilized the plane and later, even landed it for the crew.

Variants Civilian , South Ayrshire, Scotland, circa 1972.



























Military
Air Force One, 1988.

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: This list does not include the U.S. Air Force's C-135 Stratolifter, as it is not a 707 variant, but rather was developed parallel to the 707 from the original Boeing 367-80.)















Operators Although 707s are no longer employed by major airlines 63 aircraft remain in commercial use, mainly with air cargo operators.

In the 1980s, the USAF acquired around 250 used 707s to provide parts for the KC-135 Stratotanker program. Global Security's KC-135E article.

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), Iran Air (4), 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).Flight International, 21-27 August 2007. American actor John Travolta owns, and is qualified to fly as second in command, an ex-Qantas 707-138B, registration N707JT. FAA Registry: N707JT

The list of Boeing customers 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 707-300B 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.

Survivors The following aircraft are on public display:

Specifications {| class="wikitable" style="text-align: center; font-size:100%; color:black"|-!! 720 (707-020)! 707-120B! 707-320B|-! Passengers| 140 || 110 (2 class)
179 (1 class) || 147 (2 class)
202 (1 class)|-! Max. takeoff weight|222,000 pound (mass) (100,800 kg)|257,000 lb (116,570 kg) ||333,600 lb (151,320 kg)|-! Empty weight| 103,145 lb || 122,533 lb (55,580 kg) || 146,400 lb (66,406 kg)|-! Takeoff run at MTOW (2,515 m)||11,000 ft (3,330 m) || 10,840 ft (3,280 m)|-! Landing run| 5,750 ft (1,740 m)||6,200 ft (1,875 m) || 10,840 ft (3,280 m)|-! Operating range (Max Payload)| 3,680 [nautical mile (6,800 km) || 3,680 NM (6,820 km) || 3,735 NM (6,920 km)|-! Cruising speed| 540 knot (speed) (999 km/h) || 540 kn (1000 km/h) || 525 kn (972 km/h)|-! Length|136 ft 2 in (41.25 m) || 144 ft 6 in (44.07 m) || 152 ft 11 in (46.61 m)|-! Wingspan| colspan="2" |130 ft 10 in (39.90 m) || 145 ft 9 in (44.42 m)|-! Tail height|41 ft 7 in (12.65 m) || colspan="2" | 42 ft 5 in (12.93 m)|-! Fuselage width| 12 ft 4 in (3.76 m) || 12 ft 4 in (3.76 m) || 12 ft 4 in (3.76 m)|-! Powerplants (4 x)|Pratt & Whitney JT3C - 12,000 pound-force (53.3 kN)|Pratt & Whitney JT3D - 17,000 lbf (75.6 kN)|Pratt & Whitney JT3D - 18,000 lbf (80 kN) Pratt & Whitney JT3D - 19,000 lbf (84.4 kN)|}Sources: Boeing 707 Family, Boeing 707, Boeing 720

Deliveries {| border="2" cellpadding="4" cellspacing="0" style="margin: 1em 1em 1em 0; border: 1px #aaa solid; border-collapse: collapse; font-size: 95%;"|----- bgcolor=#006699! 1994 ! 1993 ! 1992 ! 1991 ! 1990 ! 1989 ! 1988 ! 1987 ! 1986 ! 1985 ! 1984 ! 1983 ! 1982 |-|1|0|5|14|4|5|0|9|4|3|8|8|8|-|----- bgcolor=#006699! 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|-|----- bgcolor=#006699! 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|-|}

Incidents As of May 2007, the 707 has been in a total of 166 hull-loss occurrences Boeing 707 Accident summary, Aviation-Safety.net, May 5, 2007. with 2,733 fatalities. Boeing 707 Accident Statistics, Aviation-Safety.net, July 5, 2005.

Notable incidents

707 crashed in Santa Cruz, Bolivia







Trivia

External links

References

Related content {{aircontent||related=

|sequence=

|similar aircraft=

|lists=

|see also=-->

{{infobox Aircraft |subtemplate={{Infobox Boeing Aircraft--> |name =Boeing 707/720 |type =Airliner |manufacturer =[Boeing Commercial Airplanes |image =Image:B707 JAT.jpg |caption = [Jat Airways 707 at [Belgrade International Airport, [Serbia |designer |first flight =December 20, [ |introduction =October 1958 with [Pan American World Airways |produced =[1958 in aviation-[1978 in aviation |retired = |status = |primary user = |more users = |number built =1,010 |unit cost = |developed from = [Boeing 367-80 |variants with their own articles =[C-137 Stratoliner
[Air Force One#Boeing 707s as Air Force One -->

The Boeing 707 is an United States four-engine commercial passenger jet airliner developed by Boeing Commercial Airplanes in the early 1950s. Its name is most commonly spoken as "Seven Oh Seven". Boeing delivered a total of 1,010 Boeing 707s, which dominated passenger air transport in the 1960s and remained common through the 1970s. As of October 2006, 68 Boeing 707 aircraft (of any variant) were reported to be remaining in airline service, with just two airlines flying passengers, Saha Airlines of Iran and LADE Airlines of Argentina. Boeing also offered a smaller, faster version of the aircraft that was marketed as the Boeing 720.

Although it was not the first commercial jet aircraft in service (that distinction belongs to the De Havilland Comet), the 707 was the first to be commercially successful, and is credited as 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 "Boeing 7x7" designations.

Development The 707 was based on an aircraft known as the Boeing 367-80. The "Dash 80", as it was called within Boeing, took less than two years from project launch in 1952 to rollout on May 14, 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 Super Sabre, F-101 Voodoo, F-102 Delta Dagger, and the B-52 Stratofortress.

The prototype was conceived for both military and civilian use: the United States Air Force was the first customer for the airframe, using it in 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. Gamble in the Sky, TIME, July 19, 1954.

The 132 inch fuselage of the Dash 80 was only wide enough to fit two-plus-two seating (in the manner of the Boeing 377 Stratocruiser). Boeing soon realized that this would not provide a viable payload, so decided to widen the fuselage to 144 inches, 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 Aircraft Company had launched its Douglas DC-8 with a fuselage width of 147 inches. The airlines liked the extra space, and so Boeing was obliged to increase the 707's cabin width again, this time to 148 inches.Irving, p. 194–4197. 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 were not necessary.

The first flight of the first production 707-120 took place on December 20, 1957, and FAA certification followed on September 18, 1958.

Model 720 Boeing would later develop a smaller, faster version of the aircraft that was marketed as the Boeing 720. Between 1959 and 1967, there were 154 models built, hoping to fill the short to medium range commercial market. Boeing 707/720 Short History Official website. Other competing aircraft was also in this market with the Convair 880 and Convair 990 aircrafts. (See Variants section below.)

Operational service The first commercial orders for the 707 came in 1955, when Pan American World Airways 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, New York to Paris on October 26, 1958. American Airlines operated the first domestic 707 flight on January 25, 1959. Airlines which had only ordered the DC-8, such as United Airlines, Delta Air Lines and Eastern Airlines, were left jetless for months 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. Jets Across the U.S., TIME, November 17, 1958.

707 at London Heathrow Airport in 1964.

In order to become a new major player in the commercial airliner business, Boeing was quick to bend to customer's desires. While the 707-120 was the initial standard model with Pratt & Whitney JT3C engines, Qantas ordered a shorter body version called the 707-138 and Braniff ordered the higher-thrust version with Pratt & Whitney JT4A 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, making the aircraft more acceptable for the British market. British certification requirements relating to engine-out go-arounds also forced Boeing to increase the height of the vertical stabilizer on all 707 variants, as well as adding a ventral fin.

Eventually, the dominant engine for the Boeing 707 family was the Pratt & Whitney JT3D, a turbofan variant of the JT3C with even 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 19,000 lb, along with minor modifications to the wing.

The ultimate 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, as well as allowing 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.

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.

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. 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. Middle East Airlines (MEA) of Lebanon flew 707s and 720s in front-line passenger service until the end of the 90s, and now only Saha Airlines of Iran and LADE of Argentina fly 707s in passenger service. Saha's domestic flights from Tehran to Mashhad, Kish Island and Shiraz are not listed in the July, 2007 OFFICIAL AIRLINE GUIDE, however, if still operating. However, LADE flights from El PalomarAir Force Base near Buenos Aires to Rio Gallegos and Comodoro Rivadavia are so listed. Farewell Flight, TIME, November 14, 1983. The purpose-built military variants remained in production until 1991.

Traces of the 707 are still found in the Boeing 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.

Design Engines jet engines of a British Caledonian Boeing 707 showing the peculiarity of the number 1 engine mount which is different from the other three. June 1975.

The 707's engines could not supply sufficient bleed air for pressurization without a serious loss of thrust, so the aircraft instead used engine-driven gas compressor to supply high-pressure air for this purpose. 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. The Boeing 707 was the first commercially successful airliner to use podded engines.

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 Stratojet 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 pilot exacerbated the Dutch Roll motion causing a violent roll motion which tore two of the four engines off the wing. The plane, a brand new 707-227 N7071 destined for Braniff, crash landed on a river bed north of Seattle at Arlington, Washington (state), killing four of the eight occupants. Accident details on Aviation Safety

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 gradually became more severe, he went to the cockpit and found the crew frantically attempting to resolve the situation. He introduced himself and relieved the ashen-faced captain who immediately left the cockpit feeling ill. Johnston quickly stabilized the plane and later, even landed it for the crew.

Variants Civilian , South Ayrshire, Scotland, circa 1972.



























Military
Air Force One, 1988.

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: This list does not include the U.S. Air Force's C-135 Stratolifter, as it is not a 707 variant, but rather was developed parallel to the 707 from the original Boeing 367-80.)















Operators Although 707s are no longer employed by major airlines 63 aircraft remain in commercial use, mainly with air cargo operators.

In the 1980s, the USAF acquired around 250 used 707s to provide parts for the KC-135 Stratotanker program. Global Security's KC-135E article.

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), Iran Air (4), 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).Flight International, 21-27 August 2007. American actor John Travolta owns, and is qualified to fly as second in command, an ex-Qantas 707-138B, registration N707JT. FAA Registry: N707JT

The list of Boeing customers 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 707-300B 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.

Survivors The following aircraft are on public display:

Specifications {| class="wikitable" style="text-align: center; font-size:100%; color:black"|-!! 720 (707-020)! 707-120B! 707-320B|-! Passengers| 140 || 110 (2 class)
179 (1 class) || 147 (2 class)
202 (1 class)|-! Max. takeoff weight|222,000 pound (mass) (100,800 kg)|257,000 lb (116,570 kg) ||333,600 lb (151,320 kg)|-! Empty weight| 103,145 lb || 122,533 lb (55,580 kg) || 146,400 lb (66,406 kg)|-! Takeoff run at MTOW (2,515 m)||11,000 ft (3,330 m) || 10,840 ft (3,280 m)|-! Landing run| 5,750 ft (1,740 m)||6,200 ft (1,875 m) || 10,840 ft (3,280 m)|-! Operating range (Max Payload)| 3,680 [nautical mile (6,800 km) || 3,680 NM (6,820 km) || 3,735 NM (6,920 km)|-! Cruising speed| 540 knot (speed) (999 km/h) || 540 kn (1000 km/h) || 525 kn (972 km/h)|-! Length|136 ft 2 in (41.25 m) || 144 ft 6 in (44.07 m) || 152 ft 11 in (46.61 m)|-! Wingspan| colspan="2" |130 ft 10 in (39.90 m) || 145 ft 9 in (44.42 m)|-! Tail height|41 ft 7 in (12.65 m) || colspan="2" | 42 ft 5 in (12.93 m)|-! Fuselage width| 12 ft 4 in (3.76 m) || 12 ft 4 in (3.76 m) || 12 ft 4 in (3.76 m)|-! Powerplants (4 x)|Pratt & Whitney JT3C - 12,000 pound-force (53.3 kN)|Pratt & Whitney JT3D - 17,000 lbf (75.6 kN)|Pratt & Whitney JT3D - 18,000 lbf (80 kN) Pratt & Whitney JT3D - 19,000 lbf (84.4 kN)|}Sources: Boeing 707 Family, Boeing 707, Boeing 720

Deliveries {| border="2" cellpadding="4" cellspacing="0" style="margin: 1em 1em 1em 0; border: 1px #aaa solid; border-collapse: collapse; font-size: 95%;"|----- bgcolor=#006699! 1994 ! 1993 ! 1992 ! 1991 ! 1990 ! 1989 ! 1988 ! 1987 ! 1986 ! 1985 ! 1984 ! 1983 ! 1982 |-|1|0|5|14|4|5|0|9|4|3|8|8|8|-|----- bgcolor=#006699! 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|-|----- bgcolor=#006699! 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|-|}

Incidents As of May 2007, the 707 has been in a total of 166 hull-loss occurrences Boeing 707 Accident summary, Aviation-Safety.net, May 5, 2007. with 2,733 fatalities. Boeing 707 Accident Statistics, Aviation-Safety.net, July 5, 2005.

Notable incidents

707 crashed in Santa Cruz, Bolivia







Trivia

External links

References

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Boeing 707



 
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