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Aviation History
1956
1956 - 0871.PDF
49- - 00 •'•••j- _Q 13 FLIGHT Airliners of the World BOEING 7O7 Boeing 707-120 with typical tour/it interior. Drawn at Seattle in April-May 1956. 60 6 July 1956 14 49 78 TOILET-, COAT SPACE GALLEY 78 vi. IS Air delivery ducts under hat-rocks. 26 Air extraction at floor level. 27 "Passenger service units." 28 "Hot-wall" panelling. 29 Fin/fuselage joints. 30 Pivot for variable-incidence tail- plane. J1 Tailplane screw-jack. 32 Tailplane centre-section joints. 33 Control-surface balance panels. 34 V.O.R. aerial. 35 H.F. aerial in fin. 34 Pressure head. - : 37 Balance tabs. 38 Leg hinged at end of forged rib. 39 "Beaver tail" members top and bottom. 40 Undercarriage retraction jack in walking-beam. 41 Radius rod. 42 Radius rod cracker-jack. FLIGHT DECK: CAPTAIN, FIRST OFFICER GHhT ENGINEER. NAVIGATOR OUTWARD-OPENINGPLUG-TYP6 DOORS 13 14 12 •r,-:-,^.: UNDERFLOOR FREIGHT HOLD INWARD RETRACTINGBOGIE UNDERCARRIAGE MULTI-DISC BRAKES HIGH-SPEED AILERONS FORWARD RETRACTINGNOSEWHF.EL CENTRE SECTION FUEL - (FLEXIBLE CELLS) 1,460 Imp gal INNER INTEGRAL FUEL TANK 1.894 Imp gal EACH SIDE PRATT AND WHITNEY JT3C-4TURBOJET. 13.0001b THRUST 1 Cloud/coflision radar scanner. 2 Glide-slope aerial. 3 Possible Doppler aerial (true airspeed). 4 Nesa-glass windscreens. 5 Direct-vision panel (slid to rear). 6 "Vision-in-a-turn" windows. 7 Nosewheel doors shut with gear down. 8 "Double bubble" intersection line. 9 A.T.C. transponder aerial. 10 Nosewheel box. 11 Seat tracks (1in increment). 12 V.H.F. aerial. 13 Radio altimeter aerial. 14 D.M.E. or TACAN aerial. 15 Freight door (sliding plug-type). 16 Windows 9in x12iin. 17 Table. 18 Emergency exits. 19 Floor members on wing top skin. 20 Keel member (integral tank for engine water). 21 Pressure bulkheads. 22 Intake to air-conditioning heat exchangers. 23 C&bin-air distribution ducts. 24 Air passing up through window "sandwich." BOEING 707-120Four Pratt and Whitney JT3C-4 of 12,500 Ib thrust Dimensions: span, 130ft 10in; length overall, 134ft 6in (fuselage, 128ft 10in); height, 38ft 3in; gross wing area, 2,433 sq ft; track, 22ft 1in; wheelbase, 45ft 8in; max. fuselage cross-section, 170.Sin high by 148in wide; tailplane span, 39ft 8in; distance from centre-line to engines, 27ft 2in (inners), 46ft 1 in (outers). Weights: empty, on 367-80 about 88,900 Ib or about 96,000 Ib on -120; max. landing weight, 165,0001b (in -121 now 180,000 Ib); design gross weight, 247,000 Ib; payload, 31,000 Ib; equivalent i.s.w.l., 52,140 Ib (I.C.A.O. method). Performance: take-off field length (long-range cruise with 200 n.m. alternate plus 2hr reserve at 15,000ft, i.s.a. no wind), 6 250ft for 1,500 n.m. stage, 8,250ft for 2,500 n.m. and 10,600ft for 3,500 n.m.; nc;rmal cruising speed, 591 m.p.h.; landing field length (see p. 10), 6,420ft. BOEING 707-220Four Pratt and Whitney JT4A-3 Dimensions: as for -120. Weights: max. landing weight, 175,000 to 185,000 Ib; max. gross weight, 258.000 Ib; payload, 31,000 Ib. Performance: field lengths, shorter than -120; normal maximum cruising speed, 608 m.p.h. BOEING 707-320 Four Pratt and Whitney JT4A-3 Dimensions: scan, 141ft 6in; overall length, 146ft 8in (fuselage. 138ft 10in): height, 38ft 1'i- . gross wing area. 2,903 sq ft; track, 22ft 1in; v.heelbase, 55ft 8in; fuselage cross-stction, as -120; tailplamj span, 51ft 8in; distance from c.l. to engines, 32ft 6in (inners), 51ft 5in (outers). Weights: empty, substantially o«er 100,000 Ib; max. landing, 195,000 Ib; design gross weight, 295.000 Ib; pay oad. 38,000 Ib. Performance: take-off field length (assumptions as for -120), 5,550ft for 1,500 n.m. stage, 6,850ft for 2,500 n.m. and 8,550ft for 3,500 n.m.; normal cruising speed, 600 m.p.h.: landing field length, 6,4C0f,\ FOWLER-TYPE FLAPS OUTER INTEGRAL FUEL TANK 1.946 Imp gal EACH SIDE - LOW-SPEED AILERONS 60 OUTER (RESERVE) FUEL TANKS 361 Imp gal EACH SIDE 43 Undercarriage drag-member. 44 Doors on main leg. 45 Double-folding mainwheel doors. 46 Flap-drive shafting from hydraulic motors. 47 Fillet-flap shafting (off inner-flap system). 48 Leading-edge inspection panels. 49 Fuel tank end-ribs. 50 Fuel system dry-bay (shut-off valves, defuelling connections and pressure switches). • S1 Bonded uiffeners in trailing-edge top surface. 52 Honeycomb sandwich in traihng- edge bottom surface. 53 Hot-air de-icing, double skin full length of leading edge. 54 Spoiler operating jacks. ". 55 Flap screw-jack. •'/'. 56 Flap tracks and rollers. 57 Gust damper (70 m.p.h. limit). 58 Aileron/spoiler linkage. 59 Low-speed aileron linkage. 40 Intake to cabin-air turbo-com- pressor. 61 Outlet from turbo-compressor. 42 Airflow through engine oil-coolers. 43 Oil tank. 64 Main engine mounting. 65 Rear engine "steady." 44 Magnesium cowlings. 67 Firewalls. . 68 Cove-lip door (covers gap when flaps up). 69 Fuel system surge-tank. 70 N.A.C.A-type inlet to tank vent system. 71 Engine-starting air bottle. 72 Two (independent) boost pumps in each tank. , • 73 Honeycomb-sandwich aileron skins. 74 Typical wing section. 75 Gravity fuel fillers. 74 Pressure-refuelling points on lower surface. 77 Cabin attendants' seats. 78 Production break-lines. ..... 79 Wide-angle lens for height-hold inspection. . 80 Tank inspection panels. 81 Spring tab (full surface movement available for around test). 82 SundstraVd driven 30 kVA alter- nators on all engines. a low-drag "shark's fin" (Boeing-developed) V.H.F. aerial above the for-ward fuselage; on the underside of the fuselage (front to rear), a radar- altimeter aerial, D.M.E. or Tacan No. 1 aerial, a second shark's fin, thesecond radar-altimeter aerial, a suppressed A.D.F. cross, the No. 2 Tacan, a second A.D.F. cross, a marker aerial, and Nos. 1 and 2 A.D.F.sense panels, the latter reaching to station 820; in the sides of the fin are dielectric windows for the V.O.R., and the H.F. aerial is inthe fin tip (the KC-135 fin houses AN/APN-69, AN/ARN-14 and AN/ARC-34). Pilot instrumentation is exceptionally neat, most of the engine instru-ments being in 2in cases. Radar panels are overhead and radio controls flank the throttle quadrant with its single-lever engine controls. TheSperry Integrated Flight System is standard (Flight, January 20, 1956). PAYLOAD ACCOMMODATION. In the -120 and its similarlydimensional successors, usable cabin space measures about 96ft long by 140in wide. A standard fiye-abreast layout can seat 108, with twotoilets and a galley at each end; by removing five seats a four- or five-seat lounge can be provided at either end. The mock-up at presenton view in New York City has two such lounges and 98 seats. At the other extreme of comfort, six-abreast seating can be provided for asmany as 125 passengers. Capacities of the underfloor freight holds are 490 cu ft (forward) and 800 cu ft (aft). Of the same cross section, but 144in longer, the -320 and its sisterships can seat 122 in a five-abreast configuration with the following at each end: two toilets, galley, coat racks and two tip-up seats. Six-abreast seating provides for a maximum of 147, and various movable bulkheads can divide up the interior into first- and second-class sections.Lounge accommodation can be provided similar to that in the -120. Underfloor freight holds are similar to those of the smaller machineexcept for an increase in the size of the forward hold to 700 cu ft. COMMERCIAL HISTORY. The first order was that of PanAmerican (October 13, 1955), who bought 20 120s for delivery in late 1958 at a price of some £39m; in February the order was alteredand extended to comprise six -120s and 17 -320s, at a total of £48.25m. Succeeding orders are as follows: American, November 1955, 30 -120for March 1959 at £48.25m; Braniff, December 1955, five -220 for October 1959 at £10.7m including spares; Continental, December 1955,four -120 for May 1959 at £7.6m including spares; Air France, December 1955, ten -320 for November 1959 at £25.5m includingspares and training; Sabena, December 1955, three -320 for December 1959 at £5.5m, with a fourth added later at £1.9m; T.W.A., February1956, eight -120 for April 1959 at £12.8m; and Lufthansa, April 1956, four -320 for summer of 1960 at £7.5m.
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