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Aviation History
1963
1963 - 2066.PDF
864 Commercial Aircraft of the World executive and military operator. Some 100 are still in airline service around the world. Queen Air 65/80 First flown in 1961, the Queen Air 65/80 can be summed up as a modernized and more efficient version of the Super 18 at a higher price. Although not yet in very wide service with feeder line operators, it has many of the qualities of an 18 replace ment. BOEING The Boeing Company, Trans port Division, Renton, Washinton, USA. Boeing 307 Stratoliner First flown on December 31, 1938, the Stratoliner was a civil development of the B-17 bomber. Of the same generation as the DC-4, and a direct competitor, it went into service with Pan American and TWA in the early months of 1940. It was an advanced aircraft for its time, being the first pressurized aircraft to go into service, and although only ten were built, a number remain in service to this day. Boeing 377 Stratocruiser The Stratocruiser was developed from the YC-97, a transport derivative of the B-29 bomber. The first YC-97 flew in 1944, and the Stratocruiser was ordered by Pan American, Northwest, United, American, BO AC, and SAS (whose order was subsequently transferred to BOAC). The air craft entered service in 1949, and its renowned comfort maintained its position in the front rank until late 1958. A total of 56 were built, but there is no reliable evidence of any still in civil operation at the present time. Altogether, some 888 C-97 transports and KC-97 tankers were built for the USAF. Boeing 707/720 The 707/720 family of Boeing jet airliners, which were developed as a private venture out of the company's unique jet bomber (B-47, B-52) experience has now been developed into some nine basic versions. The prototype 707, the 367-80, which first flew in July 1954, led to a USAF order for more than 450 KC-135 jet tankers, contributing signifi cantly to the commercial production pro gramme. Total production of tankers and transports for the USAF now stands at more than 660. The first 707 order was placed on October 13, 1955, by Pan American, and the first 707-120 flew on December 20, 1957. Deliveries (to Pan American) began in Septem ber 1958. Although the -120 was designed for medium-range routes, it first entered regular service across the North Atlantic, on October 26, 1958. Most of the -120s built have since been given improved range and airfield per formance by replacing the 13,5001b thrust P & W JT3C-6 turbojets with P & W JT3D-3 turbofans of 18,0001b thrust. The JT3D-3 is also the standard powerplant of the 707-120B which also has wing leading edge modifications, not all of which have been applied to converted -120s. The 707-220 is a shorter-fuselage version powered by 15,8001b P & W JT4A-3 turbojets, and ordered by only one operator—Braniff, who wanted a high reserve of power to meet the hot-and-high conditions of their Latin American routes. When it ordered the -120 late in 1955, Pan American began discussions with Boeing for a transatlantic development. This resulted in the 707-320 which made its first flight on February 15, 1959. In August 1959, less than a year after the -120 entered service, Pan American began replacing it on the North Atlantic with the -320. Towards the end of 1956, BOAC ordered a version of the -320 powered by R-R Conway 508 by-pass engines of 17,5001b thrust which became known as the 707-420. In March 1960 the -420 became the first by-pass powered airliner in service and, bZ 5* FLIGHT International, 28 November CA&IN V0LUM£ k£hk -fUl&HT-Mou 080 u*ft BOEING 707-320C "Flight International" operators' reference drawing (see page 862 for key) with its range-payload advantage over the -320, demonstrated the potentialities of this form of powerplant. The by-pass principle taken a stage further in the form of the P & W JT3D-3 turbofan of 18,0001b thrust, and applied to a -320 airframe with improved leading and trailing edge wing devices for low speed lift, wing-tip modifications to improve cruising lift/drag, and structural modifications for an increased gross-weight led to the 707-320B with substantially improved range-payload performance. This aircraft first flew in January 1962 and entered service with Pan American in June 1962, and has made it possible for airlines to schedule all the year round direct flights from western Europe to the American west coast. A cargo or mixed cargo-passenger version of the -320B, the 707-320C, was first flown in February this year and entered service in May. Apart from the 97in X 104in side door, strengthened floor, and special pallet handling equipment, the -320C has landing gear and other structural changes to allow considerably increased permitted landing and zero fuel weights. A projected development known as the 707-520B has been reported. This aircraft, it is said, would have a lengthened fuselage, inner wing leading edge glove, full-span leading-edge flaps, partial flap blowing and JT3D-5As or Conway RCo.42/2s both of around 21,0001b thrusv. The 720 series developed from the original -120, feature wing modifications to give higher cruising speeds at lower altitudes. The . 2 is powered by the P & W JT3C-7 of 12,00010 thrust, and first flew in November 1959. lae 720B with an almost identical airframe is powered by P & W JT3D-3 turbofans oi 18,0001b thrust which make it the fastest ana best airfield performer of all the 707-M" family. 727 First announced in September 196. the 727 is the three-engined member oi Boeing family designed for short-to-rneaHU» stages. Although employing similar tusewe cross-section dimensions and having »^ systems in common with 707/720, the 72.
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