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Aviation History
1965
1965 - 1564.PDF
860 FLIGHT International, 3 june (96i : AIR TRANSPORT BOEING 707-820 First details of the longer, faster, heavier and more powerful new 279-seat Boeing FOR some years speculation has been rife about the possibilities of stretching the subsonic long-haulers—the 707, DC-8 and VC10. Now, at last, two of the solutions are known. Douglas publicly showed their hand six weeks ago with the DC-8-61 series, for which actual airline orders have been placed (by Eastern and United). Now Flight is able to reveal the first published details of the Boeing 707-820, which is being offered in two gigantic versions— the 260-passenger 505, and the 279-passenger 506. While engineers may shudder a little at the flexural problems of 200ft aluminium tubes, accountants are going to like the shape of these aeroplanes. But the stake is considerable—an airline has got to be pretty big to consider taking on such monsters. With a good flow of orders coming in for 7O7-32OBs and Cs and 727s, and with a big programme ahead on the short-haul 737, Boeing have not forced the pace with the -820. As yet no Boeing decision has been announced, nor has any statement been made on the minimum number of orders necessary before going ahead. But it may be guessed that Pan American, TWA and American have advised Boeing of their likely requirements, and one more could set the ball rolling. BOAC say they have not approached Boeing about possible 820 deliveries, although Boeing have approached them in the course of normal sales liaison. BOAC say they have not reserved any delivery positions on the 820, though naturally they are keep- ing in close touch with Boeing as well as with BAC and Douglas. The two 707-820 versions are the 505 with a 45ft longer fuselage than the 707-320B, and the 55ft longer 506. Both are powered by 22,5001b thrust Pratt & Whitney JT3D-15 turbofans and have the same bigger wing area, by root extensions which add nearly 10ft to the span. Operating cost estimates are notoriously suspect, especially when they come from manufacturers. But Boeing are hardly Powerplant Sea level thrust (1b) Dimensions (decimals) Span (ft) Length (ft) Height (ft) Accommodation Mixed-class seating All-economy seating Under-floor volume (cu ft) Fuel tankage (US gal) Weights (Ib) Taxi Zero-flaps Zero-fuel Landing Operating weight empty Price (% million) Engine price 707-320B JT3D-3B 18,000 145.8 152.9 42.5 135 187 1,770 24,855 336,000 331,600 195.000 215,000 143,000 7.25 0.26 707-820(505) 707-820(504) JT3D-I5 22,500 155.5 198.6 48.1 209 260 3,000 30,600 412,000 408,000 265,000 290.000 184,600 10.17 0.335 155.5 208.6 48.1 225 279 3,400 30.600 412,000 408,000 270,000 295,000 188.400 10.42 0.335 likely to knock their own 320B, about which they know something. From every economic viewpoint the -820s promise great things for the really busy long-haul routes. According to version and length, estimated seat-mile costs are 13 to 26 per cent less than those of the -32OB; and for a given revenue rate and load factor, profit is handsomely increased. Aircraft-mile costs of the -820 are naturally higher (21-23 per cent) and 12-15 more passengers are needed to break even (break even load factors are lower). i To get back for a moment to fundamentals, the whole point of cramming an enormous number of people into one thin aluminium tube is to cut costs. Such mass travel in one aircraft is unlikely to be a selling point, but as more and more of the smaller, high-load- BOAC are an obvious target, after PAA, TWA and American, for Boeing 707-820 salesmen
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