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weight and performance calculations for the Boeing 707-120
707-121 N711PA “Clipper America” arrives at Le Bourget, Paris, 26 october 1958 after the first regularly scheduled transatlantic flight by a jetliner. Several Panam 707-121’s received the name “Clipper America”, later N711PA was renamed “Clipper Mayflower”
Boeing 707-120
role : jet airliner
importance : ****
first flight : 20 December 1957 operational : October 1958 Pan American
country : United States of America
design :
production : -120 : 56 aircraft, total 865 707’s built (excludes Boeing 720) at Renton.
In 1963 every month 9 707’s were built.
general information :
Shortly after WWII, Boeing began to think about the development of a jet airliner. They had only just received the German research data in the field of aerodynamics, such as the arrow wing and jet propulsion from WWII. Boeing was a 1st to work with the arrow wing. This resulted in the B-47 jet bomber that had a 45-degree arrow wing and was already flying in December 1947. After having inventoried the wishes of potential customers, it was decided in 1952 to develop a prototype at their own risk. They had reserved 16 million USD from their own resources, while on the previous airliner, the Stratocruiser, a loss of 13.5 million USD had been suffered. This new aircraft was to replace both the Stratocruiser and the KC-97 Stratotanker. Douglas was also developing a jet airliner and it was a race who would be the first to bring the aircraft to market. In Great Britain the Comet had already been put into service, but due to a series of accidents, this program was dealt a heavy blow.
With the improved Comet 4 they tried to compete with Boeing and Douglas. But the 707 and DC-8 became the first economic and reliable jet aircraft to revolutionize passenger transportation through their speed and large capacity. The experimental prototype of the 707 was given the designation Model 367-80 "Dash Eighty" and registration N70700. It was equipped with 4 JT3P jet engines of 4309 kg thrust. On July 15, 1954, it made its first
N707PA “Clipper America” was the first 707-121 delivered to Pan American, on 15 August 1958. Scheduled passengers flight started in October the same year.
flight and soon the military placed an order of 29 for the tanker version, designated KC-135. In the end, the army ordered no less than 560 KC-135s. This was a huge backing for Boeing and it attracted doubting civil airline companies. On October 13, 1954, Pan American placed the first civil order and ordered 20 pieces. The production aircraft were somewhat larger than the 367-80 prototype, the first of which flew on December 20, 1957. The first 707-120 was delivered in August 1958 to Pan American who commissioned it on 26 October 1958 on the New York – London route. These were equipped with JT3C turbojets. These were the civilian version of the engines that hung under the B-47.
In many -120s, the JT3C turbojets were later replaced by more economical and powerful JT3D turbofans (except for the aircraft of Continental and TWA (-131)). They were also quieter so that the complicated silencers were no longer needed. The 707 was a great success and the development costs of 16 million USD were more than recouped.
The 707 was aerodynamically very advanced with a 35-degree arrow wing and double slotted flaps. It had double ailerons, the inner one for cruising speed and the outer one for take-off and landing. The spoilers could also be used as an aileron and as an air brake. If the flaps are deployed, the aircraft is automatically trimmed at 15 degrees and at 25 degrees the spoilers are activated. With spoilers and landing gear out, the 707 can descend at 4500 m/min in emergencies such as sudden decompression. On top of the wing are two rows of vortex generators, small metal plates that disrupt the airflow so that it stays better on the wing and do not deviate towards the tip. The wing can be kept ice-free by means of hot air.
The landing gear is equipped with an ABS (anti-slip) system
The 707 has proportionally more windows than the DC-8, but the windows of the DC-8 are larger.
An HF antenna is placed on the tailplane for communication over long distances.
The aircraft for Quantas, designated 707-138 had a slightly shorter fuselage, measuring 41.00 [m]. 13 were built.
The 707 made air transport affordable for the middle-class citizen, but it did cause nuisance in the form of noise, smoke and extended runways.
The new jetliners were expensive to buy. Many airlines had to put themselves heavily in debt to be able to purchase the jets and they hoped to stay in the race. They had to sell their Constellations and DC-7s while they had only been in service for a few years and were far from being written off. Nobody wanted these props anymore. The market value in
707-121 pictured at its second flight, 20 December 1957
1958 of a Conny had dropped to below 50% of its purchase price. There were also long rows of Constellations at Schiphol airport, Amsterdam for which no buyer could be found. In addition, the airlines had to try to fill the 707's with their much larger capacity (5 time a Connie). Profit margins dropped to 1%.
In the beginning, there were relatively many accidents with the jets. In 1963, for example, an average of one jet crashed every month, while only a few hundred were in service at that time. The traffic control was not yet used to the higher speeds and there was the "Coffin-Corner" effect. At 10km altitude, a 707 is not far from its stalling speed, which is about 10% lower than the cruising speed. In order to avoid a stall and from a prestige point of view, the pilots crawled close to the structurally permitted maximum speed (Mmo). But if the speed became too high, the flow over the wing became supersonic at first, where a pressure wave forms at the leading edge, so that the lifting capacity there decreases considerably. As a result, the pressure point slides backwards and the aircraft tends to dive down. If the pilot did not react in time and in the right way, the aircraft went into a dive from which it could hardly be recovered. Atmospheric conditions could also occur at high altitudes where a deceleration leads to stall and an acceleration resulted in the transsonic dive. The pilots had to learn to look at the mach-meter instead of the speedometer.
By October 1964, 447 707s and 720s had been ordered, of which 384 had been delivered.
aspect ratio 7.065 Chord at wing root : 8.53m Chord at tip 2.84m
All-tourist arrangement for 174 passengers at 34-in pitch
Exit limit for 189 passengers, theoretical enough space for 190 passengers at 81 cm pitch. In practice 174 pax was not exceeded.
At MTOW, the 707 required 11,000 feet (3,353 meters) of runway to take off.The 707-121 had an economical cruise speed of 550 miles per hour (885 kilometers per hour) at 35,000 feet (10,668 meters), and a maximum cruise speed of 593 miles per hour (954 kilometers per hour) at 30,000 feet (9,144 meters)—0.87 Mach. It’s range was 2,800 nautical miles (5,186 kilometers).
primary users : PanAm 707-121 (20), American Airlines 707-123 (30), Continental, TWA
Accommodation:
flight crew : 4 cabin crew : 5
flight crew consist of pilot, co-pilot, navigator and flight engineer
passengers : seating for 142 in two class : 20 business class and 122 coach class seats
( 34 -in pitch). high density seating for 174 passengers
engine : 4 Pratt & Whitney JT3C-6 turbojet engines of 57.88 [KN] (13011.7 [lbf])
Chord at root : 8.53 [m] at tip : 2.84 [m]
dimensions :
wingspan : 39.87 [m], length : 44.04 [m], height : 11.79 [m]
wing area : 226.04 [m^2] fuselage exterior width : 3.76 [m]
weights :
empty weight : 53520 [kg]
operating empty weight : 57110 [kg] max. structural payload : 20000 [kg]
Zero Fuel weight (ZFW) : 77110 [kg] max. landing weight (MLW) : 86180 [kg]
max.take-off weight : 112000 [kg] weight fuel : 47724 [kg] (59655 [liter])
performance :
Max. operating Mach number (Mmo) : 0.88 [Mach] (981 [km/hr]) at 7620 [m]
normal cruise speed : 919 [km/hr] (Mach 0.86 ) at 10050 [m] (43 [%] power)
economic cruise speed : 880 [km/hr] (Mach 0.82 ) at 10050 [m]
service ceiling : 9880 [m]
range with max fuel and Max.TOW : 5988 [km] (ATA domestic fuel reserves - 370.0 [km] alternate)
description :
cantilever low-wing monoplane with retractable landing gear with nose wheel
Wings : two main spar fail-safe wing structure
with Fowler flaps with no leading edge flaps ,with spoilers airfoil : NACA
sweep angle 3/4 chord: 33.9 [°]
engines attached with pylons to the wing, main landing gear attached to the wings
fuel tanks in the wings and fuselage
calculation : *1* (dimensions)
wing chord at root : 8.53 [m]
wing chord at tip : 2.84 [m]
Note difference between 707-120 and 707-320 wing !
taper ratio : 0.333 [ ]
mean wing chord : 5.67 [m]
calculated average wing chord tapered wing with rounded tips: 5.69 [m]
wing aspect ratio : 7.03 []
oswald factor (e): 0.669 []
seize (span*length*height) : 20702 [m^3]
calculation : *2* (fuel consumption)
oil consumption : 23.2 [kg/hr]
fuel consumption (econ. cruise speed) : 6605.4 [kg/hr] (8256.7 [litre/hr]) at 31 [%] power
distance flown for 1 kg fuel : 0.13 [km/kg] at 10050 [m] height, sfc : 92.5 [kg/KN/h]
total fuel capacity : 59655 [litre] (47724 [kg])
calculation : *3* (weight)
weight engine(s) dry : 7620.0 [kg] = 32.91 [kg/KN]
weight 2454 litre water tank for engine injection : 208.60 [kg]
weight 228 litre oil tank : 19.42 [kg]
oil tank filled with 1.5 litre oil : 1.3 [kg]
oil in engine 2.8 litre oil : 2.5 [kg]
fuel in engine 12.6 litre fuel : 9.26 [kg]
weight fuel lines 138.4 [kg]
weight engine cowling 602.0 [kg]
total weight propulsion system : 8602 [kg](7.7 [%])
***************************************************************
Accommodation cabin facilities:
typical 2-class cabin layout for 142 passengers : economy : pitch : 86.4 [cm] 34.0 [-in]
( 3+3 ) seating in 24.3 rows
weight seats : 755.0 [kg]
high density seating passengers : 174 [pax] at 6 -abreast seating in 29.0 rows,
pitch 86.4 [cm] 34.0 [-in]
pax density, normal seating : 0.77 [m2/pax], high density seating : 0.62 [m2/pax]
weight 4 lavatories : 57.2 [kg]
weight ladies" powder room : 16 [kg]
weight men’s dressing room : 12 [kg]
weight diplomatic mail locker : 2 [kg]
weight 2 galleys : 190.0 [kg]
weight overhead stowage for hand luggage : 49.7 [kg]
weight 3 wardrobe closets : 28.4 [kg]
weight 51 windows : 45.6 [kg]
weight 2 1.83x0.88 [m] main entry doors : 109.5 [kg]
weight 2 1.62x0.85 [m] service doors : 94.6 [kg]
weight 2 (130x122 cm) freight doors (belly) : 94.2 [kg]
total belly baggage/cargo hold volume : 50.33 [m3]
cabin volume (usable), excluding flight deck : 209 [m3]
passenger compartment volume : 139 [m3]
passenger cabin max.width : 3.54 [m] cabin length : 31.76 [m] cabin height : 2.19 [m]
floor area : 108.7 [m2]
weight cabin facilities : 1427.2 [kg]
safety facilities:
weight 4 type III over wing emergency exits (51x91 cm): 67.0 [kg]
evacuation time with 174 passengers : 44 [sec]
707 interior, looking at the open luggage racks this is an early 707, later aircraft had closed overhead stowage for hand luggage.
weight 7 hand fire extinguisher : 22 [kg]
weight oxygen masks & oxygen generators : 92.3 [kg]
weight emergency flare installation : 10 [kg]
weight 4 emergency evacuation slides : 121.3 [kg]
weight safety equipment & facilities : 292 [kg]
fuselage construction:
fuselage aluminium frame : 11192 [kg]
floor loading (payload/m2): 184 [kg/m2]
weight rear pressure bulkhead : 185.2 [kg]
fuselage covering ( 376.7 [m2] duraluminium 3.16 [mm]) : 3145.7 [kg]
weight floor beams : 554.0 [kg]
weight cabin furbishing : 950.0 [kg]
weight cabin floor : 1651.6 [kg]
weight (sound proof) isolation : 319.0 [kg]
weight 15508 [litre] main central fuel tanks empty : 868.5 [kg]
weight empty 143 [litre] potable water tank : 12.7 [kg]
weight empty waste tank : 10.5 [kg]
weight fuselage structure : 18888.9 [kg]
Avionics:
weight radio transceiver equipment : 7.0 [kg]
weight dual cloud-collision radar : 25.0 [kg]
weight Doppler & radio direction finding (RDF) equipment : 5.0 [kg]
weight Integrated Flight System / auto-pilot : 23.0 [kg]
weight artificial horizons, compass, alti-meters : 7 [kg]
weight engine monitoring gauges & control switches : 12 [kg]
weight avionics : 85.0 [kg]
Systems:
Air-conditioning and pressurization system maintains sea level conditions up to 7100 [m]
and gives equivalent of 2000 [m] at 12192 [m]. pressure differential : 0.62 [bars] (kg/cm2)
pressurized fuselage volume : 379 [m3]
weight air-conditioning and pressurization system : 205 [kg]
weight APU / engine starter: 28.9 [kg]
weight lighting : 46.9 [kg]
weight three independent 207 bar hydraulic systems : 69.0 [kg]
weight engine-driven 40kVA electricity generators : 35.5 [kg]
weight 22Ah battery : 12.0 [kg]
weight controls : 18.8 [kg]
weight systems : 416.3 [kg]
total weight fuselage : 21109 [kg](18.8 [%])
***************************************************************
average Take-off weight : 98445 [kg](87.9 [%])
total weight aluminium ribs (948 ribs) : 3752 [kg]
weight engine mounts : 116 [kg]
weight 6 fuel tanks empty for total 44147 [litre] fuel : 2472 [kg]
weight wing covering (painted aluminium 3.52 [mm]) : 4293 [kg]
total weight aluminium spars (multi-cellular wing structure) : 3688 [kg]
weight wings : 11733 [kg]
weight wing/square meter : 51.91 [kg]
weight thermal leading-edge anti-icing : 43.9 [kg]
weight ailerons (6.4 [m2]) : 167.1 [kg]
weight fin (27.0 [m2]) : 701.9 [kg]
weight rudder (14.2 [m2]) : 354.6 [kg]
weight tailplane (stabilizer) (53.2 [m2]): 1524.1 [kg]
weight elevators (13.6 [m2]): 190.8 [kg]
weight flight control hydraulic servo actuators: 34.5 [kg]
weight Fowler flaps (35.5 [m2]) : 603.1 [kg]
weight spoilers (10.5 [m2]) : 137.6 [kg]
total weight wing construction : 18079 [kg] (31.7 [%])
*******************************************************************
tire pressure main wheels : 11.95 [Bar] (nitrogen), ply rating : 22 PR
tire speed limit : 364 [km/hr]
total tyre footprint : 0.44 [m2]
Aircraft Classification Number, MTOW on rigid runway and medium subgrade
strength (B) : 29 [ ]
Can also operate from unpaved runways subgrade B
wheel pressure : 12320.0 [kg]
weight 8 Dunlop main wheels (1170 [mm] by 407 [mm]) : 858.0 [kg]
weight 2 nose wheels : 107.2 [kg]
weight multi-disc wheel-brakes : 77.1 [kg]
weight oleo-pneumatic shock absorbers : 102.8 [kg]
weight wheel hydraulic operated retraction system : 1103.9 [kg]
weight undercarriage struts (four-wheel bogies) with axle 3215.4 [kg]
total weight landing gear : 5464.5 [kg] (4.9 [%]
*******************************************************************
********************************************************************
calculated empty weight : 53254 [kg](47.5 [%])
weight oil for 7.8 hours flying : 200.7 [kg]
weight engine injection water : 2454.1 [kg]
weight lifejackets : 63.9 [kg]
weight 3 life rafts : 88.8 [kg]
weight catering : 158.3 [kg]
weight water : 126.7 [kg]
weight crew : 729 [kg]
weight crew lugage,nav.chards,flight doc.,miscell.items : 35 [kg]
operational weight empty : 57110 [kg] (51.0 [%])
********************************************************************
weight 142 passengers : 10934 [kg]
weight luggage : 2272 [kg]
weight cargo : 6794 [kg] (cargo+luggage/m3 belly : 169 [kg/m3])
zero fuel weight (ZFW): 77110 [kg](68.8 [%])
weight fuel for landing (1.4 hours flying) : 9070 [kg]
max. landing weight (MLW): 86180 [kg](76.9 [%])
max. fuel weight : 104834 [kg] (93.6 [%])
payload with max fuel : 77 passengers+luggage 7166 [kg]
published maximum take-off weight : 112000 [kg] (100.0 [%])
Boeing 707-123 N7501A, American Airlines Astrojet s/n 17628, the first 707 delivered to American Airlines, October 1959. In 1961 the aircraft was upgraded to -123B standard.
calculation : * 4 * (engine power)
power loading (Take-off) : 484 [kg/KN]
power loading (Take-off) 1 PUF: 645 [kg/KN]
max. total take-off power : 231.5 [KN]
calculation : *5* (loads)
manoeuvre load : 8.8 [g] at 1000 [m]
limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 1.3 [g]
design flight time : 2.23 [hours]
design cycles : 17290 sorties, design hours : 38557 [hours]
max. wing loading (MTOW & flaps retracted) : 495 [kg/m2]
wing stress (2 g) during operation : 166 [N/kg] at 2g emergency manoeuvre
calculation : *6* (angles of attack)
angle of attack zero lift : -1.81 ["]
max. angle of attack (stalling angle, clean) : 13.65 ["]
max. angle of attack (full flaps) : 12.85 ["]
angle of attack at max. speed : 0.74 ["]
calculation : *7* (lift & drag ratios
lift coefficient at angle of attack 0° : 0.15 [ ]
lift coefficient at max. speed : 0.21 [ ]
lift coefficient at max. angle of attack : 1.28 [ ]
max. lift coefficient full flaps : 1.78 [ ]
drag coefficient at max. speed : 0.0222 [ ]
drag coefficient at econ. cruise speed : 0.0258 [ ]
induced drag coefficient at econ. cruise speed : 0.0066 [ ]
drag coefficient (zero lift) : 0.0191 [ ]
lift/drag ratio at max. speed : 9.51 [ ]
calculation : *8* (speeds
take-off safety speed (V2) : 253 [km/u]
take-off (initial climb) speed (Vto) : 303 [km/u]
stalling speed clean at sea-level (OW loaded : 105395 [kg]): 275 [km/u]
max. rate of climb speed : 529 [km/hr] at sea-level
max. endurance speed (Vbe): 616 [km/u] min. fuel/hr : 5775 [kg/hr] at height : 8534 [m]
max. range speed (Vbr): 840 [km/u] min. fuel consumption : 7.933 [kg/km] at cruise height : 9144 [m]
cruising speed : 919 [km/hr] at 10050 [m] (power:32 [%])
max. operational speed (Mmo) : 981 [km/hr] (Mach 0.88 ) at 7620 [m] (power:42.9 [%])
airflow at cruise speed per engine : 77.5 [kg/s]
Trans European Boeing 707-131 OO-TEC c/n 17659
speed of thrust jet : 1786 [km/hr]
initial descent speed 10000 - 7315 [m]: Mach 0.75
descent speed 7315 - 3048 [m]: 537 [km/u]
approach speed 3048 - 500 [m] (clean): 463 [km/u]
stalling speed clean at 500 [m] height at Max.Landing Weight : 86180 [kg]): 255 [km/u]
final approach speed at sea-level with full flaps (normal landing weight) (Vapp): 255 [km/u]
ICAO Aircraft Approach Category (APC) : C
landing speed at sea-level (normal landing weight(Vtd): 86038 [kg]): 225 [km/hr]
stalling speed at sea-level with full flaps (max. landing weight): 196 [km/u]
rate of climb at sea-level ROC (loaded, 65 % power) : 651 [m/min]
rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 100 % power on remaining engines) : 718 [m/min]
rate of climb at 1000 [m] with 2 engines out (2xPUF / MTOW) : 208 [m/min]
rate of descent: 457 [m/min]
calculation : *9* (regarding various performances)
low wheel pressure, can also take off from unpaved runways
take-off distance at sea-level concrete runway : 2118 [m]
take-off distance at sea-level gravel/packed earth field : 3159 [m]
ICAO Aerodrome Reference Code : 4D
take-off distance at sea-level over 15 [m] height : 2321 [m]
balanced runway length at MTOW and at SL (FAR) : 3138 [m]
FAR runway length requirment at MTOW, standard day at SL : 2628 [m]
landing distance (MLW) : 754 [m]
landing distance (C.A.R.) from 15 [m] at SL, dry runway : 1165 [m]
landing distance (C.A.R.) from 15 [m] at SL, wet runway : 1465 [m]
landing runway length requirements at SL : 1509 [m]
lift/drag ratio : 13.84 [ ]
climb to 5000 [m] with max payload : 7.11 [min]
climb to 10000 [m] with max payload : 21.88 [min]
descent time from 10000 [m] to 250 [m] : 24.33 [min]
ceiling limited by max. pressure differential 16200 [m]
theoretical ceiling fully loaded (mtow- 60 min.fuel: 105395 [kg] ) : 17100 [m]
calculation *10* (action radius & endurance)
Pan-Am 707-121 N707PA c/n 17587
range with max. payload: 4474 [km] with 20000.0 [kg] max. useful load (73.1 [%] fuel)*
range with high density pax: 5021 [km] with 174 passengers (81.1 [%] fuel)*
range with typical two-class pax: 5455 [km] with 142 passengers (87.3 [%] fuel)*
range with max.fuel : 6358 [km] with 9 crew and 77 passengers and 100.0 [%] fuel*
ferry range : 6649 [km] with 4 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 69475 [litre] fuel : 7574 [km]*
* calculated ranges without fuel reserves
Available Seat Kilometres (ASK) : 881483 [paskm]
useful load with range 1000km : 20000 [kg]
useful load with range 1000km : 174 passengers
production (theor.max load): 18380 [tonkm/hour]
production (useful load): 18380 [tonkm/hour]
production (passengers): 159906 [paskm/hour]
oil and fuel consumption per tonkm : 0.361 [kg]
calculation *11* (operating cost)
fuel cost per hour (8257 [litre]):4954 [eur] (19 [pax-km/litre fuel])
fuel cost per seat 1000km flight (174 [pax] 2-class seating): 30.98 [eur/1000PK]
oil cost per hour: 96 [eur]
crew cost per hour : 1200.000 [eur]
list price 2023 : 141 [mln USD]
average flying hours in 1 year : 3300 [hours] technical life : 12 [year]
real average service life : 10 [years]
economic hours (average real flown hours): 33000 [hours] is 14 [%] less then design hours line 4058
financing interest per flying hour : 998 [EUR]
write off per flying hour : 3684 [EUR]
time between engine failure : 10228 [hr]
can continue fly on 3 engines, low risk for emergency landing for PUF
workhours per day : 12.08 [hr]
average flight hours till crash : 0.37 [mln hr] (112 service years)
safe flight hours till fatality : 13391 [hr] (4.1 service years)
reservation pax liability/flying hour : 9.62 [SDR*] (12.02 [eur])
insurance cost per hour : 422 [eur]
engine maintenance cost per hour : 117.7 [eur]
Wing maintenance cost per hour : 223.0 [eur]
fuselage maintenance cost per hour : 151.49 [eur]
maintenance cost per hour (excluding engines): 1462 [eur]
direct operating cost per hour: 12946 [eur]
DOC per seat 1000km flight (174 [pax] 2-class seating): 80.96 [eur/1000PK]
DOC per seat 1000km flight (high density seating): 80.96 [eur/1000PK]
DOC per kg cargo for a 1000km flight : 0.70 [eur/kg] (= DOC/tonkm)
passenger service charge (depart at Schiphol): 11.34 [eur]
security service charge (depart at Schiphol): 10.08 [eur]
airport take-off fee / passenger : 3.84 [eur/pax]
airport landing fee / passenger : 3.84 [eur/pax]
retour ticket price 1000km trip : 242.14 [eur/pax]
price retour ticket Schiphol-Barcelona : 286.67 [eur/pax]
accidents with fatalities > see the accident file
notes : has the highest average flying hours a year for a medium size jetliner, 3650 hours, and this is remarkable for being the first of a new type in the market. Looking at the limited data the number is rounded to a lower nr : 3400 hours/year. Normal number for the 60’s is around 2500 hours/year. Has the highest wheel-stress of its category with 2976 N/kg > high risk for blown tyre.
Continental Boeing 707-124 N70775
Literature :
Verkeersvliegtuigen (Moussault) page 82,151
Praktisch handboek vliegtuigen deel 5 page 58-62
Straalverkeersvliegtuigen page 80-105
Verkeersvliegtuigen page 22,23
The flyer’s handbook page 88,89
Straalvliegtuigen page 18-24
Alles over luchtvaart page 15
Op weg naar het noodlot page 38,54,56,57,84,95,96,120
Jane’s All the world aircraft 1964-65 page 187,188
Jane’s All the world aircraft 1970-71 page 285,286
Airfile's register of aircraft accidents page 90
Aviation disasters page 48
www.aviation-safety.net
Boeing 707-121 Archives - This Day in Aviation www.aviation-safety.net
The 707 Family (michaelprophet.com)
Boeing 707-123 Archives - This Day in Aviation
https://www.boeing.com/search/results.html?q=airplane+characteristics
ASN Aircraft accident Boeing 707-124 N70775 Unionville, MO (aviation-safety.net)
65 Years of Jet Travel - World Airline Historical Society (wahsonline.com)
confidence rating regarding source data : medium - all information is only available from news, social media or unofficial sources
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
(c) B van der Zalm 5 August 2023 contact : info.aircraftinvestigation@gmail.com ac jetpax 2020.py python 3.7.4