Thanks for watching everyone! I should have made it clearer in the video that while he de Havilland Comet was the first jet airliner, it wasn't widely used (because of the years spent grounded due to the multiple crashes) therefore my comment that the 707 was the one that actually brought the world into the jet age. And apologies I called the Dash 80 concept the Dash 8. :) My Super Constellation video should be out this time next week. Cheers
@@PaulStewartAviation Also, the Dash-80 prototype fuselage width would have allowed 5 seats across (like the Douglas DC-9), not 4. This narrower width was continued for the KC-135 military production version.
Thanks for a very well-done video on the Boeing 707-138B! You got some incredible shots, and the panning speed was very good. What an incredible aircraft! For those who are interested in trivia about it, I would to add the following points: @ 1:05 - The large square panels on the engine nacelles allowed for more thrust at higher engine power settings (i.e.: takeoff, climb and missed approaches). The tech term for them is "plenum chamber doors". At takeoff power, the doors opened inward at the rear part, actually being sucked in by the airflow through the front of the engine. At lower power settings or when the engines were shut down, the doors would be closed by powerful springs. There are some 707 videos that show these doors in action. From 1:40 to 1:45 - The pylons for engines number 2, 3, and 4 are different than for engine number 1, in that they are larger, with a hole in the front. Inside the pylons were little turbines called, "turbo-compressors", which provided the necessary airflow for pressurization. The high-bypass turbofan engines used on modern airliners don't need them, since they use "bleed air" (literally air that is bled off both the high- and low-pressure engine compressor sections of the engine) for pressurization needs. The older, low-bypass turbofans and early turbojets produced insufficient power to bleed off enough air to pressurize the aircraft. However, it was found that a minimal amount of bleed air could be used to turn a turbo-compressor, after which this bleed air was dumped overboard through openings on the left-side of the engine nacelles on engines 2, 3, and 4. Only two- to three-engines were equipped with the turbo-compresor, since this provided for adequate pressurization plus redundancy, in case of failure (the turbo-compressor exhaust ports on -XBA have been covered, but they can be seen in other 707 videos). @ 2:50 - The long spike facing forward from the leading-edge of the vertical stabilizer is a HF antenna (High-Frequency radio) to allow for position reports and weather information while flying overseas, long distance from any ground stations. The HF radios operate in the Shortwave radio band and are not limited by terrain nor line-of-sight distance to ground transmitters. @ 3:30 - The small ventral fin at the aft end of the fuselage, directly below the vertical stabilizer, was added to early 707s to provide for more directional control in the event of engine failure, either during takeoff or go-around. @ 6:17 and @ 7:38 - The small blades visible on the left wing, just behind the number 2 and 3 engine pylon-attach points, are called vortex generators, and were installed to smooth the airflow over this area of the wing (at speeds approaching the speed of sound, the airflow would separate from the upper surface of the wing, blanking out the "high-speed aileron" but the vortex generators would slow the airflow over the wing, thus maintaining aileron effectiveness, even at high speeds. It should be noted that the outer ailerons (near the wingtips) were for low-airspeed use only and were locked in position any time the flaps were completely retracted.
In 1974 I flew Sydney to Amsterdam in a 707 and flew back in 1975 in a 747. Still brings a tear to my eye and feel so lucky to have had that experience.
For those interested, the KC-135 was derived from the Boeing Dash 80 around the same time as the 707, but the fuselage of the KC-135 is narrower than the 707, among other differences. The KC-135 and 707 are more like fraternal twins than the same airplane.
Many differences between them including design philosophy, type of aluminium alloy, access points, size, weight, flight controls, etc. The list goes on. They do look identical but they aren’t especially with the 700-300/400.
@@terrenceklaverweide6356 Actually, when you compare them side-by-side, the 707 is a giant oval and the 135 is wasp waisted". The overall construction of the 135 is beefier.
You Australians are so LUCKY to have your air transportation heritage preserved like this. The short-sighted bean counters at Air Canada left Canadians with practically nothing.
Takes me back to my childhood... I was always going to the airport with the family to see dad fly off overseas again, always first class, you used to watch them board right up close in the small international departure section, next to domestic, in Sydney, seeing dad reach the top of the flight stairs outside, the nose facing you in the departure lounge, the warm colour of the entrance lights suddenly illuminating dad as he was welcomed aboard, a big smile on his face... who wouldn't be happy flying first to the USA, or London, Hong Kong etc... Of course, his return home we met outside on the kerb, then the presents he brought back for us. I think I was wearing baseball jackets before any other kid in Australia back then, early 60s. Never occurred to me, no one ever said anything either, probably it didn't compute in their head before I whizzed off. Oh, the cowboy boots too. But no sombrero!
Thanks Paul - my father started as a 2nd Officer on QANTAS 707s in the mid-sixties. It was so glamorous to fly in - my family flew to London in one for a posting in 1966. Thanks for the memories!
The airline navigator wasn’t replaced by GPS, but by Doppler Radar and inertial navigation systems earlier on. These came about in the early and late 60s respectively. The former worked by shooting Doppler waves toward the ground to attain the plane’s ground speed and position. It was more accurate when the seas were calm as rough waves could misdirect reflecting waves on their way back to the airplane. The inertial navigation systems used gyroscopes and sensitive accelerometers that detected the planes’ movements in order to calculate its position relative to a given point. It’s dead reckoning done by a computer. On the ground, pilots insert the plane’s initial coordinates and once it starts moving, the INS calculates where the plane is based on movement data recorded by the gyros and accelerometers. Once the plane was over land navigation was done by radio and tuning into VOR stations and NDBs.
The B707 is the most evocative airplane ever for me. The second plane I ever flew on after a 737-100. Its the cigar engines, swept wings, whole thunderbirds look that does it for me. Great video Paul.👍
I flew into Fiji in 73 in one of these . We were stranded by a cycline in Fiji by fir three days . Thos slender wings were bending REAL HARD as we came in through the heavy weather . My fathe , an ex RAAF ww2 air gunner reassured me that the wing flex was normal . To which I replied” And the engines ? are they supposed to shake so much too? “ He just smiled and said “yeah that’s normal too “ He was LOVIN IT . .
I flew the KC-135 for the Strategic Air Command a few years back and loved it immensely. There are still hundreds flying, mostly in the Air National Guard and have been updated with bigger engines and current avionics.
In late december 1969 my parents took us 3 kids from Christchurch in New Zealand to Sydney,Australia.,we flew on a Qantas Boeing 707 V-Jet.The flight took about 3 hours & i remember on the ouside of this plane had orange and red stripes,the food and service back then was awesome!.
I remember following the restoration of this plane back in 2006 as I live 20 mins from Southend airport. The plane was tucked in a quiet corner of Southend airfield awaiting scrap until the QFM spent nearly a year painstakingly dismantling the tail section, repairing the engines, fuel control units and testing engines. The plane then went on several test flights over the English Channel before making its final journey to Australia. There are several videos on here- you tube.
Thanks again Paul. It is fascinating to hear about the development of the 707. We need to know our history to have a greater appreciation of the present. Keep up the good work!
After more than 60 years, the 707 still looks modern. If the four engines were swapped for two large ones, and the vertical rudder needle removed, I believe hardly anyone would be able to tell the difference in a modern airport today. Especially if it had a modern livery.
My family flew in 1969 on what I believe was a Boeing 707 from San Francisco to Clark Air Force Base, in the Philippines. I was nine. The plane was small, the trip incredibly long, with a brief stop in Hawaii. Thanks for this video. Really wanted to see the old 1960's passenger seating. Oh, well.
Thanks for the V explanation, I never knew. I remember seeing for the first time in London as a kid thinking how small the plane was. Worrying if would get to Australia. It did land in a lot of places. Unlike now, which I don't like with one or no stop.
I rode in a Pan Am 707 from Hawaii to Sydney via Nandi Fiji in 1973. The way back took a different route , you went to Pago Pago, Samoa, that was in 1975 when I returned.
Great tour! I live in Southend just a mile from the airport and remember seeing this in storage before it was restored. It took off just a few hundred feet over my house on the start of it's long trip back to Australia!
fun history fact for you Nick :) The first Western civilization known to have developed the art of navigation at sea were the Phoenicians, about 4,000 years ago (c. 2000 B.C.E. ). Phoenician sailors accomplished navigation by using primitive charts and observations of the Sun and stars to determine directions.
@@nickledva Ahh all good mate. It is pretty amazing hey one of the planes that still serves in the US Airforce still has the same port where they stuck the device out to see/navigate. We have come along way thats for sure lol
Great video Paul. I was lucky enough to see this beautiful aircraft when it landed in Sydney on its way to the Founders Museum I remember it was very bleak overcast morning but a good crowd of people still turned out on Sheps mound to welcome her home.
After I flew the B 727 , B 707 and DC 8 ...I said I had flown All the Airliners of my dreams as a boy ! I Never Imagined I would soldier on to fly the " Queen " ( B 747 ) , B 777 , B 767 and A - 320. I thanks God for my Aviation Career.
Thanks for the great video about the -138B. There’s a lot of good information presented that is not commonly known. You’re very good at filming - slow, smooth pans, and the image is comprehensive, taking in everything that adds substance to the video. As a Boeing 707 enthusiast from way back, I would like to add some additional information to it. At 0:40, the lower ventral fin can be clearly seen, below the vertical stabilizer. This was added to improve single-engine directional stability. This fin is notably larger on certain intercontinental variants, due no doubt to increased engine thrust, and thus turning tendency, especially whenever the #1 or #4 engine had failed. At 1:04, the square panels, forward of the Pratt & Whitney “Eagle” symbol, are technically known as, “plenum-chamber doors”. They are spring-loaded closed under most engine-running conditions, only opening during higher-thrust operations (i.e.: takeoff, go-around/missed approach). On the larger JT3D engines, when they open, the rear part of each door pivots inward toward the engine, to provide a bypass air duct which allows more airflow to the engine during high-power situations. They are pneumatically actuated (actually being sucked in by the principal airstream entering the engine inlet) and are not directly controlled by the pilots. Some 707 videos show them operating, as seen from a passenger’s point-of-view. On the Boeing 720Bs and 707-120Bs, these doors were much smaller (almost a slit in the engine cowling), and they opened forward, instead of rearward as on the Boeing 707-320B/Cs. The Boeing 737-100 and -200 had them, as did early models of the Boeing 747. From 1:40 to 1:45, a significant difference in engine pylons between engines #1 and #2 can be seen: In response to a question by MelvinMcFly, below, the reason for the different pylons is that engines 2, 3 and 4 have a small turbine inside them which is called a turbo-compressor. On early low-bypass turbofan and older turbojet engine-equipped 707s and 720s, either two or three of these were used to provide cabin pressurization. They were powered through the use of engine air that was diverted (bled) from the compressor section, which then turns the little turbine, after which is dumped overboard through an exhaust port, located on the left-side of the pylon. The exhaust ports have been taped over on -XTB, shown in the video. Modern aircraft (737, 747, A320, etc.) can bleed the more of the air directly from the engine high- and low-pressure compressor sections without the severe degradation of performance that would have affected the older jets. At 2:51, the forward-facing spike at the top of the vertical stabilizer is an HF radio antenna. It was either located there, or sometimes it could be found on either wingtip, facing forward. HF (High-Frequency) radio is used during overseas flights, far from land, because the radio signals could be received even when the aircraft was not within line-of-sight distance from the ground station transmitter. The HF was used to give position reports, to receive flight clearance changes by air traffic control, to receive weather information affecting the flight and to give pilot reports of weather conditions actually encountered during the flight that would aid other aircraft in avoiding severe weather areas.
Hi Paul...thanks for the video...very well done. I flew on the Qantas 707 V-Jet and Qantas 747-100 on the same trip to Italy back in 1972. In fact I still have some memorabilia from those flights...post cards and pins. From that time on, I was hooked on flying.
Yes, I'm pretty sure it was a 741...only 3 Windows on the top deck. Even got to go up and have a look as I was in 1st class...at school that is. I had no clue what classes meant. I eventually got kicked out as I was flying economy...😂
Thank you for the video. Did not recognize the interior ;obviously. Flew this aircraft under the PWA (Canada) banner in the 70th. Having logged over 1500 hours with it. Nice to see it being preserved. It was the first for Boeing to be delivered to a foreign country and the last 138Bcoming of the line is owned by a American movie star living in Orlando Florida (USA)
Awesome Video, Love This Aircraft and wish that Qantas had a Heritage Flying Fleet of The DC 9, 727'S both 100 and 200 Series as well as 707, 747, Would do their public image if maintaining a Working and Safe Passenger Tourist Venture well worth the good publicity in my thoughts.
to be honest, I miss your long haul trip report so much. One of the youtubers I look up to grow my TH-cam channel for trip report. Hopefully this pandemic will over soon and we are able to travel again. Stay safe everybody
The 707 has a very special place in my ❤️ as it was the first jetliner I flew on (yes I’m that old 😂) even though we still had many props still active. Many memorable domestic flights on this bird aboard AA ORD/LAX/SFO/SAN/PSP and aboard LH and AF to Europe. And oh my the First Class inflight service was superb! On AF, LH, and PAA there was a circular sofa and 4 seat table just aft the front door where you could enjoy cocktails and canapés before dinner. Aaah the good ole days!
Great video Paul! I loved how instead of showing us the planes, you also did a voiceover and info about it! Once again, great video and keep em coming!
To be fair on De Haviland it was the lessons learned from the Comet, the aircraft that was primarily responsible for the introduction of jets to the passenger plane ranks, that were, at least in part, a contribution to the success of the 707.
Yes indeed.The square window fatigue issues on the mk 1 .Dehaviland spent a small fortune resolving the issue by which time the 707 was developed and built.A much better aircraft because of its capacity and fuel range.The Comet though was a fantastic looking hull and arguably one of the sexiest airliners ever to fly. At the time it was supposed to compete with the likes of the Bristol Brittania and the Super Constellations. A bold move and brilliant engineering.
I did a tour of the QANTAS founders museum back in 2017. I seem to remember the guide saying that at one stage it was refurbished as a private executive jet for a purchaser in the Middle East. Unfortunately, they made the luxurious leather upholstery from pig skins, so the sale fell through.
I remember flying on Bangadesh Biman 707s from Bangkok to Rangoon and then a week later Rangoon to Kathmandu in 1985. For some reason I assumed that at least one of them was an ex Qantas 707 possibly to convince myself that it had been well maintained. It was an experience.
Thought you might like to add this to your aviation trivia. This was told to me by an ex Qantas LAME a few(?) years ago and the Constellation was referred to by some, as the best three engine aircraft to ever cross the pacific. Obviously because they often arrived with one dead engine.
I first flew in a Boeing 707 in 1972 and it belonged to a UK airline called "Donaldson". Just on the navigation, it was by radio beacons triangulation. The old sextant method was way back in the 1920's and 30's when beacons were not yet built all over the world, or popular air routes.
Another feature of the Qantas 707-138 was the ability to become a five engine jet. A hard point located between the fuselage and number two engine could be used to transport a spare JT-3D. Too much bad experience with R3350s?
A few 5 engined 707s were used in SEA where extra lift was needed to takeoff from the tiny unprepared mountaintop airstrips, they also had extra wheels for the rough strips.
So informative (as usual)! Thank you for the explanation for V-Jet... I grew up with the livery and it was great to finally learn the meaning. For the first half of the 20th C many people studied Latin at school so it all makes sense :-)
The restoration documentary of this aircraft is on TH-cam, but it’s too cut up to be usable to view. I wonder if there’s a way to get a proper copy of the documentary?
Thanks for watching everyone! I should have made it clearer in the video that while he de Havilland Comet was the first jet airliner, it wasn't widely used (because of the years spent grounded due to the multiple crashes) therefore my comment that the 707 was the one that actually brought the world into the jet age.
And apologies I called the Dash 80 concept the Dash 8. :)
My Super Constellation video should be out this time next week. Cheers
1 707 still operates in iran
A 707-322 also still flies in Pakistan 🇵🇰 for the Pakistani Air National Guard.
interesting! I wasn't aware of that
@@PaulStewartAviation Also, the Dash-80 prototype fuselage width would have allowed 5 seats across (like the Douglas DC-9), not 4. This narrower width was continued for the KC-135 military production version.
Thanks for a very well-done video on the Boeing 707-138B! You got some incredible shots, and the panning speed was very good. What an incredible aircraft!
For those who are interested in trivia about it, I would to add the following points:
@ 1:05 - The large square panels on the engine nacelles allowed for more thrust at higher engine power settings (i.e.: takeoff, climb and missed approaches). The tech term for them is "plenum chamber doors". At takeoff power, the doors opened inward at the rear part, actually being sucked in by the airflow through the front of the engine. At lower power settings or when the engines were shut down, the doors would be closed by powerful springs. There are some 707 videos that show these doors in action.
From 1:40 to 1:45 - The pylons for engines number 2, 3, and 4 are different than for engine number 1, in that they are larger, with a hole in the front. Inside the pylons were little turbines called, "turbo-compressors", which provided the necessary airflow for pressurization.
The high-bypass turbofan engines used on modern airliners don't need them, since they use "bleed air" (literally air that is bled off both the high- and low-pressure engine compressor sections of the engine) for pressurization needs. The older, low-bypass turbofans and early turbojets produced insufficient power to bleed off enough air to pressurize the aircraft.
However, it was found that a minimal amount of bleed air could be used to turn a turbo-compressor, after which this bleed air was dumped overboard through openings on the left-side of the engine nacelles on engines 2, 3, and 4. Only two- to three-engines were equipped with the turbo-compresor, since this provided for adequate pressurization plus redundancy, in case of failure (the turbo-compressor exhaust ports on -XBA have been covered, but they can be seen in other 707 videos).
@ 2:50 - The long spike facing forward from the leading-edge of the vertical stabilizer is a HF antenna (High-Frequency radio) to allow for position reports and weather information while flying overseas, long distance from any ground stations. The HF radios operate in the Shortwave radio band and are not limited by terrain nor line-of-sight distance to ground transmitters.
@ 3:30 - The small ventral fin at the aft end of the fuselage, directly below the vertical stabilizer, was added to early 707s to provide for more directional control in the event of engine failure, either during takeoff or go-around.
@ 6:17 and @ 7:38 - The small blades visible on the left wing, just behind the number 2 and 3 engine pylon-attach points, are called vortex generators, and were installed to smooth the airflow over this area of the wing (at speeds approaching the speed of sound, the airflow would separate from the upper surface of the wing, blanking out the "high-speed aileron" but the vortex generators would slow the airflow over the wing, thus maintaining aileron effectiveness, even at high speeds. It should be noted that the outer ailerons (near the wingtips) were for low-airspeed use only and were locked in position any time the flaps were completely retracted.
I'm a Mission Crew Commander Air Battle Manager on AWACS for the USAF. Our aircraft is still the Boeing 707.
In 1974 I flew Sydney to Amsterdam in a 707 and flew back in 1975 in a 747.
Still brings a tear to my eye and feel so lucky to have had that experience.
For those interested, the KC-135 was derived from the Boeing Dash 80 around the same time as the 707, but the fuselage of the KC-135 is narrower than the 707, among other differences. The KC-135 and 707 are more like fraternal twins than the same airplane.
Many differences between them including design philosophy, type of aluminium alloy, access points, size, weight, flight controls, etc. The list goes on. They do look identical but they aren’t especially with the 700-300/400.
I didn’t know the KC-135 fuselage is narrower than the 707. Thanks!
@@terrenceklaverweide6356 Actually, when you compare them side-by-side, the 707 is a giant oval and the 135 is
wasp waisted". The overall construction of the 135 is beefier.
@@alanschwartz1157 forward view?
@@Davi3038849844 Yes, when you look at it straight on. The 135 narrows at the floor line.
You Australians are so LUCKY to have your air transportation heritage preserved like this. The short-sighted bean counters at Air Canada left Canadians with practically nothing.
Absolutely! We’re very lucky
Takes me back to my childhood... I was always going to the airport with the family to see dad fly off overseas again, always first class, you used to watch them board right up close in the small international departure section, next to domestic, in Sydney, seeing dad reach the top of the flight stairs outside, the nose facing you in the departure lounge, the warm colour of the entrance lights suddenly illuminating dad as he was welcomed aboard, a big smile on his face... who wouldn't be happy flying first to the USA, or London, Hong Kong etc... Of course, his return home we met outside on the kerb, then the presents he brought back for us. I think I was wearing baseball jackets before any other kid in Australia back then, early 60s. Never occurred to me, no one ever said anything either, probably it didn't compute in their head before I whizzed off. Oh, the cowboy boots too. But no sombrero!
Thanks Paul - my father started as a 2nd Officer on QANTAS 707s in the mid-sixties. It was so glamorous to fly in - my family flew to London in one for a posting in 1966. Thanks for the memories!
The 747 is normal for me but it would have been such a site seeing it after being used to the 707 being a ‘big plane’!
This video made me so nostalgic. Reminded me of the times I flew in the 707 of Bangladesh Biman.
Glad you enjoyed it :)
The airline navigator wasn’t replaced by GPS, but by Doppler Radar and inertial navigation systems earlier on. These came about in the early and late 60s respectively.
The former worked by shooting Doppler waves toward the ground to attain the plane’s ground speed and position. It was more accurate when the seas were calm as rough waves could misdirect reflecting waves on their way back to the airplane.
The inertial navigation systems used gyroscopes and sensitive accelerometers that detected the planes’ movements in order to calculate its position relative to a given point. It’s dead reckoning done by a computer. On the ground, pilots insert the plane’s initial coordinates and once it starts moving, the INS calculates where the plane is based on movement data recorded by the gyros and accelerometers.
Once the plane was over land navigation was done by radio and tuning into VOR stations and NDBs.
Thanks for the extra info
The B707 is the most evocative airplane ever for me. The second plane I ever flew on after a 737-100. Its the cigar engines, swept wings, whole thunderbirds look that does it for me. Great video Paul.👍
cheers Steve
4:55
Wait that thing is parked in a museum, why is the toilet used and full???
I flew into Fiji in 73 in one of these . We were stranded by a cycline in Fiji by fir three days .
Thos slender wings were bending REAL HARD as we came in through the heavy weather .
My fathe , an ex RAAF ww2 air gunner reassured me that the wing flex was normal . To which I replied” And the engines ? are they supposed to shake so much too? “
He just smiled and said “yeah that’s normal too “
He was LOVIN IT . .
Hello, an excellent museum. Thank you for uploading. 707s are still airborne across the world.
A friend of mine flew B707 for Qantas... he was flying into Saigon and was being shot at!.. thanks mate👍🇳🇿
I flew the KC-135 for the Strategic Air Command a few years back and loved it immensely. There are still hundreds flying, mostly in the Air National Guard and have been updated with bigger engines and current avionics.
In late december 1969 my parents took us 3 kids from Christchurch in New Zealand to Sydney,Australia.,we flew on a Qantas Boeing 707 V-Jet.The flight took about 3 hours & i remember on the ouside of this plane had orange and red stripes,the food and service back then was awesome!.
Thanks for doing this video. My all time favourite aircraft, my one and only flight on a 707 in October of 1972 still lives with me to this day.
cheers - Sean, glad you enjoyed it
Another great video! lol at the “just a generic luxury jet.” Very casual hahah
Cheers Sean
Boeing 707 was the SMOOTHEST flight I have ever taken. Much better than 727,737,747,&757.
Flew to Australia as a ten pound pom in a 707 in 1964, 36 hours from Heathrow to Mascot via Athens, Bahrain, Calcutta, Singapore and Darwin!
Thank you for sharing! The 707 was such a unique plane. It was such a beautiful design.
you're welcome
I flew on a British Airtours 707 from London Gatwick to Gerona, Spain in 1977.Fabulous aeroplane.Your video was most interesting, thanks.
Glad you enjoyed it Alan
Thank you for explaining how the new jet engines work, i finally know now why they are so much larger.
Happy to help!
Fantastic Paul. Thanks for the tour around this classic, it is amazing how the cockpit was a 4 person crew.
cheers Simon
I remember following the restoration of this plane back in 2006 as I live 20 mins from Southend airport.
The plane was tucked in a quiet corner of Southend airfield awaiting scrap until the QFM spent nearly a year painstakingly dismantling the tail section, repairing the engines, fuel control units and testing engines. The plane then went on several test flights over the English Channel before making its final journey to Australia. There are several videos on here- you tube.
I remember seeing this one at Southend as well, fascinating to actually see inside it after all these years.
I went to Southend to see this take off many years ago! It still looks in incredible condition.
It would have been incredibly to hear this spool up!
Thanks again Paul. It is fascinating to hear about the development of the 707. We need to know our history to have a greater appreciation of the present. Keep up the good work!
thanks for watching
Amazing! Once again Mr. Stewart enlightened us with his knowledge and highly interesting details. Thank you for producing this high quality video.
After more than 60 years, the 707 still looks modern. If the four engines were swapped for two large ones, and the vertical rudder needle removed, I believe hardly anyone would be able to tell the difference in a modern airport today. Especially if it had a modern livery.
The 757 is almost exactly that. It uses the same fuselage cross section as a 707.
I flew London to Sydney in one of these , November 1965.
Thanks for the great video Paul, looking forward to the next one.
Glad you enjoyed it Jason
Thanks Paul, really enjoyed this one.
Your tours of these aircraft are awesome!
Even the stairs are so retro. The only thing theyre missing is the signwriting of the airline on the every second upright.
My family flew in 1969 on what I believe was a Boeing 707 from San Francisco to Clark Air Force Base, in the Philippines. I was nine. The plane was small, the trip incredibly long, with a brief stop in Hawaii. Thanks for this video. Really wanted to see the old 1960's passenger seating. Oh, well.
Another great video as always! And from a Queenslander, glad you got to enjoy our wonderful museum...before we go into a lockdown.
Yes I was very lucky to have got up before the lockdown!
Another great video Paul. thank you! :)
A very comfortable aircraft, way ahead of its time
Thanks for the V explanation, I never knew.
I remember seeing for the first time in London as a kid thinking how small the plane was.
Worrying if would get to Australia.
It did land in a lot of places.
Unlike now, which I don't like with one or no stop.
That's a nice collection of airplanes and protected from direct sunlight.
SHORT AND SWEET. VERY INTERESTING TO ACTUALLY WATCH LIVING HISTORY, IN FRONT OF OUR OWN EYES. THANK YOU SIR, GREAT JOB.
cheers James
Great videos and narration. Amazing the journey that the jet took thru it's life.
Isn't the Boeing 707 story incredible! Thank you for sharing.
It sure is!
I rode in a Pan Am 707 from Hawaii to Sydney via Nandi Fiji in 1973. The way back took a different route , you went to Pago Pago, Samoa, that was in 1975 when I returned.
Great tour! I live in Southend just a mile from the airport and remember seeing this in storage before it was restored. It took off just a few hundred feet over my house on the start of it's long trip back to Australia!
cheers Dave
An airplane navigating with the stars?? First time I've heard that. Cool!
fun history fact for you Nick :)
The first Western civilization known to have developed the art of navigation at sea were the Phoenicians, about 4,000 years ago (c. 2000 B.C.E. ). Phoenician sailors accomplished navigation by using primitive charts and observations of the Sun and stars to determine directions.
@@xenxike500 sorry, should've more clear about being amazed that airplanes ever did that
@@nickledva Ahh all good mate. It is pretty amazing hey one of the planes that still serves in the US Airforce still has the same port where they stuck the device out to see/navigate. We have come along way thats for sure lol
Yep, both the airplane navigation and the Phoenicians are impressive!
@@PaulStewartAviation i was thinking the other day i wonder where we would be if planes were not a thing.
Great video Paul. I was lucky enough to see this beautiful aircraft when it landed in Sydney on its way to the Founders Museum I remember it was very bleak overcast morning but a good crowd of people still turned out on Sheps mound to welcome her home.
Glad you enjoyed it Jon. It would be great to just see the 707 flying. I hope to be back in NSW for when Travolta's 707 arrives.
After I flew the B 727 , B 707 and DC 8 ...I said I had flown All the Airliners of my dreams as a boy !
I Never Imagined I would soldier on to fly the " Queen " ( B 747 ) , B 777 , B 767 and A - 320.
I thanks God for my Aviation Career.
Thanks for the great video about the -138B. There’s a lot of good information presented that is not commonly known. You’re very good at filming - slow, smooth pans, and the image is comprehensive, taking in everything that adds substance to the video.
As a Boeing 707 enthusiast from way back, I would like to add some additional information to it.
At 0:40, the lower ventral fin can be clearly seen, below the vertical stabilizer. This was added to improve single-engine directional stability. This fin is notably larger on certain intercontinental variants, due no doubt to increased engine thrust, and thus turning tendency, especially whenever the #1 or #4 engine had failed.
At 1:04, the square panels, forward of the Pratt & Whitney “Eagle” symbol, are technically known as, “plenum-chamber doors”. They are spring-loaded closed under most engine-running conditions, only opening during higher-thrust operations (i.e.: takeoff, go-around/missed approach). On the larger JT3D engines, when they open, the rear part of each door pivots inward toward the engine, to provide a bypass air duct which allows more airflow to the engine during high-power situations. They are pneumatically actuated (actually being sucked in by the principal airstream entering the engine inlet) and are not directly controlled by the pilots. Some 707 videos show them operating, as seen from a passenger’s point-of-view. On the Boeing 720Bs and 707-120Bs, these doors were much smaller (almost a slit in the engine cowling), and they opened forward, instead of rearward as on the Boeing 707-320B/Cs. The Boeing 737-100 and -200 had them, as did early models of the Boeing 747.
From 1:40 to 1:45, a significant difference in engine pylons between engines #1 and #2 can be seen:
In response to a question by MelvinMcFly, below, the reason for the different pylons is that engines 2, 3 and 4 have a small turbine inside them which is called a turbo-compressor. On early low-bypass turbofan and older turbojet engine-equipped 707s and 720s, either two or three of these were used to provide cabin pressurization. They were powered through the use of engine air that was diverted (bled) from the compressor section, which then turns the little turbine, after which is dumped overboard through an exhaust port, located on the left-side of the pylon. The exhaust ports have been taped over on -XTB, shown in the video.
Modern aircraft (737, 747, A320, etc.) can bleed the more of the air directly from the engine high- and low-pressure compressor sections without the severe degradation of performance that would have affected the older jets.
At 2:51, the forward-facing spike at the top of the vertical stabilizer is an HF radio antenna. It was either located there, or sometimes it could be found on either wingtip, facing forward. HF (High-Frequency) radio is used during overseas flights, far from land, because the radio signals could be received even when the aircraft was not within line-of-sight distance from the ground station transmitter. The HF was used to give position reports, to receive flight clearance changes by air traffic control, to receive weather information affecting the flight and to give pilot reports of weather conditions actually encountered during the flight that would aid other aircraft in avoiding severe weather areas.
Fascinating extra details! Thanks Paul!
Braniff bought all 4 of these in 1970 from Quantas . It actually was shorter than 720.
Hi Paul...thanks for the video...very well done. I flew on the Qantas 707 V-Jet and Qantas 747-100 on the same trip to Italy back in 1972. In fact I still have some memorabilia from those flights...post cards and pins. From that time on, I was hooked on flying.
Glad you enjoyed it Nick. You may enjoy my 747-200 four from 2 weeks ago. Are you sure you didnt fly on a 742 rsther than the 741?
Yes, I'm pretty sure it was a 741...only 3 Windows on the top deck. Even got to go up and have a look as I was in 1st class...at school that is. I had no clue what classes meant. I eventually got kicked out as I was flying economy...😂
Interesting. Qantas never bought any of the 747-100s although I do understand the leased a few. It must have been one of those.
Thank you for the video. Did not recognize the interior ;obviously. Flew this aircraft under the PWA (Canada) banner in the 70th. Having logged over 1500 hours with it. Nice to see it being preserved. It was the first for Boeing to be delivered to a foreign country and the last 138Bcoming of the line is owned by a American movie star living in Orlando Florida (USA)
hey paul... the 707 is a favorite of mine....yes the 138 was a special model indeed....thanks
cheers - glad you enjoyed it
Only 4 of the made. For Quantas.
That shriek as it comes in to land one of the best sounding big jets of all time.
Great vlog again Paul about the iconic 707. All my years of loving aviation and I had no idea what the “V” meant, we never stop learning! 👍
cheers James
Awesome Video, Love This Aircraft and wish that Qantas had a Heritage Flying Fleet of The DC 9, 727'S both 100 and 200 Series as well as 707, 747, Would do their public image if maintaining a Working and Safe Passenger Tourist Venture well worth the good publicity in my thoughts.
Loving these videos. Well narrated and shot. Very interesting.
Cheers. My Super Connie vid will be up on Friday
My mums friends uncle was a steward on the BOAC 707 I remember it when it flew in and out of prestwick airport as a boy
My first flight was on a SAA 707 from London to J'burg in 1968, took 14 hours.
Not a bad time to fly down to the bottom of the world
@@newdefsys it now takes 12 hours to Cape Town.
to be honest, I miss your long haul trip report so much. One of the youtubers I look up to grow my TH-cam channel for trip report. Hopefully this pandemic will over soon and we are able to travel again. Stay safe everybody
cheers mate! I miss the long haul flights (and videos) too and looking forward to making more of them later this year or maybe 2022
thank you ))) my next dream is to visit this museum and Australia !! I loved B707 🙏❤️❤️👍👍👍
6:17 how nice are those clouds
agreed
looks so fake
Like in a good way?
@@jacobharasymenko1916 yes
The 707 has a very special place in my ❤️ as it was the first jetliner I flew on (yes I’m that old 😂) even though we still had many props still active. Many memorable domestic flights on this bird aboard AA ORD/LAX/SFO/SAN/PSP and aboard LH and AF to Europe. And oh my the First Class inflight service was superb! On AF, LH, and PAA there was a circular sofa and 4 seat table just aft the front door where you could enjoy cocktails and canapés before dinner. Aaah the good ole days!
Great video Paul! I loved how instead of showing us the planes, you also did a voiceover and info about it! Once again, great video and keep em coming!
Cheers mate
Informative & fabulous .. well done as always :)
cheers Keith
What is amazing is how long these things were flown. I believe some were still being used in passenger service up until recently.
Went to the avalon air show a few years ago, it opened my eyes to how awesome aviation history is
Absolutely! Ive got footage from the last two Avalon airshows on this channel
Paul you're killin'!!! LOVED IT! Thanks
Yes
But ik he won’t be able to upload tomorrow (very likely)
Cheers Bryan
Amazing attention to detail in the interior back in the days...✌🏼
Another fantastic tour Paul! I love the panning scene at the end where you really see the contrasting size between the 707 and 747!
Yes!
QANTAS: Queensland And Northen Territory…
And idk the ‘…AS’
cheers mate
@@artyjaycayairlines AIR SERVICE??
@@DARANGULAFILM maybe
Another awesome tour. Thanks Paul.
Yes
Cheers Adam
Thank you - loved that!
To be fair on De Haviland it was the lessons learned from the Comet, the aircraft that was primarily responsible for the introduction of jets to the passenger plane ranks, that were, at least in part, a contribution to the success of the 707.
Very true
Yes indeed.The square window fatigue issues on the mk 1 .Dehaviland spent a small fortune resolving the issue by which time the 707 was developed and built.A much better aircraft because of its capacity and fuel range.The Comet though was a fantastic looking hull and arguably one of the sexiest airliners ever to fly. At the time it was supposed to compete with the likes of the Bristol Brittania and the Super Constellations. A bold move and brilliant engineering.
The other jet makers said they probably would have had the same experience with catastrophic trial and error if not for DeHavilland's woes.
@@jamesfrench7299 very true
Absolutely beautiful!!! She's in great shape!
It’s an absolute credit to the museum there
Worked for Tracor Aviation in 1980s did the hushkit program for 720s and 707s.
Paul,
Perhaps a visit to Osh kosh for the entire week would be a great source of new videos.
I visited in 1990, 2021, 2022
Love the interior, could live in there.
Paul great as always !
cheers mate
Great video!!! Enjoyed this!
cheers Tom
Thank you...love it. Makes me wish I was a pilot back in the days
cheers glad you enjoyed it
16 hours from east coast Australia to west coast US is actually pretty respectable as you say. Really enjoyed the video 👍
cheers mate
The 707 flew faster than today's jetliners
Had a roll to it. I flew in one of these from honolulu to dallas n 1970
Very Beautiful Aircraft ✈️
Great video 🛩️
cheers mate
Put this peace of history flying again
I did a tour of the QANTAS founders museum back in 2017. I seem to remember the guide saying that at one stage it was refurbished as a private executive jet for a purchaser in the Middle East. Unfortunately, they made the luxurious leather upholstery from pig skins, so the sale fell through.
😁😁😁😁😁😁😁😁😆
I remember flying on Bangadesh Biman 707s from Bangkok to Rangoon and then a week later Rangoon to Kathmandu in 1985. For some reason I assumed that at least one of them was an ex Qantas 707 possibly to convince myself that it had been well maintained. It was an experience.
I came back from Singapore in a QANTAS V/ Jet in 1972..
Landed at Darwin safely..
6:02 - haha join the club! Happens to me on 50fps / 4K. PS - Nice job.
Superb video Paul!! Nice summary of the history and features! Well done! 😀
Cheers mate
Thanks Paul excellent video I really enjoyed it 👍
Cheers James
What is a 'jet powered farter' 0:54 ?
Thanks Paul
cheers Scotty
Very Nice Paul. 👍
Thought you might like to add this to your aviation trivia. This was told to me by an ex Qantas LAME a few(?) years ago and the Constellation was referred to by some, as the best three engine aircraft to ever cross the pacific. Obviously because they often arrived with one dead engine.
Haha Hi Lach, yep Ive included that in my Connie video that should be out next Friday
What a great museum. Once common planes that are now extinct.
I also remember this baby flying in but missed meeting the pilot... lol
Thanks for sharing 😊🙏
I first flew in a Boeing 707 in 1972 and it belonged to a UK airline called "Donaldson".
Just on the navigation, it was by radio beacons triangulation. The old sextant method was way back in the 1920's and 30's when beacons were not yet built all over the world, or popular air routes.
Awesome job mate!
Cheers mate
Another feature of the Qantas 707-138 was the ability to become a five engine jet. A hard point located between the fuselage and number two engine could be used to transport a spare JT-3D. Too much bad experience with R3350s?
yep :)
A few 5 engined 707s were used in SEA where extra lift was needed to takeoff from the tiny unprepared mountaintop airstrips, they also had extra wheels for the rough strips.
So informative (as usual)! Thank you for the explanation for V-Jet... I grew up with the livery and it was great to finally learn the meaning. For the first half of the 20th C many people studied Latin at school so it all makes sense :-)
Would you like to try watching my videos?
Cheers mate
The restoration documentary of this aircraft is on TH-cam, but it’s too cut up to be usable to view. I wonder if there’s a way to get a proper copy of the documentary?