I love your toy Philip! I flew that magnificent plane in the 60s and 70s. One small correction; we didn’t fly all the way with the throttles “firewalled.”That would burn up the engines pretty quick. We cruised at M.82 with the cheap fuel, and later at M.80 with the more expensive fuel.
Early in my flying career we navigated transoceanic with a sextant through the ceiling in a USAF KC-135. And flew low levels with just a chart, compass and clock at 400 kts at less than 200 ft. Now, as a recently retired American Airlines Captain, I realize that navigation has come a long way. But a lot of other things have gone backwards. I'll take the good old days, thank you.
Wonderfull vídeo, congratulations, my father was a navigator on transatlantic flights, he used sextants on flights in L-1049 ,CV 990 ,DC-8, SUD CARAVELLE and B-707
Awesome. That was the golden age of aviation. Going on an airplane was actually exciting and fun and people dressed up. Quite a difference from the greyhound buses we fly in today.
Well done on the preservation and restoration. Nothing like having the real McKoy to visit, admire and get educated about. A tad like Classic Cars. Indeed, well done all round - 😉👍👏👏👏👏🙏🇮🇪🙏
I still remember being ushered forward to a BOAC 707 cockpit to receive my plastic wings and have my log book signed by the captain. You can’t do better PR than that.
You don't fly with full throttle (5:30): most engines have a time limit of about five minutes for applying takeoff power. Overheating and engine damage can occur if power is not reduced to climb thrust.
@@tomking1890 Correct, you can't exceed the maximum allowable speed for the aircraft, and you must observe engine limitations. It is almost comical listening to that guy with the beard say they went all the way across the ocean "with their foot on the floor", then watching the other guy manhandling the throttles and pulling the reversing levers all the way up!
Awesome job on the restoration! I need one of these in my spare bedroom. FYI (for anyone who cares), you don't fly any aircraft at full throttle all of the time, especially jets and especially turbojets - which is what the 707 has. Everything was set according to EPR (pronounced "eeper"). So you had an EPR (engine pressure ratio) setting for takeoff, one for cruise, and one for landing. There are structural limitations (maximum mach) for every aircraft out there, and flying at max power would not only blow up your motors but likely exceed maximum airframe speed (MMO). Just some fun facts for the peanut gallery.
@sundar999 Concorde used reheats to help punch the airplane through the sound barrier or Mach 1. as the speed increased to a value of 1.7 Mach, those reheats, were shut down and Concorde would continue gaining velocity until Mach 2 was achieved at around 50,100 feet. As the fuel was burned off, she would drift up and down on her track across the Atlantic which is why she was assigned a block altitude between 55,000 and 60,000 feet. since she cruised above the normal subsonic traffic, this was perfectly safe. there was nothing in her way
@sundar999 the crew would select the auto throttle into standby mode. should Mach 2 be exceeded or the skin temperature exceed 127 degrees Celsius, the autopilot would call up the auto throttle, asking to reduce the speed and once that was done, the autopilot would place the auto throttle back into standby in they were needed again
@@leilanurena They also had to deal with Mach tuck in the transonic region, so fuel was pumped into the tail to move the CG aft and get the nose up without using pitch trim compensation. Since fuel capacity was somewhat marginal, as evidenced by the fact that they repurposed Stewart AFB as an alternate for Concorde in case a JFK landing was not possible (Boston Logan was considered too far), I always wondered what might have happened if the fuel transfer pumps failed and they could not get the fuel from the tail to the engines.
Great story! They were flying faster back then but never with throttles fully forward but faster because of a wing design for higher airspeed
I love your toy Philip!
I flew that magnificent plane in the 60s and 70s.
One small correction; we didn’t fly all the way with the throttles “firewalled.”That would burn up the engines pretty quick.
We cruised at M.82 with the cheap fuel, and later at M.80 with the more expensive fuel.
I thought that didn’t seem right! Who drives their cars at full throttle for extended periods of time?!! Too risky for mechanical failure!
@@tijuanabrassman The german cruise control
Early in my flying career we navigated transoceanic with a sextant through the ceiling in a USAF KC-135. And flew low levels with just a chart, compass and clock at 400 kts at less than 200 ft. Now, as a recently retired American Airlines Captain, I realize that navigation has come a long way. But a lot of other things have gone backwards. I'll take the good old days, thank you.
Wonderfull vídeo, congratulations, my father was a navigator on transatlantic flights, he used sextants on flights in L-1049 ,CV 990 ,DC-8, SUD CARAVELLE and B-707
That is quiet an interesting resume !
My favorite jet
Awesome. That was the golden age of aviation. Going on an airplane was actually exciting and fun and people dressed up. Quite a difference from the greyhound buses we fly in today.
Amazing video. Love the 707!
Well done on the preservation and restoration. Nothing like having the real McKoy to visit, admire and get educated about. A tad like Classic Cars. Indeed, well done all round - 😉👍👏👏👏👏🙏🇮🇪🙏
I still remember being ushered forward to a BOAC 707 cockpit to receive my plastic wings and have my log book signed by the captain. You can’t do better PR than that.
Thank you for this video, I love the technology used back in the days.
5:35 nonsense. The PWJT3 had max continuous limitations as well as Mach number limits.
Wow!!! Following the STARS to navigate!! So cool!
they would site on three stars every hour or so. the navigator had to compute the fix quickly, he was moving at 575 miles an hour
You don't fly with full throttle (5:30): most engines have a time limit of about five minutes for applying takeoff power. Overheating and engine damage can occur if power is not reduced to climb thrust.
Engine power is set on EPR, and not to be exceeded. The speed was also faster as this was a narrow body aircraft.
@@tomking1890 Correct, you can't exceed the maximum allowable speed for the aircraft, and you must observe engine limitations.
It is almost comical listening to that guy with the beard say they went all the way across the ocean "with their foot on the floor", then watching the other guy manhandling the throttles and pulling the reversing levers all the way up!
@@tomking1890 Early aircraft did not have EPR, you set RPM and checked runway lengt markings to see if T/O was going accourding plan. Scary isn't it ?
Amazing modern era relic.
Awesome job on the restoration! I need one of these in my spare bedroom. FYI (for anyone who cares), you don't fly any aircraft at full throttle all of the time, especially jets and especially turbojets - which is what the 707 has. Everything was set according to EPR (pronounced "eeper"). So you had an EPR (engine pressure ratio) setting for takeoff, one for cruise, and one for landing. There are structural limitations (maximum mach) for every aircraft out there, and flying at max power would not only blow up your motors but likely exceed maximum airframe speed (MMO).
Just some fun facts for the peanut gallery.
Very insightful and interesting. Thank you!
Such a fun story! Love it!
Awesome!!!
Phil is this in your back yard?
Can you show another video of the outside ??
What a wonderful tribute to the greatest jetliner on earth!
Fantastic 👍
Brilliant!
It was a beautiful still miss it
my flight sim should look like this
it's incredible to think THAT THE PILOTS would have been sitting here WITH THEIR HEADPHONES ON TALKING BAAACCKCKCK to the tower
My first position at Pan Am ,flight engineer
Are you was a pilot?
I want to buy a cockpit and put it in my garage.
Love the steam gauges !!!
only one aircraft ever flew at 100% engine power and her name was Concorde
I thought Concorde using autothrottle flew at a set mach speed. or how?
@sundar999 Concorde used reheats to help punch the airplane through the sound barrier or Mach 1. as the speed increased to a value of 1.7 Mach, those reheats, were shut down and Concorde would continue gaining velocity until Mach 2 was achieved at around 50,100 feet. As the fuel was burned off, she would drift up and down on her track across the Atlantic which is why she was assigned a block altitude between 55,000 and 60,000 feet. since she cruised above the normal subsonic traffic, this was perfectly safe. there was nothing in her way
@sundar999 the crew would select the auto throttle into standby mode. should Mach 2 be exceeded or the skin temperature exceed 127 degrees Celsius, the autopilot would call up the auto throttle, asking to reduce the speed and once that was done, the autopilot would place the auto throttle back into standby in they were needed again
@@leilanurena They also had to deal with Mach tuck in the transonic region, so fuel was pumped into the tail to move the CG aft and get the nose up without using pitch trim compensation.
Since fuel capacity was somewhat marginal, as evidenced by the fact that they repurposed Stewart AFB as an alternate for Concorde in case a JFK landing was not possible (Boston Logan was considered too far), I always wondered what might have happened if the fuel transfer pumps failed and they could not get the fuel from the tail to the engines.
designed by slide rule and paper draftsman/engineers
Original price was much lower.
The Israeli air force still flies the 707
Sadly the 707s legacy has ended & it was a beauty in aviation back then.