707 #1 engine mounting...
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Cabin pressurisation. Do a Google on that - 707.
Done it for you -
http://www.answers.com/topic/boeing-707
The 707's engines could not supply sufficient bleed air for pressurization without a serious loss of thrust, so the aircraft instead used engine-driven turbocompressors to supply high-pressure air for this purpose. On many commercial 707's the outer port (#1) engine mount is distinctly different from the other three, as this is the only engine not fitted with a turbocompressor.
Done it for you -
http://www.answers.com/topic/boeing-707
The 707's engines could not supply sufficient bleed air for pressurization without a serious loss of thrust, so the aircraft instead used engine-driven turbocompressors to supply high-pressure air for this purpose. On many commercial 707's the outer port (#1) engine mount is distinctly different from the other three, as this is the only engine not fitted with a turbocompressor.
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"The 707's engines could not supply sufficient bleed air for pressurization without a serious loss of thrust, so the aircraft instead used engine-driven turbocompressors to supply high-pressure air for this purpose. On many commercial 707's the outer port (#1) engine mount is distinctly different from the other three, as this is the only engine not fitted with a turbocompressor."
Not quite true ...
The regulations at the time would not allow engine bleed air as a source for A/C services, so Turbocompressors were installed on engines 2, 3 and 4. (the B720 only has them on 2 and 3)
The Turbocompressors were driven by engine bleed air (cannot remember which stage compressor air was bled from). The bleed air would drive a turbine which inturn turned a compressor (air supply was directly from the atmosphere) that supplied compressed air for A/C services.
Not quite true ...
The regulations at the time would not allow engine bleed air as a source for A/C services, so Turbocompressors were installed on engines 2, 3 and 4. (the B720 only has them on 2 and 3)
The Turbocompressors were driven by engine bleed air (cannot remember which stage compressor air was bled from). The bleed air would drive a turbine which inturn turned a compressor (air supply was directly from the atmosphere) that supplied compressed air for A/C services.
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Perrin
Tears in the eyes again just the words B707 what a plane, the big hammer was the answer for the tbv on the engines. I think we at ba could go with one out within mel?
I know this is an old post, but I could not stop jumping in.
The American Airlines 707-123 and -323's with Freon Packs only had TC's on #2 and #3. The TC's were powered by 16th stage bleed air.
On the Climb out, passing FL180, we typically turned on the #4 bleed (9th stage) and #1's in the high 330 or so.
Then at TOD, both bleeds were shut off and left that way since 1 and 4 were brought to idle.
The American Airlines 707-123 and -323's with Freon Packs only had TC's on #2 and #3. The TC's were powered by 16th stage bleed air.
On the Climb out, passing FL180, we typically turned on the #4 bleed (9th stage) and #1's in the high 330 or so.
Then at TOD, both bleeds were shut off and left that way since 1 and 4 were brought to idle.
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B707
All this B707 talk is bringing back alot of good memories.
Iflew the 707 for 15 years. Great bird
Does anyone know who is hiring B707 crew in the States?
I heard maybe OMEGA air tankers.
Keep talking guys,
Iflew the 707 for 15 years. Great bird
Does anyone know who is hiring B707 crew in the States?
I heard maybe OMEGA air tankers.
Keep talking guys,
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707 memories
I flew 707/720s in the old days, all positions, F/E, F/O and Captain.
With PanAm, and when on layoff, with many operators.
xxx
I recall each time I flew one I was not familiar with, had to look on F/E panel what configuration we had.
xxx
All were different configurations, 2 or 3 TCs, bleeds, or no bleeds.
TWA machines had no bleeds, all had freon packs.
TWA never had bleed sources (at least the ex TWA machines I flew).
xxx
AA had freons packs, as well, 2 TCs 4 bleeds...
xxx
With PanAm, we had nš 4 cowling of TCs, but none were installed.
All were air cycles with PanAm, except some TWA airplanes delivered to PanAm.
Except the 720-030Bs we got from LH...
The QF 707-138Bs (despite almost 720-size body) had 3 TCs... I flew one, a rocketship.
I nicknamed the 707-138B "the 707 SP"...
xxx
So if you tell me "my 707s were different", I will believe you.
And sadly, I flew many for their "last flight" before conversion to beer cans...
The last ones I flew, were in the early 1990s... to Mojave.
xxx
Famous last words in a 707 or 720 cockpit, "where are the switches...?" -
Forward or aft for ON/OFF...?
xxx
My love of the 747 is because it is a grown-up 707, with all the 727 goodies.
Thank you guys to remind me the old days.
10 months to retirement for me...
xxx
Happy contrails
With PanAm, and when on layoff, with many operators.
xxx
I recall each time I flew one I was not familiar with, had to look on F/E panel what configuration we had.
xxx
All were different configurations, 2 or 3 TCs, bleeds, or no bleeds.
TWA machines had no bleeds, all had freon packs.
TWA never had bleed sources (at least the ex TWA machines I flew).
xxx
AA had freons packs, as well, 2 TCs 4 bleeds...
xxx
With PanAm, we had nš 4 cowling of TCs, but none were installed.
All were air cycles with PanAm, except some TWA airplanes delivered to PanAm.
Except the 720-030Bs we got from LH...
The QF 707-138Bs (despite almost 720-size body) had 3 TCs... I flew one, a rocketship.
I nicknamed the 707-138B "the 707 SP"...
xxx
So if you tell me "my 707s were different", I will believe you.
And sadly, I flew many for their "last flight" before conversion to beer cans...
The last ones I flew, were in the early 1990s... to Mojave.
xxx
Famous last words in a 707 or 720 cockpit, "where are the switches...?" -
Forward or aft for ON/OFF...?
xxx
My love of the 747 is because it is a grown-up 707, with all the 727 goodies.
Thank you guys to remind me the old days.
10 months to retirement for me...
xxx
Happy contrails
Duct pressure gage
We had 9 AA and 1 PA aircraft. Flew as an F/E and the hardest thing was finding that duct pressure gage. I think it was only in the same spot on the 2 -123's. The captain would ask if we had enough air pressure to start, darned if I knew, had to find the 
gage.
I don't think any one is flying the old girls state side, sad. I flew on to the bone yard, she went over 60,000 hours on the trip to DM.
Built when it was assumed the pilots were smarter than the aircraft.
gage.I don't think any one is flying the old girls state side, sad. I flew on to the bone yard, she went over 60,000 hours on the trip to DM.
Built when it was assumed the pilots were smarter than the aircraft.
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9 AAs and 1 PA machines...?
mmttech...
xxx
Then you must be ex-PC/Skyworld...
There were 2 (?) 123Bs, a few 323Bs and the lone 321B, "N454PC"
I was there as Ck.Pilot-ORD Base Mgr. for a few months.
At times TDY at the DEN base, to train pilots, touch and goes...!
xxx
Was late 1986 or about... Possibly we flew together.
Then I took recall with PanAm...
xxx
I dont know any 707 flying nowadays.
Would not even know where there is a simulator to get a P/C. Maybe AA Academy, still...?
I trained a 707 pilot at the AA Academy in the mid-1990s. Was the last time...
Could not even find a F/E to occupy the station... so I used a 727 F/E...
Last 707s I have seen are parked still in South America and Central Africa... inactive.
xxx
Happy contrails
xxx
Then you must be ex-PC/Skyworld...
There were 2 (?) 123Bs, a few 323Bs and the lone 321B, "N454PC"
I was there as Ck.Pilot-ORD Base Mgr. for a few months.
At times TDY at the DEN base, to train pilots, touch and goes...!
xxx
Was late 1986 or about... Possibly we flew together.
Then I took recall with PanAm...
xxx
I dont know any 707 flying nowadays.
Would not even know where there is a simulator to get a P/C. Maybe AA Academy, still...?
I trained a 707 pilot at the AA Academy in the mid-1990s. Was the last time...
Could not even find a F/E to occupy the station... so I used a 727 F/E...
Last 707s I have seen are parked still in South America and Central Africa... inactive.
xxx
Happy contrails
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John Travolta has one:
http://www.airliners.net/open.file?i...ext_id=1263758
http://www.airliners.net/open.file?i...ext_id=1263758
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N707jt
Correct -
Travolta's is one of these 138B ex QF "short bodies" rocketship...
xxx
I checked on Travolta's FAA pilot license listings.
Appears that he has a CPL with a CE-500 rating, but no 707 rating yet.
Certainly has a crew to fly the airplane (rated captain, insurance reasons).
So he can get some practice in LH seat, sure will get a 707 rating soon.
Obvious, airplane must be on a FAR 125 certificate.
So anyone, any age, with a second class medical, and current 707 type is legal.
Might be a nice job for retired 707 guys.
I understand he is a nice guy, and more of a pilot than an actor...
I once had him aboard a 747, before his pilot days... asked 1,000 questions.
xxx
Happy contrails
Travolta's is one of these 138B ex QF "short bodies" rocketship...
xxx
I checked on Travolta's FAA pilot license listings.
Appears that he has a CPL with a CE-500 rating, but no 707 rating yet.
Certainly has a crew to fly the airplane (rated captain, insurance reasons).
So he can get some practice in LH seat, sure will get a 707 rating soon.
Obvious, airplane must be on a FAR 125 certificate.
So anyone, any age, with a second class medical, and current 707 type is legal.
Might be a nice job for retired 707 guys.
I understand he is a nice guy, and more of a pilot than an actor...
I once had him aboard a 747, before his pilot days... asked 1,000 questions.
xxx
Happy contrails
Cunning Artificer
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Despite being 436s or 336s (with some odd cargo machines) the BA aircraft were all different and an experienced tech could tell which aircraft one was sitting in just by looking around the panels. I think Boeing made them up as they went along. The 747s tended to change as the line progressed as well, though you couldn't get down to individual tail munbers (except for Paddy Zulu) you could tell the batch by looking at the equipment fit.
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G-RAAF ex Aussie Air Force hence the reg I assume not sure of the type is alive and well resident at Kent International (KIA). It is owned privately by someone who must have a lot of monies and is being refurbed to stage 2/3. I believe it was engine running this week and may have flown also. There is also a Romainian Government a/c flying regularly and my son informed that there was an N reg model at STN last week. Happy Xmas.
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Perrin
My Xmas is now complete with all this talk about the good old days on the 707.
When the old bird didn't want to fly it wouldn't even let you shut the cowlings.
Have a good one
When the old bird didn't want to fly it wouldn't even let you shut the cowlings.
Have a good one
