Those 707 engines look wierd.....almost wrinkled and crumpled up with age!'
Randy are those engines from a L-1011?
Yup ... those are from a DAL L-1011 ... but 707 engines are so sleek and cool looking with their "air intake" scoop above the nacelle!
Here's a better photo showing a "cleaner" engine ... it's just so sleek and balanced ... like the original 707-320 itself ... just a perfectly proportioned airliner IMHO.
I know it seems corny to be "hooked" on engine nacelle design, but I notice these things ...
Last edited by MarinerOne; 08-28-2008 at 07:32 PM.
I have seen both views in person. Ports-of-Call 707 SLC-DEN-CUN and back 6-89....and the Delta L-1011 about 200 times 9-95 to 8-01. God i miss looking out the window and seeing cool engines.
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Quote:
Originally Posted by madnish30
The pilots have to make sure they stop in time and at the corrct position so that the drop has no affect on them.
There you go Tupe ... I knew you'd come through ... WOW ... talk about bein' "spit-shined" ... looks like they never flew a day in their lives!
There are a few miles on this 707.
27000 service as Air Force One:
In total:
445 Air Force One missions and 1440 sorties
1,314,596 miles flown over 2,798 hours
10,645 days of service on Andrews Air Force Base (28 years)
I'm not a fan of the 707 that much, so I wouldn't know. Are the leading edge flaps really designed like that? Seeing the other posted 707 leading eges, they look really fixed in a way while these ones hangs like curtains, just dangling in the air. Please share some infos about this 707 leading edge flap config. thanks.
I'm not a fan of the 707 that much, so I wouldn't know. Are the leading edge flaps really designed like that? Seeing the other posted 707 leading eges, they look really fixed in a way while these ones hangs like curtains, just dangling in the air. Please share some infos about this 707 leading edge flap config. thanks.
since this morning I am trying to find out about this leading edge flaps
still not yet
=)
I think at this photo is time of raising or deleting flaps. Look it in your 1st video. Flaps are moving not synchronously.
Last edited by secondpilot; 05-19-2009 at 06:42 AM.
I'm not a fan of the 707 that much, so I wouldn't know. Are the leading edge flaps really designed like that? Seeing the other posted 707 leading eges, they look really fixed in a way while these ones hangs like curtains, just dangling in the air. Please share some infos about this 707 leading edge flap config. thanks.
I think at this photo is time of raising or deleting flaps. Look it in your 1st video. Flaps are moving not synchronously.
Fascinating photos and videos of the 707, my all time favorite. I have flown on American's all the time and all models.
The leading edge slats are a series of panels that are extended at take off and landing to assist with lift. As you saw they retract after landing with thrust reverse to reduce lift. The 747 leading edge slats also retract after touch down.
Boeing has always made interesting aircraft with neat features..
Let's hope they continue their trend with future aircraft..
In total:
445 Air Force One missions and 1440 sorties
1,314,596 miles flown over 2,798 hours
10,645 days of service on Andrews Air Force Base (28 years)
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Re: I love Boeing 707 engines!
Quote:
Originally Posted by EGPFGLA
why dose the number one engine not have a air in take thing?
If You Are Refering To The Extrusion On The Pylons, Those Are APUs. There Are Three. One Is Always In Use To Operate The Electrical System. The Other Two
Are For Redundacy In The Event Of Failure. There Seemed To Be No Need For For A Fourth.
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If You Are Refering To The Extrusion On The Pylons, Those Are APUs. There Are Three. One Is Always In Use To Operate The Electrical System. The Other Two
Are For Redundacy In The Event Of Failure. There Seemed To Be No Need For For A Fourth.
In the event of failure, they need the second to operate, should the second unit fail, there is a third to take over, Hmmmp. What are the odds that they need a second backup for this? I guess better be prepared than never prepared, right!
With regard to the wing's leading edge, Krueger flaps extend forward from under the surface of the wing while slats extend outward from the leading edge. In combination, they both increase lift, but the slat also increases airflow over the wing because of the slot that forms between the slat and leading edge.
If You Are Refering To The Extrusion On The Pylons, Those Are APUs. There Are Three. One Is Always In Use To Operate The Electrical System. The Other Two
Are For Redundacy In The Event Of Failure. There Seemed To Be No Need For For A Fourth.
NO they are not. They are turbocompressors to provide pressurized air for the cabin. Unlike most modern airliner engines, 707 engines cannot provide bleed air to the cabin. 707s do not have APUs, except for a few VIP ones.
The number installed is dependent on how big the fuselage is---2 are used for the shorter fuselages, 3 are used for the longer fuselages. The bigger the fuselage, the more air is needed to pressurize it.
Also, the number installed is NOT dependent on the number of intakes/humps. There are many "empty" ones---just because you see 3 humps, doesn't mean the plane was built with 3 turbocompressors. "2 compressors in 3 humps" is fairly common. And if you see 4 humps, there's only a small chance of there actually being 4 installed.
Finally---the DC-8 is the same way---same engines, no ability to provide bleed air for the cabin. But their intakes are on the nose, not the pylons---that's what the inlets right behind the radome are for. And it too lacks an APU.
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Last edited by David Hingtgen; 04-20-2010 at 04:00 PM.
Location: The Cylon Colony, Eh? Trijets & Landors 4 EVER
Age: 47
Posts: 7,022
Re: I love Boeing 707 engines!
Quote:
Originally Posted by David Hingtgen
NO they are not. They are turbocompressors to provide pressurized are for the cabin. Unlike most modern airliner engines, 707 engines cannot provide bleed air to the cabin. 707s do not have APUs, except for a few VIP ones.
The number installed is dependent on how big the fuselage is---2 are used for the shorter fuselages, 3 are used for the longer fuselages.
Also, the number installed is NOT dependent on the number of intakes/humps. There are many "empty" ones---just because you see 3 humps, doesn't mean the plane was built with 3 turbocompressors. And if you see 4 humps, there's almost no chance of there actually being 4 installed.
Finally---the DC-8 is the same way---same engines, no ability to provide bleed air for the cabin. But their intakes are on the nose, not the pylons---that's what the inlets right behind the radome are far. And it too lacks an APU.
Sorry My Bad! We Talked About This Before, But I Forgot. Alzymers...
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NO they are not. They are turbocompressors to provide pressurized air for the cabin. Unlike most modern airliner engines, 707 engines cannot provide bleed air to the cabin. 707s do not have APUs, except for a few VIP ones.
The number installed is dependent on how big the fuselage is---2 are used for the shorter fuselages, 3 are used for the longer fuselages. The bigger the fuselage, the more air is needed to pressurize it.
Also, the number installed is NOT dependent on the number of intakes/humps. There are many "empty" ones---just because you see 3 humps, doesn't mean the plane was built with 3 turbocompressors. "2 compressors in 3 humps" is fairly common. And if you see 4 humps, there's only a small chance of there actually being 4 installed.
Finally---the DC-8 is the same way---same engines, no ability to provide bleed air for the cabin. But their intakes are on the nose, not the pylons---that's what the inlets right behind the radome are for. And it too lacks an APU.
I love Boeing 707 engines!
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