British Caledonian texture, wrong aircraft

[isteps]

Hi,

I just downloaded the 707-138B(late) and the British Caledonian texture HJG_Boeing_707-139B_Caledonian_1979_G-TJAA.zip which is under the 707-138B(late) section. Unfortunately this texture appears to be in the wrong section as it's 'aircraft.cfg' settings are for the 707-120B:

sim=B707-120B
model=11

Once I'd downloaded the 707-120B she was flying fully clothed, not semi nude as she was when trying to get those textures to work with the 707-138B(late).

Cheers for such great aircraft ;D

[Tony Madge - HJG]

Iain, thanks for pointing this out. I had my stupid hat on when compiling this one!! Ok I have not only correctly put the files together so it will work with the late 707-138b base pack, but also I have redone the textures so it looks better with shadow and slight dirt etc. re download it and let me know that it works ok for you
Cheers Tony

[aerofoto - HJG Admin]

YEP .... that B-CAL should be in the "B707-120B" section !

The Boeing customer designator for whomever this particular B707-120/B was first built for (realworld) .... # 39 .... therefore becoming a "139B" .... is likely what's caused confusion here .... resuting in this subject then ending up among our B707-138B section offerings.

Thanks for fixing that Tony .... I hadn't actually noticed ! ;D

Remember folk .... the B707-120B .... and B707-138B .... are 2 different aircraft.

The 120/B features the first generation civil B707 fuselage length.

The 138/B was 10 feet shorter than the 120/B .... being built specifically for QANTAS AIRWAYS whom needed a jetliner in order to fly the Pacific .... and which resulted in a Boeing tailored fuselage/payload reduction in order to promote range. QANTAS might well have ended up being a DC8 operator .... and a short fuselage DC8-30 perhaps then being built, but, Douglas refused to compromise it's basic DC8 design .... whereas Boeing was as "keen as a bean" in order to secure the QANTAS contract.

Here's a few extracts from my feature article which explain the differences and some of the developmental history associated with the B707-120/B and B707-138/B SERIES .... if anyone's interested ....

The first civil version of Boeing's new jet design was designated 707-7. This aircraft ultimately became B707-120 intended for domestic/transcontinental services. The USAF initially attempted claiming exclusive rights to the basic design, effectively preventing marketing of a civil aircraft version until this situation was resolved in Boeing's favor on July 13 1955. The very first civil order, for 20 B707-120's, was confirmed by Pan American World Airways on October 17 1955 ...the same day the airline, much to Boeing's irritation, also contracted for 25 DC8's. B707-120 first flew on December 20 l957 and was awarded FAA certification on September 18 1958. Deliveries to Pan American commenced from August 15 1958. On October 26 1958 the new jetliner entered service on Pan American's prestigeous New York/Paris route ...though beaten into service by some 22 days when BOAC commenced the worlds first ever scheduled trans-Atlantic jetliner service from October 4 1958 using COMET 4's along its London/New York route. The first US domestic B707 service was operated by National Airlines on December 10 1958 with an aircraft leased from Pan American. American Airlines, Continental Airlines, and TWA all soon acquired B707-120's and placed these aircraft into revenue service on domestic routes across the USA. Early production B707's featured short tails and lacked a lower rear fuselage ventral fin. The wing of B707-120 also initially featured double slotted trailing edge flaps only. Later production aircraft were equipped with 2 segments of leading edge Kruger Flap located between both inboard and outboard engines. 56 of these original B707 airframes were produced by Boeing. All B707-120's had a fuselage length of 144ft 6in with a cross-section diameter of 148in (this became the standard fuselage diameter of all production 707 models), wingspan of 130ft 10in, capacity for 110-174 PAX (depending on aircraft/airline configuration), and were powered by 4 P&W JT3C-6 turbojet engines (with water methanol injection system) rated at 11,200-13,500lb/st e/a and equipped with thrust reveresers. These aircraft had a MTOW of 247,000lb, and range of some 2,670nm depending upon payload/reserves. Only 8 of the 20 B707-120's first ordered by Pan American were ever delivered. The airline later ammended its contract in favour of larger more powerful B707-320's. Most B707-120's were upgraded with advanced aerodynamic and technical features during the early 1960's.


After lengthy evaluation of B707, COMET, & DC8 aircraft to assess which jetliner would best succeed its SUPER CONSTELLATION fleet, Australia's QANTAS Airways selected a unique B707 version designated B707-138. This aircraft first flew on March 20 1959 and was awarded FAA certification on June 7 1959. It was essentially a B707-120 airframe shortened by 10ft to promote additional range for a slight payload disadvantage to service the airlines long trans-Pacific route to San Francisco and Vancouver (via both Pago Pago and Honolulu). The COMET 4 was too small and lacked range, and Douglas was inflexible regarding modifications to its basic DC8 specification. By comparason it was Boeing's willingness to tailor B707 to airline preferences early in production that clinched the QANTAS contract and contributed significantly to success of the aircraft during later years. A total of only 13 B707-138 airframes were produced by Boeing. All were delivered to QANTAS. The airlines first 7 aircraft (delivered between July and September 1959) featured the same structural, aerodynamic, and powerplant specifications of B707-120. All B707-138's had a fuselage length of 134ft 6in, wingpan of 130ft 10 in, and capacity for 90-120 PAX depending on aircraft configuration. These aircraft were powered by 4 P&W JT3C-6 turbojet engines (with water methanol injection system) rated at 11,200-13,500lb/st e/a, and had a MTOW of 237,000lb, and range of some 3,500nm depending upon payload/reserves. The unique B707-138 series became shortest of the B707 family and first of the line approved for 5th pod operation. All 7 original QANTAS B707-138's were upgraded with advanced aerodynamic and technical features during the early 1960's whilst retaining their original wingtip lighting configuration and nose gear doors.


Aerodynamic and technical modifications applied to B707's during the early 1960's resulted in most early production B707-120's being upgraded to B707-120B standard. This version was also marketed as a new production model during the late 1950's. Modifications included tail extensions, addition of a lower rear fuselage ventral fin, powered rudder, wing leading edge/glove extensions, full span leading edge flaps (first applied to B720-020), horizontal stabilizers of 1ft 8in greater span, and P&W JT3D series fanjet engines of greater power, fuel economy, and environmental acceptability. Early P&W fanjets featured small sucker doors located near the center of the inlet casing to increase air-flow through each engine. In comparason with older turbojets these engines produced some 30% more thrust for almost equal savings in fuel burn. This promoted improvemmts in both aircraft performance and range though MTOW remained unchanged from the standard B707-120 model. Late production aircraft also featured a modified wingtip lighting configuration and redesigned nose gear doors. B707-120B first flew on June 22 1960 and was awarded FAA certification on March 1 1961. Deliveries of new-build aircraft commenced to American Airlines from May 1961. Only American Airlines, Continental Airlines, and TWA ordered factory fresh B707-120B's which accounted for some 72 of the total 128 B707-120/B series aircraft built by Boeing

A small number of original B707-120 aircraft were only progressively upgraded. These aircraft recieved tail extensions, ventral fin, and other standard technical enhancements immediately but retained their original turbojet engines prior to later re-enginning with P&W fanjets.

Other aircraft were upgraded with tail extensions, fanjet engines, and other standard technical enhancements but lacked the ventral fin or had this particular feature removed later during their service careers.

Some short haul/domestic B707-120B's did not feature the classic B707 tail probe/VHF antenae ...such as a small number of the TWA fleet.

At least 1 B707-120B was converted to a pure freighter and operated by Aeroconder de Colombia during the late 1970's ...redesignated B707-120BF and equipped with a forward fuselage port side maindeck cargo door. All B707-120B's had a fuselage length of 144ft 6in, wingspan of 130ft 10in, and capacity for 110-174 PAX depending on aircraft/airline configuration. These aircraft were powered by 4 P&W JT3D-1 or P&W JT3D-3 fanjet engines (depending upon airline selection) rated at 17,000-18,000lb/st e/a respectively, and had a MTOW of 257,000lb, and range of some 3,680nm depending upon payload/reserves.

QANTAS Airways last 6 B707-138 series aircraft (delivered between July 1961 and September 1964) were all built to B707-120B standard ...designated B707-138B. These aircraft featured the same aerodynamic and technical modifications applied to B707-120B (even further enhancing this already high performing aircraft and earning it the industry accolade "Hot Rod"), a later type wingtip lighting configuration, and redesigned nose gear doors. FAA certification for B707-138B was awarded on July 24 1961. The original 7 QANTAS B707-138's were all upgraded to B707-138B's between September 1961 and January 1962. These aircraft served QANTAS until 1968 being replaced with larger more powerful B707-320C's. Beyond their Australian service the unique B707-138B's were operated by Bahamas World Airways, Boraq Indonesian Airways, Braniff International, British Eagle Airways, BWIA, Canadian Pacific Airways, El Al, Government of Saudia Arabia, Laker Airways, Merpati Nusantara Airlines, Montana Flugdeinst, Pacific Western Airlines, and Turkish Airlines. Some of these aircraft were upgraded with Stage 2 Hush Kits during the 1980's and converted to VIP transports operated by corporate enterprises and charter companies. At least 1 aircraft remains in service today (N707JT "Jett Clipper Ella") and privately owned by celebrety John TRAVOLTA. Another ex QANTAS B707-138B (the original VH-EBA from 1959) was recently reactivated from long term storage at Stanstead and flown to Australia for preservation by the QANTAS Foundation Memorial Museum ...re-registered VH-XBA it supports the airlines original 1959 livery. All B707-138B aircraft had a fuselage length of 134ft 6in, wingpan of 130ft 10 in, and capacity for 90-120 PAX depending on aircraft/airline configuration. These aircraft were powered by 4 P&W JT3D-1 fanjet engines rated at 17,000lb/st e/a, and had a MTOW of 257,000lbs, and range of some 4,900nm depending upon payload/reserves.

Over 34 years the total production of B707/720 aircraft amounted to some 1,010 airframes ...exceeding DC8 production by almost double, and that of the Convair jetliners by more than 10 times. Some 820 C135 (type) airframes were also produced by Boeing in response to military contracts alone.


Very few B707's remain in commercial service today. Among those still active are a private B707-138B owned by world famous celebrity John TRAVOLTA (operated in 1960's QANTAS V-JET livery). A VIP configured B707-320B operated by Lowa Ltd, and B707-320C's in service with both Saha Air of Iran (originally produced as aerial refuellers for the Imperial Irnian Air Force), and BETA Cargo of Brasil.

Unlike a rare B707-138B recently acquired from the UK by the QANTAS Foundation Memorial Museum (displayed in the airlines original 1959 livery), few B707's have been preserved as permanant exibits forming various aircraft collections owned by transport museums around the world. Sadly these aircraft are today often worth more in scrap value than most are willing or can afford paying to preserve and exhibit them for public appreciation.

Mark C
AKL/NZ

[Tony Madge - HJG]

Cheers Mark, darn I got it right first time! Ok well untill I get round to converting back to 120 its a rare download as it is

[aerofoto - HJG Admin]

Check your INBOX Tony

I've got it all sorted out for you .... just follow the instructions I've sent you and you won't need to redo a single BMP

Mark C
AKL/NZ

[Dan K. Hansen]

I'm ready to update the actual page.... so it can be placed in the right section.

[aerofoto - HJG Admin]

I wasn't sure regarding your availability Dan .... SO .... I sent the correct/replacement file, along with instructions, directly to Tony .... SO .... "Hang Ten" until you hear from him

Thanks !

Mark C
AKL

[Dan K. Hansen]

According to this old thread: tonymadgehjg.proboards.com/index.cgi?board=general&action=display&thread=295 it should actually be located under 120B or 120

It was Pan Am that modified it to -139B (one of two) but originally built as a -120

[aerofoto - HJG Admin]

Dan is "BASICALLY" correct and confirms what I've tried to communicate above .... that B707 G-TJAA is a "B707-120B TYPE" aircraft

The original texture was always correct (as a B707-120B) .... but .... was inadvertently placed into the wrong downloads section back in December 2006.

Folk may be forgiven for becoming confused regarding this particular aircraft by virtue of its airframe type and Boeing customer designators .... which I'll now try/n put to rest as follows ....

"B707 C/N # 17903 L/N # 108" was originally built as a turbojet powered "B707-120" type airframe. It was upgraded to a fanjet powered "B" specification during the early 1960's to become a "B707-120B"

This particular aircraft was 1 of 2 B707-120's originally ordered by CUBANA DE AVAIACION .... which then saw this airline given the Boeing customer number "# 39". This aircraft was ultimately was not delivered to CUBANA when the US government blocked the sale to the airline over the 1959/1960 CASTRO affair.

This aircraft was then delivered/leased to WESTERN AIRLINES as "N74813" on May 13th 1960 .... and went through a secession of operators over the years. According to my latest Boeing Aircraft production List it was broken up some time after 1986.

Getting back to the point though ....

Boeing aircraft are first identified by their basic airframe type/series definitions .... which in the case of this particular aircraft is a "B707-120B".

Boeing aircraft are also more specifically identified according to their individual customer numbers .... which remain unchanged throughout the life of any Boeing aircraft despite thir transition through subsequent operators over the years.

In this particular case # 39 is/was to have been the Boeing customer designator for CUBANA. Therefore .... a B707-120 built according to CUBANA specification then becomes a "B707-139".. The "B" designator was applied to this aircraft when it was upgraded to fanjet power (with other aerodynamic modifications) to become a "B707-139B"

The error which occurred dring 2006 arose through the mistaken interpretation that this particular B707-139B was a part of the B707-138B family (which it's not) .... obviously by virtue of the fact that 138 and 139 are similar/consecutive numbers. A very asy mistake to make !

The B707-138/138B is a "different/shorter" version of the B707-120/120B airframe. Only 13 of these B707's ever built by Boeing between 1959 and 1962 .... exclusively for QANTAS AIRWAYS .... Boeing customer # 38 .... hence the B707-138/138B designators.

Once again .... there's absolutely no aircraft type/series relationship between the B707-138B TYPE and this particular B707-139B aircraft. Both are completely different/separate.

I hope this helps clear up any remaining confusion !

Mark

[Dan K. Hansen]

All's good that ends good. The aircraft is now placed in the right section, and with Tony's updated textures too (I've reused the old thumbnail though)

Thank you Tony for this, and to Mark for the explanations.

[aerofoto - HJG Admin]

i775.photobucket.com/albums/yy39/aerofotoworld5/th_mercure-panel-2.jpg

That's "COOL" .... because the TEXTURE was always correct to begin with .... meaning the original PREVIEW IMAGE was also correct too.

Thanks Dan .... and Thanks Tony .... for yopur co-operation there !

Mark C
AKL/NZ

[isteps]

Hi,

Tony G: Downloaded the Caledonian textures again and they are working OK, and the new textures make her look even better.

mark: Thanks for the info, great reading.

@dan: Can't leave you out, thanks for updating the web page.