Dunno what it actually covers .... may only cover one type and not all. Need to appreciate/understand the B707 wing, and flap system, changed 3 or 4 times between the 50´s and 70´s .... and the C-135 SERIES are different again.
I have also previously referred you to the following publication in particular ....
4. AIR BRITAIN - THE BOEING 707, 720 AND C-135 (by Tony PITHER)
5. BOEING 707 GROUP - A HISTORY (by Grahan M.SIMONS
6. BOEING 707/720 (by Jim WINCHESTER)
7. BOEING 707 (by Jim WINCHESTER)
8. BOEING 707 - PIONEER JETLINER (by Rene J.FRANCILLION)
quality books and dvds about the 707 and its mechanics, such as engines, landing gear, flaps
I wouldn´t place to much hope/emphasis of videos/DVD´s .... unless these are of aviation industry standard and of the type which accompany AOM and other types of offocial engineering manuals (and I don´t know of the existence of any) .... simply because the duration of most videos/DVD´s is restricted/limited and unless one´s an aviation engineer, or otherwise "very technically inclined", most people simply wouldn´t understand this data at all.
Best stick to the recommended poublications .... and hope for the best.
I’m particularly after info about the 138B
Only 12X B707-138/-138B´s were ever produced by BOEING (and even less -220´s) .... and all went to QANTAS .... then BRANIFF .... and later to other successive oopertors. Unless one can locate "an actual B707-138/-138B BOEING manual (or even a B707-120/-120B BOEING manual .... since the B707-138/-138B is "a direct derivative" of the -120/-120B and its systems are identical), I think one´ll be particularly hard-pressed to locate anything of any technical substance within the public arena .... at least in regard to the -138/-13B specifically.
Post by aerofoto - HJG Admin on Sept 25, 2019 16:40:44 GMT
Just added 4 more book references I´m aware of .... these all being "the best" available.
Plenty of historical information available, but, "technically specific" references (with the exception of R/W AOM´s) are few´n´far between .... "IF" available at all.
Personally .... if you want "B707-138/-13B specific data" .... I´d recommend you visit the QANTAS FOUNDERS MUSEUM at Longreach, since they possess, (and I beleve occasionally fly) one of the last remaining B707-138/-138B´s in the world. In fact it was their ex-QF engineers whom were resposible for reconditiong/restoring the aircraft they have to flight status, whilst it was at Southend, in the UK, and prior to it being flown back home to Australia.
I´d strongly recommend you make "PERSONAL CONTACT" (meaning a personal visit .... since phone calls and emails will get you nowhere). Arrange to meet with the engineers in advance .... and whom hopefully, on the basis of detected genuine interest, might be encoraged into photocopying extracts from "THE OFFICIAL MANUAL" they have for the -138/-138B .... and for the sake of a modest museum donation and/or a round of beers for the engineers.
That´s what I´d recommend you do.
Otherwise you´ll spend a lot of money on books and videos .... for no real gain/advance.
QANTAS AIRWAYS originally expressed interest in the DC-8 .... and negotiated with DOUGLAS accordingly. However .... DOUGLAS was reluctant to compromise it´s basic DC-8 specifications in order to accomodate QANTAS´s requirement for a jetliner with trans-Pacific range. QANTAS then consulted with BOEING .... whom was only too willing to accomadate the airline, by tailoring its B707-120 to meet the airlines requirements .... essentially shortening it/the -120 by 10FT to promote "range" for a minor payload penalty (although certified fo the same MGW as the -120) .... and which resulted in an aircraft marketed as the "B707-138" .... powered by the same WI P&W JT3C-6 turbojets as originally powered the B707-120. 6X B707-138´s were delivered to QANTAS AIRWAYS during 1959. Each of these original aircraft were then upgraded to B707-138B´s between 1961 and 1962 .... powered by the same P&W JT3D (series) fanjet engines as were also powered the B707-120B/-320B/-320B ADV/-320C and B720-B. A further 6X B707-138´s were also delivered to QANTAS from 1962 .... built as -138B´s. QANTAS was the only customer for the B707-138/B series. The B707-138B remained in QANTAS service until 1968/1969 when they were superseded by the larger, and longer ranging, B707-320C´s .... and which remained in QANTAS service until March 25th 1979 when the last of the type (VH-EAG "City OF Alice Springs") was retired from service upon the conclusion of its final SYD/AKL/SYD service. Incidentally .... my civil aviation photography career began "on this very same day" (I was at AKL Internationl Airport and witnessed this historic event) and which I continue to undertake today .... just over 40 year later.
The author was a aero-engineer who worked on the Boeing High-Speed Wind Tunnel, the B-47 project and the Dash-80. Very readable and heavy on the hows and whys for technical details like yaw-dampers and vortex-generators.
Post by aerofoto - HJG Admin on Mar 19, 2020 7:07:59 GMT
I don't think you'll find any published/reference account that covers it in definitive/clear and precise detail although my own (now needing to be replaced/updated) histories of the B707 do come close to discussing this and other details ....
The only way I'm aware of and by which you could probably locate such information "in definitive form" would be through old BOEING/QF engineering manuals from the late 1950's and early to mid 1960's. The QF FOUNDERS MUSEUM at Longreach might have these references .... and might possibly be enticed into photocopying and supplying this data to you .... for "a donation" maybe
The problem with this sort of information in so far as what's easily accessible within the public arena is .... (1) a lot of people (probably most) don't know or know less about these details and to such an extent that even some usually very technical publications don't even make reference to these facts .... and (2) the available public knowledge is often made more difficult for many to understand by virtue of the fact that aircraft specifications (like gear parts and flaps etc) were often altered mid-production (and more than 2 or 3 changes of specification might have been applied to any aircraft type throughout its production period) resulting in the first batch of something featuring "a certain specification" whilst later production batches featured "different specifications" .... all of which applies to the B707/720 family.
Gary (whom was a high-ranking officer in the USAF .... with its C135 program) and I had an in-depth discussion about this back in 2006/7 .... he was our authority on the B707/720/C135 family.
In regard to the NG doors specifically .... I do recall him stating that the B707-120, -138, -220, -320, -420, and -320B EARLY all featured the same, or a similar, NG door specifications which resembled that of the B727-100 .... whilst the B707-320B ADV, and -320C featured the later specification that was more resemblant of that applicable to the B727-200. Between 2002 and 2007 he incorporated these differences (among others too) into as many of our B707 3D models as was either applicable or practical .... as may be evident within this following description of our B707 3D models which I compiled back in 2007 ....
In the case of the B707-138 .... things get really complicated though. QF's first batch of B707's were all delivered as -138's which were built in accordance with the original -120 specification .... BUT .... QF's 2nd batch of -138's were "built and delivered" in accordance with the later/revised -120B specification (which implicated the wing, tail, and NG doors .... among other systems too) .... whereas QF's original -138's were all modified (wing, tail, and systems only .... their wing tip lighting configuration was never altered though .... and which is why Gary produced/we offer both EARLY and LATE B707-138 base packs) "post" delivery. So .... between the original B707-138 and -138B modification of the early aircraft and the later production B707-138B standard "different" features apply to both batches of aircraft.
My above 3D model list will explain some of the obvious differences .... in respect of what;s applicable, and has actually been applied, to the HJG B707/720 3D models .... and my histories should, as I recall, touch on some of the other differences (albeit basically) which apply to all of these aircraft too.
Post by Erik Ingram - HJG on Mar 19, 2020 21:52:55 GMT
Sounds like Mark has it pretty much covered, but this Airlinercafe thread goes into a lot of the details that differentiated all the 707 variants, including the early and late-production 138/138Bs (and the nose gear doors):