Question: Who is the developer of this aircraft?

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title: "Boeing 707" content: Boeing 707 The Boeing 707 is a mid-sized, long-range, narrow-body, four-engine jet airliner built by Boeing Commercial Airplanes from 1958 to 1979. Its name is commonly pronounced as "seven oh seven". Versions of the aircraft have a capacity from 140 to 219 passengers and a range of . Developed as Boeing's first jet airliner, the 707 is a swept-wing design with podded engines. Although it was not the first jetliner in service, the 707 was the first to be commercially successful. Dominating passenger air transport in the 1960s and remaining common through the 1970s, the 707 is generally credited with

title: "Boeing 707" content: ushering in the Jet Age. It established Boeing as one of the largest manufacturers of passenger aircraft, and led to the later series of airliners with "7x7" designations. The later 720, 727, 737, and 757 share elements of the 707's fuselage design. The 707 was developed from the Boeing 367-80, a prototype jet first flown in 1954. A larger fuselage cross-section and other modifications resulted in the initial-production 707-120, powered by Pratt & Whitney JT3C turbojet engines, which first flew on December 20, 1957. Pan American World Airways began regular 707 service on October 26, 1958. Later derivatives included the

title: "Boeing 707" content: shortened long-range 707-138 and the stretched 707-320, both of which entered service in 1959. A smaller short-range variant, the 720, was introduced in 1960. The 707-420, a version of the stretched 707 with Rolls-Royce Conway turbofans, debuted in 1960, while Pratt & Whitney JT3D turbofans debuted on the 707-120B and 707-320B models in 1961 and 1962, respectively. The 707 has been used on domestic, transcontinental, and transatlantic flights, and for cargo and military applications. A convertible passenger-freighter model, the 707-320C, entered service in 1963, and passenger 707s have been modified to freighter configurations. Military derivatives include the E-3 Sentry airborne

title: "Boeing 707" content: reconnaissance aircraft and the C-137 Stratoliner VIP transports. Boeing produced and delivered 1,011 airliners including the smaller 720 series; over 800 military versions were also produced. As of July 2017, there were no active 707s in commercial airline service. During and after World War II, Boeing was known for its military aircraft. The company had produced innovative and important bombers, from the B-17 Flying Fortress and B-29 Superfortress, to the jet-powered B-47 Stratojet and B-52 Stratofortress. The company's civil aviation department lagged far behind Douglas and other competitors, the only noteworthy airliners being the Boeing 314 Clipper and 307 Stratoliner.

title: "Boeing 707" content: During 1949–1950, Boeing embarked on studies for a new jet transport, realizing that any design must be aimed at both the military and civilian markets. At the time, aerial refueling was becoming a standard technique for military aircraft, with over 800 KC-97 Stratofreighters on order. With the advent of the Jet Age, a new tanker was required to meet the USAF's fleet of jet-powered bombers; this was where Boeing's new design would potentially win military orders. Boeing studied numerous wing and engine layouts for its new transport/tanker, some of which were based on the B-47 and C-97, before settling on

title: "Boeing 707" content: 367−80. The "Dash 80" took less than two years from project launch in 1952 to rollout on May 14, 1954, then first flew on July 15, 1954. It was powered by the Pratt & Whitney JT3C turbojet engine, which was the civilian version of the J57 used on many military aircraft of the day, including the F-100 Super Sabre fighter and the B-52 bomber. The prototype was a proof-of-concept aircraft for both military and civilian use. The United States Air Force was the first customer, using it as the basis for the KC-135 Stratotanker aerial refueling platform. Whether the passenger

title: "Boeing 707" content: 707 would be profitable was far from certain. At the time, Boeing was making nearly all of its money from military contracts: Its last passenger transport, the Boeing 377 Stratocruiser, had netted the company a $15 million loss before it was purchased by the Air Force as the KC-97 Stratofreighter. In a demonstration flight over Lake Washington outside Seattle, on August 7, 1955, test pilot Tex Johnston performed a barrel roll in the 367-80 prototype. The 132-inch (3.35 m) wide fuselage of the Dash 80 was large enough for four-abreast (two-plus-two) seating like the Stratocruiser. Answering customers' demands and under

title: "Boeing 707" content: Douglas competition, Boeing soon realized this would not provide a viable payload, so it widened the fuselage to to allow five-abreast seating and use of the KC-135's tooling. Douglas Aircraft had launched its DC-8 with a fuselage width of . The airlines liked the extra space and six-abreast seating, so Boeing increased the 707's width again to compete, this time to . The first flight of the first-production 707-120 took place on December 20, 1957, and FAA certification followed on September 18, 1958. Both test pilots Joseph John "Tym" Tymczyszyn and James R. Gannett were awarded the first Iven C.

title: "Boeing 707" content: Kincheloe Award for the test flights that led to certification. A number of changes were incorporated into the production models from the prototype. A Krueger flap was installed along the leading edge between the inner and outer engines on early 707-120 and −320 models. The initial standard model was the 707-120 with JT3C turbojet engines. Qantas ordered a shorter-bodied version called the 707-138, which was a −120 with six fuselage frames removed, three in front of the wings, and three aft. The frames in the 707 were each 20 in (500 mm) apart, so this resulted in a net shortening

title: "Boeing 707" content: of 10 ft (3 m) to . Because the maximum takeoff weight remained the same as that of the −120 (247,000 lb or 112 t), the −138 was able to fly the longer routes that Qantas needed. Braniff International Airways ordered the higher-thrust version with Pratt & Whitney JT4A engines, the 707-220. The final major derivative was the 707-320, which featured an extended-span wing and JT4A engines, while the 707-420 was the same as the −320, but with Conway turbofan engines. British certification requirements relating to go-arounds with one engine inoperative also forced Boeing to increase the height of the

title: "Boeing 707" content: tail fin on all 707 variants, as well as add a ventral fin, which was retrofitted on earlier −120 and −220 aircraft. These modifications also aided in the mitigation of Dutch roll by providing more stability in yaw. Though initially fitted with turbojet engines, the dominant engine for the Boeing 707 family was the Pratt & Whitney JT3D, a turbofan variant of the JT3C with lower fuel consumption and higher thrust. JT3D-engined 707s and 720s were denoted with a "B" suffix. While many 707-120Bs and -720Bs were conversions of existing JT3C-powered machines, 707-320Bs were available only as newly built aircraft,

title: "Boeing 707" content: as they had a stronger structure to support a maximum takeoff weight increased by , along with modifications to the wing. The 707-320B series enabled nonstop westbound flights from Europe to the US West Coast and from the US to Japan. The final 707 variant was the 707-320C, (C for "Convertible"), which had a large fuselage door for cargo. It had a revised wing with three-sectioned leading-edge flaps, improving takeoff and landing performance and allowing the ventral fin to be removed (although the taller fin was retained). The 707-320Bs built after 1963 used the same wing as the −320C and

title: "Boeing 707" content: were known as 707-320B Advanced aircraft. Production of the passenger 707 ended in 1978. In total, 1,010 707s were built for civilian use, though many of these found their way to military service. The 707 production line remained open for purpose-built military variants until 1991, with the last new-build 707 airframes built as E-3 and E-6 aircraft. Traces of the 707 are still found in the 737, which uses a modified version of the 707's fuselage, as well as the same external nose and cockpit configurations as those of the 707. These were also used on the previous 727, while

title: "Boeing 707" content: the 757 also used the 707 fuselage cross-section. The 707's wings are swept back at 35°, and like all swept-wing aircraft, display an undesirable "Dutch roll" flying characteristic that manifests itself as an alternating yawing and rolling motion. Boeing already had considerable experience with this on the B-47 and B-52, and had developed the yaw damper system on the B-47 that would be applied to later swept-wing configurations like the 707. However, many novice 707 pilots had no experience with this phenomenon, as they were transitioning from straight-wing propeller-driven aircraft such as the Douglas DC-7 and Lockheed Constellation. On one

title: "Boeing 707" content: customer-acceptance flight, where the yaw damper was turned off to familiarize the new pilots with flying techniques, a trainee pilot's actions violently exacerbated the Dutch roll motion and caused three of the four engines to be torn from the wings. The plane, a brand new 707-227, "N7071", destined for Braniff, crash-landed on a river bed north of Seattle at Arlington, Washington, killing four of the eight occupants. In his autobiography, test pilot Johnston describes a Dutch roll incident he experienced as a passenger on an early commercial 707 flight. As the aircraft's movements did not cease and most of the

title: "Boeing 707" content: passengers became ill, he suspected a misrigging of the directional autopilot (yaw damper). He went to the cockpit and found the crew unable to understand and resolve the situation. He introduced himself and relieved the ashen-faced captain who immediately left the cockpit feeling ill. Johnston disconnected the faulty autopilot and manually stabilized the plane "with two slight control movements". The 707 uses engine-driven turbocompressors to supply pressurized air for cabin pressurization. On many commercial 707s, the outer port (number 1) engine mount is distinctly different from the other three, as this engine is not fitted with a turbocompressor. Later-model 707s

title: "Boeing 707" content: typically had this configuration, although American Airlines had turbocompressors on engines 2 and 3 only. Early 707 models often had turbocompressor fairings on all four engines, but with only two or three compressors installed. The JT3D-3B engines are readily identifiable by the large gray secondary air inlet doors in the nose cowl. These doors are fully open (sucked in at the rear) during takeoff to provide additional air. When the engines are throttled back to cruise, the doors are shut. The 707 was the first commercial jet aircraft to be fitted with clamshell-type thrust reversers on each of the four

title: "Boeing 707" content: engines. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, has selected the JT8D-219 as a re-engine powerplant for Boeing 707-based aircraft, calling their modified configuration a 707RE. Northrop Grumman has selected the −219 to re-engine the United States Air Force's fleet of 19 E-8 Joint STARS aircraft, which will allow the J-STARS more time on station due to the engine's greater fuel efficiency. NATO also plans to re-engine their fleet of E-3 Sentry AWACS aircraft. The −219 is publicized as being half the cost of the competing 707 re-engine powerplant, the CFM International

title: "Boeing 707" content: CFM56, and is 40 dB quieter than JT3D engines that are being replaced. The first commercial orders for the 707 came on October 13, 1955, when Pan Am committed to 20 707s and 25 Douglas DC-8s, dramatically increasing their passenger capacity (in available revenue passenger seat-miles per hour/per day) over its existing fleet of propeller aircraft. The competition between the 707 and Douglas DC-8 was fierce. Pan American ordered these planes, when and as they did, so that they would be the operators of the "first-off" production line for each aircraft type. Until their initial batch of the aircraft had

title: "Boeing 707" content: been delivered to them and put into operation, Pan American would have the distinction of being not only the "Launch Customer" for both transcontinental American jets, but the exclusive operator of American intercontinental jet transports for at least a year. The only rival in intercontinental jet aircraft production at the time was the British de Havilland Comet. However, this was never real competition for the American market as the Comet series had been the subject of fatal accidents (due to design flaws) early in its introduction, withdrawn from service, virtually redesigned from scratch, and reintroduced as version -4. It was

title: "Boeing 707" content: also smaller and slower than the 707. Several major airlines committed only to the (second place in the production race) Douglas DC-8. Douglas Aircraft was the more established and preferred (by airlines and their passengers) maker of passenger aircraft at the time. Douglas had correctly decided to await the validation of a larger and more fuel efficient engine (JT4A from Pratt & Whitney), and to design a larger and longer range aircraft around this engine. To stay competitive, Boeing made a late and costly decision to redesign and enlarge the 707's wing to help increase range and payload. The new

title: "Boeing 707" content: version was numbered 707-320. Pan Am was the first airline to operate the 707; the carrier inaugurated 707 service with a christening at National Airport on October 17, 1958, attended by President Eisenhower, followed by a transatlantic flight for VIPs (personal guests of founder Juan Trippe) from Baltimore's Friendship International Airport to Paris. The aircraft's first commercial flight was from Idlewild Airport, New York, to Le Bourget, Paris, on October 26, 1958, with a fuel stop in Gander, Newfoundland. In December, National Airlines operated the first U.S. domestic jet airline flights between New York/Idlewild and Miami, using 707s leased from

title: "Boeing 707" content: Pan Am; American Airlines was the first domestic airline to fly its own jets, on January 25, 1959. TWA started domestic 707-131 flights in March and Continental Airlines started 707-124 flights in June; airlines that had ordered only the DC-8, such as United, Delta, and Eastern, were left without jets until September and lost market share on transcontinental flights. Qantas was the first non-US airline to use the 707s, starting in 1959. The 707 quickly became the most popular jetliner of its time. Its popularity led to rapid developments in airport terminals, runways, airline catering, baggage handling, reservations systems, and

title: "Boeing 707" content: other air transport infrastructure. The advent of the 707 also led to the upgrading of air traffic control systems to prevent interference with military jet operations. As the 1960s drew to a close, the exponential growth in air travel led to the 707 being a victim of its own success. The 707 was now too small to handle the increased numbers of passengers on the routes for which it was designed. Stretching the fuselage was not a viable option because the installation of larger, more powerful engines would need a larger undercarriage, which was not feasible given the design's limited

title: "Boeing 707" content: ground clearance at takeoff. Boeing's answer to the problem was the first wide-body airliner—the Boeing 747. The 707's first-generation engine technology was also rapidly becoming obsolete in the areas of noise and fuel economy, especially after the 1973 oil crisis. In 1982, during the Falklands War, the Argentine Air Force extensively used 707s for long-range maritime patrol, with some of them being intercepted and shepherded away by Royal Navy Sea Harriers, it also led to the conversion of British Nimrods to carry Sidewinder air-to-air missiles after a casual encounter. Trans World Airlines flew the last scheduled 707 flight for passengers

title: "Boeing 707" content: by a US carrier on October 30, 1983, although 707s remained in scheduled service by airlines from other nations for much longer. Middle East Airlines of Lebanon flew 707s and 720s in front-line passenger service until the end of the 1990s. Since LADE of Argentina took its 707-320Bs from regular service in 2007, Saha Airlines of Iran was the last airline to keep 707s in scheduled passenger service until April 2013. Operations of the 707 were threatened by the enactment of international noise regulations in 1985. Shannon Engineering of Seattle developed a hush kit with funding from Tracor, Inc, of

title: "Boeing 707" content: Austin, Texas. By the late 1980s, 172 Boeing 707s had been equipped with the Quiet 707 package. Boeing acknowledged that more 707s were in service than before the hush kit was available. Most remaining 707s are in freighter form, or as business jets. Although certified as Series 100s, 200s, 300s, etc., the different 707 variants are more commonly known as Series 120s, 220s, 320s, and so on, where the "20" part of the designation is Boeing's "customer number" for its development aircraft. The 707-020 was the original designation for what ultimately became the Boeing 720. Launch customer United Air Lines

title: "Boeing 707" content: was a Douglas DC-8 customer and preferred not to be seen as buying the competing 707, hence the 720 designation. American Airlines always referred to its 720s as 707s. The 707-120 was the first production 707 variant, with a longer, wider fuselage, and greater wingspan than the Dash 80. The cabin had a full set of rectangular windows and could seat up to 189 passengers. It was designed for transcontinental routes, and often required a refueling stop when flying across the North Atlantic. It had four Pratt & Whitney JT3C-6 turbojets, civilian versions of the military J57, initially producing 13,000

title: "Boeing 707" content: lb (57.8 kN) with water injection. Maximum takeoff weight was 247,000 lb and first flight was on December 20, 1957. Major orders were the launch order for 20 707-121 aircraft by Pan Am and an American Airlines order for 30 707-123 aircraft. The first revenue flight was on October 26, 1958; 56 were built, plus seven short-bodied −138s; the last −120 was delivered to Western in May 1960. The 707-138 was a −120 with a fuselage 10 ft shorter than the others, with 5 ft (three frames) removed ahead and behind the wing, giving increased range. Maximum takeoff weight was

title: "Boeing 707" content: the same 247,000 lb as the standard version. It was a variant for Qantas, thus had its customer number 38. The seven −138s were delivered to Qantas June–September 1959 and first carried passengers that July. The 707-120B had Pratt & Whitney JT3D-1 turbofan engines, which were quieter, more powerful, and more fuel-efficient, producing each, with the later JT3D-3 version giving . (This thrust did not require water injection, eliminating both the system and 5000–6000 lb of water.) The −120B had the wing modifications introduced on the 720 and a longer tailplane; a total of 72 were built, 31 for American

title: "Boeing 707" content: and 41 for TWA, plus six short-bodied −138Bs for Qantas. American had its 23 surviving −123s converted to 123Bs, but TWA did not convert its 15 -131s. The only other conversions were Pan American's five surviving −121s and one surviving −139, the three aircraft delivered to the USAF as −153s and the seven short-bodied Qantas −138s. The first flight of the −120B was on June 22, 1960, and American carried the first passengers in March 1961; the last delivery was to American in April 1969. Maximum weight was 258,000 lb (117,025 kg) for both the long- and short-bodied versions. The

title: "Boeing 707" content: 707-220 was designed for hot and high operations with more powerful 15,800 lb (70.3 kN) Pratt & Whitney JT4A-3 turbojets. Five of these were produced, but only four were ultimately delivered, with one being lost during a test flight. All were for Braniff International Airways and carried the model number 707-227; the first entered service in December 1959. This version was made obsolete by the arrival of the turbofan-powered 707-120B. The 707-320 Intercontinental is a stretched version of the turbojet-powered 707-120, initially powered by JT4A-3 or JT4A-5 turbojets producing 15,800 lb (70.3 kN) each (most eventually got 17,500 lb (78.4

title: "Boeing 707" content: kN) JT4A-11s). The interior allowed up to 189 passengers, the same as the -120 and -220 series, but improved two-class capacity due to an 80-in fuselage stretch ahead of the wing (from to ), with extensions to the fin and horizontal stabilizer extending the aircraft's length further. The longer wing carried more fuel, increasing range by and allowing the aircraft to operate as true transoceanic aircraft. The wing modifications included outboard and inboard inserts, as well as a kink in the trailing edge to add area inboard. Takeoff weight was increased to initially and to with the higher-rated JT4As and

title: "Boeing 707" content: center section tanks. Its first flight was on January 11, 1958; 69 turbojet 707-320s were delivered through January 1963, the first passengers being carried (by Pan Am) in August 1959. The 707-420 was identical to the −320, but fitted with Rolls-Royce Conway 508 (RCo.12) turbofans (or by-pass turbojets as Rolls-Royce called them) of 18,000 lb (79 kN) thrust each. The first announced customer was Lufthansa. BOAC's controversial order was announced six months later, but the British carrier got the first service-ready aircraft off the production line. The British Air Registration Board refused to give the aircraft a certificate of airworthiness,

title: "Boeing 707" content: citing insufficient lateral control, excessive rudder forces, and the ability to over-rotate on takeoff, stalling the wing on the ground (a fault of the de Havilland Comet 1). Boeing responded by adding 40 inches to the vertical stabilizer, applying full instead of partial rudder boost, and fitting an underfin to prevent over-rotation. These modifications except to the fin under the tail became standard on all 707 variants and were retrofitted to all earlier 707s. The 37 -420s were delivered to BOAC, Lufthansa, Air-India, El Al, and Varig through November 1963; Lufthansa was the first to carry passengers, in March 1960.

title: "Boeing 707" content: The 707-320B had the application of the JT3D turbofan to the Intercontinental, but with aerodynamic refinements. The wing was modified from the −320 by adding a second inboard kink, a dog-toothed leading edge, and curved low-drag wingtips instead of the earlier blunt ones. These wingtips increased overall wingspan by 3.0 ft. Takeoff gross weight was increased to . The 175 707-320B aircraft were all new-build; no original −320 models were converted to fan engines in civilian use. First service was June 1962, with Pan Am. The 707-320B Advanced is an improved version of the −320B, adding the three-section leading-edge flaps

title: "Boeing 707" content: already seen on the −320C. These reduced takeoff and landing speeds and altered the lift distribution of the wing, allowing the ventral fin found on earlier 707s to be deleted. From 1965, -320Bs had the uprated −320C undercarriage allowing the same MTOW. These were often identified as 707-320BA-H. The 707-320C has a convertible passenger–freight configuration, which became the most widely produced variant of the 707. The 707-320C added a strengthened floor and a new cargo door to the −320B model. The wing was fitted with three-section leading-edge flaps which allowed the deletion of the underfin. Three hundred and thirty-five of

title: "Boeing 707" content: these variants were built, including a small number with JT3D-7 engines (19,000 lb or 84.6 kN takeoff thrust) and a takeoff gross weight of . Ironically, most −320Cs were delivered as passenger aircraft, airlines hoping that the cargo door would increase second-hand values. The addition of two additional emergency exits, one on either side aft of the wing raised the maximum passenger capacity to a theoretical 219. Only a few aircraft were delivered as pure freighters. One of the final orders was by the Iranian Government for 14 707-3J9C aircraft capable of VIP transportation, communication, and in-flight refuelling tasks. The

title: "Boeing 707" content: 707-700 was a test aircraft used to study the feasibility of using CFM International CFM56 engines on a 707 airframe and possibly retrofitting existing aircraft with the engine. After testing in 1979, "N707QT", the last commercial 707 airframe, was restored to 707-320C configuration and delivered to the Moroccan Air Force as a tanker aircraft via a "civilian" order. Boeing abandoned the retrofit program, since it felt it would be a threat to the Boeing 757 program. The information gathered from testing led to the eventual retrofitting of CFM56 engines to the USAF C-135/KC-135R models, and some military versions of the

title: "Boeing 707" content: 707 also used the CFM56. The Douglas DC-8 "Super 70" series with CFM56 engines was developed and extended the DC-8's life in a stricter noise regulatory environment. So, more DC-8s than 707s are in service now. The 707-620 was a proposed domestic range-stretched variant of the 707-320B. The 707-620 was to carry around 200 passengers while retaining several aspects of the 707-320B. It would have been delivered around 1968 and would have also been Boeing's answer to the stretched Douglas DC-8 Series 60. Had the 707-620 been built, it would have cost around US$8,000,000. However, engineers discovered that a longer

title: "Boeing 707" content: fuselage and wing meant a painstaking redesign of the wing and landing-gear structures. Rather than spend money on upgrading the 707, engineer Joe Sutter stated the company "decided spending money on the 707 wasn't worth it". The project was cancelled in 1966 in favor of the newer Boeing 747. The 707-820 was a proposed intercontinental stretched variant of the 707-320B. It was to be powered by four Pratt & Whitney JT3D-15 turbofan engines and would have had a extension in wingspan. Two variations were proposed, the 707-820(505) model and the 707-820(506) model. The 505 model would have had a fuselage

title: "Boeing 707" content: longer than the 707-320B and would have carried 209 passengers in mixed-class configuration and 260 passengers in all-economy configuration. The 506 model would have had a fuselage longer than the 707-320B and would have carried 225 passengers in mixed class configuration and 279 passengers in all economy configuration. Like the 707-620, the 707-820 was also set to compete with the stretched DC-8s. The design was being pitched to American, TWA, BOAC, and Pan Am at the time of its proposal in early 1965. The 707-820 would have cost US$10,000,000. Like the 707-620, the 707-820 would have required a massive structural

title: "Boeing 707" content: redesign to the wing and gear structures. The 707-820 was also cancelled in 1966 in favor of the 747. The militaries of the US and other countries have used the civilian 707 aircraft in a variety of roles, and under different designations. (The 707 and U.S. Air Force's KC-135 were developed in parallel from the Boeing 367–80 prototype.) The Boeing E-3 Sentry is a US military airborne warning and control system (AWACS) aircraft based on the Boeing 707 that provides all-weather surveillance, command, control, and communications. The VC-137C variant of the Stratoliner was a special-purpose design meant to serve as

title: "Boeing 707" content: Air Force One, the secure transport for the President of the United States. These models were in operational use from 1962 to 1990. The two aircraft remain on display: SAM 26000 is at the National Museum of the United States Air Force near Dayton, Ohio and SAM 27000 is at the Ronald Reagan Presidential Library in Simi Valley, California. The Canadian Forces also operated the Boeing 707 with the designation CC-137 Husky (707-347C) from 1971 to 1997. Boeing 717 was the company designation for C-135 Stratolifter and KC-135 Stratotanker derivatives of the 367-80. The designation was later reused in renaming

title: "Boeing 707" content: the McDonnell Douglas MD-95 to Boeing 717 after the company was merged with Boeing. Boeing's customer codes used to identify specific options and livery specified by customers was started with the 707, and has been maintained through all Boeing's models. In essence the same system as used on the earlier Boeing 377, the code consisted of two digits affixed to the model number to identify the specific aircraft version. For example, Pan American World Airways was assigned code "21". Thus, a 707-320B sold to Pan Am had the model number 707-321B. The number remained constant as further aircraft were purchased;

title: "Boeing 707" content: thus, when Pan American purchased the 747-100, it had the model number 747-121. In the 1980s, the USAF acquired around 250 used 707s to provide replacement turbofan engines for the KC-135E Stratotanker program. The 707 is no longer operated by major airlines. American actor John Travolta owned an ex-Qantas 707-138B, with the registration "N707JT." In May 2017, he donated the plane to the Historical Aircraft Restoration Society near Wollongong, Australia. The plane will be flown to Illawarra Regional Airport, where HARS is based, once repairs to ensure safe flying condition have been completed. Boeing As of September 2015, the 707

title: "Boeing 707" content: has been in a total of 246 major aviation occurrences and, 172 hull-loss occurrences with 3,022 fatalities. Boeing 707 The Boeing 707 is a mid-sized, long-range, narrow-body, four-engine jet airliner built by Boeing Commercial Airplanes from 1958 to 1979. Its name is commonly pronounced as "seven oh seven". Versions of the aircraft have a capacity from 140 to 219 passengers and a range of . Developed as Boeing's first jet airliner, the 707 is a swept-wing design with podded engines. Although it was not the first jetliner in service, the 707 was the first to be commercially successful. Dominating passenger

Answer: Boeing

Answer: United Aircraft and Transport Corp

Answer: The Boeing Company

Answer: Boeing

Answer: Boeing Company


Question: Which city or region does this facility locate in?

Instruction: Obtain documents that correspond to the inquiry alongside the provided image:

title: "West Norwood Cemetery" content: West Norwood Cemetery West Norwood Cemetery is a cemetery in West Norwood in London, England. It was also known as the South Metropolitan Cemetery. One of the first private landscaped cemeteries in London, it is one of the "Magnificent Seven" cemeteries of London, and is a site of major historical, architectural and ecological interest. Its grounds are a mixture of historic monumental cemetery and modern lawn cemetery, but it also has catacombs, cremation plots and a columbarium for cinerary ashes. The cemetery's crematorium still operates, and cremation plots are still available, but all the conventional burial plots have been allocated

title: "West Norwood Cemetery" content: and hence it is closed to new burials pending further agreement under current burial legislation. The Main gate is located on Norwood Road near the junction with Robson Road, where Norwood Road forks into Norwood High Street and Knights' Hill. It is in the London Borough of Lambeth (SE27). The local authority is the current owner. The site, with some of its neighbouring streets, forms part of a conservation area. Believed by some to hold the finest collection of sepulchral monuments in London, the cemetery features 69 Grade II and Grade II* listed buildings and structures, including a dedicated Greek

title: "West Norwood Cemetery" content: set within railings, painted a historically accurate 'spice' brown. Railings and walls were kept high to dispel fears of body snatchers. There is a second entrance nearby, normally kept locked, in Norwood High Street which is close to West Norwood railway station. It is a mixture of cleared, manicured, and mature landscaping, and includes Anglican and unconsecrated burial grounds, a crematorium, memorial gardens, columbarium, recordia, chapel, vaults and catacombs on top of a gently rolling hill, with views across South London. The larger plots on the central higher ground and by the main drives were originally sold as prime locations

title: "West Norwood Cemetery" content: in 1837. By 2000, there had been 164,000 burials in 42,000 plots, plus 34,000 cremations and several thousand interments in its catacombs "(see also Catacombs of London)". As early as 1711, Sir Christopher Wren advocated the creation of burial grounds on the outskirts of town, "inclosed with a strong Brick Wall, and having a walk round, and two cross walks, decently planted with Yew-trees". In 1830, George Frederick Carden, editor of "The Penny Magazine", successfully petitioned Parliament about the parlous state of London's over-full church burial yards. Over time they passed a number of laws that effectively halted burials in

title: "West Norwood Cemetery" content: London's churchyards, moving them 'to places where they would be less prejudicial to the health of the inhabitants'. In 1836, a specific Parliamentary statute enabled the South Metropolitan Cemetery Company to purchase land from the estate of the late Lord Thurlow in what was then called Lower Norwood and create the second of the 'Magnificent Seven' cemeteries. The new cemetery was consecrated by the Bishop of Winchester on 7 December, 1837, receiving its first burial soon after. Until 1877, the consecrated grounds were overseen by the Diocese of Winchester, and then Rochester, before coming under the authority of Southwark from

title: "West Norwood Cemetery" content: 1905. Architect William Tite was a director of the cemetery company and designed the landscaping, some monuments, and was eventually interred there himself. This was the first cemetery in the UK to be designed in the new Gothic style. It offered a rural setting in open countryside, as it lay outside London at that time. Its design and location attracted the attention of wealthy – and aspirational – Victorians, who commissioned many fine mausoleums and memorials for their burial plots and vaults. The cemetery was built on the site of the ancient Great North Wood, from which Norwood took its

title: "West Norwood Cemetery" content: entrance was flanked with two octagonal towers, and cloisters spanning over the Anglican catacombs. To the north was a Dissenters' chapel, with its north entrance flanked by cloisters over its unconsecrated catacombs. In 1842, a section of the cemetery was acquired by London's Greek community for a Greek Orthodox cemetery, and this soon filled with many fine monuments and large mausoleums, memorialising the history of Anglo-Hellenic families. Grade II*-listed St Stephen's Chapel within the Greek section is sometimes attributed to architect John Oldrid Scott. The Greek necropolis is overseen by the trustees of the Cathedral of Saint Sophia. Another enclosure

title: "West Norwood Cemetery" content: in the south-east corner was acquired by St Mary-at-Hill in the City of London for its own parish burials. The Dissenters' chapel was damaged by a V-1 flying bomb during World War II and rebuilt in 1956. In 1960 the grand Episcopal chapel was levelled, to be replaced by a memorial rose garden over its catacombs. The main office at the front of the cemetery was also damaged by another flying bomb; it was rebuilt after the war in a style more sympathetic to its Gothic surroundings. Between 1978 and 1993, the cemetery achieved several levels of official recognition by

title: "West Norwood Cemetery" content: West Norwood Cemetery have recorded and compiled biographies for of these with: There are also many notables of the time, such as Sir Henry Tate, sugar magnate and founder of London's Tate Gallery, Arthur Anderson, co-founder of the Peninsular & Oriental Steam Navigation Company, Paul Julius Baron von Reuter, founder of the news agency, and the Revd. Charles Spurgeon, Baptist preacher, Isabella Beeton (the famous cookery writer), who died at 28 in childbirth, Lloyd Jones, Co-operative Society activist, to name but a few. The Greek diaspora is well represented, including the Ralli family, Panayis Vagliano, Rodocanachi family, Michalinos Family and

title: "West Norwood Cemetery" content: Princess Eugenie Palaeologue. In 1969, 11,500 remains were taken from the closed burial ground of St George's, Hanover Square in Bayswater, to West Norwood Cemetery and cremated, for burial here. West Norwood Cemetery is one of the Magnificent Seven. It is one of the two cemeteries located south of the river Thames (the other being Nunhead Cemetery). The cemetery is easily reached by public transport: West Norwood Cemetery West Norwood Cemetery is a cemetery in West Norwood in London, England. It was also known as the South Metropolitan Cemetery. One of the first private landscaped cemeteries in London, it is

Answer: London

Answer: Londongrad

Answer: London

Answer: London, England

Answer: London, UK

Answer: London, United Kingdom

Answer: London U.K.

Answer: London UK


Question: Which road, railway or canal does this bridge carry?

Instruction: Using the provided image, obtain documents that address the subsequent question:

title: "Kessock Bridge" content: Kessock Bridge The Kessock Bridge (Gaelic: "Drochaid Cheasaig") carries the A9 trunk road across the Beauly Firth at Inverness, Scotland. The Kessock Bridge is a cable-stayed bridge across the Beauly Firth, an inlet of the Moray Firth, between the village of North Kessock and the city of Inverness in the Scottish Highlands. The bridge has a total length of 1,056 metres (3,465 feet) with a main span of 240 metres (787 feet). Designed by German engineer Hellmut Homberg and built by Cleveland Bridge, it is similar to a bridge across the Rhine in Düsseldorf. The Beauly Firth is a navigable

title: "Kessock Bridge" content: waterway and hence the bridge is raised high over sea level. The four bridge towers dominate the Inverness skyline, especially at night when they are lit. The bridge carries the A9 trunk road north from Inverness to the Black Isle. It is the southernmost of the "Three Firths" crossings (Beauly, Cromarty and Dornoch) which has transformed road transport in the Highlands. It has proved a key factor in the growth of the city of Inverness. To protect against any potential seismic activity of the Great Glen Fault, the bridge includes seismic buffers in its construction. These buffers are at the

title: "Kessock Bridge" content: Gussasphalt, supplied by Stirling Lloyd’s partners Aeschlimann AG. The project was managed by Stirling Lloyds Darren Holmes, the improvement programme, being carried out on behalf of Transport Scotland, will, once completed, give the bridge deck surfacing a predicted life expectancy of over 30 years. Kessock Bridge The Kessock Bridge (Gaelic: "Drochaid Cheasaig") carries the A9 trunk road across the Beauly Firth at Inverness, Scotland. The Kessock Bridge is a cable-stayed bridge across the Beauly Firth, an inlet of the Moray Firth, between the village of North Kessock and the city of Inverness in the Scottish Highlands. The bridge has a

Answer: A9 road

Answer: A9

Answer: A9 road


Question: Which city or region does this town locate in?

Instruction: With the provided image, gather documents that offer a solution to the question:

title: Orpington content: Orpington Orpington is a town and electoral ward in the London Borough of Bromley, Greater London, England, at the south-eastern edge of London's urban sprawl. It is identified in the London Plan as one of 35 major centres in Greater London. Before the creation of Greater London in 1965, Orpington was in the county of Kent. Stone Age tools have been found in several areas of Orpington, including Goddington Park, Priory Gardens, the Ramsden estate, and Poverest. Early Bronze Age pottery fragments have been found in the Park Avenue area. During the building of Ramsden Boys School in 1956, the

title: Orpington content: Orpington has been part of the London Borough of Bromley since the 1st of April 1965, previous to this Orpington's local government was the Orpington Urban District. Orpington forms part of the Orpington (UK Parliament constituency) and the current MP is Jo Johnson who has held the seat since 2010. Gareth Bacon is the London Assembly member for the Bexley and Bromley constituency in which Orpington is located. Orpington's mayor is Councillor Ian Payne due to Orpington being a part of the London Borough of Bromley. 2011 census data reports that the population of Orpington is 15,311 with 52% being

title: Orpington content: by Westcombe Park RFC, Orpington Cricket Club and Orpington Football Club. Westcombe Park RFC competes in National League 3 London & SE (four leagues below premiership rugby). 'Combe' moved from the Blackheath area to Orpington in 1936. Cray Wanderers F.C., established in 1860 no longer plays in Orpington, but now shares a ground with Bromley F.C. On 3 October 2014 Cray Wanderers signed a conditional contract to purchase Flamingo Park Sports Centre on the A20 Sidcup bypass. The club subsequently obtained planning permission from Bromley Council for a new sporting community hub, featuring a new multi-sport stadium with a spectator

title: Orpington content: with Darrick Wood School. Bromley Indoor Bowls Club is situated off Gillmans Road. Lawn bowls is played at the Excelsior Club in Poverest Recreation Ground. Knoll Lawn Tennis Club has (despite its name) five tarmac courts tucked away among the houses of Mayfield Avenue and Lynwood Grove. Bromley Tennis Centre (six indoor courts and four floodlit outdoor courts) is in the grounds of Newstead Wood School. Construction work on a new cinema complex at The Walnuts Centre commenced in 2014; the seven screen Odeon Cinema opened on 26 February 2016. Orpington was without a cinema since 1982, when the old

title: Orpington content: Commodore cinema closed. Education in Orpington is managed by the London Borough of Bromley which is the Local Education Authority. The town contains a full range of primary and secondary schools. The state secondary schools include St. Olave's Grammar School and Newstead Wood School, which both select students on the basis of their performance in a highly competitive entrance examination. The Orpington campus of Bromley College, Bromley is a further education college. It is affiliated with the University of Greenwich and Canterbury Christ Church University. The Orpington campus of Bromley College is the tallest building in Orpington and was built

title: Orpington content: in 1972. Orpington railway station is a transport hub served by Southeastern with trains to Central London stations Charing Cross and Cannon Street via Grove Park, as well as Victoria via Bromley South and Herne Hill. Outside Greater London, services call at Sevenoaks, Tunbridge Wells and Hastings. Orpington is served by many Transport for London bus services as well as an Arriva Kent Thameside service and a Go Coach Buses service. The M25 ring-road around London passes Orpington to the south of the town and three A roads, the A208, A224 and A232 pass through the area. Additionally the A21

Answer: London Borough of Bromley

Answer: Bromley

Answer: London Borough of Bromley

Answer: Bromley (unparished area)