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: Who occupies this building?

Instruction: Utilizing the given image, obtain documents that respond to the following question:

title: "Lloyd's building" content: Lloyd's building The Lloyd's building (sometimes known as the Inside-Out Building) is the home of the insurance institution Lloyd's of London. It is located on the former site of East India House in Lime Street, in London's main financial district, the City of London. The building is a leading example of radical Bowellism architecture in which the services for the building, such as ducts and lifts, are located on the exterior to maximise space in the interior. Twenty-five years after completion in 1986, the building received Grade I listing in 2011; it was the youngest structure ever to obtain this

title: "Lloyd's building" content: status. It is said by Historic England to be "universally recognised as one of the key buildings of the modern epoch". The first Lloyd's building (address 12 Leadenhall Street) had been built on this site in 1928. In 1958, due to expansion of the market, a new building was constructed across the road at 51 Lime Street (now the site of the Willis Building). Lloyd's now occupied the Heysham Building and the Cooper Building. By the 1970s Lloyd's had again outgrown these two buildings and proposed to extend the Cooper Building. In 1978, the corporation ran an architectural competition which

title: "Lloyd's building" content: attracted designs from practices such as Foster Associates, Arup and I.M. Pei. Lloyd's commissioned Richard Rogers to redevelop the site, and the original 1928 building on the western corner of Lime and Leadenhall Streets was demolished to make way for the present one which was officially opened by Queen Elizabeth II on 18 November 1986. The 1928 building's entrance at 12 Leadenhall Street was preserved and forms a rather incongruous attachment to the 1986 structure. Demolition of the 1958 building commenced in 2004 to make way for the 26-storey Willis Building. The current Lloyd's building (address 1 Lime Street) was

title: "Lloyd's building" content: designed by the architect company Richard Rogers and Partners (now Rogers Stirk Harbour + Partners) and built between 1978 and 1986. Bovis was the management contractor. Like the Pompidou Centre in Paris (designed by Renzo Piano and Rogers), the building was innovative in having its services such as staircases, lifts, ductwork, electrical power conduits and water pipes on the outside, leaving an uncluttered space inside. The 12 glass lifts were the first of their kind in the United Kingdom. Like the Pompidou Centre, the building was highly influenced by the work of Archigram in the 1950s and 1960s. The building

title: "Lloyd's building" content: consists of three main towers and three service towers around a central, rectangular space. Its core is the large Underwriting Room on the ground floor, which houses the Lutine Bell within the Rostrum. Also on the first floor is loss book which for 300 years has had entries of significant losses entered by quill. The Underwriting Room (often simply called "the Room") is overlooked by galleries, forming a high atrium lit naturally through a huge barrel-vaulted glass roof. The first four galleries open onto the atrium space, and are connected by escalators through the middle of the structure. The higher

title: "Lloyd's building" content: floors are glassed in and can only be reached via the exterior lifts. The 11th floor houses the Committee Room (also known as the Adam Room), an 18th-century dining room designed for the 2nd Earl of Shelburne by Robert Adam in 1763; it was transferred piece by piece from the previous (1958) Lloyd's building across the road at 51 Lime Street. The Lloyd's building is to the roof, with 14 floors. On top of each service core stand the cleaning cranes, increasing the overall height to . Modular in plan, each floor can be altered by addition or removal of

title: "Lloyd's building" content: partitions and walls. In 2008 the Twentieth Century Society called for the building to be Grade I listed and in 2011 it was granted this status. The building was previously owned by Dublin-based real estate firm Shelbourne Development Group, who purchased it in 2004 from a German investment bank. In July 2013 it was sold to the Chinese company Ping An Insurance in a £260 million deal. It is seen on the cover of British pop group Five Star's 1986 album "Silk and Steel"; Hundred Reasons' debut album "Ideas Above Our Station"; and the 2001 reissue of British electronic musician

title: "Lloyd's building" content: Mike Paradinas' 1993 album "Tango n' Vectif", under the alias µ-ziq. Lloyd's building The Lloyd's building (sometimes known as the Inside-Out Building) is the home of the insurance institution Lloyd's of London. It is located on the former site of East India House in Lime Street, in London's main financial district, the City of London. The building is a leading example of radical Bowellism architecture in which the services for the building, such as ducts and lifts, are located on the exterior to maximise space in the interior. Twenty-five years after completion in 1986, the building received Grade I listing

Answer: Lloyd's of London

Answer: Lloyd's of London

Answer: Lloyd's


Question: Which location has this animal invaded?

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

title: "Wild boar" content: respectively. It has a long history of association with humans, having been the ancestor of most domestic pig breeds and a big-game animal for millennia. Boars have also re-hybridized in recent decades with feral pigs; these boar–pig hybrids have become a serious pest animal in Australia, Canada, and the United States. As true wild boars became extinct in Great Britain before the development of Modern English, the same terms are often used for both true wild boar and pigs, especially large or semi-wild ones. The English 'boar' stems from the Old English , which is thought to be derived from

Answer: Australia

Answer: Australia

Answer: Australinea

Answer: Australia (continent)

Answer: Sahul

Answer: Meganesia


Question: Which company manufactures this vehicle?

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

title: "Eagle Talon" content: Eagle Talon The Eagle Talon is a two-door 2+2, Front-wheel drive (FWD) or All-wheel drive (AWD) hatchback coupé manufactured and marketed between 1989 and 1998 and sold by Eagle along with rebadged variants the Plymouth Laser and Mitsubishi Eclipse. The last year for the Eagle Talon - as well as the Eagle division of Chrysler - was 1998. The Talon, Laser and Eclipse were badge variants using the Chrysler D platform, manufactured at the DSM (Diamond Star Motors joint venture between Chrysler and Mitsubishi) manufacturing plant in Normal, Illinois. All three vehicles were mechanically identical (when comparing the same option

title: "Eagle Talon" content: level) including engine, transmission, and drivetrain. Cosmetically, differences between the three were found in wheels, availability of colors, tail lights, front and rear bumpers, and spoilers. The Talon featured two-tone body color with a black 'greenhouse' (roof, pillars, door-mounted mirrors) regardless of the body color. The variants featured 5-speed manual or 4-speed automatic transmissions and a hood bulge on the left-hand side of the car in order for camshaft clearance on the "4G63" engine. The base model DL did not use this engine but still had a bulge as evident in the 1992 Talon brochure. 2nd Generation cars all had

title: "Eagle Talon" content: such a bulge, even with the inclusion of the 420A engine. The first generation Talon was released in mid-1989 as a 1990 model and ran through 1994. This era of DSM vehicles is commonly referred to as the first generation, or "1G" for short. However, there were two 1G styles. The "1GA" models of 1990–1991 featured pop-up headlights lights and a "6-bolt" engine, while the "1GB" model of 1992–1994 featured composite style headlights with integrated turn signals. The 1993–1994 base model DL was front-wheel drive and used a 92-horsepower 1.8 L engine ("4G37"). The ES model (or just the base

title: "Eagle Talon" content: Talon before 1993) sported a naturally aspirated 2.0 L 135 hp Mitsubishi 4G63 engine. The TSi and TSi AWD models used the same engine but added an intercooled Mitsubishi "14b" turbocharger producing 11.06 psi of peak boost from the factory, resulting in on TSi AWD models. The front-drive TSi produced only 190 hp due to a more restrictive exhaust system, and the automatics produced due to a 13g turbo. The "six-bolt" engine on all Talons built before April 1992 refers to the number of bolts connecting the flywheel to the crankshaft. All 1G Talons built after April 1992.5 received a

title: "Eagle Talon" content: freer revving "7-bolt" engine borrowed from the 1992 Mitsubishi Lancer Evolution's lighter rods and seven-bolt crankshaft. The Eagle Talon was consistently featured on "Car and Driver" magazine's Ten Best list for 1990–1992. The Talon "Turbo" was on "Car and Driver" magazine's Ten Best list for 1989–1992. The second generation (or "2G") Eagle Talon was introduced in 1995 simultaneously with its Mitsubishi Eclipse counterpart, while the Plymouth Laser model was eliminated. Mechanically, the new Talon and Eclipse models were almost identical with the engines in the turbocharged versions receiving a modest increase in output thanks to a redesigned intake and exhaust,

title: "Eagle Talon" content: higher 8.5:1 (vs. 7.8:1) compression pistons, and new turbocharger. The new T25 turbocharger, provided by Garrett, had boost increased to 12 psi of peak boost and was smaller than the previous Mitsubishi built 14b turbo that was on 1G models. The T25 did spool up faster than the previous turbocharger in order to increase the turbo response or reduce turbo lag. The other important change concerned the suspension. While the 1G had MacPherson struts in the front, the 2G had double-wishbone in the front and multilink suspension in the rear. The double wishbone suspension gave the 2G a much better

title: "Eagle Talon" content: roll-camber curve in the front, allowing for much better handling. From an aesthetic standpoint, the differences between the Eagle Talon and its Mitsubishi equivalent were somewhat more substantial than exhibited in the first generation models. These differences were most obvious at the rear of the car. For example, the rear fascia of the Talon featured a bumper cap with a dip in the middle to allow for a high-mounted rear license plate; rear light clusters incorporating amber turn signals (the Eclipse used red turn signals); reverse lights as part of the main rear tail light clusters (the Eclipse's reverse lights

title: "Eagle Talon" content: were mounted separately and lower around the mid-mounted license plate); and a sickle-shaped rear spoiler for the TSi and TSi AWD version mounted at the base of the rear window that was painted black regardless of body color (the Eclipse used a body colored, conventional "basket handle" spoiler mounted on the rear deck). Other differences included the air intake beneath the front bumper, which did not have a body-colored splitter (minor difference), and the absence of side skirts. Also, the hard-top Talon featured a black roof while the Eclipse had a body colored top. For model year 1997, a design

title: "Eagle Talon" content: update occurred for both the Talon and the Eclipse that is sometimes referred to as ""2Gb"". The update was primarily limited to the non-metal portions of the car. The front and rear fascias were heavily revised to incorporate more aggressive looking features. At the front, a larger air intake was created and the "Eagle" emblem was enlarged and embossed into the center of the bumper cap (as opposed to a badge that inset into a similarly shaped hole). At the rear, a new high-mount spoiler was introduced that projected further into the airstream, replacing the flush-mounted sickle spoiler. Added plastic

title: "Eagle Talon" content: moldings on the bumper caps and doors completed the revisions to the body. Lastly, on the TSi and TSi AWD models, the aluminum wheels were increased to and incorporated more angles replacing the curved 5-spoke wheel. Another important, non-cosmetic change concerned the driveline. There was a slight change in gear ratios and the number of splines on the shaft feeding power to the transfer case was altered. The TSi and TSi AWD models again featured an intercooled turbocharged engine, now replacing the 14B Mitsubishi turbo with a Garrett "T25" model. Although the "T25" was a smaller turbo, it spooled faster

title: "Eagle Talon" content: at a lower rpm resulting in increased low end acceleration performance. The TSi AWD model retained the all-wheel drive drivetrain system. ESi: 2.0 liter DOHC 4-cylinder engine, 5 speed manual transmission, 4-wheel disc brakes, driver and passenger air bags, variable-assist power steering, cloth reclining front bucket seats, folding rear seat, front console with storage and armrest, tinted glass, tachometer, coolant temperature gauge, trip odometer, map lights, dual remote mirrors, visor mirrors, AM/FM radio, digital clock, remote fuel door and hatch releases, tilt steering column, intermittent wipers, rear wiper/washer, rear spoiler, color-keyed bodyside moldings, 195/70R14 tires, wheel covers. TSi adds: turbocharged

title: "Eagle Talon" content: engine, sport-tuned exhaust system, upgraded suspension, driver's seat lumbar support adjustment, split folding rear seat, leather-wrapped steering wheel and manual gearshift handle, power mirrors, turbo boost and oil pressure gauges, cassette player, lighted visor mirrors, rear defogger, cargo-area cover, cargo net, lower bodyside cladding, fog lamps, 205/55/R16 tires, alloy wheels. TSi AWD adds: permanent all wheel drive, cruise control, power door locks and windows, 215/55/VR16 Eagle offered various option packages as well as optional equipment that could be added individually. Option Packages: Optional Equipment: By 1998, the Talon was the last model in the declining Eagle lineup and the rarest

title: "Eagle Talon" content: Talon model year. Amid declining sales, Chrysler management decided to stop promoting the Eagle brand. The last Eagle Talon rolled off the assembly line on February 10, 1998. In 1994, a concept car called the "Eagle Jazz" was developed for the 1995 automobile show circuit. "It was a sporty sedan with a rounded hatchback tail. Built into that was a hatch-within-a-hatch, so a driver could easily open the rear end to store cargo." It was considered by some to have "a strange resemblance to a 4-door Eagle Talon". The Talon won the SCCA World Challenge touring car championship from 1990

title: "Eagle Talon" content: to 1991 and the GT Touring championship from 1993-1995. Along with Oldsmobile, Eagle is one of only two American brands to win the TC championship. Eddie Garrison drove a 1997 Eagle Talon TSi to Rookie of the Year honors in the 2007 Grand Bayou Race Series hosted by No Problem Raceway in Belle Rose, LA. Garrison also won the Touring Car Class in the same Red Line Oil, K&N Engineering, DSM Tuners sponsored Eagle Talon in 2008. Some of the Eagle Jazz concept design and ideas resurfaced in the second-generation Chrysler Concorde. The TSi nameplate appeared on Jeep's Grand Cherokee

title: "Eagle Talon" content: for the 1997 and 1998 model year. The model, which was the sportier among the Jeep Grand Cherokee line-up (with the exception of the 5.9 Limited) featured trim reminiscent of Talon's TSi model, including a similar Indigo blue trim and monochromatic scheme found on the Talon. The TSi reappeared once again, as a high-performance model for the Chrysler Sebring sedan, for the 2005 and 2006 year model The Eagle Talon has appeared in several video games such as the Gran Turismo and Forza Motorsport series. Eagle Talons (along with their Eclipse siblings) are very popular in the sport-compact tuning realm

title: "Eagle Talon" content: because of their performance and handling. There is a considerable number of aftermarket companies who offer performance parts for Talons of all years. Club DSM was an international owners group that at its peak boasted over 3000 members - founded by Todd Day. The annual club meet was at the "DSM Shootout" which had its first event in 1996 in Norwalk Ohio. The DSM Shootout was regularly sponsored by Buschur Racing and other specialty shops. Legacies of this club reach across the nation and globe. Eagle Talon The Eagle Talon is a two-door 2+2, Front-wheel drive (FWD) or All-wheel drive

Answer: Eagle

Answer: Eagle


Question: who/what operates this aircraft?

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

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: 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: 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: 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: 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: 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: 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: Lufthansa

Answer: Trans World Airlines

Answer: Sabena

Answer: Continental Airlines

Answer: American Airlines

Answer: Air France

Answer: British Airways

Answer: Pan Am

Answer: BAW

Answer: AAL

Answer: Compagnie Nationale Air France

Answer: Société Air France

Answer: TWA

Answer: British Airways plc

Answer: Societe Air France SA

Answer: Trans World Airlines, Inc.

Answer: Lufthansa German Airlines

Answer: Lufthansa

Answer: AF

Answer: SABENA

Answer: PAA

Answer: Pan American World

Answer: AA

Answer: Pan Am

Answer: American Airlines

Answer: Pan American World Airways Inc.

Answer: Air Charter International

Answer: Pan American World Airways

Answer: AMR Corporation

Answer: Atlas-Gruppe

Answer: Trans World Airlines, TWA

Answer: Societe Air France

Answer: American Airways

Answer: Deutsche Lufthansa Aktiengesellschaft

Answer: DLH

Answer: Societé Anonyme Belge d'Exploitation de la Navigation Aérienne

Answer: Deutsche Lufthansa AG

Answer: Société Air France, S.A.

Answer: Pan-Am

Answer: Airfrance

Answer: Sabena

Answer: American Air Lines

Answer: BA

Answer: LH

Answer: PanAm

Answer: AIRFRANCE

Answer: British Airways

Answer: Belgian Corporation for Air Navigation Services

Answer: Continental Airlines

Answer: Air France

Answer: Société Aerienne Francaise d'Affretement

Answer: Trans World Airlines

Answer: Deutsche Lufthansa

Answer: Cie Nationale Air France

Answer: American Airlines, Inc.

Answer: Pan American Airways

Answer: TWA Trans World Airlines


Question: what is the date this vehicle took the first flight?

Instruction: Utilizing the given image, obtain documents that respond to the following question:

title: "Fokker 70" content: Fokker 70 The Fokker 70 is a narrow-body, twin-engined, medium-range, turbofan regional airliner produced by Fokker as a smaller version of the Fokker 100. Both the F70 and F100 were preceded by the first jet airliner manufactured by Fokker, the Fokker F28 Fellowship. Since its first flight in 1993, 47 aircraft, plus one prototype, have been manufactured and 23 are still in active service with airlines around the world. The Fokker company of the Netherlands started to develop the airliner in November 1992 with an aim to replace its aging Fokker F28 airliner, with a more modern and fuel efficient

title: "Fokker 70" content: aircraft. The Fokker 70's first flight occurred on 4 April 1993, at the company's base at Woensdrecht in southern Netherlands, and had a duration of three hours. Following its first flight, the Fokker 70 was flown to Granada and Spain, where many hours were logged in order to obtain the certification at the end of 1994. The first production aircraft first flew in July 1994. Certification was granted on 14 October 1994, while the first delivery of a Fokker 70 to a customer, Ford Motor Company (in an "Executive Jet" configuration), occurred later in the same month. The launch customer

title: "Fokker 70" content: and 2 governments: Fokker 70 The Fokker 70 is a narrow-body, twin-engined, medium-range, turbofan regional airliner produced by Fokker as a smaller version of the Fokker 100. Both the F70 and F100 were preceded by the first jet airliner manufactured by Fokker, the Fokker F28 Fellowship. Since its first flight in 1993, 47 aircraft, plus one prototype, have been manufactured and 23 are still in active service with airlines around the world. The Fokker company of the Netherlands started to develop the airliner in November 1992 with an aim to replace its aging Fokker F28 airliner, with a more modern

Answer: 1993 4 4

Answer: 1992 4 4

Answer: 1993

Answer: 4 4 1993

Answer: 4 4 1992

Answer: 1993 April 4

Answer: 1992

Answer: 4 4 1994

Answer: 1994 April 4

Answer: 4 April 1992

Answer: April 4 1993

Answer: 4 April 1993

Answer: April 4 1992

Answer: 4 April 1994

Answer: 1994

Answer: 1994 4 4

Answer: 1993 4 4

Answer: 1992 April 4

Answer: April 4 1994


Question: what was the date this aircraft enter into service?

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

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: 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: 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: 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: 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: 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: 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: 1958 10 1

Answer: 1 October 1958

Answer: 1958 October 1

Answer: 1 October 1957

Answer: 1959

Answer: 1 10 1957

Answer: October 1 1958

Answer: 1 10 1958

Answer: 1 October 1959

Answer: 1957 10 1

Answer: 1959 10 1

Answer: 1958

Answer: 1957

Answer: October 1 1959

Answer: October 1 1957

Answer: 1957 October 1

Answer: 1959 October 1

Answer: 1 10 1959

Answer: 10 1 1958

Answer: 1958 10 1

Answer: 10 1 1959

Answer: 10 1 1957


Question: what is the date this aircraft took the first flight?

Instruction: Utilizing the given image, obtain documents that respond to the following question:

title: "McDonnell Douglas MD-11" content: year. The first flight was originally planned to occur in March 1989, but numerous problems with the manufacturing, delays with suppliers producing essential components and labor industrial actions delayed the ceremonial roll out of the prototype until September of that year. The following months were used to prepare the prototype for its maiden flight, which finally happened on January 10, 1990. The first two aircraft manufactured were intended for FedEx and thus, were already fitted with the forward side cargo door. They remained with the manufacturer as test aircraft until 1991 before being completely converted to freighters and delivered to

title: "McDonnell Douglas MD-11" content: their customer. FAA certification was achieved on November 8, 1990 while the European Joint Aviation Authorities (JAA) certified the MD-11 on October 17, 1991 after approximately 200 separate issues were resolved. Fuselage sections for the DC-10, KC-10, and MD-11 were built by General Dynamics' Convair Division. Yugoslav Airlines, already flying several DC-10s, became the first customer of the MD-11. Three aircraft were manufactured but were never delivered due to the Yugoslav Wars. The first MD-11 was delivered to Finnair on December 7, 1990 and it accomplished the first revenue service by an MD-11 on December 20, 1990, carrying passengers from

title: "McDonnell Douglas MD-11" content: long haul routes. Pre-flight estimates indicated that the P&W-powered MD-11 was to have a range with of payload. With the Phase 1 drag reduction in place then, the aircraft could only achieve its full range with of payload, or a reduced range of with a full payload. In 1990, McDonnell Douglas, along with Pratt & Whitney and General Electric began a modification program known as the Performance Improvement Program (PIP) to improve the aircraft's weight, fuel capacity, engine performance and aerodynamics. McDonnell Douglas worked with NASA's Langley Research Center to study aerodynamic improvements. The PIP lasted until 1995 and recovered

title: "McDonnell Douglas MD-11" content: manual flight similar to those of the DC-10, despite a smaller tailplane to reduce drag and increase fuel efficiency. The MD-11 incorporates hydraulic fuses not included in the initial DC-10 design, to prevent catastrophic loss of control in event of hydraulic failure. In 1987, the program was to cost $1.5 billion: $500 million for development and almost $1 billion for tooling and inventory, and the first 52 firm orders totalled $5 billion, $95 million each while the A340 sold for $67 million. At certification in 1990, $2.5 billion were invested in initial production inventory, and $700 million for engineering, tools

Answer: 1990 1 10

Answer: 10 January 1990

Answer: 1990 1 10

Answer: 1 10 1991

Answer: 10 1 1989

Answer: 1991 1 10

Answer: 1989 January 10

Answer: 1990 January 10

Answer: 1990

Answer: 1991

Answer: 1991 January 10

Answer: January 10 1989

Answer: 1 10 1989

Answer: 10 1 1991

Answer: 1989 1 10

Answer: 10 January 1991

Answer: January 10 1991

Answer: 10 January 1989

Answer: January 10 1990

Answer: 1989

Answer: 1 10 1990

Answer: 10 1 1990


Question: Where are organization initially formed?

Instruction: Using the given image, access documents that provide insights into the following question:

title: Boeing content: Boeing The Boeing Company () is an American multinational corporation that designs, manufactures, and sells airplanes, rotorcraft, rockets, satellites, and missiles worldwide. The company also provides leasing and product support services. Boeing is among the largest global aircraft manufacturers; it is the fifth-largest defense contractor in the world based on 2017 revenue, and is the largest exporter in the United States by dollar value. Boeing stock is included in the Dow Jones Industrial Average. Boeing was founded by William Boeing on July 15, 1916, in Seattle, Washington. The present corporation is the result of merger of Boeing with McDonnell Douglas

title: Boeing content: on the "Fortune" magazine "Fortune 500" list (2018), ranked 64th on the "Fortune Global 500" list (2018), and ranked 25th on the "World's Most Admired Companies" list (2018). In March 1910, William E. Boeing bought Heath's shipyard in Seattle on the Duwamish River, which later became his first airplane factory. Boeing was incorporated in Seattle by William Boeing, on July 15, 1916, as "Pacific Aero Products Co". Boeing was later incorporated in Delaware; the original Certificate of Incorporation was filed with the Secretary of State of Delaware on July 19, 1934. Boeing, who studied at Yale University, worked initially in

title: Boeing content: the timber industry, where he became wealthy and learned about wooden structures. This knowledge proved invaluable in his subsequent design and assembly of airplanes. The company stayed in Seattle to take advantage of the local supply of spruce wood. One of the two "B&W" seaplanes built with the assistance of George Conrad Westervelt, a U.S. Navy engineer, took its maiden flight on June 15, 1916. Boeing and Westervelt decided to build the B&W seaplane after having flown in a Curtiss aircraft. Boeing bought a Glenn Martin "Flying Birdcage" seaplane (so called because of all the guy-wires holding it together) and

title: Boeing content: was taught to fly by Glenn Martin himself. Boeing soon crashed the Birdcage and when Martin informed Boeing that replacement parts would not become available for months, Boeing realized he could build his own plane in that amount of time. He and his friend Cdr. G.C. Westervelt agreed to build a better airplane and soon produced the B&W Seaplane. This first Boeing airplane was assembled in a lakeside hangar located on the northeast shore of Seattle's Lake Union. Many of Boeing's early planes were seaplanes. On April 6, 1917, the U.S. declared war on Germany and entered World War I.

title: Boeing content: aircraft companies from selling any new airplanes, driving many out of business. Others, including Boeing, started selling other products. Boeing built dressers, counters, and furniture, along with flat-bottom boats called Sea Sleds. In 1919 the Boeing B-1 flying boat made its first flight. It accommodated one pilot and two passengers and some mail. Over the course of eight years, it made international airmail flights from Seattle to Victoria, British Columbia. On May 24, 1920, the Boeing Model 8 made its first flight. It was the first plane to fly over Mount Rainier. In 1923, Boeing entered competition against Curtiss to

title: Boeing content: took place in 1968, at the massive new factory in Everett, about an hour's drive from Boeing's Seattle home. The aircraft made its first flight a year later. The first commercial flight occurred in 1970. The 747 has an intercontinental range and a larger seating capacity than Boeing's previous aircraft. Boeing also developed hydrofoils in the 1960s. The screw-driven USS "High Point" (PCH-1) was an experimental submarine hunter. The patrol hydrofoil USS "Tucumcari" (PGH-2) was more successful. Only one was built, but it saw service in Vietnam and Europe before running aground in 1972. Its waterjet and fully submersed flying

title: Boeing content: than a year. Its bet for the future, the 747, was delayed in production by three months because of problems with its Pratt & Whitney engines. Then in March 1971, Congress voted to discontinue funding for the development of the Boeing 2707 supersonic transport (SST), the US's answer to the British-French Concorde, forcing the end of the project. Commercial Airplane Group, by far the largest unit of Boeing, went from 83,700 employees in 1968 to 20,750 in 1971. Each unemployed Boeing employee cost at least one other job in the Seattle area, and unemployment rose to 14 percent, the highest

title: Boeing content: 1995, Boeing chose to demolish the headquarters complex on East Marginal Way South instead of upgrading it to match new seismic standards. The headquarters were moved to an adjacent building and the facility was demolished in 1996. In 1997, Boeing was headquartered on East Marginal Way South, by King County Airport, in Seattle. In 1996, Boeing acquired Rockwell's aerospace and defense units. The Rockwell business units became a subsidiary of Boeing, named Boeing North American, Inc. In August 1997, Boeing merged with McDonnell Douglas in a US$13 billion stock swap, with Boeing as the surviving company. Following the merger, the

title: Boeing content: purchasing Hughes Electronics. Hughes Space and Communications Company, which had pioneered the satellite communications field. In September 2001, Boeing moved its corporate headquarters from Seattle to Chicago. Chicago, Dallas and Denver – vying to become the new home of the world's largest aerospace concern – all had offered packages of multimillion-dollar tax breaks. Its offices are located in the Fulton River District just outside the Chicago Loop. On October 10, 2001, Boeing lost to its rival Lockheed Martin in the fierce competition for the multibillion-dollar Joint Strike Fighter contract. Boeing's entry, the X-32, was rejected in favor of Lockheed's X-35

title: Boeing content: the size of the ruling against Airbus and that it required few changes in its operations. Boeing has received $8.7 billion in support from Washington state. In May 2006, four concept designs being examined by Boeing were outlined in "The Seattle Times" based on corporate internal documents. The research aims in two directions: low-cost airplanes, and environmental-friendly planes. Codenamed after the well-known Muppets, a design team known as the Green Team concentrated primarily on reducing fuel usage. All four designs illustrated rear-engine layouts. As with most concepts, these designs are only in the exploratory stage, intended to help Boeing evaluate

title: Boeing content: Lion Air for 201 737 MAX, 29 737-900ERs and 150 purchase rights, days after its previous order record of $18 billion for 50 777-300ER from Emirates. On January 5, 2012, Boeing announced it would close its facilities in Wichita, Kansas with 2,160 workers before 2014, more than 80 years after it was established, where it had employed as many as 40,000 people. In May 2013, Boeing announced it would cut 1,500 IT jobs in Seattle over the next three years through layoffs, attrition and mostly relocation to St. Louis and North Charleston, South Carolina − 600 jobs each. In September,

title: Boeing content: Seattle. On June 4, 2018, Boeing and Safran announced a 50-50 partnership to design, build and service APUs after regulatory and antitrust clearance in the second half of 2018. This could threaten the dominance of Honeywell and United Technologies in the APU market. At a June 2018 AIAA conference, Boeing unveiled a hypersonic transport project. In September 2018, Boeing signed a deal with the Pentagon worth up to $2.4 billion to provide helicopters for protecting nuclear-missile bases. Boeing enhanced its space business by acquiring the satellite company Millennium Space System in September 2018. On July 5, 2018, Boeing and Embraer

Answer: Seattle

Answer: Seattle, WA

Answer: Duwamps

Answer: Seattle, Washington

Answer: New York Alki

Answer: Seattle


Question: Where is the lake inflow from?

Instruction: Utilizing the given image, obtain documents that respond to the following question:

title: "Lake Brienz" content: Lake Brienz Lake Brienz () is a lake just north of the Alps, in the canton of Berne in Switzerland. It has a length of about , a width of and a maximum depth of . Its area is , and the surface is above the sea-level. It is fed, among others, by the upper reaches of the Aare at its eastern end, the Giessbach at its southern shore from steep, forested and rocky hills of the high Faulhorn and Schwarzhoren more than above the lake, and by the Lütschine, flowing from the valleys of Grindelwald and Lauterbrunnen, at its

title: "Lake Brienz" content: The ships also connect to the Giessbachbahn, a funicular which climbs up to the famous Giessbach Falls. The Brünig railway line follows the northern shore of the lake, along with a local road, whilst the A8 motorway adopts an alternative and mostly tunnelled route above the southern shore. Lake Brienz Lake Brienz () is a lake just north of the Alps, in the canton of Berne in Switzerland. It has a length of about , a width of and a maximum depth of . Its area is , and the surface is above the sea-level. It is fed, among others,

Answer: Giessbach

Answer: Giessbach