Ultimate 707 Guide, by David Hingtgen.

Well here's the downloadable version of my guide I posted on DAC. It's got a few typos
fixed, etc, and as promised, a bit more added on to the end. (Not more types of planes,
just a few trivial facts about 707's).

Important paragraph/note: For the rest of the article, I will be referring to each and every
variant in as complete a designation as possible. Thus "707-120" MEANS 707-120, and -
120 only. Not the -120B, not the extended family of the -120. This ESPECIALLY goes
for the -320. -320 means -320, not -320B, not -320BAdv, not a -320C. -320 variants are
the most misunderstood thing about the 707. Example: AA had no -320's. Now people
will say "Hey, there's LOTS of pics of AA -320's". Well, those are all -320B's, -
320BAdv, and -320C's. Not -320's. I will never use "-320" to indicate the entire -320
family. Where something is common to the variants, I'll go something like "-
320/B/BAdv/C", thus indicating the -320, -320B, -320BAdv, and -320C. Or more
commonly "-320BAdv/C" for they are nigh-identical. It would be a LOT easier for us
707 fans if Boeing had (retroactively) called the original version of the -320 the -320A, as
it makes a LOT of sense (since the next ones were the -320B and the -320C), and it
would eliminate lots of confusion.

Also, many pics of the early 707/720's are pre-delivery, or first few months of service.
Therefore, they will be different than the "definitive/standard" version. This is especially
true for the 707-220. So don't count on them for being representative of their type.
Now on to the guide! (PS--I believe this will cover the variants of the 707 family in more
depth than any article in any magazine, or even the best 707 book. They're fine for why
things happened, who ordered what etc, but they gloss over the actual differences
between the models. And even drawings are often wrong--any 1/144 modeler can tell
you that. While checking out 720B horizontal stabilizers (one of the last things I
researched) I did find the "official" 3-view drawing from Boeing, used in nearly every
magazine and book, and at Boeing.com, and their handy little "Airplane characteristics
for Airport Managers"--well, the *numbers* in the last one was right, but every drawing
was wrong).

PPS---Herpa's and GJ's 707's are the exact same version---the 707-320BAdv. Which
asides from some doors is identical to the -320C, and since 1/400 doors are printed on,
not engraved, you can do either one. AC has a 707-320, and a -420. AC 720B coming
soon, with a 720 eventually.

Despite what it says on the tail, and being N70700, this is not the first 707:
THIS is the first 707:

The 367-80 is not a 707. Looks like one, but isn't. It's all marketing. The above pic is
the first 707---a LOT of people have no idea what the 707's house colors were---not
rust/yellow, it's white with red and blue pinstripes, like the current colors.

707-120
Anyways, note the engines. Those are Pratt and Whitney JT3C's. They are nothing more
than the military J57, used in the B-52 Stratofortress and F-8 Crusader, among others.
(And the F-8 gets an afterburner--imagine one (or four!) of those on a 707). Unlike
modern passenger jet engines, they are not equipped to provide air for cabin
pressurization. (The first engine designed from the start to do so was the JT8D). So for
cabin air purposes, you need one of the key 707 spotting features--turbocompressors. (Or
more accurately, the turbocompressor hump). The turbocompressor is basically a little
engine-driven turbine that sits right above the engine's fan casing, just ahead of the pylon.
For obvious reasons, Boeing put a nice little fairing over the turbocompressor (t/c or T/C
from now on) and faired it into the pylon. But it leaves an obvious "hump" on top of the
engine just in front of the pylon. In the above photo, there's one on every visible engine
(and the not-visible ones too, or at least there should be). Location/number of t/c humps
is a good way to tell 707's apart, but beware of odd-balls like AA. I'll note it when
appropriate. Side note: a t/c hump doesn't necessarily mean there's a t/c in there. Weird,
but true. Like take a look at AC's Air India 707-420's. Like all 707-420's, they have 4 t/c
humps. BUT Air India -420's only have 2 t/c's. The other two are empty humps!
(Engines 2 and 3 have them, 1 and 4 don't) :) (And of course, just to be different, AA's -
320B's etc have only 2 t/c's, and only have 2 humps)
Might as well put in "the big pic" now, as the entire rest of the
article refers to it. Make sure it loads! (318Kb, as small as I
get make it). This shows the four different 707 wings, and lists
who uses what wing.

Ok, just look at the top one. That's the wing used on the 707-
120, 707-138, 707-220, and the 720. Note that the leading
edge is straight, and so is the trailing edge (except for where it
curves to meet the fuselage). That's a key -120 feature---
straight leading AND trailing edges on the wing.
Next feature----big ventral fin under the rear fuselage Not installed until later (as in 1
year or so after entry into service), and not ALL -120's got them (though I'd say it's like
99%--never found one post-1960 that didn't)

If a 707-120 has a ventral fin (and they all did, eventually), it'll be the big one. Early
707's (as in most) had poor yaw stability--rudder wasn't hydraulically powered, yaw
damper ineffective, everything. So the vertical stabilizer was extended 40 inches, and a
ventral fin was installed. (This is why many early 707's have "short" tailfins--they just
hadn't gotten the taller fin yet--but they ALL got them later on. Also, it's quite possible to
have the HF antenna on top of the fin, yet still have the short fin--see CO's -120's early
on)

Another 707 feature--- a split-flap. It's actually part of the trailing edge fillet/fairing, and
it splits top/bottom. The top part stays as it is, but the bottom pivots down. This is
common to the 707-120/138/220/720/720B/120B/138B/320/420. (The -320B and later
will introduce a new style)

Finally, 707-120's have leading edge flaps (Krüger flaps) inboard of the outboard
engines. (AKA just inside of the #1 and #4 engines) Two sections only, per wing. (Scroll
down to the -138 pic to see them well)
In summary: 707-120 has 4 t/c humps, straight leading and trailing edges, and a big
ventral fin. Only ordered by AA, TWA, Air France, and Pan Am, and 2 ordered by
Cubana which went to Western. Max speed, M=0.884

707-138
The infamous "short" 707 only ordered by QANTAS. 10 feet shorter than the -120. 10
feet shorter=more range. Same idea as a 747SP. Only physical difference from the -120.
(Well, the only guaranteed difference- any particular -138 or -138B may or may not have
an antenna projecting forward from the right wingtip--depends on what year, what plane,
and planetary alignment) Side note: they were the first type of 707 to be certified to carry
a spare engine. (Should be SLIGHTLY faster than a -120, but not noted anywhere I could
find) Has all 4 t/c's. Here's a -138 pic, early into service. No "tall" (40inches FYI)
rudder/stab yet, and no ventral fin--so it's gotta be 1959, maybe early 1960. Note the
spare engine right by the fuselage, and how the entire wing has but 2 little kruger flaps,
inboard of the outboard engine. (All -120/138/220 krugers are like that)

707-220
Braniff's (and only Braniff's, though BWIA bought some used) version of the -120.
Same as a -120, but with JT4A engines for more power. See the above pic--that's a
Braniff 707-220. Big ventral fin, straight leading and trailing edges, just like a -120. Just
different engines. How to tell JT4A's from JT3C's? The exhaust is a bit different, with
fewer/shorter/stockier "tubes". Same engine as a 707-320, easier to find pics of those.
Max speed M=0.884
720
The other short 707. :) It is BASICALLY a 707-120 that is shortened by 8 feet, 4 inches.
But it's got a lot more changes than that. First (because it's quick and easy to write) is
that the main gear wheels/tires are smaller. 40 inches vs 46. Sorry, no photo, you'll just
have to believe me. (As if I could find a photo of a 720 tire with a ruler for scale....)

Also, a small ventral fin:

Only half the size of a -120's, very easy to tell big from small.
Also, t/c humps only on engines #2 and #3. (The inboard ones). See photo above, and
below.

Next, Krüger flaps inboard of the inboard engines---just visible behind the #3 pylon in
the pic above. 2 segments per wing. Also, Krüger flaps outboard of the outboard
engines, 4 segments per wing. Pretty much a continuous line of flaps now across the
leading edge, with a few small gaps. (Outboard of inboard engines, and extreme inboard
leading edge)

And finally, the BIG 720 change--the infamous wing glove. Scroll back up to the big
wing diagram and look at the 3rd one. That's the 720 wing, used on the 720, 720B, 707-
120B, and 707-138B. It is the basic -120 wing with the glove tacked on to the leading
edge. Note the glove does not SMOOTHLY attach, there's a noticeable kink right at the
inboard pylon--much easier to see if you tilt your head. (Tilt your head to the side
whenever you're looking for a kink in the wings--trust me, it makes it a LOT easier to see
them) The diagram is not 100% correct--the glove does not merely add to the front of the
wing. It WRAPS around and above, all the way back to the front spar. The wing is
THICKER as well due to this (well, the front half is). Drawing from DAC's own
Impman:

(Also, the glove provides room for the new kruger flaps, mentioned above, and makes the
plane faster, Max speed M=0.906) 720's may or may not have HF antennas on top of the
fin--UA's did not, AA's did not. Some UA 720's even seem to have never gotten a
ventral fin, but nearly every other 720 did. Ordered by UA, AA, EA, BN, Aer Lingus,
Pacific Northern.
In summary: 720's are a short 707-120 with smaller wheels, a small ventral fin, t/c on #2
and #3 engines only, and the wing glove.

720B
This is a big important "milestone" aircraft. It is the basis for all other "B" aircraft
(despite the -120B flying first--kind of like how the 767 actually came out before the
757). Anyways, lots of changes for the 720B. First and obviously, turbofan engines.
JT3D's.

(OF COURSE I'm going to pick Western oo/c for the photo):

Also note the outboard pylons---the upper surface is a nice straight angle. Compare to
the outboard pylons of the PNA and Aer Lingus 720's above--they have a slight bend in
them near the front--kind of a mini-hump. Subtle, but Mr. Klein pointed it out to me. :)
You can also see the kruger flaps in the wing glove a bit easier in this pic.

Next, and hardest to see/show is the horizontal stabilizer extension. If you look at any
707 we've discussed up to this point, they all have the same stabs. And the elevator
extends all the way to the tip. On the 720B, a 20 inch extension is added to each tip. But
it is a solid, non-moving piece. The elevator is not extended. Thus, the elevator no longer
goes to the tip, and is easy to spot when they're up. Compare these two pics--the top is an
EA 720's stab, identical to a -120/138/220, and the lower one is a NW 720B's, also used
in the -120B/138B.
Now, lots of 720B's were converted from 720's. All the changes were applied--pylons,
engines, stab extension. Max speed M=0.90. Ordered by AA, PAA, CO, LH, PIA,
Western, NW, El Al, Avianca, Ethiopian, and Saudia. Plus lots converted from 720's.

707-120B
Now this is one heck of a change. Basically, you take a 707-120, and apply nearly every
change from the 720 and 720B combined. You end up with a "720B stretch". So to go
from 707-120 to 707-120B you do this:

Add wing glove, replace big ventral fin with small one, add flaps inboard of the inboard
engines, add flaps outboard of the outboard engines, give it JT3D's, add the stab
extensions, remove the #1 and #4 t/c's and give it 720B-style pylons, and you get this:
Max speed M=0.90. Only ordered new by AA and TWA, all others converted from -
120's.

707-138B
John Travolta's plane, and probably the most-photographed 707 in the world by now.
Much like a 707-120 being converted into a -120B got all of the 720/720B changes, so
did the 707-138 converted to a 707-138B. (Of course, just like the 707-120B, some were
built as a "B" and not converted from earlier versions). Stab extension, wing glove,
kruger flaps, etc. So you end up with a plane very similar to a 720B, just 20 inches
shorter.

Notes:

1. The -138 came into service later than the -120, and I can find NO pics of a -138 with a
ventral fin and the taller tail fin. It is possible that they went straight to being -138B's,
without a new tail fin or ventral fin. Thus, the -138 might NOT have a big ventral fin,
because by the time they would have gotten them, they became -138B's instead, and got a
small fin. A pic of a -138 with a ventral fin (and/or tall tail fin) would be appreciated.

2. Some of them (the very last ones) got -320BAdv style nose gear doors. Here's a pic of
the "standard" 707 nose gear doors:
See that tiny little sliver just behind the strut? That's the nose gear door. That's the nose
gear door for the 707-120/120B/138/720/720B/220/320/320B/420. But not the last few -
138B's. :) Those -138B's have the much later style rectangular nose gear doors,
depicted below in the -320 family pics.

In summary: a 707-120B that's short, possibly with new nose-gear doors. Has no #1 t/c.
Fastest of all 707's, max speed M=0.91. (Speed info comes from the FAA type
certificates, BTW--they're a great source of info for some things)

Well, that's it for the "standard" 707 family, now we move into the ones that actually get
modeled in the 1/400 world, the stretched 707's.

707-320
Actually the second-oldest 707. Predates the 720 and 707-220. Here's a pic of the plain
old 707-320, no bloody A, B, or C: (ST:TNG reference in there) (And this plane should
be familiar to any 1/400 707 fans)

Things to note: it's a lot longer than a -120 etc, has a big ventral fin, t/c on all 4 engines,
JT4A's like a -220, and practically an all-new wing. The wing's the big main difference.
Go WAY back up to the wing diagram, and look at the second one. That's the -320/420
wing, exclusive to those two. It is highly-modified -120 wing. (Look closely at the panel
lines on the center section). It's got an inboard plug, an outboard plug, and a revised
inboard trailing edge. See the kink? That's where it starts to angle back a bit to increase
the inboard area even more than it would with just a plug. Also note the engines are all
further outboard than the -120's (and any 120/220/720 variant etc). Finally, the wing has
flaps over most of the leading edge---outboard of the engines, and between the engines,
but not between the wing and fuselage. (Actually easier to see on a model than just about
any pic). Also has a split-flap right in the wing trailing edge fairing like the shorter
707's/720's.

Next, stabilizers. Significantly larger than any of the ones discussed before. But it's
basically just a scaled-up version of the -120's. Same proportions and all, just bigger.
Elevators still go all the way to the tip. Still has the original nose-gear doors.

Finally, it's got a little fairing on the belly, right between the leading-edge tips of the
wing/body fairing. Kind of a forward-pointing triangle. Makes the belly bulge ever so
slightly when you look at the plane from the side--look at all the 320-family pics here--
it's visible most of the time---it's not that the wing protrudes below the fuse, the belly's a
bit fatter. Here's a pic of an Iraqi -320C's belly, but the ENTIRE 320/420 family has this
fairing--also note there's a little forward-pointing triangular NACA duct in the fairing,
too.

Max speed M=0.887 Only ordered by PAA, Air France, TWA, Sabena, South African.
707-420
This one's quick and easy to do. It's a -320 with RR engines and an HF antenna on the
right wingtip. And since the antenna's there, the little green light has to be moved back a
bit, to the side of the tip of the wing, rather than the right-front corner. Ordered by
BOAC (and subsidiaries etc), Varig, El Al, LH, Cunard, and Air India. Here's a -420:

Good 707-420 engines (RR Conway 508) pic:

Max speed M=0.852

707-320B
Turbofans (JT3D's) on the -320. But much more than that. The "standard" t/c
configuration is on engines 2, 3, and 4, but AA just went with them on number 2 and 3
only. Has a drastically modified wing compared to the -320. Go back up to the wing
diagram, it's the bottom one. The trailing edge is modified AGAIN. Another kink! The
inboard part of the inboard section has had it's sweep decreased yet again, and now it
intersects the fuselage at a perfect 90-degree angle. (It's much easier to see the inboard-
most kink if you tilt your head). No more nice curved fairing, no more split flap. The
inboard-most section of the trailing edge (basically a square) is a normal flap. See here:

Also note how the flap actually attaches to the side of the fuselage, like how a DC-10's
does (but even more so).

Finally, it's got a little flare at the wingtip that adds 3 feet to the overall span. See how all
other 707-family wings have blunt tips? But the -320B has kind of a triangular/curved
section added on at the very end. (I had to draw in some of the tip lines myself, but there
are actual panel lines there on the real plane--you can see where the original straight-tip
would attach and where it would end). Max speed M=0.887

707-320C
The -320C was next, not the -320BAdv. The -320C has no ventral fin. That's important.
You know that little flare the -320/420 has on the wingtip? Well that actually solved the
stability problems. But it wasn't until now that they removed the ventral fin. The -320C
also has the new, rectangular style nose gear doors. And of course it has a cargo door.
Also has a hat-rack door just behind the wing. Hat-rack door you ask? Well it's not as tall
as a full door, but bigger than an over-wing emergency exit. It's as tall as the hat-rack
they had in old jets, like say, 707's. It's required because if you put cargo up front, the
front exits are blocked off, so the passengers in back need a way out. Also strengthening
for the floor, gear, wings, etc. Little things. Finally, more kruger flaps! (Boeing just loves
to add kruger flaps). Inboard of the inboard engines, so now a good 90% of the leading
edge has them. In the following pic, there's two things to note. First, the two small pale
square markings just below the cheatline, directly under the word "Brasil". Those indicate
the presence of a cargo door. It's almost impossible to see the cargo door sometimes (like
in this pic) but those little squares are a very useful indicator. Secondly, the hat-rack door
right behind the wing. It's bigger than the over-wing exits (see how the bottom edge is
lower, it's as low as the rear door's) but it's only as tall as the emergency exits. So it's
about a 3/4 size door.

707-320BAdv
Yes, Adv for "Advanced" like a 727-200Advanced.
This is a -320B with all the changes the -320C has, internal and external. Early (1st year)
-320BAdv's still had the old-style nose gear doors, but most have the later rectangular
ones. No cargo-door (duh), no hat-rack door. But otherwise identical to a -320C.
(Note kruger flaps inboard of inboard engines, only on -320BAdv/320C's) Triangular
belly fairing bulge also visible.

Finally, with all those 707-320B variants, a lot of things could be, and were, retrofitted.
Here's a -320B with the new nose gear doors, like -320BAdv. (Rather rare for it to keep
the ventral fin, they were usually removed).

That's it for the main guide, now for a few miscellaneous 707 notes.

There are two types of secondary intake doors on the JT3D's cowling. The earlier style is
like this:

Small, vertical, thin rectangles.

The later style is like this:

Larger, square doors.

Plenty of places say the new style is for the -320BAdv (and hence -320C), but that's not
true from what I can see. I've found both old and new style on -320B's, -320BAdv's, and
-320C's. I would certainly say most -320C's have the new style, but nothing more
specific.

Finally, the true freaks of the 707 family. Northwest's 707-351B(SCD)'s. Here's a pic:

Well, it's got a cargo door. That'd make it a -320C to most people. But it's not. The
floor is not strengthened, so it can't carry much cargo. It also doesn't have a hat-rack
door, (not visible in this pic), so it's not a -320C for that reason too. So is it a -320BAdv
with a cargo door? Nope, it doesn't have the inboard-most kruger flaps (also not visible,
but I trust the people I learned about this from), which all -320BAdv/320C's have. And
also note--old-style nose-gear doors. (The rectangular ones you see are actually the gear-
well doors opened, note they're FORWARD of the gear doors---you rarely see these open
except during gear movement---the actual gear door is the tiny little one behind the strut,
like on early 707's). So is it a -320B or early -320BAdv (which both have that style
door)? Well, it's got a -320B's wing certainly, but -320BAdv-style "no ventral fin".
Basically, it's a -320B with a cargo door, and no ventral fin. (Any -320B without a
ventral fin had it removed---but these were built without them). It does not have any of
the strengthening applied to the -320BAdv/320C (floor, wings, landing gear), nor the
kruger flaps of them. But the lack of a ventral fin is a very "Advanced" feature. So what
is it exactly? It's a 707-351B(SCD), the total freak of the 707 family. Thankfully, there
were only 5 of these misfits built. (N351US to N355US). Info I learned while
researching this in the last 10 minutes: How'd it get away carrying pax and cargo with no
hat-rack doors to provide additional exits? It only carried cargo on the port side of the
forward cabin. (Thus why the floor wasn't strengthened like a -320C's) I believe the
forward starboard door remained accessible. (Maybe even carried pax in that area, but I
can't find that out).

Credits:

Lots of people's postings on the web and e-lists and such, books, etc, but most notable are
DC-8 FANJET, panam707, and Impman from here on DAC, Clint Groves and Jodie
Peeler from AMD, Andrew Klein (for the 720 pylons), "707 and AWACS, Detail and
Scale #23", "707: Pioneer Jetliner", Airliners issues on the 707, 720, and John Travolta's -
138B, hours at Airliners.net and images.google.com, and just plain paying attention
whenever someone mentions something about a little 707 detail!