Classic British Flight Sim

Airspeed wrote:Oh POO! I just checked and it IS a BL===y 707! I didn't know they had other numbers after the second "7"

Sorry, Mike. Went a bit esoteric there for a while I'm not usually of a technical bent but as I used to work on those things we used to distinguish them by the manufacurer's designation. BOAC/BA operated two types of 707 - 300 series and 400 series. Boeing also give their aircraft a specific customer number to distinguish all the different specification combinations. BOAC/BA customer number is 36, so 336 and 436. The 336 had Pratt and Whitney engines and the 436 had Rolls-Royce Conways. As Garry has spotted in the pics, Captain Sim have chosen the reg G-ATZD for their model which is a 300 series and I naturally assumed it was a BOAC order. But apparently it was originally delivered to British Eagle (Boeing customer number 65) and was a Combi (convertible between freight and passenger configuration) so should have a freight door. Hence Boeing 707-365C. Garry will undoubtedly correct me if I've over-simplified

Ian

Hi Ian,

Gordon Bennett, i thought we only had Rivet counters over the Railworks Sim

Roger.

Ian,
[You can be as esoteric as you like, or even 'E- er -Stoic!' I don't even mind 'rice toes'.]


The important thing is, another day, another fact learnt.
This stuff is all good. Now those numbers will mean something to me, I won't just gloss over them.

Trouble is, there's so little room in my bonce that each new fact in, pushes something out.
This got me in trouble tonight, for washing the dishes with the mortar and pestle.

dodger wrote: Gordon Bennett, i thought we only had Rivet counters over the Railworks Sim

Impressive, isn't it, Roger?

Sadly, that exhausts my technical knowledge of aviation. Unless you want a rundown on working the in-flight entertainment system on a 747-400?

I thought not...

Ian

Always amazed at how small the engines were back then!

Yes indeed.. they were tichy compared to today's engines weren't they. I thought how tiny the engines were on that DC8 vid Eddie linked What they lacked in power, they more than made up for with noise and smoke I remember Paul Gausden (a-n-other Paul G who was a member years ago) telling me that the major difference between the Jet Provost 4 and 5 was you got the same performance for more noise and smoke.. the 5 being noisier than the 4

ATB
DaveB

Ian

The Eagle machines..365C and 465 were ordered for Cunard Eagle and when BOAC took that on to form BOAC Cunard they absorbed the 707's

The infamous G-ARWE that crash landed on fire was an ex Eagle -465.

Cunard had bought 60 percent of Eagle Airways ti form Cunard Eagle and started transatlantic operations in competition to BOAC

BOAC objected and had the licence revoked leaving Cunard Eagle high and dry.

Harold Bamberg bought the airline back and reformed it as British Eagle and Cunard went with the 707's to BOAC.

DogTailRed2 wrote:Always amazed at how small the engines were back then!

Once you get rid of the fan and fan case, the core ain't that much different in size from the Conway or Spey or JT3D.

The thing that makes modern engines appear bigger is the high bypass stages at the front, back in the day most jets had a very low bypass, if indeed the had any. As you can see in the Trent diagram, the size of the fan is massive and the bulk of the airflow passes over the 'engine' completely.

Turbofans had by pass...originally called a by pass jet but the British ie Conway, Spey
Turbojets had no bypass