Pacific Western Airlines Ltd ( PWA ) was an airline that operated scheduled flights throughout western Canada and charter services around the world from the 1950s through the 1980s.
112-503: In 1987, PWA purchased Canadian Pacific Air Lines , and the merged airlines became Canadian Airlines International . Pacific Western Airlines was a pioneer in the aviation history and known for its ability to profitably operate short haul air routes. The company raised profits and reserves and eventually formed Canadian Airlines in 1987. In 2001, Air Canada took over the aviation entities that Pacific Western Airlines had created. Predecessor air carrier Central British Columbia Airlines
224-535: A 3,200 nmi (5,900 km; 3,700 mi) range. A total of 154 Boeing 720s and 720Bs were built until 1967. Some 720s were later converted to the 720B specification. The 720 was succeeded by the Boeing 727 trijet. 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
336-406: 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 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
448-415: A cargo model Boeing 707 meant that livestock and perishables could now be carried all over the world, and the name Pacific Western became synonymous with "World Air Cargo". The company aircraft visited more than 90 countries during this period of time. Pacific Western operated a worldwide Boeing 707 cargo and passenger charter program until the last aircraft was sold in 1979. In 1967, Pacific Western became
560-414: 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 removal of the underfin. A total of 335 of this variant were built, including some with JT3D-7 engines (19,000 lbf (85 kN) takeoff thrust) and
672-592: A day operated with Boeing 737-200 jetliners. In 1978, the company acquired the regional carrier Transair Ltd. of Winnipeg which included that airline's Boeing 737-200 jets. In February 1979, in an agreement with the Canadian Transport Commission, Transair ceased all scheduled operations east of Winnipeg and Calgary/Edmonton via Regina and Saskatoon, Saskatchewan. This linked the Pacific Western/Transair systems, completing
784-454: 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. Although he justified his unauthorized action to Bill Allen , then president of Boeing, as selling the airplane with a 1 'g' maneuver he was told not to do it again. The 132 in (3,400 mm) wide fuselage of the Dash 80 was large enough for four-abreast (two-plus-two) seating like
896-484: A fuselage 55 feet (17 m) longer than the 707-320B, to 208.6 feet (63.6 m) in length. This second model 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-8-60 Super Series models. 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
1008-664: A joint venture with Seven Q Seven (SQS) and Omega Air, selected the JT8D-219 low-bypass turbofan as a replacement powerplant for Boeing 707-based aircraft, calling their modified configuration a 707RE. Northrop Grumman selected the -219 to re-engine the US Air Force's fleet of 19 E-8 Joint STARS aircraft, which would allow the J-STARS more time on station due to the engine's greater fuel efficiency. NATO also planned to re-engine their fleet of E-3 Sentry AWACS aircraft. The -219
1120-467: A kink in the trailing edge to add area inboard. Takeoff weight was increased to 302,000 lb (137,000 kg) initially and to 312,000 lb (142,000 kg) with the higher-rated JT4As and 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
1232-436: A longer 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. This 412,000-pound MTOW (187,000 kg) variant
SECTION 10
#17327828249191344-666: A stronger structure to support a maximum takeoff weight increased by 19,000 lb (8,600 kg), along with modifications to the wing. The 707-320B series enabled nonstop westbound flights from Europe to the West Coast of the United States 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
1456-596: A takeoff weight of 335,000 lb (152,000 kg). Most -320Cs were delivered as passenger aircraft with airlines hoping 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 limit to 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 refueling tasks. The 707-700
1568-596: A threat to the 757 and 767 programs. 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 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. As a result, significantly more DC-8s remained in service into
1680-460: 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 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
1792-504: A week departed Vancouver for Amsterdam, with two flights departing for Tokyo and Hong Kong, one flight to Auckland, one flight to Sydney, and one flight to Buenos Aires. Several of the key routes in the early days were as follows: Other routes duplicated parts of the above, but from the 1959 Intercontinental Timetable these appear to be the main routes, and show the inventiveness that Canadian Pacific Airlines needed to employ and how they developed other overseas routes for Canada. The airline
1904-526: A year. The only rival in intercontinental jet aircraft production at the time was the British de Havilland Comet. However, the Comet series had been the subject of fatal accidents (due to design flaws) early in its introduction and withdrawn from service; virtually redesigned from scratch, it was still smaller and slower than the 707 when reintroduced as version -4. In addition, airlines and their passengers at
2016-614: Is incomplete and uses data primarily from the Boeing Sales Database. There were 15 major incidents aboard Canadian Pacific Air Lines / CP Air aircraft. Boeing 707 The Boeing 707 is an early American long-range narrow-body airliner , the first jetliner developed and produced by Boeing Commercial Airplanes . Developed from the Boeing 367-80 prototype first flown in 1954, the initial 707-120 first flew on December 20, 1957. Pan Am began regular 707 service on October 26, 1958. With versions produced until 1979,
2128-568: Is publicized as being half the cost of the competing powerplant, the CFM International CFM56 , and is 40 dB quieter than the original JT3D engines. The first commercial orders for the 707 came on October 13, 1955, when leading global carrier Pan Am committed to 20 Boeing 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
2240-567: Is stretched slightly by 8 feet (2.4 m). Powered by Pratt & Whitney JT4A turbojets, the 707-320 entered service in 1959, and the 707-420 with Rolls-Royce Conway turbofans in 1960. The 720, a lighter short-range variant, was also introduced in 1960. Powered by Pratt & Whitney JT3D turbofans, the 707-120B debuted in 1961 and the 707-320B in 1962. The 707-120B typically flew 137 passengers in two classes over 3,600 nautical miles [nmi] (6,700 km; 4,100 mi), and could accommodate 174 in one class. With 141 passengers in two classes,
2352-484: The 1973 oil crisis . 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 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. Trans World Airlines flew
SECTION 20
#17327828249192464-456: The 377 Stratocruiser , quickly faded with only 56 examples sold and no new orders as the 1940s drew to a close. That venture had netted the company a $ 15 million loss. During 1949 and 1950, Boeing embarked on studies for a new jet transport and saw advantages with a design aimed at both military and civilian markets. Aerial refueling was becoming a standard technique for military aircraft, with over 800 KC-97 Stratofreighters on order. The KC-97
2576-646: The C-130 Hercules ), PWA became a major player in the world air cargo business (also used extensively too support oil exploration in the High Arctic). The airline expanded to include a variety of aircraft, including Boeing 727-100s , Boeing 737-200s and two Boeing 767-200 aircraft. The airline was briefly owned by the Alberta provincial government in the mid 1970s. According to the July 1, 1983, edition of
2688-585: The Official Airline Guide (OAG), the airline was operating its Boeing 767 aircraft on scheduled services into Vancouver, Calgary, Regina and Winnipeg. The 767s were the largest aircraft ever operated in scheduled passenger service by PWA. However, they were then removed from the fleet in favor of the smaller Boeing 737. Following the removal of the Boeing 767 aircraft during the mid 1980s, the fleet then exclusively consisted of Boeing 737-200 and 737-200C jetliners. Pacific Western had become one of
2800-441: The "20" part of the designation is Boeing's "customer number" for its development aircraft. Announced in July 1957 as a derivative for shorter flights from shorter runways, the 707-020 first flew on November 23, 1959. Its type certificate was issued on June 30, 1960, and it entered service with United Airlines on July 5, 1960. As a derivative, the 720 had low development costs, allowing profitability despite few sales. Compared to
2912-404: 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 (0.9 m). Takeoff gross weight was increased to 328,000 lb (149,000 kg). The 175 707-320B aircraft were all new-build; no original -320 models were converted to fan engines in civilian use. First service
3024-409: The -320, but fitted with Rolls-Royce Conway 508 (RCo.12) turbofans (or by-pass turbojets as Rolls-Royce called them) of 18,000 lbf (80 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
3136-568: The -320, but with Conway turbofan engines. 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, as they had
3248-503: The 1950s, evolving to include a varied fleet of Convair 640 turboprops and Douglas propliners including DC-3, DC-4 , DC-6 and DC-7C into the 1960s. PWA had a major impact in the Arctic and was instrumental in providing service to many isolated communities. The airline also operated several Boeing 707 aircraft that served in both a passenger and cargo capacity for charter work. Along with a number of Lockheed L-100 (the civilian version of
3360-461: The 1970s, on domestic , transcontinental , and transatlantic flights , as well as cargo and military applications. It established Boeing as a dominant airliner manufacturer with its 7x7 series . The initial, 145-foot-long (44 m) 707-120 was powered by Pratt & Whitney JT3C turbojet engines. The shortened, long-range 707-138 and the more powerful 707-220 entered service in 1959. The longer-range, heavier 707-300/400 series has larger wings and
3472-432: The 21st century than 707s. 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
Pacific Western Airlines - Misplaced Pages Continue
3584-399: 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 had become too small to handle the increased numbers of passengers on the routes for which it had been designed. Stretching the fuselage again was not
3696-461: The 707 and DC-8 was fierce. Pan Am 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. Once the initial batch of the aircraft had been delivered to them and put into operation, Pan Am 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
3808-482: The 707 is a swept wing quadjet with podded engines . Its larger fuselage cross-section allowed six-abreast economy seating, retained in the later 720 , 727 , 737 , and 757 models. Although it was not the first commercial jetliner in service, the 707 was the first to be widespread, and is often credited with beginning the Jet Age . It dominated passenger air-transport in the 1960s, and remained common through
3920-425: The 707's width again to compete, this time to 148 in (3,760 mm). 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. Kincheloe Award for the test flights that led to certification. A number of changes were incorporated into
4032-505: The 707-120, it has a length reduced by 9 feet (2.7 m), a modified wing and a lightened airframe for a lower maximum takeoff weight . Powered by four Pratt & Whitney JT3C turbojets, the initial 720 could cover a 2,800 nmi (5,200 km; 3,200 mi) range with 131 passengers in two classes. Powered by JT3D turbofans, the 720B first flew on October 6, 1960, and entered service in March 1961. It could seat 156 passengers in one class over
4144-663: The 707-320/420 could fly 3,750 nmi (6,940 km; 4,320 mi) and the 707-320B up to 5,000 nmi (9,300 km; 5,800 mi). The 707-320C convertible passenger-freighter model entered service in 1963, and passenger 707s have been converted to freighter configurations. Military derivatives include the E-3 Sentry airborne reconnaissance aircraft and the C-137 Stratoliner VIP transport. In total, 865 Boeing 707s were produced and delivered, not including 154 Boeing 720s. During and after World War II, Boeing
4256-511: 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 pilots new to the 707 had no experience with this instability as they were mostly accustomed to flying straight-wing propeller-driven aircraft such as the Douglas DC-7 and Lockheed Constellation . On one customer-acceptance flight, where
4368-580: The Boeing 707. After suspending its scheduled passenger service in April 2013, Saha continued to operate a small fleet of 707s on behalf of the Iranian Air Force . As of 2019, only a handful of 707s remain in operation, acting as military aircraft for aerial refueling, transport, and AWACS missions. 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
4480-460: 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 success led to rapid developments in airport terminals, runways, airline catering, baggage handling, reservations systems, and other air transport infrastructure. The advent of
4592-506: The North, delivering men and materials to isolated destinations. It was in 1949 that Central B.C. Airways was commissioned to do aerial surveys for the giant aluminium and power complexes at Kitimat and Kemano in the rugged mountainous backcountry of British Columbia. During the development of this project, Central B.C. Airways handled 95% of the air support, consisting mainly of heavy industrial freight and workers. Between 1949 and 1952,
Pacific Western Airlines - Misplaced Pages Continue
4704-530: The Northwest Territories. By 1969, the "Chieftain Airbus" shuttle service between Calgary and Edmonton was being flown with Boeing 737-200 jets, Convair 640 turboprops and Douglas DC-6 propliners. As the 1970s progressed, the airline's equipment varied and the company began a fleet rationalization program, concentrating on the 117-seat Boeing 737-200 as the backbone of the mainline fleet. During
4816-659: The Pacific Western Spirit Program. Pacific Western employed nearly 3,000 people throughout Western Canada and Ontario. Organizational changes in 1986 established a formal structural relationship between the holding company, Pacific Western Airlines Corporation, and the airline operating company, Pacific Western Airlines Ltd. On December 2, 1986, PWA Corporation announced its intention to purchase Canadian Pacific Air Lines for $ 300 million, effective February 1, 1987. The airline went through several iterations, originally consisting of small float planes in
4928-543: The People's Republic of China, the first commercial air shipment to that country. In November 1968, the company introduced jet service on its scheduled route system with the delivery of its first Boeing 737-200 jetliner. Pacific Western was the first Canadian carrier to order the 737. The "Stampeder Service" linking Alberta and B.C. began on December 17, 1968. Another transfer of licensing authority from CP Air (formerly Canadian Pacific Airlines ) to Pacific Western provided
5040-553: The Stratocruiser. Answering customers' demands and under Douglas competition, Boeing soon realized this would not provide a viable payload, so it widened the fuselage to 144 in (3,660 mm) 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 147 in (3,730 mm). The airlines liked the extra space and six-abreast seating, so Boeing increased
5152-558: The U.S. Pacific Western had recently removed its Boeing 767-200 aircraft from the fleet by this time and was operating all flights with Boeing 737-200 jetliners: Canadian Pacific Air Lines Canadian Pacific Air Lines was a Canadian airline that operated from 1942 to 1987. It operated under the name CP Air from 1968 to 1986. Headquartered at Vancouver International Airport in Richmond , British Columbia , it served domestic Canadian as well as international routes until it
5264-784: The United Automobile, Aerospace and Agricultural Implement Workers of America, the International Association of Machinists and the Canadian Air Line Flight Attendants' Association against Pacific Western. Between 90 and 125 picketers paraded for two hours through the terminal in December. The unions appealed from the judgment of the honourable Mr. Justice Dixon on December 24, 1985, in which he granted an interim injunction restraining from various picketing activities and limiting
5376-423: The aircraft a certificate of airworthiness, citing insufficient yaw 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 in (100 cm) to the vertical stabilizer, applying full instead of partial rudder boost, and fitting an underfin to prevent over-rotation. These modifications except to
5488-621: The airline called the Super DC-8 "Spacemaster") on the Vancouver-Honolulu- Nandi -Sydney route twice a week. Service to New Zealand resumed in 1985 along with non-stop flights from Vancouver to Hong Kong, and in 1986 CP Air became the first North American airline with a non-stop flight between North America and Mainland China with a weekly flight to Shanghai . Flights to Beijing , Bangkok , Rio de Janeiro , and São Paulo were added in 1987. Although Canadian Pacific
5600-407: The airline for $ 37.5 million (equivalent to $ 225,000,000 in 2023) during a secret takeover bid. The Alberta government moved quickly out of worries British Columbia Premier Dave Barrett had a similar plan. Following the acquisition, PWA's headquarters moved from Vancouver International Airport in Richmond, British Columbia , moved to Calgary, Alberta. Calgary International Airport became
5712-669: The airline's name and " Multimark " design to that of its other subsidiaries, including CP Hotels , CP Ships , and CP Transport ( CP Rail was spun off from the parent company later). CP Air competed with the government-owned Trans-Canada Air Lines (TCA, later Air Canada ) for international and transcontinental routes for much of its history. Despite early attempts to merge into one national carrier, CP Air continued to operate routes based on its previous bush flying heritage. The federal government established limits on domestic market share and, through international agreements, limits on which countries CP Air could fly to. This barred CP Air from
SECTION 50
#17327828249195824-677: The airline's new hub. In 1983 the Peter Lougheed government sold the airline for $ 37.7 million (equivalent to $ 102,000,000 in 2023) after promising to do so during the 1982 Alberta general election . In 1976, Pacific Western was continuing to operate its "Chieftain Airbus" shuttle service between Calgary (YYC) and the Edmonton City Centre Airport (YXD, formerly the Edmonton Industrial Airport) with up to fourteen round trip flights
5936-740: The airline's revenue grow from $ 3 million in 1942 to $ 61 million by 1964. Flights to Sydney via stops in Honolulu , Kanton Island (which was a technical stop) and Fiji as well as to Hong Kong via Tokyo (preceded by a technical stop at Shemya Island in Alaska) started in 1949, with Canadair North Star aircraft (which was a version of the DC-4); Douglas DC-4s then took over in 1951 followed by Douglas DC-6Bs in 1953. Flights to Lima, Peru started in 1953 (extended to Buenos Aires in 1956) and to Amsterdam in 1955. In August 1956 three Douglas DC-6B flights
6048-444: 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 lbf (70.3 kN) each (most eventually got 17,500 lbf (77.8 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
6160-416: The cockpit feeling ill. Johnston disconnected the faulty autopilot and manually stabilized the plane "with two slight control movements". Johnston recommended Boeing increase the height of the tail fin , add a boosted rudder as well as add a ventral fin . These modifications were aimed at mitigating Dutch roll by providing more directional stability in yaw . The initial 145-foot-long (44 m) 707-120
6272-402: The company acquired a reputation for innovation and aggressiveness by developing several unique services for freight customers and passengers. The Calgary-Edmonton Chieftain Airbus shuttle service was inaugurated in 1963, with passengers carrying their luggage to the aircraft and depositing it on the ramp for loading. A ticket agent on board a 66-seat Douglas DC-4 propliner would then collect
6384-415: The company acquired seven other smaller flying services. With each acquisition, the company expanded its base of operations, providing the much needed manpower and equipment necessary to maintain a rapidly expanding air service. These companies included Associated Air Taxi , Associated Airways , Kamloops Air Service , Skeena Air Transport , Whitehorse Flying Services and Port Alberni Airways . In 1953,
6496-535: The company adopted the name Pacific Western Airlines. Additional companies were acquired, such as Queen Charlotte Airlines in 1955, giving the company a foothold in scheduled services, and Associated Airways in 1955, leading to a vital contract in the construction of the Distant Early Warning Line in Canada's north. In 1958, Russ Baker died. A year later, in 1959, Pacific Western was part of
6608-740: The company with routes throughout the Interior of B.C. in 1969. The acquisition and control of B.C. Air Lines in September 1970 enabled the company to supply expanded air service to routes in the B.C. Interior and on the coast. PWA then began operating small Nord 262 turboprop aircraft that had been previously flown by B.C. Air Lines. With larger equipment such as the Douglas DC-4 , Douglas DC-6 , Convair 640 , Lockheed L-188 Electra , Boeing 727-100C and Boeing 737-200 , Pacific Western provided scheduled air service throughout B.C., Alberta and
6720-448: The design constraints imposed by limitations of late-1940s jet engines, developing a robust, safe, and high-capacity jet aircraft was within reach for Boeing. 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 the 367-80 "Dash 80" quadjet prototype aircraft. Less than two years elapsed from project launch in 1952 to rollout on May 14, 1954, with
6832-448: The fare during the 55-minute flight. The airline operated the service from the close-in Edmonton City Centre Airport (YXD, formerly Edmonton Industrial Airport). When the "Chieftain Airbus" service first started, it was estimated that it would take ten years to move one million passengers. That goal was reached in less than eight years. 1964 marked the introduction of another unique service known as Inclusive Tour Charter programs. This
SECTION 60
#17327828249196944-525: 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. The 707-320B had the application of the JT3D turbofan to the Intercontinental, but with aerodynamic refinements. The wing was modified from
7056-487: The first Dash 80 flying on July 15, 1954. 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 and cargo aircraft. Whether the passenger 707 would be profitable was far from certain. At the time, nearly all of Boeing's revenue came from military contracts. In
7168-675: The first commercial operator of the Lockheed L-100 Hercules turboprop freighter. The Hercules were acquired to support Canada's extensive search for energy and minerals in Northern Canada. Then, following the Spring ice break-up, the Hercules would rejoin the main cargo fleet in worldwide operations. Diverse cargoes included 21,000 kilos of dimes, 20,000 kilos of Christmas cake, and a shipment of electronic equipment to
7280-453: The first step to eventual merger. On December 1, 1979, all operating licences and routes were transferred to Pacific Western Airlines and Transair ceased as a regional carrier. Like Pacific Western, Transair comprised several companies. Its history dated back to 1947 with the founding of Central Northern Airways. In 1956, Central Northern Airways and Arctic Wings merged under the name Transair. The most significant of various amalgamations during
7392-470: The increased competition, and the economic downturn in Asia would all work against CP Air's future. Having been renamed CP Air in 1968 with a new orange livery, the airline in 1986 reverted to its original name, Canadian Pacific Air Lines, with a new navy blue colour scheme and logo. This occurred shortly after the airline had taken over operations of Eastern Provincial Airways . This new incarnation, however,
7504-408: The initial 707's wing to help increase range and payload, giving birth to the 707-320. Pan Am 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
7616-506: The jets would bear 700-series numbers, and the first would be the 707. The marketing personnel at Boeing chose 707 because they thought it was more appealing than 700. The project was enabled by the Pratt & Whitney JT3C turbojet engine, the civilian version of the J57 that yielded much more power than the previous generation of jet engines and was proving itself with the B-52. Freed from
7728-560: The largest single transfer of scheduled services in Canadian aviation history. In that year, Canadian Pacific Airlines released licensed routes from Edmonton to 18 points in Northern Alberta and the Northwest Territories. With this transfer, in addition to its existing routes, Pacific Western was licensed to provide scheduled air services over approximately 7,000 miles throughout Western and Northern Canada. At this point in time,
7840-622: 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 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 combined yawing and rolling motion. Boeing already had considerable experience with this on
7952-428: The last scheduled 707 flight for passengers 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 removed its 707-320Bs from regular service in 2007, Saha Airlines of Iran was the last commercial operator of
8064-531: The later JT3D-3 version giving 18,000 lbf (80 kN). (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 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 Am's five surviving -121s and one surviving -139,
8176-462: 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 (3.0 m) shorter than the others, with 5 ft (1.5 m) (three frames) removed ahead and behind
8288-404: The maximum takeoff weight the same as that of the -120 (247,000 lb (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 JT4 A 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
8400-479: The mid 1970s, Pacific Western was operating Boeing 727-100C jetliners in addition to its Boeing 737-200 and -200C aircraft. By the late 1970s, the company operated an all-jet mainline fleet. In 1974, the Government of Alberta under Progressive Conservative Premier Peter Lougheed assumed ownership of Pacific Western Airlines to assure the development of the North and Western Canada. The province purchased
8512-403: The mid-1960s and through the 1970s and 1980s to Britain, France, Germany and other European points which permitted them some access to these markets. Unusually for charter flights, they were listed in detail in their system timetables to show the full reach of the airline. By the late 1970s and early 1980s, many of the routes CP Air had pioneered such as Vancouver–Tokyo were now very lucrative and
8624-408: The most innovative airlines on the west coast of Canada, servicing communities throughout western Canada and across the country. In 1987, PWA Corp, the parent corporation of Pacific Western Airlines, purchased Canadian Pacific Airlines (which formerly operated as CP Air but had changed its name back to Canadian Pacific) to form Canadian Airlines International . Wardair , another Canadian airline,
8736-466: The new jet service StarStream , launching its first jet service, between New York-Idlewild International Airport and San Francisco International Airport , on January 25, 1959. 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
8848-400: The number of pickets permitted at one time at various locations. Dixon, J. gave oral reasons for judgment stating that, despite the stated purpose of the picketing, improper and lawful activities had occurred during the course of it. He said: "I am persuaded on the evidence before me that the interest of the travelling public and the business interest of the applicant have been compromised by
8960-411: 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 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. Pratt & Whitney, in
9072-562: The picketing activities of the respondents and that such activities have exceeded the bounds of that which is proper and lawful, such that limited picketing only is to be permitted." The labour dispute lasted until April 1986. By 1986 Pacific Western was the largest airline in Western Canada, carrying over 3 million passengers per year. In 1986, joint marketing agreements were signed with local service carriers: Calm Air of Thompson, Manitoba and Time Air of Lethbridge, Alberta, under
9184-405: The pilots continued with Canadian Pacific Air Lines before CBCA went into operation. Baker's wife Madge paid the lawyer's fees for incorporation. After Baker had secured a contract with BC Forest Service to patrol for forest fires , Springer advanced $ 150,000 at 6% interest, secured by aircraft and other CBCA property. Pilots provided air service to remote mining camps and logging operations in
9296-686: The previous distribution of routes was considered unfair. In 1979, the federal government eliminated the fixed market share of transcontinental flights for Air Canada (the successor to TCA). While this was a condition that was pressed by CP Air for a long time, it now scrambled to upgrade its fleet to expand on newly available routes such as new nonstop service from Vancouver to Hong Kong and Shanghai to go along with adding more flights to its then current routes like Amsterdam, Rome, Tokyo and Sydney to prepare for increased competition from Air Canada in its traditional territory. This required massive fleet renewal and an associated debt of $ 1 billion. This debt load,
9408-403: 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. This was in response to de Havilland Comet overrun accidents which occurred after over-rotating on take-off. Wing stall would also occur on the 707 with over-rotation so the leading-edge flaps were added to prevent stalling even with
9520-496: The purchase of Canadian Airways in 1942, to form Canadian Pacific Air Lines. Early management were largely bush flying pioneers, including president Grant McConachie , superintendent Punch Dickins , and Wop May , who would become a repair depot manager in Calgary. In 1968, Canadian Pacific Air Lines was rebranded as CP Air . The Canadian Pacific Railway Company (renamed Canadian Pacific Limited in 1971) had decided to align
9632-443: The tail dragging on the runway. 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 set 20 in (510 mm) apart, so this resulted in a shortening of 10 ft (3.0 m) to a length of 134 ft 6 in (41.0 m). With
9744-478: The three aircraft delivered to the USAF as -153s and the seven short-bodied Qantas -138s (making 13 total 707s delivered to Qantas between 1959 and 1964). 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 (117,000 kg) for both the long- and short-bodied versions. The 707-220
9856-474: The time preferred the more established Douglas Aircraft as a maker of passenger aircraft, and several major carriers committed only to the Douglas DC-8, delayed by Douglas' decision to wait for the larger and more fuel efficient ( Pratt & Whitney JT4A ) turbojet to design a larger and longer range aircraft around. Anticipating this advantage, Boeing made a late and costly decision to redesign and enlarge
9968-484: The traditional routes such as London and Paris and limited their access to major Canadian routes such as Vancouver - Toronto and Toronto- New York . The development of the great circle or polar route to the Far East from CP Air's Vancouver base would become one of the cornerstones of the airline. Grant McConachie managed to secure flights to Amsterdam , Australia , Hong Kong , and Shanghai , which helped
10080-402: 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 were known as 707-320B Advanced aircraft. In total, 1,010 707s were built for civilian use between 1958 and 1978, though many of these found their way to military service. The 707 production line remained open for purpose-built military variants until 1991, with
10192-414: The wing (from 138 ft 10 in (42.32 m) to 145 ft 6 in (44.35 m) ), with extensions to the fin and horizontal stabilizer extending the aircraft's length further. The longer wing carried more fuel, increasing range by 1,600 miles (2,600 km) and allowing the aircraft to operate as true transoceanic aircraft. The wing modifications included outboard and inboard inserts, as well as
10304-772: The wing, giving increased range. Maximum takeoff weight was the same 247,000 lb (112,000 kg) as the standard version. It was a variant for Qantas, thus had its customer number 38. To allow for full-load takeoffs at the midflight refueling stop in Fiji, the wing's leading-edge slats were modified for increased lift, and the allowable temperature range for use of full takeoff power was increased by 10°F (5.5°C). Seven -138s were delivered to Qantas between June and September 1959, and they first carried passengers in July of that year. The 707-120B had Pratt & Whitney JT3D-1 turbofan engines, which were quieter, more powerful, and more fuel-efficient, rated at 17,000 lbf (75.6 kN), with
10416-503: 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 Tex Johnston describes
10528-540: The years took place in 1969 when Transair and Midwest Airlines combined their operations to form a diversified regional carrier serving midwest prairie Canada to Toronto and the Arctic with the Transair fleet including Boeing 737-200 and Fokker F28 Fellowship jets for scheduled services and the Boeing 707 for charter flights. On November 20, 1985, labour disputes began between the International Union,
10640-484: Was June 1962, with Pan Am. The 707-320B Advanced is an improved version of the -320B, adding the three-section leading-edge flaps 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 removed. From 1965, -320Bs had the uprated -320C undercarriage allowing the same 335,000 lb (152,000 kg) MTOW. These were often identified as 707-320BA-H. The 707-320C has
10752-496: 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 they felt it would be
10864-497: Was able to add many more ports of call to the already long list of destinations in Western Canada. Services at this point stretched from the U.S.Pacific Northwest to the Arctic Archipelago. Boeing 707 equipment was added to the fleet in 1967, and Inclusive Tour programs were introduced to Mexico and Hawaii in the winter, with several European destinations served during the summer, all on a charter basis. The addition of
10976-507: Was also used to fly non-stop service from Windsor, Ontario to Mexico City with this flight originating in Toronto before being replaced by a DC-8. Closer to home, non-stop Boeing 737-200 service from Vancouver to San Francisco was being flown by 1970 followed by non-stop Boeing 727-100 service from Vancouver to Los Angeles by the mid-1970s. Also during the mid-1970s, CP Air was operating stretched Douglas DC-8-63 jetliners (which
11088-524: Was another first for Canada, with excursion flights from Vancouver to Grand Cayman Islands. Later in the same year, Pacific Western pioneered group charters across the Atlantic, mainly to the United Kingdom. In 1966, in anticipation of a regional air policy for Canada, Pacific Western began placing orders for jet and turboprop equipment. The regional policy became a reality in 1968, and the company
11200-401: Was designed for hot and high operations with more powerful 15,800 lbf (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
11312-466: 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 lbf (57.8 kN) with water injection . Maximum takeoff weight was 247,000 lb (112,000 kg) and first flight was on December 20, 1957. Major orders were
11424-523: Was flying DC-4s and DC-6Bs internationally in the 1950s, introducing turboprop Bristol Britannia aircraft in 1958. Douglas DC-8 jetliners began to replace them from 1961, but the Britannias continued on routes that were unsuitable for the new jets well into the 1960s – for example on the route to New Zealand until Whenuapai closed to civil traffic in November 1965. The big Britannia propjet
11536-468: 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 US domestic jet airline flights between New York/Idlewild and Miami, using 707s leased from Pan Am. In February 1956, rival global giant Trans World Airlines' then-President Howard Hughes ordered eight new Boeing 707-120, dubbing
11648-495: 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 , but its commercial aircraft were not as successful as those from Douglas Aircraft and other competitors. As Douglas and Lockheed dominated the postwar air transport boom, the demand for Boeing's offering,
11760-580: Was later purchased by PWA in 1989, resulting in only two major airlines in Canada: Canadian Airlines International and Air Canada . PWA and later Canadian airlines were based in Calgary . In December 1999, Air Canada took over Canadian Airlines International. According to the April 28, 1985, Pacific Western system route map, the airline was operating scheduled passenger service to the following destinations in Canada and
11872-667: Was not allowed scheduled routes to certain European countries, they were permitted to serve countries which Trans Canada Airlines/Air Canada did not choose to serve, so they developed schedules from 1960 onwards to Netherlands (Amsterdam), Italy (Milan and Rome), Greece (Athens), and later several other international destinations. Amsterdam was their principal European destination for these services, with direct flights to both Eastern and Western Canada, and connections were emphasized onwards to other countries. They also developed extensive charter flights (operated mainly in summertime) beginning in
11984-482: Was not ideally suited for operations with the USAF's new fleets of jet-powered fighters and bombers; this was where Boeing's new design would win military orders. As the first of a new generation of American passenger jets, Boeing wanted the aircraft's model number to emphasize the difference from its previous propeller-driven aircraft, which bore 300-series numbers. The 400-, 500- and 600-series were already used by their missiles and other products, so Boeing decided that
12096-543: Was powered by Pratt & Whitney JT3C turbojet engines. 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. The doors automatically close with increasing airspeed. The 707 was the first commercial jet aircraft to be fitted with clamshell-type thrust reversers . The 707 uses engine-driven turbocompressors to supply compressed air for cabin pressurization . On many commercial 707s,
12208-495: Was purchased by Pacific Western Airlines and absorbed into Canadian Airlines International . In the early 1940s, the Canadian Pacific Railway Company purchased, in a short time span, ten bush airlines: Ginger Coote Airways, Yukon Southern Air Transport, Wings, Prairie Airways, Mackenzie Air Services, Arrow Airways, Starratt Airways, Quebec Airways and Montreal & Dominion Skyways finishing with
12320-429: Was short-lived. Less than a year later, in 1987, Canadian Pacific Air Lines was sold, along with Quebec's Nordair , to Calgary-based Pacific Western Airlines (PWA) for $ 300 million. PWA assumed the airline's debt of $ 600 million. In April 1987, PWA announced that the new name of the merged airline would be Canadian Airlines International . In 2000, Canadian Airlines was taken over by and merged into Air Canada . List
12432-493: Was started by pilots Russ Baker and Walter Gilbert with financing supplied by Karl John Springer. Springer was a successful prospector , familiar with the importance of air transportation to prospecting and mine development. The company was based in Prince George and Fort St. James, British Columbia . At incorporation July 8, 1945, Frank Cooke and Lawrence Dickinson were recorded as President and Secretary-Treasurer as
12544-582: Was to be powered by four 22,500-pound-force thrust (100 kN) Pratt & Whitney JT3D-15 turbofan engines, and it would have had a nearly 10-foot (3.0 m) extension in wingspan, to 155.5 feet (47.4 m). Two variations were proposed, the 707-820(505) model and the 707-820(506) model. The 505 model would have had a fuselage 45 feet (14 m) longer than the 707-320B, for a total length of 198.6 feet (60.5 m). This model would have carried 209 passengers in mixed-class configuration and 260 passengers in all-economy configuration. The 506 model would have had
#918081