Jetrader - Autumn 2016 - 59

Republic XF-12 Rainbow, military reconnaissance aircraft. Photo: Tom Wigley collection. A Pan Am double-decker Boeing Stratocruiser over San Francisco. A rectangular porthole for the lower deck lounge is just visible behind the wing. Photo: University of Washington Libraries Digital Collection. The gargantuan Convair XC-99, double-deck military freighter. Pan Am ordered the CV-37 civilian passenger version. Photo: San Diego Air & Space Museum. A grainy concept image of the proposed stretched 707-820, shown here in BOAC livery. Photo: blog.AviacaoComercial. the B-29 bomber and capable of carrying up to 100 passengers but usually configured for about 50 in first-class comfort. Pan Am advertised it as a double-decker because there was a tiny lounge in the lower hold, reached by a spiral staircase from the main deck. Of the total 1949-1950 production run of 55 Stratocruisers, Pan Am had 29. About 10 years later they were traded back to Boeing for new 707 jet airliners. Juan Trippe Hopes for Another Double-Decker Now we fast-forward to the jet age. By the mid-1960s, Pan Am's fleet included a number of Boeing 707-320B aircraft for its long-haul international routes. Mr. Trippe could see that passenger traffic was booming and these fast and economical aircraft could make money, even at fares that were low enough for average travelers to afford. No longer was air travel just for the wealthy elite, and Pan Am would soon have to find some larger aircraft. Part of this story now becomes autobiographical. In early 1965, as a newly minted aeronautical engineer, I was hired by Boeing where I joined a small group in the aerodynamics preliminary design department. It was a plum job and a fantastic educational experience. Stretching the 707 The competitive situation was that Douglas was developing their stretched model DC-8-60s, and we at Boeing hoped to stretch the 707-320B. Two new versions were presented to the airlines: the 707-620 and 707-820. The 620 would be a modestly stretched 320B, with more seats but only domestic-range capability. The much larger 707-820 was stretched by 45 to 55 feet over the 707-320B. With its larger engines, more fuel capacity and bigger wings, we figured the 707-820 would carry up to 230 passengers with intercontinental range. But the stretch wasn't going to be easy. The 707 had shorter landing gear than the DC-8, so it sat closer to the ground, and if the fuselage were stretched much at all, the tail end would be apt to strike the ground during the rotation on takeoff. Nevertheless, the sales department made plastic models of these long, skinny airplanes in the colors of the prospective customer airlines and our preliminary design group was busy calculating weights, lift, drag, fuel consumption and range performance. But the most vexing problem was the runway performance - takeoff and landing - which could only be achieved by a major redesign of the wing and landing gear structure because of the tail-strike problem. We looked at telescoping landing gear struts. We investigated making the wing much larger, changing the wing flaps and slats to get more lift without so much rotation. But every option was complicated and costly, and while it might have been worked out somehow, it wasn't long before Juan Trippe decided he wanted far more capacity than was possible with any stretched 707s. He wanted the passenger capacity increased to 400, far more than twice the capacity of the 707-320B. Starting Over With the added payload there would need to be even bigger engines, larger wings and more fuel capacity. And Trippe insisted we make it a double-decker by essentially placing a second 707 fuselage on top of the original, keeping the conventional six-abreast seating in the upper and lower cabins. More sales models were made and painted, and our group went back to calculating the achievable weights and performance. Harking back to Pan Am's earlier days, Mr. Trippe still had a passion for doubledeckers. He envisioned his double-decker jetliners taxiing out at dusk with their two rows of lighted portholes, evoking the stately departure of great ocean liners Jetrader * Autumn 2016 59

Table of Contents for the Digital Edition of Jetrader - Autumn 2016

A Message from the President
Calendar/News
Q&A: Mike Williams, Jetaire Group
Wish Upon a Star
Sunshine, Rain and Mixed Feelings
ISTAT’s 2016 Farnborough Airshow Chalet and Reception Continue to Achieve Record Attendance
Legal Status of Aircraft Engines and Effects on Financing and Leasing Transactions
Survival of the Fittest
Weathering Economic Gusts: Copa Airlines’ Pedro Heilbron Advocates Flexibility and Smart Growth
5 Places to Visit While Attending the ISTAT Latin America Forum
From the ISTAT Photo Archives
From the Jetrader Editorial Archives
Aviation History
Aircraft Appraisals
ISTAT Foundation
Advertiser Index
Advertiser.com
Jetrader - Autumn 2016 - cover1
Jetrader - Autumn 2016 - cover2
Jetrader - Autumn 2016 - 3
Jetrader - Autumn 2016 - 4
Jetrader - Autumn 2016 - 5
Jetrader - Autumn 2016 - 6
Jetrader - Autumn 2016 - A Message from the President
Jetrader - Autumn 2016 - 8
Jetrader - Autumn 2016 - 9
Jetrader - Autumn 2016 - Calendar/News
Jetrader - Autumn 2016 - 11
Jetrader - Autumn 2016 - Q&A: Mike Williams, Jetaire Group
Jetrader - Autumn 2016 - 13
Jetrader - Autumn 2016 - 14
Jetrader - Autumn 2016 - 15
Jetrader - Autumn 2016 - Wish Upon a Star
Jetrader - Autumn 2016 - 17
Jetrader - Autumn 2016 - Sunshine, Rain and Mixed Feelings
Jetrader - Autumn 2016 - 19
Jetrader - Autumn 2016 - 20
Jetrader - Autumn 2016 - 21
Jetrader - Autumn 2016 - 22
Jetrader - Autumn 2016 - 23
Jetrader - Autumn 2016 - ISTAT’s 2016 Farnborough Airshow Chalet and Reception Continue to Achieve Record Attendance
Jetrader - Autumn 2016 - 25
Jetrader - Autumn 2016 - 26
Jetrader - Autumn 2016 - 27
Jetrader - Autumn 2016 - 28
Jetrader - Autumn 2016 - 29
Jetrader - Autumn 2016 - 30
Jetrader - Autumn 2016 - 31
Jetrader - Autumn 2016 - Legal Status of Aircraft Engines and Effects on Financing and Leasing Transactions
Jetrader - Autumn 2016 - 33
Jetrader - Autumn 2016 - 34
Jetrader - Autumn 2016 - 35
Jetrader - Autumn 2016 - 36
Jetrader - Autumn 2016 - 37
Jetrader - Autumn 2016 - Survival of the Fittest
Jetrader - Autumn 2016 - 39
Jetrader - Autumn 2016 - 40
Jetrader - Autumn 2016 - 41
Jetrader - Autumn 2016 - 42
Jetrader - Autumn 2016 - 43
Jetrader - Autumn 2016 - Weathering Economic Gusts: Copa Airlines’ Pedro Heilbron Advocates Flexibility and Smart Growth
Jetrader - Autumn 2016 - 45
Jetrader - Autumn 2016 - 5 Places to Visit While Attending the ISTAT Latin America Forum
Jetrader - Autumn 2016 - 47
Jetrader - Autumn 2016 - 48
Jetrader - Autumn 2016 - 49
Jetrader - Autumn 2016 - From the ISTAT Photo Archives
Jetrader - Autumn 2016 - 51
Jetrader - Autumn 2016 - 52
Jetrader - Autumn 2016 - 53
Jetrader - Autumn 2016 - From the Jetrader Editorial Archives
Jetrader - Autumn 2016 - 55
Jetrader - Autumn 2016 - 56
Jetrader - Autumn 2016 - 57
Jetrader - Autumn 2016 - Aviation History
Jetrader - Autumn 2016 - 59
Jetrader - Autumn 2016 - 60
Jetrader - Autumn 2016 - 61
Jetrader - Autumn 2016 - 62
Jetrader - Autumn 2016 - Aircraft Appraisals
Jetrader - Autumn 2016 - 64
Jetrader - Autumn 2016 - 65
Jetrader - Autumn 2016 - ISTAT Foundation
Jetrader - Autumn 2016 - 67
Jetrader - Autumn 2016 - 68
Jetrader - Autumn 2016 - Advertiser Index
Jetrader - Autumn 2016 - Advertiser.com
Jetrader - Autumn 2016 - cover3
Jetrader - Autumn 2016 - cover4
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