Boeing 720#Further developments

File:Boeing company Boeing 720 N7201U.jpg

Boeing announced its plans to develop a new version of the 707 in July 1957.Angelucci, Enzo; Paolo Matricardi and Adriano Zannino. The Illustrated Encyclopedia of Civil Aircraft: From Leonardo da Vinci to the Present, p. 346. Edison, New Jersey US: Chartwell Books, 2001. {{ISBN|0-7858-1389-6}}. It was developed from the {{not a typo|707-120}} to provide for short- to medium-range flights from shorter runways. The model was originally designated 707-020 before being changed to 720 at the input of United Airlines.{{cite web |title=Boeing 720 |url=http://www.boeing.com/commercial/707family/720.html |publisher=Boeing Commercial Airplanes |access-date=July 7, 2011 |url-status=dead |archive-url=https://web.archive.org/web/20110903234346/http://www.boeing.com/commercial/707family/720.html |archive-date=September 3, 2011 |df=mdy }} Compared to the {{nowrap|707-120}}, it has four fewer frames in front of the wing and one fewer aft: a total length reduction of {{convert|8|ft|4|in|m}}.

The new model was designed to a lower maximum takeoff weight with a modified wing and a lightened airframe. The wing modifications included Krueger flaps outboard of the outboard engines, lowering take-off and landing speeds—thus shortening runway length requirements—and a thickened inboard leading edge section, with a slightly greater sweep. This modification increased the top speed over the {{nowrap|707-120}}.Frawley, Gerald. "Boeing 720". The International Directory of Civil Aircraft, 2003/2004. Fishwick, Act: Aerospace Publications, 2003. {{ISBN|1-875671-58-7}}. It had four Pratt & Whitney JT3C-7 turbojet engines producing {{cvt|12500|lbf|kN|sigfig=3}} each.Donald, David, ed. The Complete Encyclopedia of World Aircraft. New York: Barnes & Noble Books, 1997. {{ISBN|0-7607-0592-5}}.

At one point in the development phase, it was known as the {{not a typo|707-020}}, then {{not a typo|717-020}}, although this was the Boeing model designation of the KC-135 and remained unused for a commercial airliner until it was applied to the MD-95, following Boeing's merger with McDonnell Douglas in 1997.Lombardi, Michael. [http://www.boeing.com/news/frontiers/archive/2006/july/i_history.pdf "The first KC-135 rolled out 50 years ago this month."] Historical Perspective, Start of a Proud Mission: Boeing Frontiers. Boeing, July 2006. Retrieved: April 17, 2010.

Because the aircraft systems were similar to the Boeing 707, no prototype Boeing 720 was built; any different systems were tested on the Boeing 367-80.Pither 1998, p. 29. The first 720 took its maiden flight on November 23, 1959. The type certificate for the 720 was issued on June 30, 1960. It first entered service with United Airlines on July 5, 1960; 65 of the original version were built.[http://www.boeing.com/commercial/707family/720.html Boeing 720] {{webarchive |url=https://web.archive.org/web/20110903234346/http://www.boeing.com/commercial/707family/720.html |date=September 3, 2011 }}. Boeing

The 720B version of the 720 had JT3D turbofan engines, producing {{cvt|17000|lbf|kN|sigfig=3}} each. The JT3D engines had lower fuel consumption and higher thrust.{{cite web |url= http://www.airliners.net/aircraft-data/stats.main?id=88 |title=Boeing 720|publisher= Airliners.net|access-date=January 10, 2012}} The maximum takeoff weight for the 720B was increased to {{cvt|234000|lb|sigfig=3}}. The 720B first took to the skies on October 6, 1960, and received certification and entered service with American Airlines in March 1961; 89 720Bs were built, in addition to conversions of American's 10 existing 720s.Pither 1998, p. 30

As a modification of an existing model, the 720 had minimal research and development costs, which allowed it to be successful despite few sales.{{cite book |last= Proctor |first= Jon |author2=Mike Machat|author3=Craig Kodera |title= From Props to Jets: Commercial Aviation's Transition to the Jet Age 1952–1962 |year= 2010 |publisher= Specialty Press |location= North Branch, MN |isbn= 978-1-58007-146-8 |pages=118–120 }} The company built 154 Boeing 720s and 720Bs from 1959 to 1967.[http://www.boeing.com/history/boeing/707.html "Boeing 707/720 Short History."] {{webarchive |url=https://web.archive.org/web/20110629092112/http://www.boeing.com/history/boeing/707.html |date=June 29, 2011 }} Boeing. Retrieved: December 27, 2009. The 720's wing modification was later added on the 707-120B and on 707-120s retrofitted to the B standard.[http://www.airlinercafe.com/page.php?id=72 "Boeing 707."] {{Webarchive|url=https://web.archive.org/web/20210317031322/https://www.airlinercafe.com/page.php?id=72 |date=March 17, 2021 }} airlinercafe.com. Retrieved: December 27, 2009.

File:Maersk 720B (6074178893).jpg

The Boeing 720 is a four-engined low-wing cantilever monoplane. Although it was similar to the Boeing 707, compared with the {{not a typo|707-120}}, it was {{cvt|8|ft|4|in|2}} shorter in length, and had a lighter structure through use of lighter forged metal parts and thinner fuselage skins and structures.

The rearmost of the 707's over-wing emergency exits was deleted on each side, which reduced passenger capacity, while two over-wing exits were an option for higher-density configurations.

The 720 uses an improved wing based on the 707 wing. The wingspan remained the same as the {{not a typo|707-120}}. For the 720, the wing was changed between the fuselage and inner engines by adding a wing root glove.[http://www.flightglobal.com/pdfarchive/view/1960/1960%20-%201357.html "The Boeing 720"]. Flight, August 19, 1960.[http://www.airlinercafe.com/page.php?id=72 The Ultimate Boeing 707 Guide] {{Webarchive|url=https://web.archive.org/web/20210317031322/https://www.airlinercafe.com/page.php?id=72 |date=March 17, 2021 }} Retrieved September 5, 2011. This glove reduced the drag of the wing by decambering the root, which reduced the "middle effect", thereby increasing the effective local wing sweep. The wing root glove reportedly increased the drag divergence Mach number of the wing by Mach 0.02.Cook, William H. The Road to the 707: The Inside Story of Designing the 707. Bellevue, Washington: TYC Publishing, 1991. {{ISBN|978-0-9629605-0-5}}.

Though initially fitted with turbojet engines, the dominant engine for the Boeing 720 was the Pratt & Whitney JT3D, a turbofan variant of the JT3C with lower fuel consumption and higher thrust. JT3D-engined 720s had a "B" suffix; some of American's 720Bs were conversions of JT3C-powered 720s.

Like the 707, the 720/720B used engine-driven turbocompressors to supply high-pressure air for cabin pressurization. The engines could not supply sufficient bleed air for this purpose without a serious loss of thrust. The small air inlets and associated humps are visible just above the main engine inlets on the two inner engine pods of all 720s and 720Bs; the lack of the turbocompressor inlet on the outer starboard pod (number 4 engine) helps spotters distinguish 720/720Bs from most 707s, which had three turbocompressors.

File:Boeing 720-047B AN1535319.jpg

The Boeing 720 lacked an auxiliary power unit, and relied instead on ground power and pneumatic air to power the aircraft's systems, provide air conditioning, and start the engines while on the ground. The normal practice for Boeing 720 aircraft was to start the number three (inner starboard) engine first, then disconnect ground power and air. With one engine running, bleed air from that engine could be used to provide necessary air pressure to start the other engines one by one. On ground, with ground starting crew at hand, all four engines were usually started with ground crew help: this was more reliable and faster.

File:Boeing 720 United Air Lines (7162682658).jpg introduced the 720 on July 5, 1960.]]

The first aircraft was a production aircraft for United Airlines which flew on November 23, 1959. The type certificate for the 720 was issued on June 30, 1960. The first service of the 720 was by United Airlines on July 5, 1960 on the Los Angeles-Denver-Chicago route. American Airlines followed by putting the 720 in commercial operation on July 31 that same year. On January 2, 1962, Pakistan International Airlines′ first Boeing 720B – a Boeing 720-040B (registration AP-AMG) piloted by Captain Abdullah Baig and copilot Captain Taimur Baig – set a world record during the London-to-Karachi leg of its delivery flight to Pakistan for speed over a commercial air route, making the flight in 6 hours 43 minutes 55 seconds at an average speed of {{cvt|938.78|km/h|2}}.{{Cite web |url=http://www.fai.org/fai-record-file/?recordId=7679 |title=FAI Record ID #7679 |access-date=January 1, 2017 |archive-url=https://web.archive.org/web/20170922100915/http://www.fai.org/fai-record-file/?recordId=7679 |archive-date=September 22, 2017 |url-status=dead |df=mdy-all }}[http://www.historyofpia.com/forums/viewtopic.php?t=16793 fai.org via historyofpia.com "1962 - PIA Boeing 720B Record Flight Info on FAI Website"]

The 720 was supplanted by the Boeing 727 in the mid-1960s in its medium-range, high-performance market. In the late 1960s, 720 and 720B aircraft were used by the US military to shuttle troops to the Far-East war efforts. The interiors of these planes were stripped of class partitions. Some of these flights originated at Travis AFB California and flew nonstop to Japan. At least one of the landing sites was Yokota AB, Japan, before the troops traveled to their final destinations.

After disposal of 720s by the major airlines, many were acquired by second-rank operators in South America and elsewhere.

File:CID pre-impact.jpg used an FAA 720.]]

In 1984, a Boeing 720 flown by remote control was intentionally crashed at Edwards AFB as a part of the FAA and NASA Controlled Impact Demonstration program. The test provided peak accelerations during a crash. The performance of fire-retardant fuel was also tested.[https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19890006539_1989006539.pdf "Flight test experience and controlled impact of a remotely piloted jet transport aircraft, NASA-TM-4084."] NASA, November 1, 1988. Retrieved: December 27, 2009.

The first 720 (N7201U) was later renamed "The Starship" and became a private charter jet used mainly by touring rock bands. Its main user was Led Zeppelin in the 1970s. The seating capacity was reduced and a bar with a built-in electric organ was added, along with beds, a shower, a lounge area, a TV, and video cassette player.Film The Song Remains The Same

Honeywell operated the last Boeing 720 in the United States, flying out of Sky Harbor Airport in Phoenix. The aircraft had been modified with an extra engine nacelle mounted on the right side of the fuselage to allow testing of a turbine engine at altitude, operating on special certification allowing it to be used for experimental use. This 720B was scrapped on June 21 and 22, 2008.[http://www.visitingphx.com/phxn720h.html "Resident Boeing 720B."] visitingphx.com. Retrieved: December 27, 2009. Honeywell replaced their aircraft with a Boeing 757.

Pratt & Whitney Canada (PWC) operated the last flying 720 (C-FETB) until 2010. C-FETB was built as N7538A in 1960 and was initially flown by American Airlines and later by Middle East Airlines as OD-AFQ. It was purchased by PWC in December 1985 and between October 1986 and January 1988 it was modified for use as a flying engine test bed. Internally it was known as FTB1 (Flying Test Bed 1). C-FETB was used to test a variety of engines with it being capable of carrying a large turbofan in place of the right wing's inner engine. Alongside this a small turbofan could be mounted on the right side of the front fuselage while a turboprop could be mounted in the modified nose.{{Citation |last=Kelly |first=Michael |title=Pratt & Whitney Boeing 720 C-FETB |date=2013-09-23 |url=https://www.flickr.com/photos/38016434@N05/9889858145/ |access-date=2023-01-18}} Its final operational flight occurred on September 29, 2010.{{Cite web |url=http://www.pt6nation.com/en/community/story/pwc-boeing-720b-red-flying-tes/ |title=P&WC Boeing 720B "Red" Flying Test Bed bids farewell |access-date=October 20, 2020 |archive-date=February 22, 2022 |archive-url=https://web.archive.org/web/20220222125431/http://www.pt6nation.com/en/community/story/pwc-boeing-720b-red-flying-tes/ |url-status=dead }} Pratt & Whitney Canada replaced the testbed with a Boeing 747SP. In May 2012, the former PWC 720 was flown to CFB Trenton, Ontario, to be put on display at the National Air Force Museum of Canada.{{cite web|first1=Jerome|last1=Lessard|url=http://www.trentonian.ca/ArticleDisplay.aspx?archive=true&e=3558252|archive-url=https://archive.today/20120912191639/http://www.trentonian.ca/ArticleDisplay.aspx?archive=true&e=3558252|url-status=dead|archive-date=2012-09-12|title=Historic landing a success|publisher=Trenton Trentonian|website=Trentonian.ca|date=2012-05-10 |access-date=2013-03-27}}

;720

:First production variant with four Pratt & Whitney JT3C turbojet engines

:Several high-density seat configurations delivered to Eastern Airlines included four over-wing escape hatches and brake cooling fans to effect quick turns on short-haul sectors.{{citation needed|date=August 2014}} These aircraft, designated "720-025", were certificated to carry up to 170 passengers, provided that certain safety requirements were met.FAA Type Certificate Data Sheet http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/b72df74d3b1847ad852567240060a02d/$FILE/4a28.PDF {{Webarchive|url=https://web.archive.org/web/20201024062003/https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/b72df74d3b1847ad852567240060a02d/$FILE/4a28.PDF |date=October 24, 2020 }}

;720B

:Improved variant with four Pratt & Whitney JT3D turbofan engines; American Airlines converted its 720s to 720B standard.

The Boeing 720 was operated/leased by 57 different airlines {{Citation needed|reason=I firstly got the number of operators by counting the number of airlines listed below,although there might be some inaccuracies,anyone can change the number/add citation if they find one|date=October 2024}}. These operators flew Boeing 720/720Bs (● = Original Operators):

{{Columns-list|colwidth=25em|

;{{AFG}}

• Ariana Afghan Airlines 1 x 720B from 1973 and additional 720B was leased.

;{{BLZ}}

• Belize Airways 5 x 720B, used from 1976 to 1980.

;{{CAM}}

• Air Cambodge 1 x 720 in 1972–72.

;{{flag|Ceylon}}

• Air Ceylon 1 x 720, 1 x 720B leased in 1970s.

;{{COL}}

• Aerocondor Colombia 2 x 720B, used from 1972 to 1980
• Aerotal 1 x 720B leased.
• Avianca ● 4 x 720B, two delivered in 1961, one in 1965 and one in 1969
• SAM Colombia 3 x 720B used from 1977 to 1980

;{{COD}}

• Air Charter Service 3 x 720.

;{{DEN}}

• Conair of Scandinavia 5 x 720-051B and 5 x 720-025 from 1971 till 1987.
• Maersk Air 5 x 720-051B from 1973 till 1987.

;{{DOM}}

• Aeromar 2 x 720 leased from 1979.
• Aerotours Dominicano 1 x 720 leased.
• Aerovias Quisqueyana 1 x 720 leased.
• Agro Air International Dominicana 2 x 720 from 1977.

;{{ECU}}

• Ecuatoriana de Aviacion 720B

;{{ETH}}

• Ethiopian Airlines ● 3 x 720Bs, two delivered in 1962 and one in 1965

;{{FRA}}

• Air Inter 1 x 720 leased.

;{{GER}}

• Lufthansa ● 8 x 720B delivered 1961–1962

;{{GRE}}

• Olympic Airways 7 x 720B delivered 1972–1973

;{{ISL}}

• Air Viking 3 x 720
• Eagle Air (Iceland) - 720B

;{{IND}}

• Air India 1 x 720 freighter leased in 1978.Pither 1998, pp. 116-219.

;{{IDN}}

• Air Bali 1 x 720 leased in 1975 but airline failed to gain approval for charter flights to the United States.

;{{IRL}}

• Aer Lingus ● 3 x 720 delivered 1960–1961

;{{ISR}}

• El Al ● 2 x 720B delivered in 1962
• MAOF airlines 2 x 720B bought from Monarch in 1981{{Cite web|url=https://www.yesterdaysairlines.com/airline-history-blog/israeli-upstart-maof-airlines|title=Israeli Upstart: MAOF Airlines|date=2020-05-05|access-date=2020-07-21|website=YESTERDAY'S AIRLINES}}

;{{JOR}}

• Alia - Royal Jordanian Airlines 2 x 720B

;{{flag|Kenya}}

• Kenya Airways 720B

;{{flag|Lebanon}}

• Middle East Airlines 720B

;{{flag|Malta}}

• Air Malta 5 x 720B used from 1974 to 1988

;{{NIC}}

• Aeronica 1 x 720B used from 1982 to 1989

;{{NOR}}

• Trans Polar 3 x 720

;{{PAK}}

• Pakistan International Airlines ● 4 x 720B delivered 1961–1962 and one in 1965

;{{PNG}}

• Air Niugini 1 x 720B leased from 1976.

;{{flag|Rhodesia}}

• Air Rhodesia 3 x 720 acquired 1973[http://home.iprimus.com.au/rob_rickards/viscounts/history.htm "History of Air Rhodesia."] {{Webarchive|url=https://web.archive.org/web/20200824144147/http://home.iprimus.com.au/rob_rickards/viscounts/history.htm |date=August 24, 2020 }} Viscounts in Africa: The Air Rhodesia Story. Retrieved: 7 February 2014.

;{{flag|Saudi Arabia}}

• Saudi Arabian Airlines ● 2 x 720B delivered in 1961

;{{TAN}}

• Air Tanzania 2 x 720 leased.

;{{UK}}

• Invicta International Airlines 1 720-023B.
• Monarch Airlines 5 x 720-051B and 2 x 720-023B.

;{{USA}}

• Aeroamerica 6 x 720
• Alaska Airlines operated both the 720 and the 720B but did not take delivery of either type new."Alaska Airlines" by Cliff & Nancy Hollenbeck, 2012, published by Hollenbeck Productions, http://www.hollenbeckproductions.com {{Webarchive|url=https://web.archive.org/web/19990125095943/http://www.hollenbeckproductions.com/ |date=January 25, 1999 }}"Character & Characters: The Spirit of Alaska Airlines" by Robert J. Serling, 2008, published by Documentary Media LLC, http://www.documentarymedia.com
• American Airlines ● 10 x 720 delivered in 1960 and 15 x 720Bs delivered in 1961, the ten 720s were converted to turbofan powered B models in 1961Pither 1998, p. 133.
• American Trans Air 2 x 720, 1 x 720B
• Braniff International Airways ● 5 x 720 delivered 1961–1963, an additional aircraft was sold to the Federal Aviation Agency before deliveryPither 1998, p. 142.
• Capital Airlines leased 720s from United Airlines.Bohl, Walt, The Aircraft History of Capital Airlines, American Aviation Historical Society Journal, Aviation Historical Society, Huntington Beach, California, Spring 2001, page 23
• Continental Airlines ● 8 x 720B delivered 1962–1966Pither 1998, p. 151.
• Eastern Air Lines ● 15 x 720 delivered 1961–1962Pither 1998, pp. 154–155.
• Federal Aviation Agency one 720 delivered in 1960{{cite web|title=Full-Scale Transport Controlled Impact Demonstration Program |author= Federal Aviation Administration |url=https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19880000639_1988000639.pdf |date=September 1987|page=5|publisher=FAA Technical Center |location=Atlantic City International Airport, New Jersey |id=DOT/FAA/CT-87/10, NASA-TM-89642 |access-date=September 2, 2014 |quote=This was the first time that a four-engine jet aircraft (Boeing 720) had been flown successfully by remote control. It was also the first time that an aircraft was flown solely and successfully on antimisting kerosene fuel (AMK).}} or 1961Pither 1998, p. 158.
• Northwest Airlines ● 13 x 720B delivered 1961–1964Pither 1998, pp. 183–184.
• Pacific Northern Airlines ● 2 x 720 delivered in 1962,Pither 1998, pp. 186–187. 1 x 720 acquired from Braniff International"The Only Way To Fly" by Robert J. Serling, page 381, published in 1976 by Doubleday & Company, Inc.
• Pan American World Airways 9 x 720B used from 1963-1974 for Caribbean and South American operations.Pither 1998, pp. 187.
• Southeast Airlines 1 x 720 {{cite web | url=https://www.jetphotos.com/photo/9959251 | title=N421MA | Boeing 720-022 | Southeast Airlines | Mesquita Collection }}
• Trans World Airlines ● 4 x 720B leased in 1961.Pither 1998, p. 211
• United Airlines ● 29 x 720 delivered 1960–1962Pither 1998, pp. 212–213.
• Western Airlines ● 27 x 720Bs delivered 1961–1967Pither 1998, pp. 215-216.

;{{YEM}}

• Alyemda 2 x 720B

}}

File:Destroyed MEA aircraft 1982.jpg 720 destroyed during Operation Peace for Galilee.]]

{{Main|List of accidents and incidents involving the Boeing 707}}

The Boeing 720 has had 23 hull-loss accidents during its career; it was also involved in a number of incidents including nine hijack incidents and one aircraft destroyed by a bomb in mid-air in 1976. Only 12 of the hull-loss accidents included fatalities which totaled 175 deaths in addition to the 81 deaths on the aircraft destroyed in mid-air by a bomb.{{cite web|title=Boeing 720|url=http://aviation-safety.net/database/dblist.php?Type=101|work=Aviation Safety Network|access-date=19 October 2013}}

The worst of these accidents were:

• On February 12, 1963, Northwest Orient Airlines Flight 705, a Boeing 720-051B (reg. N724US), suffered an in-flight break-up over the Florida Everglades about 12 minutes after leaving Miami, bound for Chicago. All 35 passengers and eight crew died. The cause of the crash was determined to be an unrecoverable loss of control due to severe turbulence.[http://aviation-safety.net/database/record.php?id=19630212-0 "Northwest Airlines flight 705."] Aviation-Safety.net. Retrieved: December 27, 2009.
• On May 20, 1965, Pakistan International Airlines Flight 705, a Boeing 720-040B (reg AP-AMH), crashed short of the runway at Cairo International Airport, killing 121 of the 127 people on board.{{cite web|url=http://aviation-safety.net/database/record.php?id=19650520-0 |title=ASN Aircraft accident Boeing 720-040B AP-AMH Cairo International Airport (CAI) |publisher=Aviation-safety.net |date=1965-05-20 |access-date=2013-03-27}}
• On December 8, 1972, seven members of the Eritrean Liberation Front hijacked Ethiopian Airlines Flight 708, a Boeing 720-060B, on its way to Paris. Security forces on the plane immediately opened fire, killing all but one of the hijackers (the last surviving hijacker later died in hospital). During the altercation, a hand grenade was detonated that damaged control cables under the cabin floor. However, the pilot put the plane into a controlled dive and managed to land the plane safely back in Addis Ababa with no further casualties.[https://www.flightglobal.com/pdfarchive/view/1972/1972%20-%203311.html]
• On January 1, 1976, Middle East Airlines Flight 438, a Boeing 720-023B (reg. OD-AFT), was destroyed en route from Beirut to Dubai by a bomb in the forward cargo hold. All 66 passengers and 15 crew were killed.Bladd, Joanne. [http://aviation-safety.net/database/record.php?id=19760101-1 "MEA flight 438."] Aviation-Safety.net. Retrieved: December 27, 2009.

• 720-051B 18351 "Chung Mei", a former Republic of China Air Force VIP aircraft, is on display at Kangshan, Taiwan.Pither 1998, p. 311.{{cite web |url = http://www.chinatimes.com/realtimenews/20170721005844-260405|title=岡山航空教育展示館 門票被嫌貴 |accessdate=2017-07-21 |author = 郭韋綺 |date=July 21, 2017 |publisher=China Times |language=zh}}
• 720-047B AP-AXL is on display at PIA Planetarium, Lahore (Pakistan) standing in a park for the public.PIA Planetarium, Lahore{{Cite web|url=http://www.aparm.net/ap-aaa_ap-azz/ap-axa_ap-axz/ap-axl.htm|title=AP-AXL - All Pakistan Aircraft Registration Marks|website=www.aparm.net|access-date=2017-08-26}}
• 720-047B AP-AXM is on display at PIA Planetarium, Karachi (Pakistan).PIA Planetarium, Karachi{{Cite web|url=https://aparm.net/ap-aaa_ap-azz/ap-axa_ap-axz/ap-axm.htm|title=AP-AXM - All Pakistan Aircraft Registration Marks|website=www.aparm.net|access-date=2017-08-26}}
• 720-023B C-FETB was donated to the National Air Force Museum of Canada in 2012 after its last flight.{{Cite web|url=http://airforcemuseum.ca/en/aircraft-2/b720|title=B720 « National Air Force Museum of Canada|website=airforcemuseum.ca|language=en-US|access-date=2017-08-26|archive-date=August 27, 2017|archive-url=https://web.archive.org/web/20170827050059/http://airforcemuseum.ca/en/aircraft-2/b720|url-status=dead}}
• 720-030B HK-749 is on display at Museo de los Niños (Children's Museum of Bogotá), Bogotá, Colombia in Avianca Colombia livery.Pither 1998, p. 308. It was the first jet airplane delivered to a Colombian airline.{{cite web|url=http://jftopper.blogspot.com/2012/02/uniendo-el-maletin-retro-de-avianca-con.html|title=Uniendo el maletín retro de Avianca con sus Boeing 720 y 727|last1=Franco|first1=Javier|date=February 29, 2012|access-date=26 December 2014}}

==Specifications (Boeing 720-048)==

File:Boeing 720 3-view.svg

{{sticky header}}

{{Aircraft specs

|ref={{cite web |url= http://www.boeing.com/assets/pdf/commercial/airports/acaps/707.pdf |title= 707 Airplane characteristics for airport planning |date= May 2011 |publisher= Boeing |archive-date= January 4, 2015 |archive-url= https://web.archive.org/web/20150104010033/http://www.boeing.com/assets/pdf/commercial/airports/acaps/707.pdf |url-status= dead}}{{cite web |url= https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/b72df74d3b1847ad852567240060a02d/$FILE/4a28.PDF |title= Type certificate data sheet No. 4A28 |date= May 1, 1973 |publisher= FAA |access-date= March 21, 2020 |archive-date= October 24, 2020 |archive-url= https://web.archive.org/web/20201024062003/https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/b72df74d3b1847ad852567240060a02d/$FILE/4a28.PDF |url-status= dead }}

|prime units?=imp

|genhide=

|crew=3

|capacity=131–137 passengers in two classes, 156 in one class

|length m=

|length ft=136

|length in=2

|length note=

|span m=

|span ft=130

|span in=10

|span note=

|width m=

|width ft=12

|width in=4

|width note=(fuselage)

|height m=

|height ft=41

|height in=5

|height note=

|wing area sqm=

|wing area sqft=

|wing area note=

|airfoil=

|empty weight kg=

|empty weight lb=110800

|empty weight note=

|gross weight kg=

|gross weight lb=230000

|gross weight note=

|max takeoff weight kg=

|max takeoff weight lb=229300

|max takeoff weight note=

|fuel capacity={{cvt|16060|USgal|L}} or {{cvt|2150|cuft|m3}}

|more general=

|eng1 number=4

|eng1 name=Pratt & Whitney JT3C-7

|eng1 type=turbojet engine

|eng1 kn=

|eng1 lbf=12000

|eng1 note=

|thrust original=

|perfhide=

|max speed kmh=

|max speed mph=460

|max speed kts=399

|max speed mach=0.906

|max speed note=at {{cvt|23400|ft|m}}

|cruise speed kmh=

|cruise speed mph=

|cruise speed kts=

|cruise speed note=

|stall speed kmh=

|stall speed mph=

|stall speed kts=

|stall speed note=

|never exceed speed kmh=

|never exceed speed mph=

|never exceed speed kts=

|never exceed speed note=

|minimum control speed kmh=

|minimum control speed mph=115

|minimum control speed kts=100

|minimum control speed note=

|range km=

|range miles=

|range nmi=2800

|range note=with 131 passengers

|endurance=

|ceiling m=

|ceiling ft=42000

|ceiling note=

|climb rate ms=

|climb rate ftmin=

|climb rate note=

|time to altitude=

|lift to drag=

|wing loading kg/m2=

|wing loading lb/sqft=

|wing loading note=

|fuel consumption kg/km=

|fuel consumption lb/mi=

|thrust/weight=

|more performance=*Takeoff distance: {{cvt|9000|ft|m}}

• Landing distance: {{cvt|6200|ft|m}}

|avionics=

}}

{{Portal|Aviation|United States}}

{{aircontent

|see also=

|related=

• Boeing 367-80
• Boeing 707
• Boeing C-135 Stratolifter
• Boeing KC-135 Stratotanker

|similar aircraft=

• Convair 880
• Tupolev Tu-114

|lists=

• List of jet airliners
• List of airliners
• List of Boeing customers

}}

{{Reflist}}

• {{cite book |last= Pither|first= Tony |title= The Boeing 707 720 and C-135|year= 1998 |publisher= Air-Britain (Historians) Ltd|location=England |isbn=0-85130-236-X}}

{{Commons and category|Boeing 720}}

• {{cite web |url= http://www.boeing.com/history/products/707.page |title= 707/720 Commercial Transport > Historical Snapshot |publisher= Boeing |access-date= March 23, 2020 |archive-date= February 7, 2017 |archive-url= https://web.archive.org/web/20170207040651/http://www.boeing.com/history/products/707.page |url-status= dead }}
• Caidin, Martin. Boeing 707. New York: Bantam Books, 1959.
• Price, Alfred. The Boeing 707. Leatherhead, Surrey, UK: Profile Publications, 1967.
• Schiff, Barry J. The Boeing 707. Blue Ridge Summit, PA: Tab Books, 1982, First edition 1967, . {{ISBN|0-8168-5653-2}}.
• Whittle, John A. The Boeing 707 and 720. Tonbridge, Kent: Air Britain (Historians), 1972. {{ISBN|0-85130-025-1}}.
• {{Cite book|last=Bradley|first=Catherine|title=Boeing 707 Super Profile|year=1983|location=Yeovil, Somerset UK|publisher=Haynes Publishing, 1983|isbn=0-85429-356-6}}
• Lloyd, Alwyn T. Boeing 707 & AWACS in Detail and Scale. Falbrook, CA: Aero Publishers, 1987. {{ISBN|0-8306-8533-2}}.
• {{Cite book|last=Bowers|first=Peter M.|title=Boeing Aircraft since 1916|year=1989|location=London|publisher=Putnam Aeronautical Books, 1989|isbn=0-85177-804-6}}
• Cook, William H. Road to the 707: The Inside Story of Designing the 707. Bellevue, WA: TYC Publishing Company, 1991. {{ISBN|0-9629605-0-0}}.
• Cearley, George Walker. Boeing 707 & 720: A Pictorial History. Dallas, TX: G.W. Cearley Jr, 1993. No ISBN.
• Smith, Paul Raymond. Boeing 707 – Airline Markings No. 3. Shrewsbury, Shropshire, UK: Swan Hill Press, 1993. {{ISBN|1-85310-087-0}}.
• {{Cite book|last=Irving|first=Clive|title=Wide Body: The Making of the Boeing 747|year=1994|location=Philadelphia|publisher=Coronet, 1994|isbn=0-340-59983-9}}
• Wilson, Stewart. Boeing 707, Douglas DC-8, and Vickers VC-10. Fyshwick, Australia, ACT: Aerospace Publications Pty Ltd., 1998. 1-875671-36-6.
• Francillon, René. Boeing 707: Pioneer Jetliner. Shrewsbury, Shropshire, UK: Motor Books International, 1999. {{ISBN|0-7603-0675-3}}
• {{Cite book|last=Wilson|first=Stewart|title=Airliners of the World|year=1999|location=Fyshwick, ACT, Australia|publisher=Aerospace Publications Pty Ltd., 1999|isbn=1-875671-44-7}}
• {{cite book |last= Proctor |first= Jon |title= Boeing 720 |year= 2001 |publisher= World Transport Press |location= Miami, FL |isbn= 1-892437-03-1 }}
• Winchester, Jim. Boeing 707. Shrewsbury, Shropshire, UK: Airlife, 2002. {{ISBN|1-84037-311-3}}.
• Stachiw, Anthony L. and Andrew Tattersall. Boeing CC137 (Boeing 347C) in Canadian Service. St. Catherines, ON: Vanwell Publishing Ltd., 2004. {{ISBN|1-55125-079-9}}.
• Breffort, Dominique. Boeing 707, KC-135 and Civilian and Military Versions. Paris: Histoire & Collections, 2008. {{ISBN|978-2-35250-075-9}}.

{{Boeing airliners}}

{{Boeing model numbers}}

{{Boeing 707 family}}

{{Boeing 7x7 timeline}}

{{Use mdy dates|date=March 2012}}

{{Authority control}}

720

Category:1950s United States airliners

Category:Quadjets

Category:Boeing 707

Category:Low-wing aircraft

Category:Aircraft first flown in 1959

Category:Aircraft with retractable tricycle landing gear