View source for Boeing 707

{{Short description|Four-engined single-aisle airliner family by Boeing}}
{{Use mdy dates|date=November 2023}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout, and guidelines. -->
{{Infobox aircraft
| name = Boeing 707
| image = File:Boeing 707-321B Pan Am Freer.jpg
| image_caption = Boeing 707-321B operated by [[Pan Am]], 1979
| aircraft_type = [[Narrow-body aircraft|Narrow-body airliner]]
| national_origin = United States
| manufacturer = [[Boeing Commercial Airplanes]]
| first_flight = {{start date and age|1957|12|20|p=y}}<ref>[http://www.aviation-history.com/boeing/707.html "Boeing 707 Jet Transport."] ''aviation-history.com''. Retrieved December 27, 2009.</ref>
| introduction = October 26, 1958, with [[Pan Am]]
| produced = 1956–1978{{efn|Commercial aircraft were produced from 1956 to 1978. See C-137, E-3, E-6, and E-8 articles for production of military derivatives.}}
| retired = <!-- Retired status cited in Op. history section later in article. -->
| status = In military service{{efn|Retired from airline passenger use in April 2013;<ref name="payvand.com">{{cite web|url=http://www.payvand.com/news/13/apr/1165.html|title=Iranian airline SAHA halts operation due to outdated fleet|work=payvand.com|access-date=April 1, 2015|archive-date=March 14, 2021|archive-url=https://web.archive.org/web/20210314190359/http://www.payvand.com/news/13/apr/1165.html|url-status=dead}}</ref> civilian service [[2019 Saha Airlines Boeing 707 crash|ended]] in January 2019<ref name="Waldron">{{cite web|url=https://www.flightglobal.com/news/articles/boeing-707-crashes-near-tehran-454991/|title=Boeing 707 crashes near Tehran|last=Waldron|first=Greg|date=January 14, 2019|website=[[FlightGlobal]]|language=en-GB|access-date=January 15, 2019}}</ref>}}
| primary_user = [[Pan Am]] (historical)<!--Limit one (1) primary user. Top four users listed in 'primary user' and 'more users' fields based on number of 737s in their fleets. -->
| more_users = {{ubl|[[Trans World Airlines]] (historical)|[[American Airlines]] (historical)|[[Air France]] (historical)}}<!--Limit is three (3) in 'more users' field (4 total users). Please separate with <br />.-->
| number_built = 865<!-- 1010 - (65 + 89 B720s)= 1,019 707s --> (not including Boeing 720s)<ref>{{cite web |url=http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=707&optReportType=AllModels&cboAllModel=707&ViewReportF=View+Report |title=707 Model Summary |publisher=Boeing Commercial Airplanes |access-date=December 10, 2010 |archive-date=September 4, 2015 |archive-url=https://web.archive.org/web/20150904102020/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=707&optReportType=AllModels&cboAllModel=707&ViewReportF=View+Report |url-status=dead}}</ref>
| developed_from = [[Boeing 367-80]]
| variants = {{ubl|[[Boeing 720]]|[[Boeing C-137 Stratoliner]]|[[Northrop Grumman E-8 Joint STARS]] | [[Boeing E-3 Sentry]] | [[Boeing E-6 Mercury]]}}
| developed_into =
}}

The '''Boeing 707''' is an early American long-range [[Narrow-body aircraft|narrow-body airliner]], the first [[jetliner]] developed and produced by [[Boeing Commercial Airplanes]].
<!--Development-->
Developed from the [[Boeing 367-80]] prototype, the initial {{not a typo|707-120}} first flew on December 20, 1957.
[[Pan Am]] began regular 707 service on October 26, 1958.
<!--Design-->
With versions produced until 1979, the 707 is a [[swept wing]] [[four-engined jet aircraft|quadjet]] with [[podded engine]]s. Its larger fuselage cross-section allowed six-abreast economy seating, retained in the later [[Boeing 720|720]], [[Boeing 727|727]], [[Boeing 737|737]], and [[Boeing 757|757]] models.

<!--Operational history-->
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]].<ref>{{Cite book |last=Wilson |first=Stewart |title=Airliners of the World |location=Fyshwick, Australia |publisher=Aerospace Publications|isbn=978-1-875671-44-1 |year=1999 |url-access=registration |url=https://archive.org/details/airlinersofworld0000wils|page=13|quote=The Boeing 707, the airliner which introduced jet travel on a large scale}} and p. 48. Quote: "The USA's first jetliner, the 707 was at the forefront of jet travel revolution..."</ref> It dominated passenger [[airline|air-transport]] in the 1960s, and remained common through the 1970s, on [[Domestic flight|domestic]], [[Transcontinental flight|transcontinental]], and [[transatlantic flight]]s, as well as cargo and military applications. It established Boeing as a dominant airliner manufacturer with its [[Boeing 7x7 series|7x7 series]].
<!--Variants-->
The initial, {{convert|145|ft|m|adj=mid|-long}} {{not a typo|707-120}} was powered by [[Pratt & Whitney JT3C]] turbojet engines.
The shortened, long-range {{not a typo|707-138}} and the more powerful {{not a typo|707-220}} entered service in 1959.
The longer-range, heavier 707-300/400 series has larger wings and is stretched slightly by {{convert|8|ft}}.
Powered by [[Pratt & Whitney JT4A]] turbojets, the 707-320 entered service in 1959, and the {{not a typo|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 {{Convert|3600|nmi|abbr=~|lk=in}}, and could accommodate 174 in one class. With 141 passengers in two classes, the 707-320/420 could fly {{cvt|3750|nmi}} and the 707-320B up to {{cvt|5000|nmi}}. 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.<!--Orders and deliveries--> In total, 865 Boeing 707s were produced and delivered, not including 154 Boeing 720s.

==Development==

===Model 367-80 origins===
{{main|Boeing 367-80}}
[[File:Boeing 367-80 in flight.jpg|thumb|The 707 was based on the [[Boeing 367-80|367-80]] "Dash&nbsp;80"]]
[[File:Washington National Airport Sept 1961 f.jpg|thumb|N708PA, the first Boeing 707 built (1957). This airplane would later crash as [[Pan Am Flight 292]].]]

During and after World War II, Boeing was known for its military aircraft. The company had produced innovative and important bombers, from the [[Boeing B-17 Flying Fortress|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 Corporation|Lockheed]] dominated the postwar air transport boom, the demand for Boeing's offering, the [[Boeing 377 Stratocruiser|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.<ref>[https://web.archive.org/web/20061222070652/http://www.time.com/time/magazine/article/0,9171,857520,00.html "Gamble in the Sky."] ''[[Time (magazine)|Time]]'', July 19, 1954. Retrieved December 27, 2009.</ref> 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 Stratofreighter]]s on order. The KC-97 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.<ref>{{Cite book |last=Wilson |first=Stewart |title=Boeing 707, Douglas DC-8, and Vickers VC-10 |location=Fyshwick, Australia |publisher=Aerospace Publications|isbn=978-1-875671-36-6 |year=1998|page=18}}</ref>

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 the jets would bear 700-series numbers, and the first would be the 707.<ref name="irving171">Irving 1994, p. 171.</ref>  The marketing personnel at Boeing chose 707 because they thought it was more appealing than 700.<ref name="why7">{{cite web|url=https://www.boeing.com/news/frontiers/archive/2004/february/i_history.html|archive-url=https://web.archive.org/web/20210416224312/https://www.boeing.com/news/frontiers/archive/2004/february/i_history.html|archive-date=April 16, 2021|title=Boeing Frontiers Online: Why 7's been a lucky number|first=Mike|last=Lombardi|website=www.boeing.com|url-status=live|access-date=June 13, 2021|date=March 2004}}</ref>

The project was enabled by the [[Pratt & Whitney JT3C]] [[turbojet]] engine, the civilian version of the [[Pratt & Whitney J57|J57]] that yielded much more power than the previous generation of jet engines and was proving itself with the B-52.  Freed from 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 [[Boeing 367-80|367-80]] "Dash 80" [[quadjet]] [[prototype]] aircraft. Less than two years elapsed from project launch in 1952 to rollout on May 14, 1954, with the first Dash 80 flying on July 15, 1954.<ref name="ar 2022-01-08">{{cite web |last1=Thomas |first1=Geoffrey |title=The birth of the Boeing 707 was no secret - everyone knew! |url=https://www.airlineratings.com/news/birth-boeing-707-no-secret-everyone-knew/ |website=Airline Ratings |access-date=June 3, 2023 |language=en-AU |date=January 8, 2022}}</ref> The prototype was a proof-of-concept aircraft for both military and civilian use.<ref name="ar 2022-01-08"/> 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 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.<ref name="Ruffin">{{cite book|last=Ruffin|first=Steven A|title=Aviation's Most Wanted: The Top 10 book of Winged Wonders, Lucky Landings and Other Aerial Oddities|year=2005|publisher=Potomac Books|location=Washington D.C.|isbn=978-1574886740|page=320}}</ref> Although he justified his unauthorized action to [[William McPherson Allen|Bill Allen]], then president of Boeing, as selling the airplane with a 1 'g' maneuver he was told not to do it again.<ref>{{cite book |last=Johnston |first=A. M. |author-link=Alvin M. Johnston |title=Tex Johnston: Jet-Age Test Pilot |publisher=[[Smithsonian Books]] |date=December 2000 |page=[https://archive.org/details/texjohnstonjetag00john/page/204 204] |isbn=978-1-56098-931-8 |url=https://archive.org/details/texjohnstonjetag00john|url-access=registration}}</ref>

The {{cvt|132|in|mm}} wide fuselage of the Dash 80 was large enough for four-abreast (two-plus-two) seating like 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 {{cvt|144|in|sigfig=3}} to allow five-abreast seating and use of the KC-135's tooling.<ref>Francillon, René. ''Boeing 707: Pioneer Jetliner''. Shrewsbury, Shropshire, UK: Motor Books International, 1999. {{ISBN|978-0-7603-0675-8}}. p. 34</ref> Douglas Aircraft had launched its [[Douglas DC-8|DC-8]] with a fuselage width of {{cvt|147|in|sigfig=3}}. The airlines liked the extra space and six-abreast seating, so Boeing increased the 707's width again to compete, this time to {{cvt|148|in|sigfig=3}}.<ref name="irving194">{{harvnb|Irving|1994|pp=194–197}}</ref>

===Production and testing===
[[File:Boeing 707-123B, American Airlines JP6986482.jpg|thumb|Boeing 707 six-abreast cabin]]
[[File:Boeing 707-123 B (1959) Cockpit.jpg|thumb|Boeing 707 cockpit]]

The first flight of the first-production 707-120 took place on December 20, 1957, and FAA certification followed on September 18, 1958.<ref name="Pither21">{{harvnb|Pither|1998|p=21}}</ref> 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.<ref>[http://www.setp.org/about-setp/history.html "Society of Experimental Test Pilots, History."] ''setp.org''. Retrieved January 11, 2014.</ref> A number of changes were incorporated into the production models from the prototype. A [[Krueger flaps|Krueger flap]] was installed along the leading edge between the inner and outer engines on early 707-120 and -320 models.<ref name="Bowers434">{{harvnb|Bowers|1989|p=434}}</ref><ref name="airlinercafe.com">[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.</ref> 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 the tail dragging on the runway.<ref>Cook, William H. ''Road to the 707: The Inside Story of Designing the 707''. Bellevue, WA: TYC Publishing Company, 1991. {{ISBN|978-0-9629605-0-5}}, p.249</ref>

===Further developments===
[[File:Western 707.jpg|thumb|The -320 and -420 are 8 ft (2.4 m) longer than the initial -120; later 707s were powered by [[JT3D]] turbofans.]]
{{more citations needed section|date=December 2016}}

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 {{cvt|20|in}} apart, so this resulted in a shortening of {{cvt|10|ft}} to a length of {{cvt|134|ft|6|in|sigfig=3}}. With the maximum takeoff weight the same as that of the -120 ({{cvt|247,000|lb|t}}), the -138 was able to fly the longer routes that Qantas needed.<ref name="airlinercafe.com"/> [[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 the -320, but with [[Rolls-Royce Conway|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 a stronger structure to support a maximum takeoff weight increased by {{cvt|19000|lb}}, 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 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,<ref>{{citation |url=https://www.bbc.com/culture/article/20141020-the-plane-that-changed-air-travel |title=Boeing 707: The aircraft that changed the way we fly |last=Glancey |work=[[BBC News]] |first=Jonathan |quote=Boeing built 1,010 707s for commercial airlines between 1958 and 1978, and a further 800 for the military up until 1991 |archive-url=https://web.archive.org/web/20211125215551/https://www.bbc.com/culture/article/20141020-the-plane-that-changed-air-travel |date=October 19, 2014 |archive-date=November 25, 2021 |access-date=November 30, 2021 |url-status=live}}</ref> with the last new-build 707 airframes built as [[Boeing E-3 Sentry|E-3]] and [[Boeing E-6 Mercury|E-6]] aircraft.{{citation needed|date=December 2021}}

Traces of the 707 are still found in the [[Boeing 737|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 [[Boeing 727|727]], while the [[Boeing 757|757]] also used the 707 fuselage cross-section.

==Design==
[[File:PanAm214.jpg|thumb|The 35° [[swept wing]] includes the fuel tanks]]

===Wings===
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 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 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, [[1959 Washington Boeing 707 crash|crash-landed]] on a river bed north of Seattle at [[Arlington, Washington]], killing four of the eight occupants.<ref>{{ASN accident|id=19591019-0}}</ref>

In his autobiography, [[test pilot]] Tex Johnston describes 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 the cockpit feeling ill. Johnston disconnected the faulty autopilot and manually stabilized the plane "with two slight control movements".<ref>{{cite book |last=Johnston |first=A.M. |title=Tex Johnston: Jet-Age Test Pilot |publisher=[[Smithsonian Books]] |date=December 2000 |page=247 |isbn=978-1-56098-931-8 |url=https://books.google.com/books?id=wcJvDwAAQBAJ&pg=PT248}}</ref>

Johnston recommended Boeing increase the height of the [[Vertical stabilizer|tail fin]], add a boosted rudder as well as add a [[Empennage#Fins|ventral fin]]. These modifications were aimed at mitigating Dutch roll by providing more directional stability in [[Aircraft principal axes|yaw]].<ref>{{cite book |last1=Johnston |first1=A.M. "Tex" |title=Tex Johnston, Jet-Age Test Pilot |date=1992 |publisher=Bantam |isbn=9780553295870 |location=New York |pages=267–268}}</ref>

===Engines===
<gallery mode="packed" heights="160">
File:Boeing 707-328, Air France AN1634050.jpg|An early [[JT4A]] [[turbojet]]
File:Boeing 707-338C, Australia - Royal Australian Air Force (RAAF) JP5845779.jpg|A later [[JT3D]] low-bypass [[turbofan]]
</gallery>

The initial {{convert|145|ft|m|adj=mid|-long}} {{not a typo|707-120}} 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 reverser]]s.<ref>[https://books.google.com/books?id=zSADAAAAMBAJ&pg=-PA124 "Boeing's Jet Stratoliner."] ''Popular Science'', July 1954, p. 124.</ref>

====Turbocompressors====
The 707 uses engine-driven [[gas compressor|turbocompressors]] to supply compressed air for [[cabin pressurization]]. On many commercial 707s, 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.<ref>{{cite web |url=http://www.airlinercafe.com/page.php?id=72 |title=Ultimate Boeing 707 Guide |website=Airliner Cafe |access-date=February 17, 2016 |archive-date=March 17, 2021 |archive-url=https://web.archive.org/web/20210317031322/https://www.airlinercafe.com/page.php?id=72 |url-status=dead}}</ref>

====Upgraded engines====
[[File:Pratt-707re-N707HE-071126-03-16.jpg|thumb|Omega Air's 707-330C testbed for the 707RE program takes off from the [[Mojave Air & Space Port|Mojave Airport]], 2007]]

Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, selected the [[Pratt & Whitney JT8D|JT8D-219]] low-bypass turbofan as a replacement powerplant for Boeing 707-based aircraft, calling their modified configuration a 707RE.<ref name=flug>[http://www.flug-revue.rotor.com/FRNews1/FRNews02/FR020512.htm "Boeing 707."] {{webarchive|url=https://web.archive.org/web/20071107044727/http://flug-revue.rotor.com/frnews1/FRNews02/FR020512.htm |date=November 7, 2007}} ''Flug Revue'', May 12, 2002. Retrieved December 27, 2009.</ref> Northrop Grumman selected the -219 to re-engine the [[United States Air Force|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 is publicized as being half the cost of the competing powerplant, the [[CFM International CFM56]], and is 40&nbsp;dB quieter than the original JT3D engines.<ref name=flug/>

==Operational history==
The first commercial orders for the 707 came on October 13, 1955,<ref name="Bowers433">{{harvnb|Bowers|1989|p=433}}</ref> 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 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 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 [[GALYU|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 the time preferred the more established Douglas Aircraft as a maker of passenger aircraft,{{citation needed|date=October 2023}} 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 J75|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 the initial 707's wing to help increase range and payload, giving birth to the 707-320.<ref>{{cite book|url=https://www.aia-aerospace.org/wp-content/uploads/2016/06/THE-1957-AIRCRAFT-YEAR-BOOK.pdf|title=1957-1958 Aircraft Year Book|editor1-last=Haggerty|editor1-first=James J. Jr.|publisher=American Aviation Publishers|asin=B000AP5582|place=Washington, D.C.|date=1958|page=232|access-date=July 19, 2019|archive-date=January 22, 2022|archive-url=https://web.archive.org/web/20220122005549/http://www.aia-aerospace.org/wp-content/uploads/2016/06/THE-1957-AIRCRAFT-YEAR-BOOK.pdf|url-status=dead}}</ref>

Pan Am inaugurated 707 service with a christening at [[Reagan National Airport|National Airport]] on October 17, 1958, attended by [[Dwight Eisenhower|President Eisenhower]], followed by a transatlantic flight for VIPs (personal guests of founder [[Juan Trippe]]) from [[Baltimore/Washington International Airport|Baltimore's Friendship International Airport]] to Paris.<ref>{{cite web|title=Pan Am's First Passenger Jet to Europe (1958)|url=http://ghostsofdc.org/2012/03/01/pan-ams-first-passenger-jet-to-europe-1958/|publisher=Ghosts of DC|access-date=March 1, 2012|date=March 2012}}</ref> The aircraft's first commercial flight was from [[Idlewild Airport]], New York, to [[Le Bourget airport|Le Bourget]], Paris, on October 26, 1958, with a fuel stop in [[Gander, Newfoundland and Labrador|Gander, Newfoundland]]. In December, [[National Airlines (NA)|National Airlines]] operated the first US domestic jet airline flights between [[John F. Kennedy International Airport|New York/Idlewild]] and Miami, using 707s leased from Pan Am.

[[File:Three Pan Am Boeing 707 awaiting delivery.jpg|thumb|[[Pan Am]] introduced the 707-120 on October 26, 1958.]]
{{anchor|StarStream}}In February 1956, rival global giant Trans World Airlines' then-President [[Howard Hughes]] ordered eight new Boeing 707-120, dubbing 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.<ref name="northeastnews/twa-star-stream">{{cite web |last1=Bushnell |first1=Michael |title=TWA Star Stream: the luxury standard |url=https://northeastnews.net/pages/twa-star-stream-the-luxury-standard/ |website=Northeast News |access-date=August 7, 2023 |date=August 13, 2014}}</ref><ref name="airlineratings/twa-starstream-707">{{cite web |last1=Machat |first1=Mike |title=TWA's StarStream Boeing 707 |url=https://www.airlineratings.com/news/twas-starstream-boeing-707/ |website=Airline Ratings |access-date=August 7, 2023 |language=en-AU |date=December 23, 2015}}</ref>

[[American Airlines]] was the first domestic airline to fly its own jets, on January 25, 1959.{{citation needed|date=August 2023}} TWA started domestic 707-131 flights in March and [[Continental Airlines]] started 707-124 flights in June; airlines that had ordered only the DC-8, such as [[United Airlines|United]], [[Delta Air Lines|Delta]], and [[Eastern Air Lines|Eastern]], were left without jets until September and lost market share on transcontinental flights.{{citation needed|date= May 2016}} Qantas was the first non-US airline to use the 707s, starting in 1959.<ref>{{cite news |date=February 16, 1959 |title=Boeing Completed 707 for Australians |page=5 |work=The Seattle Times}}</ref><ref>{{cite web |title=Entering the Jet Age |url=https://www.qantas.com/travel/airlines/history-jet-age/global/en |publisher=[[Qantas]] |access-date=January 19, 2018}}</ref>

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 the 707 also led to the upgrading of [[air traffic control]] systems to prevent interference with military jet operations.<ref>[https://web.archive.org/web/20071001014903/http://www.time.com/time/magazine/article/0,9171,810685,00.html "Jets Across the U.S."] ''Time'', November 17, 1958. Retrieved December 27, 2009.</ref>

[[File:Boeing 707-321C, Iran Air AN0597257.jpg|thumb|An Iran Air Boeing 707]]
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 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. Rather than stretch the fuselage, which would have also required pilot retraining, 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 the [[1973 oil crisis]].{{citation needed|date= May 2016}} 

[[File:Saha Air Boeing 707 Haghgoo-2.jpg|thumb|Iranian [[Saha Airlines]] was the last commercial operator, until April 2013]]
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|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.<ref>Federal Aviation Administration issued Supplemental Type Certificate SA2699NM to SHANNON engineering March 6, 1985.</ref>

[[Trans World Airlines]] flew the last scheduled 707 flight for passengers by a US carrier on October 30, 1983,<ref>[https://web.archive.org/web/20070703114706/http://www.time.com/time/magazine/article/0,9171,952267,00.html "Farewell Flight."] ''Time'', November 14, 1983. Retrieved December 27, 2009.</ref> although 707s remained in scheduled service by airlines from other nations for much longer. [[Middle East Airlines]] <!-- (MEA) --> 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 the Boeing 707.<ref name="Waldron" /><ref>{{cite web|url=https://www.independent.co.uk/travel/news-and-advice/boeing-707-jet-aircraft-plane-flights-haynes-owners-manual-charles-kennedy-a8412136.html |title=Why the Boeing 707 Plane United the World |date=June 22, 2018 |first=Simon |last=Calder |website=[[The Independent]] |access-date=March 17, 2020}}</ref> After suspending its scheduled passenger service in April 2013,<ref name="payvand.com" /> Saha continued to operate a small fleet of 707s on behalf of the [[Islamic Republic of Iran Air Force|Iranian Air Force]].<ref name="Waldron" /><ref>{{cite web|url=https://airwaysmag.com/uncategorized/flashback-friday-57th-anniversary-of-first-production-boeing-707-roll-out/ |title=Flashback Friday: 57th Anniversary of First Production Boeing 707 Roll-out |author=Turpial Development |date=October 31, 2014 |website=airwaysmag.com |access-date=March 17, 2020 |archive-url=https://web.archive.org/web/20200317224435/https://airwaysmag.com/uncategorized/flashback-friday-57th-anniversary-of-first-production-boeing-707-roll-out/ |archive-date=March 17, 2020 |url-status=dead}}</ref>

As of 2019, only a handful of 707s remain in operation, acting as military aircraft for aerial refueling, transport, and AWACS missions.<ref>{{cite web|url=https://www.flightglobal.com/news/articles/analysis-2019-world-air-forces-directory-454126/|title=ANALYSIS: 2019 World Air Forces Directory|last=Hoyle|first=Craig|date=December 4, 2018|website=FlightGlobal|language=en-GB|access-date=January 15, 2019}}</ref>

==Variants==
{{more citations needed section|date=December 2016}}
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 the "20" part of the designation is [[List of Boeing customer codes|Boeing's "customer number"]] for its development aircraft.

===707-020===
[[File:Cyprus Airways Boeing 720B G-BCBB LHR 1978-8-24.png|thumb|The 707-020 (720) is 9 ft (2.7 m) shorter than the 707-120.]]
{{main|Boeing 720}}

<!--development-->
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.

<!--design-->
Compared to 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 {{cvt|2,800|nmi}} range with 131 passengers in two classes.
<!--variants-->
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 a {{cvt|3,200|nmi}} 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.

===707-120===
[[File:Boeing 707-120 without “eyebrow windows”.jpg|alt=Boeing 707-120 without "eyebrow windows"|thumb|Boeing 707-120, the aircraft's first production variant]]

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.<ref>PA, AA, TW and CO 707-120s started with 109–112 "revenue" seats and maybe a few lounge seats.{{citation needed|date=February 2012}}</ref> It 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 {{cvt|13,000|lbf|kN|1}} with [[Water injection (engines)|water injection]]. Maximum takeoff weight was {{cvt|247,000|lb}} and first flight was on December 20, 1957. Major orders were 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;<ref name="Pither22">{{harvnb|Pither|1998|p=22}}</ref> 56 were built, plus seven short-bodied -138s; the last -120 was delivered to Western in May 1960.

===707-138===
The 707-138 featured a -120 fuselage, from which {{cvt|5|ft}} (three frames) were removed both ahead of and behind the wing, increasing range. The maximum takeoff weight remained the same as the standard version, at {{cvt|247,000|lb}}. The variant was produced for Qantas and included their customer number, 38, in its designation. 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&nbsp;°F (5.5&nbsp;°C).{{citation needed|date=January 2024}} Seven -138s were delivered to Qantas between June and September 1959, and they first carried passengers in July of that year.

===707-120B===
The 707-120B had Pratt & Whitney JT3D-1 turbofan engines, which were quieter, more powerful, and more fuel-efficient, rated at {{cvt|17000|lbf|kN|sigfig=3}}, with the later JT3D-3 version giving {{cvt|18000|lbf|kN}}. (This thrust did not require water injection, eliminating both the system and 5000–6000&nbsp;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, 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).{{citation needed|date=January 2024}} 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 {{cvt|258,000|lb|kg}} for both the long- and short-bodied versions.

===707-220===
The 707-220 was designed for [[hot and high]] operations with more powerful {{cvt|15,800|lbf|kN|1}} 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 the arrival of the turbofan-powered 707-120B.

===707-320 Intercontinental===
[[File:Air France Boeing 707-328 (cropped).jpg|thumb|The stretched -320, powered by [[JT4A]] turbojets]]

The 707-320 Intercontinental is a stretched version of the turbojet-powered 707-120, initially powered by JT4A-3 or JT4A-5 turbojets producing {{cvt|15,800|lbf|kN|1}} each (most eventually got {{cvt|17,500|lbf|kN|1}} 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 the wing (from {{cvt|138|ft|10|in}} to {{cvt|145|ft|6|in}} ), with extensions to the fin and horizontal stabilizer extending the aircraft's length further.<ref name=707acaps/> The longer wing carried more fuel, increasing range by {{convert|1600|mi|km}} and allowing the aircraft to operate as true transoceanic aircraft. The wing modifications included outboard and inboard inserts, as well as a kink in the trailing edge to add area inboard.<ref name="airlinercafe.com"/> Takeoff weight was increased to {{cvt|302000|lb|sigfig=3}} initially and to {{cvt|312000|lb}} 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.

===707-420===
[[File:BEA Airtours 707-400 (cropped).jpg|thumb|A [[British Airtours|BEA Airtours]] -420, powered by [[Rolls-Royce Conway]] low-bypass turbofans]]

The 707-420 was identical to the -320, but fitted with Rolls-Royce Conway 508 (RCo.12) turbofans (or by-pass turbojets as Rolls-Royce called them) of {{cvt|18,000|lbf|kN}} thrust each.<ref>{{cite web |url=http://www.flightglobal.com/pdfarchive/view/1961/1961%20-%201700.html |title= Commercial aircraft - sq ft - ias - 1961 - 1700 - Flight Archive |work=FlightGlobal |access-date=April 1, 2015}}</ref> 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 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 {{convert|40|in|cm|abbr=on}} to the vertical stabilizer, applying full instead of partial rudder boost, and fitting an underfin to prevent over-rotation. These modifications except to 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.

===707-320B===
[[File:CAAC Boeing 707.jpg|thumb|The -320B, powered by [[JT3D]] turbofans]]

The 707-320B had the application of the JT3D turbofan to the Intercontinental, but with aerodynamic refinements. The wing was modified from the -320 by adding a second inboard kink, a dog-toothed leading edge, and curved low-drag wingtips instead of the earlier blunt ones.<ref name="airlinercafe.com"/> These wingtips increased overall wingspan by 3.0&nbsp;ft (0.9 m). Takeoff gross weight was increased to {{cvt|328000|lb|kg|sigfig=3}}. The 175 707-320B aircraft were all new-build; no original -320 models were converted to fan engines in civilian use. First service 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 {{cvt|335000|lb|kg|sigfig=3}} MTOW. These were often identified as 707-320BA-H.

===707-320C===
[[File:Ecuatoriana Boeing 707-321C Hoppe.jpg|thumb|The 707-320C, a [[combi aircraft|convertible]] passenger–freight configuration]]

The 707-320C has 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 ({{cvt|19,000|lbf|kN}} takeoff thrust) and a takeoff weight of {{cvt|335000|lb}}. Most -320Cs were delivered as passenger aircraft with airlines hoping the cargo door would increase second-hand values. The addition of two new emergency exits, one on each side aft of the wing, raised the maximum passenger limit to 219.{{Citation needed|date= January 2019}} 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.<ref>{{citation |url= https://www.alef.ir/news/3971024133.html |title=جزئیات پرواز ۱۴ فروند بوئینگ ۷۰۷ در ایران/توقف تولید ۷۰۷ از سال ۱۹۷۹ |work=جامعه خبری تحلیلی الف |language=fa |archive-url=https://web.archive.org/web/20200115020535/https://www.alef.ir/news/3971024133.html |date=December 24, 2016 |archive-date=January 15, 2020 |access-date=November 30, 2021 |url-status=live}}</ref>

===707-700===
The 707-700 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 a threat to the 757 and 767 programs.<ref name="Bowers445">{{harvnb|Bowers|1989|pp=445, 446}}</ref><ref>The last 707 ''[[Australian Aviation]]'' issue June 15, 1982, page 44</ref> 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 the 21st century than 707s.{{citation needed|reason=Paragraph needs citing|date=February 2015}}

===Undeveloped variants===
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#Super 60 Series|Douglas DC-8 Series 60]]. Had the 707-620 been built, it would have cost around US$8,000,000.<ref name="FI1">{{cite press release |url=http://www.flightglobal.com/pdfarchive/view/1965/1965%20-%200802.html| title=T0WARD8 200-SEAT BOEINGS| publisher=[[Flight International]]|date=March 25, 1965 |access-date=December 12, 2012}}</ref> However, engineers discovered that 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]].<ref name="MH">{{cite book |title=Boeing Widebodies |publisher=Zenith Press |author=Haenggi, Michael |year=2003 |location=Saint Paul, Minnesota |pages=[https://archive.org/details/boeingwidebodies00mich/page/15 15 and 17] |isbn=978-0-7603-0842-4 |url=https://archive.org/details/boeingwidebodies00mich/page/15}}</ref>

The 707-820 was a proposed intercontinental stretched variant of the 707-320B. This {{convert|412,000|lb|kg|adj=mid|MTOW}} variant was to be powered by four {{convert|22,500|lbf|kN|adj=mid|thrust}} Pratt & Whitney JT3D-15 turbofan engines, and it would have had a nearly {{convert|10|ft|m|adj=on}} extension in wingspan, to {{convert|155.5|ft}}. Two variations were proposed, the 707-820(505) model and the 707-820(506) model. The 505 model would have had a fuselage {{convert|45|ft|m}} longer than the 707-320B, for a total length of {{convert|198.6|ft|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 a fuselage {{convert|55|ft|m}} longer than the 707-320B, to {{convert|208.6|ft|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.<ref name="FI19650603">{{cite web |url=http://www.flightglobal.com/pdfarchive/view/1965/1965%20-%201564.html |title=Boeing 707-820: First details of the longer, faster, heavier and more powerful new 279-seat Boeing |publisher=[[Flight International]] |pages=860+ |date=June 3, 1965 |access-date=December 12, 2012 |url-status=dead |archive-date=April 20, 2016 |archive-url=https://web.archive.org/web/20160420233731/http://www.flightglobal.com/pdfarchive/view/1965/1965%20-%201564.html}}</ref> The 707-820 would have cost US$10,000,000.<ref name="FI1" /> Like the 707-620, the 707-820 would have required a massive structural redesign to the wing and gear structures. The 707-820 was also cancelled in 1966 in favor of the 747.<ref name="MH"/>

===Military versions===
[[File:RAAF Boeing 707-338C CBR Gilbert-2.jpg|thumb|[[RAAF]] 707-320C]]
{{Main|C-137 Stratoliner|E-3 Sentry|E-6 Mercury|E-8 Joint STARS|Air Force One}}

The militaries of the US and other countries have used the civilian 707 aircraft in a variety of roles, and under different designations. (The 707 and US Air Force's KC-135 were developed in parallel from the Boeing 367–80 prototype.)

The Boeing E-3 Sentry is a US military [[airborne warning and control system]] (AWACS) aircraft based on the Boeing 707 that provides all-weather surveillance, command, control, and communications.

The [[Northrop Grumman E-8 Joint STARS]] is an aircraft modified from the Boeing 707-300 series commercial airliner. The E-8 carries specialized radar, communications, operations and control subsystems. The most prominent external feature is the 40&nbsp;ft (12 m) canoe-shaped radome under the forward fuselage that houses the 24&nbsp;ft (7.3 m) APY-7 active electronically scanned array side looking airborne radar antenna.

The VC-137 variant of the Stratoliner was a special-purpose design meant to serve as [[Air Force One]], the secure transport for the [[President of the United States]]. These models were in operational use from 1962 to 1990. The first presidential jet aircraft, a VC-137B designated SAM 970, is on display at the [[Museum of Flight]] in Seattle. Two VC-137C aircraft are on display with [[VC-137C SAM 26000|SAM 26000]] at the [[National Museum of the United States Air Force]] near [[Dayton, Ohio]] and [[VC-137C SAM 27000|SAM 27000]] at the [[Ronald Reagan Presidential Library]] in [[Simi Valley, California]].

[[File:IIAF Boeing 707 refuels IIAF Boeing 747.jpg|thumb|An [[Air force history of Iran|Imperial Iranian Air Force]] KC707 refuels an IIAF Boeing 747]]
The [[Canadian Forces]] also operated the Boeing 707 with the designation [[Boeing CC-137|CC-137 Husky]] (707-347C) from 1971 to 1997.

Boeing 717 was the company designation for the [[Boeing C-135 Stratolifter|C-135 Stratolifter]] and [[Boeing KC-135 Stratotanker|KC-135 Stratotanker]] derivatives of the 367-80. (The 717 designation was later reused in renaming the McDonnell Douglas MD-95 to [[Boeing 717]] after the company merged with Boeing.)<ref>[http://www.boeing.com/news/frontiers/archive/2006/july/i_history.pdf "Historical Perspective, Start of a PROUD MISSION"] {{Webarchive|url=https://web.archive.org/web/20140612010633/http://www.boeing.com/news/frontiers/archive/2006/july/i_history.pdf |date=June 12, 2014}}. ''Boeing Frontiers'', July 2006.</ref>

=== Comparison of variants ===
Below is a list of major differences between the 707 variants.<ref name="707acaps2">{{cite web |date=May 2011 |title=707 Airplane characteristics for airport planning |url=http://www.boeing.com/assets/pdf/commercial/airports/acaps/707.pdf |publisher=Boeing}}</ref>{{sticky header}}
{| class="wikitable sticky-header" style="text-align:center"
!Variant
!707-120
!707-120B
!707-320
!707-420
!707-320B
!707-320C
|-
!Passenger capacity
| colspan="2" |174
| colspan="3" |189
|194
|-
!Length
| colspan="2" |{{cvt|145|ft|1|in}}
| colspan="4" |{{cvt|152|ft|11|in}}
|-
![[Wingspan]]
| colspan="2" |{{cvt|130|ft|10|in}}
| colspan="2" |{{cvt|142|ft|5|in}}
| colspan="2" |{{cvt|145|ft|9|in}}
|-
!Wing area<ref name="airliners.net" />{{Better source needed|reason=The current source is insufficiently reliable ([[WP:NOTRS]]).|date=May 2025}}
| colspan="2" |{{cvt|2433|sqft|m2}}
| colspan="4" |{{cvt|3050|sqft|m2}}
|-
![[Maximum takeoff weight|MTOW]]
|{{cvt|247000|lb|t}}
|{{cvt|258000|lb|t}}
| colspan="2" |{{cvt|312000|lb|t}}
| colspan="2" |{{cvt|333600|lb|t}}
|-
![[Empty weight|OEW]]
|{{cvt|122533|lb|t}}{{efn|domestic configuration|name=domestic}}
|{{cvt|127500|lb|t}}{{efn|name=domestic}}
| colspan="2" |{{cvt|142600|lb|t}}{{efn|international configuration|name=int}}
|{{cvt|148800|lb|t}}{{efn|name=int}}
|{{cvt|148300|lb|t}}{{efn|convertible: cargo}}
|-
![[Fuel tank|Fuel capacity]]
| colspan="2" |{{cvt|17330|USgal|L}}
| colspan="2" |{{cvt|23820|USgal|L}}
| colspan="2" |{{cvt|23855|USgal|L}}
|-
![[Jet engine|Engines]] (x4)
|[[Pratt & Whitney JT3C|P&W JT3C]]-6
|[[Pratt & Whitney JT3D|P&W JT3D]]-1
|[[Pratt & Whitney JT4A|JT4A]]-11/12
|[[Rolls-Royce Conway|Conway]]-12
|[[Pratt & Whitney JT3D|P&W JT3D]]-3B
|[[Pratt & Whitney JT3D|P&W JT3D]]-3B/7
|-
![[Thrust]] per engine
|{{cvt|13,500|lbf|kN}}
|{{cvt|17,000|lbf|kN}}
| colspan="2" |{{cvt|17,500|lbf|kN}}
|{{cvt|18,000|lbf|kN}}
| {{cvt|18,000|lbf|kN}} - {{cvt|19,000|lbf|kN}}
|-
!Cruise speed<ref name="airliners.net" />{{Better source needed|reason=The current source is insufficiently reliable ([[WP:NOTRS]]).|date=May 2025}}
| colspan="2" |{{cvt|484|-|540|kn}}
| colspan="4" |{{cvt|478|-|525|kn}}
|-
![[Range (aeronautics)|Range]]
|{{cvt|3,000|nmi}}{{efn|137 passengers and baggage|name=pass137}}
|{{cvt|3,600|nmi}}{{efn|name=pass137}}
| colspan="2" |{{cvt|3,750|nmi}}{{efn|141 passengers and baggage|name=141pax}}
|{{cvt|5,000|nmi}}{{efn|name=141pax}}
|{{cvt|2,900|nmi}}{{efn|13 88×125 inch pallets + {{cvt|17000|lb|t}} lower deck cargo}}
|-
![[Takeoff]] distance
| colspan="2" |{{cvt|2.3|km|ft|order=flip}}
| colspan="2" |{{cvt|3.25|km|ft|order=flip}}
| colspan="2" |{{cvt|10,000|ft|km|0}}
|-
![[Landing]]{{efn|MLW, SL, dry}}
| colspan="2" |{{cvt|6,500|ft|km}}
| colspan="2" |{{cvt|2.2|km|ft|order=flip}}
|{{cvt|1.8|km|ft|order=flip}}
|{{cvt|1.9|km|ft|order=flip}}
|}

==Operators==
{{See also|List of Boeing 707 operators}}
[[File:Travolta707.JPG|thumb|[[John Travolta]]'s 707-138: a -120 shortened by {{cvt|10|ft}}]]

Boeing's customer codes used to identify specific options and livery specified by customers was started with the 707, and has been maintained through all Boeing's models. In essence the same system as used on the earlier Boeing 377, the code consisted of two digits affixed to the model number to identify the specific aircraft version. For example, Pan Am was assigned code "21". Thus, a 707-320B sold to Pan Am had the model number 707-321B. The number remained constant as further aircraft were purchased; thus, when Pan Am purchased the 747-100, it had the model number 747-121.

In the 1980s, the USAF acquired around 250 used 707s to provide replacement turbofan engines for the KC-135E Stratotanker program.<ref>Baker, MSgt Burke. [https://www.af.mil/News/Article-Display/Article/123480/48-year-old-kc-135-retires/ "48-year-old KC-135 retires"] {{webarchive |url=https://web.archive.org/web/20080611043746/http://www.af.mil/news/story.asp?id=123099872 |date=June 11, 2008}}, Air Force news, May 22, 2008.</ref>

The 707 is no longer operated by commercial airlines. American actor [[John Travolta]] owned an ex-Qantas 707-138B, with the registration ''N707JT.'' In May 2017, he donated the plane to the [[Historical Aircraft Restoration Society]] near [[Wollongong]], Australia.<ref>{{Cite news |last=Huntsdale |first=Justin |date=November 3, 2019 |title=John Travolta visits aircraft museum and soon to be home of his luxury Boeing 707 ahead of its arrival |url=https://www.abc.net.au/news/2019-11-04/travolta-visits-museum-soon-to-be-home-of-his-luxury-boeing-707/11669174 |work=[[ABC News (Australia)|ABC News]] |accessdate=November 17, 2023}}</ref> The plane is planned to be flown to [[Shellharbour Airport]], where HARS is based, once repairs to ensure safe flying condition have been completed. The repairs were delayed several times since the 2017 announcement.<ref>{{cite news |last=Humphries |first=Glen |date=July 20, 2023 |title=HARS team back home after inspecting John Travolta's 707 in the United States |url=https://www.illawarramercury.com.au/story/8277871/john-travoltas-plane-a-step-closer-to-shellharbour-touchdown/ |work=[[Illawarra Mercury]] |accessdate=November 17, 2023}}</ref>

==Orders and deliveries==

===Deliveries===
{| class="wikitable" style="font-size:90%;"
|+ 707 Delivery Summary<ref>{{cite web|title=707 Model Summary through March 2020|date=2020|url=http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=707&optReportType=AllModels&cboAllModel=707&ViewReportF=View+Report|website=active.boeing.com|access-date=April 20, 2020|archive-date=September 4, 2015|archive-url=https://web.archive.org/web/20150904102020/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=707&optReportType=AllModels&cboAllModel=707&ViewReportF=View+Report|url-status=dead}}</ref>
|-
!Total
!1994
!1993
!1992
!1991
!1990
!1989
!1988
!1987
!1986
!1985
!1984
!1983
!1982
!1981
!1980
!1979
!1978
!1977
!1976
|-
| '''1010'''
|1
|0
|5
|14
|4
|5
|0
|9
|4
|3
|8
|8
|8
|2
|3
|6
|13
|8
|9
|-
!1975
!1974
!1973
!1972
!1971
!1970
!1969
!1968
!1967
!1966
!1965
!1964
!1963
!1962
!1961
!1960
!1959
!1958
!1957
!1956
|-
|7
|21
|11
|4
|10
|19
|59
|111
|118
|83
|61
|38
|34
|68
|80
|91
|77
|8
|0
|0
|}

===707 Model summary===
{| class="wikitable" style="text-align:right; font-size:96%;"
|+ 707 Model Summary<ref>{{cite web|title=707 Model Summary through June 2019|date=2019|url=http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=707&optReportType=AllModels&cboAllModel=707&ViewReportF=View+Report|website=active.boeing.com|access-date=July 19, 2019|archive-date=September 4, 2015|archive-url=https://web.archive.org/web/20150904102020/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=707&optReportType=AllModels&cboAllModel=707&ViewReportF=View+Report|url-status=dead}}</ref>
! Series
! Deliveries
|-
!707-120
|56
|-
!707-120B
|72
|-
!707-138
|7
|-
!707-138B
|6
|-
!707-220
|5
|-
!707-320
|69
|-
!707-320B
|174
|-
!707-320C
|337
|-
!707-420
|37
|-
!707-E3A
|57
|-
!707-E3D
|7
|-
!707-E3F
|4
|-
!707-E6A
|17
|-
!707-KE3
|8
|-
| 707 Total
! {{#expr:56+72+7+6+5+69+174+337+37+57+7+4+17+8}}
|-
!720-000
|65
|-
!720-000B
|89
|-
| 720 Total
! {{#expr:65+89}}
|-
!707+720 Total
| {{#expr:56+72+7+6+5+69+174+337+37+57+7+4+17+8+65+89}}
|}

==Accidents and incidents==
{{main|List of accidents and incidents involving the Boeing 707}}

As of January 2019, the 707 has been in 261 [[aviation accidents and incidents|aviation occurrences]] and 174 hull-loss accidents with a total of 3,039 fatalities.<ref>[http://aviation-safety.net/database/type/type.php?type=100 "Boeing 707 Accident summary."] ''[[Aviation Safety Network]]'', March 4, 2016. Retrieved January 15, 2019.</ref><ref>[http://aviation-safety.net/database/type/type-stat.php?type=100 "Boeing 707 Accident Statistics."] ''Aviation Safety Network'', January 14, 2019. Retrieved January 15, 2019.</ref><ref>[https://aviation-safety.net/database/types/Boeing-707/database "Boeing 707 occurrences."] ''Aviation Safety Network'', January 14, 2019. Retrieved January 15, 2019.</ref> The deadliest incident involving the 707 was the [[Agadir air disaster]] which took place on August 3, 1975, with 188 fatalities.

On January 14, 2019, EP-CPP, a [[Saha Airlines]] cargo flight [[2019 Saha Airlines Boeing 707 crash|crashed]], killing 15 people and seriously injuring one more person.<ref>{{cite web|url=https://apnews.com/ac693fb74e4840bebcdfc6e90766e3e2 |title=Cargo plane crash in Iran kills 15, leaves 1 survivor |date=January 14, 2019 |first1=Nasser |last1=Karimi |first2=Jon |last2=Gambrell |work=[[AP News]]|access-date=March 17, 2020}}</ref> It was the last civil 707 in operation.<ref>{{Cite web|date=January 24, 2019|title=Two air disasters in two days and their Hong Kong connection|url=https://www.scmp.com/magazines/post-magazine/travel/article/2183425/two-plane-crashes-two-days-and-their-hong-kong|access-date=August 13, 2020|website=[[South China Morning Post]]|language=en}}</ref>

==Aircraft on display==
[[File:Qantas Boeing 707 and Boeing 747-200 at Longreach's Qantas Founders Outback Museum.jpg|thumb|The [[Qantas]] 707-138B alongside a [[Boeing 747]] at the [[Qantas Founders Outback Museum]]]]
{{For|military variants of the Boeing 707 on display|Boeing C-137 Stratoliner|Boeing E-3 Sentry|Boeing E-6 Mercury|Northrop Grumman E-8 Joint STARS}}

* ''VH-XBA'' model 707-138B (line number 29) is one of the first 707s exported, and the first civilian jet registered in Australia (to [[Qantas]] in 1959); it is on display at the [[Qantas Founders Outback Museum]] in [[Longreach]], Queensland, Australia.<ref>[https://web.archive.org/web/20230223080837/https://qfom.com.au/about-qantas-founders-museum/museum-aircraft-collection/ Boeing 707-138 VH-XBA] [[Qantas Founders Outback Museum]]</ref>
* ''4X-BYD'' model 707-131(F), (line number 34), an ex-[[Israeli Air Force]] and [[Trans World Airlines|TWA]] aircraft, is on display at the [[Israeli Air Force Museum]] near [[Hatzerim]], Israel.{{Citation needed|date=October 2024}}
* ''N7515A'' model 707-123B (MSN 17642, line number 41), posing as ''D-ABOF'', a 707-123B formerly operated by [[American Airlines|American Airline]]s and [[ATA Airlines|American Trans Air]] has its nose section preserved at the [[Deutsches Museum]] in [[Munich]].<ref>{{cite web |title=Boeing 707-12 B, Front Section |url=http://www.deutsches-museum.de/en/collections/transport/aeronautics/jets/boeing-707 |url-status=dead |archive-url=https://web.archive.org/web/20170605080436/http://www.deutsches-museum.de/en/collections/transport/aeronautics/jets/boeing-707 |archive-date=June 5, 2017 |access-date=April 1, 2017 |website=[[Deutsches Museum]]}}</ref>
* ''OO-SJA'' model 707-329 (line number 78), ex-[[Sabena]], is the first jetliner registered in Belgium; forward fuselage, salvaged following an uncontained engine failure and emergency landing,<ref>{{cite web |place=BE |url=https://www.skystef.be/B707/OO-SJA.htm |title=History of OO-SJA |website=Sky stef |access-date=June 29, 2022}}</ref> is on display at the [[Royal Military Museum Brussels]].<ref>{{cite web |url=https://www.skystef.be/regi/OO-SJA.htm |title= Belgian civil register: OO-SJA |website= Skystef | place = [[Belgium|BE]] |access-date=June 29, 2022}}</ref>
* ''4X-JYW'' model 707-328 (MSN 173617, line number 110), is a former [[Air France]] (F-BHSE) aircraft sold to the Israeli Air Force; it is on display at the Israeli Air Force Museum, Beersheba – Hatzerim (LLHB).<ref>{{cite web |url=http://www.primeportal.net/hangar/isaac_gershman/b.707-328_103_4x-jyw/ |title=4X-JYW |website=Prime portal |access-date=November 11, 2015}}</ref>
* ''G-APFJ'' model 707-436 (MSN 17711, line number 163) is a forward fuselage on display at the [[National Museum of Flight]], [[East Fortune]], in BOAC livery.<ref>{{Cite web |last=Coltman |first=Richard |title=Boeing 707-436 G-APFJ |url=https://aviation.elettra.co.uk/airliners/aircraft/707/ |access-date=2024-02-11 |website=aviation.elettra.co.uk |language=en-GB |archive-date=December 8, 2023 |archive-url=https://web.archive.org/web/20231208020612/http://aviation.elettra.co.uk/airliners/aircraft/707/ |url-status=dead}}</ref>
*''4X-ATA'' model 707-458 (MSN 18070, line number 205) is a former El Al aircraft, the nose of which is preserved at the [[Cradle of Aviation Museum]] in [[Garden City, New York]].<ref>{{cite web|url= https://www.cradleofaviation.org/history/exhibits/jet_gallery/boeing_707.html |title=Boeing 707 |website=[[Cradle of Aviation Museum]]|access-date=July 27, 2020}}</ref>
* ''CC-CCG'' model 707-330B (MSN 18642, line number 233), an ex-Lufthansa and [[LAN Chile]] craft, is undergoing restoration at Santiago – Los Cerillos, Chile (ULC/SCTI) and will be repainted in the Chilean airline's 1960s scheme.{{Citation needed|date=October 2024}}
* ''F-BLCD'' model 707-328B (line number 471) is on display at the [[Musée de l'Air et de l'Espace]], Paris, France.{{Citation needed|date=October 2024}}
* ''EP-IRJ'' model 707-321B (MSN 18958, line number 475), a former [[Iran Air]] aircraft, was originally delivered to Pan Am as ''N416PA'', and is currently the Air Restaurant at [[Mehrabad Airport]], Tehran.{{Citation needed|date=October 2024}}
* ''A20-627'' model 707-338C (MSN 19627, line number 707) flew with the [[Royal Australian Air Force|RAAF]]. Originally delivered to [[Qantas]] as ''VH-EAG'', its forward fuselage is preserved at the [[Historical Aircraft Restoration Society]], [[Albion Park Rail]], New South Wales, Australia.<ref>{{cite web |url=http://aviationspottersonline.com/707th-boeing-707-338-cockpit-lands-at-hars/ |title=707th Boeing 707-338 Cockpit lands at HARS |website= Aviation spotters online |access-date=November 11, 2015|date=July 24, 2015}}</ref>
* ''1419'' model 707-328C (MSN 19917, line number 763), an ex-[[South African Air Force|SAAF]] aircraft, is on display at the [[South African Air Force Museum]] – [[AFB Swartkop|Swartkop Air Force Base]], [[Pretoria]].{{Citation needed|date=October 2024}}
* ''N893PA'' model 707-321B (MSN 20030, line number 791), a former [[CAAC Airlines|CAAC]] aircraft originally delivered to Pan Am, is preserved at Tianjin, China.{{Citation needed|date=October 2024}}
* ''HZ-HM2'' Model 707-386C (MSN 21081, line number 903) is a Saudi Air Force VIP aircraft painted in the current Saudia color scheme; delivered in 1975, it is registered as ''HZ-HM1'' and preserved at the Saudi Air Force Museum, [[Riyadh]].{{Citation needed|date=October 2024}}

==Specifications (Boeing 707-320C with JT3D-7)==
[[File:Boeing 707 3-view.svg|thumb|three-view diagram]]

{{Aircraft specs
|ref=<ref name=707acaps>{{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}}</ref><ref name=TCDS>{{cite web |url= http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/1ba4297b003b30a88525672400607e05/$FILE/4a26.PDF |title= Type Certificate Data Sheet |publisher= FAA |date= July 30, 1984 |access-date= March 7, 2017 |archive-date= May 31, 2020 |archive-url= https://web.archive.org/web/20200531165108/https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/1ba4297b003b30a88525672400607e05/$FILE/4a26.PDF |url-status= dead}}</ref>
|prime units?=imp
<!--
        General characteristics
-->
|genhide=

|crew=3
|capacity=194 passengers{{efn|219 passengers with optional 2 additional emergency exits.}} (all passenger configuration) or 13 cargo pallets (all cargo configuration)
|length m=
|length ft=152
|length in=11
|length note=
|span m=
|span ft=145
|span in=9
|span note=
|width m=
|width ft=12
|width in=4
|width note=(fuselage)
|height m=
|height ft=42
|height in=0
|height note=
|wing area sqm=
|wing area sqft=3050
|wing area note=<ref name=airliners.net>{{cite web |url= https://www.airliners.net/aircraft-data/boeing-707/87 |title= Aircraft Technical Data & Specifications > Boeing 707 |work= The International Directory of Civil Aircraft |author= Gerard Frawley |via= airliners.net}}</ref>{{Better source needed|reason=The current source is insufficiently reliable ([[WP:NOTRS]]).|date=May 2025}}
|airfoil=
|empty weight kg=
|empty weight lb=148300
|empty weight note=(all cargo configuration)
|gross weight kg=
|gross weight lb=283000
|gross weight note=
|max takeoff weight kg=
|max takeoff weight lb=333600
|max takeoff weight note=
|fuel capacity={{cvt|23855|USgal|L}}
|more general=
<!--
        Powerplant
-->
|eng1 number=4
|eng1 name=[[Pratt & Whitney JT3D|Pratt & Whitney JT3D-7]]
|eng1 type=turbofan engine
|eng1 kn=
|eng1 lbf=19000
|eng1 note=
|thrust original=
<!--
        Performance
-->
|perfhide=

|max speed kmh=
|max speed mph=454
|max speed kts=394
|max speed mach=0.887
|max speed note=at {{cvt|23000|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=133
|minimum control speed kts=116
|minimum control speed note=
|range km=5400
|range miles=3300
|range nmi=2900
|range note= with 13 pallets and {{cvt|17000|lb|t}} lower deck cargo
|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|10,000|ft|km|0}}
*'''Landing distance:''' {{cvt|1.9|km|ft|order=flip}}

|avionics=
}}

==See also==
{{Portal|Aviation}}
{{aircontent
|see also=<!-- other related articles that have not already linked: -->
* [[Aircraft in fiction#Boeing 707|Aircraft in fiction, Boeing 707]]
|related=<!-- designs which were developed into or from this aircraft: -->
* [[Boeing 367-80]]
* [[Boeing KC-135 Stratotanker]]
* [[Boeing 720]]
* [[Boeing 727]]
* [[Boeing 737]]
|similar aircraft=<!-- aircraft that are of similar role, era, and capability as this design: -->
* [[de Havilland Comet]]
* [[Convair 880]]
* [[Convair 990 Coronado]]
* [[Douglas DC-8]]
* [[Ilyushin Il-62]]
* [[Shanghai Y-10]]
* [[Vickers VC10]]
|lists=<!-- relevant lists that this aircraft appears in: -->
* [[List of jet airliners]]
* [[List of Boeing customer codes]]
}}

==Notes==
{{notelist|40em}}

==References==
=== Citations ===
{{Reflist|30em}}

===Bibliography===
{{Refbegin|40em}}
* {{Cite book |last=Bowers |first=Peter M |title=Boeing Aircraft since 1916 |location=London |publisher=Putnam Aeronautical Books|isbn=978-0-85177-804-4 |date=1989}}
* {{Cite book |last=Irving |first=Clive |title=Wide Body: The Making of the Boeing 747 |location=Philadelphia |publisher=Coronet |isbn=978-0-340-59983-9 |date= 1994}}
* {{cite book |last=Pither |first=Tony |title=The Boeing 707, 720 and C-135 |location=Tonbridge, Kent, UK |publisher=Air-Britain (Historians) Limited|date=1998 |isbn=978-0-85130-236-2}}
{{Refend}}

==Further reading==
===Print===
{{refbegin}}
* Caidin, Martin. ''Boeing 707''. New York: [[Bantam Books]], 1959. {{ISBN?}}
* Price, Alfred. ''The Boeing 707''. Leatherhead, Surrey, UK: Profile Publications, 1967. {{ISBN?}}
* {{Citation | last = Whittle | first = John A. | title = The Boeing 707 and 720 | location = Tonbridge, Kent | publisher = Air Britain (Historians) | year = 1972 | isbn = 978-0-85130-025-2}}.
* Schiff, Barry J. ''The Boeing 707''. Blue Ridge Summit, PA: [[TAB Books]], 1982, First edition 1967. {{ISBN|978-0-8168-5653-4}}.
* {{Cite book |last=Bradley |first=Catherine |title=Boeing 707 Super Profile |year=1983 |location=Yeovil, Somerset UK |publisher= Haynes Publishing|isbn=978-0-85429-356-8}}
* Lloyd, Alwyn T. ''Boeing 707 & AWACS in Detail and Scale''. Falbrook, CA: Aero Publishers, 1987. {{ISBN|978-0-8306-8533-2}}.
* Cearley, George Walker. ''Boeing 707 & 720: A Pictorial History''. Dallas: G.W. Cearley Jr, 1993. {{ISBN?}}
* Smith, Paul Raymond. ''Boeing 707 – Airline Markings No. 3''. Shrewsbury, Shropshire, UK: Swan Hill Press, 1993. {{ISBN |978-1-85310-087-1}}.
* Proctor, Jon. ''Boeing 720''. Miami, FL: World Transport Press, 2001. {{ISBN|978-1-892437-03-7}}.
* Winchester, Jim (2002). ''Boeing 707''. Shrewsbury, England: Airlife. {{ISBN|978-1-84037-311-0}}.
* Stachiw, Anthony L. and Andrew Tattersall. ''Boeing CC137 (Boeing 347C) in Canadian Service''. St. Catherines, ON: Vanwell Publishing Ltd., 2004. {{ISBN|978-1-55125-079-3}}.
* Breffort, Dominique. ''Boeing 707, KC-135 and Civilian and Military Versions''. Paris: Histoire & Collections, 2008. {{ISBN |978-2-35250-075-9}}.
* {{Citation | last = Kennedy | first = Charles | title = Boeing 707 Manual | place = Sparkford, Yeovil, Somerset, UK | publisher = Haynes Publishing | year = 2018 | isbn = 978-1-78521-136-2}}.
* {{cite book |last1=Mak |first1=Ron |title=Boeing 707: Boeing's First Jetliner |series=Historic Commercial Aircraft Series | volume = 2 |date=2020 |publisher=[[Key Publishing]]|location=Stamford, England |isbn=978-1-91387089-8 |url={{GBurl |Q_5zEAAAQBAJ}}}}
{{refend}}

===Online===
{{Commons}}
{{refbegin}}
* {{cite web |url= http://www.boeing.com/history/products/707.page |title= Boeing 707/720 Commercial Transport: Historical Snapshot |publisher= Boeing}}
* {{cite news |url= http://www.flightglobal.com/pdfarchive/view/1956/1956%20-%200115.html |title= Boeing 707 Revelations |work= Flight International |date= January 27, 1956 |access-date= June 9, 2012 |archive-url= https://web.archive.org/web/20130520130524/http://www.flightglobal.com/pdfarchive/view/1956/1956%20-%200115.html |archive-date= May 20, 2013 |url-status= bot: unknown}}
* {{cite news |url= https://archive.org/stream/Aviation_Week_1956-06-25#page/n31/mode/1up |title= Test Pilot Report on Boeing Jet 707 |date= June 25, 1956 |work= [[Aviation Week & Space Technology|Aviation Week]]}}
* {{cite news |url= https://www.flightglobal.com/pdfarchive/view/1958/1958-1-%20-%200142.html |title= Boeing 707 |work= Flight International |date= July 25, 1958 |access-date= March 7, 2017 |archive-url= https://web.archive.org/web/20170307210246/https://www.flightglobal.com/pdfarchive/view/1958/1958-1-%20-%200142.html |archive-date= March 7, 2017 |url-status= bot: unknown}}
* {{cite news |url= http://www.flightglobal.com/pdfarchive/view/1959/1959%20-%203057.html |title= Commercial Aircraft of the World |work= Flight International |date= November 20, 1959}} – (archive not available)
* {{cite web |url= http://www.airliners.net/aircraft-data/stats.main?id=87 |title= Boeing 707 |work= The International Directory of Civil Aircraft |author= Gerard Frawley |via= Airliners.net}}
* {{cite web |url= http://www.airlinercafe.com/page.php?id=72 |title= Ultimate Boeing 707 Guide |author= David Hingtgen |date= February 29, 2004 |work= AirlinerCafe |access-date= July 24, 2007 |archive-date= March 17, 2021 |archive-url= https://web.archive.org/web/20210317031322/https://www.airlinercafe.com/page.php?id=72 |url-status= dead}}
* [https://www.bbc.co.uk/culture/article/20141020-the-plane-that-changed-air-travel Boeing 707: The aircraft that changed the way we fly], BBC Culture, October 2014
{{refend}}

{{Boeing airliners}}
{{Boeing model numbers}}
{{Boeing 707 family}}
{{Boeing 7x7 timeline}}
{{Spanish transport aircraft}}

{{Authority control}}

[[Category:Boeing 707| ]]
[[Category:Boeing aircraft|707]]
[[Category:1950s United States airliners]]
[[Category:Quadjets]]
[[Category:Low-wing aircraft]]
[[Category:Aircraft first flown in 1957]]
[[Category:Aircraft with retractable tricycle landing gear]]