Misplaced Pages

#160839

111-548: Indianapolis International Airport ( IATA : IND , ICAO : KIND , FAA LID : IND ) is an international airport located seven miles (11 km) southwest of downtown Indianapolis in Marion County, Indiana , United States. It is owned and operated by the Indianapolis Airport Authority . The Federal Aviation Administration (FAA) National Plan of Integrated Airport Systems for 2017–2021 categorized it as

222-513: A flying ace during World War I with seven victories and had died flying a P-39 over New Caledonia in World War II . Indianapolis was one of many stops along the first transcontinental air/rail service between Los Angeles and New York that was started by Transcontinental Air Transport (TAT) in 1929. TAT would later become Trans World Airlines (TWA) and continued to serve IND until their merger into American Airlines in 2001. Since 1962,

333-527: A 3,200 nmi (5,900 km; 3,700 mi) range. A total of 154 Boeing 720s and 720Bs were built until 1967. Some 720s were later converted to the 720B specification. The 720 was succeeded by the Boeing 727 trijet. The 707-120 was the first production 707 variant, with a longer, wider fuselage, and greater wingspan than the Dash 80. The cabin had a full set of rectangular windows and could seat up to 189 passengers. It

444-406: A Dutch roll incident he experienced as a passenger on an early commercial 707 flight. As the aircraft's movements did not cease and most of the passengers became ill, he suspected a misrigging of the directional autopilot (yaw damper). He went to the cockpit and found the crew unable to understand and resolve the situation. He introduced himself and relieved the ashen-faced captain who immediately left

555-414: A convertible passenger–freight configuration, which became the most widely produced variant of the 707. The 707-320C added a strengthened floor and a new cargo door to the -320B model. The wing was fitted with three-section leading-edge flaps which allowed the removal of the underfin. A total of 335 of this variant were built, including some with JT3D-7 engines (19,000 lbf (85 kN) takeoff thrust) and

666-454: A demonstration flight over Lake Washington outside Seattle , on August 7, 1955, test pilot Tex Johnston performed a barrel roll in the 367-80 prototype. Although he justified his unauthorized action to Bill Allen , then president of Boeing, as selling the airplane with a 1 'g' maneuver he was told not to do it again. The 132 in (3,400 mm) wide fuselage of the Dash 80 was large enough for four-abreast (two-plus-two) seating like

777-412: A dominant airliner manufacturer with its 7x7 series . The initial, 145-foot-long (44 m) 707-120 was powered by Pratt & Whitney JT3C turbojet engines. The shortened, long-range 707-138 and the more powerful 707-220 entered service in 1959. The longer-range, heavier 707-300/400 series has larger wings and is stretched slightly by 8 feet (2.4 m). Powered by Pratt & Whitney JT4A turbojets,

888-753: A focus city with mainline flights to the West Coast, East Coast, and the South. Northwest was later acquired by Delta Air Lines in 2008, and a decade later, Delta began service from Indianapolis to Paris in May 2018. This flight was the first ever non-stop transatlantic passenger flight out of Indianapolis. The flight, DL500, was suspended in March 2020 due to the COVID-19 pandemic . In 1990, Air Canada began nonstop service from Indianapolis to Toronto Pearson International Airport , marking

999-484: A fuselage 55 feet (17 m) longer than the 707-320B, to 208.6 feet (63.6 m) in length. This second model would have carried 225 passengers in mixed-class configuration and 279 passengers in all-economy configuration. Like the 707-620, the 707-820 was also set to compete with the stretched DC-8-60 Super Series models. The design was being pitched to American, TWA, BOAC, and Pan Am at the time of its proposal in early 1965. The 707-820 would have cost US$ 10,000,000. Like

1110-648: A joint venture with Seven Q Seven (SQS) and Omega Air, selected the JT8D-219 low-bypass turbofan as a replacement powerplant for Boeing 707-based aircraft, calling their modified configuration a 707RE. Northrop Grumman selected the -219 to re-engine the US Air Force's fleet of 19 E-8 Joint STARS aircraft, which would allow the J-STARS more time on station due to the engine's greater fuel efficiency. NATO also planned to re-engine their fleet of E-3 Sentry AWACS aircraft. The -219

1221-463: A kink in the trailing edge to add area inboard. Takeoff weight was increased to 302,000 lb (137,000 kg) initially and to 312,000 lb (142,000 kg) with the higher-rated JT4As and center section tanks. Its first flight was on January 11, 1958; 69 turbojet 707-320s were delivered through January 1963, the first passengers being carried (by Pan Am) in August 1959. The 707-420 was identical to

SECTION 10

#1732848316161

1332-436: A longer fuselage and wing meant a painstaking redesign of the wing and landing-gear structures. Rather than spend money on upgrading the 707, engineer Joe Sutter stated the company "decided spending money on the 707 wasn't worth it". The project was cancelled in 1966 in favor of the newer Boeing 747. The 707-820 was a proposed intercontinental stretched variant of the 707-320B. This 412,000-pound MTOW (187,000 kg) variant

1443-732: A medium hub primary commercial service facility. The airport has flights to over 51 destinations in the United States, Canada, Europe and Mexico. The airport occupies 7,700 acres (3,116 ha) in Wayne and Decatur townships in Marion County. IND is home to the second largest FedEx Express hub in the world; only the FedEx SuperHub in Memphis, Tennessee surpasses its cargo traffic. Additionally, because of FedEx's activity, IND consistently ranks among

1554-550: A new airport is built, replacing the old one, leaving the city's new "major" airport (or the only remaining airport) code to no longer correspond with the city's name. The original airport in Nashville, Tennessee, was built in 1936 as part of the Works Progress Administration and called Berry Field with the designation, BNA. A new facility known as Nashville International Airport was built in 1987 but still uses BNA. This

1665-439: A nonstop to Atlanta and one to Birmingham and TWA had two to New York-LaGuardia; no other nonstops reached beyond Chicago, St. Louis, Memphis, Louisville and Pittsburgh. The first jets were TWA Convair 880s in 1961. Westward nonstops did not reach beyond St. Louis until 1967 when TWA started a JFK-IND-LAX flight with a Boeing 707 . In the mid-1970s, TWA ran a widebody Lockheed L-1011 on the nonstop flight to Los Angeles. During

1776-541: A stronger structure to support a maximum takeoff weight increased by 19,000 lb (8,600 kg), along with modifications to the wing. The 707-320B series enabled nonstop westbound flights from Europe to the West Coast of the United States and from the US to Japan. The final 707 variant was the 707-320C, (C for "Convertible"), which had a large fuselage door for cargo. It had a revised wing with three-sectioned leading-edge flaps, improving takeoff and landing performance and allowing

1887-424: A subsidiary of BSA LifeStructures , was the airport's program manager. Hunt/Smoot Midfield Builders, a joint venture of Hunt Construction Group and Smoot Construction was the construction manager. Thornton Tomasetti was the terminal's structural engineer along with Fink, Roberts and Petrie. Syska Hennessy was the mechanical, electrical, & plumbing engineer. In 2021, a six-person panel of Indianapolis members of

1998-588: A takeoff weight of 335,000 lb (152,000 kg). Most -320Cs were delivered as passenger aircraft with airlines hoping the cargo door would increase second-hand values. The addition of two additional emergency exits, one on either side aft of the wing raised the maximum passenger limit to 219. Only a few aircraft were delivered as pure freighters. One of the final orders was by the Iranian Government for 14 707-3J9C aircraft capable of VIP transportation, communication, and in-flight refueling tasks. The 707-700

2109-580: A threat to the 757 and 767 programs. The information gathered from testing led to the eventual retrofitting of CFM56 engines to the USAF C-135/KC-135R models, and some military versions of the 707 also used the CFM56. The Douglas DC-8 "Super 70" series with CFM56 engines was developed and extended the DC-8's life in a stricter noise regulatory environment. As a result, significantly more DC-8s remained in service into

2220-663: A total of 39 gates. The current terminal opened in 2008 and is named in honor of Col. Harvey Weir Cook. It was one of the first designed and built in the U.S. following the September 11 attacks . All international arrivals are processed in Concourse A. Eight rental car operations and the Ground Transportation Center (where information about limousine, shuttle bus, hotel courtesy vehicles and other transportation services such as IndyGo bus service can be obtained) are located on

2331-456: A viable option because the installation of larger, more powerful engines would need a larger undercarriage, which was not feasible given the design's limited ground clearance at takeoff. Boeing's answer to the problem was the first wide-body airliner—the Boeing 747 . The 707's first-generation engine technology was also rapidly becoming obsolete in the areas of noise and fuel economy, especially after

SECTION 20

#1732848316161

2442-517: A year. The only rival in intercontinental jet aircraft production at the time was the British de Havilland Comet. However, the Comet series had been the subject of fatal accidents (due to design flaws) early in its introduction and withdrawn from service; virtually redesigned from scratch, it was still smaller and slower than the 707 when reintroduced as version -4. In addition, airlines and their passengers at

2553-499: Is GSN and its IATA code is SPN, and some coincide with IATA codes of non-U.S. airports. Canada's unusual codes—which bear little to no similarity with any conventional abbreviation to the city's name—such as YUL in Montréal , and YYZ in Toronto , originated from the two-letter codes used to identify weather reporting stations in the 1930s. The letters preceding the two-letter code follow

2664-544: Is available. However, many railway administrations have their own list of codes for their stations, such as the list of Amtrak station codes . Airport codes arose out of the convenience that the practice brought pilots for location identification in the 1930s. Initially, pilots in the United States used the two-letter code from the National Weather Service (NWS) for identifying cities. This system became unmanageable for cities and towns without an NWS identifier, and

2775-518: Is different from the name in English, yet the airport code represents only the English name. Examples include: Due to scarcity of codes, some airports are given codes with letters not found in their names: The use of 'X' as a filler letter is a practice to create three-letter identifiers when more straightforward options were unavailable: Some airports in the United States retained their NWS ( National Weather Service ) codes and simply appended an X at

2886-513: Is in conjunction to rules aimed to avoid confusion that seem to apply in the United States, which state that "the first and second letters or second and third letters of an identifier may not be duplicated with less than 200 nautical miles separation." Thus, Washington, D.C. area's three airports all have radically different codes: IAD for Washington–Dulles , DCA for Washington–Reagan (District of Columbia Airport), and BWI for Baltimore (Baltimore–Washington International, formerly BAL). Since HOU

2997-532: Is not followed outside the United States: In addition, since three letter codes starting with Q are widely used in radio communication, cities whose name begins with "Q" also had to find alternate codes, as in the case of: IATA codes should not be confused with the FAA identifiers of U.S. airports. Most FAA identifiers agree with the corresponding IATA codes, but some do not, such as Saipan , whose FAA identifier

3108-558: Is publicized as being half the cost of the competing powerplant, the CFM International CFM56 , and is 40 dB quieter than the original JT3D engines. The first commercial orders for the 707 came on October 13, 1955, when leading global carrier Pan Am committed to 20 Boeing 707s, and 25 Douglas DC-8s, dramatically increasing their passenger capacity (in available revenue passenger seat-miles per hour/per day) over its existing fleet of propeller aircraft. The competition between

3219-416: Is used for William P. Hobby Airport , the new Houston–Intercontinental became IAH. The code BKK was originally assigned to Bangkok–Don Mueang and was later transferred to Suvarnabhumi Airport , while the former adopted DMK. The code ISK was originally assigned to Gandhinagar Airport (Nashik's old airport) and later on transferred to Ozar Airport (Nashik's current airport). Shanghai–Hongqiao retained

3330-480: The 1973 oil crisis . Operations of the 707 were threatened by the enactment of international noise regulations in 1985. Shannon Engineering of Seattle developed a hush kit with funding from Tracor, Inc , of Austin, Texas. By the late 1980s, 172 Boeing 707s had been equipped with the Quiet 707 package. Boeing acknowledged that more 707s were in service than before the hush kit was available. Trans World Airlines flew

3441-456: The 377 Stratocruiser , quickly faded with only 56 examples sold and no new orders as the 1940s drew to a close. That venture had netted the company a $ 15 million loss. During 1949 and 1950, Boeing embarked on studies for a new jet transport and saw advantages with a design aimed at both military and civilian markets. Aerial refueling was becoming a standard technique for military aircraft, with over 800 KC-97 Stratofreighters on order. The KC-97

Indianapolis International Airport - Misplaced Pages Continue

3552-534: The American Institute of Architects (AIA) identified the Col. H. Weir Cook Terminal among the ten most "architecturally significant" buildings completed in the city since World War II . A 162-acre (66 ha), 22 MW solar farm is at the airport. It was the largest airport solar farm in the world when the second phase opened in 2014. In August 2017, Allegiant Air announced it would open a $ 40 million aircraft base at

3663-561: The Canadian transcontinental railroads were built, each station was assigned its own two-letter Morse code : When the Canadian government established airports, it used the existing railway codes for them as well. If the airport had a weather station, authorities added a "Y" to the front of the code, meaning "Yes" to indicate it had a weather station or some other letter to indicate it did not. When international codes were created in cooperation with

3774-488: The "20" part of the designation is Boeing's "customer number" for its development aircraft. Announced in July 1957 as a derivative for shorter flights from shorter runways, the 707-020 first flew on November 23, 1959. Its type certificate was issued on June 30, 1960, and it entered service with United Airlines on July 5, 1960. As a derivative, the 720 had low development costs, allowing profitability despite few sales. Compared to

3885-404: The -320 by adding a second inboard kink, a dog-toothed leading edge, and curved low-drag wingtips instead of the earlier blunt ones. These wingtips increased overall wingspan by 3.0 ft (0.9 m). Takeoff gross weight was increased to 328,000 lb (149,000 kg). The 175 707-320B aircraft were all new-build; no original -320 models were converted to fan engines in civilian use. First service

3996-409: The -320, but fitted with Rolls-Royce Conway 508 (RCo.12) turbofans (or by-pass turbojets as Rolls-Royce called them) of 18,000 lbf (80 kN) thrust each. The first announced customer was Lufthansa . BOAC 's controversial order was announced six months later, but the British carrier got the first service-ready aircraft off the production line. The British Air Registration Board refused to give

4107-560: The -320, but with Conway turbofan engines. Though initially fitted with turbojet engines, the dominant engine for the Boeing 707 family was the Pratt & Whitney JT3D , a turbofan variant of the JT3C with lower fuel consumption and higher thrust. JT3D-engined 707s and 720s were denoted with a "B" suffix. While many 707-120Bs and -720Bs were conversions of existing JT3C-powered machines, 707-320Bs were available only as newly built aircraft, as they had

4218-432: The 21st century than 707s. The 707-620 was a proposed domestic range-stretched variant of the 707-320B. The 707-620 was to carry around 200 passengers while retaining several aspects of the 707-320B. It would have been delivered around 1968 and would have also been Boeing's answer to the stretched Douglas DC-8 Series 60 . Had the 707-620 been built, it would have cost around US$ 8,000,000. However, engineers discovered that

4329-399: The 707 also led to the upgrading of air traffic control systems to prevent interference with military jet operations. As the 1960s drew to a close, the exponential growth in air travel led to the 707 being a victim of its own success. The 707 had become too small to handle the increased numbers of passengers on the routes for which it had been designed. Stretching the fuselage again was not

4440-461: The 707 and DC-8 was fierce. Pan Am ordered these planes when and as they did so that they would be the operators of the "first-off" production line for each aircraft type. Once the initial batch of the aircraft had been delivered to them and put into operation, Pan Am would have the distinction of being not only the "Launch Customer" for both transcontinental American jets, but the exclusive operator of American intercontinental jet transports for at least

4551-425: The 707's width again to compete, this time to 148 in (3,760 mm). The first flight of the first-production 707-120 took place on December 20, 1957, and FAA certification followed on September 18, 1958. Both test pilots Joseph John "Tym" Tymczyszyn and James R. Gannett were awarded the first Iven C. Kincheloe Award for the test flights that led to certification. A number of changes were incorporated into

Indianapolis International Airport - Misplaced Pages Continue

4662-453: The 707-120, it has a length reduced by 9 feet (2.7 m), a modified wing and a lightened airframe for a lower maximum takeoff weight . Powered by four Pratt & Whitney JT3C turbojets, the initial 720 could cover a 2,800 nmi (5,200 km; 3,200 mi) range with 131 passengers in two classes. Powered by JT3D turbofans, the 720B first flew on October 6, 1960, and entered service in March 1961. It could seat 156 passengers in one class over

4773-472: The 707-320 entered service in 1959, and the 707-420 with Rolls-Royce Conway turbofans in 1960. The 720, a lighter short-range variant, was also introduced in 1960. Powered by Pratt & Whitney JT3D turbofans, the 707-120B debuted in 1961 and the 707-320B in 1962. The 707-120B typically flew 137 passengers in two classes over 3,600 nautical miles [nmi] (6,700 km; 4,100 mi), and could accommodate 174 in one class. With 141 passengers in two classes,

4884-648: The 707-320/420 could fly 3,750 nmi (6,940 km; 4,320 mi) and the 707-320B up to 5,000 nmi (9,300 km; 5,800 mi). The 707-320C convertible passenger-freighter model entered service in 1963, and passenger 707s have been converted to freighter configurations. Military derivatives include the E-3 Sentry airborne reconnaissance aircraft and the C-137 Stratoliner VIP transport. In total, 865 Boeing 707s were produced and delivered, not including 154 Boeing 720s. During and after World War II, Boeing

4995-501: 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

5106-568: The Boeing 707. After suspending its scheduled passenger service in April 2013, Saha continued to operate a small fleet of 707s on behalf of the Iranian Air Force . As of 2019, only a handful of 707s remain in operation, acting as military aircraft for aerial refueling, transport, and AWACS missions. Although certified as Series 100s, 200s, 300s, etc., the different 707 variants are more commonly known as Series 120s, 220s, 320s, and so on, where

5217-460: The DC-8, such as United , Delta , and Eastern , were left without jets until September and lost market share on transcontinental flights. Qantas was the first non-US airline to use the 707s, starting in 1959. The 707 quickly became the most popular jetliner of its time. Its success led to rapid developments in airport terminals, runways, airline catering, baggage handling, reservations systems, and other air transport infrastructure. The advent of

5328-542: The Stratocruiser. Answering customers' demands and under Douglas competition, Boeing soon realized this would not provide a viable payload, so it widened the fuselage to 144 in (3,660 mm) to allow five-abreast seating and use of the KC-135's tooling. Douglas Aircraft had launched its DC-8 with a fuselage width of 147 in (3,730 mm). The airlines liked the extra space and six-abreast seating, so Boeing increased

5439-495: The U.S. For example, several airports in Alaska have scheduled commercial service, such as Stebbins and Nanwalek , which use FAA codes instead of ICAO codes. Thus, neither system completely includes all airports with scheduled service. Some airports are identified in colloquial speech by their IATA code. Examples include LAX and JFK . Boeing 707 The Boeing 707 is an early American long-range narrow-body airliner ,

5550-481: The United States, because "Y" was seldom used in the United States, Canada simply used the weather station codes for its airports, changing the "Y" to a "Z" if it conflicted with an airport code already in use. The result is that most major Canadian airport codes start with "Y" followed by two letters in the city's name (for example, YOW for O tta w a , YWG for W innipe g , YYC for C algar y , or YVR for V ancouve r ), whereas other Canadian airports append

5661-452: The United States, opened in April 2006, the first component of the long-planned midfield complex. The Weir Cook Terminal itself opened for arriving flights on the evening of November 11, 2008, and for departures the following morning. HOK was its master designer, with AeroDesign Group (a joint venture of CSO Architects, SchenkelShultz Architecture, and ARCHonsortium) serving as the architect of record. Aviation Capital Management (Indianapolis),

SECTION 50

#1732848316161

5772-423: The aircraft a certificate of airworthiness, citing insufficient yaw control, excessive rudder forces, and the ability to over-rotate on takeoff, stalling the wing on the ground (a fault of the de Havilland Comet 1). Boeing responded by adding 40 in (100 cm) to the vertical stabilizer, applying full instead of partial rudder boost, and fitting an underfin to prevent over-rotation. These modifications except to

5883-650: The airfield off High School Road. This now-demolished facility was renovated and expanded many times, notably in 1968 (Concourses A and B), 1972 (Concourse D), and 1987 (Concourse C and the attached parking garage). This complex, along with the International Arrivals Terminal (opened in 1976) on the north side of the airfield (off Pierson Drive), was replaced by the Col. H. Weir Cook Terminal on November 12, 2008. The April 1957 Official Airline Guide (OAG) shows 82 weekday departures: 24 Eastern, 22 TWA, 15 Delta, 11 American, 9 Lake Central and 1 Ozark. Eastern had

5994-405: The airport has been owned and operated by the Indianapolis Airport Authority (IAA). The IAA has an eight-member board with members appointed by the mayor of Indianapolis and other officials from Marion, Hendricks , and Hamilton counties in central Indiana. In 1976, the board renamed the airport Indianapolis International Airport. From 1957 to 2008, the passenger terminal was on the east side of

6105-440: The airport itself instead of the city it serves, while another code is reserved which refers to the city itself which can be used to search for flights to any of its airports. For instance: Or using a code for the city in one of the major airports and then assigning another code to another airport: When different cities with the same name each have an airport, they need to be assigned different codes. Examples include: Sometimes,

6216-479: The airport that would begin operations in February of the following year. The facility was to create 66 high-paying jobs by the end of year and house two Airbus aircraft. On October 21, 2024, Aer Lingus announced nonstop flights to Dublin, Ireland beginning May 2025, marking the first transatlantic flight out of Indianapolis since 2020. Indianapolis International Airport has a single terminal with two concourses and

6327-418: The airport's former name, such as Orlando International Airport 's MCO (for Mc C o y Air Force Base), or Chicago's O'Hare International Airport , which is coded ORD for its original name: Or char d Field. In rare cases, the code comes from the airport's unofficial name, such as Kahului Airport 's OGG (for local aviation pioneer Jimmy H ogg ). In large metropolitan areas, airport codes are often named after

6438-444: The arrival of the turbofan-powered 707-120B. The 707-320 Intercontinental is a stretched version of the turbojet-powered 707-120, initially powered by JT4A-3 or JT4A-5 turbojets producing 15,800 lbf (70.3 kN) each (most eventually got 17,500 lbf (77.8 kN) JT4A-11s). The interior allowed up to 189 passengers, the same as the -120 and -220 series, but improved two-class capacity due to an 80-in fuselage stretch ahead of

6549-416: The cockpit feeling ill. Johnston disconnected the faulty autopilot and manually stabilized the plane "with two slight control movements". Johnston recommended Boeing increase the height of the tail fin , add a boosted rudder as well as add a ventral fin . These modifications were aimed at mitigating Dutch roll by providing more directional stability in yaw . The initial 145-foot-long (44 m) 707-120

6660-491: The code SHA, while the newer Shanghai–Pudong adopted PVG. The opposite was true for Berlin : the airport Berlin–Tegel used the code TXL, while its smaller counterpart Berlin–Schönefeld used SXF; the Berlin Brandenburg Airport has the airport code BER, which is also part of its branding. The airports of Hamburg (HAM) and Hannover (HAJ) are less than 100 nautical miles (190 km) apart and therefore share

6771-448: The design constraints imposed by limitations of late-1940s jet engines, developing a robust, safe, and high-capacity jet aircraft was within reach for Boeing. Boeing studied numerous wing and engine layouts for its new transport/tanker, some of which were based on the B-47 and C-97, before settling on the 367-80 "Dash 80" quadjet prototype aircraft. Less than two years elapsed from project launch in 1952 to rollout on May 14, 1954, with

SECTION 60

#1732848316161

6882-874: The end. Examples include: A lot of minor airfields without scheduled passenger traffic have ICAO codes but not IATA codes, since the four letter codes allow more number of codes, and IATA codes are mainly used for passenger services such as tickets, and ICAO codes by pilots. In the US, such airfields use FAA codes instead of ICAO. There are airports with scheduled service for which there are ICAO codes but not IATA codes, such as Nkhotakota Airport/Tangole Airport in Malawi or Chōfu Airport in Tokyo, Japan. There are also several minor airports in Russia (e.g., Omsukchan Airport ) which lack IATA codes and instead use internal Russian codes for booking. Flights to these airports cannot be booked through

6993-513: The fin under the tail became standard on all 707 variants and were retrofitted to all earlier 707s. The 37 -420s were delivered to BOAC, Lufthansa, Air-India , El Al , and Varig through November 1963; Lufthansa was the first to carry passengers, in March 1960. The 707-320B had the application of the JT3D turbofan to the Intercontinental, but with aerodynamic refinements. The wing was modified from

7104-429: The first jetliner developed and produced by Boeing Commercial Airplanes . Developed from the Boeing 367-80 prototype first flown in 1954, the initial 707-120 first flew on December 20, 1957. Pan Am began regular 707 service on October 26, 1958. With versions produced until 1979, the 707 is a swept wing quadjet with podded engines . Its larger fuselage cross-section allowed six-abreast economy seating, retained in

7215-478: The first Dash 80 flying on July 15, 1954. The prototype was a proof-of-concept aircraft for both military and civilian use. The United States Air Force was the first customer, using it as the basis for the KC-135 Stratotanker aerial refueling and cargo aircraft. Whether the passenger 707 would be profitable was far from certain. At the time, nearly all of Boeing's revenue came from military contracts. In

7326-453: The first floor of the attached parking garage. All pick-ups and drop-offs of rental vehicles also occur here, eliminating the need for shuttling customers to and from individual companies' remote processing facilities. The five-floor parking garage covers 11 acres (4.5 ha) on each of its levels. It features a light-filled center atrium complete with a piece of suspended artwork and contains moving sidewalks to speed pedestrians into and out of

7437-485: The first regularly scheduled international flight out of IND. Air Canada Jazz , which operated the flight from 2001, would be retired by Air Canada in 2012, and service to IND would continue under the new Air Canada Express brand. In 1994, BAA USA was awarded a 10-year contract to manage the Indianapolis International Airport. The contract was extended three years but was later cut a year short at

7548-557: The first three letters of the city in which it is located, for instance: The code may also be a combination of the letters in its name, such as: Sometimes the airport code reflects pronunciation, rather than spelling, namely: For many reasons, some airport codes do not fit the normal scheme described above. Some airports, for example, cross several municipalities or regions, and therefore, use codes derived from some of their letters, resulting in: Other airports—particularly those serving cities with multiple airports—have codes derived from

7659-474: The following format: Most large airports in Canada have codes that begin with the letter "Y", although not all "Y" codes are Canadian (for example, YUM for Yuma, Arizona , and YNT for Yantai , China), and not all Canadian airports start with the letter "Y" (for example, ZBF for Bathurst, New Brunswick ). Many Canadian airports have a code that starts with W, X or Z, but none of these are major airports. When

7770-593: The form of " YYZ ", a song by the rock band Rush , which utilizes the Morse code signal as a musical motif. Some airports have started using their IATA codes as brand names , such as Calgary International Airport (YYC) and Vancouver International Airport (YVR). Numerous New Zealand airports use codes that contain the letter Z, to distinguish them from similar airport names in other countries. Examples include HLZ for Hamilton , ZQN for Queenstown , and WSZ for Westport . Predominantly, airport codes are named after

7881-621: The hub occurring ten years later. The hub employs around 4,000 people and has a sort capacity of nearly 100,000 packages per hour, making Indianapolis the largest FedEx hub in the world outside of the company's SuperHub in Memphis. In the late 1990s and early 2000s, Indianapolis was a hub for then locally based ATA Airlines and its regional affiliate, Chicago Express / ATA Connection . After that airline entered Chapter 11 bankruptcy protection in late 2004, operations at IND were cut, then eliminated in 2006. ATA's demise gave Northwest Airlines an opportunity to expand operations, making Indianapolis

7992-408: The initial 707's wing to help increase range and payload, giving birth to the 707-320. Pan Am inaugurated 707 service with a christening at National Airport on October 17, 1958, attended by President Eisenhower , followed by a transatlantic flight for VIPs (personal guests of founder Juan Trippe ) from Baltimore's Friendship International Airport to Paris. The aircraft's first commercial flight

8103-482: The international air booking systems or have international luggage transferred there, and thus, they are booked instead through the airline or a domestic booking system. Several heliports in Greenland have 3-letter codes used internally which might be IATA codes for airports in faraway countries. There are several airports with scheduled service that have not been assigned ICAO codes that do have IATA codes, especially in

8214-499: The jets would bear 700-series numbers, and the first would be the 707. The marketing personnel at Boeing chose 707 because they thought it was more appealing than 700. The project was enabled by the Pratt & Whitney JT3C turbojet engine, the civilian version of the J57 that yielded much more power than the previous generation of jet engines and was proving itself with the B-52. Freed from

8325-622: The last new-build 707 airframes built as E-3 and E-6 aircraft. Traces of the 707 are still found in the 737 , which uses a modified version of the 707's fuselage, as well as the same external nose and cockpit configurations as those of the 707. These were also used on the previous 727 , while the 757 also used the 707 fuselage cross-section. The 707's wings are swept back at 35°, and like all swept-wing aircraft, display an undesirable " Dutch roll " flying characteristic that manifests itself as an alternating combined yawing and rolling motion. Boeing already had considerable experience with this on

8436-428: The last scheduled 707 flight for passengers by a US carrier on October 30, 1983, although 707s remained in scheduled service by airlines from other nations for much longer. Middle East Airlines of Lebanon flew 707s and 720s in front-line passenger service until the end of the 1990s. Since LADE of Argentina removed its 707-320Bs from regular service in 2007, Saha Airlines of Iran was the last commercial operator of

8547-523: The late 1980s and early 1990s, USAir (later US Airways ) had a secondary hub in Indianapolis with non-stop jets to the West Coast, East Coast, and Florida and turboprop flights to cities around the Midwest . USAir peaked at 146 daily departures (including its prop affiliates), with 49% of all seats. USAir ended the hub in the late 1990s. FedEx Express began its hub at the airport in 1988, with an expansion of

8658-479: The later 720 , 727 , 737 , and 757 models. Although it was not the first commercial jetliner in service, the 707 was the first to be widespread, and is often credited with beginning the Jet Age . It dominated passenger air-transport in the 1960s, and remained common through the 1970s, on domestic , transcontinental , and transatlantic flights , as well as cargo and military applications. It established Boeing as

8769-531: The later JT3D-3 version giving 18,000 lbf (80 kN). (This thrust did not require water injection, eliminating both the system and 5000–6000 lb of water.) The -120B had the wing modifications introduced on the 720 and a longer tailplane; a total of 72 were built, 31 for American and 41 for TWA, plus six short-bodied -138Bs for Qantas. American had its 23 surviving -123s converted to -123Bs, but TWA did not convert its 15 -131s. The only other conversions were Pan Am's five surviving -121s and one surviving -139,

8880-413: The launch order for 20 707-121 aircraft by Pan Am and an American Airlines order for 30 707-123 aircraft. The first revenue flight was on October 26, 1958; 56 were built, plus seven short-bodied -138s; the last -120 was delivered to Western in May 1960. The 707-138 was a -120 with a fuselage 10 ft (3.0 m) shorter than the others, with 5 ft (1.5 m) (three frames) removed ahead and behind

8991-404: The maximum takeoff weight the same as that of the -120 (247,000 lb (112 t)), the -138 was able to fly the longer routes that Qantas needed. Braniff International Airways ordered the higher-thrust version with Pratt & Whitney JT4 A engines, the 707-220. The final major derivative was the 707-320, which featured an extended-span wing and JT4A engines, while the 707-420 was the same as

9102-612: The name of the airport itself, for instance: This is also true with some cities with a single airport (even if there is more than one airport in the metropolitan area of said city), such as BDL for Hartford, Connecticut 's B ra dl ey International Airport or Baltimore's BWI, for B altimore/ W ashington I nternational Airport ; however, the latter also serves Washington, D.C. , alongside Dulles International Airport (IAD, for I nternational A irport D ulles) and Ronald Reagan Washington National Airport (DCA, for D istrict of C olumbia A irport). The code also sometimes comes from

9213-462: The new jet service StarStream , launching its first jet service, between New York-Idlewild International Airport and San Francisco International Airport , on January 25, 1959. American Airlines was the first domestic airline to fly its own jets, on January 25, 1959. TWA started domestic 707-131 flights in March and Continental Airlines started 707-124 flights in June; airlines that had ordered only

9324-399: The older Stout Field as the primary city airport. The airport was initially built on about 320 acres (130 ha) of land in the southwestern edge of the city, with an additional 627 acres (254 ha) reserved for future expansions at the airport. In 1944, it was renamed Weir Cook Municipal Airport , after US Army Air Forces Col. Harvey Weir Cook of Wilkinson, Indiana , who had become

9435-416: The one they are located in: Other airport codes are of obscure origin, and each has its own peculiarities: In Asia, codes that do not correspond with their city's names include Niigata 's KIJ , Nanchang 's KHN and Pyongyang 's FNJ . EuroAirport Basel Mulhouse Freiburg , which serves three countries, has three airport codes: BSL, MLH, EAP. Some cities have a name in their respective language which

9546-411: The outer port (number 1) engine mount is distinctly different from the other three, as this engine is not fitted with a turbocompressor. Later-model 707s typically had this configuration, although American Airlines had turbocompressors on engines 2 and 3 only. Early 707 models often had turbocompressor fairings on all four engines, but with only two or three compressors installed. Pratt & Whitney, in

9657-403: The production models from the prototype. A Krueger flap was installed along the leading edge between the inner and outer engines on early 707-120 and -320 models. This was in response to de Havilland Comet overrun accidents which occurred after over-rotating on take-off. Wing stall would also occur on the 707 with over-rotation so the leading-edge flaps were added to prevent stalling even with

9768-485: The request of the BAA. Private management ended on December 31, 2007, and control reverted to IAA. Also in 1994, United Airlines finished building its Indianapolis Maintenance Center at a cost of US$ 600 million. United later moved their maintenance operations to its sole maintenance hub located at San Francisco International Airport . Around 2006, runway 14/32 was shortened from 7,604 feet (2,318 m) to its present length because

9879-501: The same first and middle letters, indicating that this rule might be followed only in Germany. Many cities retain historical names in their airport codes, even after having undergone an official name/spelling/transliteration change: Some airport codes are based on previous names associated with a present airport, often with a military heritage. These include: Some airports are named for an administrative division or nearby city, rather than

9990-400: The south end was not visible from the new control tower. A new 1.2-million-square-foot (110,000 m) midfield passenger terminal, which cost $ 1.1 billion, opened in 2008 between the airport's two parallel runways, southwest of the previous terminal and the crosswind runway. A new FAA Air Traffic Control Tower (ATCT) and Terminal Radar Approach Control (TRACON) building, the second tallest in

10101-497: The station code of Malton, Mississauga , where it is located). YUL is used for Montréal–Trudeau (UL was the ID code for the beacon in the city of Kirkland , now the location of Montréal–Trudeau). While these codes make it difficult for the public to associate them with a particular Canadian city, some codes have become popular in usage despite their cryptic nature, particularly at the largest airports. Toronto's code has entered pop culture in

10212-443: The tail dragging on the runway. The initial standard model was the 707-120 with JT3C turbojet engines. Qantas ordered a shorter-bodied version called the 707-138, which was a -120 with six fuselage frames removed, three in front of the wings, and three aft. The frames in the 707 were set 20 in (510 mm) apart, so this resulted in a shortening of 10 ft (3.0 m) to a length of 134 ft 6 in (41.0 m). With

10323-745: The terminal building itself. IATA airport code The assignment of these codes is governed by IATA Resolution 763, and it is administered by the IATA's headquarters in Montreal , Canada. The codes are published semi-annually in the IATA Airline Coding Directory. IATA provides codes for airport handling entities, and for certain railway stations. Alphabetical lists of airports sorted by IATA code are available. A list of railway station codes , shared in agreements between airlines and rail lines such as Amtrak , SNCF , and Deutsche Bahn ,

10434-474: The three aircraft delivered to the USAF as -153s and the seven short-bodied Qantas -138s (making 13 total 707s delivered to Qantas between 1959 and 1964). The first flight of the -120B was on June 22, 1960, and American carried the first passengers in March 1961; the last delivery was to American in April 1969. Maximum weight was 258,000 lb (117,000 kg) for both the long- and short-bodied versions. The 707-220

10545-468: The time preferred the more established Douglas Aircraft as a maker of passenger aircraft, and several major carriers committed only to the Douglas DC-8, delayed by Douglas' decision to wait for the larger and more fuel efficient ( Pratt & Whitney JT4A ) turbojet to design a larger and longer range aircraft around. Anticipating this advantage, Boeing made a late and costly decision to redesign and enlarge

10656-406: The top 10 busiest U.S. airports in terms of air cargo throughput. Republic Airways is also headquartered at the airport, and Allegiant Air maintains Indianapolis as a focus city . The Indianapolis Air Route Traffic Control Center (ZID), one of 22 established FAA area control centers , is located on the airport property's north side. Indianapolis Municipal Airport opened in 1931, replacing

10767-504: The two-letter code of the radio beacons that were the closest to the actual airport, such as YQX in Gander or YXS in Prince George . Four of the ten provincial capital airports in Canada have ended up with codes beginning with YY, including: Canada's largest airport is YYZ for Toronto Pearson (as YTZ was already allocated to Billy Bishop Toronto City Airport , the airport was given

10878-529: The use of two letters allowed only a few hundred combinations; a three-letter system of airport codes was implemented. This system allowed for 17,576 permutations, assuming all letters can be used in conjunction with each other. Since the U.S. Navy reserved "N" codes, and to prevent confusion with Federal Communications Commission broadcast call signs , which begin with "W" or "K", the airports of certain U.S. cities whose name begins with one of these letters had to adopt "irregular" airport codes: This practice

10989-402: The ventral fin to be removed (although the taller fin was retained). The 707-320Bs built after 1963 used the same wing as the -320C and were known as 707-320B Advanced aircraft. In total, 1,010 707s were built for civilian use between 1958 and 1978, though many of these found their way to military service. The 707 production line remained open for purpose-built military variants until 1991, with

11100-414: The wing (from 138 ft 10 in (42.32 m) to 145 ft 6 in (44.35 m) ), with extensions to the fin and horizontal stabilizer extending the aircraft's length further. The longer wing carried more fuel, increasing range by 1,600 miles (2,600 km) and allowing the aircraft to operate as true transoceanic aircraft. The wing modifications included outboard and inboard inserts, as well as

11211-768: The wing, giving increased range. Maximum takeoff weight was the same 247,000 lb (112,000 kg) as the standard version. It was a variant for Qantas, thus had its customer number 38. To allow for full-load takeoffs at the midflight refueling stop in Fiji, the wing's leading-edge slats were modified for increased lift, and the allowable temperature range for use of full takeoff power was increased by 10°F (5.5°C). Seven -138s were delivered to Qantas between June and September 1959, and they first carried passengers in July of that year. The 707-120B had Pratt & Whitney JT3D-1 turbofan engines, which were quieter, more powerful, and more fuel-efficient, rated at 17,000 lbf (75.6 kN), with

11322-499: The yaw damper was turned off to familiarize the new pilots with flying techniques, a trainee pilot's actions violently exacerbated the Dutch roll motion and caused three of the four engines to be torn from the wings. The plane, a brand new 707-227, N7071 , destined for Braniff, crash-landed on a river bed north of Seattle at Arlington, Washington , killing four of the eight occupants. In his autobiography, test pilot Tex Johnston describes

11433-484: Was June 1962, with Pan Am. The 707-320B Advanced is an improved version of the -320B, adding the three-section leading-edge flaps already seen on the -320C. These reduced takeoff and landing speeds and altered the lift distribution of the wing, allowing the ventral fin found on earlier 707s to be removed. From 1965, -320Bs had the uprated -320C undercarriage allowing the same 335,000 lb (152,000 kg) MTOW. These were often identified as 707-320BA-H. The 707-320C has

11544-488: 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

11655-452: Was designed for hot and high operations with more powerful 15,800 lbf (70.3 kN) Pratt & Whitney JT4A-3 turbojets. Five of these were produced, but only four were ultimately delivered, with one being lost during a test flight. All were for Braniff International Airways and carried the model number 707-227; the first entered service in December 1959. This version was made obsolete by

11766-459: Was designed for transcontinental routes, and often required a refueling stop when flying across the North Atlantic. It had four Pratt & Whitney JT3C-6 turbojets, civilian versions of the military J57, initially producing 13,000 lbf (57.8 kN) with water injection . Maximum takeoff weight was 247,000 lb (112,000 kg) and first flight was on December 20, 1957. Major orders were

11877-416: Was from Idlewild Airport , New York, to Le Bourget , Paris, on October 26, 1958, with a fuel stop in Gander, Newfoundland . In December, National Airlines operated the first US domestic jet airline flights between New York/Idlewild and Miami, using 707s leased from Pan Am. In February 1956, rival global giant Trans World Airlines' then-President Howard Hughes ordered eight new Boeing 707-120, dubbing

11988-486: Was known for its military aircraft. The company had produced innovative and important bombers, from the B-17 Flying Fortress and B-29 Superfortress to the jet-powered B-47 Stratojet and B-52 Stratofortress , but its commercial aircraft were not as successful as those from Douglas Aircraft and other competitors. As Douglas and Lockheed dominated the postwar air transport boom, the demand for Boeing's offering,

12099-482: Was not ideally suited for operations with the USAF's new fleets of jet-powered fighters and bombers; this was where Boeing's new design would win military orders. As the first of a new generation of American passenger jets, Boeing wanted the aircraft's model number to emphasize the difference from its previous propeller-driven aircraft, which bore 300-series numbers. The 400-, 500- and 600-series were already used by their missiles and other products, so Boeing decided that

12210-543: Was powered by Pratt & Whitney JT3C turbojet engines. The JT3D-3B engines are readily identifiable by the large gray secondary-air inlet doors in the nose cowl. These doors are fully open (sucked in at the rear) during takeoff to provide additional air. The doors automatically close with increasing airspeed. The 707 was the first commercial jet aircraft to be fitted with clamshell-type thrust reversers . The 707 uses engine-driven turbocompressors to supply compressed air for cabin pressurization . On many commercial 707s,

12321-582: Was to be powered by four 22,500-pound-force thrust (100 kN) Pratt & Whitney JT3D-15 turbofan engines, and it would have had a nearly 10-foot (3.0 m) extension in wingspan, to 155.5 feet (47.4 m). Two variations were proposed, the 707-820(505) model and the 707-820(506) model. The 505 model would have had a fuselage 45 feet (14 m) longer than the 707-320B, for a total length of 198.6 feet (60.5 m). This model would have carried 209 passengers in mixed-class configuration and 260 passengers in all-economy configuration. The 506 model would have had

#160839