(Boeing) B-707 @·AIRCRAFTUBE

  • Boeing 707-131 Boeing 707-131
    Boeing 707-131
  • 707-320C<br>P&W JT3D 707-320C<br>P&W JT3D
    707-320C
    P&W JT3D
  • Boeing 707-348C - 1966 Boeing 707-348C - 1966
    Boeing 707-348C - 1966
  • 707-123B<br>1959 707-123B<br>1959
    707-123B
    1959
  • Boeing 720 Boeing 720
    Boeing 720
  • B707-138B Qantas Jett Clipper B707-138B Qantas Jett Clipper
    B707-138B Qantas Jett Clipper
  • Boeing 707-321C Boeing 707-321C
    Boeing 707-321C
  • B707-328 B707-328
    B707-328
  • B707-329 B707-329
    B707-329
  • B707-436 Conway engines B707-436 Conway engines
    B707-436 Conway engines
  • Air Force One Air Force One
    Air Force One
  • B-707-320C B-707-320C
    B-707-320C
  • B707 B707
    B707
  • B707-329 B707-329
    B707-329
  • E3 Sentry E3 Sentry
    E3 Sentry
  • Boeing 720-048 - 1965 Boeing 720-048 - 1965
    Boeing 720-048 - 1965
  • E-8 E-8
    E-8
  • KC-135R Stratotanker KC-135R Stratotanker
    KC-135R Stratotanker
  • 707-320C - 1984 707-320C - 1984
    707-320C - 1984
  • Boeing 707-327C Boeing 707-327C
    Boeing 707-327C
  • Boeing 707-3F5C Boeing 707-3F5C
    Boeing 707-3F5C
  • B707-321B B707-321B
    B707-321B
  • Boeing 720 Boeing 720
    Boeing 720
  • Boeing 707-330B Boeing 707-330B
    Boeing 707-330B
  • Boeing 707-348C Boeing 707-348C
    Boeing 707-348C

Boeing 707 and 720

The Boeing 707 is a four-engine commercial passenger jet airliner developed by Boeing in the early 1950s. Its name is most commonly spoken as "Seven Oh Seven". Boeing delivered a total of 1,010 Boeing 707s, which dominated passenger air transport in the 1960s and remained common through the 1970s. Boeing also offered a smaller, faster version of the aircraft that was marketed as the Boeing 720.

Although it was not the first commercial jet in service (that distinction belongs to the de Havilland Comet), the 707 was the first to be commercially successful, and is credited as ushering in the Jet Age. It established Boeing as one of the largest makers of passenger aircraft, and led to the later series of aircraft with "7x7" designations.

Development

The 707 was based on an aircraft known as the 367-80. The "Dash 80" took less than two years from project launch in 1952 to rollout on 14 May 1954. This was powered by the Pratt & Whitney JT3C engine which was the civilian version of the J57 used on many military aircraft of the day including the F-100, F-101, F-102, and the B-52.

The prototype was conceived for both military and civilian use: the United States Air Force was the first customer for the design, using in the KC-135 Stratotanker midair refueling platform. It was far from certain that the passenger 707 would be profitable. At the time, Boeing was making nearly all of its money from military contracts: its last passenger transport, the Boeing 377 Stratocruiser, had netted the company a $15 million loss before it was purchased by the Air Force as the KC-97 Stratotanker.

The 132-inch (or 3,350 mm) fuselage of the Dash 80 was only wide enough to fit two-plus-two seating (in the manner of the Stratocruiser). Boeing soon realized that this would not provide a viable payload, so decided to widen the fuselage to 144 inches (or 3,660 mm), the same as the KC-135 Stratotanker, which would allow six-abreast seating - and the shared use of the KC-135's tooling. However, Douglas had launched its DC-8 with a fuselage width of 147 inches (or 3,740 mm). The airlines liked the extra space, and so Boeing was obliged to increase the 707's cabin width again, this time to 148 inches (3,760 mm). This meant that little of the tooling that was made for the Dash 80 was usable for the 707. The extra cost meant the 707 did not become profitable until some years after it would have if these modifications were not necessary.

The first flight of the first production 707-120 took place on 20 December 1957, and FAA certification followed on 18 September 1958. A number of changes were incorporated into the production models from the prototype. A krueger flap was installed along the leading edge. The height of the vertical fin was increased, and a small fin was added to the underside of the fuselage, and acted as a bumper during excessively nose high takeoffs.

In order to become a new major player in the commercial airliner business, Boeing was quick to bend to customers' desires. While the 707-120 was the initial standard model with Pratt & Whitney JT3C engines, Qantas ordered a shorter body version called the 707-138 and Braniff ordered the higher-thrust version with Pratt & Whitney JT4A 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 turbofan engines, in response to a request from Air Canada. British certification requirements relating to engine-out go-arounds also forced Boeing to increase the height of the tail fin on all 707 variants, as well as add a ventral fin.

Eventually, the dominant engine for the Boeing 707 family was the Pratt & Whitney JT3D, a turbofan variant of the JT3C with even lower fuel consumption as well as 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 only available as new-built aircraft as they had a stronger structure to support a maximum take-off weight increased by 19,000 lb (or 8,600 kg), along with minor modifications to the wing.

The ultimate 707 variant was the 707-320C, (C for "Convertible") which was fitted with a large fuselage door for cargo applications. This aircraft also had a significantly revised wing featuring three-section leading-edge flaps. This provided an additional improvement to takeoff and landing performance, as well as allowed the ventral fin to be removed (although the taller fin was retained). 707-320Bs built after 1963 used the same wing as the -320C and were known as 707-320B Advanced aircraft.

Production of the passenger 707 ended in 1978. In total, 1,010 B707s were built for civil use, though many of these found their way to military service. The purpose-built military variants remained in production until 1991.

Traces of the 707 are still found in the 737, which used a modified version of the 707's fuselage, as well as essentially the same external nose and cockpit configuration as the 707. These were also used on the previous Boeing 727, while the Boeing 757 also used the 707 fuselage cross-section. The Chinese government sponsored development of the Shanghai Y-10 during the 1970s, which was a near carbon-copy of the 707; however, this did not enter production.

Operational service

The first commercial orders for the 707 came on 13 October 1955, when Pan Am committed to 20 B707s and 25 Douglas DC-8s, a dramatic increase in passenger capacity over its existing fleet of propeller aircraft. The competition between the 707 and DC-8 was fierce. Several major airlines committed only to the DC-8, as Douglas Aircraft was a more established maker of passenger aircraft at the time. To stay competitive, Boeing made a late and costly decision to redesign and enlarge the 707's wing to help increase range and payload. The new version was numbered 707-320.

Pan Am was the first airline to operate the 707; the aircraft's first commercial flight was from New York to Paris on 26 October 1958 with stopover in Bangor, Maine. American Airlines operated the first domestic 707 flight on 25 January 1959. Airlines which had only ordered the DC-8, such as United, Delta and Eastern, were left jetless for months until September and lost market share on transcontinental flights.

The 707 quickly became the most popular jetliner of its time. Its popularity 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.

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 was now too small to handle the increased passenger densities on the routes for which it was designed. Stretching the fuselage was not a viable option because the installation of larger, more powerful engines would in turn need a larger undercarriage, which was not feasible given the design's limited ground clearance. Boeing's answer to the problem was the first twin aisle airliner - the Boeing 747. The 707's first-generation engine technology was also rapidly becoming obsolete in the areas of noise and fuel economy.

Trans World Airlines flew the last scheduled 707 flight for passengers by a US carrier on 30 October 1983, although 707s remained in scheduled service by airlines from other nations for much longer. For example Middle East Airlines (MEA) of Lebanon flew 707s and 720s in front-line passenger service until the end of the 1990s.

Controlled Impact Demonstration (CID)

In 1984 NASA Dryden Flight Research Center and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID). A Boeing 720 that was flown by remote control was intentionally crashed at Edwards AFB to test the impact of an aircraft using standard fuel with an additive designed to supress fire. The additive FM-9, a high molecular-weight long chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated impact tests.

Antimisting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called "degradation" and was accomplished on the B-720 using a device called a "degrader". Each of the four Pratt & Whitney JT3C-7 engines had a "degrader" built and installed by General Electric to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more then four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four degraders (one on each engine); and the FAA refined AMK (blending, testing, and fueling a full size aircraft). The 14 flights had 9 takeoffs, 13 landings and around 69 approaches, to about 150 feet above the prepared crash site, under remote control. These flight were used to introduce AMK one step at a time into some of the fuel tanks and engines while monitoring the performance of the engines. On the final flight (No. 15) with no crew, all fuel tanks were filled with a total of 76,000 pounds of AMK and all engines ran from start-up to impact (the flight time was 9 minutes) on the modified Jet-A.

The CID impact was spectacular with a large fireball enveloping and burning the B-720 aircraft. From the standpoint of AMK the test was a major set-back, but for NASA Langley, the data collected on crashworthiness was deemed successful and just as important.

Engines

The 707's engines could not supply sufficient bleed air for pressurization without a serious loss of thrust, so the aircraft instead used engine-driven turbocompressors to supply high-pressure air for this purpose. On many commercial 707s the outer port (#1) engine mount is distinctly different from the other three, as this is the only engine not fitted with a turbocompressor. The Boeing 707 was the first commercially successful airliner to use podded engines.

Wings

The 707 wings are swept back at 35 degrees and, like all swept-wing aircraft, displayed an undesirable "Dutch roll" flying characteristic which manifested itself as an alternating 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 new 707 pilots had no experience with this phenomenon as they were transitioning from 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 exacerbated the Dutch Roll motion causing a violent roll motion which tore two of the four engines off the wing. 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 described a Dutch Roll incident he experienced as a passenger on an early commercial 707 flight. As the aircraft's movements gradually became more severe, he went to the cockpit and found the crew frantically attempting to resolve the situation. He introduced himself and relieved the ashen-faced captain who immediately left the cockpit feeling ill. Johnston quickly stabilized the plane and later, even landed it for the crew.

Upgrades and modifications

JT8D engines

Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, has developed the JT8D-219 as a re-engine powerplant for Boeing 707-based aircraft, calling their modified configuration a 707RE. Northrop Grumman has selected the -219 to re-engine the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E-8 Joint STARS) aircraft, which will allow the JSTARS more time on station due to the engine's greater fuel efficiency. NATO also plans to re-engine their fleet of E-3 Sentry AWACS aircraft. The -219 is publicized as being half the cost of the competing 707 re-engine powerplant, the CFM-56, and is 40dB quieter than than JT3D engines that are being replaced.

Civilian variants

367-80 (Dash-80): The original prototype jet transport layout. Used to develop the 707, it was fitted with four Pratt & Whitney JT3C engines producing 10,000 lbf (44 kN) each. First flight was 15 July 1954.

707-120: 69 of the first production 707s were built, with a longer fuselage and greater wingspan than the original Dash-80. A full set of rectangular cabin windows was included for the interior, which was capable of a seating 179 passengers. The version was designed for transcontinental routes and often required a refuelling stop when used on the North Atlantic route. It was fitted with four Pratt and Whitney JT3C-6 turbojets, civilian versions of the military J57 model, which produced 12,500 lbf (56 kN) each, allowing a 257,000 lb (117,000 kg) takeoff gross weight. First flight was on 20 December 1954. Other major orders were the launch order for 20 707-121 aircraft by Pan American and an American Airlines order for 30 707-123 aircraft. Pan Am service began the 707 career on 26 October 1958.

707-138: Qantas has been assigned the Boeing customer number of 38. The 13 -138 were based on the -120 but had a 10-foot (or 3.0 m) reduction to the rear fuselage and were capable of increased range.

707-220: Designed for hot and high operations with powerful Pratt & Whitney JT4A-3 turbojets, only five of these were ultimately produced. All were for Braniff International Airways and carried the model number 707-227. This version was made obsolete by the arrival of the turbofan-powered 707-120B.

707-320 Intercontinental: A stretched version of the turbojet-powered original model, powered by JT4A-3 turbojets producing 15,800 lbst each. The interior allowed for up to 189 passengers due to a 100-inch (2,500 mm) stretch, while a longer wing carried more fuel, increasing range by 1,600 miles (2,600 km) and allowing the aircraft to operate as true transoceanic aircraft. Takeoff weight was increased to 316,000 lb (143,000 kg). First flight was on 11 January 1958, and 69 turbojet -320s were produced.

707-120B: The first major upgrade to the design was a re-engining with JT3D-3 turbofans, which were quieter, more powerful, and more fuel-efficient, producing 18,000 lbf (or 80 kN) each. The aircraft also received extra leading-edge slats, and the tailplane was enlarged. A total of 72 of these were built, and many more were converted from 707-120 aircraft, including Qantas' aircraft, which became 707-138B aircraft upon conversion. The first flight of the -120B was on 22 June 1960.

707-320B: A re-engining of the stretched version was undertaken in parallel with the -120B, using the same JT3D-3 turbofans and incorporating many of the same airframe upgrades as well. Takeoff gross weight was increased to 335,000 lb (152,000 kg). 175 of the 707-300B aircraft were produced, as well as upgrades from original -320 models. One of the final orders was by the Iranian Government for 14 707-3J9C aircraft capable of VIP transportation, communication, and inflight refuelling tasks.

707-320B Advanced: A minor improvement made available to -320B aircraft, adding three-section leading-edge flaps. These reduced takeoff and landing speeds, and also altered the lift distribution of the wing, allowing the ventral fin found on earlier 707s to be removed. The same wing was also used on the -320C.

707-320C: A convertible passenger/freight configuration which ultimately became the most widely produced variant of the 707, the -320C added a strengthened floor and a new cargo door to the -320B model. 335 of these variants were built, including a small number with uprated JT3D-7 engines and a takeoff gross weight of 336,000 lb (152,000 kg). Despite the convertible option, a number of these were delivered as pure freighters.

707-420: A version of the 707-320 originally produced at specific request for BOAC and powered by Rolls-Royce Conway 508 turbofans, producing 17,500 lbf (78 kN) each. Although BOAC initiated the programme, Lufthansa was the launch customer and Air India was the first to receive a 707-420 on February 18 1960. A total of 37 were built to this configuration.

707-700: A test aircraft used to study the feasibility of using CFM International's CFM56 powerplants on a 707 airframe and possibly retrofitting them to existing aircraft. After a testing in 1979, N707QT, the last commercial 707 airframe, was refitted to 707-320C configuration and delivered to the Moroccan Air Force as a tanker aircraft. (This purchase was considered a "civilian" order and not a military one.) Boeing abandoned the program, since they felt it would be a threat to the Boeing 757 program. The information gathered in the test led to the eventual retrofitting program of CFM56 engines to the USAF C-135/KC-135R models, and some military versions of the 707 also used the CFM56. Ironically the Douglas DC-8 "Super 70" series by Cammacorp did develop commercially, extending the life of DC-8 airframes in a stricter noise regulatory environment, so there are today more DC-8s in commercial service than there are 707s.

720: Originally designated 707-020 but later changed for marketing reasons, was a modification of the 707-120 designed for medium-range operation from shorter runways. It was lighter and faster than the Boeing 707 and had a simplified wing design. This model had few sales but was still profitable due to the minimal R&D costs associated with modifying an existing type. At one point in the promotion stage to airlines it was known as the 717, although this was the Boeing model designation of the KC-135 and remained unused for a commercial airliner until it was applied to the MD-95 following Boeing's merger with McDonnell Douglas. The 720 was used before the Boeing 727 replaced it in the market. First flight was on 23 November 1959, and 64 of the original version were built.

720B: The turbofan-powered version of the 720, with JT3D-1-MC6 turbofans producing 17,000 lbf (76 kN) each. Takeoff gross weight was increased to 235,000 lb (107,000 kg). 88 of these were built in addition to conversions of existing 720 models.

Military

The militaries of the United States and other countries have used the civilian 707 aircraft in a variety of roles, and under different designations. (Note: The U.S. Air Force's C-135 Stratolifter is not a 707 variant, but was developed in parallel to the 707 from the original Boeing 367-80.)

Operators

Although 707s are no longer employed by major airlines 63 aircraft remain in commercial use, mainly with air cargo operators.

In the 1980s, the USAF acquired around 250 used 707s to provide parts for the KC-135E Stratotanker program.

As of August 2007, commercial operators of the Boeing 707 with more than one aircraft included: African Airlines International (4), Air Charter Express (2), Angola Air Charter (3), Azza Transport (2), Beta Cargo (4), Hewa Bora Airways (3), Interair (2), Iran Air (4), Iraqi Airways (2), Libyan Arab Airlines (4), Saha Airlines (4), Sky Aviation FZE (2), Skymaster Airlines (5), Sudan Airways (2), Sudanese States Aviation (2) and TMA (5). American actor John Travolta owns, and is qualified to fly as second in command, an ex-Qantas 707-138B, registration N707JT.

While not used as an airliner, Honeywell is currently operating a single Boeing 720 to aid in turbine engine development. The aircraft has been modified with an extra engine nacelle to allow testing of a turbine engine at altitude. This is the last Boeing 720 in operation in the United States, flying out of Skyharbor airport in Phoenix, operating on special certification allowing it to be used for experimental use. The aircraft's experimental flight certification is set to expire in 2008 when it will be replaced.

The list of customer codes used by Boeing to identify specific options and trim specified by customers was started with the 707, and has been maintained through all Boeing's models. Essentially 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 American Airlines was assigned code "21". Thus a 707-300B sold to Pan Am had the model number 707-321B. The number remained constant as further aircraft were purchased, thus when Pan American purchased the 747-100 it had the model number 747-121.

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This text is available under the Creative Commons Attribution-ShareAlike License
Source : Article Boeing 707 of Wikipedia ( authors )

Specifications (Model 367-80 prototype)

  • Number of Crew : 3.
  • Length : 127 ft 10 in.
  • Height : 38 ft.
  • Wingspan : 129 ft 8 in.
  • Empty Weight : 92,120 lbs.
  • Gross Weight : 190,000 lbs.
  • Maximum Speed : 582 mph.
  • Maximum Range : 3,530 miles.
  • Maximum Altitude : 43,000 ft.
  • Engine : Four Pratt & Whitney JT-3 turbojets.
  • Thrust : 10,000 lbs.
  • The "Dash-80" stayed in service from 1954 to the early 1970s. After spending some years in desert storage, it is now part of the Smithsonian Institution's National Air & Space Museum collection.

Specifications (B-707-720)

  • Length : 136 ft 1 in.
  • Height : 41 ft 7 in.
  • Wing span : 130 ft 10 in.
  • Wing area : 2,433 sq ft.
  • Empty weight : 110,800 lb.
  • Max take-off weight : 229,000 lb.
  • Cruising Speed : 533 mph (or 463 kts).
  • Maximum Speed : 600 mph (or 522 kts).
  • Service ceiling : 38,500 ft (or 33,456 nm).
  • Range : 4,550 mi.
  • Engines : Four Pratt & Whitney JT3C turbojets.
  • Thrust : 13,000 lbf (JT3C-12).
  • Passengers : Maximum 149.

Specifications (B-707-320C)

  • Length : 152 ft 11 in.
  • Height : 42 ft 5 in.
  • Wing span : 145 ft 9 in.
  • Wing area : 3,050 sq ft.
  • Empty weight : 146,400 lb.
  • Max take-off weight : 333,600 lb.
  • Cruising Speed : 531 mph (or 462 kts).
  • Maximum Speed : 603 mph (or 525 kts).
  • Service ceiling : 35,600 ft.
  • Range : 5,750 mi (or 5,000 nm).
  • Engines : Four Pratt & Whitney JT3D turbojets.
  • Thrust : 19,000 lbf (JT3D-7).
  • Passengers : Maximum 215.

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    Internet is full of websites dedicated to aviation, but most are dedicated to subjects or periods that are very limited in space or time. The purpose of this site is to be as general as possible and thus treats all events as well as characters of all stripes and times while putting much emphasis on the most significant achievements.

    The same years saw birth of technologies like photography and cinema, thus permitting illustration of a large part of important aeronautical events from the start. Countless (and sometimes rare) media recently put online by enthousiasts finally give us access to these treasures, but the huge amount of information often makes things a little messy. A centralization effort is obviously most needed at this level.

    All persons who directly or indirectly contributed to the achievement or posting of such documents are here gratefully acknowledged.

    General

    Fluid website

    This site automatically fits the dimensions of your screen, whether you are on a desktop computer, a tablet or a smartphone.

    Bilingual website

    You can change the language by clicking on the flag in the upper left or via "Options" in the central menu. Of course, the videos remain in the language in which they were posted ...

    Browser compatibility

    The site is not optimized, or even designed to run on older browsers or those deliberately deviating from standards. You will most probably encounter display issues with Internet Explorer. In this case, it is strongly recommended installing a modern (and free!) browser that's respecting the standards, like Firefox, Opera, Chrome or Safari.

    Cookies and Javascript

    This site uses cookies and JavaScript to function properly. Please ensure that your browser is configured accordingly. Neither of these technologies, or other means shall in no case be used on the Site for the retention or disclosure of personal information about its Visitors. See the "Legal" page for more on this subject.

    Website layout

    Left menus

    Because of the lack of space on smartphones and small tablets, these menus are hidden. Everything is nevertheless accessible via the main menu option, located between the video and photo sections. This menu is placed there for compatibility reasons with some browsers, which play the videos over the menus.

    "Search" and "Latest" :
    The link "In Titles" restricts the search to the titles of different forms. Use this option if you are looking for a plane, a constructor, a pilot or a particular event that could have been treated as a subject.

    The link "In Stories" will bring you to a search in all texts (the "Story" tab) and will take more time. The search term will appear highlighted in green when opening the corresponding story.

    Would you believe, "Timeline" will show all subjects in chronological order.

    "Random" will reload the entire page with a new random topic.

    The bottom section keeps you abreast of the latest five entries. New topics are added regularly. Don't hesitate to come visit us often : add bookmark.

    Blogs and Comments central section

    Under the photos section comes the comments tabs window :

    You can enter general comments in your own language via one of the two buttons on the left (BLOG EN and BLOG FR). Note that these buttons are accessible regardless of the language to allow some participation in the other language.

    All comments are subject to moderation and will be published only if they comply with the basic rules of decorum, while remaining relevant to the purpose of this site.

    The third tab allows you to enter comments on the shown topic and is bilingual. Personal anecdotes, supplements and other information questions will take place here.

    The "Story" tab shows the explanatory texts. They are most often taken from Wikipedia, a site where we participate regularly.

    The "Data" tab is reserved for list of features and specifications.

    Right menus

    On a smartphone, the lack of space is growing and this menu is moved to the bottom of the page to give priority to videos and pictures.

    The top right icons are links to videos posted by third parties (on their own responsabilities) or by ourselves. The link below these icons will take you to the channel of the one who posted the video. Feel free to suggest other videos if you think they are of some interest (Use the BLOG button or the "Contact" link).