707

2Os AIRPLANE CHARACTERISTIGS AIRPORT PLANNING AMBIEN MG conan ARAANE DASON D6-58322707 AIRPLANE CHARACTERISTICS D6-58322 REVISIONS ADDITIONS Page Date Page | Date Page Date Page Date Original 1% 139 | Dec 1968 D6-58322TABLE OF CONTENTS SECTION TITLE PAGE 1.0 PREFACE 1 wa Scope 2 1.2 Introduction 2 1.3 707 Family Comparison 3 2.0 AIRPLANE DESCRIPTION 1 2.1 General Characteristics a 2.2 General Dimensions 10 2.3 Ground Clearances 13 24 Interior Arrangements 16 2.5 Passenger Cabin/Upper Cargo Compartment Cross Sections 19 2.6 Lower Cargo Compartment Capacities 21 27 Door Clearances 22 3.0 AIRPLANE PERFORMANCE 29 ot Payload/Range for Long Range Cruise 30 3.2 C.A.R, Takeoff Runway Length Requirements 35 3.3 C.A.R. Landing Runway Length Requirements 42 4.0 GROUND MANEUVERING 47 41 Turning Radi 48 4.2 Runway and Taxiway Turn Paths 52 4.3 Runway Holding Apron 55. 44 Minimum Parking Space Requirements 56 5.0 TERMINAL SERVICING 6 5.1 Airplane Servicing Arrangement (Typical) 62 5.2 Terminal Operations, Turnaround Station 64 5.3 ‘Terminal Operations, En Route Station 67 D6-58322SECTION 5.4 5.5 5.6 5.7 6.0 6.1 6.2 7.0 a 12 1.3 aA 15 1.6 17 1.8 1.9 vi TABLE OF CONTENTS (CONTINUED) TITLE Ground Service Connections Engine Starting Pneumatic Requirements Air Conditioning Requirements Ground Towing Requirements JET ENGINE WAKE AND NOISE DATA Jet Engine Exhaust Velocities and Temperatures Airport and Community Noise PAVEMENT DATA General Information Landing Gear Footprint Maximum Pavement Loads Landing Gear Loading on Pavement Flexible Pavement Requirements —SEFL 165A Flexible Pavement Requirements — LCN Conversion Rigid Pavement Requirements — PCA Rigid Pavement Requirements — LCN Conversion Flexible and Rigid Pavement Requirements — FAA Method Dé6-58322 PAGE 69 85 86 90 93 94 uz 113 14 116 1? 118 122 124 128 133 1371.0 PREFACE 1.1 Scope 1.2 Introduction 1.3. A Brief Description and Comparison of the 707 Family of Airplanes D6-583221.0 SCOPE AND INTRODUCTION 1.1 Scope This document provides in a standardized format the recommended minimum airplane characteristics data that are needed for general airport planning information. Since operational practices vary among airlines, specific data should be coordinated with the using airlines prior to facility design, The Boeing Company should be contacted for any additional information required. Format of the document reflects the results of a coordinated effort by representatives from the following organizations: Aerospace Industries Association of America Airport Operators’ Council International Air Transport Association of America International Air Transport Association 1.2 Introduction ‘This document conforms to NAS 3601. It provides characteristics of the Boeing Model 707 family of airplanes for airport operators, airlines, and engineering consultant organizations. Airplane changes and available options may alter model characteristics; the data presented herein reflect typical airplanes in each model category. For additional information contact: ‘The Boeing Company Commercial Airplane Division P. 0. Box 707 Renton, Washington 98055 U. 8. AL Attention: Chief, Airport Studies Alr Commerce Research D6-583221.3 A Brief Description and Comparison of the 707 Family of Airplanes, Mode! Development The 707 family of airplanes was derived from the original 707 prototype (Boeing Model 367-80). ‘The original 707-100 Series was developed from the 367-80, and all the other 707 models were derived from the 707-100. ‘Throughout the development of subsequent models, the constant body section (height and width) of the 707-100 was maintained. Model designations of the 707 family fall into four categories: 707-100 series, 707-200 series, 707-300 series, and 707-400 series. The -100 and -200 series are used on domestic routes, The majority of the -300 and -400 series are used in intercontinental service. ‘The 707-200 series was developed to meet a specific requirement for an air plane that would be lighter and carry somewhat less payload than the -100. It is essentially the same as the -100 except that it has a different engine and a smaller gross weight. ‘The 707-300 series was developed to meet the performance requirements for intercontinental service. These airplanes have a longer body, greater wingspan (with high-lift trailing-edge flaps and improved leading-edge flaps), and higher gross weight. Model Comparison Model 707-100 and 707-200 series airplanes are represented in this document by the 707-120B. The 707-120 and -220 airplanes originally had non-fan engines (JT3C and JT4A respectively); the majority of the -120's have been modified with JT3D fan engines to yield the 707-120B. ‘Model 707-300 series airplanes are represented in this document by the 707-320, -320B and -320C. The -320 airplanes have JT4A non-fan engines; the -320B and -320C airplanes have JT3D fan engines. Model 707-400 series airplanes are represented by the 707-420. The 707-420 is the same as the 707-320 except that it has Rolls-Royce engines rather than Pratt and Whitney engines. ‘The 707-120, -220, -320, -320B, and -420 are passenger airplanes. The -320C is manufactured in a convertible passenger/cargo version and a strictly freighter version. D6-58322The data on the following two pages provide an overall comparison of the members of the 707 family. Minor dimensional and/or performance differences may exist between some models of the same series as a result of customer option; however, the data presented represent typical airplanes in each model category. D6-58322“SIMS OOT-U01 3HL 40 SSALLVAI3O 38M ASHL ‘3gn¥O36 NOLLYMYOSNI YOd 33H NAOHS 3UV GozL ONY O2e ST3C0M+» “a0 LY GNNOYD 3ADBY LHOIIH. cose | 0 4 ocr | owe-0c oooseeooo'se| th 6 SH cir | axee-uoe | { | aiogy | oeruoe wre 2 a eoofs mls se fm a] war | wewe a ae \ oe ear + A02L woe 1s it ' som fz ot] cnr onl Cd fe som] war | eum owe | 8 eo ate mie afoot wr} root] aeur | oer (ey fom aa [om aa aafew ag fem aa | cw aa 1a HH iH [wea [ own | aoviasng | Tvaan avoraa | yavorgy | OM | HON net aaa anv’ 7 amiona | 7300" wow | yoitasa 08 was HLONIT 707 FAMILY COMPARISONoust corsa oor'vor oov'2nt oot’ smvuootmy 1H9IaM div wnnixyn t a (syaiaw) TWOLLIA, see (suauaW) ey GuaiaW) “3143S OOL-l07 3HL 40 SIALLVANNO 38 ABHL ‘38N¥O3G NOLLVWOINI YO 3UIH NMOHS TUV BO2d ONY ZL $1300H4 LONG 19 air a ow wh “N30 Lv GuNOD 3AOBY LHOISH. ‘nze-20e soe wzy-t08 ozs-100 8021 wl ozz-u00 ozt-t0L METRIC 707 FAMILY COMPARISON,2.0 AIRPLANE DESCRIPTION 2. 2 2 2. 2 2. Neo ie 1 2 3 General Characteristics General Dimensions Ground Clearances Interior Arrangements Passenger Cabin and Cargo Compartment Cross Sections Lower Cargo Compartment Capacities Door Clearances D6-583222.0 AIRPLANE DESCRIPTION 2.1 General Characteristics — Model 707 @efinition of terms used on page 9) Maximum Ramp Weight, Maximum weight authorized for ground maneuver by the applicable government regulations, including taxi and runup fuel. Also desig- nated in some manuals as maximum design taxi weight. Maximum Landing Weight. Maximum weight authorized at touchdown by the applicable government regulations. Maximum Takeoff Weight, Maximum weight authorized at takeoff brake release by the applicable government regulations and excludes taxi and runup fuel. Qperating Empty Weight. Weight of structure, power plant, furnishings, systems, unusable fuel and other unusable propulsion agents, and other items of equipment that are considered an integral part of a particular aircraft configuration. Also included are certain standard items, personnel, equipment, and supplies necessary for full operation, excluding fuel and payload. Zero Fuel Weight, Maximum airplane weight less usable fuel, engine injection fluid, and other consumable propulsion agents. It may include usable fuel in specified tanks when carried in lieu of payload. ‘The addition of usable and consumable items to the Zero Fuel Weight must be in accordance with the applicable government regulations so that airplane structure and airworthiness requirements are not exceeded. Maximum Structural Payload. Consists of the maximum design payload weight of passengers, passenger baggage and/or cargo. Maximum Seating Capacity. The maximum number of passengers specifically certified or anticipated for certification. Maximum Cargo Volume. The maximum space available for cargo. Usable Fuel Capacity, The volume of fuel carried for a particular operation less drainable unusable fuel and trapped fuel remaining after a fuel runout test has been accomplished. ‘D6-58322“ASMA 13M ONISN NAHA BTEISSOd SL SONMOd OO0'SEE JO LHOIM 44O3NVL MINNIKYH vee NOLLVUNDIINOD OU1S3HI00 ++ NOLLWUNDINOD TWNOLLVNYSLNI « “3NITUIY ONISM_L7NSNOO ‘OZMINDTY 3YV SBNOId D1d193dS JI "RITIWA ANITUIV JOVUIAY NY 3UV NMOHS SM30_:3L0N evs | owes | vevoe | ont | om | vase sun sez | ssotz | ssote | soeee | scoee | owe | oa | swomno'sn eeu bahia wu | oet_| ore sos | wos_| sew |svaiano.ano rors save cot [oct | wet | cut | wot | saz reno ALovavo ODay mvt ee 1334 21670 | —|—| oat et | et | ta | antonooa tw tes ALLOVEVO ONLLV3S WOWIXY oos'2F oon" Cae ce ‘Us'¥6 cosnc | corse | wee | core | om sawiog | YO MNS THANLONAIS HANAN cova corvar | ome | os | ows | oa | _snvuoomm 0 02 cacoez | oon'set | eooost ‘ne'0ut sonnoa nee os ass [wre [ome [wove | aab00n saws oman 08 et ~oueant [ox 21 | o'aHt sownod Se Lee wt SHOOT | yorah 4039 mmm oH ee | son'eee | oovzee_| ono'zte sawnod corat_| ooze | ooove | oon smeuo0T4 coo'ee | cover | oovsre | oovew | oom sawnoa Sennen ceszst_| west | owas | covet | cover | omc | snvuoorm cores | vse | owore | cove | ower | owe | ones saunod foe Sazvoraya]_oDavo [esonassva ea gar Jerre) au | surevan | susuniovenn sav 00H D6-58322 GENERAL CHARACTERISTICS MODEL 707TEMERGENCY EXIT RIGHT AND LEFT SIDES. 12 FT SINC 18 FT LIN. (44.220) WFT25 IN. (423M) hier spt SOFT AN 6.3 = (15.95 M) ro 130 FTIOIN (39.8009 | Ht 2.2 GENERAL DIMENSIONS MODEL 707-120B D6~58322NOTE '-| FOR DOOR SIZES, -|.} SEE PAGES 22-26 F12 FT 41N,f (3.76 M) 182 FT IN, (46.61 M) FAH MFT 251. (4.33 M) 59 FTO IN. (17.98 W). Ts t TMS FT 6 IN. (44.35 W)] 142 FT 5 INP 45 FT 8 IN,| (13.94 shied 22 FTN + (6.13 M) GENERAL DIMENSIONS MODELS 707-320, -420 D6-5832212 cH HHH + EMERGENCY EXITS 3 RIGHT AND LEFT SIDES IFT SN, (376 M) 182 FT ALIN. TT (46.61 M) oH ‘CARGO DOOR. ~ WAIN DECK (07-3200 ONLY) 14 FT 25 IN (4.33 59 FTOIN. (11.98 1122 FT 1 IN. GENERAL DIMENSIONS MODELS 707-320B, -320C NOTE FOR DOOR SIZES, Ht SEE PAGES 22-27 HEHE baenoency exms RIGHT AND LEFT SIDES! -320C ONLY ERATE Eek TA SEE PAGE 18. 145 FT GIN, (6.73 MEE ‘D6-58322 oH 145 FT 9 IN (44.42) 4VERTICAL CLEARANCES OPERATING EMPTY WEIGHT MAXIMUM RAMP WEIGHT FI-iN. ” FTN, Ml A 0-6 320 9-11 302 8 10-5 ue ge ine c aw 1.50 46 137 o 5.0 182 a 1a E 6-2 1.88 5-11 10 F 0-3 3.12 10-1 307 G 0-3 a2 wo-t ao K a8 1270 a7 12.88 J 4 5.59 Boo 5.49 K 2-6 0.16 2-4 on L 43 1s 42 1a 4 2-4 3.6 WT 353 w 16-10 513 16-9 bull 2.3 GROUND CLEARANCES MODEL 107-120B D6-583224 VERTICAL CLEARANCES OPERATING ENPTY WEIGHT MAXIMUM RAMP WEIGHT FTN, m FTAN, ™ A 0-6 ia a0 402 8 0-6 3a) 0-0 205 c ft 15 6 1a 2 5-3 180 “tl 1a E 5 136 2 138 F 10-8 2B nt 35 ¢ 0-8 325 w-4 5 4 a2 125 a a8 i 18-7 5.66 8-0 Et) K a3 09 us 034 U 53 1.60 a7 10 u B-0 36 1 88 N 6 53 7-3 526 GROUND CLEARANCES MODELS 707-320, -420 D6-58322707-3200 ONLY VERTICAL CLEARANCES OPERATING EMPTY WEIGHT MAXIMUM RAMP WEIGHT 3008 zac 308 sac FT-IN. 4 FTN. u FT-IN, " FT-IN, ™ a B-6 30 0-8 3 on 302 wo 305 8 10-6 Fe) D7 3B 0-0 aos | 10-0 5 c 1 1.55 So L56 48 Lil 6 137 o 5-3 1.60 410 a 5-2 158 +0 lal E 6-5 136 6-4 19 61 185 6-0 183 ce eee 3.23 0-6 3.0 w-3 32 w-3 | az G D7 3.23 R65 312 0-3 320 wes | an H wai | ee azo | 1280 aed was a-0 | 21s J 1-7 565 18-6 54 w-0 [38 Bel 551 K a4 Li, 34 12 23 0.4 29 cat L 5-4 1.83 4 1.83 47 140 “7 La D Bel 39 B-0 336 12-2 ai Bl 58 N W4 58 3 5.26 2 523 Wl 521 0 0-6 320 ot um GROUND CLEARANCES MODELS 707-320B, -820C D6-58322 15,TYPE Ill EMERGENCY EXITS (LH & RH) SERVICE By 3 NAGI BY 96.5 GALLEY | os lore bmemboccon : ra & goog NOO0000 32 PASSENGERS 105 PASSENGERS AABREAST AT 3E4N, 6 ABREAST AT 341N. Cee MAIN ENTRY DOOR 34BY 72 IN. MAIN ENTRY DOOR a (35.4 BY 183 cw (86.4 BY 183 CM) 137 PASSENGERS-MIXED CLASS (DOMESTIC) fy SOOO CoCo ry QOOCOCOWOONNB00000000000000n 20 PASSENGERS 122 PASSENGERS 4 ABREAST AT MIN, SG ABREAST AT 34N, (101.6-C) PITCH (86.4-CM) PITCH 142 PASSENGERS ~ MIXED CLASS (INTERNATIONAL) C38 ETOOCUUCO0O000oooooooo a) Oo P OO0O00000000000000000o000o00oo00 174 PASSENGERS GABREAST AT 4-IN, (66.4 CMD PITCH ALL-TOURIST ARRANGEMENT G] coser (@) cattery {J wwarory J] DOUBLE ATTENDANTS SEAT 2.4 INTERIOR ARRANGEMENT ~- PASSENGER MODEL 707-120B 16 ‘D6-583227 GALLEY SERVICE DOORS Boysen rer o8s a) avs mel 8r 2c GALLEY SERVICE OO0RS ie ‘@ mst 122 cw) (ee EO C000 BO00TDUOOOOOOOoo Ea Es]. 001000) OOUODOCN0000000000000 mse SS ierisrcuss msroumsr —_MAIENTY Boon (86.4 BY 183 CM) 34 BY 72 IN. (86.4 BY 183 CM) 14] PASSENGERS ~ MIXED CLASS (INTERNATIONAL) ray TOOCOOCOUCOOO0cO0N0O0O0O00oo0 a) £ s BNODOO0UDU000000200000000000000000: [E)coser 183 PASSENGERS (34" SEAT PITCH) (85.4 CM) G] GALLEY. ALL TOURIST ARRANGEMENT t] Lavatory ‘S| DOUBLE ATTENDANTS SEAT INTERIOR ARRANGEMENT - PASSENGER MODEL 707-320, -320B, -420 D6-58322‘THREE TO 10 PALLETS CAN BE ACCOMMODATED IN MIXED CARGO/PASSENGER CONFIGURATIONS. VARIOUS COMBINATIONS ARE SHOWN BELOW. ‘TYPE Ill EMERGENCY EXITS (LH & RH). 20 BY 38 IN. (51 BY 96,5 CM) ODo00L0 re PQOOON OOOO 0000000 00000000 (91 8Y 1341N) =F CARGO (2318730 cM) DOOR D TYPE Il EMERGENCY EXITS (LH & RH) 20 BY 52 IN. (51 BY 131 CM oODUDOOD EL SQOOO00001a ALL TOURIST ~ 14 PASSENGERS 32 IN. 8 (82.5 CM) SEAT PITCH u Bs OOO O O CARGO ‘DOOR OUQUCOUE OOOO0000 TPALLETS 88 x 108,223 BY 274 CM) ~69 PASSENGERS 34 IN (86.4 CM) SEAT PITCH NOT INSTALLED ON -320C FREIGHTER "eT CARG DOOR 13 PALLETS 88 BY 125 IN. (223 BY 318 CM) assencens auuers (34-IN, PITCH) nO ‘SIZE (cou ITCH or BT 0 88 BY 108 (223 BY 274) et 3 Sey ms eaer an 15 4 88 BY 108 (223 BY 274) 03 5 88 BY 108 (223 BY 274) Fa 2 Sev mw aer an 69 7 88 BT 108 (223 BY 274) $7 8 88BT 103 (223 BY 274 33 9 88 BT 103 (223 BY 274) ay 10 88 BY 108 (223 BY 274) 0 13 88 BY 108 (BASIC) (223 BY 274) 0 13° 88 BY 125 (OPTIONAL) 223 BY 318) INTERIOR ARRANGEMENT - CARGO/PASSENGER MODEL 707-320C 18 D6-58322 L Li CLOSET GALLEY LAVATORY DOUBLE ATTENDANTS SEAT TOTAL CARGO VOLUMES (INCLUDING LOWER CARGO SOUPARTNENTS cs 1700 8.10) 2906 (02.30) i307 339) 3728 (105.58) 4139 (a.22) 450 (128.38) 4361 (140.50) 5.2 (15214) 5,783 (163.77) 7022 (198.88) 71830 (216.08)INTERIOR TRIM TO TRIM INTERIOR TRIM TO TRIM i 139.3 IN. 1B.31N. ES) £354 CM) 86.3 IN. (ais.2.ci) 85.3 1N, (218.2 cM) 443 IN, (as cw 43 N, (2s ow 18. IN. 148.0 IN. (3753 CM) (375.9 cm) "91.3 IN. (232 CM) ~320C ONLY Ne W, cu A 74 F 54 182 8 25 c 26 107.9 c Bo na 4 18.0 67 D no 50.8 J 73 85 E 78 55 K 5 ag L Ws 47 FIRST CLASS TOURIST 2.5 CABIN CROSS SECTIONS - PASSENGER MODELS 707-I20B, -320, -320B, ~320C, -420 D6-58322 19© PASSENGER SERVICE UNIT ‘AND HATRACK FOLDED -320C FREIGHTER ENVELOPE. = CONFIGURATION 2 ——— {26 IN. (65 Cu) ‘© PASSENGER SERVICE UNIT AND HATRACK REMOVED ‘© PROTECTOR PANEL ADDED % PASSENGER SERVICE UNIT, HAT: RACK AND COVE AND, STRIP LIGHT NOT INSTALLED (ON ~3200 FREIGHTER PALLET ENVELOPES BASED ON J-INCH MINIMUM CLEARANCE (PALLETS 2 THRU 12) #200 CONVERTIBLE PALLETIZED CARGO VOLUMES CONFIGURATION 1 CONFIGURATION 2 PALLET & PALLETS PALLET A ‘88 BY 108 IN. 88 BY 125 IN. ‘86 BY 108 IN. 88 BY N38 IN. (2.23 BY 2.74 M) (2,23 BY 3.18 M) (2.23 BY 2.74 M) (2.23 BY 3.18 M) 403 CUFT 441. CU FT. ‘ONE atl CU FT. 456 CU FT. (11.4 CU M) (12.49 CUM) PALLET (12.91 CU M) (1164 CUM) TOTAL 5,227 CUFT 5,758 CU FT 5,322 CUFT 5,930 CU FT (188.03 CUM) (is3a7 cu») fetter (is0.72 cu (6734 CUM) {GROSS CARGO OMPARTUENT VOLUMES ~320C CONVERTIBLE: 3200 FREIGHTER UPPER COMPARTMENT (WETTED VOL) 7,415 CU FT (209.64 CUM) 8,000 CU FT (226.5 CU M) | LOWER COMPARTMENT 1,700 CU FT (48.36 CU M) 1785 CU FT (50.5 CU M) [tora 9,115 CU FT (257 CU M 9,785 CU FT (277 CUM) NOTE: WHEN IOBINCH (274HETER) PALLETS(A) ARE USED IN CARGO-PASSENGER CONFIGURATIONS, THERE IS ALCREW ACCESS AISLE TO THE PASSENGER COMPARTMENT, THE 125-INCH (3,18-METER) PALLETS (3) UTILIZE THE FULL CABIN WIDTH, SEE PAGE 19, UPPER CARGO COMPARTMENT CROSS SECTIONS - CONVERTIBLE AND FREIGHTER MODEL 707-320C 20TILA beraeraal sev sterawuss ° AFT CARGO CARGO DOOR COMPARTUENT. 7 FORWARD CARGO 1— caRGO DOOR nemsne belie ‘COMPARTMENT 48 BY 50 IN. (1219 BY 127 Ch) RIGHT SIDE carso nooR 48 BY 4 IN, (121.9 BY 124.4 CM) RIGHT SIDE LOWER CARGO COMPARTMENT CAPACITIES FORWARD AFT le TOTAL ] woDeL curT cum cuFT cum curt [cum 707-208 78 26 30 36 1588 wa oreo | _ 8 88 308 BH 178 502 707-3208 265 Bx) 905 25.63 470 sn | Cae 335 7380 65 [ 78) en | moraac(y | _85 7480 310 5.6 50.56 NOTE: CARGO IN LOWER COMPARTMENTS NOT USUALLY CONTAINERIZED; HOWEVER, INDIVIDUAL AIRLINES HAVE OPTION OF USING CONTAINERS. 2.6 LOWER CARGO COMPARTMENT CAPACITIES MODELS 707-120B, -320, -320B, -320C, -420 D6-58322 2116 FT6 IN. (6.03 M) SFTOIN, 0) et ern. (0.864) LEFT SIDE ELEVATION x a rb oe a ern (0.864 M) a ~—— PLAN VIEW SFTS IN. (2.03 M) 1FT3IN. (0.38 m) NOTE: FOR DOOR SILL HEIGHTS ABOVE GROUND, SEE PAGES 13, 14, 15. 2 FTOIN. (0.61 M) TET MIN, (2.4 My ELEVATION VIEW SECTION AA 2.7 DOOR CLEARANCES ~ FORWARD PASSENGER ENTRY MODELS 707-120B, -320, -320B, -320C, -420 22 D6-58322,MFT ZN, (34.19) BETSIN, (36.2010) TE FT WIN, (35.22) 6FTON, (1329 LEFT SIDE ELEVATION 2FT TOWN, (0.864 M) aA ——FoRWaRo 2FT D Neel Xe HINGE POINT: rs eM a] AIRPLANE § R=3FT DIN, ex ee MU TERIOR SURFACE oo ENVELOPE — PLAN VIEW ferro Ls, (0.0m) NOTE: FOR DOOR SILL HEIGHTS ABOVE GROUND, SEE PAGES 13, 14,16, 2FTOIN, TTA, a 24M) ELEVATION VIEW SECTION A-A DOOR CLEARANCES - AFT PASSENGER ENTRY MODELS 707-120B, -320, -320B, -320C, -420 D6-58322 23GALLEY SERVICE DOORS ‘24 BY 48 IN. (0.61 BY 1.22 M) NOTE: FOR DOOR SILL HEIGHTS ABOVE GROUND, SEE PAGES 13, 14, 15 RIGHT SIDE ELEVATION A AIRPLANE § 2FT0 aa FORWARD —e (081m) ANGE POINT —FF EXTERIOR SURFACE v4 tat 2 n00n CLEARANCE ENVELOPE ae ae 7 FORWARD AND AFT DOORS PLAN VIEW LETT IN, (0.48 M) TET AON, (aw $ FTA, 2.11) (2.8m AFT DOOR Pee va FORWARD DOOR DOOR CLEARANCES - FORWARD AND AFT GALLEY SERVICE MODELS 707-1208, -320, -320B, -320C, -420 24 D6-58322RIGHT SIDE ELEVATION NOTE: FOR DOOR SILL HEIGHTS ABOVE GROUND, SEE PAGES 13, 14 AND 15, MODEL booR 308/300 w FT w FORWARD CARGO COMPARTMENT (DOOR A) 48 1N, WIDE BY 50 IN HIGH (1.22 BY 127) BATAZIN srrazin| tov [aserazin.| 107 a6 FSS IN 94 FTI IN, 94 FT 7.5 IN | io? FT 2.5 IN, AFT CARGO COMPARTMENT (FORWARD DOOR 8) 4B IN, WIDE BY 49 IN. HIGH (1.22 BY 1.24.) (AFT p00R C) 30 IN. WIDE BY 35 IN, HIGH (0.7 BY 0.89 ) NOTE: LOWER CARGO COMPARTMENT DOORS 09 NOT SWING OUT. TRACKS LOCATED ON INTERIOR SIDEWALL PERMIT DOOR TO SLIDE BACK FROM DOOR OPENING, DOOR CLEARANCES - LOWER CARGO. MODELS 707-I20B, -320, -320B, -320C, -420 D6-58322 25WW NOLLOS SNOLLWLINTT 3ZIS OVD S4a.3W1ANO ~ HLONIT tore coor __tost_— att SHON moto e_one_o08 oo st 39va 338 annoy 3A08Y LHOIaH TIS YOOG HOS :310N (SuaLaMLLN39) NY S3HONI NI “t JOM. 34013AN3 aoNvUWaTD NolWAa3 aals 1437 Oo (wove AB LEZ) vo wigoD ONIZ 1d TE AGM C14 © |_>——"mro is se ¥000 ODYYO NIVH S¥aLMILN30 ~ HLGIA D6-58322 DOOR CLEARANCES - MAIN CARGO MODEL 707-320C 26vistace DISTANCE 5 & vine | OISTANCE | pisrance | FROM FROM rites #8 Mol, |ammuae | 2! |Etemr coor] Stay aoon | ZOF oF Bee po NT J cenrenuine | “SE | GenteRuine | Gentemuine | SULPLANE eee 8s a we [WN] 406 w 78 io 1005 BI oul 3.55 afr] teas 5-2 36-8 eo ( IN| aa aT Taz Tz BD [or ES 0 cfeee 56-11 0-5 3-3 [N38 \ i 58 Wa 1 ea ___[ouf 338 as p=] 210 ns M2 seme oF 4) i 635 13 1S a CE 7 =] ¥ TH F-mp 8-2 flu os {G[FRe[ ae n 1.16 FTI] eee NOTE: @ WING CLEARANCES ARE MEASURED RELATIVE TO TOP OF DOOR SILL PLANE. © SEE PAGE 13 FOR DOOR SILL HEIGHT ABOVE GROUND. ‘© AIRPLANE IS IN LEVEL ATTITUDE WITH NO WING DEFLECTION. LINE OF MAXINUt t WING HEIGHT voRTEX GENERATORS DOOR SILL/WING CLEARANCE — CRITICAL INTERFERENCE PATH MODEL 707-120B D6-58322 27—— ge Ist stance | ost fe wine | STANCE | oisrance | “Fnow | Fron | Rootes) on i HIGH AIRPLANE FROM FORWARD AFT BELOW (-) POINT CENTERLINE NOSE ENTRY DOOR | ENTRY DOOR TOP OF DOOR CENTERLINE | CENTERLINE SILL PLANE A FT=IN. | at S7-11 41-7 60-11 IN.] 3.69 w 254 WaT 126 Be CM [9.33 8 FT-IN, 26 61-10 5-4 37-0. IN| 2.08 W Sar 18.89 BS 13 Cul 5.28 c FT =IN, 8 65-5 49-1 5365 IN] +018 M 5.08 19.90 48 163 CM] 40.46 D TIN. 20-10 68-0 516 50-10 IN| +3.57, Ww 635 70.0 157 155 [ow 3.07 E FT IN. 3-0 10-8 54-2 ‘8-2 IN] 47.28 Mw 182. as 65 1a Cu] +18,50 F FT=IN.. 3-2 BT 59-1 43-3 IN] +1233 Mu 8.89 230 18.0 B2 cM] + 31.35 FT -IN. Sh 18 fl. 4-2 IN| +1646 sta Ta Za 18S Ts __[ou| +4180 = 4 FT=INe 4 7-9 63-3 31 IN.] +2065 ze uM U3 24 19.3, 1 C5250 + NOTE: @ WING CLEARANCES ARE MEASURED RELATIVE TO TOP OF DOOR SILL PLANE. EE PAGES 14 & 15 FOR DOOR SILL HEIGHT ABOVE GROUND. (© AIRPLANE IS IN LEVEL ATTITUDE WITH NO WING DEFLECTION. VORTEX GENERATORS LINE OF MAXIMUM = WING HEIGHT Ss SCALE ae a a Giese set sae METERS DOOR SILL/WING CLEARANCE — CRITICAL INTERFERENCE PATH MODEL 707-320, -320B, -320C, -420 28 D6-583223.0 AIRPLANE PERFORMANCE 3.1 Payload/Range for Long Range Cruise 3.2 C.A.R. Takeoff Runway Length Requirements 3.3 C.A.R. Landing Runway Length Requirements D6-58322 29NOTES: @ OEW= 127,500 LB/57,600 KG), AN AVERAGE AIRLINE VALUE; IF SPECIFIC FIGURES ARE REQUIRED, CONSULT USING AIRLINE, (© 2730-3 ENGINES (© STANDARD DAY ~ZERO WIND © ATA DOMESTIC FUEL RESERVES—200 NAUTICAL MILE ALTERNATE AX STRUCT PAYLOAD x ‘BAGGAGE 57 PASSENGERS AND PAYLOAD (1,000 L8) + MAX FUEL. 17,330 US.GAL (65,590 L) 2 a C.A.B. RANGE (1,000 NII) 3.1 PAYLOAD/RANGE FOR LONG RANGE STEP CLIMB CRUISE MODEL 707-120B PASSENGER - DOMESTIC 30 D6-58322PAYLOAD (1,000 LB) NOTES: 50 @ oEW © sTeAeti ENGINES (© STANDARD DAY—ZERO WIND 42,600 LB (64,60) KG),AN AVERAGE AIRLINE VALUE; IF SPECIFIC FIGURES ARE REQUIRED, CONSULT USING AIRLINE. @ ATA INTERNATIONAL FUEL RESERVES ~ 200 NAUTICAL MILE ALTERNATE WAX STRUCT PAYLOAD MAX LANDING WT 207,000 LB (94,000 KG) + MAX FUEL 23820 U.S.GAL (90,169 L) PAYLOAD/RANGE FOR LONG RANGE STEP CLIMB CRUISE MODEL 707-320 PASSENGER - INTERNATIONAL 3 C.A.B. RANGE (1,000 ND ‘D6-58322 10 PAYLOAD (1,000 KG) 31PAYLOAD (1,000 L8) NOTES: @ OEW= 148,800 LB (67,500 KG), AN AVERAGE AIRLINE VALUE; IF SPECIFIC FIGURES ARE REQUIRED, CONSULT USING AIRLINE. © 1730-38 (IC) ENGINES (@ STANDARD DAY—ZERO WIND (@ ATA INTERNATIONAL FUEL RESERVES ~ 200 NAUTICAL MILE ALTERNATE MAX STRUCT PAYLOAD WAX LANDING WT 215,000 LB (97,500 KG) 15 SENGERS AND BAGGAGE. 0 (A.B. RANGE (1,000 NMI) PAYLOAD/RANGE FOR LONG RANGE STEP CLIMB CRUISE MODEL 707-320B ADV PASSENGER - INTERNATIONAL 32 ‘D6-58322 PAYLOAD (1,000 KG)NOTES: @ DEW 148,300 LB (67,300 KG), AN AVERAGE AIRLINE VALUE; IF SPECIFIC FIGURES ARE REQUIRED, CONSULT USING AIRLINE, © 5730-38 (10) ENGINES @ STANDARD DAY + ZERO WIND @ATA INTERNATIONAL FUEL RESERVES ~ 200 NAUTICAL MILE ALTERNATE 90 ” MAX STRUCT PAYLOAD MAX LANDING WT | 247,000 LB (112,100 KG) ‘13 PALLETS (88 BY 12 rs a ate 10] 0 ) 25 3 PAYLOAD 50) % S (1,000 KG) PAYLOAD a 2, a (1,000 LB) FANS 20 No %! We 3 ” » Xe 15 S 29) ee € . 0 a a eS 8 Shs 10) ey 5 T 2 3 4 5 C.A.B. RANGE (1,000 NMI) PAYLOAD/RANGE FOR LONG RANGE STEP CLIMB CRUISE MODEL 707-320 CONVERTIBLE -ALL CARGO- INTERNATIONAL D6-58322 33NOTES: @ OEW= 142,600 LB (64,600 KG), AN AVERAGE AIRLINE VALUE; IF SPECIFIC FIGURES ARE REQUIRED, CONSULT USING AIRLINE, © RCO, 12 ENGINES ‘© STANDARD DAY ~ ZERO WIND © ATA INTERNATIONAL FUEL RESERVES = 200 NAUTICAL MILE ALTERNATE 50 WAX. LANDING WT 207,000 LB (94,000 KG) Lao 0 ris gs x g g Lio = a . NAX FUEL, 5 0 23820 U.S. GALT] (0,160 L) ° a ATA RANGE (1,000 NU) PAYLOAD/RANGE FOR LONG RANGE STEP CLIMB CRUISE or MODEL 707-420 PASSENGER ~ INTERNATIONAL D6-58322 PAYLOAD (1,000 KG)MAXIMUM TAKEOFF WEIGHT | v Las ® +39 AIRPORT ELEVATION : Les CAR. TAKEOFF (4000 weTERS) RUNWAY LENGTH! (gto FEET) L 20 6 Lis 4 00 uy “1 0 Teo 2 a r) % > oo mae) 70 80 30 m0 10 GROSS WEIGHT AT BRAKE RELEASE NOTES: @ JT30—1 ENGINES (DRY), TNO TURGOCOMPRESSORS ON (© TAKEOFF NET THRUST = 17,000 LB(7,718 KG) SEA LEVEL STATIC RATING © ZERO RUNWAY GRADIENT ‘© CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN WAXINUM TAKEOFF WEIGHT ———m 2 1p 3s STANDARD DAY +18 C D T 30 AIRPORT ELEVATION-J 8 Ho? CAR. TAKEOFF 1] (0 MeTERS) RUNWAY LENGTH (1.000 FEET) 6 ris 4 U (1000 LB) 1) #0 C7) 20 2 20 0 ea (1000 KG) 70 a0 0 100 0 GROSS WEIGHT AT BRAKE RELEASE 3.2 C.A.R, TAKEOFF RUNWAY LENGTH REQUIREMENTS MODEL 707-120B (JT3D-1 ENGINE) D6-58322 35Pas 7 30 4 25 C.A.R. TAKEOFF (1,000 METERS) (1,000 FEET) le 6 Pls (1,000 LB) 40 160 180 m0 ma 0 0 (1000 x6) 70 a 30 109, GROSS WEIGHT AT BRAKE RELEASE NOTES: @ JT3D-a ENGINES (DRY), TWO TURBOCONPRESSORS ON (© TAKEOFF NET THRUST = 18,000 LB (8,172 KG) SEA LEVEL STATIC RATING /ERO RUNWAY GRADIENT. CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN MAXIMUM TAKEOFF WEIGHT————e 2 35 STANDARD DAY + 15°C 30° FLAPS Fo} EF AIRPORT ELEVATION ee 25 CAR. TAKEOFF (1,000 METERS) RUNWAY LENGTH (1,000 FEET) 20 5 rs 4 (1,000 La)" 17 10 180 700 70 7 250 (1,000 KG) No 0 30 no. GROSS WEIGHT AT BRAKE RELEASE C.A.R, TAKEOFF RUNWAY LENGTH REQUIREMENTS MODEL 707-120B (JT3D-3 ENGINE) 36 D6-58322: WAKAUWTAKEOFF WEIGHT ———w-| 35 0° FLAPS 7 30 5 25 CAR. TAKEOFF ‘ RUNWAY LENGTH (4,000 METERS) (1.900 FEET) AIRPORT ELEVATION i f20 6 F MINIMUM CONTROL SPEED LinIT Lis 4 — (1900 Le) 0 7 74 760 20 300 a (1.900 KG) 100 io 10 19 10 GROSS WEIGHT AT BRAKE RELEASE JT#A=11, =12 ENGINES (FULL RATED), ONE TURBOCOMPRESSOR ON TAKEOFF NET THRUST= 17,500 LB (7,945 KG) SEA LEVEL STATIC RATING ‘© ZERO RUNWAY GRADIENT ‘© CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN NAXINUM TAKEOFF WEIGHT =| 2 NOTE b35 i 25 CAR. TAKEOFF RUNWAY LENGTH (1900 METERS) (1,000 FEET) | p20 MINN CONTROL SPEED LIMIT I 25 4 (1000 LB) 200 a) 2a 760 230 m0 0 Sr (1,000K6) 100 10 Ba) 130 0 GROSS WEIGHT AT BRAKE RELEASE C.A.R. TAKE OFF RUNWAY LENGTH REQUIREMENTS MODEL 707-320 (JT4A-11, -12 ENGINES) D6-58322 37MAXINUM TAKEOFF WEIGHT———=f =| 35 ' S00 1° FLAPS, 1 = [AIRPORT ELEVATION ea = 1 z & s < 5 SSO 2 fe bose = << & 7 1s gig 5 5 Se 8S, z & ee ot /—NINIMUM CONTROL Looe é, . 7 SPEED LIMIT MS = 1 e 1 2 ris se (1900 LB) 189 m0 7 200 Fy] 20 00 30 0 r r —— amos} th 110 to i 0 10 GROSS WEIGHT AT BRAKE RELEASE NOTES: @ J730-38 ENGINES ~EXT TEMP (ORY) ~ SIALL CDM DOOR, TURBOCOMPRESSORS OFF TAKEOFF NET THRUST = 1,000 LB (8,172 KG) SEA LEVEL STATIC RATING © ZERO RUNWAY GRADIENT ‘© CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN : MAXIMUM TAKEOFF WEIGHT ——o-} om ras | | stawoaro oay+ isc = ir 3 DF — sport ELevation 7 z 8 3 2 a1 3 . an | bese g : 2 Fs | NINIIUM CONTROL 2 = SPEED LIMIT = z 4 j = ' 3 Fis ‘ (1909 8) 18) m H 70 7 7 300 To To ceo Ke) 90 0 1p 1 ry #0 38 1m GROSS WEIGHT AT BRAKE RELEASE C.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS MODELS 707-320B ADVANCED, -320C (JT3D-3B ENGINES ~ SMALL COWL DOORS) D6-58322: MAXIMUM TAKEOFF WEIGHT ——o-} | pas < STANDARD DAY : FF 3 Ha = AIRPORT ELEVATION : S 2 ~ pean ey - aeolel ie 3 6 23 = 5 SK vanumew contro. | 5 = Ze |_| = Veale 4 (1900 Le) 180 70 20 240 280 70 x0 320 30 (100.46) 90 E B 40 h i 130 GROSS WEIGHT AT BRAKE RELEASE C.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS MODELS 707-320B ADVANCED, -320C (JTSD-7 ENGINE - IMPROVED COWL DOORS) D6-58322a WAXIMUM TAKEOFF WEIGHT 4 35 STANDARD DAY | Fi 30° FLAPS 6 1-30 Ss 2 I! 125 CAR. TAKEOFF RUNWAY LENGTH {| (1000 weTERS) (1900 FEET) ELEVATION 1-20 8 —= TNA CONTROL SPEED LIMIT | bus 4 (1000 LB). 207 7 78 260 20 En) m capa Ke) 100 U0 10 10 10 GROSS WEIGHT AT BRAKE RELEASE NOTES: © RCo, ~ 12 ENGINES, ONE TURBOCOMPRESSOR ON ‘© TAKEOFF NET THRUST= 17,500 LB (7,945 KG) SEA LEVEL STATIC RATING ‘© ZERO RUNWAY GRADIENT ‘*CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN : NAXIMUM TAKEOF WEIGHT 35 STANDARD DAY + I< “i FLAPS ‘ 130 4 $ S xe : Gs 2! CAR, TAKEOFF : sx AR. ns (1400 METERS) fini sien KOS AIRPORT ELEVATION (1900 FEE) sMiniwuu CONTROL Ee : SL SPEED LINIT ot Z| | 25 ——, (1,900 U8) 200 2 En 26 70 0 20 (1000 Ke) 0 i) 1m i) 19 GROSS WEIGHT AT BRAKE RELEASE C.A,.R, TAKEOFF RUNWAY LENGTH REQUIREMENTS MODEL 707-420 D6-58322 4110 130 | ‘APPROACH SPEED (KNOTS-EAS) rr) io a (1900 LB) 120 0 16 120 20 ae (1900 KG) 60 0 * NOTES: @ STANDARD DAY. LANDING WEIGHT © ZERO RUNWAY GRADIENT © CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN MAXIMUM LANDING WEIGHT 9 + 2.50 a 22 CAR 7 RUNWAY LENGTH + 2.00 (1,000 METERS) (1900 FEET) 6 F 1s 2 Lo 4 (1900 Lay 129 0 160 10 20 (1,000 Ke) E 0. LEGEND: LANDING WEIGHT tet Runway = RY RUNWAY 3.3 C.A.R. LANDING RUNWAY LENGTH REQUIREMENTS MODEL 707-120B 42 D6-58322M0. 10 APPROACH SPEED (KNOTS-EAS) 10) 0 — (7,000 LB) 140 6 180 200 20 (p00 KG) 70 o 2 ni} LANDING WEIGHT 1 @ STANDARD DAY ERO RUNWAY GRADIENT ‘© CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN MAXIMUM LANDING WEIGHT —————e= 0 L300 9 2.15 2.50 8 CAR, LANDING RUNWAY LENGTH L295 (4.000 FEET) 7 201 1.75 5 (1900 La) 0 160 10 200 20 — (1900 ke) 70 80 0 m LANDING WEIGHT C.A.R. LANDING RUNWAY LENGTH REQUIREMENTS: MODEL 707-320 D6-58322 (1,900 METERS) LEGEND: we Runway === DRY RUNWAY 43bo APPROACH SPEED {KNOTS-EAS) 10 | 0 160 70 130 = ‘m0 Zi (1,000 LB) iS @ i o 35 (1,900 KG) pl ae LANDING WEIGHT. ERO RUNWAY GRADIENT {OODRICH BRAKES WITH TANDEM PAIRED MARK I! ANTISKID SYSTENS ‘© CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN MAXIMUM LAND WEIGHT | L200 | 3 | 28 1 L250 CAR. LANDING RUNWAY LENGTH (1900 METERS) (igi FEET) } 225 L200 b 175 (100 Ls) 60 7) 0 0 20 28 5 & 0 € (1.000 Ka) LANDING WEIGHT Leceno; NET RUNAY a = DRY RUNWAY C.A.R, LANDING RUNWAY LENGTH REQUIREMENTS MODEL 707-320B ADVANCED D6-5832210 APPROACH SPEED (KNOTS-EAS) 10 ir) 16 1 700 20 2 260 (1,000 LB) © STANDARD DAY BD i 1,000 Ke) 30 Fy «© ZERO RUNWAY GRADIENT fee teen GOODYEAR BRAKES WITH INDIVIDUAL MARK Il ANTISKID SYSTEMS © CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN _ MAXIMUM LANDING WEIGHT => F 2.50 F228 CAR. LANDING RUNWAY LENGTH F200 (1000 FEET) (1000 METERS) irs L 50 4 } 125 (3,000.8) 160 180 ao 7a 240 760 (p00 KG) 0 m0 10 LEGEND: LANDING WEIGHT LEGEND: es RUNWAY >= DRY RUNWAY C.A.R. LANDING RUNWAY LENGTH REQUIREMENTS MODEL 707-320C D6-58322 45” APPROACH SPEED (KNOTS ~ EAS) 10 10 (1,000 LB) 120 10 160 180 m0 70 (1,000 KG) 60 0 0 80 LANDING WEIGHT NOTES:@ STANDARD DAY ‘© ZERO RUNWAY GRADIENT. © CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN MAXIMUM LANDING WEIGHT =| 2.80 1225 C.A.R. LANDING RUNWAY LENGTH } 200 (1,000 METERS) (1,000 FEET) bis 150 [125 (1,000 LB) 120 10 10 80 200 720 ac eee (1,000 KG) 60 70 0 LEGEND: LANDING WEIGHT —— WET RUNWAY = DRY RUNWAY C.A.R, LANDING RUNWAY LENGTH REQUIREMENTS MODEL 707-420 ‘D6-583224.0 GROUND MANEUVERING 4.1 42 43 44 Turning Radii Runway and Taxiway Turn Paths Runway Holding Apron Minimum Parking Space Requirements D6-58322, atTURNING CENTERS (TYPICAL FOR STEERING ANGLE SHOWN) STEERING ANGLE 58° MAX. NOSE GEAR AXLE PROJECTION NOTE: ACTUAL OPERATING TURNING RADII WILL BE GREATER THAN ‘THAT SHOWN. CONSULT THE AIRLINE INVOLVED FOR THEIR SPECIFIC OPERATING DATA. WAIN GEAR AXLE PROJECTION =| DIMENSIONS ROUNDED TO NEAREST FOOT AND.1 METER STEERING ANGLE (DEGREES) 4.1 TURNING RADII - NO SLIP ANGLE MODEL 707-120B 48 D6-58322TURNING CENTERS (TYPICAL. FOR STEERING ANGLE SHOWN) STEERING ANGLE NOSE GEAR AXLE PROJECTION 60° MAX. NOTE: ACTUAL OPERATING TURNING RADII WILL BE GREATER THAN THAT SHOWN. CONSULT THE AIRLINE INVOLVED FOR THEIR SPECIFIC OPERATING DATA. WAIN GEAR AXLE PROJECTION DIMENSIONS ROUNDED TO NEAREST FOOT AND 0.1 NETER STEERING Ral RZ Ra Ro RS Rs ANGLE TiNER 7 cn a mc i a tele Wse ete alee maternal awse | nies wie ere ew a a [a7 [im [as [iw [os [om [ss [ow [wr [ow [us 5 mu [ 6 | [ma] os |e] oo [aes [oe [sar [ee [2 0 o [es] a] ol x | me [ws [2 [oe [aur [a | ms 6 e [us [ mf aal ow [as] im [os [7 [os] om [a 50 EE 55 o [af 2] sal in [ asl w | 7] a | ws] mo | as 60 MAX ana *Lar[ « [oT [ast a [ssf [a3 TURNING RAMI - NO SLIP ANGLE * ADD 2 FEET, OR 0.6 METERS, FOR -#208 AND -3206, MODELS 707-320, -320B, -320C, ~420 D6-58322 4958° STEERING ANGLE NOSE GEAR Rea MING NOTES: 3° TIRE SLIP ANGLE ~ APPROXIMATE ONLY FOR 58° TURN ANGLE CONSULT AIRLINE FOR ACTUAL OPERATING THEORETICAL CENTER OF TURN FOR MINIMUM TURNING RADIUS. SLOW CON- TINUOUS TURNING WITH APPROXIMATELY IDLE THRUST ON ALL ENGINES. NO MINIMUM WIDTH OF PAVEMENT. FOR 180° TURN (OUTSIDE TO OUTSIDE OF TIRE) ae DIFFERENTIAL BRAKING EFFECTIVE elk y A RS | Ra RS Rs se TT 52.38 #6 16.2 6 | ow 79 5 4 15.95 MAS 35.42 cr 24d a ‘MINIMUM TURNING RADII - 3° SLIP ANGLE MODEL 707-120B 50 D6-58332| STEERIN ANGLE NOTES: 3° TIRE SLIP ANGLE ~ APPROXIMATE ONLY FOR 60° TURN ANGLE CONSULT AIRLINE FOR ACTUAL OPERATING THEORETICAL CENTER OF TURN FOR MINIMUM TURNING RADIUS. SLOW CON- 1 mmnium WIDTH OF PAVEMENT FoR 180° TURN (OUTSIDE T0 OUTSIDE OF TIRE) TINUOUS TURNING WITH APPROXINATELY IDLE THRUST ON ALL ENGINES. NO DIFFERENTIAL BRAKING DATA EFFECTIVE a x 7 . 7 Pe a fT 8 Bo 34 705 1 85 98 " 17.98 1168 Ba 2.88 347 26.06 Ea * AOD 2 FEET, OR 0.6 METERS, FOR -3208 AND -320C MINIMUM TURNING RADII - 3° SLIP ANGLE, MODELS 707-320, -320B, 320C, -420 D6-58322 5152 NoTEs: COORDINATE WITH USING AIRLINE FOR SPECIFIC PLANNED OPERATING PROCEDURE. © NOSE GEAR STEERING ANGLE 2 10 e R= 100 FT (05 M) OF NOSE STRUT TAXIMAY WIDTH ~ 75 FT (22.8 M) RUNWAY WIDTH ~ 150 FT (45. M) 4.2. RUNWAY AND TAXIWAY TURN PATHS - 90° TURN RUNWAY TO TAXIWAY MODELS 707-120B, -320B, -320C, ~420 D6-58322NOTES: © COORDINATE WITH USING AIRLINE FOR SPECIFIC PLANNED OPERATING PROCEDURE. © NOSE GEAR STEERING ANGLE oF TOF OF NOSE STRUT R= 100 FT (1.5m TAXIWAY WIDTH = 75 FT (22.8 M) OF MAIN STRUTS RUNWAY WIDTH ~ 150 FT (45.7 M) RUNWAY AND TAXIWAY TURN PATHS - RUNWAY TO TAXIWAY TURN - MORE THAN 90° MODELS 707-120B, ~320, -320B, -320C, -420 D6-58322 53NOTES: @ COORDINATE WITH USING AIRLINE FOR SPECIFIC PLANNED OPERATING PROCEDURE. ‘© NOSE GEAR STEERING ANGLE TO R= 100 FT (305M) OF NOSE STRUT (30.5 8) oF main stRUTS ‘TAXIMAY WIDTH ~ 75 FT (45.7 M) RUNWAY AND TAXIWAY TURN PATHS TAXIWAY TO TAXIWAY TURN - 90° MODELS 707-120B, -320, -320B, -320C, -420 D6-58322WODEL WIOTH-W NOTE: © COORDINATE WITH USING AIRLINE FOR SPECIFIC PLANNED OPERATING PROCEDURE. © MINIMUM CLEARANCE FOR MOVING AIRCRAFT = 40 FT (121m) 3208 &C & RUNWAY TAXINAY RUNWAY HOLDING APRON MODELS 707-120B, -320, -320B, -320C, -420 D6-58322 55"3und300¥d SNLLV3d0 O3NNV'TE ‘o1si93dS YOd INTUIY ‘ONISM HLIM 31L¥NIQHOOD © SuaAngNvH =LAVUDUlY 1004 52 © SNOLLISOd ‘ONIN USHLO og JONVUVaTD ‘SNIgTING L004 &2 © (AO MOL) ONIN NI-3SON od 3ONVVATO ONIGTING 1003 SI @ (Ano ¥3Moa) NoLLIsod ayayd ¥3L4¥ ony 3u0438 avaHY LHOIWULS GHA 3S0N HLIR TAAVUL 1004 0 (uno wanoa) oniuaats ‘33H ISON of © ‘sa10N oot (1334) TYNIMU3L ONOTY 3ONVLSIO osc, 4 ost ot Os ate Tf T iy " tt "I | i ty i wR 1y 1 }———— ona ly mn Tidnvs ty "1 to i TT 1 | | ! 1 ti 'Lo---pft ; ! ; (UNO MOL) NI3SOW oS ' He ae NOR ee ee es I WaT Wad CLO OL) NI -3SON Lj Sos ‘ULNO Y3MOd) NI ISON St ost 002 (1334) TMINYaL MOUS LOO 3ONvASIC 4.4 MINIMUM PARKING SPACE REQUIREMENTS MODEL 707-120B ‘D6-58322 56“aunag0ud ‘ONILWE3d0 OSNNVTS 91419345 YO 3NITUIY ONISNI HLIM auVNIOYOOD © su3AnaNvn ‘ONIN ‘ontung 3ONvuyaT9 LAVNOUIV-OL “LavUdUlY LOO SZ @ SNOILISOa SNIWYNd USHLO od ZoNvava19 ‘NIOTING LOD $2 © (10 MOL) ONDWVa NI-aSON od JONVUVAT: ‘SNIGTING LOD SI © (1no ¥3HO4) NOLLISOd ayavd WL ONY 340338 vaHY LHOIVULS “T33HN ISON ALIN TAAVUL 1004 01 @ (ino waNod) SNIUazAS 733HM SON 309 © S310N fr. (1334) TWNINUAL ONOTY ZONVLSIO ol w 0 0% vay SND F1aMvS om CARO ATOH ot 4/00 MOL) NI 90N (ino WMO TWEE ITT Wat a e L TANG YINOTHIFSON we, 38T (1334) TWWiNYL MOU 14ND JONVASIO D6-58322 ‘MINIMUM PARKING SPACE REQUIREMENTS MODELS 707-820, -820B, -320C, -420“aungg00ud SNILWUIdO OBNNYTd ‘1s103dS YO ANITUIY ‘NISNHLIM 3LYNIGHOOO © suantaNyn ‘NI ‘NIuNG 3ONVEVITO LAVYOUIV “LAVUORiIY BBLIN snotisoa ONDE Y3HLO od ZONVUWST9 ONIOTING WALAN FZ © (10 MOL) SND NI-ASON od 3ONVAWE TD SNIOTING 313M Sy (40 ¥3HOd) NOLLISOd Oayuvd WaLaV NY 340438 Ov3HY LHOIVELS 33H 3SON HLA TAVULUBLANE @ (uno ¥aHod) ONIYRLS “Ta3HM 3SON 85 @ $S3.10N (643.13) TWN SNOTY 3ONVLSIO w ® o vauy. OND ThgHys pocoote-----4------ Un HOT Nasa ae ~~ --{------4---.. J. --— (ito BIMOS) NT ‘35H SF (suaLan) TwwIN4aL WOU 1no JONVIsIO MINIMUM PARKING SPACE REQUIREMENTS - METRIC MODEL 707-120B D6-58322 58“3unaa90ud \wv¥3d0 OFNNY TG ‘O1s103dS Hod INMTUIY ‘NIST HLIM 3LYNIQHOOD © SUBANNYH NIUE ‘ntuna 30NvaYs19 LAVHOUIV-OL “LavUOUIV ULI SL SNOILISOd SND YIHLO Od 3ONVEVITO SNIOTING YLaN 97 © (no MOL) OND NI-ISON 404 30NYUVaTO ‘NIOTING ¥aL aN cy @ (Ano w3noa) NolIsog aayavd YaLs¥ any 340438 OVSHY LOIVULS ‘T33HM 3S0N HL TAVUL USLANE © (ino ¥3Kod) oNIaALS T33HM 3S0N 209 © ‘S310 (Sua.13") TYNIWN3L ONOTY 3ONVLSIO Li] 8 or oz 0 1! TT it i it ty i! ry it iy if Vy i! Mi +++ Wauv- ry ld OND I ! 1 I Rerseaeeerrvererereterte an am eteerereeer reece sees i! i i! eh 1) iy Wt tt ri TM | ; TOTS TRS SET ~~ 1 rE a ee oo ~Saisan pn ~——~7 Sort po rrp ana Tens —----| o 09 (Su313W) TWNINL NOUS 110 IONVLSIO MINIMUM PARKING SPACE REQUIREMENTS ~ METRIC MODELS 707-320, -320B, -320C, -420 59 D6-58322(Page Intentionally Left Blank)5.0 TERMINAL SERVICING 5.1 5.2 5.3 5.4 5.5 5.6 5.7 Airplane Servicing Arrangement (Typical) ‘Terminal Operations — Turnaround Station ‘Terminal Operations — En Route Station Ground Service Connections Engine Starting Pneumatic Requirements Air Conditioning Requirements Ground Towing Requirements D6-58322 61GALLEY SERVICE PASSENGER. | GAGE HANDLING T= LOADING f PASSENGER Toh CREW OR 5.1 AIRPLANE SERVICING ARRANGEMENT (TYPICAL) -120B MODEL 707. D6-58322ry Het th ot TOILET SERVICE J-GALLEY SERVIGE | ye: = | METERS FUEL TRUCK —+ ENGINE START ae\ ‘Loaping zone — i (3206 ONLY) MAIN CARGO BAGGAGE HANDLING: GALLEY SERVICE: POTABLE WATER SERVICE ELECTRICAL; POWER Tus + GREW OR PASSENGER ;, LOADING ZONE \NE SERVICING ARRANGEMENT (TYPICAL) AIRPLA\ ~820B, -320C, ~420 MODELS 707-320, 63 D6-58322PARK AIRPLANE POSITION JETWAYS PROVIDE EXTERNAL POWER PROVIDE AIR CONDITIONING DEPLANE PASSENGERS UNLOAD BAGGAGE UNLOAD CARGO FUEL AIRPLANE SERVICE POTABLE WATER SERVICE GALLEY SERVICE CABIN LOAD BAGGAGE LOAD CARGO BOARD PASSENGERS PROVIDE ENGINE START START ENGINES REMOVE AIR CONDITIONING REMOVE JETWAYS — — SERVICE LAVATORIES as — | el : GROUND RULES (© MIXED CLASS (32F/105T) © MAX. CARGO LOAD 0 a 0 0 50 6 ESTIMATED TINE (MINUTES) ‘© FUEL (ROUTE LEG PLUS RESERVES) (© REFUEL AT 1,200 GPM (4,542 LPM © FLIGHT ROUTE JFK-ORD-SEO 5.2 TERMINAL OPERATIONS - TURNAROUND STATION MODEL 707-120B D6-58322PARK AIRPLANE POSITION JETWAYS PROVIDE EXTERNAL POWER PROVIDE AIR CONDITIONING DEPLANE PASSENGERS UNLOAD BAGGAGE, UNLOAD CARGO FUEL AIRPLANE pe SERVICE LAVATORIES SERVICE POTABLE WATER SERVICE GALLEY SE SERVICE CABIN SS LOAD BAGGAGE — LOAD CARGO — BOARD PASSENGERS — PROVIDE ENGINE START — START ENGINES = REMOVE AIR CONDITIONING REMOVE JETWAYS 5 0 10 a 2 a 0 @ ESTIMATED TIME (MINUTES) GROUND RULES © MIXED CLASS (18F/123T) ‘© WAX. CARGO LOAD © REFUEL AT 1,200 GPM (4,542 LPM) ‘© FUEL (ROUTE LEG PLUS RESERVES) © FLIGHT ROUTE SFO-HNL~TYO TERMINAL OPERATIONS - TURNAROUND STATION (INTERNATIONAL) MODELS 707-320, -320B, -320C, -420 D6-58322 65PARK AIRPLANE POSITION LOADER PROVIDE EXTERNAL POWER UNLOAD CARGO FUEL AIRPLANE SERVICE LAVATORIES — SERVICE POTABLE WATER — LOAD CARGO a REMOVE LOADER . PROVIDE ENGINE START -_ START ENGINES a 2 0 0 50 C) ESTIMATED TIME (MINUTES) GROUND RULES © ALL.CARGO CONFIGURATION ‘© 1g PALLETS ON UPPER DECK ~ $9,300 LB (26,822 KG) ‘© BULK CARGO ON LOWER DECK ~ 17,000 LB 7,718 KG) © TOTAL PAYLOAD ~ 76,300 LB (36,640 KG) TERMINAL OPERATIONS - TURNAROUND STATION MODEL 707-320C - ALL CARGO © FUEL (ROUTE LEG PLUS RESERVES) © REFUEL 1,200 GPM (4,542 LPM (© FLIGHT ROUTE JFK-ORO-SFOPARK AIRPLANE POSITION JETWAYS PROVIDE EXTERNAL POWER PROVIDE AIR CONDITIONING DEPLANE PASSENGERS UNLOAD BAGGAGE UNLOAD CARGO FUEL AIRPLANE SERVICE LAVATORIES SERVICE GALLEY = - — —= SERVICE POTABLE WATER a SERVICE CABIN LOAD BAGGAGE LOAD CARGO ae BOARD PASSENGERS —_— PROVIDE ENGINE START — -_ START ENGINES REMOVE AIR CONDITIONING - REMOVE JETWAYS 5 2 0 5 0 8 20 2% ESTIMATED TIME (MINUTES) GROUND RULES (© MIXED CLASS (32F/ 1057) © FUEL (ROUTE LEG PLUS RESERVES) ‘© DEPLANE 1/2 PASSENGERS AND 1/2 CARGO ‘© REFUEL AT 1,200 GPM (4,542 LPM) © DEPART WITH FULL PASSENGER AND CARGO LOAD = @ FLIGHT ROUTE JFK~ORD-SFO 5.3 TERMINAL OPERATIONS - EN ROUTE STATION MODEL 707-1208 D6-58322 67PARK AIRPLANE POSITION JETWAYS PROVIDE EXTERNAL POWER PROVIDE AIR CONDITIONING DEPLANE PASSENGERS UNLOAD BAGSAGE pir” UNLOAD CARGO FUEL AIRPLANE SERVICE POTABLE WATER SERVICE CABIN el LOAD BAGGAGE LOAD CARGO BOARD PASSENGERS PROVIDE ENGINE START START ENGINES REMOVE AIR CONDITIONING at li REMOVE JETWAYS 0 0 2 30 0 0 60 ESTIMATED TIME (MINUTES) GROUND RULES (© MIXED CLASS (1BF/123T) © FUEL (ROUTE LEG PLUS RESERVES) © DEPLANE ALL PASSENGERS AND 2/3 CARGO (© REFUEL AT 1,200 GPM (4,542 LPM) © DEPART WITH FULL PASSENGER AND CARGO LOAD © FLIGHT ROUTE SFO-HNL-TYO TERMINAL OPERATIONS - EN ROUTE STATION (INTERNATIONAL) MODELS 707-320, -320B, -320C, ~420 68 D6-58322PRESSURE FUELING ron GRAVITY + Peet = FUELING HEE FENGINE START alk ‘GROUND CONDITIONED Aiat GROWN HEH POTABLE : H : WATER CREW OXYGEN | LT oILer STOWLET-HE Et er Eo INJECTION ELECTRICAL: ATER POTABLE WATER: c TEENGINE START AR YORAULIC FICC AND AT t GRAVITY - FUELING PRESSURE FUELING ELECTRICAL} POTABLE WATER: TOILET! {GROUND CONDITIONED AIR =TOILET “CREW OXYGEN ‘POTABLE. WATER TER 5.4 GROUND SERVICE CONNECTIONS MODEL 707-1208 D6-58322“AM O8L SI 573008 IS3HL YO ANINIYINOIY YIMOd ONTOS WONIXYA “SNOILOINNOD 301AY3S Z ANVH BIEI> ONY TEI> “BEZT-L01 1d30%3 “sdSVHd £ ‘SITOAO OOF ‘SIIOA OOZATE LW WAXY my S¢~ 034IND3Y B3N0d GNNOYD NOLLO3NNOO 391AN3S 3NO Walsas Wwolw1937a Swan ia suai | 1333 suaian | 1333 Sain | aa ‘annows) Wud LH9I3H 3015 LOWY [ 3015 1337 SNTTWIINID INVTJUIY OUI IONVISIO ‘3S0N 40 Lav BONVISIO Walsis GROUND SERVICE CONNECTIONS MODEL 707-120B D6-58322 70‘NIM JO dOL ‘ON 40 dOL NIM NIM J NIM 3 0.dOL 0.0L 10.401 ‘NIM 40 dOL NIK 40 dOL oy ft 9 1 CONIA LHOWY NO # ‘ONIK 1337 NO E) SWOLLO3NNOO ALIAVUD ONINAO NBAIS “woltgo amousno Ou 193rans (1 0009) 5 90F CNY (7 00079) 1 SOV N33ML38 S31I¥A ALiovd¥D WNL FTBVSN THLOL “WaT 829°S) nao “s'0 O0ST ATALWWIXOUddY SI SNOLLIANNOD ‘ONIST 314 DNI13N WRTXH “WON (2H /DH Z5"E) IS 0S _ (ONIN HOVS 2) NOLLO3NNOD JUNssadid ONINYIONN BNO Wasas 1303 3G 1333 suaian | 133 suai [1333 sain [333 er) WOU LHOIZH 30S HON 30s 1431 NTYZINI INVTUY NOY. IONVISTO ‘3S0N 40 LAY 30NVASIO walsas GROUND SERVICE CONNECTIONS MODEL 707. -120B D6-58322“MlOAYASR NO WON MITA (NOS) NI B/E=T (773m 13344 HD) NOLLO3NNOD 391AN3S 3NO Wass ornvUGAH | “ONLLLIS LV GLLONIN/9Y 65I "WNMXWH Dod62 “gNO/D¥ 82) “3.LONIN 7 OSE ‘wrthixvel 4206 “Disc OF NOLLOSNNOO YI 3OLAMAS (ND 9°2) "NI E “ONLI LY (aLonin/oy “ANNI L*0O2H WO O'2OL) “3LONIN/E 008 “WOWIXYIN 40091 ‘O7H “NI OF *wolLoaNNOD ULV G3NOLLIONGD (i °02) "NI 8 ANOLLdO 3NOLSNO OL L93FANs AO73A NIE YO “WI 3HL YBHLIG) SNOLLOBNNOD JOIAYSS ONL uly G3NOILIONO aNNOYD| Saa1aW iad sai [i333 [swan [1333] sean ‘NnOYD 3015 LHOR 301s 1337 3S0N 40 13¥ W3LSAS 04 1HOIIH SWTIINID INVTAUIY NOUS AONVISIO 30NVLSI LSU SY NOUS SONWASIO IL 2onvisia GROUND SERVICE CONNECTIONS MODEL 707-120B D6-58322 2“O30UVHO3Y 36 OL BNV7GUIY 3H WOM CBAONIY "3G LSMIN SFTLLOB W3DAXO WBUSAS UIONSSVG 2 A@TOH OOUYO HY GUvMYOS) g :NOLLOBNNOD 3OIAW3S 3NO 5 z WALSAS HYD 8 is) a cavaisas wa0ax0 | 8 8 ay ae a Ba SHH as _|| satin [as [usta | aaa [eaten [3s Za 3015 LOT 3018 1331 '350N 40 13¥ 3 GNNOYD ROWS LHOIAH |F~Sayygiwa9 aNvTaulV NOUS JONVISIO JONVASIO 5 g 3 D6-5832217 t 1 (t l ol ‘9 va ‘9 (734 7334MH) (pHg/O¥ 20) isa $+ wot 3NNOD 3OINI3S 3NO wIOAWASAY OTTNVUCAH ALTA (QnO/9y 2't) Disa 9 ONILLIS (0 50"M E :NOLLONNOD 3OIAWIS 3NO “O GWo/9y 95-6) isd 008-On0 (773A 733K HY) (113M 733HM HD) FSNOILOBNNOD FOIA OML “a (nO/99 112) ‘o1Sd 00's (773M 7133HA HY) :NOLLO3NNOD JOIAYRS 3ND “Y (oligo vano1sno O1 Loarans “M0738 “ 8° YO “9 B"v UIHLIa) ‘ONILUVAS 3NIONA UV OLLWHNNG wap aad SGN aaa suaian | Ta3s sana [1333 ‘annus 3015 HOU 301s 1337 ‘3S0N 40 L3¥ Wows 1HO13H NITY3INID INV TAUIY HOU IONVISTO SONVISIO WALsAs GROUND SERVICE CONNECTIONS MODEL 707-120B D6-58322 4“oNIHSTN YaLsY womnaHo 40 (12°51) “W's HLM 13101 HOV 30NvHOaY “TWOIIH 40.1 1 A ve ONY Yalym 40 0 LET) “wo ’S'N 9 HALIM HSA “2ASVM 30 (1 895-400) “W957 O6T-Sz wiv ‘SLA HOL 9 YO $ JOIAwAS OL “SLFTIOL € YO 2 40 4NO¥D HOW YO3 137100 (Wo 2°01) "MI “SNOLLO3NNOO 391AY3S OML WAISKS L3TIOL 3a, i333 aL Tad suaian [1334 suaian | 1333 ‘annows woud LHI 3015 LOU 305 91 BNITWRINID INVTSUTY NOY FONVISIC 3S0N 30 LAV ONVISIO WaLsis GROUND SERVICE CONNECTIONS MODEL 707-120B 15 ‘D6-58322(17am 1a3HA HD) “lono/9y 26°e) Isa 05 LV WNIXYH 3LONIW Yad (1820), “Two's OOl Ly Tid aUNssa¥d C1 9972) “WO 'S'NS0L‘ALIOWAYO HNL, ‘tel ‘vet ‘BezI-L0L “8 "NQNIXYHN 3.LONIN 3d (7 681) “Wo S08 AW Td ALIAVYD (7 092) “WO "SN SOL ALIOVEYO AVL 661 ‘IZI-L0L -y (W073 NHOHS $7300K NO) NOLLO3NNOD 391AN3S JNO WALSAS NOLLO3CNI Y3LYM ‘GWO/OH (65 OL 1) 9184 $B OL 0 = 3unssaad Td “ONLI ISOH(ND LET YO ELIMI BE HO 2M (7691) "ao "s'n fF ~ WNW Lay (Test) ao “stn ey ~ nv a ‘SNOLLO3NNOD JOIAURS ONL (TeV 10d) WISAS BLViA eaLaH 1334 suai | 133 3aLaM satan [1333 ‘annows 3015 WOW 305 1331 "JSON 40 LY Wow LHOIZH SNITIINID INT UT NOUS IONVISTO a0NvISIO walsas GROUND SERVICE CONNECTIONS MODEL 707-120B Dé-58322 76PRESSURE FUELING. JACKING POINT GRAVITY FUELING ‘poraBLE TT ENGINE START AIR WATER {GROUND CONDITIONED AIR, t + ‘CREW OXYGEN: TOWET: INJECTION + ELECTRICAL: ‘WATER, POTABLE WATER ENGINE START AIRY i Toravity. HYDRAULIC FILL AND All SRANITY PRESSURE FUELING} 3200 ONLY. .GROUND CONDITIONED AIR| ELECTRICAL: TOT AND POTABLE REW OXYGEN POTABLE, ee “ WATER GROUND SERVICE CONNECTIONS MODELS 707-320, -320B, -320C, -420 D6-58322 7“Wk 03 S1S73008 3SaH1 YO LNaWYINDSY YaMOd GNNOYD MAMIXYH “SNOLLOANNOD 301ANaS. 7 ANVH OEZE> ONY BIEE Iee-UOL LdI0xI “.39¥Hd € 'S3TOA0 00 'SLTOA O02/SLL LW WNWIKYHL ‘Wy SL ~ GaUINDIY Y3MOd NNOYD :NOL93NNOO 3914435 JNO wasks Wow193 713 saw, 133 wana | 133s suaim [1333 sain [1333 ‘annows wou. LHOIaH 301s CHOW 3015 1337 ‘3S0N 40 LV 3NY3.1N30 INVT UI OUI IONVISTO SONVISIC walsas GROUND SERVICE CONNECTIONS , -320B -320C, -420 ~320, MODELS 707. D6-58322 8NIM 30 dOL ‘NIM 40 dO ‘ON 40 dOL NI 40 dOL. ‘NIA 40 dOL (ONIN LHOIY NO ¥ SONIA 14371 NOE) SHOLLO3NNOD ALIAVYD ONIMYIAO N3AIS “noua ¥aWOLsn9 OL L9arans (7 OOF") “Wo ‘sin St8'€2 any (7 00908) “Iwo "Sn 2712 waaAL3 SNA ALlovd¥O MNVL F1@¥S WO, “Wa 99) Nao ’S'N 00S ATALVMIXOUdAY SI SNOLLOSNNOD WONISA 31VY ONITAN NNALKY “nmixa QHO/9N 25'E) isd OS 2ONIM HOW 2) SNOLLOANNOO 3UNssaYd ONIKYIONN HNO waisas 73nd 33H 1333 sum | 133s suaiaw | 133 suaian | 1333 ‘oNnOwD Woy 1HDIaH 3015 LAO 3015 937 BNTTW3.1N3D INVTAUIY WOBS JONVISTO '3S0N 40 LAV B0NVASIO GROUND SERVICE CONNECTIONS MODELS 707-320, -320B, -320C ~420 9 58322 D6“HIONYS3Y ALITA NO ‘WO3N BATHS (WO SP) NE H/E=T 77a 73H :NOILOINNOD 301AU3S 3NO Walshs onnvaGAH MONLLLLS Ly NIN/DW 65 “WOK QeZEZ "NO/DY BZ) NIM/BT OSE “Vinwnxyn 4.06 91S OF *NOLLOINNOD uly 301AU3S WO 9°0)"NI E “ONLI Ly (NIR/OW SEU “WMA ‘eld '0%H wa O'20t ‘@3NOLLIGNOD (WO £02) "NI B (NolLd0 YaWO.SND OL LOarENs “W738 “NIE YO “ML 3HL MaHLIa) SNOMLO3NNOD JOIANIS ONL uly G3NOLLIGNOD aNnowD 1333 _ SW suai | 13a ww suaiaw [1333 ‘oNn0wD Wows LHOIH 305 331 3015 LOD [BUTYI.IN3D INVTAUIY MOUS JONVISIO '3S0N 40 Lav 3ONVASIO walsas GROUND SERVICE CONNECTIONS MODELS 707-820, -820B, ~320C, -420 ‘D6-58322 80(7134 733Ha 1) (qna/9n 78) isd SF SMOLLD3NNOO 3DIA¥3S INO ‘MIOAWASIY ONNVUOAN ALTLLA “OMLLLLS (RO "ME (qno/ow 76) otsd 9 (QHO/9W 112) DtSe OO0E SSNOLLD3NNOO 3OIAMRS ONL ‘SNLLMWAS ANION uty OUWHNaNd ‘GNnOYS WOU LHOIZH 3S0N 40 13¥ S0NVISIO (OLEI-OA ONY S9p-‘se¥rc0u 1430K2) O39UYHO3Y 38 OL 3NVTUIY 3HL NOs 03AONSY ‘3G ASM S37.L108 N39AXOWBISAS HBONISSVd = (q0H ouvO He GuVRuOS) |MOLLD3NNOD 391AN3S INO WaLSAS MUD WAUSAS N3DAX0 GROUND SERVICE CONNECTIONS 81 ‘Dé-58322 MODELS 707-320, -320B, -820C, -420“OMS ¥aL4V TWOUNaHO 401 75) “Wo “SY HIM 137101 HOWS 39NVHOIY “WowngH9 20.116) v9 si 8 ONY 43,.VK "31sva 40 (7 89¢-W1H) Wo “s'0 OST-S2t NV SSLTOL 9 YO S3OIAYIS OL D6-58322 “SLFTIOL € 40 2 40 snows ova wos 1371N0 (ho 20) “WIP rz a o o 0 ° wt tt ‘ a ° 7 *SHOILO3NNOD 391AN3S ORL WaIsAS 13TIOL swan [133s satan [as suaian [33 334 ‘annoxs 01S 1H 3018 1971 3S0N 40 La¥ valsis ous HOH SW31N39 JAVA HOW IONVISTO 3NvASIO MODEL 707-320, -320B, -320C, ~420 GROUND SERVICE CONNECTIONS 8283 *NolLdO “V9 °S'0 &h 3HL SYH HOIHM ‘Q0ZE-LOL HL UOd 1430x3 *WolLdO waNOdsno O193fEns + 3 ‘GMa/o¥ 16S OL 1) oIsd $8 04 8 FYNSSTUd TNS “ONILLLS 3SOH ° B (WO C6 YO ET) "NI DE YO 2/T § (1 £02 yo £90) e1¥9°S'n 09.40 €F “HNL LY g'. (1 £22 Yo E91) «19 571109 YO EF WNL ONS 6g BS “SHOLLO3NNOD 3OKAN3S OAL bs oF (3 1evL0d) WaIsAS UALR Yea og Be we ae amt per r p ee aa ‘annus 3015 1HOM 308 1337 ISON 30 LV miss 188 (US LHOIH SNITYRINID INV IdUIY MONS JONWISIO. FONVISIO 8 =(7724133HM HD) {zHO/9y 25") Usd 05 L¥ WORX WH 3 LONIN ad (1eUe) “Tw9S'n OO AW TTId aUNSSIwE “C1 o0t'2) “Wo°s'n os “ALIOWA¥O WNL raree-o0e WMI NIM 83d (7 681) “Two "sin 05 AW 7713 ALIAWHD "C1 0012) WO *S'n OFS *ALIOWIWO HNL (2y ~ ONY O/a/0ze ~ LOL 2 3 (wo738 Nous 730001 No) Eg NOILOINNOD JOIAYRS INO a 3 5 vraisas Nowoarwi yaaval © 8 5 z a | _os a os eo seo g ‘annows 301 LH 3015 1337 3S0N 40 L3¥ WaLsas 8 WOHs LHOIZH ANITYBINID INV duIY MONS JONVISIO SINVISIO 8 ), -820B, -320C, -420 -320, MODELS 707 D6-58322 84MINIMUM PRESSURE 45 F ez MINIMUM PRESSURE REQUIRED 3 <0 3 & E15. 0 201 (1,000 FT) 0 2 4 § € 9 1% 4 sow § 2 PRESSURE ALTITUDE NOTES: MAXIMUM PRESSURE WITH NO AIRFLOW -75 PSIA (5.2 KG/CM?A) ‘*T0 PROVIDE ADEQUATE ENGINE STARTING, THE PNEUMATIC SUPPLY MUST ALLOW OPERATION ON OR ABOVE THE CURVE. ‘*ENGINE STARTS MAY BE OBTAINED FROM SOME POINT BELOW ‘THE CURVE; HOWEVER, TO PRECLUDE ENGINEDAMAGE, THE AIRPLANE WAINTENANCE MANUAL MUST BE CONSULTED a 200 | 1 7 2 n i : ge e 3 5° 2 a 2 & 1 7 = wl so. g 5 8 = 30 | a | 0 | a a poe el Fo 100 700 00 “a0 300 % 6 100 0 FUSELAGE CONNECTION SUPPLY TEMPERATURE 5.5 ENGINE STARTING PNEUMATIC REQUIREMENTS MODELS 707-120B, -320, -320B, -320C, -420 D6-58322 aR“ 52 w 22 zg” as z3 0 g= 50 40: ey w 55 ze a2 o WAIN CABIN AIRFLOW (W) POUNDS PER MINUTE MAIN CABIN AIRFLOW (W) POUNDS PER MINUTE INITIAL CABIN TEMPERATURE AT O°F (-17.8°C). NO GALLEY LOAD. NO ELECTRICAL LOAD. NO CREW OR PASSENGERS, TEMPERATURE AT GROUND CONNECTION IS 450°F (232.2°C). mm 1 HEATING TWOSYSTEMS. We VP 1 ONE SYSTEM ———=S=— Welty? 7 0 GB 0 7 100 MINUTES TO REACH 70°F, CABIN TEMPERATURE (21°C) 200 ‘COOLING 38% RELATIVE HUMIDITY. 10 Two svsreus We25, 0 w 0 1 0 MINUTES TO REACH 90°F CABIN TEMPERATURE (32.2°C) INITIAL CABIN TEMPERATURE AT 103°F (38.4°C). OUTSIDE AIR TEMPERATURE AT OPF.. Solar Load 5,100 BTU/HOUR (1,780 KG CAL/HOUR). NO GALLEY LOAD NO CREW OR PASSENGERS. NO ELECTRICAL LOAD. TEMPERATURE AT GROUND CONNECTION 1S 450°F (232, NoTEs: ‘© P= ABSOLUTE PRESSURE AT ‘THE GROUND CONNECTION ‘© ALL DOORS AND HATCHES CLOSED 5.6 AIR CONDITIONING REQUIREMENTS - PULL UP/PULL DOWN MODEL 707-120B 86 D6-58322CONDITIONS: 1 CABIN AT 75°F(2 C). 120 PASSENGERS AND CREW. NO GALLEY LOAD. BRIGHT DAY SOLAR LOAD 5,100, BTU’HOUR (1,280 KG CAL.’HOUR). ELECTRICAL LOAD 8,000 BTU/HOUR (2,020 KG CALW/HOUR). 2 CABIN AT 80°F (26. |. ALL OTHER CONDITIONS SAMEAS IN 1. ‘CABIN AT 70°F (21°C). THREE CREW MENBERS ONLY. GALLEY LOAD 8,000 8TU'HOUR. BRIGHT DAY SOLAR LOAD 5,100 BTU/HOUR. ELECTRICAL LOAD 800 BTU’ HOUR. |, SAND 6 CABIN AT 75°F(2# C), NO CREW OR PASSENGERS, NO OTHER HEAT LOAD us 2m, ie Roun 20 '0 Cone; rE (MAX, yt Crow + n0+ ‘oot AT OUTSIDE TEMP, 1 2} WSPF (38.5°C) AT OUTSIDE TEMP. 4 rian + 5 20°F (-29°¢) 8 AIRFLOW — KILOGRAMS PER MINUTE AIRFLOW ~ POUNDS PER MINUTE 6 40°F (-0°0)7 ran, ma Ro PRESSURE ay NOTE: @ ALL DOORS AND HATCHES CLOSED 15 a 40 a oO 100 120 140 ci INLET TEMPERATURE - DEGREES FAHRENHEIT jp + +——+ 0 10 20 0 a 0 a 7 INLET TEMPERATURE - DEGREES CENTIGRADE AIR CONDITIONING REQUIREMENTS - PRE-CONDITIONED AIRPLANE MODEL 707-120B D6-58322 87INITIAL CABIN TEMPERATURE AT O°F (-17.8°C). NO GALLEY LOAD. NO ELECTRICAL LOAD. NO CREW OR PASSENGERS. TEMPERATURE AT GROUND CONNECTION IS 450°F (232.2°C), ©. 200 a HEATING 52 ay sf 2: 52 Pip srstens == ot 22 » vA as ce Sz 2 ge S87 23 ONE system —~_-—_| ag z ee 0 » 0 6 By 8 100 MINUTES. TO REACH 70°F CABIN TEMPERATURE (21°C) 0 20 s coouin ge ot 2s 208 RELATIVE HuMOITY a3 ag ™ Two svsTews— 26 at 83 #25 ye aaa L MD 2 30 5 700 MINUTES TO REACH 90°F CABIN TEMPERATURE (32.2°C) INITIAL CABIN TEMPERATURE AT 103° (39.4°C). OUTSIDE AIR TEMPERATURE AAT 103°F, SOLAR LOAD 5,500 BTU/HOUR (1,380 KG CAL/HOUR). NO GALLEY LOAD. NO GREW OR PASSENGERS. NO ELECTRICAL LOAD, TEMPERATURE AT GROUND CONNECTION IS 450°F (232.220), NOTES: © P= ABSOLUTE PRESSURE AT THE GROUND CONNECTION, ‘@ ALL DOORS AND HATCHES CLOSED AIR CONDITIONING REQUIREMENTS ~ PULL UP/PULL DOWN MODELS 707-320, -320B, -320C, -420 88 ‘D6-58322‘CONDITIONS: 1 CABIN AT 75°F (2 C), 130 PASSENGERS AND CREW. NO GALLEY LOAD. BRIGHT DAY SOLAR LOAD 5,000, BTU/HOUR (1,260 KG CAL./HOUR), ELECTRICAL LOAD 9,000 BTU/HOUR, (2,370 KG CAL./HOUR), 2 CABIN AT 80°F (26.7°C), ALL OTHER CONDITIONSSAME AS IN 1. 3 CABIN AT 70°F (21°C). THREE CREW MEMBERS ONLY. GALLEY LOAD 8,200 BTU/HOUR (2,060 KG CAL/HOUR). BRIGHT DAY SOLAR LOAD 5500 BTU/HOUR (1,27 MG CAL/HOUR. ELECTRICAL LOAD 8800 BTU/HOUR (2.20 KG -/HOUR), 4, 5 AND 6 CABIN AT 75°F (2°C) NO CREW OR PASSENGERS. NO OTHER HEAT LOAD. no- AIRFLOW — KILOGRAMS PER MINUTE 8 ‘AIRFLOW ~ POUNDS PER MINUTE AT OUTSIDE TEMP, 40°F (-1.8°0) 5-20°F (29°C) 6 40°F (-W2C) i NOTE: @ ALL DOORS AND HATCHES CLOSED a 0 0 a0 100 120 140 160 INLET TEMPERATURE ~ DEGREES FAHRENHEIT io 2 a 9 60 70 INLET TEMPERATURE - DEGREES CENTIGRADE AIR CONDITIONING REQUIREMENTS - PRECONDITIONED AIRPLANE MODELS 707-320, -320B, -320C, ~420 D6-5832290 GROUND TOWING REQUIREMENTS Ground towing requirements for various towing conditions are presented on pages 90 and 91, Draw bar pull and total traction wheel load may be determined consider- ing airplane weight, pavement slope and coefficient of friction and engine idle thrust. EXAMPLE: ‘An example is illustrated on page 90 for the model 707 - 320C with a maximum taxi weight of 336, 000 pounds and engines off (no engine thrust). Assuming the pavement to be wet concrete with zero slope, the required total traction wheel load would be 23, 600 pounds; the draw bar pull would be 13,400 pounds. Note, when backing against idle thrust, these numbers ‘would change to 29, 000 and 16,500 pounds respectively. D6-58322(27 oO") LHOIZM 3NVTaUIY 88 8 8 8 100 Asma Tia LsNivoy ‘NIMOY ‘UNUSUAL BREAKAWAY CONDITIONS NOT SHOWN ‘* ESTIMATED FOR RUBBER TIRED TOW VEHICLES COEFFICIENTS OF FRICTION HAPPROXIMATE ‘© STRAIGHT LINE TOW (87 000'T) Tind uve AYO GROUND TOWING REQUIREMENTS MODELS 707-1208, -320, -320B, -320C, ~420 D6-58322 PERCENT SLOPE TOTAL TRACTION WHEEL LOAD (1,000 LB)(siv49071H O00'T) LHOIaK ANY TgutY 6 sl ont sar sal 3d018 1N3O¥Id (Siv49071H 000'T) avO7 133HM NOLLOWYL WWLOL (swvu907Iy o00't) Ting wv MYEG ULVWIXOUddY 3UV 7 NOLLOIU 4O SLNAIDI44300 © SSTOIIA NOL O3ULL-Y38SNY YOS CZLYWLLSI © NHOHS LON SNOILIGNOD AVAYHVaE ‘TWNSANN © WOL 3NI7 LHOWWALS © GROUND TOWING REQUIREMENTS - METRIC MODELS 707-1208, -320, -320B, -320C, -420 D6-58322 92.6.0 JET ENGINE WAKE AND NOISE DATA -1 Jet Engine Exhaust Velocities and Temperatures 6.2 Airport and Community Noise D6-58322 93—_—_— Bantu ‘DaNviduly WOU BONVLSIC 6.1 JET ENGINE EXHAUST - VELOCITY CONTOURS - IDLE POWER Ly wou NV 7duIY QNIHaB TONVASIC TWIKY oe o 0 syaian —] tt —_—_4 6 ae 0 133 NOWWAITA = x anv aNnouD' 08 (Her 08) HAN 08 = INV Tul OLAS © Se we NIM 083Z © s ‘T3371 VAS © os AVO GUVONVLS © :SNOLLIGNOD @ S 41831 48 031183A LON VL¥a © S INIONG GEL @ A is SHON MODELS 707-120B, -320B, -320C D6-58332inc = DaNvieuly Wows 3ONVISIO (9698) 46051 s (086) 40002- Ze Ly w dd Sagat one nis WD 07 oO 0 suz.30 + e 1234 wouvasts -————_— 211 anno (9099) Jo0SI- NY Td aNNOwD ADV LHOIZH JET ENGINE EXHAUST - TEMPERATURE CONTOURS - IDLE POWER MODELS 707-120B, -320B, -320C ANVTdulY DILVIS © NIH OU3Z © (9.66) 46002 T3AT1 VIS @ 08 AVG GUVONYIS © :sNOILIGNOD © SRL AG Oa1dIN3A LON VLC © ANION dele © woud ‘s3L0N 95 D6-58322Janay os nro ANWGAON QVaHY LHOIVALS :SNOLLIGNOD 41S. AG 0314134 LON VL¥O @ 3NIONG CELT @ (He: ¥ 08) HAW 0S NV TdUIV ONIH3B SONVLSIO WIXY o 0 syaian S310N NoLWAITa ‘Danviauly woud 30NvAsIO JET ENGINE EXHAUST - VELOCITY CONTOURS - BREAKAWAY POWER MODELS 707-120B, -320B, -320C 3 ‘3NV1d GNNOWD 3A0aV LHOIZH D6-58322Nyid Jannauy (9.98) 4081 i / 3 z ° / Ue Le "ou INV TdUIY ONIH3G BONVLSIO IXY w « 0 svaian | 08 a 0 43a Nowa —— 214 own LNaN3AON G¥aHY LHOIWULS NY Td GNNOYD 3A0BW LHOIZH JET ENGINE EXHAUST - TEMPERATURE CONTOURS - BREAKAWAY POWER MODELS 707-120B, -320B, -320C V3A3T OL 3NVTdUIY OILVIS © (9099) 4081 0 ONIK ON3Z © TINT VIS © 08 AVOGHVGNVIS © :SNOLLIONOD © 41S3L AG O3141U3A LON VLWO © ‘NING CELE @ Nod sS3L0N 97 D6-58322Dania (HA 062) Hal OSE ‘Danvieuivnow 3ONvisio JET ENGINE EXHAUST - VELOCITY CONTOURS - MAXIMUM POWER MODELS 707-I20B, -320B, -320C (Hee 090) HAW OOT 3 4 1. 00h OL Wan 08) HAM 0 INV UIY ONIHIB BONVISIO TWEKY o ta w w 0 su3134 Sr aL Sa Sr a a asi wt 06 49 0 1333 NowvAa73 3Nv74 awnoua’ Q at (Han O91) HAN OT w@ ozs) Ha 002 (W221) 43 08 OL (HY OB HAM OS ee a ANVTgUIY oLLvs © caNMONaZ © TAAT1V3S © fon AVO GUVONVIS © SNOLLIGNOD © SAL AB QaISRNGA 10N Viva © ‘ANIONS GELS © 3100 ‘NVTd ONNOYD 3A0BY LHOIIH D6-58322 98Nvid Bact ‘Danviauly WOU ZONVLSIO JET ENGINE EXHAUST - TEMPERATURE CONTOURS - MAXIMUM POWER MODELS 707-120B, -320B, -320C (2099) 46081 (0086) 4.002 J / ee wou SNYTgUIY ONINB BONVASIO TWHKY oz oO 0 suau3N St 9 Of 0 1334 NOLLVAST ——$— rz annus’ 3NVT4 GNNOYD 3ADaY FONVISIO aNVIduIV OILWS ® NIK OUaZ © TAT VAS © 0 AVO GHVONVIS :SWOILIGNOD @ SAL Ag 0313134 LON VLVO © ANIONS Geir @ " dd SaL0N 99 D6-58322Banviauy w NV 1dUIY ONIH3E 3ONVLSIO IXY o 0 sy3iaN 8 0 0 4333 aNvid aNnoUD: INYTAUIY OLAS © SNOLLIGNOD © 41S3L Ad O3141N3A LON VLV0 © 3NION Ver @ 33 110 NOWLWAaTa ‘BD aNviduly Wows 3ONVISIO JET ENGINE EXHAUST - VELOCITY CONTOURS - IDLE POWER MODEL 707-320 s ANd aNNOWD 3ADBY JONYLSIO D6-58322 100‘Danviduy 1 (ey, es) de (Qod8) JoS@t / - 7 y, 09 Ly "oud INV TUIY ONIH3E JONVLSIO TWIKY w a 0 svaian >. a9 ar 0 1334 NouWAaTa 3074 anno INVIdUIV OILWIS © (9025) 4e821" NIM OUaZ © ‘VaA31 VS AYO GUVONVIS @ :sNOLLIONOD © ASL AG O31dIUIA LON VLVO @ ANION VoL @ Wa S3.10N ‘Janviduly Wows 3ONVISIO JET ENGINE EXHAUST - TEMPERATURE CONTOURS - IDLE POWER ‘INV1d GNNOYD 3AOSY FONVLSIO MODEL 707-320 101 D6-58322Nvid Jannauy 0 st OE 2 = be = (Harn 08) Han 0 ° 9 (A a INV TdUIY ONIHIS JONVLSIC TWIXY w a 0 933K 06 09 of 0 1334 NOLLVAST3 ———— 314 annoys (Ha-YO 08) HAW 05 AN3HAAON vaHY LHOIVELS T3N37 OL 3NVTAUIY OILVLS © (HW 091) HAW ODF NY Td aNNOYD 3AOaY LHOIIH JET ENGINE EXHAUST - VELOCITY CONTOURS - BREAKAWAY POWER MODEL 707-320 NIH 043Z 7T3AT1 VIS 0 Ava GYONYIS © :sNolLIaNOO Asai A Oa14IU3A LON VIVO ‘INIONA VL ® Wud S3.0N D6-58322 102Danny INV T4UIY ONIHIG SONVESIO TWIKY w o 0 sya.aN a 08 oe 0 1334 NOLLWAIT ————— 314 annows: LNaW3AOH OV3HY LHDIVULS (Qc28) 4062 TaNFT OL BNVTAUIY OILVIS. © AVOGUVONVIS © :SNOILIONOD © 1831 A@ G31JIU3A LON Vivo © NIONG Wht © Wee $30N Dany duly HONS JONVISIO JET ENGINE EXHAUST - TEMPERATURE CONTOURS - BREAKAWAY POWER NY Td aNNOYD 3AOBY LHOIZH MODEL 707-320 103 D6-58322nvid er ai (aw ove) HaWOST ‘Ha W O2E) Ha 002: (WHO 084) Ha O0E 14 00¢ OL (HerWY O81) HAN OOT 414.084 OL Hay 08) Ha 0 3NV4UIV ONIH8 3ONVISIO TWOKY ® w 0 © 9313H et 4334 nowyAaTa (10 0F2) Ha ot WO O26) Ha O02 tHe: (tas ) 4 008 ( Hd-W OgT ) Ha OOT NY TaulY DILYS © NIM 043Z © BEIEIREN Avo duVONYis S31 AG O31d1N3A LON Viva @ ‘SNIONA Wer SS210N CWCEL 14 gh OL ( Hd-HO 08) Ha 06: ‘BD anviduly mow 3oNvAsiO JET ENGINE EXHAUST - VELOCITY CONTOURS - MAXIMUM POWER MODEL 707-320 3NVTd ONNOYD 3A0AY LHOIZH ‘SNOLLIONOD © Wo ad D6-58322 104Samay NY TaUlY GNI JONVLSIO WIKY a o © su313N Sa a 8 3 0 133g anvig aNnoy9: ANY TaUlY DILWIS © ‘NIM 0U3Z © (9666) 40002 T3AT1 VAS © AVG GUVONVIS @ :SNOILIONOD @ 4S3L AG Q3IJIIA LON VLVO © NIONA VEL @ suL0N Nvid Sr g : © & 2 6 a 2 3 & 3 a & 5 = < & a a = a a 1 & & : ay a a gS z a & a 8 3 : a a So a NVTd ONNOYD 3AOAY JONVISIO 105 D6-58322Sanviguy ‘D anyrauly Nous 30NvASIO JET ENGINE EXHAUST - VELOCITY CONTOURS - IDLE POWER MODEL 707-420 (Wa 08 Han ve 08 LY Nou 3NV74UI ONIH38 30NVISIO TWIKY w 0 suaiaM +1 9 a 0 a333 NOUAITS ang annous 0 at aNviaul¥ ous © aaa nee 7 NIK O83Z 7331 35 0 AVOGHVONVIS & sswOuLIaNOD © 41831 A8 O3141U3A LON VLVO © 3NION3 21-094 © Noo S310 D6~58322 INYTd ONNOWD BAO LHSIBH 106Sanaa NY TdUlY GNIH3G 3ONVASIO TWIKY w or 0 s¥313N 1 . - ee NOLWAITS, 3NVTd ONNOUD NY Td ONNOYD 3A0GY LHOISH ANY TdulY OLLVLS © / o NIN 0432 © ‘T3NTT aS © / / OF AVOQUVONVIS @ :SNOILIONGO © vy; {SUL A8 03131434 LON VV © ee NINA ZI-09"y @ noo4d :SaL0N ‘BD anviduly Nous FONVLSIO JET ENGINE EXHAUST - TEMPERATURE CONTOURS - IDLE POWER MODEL 707-420 107 D6-58322Janviauy 3 = z 2 Ly nou INVTAUIY NIH3B ZONVASIO TWIXY We aw 0 0 suaL3H 06 6 ae 0 4333 NOLLWAITA z aNvT4 ovNOYD 0% ag ANAN3AON OV3HY LHOIVYLS ceca o TAT OL INVIAATY DILYS ® % 8 ‘ON UaZ © 2 Tang vas © oS AYO GQUVONWIS © —‘SNOILIONOD © g SBA A8 03141N3A LON VLVO @ 2 INIONA ZI-09 -y @ nad S310N D6-58322 JET ENGINE EXHAUST - VELOCITY CONTOURS - BREAKAWAY POWER MODEL 707-420 108Bb its Ly Z . : ad (Dod6) 40821 / is i 7 / on L/ 1 ou INV TdUlY ONIHIG JONWLSIO TWIXY Oo oO 0 sy3u3W 09 Oe 0 1334 NOLLWAI13 (968) 4082 4NaNaAOH OVaHY LHOIVULS T3371 OL NV TdUlY SILAS: & ONIN O43Z © Tang vas © AVOGUVONVIS @ SRL AB Oa1dIIA LON VLVO ANIONG ZI-“09"Y@ Woda S310N NY 1d ONNOYD IAOBY LHOITH JET ENGINE EXHAUST - TEMPERATURE CONTOURS - BREAKAWAY POWER MODEL 707-420 109 D6-58322tO By Nid 0 133g (Ha-W FZ) Ha OST (W 26) 14 008 OL (He O91) Ha oor: Ava OUVONVIS Asa A8 OB: INIDNG ZI- “09 9 NOLLWAIT ‘Danvigulv nous 3ONvASIC JET ENGINE EXHAUST - VELOCITY CONTOURS - MAXIMUM POWER MODEL 707-420 2 NV Td aNNOD 3A08Y LHOITH D6-58322 110airs aNvid aNnoyD: INYTaUlY ILLS * NIK ONRZ & TAT VIS © AYO QUVONYIS © :sNOLLIONOD ® SRL AB 03140434 LON VL¥O @ NON ZI-"09"Y@ (9.99) 4-081. (9086) 4.002: NY TaUl¥ GNIS ZONVISIO TWIXY © suaL3N S30N NOMLWAST a ‘Sanviauly Nous 3ONVLSIC JET ENGINE EXHAUST - TEMPERATURE CONTOURS - MAXIMUM POWER MODEL 707-420 ANVTd GNNOWD 3A0SY LHOI3H uw D6-5832212 6.2 AIRPORT AND COMMUNITY NOISE, Noise level footprint contours will be developed and displayed in the document at some future date. These contours will reflect the noise level impingement upon a theoretical ground level plane at the same elevation as the runway. Contours will be provided for both takeoff and landing operations. These footprint contours will permit investigations at individual airports of the noise associated with operation of the airplane as it relates to the airport proper and the adjoining community. This will assist in planning investigations related to clear zones, zoning for nonsensitive land utilization, or alternate compatible land development. As an interim measure for airport planning it is recommended that FAA DS-67- 14 "Techniques for Developing Noise Exposure Forecasts, " with the exception of Section 4 "Land Use Planning," be used as representative of noise contours for 2, 3 and 4 engine airplanes. It must be kept in mind that the data presented is for effective perceived noise level in units of EPNdB, and as such must be considered to have a tolerance of + 8 EPNdB. D6-583227.0 PAVEMENT DATA UA 12 138 TA 18 1.6 UT 18 19 General Information Landing Gear Footprint Maximum Pavement Loads Landing Gear Loading on Pavement Flexible Pavement Requirements — SEFL 165A Flexible Pavement Requirements — LCN Conversion Rigid Pavement Requirements — PCA Rigid Pavement Requirements — LCN Conversion Flexible and Rigid Pavement Requirements — FAA ‘D6-58322 11314 7.0 PAVEMENT DATA 7.1 General Information A brief description of the pavement charts following will be helpful in their use for airport planning. Each airplane configuration is depicted with a minimum range of four loads imposed on the main landing gear to aid in interpolation between the discrete values shown. All curves for any single chart represent data at a constant tire pressure that will produce a tire deflection of 32 percent at the maximum ramp weight shown. Page 116 presents basic data on the landing gear footprint configuration, maximum ramp loads, and tire sizes and pressures. ‘Maximum pavement loads for certain critical conditions at the tire-ground inter- faces are shown on page 117. Pavement requirements for commerical aircraft are customarily derived from the static analysis of loads imposed on the main landing gear struts. The chart on page 118 is provided to determine these loads throughout the stability limits of the aircraft at rest on the pavement, These main landing gear loads are used to enter the pavement design charts which follow, interpolating load values where necessary. ‘The flexible pavement design curves (page 122) are based upon format and pro - cedures set forth in SEFL Report No. 165A "Evaluation of C-5A (CX-HLS) Aircraft Ground Flotation Characteristics for Operation from Flexible Pave- ments" dated February 1965, prepared by Systems Engineering Group, Research and Technology Division, Air Force Systems Command, Wright- Patterson Air Force Base, Ohio. Rigid pavement design curves (page 130) have been prepared with the use of the Westergaard equation in general accordance withthe procedures outlined in the 1955 edition of "Design of Concrete Airport Pavement" published by the Portland Cement Association, Old Orchard Road, Skokie, Illinois 60076 but modified to the new format described in the 1968 Portland Cement Association publication operating instructions, "Computer Program for Concrete Airport Pavement Design" (Program PDILB) by Robert G. Packard. D6-58322The following procedure is used to develop rigid pavement design curves such as those shown on page 123. 1, Having established the scale for pavement thickness to the left and the scale for allowable working stress to the right, an arbitrary load line is drawn representing the main landing gear maximum weight to be shown. 2, All values of the subgrade modulus (k-values) are then plotted as shown on page 123. 3. Additional load lines for the incremental values of weight on the main landing gear are then established on the basis of the curve for k = 300, already established. AIL LCN Curves where shown have been plotted from data in the International Civil Aviation Organization (ICAO) Document 7920-AN/865/2, Aerodrome Man- ual, Part 2, "Aerodrome Physical Characteristics," 2nd Edition, 1965. On the same charts showing LCN versus equivalent single wheel load, there are load plots for the 707 family of airplanes showing equivalent single wheel load versus pavement thickness (h) for flexible pavements and versus £ (radius of relative stiffness) for rigid pavements. Procedures and curves provided in the ICAO Aerodrome Manual - Part 2, Chap- ter 4 are used to determine equivalent single wheel loads for use in making LCN conversion of rigid pavement requirements. Note: Pavement requirements are presented for loads, tires and tire pressures presently planned for certified commerical usage. All curves represent data at a constant specified tire pressure. D6-58322 115116 a N= + + . 1 ee eee E Er €=9 ao ao PERCENT WAN] WAIN MaxIMUM Nose | NOSE voce. |e veoh on] tO | AME | seme] see Tot ts br dw WEIGHT Jain GEAR) SIZE_| PRESSURE] Sze | PRESSURE sort | tet | zt | set | 2er 258,000 Le} see | (@) | gorst | @ | mops | aw. | w.]i0m.| in. fiz 707-1208 PAGE 17,100 kG} (128) {38x 13 6.34 KG/CM 46 x 16 1295 Ko/cH?) 1595M | o.seM | 0.86 a] 1.42 | 6.74 0 sset[ ier | 2et | ser [zet fi6ooo te} sec | (a | uses | @ | woesi | om, | son, fiosin| sin. J 1.21%, 707-320, -420 PAGE Hw3,000 KG} (118) | 39 x 138.10 KavcM?| 46 x 16 [268 KG/CN2) 17.98M | 0.56 m | 0.88 1.42 M | 6.74 M sort | ier | 2et | et [er jszg000 La} see | 2) | ses! | @ | wwopsi | ow. | 10m, fosin.) Bin. | 12IN, 707308 PAGE 143,500 KG] (120) | 59 x 13.10 Ka/cw’) a6 x 16 [12.68 KG/CM") 17.98 mM 0.56 m | 0.88 M | 1.42 | 6.74.0 srt | tet | 2et | art [zrr 36,000 La] SEE @ | uses: | @) | worst | om. from. fiosin.) aim. | 121. morc PAGE. s2,s00 KG} (221) | 39 x 13 8.10 KG/CM?) 46 x 16 h2.68 Ke/cw"| 17.98 m | 0.56 | 088 M | 142m /6.74.M 7.2 LANDING GEAR FOOTPRINT MODELS 707-120B, -320, -320B, -320C, -420 D6-58322LEGEND: Vy MAXIMUM VERTICAL NOSE GEAR GROUND LOAD AT MOST FORWARD C.6. Vy WAXINUM VERTICAL MAIN GEAR GROUND LOAD AT MOST AFT C.<. H= MAXIMUM HORIZONTAL GROUND LOAD FROM BRAKING NOTE: ALL LOADS CALCULATED USING | Yue AIRPLANE MAXIMUM GROSS WEIGHT : } ne won, | Heir | sarearuar | rere) eee” | “pou, | asc OECEL. AFT C.G. DECEL OF FRICTION 0.8) 707+1208 258,000 26,600 12,070 40,880 18,560 120,600 «84,750 40,100 18,200 96,500 43,810 col 316,000 | 34,100 15,480 | 49,280 22,370 | 145,500 66,060 | 49,100 22,290 | 106,250 52,780 707-308 328,000 34,400 15,620 50,100 2,750 151,000 68,550 51,000 23,150 | 120,750 54,820 707-320 336,000 34,600 15,700 51,770 23,500 157,000 71,280 52,150 23,630 | 125,500 56,930 7.3 MAXIMUM PAVEMENT LOADS MODELS 707-120B, -320, -320B, -320C, -420 D6-58322 uza5} 250) Fz) WEIGHT ON MAIN LANDING GEAR (1,000 POUNDS) oy NOTE: UNSHADED AREA REPRESENTS OPERATIONAL, LIMITS. CROSS-HATCHED AREA IS A ZONE WHERE TAKEOFF IS NOT PERMISSIBLE DUE TO POSSIBLE PITCH-UP AT RAPID RELEASE OF BRAKES WITH ALL ENGINES AT FULL THRUST. aE e _ MAXIMUM RAMP WEIGHT? 258,000 18 (117,100 KG) a 30 PERCENT OF WEIGHT ON MAIN GEAR 7.4 LANDING GEAR LOADING ON PAVEMENT MODEL 707-1 120B D6-58322 120: no 100 90 a0 (1,000 KILOGRAMS)325 300] 25) 250] WEIGHT ON MAIN LANDING GEAR (2,000 Pounos) 25) 5) LANDING GEAR LI MODELS 707-320, nor UNSHADED AREAS REPRESENT OPERATIONAL LIMITS 305 “+ 300 GT = Ko) 215 A 250 Gross WEIGHT (900 POUNDS) 205 5 150 8 90 100 PERCENT OF WEIGHT ON MAIN GEAR OADING ON PAVEMENT 420 D6-58322 156 140 130 120- no. 10 (1,000 KILOGRAMS) 19NOTE: UNSHADED AREAS REPRESENT OPTIONAL LIMITS 190 x25 las 140 seo] 300 10 75 an 10 a0 80 haa ross 1 LANDING WEIGHT GEAR a.n00 (G,000 pouos) POUNDS) 235 - of 225 1 0) mp. 15 ns 1 150 so 80 0 100 PERCENT OF WEIGHT ON MAIN GEAR LANDING GEAR LOADING ON PAVEMENT MODEL 707-320B 120 D6-58322NOTE: UNSHADED AREAS REPRESENT OPERATIONAL LIMITS 150 223 325 0 x 300 130 05) 25 10 250 i 2 weicaT wf ON MAIN GRoss g LANDING J weichT g GEAR (1000 Pouno) | = (4,000 PouNDS) & 25 205 le 20) 20 %0 5 ns ® n 150 50 a 0 100 PERCENT OF WEIGHT ON MAIN GEAR LANDING GEAR LOADING ON PAVEMENT MODEL 707-320C ‘D6-58322 121(S¥3L3WIIN3O) SSINWOIHL LNBNIAWE 378X373 su ost sat oot st se OOL_O6 08 OL 09 OS o (ugo) HLoNaus JovuDaNS C3 wos Wie Secrecy fooo"s Sa9vH3A09 40 YaGNN “9° LV ONY LHOIaM JAY NNMIXYH LY OVO ‘YV39 NIV 3TISSOd MNMIXYH nt'e9 Oos'6z 08°06 00st om (att a9vd 339) {B39 ONIONYT WIV NO LHOIIA (WO /9M 21) ISd OUL AV ANVLSNOD 3UNSSIUd ULL> SIMI “NIST X SF (SHON!) SS3NMOIHL ANANIAWd 3T@IXIT4 FLEXIBLE PAVEMENT REQUIREMENTS - U.8, CORPS OF ENGINEERS DESIGN METHOD (REF. SEFL 165 A) MODEL 707-120B 15 D6-58322 122(S¥aL4NLLN3O) SSANMOIHL LNINIAVE 378IXI14 su oer sa oor St os se; (499) HIONZULS JaVUDaIIS OOO 08 OL 09 OS oe (a 6 ee ‘Yy39 NIVA FTBISSOd Nw 00806 oo0'one ovs'stt cog‘os2 ose'vzr o0d'se2 os zot Hh oy 81 Aizt YH Sit s39¥d 339) ava9 ONION NIM NO LHOV3A) (2W0/8 (71) 18d OBL LV ANVASNOD BUNSSANA BULL - SAUL “NE ST X 9p 9 5 (G3HONI) SSANYOIHL LNBNZAYS J1@NKIT4 FLEXIBLE PAVEMENT REQUIREMENTS - U.S. CORPS OF ENGINEERS DESIGN METHOD (REF. SEFL 165A) MODELS 707-320, ~320B, -820C, -420 128 D6-58322124 7.6 | FLEXIBLE PAVEMENT REQUIREMENTS — LCN CONVERSION In order to determine the aircraft weight that can be accommodated on a particular flexible pavement, both the LCN of the pavement and the thickness ( h ) of the pavement must be known. In the example for the 707-320B shown on page 126, the flexible pavement thickness is shown at 23.6 inches with an LCN of 72. For these conditions the apparent maximum allowable weight permissible on the main landing gear is 250, 000 pounds. NOTE: Provided that the resultant aircraft LCN is not more than 10 percent above the published pavement LCN, the United Kingdom considers the bearing strength of the pavement to be sufficient for unlimited use by the aircraft. The figure of 10 percent has been chosen as representing the lowest degree of varia- tion in LCN that is significant. (Reference: ICAO Aerodrome Manual, Part 2, Aerodrome Physical Characteristics, Chapter 4, Paragraph 4.1.5.7v.) D6-58322(sivu90TWM ooo't) vO 1a3KN FTONIS LN TYAINOS aL St 02 Sz SE op OL (NOT) YRANIAN NOLLYOLSISS¥79 a¥OT OO 06 08 O_o 06 Hl SUBLIWLLN3O =98°2 X S3HONL (S3HON} (4) SSINNOIL ANBMBAVE 318X313 ® © ¢ iw tf fo he et ‘oot'89 — ono'Ost ms ma as oan 08" oon'ow ‘YVI9 NIV 3TGISSOd ANNEX 00s'60T 00U'THZ_ ow a pint ‘ T'y “Ud 'Z Lav “TWANWA 3WONGONaY (GIL_39¥d 335) OVO! NI NMOHS SOOHLIW A@ G3AINI0 YV3D ONIONYT ‘4Y SOVOT T33HA FTONIS LNFTVAINDS *3L0N WIV NO LHOIZK (QHO/0W 21) ie OCT LV ANVLSNOD UNSSARA BLL SBVLL “NI BT X OF on SQWNOd o00't) G¥OT 733K FTONIS LNTVAINOS LCN CONVERSION 1.6 FLEXIBLE PAVEMENT REQUIREMENTS MODEL 707-120B 125 D6-58322(sttv¥9071N 000't) GVO 733M 3TONIS LNIWAINOS (NOT) WaRNNN NOLLWOLSISS¥7 G¥OT oat 1 06 08 gy o€ SI 02 St oe 08°05 SE oF oos'ett sf oos'vzt a on" eet OW 00" o0e oon‘ ose, on0'sez 00"z0e a (wt 39d 339) ¥y39 ONION NWN NO LHI ‘4aL3WILN3O = 167 X SBHONE {S3HONI)(y) SSBNNOIML INANBAV FVGIXTTS 5 oF oe ow “9'9 Lav ONY LNOL3M JIVE WAADXVA LV OVO" -YV39 NIV FTSISSOd WONIXYN CTY Wd ‘2 Lava “IWnNWW aHONOoNIY OVOI NI NNOHS SOOHLIM Ad 3A1N30 ay SOVOT 123M FTONIS INSTVAINOA 73.L0N (qHO/OW L°21)ISe OBE LV ANVASNOD JUNSSIUd IVIL» S3IL“NI SL X SF o, (sqNOd 0o0'T) G¥OT 733HK FTOMIS ANITWAINDS FLEXIBLE PAVEMENT REQUIREMENTS - LCN CONVERSION MODEL 707-320B D6-58322 1267 KG/CM) {(svtv907HN o00'T) YO 733K S7ONIS LNITYAINO ASSIFICATION NUMBER (LCN)128 7 RIGID PAVEMENT REQUIREMENTS — PORTLAND CEMENT ASSOCIA- TION DESIGN METHOD Rigid pavement requirements, herein presented, are based upon two Portland Cement Association practices: 1 The former, standard manual method of counting unit moment blocks on the Pickett and Ray influence charts (Reference: Portland Cement Association publication ""The Design of Concrete Airport Pavement" dated 1955) ‘The new computerized version of the above as described in document XP-6705 "Computer Program for Airport Pavement Design” by Robert G. Packard, Portland Cement Association, 1967 Higher stresses for equivalent pavement thicknesses are obtained by the computerized method. These occur because of the following: 1 Increased Radius of Influence The effect of influence from adjacent wheels by the manual method was lim ited to approximately 2 times { (the radius of relative stiffness). The computer utilizes the Westergaard equation directly and includes influence from all wheels within a radius of 3 times £ . Maximizing Process It has been common practice when using the manual count method to align the landing gear footprint on the major axis of the influence chart with one wheel centered over the origin. While this practice does not necessarily produce the maximum possible moment, the values obtained have been considered practical since the procedure eliminates arduous repetitive manual summations of moment blocks. The computer determines the actual maximum stress values by a combina- tion of shifting the footprint in relationship to the origin and by angular rotation of the footprint. Difference in Footprint Shape An elliptical contact area is used in the computerized version to represent D6-58322a single-wheel footprint instead of a rectangle with rounded ends. The variance in moment attributed to this change is minor. Actual pavement stress for any given model of airplane has not increased. The state of the art in calculation of pavement stress has advanced to permit pre- diction of stress values to a higher degree of certainty. This permits a propor- tionate decrease in design stress safety factor. Dé-58322 129cu. 46 X 16 TIRES ~ TIRE PRESSURE CONSTANT AT 170 PSI(12.7 KG/CM?) Psi Karcm? 50 WAXIVUW POSSIBLE WAIN GEAR LOAD a AT MAXIMUM RAMP WEIGHT AND AFT C.G, 0 50 of * 0 PAVEMENT: ALLOWABLE Turcxness pa My 600 40 13. ay ” Es) n 30 10- 00 9 0 & 20 0 k= 500- k= 300 ay av a7 a at NEW COMPUTER CALCULATION (k) mmm FORMER MANUAL CALCULATION (K) NOTE: THE VALUES OBTAINED BY USING THE REFERENCES: “DESIGN OF CONCRETE AIRPORT MAXIMUM LOAD REFERENCE LINE AND PAVEMENT” AND “COMPUTER ANY VALUE OF k ARE EXACT, FOR PROGRAM FOR AIRPORT PAVEMENT LOADS LESS THAN MAXIMUM, THE CURVES DESIGN” (PROGRAM PDILB) ARE EXACT FOR k= 300 BUT DEVIATE PORTLAND CEMENT ASSN. SLIGHTLY FOR OTHER VALUES OF k. NOTICE: DUE TO CHANGES PER NEW COMPUTER METHOD, VALUES OF STRESS ‘ARE HIGHER THAN OBTAINED BY STANDARD MANUAL METHOD. (SEE PAGE 128) RIGID PAVEMENT REQUIREMENTS PORTLAND CEMENT ASSOCIATION DESIGN METHOD MODEL 707-120B 130 ‘D6-58322cwUIN. 46 X 16 IN, TIRES + TIRE PRESSURE CONSTANT AT 180 PSI (12.7 KG/CM?) Psi KG/em? a WEIGHT ON 00 5 HTM SAP WAIN LANOING GEAR of a . poramc 34 13H ry po7-308 aT 00 707-320, 420 29132 ALTO (25 1 300 SERIES™] 25014 moma 0 6 700 a = 100 ALLOWABLE PAVEMENT WORKING THICKNESS mas a 4 00 4 ay ” 00 30 0 00 ae 0 = — ~~ — NEW COMPUTER CALCULATION (K) FORMER MANUAL CALCULATION (k) NOTES; THE VALUES OBTAINED BY USING THE REFERENCES: “DESIGN OF CONCRETE MAXIMUM LOAD REFERENCE LINE AND AIRPORT PAVEMENT” AND ANY VALUE OF k ARE EXACT. FOR “COMPUTER PROGRAM FOR [LOADS LESS THAN MAXIMUM, THE CURVES AIRPORT PAVEMENT DESIGN" ARE EXACT FOR k= 300 BUT DEVIATE (PROGRAM PDILB} SLIGHTLY FOR OTHER VALUES OF k. PORTLAND CEMENT ASSN NOTICE: DUE TO CHANGES PER NEW COMPUTER METHOD, VALUES OF STRESS ARE HIGHER ‘THAN OBTAINED BY FORMER STANDARD MANUAL METHOD. (SEE PAGE 125) RIGID PAVEMENT REQUIREMENTS - PORTLAND CEMEMT ASSOCIATION DESIGN METHOD MODELS 707-320, -320B, -320C, -420 D6-58322 131RADIUS OF RELATIVE STIFFNESS (2) VALUES OF IN INCHES FOR E=4,000,000 P.S.1, AND =0.15, Rapws OF ReLarive sriFeness = e2 4/ FO 2 yng tf 8 Taw 7 wi, kes) fev 0 800 ae) war 6 1839 6s 9 21) le 2474 2030 1 Bil a ss ls 2198 23 na 1B 78 Bib @ 6 8a 25 2831 2431 as 84 43) 3035 2548 saz 58 518 as 95 8tT we us 2s SLD waa MD 274 ns Saar 028 355 Bal 1 gaa awn wl Bar is se a inal re gS 452 uss bs buat 4550 37 i by 21 Hs Bs sko0 4853 52 6507 838 899 us 6733 5131 337 Br 52853 3835 5 7039 534 ise Rn 5524 one Bs da 63 41.86 wee 57a 278 mss 5.8 en RA 035 56 Bn e288 651 0 55 a : alls a 013 2 sl 7. 5181 B58 7252 5367 a SH 148 Sl RADIUS OF RELATIVE STIFFNESS (REFERENCE: PORTLAND CEMENT ASSOCIATION) D6-58322 1927.8 RIGID PAVEMENT REQUIREMENTS — LCN CONVERSION In order to determine the aircraft weight that can be accommodated on a particular rigid pavement, both the LCN of the pavement and the radius of relative stiffness (£ ) of the pavement must be known, In the example for the 707-320B shown on page 132, the rigid pavement radius of relative stiffness (£) is shown at 30 with an LCN of 58. For these conditions, the apparent maximum allowable weight permissible on the main landing gear is 250, 000 pounds. NOTE: Provided that the resultant aircraft LCN is not more than 10 percent above the published pavement LCN, the United Kingdom considers the bearing strength of the pavement to be sufficient for unlimited use by the aircraft. The figure of 10 percent has been chosen as representing the lowest degree of varia~ tion in LCN that is significant. (Reference: ICAO Aerodrome Manual, Part 2, Aerodrome Physical Characteristics, Chapter 4, Paragraph 4.1.5. 7v.) D6-58322 133(swtvu907m op0't) a¥o7 T33HM 37ONIS LNST¥AINDA (W971) U3AMNN NOLLVOLSISSHTO VOT (B) ssaNddiis 3ALLY Ta 4O smavE Ol B OL Oo OG OF Ko om Ow 7 st 0m'89 000" ost ons'6e ooo'set "9'0 Lav ONY LNDIaM avy NOX ‘Ly G¥O1 ¥¥39 NIV ‘F18ISSOd WONKA eos o00'o02| Be costa ooc'te oy aT (31 39vd 338) | ‘uva9 ONIONYT NIV NO LHOI3A eh Uva ‘2 Ld “TnNVM aNoNOUaY VOI NI NHOHS SOOHLIM Ad G3AN30 BUY SVOT 1a3HA FTONIS LNFTVAINOS :310N (JNO/OW 21) Sd Out LY LNVLSNOD BUNSSHRd BULL ~S3ULL “MBE X 9 (SaNNod oo0't) VOT 1a3HH FTONIS LNFT¥AINDA RIGID PAVEMENT REQUIREMENTS - LCN CONVERSION MODEL 707-120B D6-58322 134(gnyYgOTHM GOO'T) GvOT THAHM FTONIS LNITYAINDA sz oe se (97) ¥3@NINN NOLLVOIISSW79 VOT (3) ss3NJAILS INLLVT3Y JO sMOwe o_o tea a U8 OS oe we + = —e » = T 2 \\| | | 2 TTT TT 4 oe'e6 00'002 z g lc & 4 ta wen ove | Ea Largan abe ainath | q yea CAL anoran anv ninnncn |S eee ivavor ava win | FTAss04 WONWN | = | a a 3 or'cet o0o'zor S Ca 4 2 Uh LLL waves || | 'YV39 ONIONYT NIVIE NO LHOIA ~ ery Uva °2 Lava “Tone 3nO4gouay vol NI NMOHS SGOHLIN AQ 03AR30 UY SOVOT T23HM STONIS LNITVAINDS *310N Y/9M L'2L)ISd OB LV ANVLSNOD BUNSSAYS FULL ~ SBWLL “NI ST X 9 RIGID PAVEMENT REQUIREMENTS - LCN CONVERSION MODEL 707-320B 135 D6-58322(SONNOd 0001) aYOT T33HA FTONIS LNATYAIND. ot (OT) NZONNN NOLLVOLISST a¥OT Oot06o8 Oc 09 OS OF ()ss3NJJULS ALVIN 40 stave 109 6 oe. oe i i 7 LY : 008'06 000002 J os‘ert oon sz ee a ae 7 7 }-— LV O¥O7 4v39 NIWA coset con'sz2 “[~, 7181SS0d WAIVE a i 202: 9°0 LAW ONY ee oe LHOIGM dNWY NNIXY ——} s— L¥ QVO14v39 NIV 00S'ZhI 000'R TE] TVGISSOd WAWIXWH. cate EE ‘(IZ1 ONY BUI $39¥d 335) Y¥39 ONIONY WIV NO LHOI3H ep Uva ‘2 LuVd “TANYA aROUGONAY (VOI NI NNOHS SOOHLN AB G3AIN3 uy SOVOT 1a3HN STONIS IN TWAINDS 310 (NOAM E21) IS4 OBL LY LNVLSNO 3UNSSTAG BULL - S3LL “NI ST X Sb sz oe lo 9 oe (svtv¥9071H oo0'1) VOT 1a3HK FTONIS LNaT¥AINDA RIGID PAVEMENT REQUIREMENTS - LCN CONVERSION D6-58322 MODELS 707-320, -320C, -420 1367.9 FAA METHOD The charts on pages 138 and 139 are developed directly from pages in FAA Advisory Circular AC 150/5320-6A, dated May 9, 1967. Pavement thicknesses are shown for gross aircraft weight, irrespective of landing gear configuration and tire pressure. The following general assump- tions were made by the FAA in preparing the charts: 1, Ninety five percent of the gross aircraft weight is assumed to be supported by the main gear. 2, Dual-tandem wheel spacings are not given specifically, but certain design compromises are made as described in the Advisory Circular Appendix 1 in order to develop the curves shown. The subgrade ratings for pavements are shown as standard FAA designations. ‘These ratings and their derivation are fully described in the Advisory Circular mentioned above. D6-58322 137707-3200 MAXIMUM RAMP WEIGHT 336,000 LB 707-3008 MAXIMUM RAMP WEIGHT 328,000 LB 707-320/420 MAXIMUM RAWP WEIGHT 316,000 LB 707-1208 MAXIMUM RAMP WEIGHT 258,000 LB 0 5 n 303555055 wo 85 380 3a 230 240] 200 us 180. 0 is AIRPLANE WEIGHT (1,000 POUNDS) a | EE Ps y SN > = ie 5 2 e ~. AS § g N & &, s- 3 of VW = & = § oH ~ t & ROSS A'3PLANE WEIGHT (1,000 KILOGRAMS)400) 380 m0 23 nn] 183] 707-320 MAXIMUM RAMP WEIGHT 336,000 LB 707~3208 MAXIMUM RAMP WEIGHT 328,000 LB. 707-320/420 MAXIMUM RAMP WEIGHT 316,000 LB }—— 707-1208 MAXIMUM RAMP WEIGHT 288,000 LB 110] GROSS AIRPLANE WEIGHT (2,000 POUNDS) 6 7 8 3 LJ 1r PAVEMENT THICKNESS (INCHES) NOTE: Ra, Ro, Re, Rd, AND Re FAA PAVENENT SUBGRADE RATINGS 0 Ra SUBBASE THICKNESS (INCHES) 6 6 7 e 3 0 nn 1% 3 PAVEMENT THICKNESS (INCHES) 75 (CENTIMETERS) NOTE: CHART ADAPTED FROM PAGE 31(AND 32), PAR. 17 CHAP. 3 OF FAA ADVISORY CIRCULAR AC 150/5320464, DATED 9 MAY 1967. VAVEMENT REQUIREMENTS - FAA METHOD MOLEL 707-120B, -320, -320B, -320C, -420 D6-58322 125 15 50 % GROSS AIRPLANE WEIGHT (1,000 KILOGRAMS) SUBBASE THICKNESS (CENTIMETERS) 139

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