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AIRCRAFT NOISE DEFINITIONIndividual Aircraft Technical Data

Model 707iI *

2,, B.G. Williams and R. Yates"� Boeing Commercial Airplane Company

P.O. Box 3707Seattle, Washington 98124

,,.0

DECEMBER 1973 ,.,,.--

FINAL REPORT

Availability is unlimited. Document my be released to theNational Technical Inftrmftlan Service, Springfield,

Virginia 22151, for sole to the public.

Prepared for

U.S. DEPARTMENT OF TRANSPORTATIONFDER• L AVIATUiN ADMNSTRATION

X Office of Enviromentl Qualty

WuMqdNt, &C. 2051

i4

NOTICEThis document is dim inated under the sponsoristipof the Department of Tranportation in the interest ofinformation exchange. The United States Governmentassumes no liability for Its contents or we threof.

ij

TECWM-tAt ~f-1 ý 4 AM4 XTITLE .PAGE

- . U - . n~ew~n~pvt A. ,-0so No 3 Re,-p...l % Catalog No

S3 -7-j 2 _ _ _

AIR(RAFT NOISE VIFINITION. ( ) I D ec 73ltndi•,idual Air-raft I -chnc-al a)ta Mlodel '4Wf7.

7 AthOryi a Perform - .0n Relot No.

HB. G. Williams and R. Yates • 64214i-7

Boeing Commercial Airplane Company "

1P.O. Box 3707 11 G_ ,Seattle, Washington 98124

Federal Aviation Adrilnlitraton8S00 Independcnce hvenue Sl_Washingtonl. D.C. 20591. ) ]d•••• ... 14 Sponsorin Agency Code

15 SupplementarV Notes

41-1.,,, W+u"uwt-W4%•

"Technical data are presented for graphically determining takeoff, cutback, andapproach performance and noise under the flightpath for various Boeing Model 707aircraft currently in operation. Data are included for all certified flap positions andcoyr operations from airports from sea level to (000 ft altitude at temperatures from30i to 100 F with winds from -10 to +30 kn over the entire operational weight range.Noise data are shown for units of EPNdB and dB(A) from takeoff to low approachthrust and for aircraft altitudes between 200 and 12,000 ft.

17 Key Words 18. Distribution Statement

Aircraft noiseBoeing aircraft Unclassified- uulirniredTakeoff performanceApproach performance

; 19. Security C|lal. 4of this report) 20. Security Clessi|, fof this page) 21 No. of PagesI 22. Pripe

.:Unclassified Unclassified 78

Form DOT F 1700.7 (8-69)

SFZ

TH.E COMPANY

COMMERCIAL AIRPLANE DIVISION

D6 -4214:- "7071 TL-AIRCPFaT NOI.SE DEFINITIfN INDIVIDUAL AIRCRAFT

T):C~t•CALDATA - ?ID!'i, 707

ALL. q:'STf~U1 IO "T .0'. *u4~ I'Mus.F 4 .H .DCuS4N f:~ 5

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PROPRIETARY NOTES

S The inlormotion contained herein is not proprietary.

n• The information contained herein is proprietary to the Boeing Compony.Reproduction, disclosure, or use of the information is prohibited exceptwhen expressly authorized by the Compatibility/Distribution organiza-

tion as specified below

8 2 8 0 /26 /$73,"P"E.WAK GROMWN NO. IDT

Aerodynamics R. FjDn.RChti1/ B. G. Williams

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LIST OF AC7,1. YE PAGES, _

-AVOED PAGES -- A~AE

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TABLE OF CONUThNTS

Section Title Page

1.0 Introduct ion 1.1

2.0 Summary 2.1

3.0 Data Background 3.1

3.1 Performance Data Background

3.2 Acoustic Data Background

4.0 Reference Listings 4.1

4.1 List of Figures

4.2 References

5.0 Chart Reading Procedure 5.1

5.1 Takeoff Noise

5.2 Cutback Noise

5.3 Approach Noise

6.0 Pertlrmance Charts Conmon to All Aircraft 6.1

7.0 Performance and Noise Charts fjr 707 Type 7.1Models

7.1 707-120B Aircraft with JT3D-3 Engines

7.2 720B Aircraft with JT3D-1 Engines

7.3 707-300B Advanced/C Aircraft withJT3D-3B(IC) Engines

.* a

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1.0 I:NTRODUCTION

Tis document was written in compliance with Attachment 1,

Item 4b of Contract No. DOT-FA73 WA-M254 for the FAA.

This document contains performance and noise data in the form

of graphs for Boeing Model 707 type aircraft.

The data in this document has also been tabulatet and included

in the "Boeing Airplane Noise/Performance Computer Program".

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2.0 SUMMARY

The purpose of this document is to provide the necessary information

to graphically determine the takeoff, cutback, and approach

performance and noise under the flight path for varicus Boeing

model 707 type aircraft currently in operation. Data is included

- for the 707-120B, 720B and 707-3005 Adv./C type aircraft equipped

respectively with JTi3D-3, JT3D-1, and JT3D-3B engines. The

JT3D-38 engines are fitted with the improved cowl (IC).

The performance data shown are for operation from airports

* with elevations of sea level to 6000 ft., with airport

temperatures from 30*F to 1000F and with reported headwinds of

-10 kt to 30 kt. Climbout speeds are constant V2 +10 kt,

except data areincluded for the 707-300B Adv./C for constant

V2 +20 kt and +30 kt climbout speeds. Corrections to cutback

4 •thrust required charts for these increased cliabout speeds are

4 also included. Approach thrust required charts are shown for

Sconstant speeds of l.3V , 1.3V S+10 kt, 1.3V +20 kt, ard 1.3V +30 kt.

Takeoff data is presented for all the certified takeoff flap

positions (300 for the 707-1208, 200 and 300 for the 72GB and

14' for the 707-300B Adv./C). Approach data are presented for

the certified approach and landing positions of 30' gear up

and 300, 400, and 50 gear down for the 707-1209, 30' gear up

aand 300 and 50' gear down for the 720B and 25° gear up and 250,

i 400, and 500 gear down for the 707-300B Adv./C.

REV SY ass~ sic. D6-42141-1REVPAGEZ *2 1Y

The noise data are shown for units of effective perceived noise

(EPNdB) and peak overall A weighted sound level (dBA). The range

of data is from takeoff thrust to low approach thrust levels for

aircraft heights from 200 ft. to 12,000 ft. Linear interpolation

and extrapolation of this data is permitted between the limits

of 2500 lb. !5 Fn/S :S 16,000 lb.

Corrections are also included for airport altitudes of sea level

to 6000 ft. and airport temperatures from 30?F to 100'F. Velocity

corrections to EPNL are included for aircraft true airspeeds

between 100 and 250 KTAS.

A brief description of the aircraft performance and noise data

basis is included in Section 3.

The chart reading :,rocedure and worked examples are shown in

Section 5.'J.

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3.0 DATA BACKGROUND

3.1 Performance Data Background

-. The model 707 type performance data included in this

document are derived from certified aerodynamic and

- propulsion parameters determined during FAA certification

flight tests.

The airplane takeoff and climbout performance are

representative of the 707-120B, 720B and 707-300B Adv./C,

each equipped with (4) Pratt and Whitney engines as

shown 6elow.

S.L.S. Uninstalled Flat RatedModel Engine Thrust - Lb. T.O.

707-120B JT3D-3 18,000 590F7203 JT3D-i 17,000 59OF707-300B Adv. JT3D-3B(IC) 18,000 846F

Installed takeoff thrust was for average engines with 2

turbocompressors operating and anti-ice bleeds off.

The "Intermediate Stage Boeing Proprietary Computer

• Program" operates on the certified parameters for each

of the above aircraft/engine combinations to produce

takeoff distance and climbout profiles including infor-

mation on aircraft height, distance, speed, and thrust

available. Thrust required for cutback operations at

each point for each combination of airport and atmospheric

£ variables is also defined.

f. sREVSYM

I. 1

Data in this document comply with F.A.R. Part 25

regulations when used in conjunction with the respective

model/engine flight manuals (Ref. 1, 2, 3). The 707-120B

and 720B data are for attitude warning system (AWS) off.

Distance to 35 ft. data for all three aircraft are shown

as constant for BRGW at and below the weight that

corresponds to the minimum rotation speed (1.05 minimum

control speed) for the reference conditions of sea

level, 770F.

The charts should not be entered for any airport conditionswith maximum brake release gr-oss weights nor landing

weights exceeding the following:

Maximum Maximum LandingModel Engine BRGW--Lb. Weights - Lb.

707-120B3 JT3D--3 258,000 190,000720B J23D-I 234,000 175,000707-300D Adv./C JT3D-3B(IC) 333,600 247,000

The minimum realistic weights to consider for these

707-type aircraft are approximately:

Minimum Minimum LandingrModel Engine BRGW -Lb. Weights -Lb.

707-120B JT3D-3 160,000 140,000720B JT3D-l 160,000 140,000707-300B Adv./C JT3D-3B 190,000 160,000

In addition performance gross weight limits shown in

Refs. 1, 2 and 3 must he considered when using information

in this docurmnt.X

0

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The climbout profiles between 35 ft. and 400 ft. are

illustrated by connecting these points with a straight

line. Actual flight profiles between these two points,

particularly for the increased climbout speeds of

V +20 kt and V2 +30 kt would probably deviate from this,22

but. the and -oints are correct.

The V2 ÷10 kt speeds shown on the all engine climbout

speed charts are approximations of actual climbout speeds.

For determination of actual V2 speeds the airplane

Flight Manuals (Ref. 1, 2, and 3) shoul, be used.

3.2 Acoustic Data Background

The acoustic data contained in this document were

derived from flight test measurements discussed below.

3.2.1 Model 707/720 Series Airplanes With Baseline Nqacelles

On May 31, 1973, a 707-3208 airplane equipped with

(, r. JT3D-3B engines and production baseline nacelles,

performed a series of flight tests over an array of

microphones located at Madera County, California.-

The tests were witnessed by FAA observers and complied

with the requirements specified in Reference 4. The

genoralized noise data shown in pages 7.1.12 aud 7.1.13

were derived from these tests.

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3.2.2 Model 707/720 Series Airplanes with Quiet Nacelles

A series of acoustic tests wore performed with a 707-3200

airplane equipped with JT3D-3B engines and quiet nacelles

on April 30, 1973. The tests were performed at Madera

County, California, were witnessed by FAA observers and

conducted in compliance with the requirements specified

in Reference 4. The generalized noise data derived from

these tests are shown in pages 7.1.14 and 7.1.15.

3.2.3 :4oise Data Corrections

N4oise data presented in the generalized noise curves are

shown for conditions of sea level, 77*F, 70% relative

humidity and 160 KTAS. To evaluate noise levels at

othur conditions, corrections have been developed using

theoretical methods to account for the effects of:

1) atmospheric conditions on source noise generation

2) airplane velocity on duration correction, and

3) the effect of temperature on atmospheric absor'btion

characteristics.

Corrections for atmospheric conditions are shown in

page 6.9 and are applicable to both EPNL and dBA noise

units. Corrections required to account for airplane

velocity are shown in page 6.10 and are applicable only

to noise levels expressed in EPAdn units.

j The corrections developed to account for the effect of

temperature on atmospheric absorbtion characteristics are

complex and of doubtful accuracy duc to lack of available

REV SYM sssrnKFV no. D6-42141-1A.34

technology. In order to fulfill contractual obligations,I 3corrections required to adjust noise data at 77'F to

59OF have been estimated and are presented in page 3.6.

A more complete sot of temperature corrections covering the

range 30OF to 100l F are contained in the "Boeing Airplane

Noise/Porformance Computer Program.

i6

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TABLE 3,1

TEMPERATURE CORRECTIONS(77" F to 59* F) *

MODEL 707 BA.SELINE NACELLE JT3D-1/-3/-3B

CORRECTION

ALTITUDI'FEET F44-THRUST-.. dBA EP4dB

400 3630 0.2 0.1

400 5880 0.4 - 0.1

400 11990 0.1 0

400 15250 0 0.4

2000 3630 0.3 0.7

2000 5880 0.8 0.7

2000 11990 0.6 0.6

2000 15250 0.6 0.5

6000 3630 2.1 2.0

6000 5880 1.4 1.5

6000 11990 1.1 1.0

6000 15250 1.0 1.0

MODEL 707 QUIET NACELLE JT3D-1/-3/-3B

CORRECT IO;

ALTITUDE-FEET Fj 1-THRUST- Z. dBA EPNdB

400 3490 -0.2 - 0.1400 6130 0 - 0.1

400 11830 0.1 0

400 13930 0.1 0.1

2000 3490 0.5 0.6

2000 6130 0.5 0.6

2000 11830 0.5 0.7

2000 13930 0.4 0.5

6000 3490 1.0 0.7

6000 6130 0.9 2.1

6000 11830 0.9 2.36000 13930 0.7 2.2

"*These corrections are non-linear functions of temperature and

I therefore cannot be used to determine corrections at other

temperaturas.

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4.0 .U£FERENCE LISTINGS

4.1 List of Figures

Section Title Page

6.0 Performanco Charts Common to All Aircraft 6.1

Conversion-Equivalent to True Airspeed 6.2

Conversion-Not Thrust to Corrected Net Thrust 6.3

Conversion-Rate of Climb to Gradient 6.4

Cutback Height 6.5

Approach Height 6.6

Wind Effect-Cutback 6.7

Wind Effect-Approach 6.8

Atmospheric Effects Correction on Noise 6.9Velocity Correction on Noise 6.10

7.0 Performance Charts for Model 707 Type Aircraft 7.17 .X.x

707-1203 720B 707-300B Adv/(All Engine Climbout Speeds •1.1 T.Cutback Thr-ust Required 1.2 2.3 3.2

Approach Speeds 1.3 2.5 3.3

Approach Thrust Required 1.4 2.6 3.4

All Engine Distance to 35 Ft. 1.8 2.10 3.8

All Engine Climbout Profiles 1.9 2.12 3.9

Generalized Takeoff Thrust 1.10 2.14 3.12

Conversion-Corrected NetThrust to EPR 1.11 2.15 3.13

Generalized Noise Data,EPNdB, Baseline 1.12 1.12 1.12

Generalized Noise Data,CC dBA, Baseline 1.13 1.13 1.13

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Generalized Noise Data,EPNdB, Quiet Nacelle 1.14 1.14 1.14

Generalized Noise Data, dbA,Quiet Nacelle 1.15 1.15 1.15

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4.2 References

1. D6-1586, FAA Approved Airplane Flight Manual, 4* Boeing Model 707-O00B Series (P&W JT3D-3 Engines),

The Boeing Company, Ranton, Washington,March 23, 1962.

2. D6-1578, FAA Approved Airplane Flight Man'ial,Boeing Model 720B Series, The Boeing Company,Renton, Washington, March 3, 1961.

3. D6-1587, FAA Approved Airplane Flight Manual, BoeingModel 707-300C Series, The Boeing Company, Renton,Washington, September 20, 1963, revisedFebruary 21, 1968.

4. Federal Aviation Regulations; Part 36 - Noise

Standards; Aircraft Type Certification.

I.:

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5.0 CHART READING PROCEDURE

The following section illustrates the proper use of the charts

of Sections 6 and 7 to Find the noise level contribution at a

particular noise sensitive point under the approach or departure

path of tie aircraft,

The height of the aircraft following takeoff and climbout at any 4

distance from brake release is found from the combination of

distance to 35 ft. and climbout charts in Section 7. However,

the BRG1W used to enter these charts should be determined to be

below the gross weight limits shown in Section 3.1 and also below

the performance limits shown in the Plight Manuals (Ref. 1, 2,

and 3) for those airport conditions.

Climbout speed is determined from the chart in Section 7.0 and,

with tne height determined above, is converted to true airspeed

using the first chart in Section 6. Net takeoff thirust can

be determined using the chart in Section 7 and corrected using

page 6.3.

The aircraft height, corrected net thrust and true airspeed

calculated above constitute the aerodynamic performance necessary

to determine the noise. The appropriate generalized noise chart

in Section 7 is entered with these parameters to determine the

noise at reference conditions. This noise level is then correctedZi

to the actual conditions using the charts in Section 6.

* -:

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If a thrust cutback procedure was initiated for noise

abatement purposes the height is adjusted using page

6.5. The cutback should be initiated .3 nautical miles

(1823 feet) prior to the start of the noise sensitive

region to allow for engine spindown. Thrust may be reduced

based on flying a constant gradient, rate cf i½-.b0 er PRD

For constant gradient the thrust may be determined using

the appropriate chart in Section 7. If a constant rate of

climb cutback is selected, it is converted to gradient using

page 6.5. If a constant EPR cutback is selected, its

corresponding corrected net thrust is first determined

Susing tCe chart in Section 7 and then converted to gradient,

• using the cutback thrust charts in Section 7.

Noise at any point under the approach path is found by

first determining the height from page 6.6. The speed

for the given flap and gross weight and the thrust

required is obtained from Section 7. Tfe speed and

thrust required are then converted to true airspeed and

corrected net thrust using pages 6.2 and 6.3.

All airplane performance can be corrected for winds.

However, the noise data of Section 7 were measured in

calm air, and no corrections to this data for wind

•i REVSY •#• 1"D6-4k141-1..

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are included. For takeoff and climboutwind corrections

are shown on thq chartz in Section 7. For cutback, an

additional wind correction to the heiqht attained during

cutback is made by use of page 6.7. For approach, wind

affects the thrust required and can be accounted for using

page 6.8 prior to determining the. thrust required.

2 21

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5. 1 CHART READING EXAMPLE FOR TAKEOFF NOISE

707-300B Adv./C JT3D-3B Baseline Engines

SELECTED CALCULATEDSte PROCEDURE COtDITIOi4S RESULTS

1. For the given n-odel,engine, flap, BRGW 140and the following airport conditions: 280,000 lb.

Temperature 800FAltitude 2000 ft.Headwind +15 kt

Find on pg. 7.3.8 the equivalent 2e4,500 lb.BRGW and the all engine distance to a 6750 ft.height of 35 ft.

2. Then for the above conditions, and the V2 +20 ktselected climbout speed, find theequivalent profile gross weight,from pg. 7.3.10. Using the same page, 288,200 lb.find the height at a selected distancefrom brake release 3.5 n.mi.

3.5x6076-21,266 ft.From 35 ft.: 21,266-6750=14,516 ft.The height at this equivalent profileweight and distance from 35 ft.height is 1450 ft.

3. For tie selected BRGW, flap, climboutspeed increment and airport conditionsfind on pg. 7.3.1 the all engine climb- 175.2 KEASout speed.

4. Convert this equivalent airspeed totrue airspeed with pg. 6.2 byentering with airport temperature andairplane altitude of 2000+1450a3450 ft. 189.5 KTAS

5. On pg. 7.3.12 find the net takeoffthrust per engine of 12,990 lb.

6. Convert to corrected net thrust (FN/5)using pg. 6.3. 14,750 lb.

7. Find the noise under the flight path* Iat reference conditions for a height

of 1450 ft. and a corrected net thrust(FN/S ) of 14,750 lb. EP'4dB level is Reference:obtained from pg. 7.1.12 and dBA level 110.4 EPI4dB

o is obtained from pg. 7.1.13. 94.9 dBAC

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SELECTED CALCULATEDStep PROCEDURE CONDITIOAS CALCULATED

8. Find the corrections for acteal cor.di- Corrections:tionj of 2000 ft. airport altitude and -. 3'EPNdS807F airport temperature from pq. 6.9. .3h dBAFor EPNdB an additional correction is .7a EPNdBneeded for a true airspeed of 189.5 KTAS. Total:Thi'= cr-recti-r, it f und -n no. 6.10. 109.4 EPNdB.'es2 cofr.rcticn= are addOd to th• 9,4.6 dBAreferencc values to give actual flightpath noise.

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5.2 CHiART iUADIIZG EXAMPLE FOR CUTHACIk NOISE

707-300h Adv./C JT3D-3B Baseline Lnaines

SSLSCLECTED CALCULATEDStep P1ROCDURE CONDITIOJS RESULTS

1. 3t.eps 1 thr,)ugh 4 of the takeoff analysisarc unchiar,-ed !xce-,t step 2 is modifiedin s;tep 5 Le1low.

2. For cvtba1Ž to a constant rate of clirw¾, 800 fplnuse va, 6.4 to find the cutbace gradientfor a true airspeed of 189.5 XTAS. 4.16%

3. With tiv, B31J, qradi-.nt, flap, andclinbout speed uso pg. 7.3.2 to find thenet thrust required. 8790 lb.

4. With t.en r airspeed, the ieaciwind andthe cutback: rgradient, usc -a. 6.7 tofind tne wind -!orrected cutbjackaradient. 4.52%

3. Find th" height above the runway at thecutLback initiation poin:t .3n.mi. priorto tVe noise measuring point. Enter

.-g 7.3.10 with the equivalent profilegross weight of 288,20J lb. and at adistance of 14,516 - (..) x 6076 =12693 ft. from the 35 ft. ieigrt. 1250 ft.

6. rind the incremental height gainedduring cutback hy entering pg. 6.5 withthe corrected gradient and the distanceof 1823 ft. Add this to the height at 82 ft.cutb.ack initiation to find tne '3eightat the noise sensitive point. 1332 ft.

7. Convert the net thrust to corrected netthrust - -g pg. 6.3. 9 9 3u 11.

8. The engine pressure ratio (EPR) may befound on pg. 7.3.13 for the conditionsof corrected net thrust, altitude, andequivalent airspeed. 1.488

' 9. Find the noise under the flight path atReference conditions for a height of1332 ft. and at corrected net thrust of9930 !h. TP%.dft level is found on pg. Reference:7.1.12 and dBA level is found on pg. 109.1 EPNidib7.1.13. 93.2

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ISELECTED CALCULATEDStep POC&EDURE CONDITIONS REMULTS

10. Correct to the actual conditions as in Totals:step 8 of the takeoff case. 108.1 EPNdB

92.9 dBA

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5.3 CHART READING EXAMPLE FOR APPROACH NOISE

707-300B Adv./: JT3D-3B Baseline Engines

SELECTED CALCULATEDPROCEDURE CONDITIONS RESU1LTS

1. Select a landing flap, gross weight and 400speed increment above the reference 200,000 lb.landing speed. 20 kt.Use pg. 7.3.3 to find the approach 144.7 KEASspeed.

2. At the desired distance from the 2.0 n.mi.threshold and the selected glide 3.00slope angle, find the aircraftnaight.

2x6076 = 12,152 ft.Enter pg. 6.6 to determine theheight. 683 ft.

3. Assuming the same airport conditions 2000 ft."as for takeoff, determine true air- 80Fspeed from pg. 6.2. 154.9 KTAS

4. For the airport headwind, true airspeed, +15 kt.and intended glide slope, use pg. 6.8to find the wind corrected glide slope 2.720

5. Using the wind corrected glide slopeand the true airspeed find the rate ofdescent on pg. 6.4. 740 fpm

6. Use the gross. weight, flap setting, andwind corrected glide slope to find thenet thrust on pg. 7.3.6. 4631 lb.

7. Convert to corrected net thrust usingpg. 6.3. 511L lb.

8. Find the noise under the flight pathat reference conditions for a heightof 693 ft. and a corrected net thrustof 5070 lb. EPNdB level is obtained References:from pg. 7.1.12 and dBA level is 110.5 EPNdBobtained from pg. 7.1.13. 99.3 dM

Corrections:9. Correct to actual conditions as in step -.3 tEPNdB

8 of the takeoff case except the -. 3 adAEPNdB velocity correction of pg. 6.10 +.I aEPNdDis now based on 154.9 KTAS. Totals:

110.3 rEPNMo 99.0 dbA

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6.0 PERFORMANCE CHARTS COMMON TO ALL AIRCRAFT

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