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weight and performance calculations for the Boeing 720
American Airlines Boeing 720-023 N7527A c/n 18013, it was later converted to 720-023B
Boeing 720
role : medium range jet airliner
importance : ***
first flight : 23 November 1959 at Renton operational : July 1960 (united Airlines)
country : United States of America
ICAO aircraft type designator : B720
production : 65 aircraft (720 + 720B total : 154)
general information :
Boeing 707 derivative for shorter flights from shorter runways. It had a 2.36 [m] shorter
fuselage. It had a modified wing and a lightened airframe for a lower MTOW. It got
Krueger flaps outboard of the outboard engines.
Boeing 720-022 N7201U c/n 17907/85, the first Boeing 720 built, making the first flight on 23 November 1959. After testing the aircraft was delivered to United Airlines. Later it was converted into a VIP aircraft and christened “The Starship”. It was used by many famous rock bands.
The 720 did not have an APU, engine start was done with help of ground crew.
There were no fatal accidents with Boeing 720’s, what is quite remarkable for there
have been several crashes with 720B’s’. I think many early 720’s built later were
converted to 720B standard.
primary users : United Airlines (29), Irish Int’l (3), American Airlines (10) , Eastern (15),
Western (4), Braniff (4), Pacific Northern (2), Air Rhodesia (3)
Accommodation:
flight crew : 3 cabin crew : 5
flight crew consist of , co-pilot and flight engineer
passengers : seating for 131 in two class : 30 first class and 101 coach class seats
( 34 -in pitch) maximum seating capacity : 149 passengers
engine : 4 Pratt & Whitney JT3C-7 turbojet engines of 53.43 [KN] (12011 [lbf])
United Airlines Boeing 720-022 N7205U c/n 17911/131
Measured chord at wing root : 10.01 [m] at tip : 3.61 [m], measured geometry-angle 9°
dimensions :
wingspan : 39.87 [m], length overall: 41.5 [m], length of fuselage : 39.78 [m]
height : 11.56 [m] wing area gross : 226.04 [m^2] fuselage exterior width : 3.76 [m]
weights :
empty weight : 47630 [kg]
operating empty weight : 50260 [kg] max. structural payload : 12790 [kg]
Zero Fuel weight (ZFW) : 63050 [kg] max. landing weight (MLW) : 79380 [kg]
max. take-off weight : 103870 [kg] weight usable fuel : 47806 [kg] (60900 [litres])
performance :
Max. operating Mach number (Mmo) : 0.906 [Mach] (1008 [km/hr]) at 7620 [m]
critical Mach speed : 0.87 [Mach]
max. cruising speed : 897 [km/hr] (Mach 0.85 ) at 11430 [m] (44 [%] power)
economic cruising speed : 880 [km/hr] (Mach 0.84 ) at 11430 [m]
service ceiling : 11735 [m]
range with max fuel and MTOW : 6575 [km] (ATA domestic fuel reserves - 370.0 [km] alternate)
description :
*Cantilever low-wing monoplane with retractable landing gear with nose wheel
*Engines attached with pylons to the wing, main landing gear attached to the wings, fuel
tanks in the wings and fuselage
*Wings : all-metal two spar fail-safe wing structure with trailing edge Fowler flaps with
full span leading edge Kruger flaps ,with spoilers airfoil : NACA
average thickness/chord ratio : 12.0 [%], sweep angle 3/4 chord: 34.0 [°]
incidence at root : 2.00 [°], dihedral : 7.0 [°]
*Fuselage : Pressurized aluminium-alloy stressed-skin structure of elliptical 0 section
calculation : *1* (dimensions)
measured wing chord at root: 10.01 [m]
measured wing chord at tip : 3.61 [m]
United Airlines N7203U c/n 17909/109
taper ratio : 0.361 [ ]
mean wing chord : 5.67 [m]
wing aspect ratio : 7.03 []
Oswald factor (e): 0.666 []
seize (span*length*height) : 19127 [m^3]
calculation : *2* (fuel consumption)
oil consumption : 0.9 [kg/hr]
fuel consumption (econ. cruise speed) : 6057.6 [kg/hr] (7716.6 [litre/hr]) at 31 [%] power
distance flown for 1 kg fuel : 0.15 [km/kg] at 11430 [m] height, sfc : 92.5 [kg/KN/h]
total fuel capacity : 60900 [litre] (47806 [kg])
calculation : *3* (weight)
weight engine(s) dry : 7620.0 [kg] = 35.65 [kg/KN]
weight 13.5 litre oil tank : 1.15 [kg]
oil tank filled with 1.3 litre oil : 1.2 [kg]
oil in engine 2.6 litre oil : 2.4 [kg]
weight all fuel lines and pumps containing 84 litres fuel : 124.7 [kg]
The first 720 (N7201U) was later renamed " The Starship " and became a private charter jet used mainly by touring rock bands. Its main user was Led Zeppelin in the 1970s. The seating capacity was reduced and a bar with a built-in electric organ was added, along with beds, a shower, a lounge area, a TV, and video cassette player.
weight engine cowling : 555.7 [kg]
weight ejector rings : 106.9 [kg]
total weight propulsion system : 8412 [kg](8.1 [%])
***************************************************************
Accommodation cabin facilities:
With two two type III emergency exits max pax = 149 , 156 pax only possible with additional pair of exits, what is more standard on the 720B.
typical 2-class cabin layout for 131 passengers : economy : pitch : 86.4 [cm] 34.0 [-in]
( 3+3 ) seating in 24.3 rows. first class pitch : 96.5 [cm] 38.0 [-in] at 4 -abreast
weight passenger seats (width 51.2 [cm]) : 687.6 [kg]
weight cabin crew seats : 25.0 [kg]
weight flight crew seats : 63.0 [kg]
high density seating passengers : 149 [pax] at mainly 6 -abreast seating in 25.7 rows,
pitch 83.8 [cm] 33.0 [-in]
pax density, normal seating : 0.810 [m2/pax], high density seating : 0.712 [m2/pax]
weight 4 lavatories : 106.2 [kg]
weight 3 galleys : 129.4 [kg]
Eastern Airlines 720 interior
weight overhead stowage for hand luggage (total : 7.4 [m3] = 154 55x35x25cm carry-on
trolleys) : 115.7 [kg]
weight 2 wardrobe closets : 35.4 [kg]
weight 51 windows (47x38cm) made of acrylic glass: 215.4 [kg]
weight 2 (1.83 x 0.88 [m]) main entry doors : 104.5 [kg]
weight 2 (1.22 x 0.61 [m]) galley service doors : 48.5 [kg]
weight 2 (main door size : 1.30 x 1.22 [m]) freight doors (belly) : 112.4 [kg]*
total usable belly baggage/cargo hold volume : 39.1 [m3]
cabin volume (usable), excluding flight deck : 198 [m3]
passenger compartment volume : 131 [m3]
passenger cabin max width : 3.55 [m] cabin length : 29.90 [m] max cabin height : 2.19
[m] floor area : 96.4 [m2]
weight cabin facilities : 1643.2 [kg]
safety facilities:
weight 2 type III over wing emergency exits (51x91 cm): 32.0 [kg]
evacuation time with 149 passengers : 53 [sec]
weight 4 hand fire extinguisher : 12 [kg]
weight oxygen masks & oxygen generators (deploy cabin alt.>4267m): 85.2 [kg]
weight emergency flare installation : 10 [kg]
weight 4 emergency evacuation slides : 111.9 [kg]
weight safety equipment & facilities : 251 [kg]
fuselage construction:
fuselage aluminium frame : 10148 [kg]
floor loading (payload/m2): 133 [kg/m2]
weight rear pressure bulkhead : 177.6 [kg]
fuselage covering ( 358.0 [m2] duraluminium 3.02 [mm]) : 2842.3 [kg]
weight paint fuselage : 75.2 [kg]
weight aluminium floor beams : 418.7 [kg]
weight cabin furbishing : 847.8 [kg]
weight cabin floor : 1419.5 [kg]
weight (sound proof) isolation : 471.7 [kg] TO-noise level : 116.0 [EPNdB]
weight 22912 [litre] main central fuel tank empty : 458.2 [kg]
weight empty 169 [litre] potable water tanks : 15.0 [kg]
weight empty waste tank : 9.0 [kg]
weight fuselage structure : 16883.3 [kg]
Avionics:
weight radio transceiver equipment : 7.0 [kg]
weight weather radar : 25.0 [kg]
weight Doppler & radio direction finding (RDF) equipment : 5.0 [kg]
weight Sperry automatic flight control system, with SP-30 auto-pilot : 25.0 [kg]
weight Cat III auto-landing system : 15.0 [kg]
weight artificial horizons, compass, alti-meters : 7 [kg]
weight engine monitoring gauges & control switches : 28 [kg]
weight reserve ADI, ASI, alti-meter, compass, engine temp. and rpm indicators : 15 [kg]
weight avionics : 133.0 [kg]
Systems:
Aer Lingus Boeing 720-048 EI-ALC at Manchester airport in 1963.
Like the 707, the 720/720B used engine-driven turbocompressors to supply high-pressure air for cabin pressurization . The engines could not supply sufficient bleed air for this purpose without a serious loss of thrust. The small air inlets and associated humps are visible just above the main engine inlets on the two inner engine pods of all 720s and 720Bs; the lack of the turbocompressor inlet on the outer starboard pod (number 4 engine) helps spotters distinguish 720/720Bs from most 707s, which had three turbocompressors. (Wikipedia)
Air-conditioning and pressurization system maintains sea level conditions up to 6775 [m]
and gives equivalent of 2000 [m] at 11600 [m]. pressure differential : 0.60 [bar] (kg/cm2)
pressurized fuselage volume : 332 [m3] cabin air refreshment time : 3.1 [min]
weight air-conditioning and pressurization system : 181 [kg]
weight lighting : 43.2 [kg]
weight 210 bar hydraulic system : 97.0 [kg]
weight two engine-driven 90kVA 400 Hz 3-phase AC electricity generators : 32.8 [kg]
weight 22Ah battery : 28.5 [kg]
weight controls : 17.7 [kg]
weight systems : 400.7 [kg]
total weight fuselage : 19311 [kg](18.6 [%])
***************************************************************
total weight aluminium ribs (34 ribs) : 3289 [kg]
weight engine mounts : 107 [kg]
Wings : 8642 +8831+1643 liter = 19116 liter x2 = 38232 liter + central tank 22523 liter = total capacity : 60755 liter
weight 6 wing fuel tanks empty for total 38232 [litre] fuel : 573 [kg]
weight 244 [litre] vent surge tanks : 29 [kg]
weight wing covering (painted aluminium 3.54 [mm]) : 4324 [kg]
total weight aluminium spars (multi-cellular wing structure) : 3785 [kg]
weight wings : 11398 [kg]
weight wing/square meter : 50.43 [kg]
weight bleed air thermal leading-edge anti-icing : 43.9 [kg]
weight ailerons (11.2 [m2]) : 282.3 [kg]
weight fin (30.5 [m2]) : 770.2 [kg]
weight rudder (9.5 [m2]) : 230.2 [kg]
weight tailplane (horizontal stabilizer) (43.8 [m2]): 1217.9 [kg]
weight elevators (10.3 [m2]): 141.1 [kg]
weight paint wing & tail surfaces : 126.1 [kg]
weight flight control hydraulic servo actuators: 31.9 [kg]
United Airlines 720-022 N7225U c/n 18078 with full flaps
weight trailing-edge single slotted Fowler flaps (32.7 [m2]) : 539.8 [kg]
weight leading edge Kruger flaps (2.5 [m2]) : 33.5 [kg]
weight spoilers (10.5 [m2]) : 133.8 [kg]
total weight wing construction : 15659 [kg] (31.2 [%])
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tire pressure main wheels : 10.20 [Bar] (nitrogen), ply rating : 22 PR
tire speed limit : 364 [km/hr]
total tyre footprint : 0.36 [m2]
Runway LCN at MTOW (0.76m radius of rigidity) : 74 [ ]
Aircraft Classification Number (ACN), MTOW on rigid runway and medium subgrade strength (B) : 35 [ ]
Can also operate from unpaved runways subgrade B
wheel pressure : 11425.7 [kg]
wheel track : 6.68 [m] wheelbase : 15.44 [m]
weight 8 Dunlop 40.0 x 14.0 main wheels (1016 [mm] by 356 [mm]) : 703.1 [kg]
weight 2 nose wheels : 87.9 [kg]
weight multi-disc wheel-brakes : 74.2 [kg]
weight Hydro-air flywheel detector type anti-skid units : 9.0 [kg]
weight oleo-pneumatic shock absorbers : 84.1 [kg]
weight wheel hydraulic operated retraction system : 1115.9 [kg]
weight undercarriage struts (four-wheel bogies) with axle 3449.7 [kg]
total weight landing gear : 5523.9 [kg] (5.3 [%]
*******************************************************************
Pacific Northern Airlines Boeing 720-062 N720W c/n 18377
********************************************************************
calculated empty weight : 48905 [kg](47.1 [%])
weight oil for 8.8 hours flying : 8.1 [kg]
unusable fuel in engine and tanks 243.6 litre fuel : 191.2 [kg]
weight lifejackets : 59.0 [kg]
weight 2 life rafts : 81.9 [kg]
weight catering : 108.6 [kg]
weight water : 149.9 [kg]
weight crew : 648 [kg]
weight crew luggage, navigation chards, flight docs (NOTOC), manuals, miscellaneous
items : 108 [kg]
operational weight empty : 50260 [kg] (48.4 [%])
********************************************************************
weight 131 passengers : 10087 [kg]
weight luggage : 2096 [kg]
weight cargo : 607 [kg] (cargo + luggage/m3 belly : 58 [kg/m3])
zero fuel weight (ZFW): 63050 [kg](60.7 [%])
weight fuel for landing (2.7 hours flying) : 16330 [kg]
max. landing weight (MLW): 79380 [kg](76.4 [%])
max. fuel weight : 98066 [kg] (94.4 [%])
payload with max fuel : 62 passengers + luggage 5804 [kg]
published maximum take-off weight : 103870 [kg] (100.0 [%])
NASA Boeing 720 N833NA c/n 18066/208 was used on 1 December 1984 for a crash test. It took off from Edwards AFB remotely controlled with 34000 kg AMK (Anti Misting kerosine) fuel and was deliberately crashed 9 minutes later on the east side of Rogers Dry Lake. The AMK did not sufficiently reduce the risk of fire. N833NA was used from 1960 by the FAA as training aircraft. After more than 20.000 flying hours and 54.000 cycles the aircraft was at the end of its useful life.
Location : 34°53'13.0"N 117°49'12.0"W - Google Maps
calculation : * 4 * (engine power)
power loading (Take-off) : 486 [kg/KN]
power loading (Take-off) 1 PUF: 648 [kg/KN]
max. total take-off power : 213.7 [KN]
calculation : *5* (loads)
manoeuvre load : 1.8 [g] at 9000 [m]
limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 1.4 [g]
design flight time : 1.90 [hours]
design cycles : 27930 sorties, design hours : 53067 [hours]
max. wing loading (MTOW & flaps retracted) : 460 [kg/m2]
wing stress (2 g) during operation : 158 [N/kg] at 2g emergency manoeuvre
calculation : *6* (angles of attack)
angle of attack zero lift : -1.81 ["]
max. angle of attack (stalling angle, clean) : 13.66 ["]
max. angle of attack (full flaps) : 17.60 ["]
angle of attack at economic cruise speed : 2.26 ["]
calculation : *7* (lift & drag ratios
lift coefficient at angle of attack 0° : 0.15 [ ]
lift coefficient at max. speed : 0.18 [ ]
lift coefficient at max. angle of attack (clean): 1.28 [ ]
max. lift coefficient 30 [° ] flap setting : 1.90 [ ]
drag coefficient at max. speed : 0.0265 [ ]
drag coefficient at econ. cruise speed : 0.0282 [ ]
induced drag coefficient at econ. cruise speed : 0.0077 [ ]
drag coefficient (zero lift) : 0.0204 [ ]
lift/drag ratio at econ. speed : 6.98 [ ]
calculation : *8* (speeds
Risk of tailstrike when taking off with OEI (engine failure), pilot must not rotate to fast
minimum unstick speed (Vmu) at TO angle 11.0 ° : 273 [km/u] (148 [kt])
take-off decision speed (V1) : 235 [km/u] (127 [kt])
take-off rotation speed (VR) : 286 [km/u] (154 [kt])
lift-off speed (VLOF) : 301 [km/u] (162 [kt]) at pitch angle : 8.7 [°]
take-off safety speed (V2) : 303 [km/u] (164 [kt])
flap retraction speed (V3) at 500m (OW loaded : 97812 [kg]): 291 [km/u] (157 [kt])
steady initial climb speed (V4) : 329 [km/u] (178 [kt])
climb speed (to FL150 with 67 [%] power) : 499 [km/hr] (269 [kt])
max. endurance speed (Vbe): 510 [km/u] min. fuel/hr : 5407 [kg/hr] at height : 6401 [m]
max. range speed (Vbr): 882 [km/u] (0.84 [mach]) min. fuel consumption : 6.82 [kg/km] at cruise height : 11582 [m]
max. cruising speed : 897 [km/hr] (484 [kt]) at 11430 [m] (power:32 [%])
max. operational speed (Mmo) : 1008 [km/hr] (Mach 0.91 ) at 7620 [m] (power:59 [%])
airflow at cruise speed per engine : 66.2 [kg/s]
speed of thrust jet : 1829 [km/hr]
initial descent speed 10000 - 7315 [m]: Mach 0.82
descent speed 7315 - 3048 [m]: 537 [km/u] (290 [kt])
approach speed 3048 - 500 [m] (clean): 463 [km/u] (250 [kt])
minimum control speed (MCS) Vmca (clean): 269 [km/u] (145 [kt])
stalling speed clean at 500 [m] height at Max.Landing Weight : 79380 [kg]): 244 [km/u] (132 [kt])
final approach speed (landing speed) at sea-level with full flaps VREF (max. landing weight): 240 [km/u] (130 [kt])
ICAO Aircraft Approach Category (APC) : C
stalling speed at sea-level with full flaps VSO (max. landing weight): 185 [km/u] (100 [kt]
rate of climb at sea-level ROC (loaded, 67 % power) : 624 [m/min]
rate of climb at sea-level ROC (loaded, 75 % power) : 794 [m/min]
rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 92 % power on remaining engines) : 537 [m/min]
can not stay on height 1000 [m] with 2 engines out, immediate emergency landing needed
rate of descent from FL240 to FL100 (7315m > 3048m): 914 [m/min] (2999 [ft/min])
rate of descent during approach with landing gear extended, with use of spoilers: 457 [m/min] (8 [m/s])
calculation : *9* (regarding various performances)
ICAO Aerodrome Reference Code : 4D
Brake kinetic energy capacity : 1403 [KW]
C.A.R. takeoff runway length at MTOW, sea level, standard day : 9050ft > 2760m
FAR TO runway length (TOFL) requirement at TOW 103870 [kg] standard day at SL
(PUF after V1): 2764 [m]
Take-off flap setting : 10 [° ]
+++ FAA certification landing distance : +++
landing weight : 79380 [kg], TE flap setting : 30 [°]
runway condition : dry , landing over 50ft (15m) at threshold at sea-level
without use of thrust reversers
Landing distance at mlw 79380 kg, dry runway, standard day, sea level : 6100 ft = 1855m
Vapproach : 129.5 kts = 240 km/h
FAA approved landing field length at SL, dry runway : 1856 [m] (6089 [ft])
landing distance (C.A.R.) from 15 [m] at SL, wet runway: 2087 [m] (6849 [ft])
max. lift/drag ratio : 13.42 [ ]
climb to 5000 [m] with max payload : 7.42 [min]
climb to 10000 [m] with max payload : 22.83 [min]
descent time from 10000 [m] to 250 [m] : 24.33 [min]
max. ceiling fully loaded (mtow- 60 min.fuel): 97812 [kg] ) : 17700 [m]
ceiling limited by max. pressure differential 15200 [m]
max. theoretical ceiling (OWE + 60 min.fuel) : 20400 [m] with flying weight :56318 [kg]
calculation *10* (action radius & endurance)
range with max. payload: 5788 [km] with 12790.0 [kg] max. useful load (85.4 [%] fuel)*
range with high density pax: 5616 [km] with 149 passengers (83.2 [%] fuel)*
range with typical two-class pax: 5887 [km] with 131 passengers (86.7 [%] fuel)*
..
Range with max. payload : 2650nm > 4905km
Range with max fuel : 3550 [nm] = 6575 [km] > with 60900 litre, fuel consumption is 6173 kg/hr
Ferry range : 3800nm > 7035km
range with max.fuel and MTOW : 6945 [km] with 8 crew and 62 passengers and 0 [kg] cargo*
ferry range (calculated): 7254 [km] with 3 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 69138 [litre] fuel : 8060 [km]*
* calculated ranges without fuel reserves
Available Seat Kilometres (ASK) : 796032 [paskm]
useful load with range 1000km : 12790 [kg]
useful load with range 1000km : 149 passengers
production (theor.max load): 11473 [tonkm/hour]
production (useful load): 11473 [tonkm/hour]
production (passengers): 123362 [paskm/hour]
none or very little cargo capability
oil and fuel consumption per tonkm : 0.528 [kg]
calculation *11* (operating cost)
fuel cost per hour (7717 [litre]):4630 [eur] (16 [pax-km/litre fuel])
fuel cost per seat 1000km flight (138 [pax] 2-class seating): 37.53 [eur/1000PK]
oil cost per hour: 4 [eur]
crew cost per hour : 1050 [eur]
list price 2024 : 112 [mln USD]
Air Rhodesia Boeing 720 VP-YNN “Matabeleland” with two stewardesses posing with two cheetah mascots. Note the two overwing emergency exits, so also there have been 720’s with 4 overwing exits.
average flying hours in 1 year : 2900 [hours] technical life : 18 [year]
real average service life : 18 [years]
depreciation : 18 [years] to 10% residual value
financing interest per flying hour : 865 [EUR]
write off per flying hour : 1825 [EUR]
mean time between engine failure (MTBF) : 10593 [hr]
can continue fly on 3 engines, low risk for emergency landing for PUF
workhours per day : 11.08 [hr]
American Airlines Boeing 720-023 N7527A c/n 18013 © Thijs Postma
no fatalities during service life > 100%% safe
average flight hours till crash : 3.30 [mln hr] (1138 service years)
safe flight hours till fatality : 3298750 [hr] (1137.5 service years)
reservation pax liability/flying hour : 0.04 [SDR*] (0.05 [eur])
insurance cost per hour : 156 [eur] insurance rate : 1.1 [%]
engine maintenance cost per hour : 110.9 [eur]
wing maintenance cost per hour : 261.7 [eur]
fuselage maintenance cost per hour : 198.35 [eur]
tire life (time till worn out) : 102 [cycles]
maintenance cost per hour (excluding engines): 1283 [eur]
direct operating cost per hour: 9924 [eur], DOC per km : 11.28 [eur]
DOC per seat 1000km flight (138 [pax] 2-class seating): 80.44 [eur/1000PK]
DOC per seat 1000km flight (high density seating): 74.25 [eur/1000PK]
DOC per kg cargo for a 1000km flight : 0.86 [eur/kg] (= DOC/tonkm)
passenger service charge (depart at Schiphol): 11.34 [eur]
security service charge (depart at Schiphol): 10.08 [eur]
airport take-off fee / passenger : 5.09 [eur/pax]
airport landing fee / passenger : 5.09 [eur/pax]
retour ticket price 1000km trip : 246.50 [eur/pax]
price retour ticket Schiphol-Barcelona : 290.75 [eur/pax]
Conair Boeing 720-025 OY-DSR, it was damaged beyond repair in a hard landing on 13 September 1974 at Copenhagen.
accidents with fatalities > there have been no fatal accidents with a Boeing 720. Many 720’s were later converted to 720B’s.
Notes : Has lowest pas density of all classic narrow body jetliners with 0.71m2/pax, with only two overwing type III emergency exits max pax is limited to 149. Together with the Convair CV990A lowest high density seating with 149 pax..limited by number of emergency exits. Has lowest Clvmax due to its high max speed and low wing loading. Lowest wingloading at MTOW : 460 [N/m2] and lowest wheelpressure 11426 [kg] thanks to its 4-wheel bogie main gear.
At max. high density seating with 149 pax, still enough space, highest service area (area for toilets & galleys) with 1683 [cm2/pax], also most area per pax at hd-seating : 0.71 m2/pax.
Literature :
Wat is dat voor een vliegtuig page 38/39
Straalverkeersvliegtuigen page101,102
KIJK straalverkeersvliegtuigen page 38,39,40
Praktisch handboek vliegtuigen deel 5 page 70,71
Our Rhodesian Heritage: Air Rhodesia's B720s — "a riddle wrapped in a mystery"
Jane’s all the world aircraft 1964-1965 page 189,190
The Story Of The Boeing 720 (simpleflying.com)
www.rzjets.net (productionlist)
https://www.boeing.com/commercial/airports/plan-manuals
Aircraft Performance Database > B720
rescue : https://www.boeing.com/commercial/airports/rescue-fire
Air Rhodesia Boeing 720-025 VP-YNN “Matabeleland” c/n 18244/255 in 1975. Other Air Rhodesia 720’s were VP-YNM “Mashonaland” and VP-YNL “Manicaland”
confidence rating regarding source data : medium - all information is only available from news, social media or unofficial sources
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
Trans Polar Boeing 720-025 LN-TUW c/n 18158 landing at Arlanda airport, Stockholm, June 1970
Eastern Airlines B720-025 N8707E at New York JFK in 1963. Note the full 'FLY EASTERN AIR LINES' titles. Photo by Jon Proctor from Wikipedia.
(c) B van der Zalm 14 April 2025 contact : info.aircraftinvestigation@gmail.com ac jetpax 2020.py python 3.7.4
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