md11

Page 1

REPORT MDC K0388 REVISION “F”

ISSSUED MAY 2011

MD-11

AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING

OCTOBER 1990

To Whom It May Concern: This document is intended for airport planning purposes. Specific aircraft performance and operational requirements are established by the airline that will use the airport under consideration. Questions concerning the use of this document should be address to:

Boeing Commercial Airplanes P.O. Box 3707 Seattle, Washington 98124-2207 U.S.A. Attention: Manager, Airport Technology Mail Code: 20-93 Email: [email protected] Website: www.boeing.com/airports

Page 2

REVISIONSMD-11 AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING

REV. ANOV. 12, 1990

PAGE

2–2

2–3

2–14

2–15

3–1

3–2

3–3

3–4

3–5

3–6

3–7

3–8

3–9

3–10

3–11

3–12

3–13

3–14

3–15

3–16

3–17

REV. BFEB. 2, 1991

PAGE

2–2

2–3

2–5

2–25

2–27

4–4

4–5

4–8

5–12

7–4

7–5

7–7

7–9

7–11

7–13

7–15

7–21

7–22

7–23

7–24

REV. CMAY 22, 1991

PAGE

5–7

7–7

4–3

REV. DNOV. 30, 1993

PAGE

2–2

2–3

2–4

2–5

2–16

2–18

2–23

2–24

2–25

2–27

Section 3

4–3

4–7

5–3

5–12

6–9

7–2

7–4

7–5

7–6

7–7

7–9

7–11

7–13

7–15

7–21

7–22

7–23

7–24

REV. EAUG. 31, 1998

PAGE

i to ii

1-2

2-2 to 2-5

2-10

2-12-2-15

2-17 to 2-19

2-24

2-28

3-1

4-2 to 4-3

4-8 to 4-9

5-3

5-7

5-12

6-9

7-4 to 7-7

7-9

7-11

7-13

7-15

7-21 to 7-24

8-1

REV PAGE

Page 3

iii MAY 2011

REVISIONS (CONTINUED) MD-11 AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING

REV. F JUNE 2010

PAGE

MAY 2011

PAGE

7-1

7-18 7-21

1-2

Page 4

v

CONTENTS

Section Page

1.0 SCOPE 1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.1 Purpose 1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.2 Introduction 1-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.0 AIRPLANE DESCRIPTION 2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.1 General Airplane Characteristics 2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2 General Airplane Dimensions 2-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.3 Ground Clearances 2-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.4 Interior Arrangements 2-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.5 Cabin Cross Section 2-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.6 Lower Compartment 2-17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.7 Door Clearances 2-19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.0 AIRPLANE PERFORMANCE 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1 General Information 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2 Payload-Range 3-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.3 FAR Takeoff Runway Length Requirements 3-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4 FAR Landing Runway Length Requirements 3-16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.0 GROUND MANEUVERING 4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.1 General Information 4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2 Turning Radii, No Slip Angle 4-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3 Minimum Turning Radaii 4-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.4 Visibility from Cockpit 4-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.5 Runway and Taxiway Turn Paths 4-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.6 Runway Holding Bay (Apron) 4-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.0 TERMINAL SERVICING 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.1 Airplane Servicing Arrangement (Typical) 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.2 Terminal Operations, Turnaround 5-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.3 Terminal Operations, En Route Station 5-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.4 Ground Service Connections 5-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.5 Engine Starting Pneumatic Requirements 5-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.6 Ground Pneumatic Power Requirements 5-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.7 Preconditioned Airflow Requirements 5-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.8 Ground Towing Requirements 5-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.0 OPERATING CONDITIONS 6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.1 Jet Engine Exhaust Velocities and Temperatures 6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.2 Airport and Community Noise 6-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Page 5

vi

CONTENTS (CONTINUED)

Section Page

7.0 PAVEMENT DATA 7-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.1 General Information 7-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.2 Footprint 7-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.3 Maximum Pavement Loads 7-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.4 Landing Gear Loading on Pavement 7-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.5 Flexible Pavement Requirements 7-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.6 Flexible Pavement Requirements, LCN Conversion 7-10. . . . . . . . . . . . . . . . . . . . . . . . . .

7.7 Rigid Pavement Requirements 7-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.8 Rigid Pavement Requirements, LCN Conversion 7-14. . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.9 ACN-PCN Reporting System 7-18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.0 POSSIBLE MD-11 DERIVATIVE AIRPLANES 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.0 MD-11 SCALE DRAWINGS 9-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Page 6

1.0 SCOPE

1.1 Purpose

1.2 Introduction

Page 7

1–1

REV E

1.0 SCOPE

1.1 Purpose

This document provides, in a standardized format, airplane characteristics data for general airportplanning. Since operational practices vary among airlines, specific data should be coordinated with theusing airlines prior to facility design. Douglas Aircraft Company should be contacted for any additionalinformation required.

Content of this document reflects the results of a coordinated effort by representatives of the followingorganizations:

� Aerospace Industries Association� Airports Council International� Air Transport Association of America� International Air Transport Association

The airport planner may also want to consider the information presented ine the “CTOL TransportAircraft: Characteristics, Trends, and Growth Projections,” available from the US AIA, 1250 Eye St.,Washington DC 20005, for long range planning needs. This document is updated periodically andrepresents the coordinated efforts of the folllowing organizations regarding future aircraft growth trends:

� International Coordinating Council of Aerospace Industries Association� Airports Council International� Air Transport Association of America� International Air Transport Association

Page 8

1-2 MAY 2011

1.2 Introduction This document conforms to NAS 3601. It provides MD-11 characteristics for airport operators, airlines, and engineering consultant organizations. Since airplane changes and available options may alter the information, the data presented herein must be regarded as subject to change. For further information contact:

Boeing Commercial Airplanes P.O. Box 3707 Seattle, Washington 98124-2207 U.S.A. Attention: Manager, Airport Technology Mail Code: 20-93 Email: [email protected] Website: www.boeing.com/airports

Page 9

1–3

REV E

THIS PAGE INTENTIONALLY LEFT BLANK

Page 10

2.0 AIRPLANE DESCRIPTION

2.1 General Airplane Characteristics

2.2 General Airplane Dimensions

2.3 Ground Clearances

2.4 Interior Arrangements

2.5 Cabin Cross Section

2.6 Lower Compartment

2.7 Door Clearances

Page 11

2–1

2.0 AIRPLANE DESCRIPTION

2.1 General Airplane Characteristics — MD-11

Maximum Design Taxi Weight (MTW). Maximum weight for ground maneuvering as limited by aircraftstrength (MTOW plus taxi fuel).

Maximum Design Landing Weight (MLW). Maximum weight for landing as limited by aircraft strengthand airworthiness requirements.

Maximum Design Takeoff Weight (MTOW). Maximum weight for takeoff as limited by aircraft strengthand airworthiness requirements. (This is the maximum weight at the start of the takeoff run.)

Operating Empty Weight (OEW). Weight of structure, power plant, furnishing, systems, unusable fueland other unusable propulsion agents, and other items of equipment that are considered part of aparticular airplane configuration. OEW also includes certain standard items, personnel, equipment, andsupplies necessary for full operations, excluding usable fuel and payload.

Maximum Design Zero Fuel Weight (MZFW). Maximum weight allowed before usable fuel and otherspecified usable agents must be loaded in defined sections of the aircraft as limited by strength andairworthiness requirements.

Maximum Payload. Maximum design zero fuel weight minus operational empty weight.

Maximum Seating Capacity. The maximum number of passengers certified or anticipated forcertification.

Maximum Cargo Volume. The maximum space available for cargo.

Usable Fuel. Fuel available for aircraft propulsion.

Page 12

2–2

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Page 13

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Page 14

2–4

19 FT 9 IN.(6.0 m)

35 FT 0 IN.(10.7 m)

170 FT 6 IN. (51.97 m) **

26 FT 10 IN.(8.2 m)

75 FT 10 IN.(23.1 m)

2.2 GENERAL AIRPLANE DIMENSIONSMODEL MD-11

SCALE

0 5 m

0 10 20 FT

*SP AN AT WING TIP DIMENSION POINT= 165 FT 7 IN. (50.5m) WITH FUEL

**MAXIMUM SP AN WITH FUEL/NOMINAL SP AN WITHOUT FUEL= 169 FT 10 IN. (51.8M)

10

30

REV E

148 FT 8 IN. (45.3 m)136 FT 6 IN. (41.6 m)*

59 FT 2 IN (18.0 m)

79 FT 6 IN.(24.2 m)

WINGTIP DIMENSION POINT

44 FT 1 IN.(13.4 m)

80 FT 9 IN. (24.6 m)

192 FT 5 IN. (58.6 m)

99 FT 4 IN.(30.3 m)

9 FT 7 IN.(2.9 m)

27 FT 10 IN.(8.5 m)

202 FT 2 IN. (61.6 m) WITH CF6-80C2D1F ENGINES200 FT 11 IN. (61.2 m) WITH PW4460 ENGINES

SEESECTION

2.3

Page 15

2–5

VERTICAL CLEARANCE

MIN CLEARANCECRITICAL WT AND CG

MAX CLEARANCECRITICAL WT AND CG

AB

CD

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FG

HI

J

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MN

OP

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ST

UV

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28 – 7 27 – 1

15 – 97 – 4

15 – 8

9 – 215 – 7

8 – 108 – 10

15 – 4

29 – 557 – 6

7 – 103 – 2

9 – 810 – 8

12 – 4

23 – 432 – 7

37 – 315 – 8

10 – 315 – 5

8.718.27

4.812.23

4.78

2.804.75

2.692.69

4.67

8.9717.53

2.380.96

2.933.25

3.77

7.119.93

11.354.80

3.124.70

29 – 228 – 6

17 – 58 – 9

16 –11

10 – 316 – 3

9 – 99 – 9

16 – 3

30 – 958 – 10

8 – 54 – 5

10 – 511 – 7

13 – 4

25 – 733 – 6

38 – 217 – 1

11 – 416 – 3

8.898.69

5.312.67

5.16

3.124.95

2.972.97

4.95

9.3717.93

2.571.35

3.173.53

4.06

7.8010.21

11.635.21

3.454.95

FT – IN. METERS FT – IN. METERS

* = GE CF6–80C2 D1FH = STANDARD CENTER CARGO DOOR V = FREIGHTER

I = COMBI CENTER CARGO DOOR X = COMBI MAIN DECK DOOR

2.3 GROUND CLEARANCES MODEL MD-11

36.89 IN. (93.70 cm)

R

GROUND

76.15 IN. (193.42 cm)

A BC

D F G X I/HJ

W

K

L

P O

M N

R

ST U

WINGLET DETAIL

· MAXIMUM AND MINIMUM CLEARANCES OF INDIVIDUAL LOCATIONSARE GIVEN FOR COMBINATIONS OF AIRPLANE LOADING/UNLOADING ACTIVITIES THAT PRODUCE THE GREATEST VARIATION AT EACH LOCATION.ZERO ROLL ANGLE AND LEVEL GROUND WERE ASSUMED FOR ANALYSIS.

· IT IS RECOMMENDED THAT APPROXIMATELY ± 3 INCHES (0.1 m) BE ALLOWEDFOR VERTICAL EXCURSIONS DUE TO VARYING STRUT AND TIRE INFLATIONS,PAVEMENT UNEVENNESS, ETC.

*

V E

REV E

Page 16

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IN.

(106

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IN.

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.7 B

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IN.

(106

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9 A

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410

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Page 19

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REV E

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76

IN.

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3 B

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.(1

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IN.

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.0 c

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IN.

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.(1

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.0 c

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76

IN.

(106

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cm

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(406

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Page 22

2–12

2.5 CABIN CROSS SECTION2.5.1 FIRST CLASS

MODEL MD-11

57 IN. (TYP) 26.50 IN.

CARGO

66 IN.(167.6 cm)

95 IN.(241.3 cm)

125.5 IN. (318.8 cm)

164 IN. (416.6 cm)

237 IN. (602.0 cm)

0.50 IN.(1.3 cm) 21.50 IN.

(TYP)

8 IN. (TYP)(20.3 cm)

3 IN.(TYP)

(7.6 cm)

SERVICE MODULE

(144.8 cm) (67.3 cm) (54.6 cm)

REV E

Page 23

2–13

3 IN. (TYP)(7.6 cm)

2.5.2 BUSINESS CLASSMODEL MD-11

50 IN. (TYP)

25.25 IN.11.75 IN.

(TYP)(29.8 cm)

20.50 IN.(TYP)

CARGO

66 IN.(167.6 cm)

95 IN.(241.3 cm)

125.5 IN. (318.8 cm)

164 IN. (416.6 cm)

237 IN. (602.0 cm)

0.50 IN.(1.3 cm) 73.50 IN. (186.69 cm)

(52.1 cm)(64.1 cm)

(127 cm)

REV E

Page 24

2–14

2.5.3 ECONOMYMODEL MD-11

42 IN. (TYP)2 IN. (TYP)

(5.1 cm)

19 IN.(TYP)

CARGO

66 IN.(167.6 cm)

95 IN.(241.3 cm)

125.5 IN. (318.8 cm)

164 IN. (416.6 cm)

237 IN. (602.0 cm)

0.50 IN.(1.3 cm)

9.5 IN. (TYP)(24.1 cm)

102 IN. (259.1 cm)

(48.3cm)

(106.7 cm)18 IN. (TYP)

(45.7 cm)

REV E

Page 25

2–15

2.5.4 HIGH-DENSITYMODEL MD-11

57.50 IN. (TYP) 2 IN. (TYP)(5.1 cm)

16.50 IN.(TYP)

76 IN. (193.0 cm)

CARGO

66 IN.(167.6 cm)

95 IN.(241.3 cm)

125.5 IN. (318.8 cm)

164 IN. (416.6 cm)

237 IN. (602.0 cm)

0.50 IN.(1.3 cm)

9.25 IN.(TYP)(23.5 cm)

16.50 IN.(TYP)(41.9 cm)(41.9

cm)(146.1 cm)

REV E

Page 26

2–16

2.5.5 CROSS SECTION – CARGO MODEL MD-11F/CF

DMC005-15

88 BY 108 IN.(223.5 BY 274.3 cm)

88 BY 125 IN.(223.5 BY 317.5 cm)

96 BY 125 IN.(243.8 BY 317.5 cm)

TYPICAL CARGO SECTION

LD5LD7LD9LD11LD21

LD3LD6

(26) 88- BY 125-IN. PALLETS = 14,542 FT3 (411.8 m3)

1R 2R1L 2L

(26) 96- BY 125-IN. PALLETS = 15,514 FT3 (439.3 m3)

(34) 88- BY 108-INCH PALLETS = 15,537 FT3 (440.0 m3)

3R3L

4R4L

5R5L

6R6L

7R7L

8R8L

9R9L

10R10L

11R11L

12R12L

BARRIER NET

1R

1L 2L

2R 3R 4R 5R 6R 7R 8R 9R 10R 11R 12R 13R 14R 15R 16R 17R

4L 5L 6L 7L 8L 9L 10L 11L 12L 13L 15L 16L14L 17L

14C

13C

18C

64 IN.(162.6 cm)

102-IN.(259.1 cm)

DOOR

MAIN CARGO LOADED COMPARTMENTLENGTH = 144 FT 4 IN. (44.0 m)FLAT FLOOR AREA = 2,614.5 FT2 (242.9 m2)BULK VOLUME = 22,048 FT3 * (624.3 m3)

* BULK VOLUME IS WATER VOLUME OF CABIN BETWEEN BARRIERNET AND AFT BULKHEAD

97.5-IN. (247.7 cm)STACK HEIGHT

FREIGHTER

REV D

(26) 88- BY 125-IN. PALLETS = 13,521 FT3 (382.9 m3)(26) 96- BY 125-IN. PALLETS = 14,508 FT3 (410.8 m3)

FREIGHTER

CF

FREIGHTER

Page 27

2–17

2.6 LOWER COMPARTMENT2.6.1 CARGO COMPARTMENTS – CONTAINERS

MODEL MD-11

GROSS WEIGHT7,000 LB EACH(3,175.2 kg)

TARE WEIGHT600 LB EACH(272.2 kg)

GROSS WEIGHT3,500 LB EACH(1,587.6 kg)

TARE WEIGHT320 LB EACH(145.2 kg)

32 HALF WIDTH CONTAINERS;EACH 158 FT3 (4.47 m3)TOTAL 5,056 FT3 (143.17 m3)

LD3 CONTAINER

160 IN.(406.4 cm)

60.4 IN.(153.4 cm)

44 IN.(111.76 cm)

125 IN.(317.5 cm)64 IN.

(162.56 cm)

79.0 IN.(200.7 cm)

60.4 IN.(153.4 cm)

64 IN.(162.56 cm)

61.5 IN.(156.2 cm)

16 FULL WIDTH CONTAINERS;EACH 320 FT3 (9.06 m3)TOTAL 5,120 FT3 (144.98 m3)

32 LD3 CONTAINERS 5,056 FT3 (143.17 m3)BULK CARGO 510 FT3 (14.44 m3)

TOTAL 5,566 FT3 (157.61 m3)

104- BY 66-IN. (264.2 BY 167.6 cm)CARGO DOOR RIGHT SIDE ONLY 18 CONTAINERS

70- BY 66-IN. (177.8 BY 167.6 cm)CARGO DOOR RIGHT SIDE ONLY 14CONTAINERS

BULK CARGO

BULK CARGO DOORLEFT SIDE ONLY30 BY 36 IN.(76.2 BY 91.4 cm)

LD6 CONTAINER

REV E

Page 28

2–18

2.6.2 CARGO COMPARTMENTS – CONTAINERS/PALLETSMODEL MD-11

GROSS WEIGHT10,300 LB EACH(4,672.1 kg)

TARE WEIGHT248 LB EACH(112.5 kg)

GROSS WEIGHT3,500 LB EACH(1,587.6 kg)

TARE WEIGHT320 LB EACH(145.2 kg)

14 HALF WIDTH CONTAINERS; (LD3)EACH 158 FT3 (4.47 m3)TOTAL 2,212 FT3 (62.64 m3)

LD3 CONTAINER

79.0 IN.(200.7 cm)

60.4 IN.(153.4 cm)

64 IN.(162.56 cm)

61.5 IN.(156.2 cm)

6–96 BY 125 PALLETS 2,667 FT3 (75.52 m3)

6–88 BY 125 PALLETS 2,268 FT3 (64.20 m3)14 LD3 CONTAINERS 2,212 FT3 (62.58 m3)BULK CARGO 510 FT3 (14.44 m3)

TOTAL 4,990 FT3 (141.22 m3)

104- BY 66-IN. (264.2 BY 167.6 cm)CARGO DOOR RIGHT SIDE ONLY 6 PALLETS

70- BY 66-IN. (177.8 BY 167.6 cm)OPTIONAL 104- BY 66-IN. (264.2 BY 167.6 cm)CARGO DOOR RIGHT SIDE ONLY14 CONTAINERS

BULK CARGO DOORLEFT SIDE ONLY30 BY 36 IN.(76.2 BY 91.4 cm)

125 IN.(317.5 cm)88 IN.

(223.5 cm)

64 IN.(162.56 cm)

CONTAINERSCENTER COMPARTMENT

PALLETSFWD COMPARTMENT

6–96 BY 125-IN. PALLETS EACH 444 FT3 (12.57 m3 )

TOTAL 2,664 FT3 (75.41 m3)

6–88 x 125 PALLETSEACH 378 FT3 (10.70 m3)TOTAL 2,268 FT3 (64.2 m3)

88 BY 125-IN. PALLET (223.5 BY 317.5 cm)

OR

OR

REV E

Page 29

2–19

2.7 DOOR CLEARANCES2.7.1 CLEARANCES, PASSENGER LOADING DOORS, DOOR NO. 1

MODEL MD-11

32 IN. (81 cm)

PLAN VIEW

A

A

16 FT 8 IN.(5.08 m)

6 IN. (15 cm)

8 IN.(20 cm)

76 IN.(193 cm)

FLOOR

DOOR ACTUATOR HANDLE

SEE SECTION 2.3 FOR HEIGHT ABOVE GROUND

ELEVATION

FLOOR/DOOR SILL

96 IN. (244 cm)

UPWARD INTERIORSLIDING DOOR

SECTION A-ALOOKING FOR WARD

121 IN.(307 cm)

183 IN.(465 cm)

38 IN. (97 cm)

REV E

Page 30

2–20

ÉÉÉÉÉÉÉÉÉÉÉÉ

2.7.1 CLEARANCES, PASSENGER LOADING DOORS, DOOR NO. 2MODEL MD-11

DMC005–19

PLAN VIEW

A

A

76 IN.(193 cm)

FLOOR

DOOR ACTUATOR HANDLE

SEE SECTION 2.3 FORHEIGHT ABOVE GROUND

ELEVATION

SECTION A-ALOOKING FORWARD

AIRPLANENOSE 48 FT 1 IN.

(14.66 m)

UPWARD INTERIORSLIDING DOOR

FLOOR/DOOR SILL

CONSTANTSECTION

DIA = 237 IN.(602 cm)

136.5 IN.(347 cm)

7.5 IN.(19 cm)

6 IN. (15 cm)

42 IN. (107 cm)

42 IN. (107 cm)

FWD

Page 31

2–21

ÉÉÉÉÉÉÉÉÉÉ

2.7.1 CLEARANCES, PASSENGER LOADING DOORS, DOOR NO. 3MODEL MD-11

DMC005–20

PLAN VIEW

A

A

76 IN.(193 cm)

FLOOR

DOOR ACTUATOR HANDLE

SEE SECTION 2.3 FORHEIGHT ABOVE GROUND

ELEVATION

SECTION A-ALOOKING FORWARD

AIRPLANENOSE 95 FT 2 IN.

(29.01 m)

UPWARD INTERIORSLIDING DOOR

FLOOR/DOOR SILL

CONSTANTSECTION

DIA = 237 IN.(602.0 cm)

136.5 IN.(347 cm)

7.5 IN.(19 cm)

6 IN. (15 cm)

42 IN. (107 cm)

42 IN. (107 cm)

FWD

Page 32

2–22

ÉÉÉÉÉÉÉÉÉÉ

2.7.1 CLEARANCES, PASSENGER LOADING DOORS, DOOR NO. 4MODEL MD-11

DMC005–21

PLAN VIEW

A

A

FLOOR

DOOR ACTUATOR HANDLE

SEE SECTION 2.3 FORHEIGHT ABOVE GROUND

ELEVATION

SECTION A-ALOOKING FORWARD

AIRPLANENOSE 155 FT 3 IN.

(47.32 m)

FWD

FLOOR/DOOR SILL

UPWARD INTERIORSLIDING DOOR 123.5 IN.

(314 cm)

103.2 IN.(262 cm)

76 IN.(193 cm)

7.5 IN.(19 cm)

6 IN. (15 cm)

42 IN. (107 cm)

42 IN. (107 cm)

207.2 IN.(526 cm)

Page 33

2–23

2.7.2 CARGO LOADING DOORS – MAIN DECK MODEL MD-11F/CF

DMC005–82

SECTION A-ALOOKING AFT

102-IN.(259 cm)DOOR

ELEVATION

PLAN VIEW

A

140 IN.(356 cm)

102 IN.(259 cm)

MAIN CARGO DOOR

CONSTANT SECTIONDIA = 237 IN.

(602 cm)

38 FT (11.6 m)

AÉÉÉÉÉÉÉÉÉÉ

SEE SEC. 2.3 FORHEIGHT ABOVE

GROUND

165 DEG POSITION FULL OPEN

85 DEG POSITION

REV D

97.5-IN.(248 cm) STACK

HEIGHTFREIGHTER

92.0-IN.(234 cm)

STACK HEIGHTCONVERTIBLE

FREIGHTER

Page 34

2–24

2.7.2 CARGO LOADING DOORS – MAIN DECK MODEL MD-11 COMBI

SECTION A-ALOOKING FOR WARD

ELEVATION

PLAN VIEW

A

A

160 IN.(406 cm)

102 IN.(259 cm)

SEE SECTION 2.3 FOR HEIGHT ABOVE GROUND

42 IN. (107 cm)

AIRPLANENOSE

141 FT 8 IN.(43.2 m)

FLOORFWD

102-IN.(259 cm)DOOR

97.5-IN.(248 cm)

STACK HEIGHT

REV E

Page 35

2–25

2.7.3 CARGO LOADING DOORS, LOWER DECKFORWARD DOOR

MODEL MD-11

DMC005–94

PLAN VIEW

AIRPLANENOSE

59 FT 2 IN.(18.03 m)

104 IN.(264 cm)

15.9 IN. (40 cm)

ELEVATION

A

A

66 IN. (168 cm)

44 IN. (112 cm)

FLOOR

DOOR ACTUATOR PANELSWITCH AND CONTROLS

ÉÉÉÉÉÉÉÉ

SEE SECTION 2.3 FORGROUND CLEARANCE

SECTION A-A

211.3 IN.(537 cm)

CRITICAL CLEARANCE LIMITLOOKING FORWARD 19.7 IN.(50 cm)

89.8 IN. (228 cm)

CONSTANT SECTION DIA= 237 IN. (602 cm)

135 DEG FULL OPEN

REV D

Page 36

2–26

2.7.3 CARGO LOADING DOORS, LOWER DECKCENTER CARGO DOOR

MODEL MD-11

DMC005–96

PLAN VIEW

AIRPLANENOSE

ELEVATION

44 IN. (112 cm)

SECTION A-A

198.6 IN.(504 cm)

CRITICAL CLEARANCE LIMIT

LOOKING FORWARD

19.7 IN. (50 cm)

126.1 IN.(320 cm)

CONSTANT SECTION DIA= 237 IN. (602 cm)

158 DEG FULL OPEN

113.2 IN.(288 cm)

60 IN. (152 cm)

66 IN. (168 cm)

SEE SECTION 2.3 FORGROUND CLEARANCE

A

A

WING FILLET

144 FT 0 IN.(43.9 m)

70 IN.(178 cm)

15.9 IN. (40 cm)

DOOR ACTUATOR PANELSWITCH AND CONTROLS

ÉÉÉÉ

Page 37

2–27

2.7.3 CARGO LOADING DOORS, LOWER DECKCENTER CARGO DOOR (OPTIONAL FOR OTHER MODELS)

MODEL MD-11 COMBI

Chap2–Text

PLAN VIEW

AIRPLANENOSE

ELEVATIONÉÉÉÉ

SECTION A-A

198.6 IN.(504 cm)

CRITICAL CLEARANCE LIMIT

LOOKING FORWARD

19.7 IN. (50 cm)

126.1 IN.(320 cm)

158 DEG FULL OPEN

FILLET AT FWD DOOR JAMB

113.2 IN.(288 cm)

60 IN. (152 cm)

66 IN. (168 cm)

SEE SECTION 2.3 FORGROUND CLEARANCE104 IN.

(264 cm)

A

A

WING FILLET

139 FT 7 IN.(42.55 m)

27 IN.

DOOR ACTUATORPANEL SWITCHAND CONTROL

44 IN.(112 cm)

116 IN.(295 cm)

REV D

Page 38

2–28

2.7.3 CARGO LOADING DOORS, LOWER DECKAFT BULK CARGO DOOR

MODEL MD-11

PLAN VIEW

AIRPLANENOSE

ELEVATION

SECTION A-ACRITICAL CLEARANCE LIMIT

LOOKING FOR WARD

23.8 IN. (60 cm)

70.5 IN. (179 cm)

152 DEG FULL OPEN

SEE SECTION 2.3 FORGROUND CLEARANCE

A

A

VENT DOOR HANDLE

160 FT 6 IN.(48.92 m)

21 IN. (53 cm)

5 IN. (13 cm)DOOR CONTROL PANEL

36 IN. (91 cm)

18 IN. (46 cm)

10 IN. (25 cm)

30 IN. (76 cm)

158.3 IN.(402 cm)

119 IN.(302 cm)

77 IN.(196 cm)

93.5 IN. (237 cm)

REV E

Page 39

2-29

REV E

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Page 40

3.0 AIRPLANE PERFORMANCE

3.1 General Information

3.2 Payload-Range

3.3 FAR Takeoff Runway Length Requirements

3.4 FAR Landing Runway Length Requirements

Page 41

3-1

3.0 AIRPLANE PERFORMANCE

3.1 General Information

Figures 3.2.1 through 3.2.8 present payload-range information for a specific Mach number cruise at thefuel reserve condition shown.

Figures 3.3.1 through 3.4.2 represent FAR takeoff and landing field length requirements for FAAcertification.

Standard day temperatures for the altitudes shown are tabulated below:

ELEVATION STANDARD DAY TEMPERATURE

FEET METERS F C

0 0 59 15

2,000 610 51.9 11.1

4,000 1,219 44.7 7.1

6,000 1,829 37.6 3.1

8,000 2,438 30.5 –0.8

Note: These data are provided for information only and are not to be used for flight planning purposes.

For specific performance data/analysis, contact the using airline or the Airport Technology Group at(425) 237-0126 or:

Boeing Commercial Airplane GroupP.O. Box 3707Seattle, Washington 98124-2207USA

Attn: Manager, Airport TechnologyMail Code 67-KR

REV E

Page 42

Page 43

Page 44

Page 45

Page 46

Page 47

Page 48

Page 49

Page 50

Page 51

Page 52

Page 53

Page 54

Page 55

Page 56

Page 57

Page 58

4.0 GROUND MANEUVERING

4.1 General Information

4.2 Turning Radii, No Slip Angle

4.3 Minimum Turning Radii

4.4 Visibility from Cockpit

4.5 Runway and Taxiway Turn Paths

4.6 Runway Holding Bay (Apron)

Page 59

4–1

4.0 GROUND MANEUVERING

4.1 General Information

This section provides airplane turning capability and maneuvering characteristics.

For ease of presentation, these data have been determined from the theoretical limits imposed by thegeometry of the aircraft, and where noted, provide for a normal allowance for tire slippage. As such, theyreflect the turning capability of the aircraft in favorable operating circumstances. The data should only beused as guidelines for determining such parameters and to obtain the maneuvering characteristics of thisaircraft type.

In the ground operating mode, varying airline practices may demand that more conservative turningprocedures be adopted. Airline operating techniques will vary in level of performance over a wide rangeof circumstances throughout the world. Variations from standard aircraft operating patterns may benecessary to satisfy physical constraints within the maneuvering area, such as adverse grades, limitedspace, or high risk of jet blast damage. For these reasons, ground maneuvering requirements should becoordinated with the using airlines prior to layout planning.

Page 60

4–2

4.2 TURNING RADII, NO SLIP ANGLEMODEL MD-11

25

30

40

50

35

45

55

60

65

70

R1

R2

R6

R4

R3

R5

TURNING RADII DEPICTEDREPRESENT THEORETICALGEOMETRIC TURN CENTERS

TURNING CENTERS

MAXIMUM

NOTE: ACTUAL OPERA TING DATA MAY BE GREATERTHAN VALUES SHOWN SINCE TIRE SLIPP AGE ISNOT CONSIDERED IN THESE CALCULATIONS. CONSULT AIRLINE FOR OPERATING PROCEDURESR3 MEASURED FROM OUTSIDE FACE OF TIRE.

STEERINGANGLE (DEG)

R–1 R–2 R–3 R–4 R–5 R–6

153.7

120.2

95.5

76.3

60.7

47.6

36.3

26.3

17.3

9.0

FT m FT m FT m FT m FT m FT m

46.8

36.6

29.1

23.3

18.5

14.5

11.1

8.0

5.3

2.7

194.9

161.4

136.7

117.5

101.9

88.8

77.5

67.6

58.5

50.2

59.4

49.2

41.7

35.8

31.1

27.1

23.6

20.6

17.8

15.3

194.0

164.3

143.5

128.2

116.6

107.8

100.9

95.6

91.4

88.2

59.1

50.1

43.7

39.1

35.5

32.9

30.8

29.1

27.9

26.9

262.6

229.5

205.2

186.4

171.2

158.5

147.6

138.0

129.4

121.5

80.0

70.0

62.5

56.8

52.2

48.3

45.0

42.1

39.4

37.0

205.7

178.2

159.4

145.9

136.1

128.7

123.1

118.8

115.6

113.8

62.7

54.3

48.6

44.5

41.5

39.2

37.5

36.2

35.2

34.7

220.2

189.5

167.7

151.3

138.5

128.3

119.9

112.9

107.0

102.0

67.1

57.8

51.1

46.1

42.2

39.1

36.5

34.4

32.6

31.1

25

30

35

40

45

50

55

60

65

70 MAXIMUM

TURNING CENTERFOR ILLUSTRATIONPURPOSES

STEERING ANGLES (DEGREES)

REV E

Page 61

4–3

4.3 MINIMUM TURNING RADIIMODEL MD-11

TAIL R6

X

NOSE TIRER3

NOSER5

WING TIPR4

Y

MAXIMUM STEERINGANGLE 70 DEG

EFFECTIVETURN ANGLE

TURNCENTER

A PAVEMENTWIDTH FOR

180-DEG TURN

NOSE GEAR RADII TRACKMEASURED FROM OUTSIDEFACE OF TIRE

NORMAL TURNS

SYMMETRICAL THRUST AND NO DIFFERENTIALBRAKING. SLOW CONTINOUS TURN. AFT CENTER OFGRAVITY AT MAX RAMP WEIGHT

LIGHTLY BRAKED TURN

UNSYMMETRICAL THRUST AND LIGHT DIFFEREN -TIAL BRAKING. SLOW CONTINUOUS TURN. AFTCENTER OF GRAVITY AT MAX RAMP WEIGHT

MINIMUM RECOMMENDED RADIUS TO AVOID EXCESSIVETIRE WEAR. LIMITED BY 8–DEG MAIN GEAR TIRE SCRUB

TYPETURN

EFFECTIVETURN ANGLE

TIRE SLIPANGLE

XFT/m

YFT/m

AFT/m

R3FT/m

R4FT/m

R5FT/m

R6FT/m

60.8 DEG

72.0 DEG

–

9.2 DEG

–2.0 DEG

–

81.2

81.6

81.2

45.3

26.5

42.1

160.6

134.6

155.8

94.7

87.5

93.1

136.4

118.5

133.4

118.1

112.6

116.9

111.9

100.0

109.8

24.7

24.9

24.7

13.8

8.1

12.8

49.0

41.0

47.5

28.9

26.7

28.4

41.6

36.1

40.7

36.0

34.3

35.6

34.1

30.5

33.5

1

2

3

3

21

REV E

SLIP

Page 62

4–4

4.4 VISIBILITY FROM COCKPIT IN STATIC POSITIONMODEL MD-11

DMC005–42

ÉÉÉÉ

PILOT’S EYE POSITION

PILOT’S EYE POSITION

36 DEG

20 DEG20 FT 8 IN.

(6.3 m)

50 FT 4 IN.(15.3 m) 6 FT 11 IN. (2.1 m) (REF)

20 FT 11 IN. (6.4 m)

27 FT 10 IN. (8.5 m)

135 DEG

MAXIMUM AFT VISIONWITH HEAD ROTATEDABOUT SPINAL COLUMN

PILOT’S EYE POSITION21 IN.(53.3 cm)

40 DEG

31 DEG

45 DEG

WITH HEADMOVED 14 IN.OUTBOARD(35.6 cm)

45 DEG

31 DEG

40 DEG

NOT TO BE USED FORLANDING APPROACH VISIBILITY

REV B

Page 63

4–5

4.5 RUNWAY AND TAXIWAY TURN PATHS4.5.1 MORE THAN 90-DEG TURN – RUNWAY TO TAXIWAYMANEUVERING METHOD – COCKPIT OVER CENTERLINE

MODEL MD–11

DMC005-89

75 FT(22.86 m)

ÉÉÉÉ

COCKPIT REFERENCE POINT

15 FT (4.57 m)CLEARANCE LINE

PATH OF MAIN GEAR TIRE EDGE

150-FT R(45.72 m)

150 FT(45.72 m)

RUNWAYCENTER-

LINE

45 DEG

NOTE: THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAYPAVEMENT EDGE CLEARANCE SHOWN IS APPROXIMATELY15 FT (4.57 m)

TAXIWAYCENTER-

LINE

ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ

100-FT R(30.48 m)

ADDITIONAL FILLETREQUIRED

REV B

Page 64

4–6

4.5.2 MORE THAN 90-DEGREE TURN – RUNWAY TO TAXIWAYMANEUVERING METHOD — JUDGMENTAL OVERSTEERING

MODEL MD–11

DMC005–88

100-FT R(30.48 m)

150-FT R(45.72 m)

75 FT(22.86 m)

ÉÉ

CL

CL45 DEG

150 FT(45.72 m)

PATH OF NOSE GEAR TIRE EDGE

15 FT (4.57 m )CLEARANCE LINE

TAXIWAYCENTERLINE

RUNWAYCENTERLINE

PATH OF MAINGEAR TIRE EDGE

NOTE:1. EFFECTIVE STEERING ANGLE-APPROX 30 DEG (33-DEG STEERING, 3-DEG NOSE GEAR SLIP)

2. THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAYPAVEMENT EDGE CLEARANCE SHOWN IS APPROXIMATELY15 FT (4.57 m)

15 FT (4.57 m)CLEARANCE LINE

Page 65

4–7

4.5.3 90-DEGREE TURN – TAXIWAY TO TAXIWAYMANEUVERING METHOD — COCKPIT OVER CENTERLINE

MODEL MD-11

DMC005–90

75 FT(22.86 m)

NOTE: THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAYPAVEMENT EDGE CLEARANCE SHOWN ISAPPROXIMATELY 15 FT (4.57 m)

PATH OF MAIN GEAR TIRE EDGE(AIRCRAFT DIRECTION AS SHOWN)

75 FT(22.86 m)

CL

TAXIWAYCENTERLINE

PATH OFCOCKPITREFERENCEPOINT

COCKPIT REFERENCE POINT

ÉÉ

150 FT (45.72 m)

83 FT (25.30 m)

150 FT (45.72 m)

83 FT (25.30 m)

APPROX 15 FT (4.57 m)

250-FT (76.20 m) LEAD-IN(TYPICAL — 4 PLACES)

CL

REV D

Page 66

4–8

4.5.4 90-DEGREE TURN – TAXIWAY TO TAXIWAYMANEUVERING METHOD – JUDGMENTAL OVERSTEERING

MODEL MD-11

75 FT (22.86 m)

NOTES:1. THE INTERSECTION FILLET IS DETERMINED

FROM THE GEOMETRY OF THE CRITICALAIRCRAFT AND THE STEERING PROCEDURETHAT WILL BE USED.

2. 33-DEGREE STEERING ANGLE, 3-DEGREENOSE GEAR SLIP (30-DEGREE EFFECTIVESTEERING ANGLE)

3. THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAYPAVEMENT EDGE CLEARANCE SHOWN ISAPPROXIMATELY 15 FT (4.57 m)

15-FT (4.57 m) CLEARANCE LINE

PATH OF MAIN GEAR TIRE EDGE

75 FT(22.86 m)

CL

CL

16.8 FT (5.12 m)

105-FT (32.00 m) R

TAXIWAYCENTERLINE

15 FT (4.57 m)

PATH OF NOSE GEAR TIRE EDGE

15-FT (4.57 m) CLEARANCE LINE

REV E

Page 67

4–9

4.5.5 90-DEGREE TURN – RUNWAY TO TAXIWAYMANEUVERING METHOD — COCKPIT OVER CENTERLINE

MODEL MD–11

75 FT(22.86 m)CL

150 FT (45.72 m)

COCKPIT REFERENCE POINT

15-FT (4.57 m) CLEARANCE LINE(RUNWAY-TO-TAXIWAY DIRECTION)

ADDITIONAL FILLET REQUIRED

85-FT (25.91 m) R

150-FT (45.72 m) R

15-FT (4.57 m) CLEARANCE LINE(TAXIWAY-TO-RUNWAY DIRECTION)

PATH OF MAIN GEAR TIRE EDGE(RUNWAY-TO-TAXIWAY DIRECTION)

NOTE: THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAYPAVEMENT EDGE CLEARANCE SHOWN IS APPROXIMATLY 15 FT (4.57 m)

RUNWAYCENTERLINE

TAXIWAYCENTERLINE

REV E

Page 68

4–10

4.6 RUNWAY HOLDING BAY (APRON)MODEL MD-11

DMC005–93

PATH OF MAIN GEAR TIRE EDGE

PATH OF NOSE GEAR TIRE

20 FT (6.10 m)

263 FT (80.16 m)40 FT(12.19 m)

PATH OF NOSE GEAR

PATH OF MAINGEAR TIRE EDGE

20 FT (6.10 m)

15 FT (4.57 m)

TAXIWAYCENTERLINE RUNWAY

CENTERLINE

20 FT (6.10 m)

SHOULDER

NOTE: THE MINIMUM MAIN GEAR TIRE-TO-PAVEMENT EDGE CLEARANCE SHOWN ISAPPROXIMATELY 15 FT (4.57 m)

97 FT (29.57 m)

ÉÉÉÉÉÉ

PATH OFNOSE GEAR

150 FT (45.72 m)75 FT(22.86 m)

ÉÉÉÉ

Page 69

4-11

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Page 70

5.0 TERMINAL SERVICING

5.1 Airplane Servicing Arrangement (Typical)

5.2 Terminal Operations, Turnaround Station

5.3 Terminal Operations, En Route Station

5.4 Ground Service Connections

5.5 Engine Starting Pneumatic Requirements

5.6 Ground Pneumatic Power Requirements

5.7 Preconditioned Airflow Requirements

5.8 Ground Towing Requirements

Page 71

5–1

5.0 TERMINAL SERVICING5.1 AIRPLANE SERVICING ARRANGEMENT (TYPICAL)

5.1.1 AIRPLANE SERVICING ARRANGEMENT — TYPICAL TURNAROUNDMODEL MD-11

DMC005–43

ÉÉÉ

CARGO PALLET TRAIN

CARGO LOADER EXTENSION

LOWER DECK CARGO LOADER

GALLEYSERVICEVEHICLES

TOW VEHICLE

POTABLE WATER VEHICLE

PASSENGERLOADING BRIDGES

FUEL SERVICE VEHICLECABIN SERVICE VEHICLE

BULK CARGODOLLY TRAIN

BULK CARGO LOADER

LAVATORYSERVICE VEHICLE

GALLEY SERVICEVEHICLE

LOWER DECK CARGOLOADER

CONTAINER DOLLYTRAIN

FUEL SERVICE VEHICLE

NOTE: THE AIRCRAFT AUXILIARY POWER UNITSUPPLIES ELECTRICAL, PNEUMATIC AIR,AND PRECONDITIONED AIR.

Page 72

5–2

5.0 TERMINAL SERVICING5.1.2 AIRPLANE SERVICING ARRANGEMENT — TYPICAL TURNAROUND

MODEL MD-11 COMBI

DMC005–44

ÉÉÉÉÉÉ

CARGO PALLET TRAIN

CARGO LOADER EXTENSION

LOWER DECK CARGO LOADER

GALLEY SERVICE VEHICLES

TOW VEHICLE

POTABLE WATERVEHICLE

PASSENGERLOADING BRIDGE

FUEL SERVICE VEHICLE

BULK CARGODOLLY TRAIN

BULK CARGO LOADER

LAVATORYSERVICE VEHICLE

LOWER DECK CARGOLOADER

CONTAINER DOLLYTRAIN

FUEL SERVICE VEHICLE

NOTE: THE AIRCRAFT AUXILIARY POWER UNIT SUPPLIESELECTRICAL, PNEUMATIC AIR, AND PRECONDITIONED AIR.

CARGO PALLET TRAIN

MAIN DECK CARGO LOADER

Page 73

5–3

5.0 TERMINAL SERVICING5.1.3 AIRLINE SERVICING ARRANGEMENT — TYPICAL TURNAROUND

MODEL MD-11F/CF

CARGO PALLET TRAIN

LOWER DECK CARGOLOADER

FUEL SERVICE VEHICLE

BULK CARGO TRAILER

FUEL SERVICE VEHICLE

MAIN-DECK CARGO LOADER

BULK CARGOLOADER

CREW STAIRS

CARGO PALLET TRAIN

LOWER DECK CARGOLOADER WITH LD–3

NOTE: THE AIRCRAFT AUXILIARY POWER UNIT SUPPLIES ELECTRICAL,PNEUMATIC, AND PRECONDITIONED AIR

CONTAINER DOLLYTRAIN

REV E

Page 74

5–4

5.2

TE

RM

INA

L O

PE

RA

TIO

NS,

TU

RN

AR

OU

ND

5.2.

1 T

UR

NA

RO

UN

DM

OD

EL

MD

-11

EN

GIN

E R

UN

DO

WN

1.0

CH

EC

K L

OG

BO

OK

1.5

WA

LK

AR

OU

ND

IN

SPE

CT

ION

9.0

CH

EC

K L

OG

BO

OK

1.5

MO

NIT

OR

EN

GIN

ES

3.0

CL

EA

R F

OR

DE

PA

RT

UR

E1.

0

POSI

TIO

N P

ASS

EN

GE

R B

RID

GE

0.5

DE

PLA

NE

PA

SSE

NG

ER

S5.

6

CA

BIN

SE

RV

ICIN

G (9

-MA

N C

RE

W)

19.5

SER

VIC

E F

OR

WA

RD

AN

D M

ID G

AL

LE

Y25

.6

SER

VIC

E A

FT G

AL

LE

Y27

.1

EN

PLA

NE

PA

SSE

NG

ER

S16

.2

RE

MO

VE

PA

SSE

NG

ER

B

RID

GE

0.5

FOR

WA

RD

CO

NT

AIN

ER

RE

MO

VA

L18

.0

AFT

CO

NT

AIN

ER

RE

MO

VA

L14

.0

BU

LK

CA

RG

O R

EM

OV

AL

12.8

FOR

WA

RD

CO

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AIN

ER

LO

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18.0

AFT

CO

NT

AIN

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14.0

BU

LK

CA

RG

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DUTIES

Page 75

5–5

5.3

TE

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EN

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Page 76

5–6

5.4 GROUND SERVICE CONNECTIONSMODEL MD–11

SCALE

0 5 m

0 10 20 FT

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10

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PRECONDITIONED AIR

FUEL

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DMC005–48

LAVATORY

Page 77

5–7

5.4

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OU

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4.27

4.27

4.60

4.60

Page 78

5–8

5.5 ENGINE STARTING PNEUMATIC REQUIREMENTSMODEL MD-11 GE ENGINE

DMC005–49

0 10 20 30 40 50 60 70 80

140

120

100

60

RE

QU

IRE

D A

IRF

LOW

(LB

/MIN

)

(PSIA)

160

80

200

180

220

240

–40 –20 0 20 40 60 80 100 12020

RE

QU

IRE

D P

RE

SS

UR

E A

T G

RO

UN

D

30

50

40

60

70

CO

NN

EC

TO

R (

PS

IA)

118

110

100

90

80

70

60

50

40

30

5.0

4.5

4.0

3.5

3.0

2.5

2.0

1.5

(kg/

MIN

)(k

g/cm

AB

S)

2

1.0 2.0 3.0 4.0 5.0

-40 -30 -20 -10 0 10 20 30 40 50

(kg/cm2ABS)

CF6-80C2D1FMAXIMUM ALLOWABLE PNEUMATICSYSTEM PRESSURE 51 PSIG(65.7 PSIA AT SEA LEVEL)

MAXIMUM ALLOWABLE PNEUMATICSYSTEM TEMPERATURE 500°F (260°C)

MAXIMUM ALLOWABLE PNEUMATIC SYSTEMPRESSURE 51 PSIG

FOR A 46-SECOND START AT SEA LEVEL*

* THERE IS NO SATISFACTORY DEFINITION FOR “REQUIRED PRESSURE AT GROUND CONNECTOR” SO THAT A SINGLE LINE CANBE DEPICTED. THE LINE DEPICTED IS FOR A 46-SECOND START TIME, WHICH IS AN ARBITRARY VALUE.

PRESSURE AT GROUND CONNECTOR

AMBIENT AIR TEMPERATURE

(°F)

(°C)

Page 79

5–9

5.5 ENGINE STARTING PNEUMATIC REQUIREMENTSMODEL MD-11 P&W ENGINE

DMC005–50

0 10 20 30 40 50 60 70 80

250

200

150

50

RE

QU

IRE

D A

IRF

LOW

(LB

/MIN

)

PSIA

300

100

400

350

–40 –20 0 20 40 60 80 100 12020

RE

QU

IRE

D P

RE

SS

UR

E A

T G

RO

UN

D

30

50

40

60

70

CO

NN

EC

TO

R (

PS

IA)

120

110

100

90

80

70

60

50

40

30

5.0

4.5

4.0

3.5

3.0

2.5

2.0

1.5

(kg/

MIN

)(k

g/cm

AB

S)

2

1.0 2.0 3.0 4.0 5.0

-40 -30 -20 -10 0 10 20 30 40 50

(kg/cm2ABS)

PW4460MAXIMUM ALLOWABLE PNEUMATICSYSTEM PRESSURE 51 PSIG(65.7 PSIA AT SEA LEVEL)

MAXIMUM ALLOWABLE PNEUMATICSYSTEM TEMPERATURE 500°F (260°C)

MAXIMUM ALLOWABLE PNEUMATIC SYSTEMPRESSURE 51 PSIG

FOR A 46-SECOND START AT SEA LEVEL*

* THERE IS NO SATISFACTORY DEFINITION FOR “REQUIRED PRESSURE AT GROUND CONNECTOR” SO THAT A SINGLE LINE CANBE DEPICTED. THE LINE DEPICTED IS FOR A 46-SECOND START TIME, WHICH IS AN ARBITRARY VALUE.

150

140

130

180

170

160

190

PRESSURE AT GROUND CONNECTOR

AMBIENT AIR TEMPERATURE

(°F)

(°C)

Page 80

5–10

5.6 GROUND PNEUMATIC POWER REQUIREMENTSMODEL MD-11

DMC005–51

0 20 40 60 80

280

240

200

LB/M

IN 320

400

360

1.0 1.2 1.4 1.6 1.8AIR SUPPLY PRESSURE

(kg/cm2 ABS)T

OTA

L A

IRF

LOW

(kg

/MIN

)

180

160

140

120

100

HEATING

MINUTES TO HEAT CABIN TO 75°F (24°C)• INITIAL CABIN TEMPERATURE –25°F (–32°C) • DULL DAY• OUTSIDE AIR TEMPERATURE –40°F (–40°C) • NO CABIN OCCUPANTS OR ELECTRICAL LOAD• MAX TEMPERATURE AT GROUND CONN 440°F (227°C) • MAX ALLOWABLE SUPPLY PRESSURE 45 PSIG• MIN TEMPERATURE NOT LESS THAN 200°F (93°C) • BOTH GROUND CONNECTIONS USED

ABOVE O.A.T • THREE-PACK OPERATION• DOORS CLOSED

0 20 40 60 80

250

200

LB/M

IN

300

400

350

1.0 1.2 1.4 1.6 1.8

TO

TAL

AIR

FLO

W (

kg/M

IN)

180

160

140

120

100

AIR SUPPLY PRESSURE(kg/cm2 ABS)

COOLING

MINUTES TO COOL CABIN TO 75 F (24 C)• INITIAL CABIN TEMPERATURE 115°F (46°C) • BRIGHT DAY• OUTSIDE AIR TEMPERATURE 103°F (40°C) REL HUM 42% • NO CABIN OCCUPANTS OR ELECTRICAL LOAD• MAX TEMPERATURE AT GROUND CONN 440°F (227°C) • MAX ALLOWABLE SUPPLY PRESSURE 45 PSIG• MIN TEMPERATURE NOT LESS THAN 200°F (93°C) • BOTH GROUND CONNECTIONS USED

ABOVE O.A.T • THREE-PACK OPERATION• DOORS CLOSED

100

16 20 24 28(PSIA)

(PSIA) 25 30 35 40 45

Page 81

5–11

DMC005–53–54

5.7 PRECONDITIONED AIRFLOW REQUIREMENTS MODEL MD-11

AIR SUPPLY TEMPERATURE

600

30 50 70 90 110

500

400

300

200

100

TO

TAL

AIR

FLO

W

260

220

180

140

100

60

0 10 20 30 40

MAXIMUM ALLOWABLE PRESSURE ATGROUND CONNECTION (25 INCHES WATER)

1

3 2

4

5 6

1

2

3

4

5

6

CABIN AT 75°F (24°C), 410 OCCUPANTS,BRIGHT DAY (SOLAR IRRADIATION),

SAME AS 1 EXCEPT CABIN AT 85°F

SAME AS 1 EXCEPT CABIN AT 70°F

CABIN AT 70°F (21°C), 50 CABINOCCUPANTS, OVERCAST DAY (NO

SAME AS 4 EXCEPT –20°F

SAME AS 4 EXCEPT –40°F

MAXIMUM ALLOWABLE TEMPERATURE

CONDITIONED AIR GROUND CARTREQUIREMENTS USING BOTH CONNECTORS

25

20

17

15

10

5

3

1

1

3 2

4

5

6

PR

ES

SU

RE

AT

GR

OU

ND

CO

NN

EC

TIO

N (

INC

HE

S O

F W

AT

ER

)

40

35

30

25

20

15

10

7

5

2

PR

ES

SU

RE

AT

GR

OU

ND

CO

NN

EC

TIO

N (

INC

HE

S O

F W

AT

ER

)

(°F)

(°C)

30 50 70 90 110

0 10 20 30 40AIR SUPPLY TEMPERATURE

(°F)

(°C)

(kg/MIN)

(LB/MIN)

600

500

400

300

200

100

TO

TAL

AIR

FLO

W

260

220

180

140

100

60

(kg/MIN)

(LB/MIN)CONDITIONED AIR GROUND CART

REQUIREMENTS USING ONE CONNECTOR

103°F (39°C) DAY

(29°C)

(21°C), NO CABIN OCCUPANTS,FIVE CREW MEMBERS ONLY

SOLAR IRRADIATION), 0°F (–18°C) DAY

(–29°C) DAY

(–40°C) DAY

190°F (88°C)

Page 82

5–12

5.8

GR

OU

ND

TO

WIN

G R

EQ

UIR

EM

EN

TS

MO

DE

L M

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1

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WH

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L L

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D

60

020

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80

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40

40 20

0

(1,0

00 L

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(1,0

00 k

g)

30 20 10

0

DR

AW

BA

R P

UL

L

(1,000 kg)

(1,000 LB)

633

600

500

400

300

(1,000 kg)

(1,000 LB)

300

250

200

150

100

AIR

PLA

NE

GR

OSS

WE

IGH

T

01

23

4

PER

CE

NT

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OPE

·U

NU

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OF

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N (m

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T A

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= 0

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ICE

m =

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5

DR

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AL

T m

= 0

.8

HA

RD

SN

OW

m =

0.2

BA

CK

ING

AG

AIN

STG

RO

UN

DID

LE

TH

RU

ST

NO

EN

GIN

ET

HR

UST

550

450

350

250

REV E

WE

T C

ON

CR

ET

Em

= 0

.57

Page 83

5-13

REV E

THIS PAGE INTENTIONALLY LEFT BLANK

Page 84

6.0 OPERATING CONDITIONS

6.1 Jet Engine Exhaust Velocities andTemperatures

6.2 Airport and Community Noise

Page 85

6–1

6.0 OPERATING CONDITIONS6.1 JET ENGINE EXHAUST VELOCITIES AND TEMPERATURES

6.1.1 JET ENGINE EXHAUST VELOCITY CONTOURS, IDLE POWER (ESTIMATED)MODEL MD-11 GE ENGINE

80

NOTES: 1. ENGINE CF6-80C22. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE

OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETYASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER

3. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR4. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS5. SEA LEVEL STATIC — STANDARD DAY6. ALL ENGINES AT SAME THRUST60

40

20

0

20

15

5

FEET METERS

80

60

40

20

0

20

15

10

5

FEET METERS

0 15 30 45 60 75 90 105 120 135 150

0 50 100 150 200 250 300 350 400 450 500FEET

METERS

-100

4535

4535

AXIAL DISTANCE BEHIND AIRPLANE

PLAN

ELEVATION

45 35 45 35

GROUND PLANE

CONVERSION FACTOR1 MPH = 1.6 km PER HOUR

HE

IGH

T A

BO

VE

GR

OU

ND

CL

DIS

TAN

CE

FR

OM

AIR

PLA

NE

C L

10

Page 86

6–2

6.1.1 JET ENGINE EXHAUST VELOCITY CONTOURS, IDLE POWER (ESTIMATED)MODEL MD-11 P&W ENGINE

80

NOTES: 1. ENGINE PW44602. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE

OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETYASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER

3. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR4. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS5. SEA LEVEL STATIC — STANDARD DAY6. ALL ENGINES AT SAME THRUST

60

40

20

0

20

15

10

FEET METERS

80

60

40

20

0

20

15

10

5

FEET METERS

0 15 30 45 60 75 90 105 120 135 150

0 50 100 150 200 250 300 350 400 450 500

ELEVATION

FEET

METERS

–100

AXIAL DISTANCE BEHIND AIRPLANE

GROUND PLANECONVERSION FACTOR1 MPH = 1.6 km PER HOUR

35

35

3535

CL

DIS

TAN

CE

FR

OM

AIR

PLA

NE

C LH

EIG

HT

AB

OV

E G

RO

UN

D

PLAN

5

Page 87

6–3

6.1.2 JET ENGINE EXHAUST VELOCITY CONTOURS, BREAKAWAY POWER (ESTIMATED)MODEL MD-11 GE ENGINE

Page 88

6–4

6.1.2 JET ENGINE EXHAUST VELOCITY CONTOURS, BREAKAWAY POWER (ESTIMATED)MODEL MD-11 P&W ENGINE

80

NOTES: 1. ENGINE PW40002. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE

OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETYASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER

3. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR4. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS5. RAMP GRADIENT WILL AFFECT REQUIRED TAXI AND BREAKAWAY THRUST6. SEA LEVEL STATIC — STANDARD DAY7. ALL ENGINES AT SAME THRUST8. 605,500 LB GROSS WEIGHT

60

40

20

0

20

15

10

FEET METERS

80

60

40

20

0

20

15

10

5

FEET METERS

0 15 30 45 60 75 90 105 120 135 150

0 50 100 150 200 250 300 350 400 450 500

PLAN

ELEVATION

FEET

METERS

–100

AXIAL DISTANCE BEHIND AIRPLANE

GROUND PLANECONVERSION FACTOR1 MPH = 1.6 km PER HOUR

CL

DIS

TA

NC

E F

RO

MA

IRPL

AN

E C L

HE

IGH

T A

BO

VE

GR

OU

ND

35

45

6075

35456075

5

Page 89

6–5

6.1.3 JET ENGINE EXHAUST VELOCITY CONTOURS, TAKEOFF POWER (ESTIMATED)MODEL MD-11 GE ENGINE

80

NOTES: 1. ENGINE CF6-80C2D1F2. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE

OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETYASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER.

3. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR.4. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS5. SEA LEVEL STATIC — STANDARD DAY6. ALL ENGINES AT SAME THRUST

60

40

20

0

20

15

10

FEET METERS

80

60

40

20

0

20

15

10

5

FEET METERS

0 15 30 45 60 75 90 105 120 135 150

0 50 100 150 200 250 300 350 400 450 500FEET

METERS

-100

AXIAL DISTANCE BEHIND AIRPLANE

PLAN

ELEVATION GROUND PLANE

CONVERSION FACTOR1 MPH = 1.6 km PER HOUR

HE

IGH

T A

BO

VE

GR

OU

ND

35

45

60

75

100

3545

60

100150200

75

CL

DIS

TA

NC

E F

RO

MA

IRPL

AN

E C L

150

2005

Page 90

6–6

6.1.3 JET ENGINE EXHAUST VELOCITY CONTOURS, TAKEOFF POWER (ESTIMATED)MODEL MD-11 P&W ENGINE

80

NOTES: 1. ENGINE PW44602. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE

OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETYASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER

3. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR4. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS5. SEA LEVEL STATIC — STANDARD DAY6. ALL ENGINES AT SAME THRUST

60

40

20

0

20

15

10

FEET METERS

80

60

40

20

0

20

15

10

5

FEET METERS

0 15 30 45 60 75 90 105 120 135 150

0 50 100 150 200 250 300 350 400 450 500

PLAN

ELEVATION

FEET

METERS

–100

AXIAL DISTANCE BEHIND AIRPLANE

GROUND PLANECONVERSION FACTOR1 MPH = 1.6 km PER HOUR

CL

DIS

TA

NC

E F

RO

MA

IRPL

AN

E C L

HE

IGH

T A

BO

VE

GR

OU

ND

35 MPH TO 1,865 FT (568 m)

35

45

60

75

100

150200

45 MPH TO 1,365 FT (416 m)

60 MPH TO 945 FT (288 m)

75 MPH TO 710 FT (216 m)

3545

6075

100150200

35 MPH TO 1,865 FT (568 m)

5

Page 91

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6.1.4 Jet Engine Exhaust Temperature (MD-11, All Engine Models)

Jet engine exhaust temperature contour lines have not been presented because the adverse effects ofexhaust temperature at any given position behind the aircraft fitted with these high-bypass engines areconsiderably less than the effects of exhaust velocity.

Page 92

6–8

6.2 Airport and Community Noise

Airport noise is of major concern to the airport and community planner. The airport is a major element ofthe community’s transportation system and, as such, is vital to its growth. However, the airport must alsobe a good neighbor, and this can be accomplished only with proper planning. Since aircraft noise extendsbeyond the boundaries of the airport, it is vital to consider the impact on surrounding communities. Manymeans have been devised to provide the planner with a tool to estimate the impact of airport operations.Too often they oversimplify noise to the point where the results become erroneous. Noise is not a simplesubject; therefore, there are no simple answers.

The cumulative noise contour is an effective tool. However, care must be exercised to ensure that thecontours, used correctly, estimate the noise resulting from aircraft operations conducted at an airport.

The size and shape of the single-event contours, which are inputs into the cumulative noise contours, aredependent upon numerous factors. They include:

1. Operational Factors

(a) Aircraft Weight — Aircraft weight is dependent on distance to be traveled, en routewinds, payload, and anticipated aircraft delay upon reaching the destination.

(b) Engine Power Settings — The rates of ascent and descent and the noise levels emitted atthe source are influenced by the power setting used.

(c) Airport Altitude — Higher airport altitude will affect engine performance and thus caninfluence noise.

2. Atmospheric Conditions — Sound Propagation

(a) Wind — With stronger headwinds, the aircraft can take off and climb more rapidlyrelative to the ground. Also, winds can influence the distribution of noise in surroundingcommunities.

(b) Temperature and Relative Humidity — The absorption of noise in the atmosphere alongthe transmission path between the aircraft and the ground observer varies with bothtemperature and relative humidity.

3. Surface Condition — Shielding, Extra Ground Attenuation (EGA)

Terrain — If the ground slopes down after takeoff or up before landing, noise will be reducedsince the aircraft will be at a higher altitude above the ground. Additionally, hills, shrubs,trees, and large buildings can act as sound buffers.

Page 93

6–9

All of these factors can alter the shape and size of the contours appreciably. To demonstrate the effect ofsome of these factors, estimated noise level contours for two different operating conditions are shownbelow. These contours reflect a given noise level upon a ground level plane at runway elevation.

As indicated by these data, the contour size varies substantially with operating and atmosphericconditions. Most aircraft operations are, of course, conducted at less than maximum gross weightsbecause average flight distances are much shorter than maximum aircraft range capability and averageload factors are less than 100 percent. Therefore, in developing cumulative contours for planningpurposes, it is recommended that the airlines serving a particular city be contacted to provide operationalinformation.

In addition, there are no universally accepted methods for developing aircraft noise contours or forrelating the acceptability of specific noise zones to specific land uses. It is therefore expected that noisecontour data for particular aircraft and the impact assessment methodology will be changing. To ensurethat currently available information of this type is used in any planning study, it is recommended that it beobtained directly from the Office of Environmental Quality in the Federal Aviation Administration inWashington, D.C.

It should be noted that the contours are shown here only to illustrate the impact of operating andatmospheric conditions and do not represent the single-event contour of the family of aircraft described inthis document. It is expected that the cumulative contours will be developed as required by planners usingthe data and methodology applicable to their specific study.

REV E

CONDITION 1CONDITION 2

CONDITION 1

LANDING:MAXIMUM DESIGN LANDING WEIGHT10-KNOT HEADWIND3-DEG APPROACH84oFHUMIDITY 15%

TAKEOFF:MAXIMUM DESIGN TAKEOFF WEIGHTZERO WIND84oFHUMIDITY 15%

CONDITION 2

LANDING:85% OF MAXIMUM DESIGN LANDING WEIGHT10-KNOT HEADWIND3-DEG APPROACH59oFHUMIDITY 70%

TAKEOFF:80% OF MAXIMUM DESIGN TAKEOFF WEIGHT10-KNOT HEADWIND59oFHUMIDITY 70%

Page 94

7.0 PAVEMENT DATA

7.1 General Information

7.2 Footprint

7.3 Maximum Pavement Loads

7.4 Landing Gear Loading on Pavement

7.5 Flexible Pavement Requirements

7.6 Flexible Pavement Requirements, LCNConversion

7.7 Rigid Pavement Requirements

7.8 Rigid Pavement Requirements, LCNConversion

7.9 ACN-PCN Reporting System; Flexibleand Rigid Pavements

Page 95

JUNE 2010 7-1 REV F

7.0 PAVEMENT DATA

7.1 General Information

A brief description of the pavement charts that follow will help in their use for airport planning. Each airplane configuration is shown with a minimum range of four loads imposed on the main landing gear to aid in interpolation between the discrete values shown. All curves are plotted at constant specified tire pressure at the highest certified weight for each model.

Section 7.2 presents basic data on the landing gear footprint configuration, maximum design taxi loads, and tire sizes and pressures.

Maximum pavement loads for certain critical conditions at the tire-to-ground interface are shown in Section 7.3, with the tires having equal loads on the struts.

Pavement requirements for commercial airplanes are customarily derived from the static analysis of loads imposed on the main landing gear struts. The chart in Section 7.4 is provided in order to determine these loads throughout the stability limits of the airplane at rest on the pavement. These main landing gear loads are used as the point of entry to the pavement design charts, interpolating load values where necessary.

The flexible pavement design curves (Section 7.5) are based on procedures set forth in Instruction Report No. S-77-1, "Procedures for Development of CBR Design Curves," dated June 1977, and as modified according to the methods described in ICAO Aerodrome Design Manual, Part 3, Pavements, 2nd Edition, 1983, Section 1.1 (The ACN-PCN Method), and utilizing the alpha factors approved by ICAO in October 2007. Instruction Report No. S-77-1 was prepared by the U.S. Army Corps of Engineers Waterways Experiment Station, Soils and Pavements Laboratory, Vicksburg, Mississippi.

The following procedure is used to develop the curves, such as shown in Section 7.5:

1. Having established the scale for pavement depth at the bottom and the scale for CBR at the top, an arbitrary line is drawn representing 6,000 annual departures.

2. Values of the aircraft gross weight are then plotted.

3. Additional annual departure lines are drawn based on the load lines of the aircraft gross weights already established.

4. an additional line representing 10,000 coverages (used to calculate the flexible-pavement Aircraft Classification Number) is also placed.

Subsection 7.6 provides LCN conversion curves for flexible pavements. These curves have been plotted using procedures and curves in the Internation Civil Aviation Organization (ICAO) Aerodrome Design Manual, Part 3 – Pavements, Document 9157-AN/901, 1977.

Page 96

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7–2

Subsection 7.7 provides rigid pavement design curves prepared with the use of the Westergaard equationsin general accord with the relationships outlined in the 1955 edition of Design of Concrete AirportPavement, published by the Portland Cement Association, 33 W. Grand Ave., Chicago, Illinois, butmodified to the new format described in the 1968 Portland Cement Association publication, ComputerProgram for Airport Pavement Design by Robert G. Packard. The following procedure is used to developthe rigid pavement design curves.

1. Having established the scale for pavement thickness to the left and the scale for allowableworking stress to the right, an arbitrary load line is drawn representing the main landing gearmaximum weight to be shown.

2. All values of the subgrade modulus (K-values) are then plotted using the maximum load line,as shown.

3. Additional load lines for the incremental value of weight on the main landing gear are thenestablished on the basis of the curve for K = 300 lb/in.3 already established.

Subsection 7.8 presents LCN conversion curves for rigid pavements. These curves have been plottedusing procedures and curves in the ICAO Aerodrome Design Manual, Part 3 — Pavements, Document9157-AN/901, 1977. The same charts include plots of equivalent single-wheel load versus radius ofrelative stiffness. The LCN requirements are based on the condition of center-of-slab loading. Radii ofrelative stiffness values are obtained from Subsection 7.8.1.

Subsection 7.9 provides ACN data prepared according to the ACN-PCN system described in Aerodromes,Annex 14 to the Convention on International Civil Aviation. ACN is the Aircraft Classification Numberand PCN is the corresponding Pavement Classification Number.

ACN-PCN provides a standardized international airplane/pavement rating system replacing the various S,T, TT, LCN, AUW, ISWL, etc., rating systems used throughout the world. An aircraft having an ACNequal to or less than the PCN can operate without restriction on the pavement. Numerically, the ACN istwo times the derived single-wheel load expressed in thousands of kilograms, where the load is on asingle tire inflated to 1.25 MPa (181 psi) that would have the same pavement requirements as the aircraft.Computationally, the ACN-PCN system uses PCA program PDILB for rigid pavements and S-77-1 forflexible pavements to calculate ACN values. The method of pavement evaluation is the responsibility ofthe airport, with the results of its evaluation presented as follows:

Page 97

7–3

Chap7–Text64

PAVEMENTTYPECODE

RIGID

FLEXIBLE

R

F

SUBGRADECATEGORYCODE

HIGH(K = 150MN/M3)(OR CBR= 15%)

MEDIUM(K = 80MN/M3)(OR CBR= 10%)

LOW(K = 40MN/M3)(OR CBR= 6%)

ULTRALOW(K = 20MN/M3)(OR CBR= 3%)

A

B

C

D

TIREPRESSURECATEGORYCODE

HIGH(NO LIMIT)

MEDIUM(LIMITED TO1.75 MPa)

LOW(LIMITED TO1.25 MPa)

VERY LOW(LIMITED TO0.5 MPa)

W

X

Y

Z

EVALUATIONMETHODCODE

TECHNICAL

USINGAIRCRAFT

T

U

PAVEMENTCLASSIFI-

CATIONNUMBERPCN

(BEARINGSTRENGTHFOR UN-RESTRICTEDOPERATIONS)

(s)

REPORT EXAMPLE: PCN 80/R/B/W/T

Page 98

7–4

7.2 FOOTPRINTMODEL MD-11

MAXIMUM RAMP WEIGHT 633,000 LB (287,129 kg)

PERCENT OF WEIGHT ON MAIN GEAR SEE SECTION 7.4

NOSE TIRE SIZE 40 x 15.5 — 16

NOSE TIRE PRESSURE 180 PSI (12.7 kg/cm2)

WING AND CENTER GEAR TIRE SIZE H54 x 21.0 — 24

WING GEAR TIRE PRESSURE 206 PSI (14.4 kg/cm2)

CENTER GEAR TIRE PRESSURE 180 PSI (12.7 kg/cm2)

25 IN. (64 cm)

80 FT 9 IN. (24.61 m)

54 IN. (137 cm)

TYP

64 IN. (163 cm)TYP

37.5 IN.(95 cm)

41 FT 3 IN.(12.57 m)

35 FT(10.67 m)

30 IN. (76 cm)

REV E

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7–5

7.3 MAXIMUM PAVEMENT LOADSMODEL MD-11

VN

HW

HC

VW VC

PAVEMENT LOADS FOR CRITICAL COMBINATIONS OF WEIGHT AND CG POSITIONSVN = VERTICAL NOSE GEAR GROUND LOAD PER STRUT VW = VERTICAL WING GEAR GROUND LOAD PER STRUT VC = VERTICAL CENTER GEAR GROUND LOAD PER STRUTHW = HORIZONTAL WING GEAR GROUND LOAD PER STRUT FROM BRAKINGHC = HORIZONTAL CENTER GEAR GROUND LOAD PER STRUT FROM BRAKING

LB 633,000 54,900 93,000 245,400 80,800 170,000 106,300 35,000 73,600

kg 287,129 24,903 42,184 111,313 36,651 77,112 48,218 15,876 33,385

MODELMD-11

RAMPWEIGHT STATIC

STEADYBRAKING* STATIC

STEADYBRAKING*

INSTBRAKING** STATIC

STEADYBRAKING*

INSTBRAKING**

NOSE GEAR (1)FORWARD CG

WING GEAR (2)AFT CG

CENTER GEAR (1)AFT CG

VN VN VW HW VC HC

* AIRCRAFT DECELERATION = 10 FT/SEC2. HW AND HC ASSUME DECELERATION FROM BRAKING ONLY** INSTANTANEOUS BRAKING; COEFFICIENT OF FRICTION = 0.8

REV E

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7–6

7.4 Landing Gear Loading on Pavement

7.4.1 Loads on the Main Landing Gear Group

For the MD-11, the main gear group consists of two wing gears plus one center gear.

In the example for the MD-11, the gross weight is 470,000 pounds, the percent of weight on the maingears is 94.33 percent, and the total weight on the three main gears is 443,351 pounds.

Page 101

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7.4 LANDING GEAR LOADING ON PAVEMENTMODEL MD-11

PERCENT WEIGHT ON MAIN GEAR

600

80 85 90 95 100

550

500

450

400

350

300

250

200

650

CG FOR ACNCALCULATIONS

WE

IGH

T O

N M

AIN

LA

ND

ING

GE

AR

GR

OU

P (

1,00

0 LB

)

AIR

CR

AF

T G

RO

SS

W

EIG

HT

(1,

000

LB)

275

250

225

200

175

150

125

100

600

550

500

450

400

350

300

250

AIR

CR

AF

T G

RO

SS

WE

IGH

T (

1,00

0 kg

)

PERCENT MAC

0 5 10 15 20 25 30 35 633

650300

REV E

94.33

506.4

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7.5 Flexible Pavement Requirements — U.S. Army Corps of Engineers Method (S-77-1)

To determine the airplane weight that can be accommodated on a particular flexible pavement, thethickness of the pavement, the subgrade CBR, and the annual departure level must be known.

In the example shown for the MD-11, for a CBR of 7.0, an annual departure level of 6,000, and a flexiblepavement thickness of 36 inches, the main gear group loading is 450,000 pounds.

The line showing 10,000 coverages is used for ACN calculations, which are shown in another subsection.

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7.5 FLEXIBLE PAVEMENT REQUIREMENTSU.S. ARMY CORPS OF ENGINEERS/FAA DESIGN METHOD

MODEL MD-11

REV E

PAVEMENT THICKNESS (IN)

* 20 YEAR SERVICE LIFE

10,000 COVERAGES(USED FOR ACNCALCULATIONS)

MAX POSSIBLE MAINGEAR GROUP LOADAT MAX RAMP WEIGHTAND AFT CG

1,200

3,000

6,000

15,000

25,000

ANNUALDEPARTURES*

WEIGHT ONMAIN GEARS

LB KG250,000 (113,398)

300,000 (136,078)

350,000 (158,758)

400,000 (181,437)

450,000 (204,119)

500,000 (226,799)

597,100 (270,845)

SUBGRADE STRENGTH (CBR)

3 4 5 76 8 9 10 20 30 40 50

3 4 5 76 8 9 10 20 30 40 50

NOTE: H54 x 21.0-24 TIRES; TIRE PRESSURE CONSTANT AT 206 PSI (14.5 kg/cm )2

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7.6 Flexible Pavement Requirements, LCN Conversion

To determine the airplane weight that can be accommodated on a particular flexible airport pavement,both the LCN of the pavement and the thickness (h) of the pavement must be known.

In the example for the MD-11, the flexible pavement thickness is 30 inches, the LCN is 76, and the mainlanding gear group weight is 350,000 pounds.

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7–11

7.6 FLEXIBLE PAVEMENT REQUIREMENTS – LCN CONVERSIONMODEL MD-11

FLEXIBLE PAVEMENTTHICKNESS (IN.)

150

160

10 15 20 30 40 50 6070 80

NOTE: EQUIVALENT SINGLE-WHEEL LOADS ARE DERIVED BY METHODS SHOWN IN ICAO AERODROME MANUAL,PART 2, PAR. 4.1.3

140

130

120

110

100

90

80

70

60

50

40

30

20

MAX POSSIBLE MAINGEAR LOAD AT MAXRAMP WEIGHT ANDAFT CG

597,100

(270,845)

500,000 (226,800)

450,000 (204,120)

400,000 (181,440)

350,000 (158,760)

300,000 (136,080)

250,000 (113,400)

WEIGHT ON MAIN LANDINGGEAR GROUP

LB (kg)

30 40 60 80 100 200

60

55

50

45

40

35

30

25

20

15

10

EQ

UIV

ALE

NT

SIN

GLE

-WH

EE

L L

OA

D (

1,00

0 kg

)

LOAD CLASSIFICATIONNUMBER (LCN)

EQ

UIV

ALE

NT

SIN

GLE

-WH

EE

L L

OA

D (

1,00

0 LB

)

H54 x 21.0-24 TIRESPRESSURE CONSTANTAT 206 PSI (14.4 kg/cm2)

REV E

70

80

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7.7 Rigid Pavement Requirements, Portland Cement Association Design Method

To determine the airplane weight that can be accommodated on a particular rigid pavement, the thicknessof the pavement, the subgrade modulus (k), and the allowable working stress must be known.

In the example for the MD-11, the rigid pavement thickness is 13.7 inches, the subgrade modulus is 150,and the allowable working stress is 400 psi. For these conditions, the weight on the landing gear group is450,000 pounds.

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7–13

7.7 RIGID PAVEMENT REQUIREMENTS,PORTLAND CEMENT ASSOCIATION DESIGN METHOD

MODEL MD-11

19

18

17

16

15

14

13

12

11

10

9

8

1,200

1,100

1,000

900

800

700

600

500

400

300

200

100

80

70

60

50

40

30

20

0

50

45

40

35

30

25

20

PAV

EM

EN

T T

HIC

KN

ES

S

ALL

OW

AB

LE W

OR

KIN

G S

TR

ES

S

(PSI)

(kg/cm2)

(IN.)

(cm)

NOTE: THE VALUES OBTAINED BY USING THE MAX LOAD REFERENCE LINE AND ANY VALUES OF K ARE EXACT.FOR LOADS LESS THAN MAX, THE CURVES ARE EXACT FOR K = 300, BUT DEVIATE SLIGHTLY FOROTHER VALUES OF K.

REF: DESIGN OF CONCRETE AIRPORT PAVEMENT, 1968 PORTLAND CEMENT ASSOCIATIONCOMPUTER PROGRAM

H54 x 21.0-24 TIRESTIRE PRESSURE CONSTANT AT 206 PSI (14.5 kg/cm2)

MAX POSSIBLE MAIN GEAR LOADAT MAX RAMP WEIGHT AND AFT CG

REV E

WEIG

HT ON M

AIN L

ANDING G

EAR GROUP

597,

100

LB (2

70,8

45 kg

)

500,0

00 LB

(226

,799 k

g)

450,000 LB (204,120 kg

)

400,000 LB (181,440 kg

)

350,000 LB (158,760 kg

)

300,000 LB (136,080 kg)

250,000 LB (113,400 kg)

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7–14

7.8 Rigid Pavement Requirements, LCN Conversion

To determine the airplane weight that can be accommodated on a particular rigid airport pavement, boththe LCN of the pavement and the radius of relative stiffness must be known.

In the example for the MD-11, the rigid pavement radius of relative stiffness is 40 inches and the LCN is78. For these conditions, the weight on the main landing gear group is 400,000 pounds.

The LCN charts use �-values based on Young’s Modulus (E) of 4 million psi and Poisson’s ratio (m) of

0.15. For convenience in finding �-values based on other values of E and m, the curves in chart 7.8.2 are

included. For example, to find an �-value based on an E of 3 million psi, the E-factor of 0.931 is

multiplied by the �-value found in Chart 7.8.1. The effect of variations in m on the �-value is treated in asimilar manner.

Note: If the resulting aircraft LCN is not more than 10 percent above the published pavement LCN, theUnited Kingdom, which originated the LCN method, considers that the bearing strength of the pavementis sufficient for unlimited use by the airplane. The figure of 10 percent has been chosen as representingthe lowest degree of variation in LCN which is significant. (Reference: ICAO Aerodrome DesignManual, Part 3 — Pavements, Document 9157-AN/901, 1977 Edition.)

Page 109

7–15

7.8.1 RIGID PAVEMENT REQUIREMENTS, LCN CONVERSIONMODEL MD-11

120

110

100

90

80

70

60

50

40

30

2020 30 40 50 60 70 80

RADIUS OF RELATIVESTIFFNESS (IN.)

LOAD CLASSIFICATIONNUMBER (LCN)

55

50

45

40

35

30

25

20

15

10

30 20050 9070

EQ

UIV

ALE

NT

SIN

GLE

-WH

EE

L L

OA

D (

1,00

0 LB

)

WEIGHT ON MAINLANDING GEAR

GROUP

597,100 (270,845)

LB kg

500,00 (226,799)

450,000 (204,120)

400,000 (181,440)

350,000 (158,760)

300,000 (136,080)

250,000 (113,400)

NOTE: EQUIVALENT SINGLE-WHEEL LOADS ARE DERIVED BY METHODS SHOWN IN ICAO AERODROMEMANUAL, PART 2, PAR. 4.1.3

H54 x 21.0-24 TIRESTIRE PRESSURE CONSTANT AT 206 PSI (14.5 kg/cm2)

100

LCN REQUIREMENTSARE BASED ONCENTER-OF-SLABLOADING

MAX POSSIBLEMAIN GEAR LOADAT MAX RAMPWEIGHT AND AFTCG

EQ

UIV

ALE

NT

SIN

GLE

- WH

EE

L L

OA

D (

1,00

0 kg

)

REV E

Page 110

7–16

7.8.2 RADIUS OF RELATIVE STIFFNESS

DMC005–71

RADIUS OF RELATIVE STIFFNESSVALUES IN INCHES

WHERE: E = YOUNG’S MODULUS = 4 x 106 PSIk = SUBGRADE MODULUS, LB/IN.3

d = RIGID-PAVEMENT THICKNESS, IN.

µ = POISSON’S RATIO = 0.15

6.06.57.07.5

8.08.59.09.5

10.010.511.011.5

12.012.513.013.5

14.014.515.015.5

16.016.517.017.5

18.019.020.021.0

22.023.024.025.0

REFERENCE: PORTLAND CEMENT ASSOCIATION

31.4833.4335.3437.22

39.0640.8842.6744.43

46.1847.9049.6051.28

52.9454.5956.2257.83

59.4361.0262.5964.15

65.6967.2368.7570.26

71.7674.7377.6680.55

83.4186.2489.0491.81

26.4728.1129.7231.29

32.8534.3735.8837.36

38.8340.2841.7143.12

44.5245.9047.2748.63

49.9851.3152.6353.94

55.2456.5357.8159.48

60.3562.8465.3067.74

70.1472.5274.8777.20

24.6326.1627.6529.12

30.5731.9933.3934.77

36.1437.4838.8140.13

41.4342.7243.9945.26

46.5147.7548.9850.20

51.4152.6153.8054.98

56.1658.4860.7763.04

65.2867.4969.6871.84

22.2623.6424.9926.32

27.6228.9130.1731.42

32.6533.8735.0736.26

37.4438.6039.7540.89

42.0243.1544.2645.36

46.4547.5448.6149.68

50.7452.8454.9256.96

58.9860.9862.9664.92

21.4222.7424.0425.32

26.5827.8129.0330.23

31.4232.5933.7534.89

36.0237.1438.2539.35

40.4441.5142.5843.64

44.7045.7446.7747.80

48.8250.8452.8454.81

56.7558.6860.5862.46

20.7222.0023.2524.49

25.7026.9028.0829.24

30.3931.5232.6433.74

34.8435.9236.9938.06

39.1140.1541.1942.21

43.2344.2445.2446.23

47.2249.1751.1053.01

54.8956.7558.8960.41

19.5920.8021.9923.16

24.3125.4426.5527.65

28.7429.8130.8731.91

32.9533.9734.9935.99

36.9937.9738.9539.92

40.8841.8442.7843.72

44.6646.5148.3350.13

51.9153.6755.4157.14

19.1320.3121.4722.61

23.7424.8425.9327.00

28.0629.1130.1431.16

32.1733.1734.1635.14

36.1237.0838.0338.98

39.9240.8541.7842.70

43.6145.4147.1948.95

50.6952.4154.1155.79

23.3024.7426.1527.54

28.9130.2531.5832.89

34.1735.4536.7137.95

39.1840.4041.6142.80

43.9845.1646.3247.47

48.6249.7550.8852.00

53.1155.3157.4759.62

61.7363.8365.9067.95

29.3031.1132.8934.63

36.3538.0439.7141.35

42.9744.5746.1647.72

49.2750.8052.3253.82

55.3156.7858.2559.70

61.1362.5663.9865.38

66.7869.5472.2774.97

77.6380.2682.8685.44

d (IN.) k = 75 k = 100 k = 150 k = 200 k = 250 k = 300 k = 350 k = 400 k = 500 k = 550

� � �

� � ��

����� � ����� � ������ ��

���

Page 111

7–17

7.8.3 EFFECT OF E AND µ ON –VALUESDMC005–72

E, YOUNG’S MODULUS (106, PSI)

1.10

0 1 2 3 4 5

1.015

0 0.05 0.10 0.15 0.20 0.25

µ, POISSON’S RATIO

1.05

1.00

0.95

0.90

0.85

0.80

0

1.010

1.005

1.000

0.995

0

EFFECT OF µ ON -VALUES

NOTE: BOTH CURVES ON THIS PAGE ARE USED TO ADJUST THE -VALUESOF TABLE 7.8.2

µ FACTOR

E FACTOR

EFFECT OF E ON -VALUES

Page 112

JUNE 2010 7-18 REV F

7.9 ACN –PCN REPORTING SYSTEM: FLEXIBLE AND RIGID PAVEMENTS

To determine the ACN of an aircraft on flexible or rigid pavement, both the aircraft gross weight and the subgrade strength category must be known. The examples show that for an aircraft gross weight of 440,000 lb and low subgrade strength, the ACN for flexible pavement is 47.7 and the ACN for rigid pavement for the same gross weight is 50.

Note: An aircraft with an ACN equal to or less than the reported PCN can operate on the pavement subject to any limitations on the tire pressure.

Page 113

7–19

7.9.1 Development of ACN Charts

The ACN charts for flexible and rigid pavements were developed by methods referenced in the ICAOAerodrome Manual, Part 3 — Pavements, Document 9157-AN/901, 1983 Edition. The procedures usedin developing these charts are described below.

The following procedure was used to develop the flexible-pavement ACN charts already shown in thissubsection.

1. Determine the percentage of weight on the main gear to be used below in Steps 2, 3, and 4,below. The maximum aft center-of-gravity position yields the critical loading on the criticalgear (see Subsection 7.4). This center-of-gravity position is used to determine main gear loadsat all gross weights of the model being considered.

2. Establish a flexible-pavement requirements chart using the S-77-1 design method, such asshown on the right side of Figure 7.9.3. Use standard subgrade strengths of CBR 3, 6, 10, and15 percent and 10,000 coverages. This chart provides the same thickness values as those ofSubsection 7.5, but is presented here in a different format.

3. Determine reference thickness values from the pavement requirements chart of Step 2 foreach standard subgrade strength and gear loading.

4. Enter the reference thickness values into the ACN flexible-pavement conversion chart shownon the left side of Figure 7.9.3 to determine ACN. This chart was developed using the S-77-1design method with a single tire inflated to 1.25 MPa (181 psi) pressure and 10,000 coverages.The ACN is two times the derived single-wheel load expressed in thousands of kilograms.These values of ACN were plotted as functions of aircraft gross weight, as already shown.

The following procedure was used to develop the rigid-pavement ACN charts already shown in thissubsection.

1. Determine the percentage of weight on the main gear to be used in Steps 2, 3, and 4, below.The maximum aft center-of-gravity position yields the critical loading on the critical gear (seeSubsection 7.4). This center-of-gravity position is used to determine main gear loads at allgross weights of the model being considered.

2. Establish a rigid-pavement requirements chart using the PCA computer program PDILB,such as shown on the right side of Figure 7.9.4. Use standard subgrade strengths of k = 75,150, 300, and 550 lb/in.3 (nominal values for k = 20, 40, 80, and 150 MN/m3). This chartprovides the same thickness values as those of Subsection 7.7.

3 Determine reference thickness values from the pavement requirements chart of Step 2 foreach standard subgrade strength and gear loading at 400 psi working stress (nominal valuefor 2.75 MPa working stress).

Page 114

7–20

4. Enter the reference thickness values into the ACN rigid-pavement conversion chart shown onthe left side of Figure 7.9.4 to determine ACN. This chart was developed using the PCAcomputer program PDILB with a single tire inflated to 1.25 MPa (181 psi) pressure and aworking stress of 2.75 MPa (400 psi.) The ACN is two times the derived single-wheel loadexpressed in thousands of kilograms. These values of ACN were plotted as functions ofaircraft gross weight, as already shown in this subsection.

Page 115

JUNE 2010 7-21 REV F

1,00

0 LB

1,00

0 K

G

AIRCRAFT CLASSIFICATION NUMBER (ACN)

AIR

CR

AF

T G

RO

SS

WE

IGH

T

7.9.1 AIRCRAFT CLASSIFICATION NUMBER – FLEXIBLE PAVEMENT MODEL MD-11

Page 116

7–22

7.9.2 AIRCRAFT CLASSIFICATION NUMBER – RIGID PAVEMENTMODEL MD-11

RE

V E

120 140 160 180 200 220 240 260 280(1,000 kg)

H54 x 21.0-24 TIRESTIRE PRESSURE CONSTANTAT 206 PSI (14.5 kg/cm )PERCENT WEIGHT ON MAIN GEARS 94.35

2

633(1,000 lb)

AIRCRAFT GROSS WEIGHT

120

100

80

60

40

20

0250 300 350 400 450 500 550 600 650

SUBGRADE STRENGTHULTRA LOW - 20 MN/m (75 LB/IN )LOW - 40 MN/m (150 BL/IN )MEDIUM - 80 MN/m (300 LB/IN )HIGH - 150 MN/m (550 LB/IN )

3

3

3

3 3

3

3

3

Page 117

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7.9.3 DEVELOPMENT OF AIRCRAFT CLASSIFICATION NUMBER (ACN) –FLEXIBLE PAVEMENT

MODEL MD-11

10

20 30 40 50 60 70 80 90 100 150

20

30

40

50

60

703 4 5 6 7 8 9 10 15

3 6 10 15

SUBGRADE STRENGTH (CBR)

SUBGRADE STRENGTH (CBR)AIRCRAFT CLASSIFICATION NUMBER (ACN)

RE

FE

RE

NC

E

TH

ICK

NE

SS

(IN

.)

ACN FLEXIBLE PAVEMENTCONVERSION CHARTREF: ICAO ANNEX 14AMENDMENT 35

10,000 COVERAGESS-77-1 DESIGNMETHOD

FLEXIBLE PAVEMENTREQUIREMENTS CHART

H54 x 21.0–24 TIRESTIRE PRESSURE CONST ANT AT 206 PSI (14.4 kg/cm2)

WEIGHT ON MAINLANDING GEAR

250,000 (113,400)300,000 (136,080)350,000 (158,760)400,000 (181,440)450,000 (204,120)500,000 (226,799)597,100 (270,8 10)

LB kg

REV E

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7.9.4 DEVELOPMENT OF AIRCRAFT CLASSIFICATION NUMBER (ACN) –RIGID PAVEMENT

MODEL MD-11

20

18

16

14

12

10

8

AIRCRAFT CLASSIFICATION NUMBER (ACN)

RE

FE

RE

NC

E

TH

ICK

NE

SS

(IN

.)

RIGID PAVEMENTREQUIREMENTS CHARTPCA PROGRAM PDILB

H54 x 21.0–24 TIRESTIRE PRESSURE CONST ANT AT 206 PSI (14.5 kg/cm2)

10 20 30 40 50 60 70 80 90 100

800

700

600

500

400

300

200

ALLO

WA

BLE

WO

RK

ING

ST

RE

SS

WEIGHT ON MAINLANDING GEAR

597,100 (270,845)500,000 (226,799)450,000 (204,120)400,000 (181,440)350,000 (158,760)300,000 (136,080)250,000 (113,400)

LB kg

ACN RIGID PAVEMENTCONVERSION CHARTREF: ICAO ANNEX 14AMENDMENT 35

REV E

Page 119

7-25

REV E

THIS PAGE INTENTIONALLY LEFT BLANK

Page 120

8.0 POSSIBLE MD-11 DERIVATIVE AIRPLANES

Page 121

8–1

8.0 POSSIBLE MD-11 DERIVATIVE AIRPLANES

No additional versions of the MD-11 are currently planned.

REV E

Page 122

9.0 MD-11 SCALE DRAWINGS

Page 123

9-1

DMC005–81

L

X

P (2)

MC

H2OX

F (2)

B

X

L

C

X

X

X

C

X68 DEG 68 DEG 50 DEG 40 DEG 30 DEG

X

A (2)

F (2)

9.0 SCALE DRAWINGS9.1 1 INCH EQUALS 32 FEET

MODEL MD-11

16 32 64

85 FT 3 IN.

NGE (2)

ÉÉÉÉ

MLGMLG

CLG

V V

48 80 96

MC

LEGEND:

A (2) AIR CONDITIONING (2 CONN)

B BULK CARGO DOOR

C LOWER DECK CARGO DOOR

CLG CENTER LANDING GEAR

E (2) ELECTRICAL (2 CONNECTIONS)

F (2) FUEL (2 CONNECTIONS)

H2O POTABLE WATER

L LAVATORY

MC MAIN DECK CARGO DOOR

MLG MAIN LANDING GEAR

NG NOSE GEAR

P (2) PNEUMATIC (2 CONNECTIONS)

V FUEL VENT

X PASSENGER DOOR

+ TURNING RADIUS POINTS:68 DEG, 60 DEG, 55 DEG, 50 DEG,45 DEG, 40 DEG, 35 DEG, 30 DEG

ÉÉÉÉ

V

Page 124

9-2

9.0 SCALE DRAWINGS9.2 1 INCH EQUALS 50 FEET

MODEL MD-11

DMC005–84

ÉÉ

L

XP (2)MC

H2OX

F (2)

BX

L

C

X

X

E (2)

X

C

X68 DEG 68 DEG 50 DEG 40 DEG 30 DEGX

A (2)

F (2)

NG

CLGMLGMLG

MCVV

V

LEGEND:

A (2) AIR CONDITIONING (2 CONN)

B BULK CARGO DOOR

C LOWER DECK CARGO DOOR

CLG CENTER LANDING GEAR

E (2) ELECTRICAL (2 CONNECTIONS)

F (2) FUEL (2 CONNECTIONS)

H2O POTABLE WATER

L LAVATORY

MC MAIN DECK CARGO DOOR

MLG MAIN LANDING GEAR

NG NOSE GEAR

P (2) PNEUMATIC (2 CONNECTIONS)

V FUEL VENT

X PASSENGER DOOR

+ TURNING RADIUS POINTS:68 DEG, 60 DEG, 55 DEG, 50 DEG,45 DEG, 40 DEG, 35 DEG, 30 DEG

Page 125

9-3

ÉÉ

9.0 SCALE DRAWINGS9.3 1 INCH EQUALS 100 FEET

MODEL MD-11

DMC005–85

ÉÉ

X

P (2)

E (2)

H2O

X

X

F (2)

B

X

L

XC

68 DEG

MLG

68 DEG 50 DEG 40 DEG 30 DEG

X

C

A (2)L

NG

MC

X

X

MLGMC

CLG F (2)

V V

V

LEGEND:

A (2) AIR CONDITIONING (2 CONN)

B BULK CARGO DOOR

C LOWER DECK CARGO DOOR

CLG CENTER LANDING GEAR

E (2) ELECTRICAL (2 CONNECTIONS)

F (2) FUEL (2 CONNECTIONS)

H2O POTABLE WATER

L LAVATORY

MC MAIN DECK CARGO DOOR

MLG MAIN LANDING GEAR

NG NOSE GEAR

P (2) PNEUMATIC (2 CONNECTIONS)

V FUEL VENT

X PASSENGER DOOR

+ TURNING RADIUS POINTS:68 DEG, 60 DEG, 55 DEG, 50 DEG,45 DEG, 40 DEG, 35 DEG, 30 DEG

Page 126

9-4

9.0 SCALE DRAWINGS9.4 1 TO 500

MODEL MD-11

DMC005–86

ÉÉÉ

L

X

P (2)

MC

H2OX

F (2)

BX

L

C

X

X

E (2)

X

C

X68 DEG 68 DEG 50 DEG 40 DEG 30 DEG

X

A (2)

F (2)

0 10 20 30 40 50

METERS

WING SPAN: 51.97 METERS

LEGEND:

A (2) AIR CONDITIONING (2 CONN)

B BULK CARGO DOOR

C LOWER DECK CARGO DOOR

CLG CENTER LANDING GEAR

E (2) ELECTRICAL (2 CONNECTIONS)

F (2) FUEL (2 CONNECTIONS)

H2O POTABLE WATER

L LAVATORY

NG

CLGMLGMLG

MC VV

V

MC MAIN DECK CARGO DOOR

MLG MAIN LANDING GEAR

NG NOSE GEAR

P (2) PNEUMATIC (2 CONNECTIONS)

V FUEL VENT

X PASSENGER DOOR

+ TURNING RADIUS POINTS:68 DEG, 60 DEG, 55 DEG, 50 DEG,45 DEG, 40 DEG, 35 DEG, 30 DEG

Page 127

9-5

WING SPAN: 51.97 METERS

9.0 SCALE DRAWINGS9.5 1 TO 1,000MODEL MD-11

DMC005–87

ÉÉ

X

P (2)

E (2)

H2O

X

X

B

X

L

X

C

68 DEG 68 DEG 50 DEG 40 DEG 30 DEG

X

C

A (2)L

NG

MC

X

X

0 10 20 30 40 50 75 100

METERS

MLG

MC

CLG

V V

V

F (2) F (2)

MLG

LEGEND:

A (2) AIR CONDITIONING (2 CONN)

B BULK CARGO DOOR

C LOWER DECK CARGO DOOR

CLG CENTER LANDING GEAR

E (2) ELECTRICAL (2 CONNECTIONS)

F (2) FUEL (2 CONNECTIONS)

H2O POTABLE WATER

L LAVATORY

MC MAIN DECK CARGO DOOR

MLG MAIN LANDING GEAR

NG NOSE GEAR

P (2) PNEUMATIC (2 CONNECTIONS)

V FUEL VENT

X PASSENGER DOOR

+ TURNING RADIUS POINTS:68 DEG, 60 DEG, 55 DEG, 50 DEG,45 DEG, 40 DEG, 35 DEG, 30 DEG