MD-90-30 AIRPLANE CHARACTERISTICS FOR … commercial airplanes revision a october 2002 md-90-30...

BOEING COMMERCIAL AIRPLANES

REVISION AOCTOBER 2002

MD-90-30 AIRPLANE CHARACTERISTICS

FOR AIRPORT PLANNING

MDC K9099 i

This page intentionally left blank

OCTOBER 2002MDC K9099iii

This document will be revised periodically to reflect the significant changes to the airplane design which would affect airport planning requirements. Revisions will also be made when other configurations of this airplane are developed.

Since aircraft operational environment varies greatly at each airprt, use of the data contained in this document with regard to aircraft/airport operational and safety aspects is at the discretion of and becomes the responsibility of the user.

OCTOBER 2002

This document can also be viewed on the Internet at the following address:

www.boeing.com/airports

Revisions to this document will be posted at this website.

MDC K9099 iii


OCTOBER 2002MDC K9099iv

MD-90-30 AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING

ORIGINAL OCT1994

DATE

REVISIONS

PAGE DATEDATEPAGE

OCTOBER 2002

PAGE

vMDC K9099

Revision A October 2002


MDC K9099vi OCTOBER 2002

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 2-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 Ground Clearances 2-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 Interior Arrangements 2-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 Cabin Cross Section 2-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 Lower Compartment (No Containers) 2-9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 Door Clearances 2-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.7.1 Lower Forward, Mid and Aft Cargo Door Clearances 2-10. . . . . . . . . . . . . . . . . . . 2.7.2 Passenger Entrance and Service Door Clearances 2-11. . . . . . . . . . . . . . . . . . . . . . 2.7.3 Main Entrance Stairway Clearances 2-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.4 Forward Passenger Door Opening Clearances 2-13. . . . . . . . . . . . . . . . . . . . . . . . . 2.7.5 Aft Service Door Clearances 2-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.6 Aft Pressure Bulkhead Door Opening Clearances 2-15. . . . . . . . . . . . . . . . . . . . . . 2.7.7 Ventral Stair Clearances 2-16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 3-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4 FAR Landing Runway Length Requirements 3-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 Radii 4-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4 Visibility from Cockpit in Static Position 4-4. . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . 4.5 Runway and Taxiway Turn Paths 4-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.5.1 More than 90-Degree Turn - Runway to Taxiway 4-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.2 90-Degree Turn - Runway to Taxiway 4-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.3 90-Degree Turn - Taxiway to Taxiway - Nose Gear Tracking

Beyond Taxiway Centerline 4-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.4 90-Degree Turn - Taxiway to Taxiway - Cockpit Tracks

Centerline to Centerline 4-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

MDC K9099

4.6 Runway Holding Bay (Apron) 4-9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

OCTOBER 2002 vii

CONTENTS (CONTINUED)

Section Page5.0 TERMINAL SERVICING 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.1 Airplane Servicing Arrangement (Typical) 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2 Terminal Operations, Turnaround Station 5-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3 Terminal Operations, En Route Station 5-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4 Ground Service Connections 5-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5 Engine Starting Pneumatic Requirements 5-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6 Ground Pneumatic Power Requirements 5-9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7 Preconditioned Airflow Requirements 5-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8 Ground Towing Requirements 5-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.0 OPERATING CONDITIONS 6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1 Jet Engine Exhaust Velocities and Temperatures 6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.1.1 Jet Engine Exhaust Velocity Contours, Breakaway Power 6-1. . . . . . . . . . . . . . . . 6.1.2 Jet Engine Exhaust Velocity Contours, Takeoff Power 6-2. . . . . . . . . . . . . . . . . . . 6.1.3 Jet Engine Exhaust Velocity Contours, Idle Power 6-3. . . . . . . . . . . . . . . . . . . . . . 6.1.4 Jet Engine Exhaust Temperature 6-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.2 Airport and Community Noise 6-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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, U.S. Corps of Engineers Design Method 7-9. . . . . . . . 7.6 Flexible Pavement Requirements, LCN Conversion 7-11. . . . . . . . . . . . . . . . . . . . . . . . . . 7.7 Rigid Pavement Requirements, Portland Cement Association Design Method 7-13. . . . . 7.8 Rigid Pavement Requirements, LCN Conversion 7-15. . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.8.1 Radius of Relative Stiffness (Table) 7-16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8.2 Rigid Pavement Requirements, LCN Conversion 7-17. . . . . . . . . . . . . . . . . . . . . . 7.8.3 Radius of Relative Stiffness (Other values of E and l )

7-18. . . . . . . . . . . . . . . . . . .

7.9 ACN-PCN Reporting System 7-20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9.1 Aircraft Classification Number (ACN) – Flexible Pavement 7-21. . . . . . . . . . . . .

7.9.3 Aircraft Classification Number (ACN) – Rigid Pavement 7-23. . . . . . . . . . . . . . . .

7.9.5 Development of ACN Charts 7-25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.0 POSSIBLE MD-90-30 DERIVATIVE AIRPLANES 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.0 SCALED DRAWINGS 9-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

MDC K9099

7.8.4 Effect of E and µ on l Values

7-19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.9.2 Aircraft Classification Number (ACN) – Flexible Pavement (168,500 lbs) 7-22. . .

7.9.4 Aircraft Classification Number (ACN) – Rigid Pavement (168,500 lbs) 7-24. . . . .

viii OCTOBER 2002

7.9.6 Development of ACN Charts - Flexible Pavement 7-27. . . . . . . . . . . . . . . . . . . . . . 7.9.7 Development of ACN Charts - Rigid Pavement 7-28. . . . . . . . . . . . . . . . . . . . . . . .

1.0 SCOPE

1.1 Purpose

1.2 Introduction

OCTOBER 2002 MDC K9099


OCTOBER 2002MDC K9099

1.0 SCOPE

1.1 Purpose

This document provides, in a standardized format, airplane characteristics data for general airport planning. Since operational practices vary among airlines, specific data should be coordinated with the using airlines prior to facility design. Boeing Commercial Airplanes should be contacted for any additional information required.

The content of this document reflects the results of a coordinated effort by representatives of the following organizations:

Aerospace Industries AssociationAirports Council InternationalAir Transport Association of AmericaInternational Air Transport Association

MDC K9099 1-1OCTOBER 2002

1.2 Introduction

This document conforms to NAS 3601. It provides Model MD-90-30 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. Similarly, for airplanes not yet certified, changes can be expected to occur.

For further information, contact:

Boeing Commercial Airplanes Airport Technology, M/C 67-KR P.O. Box 3707 Seattle, WA 98124-2207 USA

Telephone: 425-237-0126Fax: 425-237-8281 Email: [email protected]: www.boeing.com/airports

MDC K9099

NOTE:This document has been partially revised to incorporate key information for the MD-90-30ERwith a maximum ramp weight of 168,500 lbs (76,430kgs). The main change on the MD-90-30ER,in addition to the increase in maximum weight, is the addition of auxillary fuel tanks to the cargo compartment. Due to the fact that there were only two aircraft delivered in this higher weight configuration when production of the model ceased, only limited charts in this document have been revised for the MD-90-30ER.

1-2 OCTOBER 2002

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

MDC K9099OCTOBER 2002

2.0 AIRPLANE DESCRIPTION

2.1 General Airplane Characteristics

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

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

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

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

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

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

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

Maximum Cargo Volume. The maximum space available for cargo.

Usable Fuel. Fuel available for aircraft propulsion


MAXIMUM DESIGN TAXI WEIGHT

MAXIMUM DESIGN LANDING WEIGHT

MAXIMUM DESIGN TAKEOFF WEIGHT

OPERATING EMPTY WEIGHT

MAXIMUM DESIGN ZERO FUEL WEIGHT

MAXIMUM PAYLOAD

MAXIMUM SEATING CAPACITY

MAXIMUM CARGO VOLUME

USABLE FUEL

(6.7 LB PER GAL)

POUNDS

KILOGRAMS

POUNDS

KILOGRAMS

POUNDS

KILOGRAMS

POUNDS

KILOGRAMS

POUNDS

KILOGRAMS

POUNDS

KILOGRAMS

PASSENGERS

CUBIC FEET

CUBIC METERS

U.S. GALLONS

LITERS

POUNDS

KILOGRAMS

157,000

71,214

142,000

64,410

156,000

70,760

88,171

39,994

130,000

58,967

41,829

18,973

172

1,300

36.8

5,840

22,104

39,128

17,748

MD-90-30

2.1 GENERAL AIRPLANE CHARACTERISTICSMODEL MD-90-30/-30ER

MD-90-30ER

168,500

76,430

142,000

64,410

168,000

76,204

89,059

40,396

132,000

59,874

42,941

19,880

172

1,177

33.3

6,405

24,242

42,897

19,457

MDC K90992-2 OCTOBER 2002

2.2 GENERAL AIRPLANE DIMENSIONSMODEL MD-90-30/-30ER

152 FT 7 IN (46.5 M)

16 FT 8 IN(5.08 M)

40 FT 2 IN(12.25 M)

141 FT 2 IN (43.03 M)

107 FT 10 IN (32.87 M)

SEESECTION 2.3

11 FT 10 IN(3.61 M)

11 FT(3.35 M)

DOOR (A)

77 FT 2 IN (23.52 M)

7 FT 7 IN(2.31 M)

DOOR (B)

69 FT 5 IN (21.16 M)

NOTE: FOR DOOR SIZESSEE SECTION 2.7

DOOR (C)

9 FT 6 IN(2.90 M)

95 FT 10 IN (29.21 M)

0 10 20 30 40 FT

0 5 10 M

SCALE

2 EMERGENCY EXITS(RH & LH)

MDC K9099OCTOBER 2002 2-3

2.3 GROUND CLEARANCESMODEL MD-90-30/-30ER

LETTER CODE

MAXIMUM

A 8-0

A LQ

NC

MINIMUM

2.4 7-4 2.2FT-IN METERS METERS

B 6-5 2.0 5-5 1.6C 4-5 1.3 3-10 1.2DE 12-0 3.7 11-3 3.4FG

PMR

10-8 3.3 10-4 3.1

31-2 9.5 30-5 9.38-10 2.7 8-4 2.5

27-5 8.4 26-8 8.111-5 3.5 10-10 3.35-5 1.6 4-11 1.57-1 2.2 6-6 2.0

15-7 4.7 14-11 4.59-1 2.8 8-8 2.63-8 1.1 3-1 0.94-8 1.4 4-3 1.3

17-0 5.2 16-5 5.0

HJKLMNPQR

H

J G

B

NOTES: VALUES APPLY TO STATIC AIRCRAFT ON A FLAT, LEVEL SURFACE.

IT IS RECOMMENDED THAT ±3 INCHES BE ALLOWED FOR VERTICAL EXCURSIONS DUE TO LOADING, VARYING STRUT AND TIRE INFLATIONS, PAVEMENT UNEVENNESS, ETC.

TYPE IIIEMERGENCY EXITS (RH - LH)

FT-IN

D K E F


2.4

INTE

RIO

R A

RR

AN

GEM

ENTS

2.4.

1 P

ASS

ENG

ERS

-- M

IXED

CLA

SSM

OD

EL M

D-9

0-30

/-30E

R

NO

TE;

MAX

IMU

MO

F 17

2PA

SSEN

GER

S, 5

-ABR

EAST

SE

ATIN

G A

VAIL

ABLE

C/A

G L S

CAB

IN A

TTEN

DAN

T SE

ATG

ALLE

YLA

VATO

RY

STO

RAG

E

SYM

BOLS

SCA

LE

20 F

T

6M

002

10

4

AFT

SER

VIC

E D

OO

R (C

)27

x 6

0 IN

.(6

9 x

152

CM

)TY

PE I

AFT

ENTR

Y D

OO

R (D

)27

x 7

2 IN

.(6

9 x

183

CM

)

158

PASS

ENG

ERS,

4/5

-ABR

EAST

SEA

TIN

G

12 S

EATS

ON

36-

IN. (

91.4

CM

) PIT

CH

14

SEA

TS O

N 3

2-IN

. (81

.3 C

M) P

ITC

H13

2 SE

ATS

ON

31-

IN. (

78.7

CM

) PIT

CH

MIX

ED C

LASS

EMER

GEN

CY

EXIT

S20

x 3

6 IN

.(5

1 x

91 C

M)

TYPE

III

SER

VIC

E D

OO

R (A

)27

x 4

8 IN

.(6

9 x

122

CM

)TY

PE I

MAI

N E

NTR

Y D

OO

R (B

)34

x 7

2 IN

.(8

6 x

183

CM

)TY

PE I

EMER

GEN

CY

EXIT

S20

x 3

6 IN

.(5

1 x

91 C

M)

TYPE

III

C/A

C/A

S

L

C/A G4

G3

C/A

C/A

G 2G 1

L

L


2.4

INTE

RIO

R A

RR

AN

GEM

ENTS

2.4.

2 P

ASS

ENG

ERS

-- A

LL E

CO

NO

MY

MO

DEL

MD

-90-

30/-3

0ER

NO

TE;

MAX

IMU

MO

F 17

2PA

SSEN

GER

S, 5

-ABR

EAST

SE

ATIN

G A

VAIL

ABLE

C/A

G L S

CAB

IN A

TTEN

DAN

T SE

ATG

ALLE

YLA

VATO

RY

STO

RAG

E

SYM

BOLS

MAI

N E

NTR

Y D

OO

R (B

)34

x 7

2 IN

.(8

6 x

183

CM

)TY

PE I

SER

VIC

E D

OO

R (A

)27

x 4

8 IN

.(6

9 x

122

CM

)TY

PE I

163

PASS

ENG

ERS,

5-A

BREA

ST S

EATI

NG

19

SEA

TS O

N 3

2-IN

. (81

.3 C

M) P

ITC

H14

4 SE

ATS

ON

31-

IN. (

78.7

CM

) PIT

CH

ALL

EC

ON

OM

Y

EMER

GEN

CY

EXIT

S20

x 3

6 IN

.(5

1 x

91 C

M)

TYPE

III

EMER

GEN

CY

EXIT

S20

x 3

6 IN

.(5

1 x

91 C

M)

TYPE

III

AFT

ENTR

Y D

OO

R (D

)27

x 7

2 IN

.(6

9 x

183

CM

)

AFT

SER

VIC

E D

OO

R (C

)27

x 6

0 IN

.(6

9 x

152

CM

)TY

PE I

SCA

LE20

FT

6M

002

10

4

C/A

C/A

S

C/A G4

G3

C/A

C/A

S

G 2G 1

LL

L

MDC K9099 OCTOBER 20022-6

20.0 IN.(50.8 CM)

FLUORESCENT LIGHTSCONDITIONED AIR DUCT

CONDITIONEDAIR DUCT

UTILITIESDUCT

80 IN.(203.2 CM)

22.5 IN.(572 CM)

22 IN.(55.9 CM)

45.5 IN.(115.6 CM)

FLOOR

49.2 IN. (125.0 CM)

CLSYM

14 IN.(35.6 CM)

24 IN.(61.0 CM)

3 IN.(7.6 CM)

TYP

SPEAKERS ANDPASSENGERS’UTILITIES BOX

PASSENGERHANDRAILWITH LIGHT

23.1 IN.(58.7 CM)

TYP

20.1 IN.(51.1 CM)

TYP

25.19 IN.(64.0 CM)

62.13 IN. R(157.8 CM)

61.87 IN. R(157.1 CM)

2.5 PASSENGER CABIN CROSS SECTION2.5.1 FIRST CLASS

MODEL MD-90-30/30ER

SEESECTION 2.6


FLUORESCENT LIGHTSCONDITIONED AIR DUCT

CONDITIONEDAIR DUCT

UTILITIESDUCT

22.5 IN.(57.2 CM)

22 IN.(55.9 CM)

43.0 IN.(109.2 CM)

TYP

FLOOR

41.8 IN. (106.2 CM)

131.6 IN. (334.2 CM)

SEE SECTION 2.6

19 IN.(48.3 CM)

19.9 IN.(50.5 CM)

TYP

17.9 IN.(45.5 CM)

TYP

2.5 PASSENGER CABIN CROSS SECTION2.5.2 COACH CLASS

MODEL MD-90-30/-30ER

2 IN.(5.1 CM)

TYP

SPEAKERS ANDPASSENGERS’UTILITIES BOX

PASSENGERHANDRAILWITH LIGHT

0.45 IN.(1.10 CM)

* TRIM TO TRIM 123.7 IN. (314.2 CM)

*

61.7 IN. (156.7 CM)

CLSYM


MIDDLE CARGOCOMPARTMENT

82.0 IN. (208.3 CM)

FLAT FLOOR STANDARD IN THECONSTANT FUSELAGE SECTION(NOT FLAT AFT OF REAR CARGO DOOR)

*

32.9 IN.(83.6 CM)

*

A

A

A

A

A

A

SECTION A-A

MD-90-30ER

MD-90-30

MODEL

FORWARDCARGO

COMPARTMENT

MIDDLECARGO

COMPARTMENT

AFTCARGO

COMPARTMENTTOTAL

BULK CARGO

24.6 IN.(62.5 CM)

82.0 IN. (208.3 CM)

FORWARD CARGOCOMPARTMENT

AFT CARGOCOMPARTMENT

25 FT(7.62 M)

28 FT 9 IN.(8.15 M)

25 FT 4 IN.(7.72 M)

39.1 IN.(99.3 CM)

2.6 LOWER COMPARTMENTS (BULK CARGO)MODEL MD-90-30/-30ER

434 FT³(12.3 M³)

434 FT³(12.3 M³)

466 FT³(13.2 M³)

400 FT³(11.3 M³)

1300 FT³(36.8 M³)

343 FT³(9.7 M³)

400 FT³(11.3 M³)

1177 FT³(33.3 M³)


CL

CL

CL

2.7 DOOR CLEARANCES2.7.1 LOWER FORWARD, MID, AND AFT CARGO

DOOR CLEARANCESMODEL MD-90-30/-30ER

COMPARTMENT DOOR

FLATFLOOR

CARGOBARRIER

E

F

D

B B B

C

CLSYM

DOOR TYPE

FWD CARGO DOOR

MID CARGO DOOR

AFT CARGO DOOR

DOOR SIZE(B x C)

ALL ARE53 x 50 IN.

(134.6 x 127 CM)

DISTANCE AFT OF NOSETO DOOR CL (D,E,F)

(D) 32 FT 7.5 IN. (9.94 M)

(E) 59 FT 6.5 IN. (18.15 M)

(F) 102 FT 9.5 IN. (31.33 M)

A

A

A

A

A

A

SECTION A-A

30.8 IN (78.2 CM)

28.6 IN 72.6 CM


2.7

DO

OR

CLE

AR

AN

CES

2.7.

2 P

ASS

ENG

ER E

NTR

AN

CE

AN

D S

ERVI

CE

DO

OR

CLE

AR

AN

CES

MO

DEL

MD

-90-

30/-3

0ER

ANG

LE O

F AT

TAC

KTR

ANSD

UC

ER (B

OTH

SID

ES)

(PR

OJE

CTS

3.0

IN. (

9.8

CM

) FR

OM

FUSE

LAG

E)

18.3

IN.

(46.

5 C

M)

STR

AKE

(BO

TH S

IDES

)

55.5

IN.

(141

.0 C

M)

7.1

IN.

(18.

0 C

M)

71.5

IN.

(181

.6 C

M)

76.5

IN.

(194

.3 C

M)

55 IN

. (13

9.7

CM

)35

IN. (

88.9

CM

)

5.5

IN. (

14.0

CM

)

27.2

5 IN

. (69

.2 C

M)

PAR

TIA

L EL

EVA

TIO

N13 IN

. (33

.0 C

M)

17 IN

. (43

.2 C

M)

0.8

IN (2

.0 C

M)

72.5

IN.

(184

.2 C

M)

6.7

IN. (

17.0

CM

) SEC

TIO

N A

-A

60.6

IN. (

153.

9 C

M)

9 IN

. (22

.9 C

M)

4 IN

. (10

.2 C

M)

48.5

IN.

(123

.2 C

M)

12.5

IN.

(31.

8 C

M)

74 IN

. (1

88.0

CM

)

C L95

IN.

(241

.3 C

M) LO

OKI

NG

FO

RW

ARD D

OO

R

SILL

33 IN

. (8

3.8

CM

)

72.5

IN.

(184

.2 C

M)

CR

ITIC

AL

CLE

AR

AN

CE

LIM

IT34

.8 IN

. (88

.4 C

M)

PAR

TIA

L PL

AN

C L

CR

ITIC

AL

CLE

AR

AN

CE

LIM

IT(S

ERVI

CE

DO

OR

)

26 IN

. (66

.0 C

M)

A

177.

4 IN

. (4

50.6

CM

)

27 IN

. (6

8.6

CM

)

35 IN

. (8

8.9

CM

)

A17

2.5

IN.

(438

.2 C

M)

C L

DO

OR

SI

LL


CL

UPPER PORTION OF HANDRAIL TELESCOPESTO PERMIT OPERATION OF PASSENGERDOOR WITH STAIRS EXTENDED

DOOR SILL ELEVATION

WATER SUMP

STAIR DOOR

STAIR STOWAGESHROUD ENVELOPE STATIC

GROUNDLINE

STAIR CANACCOMMODATENOMINAL GRADEDEVIATION OF+14 IN. (35.6 CM) TO –7 IN. (17.8 CM)

33 IN. (83.8 CM)HANDRAIL HEIGHT

8-IN. (20.3 CM) RISER

VIEW LOOKING AFT

NOMINAL 40 DEG AT 86 IN.(218.4 CM) DOOR SILL ELEVATION

9 IN. (22.9 CM) TREAD

36 IN.(91.4 CM)

11 IN. (27.9 CM)

SEE SECTION 2.3FOR HEIGHTCLEARANCES

2.7 DOOR CLEARANCES2.7.3 MAIN ENTRANCE STAIRWAY CLEARANCES



DOOR HINGE(DOOR FULL OPEN)

1.8 IN (4.6 CM)

20.5 IN(52.1 CM)

7.5 IN(19.1 CM)

0.8 IN (2.0 CM)

ROLLERASSEMBLY

72.0 IN(182.9 CM)

34.7 IN(88.1CM)

0.8 IN (2.0 CM)

FLOOR

2.7 DOOR CLEARANCES2.7.4 FORWARD PASSENGER DOOR OPENING



2.7

DO

OR

CLE

AR

AN

CES

2.7.

5 A

FT S

ERVI

CE

DO

OR

CLE

AR

AN

CES

MO

DEL

MD

-90-

30/-3

0ER

16 IN

. (40

.6 C

M)

81 IN

.(2

05.7

CM

)

SE

CTI

ON

A-A

LOO

KIN

G

AFT

SER

VIC

E D

OO

R

82 IN

.(2

08.3

CM

)

C L

DO

OR

SIL

L

PAR

TIA

L E

LEVA

TIO

N

60.5

IN

. (1

53.7

CM

)

45 I

N.

(114

.3 C

M)

SEE

SEC

TIO

N 2

.3 F

OR

H

EIG

HT

CLE

ARAN

CES

28

IN.

(71.

1 C

M)

DO

OR

AC

TUAT

ING

M

ECH

ANIS

M

2 IN

.(5

.1 C

M)

29 I

N.

(73.

7 C

M)

100

FT 5

IN

.(3

0.6

M)

TO

NO

SE

30 I

N.

(76.

2 C

M)

A

27 I

N.

(68.

6 C

M)

PAR

TIA

L P

LAN

CR

ITIC

AL C

LEAR

ANC

E LI

MIT

(S

ERVI

CE

DO

OR

)

C L


2.7 DOOR CLEARANCES2.7.6 AFT PRESSURE BULKHEAD DOOR OPENING CLEARANCES


VENTRAL STAIRWAY

72.0 IN(182.9 CM)

27.8 IN(70.6 CM)


2.7 DOOR CLEARANCES2.7.7 VENTRAL STAIR CLEARANCES


FLOOR

104.0 IN(264.2 CM)

PIVOT POINTFOR LOWERFOLDING STAIR

3 IN (7.6 CM)*

120.3 IN(305.6 CM)

GROUND SURFACE

GROUND SURFACE

*VARIES WITH WEIGHT, C.G. LOCATION, AND LANDING GEAR STRUT COMPRESSION

122.5 IN(311.1 CM)

25 IN(63.5 CM)

CRITICALCLEARANCELIMIT


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


3.0 AIRPLANE PERFORMANCE


Figures 3.2.1 and 3.2.2 present payload-range information for a specific Mach number cruise at the fuelreserve 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

METERS ºF ºC

0 0 59.0 15.0

2,000 610 51.9 11.1

4,000 1,220 44.7 7.1

6,000 1,830 37.6 3.1

8,000 2,440 30.5 -0.8

Note:

For specific performance data/analysis, contact the using airline or Airport Technology at:

Attention: Airport TechnologyTelephone: 425-237-0126Fax: 425-237-8281Email: [email protected]: www.boeing.com/airports

MDC K9099

FEET

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

OCTOBER 2002 3-1

3.2

PA

YLO

AD

-RA

NG

E3.

2.1

PA

YLO

AD

--RA

NG

E FO

R T

YPIC

AL

LON

G-R

AN

GE

CR

UIS

E A

T 31

,000

/35,

000

FT S

TEP

MO

DEL

MD

-90-

30/-3

0ER

01020304050

PA

YLO

AD

(100

0 LB

)

3530

2520

1510

50

RA

NG

E (

100

NA

UT

ICA

L M

ILE

S)

NO

TE

:R

ES

ER

VE

S B

AS

ED

ON

FA

R 1

21.6

3920

0 N

MI D

IST

AN

CE

TO

AL

TE

RN

AT

E

MA

XIM

UM

PA

YL

OA

D =

41,

825

LB

155

PA

SS

EN

GE

RS

AN

D B

AG

GA

GE

110,

000

LB

115,

000

LB

125,

000

LB

130,

000

LB

155,

000

LB15

0,00

0 LB

145,

000

LB14

0,00

0 LB

MA

X D

ES

IGN

TA

KE

OFF

WE

IGH

T 15

6,00

0 LB

ST

AN

DA

RD

DA

YN

O W

IND

OE

W 8

8,17

5 LB

V25

00-D

5 E

NG

INE

S

135,

000

LB

120,

000

LB

NO

T T

O B

E U

SE

D F

OR

FL

IGH

T P

LA

NN

ING

PU

RP

OS

ES


3.2

PA

YLO

AD

-RA

NG

E3.

2.2

PA

YLO

AD

--RA

NG

E FO

R T

YPIC

AL

LON

G-R

AN

GE

CR

UIS

E A

T 9,

449/

10,6

68 M

ETER

STE

PM

OD

EL M

D-9

0-30

/-30E

R

NO

TE

:R

ES

ER

VE

S B

AS

ED

ON

FA

R 1

21.6

3920

0 N

MI D

IST

AN

CE

TO

AL

TE

RN

AT

E

ST

AN

DA

RD

DA

YN

O W

IND

OE

W 3

9,99

6 K

GV

2500

-D5

EN

GIN

ES

20 15 10 5 00

510

1520

253

035

PA

YLO

AD

(100

0 K

G)

70,0

00 K

G68

,000

KG

66,0

00 K

G64

,000

KG

62,0

00 K

G60

,000

KG

58,0

00 K

G56

,000

KG

54,0

00 K

G52

,000

KG

50,0

00 K

G

MA

XIM

UM

PA

YL

OA

D =

18,

971

KG

MA

X D

ES

IGN

TA

KE

OFF

WE

IGH

T 70

,760

KG

RA

NG

E (1

00 N

AU

TIC

AL

MIL

ES

)

155

PA

SS

EN

GE

RS

AN

D B

AG

GA

GE

NO

T T

O B

E U

SE

D F

OR

FL

IGH

T P

LA

NN

ING

PU

RP

OS

ES


3.3

FA

R T

AK

EOFF

RU

NW

AY

LEN

GTH

REQ

UIR

EMEN

TS3.

3.1

STA

ND

AR

D D

AY

MO

DEL

MD

-90-

30/-3

0ER

CO

OR

DIN

ATE

WIT

H U

SIN

G A

IRLI

NE

FOR

SPEC

IFIC

REQ

UIR

EMEN

TS P

RIO

R T

OFA

CIL

ITY

DES

IGH

NO

T TO

BE

USE

D F

OR

FLIG

HT

PLA

NN

ING

PU

RPO

SES

FA

RT

AK

EO

FF

RU

NW

AY

LE

NG

TH

(100

0 F

T)

(100

0 LB

)

(100

0 K

G)

160

150

140

13

012

011

010

0

70

.06

5.0

60

.05

5.0

50

.045

.0

24

1.0

1.5

62

.0

82

.5

103

.0

12

3.5

STD

DA

Y AIR

PO

RT

ALT

ITU

DE

8,00

0 FT

(243

8 M

)

6,00

0 FT

(182

9 M

)

4,00

0 FT

(121

9 M

)

2,00

0 FT

(121

9 M

)

SE

A L

EV

EL

(100

0 M

)

NO

TES:

V250

0--D

5 EN

GIN

ES

NO

RM

AL

TAK

EOFF

TH

RU

ST A

ND

AR

TZE

RO

RU

NW

AY

GR

AD

IEN

TZE

RO

WIN

D

MAXIMUM DESIGN TAKEOFF WEIGHT = 156,000 LB

MDC K9099

TAKE

OFF

GR

OSS

WEI

GH

T

OCTOBER 20023-4

3.3

FA

R T

AK

EOFF

RU

NW

AY

LEN

GTH

REQ

UIR

EMEN

TS3.

3.2

STA

ND

AR

D D

AY

+ 15

ºCM

OD

EL M

D-9

0-30

/-30E

R

NO

TE:

CO

OR

DIN

ATE

WIT

H U

SIN

G A

IRLI

NE

FOR

SPEC

IFIC

REQ

UIR

EMEN

TS P

RIO

R T

OFA

CIL

ITY

DES

IGH

NO

T TO

BE

USE

D F

OR

FLIG

HT

PLA

NN

ING

PU

RPO

SES

160

70

.0

150

65

.0

140

130

120

110

100

60

.05

5.0

50

.04

5.0

24

1.0

6812 10

1.5

2.0

2.5

3.0

3.5

STD

+15

ºC

AIR

PO

RT

ALT

ITU

DE

6,00

0 FT

(182

9 M

)

8,00

0 FT

(243

8 M

)

4,00

0 FT

(121

9 M

)

2,00

0 FT

(121

9 M

)

SE

A L

EV

EL

FA

RT

AK

EO

FF

RU

NW

AY

LE

NG

TH

(100

0 F

T)

(100

0 LB

)

(100

0 K

G)

MAXIMUM DESIGN TAKEOFF WEIGHT = 156,000 LB

(100

0 M

)

V250

0--D

5 EN

GIN

ES

NO

RM

AL

TAK

EOFF

TH

RU

ST A

ND

AR

TZE

RO

RU

NW

AY

GR

AD

IEN

TZE

RO

WIN

D

MDC K9099

TAKE

OFF

GR

OSS

WEI

GH

T

3-5OCTOBER 2002

3.4

FA

R L

AN

DIN

G R

UN

WA

Y LE

NG

TH R

EQU

IREM

ENTS

3.4.

1 F

LAP

28M

OD

EL M

D-9

0-30

/-30E

R

FAR LANDING FIELD LENGTH

142,

000

LBLA

ND

ING

WEI

GH

TM

AXI

MU

M D

ESIG

N

DR

Y R

UN

WA

YW

ET R

UN

WA

Y

LAN

DIN

G W

EIG

HT

(100

0 KG

)

(100

0 LB

)

(1000 M)

(1000 FT)

2.0

1.5

1.0

8 34567

8090

100

110

120

130

140

150

40.0

45.0

50.0

55.0

60.0

65.0

LEG

END

04,00

0 / 1

219

04,00

0 / 1

219

8,00

0 / 2

438

4,00

0 / 2

438

(FT

/ M)

AIR

POR

TA

LTIT

UD

E

NO

T TO

BE

USE

D F

OR

FLIG

HT

PLAN

NIN

G P

UR

POSE

S

3.0

FLA

P 28

sV a

pp=

1.3V

FAR

= (D

RY

AND

WET

RU

NW

AY)

app

VIS

APP

RO

ACH

VEL

OC

ITY

VIS

APP

RO

ACH

VEL

OC

ITY

NO

TES:

•S

TAN

DAR

D D

AY•3

-DEG

REE

GLI

DES

LOPE

•SLA

TS E

XTEN

DED

•ZER

O W

IND

AT

50 F

T H

EIG

HT

•ZER

O R

UN

WAY

GR

ADIE

NT

•CO

OR

DIN

ATE

WIT

H U

SIN

G A

IRLI

NE

FO

R S

PEC

IFIC

REQ

UIR

EMEN

TS

PR

IOR

TO

FAC

ILIT

Y D

ESIG

N

MDC K9099

s

3-6 OCTOBER 2002

LEG

END

WET

RU

NW

AY

DR

Y R

UN

WA

Y

MA

XIM

UM

DES

IGN

LAN

DIN

G W

EIG

HT

142,

000

LB

2.0

1.5

1.0

FAR LANDING FIELD LENGTH(1000 M)

AIR

POR

TA

LTIT

UD

E(F

T/M

)

8,00

0 / 2

438

4,00

0 / 1

219

8,00

0 / 2

438

0 4,00

0 / 1

219

0

345678 (1000 FT)

(100

0 LB

)

(100

0 KG

)

LAN

DIN

G W

EIG

HT

40.0

50.0

45.0

60.0

55.0

65.0

8090

100

110

120

130

140

150

NO

TES:

•S

TAN

DAR

D D

AY•3

-DEG

REE

GLI

DES

LOPE

•SLA

TS E

XTEN

DED

•ZER

O W

IND

AT

50 F

T H

EIG

HT

•ZER

O R

UN

WAY

GR

ADIE

NT

•CO

OR

DIN

ATE

WIT

H U

SIN

G A

IRLI

NE

FO

R S

PEC

IFIC

REQ

UIR

EMEN

TS

PR

IOR

TO

FAC

ILIT

Y D

ESIG

N

FLA

P 40

3.4

FA

R L

AN

DIN

G R

UN

WA

Y LE

NG

TH R

EQU

IREM

ENTS

3.4.

2 F

LAP

40M

OD

EL M

D-9

0-30

/-30E

R

3.0

NO

T TO

BE

USE

D F

OR

FLIG

HT

PLA

NN

ING

PU

RPO

SES

sV a

pp=

1.3V

FAR

= (D

RY

AND

WET

RU

NW

AY)

app

VIS

APP

RO

ACH

VEL

OC

ITY

VIS

APP

RO

ACH

VEL

OC

ITY

MDC K9099

s

OCTOBER 2002 3-7


OCTOBER 2002MDC K90993-8

4.0 GROUND MANEUVERING


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)


4.0 GROUND MANEUVERING


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.


R3*

R4

R5R6

4.2 TURNING RADII, NO SLIP ANGLEMODEL MD-90-30/-30ER

50

45

55

60

65

70

R1

TURNING RADII DEPICTEDREPRESENT GEOMETRICTURN CENTERS

TURNING CENTERS

MAXIMUM

NOTE: ACTUAL OPERATING DATA MAY BE GREATER THAN VALUES SHOWN SINCE TIRE SLIPPAGE IS NOT CONSIDERED IN THESE CALCULATIONS. CONSULT AIRLINE FOR OPERATING PROCEDURES.

*R3 IS MEASURED TO OUTSIDE FACE OF TIRE.

STEERINGANGLE (DEG)

R1 R2 R3* R4 R5 R6

123.567.054.643.834.425.817.910.50.6

FT FT FT37.620.416.613.410.57.95.53.20.2

143.987.475.064.254.846.238.330.921.0

43.826.622.819.616.714.111.79.46.4

155.2110.0101.695.190.086.083.080.778.8

47.333.531.029.027.426.225.324.624.0

188.2132.0119.6109.099.691.283.476.166.5

57.440.236.533.230.427.825.423.220.3

158.3114.6106.7100.595.892.189.387.285.5

48.234.932.530.629.228.127.226.626.0

168.0118.6108.6100.593.788.083.279.174.6

51.236.133.130.628.626.825.424.122.7

304550556065707582 MAXIMUM

75

82

R2

STEERING ANGLEDEGREES (TYP)

M FT M M FT M M FT M


NOTES:• 3-DEG TIRE SLIP ANGLE APPROXIMATE FOR

82-DEG NOSE WHEEL DEFLECTION DURING VERY SLOW TURNING

• CONSULT AIRLINE FOR ACTUAL OPERATING DATA• NO DIFFERENTIAL BRAKING OR

UNSYMMETRICAL THRUST• *R3 IS MEASURED TO OUTSIDE FACE OF TIRE

R3* R4 R5 R6

FT M

77.2 15.0 104.7 79.5 70.5 86.1 76.423.5 4.6 31.9 24.2 21.5 26.2 23.379 DEG

EFFECTIVETURN

ANGLE

3 DEG

TURN CENTER

NOSE GEARTRACK

Y

R3*

R4

R5

4.3 MINIMUM TURNING RADII MODEL MD-90-30/-30ER

STEERINGANGLE82 DEG

EFFECTIVETURN

79 DEG

MINIMUMPAVEMENTWIDTH FOR

180–DEG TURN

A

R6

X

AYX

MFTMFTMFTMFTMFTMFT


11 FT 5 IN. (3.48 M)PILOT’S EYE POSITION

9 FT 6 IN. (2.90 M)

7 FT 7 IN. (2.31 M)

PILOT’S EYE POSITION19 IN. (48.3 CM)

CL

28 FT 1 IN.*(8.56 M)

17.7º

16.9º

127º

MAXIMUM AFT VISIONWITH HEAD ROTATEDABOUT SPINAL COLUMN

CL

19 IN.(48.3 CM)

PILOT’S EYE POSITION

22º

30º

43º

30º

43º

WITH HEAD MOVED13.5 IN. (34.3 CM)OUTBOARD

4.4 VISIBILITY FROM COCKPIT IN STATIC POSITIONMODEL MD-90-30/-30ER

* INCLUDES 1 NOSE DOWN ATTITUDE

1�

NOT TO BE USED FOR LANDING APPROACH VISIBILITY

22º


150 FT(45.7 M)

45 DEG

NOSE GEAR STEERING ANGLE = 26º

23 FT (7.0 M)

100 FT R(30.5 M)

23 FT(7.0 M)

27.3 FT(8.32 M)

75 FT(22.9 M)

LC

LC

4.5 RUNWAY AND TAXIWAY TURN PATHS4.5.1 MORE THAN 90-DEG TURN -- RUNWAY TO TAXIWAYMANEUVERING METHOD -- JUDGMENT OVERSTEERING


OUTSIDE EDGEOF OUTBOARDGEAR TRACKS

PATH OF NOSE GEAR TIRE EDGE

NOTE:

BEFORE DETERMINING THE SIZE OF THEINTERSECTION FILLET, CHECK WITH THEAIRLINES REGARDING THE OPERATINGPROCEDURES WHICH THEY USE AND THEAIRCRAFT TYPES WHICH ARE EXPECTEDTO SERVE THE AIRPORT.


4.5 RUNWAY AND TAXIWAY TURN PATHS4.5.2 90-DEGREE TURN -- RUNWAY TO TAXIWAY

MANEUVERING METHOD -- JUDGMENTAL OVERSTEERINGMODEL MD-90-30/-30ER

75 FT(22.86 M)CL

150 FT (45.72 M)

100 FT (30.5 M) R

RUNWAYCENTERLINE

24 FT (7.3 M)

24 FT (7.3 M)

27.3 FT (8.32 M)

NOSE GEAR STEERING ANGLE = 24º



NOTE:



75 FT (22.9 M)

4.5 RUNWAY AND TAXIWAY TURN PATHS4.5.3 90-DEGREE TURN TAXIWAY TO TAXIWAY

MANEUVERING METHOD -- JUDGMENTAL OVERSTEERINGMODEL MD-90-30/-30ER

75 FT(22.9 M)CL

27.3 FT (8.32 M)

22 FT (6.7 M)


NOSE GEAR STEERING ANGLE = 30º�

22 FT (6.7 M)

100 FT (30.5 M) R


CL

NOTE:



75 FT (22.9 M)

4.5 RUNWAY AND TAXIWAY TURN PATHS4.5.4 90-DEGREE TURN -- TAXIWAY TO TAXIWAY

MANEUVERING METHOD -- COCKPIT OVER CENTERLINE STEERINGMODEL MD-90-30/-30ER

75 FT(22.9 M)CL

COCKPIT TRACK

NOTE:



48 FT (14.6 M)

15 FT (4.6 M) MINIMUM RECOMMENDED CLEARANCE

100 FT (30.5 M) R

CL

4-8 OCTOBER 2002MDC K9099

4.6 RUNWAY HOLDING BAY (APRON)MODEL MD-90-30/-30ER

20 FT (6.1 M)

SHOULDER

40 FT (12.2 M)

20 FT(6.1 M)

TO RUNWAY

OUTSIDE EDGEOF MAIN GEARTRACK

150 FT (45.7 M)

NOTE:COORDINATE WITH USINGAIRLINE FOR SPECIFICPLANNED OPERATINGPROCEDURE

MINIMUM CLEARANCE FORMOVING AIRCRAFT – 40 FT (12.2 M)

194 FT (59.1 M)

TAXIWAYCL

75 FT(22.9 M)


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


5.0 TERMINAL SERVICING5.1 AIRPLANE SERVICING ARRANGEMENT (TYPICAL)


POTABLEWATERVEHICLE

GALLEYSERVICEVEHICLE

LAVATORYSERVICEVEHICLE

ENGINESTART*

CABINCLEANINGVEHICLE

BULK CARGOLOADER

BAGGAGE TRAINFUEL SERVICEVEHICLE

BAGGAGETRAINS

GALLEY SERVICEVEHICLE

PASSENGERLOADINGBRIDGE

CONDITIONED AIR(OPTIONAL LOCATION)

ELECTRICALSERVICE

CART*

* AUXILIARY POWER UNIT OR FIXED FACILITIES CAN ALSO PROVIDE:

1. ELECTRICAL POWER2. ENGINE START3. AIR-CONDITIONING

POTABLE WATER(OPTIONAL LOCATION)

CONDITIONED AIRVEHICLE*

0 10 20 30 40 FT

0 5 10 M

SCALE


MDC K9099

5.2

TER

MIN

AL

OPE

RA

TIO

NS,

TU

RN

AR

OU

ND

STA

TIO

NM

OD

EL M

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0-30

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OPE

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ION

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LOWER DECKSERVICE

AIRCRAFTSERVICE

MAIN DECKSERVICE

ENG

INE

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11.2 5.0

7.2

8.3

5.7

12.8 1.0

2.0

1.0

20.9 3.6

6.3

2.0

32.9

MIN

UTE

S

010

2030

40

5-2 OCTOBER 2002

MDCK9099

5.3

TER

MIN

AL

OPE

RA

TIO

NS,

EN

RO

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STA

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MAIN DECK SERVICE

LOWER DECK SERVICE

OCTOBER 2002 5–3

5.4 GROUND SERVICE CONNECTIONSMODEL MD-90-30/-30ER

0 10 20 30 40 FT

0 5 10 M

SCALE

EXTERNAL POWERRECEPTACLE

PRESSURIZED FRESHWATER (OPTIONAL)

HYD GROUNDSERVICE PANELS

PRESSURE FUEL AND DEFUEL

OVERWING FUEL (TOPSIDE)

ENGOIL

STARTER OIL

VSCF OIL

CONDITIONED AIRGROUNDCONNECTION

GROUND PNEUMATICCONNECTION

LAVATORY

VSCF OILSTARTER OIL

ENGINE OILPRESSURIZED

FRESH WATER

CONDITIONED AIRGROUND CONNECTION(OPTIONAL)

EXTERNAL POWERRECEPTACLE

PRESSURIZED FRESH WATER

HYD GROUNDSERVICE PANELS

LAVATORY

GROUND PNEUMATICCONNECTION

TOP VIEW

SIDE VIEW

OVERWING FUEL (TOPSIDE)FUEL VENT

FUEL VENT

JACK POINT

JACK POINT

JACK POINT

JACK POINT

FUEL VENT


MDC K9099

DIS

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AFT

OF

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FT-IN

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119-

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25.3

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2.1

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4-6

10-9

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MDC K9099

5.5 ENGINE STARTING PNEUMATIC REQUIREMENTSMODEL MD-90-30/-30ER

30 40 50 60 70

140

120

100

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IRFL

OW

(LB/

MIN

)

(PSIA)

160

80

200

180

220

240

10010

REQ

UIR

ED P

RES

SUR

E AT

GR

OU

ND

CO

NN

ECTO

R (P

SIA)

*

20

40

30

50

60

110

100

90

80

70

60

50

40

4.0

3.5

3.0

2.5

2.0

1.5

1.0

(KG

/MIN

)(K

G/C

M A

BS)

2

2.0 3.0 4.0 5.0

-40 -30 -20 -10

• 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(ºC)

120

-50

-60 -40 -20

3.5 4.5

GROUND CONNECTION AIRFLOW

2.5

100 20 30 40 50

(ºF)806040200

(KG/CM ABS)2

SEA LEVEL 0-500ºF (-17.8-260ºC)

8000 FT 0-500ºF (-17.8-260ºC)

AIR TE

MPERATURE A

T

GROUND CONNECTO

R

0ºF (-

17.8

ºC)

100º

F (37.8

ºC)

200ºF (9

3.3ºC)

300ºF (1

48.9ºC)

400ºF (204.4ºC

)

500ºF (260ºC

)

2

EXAMPLE: AMBIENT TEMPERATURE = 55ºF (13ºC) GROUND CONNECTION TEMPERATURE = 200ºF (93.3ºC) REQUIRED PRESSURE AT GROUND CONNECTION = 38 PSIA (2.7 KG/CM ABS) REQUIRED AIRFLOW AT GROUND CONNECTION = 145 LB/MIN (65.8 KG/MIN)

5–8 OCTOBER 2002

MDC K9099

31 PSIG

5.6 GROUND PNEUMATIC POWER REQUIREMENTSMODEL MD-90-30/-30ER

50

100

150

200

100

(LB

PER

MIN

UTE

)90

GR

OU

ND

CO

NN

ECT

AIR

FLO

W (W

)(K

G P

ER M

INU

TE)

80

70

60

50

40

30

20

TIME TO HEAT CABIN TO 70ºF (21.0ºC) (MINUTES)

INITIAL CABIN TEMP AT 0ºF ( -17.8ºC). OUTSIDE AIR TEMP AT 0ºF ( -17.8ºC). NO GALLEY LOAD, CLOUDY DAY, NO LIGHTS. P = 12 TO 70 PSIG AT THE GROUND CONNECTION. TEMP AT GROUND CONNECTION = 300ºF (148.9ºC) �

100

150

200

100

(LB

PER

MIN

UTE

)

90

80

70

60

50

40

30

20

TIME TO COOL CABIN TO 80ºF (26.7ºC) (MINUTES)

INITIAL CABIN TEMP AT 103ºF (39.4ºC). OUTSIDE AIR TEMP AT 103ºF (39.4ºC). SOLAR LOAD x 2620 BTU/HR.BRIGHT DAY; SOLAR IRRADIATION; NO GALLEY LOAD; DAY LIGHTING ON; NO PASSENGERS. P = 12 TO 70 PSIG ATTHE GROUND CONNECTION. TEMP AT GROUND CONNECTION = 410ºF (210ºC)

TWO SYSTEMS

NOTE:FOR PRESSURES ABOVE 31 PSIGUSE 31 PSIG IN FLOW EQUATIONS

HEATING

COOLING

NOTE:FOR PRESSURES ABOVE 33 PSIGUSE 33 PSIG IN FLOW EQUATION

45% RELATIVE HUMIDITY

33 PSIG

TWO SYSTEMS

CAUTION: ELECTRICAL POWER IS REQUIRED WHENEVER THE AIR-CONDITIONING SYSTEM IS OPERATED

20% RELATIVE HUMIDITY

31 PSIG

26 PSIG

22 PSIG

18 PSIG AT GROUND CONNECTION

22 PSIG26 PSIG18 PSIG

12 PSIG AT GROUND CONNECTION

26 PSIG31 PSIG

22 PSIG18 PSIG12 PSIG AT GROUND CONNECTIONONE SYSTEM

GR

OU

ND

CO

NN

ECT

AIR

FLO

W (W

)(K

G P

ER M

INU

TE)

755025050

7550250

OCTOBER 2002 5–9

MDC K9099

5.7 PRECONDITIONED AIRFLOW REQUIREMENTS MODEL MD-90-30/-30ER

140

120

100

AIR

FLO

W (L

B PE

R M

INU

TE) 160

80

200

180

220

60

1040

(0–10

AIR

FLO

W (K

G P

ER M

INU

TE)

70

60

50

80

40

90

30

20

1 – CABIN AT 75ºF (24ºC). 7 CREW, 172 PASSENGERS, NO GALLEY LOAD. BRIGHT DAY, SOLARIRRADIATION, SOLAR LOAD x 2620 BTU/HR. DAY ELECTRICAL LOAD x 5150 BTU/HR.

2 – CABIN AT 80ºF (26.7ºC). 7 CREW, 172 PASSENGERS, NO GALLEY LOAD. BRIGHT DAY, SOLARIRRADIATION, SOLAR LOAD x 2620 BTU/HR. DAY ELECTRICAL LOAD x 5150 BTU/HR.

3 – CABIN AT 75ºF (24ºC). 3 CREW MEMBERS ONLY. BRIGHT DAY, SOLAR IRRADIATION,SOLAR LOAD x 2620 BTU/HR. ELECTRICAL LOAD x 5150 BTU/HR. GALLEY LOAD x 3000 BTU/HR.

4 5 AND 6 – CABIN TEMP AT 70ºF (21ºC). NO CREW, NO PASSENGERS, CLOUDY DAY OR NIGHT..NO SOLAR IRRADIATION. NO ELECTRICAL LOAD. NO GALLEY LOAD.

INLET TEMPERATURE

1 AT OUTSIDE2 TEMP OF3 103ºF (39.4ºC)}

AT OUTSIDETEMP OF:4 0ºF (-17.8ºC)5 –20ºF (-29ºC)6 –40ºF (-40ºC)

25-IN. H 0 PRESSURE2AT GROUNDCONNECTION

20-IN. H 0 PRESSURE2



5-IN. H 0 PRESSURE2

0 10 20 30 40 50 60 (ºC)

(ºF)15013011090705030

5–10 OCTOBER 2002

MDC K9099

5.8

GR

OU

ND

TO

WIN

G R

EQU

IREM

ENTS

MO

DEL

MD

-90-

30/-3

0ER

TOTA

L TR

ACTI

ON

WH

EEL

LOAD

(1,0

00 K

G)

(1,0

00 L

B)NO ENGINE THRUST

BACKING AGAINSTIDLE THRUST

HAR

D S

NO

W µ

= 0

.2

PER

CEN

T SL

OPE

AIR

PLAN

EG

RO

SSW

EIG

HT

(1,0

00 K

G)

(1,0

00 L

B)

80 70 60 50 40 30 20 10

406080100

120

140

160

• U

NU

SUAL

BR

EAKA

WAY

CO

ND

ITIO

NS

NO

T R

EFLE

CTE

D•

ESTI

MAT

ED F

OR

TO

W V

EHIC

LES

WIT

H R

UBB

ER T

IRES

• C

OEF

FIC

IEN

TS O

F FR

ICTI

ON

( µ

) APP

RO

XIM

ATE

WET

ASP

HAL

T µ

= 0.

75

DR

Y C

ON

CR

ETE

OR

ASPH

ALT

µ =

0.8

43

21

0

10

20

8

16

6

12

4

8

240

0 0

1234567891011121314

(1,0

00 L

B)

DR

AWBA

RPU

LL(1

,000

KG

) 0123456

168.

5

WET

CO

NC

RET

E µ

= 0.

57

ICE

µ =

0.05

15

OCTOBER 2002 5-11

6.0 OPERATING CONDITIONS

6.1 Jet Engine Exhaust Velocities and Temperatures

6.2 Airport and Community Noise

MDC K9099 OCTOBER 2002

MDC K9099

6.0

OPE

RA

TIN

G C

ON

DIT

ION

S6.

1 J

ET E

NG

INE

EXH

AU

ST V

ELO

CIT

IES

AN

D T

EMPE

RA

TUR

ES6.

1.1

JET

EN

GIN

E EX

HA

UST

VEL

OC

ITY

CO

NTO

UR

S, B

REA

KA

WA

Y PO

WER

(EST

IMA

TED

)M

OD

EL M

D-9

0-30

DISTANCE FROM AIRPLANE CENTERLINEHEIGHT ABOVE GROUND

PLAN

VIE

W

40 20 0 20 40

10510 5

1006035 45 75

PRO

FILE

VEL

OC

ITIE

S(M

PH)

(FT)

MET

ERS

MET

ERS

-10

010

2050

3040

-40

020

4060

8010

012

014

016

0

NO

TES

: TH

ES

E C

ON

TOU

RS

AR

E T

O B

E U

SE

D A

S G

UID

ELI

NE

S

ON

LY S

INC

E T

HE

OP

ER

ATI

ON

AL

EN

VIR

ON

ME

NT

VA

RIE

S

GR

EA

TLY

-- O

PE

RA

TIO

NA

L S

AFE

TY A

SP

EC

TS A

RE

TH

E R

ES

PO

NS

IBIL

ITY

OF

THE

US

ER

/PLA

NN

ER

1.

2. A

LL V

ELO

CIT

Y V

ALU

ES

AR

E S

TATU

TE M

ILE

S P

ER

HO

UR

CR

OS

SW

IND

S W

ILL

HA

VE

CO

NS

IDE

RA

BLE

EFF

EC

T O

N C

ON

TOU

RS

SE

A L

EV

EL

STA

TIC

-- S

TAN

DA

RD

DA

Y --

ZE

RO

RA

MP

GR

AD

IEN

T

INC

LUD

ES

EFF

EC

TS O

F TI

RE

S IN

CO

LD W

EA

THE

R

3.

4.

5.

1006035

PRO

FILE

VEL

OC

ITIE

S(M

PH)

45 75(F

T)M

ETER

S

2040 0

510

ELEV

ATIO

NAF

T EN

D O

F AI

RPL

ANE D

ISTA

NC

E AF

T O

F TA

IL (F

T)

GR

OU

ND

PLA

NE

BO

TH E

NG

INE

S (V

2500

-D5)

AT

950

LB T

HR

US

T E

AC

H6.

-20

60

180

200

70

220

240

LC A

IRPL

ANE

CO

NVE

RSI

ON

FAC

TOR

Y1

MPH

= 1

.6 K

M P

ER H

OU

R

OCTOBER 2002 6–1

MDC K9099

6.0

OPE

RA

TIN

G C

ON

DIT

ION

S6.

1 J

ET E

NG

INE

EXH

AU

ST V

ELO

CIT

IES

AN

D T

EMPE

RA

TUR

ES6.

1.2

JET

EN

GIN

E EX

HA

UST

VEL

OC

ITY

CO

NTO

UR

S, T

AK

EOFF

PO

WER

(EST

IMA

TED

)M

OD

EL M

D-9

0-30

CO

NVE

RSI

ON

FAC

TOR

Y1

MPH

= 1

.6 K

M P

ER H

OU

R

LC A

IRPL

ANE

DISTANCE FROM AIRPLANE CENTERLINE

PLAN

VIE

W

(FT)

MET

ERS

40 2060 20 40 602010515 10 5

1006035

PRO

FILE

VEL

OC

ITIE

S(M

PH)

45 75 150

200

300

MET

ERS

-30

030

6090

120

150

180

210

240

-100

010

020

030

040

050

060

070

080

0

NO

TES:

TH

ES

E C

ON

TOU

RS

AR

E T

O B

E U

SE

D A

S G

UID

ELI

NE

S

ON

LY S

INC

E T

HE

OP

ER

ATI

ON

AL

EN

VIR

ON

ME

NT

VA

RIE

S

GR

EA

TLY

-- O

PE

RA

TIO

NA

L S

AFE

TY A

SP

EC

TS A

RE

TH

E R

ES

PO

NS

IBIL

ITY

OF

THE

US

ER

/PLA

NN

ER

1.

2. A

LL V

ELO

CIT

Y V

ALU

ES

AR

E S

TATU

TE M

ILE

S P

ER

HO

UR

CR

OS

SW

IND

S W

ILL

HA

VE

CO

NS

IDE

RA

BLE

EFF

EC

T O

N C

ON

TOU

RS

SE

A L

EV

EL

STA

TIC

-- S

TAN

DA

RD

DA

Y --

ZE

RO

RA

MP

GR

AD

IEN

T

BO

TH E

NG

INE

S (V

2500

-D5)

AT

950

LB T

HR

US

T E

AC

H

3.

4.

5.

1006035

PRO

FILE

VEL

OC

ITIE

S(M

PH)

45 75 150

200

300

HEIGHT ABOVE GROUND

(FT)

MET

ERS

204060

51015

ELEV

ATIO

NAF

T EN

D O

F AI

RPL

ANE

DIS

TAN

CE

AFT

OF

TAIL

(FT)GR

OU

ND

PLA

NE

6–2 OCTOBER 2002

MDC K9099

6.0

OPE

RA

TIN

G C

ON

DIT

ION

S6.

1 J

ET E

NG

INE

EXH

AU

ST V

ELO

CIT

IES

AN

D T

EMPE

RA

TUR

ES6.

1.3

JET

EN

GIN

E EX

HA

UST

VEL

OC

ITY

CO

NTO

UR

S, ID

LE P

OW

ER (E

STIM

ATE

D)

MO

DEL

MD

-90-

30

DISTANCE FROM AIRPLANE CENTERLINE

PLAN

VIE

W

(FT)

MET

ERS

40 20

10 5

0

5 10

20 40

CO

NVE

RSI

ON

FAC

TOR

Y1

MPH

= 1

.6 K

M P

ER H

OU

R

LC A

IRPL

ANE

1006035

PRO

FILE

VEL

OC

ITIE

S(M

PH)

-10

-40

-20

0 0

20

10

40

20

6080

100

30

120

140

40

160 50

180

60

200

220

70

240

MET

ERS

GR

OU

ND

PLA

NE

AFT

EN

D O

F A

IRP

LAN

E

PR

OFI

LE V

ELO

CIT

IES

(MP

H)

1006035

ELE

VA

TIO

N

HEIGHT ABOVE GROUND

40 20 0

510

(FT)

ME

TER

S

NO

TES:

TH

ES

E C

ON

TOU

RS

AR

E T

O B

E U

SE

D A

S G

UID

ELI

NE

S

ON

LY S

INC

E T

HE

OP

ER

ATI

ON

AL

EN

VIR

ON

ME

NT

VA

RIE

S

GR

EA

TLY

-- O

PE

RA

TIO

NA

L S

AFE

TY A

SP

EC

TS A

RE

TH

E R

ES

PO

NS

IBIL

ITY

OF

THE

US

ER

/PLA

NN

ER

1.

2. A

LL V

ELO

CIT

Y V

ALU

ES

AR

E S

TATU

TE M

ILE

S P

ER

HO

UR

CR

OS

SW

IND

S W

ILL

HA

VE

CO

NS

IDE

RA

BLE

EFF

EC

T O

N C

ON

TOU

RS

SE

A L

EV

EL

STA

TIC

-- S

TAN

DA

RD

DA

Y --

ZE

RO

RA

MP

GR

AD

IEN

T

BO

TH E

NG

INE

S (V

2500

-D5)

AT

950

LB T

HR

US

T E

AC

H

3.

4.

5.

DIS

TAN

CE

AFT

OF

TAIL

(FT)

OCTOBER 2002 6–3

MDC K9099

6.1.4 Jet Engine Exhaust Temperature

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..

6–4 OCTOBER 2002

MDC K9099

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.

OCTOBER 2002 6–5

MDC K9099

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.

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%

6–6 OCTOBER 2002

7.0 PAVEMENT DATA


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, LCN Conversion

7.7 Rigid Pavement Requirements

7.8 Rigid Pavement Requirements, LCN Conversion

7.9 ACN-PCN Reporting System: Flexible and Rigid Pavements


MDC K9099

7.0 PAVEMENT DATA


A brief description of the following pavement charts will be helpful in their use for airport planning.Each airplane configuration is shown with a minimum range of five loads imposed on the main landing gear to aid in interpolation between the discrete values shown. All curves for any single chart represent data based on rated loads and tire pressures considered normal and acceptable by current aircraft tire manufacturer's standards.

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-ground interfaces are shown in Section 7.3.

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 FAA Advisory Circular 150/5320-6D, "Airport Pavement Design and Evaluation," dated July 7, 1995. 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 line showing 10,000 coverages is used to calculate Aircraft Classification Number (ACN).

The following procedure is used to develop the flexible pavement curves:

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 Aircraft Classification Number) is also placed.

OCTOBER 2002 7–1

MDC K9099

Rigid pavement design curves (Section 7.7) have been prepared with the use of the Westergaard equation in general accordance with the relationships outlined in the 1955 Edition of "Design of Concrete-Airport Pavement" published by the Portland Cement Association, 33 W. Grand Ave., Chicago, Illinois, but modified to the new format described in the 1968 Portland Cement Association publication, "Computer Program for Airport Pavement Design" (Program PDILB) by Robert G. Packard.

The following procedure is used to develop the rigid pavement design curves such as that shown in Section 7.7:

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

2. All values of the subgrade modulus (k-values) are then plotted.

3. Additional load lines for the incremental values of weight on the main landing gear are then established on the basis of the curve for k = 300, already established.

All Load Classification Number (LCN) curves (Sections 7.6 and 7.8) have been plotted from data in the International Civil Aviation Organization (ICAO) Document 7290-AN/865/2, Aerodrome Manual, Part 2, "Aerodrome Physical Characteristics," 2nd Edition, 1965.

On the same charts showing LCN versus equivalent single wheel load, there are load plots for airplane Model MD-90-30 showing equivalent single wheel load versus pavement thickness for flexible pavements and versus radius of relative stiffness for rigid pavements.

Procedures and curves provided in the ICAO Aerodrome Manual – Part 2, Chapter 4 are used to determine equivalent single wheel loads for use in making LCN conversion of rigid pavement requirements.

Note: Pavement requirements are presented for loads, tires and tire pressures presently certified for commercial usage. All curves represent data at a constant specified tire pressure.

The ACN-PCN system (Section 7.9) as referenced in ICAO Annex 14, “Aerodromes,” 3rd Edition, July 1999, provides a standardized international airplane/pavement rating system replacing the various S, T, TT, LCN, AUW, ISWL, etc., rating systems used throughout the world. ACN is the Aircraft Classification Number and PCN is the corresponding Pavement Classification Number. An aircraft having an ACN equal to or less than the PCN can operate without restriction on the pavement. Numerically, the ACN is two times the derived single wheel load expressed in thousands of kilograms, where the derived single wheel load is defined as the load on a single 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 for flexible pavements to calculate ACN values. The method of pavement evaluation is left up to the airport with the results of its evaluation presented as follows:

7–2 OCTOBER 2002

MDC K9099

PAVEMENTTYPECODE

RIGIDFLEXIBLE

RF

SUBGRADE CATEGORYCODE

HIGH(k = 150MN/M3)(OR CBR = 15)MEDIUM(k = 80MN/M3)(OR CBR = 10)LOW(k = 40MN/M3)(OR CBR = 6)ULTRA LOW (K = 20MN/M3) (OR CBR = 3)

A

B

C

D

TIREPRESSURECATEGORYCODE

HIGH(NO LIMIT)MEDIUM(LIMITED TO 1.75 MPa)LOW(LIMITED TO 1.25 MPa)VERY LOW (LIMITED TO 0.5 MPa)

W

X

Y

Z

EVALUATION METHODCODE

TECHNICALUSINGAIRCRAFT

TU

PAVEMENTCLASSIFI-CATIONNUMBERPCN

(BEARING STRENGTHFOR UN-RESTRICTEDOPERATIONS)

(s)

This document has been partially revised to incorporate key information for the MD-90-30ER with a maximum ramp weight of 168,500 lbs (76,430 kgs). Due to the fact that there were only two aircraft delivered in this higher weight configuration when production of the model ceased, only limited charts in this section have been revised for the MD-90-30ER. The modified/new charts are limited to the following:

7.2 Footprint7.3 Maximum Pavement Loads7.4 Landing Gear Loading on Pavement7.9.3 Aircraft Classification Number - Flexible Pavement (168,500 lbs)7.9.4 Aircraft Classification Number - Rigid Pavement (168,500 lbs)

Contact Airport Technology for any additional data needed for this high weight model at:

Attention: Airport CompatibilityTelephone: 425-237-1004Fax: 206-662-0280Email: [email protected]: www.boeing.com/airports

7–3OCTOBER 2002

MDC K9099

7.2 FOOTPRINT MODEL MD-90-30/-30ER

168,500 LB (76,430 KG)

26 x 6.6 12 PR

160 PSI (11.3 KG/CM )2

H 44.5 x 16.5 — 21 26 PR

190 PSI (13.4 KG/CM )2

20.6 IN. (52.3 CM)

77 FT 2 IN. (23.5 M)

28.1 IN. (71.4 CM)20 FT 4.8 IN.

(6.22 M)

16 FT 8.2 IN.(5.09 M)

14.0 IN.(35.6 CM)

MAXIMUM DESIGNTAXI WEIGHT

PERCENT OF WEIGHT ON MAIN GEAR

NOSE TIRE SIZE

NOSE TIRE PRESSURE

MAIN GEAR TIRE SIZE

MAIN GEAR TIRE PRESSURE

MD-90-30ERMD-90-30

157,000 LB (71,214 KG)

SEE SECTION 7.4 SEE SECTION 7.4

26 x 6.6 12 PR

170 PSI (11.9 KG/CM )2

H 44.5 x 16.5 — 21 26 PR

193 PSI (13.6 KG/CM )2

7–4 OCTOBER 2002

MDC K9099

7.3

MA

XIM

UM

PAV

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T LO

AD

SM

OD

EL M

D-9

0-30

/-30E

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10 F

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C

DEC

LER

ATIO

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LBKG

LBKG

LBKG

LBKG

LBKG

14,7

106,

670

20,2

309,

180

VM

GPE

RST

RU

T (2

)AF

T C

.G.

MAX

IMU

M L

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O

CC

UR

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G

AT S

TATI

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AFT

C.G

.

75,7

4034

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AT S

TEAD

Y BR

AKIN

G

10 F

T/SE

C

DEC

ELER

ATIO

N2

24,4

0011

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H P

ER S

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T (2

) AT

INST

ANTA

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US

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ING

(CO

EFF.

O

F FR

ICTI

ON

0.8

)

56,0

5025

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VN

G

LEG

END

: V

=

MAX

IMU

M V

ERTI

CAL

NO

SEG

EAR

GR

OU

ND

LO

AD A

T M

OST

FO

RW

ARD

C.G

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GV

=

MAX

IMU

M V

ERTI

CAL

MAI

N G

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GR

OU

ND

LO

AD A

T M

OST

AFT

C.G

.H

= M

AXIM

UM

HO

RIZ

ON

TAL

GR

OU

ND

LO

AD F

RO

M B

RAK

ING

MG

NO

TE:

ALL

LO

AD

S C

ALC

ULA

TED

USI

NG

AIR

PLA

NE

MA

XIM

UM

DES

IGN

TA

XI W

EIG

HT

VM

G

H

MD

-90-

30ER

168,

500

OCTOBER 2002 7–5

15,3

286,

952

21,2

059,

618

79,1

6735

,909

26,1

6811

,870

63,3

3428

,728

MDC K9099

7.4 Landing Gear Loading on Pavement

To obtain the airplane weight on the following pavement charts, an equivalent main landing gear weightmust be determined.

In the example shown for the MD-90-30 in Section 7.4.1, for a gross weight of 105,000 lb at 96.48% weight on main gear, the equivalent weight on the main landing gear is 101,200 lb.

7–6 OCTOBER 2002

MDC K9099

7.4.1 LANDING GEAR LOADING ON PAVEMENTMODEL MD-90-30


130

80 85 90 95 100

120

110

100

90

80

70

60

150

140

WEI

GH

T O

N M

AIN

LAN

DIN

G G

EAR

(1,0

00 L

B)

AIR

PLAN

E G

RO

SS W

EIG

HT

(1,0

00 L

B)

70

60

50

40

30

AIR

PLAN

E G

RO

SS W

EIG

HT

(1,0

00 K

G)

10 15 20 25 30 35

160

130

120

110

100

90

80

70

60

150

140

160

40

NOTE: UNSHADED AREAS REPRESENT OPERATIONAL LIMITS

–10 –5

PERCENT MAC

96.48

C.G. FOR ACN CALCULATIONS

MAXIMUM DESIGN TAXI WEIGHT 157,000 LB

50

OCTOBER 2002 7–7

MDC K9099

7.4.2 LANDING GEAR LOADING ON PAVEMENTMODEL MD-90-30ER


WEI

GH

T O

N M

AIN

LAN

DIN

G G

EAR

(1,0

00 L

B)

AIR

PLAN

E G

RO

SS W

EIG

HT

(1,0

00 L

B)

AIR

PLAN

E G

RO

SS W

EIG

HT

(1,0

00 K

G)

NOTE: UNSHADED AREAS REPRESENT OPERATIONAL LIMITS

OCTOBER 20027–8

-5 5 10 15 20 25 30-10 0

80 85 90 95 100

150

140

130

120

110

100

90

160

40

45

50

55

60

65

70

160

90

100

110

120

140

150

130

170

75

170

C.G. FOR ACNCALCULATIONS

93.96

PERCENT MAC

MAXIMUM DESIGN TAXI WEIGHT 168,500 LB

MDC K9099

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

The following flexible-pavement design chart presents data for 5 incremental main-gear weights at a constant main-gear tire pressure of 200 psi (14.1 kg/cm ).2

In the example shown for the MD-90-30, for a CBR of 7.0, a main-gear load of 100,000 lb, and an annual departure level of 6,000, the required pavement thickness is 24.5 inches.

The line showing 10,000 coverages is used for ACN calculations (see section 7.9).

The FAA design method uses a similar procedure using total airplane weight instead of weight on main landing gear. The equivalent main gear loads for a given airplane weight can be calculated from Section 7.4.

7–9OCTOBER 2002

MDC K9099

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

MODEL MD-90-30

(CENTIMETERS)

NOTES: � H44.5 x 16.5–21, 26 PR TIRES� TIRE PRESSURE CONSTANT AT 200 PSI (14.1 KG/CM )

SUBGRADE STRENGTH (CBR)15 25

WEIGHT ON MAINLANDING GEAR

(SEE SECTION 7.4)

151,500 (68,720)140,000 (63,500)120,000 (54,400)100,000 (45,400)80,000 (36,300)

LB (KG)

ANNUALDEPARTURES

1,2003,0006,00015,00025,000

10,000 COVERAGES(USED FOR ACN CALCULATIONS)

* 20-YEAR PAVEMENT LIFE

15 25

10 15 20 25 30 40 50 60 80 100 120

MAX POSSIBLE MAINGEAR LOAD AT MAXDESIGN TAXI WEIGHTAND AFT C.G.4

INCHES

FLEXIBLE PAVEMENT THICKNESS

2

3 4 5 6 7 8 9 10 20 30 40 50

3 4 5 6 7 8 9 10 20 30 40 50

OCTOBER 20027–10

MDC K9099

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 shown for the MD-90-30, the flexible pavement thickness is 30 inches and the LCN is 70.For these conditions, the weight on the main landing gear is 110,000 pounds.

If the resulting aircraft LCN is not more than 10 percent above the published pavement LCN, the bearing strength of the pavement can be considered sufficient for unlimited use by the airplane. The figure of 10 percent has been chosen as representing the lowest degree of variation in LCN which is significant. (Reference: ICAO Aerodrome Design Manual, Part 2, "Aerodrome Physical Characteristics," Chpt. 4, Para. 4.1.5.7v, 2nd Edition, 1965.)

Note:

7–11OCTOBER 2002

MDC K9099

7.6.

1 F

LEXI

BLE

PAV

EMEN

T R

EQU

IREM

ENTS

, LC

N C

ON

VER

SIO

NM

OD

EL M

D-9

0-30

(CEN

TIM

ETER

S)

FLEX

IBLE

PA

VEM

ENT

THIC

KN

ESS

INC

HES

160

8010

012

014

060

5030

40

4030

5060

7010

2015

LOA

D C

LASS

IFIC

ATI

ON

NU

MB

ER (L

CN

)

4030

5060

7020

1580

9010

0

510203040

EQUIVALENT SINGLE WHEEL LOAD (1,000 KG)• H

44.5

x 1

6.5-

21, 2

6 PR

TIR

ES• T

IRE

PRES

SUR

E C

ON

STR

AIN

T A

T 20

0 PS

I

WEI

GH

T O

NM

AIN

LA

ND

ING

GEA

R(S

EE S

ECTI

ON

7.4

)

LB(K

G)

151,

500

140,

000

120,

000

100,

000

80,0

00

(68,

720)

(63,

500)

(54,

400)

(45,

400)

(36,

300)

NO

TE:

EQU

IVA

LEN

T SI

NG

LE W

HEE

L LO

AD

S A

RE

DER

IVED

BY

MET

HO

DS

SHO

WN

IN IC

AO

AER

OD

RO

ME

MA

NU

AL,

PA

RT

2, P

AR

A. 4

.1.3

.

MA

XIM

UM

PO

SSIB

LE M

AIN

GEA

RLO

AD

AT

MA

XIM

UM

DES

IGN

TA

XIW

EIG

HT

AN

D A

FT C

.G.

100

90 80 70 60 50 40 30 20 10

EQUIVALENT SINGLE WHEEL LOAD (1,000 KG)

OCTOBER 20027–12

MDC K9099

7.7 Rigid Pavement Requirements, Portland Cement Association Design Method

The following rigid-pavement design chart presents data for 5 incremental main-gear weights at a constant main-gear tire pressure of 200 psi (14.1 kg/cm ).2

In the example shown for the MD-90-30, for an allowable working stress of 400 psi, a main-gear load of 127,000 lb, and a subgrade strength k of 150, the required rigid-pavement thickness is 12 inches.

7–13OCTOBER 2002

MDC K9099

7.7.1 RIGID PAVEMENT REQUIREMENTS,PORTLAND CEMENT ASSOCIATION DESIGN METHOD

MODEL MD-90-30

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

REF: “DESIGN OF CONCRETE AIRPORT PAVEMENT" AND "COMPUTER PROGRAM FOR AIRPORT PAVEMENTDESIGN -- PROGRAM PDILB," PORTLAND CEMENT ASSOCIATION.

18

16

14

12

10

8

50

45

40

35

30

25

20

PAVE

MEN

T TH

ICKN

ESS

IN.(CM)

20

6

800

700

600

500

400

300

60

50

40

30

20

ALLO

WAB

LE W

OR

KIN

G S

TRES

S

PSI (KG/CM )2

900

200

151,500 (68,720)140,000 (63,500)120,000 (54,400)100,000 (45,400) 80,000 (36,300)

LB (KG)

k = 75k = 150k = 300k = 550

MAXIMUM POSSIBLE MAIN GEARLOAD AT MAXIMUM DESIGN TAXIWEIGHT AND AFT C.G.

WEIGHT ON MAIN LANDING GEAR(SEE SECTION 7.4)

NOTES: � H44.5 x 16.5–21, 26 PR TIRES� TIRE PRESSURE CONSTANT AT 200 PSI (14.1 KG/CM )2

NOTE:

OCTOBER 20027–14

MDC K9099

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 shown in section 7.8.2, the rigid pavement radius of relative stiffness is 35 inches and theLCN is 70. For these conditions, the weight on the main landing gear is 115,000 pounds.

Note: If the resulting aircraft LCN is not more than 10 percent above the published pavement LCN, thebearing strength of the pavement can be considered sufficient for unlimited use by the airplane. Thefigure of 10 percent has been chosen as representing the lowest degree of variation in LCN which issignificant. (Reference: ICAO Aerodrome Design Manual, Part 2, “Aerodrome Physical Characteristics,”Chpt. 4, Para. 4.1.5.7v, 2nd Edition, 1965.)

7–15OCTOBER 2002

MDC K9099

7.8.1 RADIUS OF RELATIVE STIFFNESS(REFERENCE: PORTLAND CEMENT ASSOCIATION)

RADIUS OF RELATIVE STIFFNESS ( )VALUES IN INCHES

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

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

55.2456.5357.8159.08

60.3462.8465.3067.74

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

50.7452.8454.9156.96

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

54.8956.7558.5960.41

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

66.7869.5472.2774.96

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

�

4 Ed3=

12(1- µ2 )k424.1652 d 3

k= l

l

OCTOBER 20027–16

MDC K9099

7.8.

2 R

IGID

PAV

EMEN

T R

EQU

IREM

ENTS

, LC

N C

ON

VER

SIO

NM

OD

EL M

D-9

0-30

LOA

D C

LASS

IFIC

ATI

ON

NU

MB

ER (L

CN

)

(CEN

TIM

ETER

S)R

AD

IUM

OF

REL

ATI

VE S

TIFF

NES

S ( l

)200

8010

0

4030

12050

6070

80

150

20

6050

102030405060708090100

EQUIVALENT SINGLE WHEEL LOAD (1,000 LB)

NO

TE:

EQU

IVA

LEN

T SI

NG

LE W

HEE

L LO

AD

S A

RE

DER

IVED

BY

MET

HO

DS

SHO

WN

IN IC

AO

AER

OD

RO

ME

MA

NU

AL,

PA

RT

2, P

AR

A. 4

.1.3

.

4030

5060

7080

100

90

510203040

EQUIVALENT SINGLE WHEEL LOAD (1,000 KG)

• H44

.5 x

16.

5-21

, 26

PR T

IRES

• TIR

E PR

ESSU

RE

CO

NST

RA

INT

AT

200

PSI

WEI

GH

T O

NM

AIN

LA

ND

ING

GEA

R(S

EE S

ECTI

ON

7.4

)

LB(K

G)

151,

500

140,

000

120,

000

100,

000

80,0

00

(68,

720)

(63,

500)

(54,

400)

(45,

400)

(36,

300)

INC

HES

MA

XIM

UM

PO

SSIB

LE M

AIN

GEA

RLO

AD

AT

MA

XIM

UM

DES

IGN

TA

XIW

EIG

HT

AN

D A

FT C

.G.

7–17OCTOBER 2002

MDC K9099

7.8.3 Radius of Relative Stiffness (Other values of E and l )

The chart of Section 7.8.1 presents l -values based on Young's modulus (E) of 4,000,000 psi and Poisson's ratio (µ of 0.15). For convenience in finding l -values based on other values of E and µ, the curves of Section 7.8 are included. For example, to find an l -value based on an E of 3,000,000 psi, the "E" factor of 0.931 is multiplied by the l -value found in the table of Section 7.8.1. The effect of variations of µ on the l -value is treated in a similar manner.

OCTOBER 20027–18

MDC K9099

7.8.4 EFFECT OF E AND µ ON l -VALUES

E, YOUNG’S MODULUS (10 , PSI)6

1.10

0

1.015

0 0.05 0.20 0.25

1.05

1.00

0.95

0.90

0.85

0.80

0

1.010

1.005

1.000

0.995

0

NOTE: BOTH CURVES ON THIS PAGE ARE USED TO ADJUST THE l -VALUESOF TABLE 7.8.1

FACTOR

E FACTOR

EFFECT OF E ON -VALUES

EFFECT OF µ ON -VALUES

1 2 3 4 5

l

l

µ

µ POISSON'S RATIO

7–19OCTOBER 2002

MDC K9099

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. As an example, referring to Section 7.9.1, for an aircraft gross weight of 130,000 pounds and low subgrade strength, the ACN for flexible pavement is 39. Referring to Section 7.9.3, for the same gross weight and subgrade strength, the ACN for rigid pavement is 43.

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. (Reference: ICAO Annex 14, “Aerodromes,” 3rd Edition, July 1999.)

The following table provides ACN data in tabular format similar to the one used by ICAO in the "Aerodrome Design Manual Part 3, Pavements".

ACN FOR RIGID PAVEMENT SUBBRADES -- MN/m 3

ACN FOR FLEXIBLE PAVEMENT SUBGRADES -- CBR

AIRCRAFT TYPE

ALL-UP MASS/ OPERATING

MASS EMPTY LB (KG)

ON ONE MAIN GEAR LEG (%)

TIRE PRESSUREPSI (MPa)

HIGH 150

MEDIUM 80

LOW 40

ULTRA LOW

20

HIGH 15

MEDIUM 10

LOW 6

ULTRA LOW

3

157,000 (71,214)88,171 (39,994)

48.24 200 (1.4) 4925

5126

5327

5528

4221

4622

5024

5328

168,500 (76,430)89,059 (40,396)

46.98 193 (1.33) 5124

5325

5526

57 4420

4821

5224

5527

MD-90-30

27MD-90-30ER

OCTOBER 20027–20

MDC K9099

7.9.

1 A

IRC

RA

FT C

LASS

IFIC

ATIO

N N

UM

BER

-- F

LEXI

BLE

PAV

EMEN

T (1

57,0

00 L

BS)

MO

DEL

MD

-90-

30

(1,0

00 K

ILO

GR

AM

S)65

6055

5045

90

1010

011

012

013

014

015

016

0

AIR

PLA

NE

GR

OSS

WEI

GH

T, 1

,000

PO

UN

DS

NO

TES:

• A

CN

WA

S D

ETER

MIN

ED A

S R

EFER

ENC

ED

IN IC

AO

AN

NEX

14,

"A

ERO

DR

OM

ES,"

3R

D E

DIT

ION

, JU

LY 1

999

• TO

DET

ERM

INE

MA

IN-G

EAR

LO

AD

ING

,

SEE

SEC

TIO

N 7

.4

AIRPLANE CLASSIFICATION NUMBER (ACN)

2030405060

• H44

.5 x

16.

5-21

, 26

PR T

IRES

• TIR

E PR

ESSU

RE

CO

NST

RA

INT

AT

200

PSI (

14.1

KG

/CM

)N

OTE

S:

70

7–21OCTOBER 2002

(CB

R =

3)

(CB

R =

6)

(CB

R =

10)

(CB

R =

15)

SUB

GR

AD

E C

LASS

D -

ULT

RA

LO

WC

- LO

WB

- M

EDIU

MA

- H

IGH

2

MDC K9099

7.9.

2 A

IRC

RA

FT C

LASS

IFIC

ATIO

N N

UM

BER

-- F

LEXI

BLE

PAV

EMEN

T (1

68,5

00 L

BS)

M

OD

EL M

D-9

0-30

ER

AIR

PLA

NE

GR

OSS

WEI

GH

T, 1

,000

PO

UN

DS

• H44

.5 x

16.

5-21

, 26

PR T

IRES

• TIR

E PR

ESSU

RE

CO

NST

RA

INT

AT

193

PSI (

13.6

KG

/CM

)N

OTE

S:

OCTOBER 20027–22

170

9010

011

012

013

014

015

016

0102030405060 40

4565

AIRCRAFT CLASSIFICATION NUMBER (ACN)

5055

6070

75

2

NO

TES:

• A

CN

WA

S D

ETER

MIN

ED A

S R

EFER

ENC

ED

IN IC

AO

AN

NEX

14,

"A

ERO

DR

OM

ES,"

3

RD

ED

ITIO

N, J

ULY

199

9•

TO D

ETER

MIN

E M

AIN

-GEA

R L

OA

DIN

G,

S

EE S

ECTI

ON

7.4

• P

ERC

ENT

WEI

GH

T O

N M

AIN

LA

ND

ING

GEA

R:

93.9

6

(1,0

00 K

ILO

GR

AM

S)

(CB

R =

3)

(CB

R =

6)

(CB

R =

10)

(CB

R =

15)

SUB

GR

AD

E C

LASS

D -

ULT

RA

LO

WC

- LO

WB

- M

EDIU

MA

- H

IGH

MDC K9099

7.9.

3 A

IRC

RA

FT C

LASS

IFIC

ATIO

N N

UM

BER

-- R

IGID

PAV

EMEN

T (1

57,0

00 L

BS)

MO

DEL

MD

-90-

30

(1,0

00 K

ILO

GR

AM

S)

AIR

PLA

NE

GR

OSS

WEI

GH

T, 1

,000

PO

UN

DS


NO

TES:

• A

CN

WA

S D

ETER

MIN

ED A

S R

EFER

ENC

ED

IN IC

AO

AN

NEX

14,

"A

ERO

DR

OM

ES,"

3

RD

ED

ITIO

N, J

ULY

199

9•

TO D

ETER

MIN

E M

AIN

-GEA

R L

OA

DIN

G,

S

EE S

ECTI

ON

7.4

10

90

2030405060

100

110

120

130

150

140

160

7065

6055

5045

(k =

75

)(k

= 1

50)

(k =

300

)(k

= 5

50)

SUB

GR

AD

E C

LASS

D -

ULT

RA

LO

WC

- LO

WB

- M

EDIU

MA

- H

IGH

NO

TES:

• H44

.5 x

16.

5-21

, 26

PR T

IRES

• TIR

E PR

ESSU

RE

CO

NST

RA

INT

AT

200

PSI (

14.1

KG

/CM

)2

OCTOBER 2002 7–23

MDC K9099

7.9.

4 A

IRC

RA

FT C

LASS

IFIC

ATIO

N N

UM

BER

-- R

IGID

PAV

EMEN

T (1

68,5

00 L

BS)

M

OD

EL M

D-9

0-30

ER

(1,0

00 K

ILO

GR

AM

S)

AIR

PLA

NE

GR

OSS

WEI

GH

T, 1

,000

PO

UN

DS


NO

TES:

• H44

.5 x

16.

5-21

, 26

PR T

IRES

• TIR

E PR

ESSU

RE

CO

NST

RA

INT

AT

193

PSI (

13.6

KG

/CM

)2

OCTOBER 20027-24

170

9010

011

012

013

014

015

016

0102030405060 40

4565

5055

6070

75

SUB

GR

AD

E C

LASS

D -

ULT

RA

LO

WC

- LO

WB

- M

EDIU

MA

- H

IGH

(k =

75

)(k

= 1

50)

(k =

300

)(k

= 5

50)

NO

TES:

• AC

N W

AS D

ETER

MIN

ED A

S RE

FERE

NCED

IN

ICAO

ANN

EX 1

4, "

AERO

DRO

MES

,"

3RD

EDI

TIO

N, J

ULY

1999

• TO

DET

ERM

INE

MAI

N-G

EAR

LOAD

ING

,

SEE

SEC

TIO

N 7.

4•

PER

CENT

WEI

GHT

ON

MAI

N LA

NDIN

G

G

EAR:

93.

96

MDC K9099

7.9.5 Development of ACN Charts

The ACN charts for flexible and rigid pavements were developed by methods referenced in ICAO Annex 14, "Aerodromes," 3rd Edition, July 1999. The procedures used to develop these charts are also described below.

The following procedure is used to develop the flexible-pavement ACN charts such as that shown in Section 7.9.1:

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 critical gear (see Section 7.4). This center-of-gravity position is used to determine main gear loads at all gross weights of the model being considered.

2. Establish a flexible-pavement requirements chart using the S-77-1 design method, such as shown on the right side of Section 7.9.6. Use standard subgrade strengths of CBR 3, 6, 10, and 15 percent and 10,000 coverages. This chart provides the same thickness values as those of Section 7.5.1, but is presented here in a different format.

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

4. Enter the reference thickness values into the ACN flexible-pavement conversion chart shown on the left side of Figure 7.9.6 to determine ACN. This chart was developed using the S-77-1 design 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 are then plotted as functions of aircraft gross weight, as shown in Section 7.9.1.

The following procedure is used to develop the rigid-pavement ACN charts such as that shown in Section 7.9.2:

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 (see Section 7.4). This center-of-gravity position is used to determinemain gear loads at all gross 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 Section 7.9.7. Use standard subgrade strengths of k = 75, 150, 300, and 550 lb/in. (nominal values for k = 20, 40, 80, and 15 MN/M ). This chart provides the same thickness values as those of Section 7.7.1.

3

7–25OCTOBER 2002

3

MDC K9099

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).

4. Enter the reference thickness values into the ACN rigid-pavement conversion chart shown onthe left side of Section 7.9.7 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 Section 7.9.2.

OCTOBER 20027–26

MDC K9099

7.9.

6 D

EVEL

OPM

ENT

OF

AIR

CR

AFT

CLA

SSIF

ICAT

ION

NU

MB

ER (A

CN

) - F

LEXI

BLE

PAV

EMEN

TM

OD

EL M

D-9

0-30

ALLOWABLE WORKING STRESS (PSI)

REFERENCE THICKNESS, INCHES

AIR

CR

AFT

CLA

SSIF

ICA

TIO

N N

UM

BER

(AC

N)

1520

3040

500 10 20 20 40 50

AC

N F

LEXI

BLE

PA

VEM

ENT

CO

NVE

RSI

ON

CH

AR

T

CBR 3

CBR

6

CBR

10

CBR

15

NO

TES:

• H44

.5 x

16.

5-21

, 26

PR T

IRES

• TIR

E PR

ESSU

RE

CO

NST

RA

INT

AT

200

PSI (

14.1

KG

/CM

)2

MA

XIM

UM

PO

SSIB

LE M

AIN

GEA

R L

OA

D A

TM

AX

DES

IGN

TA

XI W

EIG

HT

AN

D A

FT C

.G.

WEI

GH

T O

N M

AIN

LA

ND

ING

GEA

R(S

EE S

ECTI

ON

7.4

)

(68,

720)

(63,

500)

(54,

400)

(45,

400)

(36,

300)

151,

500

140,

000

120,

000

100,

000

80,0

00

LB(K

G)

0 10 20 30 40 503

610

15

FLEX

IBLE

PA

VEM

ENT

REQ

UIR

EMEN

TS C

HA

RT

10,0

00 C

OVE

RA

GES

S-77

-1 D

ESIG

N M

ETH

OD

SUB

GR

AD

E ST

REN

GTH

, CB

R

7–27OCTOBER 2002

MDC K9099

7.9.

7 D

EVEL

OPM

ENT

OF

AIR

CR

AFT

CLA

SSIF

ICAT

ION

NU

MB

ER (A

CN

) - R

IGID

PAV

EMEN

TM

OD

EL M

D-9

0-30

AIR

CR

AFT

CLA

SSIF

ICA

TIO

N N

UM

BER

(AC

N)

NO

TES:

• H44

.5 x

16.

5-21

, 26

PR T

IRES

• TIR

E PR

ESSU

RE

CO

NST

RA

INT

AT

200

PSI (

14.1

KG

/CM

2 )80

6040

200

2020

1818

1616

1414

1212

1010

88

66

900

800

700

600

500

400

300

200

ALLOWABLE WORKING STRESS (PSI)

REFERENCE THICKNESS, INCHES

AC

N R

IGID

PA

VEM

ENT

CO

NVE

RSI

ON

CH

AR

T

MA

XIM

UM

PO

SSIB

LE M

AIN

GEA

R L

OA

D A

TM

AX

DES

IGN

TA

XI W

EIG

HT

AN

D A

FT C

.G.

RIG

ID P

AVE

MEN

TR

EQU

IREM

ENTS

CH

AR

TPC

A P

RO

GR

AM

PD

LB

WEI

GH

T O

N M

AIN

LA

ND

ING

GEA

R(S

EE S

ECTI

ON

7.4

)

(68,

720)

(63,

500)

(54,

400)

(45,

400)

(36,

300)

151,

500

140,

000

120,

000

100,

000

80,0

00

LB(K

G)

k =

75

k =

150

k =

300

k =

550

k =

75

k =

150

k =

300

k =

550

OCTOBER 20027–28

8.0 POSSIBLE MD-90 DERIVATIVE AIRPLANES


MDC K9099

8.0 POSSIBLE MD-90 DERIVATIVE AIRPLANES

No additional versions of the MD-90 are currently planned.

OCTOBER 2002 8–1

9.0 MD-90-30 SCALE DRAWINGS


MDC K9099

X

H2O

L

82º

G

NG

MLG

LEGENDA AIR CONDITIONING (1) NG NOSE GEARC LOWER DECK CARGO DOOR (3) P PNEUMATIC (1)E ELECTRICAL (1) V FUEL VENT (2)F PRESSURE REFUELING (1) PASSENGER DOOR (2)G GRAVITY REFUELING (2) Y SERVICE DOOR (2)H2O POTABLE WATER (1) + TURNING RADIUS POINTS:L LAVATORY (1) 82 DEG, 75 DEG, 70 DEG, 65 DEG, 60 DEG,MLG MAIN LANDING GEAR 55 DEG, 50 DEG, 45 DEG, 40 DEG

E

Y

C

C

C

MLG

F

AP

G

V V

75º 70º 65º 60º 55º 50º 45º 40º

0 16 32 FT

0 1 IN.

Y

X

9.0 SCALE DRAWINGS 9.1 1 INCH = 32 FEET

MODEL MD-90-30

X

OCTOBER 2002 9-1

MDC K9099

X

H2O

L

82�

G

9.0 SCALE DRAWINGS9.2 1 INCH = 50 FEET

MODEL MD-90-30

NG

MLG

EY

C

C

CMLG

FAP

G

V V

75�70�

65�60�

55�50�

45�40�

0 50 FT

0 1 IN.

Y

X

LEGEND

A AIR CONDITIONING (1) NG NOSE GEARC LOWER DECK CARGO DOOR (3) P PNEUMATIC (1)E ELECTRICAL (1) V FUEL VENT (2)F PRESSURE REFUELING (1) X PASSENGER DOOR (2)G GRAVITY REFUELING (2) Y SERVICE DOOR (2)H2O POTABLE WATER (1) + TURNING RADIUS POINTS:L LAVATORY (1) 82 DEG, 75 DEG, 70 DEG, 65 DEG, 60 DEG,MLG MAIN LANDING GEAR 55 DEG, 50 DEG, 45 DEG, 40 DEG

9-2 OCTOBER 2002

MDC K9099

9.0 SCALE DRAWINGS9.3 1 INCH = 100 FEET

MODEL MD-90-30

*SEE OTHER PAGES IN THIS SECTION FOR SERVICE POINT LOCATIONS.

0 100 FT

0 1 IN.

OCTOBER 2002 9-3

MDC K9099

X

H2O

L

82º

G

9.0 SCALE DRAWINGS9.4 1 TO 500

MODEL MD-90-30

NG

MLG

EY

C

C

C

MLG

F

AP

G

V V

75º70º

65º60º

55º50º

45º40º

0 5 10 M

Y

X

LEGEND

A AIR CONDITIONING (1) NG NOSE GEARC LOWER DECK CARGO DOOR (3) P PNEUMATIC (1)E ELECTRICAL (1) V FUEL VENT (2)F PRESSURE REFUELING (1) X PASSENGER DOOR (2)G GRAVITY REFUELING (2) Y SERVICE DOOR (2)H2O POTABLE WATER (1) + TURNING RADIUS POINTS:L LAVATORY (1) 82 DEG, 75 DEG, 70 DEG, 65 DEG, 60 DEG,MLG MAIN LANDING GEAR 55 DEG, 50 DEG, 45 DEG, 40 DEG

9-4 OCTOBER 2002

MDC K9099

9.0 SCALE DRAWINGS9.5 1 TO 1000

MODEL MD-90-30

*SEE OTHER PAGES IN THIS SECTION FOR SERVICE POINT LOCATIONS.

0 10 M

OCTOBER 2002 9-5

MD-90-30 AIRPLANE CHARACTERISTICS FOR … commercial airplanes revision a october 2002 md-90-30...

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