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Boeing 747-8 Airport

Infrastructure
Considerations

Michael Roginski, Principal Engineer

Boeing Airport Technology Group
ALACPA Seminar of Airport Pavements
September 10-14, 2012, Panama City

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Outline
Outline
What is the Issue? Code E vs Code F standards
Pavement related concerns with the 747-8
Airport geometric issues
Current guidance for aeronautical studies
Conclusions and Solutions

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747-8 Airport Compatibility

What is the Issue? Wingspan
The issue is: Most 747 airports are ICAO ARC 4E whereas the 747-8 is ARC 4F
Code F Wingspan: < 80 m
Code E Wingspan: < 65 m
A380 (79.8 m)
747-8 (68.4m)
747-400 (64.9m)

1.75m

Code E Span <14m

ICAO Code F Design Criteria

Wing Span / Landing Gear Width
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Code F Span < 16 m

747-400 (12.6m)
747-8 (12.7)
A380 (14.3)

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ICAO Annex 14 ARC: 747-8 is 4F

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747-8 airport compatibility

ICAO Code F vs. Code E (FAA Group 5 vs. Group 6)
Code and Group Identifiers are Design Standards not operational limits
Taxiway
Width

Runway
Width

Twy / Object
Separation

Rwy / Twy Separation

Code E (meters)

Code F (meters)

Runway Width

45

60

Taxiway Width

23

25

Rwy / Twy Separation

182.5

190

Tw / Object Separation

47.5

57.5

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747-8 Deviation Justifications

ICAO Specs
E / F (meters)

ICAO Formula / Rationale

747-8 Justification to Operate at Code E

Airports

Runway Width

45 / 60

Based on main gear span

Dispersion data from landing, takeoff
studies and flight test

Both the FAA & EASA certified the 747-8

for operations on 45m wide runway based
on flight test data
Outer main gear wheel span is 12.7msimilar to the code E 747-400

Runway Shoulder Width

60 / 75

56 km/h blast contour width at takeoff Takeoff thrust jet blast contour width is
58.5m- within the code E width of 60m
thrust to remain within shoulder
width boundary
Same engine location as 747-400

23 / 25

14m + 4.5m + 4.5m (code E)

16m + 4.5m + 4.5m (code F)

12.7m + 4.5m + 4.5m = 21.7m < 23m

Main gear span of 12.7m plus edge margin
clearances of 4.5m is less than 23m code
E width

44 / 60

56 km/h blast contour width at

breakaway thrust to remain within
shoulder width boundary

Breakaway Thrust Jet Blast Contour width

is same as 747-400; No known problems
with 747-400 at Code E airports having
proper shoulders

182.5 / 190

Taxiing aircraft parallel to runway

must remain clear of runway strip
width of 150m
150m + wingspan

150m + 34.2m = 184.2m; or 1.7m > than

182.5 code E design std

80 / 97.5
(15 / 17.5)

Parallel taxiing aircraft must maintain

wingtip clearance
Wingspan + 4.5m + 10.5m (code E)
Wingspan + 4.5m + 13m (code F)

68.4m + 17.5m = 85.9m (ICAO formula for

code F design)
68.4 + 11m = 79.4m (BACG agreement for
reduced clearance based on risk
analyses)

Numbers in meters

Taxiway Width

Taxiway Shoulder Width

Rwy Twy Separation

(Instrument Rwy)

Twy Twy Separation

(Wingtip Clearance)

Ground maneuvering- existing fillets must handle longer wheelbase

Pavement strength- PCN to be re-evaluated based on new traffic
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Runway Width Considerations

747-400 and 747-8F have same
gear track width

7.5 m

45-meter Runway

7.5 m

Runway shoulders should prevent the ingestion of debris by engines and prevent soil
erosion by jet blast. Strength of shoulder must allow for possible veer-off of aircraft (FAA
circular 150/5320-6E provides min paved shoulder thicknesses for occasional diversions.
Runway shoulder width- Shoulders should extend on each side of runway such that total
runway + shoulder width is 75 m per Code F- Code E requirement is 60 m.
Engine location and exhaust thrust contours determine shoulder widths. 747-8F takeoff
thrust contour width is the same as that of the 747-400.
Graded strip (75m from runway CL) strength requirement to avoid damage to aircraft due to
running off runway is set by minimum CBR soil requirement (i.e. 15-20 CBR) per ICAO ADM,
Doc 9157, Part 1-Runways.
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Takeoff Thrust Exhaust Velocity Contour widths

are Within Code E Shoulder Width
m
90

60
Exhaust
contour less
than Code E
runway width
requirement

Distance from
A/P center line

ft
300

200
75 mph (120 km/h)
50mph (80 km/h)

50 mph (80 km/h)

35 mph (56 km/h)

30

100

30

100
747-8
747-400ER

60

90
Sea level, standard day
Static A/P
No wind
All engines running
Steady state contours

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200

300
0
0

500
100

1000
200

300

1500
400

2000
500

600

Distance downstream of engine nozzle exit

2500 ft
700 m

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747-8 Runway Centerline Deviation Data

Deviation of centroid of main gear from runway centerline for
2148 Takeoffs, Touch-and-Goes, and Landings
700
Left
Edge

Right
Edge

Runway Centerline
45 m (150 ft)
629

600

Data w ere obtianed during the 747-8F flight test program.

Events w ere flow n by Boeing, FAA, and EASA Pilots.
Events conducted outside of commercial operational
envelope w ere eliminated from analysis.

1 : 2.2 m (1515 events, 70.5%)

2 : 4.4 m (2072 events, 96.4%)
3 : 6.5 m (2137 events, 99.5%)

Number of Events

500
max right
max left
avg:
# left:
# right:
left avg:
right avg:

400

8.8 m
-8.1 m
2.0 m
1386
762
-1.9 m
2.0 m

324
289

300

265
3

200

171
129

145

100

70
46

37

14
1 4 9

Outboard edge of outboard tire is 6.35 m

from centerline

8 3 2 2

0
-22.5

-20

-15

-10

-5

Runway Width (meters)

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10

15

20

22.5

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747-8 Runway Centerline Deviation Data

FAA engineering brief 74A based on the findings of the Flight
Standards Board recommends the following statement be placed in
the Boeing 747-8 Aircraft Flight Manual:
This aircraft has demonstrated that it can be safely
operated on runways as narrow as 45 meters wide. The use of
narrower runways may be authorized after demonstration of safe
capability and authorization by the operators aviation regulatory
authority.

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Taxiway Width Considerations

747-400 and 747-8F Inner engine
most critical for FOD

10.5 m

23-meter Taxiway

10.5 m

Taxiway width required set by outer gear wheels width + 4.5m edge margin. 747-400 has
same landing gear width as the 747-8F (12.7m) so edge clearance of 4.5 m can be easily
maintained within the 23m code E taxiway.
Taxiway shoulder width- Shoulders should extend on each side of runway such that total
taxiway + shoulder width is 60 m per Code F- Code E requirement is 44 m. Shoulder strength
should be stabilized soil to prevent both soil erosion and possible veer off.
Engine location and exhaust thrust contours determine shoulder widths. 747-8F breakaway
thrust contour width is the same as that of the 747-400.
FAA engineering brief 73 approves of 44m width for 747-8 operations. Taxiway wander field
studies in the US and at intl airports confirms that 23m taxiway is sufficient for straight
sections. Speed restrictions may be needed for unusual circumstances.
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Exhaust Velocity Contours at Breakaway

Thrust is Same Width as 747-400ER
m
Exhaust contour is
slightly greater than
44 m Code E width

30

ft
100
75 mph (120 km/h)
50 mph (80 km/h)
35 mph (56 km/h)

20
50
10

Distance from
A/P center line

75 mph (120 km/h)

50 mph (80 km/h)

35 mph (56 km/h)

0
747-8
747-400ER

10
-50
~ 25
(~ 7.6 m)

20

30
Sea level, standard day
Static A/P
No wind
All engines running
1.5% ground up-slope
Steady state contours

-100
0

100

200

300

400

500

600 ft

30

60

90

120

150

180 m

A/P Tail

Distance downstream of engine nozzle exit

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Pavement Loading Considerations - 747-8

Landing Gear Geometry

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747-8 gear spacing 46.8 x 56.5, 221 psi (1.52 mPa) tire pressure, MTW= 990K lb (449K kg)
747-400 gear spacing 44 x 58 MTW= 873K lb (396K kg)
777-300

747-8
41.7 ft
(12.7 m)
747-400
41.3 ft
(12.6 m)

747-400
79.1ft
(24.1m)

747-8
92.3 ft
(28.1m)
777-300
100.4 ft
(30.6 m)

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777-300
42.3 ft
(12.9 m)

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Pavement Loading- ACN Summary

90
80
70
60
50
40

FB
RB

30
20
10
0

747-400

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777300ER

A340600

747-8F

787-8

787-9

A350900

A380

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PCN Analyses completed by Boeing using 150/53355B Supporting 747-8 Entry into Service
IATA Code

Airport

TBS

Tbilisi

KGF

Karaganda

AMM

Amman

ISB

Islamabad

KHI

Karachi

LHE

Lahore

DEN

Denver

FAI

Fairbanks

HSV

Huntsville

IAH

Houston

IND

Indianapolis

MCO

Orlando

PAE

Paine Field

RFD

Rockford

SEA

Seattle

TOL

Toledo

VCV

Victorville

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Boeing Case Study- PCN Issue

Reported PCN for the main runway was 77 FCXT which would restrict the
747-8F by 80,000 lb (36,320 kg).
Airport had not accounted for a recent 2 (5cm) asphalt overlay which greatly
improved the pavement bearing strength.
PCN determination is highly reliant on traffic mix. Airport had not considered
some of the newer Boeing aircraft in the PCN analysis.
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Boeing Case Study- PCN Issue

Existing runway was over 20 years old and overstressed due to widebody aircraft traffic.
Deflection testing done primarily to back calculate and verify soil strength needed to arrive at
a proposed overlay design.
Interim using aircraft PCN was established in order to inform airlines what the allowable
operating weights would be for planned operations of the 747-8F.
Interim PCN to remain in place as long as further pavement deterioration does not lead to
excessive maintenance.
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Boeing Case Study- PCN Issue

Back calculation from static test using the dipstick device was useful in
verifying the runway subgrade strength.
Due to failed condition of slabs- SCI=75, the proposed overlay from
Faarfield was recommended to restore pavement to a new 20 yr design
life.
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747-8F Ground Maneuvering

747-8F taxiway turn
fillet requirement is
same as MD-11, slightly
more demanding than
the 747-400

Cockpit over
taxiway centerline

Tire edges to turn center

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A340-600

88 ft

26.8 m

777-300

92 ft

28.0 m

MD-11

100 ft

30.5 m

747-8

100 ft

30.5 m

DC-10

103 ft

31.4 m

747-400

106 ft

32.3 m

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180 DegreeTurn Pavement Width Requirements

747-8 180o turn

requirement is less
demanding than
the 777-300ER and
A340-600

All these models require turn

pads on 45 m wide runways

Minimum width
of pavement

747-400

747-8

777-300ER

A340-600

A380-800

FAA Airplane Design Group

VI

VI

Maximum steering angle, no

differential braking

154 ft
(47 m)

172 ft
(52 m)

185 ft
(57 m)

186 ft
(57 m)

216 ft
(66 m)

U-turn width required can be reduced by using differential braking and/or asymmetrical thrust
Widths do not take into account tire-edge clearance of 15 ft (4.5m) at both pavement edges

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Airport Geometric Issues

Several airport geometric issues must be addressed due to wingspan
increase:
Taxiway-Taxiway Separation
Runway-Taxiway Separation
Taxiway-Object Clearance

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Basis for ICAO Separation Standards

Taxiway to Taxiway Separation:
Wingtip Clearance based on taxiway deviation studies done previously
and risk analysis modelling. Buffer (Z) allows adequate clearance based
on the lateral deviation probability distribution of both aircraft.
Taxiway deviations quite small due to slower speeds. Pilots able to
quickly stop aircraft once it departs the paved taxiway area.
Separation Standards based on data presented during the 1974 Air
Navigation Conference.

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Runway to Taxiway Separation

Airborne Phase

Ground Roll Phase

For runway separation the risk of collision in both the airborne phase of landing
and during runway veer-offs (ground phase) must be evaluated. Risk plots have
been developed to determine acceptable deviations from standards.
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Taxiway to Object Separation

17.5m

80 m span

ICAO Code F standard 57.5m

For new design/construction based on
maximum code F wingspan of 80m

57.5m

17.5m
747-8 (68.4 m span)

Equivalent level of safety provided

No aeronautical (safety) study
required

51.7m

<17.5m
747-8 (68.4 m span)

< 51.7m

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ICAO recommends aeronautical study

Process permitted in Annex 14
BACG adopted 9.0 m
Collision risk: 1x10e-11

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Central America)

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Current Airport Approval Status (South America)

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747-8 in Service at 69 Airports Worldwide

Barcelona

Glasgow - PIK

Stansted

Budapest

Novosibirsk

Baku

Moscow - SVO

Data as of 06/01/2012

Almaty

Seoul - ICN

Calgary

Hong Kong

Los Angeles

Bangkok

Houston

Sydney

Airports with 747-8 Operations

(Destination/Tech Stops) to Date

Huntsville

Atlanta

Guadalajara

Mexico City

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Sharjah

Dubai

Johannesburg

Riyadh

Dammam

Beirut

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Current Guidance- ICAO Circular 305

Operation of New Larger Aeroplanes at Existing Aerodromes
ICAO Council decision in May 2003 to develop and issue a circular on
accommodation of safe NLA operations at existing airports
Difficulties in complying with Code F specifications at existing airports
Some member States considered new ICAO F SARPS as excessive
Need for methodology for consistent application for safe operations
Circular 305 published in June 2004 principally through the
work of ICAO Airport Design Study Group
Circular 305 provides guidance on
conducting aeronautical studies including,
Development of alternative measures
Operational procedures
Operational limitations, if any

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Current Guidance- Boeing Airport Compatibility

Group (BACG)
BACG is a group formed to agree and promote common position
among the members on the operation of the 747-8 at existing
airports which currently do not meet the ICAO specifications.
Industry Members include,
Aviation Authorities (France, Germany, Australia,
Italy, Netherlands)
Airports (CDG, FRA, LHR, AMS, WAW)
Airlines (Cargolux, Lufthansa)
International organizations (ACI, IATA)
Manufacturer (Boeing)
Active interest from
other countries
China, Luxembourg, Mexico, Brazil, Japan
Group was formed in March 2007;
technical work completed in October 2008

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Conclusions
In most cases wingspan clearance issues and non-standard separations
can be handled by operational procedures. Defined taxi route to and from
the runway ensures safe operations of the 747-8.
Parking at remote stands for the 747-8F helps to minimize airport
disruptions for code F aircraft.
Pavement loading of the 747-8, higher ACN than 747-400, results in the
airport re-evaluation of its PCN and pavement bearing strength. Alternative
is to allow overload operations at low frequency.
Similar gear geometry and engine location of the 747-8 as compared to
the 747-400 should not require major changes to runway and taxiway
widths.
Guidelines exist for aeronautical studies if required. Current high
regulatory approval rate, > 90% of airports, indicates that most code E
airports have sufficient existing infrastructure to handle the 747-8.
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