MD 90

MD-90-30
AIRPLANE CHARACTERISTICS
FOR AIRPORT PLANNING
REVISION A
OCTOBER 2002
BOEING COMMERCIAL AIRPLANES
MDC K9099 i
This page intentionally left blank
iii MDC K9099 OCTOBER 2002

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.
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.
OCTOBER 2002 MDC K9099 iii

iv MDC K9099 OCTOBER 2002

MD-90-30 AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING
REVISIONS
PAGE DATE PAGE DATE PAGE DATE
ORIGINAL OCT1994
Revision A October 2002
OCTOBER 2002 MDC K9099 v

vi MDC K9099 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
4.2 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
4.6 Runway Holding Bay (Apron) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
OCTOBER 2002 MDC K9099 vii

CONTENTS (CONTINUED)
Section Page
5.0 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
7.2 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
7.8.4 Effect of E and on l Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
7.9 ACN-PCN Reporting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
7.9.1 Aircraft Classification Number (ACN) Flexible Pavement . . . . . . . . . . . . . 7-21
7.9.2 Aircraft Classification Number (ACN) Flexible Pavement (168,500 lbs) . . . 7-22
7.9.3 Aircraft Classification Number (ACN) Rigid Pavement . . . . . . . . . . . . . . . . 7-23
7.9.4 Aircraft Classification Number (ACN) Rigid Pavement (168,500 lbs) . . . . . 7-24
7.9.5 Development of ACN Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
7.9.6 Development of ACN Charts - Flexible Pavement . . . . . . . . . . . . . . . . . . . . . . 7-27
7.9.7 Development of ACN Charts - Rigid Pavement . . . . . . . . . . . . . . . . . . . . . . . . 7-28
8.0 POSSIBLE MD-90-30 DERIVATIVE AIRPLANES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
9.0 SCALED DRAWINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
viii MDC K9099 OCTOBER 2002
1.0 SCOPE
1.1 Purpose
1.2 Introduction
OCTOBER 2002 MDC K9099

MDC K9099 OCTOBER 2002

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 Association

Airports Council International
Air Transport Association of America
International Air Transport Association
OCTOBER 2002 MDC K9099 1-1

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.
NOTE:
This document has been partially revised to incorporate key information for the MD-90-30ER
with a maximum ramp weight of 168,500 lbs (76,430kgs). 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.
For further information, contact:
Boeing Commercial Airplanes

Airport Technology, M/C 67-KR
P.O. Box 3707
Seattle, WA 98124-2207 USA
Telephone: 425-237-0126
Fax: 425-237-8281
Email: AirportTechnology@Boeing.com
Website: www.boeing.com/airports
1-2 MDC K9099 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


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

MD-90-30 MD-90-30ER
POUNDS 157,000 168,500

MAXIMUM DESIGN TAXI WEIGHT
KILOGRAMS 71,214 76,430
POUNDS 142,000 142,000

MAXIMUM DESIGN LANDING WEIGHT
KILOGRAMS 64,410 64,410
POUNDS 156,000 168,000

MAXIMUM DESIGN TAKEOFF WEIGHT
KILOGRAMS 70,760 76,204
POUNDS 88,171 89,059

OPERATING EMPTY WEIGHT
KILOGRAMS 39,994 40,396
POUNDS 130,000 132,000

MAXIMUM DESIGN ZERO FUEL WEIGHT
KILOGRAMS 58,967 59,874
POUNDS 41,829 42,941

MAXIMUM PAYLOAD
KILOGRAMS 18,973 19,880
MAXIMUM SEATING CAPACITY PASSENGERS 172 172
CUBIC FEET 1,300 1,177

MAXIMUM CARGO VOLUME
CUBIC METERS 36.8 33.3
USABLE FUEL U.S. GALLONS 5,840 6,405

LITERS 22,104 24,242
(6.7 LB PER GAL) POUNDS 39,128 42,897
KILOGRAMS 17,748 19,457
2.1 GENERAL AIRPLANE CHARACTERISTICS

MODEL MD-90-30/-30ER

152 FT 7 IN (46.5 M)
95 FT 10 IN (29.21 M)
DOOR (A)
9 FT 6 IN
11 FT (2.90 M)
(3.35 M)
40 FT 2 IN
(12.25 M)
DOOR (B) DOOR (C)

69 FT 5 IN (21.16 M)
2 EMERGENCY EXITS
(RH & LH)
NOTE: FOR DOOR SIZES
SEE SECTION 2.7
11 FT 10 IN
(3.61 M)
SEE
SECTION 2.3
77 FT 2 IN (23.52 M)
141 FT 2 IN (43.03 M)
7 FT 7 IN
(2.31 M)
107 FT 10 IN (32.87 M)
SCALE
16 FT 8 IN
0 5 10 M
(5.08 M)
0 10 20 30 40 FT
2.2 GENERAL AIRPLANE DIMENSIONS


TYPE III
EMERGENCY EXITS (RH - LH)
P C Q
R M A B D K N L E F
J G
LETTER MAXIMUM MINIMUM

CODE FT-IN METERS FT-IN METERS
A 8-0 2.4 7-4 2.2
B 6-5 2.0 5-5 1.6
C 4-5 1.3 3-10 1.2
D 10-8 3.3 10-4 3.1
E 12-0 3.7 11-3 3.4
F 31-2 9.5 30-5 9.3
G 8-10 2.7 8-4 2.5
H 27-5 8.4 26-8 8.1
J 1-5 3.5 10-10 3.3
K 5-5 1.6 4-11 1.5
L 7-1 2.2 6-6 2.0
M 15-7 4.7 14-11 4.5
N 9-1 2.8 8-8 2.6
P 3-8 1.1 3-1 0.9
Q 4-8 1.4 4-3 1.3
R 17-0 5.2 16-5 5.0
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.
2.3 GROUND CLEARANCES


MIXED CLASS
158 PASSENGERS, 4/5-ABREAST SEATING
12 SEATS ON 36-IN. (91.4 CM) PITCH
OCTOBER 2002
EMERGENCY EXITS
SERVICE DOOR (A) 20 x 36 IN. AFT ENTRY DOOR (D)
27 x 48 IN. (51 x 91 CM) 27 x 72 IN.
(69 x 122 CM) TYPE III (69 x 183 CM)
TYPE I
G G L
S
1 2
C/A C/A
C/A
C/A
C/A G3 G4
L L
MAIN ENTRY DOOR (B) AFT SERVICE DOOR (C)
MDC K9099
34 x 72 IN. 27 x 60 IN.
(86 x 183 CM) EMERGENCY EXITS (69 x 152 CM)
TYPE I 20 x 36 IN. TYPE I
(51 x 91 CM)
TYPE III
NOTE; MAXIMUMOF 172 SYMBOLS

0 2 4 6M
PASSENGERS, 5-ABREAST
C/A CABIN ATTENDANT SEAT
SEATING AVAILABLE SCALE
G GALLEY
L LAVATORY 0 10 20 FT
S STORAGE
2-5
2.4 INTERIOR ARRANGEMENTS
2.4.1 PASSENGERS -- MIXED CLASS
ALL ECONOMY
163 PASSENGERS, 5-ABREAST SEATING
2-6
EMERGENCY EXITS
SERVICE DOOR (A) 20 x 36 IN. AFT ENTRY DOOR (D)
27 x 48 IN. (51 x 91 CM) 27 x 72 IN.
(69 x 122 CM) TYPE III (69 x 183 CM)
TYPE I
L
G G S
1 2
C/A C/A
C/A
C/A
C/A G3 G4
L S L
MAIN ENTRY DOOR (B) AFT SERVICE DOOR (C)
MDC K9099
34 x 72 IN. 27 x 60 IN.
(86 x 183 CM) EMERGENCY EXITS (69 x 152 CM)
TYPE I 20 x 36 IN. TYPE I
(51 x 91 CM)
TYPE III
NOTE; MAXIMUMOF 172 SYMBOLS

0 2 4
PASSENGERS, 5-ABREAST 6M
SEATING AVAILABLE C/A CABIN ATTENDANT SEAT
SCALE
G GALLEY 20 FT
L LAVATORY 0 10
S STORAGE
2.4 INTERIOR ARRANGEMENTS
OCTOBER 2002
2.4.2 PASSENGERS -- ALL ECONOMY
CONDITIONED AIR DUCT
FLUORESCENT LIGHTS
SPEAKERS AND
PASSENGERS
UTILITIES BOX
PASSENGER
80 IN. HANDRAIL
(203.2 CM) CONDITIONED UTILITIES
AIR DUCT WITH LIGHT
DUCT
49.2 IN. (125.0 CM) 24 IN.
(61.0 CM)
14 IN.
23.1 IN. 20.1 IN. 3 IN. (35.6 CM)
(58.7 CM) (51.1 CM) (7.6 CM) 61.87 IN. R
TYP TYP TYP (157.1 CM)
45.5 IN.
62.13 IN. R (115.6 CM)
25.19 IN. (157.8 CM)
20.0 IN. (64.0 CM)
(50.8 CM)
22 IN. 22.5 IN.
FLOOR (55.9 CM) (572 CM)
CL
SYM
SEE
SECTION 2.6
2.5 PASSENGER CABIN CROSS SECTION

2.5.1 FIRST CLASS
MODEL MD-90-30/30ER

CONDITIONED AIR DUCT
FLUORESCENT LIGHTS
SPEAKERS AND
PASSENGERS
UTILITIES BOX
PASSENGER
HANDRAIL
WITH LIGHT UTILITIES
CONDITIONED
AIR DUCT 0.45 IN. DUCT
(1.10 CM)
41.8 IN. (106.2 CM) 61.7 IN. (156.7 CM)
19 IN.
(48.3 CM)
2 IN. 17.9 IN. 19.9 IN.
(5.1 CM) (45.5 CM) (50.5 CM)
TYP TYP TYP
* 43.0 IN.
(109.2 CM)
TYP
22 IN. 22.5 IN.

FLOOR (55.9 CM) (57.2 CM)
CL
SYM
SEE
SECTION 2.6
131.6 IN. (334.2 CM)
* TRIM TO TRIM 123.7 IN. (314.2 CM)
2.5 PASSENGER CABIN CROSS SECTION

2.5.2 COACH CLASS

25 FT 4 IN. 28 FT 9 IN. 25 FT
(7.72 M) (8.15 M) (7.62 M)
A A A
A A A
FORWARD CARGO MIDDLE CARGO AFT CARGO

COMPARTMENT COMPARTMENT COMPARTMENT
82.0 IN. (208.3 CM)
24.6 IN.
(62.5 CM)
39.1 IN.
(99.3 CM)
32.9 IN.
(83.6 CM)
82.0 IN. (208.3 CM)
* FLAT FLOOR STANDARD IN THE

CONSTANT FUSELAGE SECTION
(NOT FLAT AFT OF REAR CARGO DOOR)
SECTION A-A
FORWARD MIDDLE AFT

CARGO CARGO CARGO TOTAL
MODEL COMPARTMENT COMPARTMENT COMPARTMENT BULK CARGO
434 FT 466 FT 400 FT 1300 FT

MD-90-30 (12.3 M) (13.2 M) (11.3 M) (36.8 M)
434 FT 343 FT 400 FT 1177 FT

MD-90-30ER
(12.3 M) (9.7 M) (11.3 M) (33.3 M)
2.6 LOWER COMPARTMENTS (BULK CARGO)


CL
F
CL
E
CL
D
A A A
B B B
A A A
CARGO
BARRIER COMPARTMENT DOOR
30.8 IN 28.6 IN
FLAT (78.2 CM) 72.6 CM
FLOOR
CL
SYM
SECTION A-A
DOOR TYPE DOOR SIZE DISTANCE AFT OF NOSE

(B x C) TO DOOR CL (D,E,F)
FWD CARGO DOOR (D) 32 FT 7.5 IN. (9.94 M)

ALL ARE
MID CARGO DOOR 53 x 50 IN. (E) 59 FT 6.5 IN. (18.15 M)
(134.6 x 127 CM)
AFT CARGO DOOR (F) 102 FT 9.5 IN. (31.33 M)
2.7 DOOR CLEARANCES

2.7.1 LOWER FORWARD, MID, AND AFT CARGO
DOOR CLEARANCES

C
L 26 IN. (66.0 CM)
177.4 IN.
(450.6 CM)
A CRITICAL CLEARANCE LIMIT
(SERVICE DOOR)
27 IN.
(68.6 CM)
OCTOBER 2002
PARTIAL PLAN
35 IN.
(88.9 CM)
CRITICAL CLEARANCE LIMIT
34.8 IN. (88.4 CM) C
L
A 95 IN. 74 IN.
C
L
172.5 IN. (241.3 CM) (188.0 CM)
33 IN.
(438.2 CM) (83.8 CM) 12.5 IN.
(31.8 CM)
STRAKE
MDC K9099
(BOTH SIDES) LOOKING
FORWARD
72.5 IN. 72.5 IN.
DOOR (184.2 CM) (184.2 CM) DOOR 48.5 IN.
76.5 IN. SILL
(194.3 CM) SILL (123.2 CM)
27.25 IN. (69.2 CM) 0.8 IN (2.0 CM)

7.1 IN.
(18.0 CM) 4 IN. (10.2 CM)
55.5 IN. 5.5 IN. (14.0 CM) 17 IN. (43.2 CM)
(141.0 CM)
18.3 IN. 13 IN. (33.0 CM) 9 IN. (22.9 CM)
(46.5 CM) 35 IN. (88.9 CM)
60.6 IN. (153.9 CM)
ANGLE OF ATTACK 55 IN. (139.7 CM) 6.7 IN. (17.0 CM)
TRANSDUCER (BOTH SIDES) 71.5 IN.
(PROJECTS 3.0 IN. (9.8 CM) FROM PARTIAL ELEVATION SECTION A-A
(181.6 CM)
FUSELAGE)
2-11
2.7 DOOR CLEARANCES
2.7.2 PASSENGER ENTRANCE AND SERVICE DOOR CLEARANCES
CL
VIEW LOOKING AFT

UPPER PORTION OF HANDRAIL TELESCOPES
TO PERMIT OPERATION OF PASSENGER
DOOR WITH STAIRS EXTENDED
36 IN. DOOR SILL ELEVATION

(91.4 CM)
11 IN. (27.9 CM) STAIR CAN

ACCOMMODATE
NOMINAL GRADE
8-IN. (20.3 CM) RISER DEVIATION OF
+14 IN. (35.6 CM)
SEE SECTION 2.3 STAIR DOOR TO 7 IN. (17.8 CM)
FOR HEIGHT
CLEARANCES WATER SUMP
9 IN. (22.9 CM) TREAD 33 IN. (83.8 CM)
STAIR STOWAGE HANDRAIL HEIGHT
SHROUD ENVELOPE STATIC
NOMINAL 40 DEG AT 86 IN.
(218.4 CM) DOOR SILL ELEVATION GROUND
LINE
2.7 DOOR CLEARANCES

2.7.3 MAIN ENTRANCE STAIRWAY CLEARANCES

34.7 IN
(88.1CM)
72.0 IN
(182.9 CM)
0.8 IN (2.0 CM)
1.8 IN (4.6 CM)
ROLLER
ASSEMBLY
DOOR HINGE
(DOOR FULL OPEN)
20.5 IN
(52.1 CM)
7.5 IN
(19.1 CM)
FLOOR
0.8 IN (2.0 CM)
2.7 DOOR CLEARANCES

2.7.4 FORWARD PASSENGER DOOR OPENING

A
2-14
CL
CRITICAL CLEARANCE LIMIT

30 IN. (76.2 CM) (SERVICE DOOR)
27 IN. (68.6 CM)

PARTIAL PLAN
TO CL
100 FT 5 IN.
NOSE 82 IN.
(30.6 M)
MDC K9099
(208.3 CM)
45 IN. (114.3 CM) SERVICE DOOR
29 IN.
(73.7 CM) LOOKING
60.5 IN. (153.7 CM) AFT
DOOR SILL
2 IN. 28 IN.
(5.1 CM) (71.1 CM)
16 IN. (40.6 CM)
DOOR ACTUATING SEE SECTION 2.3 FOR
MECHANISM HEIGHT CLEARANCES PARTIAL ELEVATION
81 IN.
(205.7 CM)
SECTION A-A
2.7 DOOR CLEARANCES
OCTOBER 2002
2.7.5 AFT SERVICE DOOR CLEARANCES
27.8 IN
(70.6 CM)
72.0 IN
(182.9 CM)
VENTRAL STAIRWAY
2.7 DOOR CLEARANCES

2.7.6 AFT PRESSURE BULKHEAD DOOR OPENING CLEARANCES

CRITICAL
CLEARANCE
LIMIT
FLOOR
104.0 IN
(264.2 CM)
PIVOT POINT
FOR LOWER
FOLDING STAIR
GROUND SURFACE
3 IN (7.6 CM)*
122.5 IN
(311.1 CM)
120.3 IN
(305.6 CM)
GROUND SURFACE
25 IN
(63.5 CM)
*VARIES WITH WEIGHT, C.G. LOCATION,

AND LANDING GEAR STRUT COMPRESSION
2.7 DOOR CLEARANCES

2.7.7 VENTRAL STAIR CLEARANCES

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 fuel
reserve condition shown.
Figures 3.3.1 through 3.4.2 represent FAR takeoff and landing field length requirements for FAA
certification.
Standard day temperatures for the altitudes shown are tabulated below:
ELEVATION STANDARD DAY TEMPERATURE
FEET METERS F C
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: These data are provided for information only and are not to be used for flight planning purposes.
For specific performance data/analysis, contact the using airline or Airport Technology at:
Attention: Airport Technology

Telephone: 425-237-0126
Fax: 425-237-8281
Email: AirportTechnology@Boeing.com

NOTE: RESERVES BASED ON NOT TO BE USED FOR STANDARD DAY
3-2
FAR 121.639 FLIGHT PLANNING PURPOSES NO WIND
200 N MI DISTANCE OEW 88,175 LB
TO ALTERNATE V2500-D5 ENGINES
50
MAXIMUM PAYLOAD = 41,825 LB

MA
X
DE
40 SI
GN
TA
EOK
15 FF
W
15 5,00 EI
0,0 0 GH
00 L B T1
155 PASSENGERS AND BAGGAGE LB 56
,00
14 0L
5,0 B
30 00
LB
14
0,0
PAYLOAD 00
LB
(1000 LB) 13
5,0
00
LB
MDC K9099
13
0,0
20 00
LB
12
5,0
00
LB
12
0,0
00
LB
11
10 5,0
00
LB
1 10
,00
0 LB
0
0 5 10 15 20 25 30 35
RANGE (100 NAUTICAL MILES)
3.2 PAYLOAD-RANGE
OCTOBER 2002
3.2.1 PAYLOAD--RANGE FOR TYPICAL LONG-RANGE CRUISE AT 31,000/35,000 FT STEP
NOTE: RESERVES BASED ON NOT TO BE USED FOR STANDARD DAY
FAR 121.639 FLIGHT PLANNING PURPOSES NO WIND
200 N MI DISTANCE OEW 39,996 KG
TO ALTERNATE V2500-D5 ENGINES
OCTOBER 2002
20
MAXIMUM PAYLOAD = 18,971 KG M
AX
DE
SI
GN
TA
K EO
FF
70
W
EI
155 PASSENGERS AND BAGGAGE , GH
68 000
15 ,00 K T
0K G 70
G
,7
6 0
66 KG
,00
0K
G
64
,00
0K
G
PAYLOAD 62
,00
(1000 KG) 0K
G
10 60
,00
0K
G
58
MDC K9099
,00
0K
G
56
,00
0K
G
54
,00
0K
5 G
52
,00
0K
G
50
,00
0K
G
0
0 5 10 15 20 25 30 35
RANGE (100 NAUTICAL MILES)
3-3
3.2 PAYLOAD-RANGE
3.2.2 PAYLOAD--RANGE FOR TYPICAL LONG-RANGE CRUISE AT 9,449/10,668 METER STEP
NOTES: V2500--D5 ENGINES COORDINATE WITH USING AIRLINE FOR
SPECIFIC REQUIREMENTS PRIOR TO
3-4
NORMAL TAKEOFF THRUST AND ART NOT TO BE USED FOR
ZERO RUNWAY GRADIENT FACILITY DESIGH
FLIGHT PLANNING PURPOSES
ZERO WIND
12
3.5
10
3.0
STD DAY
8 E 2.5
UD
FAR IT
ALT
TAKEOFF (1000 M)
RT M)
RUNWAY R PO 4 38
LENGTH AI (2 M)
FT 8 29
(1000 FT) 0 0 1 M) 2.0
MDC K9099
T( 19 M)
8,0 0F (12 19 L
6 0 0 F T (12 VE
6, 0 0 FT LE
4,0 ,0 00 S EA
2
1.5
1.0
MAXIMUM DESIGN TAKEOFF WEIGHT = 156,000 LB
2
100 110 120 130 140 150 160
(1000 LB)
45.0 50.0 55.0 60.0 65.0 70.0

(1000 KG)
TAKEOFF GROSS WEIGHT
3.3 FAR TAKEOFF RUNWAY LENGTH REQUIREMENTS
OCTOBER 2002
3.3.1 STANDARD DAY
NOTE: V2500--D5 ENGINES NOT TO BE USED FOR COORDINATE WITH USING AIRLINE FOR
NORMAL TAKEOFF THRUST AND ART SPECIFIC REQUIREMENTS PRIOR TO
ZERO RUNWAY GRADIENT FLIGHT PLANNING PURPOSES FACILITY DESIGH
ZERO WIND
OCTOBER 2002
12
3.5
10
3.0
STD +15C
8 2.5
E
UD
FAR T IT )
M
TAKEOFF AL 38 (1000 M)
R T 24
RUNWAY O ( M)
RP FT 29 M)
LENGTH AI 0 0 ( 18 19 M)
0 T 19
(1000 FT) 8, 0F (12 ( 12 2.0
MDC K9099
0 FT L
6,0 00 FT VE
6 4,0 0 00 A LE
2 , S E
1.5
1.0
MAXIMUM DESIGN TAKEOFF WEIGHT = 156,000 LB
2
100 110 120 130 140 150 160
(1000 LB)
45.0 50.0 55.0 60.0 65.0 70.0

(1000 KG)
3-5
TAKEOFF GROSS WEIGHT
3.3 FAR TAKEOFF RUNWAY LENGTH REQUIREMENTS

3.3.2 STANDARD DAY + 15C
NOTES: Vapp = 1.3Vs FAR
STANDARD DAY NOT TO BE USED FOR = (DRY AND WET RUNWAY)
3-DEGREE GLIDESLOPE FLIGHT PLANNING PURPOSES Vapp IS APPROACH VELOCITY
SLATS EXTENDED
ZERO WIND AT 50 FT HEIGHT Vs IS APPROACH VELOCITY
ZERO RUNWAY GRADIENT
COORDINATE WITH USING AIRLINE
3-6
FOR SPECIFIC REQUIREMENTS
AIRPORT
PRIOR TO FACILITY DESIGN
ALTITUDE
(FT / M)
3.0 8
4,000 / 2438
FLAP 28
7
4,000 / 1219
2.0 8,000 / 2438
4,000 / 1219
6
(1000 M)
(1000 FT)
5 LEGEND
1.5
MDC K9099
WET RUNWAY
FAR LANDING FIELD LENGTH

DRY RUNWAY
4
MAXIMUM DESIGN
LANDING WEIGHT
142,000 LB
1.0
3
80 90 100 110 120 130 140 150
(1000 LB)
40.0 45.0 50.0 55.0 60.0 65.0

(1000 KG)
LANDING WEIGHT
3.4 FAR LANDING RUNWAY LENGTH REQUIREMENTS
OCTOBER 2002
3.4.1 FLAP 28
NOTES: Vapp = 1.3Vs FAR
STANDARD DAY = (DRY AND WET RUNWAY)
3-DEGREE GLIDESLOPE
NOT TO BE USED FOR
Vapp IS APPROACH VELOCITY
SLATS EXTENDED FLIGHT PLANNING PURPOSES
ZERO WIND AT 50 FT HEIGHT Vs IS APPROACH VELOCITY
ZERO RUNWAY GRADIENT
COORDINATE WITH USING AIRLINE
FOR SPECIFIC REQUIREMENTS
PRIOR TO FACILITY DESIGN
OCTOBER 2002
3.0 8
AIRPORT
ALTITUDE
(FT/M)
8,000 / 2438
FLAP 40
7
2.0 4,000 / 1219
8,000 / 2438
0
6
4,000 / 1219
(1000 M)
(1000 FT)
0
LEGEND
1.5 5
MDC K9099
WET RUNWAY
FAR LANDING FIELD LENGTH

DRY RUNWAY
4
MAXIMUM DESIGN
LANDING WEIGHT
142,000 LB
1.0
3
80 90 100 110 120 130 140 150
(1000 LB)
40.0 45.0 50.0 55.0 60.0 65.0

(1000 KG)
LANDING WEIGHT
3-7
3.4 FAR LANDING RUNWAY LENGTH REQUIREMENTS
3.4.2 FLAP 40

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 the
geometry of the aircraft, and where noted, provide for a normal allowance for tire slippage. As such, they
reflect the turning capability of the aircraft in favorable operating circumstances. The data should only be
used as guidelines for determining such parameters and to obtain the maneuvering characteristics of this
aircraft type.
In the ground operating mode, varying airline practices may demand that more conservative turning
procedures be adopted. Airline operating techniques will vary in level of performance over a wide range
of circumstances throughout the world. Variations from standard aircraft operating patterns may be
necessary to satisfy physical constraints within the maneuvering area, such as adverse grades, limited
space, or high risk of jet blast damage. For these reasons, ground maneuvering requirements should be
coordinated with the using airlines prior to layout planning.

45
TURNING RADII DEPICTED TURNING CENTERS
REPRESENT GEOMETRIC 50
TURN CENTERS
55
60
STEERING ANGLE
DEGREES (TYP) 65
70
75
R1
82 MAXIMUM
R2
R3*
R5
R6
R4
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.
STEERING R1 R2 R3* R4 R5 R6
ANGLE (DEG)
FT M FT M FT M FT M FT M FT M
30 123.5 37.6 143.9 43.8 155.2 47.3 188.2 57.4 158.3 48.2 168.0 51.2
45 67.0 20.4 87.4 26.6 110.0 33.5 132.0 40.2 114.6 34.9 118.6 36.1
50 54.6 16.6 75.0 22.8 101.6 31.0 119.6 36.5 106.7 32.5 108.6 33.1
55 43.8 13.4 64.2 19.6 95.1 29.0 109.0 33.2 100.5 30.6 100.5 30.6
60 34.4 10.5 54.8 16.7 90.0 27.4 99.6 30.4 95.8 29.2 93.7 28.6
65 25.8 7.9 46.2 14.1 86.0 26.2 91.2 27.8 92.1 28.1 88.0 26.8
70 17.9 5.5 38.3 11.7 83.0 25.3 83.4 25.4 89.3 27.2 83.2 25.4
75 10.5 3.2 30.9 9.4 80.7 24.6 76.1 23.2 87.2 26.6 79.1 24.1
82 MAXIMUM 0.6 0.2 21.0 6.4 78.8 24.0 66.5 20.3 85.5 26.0 74.6 22.7
4.2 TURNING RADII, NO SLIP ANGLE


X
R6
EFFECTIVE Y
TURN
79 DEG
A
STEERING R4
ANGLE TURN CENTER
82 DEG R3*
3 DEG
R5
NOSE GEAR
TRACK MINIMUM
PAVEMENT
WIDTH FOR
180DEG TURN
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
EFFECTIVE X Y A R3* R4 R5 R6
TURN
ANGLE FT M FT M FT M FT M FT M FT M FT M
79 DEG 77.2 23.5 15.0 4.6 104.7 31.9 79.5 24.2 70.5 21.5 86.1 26.2 76.4 23.3
4.3 MINIMUM TURNING RADII


NOT TO BE USED FOR
LANDING APPROACH VISIBILITY
11 FT 5 IN. (3.48 M)
PILOTS EYE POSITION
17.7
16.9
9 FT 6 IN. (2.90 M)
7 FT 7 IN. (2.31 M)
28 FT 1 IN.*
(8.56 M)
1
* INCLUDES 1 NOSE DOWN ATTITUDE
PILOTS EYE POSITION

19 IN. (48.3 CM)
C
L
127
MAXIMUM AFT VISION

WITH HEAD ROTATED
ABOUT SPINAL COLUMN
C
L
19 IN. PILOTS EYE POSITION

(48.3 CM)
WITH HEAD MOVED

13.5 IN. (34.3 CM)
OUTBOARD
22 22
30 30
43 43
4.4 VISIBILITY FROM COCKPIT IN STATIC POSITION


150 FT
(45.7 M)
NOTE:
BEFORE DETERMINING THE SIZE OF THE

INTERSECTION FILLET, CHECK WITH THE
AIRLINES REGARDING THE OPERATING
PROCEDURES WHICH THEY USE AND THE
AIRCRAFT TYPES WHICH ARE EXPECTED
TO SERVE THE AIRPORT.
NOSE GEAR STEERING ANGLE = 26
45
DEG
C
L
PATH OF NOSE GEAR TIRE EDGE
C
L
23 FT (7.0 M)
23 FT
(7.0 M)
100 FT R
(30.5 M)
27.3 FT
(8.32 M)
OUTSIDE EDGE 75 FT
OF OUTBOARD (22.9 M)
GEAR TRACKS
4.5 RUNWAY AND TAXIWAY TURN PATHS

4.5.1 MORE THAN 90-DEG TURN -- RUNWAY TO TAXIWAY
MANEUVERING METHOD -- JUDGMENT OVERSTEERING

150 FT
(45.72 M)
NOTE:

RUNWAY
CENTERLINE INTERSECTION FILLET, CHECK WITH THE
27.3 FT (8.32 M)
24 FT (7.3 M)
75 FT
CL
(22.86 M)
24 FT (7.3 M)
100 FT (30.5 M) R
OUTSIDE EDGE
OF OUTBOARD
GEAR TRACKS

4.5.2 90-DEGREE TURN -- RUNWAY TO TAXIWAY
MANEUVERING METHOD -- JUDGMENTAL OVERSTEERING

75 FT
(22.9 M)
NOTE:

CL
22 FT (6.7 M)
75 FT
CL
(22.9 M)
27.3 FT (8.32 M)
22 FT (6.7 M)
100 FT (30.5 M) R
OUTSIDE EDGE
OF OUTBOARD
GEAR TRACKS

4.5.3 90-DEGREE TURN TAXIWAY TO TAXIWAY
MANEUVERING METHOD -- JUDGMENTAL OVERSTEERING

75 FT
(22.9 M)
NOTE:

CL AIRLINES REGARDING THE OPERATING
COCKPIT TRACK
75 FT
CL
(22.9 M)
15 FT (4.6 M) MINIMUM RECOMMENDED CLEARANCE
48 FT (14.6 M)
100 FT (30.5 M) R
OUTSIDE EDGE
OF OUTBOARD
GEAR TRACKS

4.5.4 90-DEGREE TURN -- TAXIWAY TO TAXIWAY
MANEUVERING METHOD -- COCKPIT OVER CENTERLINE STEERING
SHOULDER
194 FT (59.1 M)
OUTSIDE EDGE
OF MAIN GEAR
40 FT (12.2 M) TRACK
TO RUNWAY
20 FT
(6.1 M)
20 FT (6.1 M)
MINIMUM CLEARANCE FOR
MOVING AIRCRAFT 40 FT (12.2 M)
150 FT (45.7 M)
NOTE:
COORDINATE WITH USING
AIRLINE FOR SPECIFIC
PLANNED OPERATING
PROCEDURE
TAXIWAY
CL
75 FT
(22.9 M)
4.6 RUNWAY HOLDING BAY (APRON)



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


POTABLE WATER
FUEL SERVICE BAGGAGE TRAIN
(OPTIONAL LOCATION)
VEHICLE
GALLEY SERVICE CONDITIONED AIR

VEHICLE BAGGAGE
TRAINS VEHICLE*
ELECTRICAL
SERVICE BULK CARGO
CART* LOADER
POTABLE ENGINE CABIN

WATER START* CLEANING
VEHICLE VEHICLE
LAVATORY
PASSENGER SERVICE
LOADING CONDITIONED AIR
(OPTIONAL LOCATION) VEHICLE
BRIDGE
GALLEY
SERVICE
VEHICLE
* AUXILIARY POWER UNIT OR FIXED FACILITIES CAN

ALSO PROVIDE: SCALE
1. ELECTRICAL POWER
2. ENGINE START 0 5 10 M
3. AIR-CONDITIONING
0 10 20 30 40 FT
5.0 TERMINAL SERVICING

5.1 AIRPLANE SERVICING ARRANGEMENT (TYPICAL)

TIME (MINUTES)
0 10 20 30 0
40
OPERATIONS MIN
5-2
ENGINE RUNDOWN 1.0
BRIDGE POSITIONING 1.0 32.9 MINUTES
PASSENGERS DEPLANE 6.3
GALLEY SERVICING 16.0
CABIN SERVICES 13.0
SERVICE
MAIN DECK
PASSENGERS ENPLANE 10.6
BRIDGE REMOVAL 0.5
ENGINE START 2.0
ENGINE RUNDOWN 1.0

LOADER POSITIONING 1.4
BAGGAGE OFF-LOADING (AFT) 11.2
BAGGAGE OFF-LOADING (MID) 5.0
CARGO OFF-LOADING (MID) 7.2
CARGO LOADING (MID) 8.3
SERVICE
BAGGAGE LOADING (MID) 5.7
LOWER DECK
BAGGAGE LOADING (AFT) 12.8
MDC K9099
LOADER REMOVAL 1.0
ENGINE START
T 2.0
ENGINE RUNDOWN 1.0

FUEL SERVICES (TIME AVAILABLE) 20.9
WATER SERVICES 3.6
SERVICE
LAVATORY SERVICES 6.3
AIRCRAFT
ENGINE START 2.0
1. INDICATES CRITICAL TIMEPATH 5. BULK BAGGAGE/CARGO SYSTEM

2. INDICATES VEHICLE POSITIONING/REMOVAL 6. 1.2 CHECKED BAGS PER PASSENGER
3. 100-PERCENT LOAD FACTOR/100-PERCENT EXCHANGE 7. 1,500 POUNDS OF CARGO
4. SINGLE BRIDGE 8. FULL CABIN CLEANING WITH A CREW OF FOUR
5.2 TERMINAL OPERATIONS, TURNAROUND STATION
OCTOBER 2002
TIME (MINUTES)
0 10 20
OPERATIONS MIN
OCTOBER 2002
ENGINE RUNDOWN 1.0 17.4 MINUTES
STAIRS POSITIONING 0.5
PASSENGERS DEPLANE 2.4
GALLEY SERVICING 11.4
CABIN SERVICES 7.9
SERVICE
MAIN DECK
PASSENGERS ENPLANE 3.1
STAIRS REMOVAL 0.5
ENGINE START 2.0
ENGINE RUNDOWN 1.0

LOADER POSITIONING 1.4
BAGGAGE OFF-LOADING (AFT) 5.6
BAGGAGE OFF-LOADING (MID) 2.9
CARGO OFF-LOADING (MID) 2.5
CARGO LOADING (MID) 3.2
SERVICE
MDCK9099
BAGGAGE LOADING (MID) 3.4
LOWER DECK
BAGGAGE LOADING (AFT) 6.4
LOADER REMOVAL 1.0
ENGINE START 2.0
1. INDICATES CRITICAL TIMEPATH 5. BULK BAGGAGE/CARGO SYSTEM

2. INDICATES VEHICLE POSITIONING/REMOVAL 6. GALLEY/CABIN SERVICE AND CARGO HANDLING
3. 100-PERCENT LOAD FACTOR/55-PERCENT EXCHANGE (500 LB) ARE BASED ON TIME AVAILABLE
4. VENTRAL AND AIRSTAIR
53
5.3 TERMINAL OPERATIONS, ENROUTE STATION
OVERWING FUEL (TOPSIDE)
FUEL VENT
PRESSURE FUEL AND DEFUEL
STARTER OIL
PRESSURIZED FRESH
WATER (OPTIONAL) JACK POINT
HYD GROUND VSCF OIL
SERVICE PANELS ENG
OIL
EXTERNAL POWER JACK POINT CONDITIONED AIR
RECEPTACLE
GROUND
CONNECTION
JACK POINT
JACK POINT
GROUND PNEUMATIC
CONDITIONED AIR CONNECTION
GROUND CONNECTION
ENGINE LAVATORY
(OPTIONAL)
OIL
PRESSURIZED
FRESH WATER VSCF OIL
STARTER OIL
OVERWING FUEL (TOPSIDE)
FUEL VENT
TOP VIEW
EXTERNAL POWER HYD GROUND GROUND PNEUMATIC

RECEPTACLE SERVICE PANELS CONNECTION
PRESSURIZED FRESH WATER FUEL VENT LAVATORY
SIDE VIEW
SCALE
0 5 10 M
0 10 20 30 40 FT
5.4 GROUND SERVICE CONNECTIONS


DISTANCE AFT DISTANCE FROM HEIGHT ABOVE
OF NOSE AIRPLANE CENTERLINE GROUND
RIGHT SIDE LEFT SIDE MINIMUM MAXIMUM
FT-IN. METERS FT-IN. METERS FT-IN. METERS FT-IN. METERS FT-IN. METERS
5.4.1 HYDRAULIC SYSTEM
OCTOBER 2002
2 SERVICE PANELS, LH AND RH HYDRAULIC 82-10 25.2 4-7 1.4 4-7 1.4 4-2 1.3 4-6 1.4
GROUND CONNECTIONS
6 ACCUMULATORS
A. 2 BRAKE ACCUMULATORS, LH AND RH 83-0 25.3 4-7 1.4 4-7 1.4 6-6 2.0 6-10 2.1
B. 2 THRUST REVERSER ACCUMULATORS, LH 119-11 36.6 4-6 1.4 10-9 3.3 11-3 3.4
AND RH 120-4 36.7 3-10 1.2 8-8 2.6 9-2 2.6
C. 1 ELEVATOR ACCUMULATOR, LH 118-0 36.0 4-2 1.3 8-11 2.6 9-2 2.6
D. 1 COMBINATION ELEVATOR, RUDDER, AND 121-11 37.2 3-10 1.2 9-3 2.8 9-10 3.0
VENTRAL STAIR ACCUMULATOR, RH
(SYSTEM PRESSURE 3000 PSI SKYDROL 500B)
5.4.2 ELECTRICAL SYSTEM

1 GROUND SERVICE CONNECTION 7-5 2.3 3-4 1.0 4-11 1.5 5-7 1.7
115/200 VOLTS, 400 HZ, 3-PHASE, 4-WIRE
90-KVA CONT. AT 0.80 TO 1.0 P.F.
MDC K9099
5.4.3 OXYGEN SYSTEM
NO GROUND SERVICE CONNECTION
A. AIR CREW SYSTEM, ONE 76 FT 3 CYLINDER O2 CYLINDER EXCHANGED. LOCATED IN AIR CREW COMPARTMENT.
B. PASSENGER SYSTEM, MODULAR SYSTEM O2 UNITS EXCHANGED. LOCATED IN ENV. PANEL UNDER THE OVERHEAD LUG. RACK OF EACH
ROW, LAVATORIES, AND CABIN ATTENDANT STATIONS.
5.4.4 FUEL SYSTEM

1 GROUND SERVICE CONNECTION 82-7 25.2 26-5 8.1 6-10 2.1 7-2 2.2
420 GPM (1590 LPM) AT 50 PSIG (RH WING)
3 FUEL TANKS
2 - OUTBOARD MAIN TANKS - 1383 GALLONS EACH
(5234 LITERS)
1 - CENTER WING TANK - 3074 GALLONS
(11,636 LITERS)
55
5.4.1 CONNECTIONS AND CAPACITIES DATA
56
5.4.4 FUEL SYSTEM (CONT.)

1 - AUXILIARY TANK -- 565 GAL (2,138 LITERS)
STANDARD ON -ER MODEL ONLY
TOTAL CAPACITY WITH AUXILIARY TANK:
6405 U.S. GALLONS (24,242 LITERS)
2 GRAVITY FEED FILLER INLETS 91-2 27.8 39-5 12.0 39-5 12.0 8-0 2.4 8-0 2.6
4 SUMP DRAIN VALVES
A. CENTER WING TANK (2 SUMPS) 78-5 23.9 2-4 0.7 2-4 0.7 3-7 1.1 3-11 1.2
B. WING TANKS (1 SUMP EACH) 80-11 24.7 11-4 3.5 11-4 3.5 5-7 1.7 5-10 1.8
2 FUEL VENTS 93-2 28.4 44-2 13.5 44-2 13.5 7-5 2.3 7-10 2.4
5.4.5 PNEUMATIC SYSTEM

1 SERVICE CONNECTION FOR AIR CONDITIONING 119-10 36.5 1-9 0.5 6-7 2.0 7-2 2.2
(SEE SECTION 5.6) AND ENGINE STARTING (SEE
SECTION 5.5)
1 SERVICE CONNECTION FOR PRECONDITIONED 120-4 36.7 1-8 0.5 6-9 2.1 7-4 2.2
AIR (SEE SECTION 5.7)
MDC K9099
OPTIONAL LOCATION 34-3 10.4 4-6 1.4 6-0 1.8 6-7 2.0
5.4.6 POTABLE WATER SERVICE

1 SERVICE CONNECTION AT 10 PSIG PRESSURE 43-7 13.3 4-6 1.4 6-0 1.8 6-6 2.0
47 U.S. GALLONS (178 LITERS) AT
6 GALLONS (23 LITERS) PER MINUTE
OPTIONAL LOCATION 23-2 7.1 4-4 1.3 5-9 1.8 6-4 1.9
5.4.7 LAVATORY SYSTEM

1 SERVICE CONNECTION 113-10 34.7 2-11 0.9 6-1 1.9 6-8 2.0
ONE 47 U.S. GALLONS (178 LITERS) WASTE
VOLUME PLUS 20 GALLONS (76 LITERS) FLUSH
REQUIRED AT 25-50 PSIG AND 30 GALLONS
(114 LITERS) PER MINUTE
OCTOBER 2002
5.4.8 ENGINE SERVICE SYSTEM

2 SERVICE POINTS
OCTOBER 2002
A. OIL GRAVITY FILL-CAN SYSTEM OF 111-10 34.1 7-2 2.2 7-2 2.2 8-8 2.6 9-2 2.8
5.5 U.S. GALLONS (21 LITERS)
OIL TYPE SPECIFIED BY IAE
B. VSCF GENERATOR GRAVITY FEED-CAN, 113-2 34.5 11-5 3.5 11-5 3.5 8-3 2.5 8-9 2.7
REFER TOMID-90 STANDARD PRACTICE
MAINTENANCE MANUAL
MDC K9099
57
GROUND CONNECTION AIRFLOW
110
240
220 100
TO T
EC E A
R
( - 1 NN UR
CO AT
)
D ER
C
200
8
90
U N MP
)
7.
C
REQUIRED AIRFLOW (LB/MIN)
8
RO E
)
G IR T
7.
C
(3
.3 C)
0
A
3 9
F
180 (9 C)
0
.
48
(KG/MIN)
F 4 ) 80
10
. (1
200 F 04 C
0 (2 6 0
30 0F F ( 2
160
40 0 0
5 70
140
60
120
50
100
40
80
30 40 50 60 70 (PSIA)
2.0 2.5 3.0 3.5 4.0 4.5 5.0 (KG/CM2 ABS)

PRESSURE AT GROUND CONNECTOR
60
4.0
REQUIRED PRESSURE AT GROUND
SEA LEVEL 0-5 00

F (-1 7.8 -26 0C )
50 3.5
CONNECTOR (PSIA)*
3.0
(KG/CM 2ABS)
8000 FT 0-500F (-17.8-2
40 60C)
EXAMPLE: 2.5
AMBIENT TEMPERATURE = 55F (13C)
30
GROUND CONNECTION TEMPERATURE 2.0
= 200F (93.3C)
REQUIRED PRESSURE AT GROUND
1.5
20 CONNECTION = 38 PSIA (2.7 KG/CM2 ABS)
REQUIRED AIRFLOW AT GROUND
CONNECTION = 145 LB/MIN (65.8 KG/MIN) 1.0
10
-60 -40 -20 0 20 40 60 80 100 120 (F)
-50 -40 -30 -20 -10 0 10 20 30 40 50 (C)

AMBIENT AIR TEMPERATURE
THERE IS NO SATISFACTORY DEFINITION FOR "REQUIRED PRESSURE AT GROUND CONNECTOR" SO THAT A SINGLE LINE CAN
BE DEPICTED. THE LINE DEPICTED IS FOR A 46-SECOND START TIME, WHICH IS AN ARBITRARY VALUE.
5.5 ENGINE STARTING PNEUMATIC REQUIREMENTS

58 MDC K9099 OCTOBER 2002

INITIAL CABIN TEMP AT 0F ( -17.8C). OUTSIDE AIR TEMP AT 0F ( -17.8C). NO GALLEY LOAD, CLOUDY DAY,
NO LIGHTS. P = 12 TO 70 PSIG AT THE GROUND CONNECTION. TEMP AT GROUND CONNECTION = 300F (148.9C)
31 PSIG
90 200 26 PSIG
22 PSIG
18 PSIG HEATING
80
GROUND CONNECT AIRFLOW (W)
12 PSIG AT GROUND CONNECTION

70
150
(LB PER MINUTE)
(KG PER MINUTE)
TWO SYSTEMS
60
31 PSIG
50 26 PSIG
22 PSIG
100
18 PSIG
40 ONE SYSTEM 12 PSIG AT GROUND CONNECTION
NOTE:
30 FOR PRESSURES ABOVE 31 PSIG
USE 31 PSIG IN FLOW EQUATIONS
50
20 0 25 50 75 100
TIME TO HEAT CABIN TO 70F (21.0C) (MINUTES)
INITIAL CABIN TEMP AT 103F (39.4C). OUTSIDE AIR TEMP AT 103F (39.4C). SOLAR LOAD x 2620 BTU/HR.
BRIGHT DAY; SOLAR IRRADIATION; NO GALLEY LOAD; DAY LIGHTING ON; NO PASSENGERS. P = 12 TO 70 PSIG AT
THE GROUND CONNECTION. TEMP AT GROUND CONNECTION = 410F (210C)
90 200
33 PSIG COOLING
80 31 PSIG
GROUND CONNECT AIRFLOW (W)
45% RELATIVE HUMIDITY

70 26 PSIG
(LB PER MINUTE)
150
(KG PER MINUTE)
60 22 PSIG
50 18 PSIG AT GROUND CONNECTION

20% RELATIVE HUMIDITY
100
40
TWO SYSTEMS
NOTE:
30 FOR PRESSURES ABOVE 33 PSIG
USE 33 PSIG IN FLOW EQUATION
50
20
0 25 50 75 100
TIME TO COOL CABIN TO 80F (26.7C) (MINUTES)
CAUTION: ELECTRICAL POWER IS REQUIRED WHENEVER THE

AIR-CONDITIONING SYSTEM IS OPERATED
5.6 GROUND PNEUMATIC POWER REQUIREMENTS

OCTOBER 2002 MDC K9099 59

1 CABIN AT 75F (24C). 7 CREW, 172 PASSENGERS, NO GALLEY LOAD. BRIGHT DAY, SOLAR
IRRADIATION, SOLAR LOAD x 2620 BTU/HR. DAY ELECTRICAL LOAD x 5150 BTU/HR.
2 CABIN AT 80F (26.7C). 7 CREW, 172 PASSENGERS, NO GALLEY LOAD. BRIGHT DAY, SOLAR
IRRADIATION, SOLAR LOAD x 2620 BTU/HR. DAY ELECTRICAL LOAD x 5150 BTU/HR.
3 CABIN AT 75F (24C). 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 70F (21C). NO CREW, NO PASSENGERS, CLOUDY DAY OR NIGHT.
.
NO SOLAR IRRADIATION. NO ELECTRICAL LOAD. NO GALLEY LOAD.
220
1
2
3
} AT OUTSIDE
TEMP OF
103F (39.4C)
90 200 25-IN. H2 0 PRESSURE

AT GROUND
CONNECTION
180
80
20-IN. H2 0 PRESSURE
160
AIRFLOW (KG PER MINUTE)
AIRFLOW (LB PER MINUTE)
70 15-IN. H2 0 PRESSURE
140
60
10-IN. H2 0 PRESSURE
120
50
100
40 5-IN. H2 0 PRESSURE
80
AT OUTSIDE
TEMP OF:
30
4 0F (-17.8C)
60 5 20F (-29C)
6 40F (-40C)
20
40
10 30 50 70 90 110 130 150 (F)
10 0 10 20 30 40 50 0 ((C)
60
INLET TEMPERATURE
5.7 PRECONDITIONED AIRFLOW REQUIREMENTS


UNUSUAL BREAKAWAY CONDITIONS NOT REFLECTED
ESTIMATED FOR TOW VEHICLES WITH RUBBER TIRES
COEFFICIENTS OF FRICTION ( ) APPROXIMATE
15 80
168.5
14 160
OCTOBER 2002
WET ASPHALT = 0.75
6 70
13
WET CONCRETE = 0.57
140
12 60
5 11 120
DRY CONCRETE OR AIRPLANE
ASPHALT = 0.8 (1,000 LB) 50 GROSS
10 WEIGHT
100
(1,000 KG)
9
DRAW 4 40
BAR 80
PULL 8
(1,000 KG) (1,000 LB)
7 30
60
3
6
20
40
5
MDC K9099
HARD SNOW = 0.2
2
4 10
1
2
ICE = 0.05
1
BACKING AGAINST
IDLE THRUST
NO ENGINE THRUST
0 0
0 4 8 12 16 20 0 1 2 3 4
(1,000 LB)
PERCENT SLOPE
0 2 4 6 8 10
(1,000 KG)
TOTAL TRACTION WHEEL LOAD
5-11
5.8 GROUND TOWING REQUIREMENTS

6.0 OPERATING CONDITIONS
6.1 Jet Engine Exhaust Velocities and

Temperatures
6.2 Airport and Community Noise


NOTES: 1. THESE CONTOURS ARE TO BE USED AS GUIDELINES
ONLY SINCE THE OPERATIONAL ENVIRONMENT VARIES
PROFILE VELOCITIES GREATLY -- OPERATIONAL SAFETY ASPECTS ARE
(MPH) THE RESPONSIBILITY OF THE USER/PLANNER
35 2. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR
45 3. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT
60 ON CONTOURS
(FT) METERS 75
4. SEA LEVEL STATIC -- STANDARD DAY -- ZERO RAMP GRADIENT
OCTOBER 2002
100
40
5. INCLUDES EFFECTS OF TIRES IN COLD WEATHER
10 6. BOTH ENGINES (V2500-D5) AT 950 LB THRUST EACH
20
5
HEIGHT ABOVE GROUND

GROUND PLANE
ELEVATION AFT END OF AIRPLANE
DISTANCE AFT OF TAIL (FT)

-40 -20 0 20 40 60 80 100 120 140 160 180 200 220 240
-10 0 10 20 30 40 50 60 70
METERS
PROFILE VELOCITIES
MDC K9099
(MPH)
(FT) METERS 35
40 45
60
10 75
100
20
5
0 CL AIRPLANE
CONVERSION FACTORY
5 1 MPH = 1.6 KM PER HOUR
20
10 PLAN VIEW
DISTANCE FROM AIRPLANE CENTERLINE
61
40
6.1 JET ENGINE EXHAUST VELOCITIES AND TEMPERATURES
6.1.1 JET ENGINE EXHAUST VELOCITY CONTOURS, BREAKAWAY POWER (ESTIMATED)
MODEL MD-90-30
PROFILE VELOCITIES ONLY SINCE THE OPERATIONAL ENVIRONMENT VARIES
(MPH) GREATLY -- OPERATIONAL SAFETY ASPECTS ARE
35 THE RESPONSIBILITY OF THE USER/PLANNER
45
62
2. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR
60
100 ON CONTOURS
150 4. SEA LEVEL STATIC -- STANDARD DAY -- ZERO RAMP GRADIENT
200
(FT) METERS
60
15
40
10
20 5
GROUND PLANE
ELEVATION
HEIGHT ABOVE GROUND

AFT END OF AIRPLANE

-100 0 100 200 300 400 500 600 700 800
-30 0 30 60 90 120 150 180 210 240
PROFILE VELOCITIES METERS

(MPH)
MDC K9099
35
45
60
75
100
150
(FT) METERS 200
60 300
15
40
10
20 5
CL AIRPLANE
20 5
10
40 CONVERSION FACTORY
20
PLAN VIEW

OCTOBER 2002
6.1.2 JET ENGINE EXHAUST VELOCITY CONTOURS, TAKEOFF POWER (ESTIMATED)
MODEL MD-90-30
PROFILE VELOCITIES ONLY SINCE THE OPERATIONAL ENVIRONMENT VARIES
(MPH) GREATLY -- OPERATIONAL SAFETY ASPECTS ARE
35 THE RESPONSIBILITY OF THE USER/PLANNER
(FT) METERS 60 2. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR
100
OCTOBER 2002
ON CONTOURS
10
4. SEA LEVEL STATIC -- STANDARD DAY -- ZERO RAMP GRADIENT

5
HEIGHT ABOVE GROUND

GROUND PLANE
ELEVATION
AFT END OF AIRPLANE

-40 -20 0 20 40 60 80 100 120 140 160 180 200 220 240
-10 0 10 20 30 40 50 60 70
METERS
PROFILE VELOCITIES
MDC K9099
(MPH)
(FT) METERS
35
40 60
10 100
20
5
0 CL AIRPLANE
CONVERSION FACTORY
20
10 PLAN VIEW
63
40
6.1.3 JET ENGINE EXHAUST VELOCITY CONTOURS, IDLE POWER (ESTIMATED)
MODEL MD-90-30
6.1.4 Jet Engine Exhaust Temperature
Jet engine exhaust temperature contour lines have not been presented because the adverse effects of
exhaust temperature at any given position behind the aircraft fitted with these high-bypass engines are
considerably less than the effects of exhaust velocity..

6.2 Airport and Community Noise
Airport noise is of major concern to the airport and community planner. The airport is a major element of
the communitys transportation system and, as such, is vital to its growth. However, the airport must also
be a good neighbor, and this can be accomplished only with proper planning. Since aircraft noise extends
beyond the boundaries of the airport, it is vital to consider the impact on surrounding communities. Many
means 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 simple
subject; therefore, there are no simple answers.
The cumulative noise contour is an effective tool. However, care must be exercised to ensure that the
contours, 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, are
dependent upon numerous factors. They include:
1. Operational Factors
(a) Aircraft Weight --- Aircraft weight is dependent on distance to be traveled, en route
winds, payload, and anticipated aircraft delay upon reaching the destination.
(b) Engine Power Settings The rates of ascent and descent and the noise levels emitted at
the source are influenced by the power setting used.
(c) Airport Altitude Higher airport altitude will affect engine performance and thus can
influence noise.
2. Atmospheric Conditions Sound Propagation
(a) Wind --- With stronger headwinds, the aircraft can take off and climb more rapidly
relative to the ground. Also, winds can influence the distribution of noise in surrounding
communities.
(b) Temperature and Relative Humidity --- The absorption of noise in the atmosphere along
the transmission path between the aircraft and the ground observer varies with both
temperature 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 reduced
since the aircraft will be at a higher altitude above the ground. Additionally, hills, shrubs,
trees, and large buildings can act as sound buffers.

All of these factors can alter the shape and size of the contours appreciably. To demonstrate the effect of
some of these factors, estimated noise level contours for two different operating conditions are shown
below. 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 atmospheric
conditions. Most aircraft operations are, of course, conducted at less than maximum gross weights
because average flight distances are much shorter than maximum aircraft range capability and average
load factors are less than 100 percent. Therefore, in developing cumulative contours for planning
purposes, it is recommended that the airlines serving a particular city be contacted to provide operational
information.
In addition, there are no universally accepted methods for developing aircraft noise contours or for
relating the acceptability of specific noise zones to specific land uses. It is therefore expected that noise
contour data for particular aircraft and the impact assessment methodology will be changing. To ensure
that currently available information of this type is used in any planning study, it is recommended that it be
obtained directly from the Office of Environmental Quality in the Federal Aviation Administration in
Washington, D.C.
It should be noted that the contours are shown here only to illustrate the impact of operating and
atmospheric conditions and do not represent the single-event contour of the family of aircraft described in
this document. It is expected that the cumulative contours will be developed as required by planners using
the data and methodology applicable to their specific study.
CONDITION 1
LANDING: TAKEOFF:
MAXIMUM DESIGN LANDING WEIGHT MAXIMUM DESIGN TAKEOFF WEIGHT
10-KNOT HEADWIND ZERO WIND
3-DEG APPROACH 84F
84F HUMIDITY 15%
HUMIDITY 15%
CONDITION 2
CONDITION 1
CONDITION 2
LANDING: TAKEOFF:
85% OF MAXIMUM DESIGN LANDING WEIGHT 80% OF MAXIMUM DESIGN TAKEOFF WEIGHT
10-KNOT HEADWIND 10-KNOT HEADWIND
3-DEG APPROACH 59F
59F HUMIDITY 70%
HUMIDITY 70%

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


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 71
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:

PAVEMENT
CLASSIFI- TIRE
CATION PAVEMENT SUBGRADE PRESSURE EVALUATION
PCN NUMBER CODE TYPE CODE CATEGORY CODE CATEGORY CODE METHOD
(s) (BEARING R RIGID A HIGH W HIGH T TECHNICAL
STRENGTH (k = 150 (NO LIMIT) U USING
F FLEXIBLE MN/M3)
FOR UN- X MEDIUM AIRCRAFT
RESTRICTED (OR CBR
(LIMITED TO
OPERATIONS) = 15)
1.75 MPa)
B MEDIUM
Y LOW
(k = 80
MN/M3) (LIMITED TO
(OR CBR 1.25 MPa)
= 10) Z VERY LOW
(LIMITED TO
C LOW
(k = 40 0.5 MPa)
MN/M3)
(OR CBR
= 6)
D ULTRA
LOW
(K = 20
3
MN/M )
(OR CBR
= 3)
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 Footprint
7.3 Maximum Pavement Loads
7.9.3 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 Compatibility

Telephone: 425-237-1004
Fax: 206-662-0280
Email: AirportCompatibility@boeing.com

MD-90-30 MD-90-30ER
MAXIMUM DESIGN 157,000 LB 168,500 LB

TAXI WEIGHT (71,214 KG) (76,430 KG)
PERCENT OF WEIGHT
SEE SECTION 7.4 SEE SECTION 7.4
ON MAIN GEAR
NOSE TIRE SIZE 26 x 6.6 12 PR 26 x 6.6 12 PR
2 2
NOSE TIRE PRESSURE 160 PSI (11.3 KG/CM ) 170 PSI (11.9 KG/CM )
MAIN GEAR TIRE SIZE H 44.5 x 16.5 21 26 PR H 44.5 x 16.5 21 26 PR

MAIN GEAR TIRE 2
190 PSI (13.4 KG/CM ) 193 PSI (13.6 KG/CM 2 )
PRESSURE
20.6 IN. (52.3 CM)
20 FT 4.8 IN.
28.1 IN. (71.4 CM) (6.22 M)
16 FT 8.2 IN.
(5.09 M)
77 FT 2 IN. (23.5 M)
14.0 IN.
(35.6 CM)
7.2 FOOTPRINT

LEGEND: V NG = MAXIMUM VERTICAL NOSEGEAR GROUND LOAD AT MOST FORWARD C.G.
V MG= MAXIMUM VERTICAL MAIN GEAR GROUND LOAD AT MOST AFT C.G.
H = MAXIMUM HORIZONTAL GROUND LOAD FROM BRAKING
NOTE: ALL LOADS CALCULATED USING AIRPLANE MAXIMUM DESIGN TAXI WEIGHT
OCTOBER 2002
H
V NG V MG
V MG PER
MODEL MAXIMUM V NG STRUT (2) H PER STRUT (2)
MDC K9099
DESIGN TAXI AFT C.G.
WEIGHT
STATIC AT MOST STATIS + BREAKING MAXIMUM LOAD AT STEADY AT
FORWARD C.G. 10 FT/SEC 2 OCCURRING BRAKING INSTANTANEOUS
DECLERATION AT STATIC 10 FT/SEC 2 BRAKING (COEFF.
AFT C.G. DECELERATION OF FRICTION 0.8)
LB LB KG LB KG LB KG LB KG LB KG
MD-90-30 157,000 14,710 6,670 20,230 9,180 75,740 34,360 24,400 11,070 56,050 25,420
MD-90-30ER 168,500 15,328 6,952 21,205 9,618 79,167 35,909 26,168 11,870 63,334 28,728
75
7.3 MAXIMUM PAVEMENT LOADS
To obtain the airplane weight on the following pavement charts, an equivalent main landing gear weight
must 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.

NOTE: UNSHADED AREAS REPRESENT OPERATIONAL LIMITS
10 5 0 5 10 15 20 25 30 35 40
160 160
PERCENT MAC
LB
,0 00
57 70
1
HT
WEIG
150 I 150
AX
NT
SIG
DE
UM
XIM
MA
140 140
60
130 130
AIRPLANE GROSS WEIGHT (1,000 KG)

AIRPLANE GROSS WEIGHT (1,000 LB)
WEIGHT ON MAIN LANDING GEAR (1,000 LB)
120 120
110 110 50
100 100
90 90
40
C.G. FOR ACN

80 CALCULATIONS 80
70 96.48 70
30
60 60
80 85 90 95 100
PERCENT OF WEIGHT ON MAIN GEAR
7.4.1 LANDING GEAR LOADING ON PAVEMENT

MODEL MD-90-30

NOTE: UNSHADED AREAS REPRESENT OPERATIONAL LIMITS
-10 -5 0 5 10 15 20 25 30
170 170
PERCENT MAC
LB 75
0
50
8,
16
160 HT 160
EIG
W
XI
TA
GN
SI 70
DE
UM
IM
150 AX 150
M
65
AIRPLANE GROSS WEIGHT (1,000 KG)

AIRPLANE GROSS WEIGHT (1,000 LB)
140 140
WEIGHT ON MAIN LANDING GEAR (1,000 LB)
60
130 130
55
120 120
110 110 50
C.G. FOR ACN
CALCULATIONS
93.96
100 100
45
90 90
80 85 90 95 100 40
PERCENT OF WEIGHT ON MAIN GEAR
7.4.2 LANDING GEAR LOADING ON PAVEMENT

MODEL MD-90-30ER

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/cm2 ).
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.

NOTES: H44.5 x 16.521, 26 PR TIRES
2
TIRE PRESSURE CONSTANT AT 200 PSI (14.1 KG/CM )
SUBGRADE STRENGTH (CBR)

3 4 5 6 7 8 9 10 15 20 25 30 40 50
WEIGHT ON MAIN
LANDING GEAR
(SEE SECTION 7.4)
LB (KG)
MAX POSSIBLE MAIN
151,500 (68,720)
GEAR LOAD AT MAX
140,000 (63,500)
DESIGN TAXI WEIGHT
120,000 (54,400)
AND AFT C.G.4
100,000 (45,400)
80,000 (36,300)
10,000 COVERAGES
(USED FOR ACN
CALCULATIONS)
ANNUAL
DEPARTURES
1,200
3,000
6,000
15,000
25,000
* 20-YEAR PAVEMENT LIFE
3 4 5 6 7 8 9 10 15 20 25 30 40 50
INCHES
10 15 20 25 30 40 50 60 80 100 120
(CENTIMETERS)
FLEXIBLE PAVEMENT THICKNESS
7.5.1 FLEXIBLE PAVEMENT REQUIREMENTS

U.S. ARMY CORPS OF ENGINEERS/FAA DESIGN METHOD
MODEL MD-90-30

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.
Note: 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: EQUIVALENT SINGLE WHEEL LOADS ARE H44.5 x 16.5-21, 26 PR TIRES
DERIVED BY METHODS SHOWN IN ICAO TIRE PRESSURE CONSTRAINT AT 200 PSI
AERODROME MANUAL, PART 2, PARA. 4.1.3.
712
WEIGHT ON
MAIN LANDING GEAR
100
(SEE SECTION 7.4)
90 MAXIMUM POSSIBLE MAIN GEAR
40
LOAD AT MAXIMUM DESIGN TAXI LB (KG)
80 WEIGHT AND AFT C.G. 151,500 (68,720)
70 140,000 (63,500)
30
60 120,000 (54,400)
50 100,000 (45,400)
20
40 80,000 (36,300)
30
10
20
MDC K9099
EQUIVALENT SINGLE WHEEL LOAD (1,000 KG)
5
10
10 15 20 30 40 50 60 70 15 20 30 40 50 60 70 80 90 100
INCHES LOAD CLASSIFICATION NUMBER (LCN)
30 40 50 60 80 100 120 140 160
(CENTIMETERS)
FLEXIBLE PAVEMENT THICKNESS
7.6.1 FLEXIBLE PAVEMENT REQUIREMENTS, LCN CONVERSION
OCTOBER 2002
MODEL MD-90-30
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/cm2 ).
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.

NOTES: H44.5 x 16.521, 26 PR TIRES
TIRE PRESSURE CONSTANT AT 200 PSI (14.1 KG/CM2 )
(CM) IN. PSI (KG/CM2 )

20 900
50
MAXIMUM POSSIBLE MAIN GEAR
LOAD AT MAXIMUM DESIGN TAXI 60
WEIGHT AND AFT C.G.
18 800
45
WEIGHT ON MAIN LANDING GEAR

(SEE SECTION 7.4)
LB (KG)
151,500 (68,720) 50
16 700
140,000 (63,500)
40
120,000 (54,400)
100,000 (45,400)
ALLOWABLE WORKING STRESS

80,000 (36,300)
14 600
PAVEMENT THICKNESS
35
k = 75 40
k = 150
k = 300
k = 550
12 500
30
30
10 400
25
8 300
20
20
6 200
NOTE: 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 FOR
OTHER VALUES OF k.
REF: DESIGN OF CONCRETE AIRPORT PAVEMENT" AND "COMPUTER PROGRAM FOR AIRPORT PAVEMENT
DESIGN -- PROGRAM PDILB," PORTLAND CEMENT ASSOCIATION.
7.7.1 RIGID PAVEMENT REQUIREMENTS,

PORTLAND CEMENT ASSOCIATION DESIGN METHOD
MODEL MD-90-30

7.8 Rigid Pavement Requirements, LCN Conversion
To determine the airplane weight that can be accommodated on a particular rigid airport pavement, both
the 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 the
LCN 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, 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.)

RADIUS OF RELATIVE STIFFNESS ( ) l
VALUES IN INCHES
Ed 3 d3
l= 4
12(1- )k2
= 24.1652 4
k
WHERE: E = YOUNGS MODULUS = 4 x 106 PSI

k = SUBGRADE MODULUS, LB/IN.3
d = RIGID-PAVEMENT THICKNESS, IN.
= POISSONS RATIO = 0.15
d (IN.) k = 75 k = 100 k = 150 k = 200 k = 250 k = 300 k = 350 k = 400 k = 500 k = 550
6.0 31.48 29.30 26.47 24.63 23.30 22.26 21.42 20.72 19.59 19.13
6.5 33.43 31.11 28.11 26.16 24.74 23.64 22.74 22.00 20.80 20.31
7.0 35.34 32.89 29.72 27.65 26.15 24.99 24.04 23.25 21.99 21.47
7.5 37.22 34.63 31.29 29.12 27.54 26.32 25.32 24.49 23.16 22.61
8.0 39.06 36.35 32.85 30.57 28.91 27.62 26.58 25.70 24.31 23.74
8.5 40.88 38.04 34.37 31.99 30.25 28.91 27.81 26.90 25.44 24.84
9.0 42.67 39.71 35.88 33.39 31.58 30.17 29.03 28.08 26.55 25.93
9.5 44.43 41.35 37.36 34.77 32.89 31.42 30.23 29.24 27.65 27.00
10.0 46.18 42.97 38.83 36.14 34.17 32.65 31.42 30.39 28.74 28.06
10.5 47.90 44.57 40.28 37.48 35.45 33.87 32.59 31.52 29.81 29.11
11.0 49.60 46.16 41.71 38.81 36.71 35.07 33.75 32.64 30.87 30.14
11.5 51.28 47.72 43.12 40.13 37.95 36.26 34.89 33.74 31.91 31.16
12.0 52.94 49.27 44.52 41.43 39.18 37.44 36.02 34.84 32.95 32.17
12.5 54.59 50.80 45.90 42.72 40.40 38.60 37.14 35.92 33.97 33.17
13.0 56.22 52.32 47.27 43.99 41.61 39.75 38.25 36.99 34.99 34.16
13.5 57.83 53.82 48.63 45.26 42.80 40.89 39.35 38.06 35.99 35.14
14.0 59.43 55.31 49.98 46.51 43.98 42.02 40.44 39.11 36.99 36.12
14.5 61.02 56.78 51.31 47.75 45.16 43.15 41.51 40.15 37.97 37.08
15.0 62.59 58.25 52.63 48.98 46.32 44.26 42.58 41.19 38.95 38.03
15.5 64.15 59.70 53.94 50.20 47.47 45.36 43.64 42.21 39.92 38.98
16.0 65.69 61.13 55.24 51.41 48.62 46.45 44.70 43.23 40.88 39.92
16.5 67.23 62.56 56.53 52.61 49.75 47.54 45.74 44.24 41.84 40.85
17.0 68.75 63.98 57.81 53.80 50.88 48.61 46.77 45.24 42.78 41.78
17.5 70.26 65.38 59.08 54.98 52.00 49.68 47.80 46.23 43.72 42.70
18.0 71.76 66.78 60.34 56.16 53.11 50.74 48.82 47.22 44.66 43.61
19.0 74.73 69.54 62.84 58.48 55.31 52.84 50.84 49.17 46.51 45.41
20.0 77.66 72.27 65.30 60.77 57.47 54.91 52.84 51.10 48.33 47.19
21.0 80.55 74.96 67.74 63.04 59.62 56.96 54.81 53.01 50.13 48.95
22.0 83.41 77.63 70.14 65.28 61.73 58.98 56.75 54.89 51.91 50.69
23.0 86.24 80.26 72.52 67.49 63.83 60.98 58.68 56.75 53.67 52.41
24.0 89.04 82.86 74.87 69.68 65.90 62.96 60.58 58.59 55.41 54.11
25.0 91.81 85.44 77.20 71.84 67.95 64.92 62.46 60.41 57.14 55.79
7.8.1 RADIUS OF RELATIVE STIFFNESS

(REFERENCE: PORTLAND CEMENT ASSOCIATION)

NOTE: EQUIVALENT SINGLE WHEEL LOADS ARE H44.5 x 16.5-21, 26 PR TIRES
DERIVED BY METHODS SHOWN IN ICAO TIRE PRESSURE CONSTRAINT AT 200 PSI
AERODROME MANUAL, PART 2, PARA. 4.1.3.
OCTOBER 2002
100
WEIGHT ON
90 MAXIMUM POSSIBLE MAIN GEAR 40
MAIN LANDING GEAR
LOAD AT MAXIMUM DESIGN TAXI
80 (SEE SECTION 7.4)
WEIGHT AND AFT C.G.
70 LB (KG)
30
151,500 (68,720)
60
140,000 (63,500)
50 120,000 (54,400)
20
40 100,000 (45,400)
80,000 (36,300)
30
10
MDC K9099
20
EQUIVALENT SINGLE WHEEL LOAD (1,000 LB)

5
10
20 30 40 50 60 70 80 30 40 50 60 70 80 90 100
INCHES
50 60 80 100 120 150 200 LOAD CLASSIFICATION NUMBER (LCN)
(CENTIMETERS)
RADIUM OF RELATIVE STIFFNESS ( l )
717
7.8.2 RIGID PAVEMENT REQUIREMENTS, LCN CONVERSION
MODEL MD-90-30
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 ( of 0.15). For convenience in finding l -values based on other values of E and , 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 on the l -value is treated in a similar manner.

1.10
EFFECT OF E ON l -VALUES
1.05
1.00
0.95
E FACTOR
0.90
0.85
0.80
0
0 1 2 3 4 5
E, YOUNGS MODULUS (106 , PSI)
1.015
EFFECT OF ON l -VALUES
1.010
1.005
FACTOR
1.000
0.995
0
0 0.05 0.20 0.25
POISSON'S RATIO
NOTE: BOTH CURVES ON THIS PAGE ARE USED TO ADJUST THE l -VALUES
OF TABLE 7.8.1
7.8.4 EFFECT OF E AND ON l -VALUES

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 ACN FOR FLEXIBLE PAVEMENT

SUBBRADES -- MN/m3 SUBGRADES -- CBR
AIRCRAFT ALL-UP MASS/ ON TIRE HIGH MEDIUM LOW ULTRA HIGH MEDIUM LOW ULTRA
TYPE OPERATING ONE PRESSURE 150 80 40 LOW 15 10 6 LOW
MASS EMPTY MAIN PSI (MPa) 20 3
LB (KG) GEAR
LEG
(%)
157,000 (71,214) 48.24 200 (1.4) 49 51 53 55 42 46 50 53

MD-90-30 88,171 (39,994) 25 26 27 28 21 22 24 28
168,500 (76,430) 46.98 193 (1.33) 51 53 55 57 44 48 52 55
MD-90-30ER
89,059 (40,396) 24 25 26 27 20 21 24 27

NOTES: H44.5 x 16.5-21, 26 PR TIRES
2
TIRE PRESSURE CONSTRAINT AT 200 PSI (14.1 KG/CM )
60
OCTOBER 2002
SUBGRADE CLASS
50
D - ULTRA LOW (CBR = 3)
C - LOW (CBR = 6)
B - MEDIUM (CBR = 10)
A - HIGH (CBR = 15)
40
30
MDC K9099
AIRPLANE CLASSIFICATION NUMBER (ACN)
20
NOTES: ACN WAS DETERMINED AS REFERENCED
IN ICAO ANNEX 14, "AERODROMES,"
3RD EDITION, JULY 1999
TO DETERMINE MAIN-GEAR LOADING,
SEE SECTION 7.4
10
90 100 110 120 130 140 150 160
AIRPLANE GROSS WEIGHT, 1,000 POUNDS
45 50 55 60 65 70
(1,000 KILOGRAMS)
721
7.9.1 AIRCRAFT CLASSIFICATION NUMBER -- FLEXIBLE PAVEMENT (157,000 LBS)
MODEL MD-90-30
TIRE PRESSURE CONSTRAINT AT 193 PSI (13.6 KG/CM 2)
722
60
SUBGRADE CLASS
50
D - ULTRA LOW (CBR = 3)
C - LOW (CBR = 6)
B - MEDIUM (CBR = 10)
A - HIGH (CBR = 15)
40
30
MDC K9099
20 TO DETERMINE MAIN-GEAR LOADING,
SEE SECTION 7.4
AIRCRAFT CLASSIFICATION NUMBER (ACN)

PERCENT WEIGHT ON MAIN LANDING
GEAR: 93.96
10
90 100 110 120 130 140 150 160 170
40 45 50 55 60 65 70 75
(1,000 KILOGRAMS)
7.9.2 AIRCRAFT CLASSIFICATION NUMBER -- FLEXIBLE PAVEMENT (168,500 LBS)
OCTOBER 2002
MODEL MD-90-30ER
2
60
OCTOBER 2002
SUBGRADE CLASS
50 D - ULTRA LOW (k = 75)

C - LOW (k = 150)
B - MEDIUM (k = 300)
A - HIGH (k = 550)
40
30
MDC K9099
20
TO DETERMINE MAIN-GEAR LOADING,
SEE SECTION 7.4
10
90 100 110 120 130 140 150 160
45 50 55 60 65 70
(1,000 KILOGRAMS)
723
7.9.3 AIRCRAFT CLASSIFICATION NUMBER -- RIGID PAVEMENT (157,000 LBS)
MODEL MD-90-30
7-24
TIRE PRESSURE CONSTRAINT AT 193 PSI (13.6 KG/CM 2 )
60
50 SUBGRADE CLASS
D - ULTRA LOW (k = 75)

C - LOW (k = 150)
B - MEDIUM (k = 300)
A - HIGH (k = 550)
40
30
MDC K9099

20 TO DETERMINE MAIN-GEAR LOADING,
SEE SECTION 7.4
PERCENT WEIGHT ON MAIN LANDING
GEAR: 93.96
10
90 100 110 120 130 140 150 160 170
40 45 50 55 60 65 70 75
(1,000 KILOGRAMS)
7.9.4 AIRCRAFT CLASSIFICATION NUMBER -- RIGID PAVEMENT (168,500 LBS)
OCTOBER 2002
MODEL MD-90-30ER
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. 3 (nominal values for k = 20, 40, 80, and 15 MN/M 3 ). This chart
provides the same thickness values as those of Section 7.7.1.

3 Determine reference thickness values from the pavement requirements chart of Step 2 for
each standard subgrade strength and gear loading at 400 psi working stress (nominal value
for 2.75 MPa working stress).
4. Enter the reference thickness values into the ACN rigid-pavement conversion chart shown on
the left side of Section 7.9.7 to determine ACN. This chart was developed using the PCA
computer program PDILB with a single tire inflated to 1.25 MPa (181 psi) pressure and a
working stress of 2.75 MPa (400 psi.) The ACN is two times the derived single-wheel load
expressed in thousands of kilograms. These values of ACN were plotted as functions of
aircraft gross weight, as already shown in Section 7.9.2.

AIRCRAFT CLASSIFICATION NUMBER (ACN) NOTES: H44.5 x 16.5-21, 26 PR TIRES
TIRE PRESSURE CONSTRAINT AT 200 PSI (14.1 KG/CM2 )
15 20 30 40 50
0 0
MAXIMUM POSSIBLE MAIN GEAR LOAD AT

MAX DESIGN TAXI WEIGHT AND AFT C.G.
OCTOBER 2002
10 10 (SEE SECTION 7.4)
LB (KG)
CBR 151,500 (68,720)
15
140,000 (63,500)
CB 120,000 (54,400)
R1
0 100,000 (45,400)
80,000 (36,300)
20 20
CB
R6
20 30
MDC K9099
CB
R
3
REFERENCE THICKNESS, INCHES

40 40
ALLOWABLE WORKING STRESS (PSI)
FLEXIBLE PAVEMENT
REQUIREMENTS CHART
ACN FLEXIBLE PAVEMENT 10,000 COVERAGES
CONVERSION CHART S-77-1 DESIGN METHOD
50 50
3 6 10 15
SUBGRADE STRENGTH, CBR
727
7.9.6 DEVELOPMENT OF AIRCRAFT CLASSIFICATION NUMBER (ACN) - FLEXIBLE PAVEMENT
MODEL MD-90-30
AIRCRAFT CLASSIFICATION NUMBER (ACN) NOTES: H44.5 x 16.5-21, 26 PR TIRES
2
80 60 40 20 0
20 20 900
MAXIMUM POSSIBLE MAIN GEAR LOAD AT
728
MAX DESIGN TAXI WEIGHT AND AFT C.G.
18 18 800
(SEE SECTION 7.4)
LB (KG)
151,500 (68,720)
k = 75 16 16 140,000 (63,500) 700
k = 150 120,000 (54,400)
k = 300 100,000 (45,400)
k = 550 80,000 (36,300)
14 14 600
12 12 500
k = 75
k = 150
k = 300
MDC K9099
k = 550
10 10 400
REFERENCE THICKNESS, INCHES

ALLOWABLE WORKING STRESS (PSI)
8 8 300
ACN RIGID PAVEMENT
CONVERSION CHART RIGID PAVEMENT
REQUIREMENTS CHART
PCA PROGRAM PDLB
6 6 200
7.9.7 DEVELOPMENT OF AIRCRAFT CLASSIFICATION NUMBER (ACN) - RIGID PAVEMENT
OCTOBER 2002
MODEL MD-90-30
8.0 POSSIBLE MD-90 DERIVATIVE AIRPLANES


8.0 POSSIBLE MD-90 DERIVATIVE AIRPLANES
No additional versions of the MD-90 are currently planned.


9.0 MD-90-30 SCALE DRAWINGS


E NG
X Y
H2 O
82 75 70 65 60 55 50 45 40
V MLG MLG V
Y
G C G
X F
L
P A
0 16 32 FT
0 1 IN.
LEGEND
A AIR CONDITIONING (1) NG NOSE GEAR
C 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
9.0 SCALE DRAWINGS

9.1 1 INCH = 32 FEET
MODEL MD-90-30

E NG
X Y
C
H2 O
C
82 70 60 50 40
75 65 55 45
V MLG MLG V
Y C
G G
X
L F
P A
0 50 FT
0 1 IN.
LEGEND

9.0 SCALE DRAWINGS

9.2 1 INCH = 50 FEET
MODEL MD-90-30

0 100 FT
0 1 IN.
*SEE OTHER PAGES IN THIS SECTION FOR SERVICE POINT LOCATIONS.
9.0 SCALE DRAWINGS

9.3 1 INCH = 100 FEET
MODEL MD-90-30

E NG
X Y
H2 O
C
82 70 60 50 40
75 65 55 45
V MLG MLG V
Y C
G G
X F
L
P A
0 5 10 M
LEGEND

9.0 SCALE DRAWINGS

9.4 1 TO 500
MODEL MD-90-30

0 10 M
*SEE OTHER PAGES IN THIS SECTION FOR SERVICE POINT LOCATIONS.
9.0 SCALE DRAWINGS

9.5 1 TO 1000
MODEL MD-90-30


MD 90

Hochgeladen von

Dokumentinformationen

Originaltitel

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

MD 90

Hochgeladen von

Copyright:

Verfügbare Formate

MD-90-30

BOEING COMMERCIAL AIRPLANES

iii MDC K9099 OCTOBER 2002

Revisions to this document will be posted at this website.

OCTOBER 2002 MDC K9099 iii

iv MDC K9099 OCTOBER 2002

PAGE DATE PAGE DATE PAGE DATE

Revision A October 2002

OCTOBER 2002 MDC K9099 v

vi MDC K9099 OCTOBER 2002

OCTOBER 2002 MDC K9099 vii

OCTOBER 2002 MDC K9099

MDC K9099 OCTOBER 2002

Aerospace Industries Association

OCTOBER 2002 MDC K9099 1-1

For further information, contact:

Boeing Commercial Airplanes

1-2 MDC K9099 OCTOBER 2002

2.1 General Airplane Characteristics

OCTOBER 2002 MDC K9099

MDC K9099 OCTOBER 2002

2.1 General Airplane Characteristics

Maximum Cargo Volume. The maximum space available for cargo.

Usable Fuel. Fuel available for aircraft propulsion

OCTOBER 2002 MDC K9099 2-1

POUNDS 157,000 168,500

POUNDS 142,000 142,000

POUNDS 156,000 168,000

POUNDS 88,171 89,059

POUNDS 130,000 132,000

POUNDS 41,829 42,941

CUBIC FEET 1,300 1,177

USABLE FUEL U.S. GALLONS 5,840 6,405

2.1 GENERAL AIRPLANE CHARACTERISTICS

2-2 MDC K9099 OCTOBER 2002

DOOR (B) DOOR (C)

2.2 GENERAL AIRPLANE DIMENSIONS

OCTOBER 2002 MDC K9099 2-3

LETTER MAXIMUM MINIMUM

NOTES: VALUES APPLY TO STATIC AIRCRAFT ON A FLAT,

IT IS RECOMMENDED THAT 3 INCHES BE ALLOWED FOR

2.3 GROUND CLEARANCES

2-4 MDC K9099 OCTOBER 2002

MAIN ENTRY DOOR (B) AFT SERVICE DOOR (C)

NOTE; MAXIMUMOF 172 SYMBOLS

MAIN ENTRY DOOR (B) AFT SERVICE DOOR (C)

NOTE; MAXIMUMOF 172 SYMBOLS

2.4 INTERIOR ARRANGEMENTS

2.5 PASSENGER CABIN CROSS SECTION

OCTOBER 2002 MDC K9099 2-7

22 IN. 22.5 IN.

131.6 IN. (334.2 CM)

* TRIM TO TRIM 123.7 IN. (314.2 CM)

2.5 PASSENGER CABIN CROSS SECTION

2-8 MDC K9099 OCTOBER 2002

FORWARD CARGO MIDDLE CARGO AFT CARGO

82.0 IN. (208.3 CM)

82.0 IN. (208.3 CM)

* FLAT FLOOR STANDARD IN THE

FORWARD MIDDLE AFT

434 FT 466 FT 400 FT 1300 FT

434 FT 343 FT 400 FT 1177 FT

2.6 LOWER COMPARTMENTS (BULK CARGO)