747_4

747-400Airplane Characteristics for

Airport Planning

Boeing Commercial Airplanes

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747-400 AIRPLANE CHARACTERISTICS LIST OF ACTIVE PAGESPage Original 1 to 116 REV A 1 to 122 REV B 1 to 156 REV C 1 to 164 REV D 1 to 218 Date Preliminary July 1986 April 1988 March 1990 October 1994 December 2002 Page 152 180-182 3 Date JUNE 2010 JUNE 2010 MAY 2011 Page Date

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TABLE OF CONTENTS SECTION 1.0 1.1 1.2 1.3 2.0 2.1 2.2 2.3 2.4 2.5 2.6 2.7 3.0 3.1 3.2 3.3 3.4 4.0 4.1 4.2 4.3 4.4 4.5 4.6 5.0 5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 TITLE SCOPE AND INTRODUCTION Scope Introduction A Brief Description of the 747-400 AIRPLANE DESCRIPTION General Characteristics General Dimensions Ground Clearances Interior Arrangements Cabin Cross-Sections Lower Cargo Compartments Door Clearances AIRPLANE PERFORMANCE General Information Payload/Range for 0.85 Mach Cruise F.A.R. Takeoff Runway Length Requirements F.A.R. Landing Runway Length Requirements GROUND MANEUVERING General Information Turning Radii Clearance Radii Visibility from Cockpit in Static Position Runway and Taxiway Turn Paths Runway Holding Bay TERMINAL SERVICING Airplane Servicing Arrangement - Typical Turnaround Terminal Operations - Turnaround Station Terminal Operations - En Route Station Ground Servicing Connections Engine Start Pneumatic Requirements - Sea Level Ground Pneumatic Power Requirements - Heating/Cooling Conditioned Air Flow Requirements Ground Towing Requirements PAGE 1 2 3 4 7 8 21 24 29 35 39 42 53 54 55 66 88 93 94 96 101 105 106 111 113 115 118 124 126 129 134 135 136

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TABLE OF CONTENTS (CONTINUED) SECTION 6.0 6.1 6.2 7.0 7.1 7.2 7.3 7.4 7.5 7.6 7.7 7.8 7.9 7.10 8.0 9.0 TITLE JET ENGINE WAKE AND NOISE DATA Jet Engine Exhaust Velocities and Temperatures Airport and Community Noise PAVEMENT DATA General Information Landing Gear Footprint Maximum Pavement Loads Landing Gear Loading on Pavement Flexible Pavement Requirements - U.S. Army Corps of Engineers Method (S-77-1) and FAA Design Method Flexible Pavement Requirements - LCN Method Rigid Pavement Requirements Portland Cement Association Design Method Rigid Pavement Requirements - LCN Conversion Rigid Pavement Requirements - FAA Design Method ACN/PCN Reporting System: Flexible and Rigid Pavements FUTURE 747-400 DERIVATIVE AIRPLANES SCALED 747-400 DRAWINGS PAGE 139 140 148 151 152 156 159 160 164 167 170 173 177 180 185 187

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1.0 SCOPE AND INTRODUCTION 1.1 1.2 1.3 Scope Introduction A Brief Description of the 747-400

D6-58326-1 DECEMBER 2002 1

1.0

SCOPE AND INTRODUCTION

1.1 Scope 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. Content of the document reflects the results of a coordinated effort by representatives from the following organizations: Aerospace Industries Association Airport Operators Council International Air Transport Association of America International Air Transport Association

The airport planner may also want to consider the information presented in the "CTOL Transport Aircraft, Characteristics, Trends, and Growth Projections," available from the US AIA, 1250 Eye St., Washington DC 20005, for long-range planning needs. This document is updated periodically and represents the coordinated efforts of the following organizations regarding future aircraft growth trends: International Coordinating Council of Aerospace Industries Associations Airports Council International Air Transport Association of America International Air Transport Association

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1.2 Introduction This document conforms to NAS 3601. It provides characteristics of the Boeing Model 747-400 airplane for airport planners and operators, airlines, architectural and engineering consultant organizations, and other interested industry agencies. Airplane changes and available options may alter model characteristics. The data presented herein reflect typical airplanes in each model category. For additional information contact: Boeing Commercial Airplanes P.O. Box 3707 Seattle, Washington 98124-2207 U.S.A. Attention: Manager, Airport Technology Mail Code: 20-93

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1.3 A Brief Description of the 747-400 The 747-400 is the latest derivative of the 747 family of airplanes. The -400 is externally similar to the 747-300, with the additional wingtip extension with winglets and advanced high bypass ratio engines. Other characteristics unique to the 747-400 include: Two-crew cockpit with digital avionics Lightweight aluminum alloys Structural carbon brakes Optional 910,000-pound maximum takeoff weight Optional 3,300-gallon fuel tank in horizontal stabilizer Optional fuel tanks in forward cargo compartment Vacuum lavatories with single-point servicing Enhanced passenger appeal in cabin interior Optional crew rest compartment in aft cabin Fly-by-wire system

747-400 The basic 747-400 has a tri-class passenger interior arrangement. Optional arrangements include a two-class or a one-class configuration to suit traffic demands. 747-400 Domestic The 747-400 Domestic is a high-capacity airplane designed for domestic short routes. It has a lighter maximum takeoff weight. The -400D airplane has the same wingspan planform as the -300 and has no winglets. 747-400 Combi The 747-400 Combi airplane has a main deck cargo door installed on the left side aft of the wing. This door is used for loading pallets or containerized cargo up to 20 feet long. The main deck of the Combi airplane can be converted to either an all-passenger or a passenger/cargo configuration. In the latter configuration, cargo is in the aft fuselage. Several cargo configurations can be loaded compatible with size limits and operational procedures. The Combi can accommodate up to seven 10-foot pallets or containers.D6-58326-1 4 DECEMBER 2002

747-400 Freighter The 747-400 Freighter has a main deck nose door and a mechanized cargo handling system. The nose door swings up so that pallets or containers up to 40 ft (12 m) can be loaded straight in on motor-driven rollers. An optional main deck side cargo door (like the 747-400 Combi) allows loading of dimensionally taller cargo modules. 747-400ER The 747-400ER is an increased gross weight derivative of the 747-400. The increased weight allows it carry additional fuel in order to fly over longer ranges. The 747-400ER can be equipped with up to two 3,060-gallon fuel tanks in the forward lower cargo compartment. 747-400ER Freighter The 747-400ER Freighter is similar to the 747-400 Freighter, except for the increased gross weight capability which allows it to carry more cargo weight. This airplane is not fitted with the cargo compartment fuel tanks. Engines The 747-400 is equipped with four advanced high bypass ratio engines. The following table shows the available engines:MANUFACTURER GENERAL ELECTRIC PRATT & WHITNEY ROLLS-ROYCE MODEL NUMBER CF6-80C2B1F PW4056 RB211-524G2 RATED TAKEOFF THRUST (LB) 57,900 56,750 58,000

The 747-400ER is equipped with four advanced high bypass ratio engines. The following table shows the available engines:MANUFACTURER GENERAL ELECTRIC PRATT & WHITNEY ROLLS-ROYCE MODEL NUMBER CF6-80C2B5F PW4062 RB211-524H8-T RATED TAKEOFF THRUST (LB) 62,100 63,300 59,500

Additional models of the above engines may be available through customer options.D6-58326-1 DECEMBER 2002 5

Crew Rest Compartment The 747-400 can be equipped with a cabin crew rest compartment. This is located in the aft cabin above the ceiling at Door No. 5. The compartment can be configured to a combination of bunks and seats for up to 10 crew members. Access to the compartment is through a ladder near Right Door No. 5. This is standard on the 747-400ER. Another compartment is located in the upper deck, outside of the cockpit. Document Applicability This document (D6-58326-1) contains airplane characteristics data for the 747-400 and 747-400ER airplanes. Document D6-58326-2, which contained preliminary airplane characteristics information for the 747-400ER airplanes is now cancelled and will not be revised and should be discarded. The earlier airplane models (747-100, -200, -300, SP) are described in Document D6-58326, 747 Airplane Characteristics for Airport Planning.

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2.0 AIRPLANE DESCRIPTION 2.1 2.2 2.3 2.4 2.5 2.6 2.7 General Characteristics General Dimensions Ground Clearances Interior Arrangements Cabin Cross Sections Lower Cargo Compartments Door Clearances

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2.0 AIRPLANE DESCRIPTION 2.1 General Characteristics Maximum Design Taxi Weight (MTW). Maximum weight for ground maneuver as limited by aircraft strength and airworthiness requirements. (It includes weight of taxi and run-up 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, powerplant, furnishing systems, unusable fuel and other unusable propulsion agents, and other items of equipment that are considered an integral part of a particular airplane configuration. Also included are 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 specifically certificated or anticipated for certification. Maximum Cargo Volume. The maximum space available for cargo. Usable Fuel. Fuel available for aircraft propulsion.

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CHARACTERISTICS MAX DESIGN TAXI WEIGHT MAX DESIGN TAKEOFF WEIGHT MAX DESIGN LANDING WEIGHT (1) MAX DESIGN ZERO FUEL WEIGHT (2) SPEC OPERATING EMPTY WEIGHT (3) MAX STRUCTURAL PAYLOAD TYPICAL SEATING CAPACITY (INCLUDES UPPER DECK) MAX CARGO - LOWER DECK CONTAINERS (LD-1) MAX CARGO - LOWER DECK BULK CARGO USABLE FUEL CAPACITY (4)

UNITS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS UPPER DECK MAIN DECK CUBIC FEET CUBIC METERS CUBIC FEET CUBIC METERS U.S. GALLONS LITERS POUNDS KILOGRAMS 803,000 364,235 800,000 362,874 574,000 260,362 535,000 242,672 394,088 178,756 140,912 63,917

CF6-80C2B1 ENGINES 836,000 379,204 833,000 377,843 574,000 260,362 535,000 242,672 394,088 178,756 140,912 63,917 853,000 386,915 850,000 385,554 630,000 285,764 535,000 242,672 394,088 178,756 140,912 63,917 873,000 395,987 870,000 394,626 630,000 285,764 542,500 246,074 394,088 178,756 148,412 67,319 877,000 397,801 875,000 396,894 630,000 285,764 542,500 246,074 394,088 178,756 148,412 67,319

42 BUSINESS CLASS 24 FIRST, 32 BUSINESS, 302 ECONOMY 5,536 157 835 24 53,765 203,501 360,226 163,396 5,536 157 835 24 53,763 203,493 360,226 163,396 5,536 157 835 24 53,765 203,501 360,226 163,396 5,536 157 835 24 57,065 215,991 382,336 173,425 5,536 157 835 24 57,065 215,991 382,336 173,425

NOTES: 1. 2. 3. 630,000 LB LANDING WEIGHT IS OPTIONAL 542,500 LB ZERO FUEL WEIGHT IS OPTIONAL SPEC OPERATING EMPTY WEIGHT REFLECTS THREE-CLASS 400-PASSENGER ARRANGEMENT AND STANDARD ITEM ALLOWANCES. ACTUAL OEW WILL VARY WITH AIRPLANE CONFIGURATION. CONSULT USING AIRLINE FOR ACTUAL OEW. OPTIONAL TAIL FUEL OF 3,300 US GAL IS REFLECTED IN THE HIGHER FUEL CAPACITY.

4.

2.1.1 GENERAL CHARACTERISTICS MODEL 747-400 (GENERAL ELECTRIC ENGINES) D6-58326-1 DECEMBER 2002 9



PW 4056 ENGINES 836,000 379,204 833,000 377,843 574,000 260,362 535,000 242,672 394,660 179,015 140,340 63,657 853,000 386,915 850,000 385,554 630,000 285,764 535,000 242,672 394,660 179,015 140,340 63,657 873,000 395,987 870,000 394,626 630,000 285,764 542,500 246,074 394,660 179,015 147,840 67,059 877,000 397,801 875,000 396,894 630,000 285,764 542,500 246,074 394,660 179,015 147,840 67,059


NOTES 1. 2. 3. 630,000 LB LANDING WEIGHT IS OPTIONAL 542,500 LB ZERO FUEL WEIGHT IS OPTIONAL SPEC OPERATING EMPTY WEIGHT REFLECTS THREE-CLASS 400-PASSENGER ARRANGEMENT AND STANDARD ITEM ALLOWANCES. ACTUAL OEW WILL VARY WITH AIRLINE CONFIGURATION AND OPTIONAL EQUIPMENT. CONSULT USING AIRLINE FOR ACTUAL OEW OPTIONAL TAIL FUEL OF 3,300 US GAL IS REFLECTED IN THE HIGHER FUEL CAPACITY

4.

2.1.2 GENERAL CHARACTERISTICS MODEL 747-400 (PRATT & WHITNEY ENGINES) D6-58326-1 10 DECEMBER 2002



RB211-524G2 ENGINES 836,000 379,204 833,000 377,843 574,000 260,362 535,000 242,672 396,284 179,752 138,716 62,921 853,000 386,915 850,000 385,554 630,000 285,764 535,000 242,672 396,284 179,752 138,716 62,921 873,000 395,987 870,000 394,626 630,000 285,764 545,000 247,208 396,284 179,752 148,716 67,457 877,000 397,801 875,000 396,894 630,000 285,764 545,000 247,208 396,284 179,752 148,716 67,457


NOTES: 1. 2. 3. 630,000 LB LANDING WEIGHT IS OPTIONAL 545,000 LB ZERO FUEL WEIGHT IS OPTIONAL SPEC OPERATING EMPTY WEIGHT REFLECTS THREE-CLASS 400-PASSENGER ARRANGEMENT AND STANDARD ITEM ALLOWANCES. ACTUAL OEW WILL VARY WITH AIRLINE CONFIGURATION AND OPTIONAL EQUIPMENT. CONSULT USING AIRLINE FOR ACTUAL OEW. OPTIONAL TAIL FUEL OF 3,300 US GAL IS REFLECTED IN THE HIGHER FUEL CAPACITY.

4.

2.1.3 GENERAL CHARACTERISTICS MODEL 747-400 (ROLLS-ROYCE ENGINES) D6-58326-1 DECEMBER 2002 11

CHARACTERISTICS MAX DESIGN TAXI WEIGHT MAX DESIGN TAKEOFF WEIGHT MAX DESIGN LANDING WEIGHT (1) MAX DESIGN ZERO FUEL WEIGHT (2) SPEC OPERATING EMPTY WEIGHT (3) MAX STRUCTURAL PAYLOAD TYPICAL SEATING CAPACITY (INCLUDES UPPER DECK) MAX CARGO - MAIN DECK PALLETS (4) MAX CARGO - LOWER DECK CONTAINERS (LD-1) MAX CARGO - LOWER DECK BULK CARGO USABLE FUEL CAPACITY (5)

UNITS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS PASSENGER COMBI CUBIC FEET CUBIC METERS CUBIC FEET CUBIC METERS CUBIC FEET CUBIC METERS U.S. GALLONS LITERS POUNDS KILOGRAMS 803,000 364,235 800,000 362,874 574,000 260,362 545,000 247,208 407,107 184,661 137,893 62,547

CF6-80C2B1 ENGINES 836,000 379,204 833,000 377,843 574,000 260,362 545,000 247,208 407,107 184,661 137,893 62,547 853,000 386,915 850,000 385,554 630,000 285,764 545,000 247,208 407,107 184,661 137,893 62,547 873,000 395,987 870,000 394,626 630,000 285,764 565,000 256,280 402,900 182,753 162,100 73,527 877,000 397,801 875,000 396,894 630,000 285,764 565,000 256,280 402,900 182,753 162,100 73,527

400: 24 FIRST, 74 BUSINESS, 302 ECONOMY 345: 28 FIRST, 110 BUSINESS, 207 ECONOMY, 7 PALLETS 4,290 122 5,536 157 710 20 53,765 203,501 360,226 163,396 4,290 122 5,536 157 710 20 53,763 203,493 360,226 163,396 4,290 122 5,536 157 710 20 53,765 203,501 360,226 163,396 4,290 122 5,536 157 710 20 57,065 215,991 382,336 173,425 4,290 122 5,536 157 710 20 57,065 215,991 382,336 173,425

NOTES: 1. 2. 3. 630,000 LB LANDING WEIGHT IS OPTIONAL 565,000 LB ZERO FUEL WEIGHT IS OPTIONAL SPEC OPERATING EMPTY WEIGHT REFLECTS THREE-CLASS 400-PASSENGER ARRANGEMENT AND STANDARD ITEM ALLOWANCES. ACTUAL OEW WILL VARY WITH AIRLINE CONFIGURATION AND OPTIONAL EQUIPMENT. CONSULT USING AIRLINE FOR ACTUAL OEW. THE LOWER OEW VALUE REFLECTS PASSENGER/CARGO CONFIGURATION. SEVEN PALLETS AT 613 CUBIC FEET EACH OPTIONAL TAIL FUEL OF 3,300 US GAL IS REFLECTED IN THE HIGHER FUEL CAPACITY

4. 5.

2.1.4 GENERAL CHARACTERISTICS MODEL 747-400 COMBI (GENERAL ELECTRIC ENGINES) D6-58326-1 12 DECEMBER 2002



PW 4056 ENGINES 836,000 379,204 833,000 377,843 574,000 260,362 545,000 247,208 407,479 184,830 137,521 62,379 853,000 386,915 850,000 385,554 630,000 285,764 545,000 247,208 407,479 184,830 137,521 62,379 873,000 395,987 870,000 394,626 630,000 285,764 565,000 256,280 403,400 182,979 161,600 73,301 877,000 397,801 875,000 396,894 630,000 285,764 565,000 256,280 403,400 182,979 161,600 73,301


NOTES: 1. 2. 3. 630,000 LB LANDING WEIGHT IS OPTIONAL 565,000 LB ZERO FUEL WEIGHT IS OPTIONAL SPEC OPERATING EMPTY WEIGHT REFLECTS THREE-CLASS 400-PASSENGER ARRANGEMENT AND STANDARD ITEM ALLOWANCES. ACTUAL OEW WILL VARY WITH AIRLINE CONFIGURATION AND OPTIONAL EQUIPMENT. CONSULT USING AIRLINE FOR ACTUAL OEW. THE LOWER OEW VALUE REFLECTS PASSENGER/CARGO CONFIGURATION. SEVEN PALLETS AT 613 CUBIC FEET EACH

4.

5. OPTIONAL TAIL FUEL OF 3,300 US GAL IS REFLECTED IN THE HIGHER FUEL CAPACITY.

2.1.5 GENERAL CHARACTERISTICS MODEL 747-400 COMBI (PRATT & WHITNEY ENGINES) D6-58326-1 DECEMBER 2002 13



RB211-534G2 ENGINES 836,000 379,204 833,000 377,843 574,000 260,362 545,000 247,208 410,103 186,020 134,897 61,188 853,000 386,915 850,000 385,554 630,000 285,764 545,000 247,208 410,103 186,020 134,897 61,188 873,000 395,987 870,000 394,626 630,000 285,764 565,000 256,280 405,900 184,113 159,100 72,167 877,000 397,801 875,000 396,894 630,000 285,764 565,000 256,280 405,900 184,113 159,100 72,167


NOTES: 1. 2. 3. 630,000 LB LANDING WEIGHT IS OPTIONAL 565,000 LB ZERO FUEL WEIGHT IS OPTIONAL SPEC OPERATING EMPTY WEIGHT REFLECTS THREE-CLASS 400-PASSENGER ARRANGEMENT AND STANDARD ITEM ALLOWANCES. ACTUAL OEW WILL VARY WITH AIRLINE CONFIGURATION AND OPTIONAL EQUIPMENT. CONSULT USING AIRLINE FOR ACTUAL OEW THE LOWER OEW VALUE REFLECTS PASSENGER/CARGO CONFIGURATION SEVEN PALLETS AT 613 CUBIC FEET EACH OPTIONAL TAIL FUEL OF 3,300 US GAL IS REFLECTED IN THE HIGHER FUEL CAPACITY

4. 5.

2.1.6 GENERAL CHARACTERISTICS MODEL 747-400 COMBI (ROLLS-ROYCE ENGINES) D6-58326-1 14 DECEMBER 2002

CHARACTERISTICS MAX DESIGN TAXI WEIGHT MAX DESIGN TAKEOFF WEIGHT MAX DESIGN LANDING WEIGHT (1) MAX DESIGN ZERO FUEL WEIGHT (2) SPEC OPERATING EMPTY WEIGHT (3) MAX STRUCTURAL PAYLOAD TYPICAL CARGO - MAIN DECK CONTAINERS (4) MAX CARGO - LOWER DECK CONTAINERS (LD-1) MAX CARGO - LOWER DECK BULK CARGO USABLE FUEL CAPACITY (5)

UNITS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS CUBIC FEET CUBIC METERS CUBIC FEET CUBIC METERS CUBIC FEET CUBIC METERS U.S. GALLONS LITERS POUNDS KILOGRAMS 803,000 364,235 800,000 362,874 652,000 295,743 610,000 276,692 363,954 165,087 246,046 111,605 18,720 530 5,536 157 520 15 53,765 203,501 360,226 163,396

CF6-80C2B1 ENGINES 836,000 379,204 833,000 377,843 652,000 295,743 610,000 276,692 363,954 165,087 246,046 111,605 18,720 530 5,536 157 520 15 53,763 203,493 360,226 163,396 853,000 386,915 850,000 385,554 652,000 295,743 610,000 276,692 363,954 165,087 246,046 111,605 18,720 530 5,536 157 520 15 53,765 203,501 360,226 163,396 873,000 395,987 870,000 394,626 666,000 302,093 635,000 288,031 363,954 165,087 271,046 122,945 18,720 530 5,536 157 520 15 57,065 215,991 382,336 173,425 877,000 397,801 875,000 396,894 666,000 302,093 635,000 288,031 363,954 165,087 271,046 122,945 18,720 530 5,536 157 520 15 57,065 215,991 382,336 173,425

NOTES: 1. 2. 3. 4. 5. 666,000 LB LANDING WEIGHT IS OPTIONAL 635,000 LB ZERO FUEL WEIGHT IS OPTIONAL SPEC OPERATING EMPTY WEIGHT REFLECTS STANDARD ITEM ALLOWANCES. ACTUAL OEW WILL VARY WITH AIRPLANE CONFIGURATION. CONSULT WITH USING AIRLINE FOR ACTUAL OEW TWENTY-NINE 10-FT CONTAINERS. ACTUAL VOLUME WILL DEPEND ON AIRPLANE CONFIGURATION OPTIONAL TAIL FUEL OF 3,300 US GAL IS REFLECTED IN THE HIGHER FUEL CAPACITY.

2.1.7 GENERAL CHARACTERISTICS MODEL 747-400 FREIGHTER (GENERAL ELECTRIC ENGINES) D6-58326-1 DECEMBER 2002 15



PW 4056 ENGINES 836,000 379,204 833,000 377,843 652,000 295,743 610,000 276,692 364,526 165,346 245,474 111,345 18,720 530 5,536 157 520 15 53,985 204,333 361,700 164,064 853,000 386,915 850,000 385,554 652,000 295,743 610,000 276,692 364,526 165,346 245,474 111,345 18,720 530 5,536 157 520 15 53,985 204,333 361,700 164,064 873,000 395,987 870,000 394,626 666,000 302,093 635,000 288,031 364,526 165,346 270,474 122,685 18,720 530 5,536 157 520 15 57,285 216,824 383,810 174,093 877,000 397,801 875,000 396,894 666,000 302,093 635,000 288,031 364,526 165,346 270,474 122,685 18,720 530 5,536 157 520 15 57,285 216,824 383,810 174,093

NOTES: 1. 2. 3. 4. 666,000 LB LANDING WEIGHT IS OPTIONAL 635,000 LB ZERO FUEL WEIGHT IS OPTIONAL SPEC OPERATING EMPTY WEIGHT REFLECTS STANDARD ITEM ALLOWANCES. ACTUAL OEW WILL VARY WITH AIRPLANE CONFIGURATION. CONSULT WITH USING AIRLINE FOR ACTUAL OEW. TWENTY-NINE 10-FT CONTAINERS. ACTUAL VOLUME WILL DEPEND ON AIRPLANE CONFIGURATION.

5. OPTIONAL TAIL FUEL OF 3,300 US GAL IS REFLECTED IN THE HIGHER FUEL CAPACITY.

2.1.8 GENERAL CHARACTERISTICS MODEL 747-400 FREIGHTER (PRATT & WHITNEY ENGINES) D6-58326-1 16 DECEMBER 2002



RB211-524G2 ENGINES 836,000 379,204 833,000 377,843 652,000 295,743 610,000 276,692 366,082 166,052 243,850 110,609 18,720 530 5,536 157 520 15 53,985 204,333 361,700 164,064 853,000 386,915 850,000 385,554 652,000 295,743 610,000 276,692 366,082 166,052 243,850 110,609 18,720 530 5,536 157 520 15 53,985 204,333 361,700 164,064 873,000 395,987 870,000 394,626 666,000 302,093 635,000 288,031 366,082 166,052 268,850 121,948 18,720 530 5,536 157 520 15 57,285 216,824 383,810 174,093 877,000 397,801 875,000 396,894 666,000 302,093 635,000 288,031 366,082 166,052 268,850 121,948 18,720 530 5,536 157 520 15 57,285 216,824 383,810 174,093

NOTES: 1. 2. 3. 4. 5. 666,000 LB LANDING WEIGHT IS OPTIONAL 635,000 LB ZERO FUEL WEIGHT IS OPTIONAL SPEC OPERATING EMPTY WEIGHT REFLECTS STANDARD ITEM ALLOWANCES. ACTUAL OEW WILL VARY WITH AIRPLANE CONFIGURATION. CONSULT WITH USING AIRLINE FOR ACTUAL OEW. TWENTY-NINE 10-FT CONTAINERS. ACTUAL VOLUME WILL DEPEND ON AIRPLANE CONFIGURATION. OPTIONAL TAIL FUEL OF 3,300 US GAL IS REFLECTED IN THE HIGHER FUEL CAPACITY.

2.1.9 GENERAL CHARACTERISTICS MODEL 747-400 FREIGHTER (ROLLS ROYCE ENGINES) D6-58326-1 DECEMBER 2002 17

CHARACTERISTICS

UNITS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS TWO-CLASS THREE-CLASS CUBIC FEET CUBIC METERS CUBIC FEET CUBIC METERS U.S. GALLONS LITERS POUNDS KILOGRAMS

GE ENGINES CF6-80C2B5-F 913,000 414,130 910,000 412,770 652,000 295,743 555,000 251,744 406,900 184,567 148,100 67,177

PW ENGINES PW4062 913,000 414,130 910,000 412,770 652,000 295,743 555,000 251,744 406,900 184,567 148,100 67,177

RR ENGINES RB211-524H8-T 913,000 414,130 910,000 412,770 652,000 295,743 555,000 251,744 406,900 184,567 148,100 67,177

MAX DESIGN TAXI WEIGHT MAX DESIGN TAKEOFF WEIGHT MAX DESIGN LANDING WEIGHT MAX DESIGN ZERO FUEL WEIGHT SPEC OPERATING EMPTY WEIGHT (1) MAX STRUCTURAL PAYLOAD TYPICAL SEATING CAPACITY (INCLUDES UPPER DECK) MAX CARGO - LOWER DECK LD-2 CONTAINERS (2) MAX CARGO - LOWER DECK BULK CARGO USABLE FUEL CAPACITY (3)

500: 42 FIRST CLASS, 458 ECONOMY CLASS 416: 23 FIRST CLASSS, 78 BUSINESS CLASS, 315 ECONOMY CLASS 4,550 129 789 22 63,240 239,363 423,708 192,191 4,550 129 789 22 63,460 240,196 425,182 192,860 4,550 129 789 22 63,460 240,196 425,182 192,860

NOTES: 1. SPEC OPERATING EMPTY WEIGHT REFLECTS THREE-CLASS 416-PASSENGER ARRANGEMENT AND STANDARD ITEM ALLOWANCES. ACTUAL OEW WILL VARY WITH AIRPLANE CONFIGURATION. CONSULT USING AIRLINE FOR ACTUAL OEW. 2. REFLECTS TWO BODY FUEL TANKS IN THE FORWARD CARGO COMPARTMENT. 3. INCLUDES TWO BODY FUEL TANKS OF 3,060 U.S. GALLONS EACH.

2.1.10 GENERAL CHARACTERISTICS MODEL 747-400ER D6-58326-1 18 DECEMBER 2002

CHARACTERISTICS

UNITS

GE ENGINES CF6-80C2B5-F 913,000 414,130 910,000 412,770 666,000 302,093 611,000 277,145 362,400 164,382 248,600 112,763 18,720 530 5,600 159 520 15 53,765 203,501 360,226 163,396

PW ENGINES PW4062 913,000 414,130 910,000 412,770 666,000 302,093 611,000 277,145 362,400 164,382 248,600 112,763 18,720 530 5,600 159 520 15 53,985 204,333 361,700 164,064

RR ENGINES RB211-524H8-T 913,000 414,130 910,000 412,770 666,000 302,093 611,000 277,145 362,400 164,382 248,600 112,763 18,720 530 5,600 159 520 15 53,985 204,333 361,700 164,064

MAX DESIGN TAXI WEIGHT MAX DESIGN TAKEOFF WEIGHT MAX DESIGN LANDING WEIGHT MAX DESIGN ZERO FUEL WEIGHT SPEC OPERATING EMPTY WEIGHT (1) MAX STRUCTURAL PAYLOAD TYPICAL CARGO MAIN DECK CONTAINERS (2) MAX CARGO - LOWER DECK CONTAINERS (LD-2) MAX CARGO - LOWER DECK BULK CARGO USABLE FUEL CAPACITY

POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS CUBIC FEET CUBIC METERS CUBIC FEET CUBIC METERS CUBIC FEET CUBIC METERS U.S. GALLONS LITERS POUNDS KILOGRAMS

NOTES: 1. SPEC OPERATING EMPTY WEIGHT REFLECTS STANDARD ITEM ALLOWANCES. ACTUAL OEW WILL VARY WITH AIRLINE CONFIGURATION AND OPTIONAL EQUIPMENT. CONSULT USING AIRLINE FOR ACTUAL OEW. 2. TWENTY-NINE 10-FOOT CONTAINERS. ACTUAL VOLUME WILL DEPEND ON AIRPRLANE CONFIGURATION.

2.1.11 GENERAL CHARACTERISTICS MODEL 747-400ER FREIGHTER D6-58326-1 DECEMBER 2002 19

CHARACTERISTICS MAX DESIGN TAXI WEIGHT MAX DESIGN TAKEOFF WEIGHT MAX DESIGN LANDING WEIGHT MAX DESIGN ZERO FUEL WEIGHT SPEC OPERATING EMPTY WEIGHT (1) MAX STRUCTURAL PAYLOAD TYPICAL SEATING CAPACITY (INCLUDES UPPER DECK) MAX CARGO - LOWER DECK CONTAINERS (LD-1) MAX CARGO - LOWER DECK BULK CARGO USABLE FUEL CAPACITY

UNITS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS POUNDS KILOGRAMS UPPER DECK MAIN DECK CUBIC FEET CUBIC METERS CUBIC FEET CUBIC METERS U.S. GALLONS LITERS POUNDS KILOGRAMS

CF6-80C2B1 ENGINES 603,000 273,517 600,000 272,156 574,000 260,362 535,000 242,672 400,630 181,723 134,370 60,949 89 ECONOMY 539 ECONOMY 5,600 159 835 24 53,765 203,501 360,226 163,396 5,600 159 835 24 53,763 203,493 360,226 163,396 613,500 278,279 610,000 276,692 574,000 260,362 535,000 242,672 400,630 181,723 134,370 60,949

NOTES: 1. SPEC OPERATING EMPTY WEIGHT REFLECTS ALL-ECONOMY 624-PASSENGER ARRANGEMENT AND STANDARD ITEM ALLOWANCES. ACTUAL OEW WILL VARY WITH AIRLINE CONFIGURATION AND OPTIONAL EQUIPMENT. CONSULT USING AIRLINE FOR ACTUAL OEW.

2.1.12 GENERAL CHARACTERISTICS MODEL 747-400 DOMESTIC (GENERAL ELECTRIC ENGINES) D6-58326-1 20 DECEMBER 2002

2.2.1 GENERAL DIMENSIONS MODEL 747-400, -400 COMBI, -400ER D6-58326-1 DECEMBER 2002 21

2.2.2 GENERAL DIMENSIONS MODEL 747-400 FREIGHTER, -400ER FREIGHTER D6-58326-1 22 DECEMBER 2002

2.2.3 GENERAL DIMENSIONS MODEL 747-400 DOMESTIC D6-58326-1 DECEMBER 2002 23

MINIMUM FT - IN A B C D E F G H J K L M M' N P S T U V NOTES: 32 - 1 24 - 8 15 - 6 8 - 10 6 - 10 9-3 9 - 10 29 - 7 15 - 9 61 - 7 27 - 6 22 - 0 16 - 9 4-4 2-3 15 - 9 16 - 0 16 - 0 15 - 11 M 9.80 7.53 4.74 2.71 2.09 2.82 3.00 9.02 4.82 18.80 8.39 6.71 5.11 1.32 0.71 4.80 4.88 4.88 4.87 FT - IN 33 - 6 25 - 11 16 - 11 10 - 2 7 - 11 10 - 5 11 - 2 31 - 4 17 - 5 64 - 0 29 - 9 24 - 0 18 - 9 5 - 10 3-0 16 - 10 17 - 0 17 - 3 16 - 9

MAXIMUM M 10.23 7.91 5.18 3.11 2.42 3.18 3.41 9.56 5.33 19.51 9.09 7.32 5.71 1.80 0.93 5.15 5.19 5.28 5.11

VERTICAL CLEARANCES SHOWN OCCUR DURING MAXIMUM VARIATIONS OF AIRPLANE ATTITUDE. COMBINATIONS OF AIRPLANE LOADING AND UNLOADING ACTIVITIES THAT PRODUCE THE GREATEST POSSIBLE VARIATIONS IN ATTITUDE WERE USED TO ESTABLISH THE VARIATIONS SHOWN. DURING ROUTINE SERVICING, THE AIRPLANE REMAINS RELATIVELY STABLE, PITCH AND ELEVATION CHANGES OCCURRING SLOWLY.

2.3.1 GROUND CLEARANCES MODEL 747-400, -400 COMBI D6-58326-1 24 JULY 2003

MINIMUM FT - IN A B C D E F G H J K L M M' N (PW) N (GE) N (RR) P (PW) P (GE) P (RR) S T 32 - 3 24 9 15 7 8 11 71 96 10 2 27 9 16 4 62 - 6 28 4 22 - 0 16 - 9 47 4-7 44 24 25 2-4 15 10 16 - 3 M 9.82 7.55 4.75 2.73 2.16 2.9 3.11 8.46 4.99 19.06 8.64 6.71 5.11 1.40 1.40 1.32 0.71 0.72 0.71 4.82 4.95 FT - IN 33 7 26 1 17 1 10 3 81 10 7 11 5 31 7 17 8 64 3 30 1 24 - 0 18 - 9 5 10 5 11 57 30 30 30 16 11 17 - 2

MAXIMUM M 10.25 7.94 5.20 3.13 2.47 3.23 3.47 9.63 5.40 19.59 9.17 7.32 5.71 1.78 1.80 1.71 0.91 0.91 0.91 5.16 5.25

NOTES: 1. VERTICAL CLEARANCES SHOWN OCCUR DURING MAXIMUM VARIATIONS OF AIRPLANE ATTITUDE. COMBINATIONS OF AIRPLANE LOADING AND UNLOADING ACTIVITIES THAT PRODUCE THE GREATEST POSSIBLE VARIATIONS IN ATTITUDE WERE USED TO ESTABLISH THE VARIATIONS SHOWN. 2. DURING ROUTINE SERVICING, THE AIRPLANE REMAINS RELATIVELY STABLE, PITCH AND ELEVATION CHANGES OCCURRING SLOWLY.

2.3.2 GROUND CLEARANCES MODEL 747-400ER D6-58326-1 JULY 2003 25

MINIMUM FT - IN A B C D E F G H J K L M M' N P S T U 38 - 1 24 - 9 15 - 6 8 - 10 6 - 10 9-1 9-9 29 - 6 15 - 8 61 - 7 27 - 5 22 - 0 16 - 9 4-4 2-3 15 - 9 16 - 0 16 - 0 M 11.63 7.54 4.72 2.71 2.09 2.79 2.98 9.00 4.80 18.78 8.37 6.71 5.11 1.32 0.71 4.80 4.88 4.88 FT - IN 40 - 1 25 2 17 - 0 10 - 3 7 - 11 10 - 6 11 - 3 31 - 4 17 - 7 64 - 1 29 - 11 24 - 0 18 - 9 5 - 10 3-0 16 - 10 17 - 0 17 - 3

MAXIMUM M 12.24 7.67 5.18 3.14 2.42 3.21 3.44 9.57 5.37 19.54 9.13 7.32 5.71 1.80 0.93 5.15 5.19 5.28

NOTES: VERTICAL CLEARANCES SHOWN OCCUR DURING MAXIMUM VARIATIONS OF AIRPLANE ATTITUDE. COMBINATIONS OF AIRPLANE LOADING/UNLOADING ACTIVITIES THAT PRODUCE THE GREATEST POSSIBLE VARIATIONS OF ATTITUDE WERE USED TO ESTABLISH THE VARIATIONS SHOWN. DURING ROUTINE SERVICING, THE AIRPLANE REMAINS RELATIVELY STABLE; PITCH AND ELEVATION CHANGES OCCUR SLOWLY. AT MAJOR TERMINALS, A GSE TETHERING DEVICE MAY BE USED TO MAINTAIN STABILITY BETWEEN THE MAIN DECK DOOR SILL AND THE LOADING DOCK. CARGO BRIDGE ATTACHMENT FITTINGS LOCATED ON THE NOSE DOOR SILL AT THE FORWARD EDGE OF THE MAIN CARGO DOOR DECK MAY BE USED FOR NOSE DOOR SILL STABILIZATION.

2.3.3 GROUND CLEARANCES MODEL 747-400 FREIGHTER D6-58326-1 26 JULY 2003

MINIMUM FT - IN A B C D E F G H J K L M M' N (PW) N (GE) N (RR) P (PW) P (GE) P (RR) U 38 - 2 15 6 15 - 7 9-0 71 96 10 2 27 9 16 - 3 61 - 11 27 - 9 22 - 0 16 - 9 47 4-7 44 24 25 2-4 16 - 3 M 11.79 4.72 4.74 2.75 2.16 2.89 3.10 8.46 4.97 18.87 8.47 6.71 5.11 1.40 1.40 1.32 0.71 0.72 0.71 4.97 FT-IN 40 - 2 17 2 17 - 8 10 - 9 81 10 7 11 4 31 7 17 - 8 64 - 1 29 - 11 24 - 0 18 - 9 5 10 5 11 57 30 30 30 17 - 5

MAXIMUM M 12.24 5.23 5.37 3.28 2.47 3.23 3.46 9.63 5.38 19.54 9.12 7.32 5.71 1.78 1.80 1.71 0.91 0.91 0.91 5.31

NOTES: (1) VERTICAL CLEARANCES SHOWN OCCUR DURING MAXIMUM VARIATIONS OF AIRPLANE ATTITUDE. COMBINATIONS OF AIRPLANE LOADING/UNLOADING ACTIVITIES THAT PRODUCE THE GREATEST POSSIBLE VARIATIONS OF ATTITUDE WERE USED TO ESTABLISH THE VARIATIONS SHOWN. DURING ROUTINE SERVICING, THE AIRPLANE REMAINS RELATIVELY STABLE; PITCH AND ELEVATION CHANGES OCCUR SLOWLY. (2) AT MAJOR TERMINALS, A GSE TETHERING DEVICE JULY BE USED TO MAINTAIN STABILITY BETWEEN THE MAIN DECK DOOR SILL AND THE LOADING DOCK. CARGO BRIDGE ATTACHMENT FITTINGS LOCATED ON THE NOSE DOOR SILL AT THE FORWARD EDGE OF THE MAIN CARGO DOOR DECK JULY BE USED FOR NOSE DOOR SILL STABILIZATION.

2.3.4 GROUND CLEARANCES MODEL 747-400ER FREIGHTER D6-58326-1 JULY 2003 27

MINIMUM FT - IN A B C D E F G H J K L M N P S T NOTES: 31 - 10 24 - 10 15 - 3 8-8 6-3 8 - 10 9-6 28 - 6 15 - 0 60 - 2 27 - 0 17 - 7 6-0 3-9 15 - 8 15 - 8 M 9.70 7.57 4.65 2.64 1.91 2.69 2.90 8.69 4.57 18.34 8.23 5.36 1.83 1.14 4.78 4.78 FT - IN 34 - 1 27 - 5 17 - 7 10 - 8 6-9 10 - 4 11 - 4 31 - 0 17 - 6 64 - 3 30 - 8 19 - 2 7-0 4-6 17 - 2 16 - 7

MAXIMUM M 10.39 8.36 5.36 3.25 2.06 3.15 3.45 9.45 5.33 19.58 9.35 5.84 2.13 1.37 5.23 5.05

VERTICAL CLEARANCES SHOWN OCCUR DURING MAXIMUM VARIATIONS OF AIRPLANE ATTITUDE. COMBINATIONS OF AIRPLANE LOADING AND UNLOADING ACTIVITIES THAT PRODUCE THE GREATEST POSSIBLE VARIATIONS IN ATTITUDE WERE USED TO ESTABLISH THE VARIATIONS SHOWN. DURING ROUTINE SERVICING, THE AIRPLANE REMAINS RELATIVELY STABLE, PITCH AND ELEVATION CHANGES OCCURRING SLOWLY.

2.3.5 GROUND CLEARANCES MODEL 747-400 DOMESTIC D6-58326-1 28 DECEMBER 2002

2.4.1 INTERIOR ARRANGEMENTS - TRI-CLASS CONFIGURATION MODEL 747-400 D6-58326-1 DECEMBER 2002 29

MAIN DECK 416 PASSENGERS

2.4.2 INTERIOR ARRANGEMENTS - TRI-CLASS CONFIGURATION MODEL 747-400ER D6-58326-1 30 DECEMBER 2002

UPPER DECK

UPPER DECK

MAIN DECK

MAIN DECK 500 PASSENGERS

2.4.3 INTERIOR ARRANGEMENTS DUAL CLASS CONFIGURATION MODEL 747-400ER D6-58326-1 DECEMBER 2002 31

UPPER DECK

UPPER DECK

MAIN DECK

2.4.4 INTERIOR ARRANGEMENTS - PASSENGER/CARGO CONFIGURATION MODEL 747-400 COMBI D6-58326-1 32 DECEMBER 2002

2.4.5 INTERIOR ARRANGEMENTS - MAIN DECK CARGO MODEL 747-400 FREIGHTER, -400ER FREIGHTER D6-58326-1 DECEMBER 2002 33

2.4.6 INTERIOR ARRANGEMENTS - HIGH-DENSITY SEATING CONFIGURATION MODEL 747-400 DOMESTIC D6-58326-1 34 DECEMBER 2002

FORWARD CABIN

BUSINESS CLASS UPPER DECK - 4-ABREAST MAIN DECK FIRST CLASS - 6-ABREAST

2.5.1 CABIN CROSS-SECTIONS - FIRST AND BUSINESS CLASS SEATS MODEL 747-400 D6-58326-1 DECEMBER 2002 35

UPPER DECK - 4-ABREAST MAIN DECK - 8-ABREAST

MAIN DECK - 7-ABREAST

2.5.2 CABIN CROSS-SECTIONS - BUSINESS CLASS SEATS MODEL 747-400 D6-58326-1 36 DECEMBER 2002

2.5.3 CABIN CROSS-SECTIONS - ECONOMY CLASS SEATS MODEL 747-400 D6-58326-1 DECEMBER 2002 37

SECTION THROUGH STAIRS (VIEW LOOKING FORWARD)

2.5.4 CABIN CROSS-SECTIONS - GALLEY AND STAIRS MODEL 747-400 D6-58326-1 38 DECEMBER 2002

FORWARD COMPARTMENT

AFT COMPARTMENT

BULK CARGO COMPARTMENT

HALF-WIDTH CONTAINER (LD1)

FULL-WIDTH CONTAINER (LD2)

2.6.1 LOWER CARGO COMPARTMENTS - CONTAINERS AND BULK CARGO MODEL 747-400, -400 COMBI, -400 DOMESTIC D6-58326-1 DECEMBER 2002 39

AFT COMPARTMENT FORWARD COMPARTMENT




2.6.2 LOWER CARGO COMPARTMENTS - CONTAINERS AND BULK CARGO MODEL 747-400ER D6-58326-1 40 DECEMBER 2002

FORWARD COMPARTMENT

AFT COMPARTMENT




2.6.3 LOWER CARGO COMPARTMENTS - CONTAINERS AND BULK CARGO MODEL 747-400 FREIGHTER, -400ER FREIGHTER D6-58326-1 DECEMBER 2002 41

2.7.1 DOOR CLEARANCES - MAIN ENTRY DOOR LOCATIONS MODEL 747-400

D6-58326-1 42 FEBRUARY 2006

PLAN VIEW

2.7.2 DOOR CLEARANCES - MAIN ENTRY DOORS 1-4 (PLAN VIEW) MODEL 747-400 D6-58326-1 DECEMBER 2002 43

VIEW LOOKING FORWARD

2.7.3 DOOR CLEARANCES - MAIN ENTRY DOORS 1-4 (SIDE VIEW) MODEL 747-400 D6-58326-1 44 DECEMBER 2002

PLAN VIEW


2.7.4 DOOR CLEARANCES - MAIN ENTRY DOOR 5 MODEL 747-400 D6-58326-1 DECEMBER 2002 45

LEFT SIDE VIEW


2.7.5 DOOR CLEARANCES - UPPER DECK EMERGENCY EXIT DOOR MODEL 747-400 D6-58326-1 46 DECEMBER 2002

RIGHT SIDE VIEW

CONTAINER CARGO DOOR - VIEW LOOKING FORWARD

2.7.6 DOOR CLEARANCES - LOWER FORWARD CARGO COMPARTMENT MODEL 747-400 D6-58326-1 DECEMBER 2002 47

RIGHT SIDE VIEW

CONTAINER CARGO DOOR - VIEW LOOKING FORWARD

2.7.7 DOOR CLEARANCES - LOWER AFT CARGO COMPARTMENT MODEL 747-400 D6-58326-1 48 DECEMBER 2002

RIGHT SIDE VIEW

RIGHT SIDE VIEW VIEW LOOKING FORWARD

2.7.8 DOOR CLEARANCES - BULK CARGO COMPARTMENT MODEL 747-400 D6-58326-1 DECEMBER 2002 49

LEFT SIDE VIEW


2.7.9 DOOR CLEARANCES - MAIN DECK CARGO DOOR MODEL 747-400 COMBI, -400 FREIGHTER, -400ER FREIGHTER D6-58326-1 50 DECEMBER 2002

2.7.10 DOOR CLEARANCES - NOSE CARGO DOOR MODEL 747-400 FREIGHTER, -400ER FREIGHTER D6-58326-1 DECEMBER 2002 51

VIEW LOOKING AFT

ELEVATION


D6-58326-1 52 DECEMBER 2002

3.0 AIRPLANE PERFORMANCE 3.1 3.2 3.3 3.4 General Information Payload/Range for 0.85 Mach Cruise F.A.R. Takeoff Runway Length Requirements F.A.R. Landing Runway Length Requirements

D6-58326-1 DECEMBER 2002 53

3.0 AIRPLANE PERFORMANCE 3.1 General Information The graphs in Section 3.2 provide information on operational empty weight (OEW) and payload, trip range, brake release gross weight, and fuel limits for airplane models with the different engine options. To use these graphs, if the trip range and zero fuel weight (OEW + payload) are known, the approximate brake release weight can be found, limited by fuel quantity. Examples of loading conditions under certain OEW's are illustrated in each graph. The graphs in Section 3.3 provide information on F.A.R. takeoff runway length requirements with the different engines at different pressure altitudes. Maximum takeoff weights shown on the graphs are the heaviest for the particular airplane models with the corresponding engines. Standard day temperatures for pressure altitudes shown on the F.A.R. takeoff graphs are given below:

PRESSURE ALTITUDE FEET 0 2,000 4,000 6,000 8,000 10,000 METERS 0 610 1,219 1,829 2,438 3,048

STANDARD DAY TEMP oF 59.0 51.9 44.7 37.6 30.5 23.3 oC 15.00 11.04 7.06 3.11 -0.85 -4.81

The graphs in Section 3.4 provide information on landing runway length requirements for different airplane weights and airport altitudes. The maximum landing weights shown are the heaviest for the particular airplane model.

D6-58326-1 54 DECEMBER 2002

3.2.1 PAYLOAD/RANGE FOR 0.85 MACH CRUISE MODEL 747-400, -400 COMBI (CF6-80C2B1F ENGINES) D6-58326-1 DECEMBER 2002 55

RANGE - 1,000 NAUTICAL MILES OEW PLUS PAYLOAD 1,000 KILOGRAMS 1,000 POUNDS

3.2.2 PAYLOAD/RANGE FOR 0.85 MACH CRUISE MODEL 747-400, -400 COMBI (PW 4056ENGINES) D6-58326-1 56 DECEMBER 2002


3.2.3 PAYLOAD/RANGE FOR 0.85 MACH CRUISE MODEL 747-400, -400 COMBI (RB211-524G ENGINES) D6-58326-1 DECEMBER 2002 57


3.2.4 PAYLOAD/RANGE FOR 0.85 MACH CRUISE MODEL 747-400 FREIGHTER (CF6-80C2B1F ENGINES) D6-58326-1 58 DECEMBER 2002


3.2.5 PAYLOAD/RANGE FOR 0.85 MACH CRUISE MODEL 747-400ER (CF6-80C2B5F ENGINES) D6-58326-1 DECEMBER 2002 59


3.2.6 PAYLOAD/RANGE FOR 0.85 MACH CRUISE MODEL 747-400ER (PW 4062 ENGINES) D6-58326-1 60 DECEMBER 2002


3.2.7 PAYLOAD/RANGE FOR 0.85 MACH CRUISE MODEL 747-400ER (RB211-524H8-T ENGINES) D6-58326-1 DECEMBER 2002 61


3.2.8 PAYLOAD/RANGE FOR 0.85 MACH CRUISE MODEL 747-400ER FREIGHTER (CF6-80C2B5F ENGINES) D6-58326-1 62 DECEMBER 2002


3.2.9 PAYLOAD/RANGE FOR 0.85 MACH CRUISE MODEL 747-400ER FREIGHTER (PW4062 ENGINES) D6-58326-1 DECEMBER 2002 63


3.2.10 PAYLOAD/RANGE FOR 0.85 MACH CRUISE MODEL 747-400ER FREIGHTER (RB211-524H8-T ENGINES) D6-58326-1 64 DECEMBER 2002


3.2.11 PAYLOAD/RANGE FOR 0.84 MACH CRUISE MODEL 747-400 DOMESTIC (CF6-80C2B1F ENGINES) D6-58326-1 DECEMBER 2002 65


3.3.1 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL 747-400 (CF6-80C2B1 ENGINES) D6-58326-1 66 DECEMBER 2002

1,000 KILOGRAMS BRAKE RELEASE GROSS WEIGHT

1,000 POUNDS F.A.R. TAKEOFF RUNWAY LENGTH 1,000 METERS 1,000 FEET

3.3.2 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY +31F (STD + 17.2C) MODEL 747-400 (CF6-80C2B1 ENGINES) D6-58326-1 DECEMBER 2002 67



3.3.3 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL 747-400 (PW-4056 ENGINES) D6-58326-1 68 DECEMBER 2002



3.3.4 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY +33oF (STD + 18.3oC) MODEL 747-400 (PW4056 ENGINES) D6-58326-1 DECEMBER 2002 69



3.3.5 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL 747-400 (RB211-524G2 ENGINES) D6-58326-1 70 DECEMBER 2002



3.3.6 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY +27oF (STD + 15oC) MODEL 747-400 (RB211-524G2 ENGINES) D6-58326-1 DECEMBER 2002 71



3.3.7 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL 747-400 FREIGHTER (CF6-80C2B1 ENGINES) D6-58326-1 72 DECEMBER 2002



3.3.8 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY +31oF (STD + 17.2oC) MODEL 747-400 FREIGHTER (CF6-80C2B1 ENGINES) D6-58326-1 DECEMBER 2002 73



3.3.9 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL 747-400ER (CF6-80C2B5F ENGINES) D6-58326-1 74 DECEMBER 2002

1,000 KILOGRAMS BRAKE-RELEASE GROSS WEIGHT


3.3.10 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY + 31F (STD + 17C) MODEL 747-400ER (CF6-80C2B5F ENGINES) D6-58326-1 DECEMBER 2002 75



3.3.11 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL 747-400ER (PW-4062 ENGINES) D6-58326-1 76 DECEMBER 2002



3.3.12 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY +31F (STD + 17C) MODEL 747-400ER (PW4062 ENGINES) D6-58326-1 DECEMBER 2002 77



3.3.13 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL 747-400ER (RB211-524H8-T ENGINES) D6-58326-1 78 DECEMBER 2002



3.3.14 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY +31F (STD + 17C) MODEL 747-400ER (RB211-524H8-T ENGINES) D6-58326-1 DECEMBER 2002 79



3.3.15 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL 747-400ER FREIGHTER (CF6-80C2B5F ENGINES) D6-58326-1 80 DECEMBER 2002



3.3.16 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY + 31F (STD + 17C) MODEL 747-400ER FREIGHTER (CF6-80C2B5F ENGINES) D6-58326-1 DECEMBER 2002 81



3.3.17 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL 747-400ER FREIGHTER (PW4062 ENGINES) D6-58326-1 82 DECEMBER 2002



3.3.18 FA.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY + 31F (STD + 17C) MODEL 747-400ER FREIGHTER (PW4062 ENGINES) D6-58326-1 DECEMBER 2002 83



3.3.19 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL 747-400ER FREIGHTER (RB211-524H8-T ENGINES) D6-58326-1 84 DECEMBER 2002



3.3.20 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY + 31F (STD + 17C) MODEL 747-400ER FREIGHTER (RB211-524H8-T ENGINES) D6-58326-1 DECEMBER 2002 85



3.3.21 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL 747-400 DOMESTIC (CF6-80C2B1 ENGINES) D6-58326-1 86 DECEMBER 2002



3.3.22 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY +31oF (STD + 17.2oC) MODEL 747-400 DOMESTIC (CF6-80C2B1 ENGINES) D6-58326-1 DECEMBER 2002 87



3.4.1 F.A.R. LANDING RUNWAY LENGTH REQUIREMENTS - FLAPS 25 MODEL 747-400, -400 COMBI, -400 DOMESTIC, -400 FREIGHTER D6-58326-1 88 DECEMBER 2002

1,000 KILOGRAMS OPERATIONAL LANDING WEIGHT

1,000 POUNDS F.A.R. LANDING RUNWAY LENGTH 1,000 METERS 1,000 FEET

3.4.2 F.A.R. LANDING RUNWAY LENGTH REQUIREMENTS - FLAPS 30 MODEL 747-400, -400 COMBI, -400 DOMESTIC, -400 FREIGHTER D6-58326-1 DECEMBER 2002 89


1,000 POUNDS

F.A.R. LANDING RUNWAY LENGTH 1,000 METERS

1,000 FEET

3.4.3 F.A.R. LANDING RUNWAY LENGTH REQUIREMENTS - FLAPS 25 MODEL 747-400ER, -400ER FREIGHTER D6-58326-1 90 DECEMBER 2002



3.4.4 F.A.R. LANDING RUNWAY LENGTH REQUIREMENTS - FLAPS 30 MODEL 747-400ER, -400ER FREIGHTER D6-58326-1 DECEMBER 2002 91




D6-58326-1 92 DECEMBER 2002

4.0 GROUND MANEUVERING 4.1 4.2 4.3 4.4 4.5 4.6 General Information Turning Radii Clearance Radii Visibility From Cockpit in Static Position Runway and Taxiway Turn Paths Runway Holding Bay

D6-58326-1 DECEMBER 2002 93

4.0 GROUND MANEUVERING 4.1 General Information The 747 main landing gear consists of four main struts, each strut with four wheels. This geometric arrangement of the four main gears results in somewhat different ground maneuvering characteristics from those experienced with typical landing gear aircraft. Basic factors that influence the geometry of the turn include: 1. Nose wheel steering angle 2. Engine power settings 3. Center of gravity location 4. Airplane weight 4. Pavement surface conditions 6. Amount of differential braking 7. Ground speed 8. Main landing gear steering The steering system of the 747 incorporates steering of the main body landing gear in addition to the nose gear steering. This body gear steering system is hydraulically actuated and is programmed electrically to provide steering ratios proportionate to the nose gear steering angles. During takeoff and landing, the body gear steering system is centered, mechanically locked, and depressurized. Steering of the main body gear has the following advantages over ground maneuvering without this steering feature; overall improved maneuverability, including improved nose gear tracking; elimination of the need for differential braking during ground turns, with subsequent reduced brake wear; reduced thrust requirements; lower main gear stress levels; and reduced tire scrubbing. The turning radii shown in Section 4.2 are derived from a previous test involving a 747-200. The 747400 is expected to follow the same maneuvering characteristics.

D6-58326-1 94 DECEMBER 2002

BODY GEAR ANGLE (DEG)

NOSE GEAR ANGLE (DEG)

NOSEGEAR/BODY GEAR TURN RATIOS

4.1.1 GENERAL INFORMATION MODEL 747 D6-58326-1 DECEMBER 2002 95

4.2.1 TURNING RADII - WITH BODY GEAR STEERING - SYMMETRICAL THRUST MODEL 747 D6-58326-1 96 DECEMBER 2002

DISTANCE BETWEEN AIRPLANE CENTERLINE AND TURN CENTER (X)

METERS

FEET NOSE GEAR STEERING ANGLE, DEGREES

4.2.2 TURNING RADII - BODY GEAR STEERING INOPERATIVE - SYMMETRICAL THRUST MODEL 747 D6-58326-1 DECEMBER 2002 97


METERS


4.2.3 TURNING RADII - WITH BODY GEAR STEERING - UNSYMMETRICAL THRUST MODEL 747 D6-58326-1 98 DECEMBER 2002


METERS


4.2.4 TURNING RADII - BODY GEAR STEERING INOPERATIVE- SYMMETRICAL THRUST MODEL 747 D6-58326-1 DECEMBER 2002 99


METERS


NOSE GEAR STEERING ANGLE, DEGREES

100 DECEMBER 2002FEET METERS DISTANCE BETWEEN AIRPLANE CENTERLINE AND TURN CENTER, (X)

4.2.5 TURNING RADII - TOWED MODEL 747

D6-58326-1

X* (FEET)

NOTES: 1. CONSULT AIRLINE FOR OPERATING PROCEDURES 2. VALUES ARE ROUNDED TO THE NEAREST FOOT RADIUS (FEET) A (4) B (3) C (3) D WING TIP NOSE GEAR WING GEAR TAIL TIP (2) 146 158 171 185 200 216 233

E NOSE (1) 117 125 136 148 162 178 194 (2) 112 120 132 145 159 175 191

(1) (2) (1) (2) (1) (2) (1) 40 157 159 96 91 61 61 142 60 176 177 106 102 81 81 154 80 195 196 119 115 101 101 167 100 214 215 133 130 121 121 182 120 233 234 149 146 141 141 197 140 253 254 166 163 161 161 213 160 272 273 183 181 181 181 230 * X = DISTANCE BETWEEN AIRPLANE CENTERLINE AND TURN CENTER (1) BODY GEAR STEERING INOPERATIVE (2) WITH BODY GEAR STEERING (3) MEASURED TO OUTSIDE TIRE FACES (4) WINGSPAN AT 213 FEET

Z (3) MINIMUM WIDTH FOR 180TURN (1) (2) 156 152 187 183 219 216 254 251 290 287 327 324 364 362

4.3.1 CLEARANCE RADII - ENGLISH UNITS MODEL 747-400, -400 COMBI, -400 FREIGHTER, -400ER, -400ER FREIGHTER D6-58326-1 DECEMBER 2002 101

NOTES: 1. CONSULT AIRLINE FOR OPERATING PROCEDURES 2. VALUES ARE ROUNDED TO THE NEAREST 0.1 METER RADIUS (METERS) A (4) B (3) C (3) D X* WING TIP NOSE GEAR WING GEAR TAIL TIP (METERS) (1) (2) (1) (2) (1) (2) (1) 15 50.4 50.9 30.5 29.2 21.3 21.3 44.9 20 55.1 55.6 33.3 32.1 26.3 26.3 48.0 25 59.9 60.3 36.6 35.5 31.3 31.3 51.3 30 64.7 65.1 40.2 39.3 36.3 36.3 55.0 35 69.5 69.9 44.2 43.3 41.3 41.3 58.8 40 74.4 74.8 48.3 47.5 46.3 46.3 62.8 45 79.3 79.6 52.6 51.8 51.3 51.3 66.9 * X = DISTANCE BETWEEN AIRPLANE CENTERLINE AND TURN CENTER (1) BODY GEAR STEERING INOPERATIVE (2) WITH BODY GEAR STEERING (3) MEASURED TO OUTSIDE TIRE FACES (4) WINGSPAN AT 64.9 METERS (2) 46.1 49.1 52.4 56.0 59.8 63.7 67.8

E NOSE

(1) 36.6 38.9 41.7 44.9 48.3 52.1 56.0

(2) 35.2 37.6 40.5 43.7 47.3 51.1 55.1

Z (3) MINIMUM WIDTH FOR 180TURN (METERS) (1) (2) 51.8 50.5 59.6 58.4 67.9 66.8 76.5 75.6 85.5 84.6 94.6 93.8 103.9 103.1

4.3.2 CLEARANCE RADII - METRIC UNITS MODEL 747-400, -400 COMBI, -400 FREIGHTER, -400ER, -400ER FREIGHTER D6-58326-1 102 DECEMBER 2002

X* (FEET)

NOTE: CONSULT AIRLINE FOR OPERATING PROCEDURES RADIUS (FEET) A B (3) C (3) D WING TIP NOSE GEAR WING GEAR TAIL TIP (1) (2) 151 170 188 207 226 246 265 (1) 96 106 119 133 149 166 183 (2) 91 102 115 130 146 163 181 (1) 61 81 101 121 141 161 181 (2) 61 81 101 121 141 161 181 (1) 142 154 167 182 197 213 230 (2) 146 158 171 185 200 216 233

E NOSE (1) 117 125 136 148 162 178 194 (2) 112 120 132 145 159 175 191

Z (3) MINIMUM WIDTH FOR 180TURN (1) 156 187 219 254 290 327 364 (2) 152 183 216 251 287 324 362

40 60 80 100 120 140 160

148 168 187 206 225 245 264

* X = DISTANCE BETWEEN AIRPLANE CENTERLINE AND TURN CENTER (1) BODY GEAR STEERING INOPERATIVE (2) WITH BODY GEAR STEERING (3) MEASURED TO OUTSIDE TIRE FACES

4.3.3 CLEARANCE RADII - ENGLISH UNITS MODEL 747-400 DOMESTIC D6-58326-1 DECEMBER 2002 103

NOTE: CONSULT AIRLINE FOR OPERATING PROCEDURES RADIUS (METERS) A B (3) C (3) X* WING TIP NOSE GEAR WING GEAR (METERS) (1) 15 20 25 30 35 40 45 48.2 52.7 57.6 62.2 67.1 71.9 76.8 (2) 48.8 53.3 59.7 62.8 67.7 72.2 77.1 (1) 30.5 33.3 36.6 40.2 44.2 48.3 52.6 (2) 29.2 32.1 35.5 39.3 43.3 47.5 51.8 (1) 21.3 26.3 31.3 36.3 41.3 46.3 51.3 (2) 21.3 26.3 31.3 36.3 41.3 46.3 51.3

D TAIL TIP

E NOSE

Z (3) MINIMUM WIDTH FOR 180TURN (METERS) (2) (1) 51.8 59.6 67.9 76.5 85.5 94.6 103.9 (2) 50.5 58.4 66.8 75.6 84.6 93.8 103.1

(1) 44.9 48.0 51.3 55.0 58.8 62.8 66.9

(2) 46.1 49.1 52.4 56.0 59.8 63.7 67.8

(1) 36.6 38.9 41.7 44.9 48.3 52.1 56.0

35.2 37.6 40.5 43.7 47.3 51.1 55.1

* X = DISTANCE BETWEEN AIRPLANE CENTERLINE AND TURN CENTER (1) BODY GEAR STEERING INOPERATIVE (2) WITH BODY GEAR STEERING (3) MEASURED TO OUTSIDE TIRE FACES

4.3.4 CLEARANCE RADII - METRIC UNITS MODEL 747-400 DOMESTIC D6-58326-1 104 DECEMBER 2002

NOT TO BE USED FOR LANDING APPROACH VISIBILITY

VISUAL ANGLES IN VERTICAL PLANE THROUGH PILOT'S EYE POSITION

VISUAL ANGLE IN HORIZONTAL PLANE THROUGH PILOT'S EYE POSITION

VISUAL ANGLES IN PLANE PERPENDICULAR TO LONGITUDINAL AXIS THROUGH PILOT'S EYE POSITION

4.4 VISIBILITY FROM COCKPIT IN STATIC POSITION MODEL 747-400 D6-58326-1 DECEMBER 2002 105

106 DECEMBER 2002NOSE GEAR TRACKING BEYOND INTERSECTING TAXIWAY CENTERLINE (JUDGEMENTAL OVERSTEERING) NOSE GEAR TRACKING CENTERLINE TO CENTERLINE

4.5.1 RUNWAY AND TAXIWAY TURN PATHS - RUNWAY-TO-TAXIWAY, 90 DEGREES MODEL 747-400

D6-58326-1

4.5.2 RUNWAY AND TAXIWAY TURN PATHS - RUNWAY-TO-TAXIWAY, MORE THAN 90 DEGREES, NOSE GEAR TRACKS CENTERLINE MODEL 747-400 D6-58326-1 DECEMBER 2002 107

NOSE GEAR TRACKING CENTERLINE-TO-CENTERLINE

4.5.3 RUNWAY AND TAXIWAY TURN PATHS - RUNWAY-TO-TAXIWAY, MORE THAN 90 DEGREES, JUDGMENTAL OVERSTEERING MODEL 747-400 D6-58326-1 108 DECEMBER 2002

NOSE GEAR TRACKING BEYOND CENTERLINE OF TURNS (JUDGMENTAL OVERSTEERING)

4.5.4 RUNWAY AND TAXIWAY TURN PATHS - TAXIWAY-TO-TAXIWAY, 90 DEGREES MODEL 747-400

D6-58326-1NOSE GEAR TRACKING BEYONG INTERSECTING TAXIWAY CENTERLINE (JUDGEMENTAL OVERSTEERING)

DECEMBER 2002

NOSE GEAR TRACKING CENTERLINE TO CENTERLINE

109

4.5.5 RUNWAY AND TAXIWAY TURN PATHS - TAXIWAY-TO-TAXIWAY, 90 DEGREES, ICAO RECOMMENDATION MODEL 747-400 D6-58326-1 110 DECEMBER 2002

COCKPIT FOLLOWING CENTERLINE OF TURNS (ICAO RECOMMENDATION)

4.6 RUNWAY HOLDING BAY MODEL 747-400 D6-58326-1 DECEMBER 2002 111


D6-58326-1 112 DECEMBER 2002

5.0 TERMINAL SERVICING 5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 Airplane Servicing Arrangement - Typical Turnaround Terminal Operations - Turnaround Station Terminal Operations - En Route Station Ground Servicing Connections Engine Starting Pneumatic Requirements Ground Pneumatic Power Requirements Conditioned Air Requirements Ground Towing Requirements

D6-58326-1 DECEMBER 2002 113

5.0 TERMINAL SERVICING During turnaround at the terminal, certain services must be performed on the aircraft, usually within a given time, to meet flight schedules. This section shows service vehicle arrangements, schedules, locations of service points, and typical service requirements. The data presented in this section reflect ideal conditions for a single airplane. Service requirements may very according to airplane condition and airline procedure. Section 5.1 shows typical arrangements of ground support equipment during turnaround. As noted, if the auxiliary power unit (APU) is used, the electrical, air start, and air-conditioning service vehicles would not be required. Passenger loading bridges or portable passenger stairs could be used to load or unload passengers. Sections 5.2 and 5.3 show typical service times at the terminal. These charts give typical schedules for performing service on the airplane within a given time. Service times could be rearranged to suit availability of personnel, airplane configuration, and degree of service required. Section 5.4 shows the locations of ground service connections in graphic and in tabular forms. Typical capacities and service requirements are shown in the tables. Services with requirements that vary with conditions are described in subsequent sections. Section 5.5 shows typical sea level air pressure and flow requirements for starting different engines. The curves are based on an engine start time of 90 seconds. Section 5.6 shows pneumatic requirements for heating and cooling (air conditioning) using high pressure air to run the air cycle machine. The curves show airflow requirements to heat or cool the airplane within a given time and ambient conditions. Maximum allowable pressure and temperature for air cycle o machine operation are 60 psia and 450 F, respectively. Section 5.7 shows pneumatic requirements for heating and cooling the airplane, using low pressure conditioned air. This conditioned air is supplied through an 8-in ground air connection (GAC) directly to the passenger cabin, bypassing the air cycle machines. Section 5.8 shows ground towing requirements for various ground surface conditions.

D6-58326-1 114 DECEMBER 2002

5.1.1 AIRPLANE SERVICING ARRANGEMENT - TYPICAL TURNAROUND MODEL 747-400, -400 DOMESTIC, -400ER D6-58326-1 DECEMBER 2002 115

5.1.2 AIRPLANE SERVICING ARRANGEMENT - TYPICAL TURNAROUND MODEL 747-400 COMBI D6-58326-1 116 DECEMBER 2002

5.1.3 AIRPLANE SERVICING ARRANGEMENT - TYPICAL TURNAROUND MODEL 747-400 FREIGHTER, -400ER FREIGHTER D6-58326-1 DECEMBER 2002 117

5.2.1 TERMINAL OPERATIONS - TURNAROUND STATION ALL PASSENGER MODEL 747-400, -400 C0MBI, -400 DOMESTIC D6-58326-1 118 DECEMBER 2002

5.2.2 TERMINAL OPERATIONS - TURNAROUND STATION ALL PASSENGER MODEL 747-400ER D6-58326-1 DECEMBER 2002 119

5.2.3 TERMINAL OPERATIONS - TURNAROUND STATION PASSENGER/CARGO MODEL 747-400 COMBI D6-58326-1 120 DECEMBER 2002

5.2.4 TERMINAL OPERATIONS - TURNAROUND STATION ALL CARGO, NOSE DOOR LOADING MODEL 747-400 FREIGHTER, -400ER FREIGHTER D6-58326-1 DECEMBER 2002 121

5.2.5 TERMINAL OPERATIONS - TURNAROUND STATION ALL CARGO, SIDE DOOR LOADING MODEL 747-400 FREIGHTER, -400ER FREIGHTER D6-58326-1 122 DECEMBER 2002

5.2.6

TERMINAL OPERATIONS - TURNAROUND STATION ALL CARGO, NOSE AND SIDE CARGO DOOR LOADING MODEL 747-400 FREIGHTER, -400ER FREIGHTER D6-58326-1 DECEMBER 2002 123

5.3.1 TERMINAL OPERATIONS - EN ROUTE STATION - ALL PASSENGER MODEL 747-400, -400 C0MBI, -400 DOMESTIC D6-58326-1 124 DECEMBER 2002

5.3.2 TERMINAL OPERATIONS - EN ROUTE STATION - ALL PASSENGER MODEL 747-400ER D6-58326-1 DECEMBER 2002 125

5.4.1 GROUND SERVICE CONNECTIONS MODEL 747-400 D6-58326-1 126 DECEMBER 2002

SYSTEM ELECTRICAL TWO COLLOCATED CONNECTORS 90 KVA , 200/115 V AC 400 HZ, 3-PHASE EACH FUEL FOUR UNDERWING PRESSURE CONNECTORS (2 ON EACH WING) MAX FUELING RATE 500 US GPM (1890 LPM) PER NOZZLE OR 2000 US GPM (7570 LPM) TOTAL MAX FUEL PRESSURE 50 PSIG (3.52 KG/CM2) OVERWING GRAVITY FUEL CONNECTIONS WING FUEL VENT TAIL FUEL VENT TANK CAPACITIES: TANK RESERVE NO 2 & 3 MAIN NO 1 & 2 MAIN NO 2 & 3 CENTER WING HORIZONTAL STABILIZER BODY FUEL TANKS (747-400ER ONLY) MANIFOLD, LINES, & MISC TOTAL USABLE (747-400 ONLY) TOTAL USABLE (747-400ER ONLY)

DISTANCE AFT OF NOSE FT-IN M

DISTANCE FROM AIRPLANE CENTERLINE LH SIDE RH SIDE FT-IN M FT-IN M

HEIGHT ABOVE GROUND MINIMUM MAXIMUM FT-IN M FT-IN M

26 - 9

8.15

-

-

3-4

1.02

7 - 10

2.39

9-4

2.85

104 - 7 105 - 7

31.89 32.18

45 - 8 46 - 9

13.91 14.26

45 - 8 46 - 9

13.91 14.26

14 - 9 14 - 9

4.50 4.50

15 - 10 15 - 10

4.84 4.84

82 - 10 116 - 7 146 - 9 221 - 3

25.25 35.53 44.73 67.44

16 - 7 53 - 9 89 - 4 -

5.06 16.39 27.23 -

16 - 7 53 - 9 89 - 4 29 - 10

5.06 16.39 27.23 9.09

15 - 3 16 - 11 16 - 10 27 - 1

4.65 5.14 5.12 8.24

16 - 3 18 - 2 19 - 3 28 - 9

4.96 5.54 5.86 8.75

VOLUME U.S. GALLONS LITERS U.S. GALLONS LITERS U.S. GALLONS LITERS U.S. GALLONS LITERS U.S. GALLONS LITERS U.S. GALLONS LITERS U.S. GALLONS LITERS U.S. GALLONS LITERS U.S. GALLONS LITERS

RB211-524G, RB211-524H PW 4058, PW 4062 1,298 EACH 4,913 EACH 4,506 EACH 17,055 EACH 12,546 EACH 47,486 EACH 17,164 64,960 3,300 12,490 3,060 EACH 11,582 EACH 121 (-400), 176 (-400ER) 458 (-400), 666 (400ER) 57,340 217,032 63,460 240,196

CF6-80C2B1 CF6-80C2B5F 1,322 EACH 5,004 EACH 4,372 EACH 16,548 EACH 12,546 EACH 47,486 EACH 17,164 64,960 3,300 12,490 3,060 EACH 11,582 EACH 121 (-400), 176 (-400ER) 458 (-400), 666 (400ER) 57,120 216,199 63,240 239,363

5.4.2 GROUND SERVICE CONNECTIONS MODEL 747-400 D6-58326-1 DECEMBER 2002 127

SYSTEM LAVATORY ONE SERVICE PANEL THREE SERVICE CONNECTIONS DRAIN: ONE 4-IN (10.2 CM) FLUSH: TWO 1-IN (2.5 CM) FLUSH REQUIREMENTS FLOW: 10 GPM (38 LPM) PRESSURE: 30 PSIG (2.11 KG/CM2) TOTAL CAPACITY, 4 TANKS 300 US GAL (1140 L) PNEUMATIC TWO 3-IN(7.6CM) HIGHPRESSURE PORTS TWO 8-IN (0.20 M) GROUND CONDITIONED AIR CONNECTIONS POTABLE WATER ONE SERVICE CONNECTION CONNECTOR SIZE 3/4 IN (1.95 CM) TANK CAPACITY - 330 U.S GAL (1,250 L) FILL PRESSURE - 30 PSIG (2.11 KG/SQ CM) FILL RATE - 30 GPM (113.5 LPM) DRAIN SIZE 1 IN (2.54 CM) SECOND CONNECTION (ON 747-400ER ONLY) HYDRAULIC ONE SERVICE PANEL 4 RESERVOIRS ENG 1 - 9.5 U.S. GAL (35.9 L) ENG 2 - 5,5 U.S. GAL (20.8 L) ENG 3 - 5.5 U.S. GAL (20.8 L) ENG 4 - 9.5 U.S. GAL (35.9 L) 150 PSI (10.6 KG/CM2) MAX OXYGEN ONE SERVICE CONNECTION SIZE 3/16 IN (0.48 CM) 1850 PSIG (130 KG/CM2) MAX

DISTANCE AFT OF NOSE FT-IN M

DISTANCE FROM AIRPLANE CENTERLINE LH SIDE RH SIDE FT-IN M FT-IN M

HEIGHT ABOVE GROUND MINIMUM FT-IN M MAXIMUM FT-IN M

160 - 0

48.77

0

0

0

0

8-9

2.67

9 - 11

3.03

96 - 6 96 - 6 89 - 0 93 - 4

29.42 29.42 27.13 28.45

2-0 3-0 7 - 11

0.61 0.91 2.40

1 - 10 -

0.55 -

6-7 6-7 7-4 7-0

2.01 2.01 2.24 2.13

7-5 7-5 8-3 7 - 11

2.27 2.27 2.52 2.40

74 - 4

22.66

-

-

1-5

0.6

7-2

2.18

8-3

2.50

127 - 2

38.76

2 - 10

0.87

-

-

7-3

2.20

8-2

2.48

114 - 0

34.75

0 - 10

0.25

-

-

7-0

2.13

7-0

2.13

39 - 2

11.94

-

-

8-5

2.55

13 - 5

4.09

14 - 10

4.51

5.4.3 GROUND SERVICE CONNECTIONS MODEL 747-400 D6-58326-1 128 DECEMBER 2002

AIRFLOW AT GROUND CONNECTION

KILOGRAMS PER MINUTE

PRESSURE AT GROUND CONNECTION

KG PER SQ. CM

PSIA

POUNDS PER MINUTE

DEGREES FAHRENHEIT

DEGREES CELSIUS AMBIENT AIR TEMPERATURE

5.5.1 ENGINE START PNEUMATIC REQUIREMENTS - SEA LEVEL MODEL 747-400 (CF6-80C2B1 ENGINES, GARRETT STARTER) D6-58326-1 DECEMBER 2002 129




KG PER SQ. CM

PSIA

POUNDS PER MINUTE

DEGREES FAHRENHEIT


5.5.2 ENGINE START PNEUMATIC REQUIREMENTS - SEA LEVEL MODEL 747-400 (CF6-80C2B1 ENGINES, HAMILTON STANDARD STARTER) D6-58326-1 130 DECEMBER 2002




KG PER SQ. CM

PSIA

POUNDS PER MINUTE

DEGREES FAHRENHEIT


5.5.3 ENGINE START PNEUMATIC REQUIREMENTS - SEA LEVEL MODEL 747-400 (PW 4056 ENGINES, GARRETT STARTER) D6-58326-1 DECEMBER 2002 131



PRESSURE AT GROUND CONNECTION KG PER SQ. CM

PSIA

POUNDS PER MINUTE 37

DEGREES FAHRENHEIT


5.5.4 ENGINE START PNEUMATIC REQUIREMENTS - SEA LEVEL MODEL 747-400 (PW 4056 ENGINES, HAMILTON STANDARD STARTER) D6-58326-1 132 DECEMBER 2002




KG PER SQ. CM

PSIA

POUNDS PER MINUTE

DEGREES FAHRENHEIT


5.5.5 ENGINE START PNEUMATIC REQUIREMENTS - SEA LEVEL MODEL 747-400 (RB211-524G ENGINES) D6-58326-1 DECEMBER 2002 133


POUNDS PER MINUTE

CABIN AIR FLOW

TIME IN MINUTES FOR CABIN TO REACH 75F (24C)


POUNDS PER MINUTE

CABIN AIR FLOW

TIME IN MINUTES FOR CABIN TO REACH 80F (26.7C)

5.6 GROUND PNEUMATIC POWER REQUIREMENTS - HEATING/COOLING MODEL 747-400 D6-58326-1 134 DECEMBER 2002

AIRFLOW TO AIRPLANE KILOGRAMS PER MINUTE

POUNDS PER MINUTE

DEGREES FAHRENHEIT

DEGREES CELSIUS AIR TEMPERATURE AT GROUND CONNECTION

5.7 CONDITIONED AIR FLOW REQUIREMENTS MODEL 747-400 D6-58326-1 DECEMBER 2002 135

5.8.1 GROUND TOWING REQUIREMENTS - ENGLISH UNITS MODEL 747-400 D6-58326-1 136 DECEMBER 2002

5.8.2 GROUND TOWING REQUIREMENTS - METRIC UNITS MODEL 747-400 D6-58326-1 DECEMBER 2002 137

THIS PAGE INTENTIONNALY LEFT BLANK

D6-58326-1 138 DECEMBER 2002

6.0

JET ENGINE WAKE AND NOISE DATA 6.1 6.2 Jet Engine Exhaust Velocities and Temperatures Airport and Community Noise

D6-58326-1 DECEMBER 2002 139

6.0 JET ENGINE WAKE AND NOISE DATA 6.1 Jet Engine Exhaust Velocities and Temperatures This section shows exhaust velocity and temperature contours aft of the 747-400 airplane. The contours were calculated from a standard computer analysis using three-dimensional viscous flow equations with mixing of primary, fan, and free-stream flow. The presence of the ground plane is included in the calculations as well as engine tilt and toe-in. Mixing of flows from the engines is also calculated. The analysis does not include thermal buoyancy effects which tend to elevate the jet wake above the ground plane. The buoyancy effects are considered to be small relative to the exhaust velocity and therefore are not included. The graphs show jet wake velocity and temperature contours for a representative engine . The results are valid for sea level, static, standard day conditions. The effect of wind on jet wakes was not included. There is evidence to show that a downwind or an upwind component does not simply add or subtract from the jet wake velocity, but rather carries the whole envelope in the direction of the wind. Crosswinds may carry the jet wake contour far to the side at large distances behind the airplane.

D6-58326-1 140 DECEMBER 2002

HEIGHT ABOVE GROUND

FEET

METERS

ELEVATION FEET METERS DISTANCE FROM AFT END OF AIRPLANE

GROUND PLANE

DISTANCE FROM AIRPLANE CENTERLINE

6.1.1 JET ENGINE EXHAUST VELOCITY CONTOURS - IDLE THRUST MODEL 747-400PLAN

D6-58326-1

DECEMBER 2002

AIRPLANE CENTERLINE

141

6.1.2 JET ENGINE EXHAUST VELOCITY CONTOURS - BREAKAWAY THRUST LEVEL PAVEMENT MODEL 747-400, -400 COMBI, -400 DOMESTIC, - 400 FREIGHTER D6-58326-1 142 DECEMBER 2002

GROUND PLANE

ELEVATION

METERS

FEET

DISTANCE FROM AFT END OF AIRPLANE

METERS

FEET

6.1.3 JET ENGINE EXHAUST VELOCITY CONTOURS - BREAKAWAY THRUST LEVEL PAVEMENT MODEL 747-400ER, -400ER FREIGHTER D6-58326-1 DECEMBER 2002 143


FEET

METERS

PLAN

AIRPLANE CENTERLINE

HEIGHT ABOVE GROUND

ELEVATION

METERS

FEET


METERS

FEET

6.1.4 JET ENGINE EXHAUST VELOCITY CONTOURS - BREAKAWAY THRUST 1.5% PAVEMENT UPSLOPE MODEL 747-400ER, -400ER FREIGHTER D6-58326-1 144 DECEMBER 2002


FEET

METERS

PLAN

AIRPLANE CENTERLINE

GROUND PLANE HEIGHT ABOVE GROUND

HEIGHT ABOVE GROUND

FEET

METERS

ELEVATION

GROUND PLANE

FEET METERS DISTANCE FROM AFT END OF AIRPLANE

6.1.5 JET ENGINE EXHAUST VELOCITY CONTOURS - TAKEOFF THRUST MODEL 747-400

D6-58326-1PLAN


FEET

METERS

DECEMBER 2002

AIRPLANE CENTERLINE

145

GROUND PLANE

TEMPERATURE CONTOURS FOR IDLE AND BREAKAWAY POWER CONDITIONS ARE NOT SHOWN BECAUSE THE MAXIMUM TEMPERATURE AFT OF THE AIRPLANE IS PREDICTED TO BE LESS THAN 100F (38C) FOR STANDARD DAY AMBIENT CONDITIONS OF 59F (15C)

ELEVATION

METERS

FEET


METERS

FEET

6.1.6 JET ENGINE EXHAUST TEMPERATURE CONTOURS IDLE AND BREAKAWAY THRUSTS MODEL 747-400 D6-58326-1 146 DECEMBER 2002


FEET

METERS

PLAN

AIRPLANE CENTERLINE

HEIGHT ABOVE GROUND

HEIGHT ABOVE GROUND

FEET

METERS

ELEVATION FEET METERS DISTANCE FROM AFT END OF AIRPLANE

GROUND PLANE


6.1.7 JET ENGINE EXHAUST TEMPERATURE CONTOURS - TAKEOFF THRUST MODEL 747-400

D6-58326-1PLAN

FEET

METERS

DECEMBER 2002

AIRPLANE CENTERLINE

147

6.2 Airport and Community Noise Airport noise is of major concern to the airport and community planner. The airport is a major element in the community's 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 the following: 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.

D6-58326-1 148 DECEMBER 2002

3.

Surface Condition-Shielding, Extra Ground Attenuation (EGA) (a) 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 ground. Additionally, hills, shrubs, trees, and large buildings can act as sound buffers.

All these factors can alter the shape and size of the contours appreciable. 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. Condition 1 Landing Maximum Structural Landing Weight 10-knot Headwind 3o Approach 84 oF Humidity 15% Zero Wind 84 oF Humidity 15% Takeoff Maximum Gross Takeoff Weight

Condition 2 Landing: 85% of Maximum Structural Landing Weight 10-knot Headwind 3o Approach 59 oF Humidity 70% Takeoff: 80% of Maximum Gross Takeoff Weight 10-knot Headwind 59 oF Humidity 70%

D6-58326-1 DECEMBER 2002 149

As indicated from 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%. 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 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 the best 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 shown herein are only for illustrating 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.

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7.0 PAVEMENT DATA 7.1 7.2 7.3 7.4 7.5 7.6 7.7 7.8 7.9 General Information Landing Gear Footprint Maximum Pavement Loads Landing Gear Loading on Pavement Flexible Pavement Requirements - U.S. Army Corps of Engineers Method S-77-1 and FAA Design Method Flexible Pavement Requirements - LCN Conversion Rigid Pavement Requirements - Portland Cement Association Design Method Rigid Pavement Requirements - LCN Conversion Rigid Pavement Requirements - FAA Design Method

7.10 ACN/PCN Reporting System - Flexible and Rigid Pavements

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7.0 PAVEMENT DATA 7.1 General Information A brief description of the pavement charts that follow will help in their use for airport planning. Each airplane configuration is depicted with a minimum range of six 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. Tire pressures, where specifically designated on tables and charts, are at values obtained under loaded conditions as certificated for commercial use. Section 7.2 presents basic data on the landing gear footprint configuration, maximum design taxi loads, and tire sizes and pressures. Maximum pavement loads for certain critical conditions at the tire-to-ground interface are shown in Section 7.3, with the tires having equal loads on the struts. Pavement requirements for commercial airplanes are customarily derived from the static analysis of loads imposed on the main landing gear struts. The chart in Section 7.4 is provided in order to determine these loads throughout the stability limits of the airplane at rest on the pavement. These main landing gear loads are used as the point of entry to the pavement design charts, interpolating load values where necessary. The flexible pavement design curves (Section 7.5) are based on procedures set forth in Instruction Report No. S-77-1, "Procedures for Development of CBR Design Curves," dated June 1977, and as modified according to the methods described in ICAO Aerodrome Design Manual, Part 3, Pavements, 2nd Edition, 1983, Section 1.1 (The ACN-PCN Method), and utilizing the alpha factors approved by ICAO in October 2007. Instruction Report No. S-77-1 was prepared by the U.S. Army Corps of Engineers Waterways Experiment Station, Soils and Pavements Laboratory, Vicksburg, Mississippi. The line showing 10,000 coverages is used to calculate Aircraft Classification Number (ACN).

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The following procedure is used to develop the curves, such as shown in Section 7.5: 1. Having established the scale for pavement depth at the bottom and the scale for CBR at the top, an arbitrary line is drawn representing 6,000 annual departures. Values of the aircraft gross weight are then plotted. Additional annual departure lines are drawn based on the load lines of the aircraft gross weights already established. An additional line representing 10,000 coverages (used to calculate the flexible pavement Aircraft Classification Number) is also placed.

2. 3.

4.

All Load Classification Number (LCN) curves (Sections 7.6 and 7.8) have been developed from a computer program based on data provided in International Civil Aviation Organization (ICAO) document 9157-AN/901, Aerodrome Design Manual, Part 3, "Pavements," First Edition, 1977. LCN values are shown directly for parameters of weight on main landing gear, tire pressure, and radius of relative stiffness ( ) for rigid pavement or pavement thickness or depth factor (h) for flexible pavement. Rigid pavement design curves (Section 7.7) have been prepared with the Westergaard equation in general accordance with the procedures outlined in the Design of Concrete Airport Pavement (1955 edition) by Robert G. Packard, published by the Portland Cement Association, 5420 Old Orchard Road, Skokie, Illinois 60077-1083. These curves are modified to the format described in the Portland Cement Association publication XP6705-2, Computer Program for Airport Pavement Design (Program PDILB), 1968, by Robert G. Packard.

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The following procedure is used to develop the rigid pavement design curves 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. Values of the subgrade modulus (k) are then plotted. Additional load lines for the incremental values of weight on the main landing gear are drawn on the basis of the curve for k = 300, already established.

2. 3.

The rigid pavement design curves (Section 7.9) have been developed based on methods used in the FAA Advisory Circular AC 150/5320-6C, September 14, 1988. The following procedure is used to develop the curves, such as shown in Section 7.9: 1. Having established the scale for pavement flexure strength on the left and temporary scale for pavement thickness on the right, an arbitrary load line is drawn representing the main landing gear maximum weight to be shown at 5,000 coverages. Values of the subgrade modulus (k) are then plotted. Additional load lines for the incremental values of weight are then drawn on the basis of the subgrade modulus curves already established. The permanent scale for the rigid-pavement thickness is then placed. Lines for other than 5,000 coverages are established based on the aircraft pass-to-coverage ratio.

2. 3.

4.

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The ACN/PCN system (Section 7.10) as referenced in ICAO document 9157-AN/901, Aerodrome Design Manual, Part 3, Pavements, Second Edition 1983, 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 Pavement Classification Number. An aircraft having an ACN equal to or less than the PCN can operate on the pavement subject to any limitation on the tire pressure. 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 181 psi (1.25 MPa) that would have the same pavement requirements as the aircraft. Computationally, the ACN/PCN system uses the 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 their evaluation presented as follows:PCN PAVEMENT TYPE R = Rigid F = Flexible SUBGRADE CATEGORY A = High B = Medium C = Low D = Ultra Low TIRE PRESSURE CATEGORY W = No Limit X = To 217 psi (1.5 MPa) Y = To 145 psi (1.0 MPa) Z = To 73 psi (0.5 MPa) EVALUATION METHOD T = Technical U = Using Aircraft

Section 7.10.1 shows the aircraft ACN values for flexible pavements. The four subgrade categories are: Code A - High Strength - CBR 15 Code B - Medium Strength - CBR 10 Code C - Low Strength - CBR 6 Code D - Ultra Low Strength - CBR 3 Section 7.10.2 shows the aircraft ACN values for rigid pavements. The four subgrade categories are: Code A - High Strength, k = 550 pci (150 MN/m3) Code B - Medium Strength, k = 300 pci (80 MN/m3) Code C - Low Strength, k = 150 pci (40 MN/m3) Code D - Ultra Low Strength, k = 75 pci (20 MN/m3)

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UNITS MAXIMUM DESIGN TAXI WEIGHT PERCENT OF WEIGHT ON MAIN GEAR NOSE GEAR TIRE SIZE NOSE GEAR TIRE PRESSURE MAIN GEAR TIRE SIZE MAIN GEAR TIRE PRESSURE (3) LB KG % IN. PSI KG/CM2 IN. PSI KG/CM2

747-400D 603,000 TO 613,500 273,517 TO 278,279 803,000 364,235

747-400, 747-400COMBI 836,000 TO 853,000 379,204 TO 386,915 873,000 TO 877,000 395,987 TO 397,801

SEE SECTION 7.4 49X17, 32 PR (1) 150 10.55 (1) H49 X 19.0 - 22, 24 PR 150 10.55 49X17, 32 PR (2) 200 14.06 (2) H49 X 19.0 - 22, 32 PR 195 13.71

190 13.36

200 14.06

(1) OPTION: 49X19.0-20 32PR OR 34PR AT 150 PSI (10.55 KG/CM2) OR H49X19.0-22, 24PR AT 150 PSI (10.55 KG/CM2). (2) OPTION: 49X19.0-20, 32PR OR 34PR AT 185 PSI (13.01 KG/CM2) OR H49X19.0-22, 32PR AT 175 PSI (12.30 KG/CM2) (3) COLD, LOADED PRESSURES SHOWN. TOLERANCE = +5/-0 PSI.

7.2.1 LANDING GEAR FOOTPRINT MODEL 747-400, -400 COMBI, -400 DOMESTIC D6-58326-1 156 DECEMBER 2002

UNITS MAXIMUM DESIGN TAXI WEIGHT PERCENT OF WEIGHT ON MAIN GEAR NOSE GEAR TIRE SIZE NOSE GEAR TIRE PRESSURE MAIN GEAR TIRE SIZE MAIN GEAR TIRE PRESSURE (1) LB KG % IN. PSI KG/CM2 IN. PSI KG/CM2 190 13.36 803,000 364,235

747-400F 836,000 TO 853,000 379,204 TO 386,915 873,000 TO 877,000 375,987 TO 397,801

SEE SECTION 7.4 H49 X 19.0 - 22 32PR 175 12.30 H49 X 19.0 - 22, 32 PR 195 13.71

200 14.06

(1) COLD, LOADED PRESSURES SHOWN. TOLERANCE = +5/-0 PSI.

7.2.2 LANDING GEAR FOOTPRINT MODEL 747-400 FREIGHTER D6-58326-1 DECEMBER 2002 157

UNITS MAXIMUM DESIGN TAXI WEIGHT PERCENT OF WEIGHT ON MAIN GEAR NOSE GEAR TIRE SIZE NOSE GEAR TIRE PRESSURE MAIN GEAR TIRE SIZE MAIN GEAR TIRE PRESSURE LB KG % IN. PSI KG/CM2 IN. PSI KG/CM2

747-400ER 9

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