REPORT MDC K0388 REVISION “F” ISSSUED MAY 2011 MD-11 ...
Transcript of REPORT MDC K0388 REVISION “F” ISSSUED MAY 2011 MD-11 ...
REPORT MDC K0388 REVISION “F”
ISSSUED MAY 2011
MD-11
AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING
OCTOBER 1990
To Whom It May Concern: This document is intended for airport planning purposes. Specific aircraft performance and operational requirements are established by the airline that will use the airport under consideration. Questions concerning the use of this document should be address to:
Boeing Commercial Airplanes P.O. Box 3707 Seattle, Washington 98124-2207 U.S.A. Attention: Manager, Airport Technology Mail Code: 20-93 Email: [email protected] Website: www.boeing.com/airports
REVISIONSMD-11 AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING
REV. ANOV. 12, 1990
PAGE
2–2
2–3
2–14
2–15
3–1
3–2
3–3
3–4
3–5
3–6
3–7
3–8
3–9
3–10
3–11
3–12
3–13
3–14
3–15
3–16
3–17
REV. BFEB. 2, 1991
PAGE
2–2
2–3
2–5
2–25
2–27
4–4
4–5
4–8
5–12
7–4
7–5
7–7
7–9
7–11
7–13
7–15
7–21
7–22
7–23
7–24
REV. CMAY 22, 1991
PAGE
5–7
7–7
4–3
REV. DNOV. 30, 1993
PAGE
2–2
2–3
2–4
2–5
2–16
2–18
2–23
2–24
2–25
2–27
Section 3
4–3
4–7
5–3
5–12
6–9
7–2
7–4
7–5
7–6
7–7
7–9
7–11
7–13
7–15
7–21
7–22
7–23
7–24
REV. EAUG. 31, 1998
PAGE
i to ii
1-2
2-2 to 2-5
2-10
2-12-2-15
2-17 to 2-19
2-24
2-28
3-1
4-2 to 4-3
4-8 to 4-9
5-3
5-7
5-12
6-9
7-4 to 7-7
7-9
7-11
7-13
7-15
7-21 to 7-24
8-1
REV PAGE
iii MAY 2011
REVISIONS (CONTINUED) MD-11 AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING
REV. F JUNE 2010
PAGE
MAY 2011
PAGE
7-1
7-18 7-21
1-2
v
CONTENTS
Section Page
1.0 SCOPE 1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.1 Purpose 1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2 Introduction 1-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.0 AIRPLANE DESCRIPTION 2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.1 General Airplane Characteristics 2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2 General Airplane Dimensions 2-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3 Ground Clearances 2-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.4 Interior Arrangements 2-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.5 Cabin Cross Section 2-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.6 Lower Compartment 2-17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.7 Door Clearances 2-19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.0 AIRPLANE PERFORMANCE 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1 General Information 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2 Payload-Range 3-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.3 FAR Takeoff Runway Length Requirements 3-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4 FAR Landing Runway Length Requirements 3-16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.0 GROUND MANEUVERING 4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1 General Information 4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.2 Turning Radii, No Slip Angle 4-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.3 Minimum Turning Radaii 4-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.4 Visibility from Cockpit 4-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.5 Runway and Taxiway Turn Paths 4-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.6 Runway Holding Bay (Apron) 4-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.0 TERMINAL SERVICING 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.1 Airplane Servicing Arrangement (Typical) 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.2 Terminal Operations, Turnaround 5-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.3 Terminal Operations, En Route Station 5-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.4 Ground Service Connections 5-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.5 Engine Starting Pneumatic Requirements 5-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.6 Ground Pneumatic Power Requirements 5-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.7 Preconditioned Airflow Requirements 5-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.8 Ground Towing Requirements 5-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.0 OPERATING CONDITIONS 6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.1 Jet Engine Exhaust Velocities and Temperatures 6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.2 Airport and Community Noise 6-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
vi
CONTENTS (CONTINUED)
Section Page
7.0 PAVEMENT DATA 7-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.1 General Information 7-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.2 Footprint 7-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.3 Maximum Pavement Loads 7-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.4 Landing Gear Loading on Pavement 7-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.5 Flexible Pavement Requirements 7-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.6 Flexible Pavement Requirements, LCN Conversion 7-10. . . . . . . . . . . . . . . . . . . . . . . . . .
7.7 Rigid Pavement Requirements 7-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.8 Rigid Pavement Requirements, LCN Conversion 7-14. . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.9 ACN-PCN Reporting System 7-18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.0 POSSIBLE MD-11 DERIVATIVE AIRPLANES 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.0 MD-11 SCALE DRAWINGS 9-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.0 SCOPE
1.1 Purpose
1.2 Introduction
1–1
REV E
1.0 SCOPE
1.1 Purpose
This document provides, in a standardized format, airplane characteristics data for general airportplanning. Since operational practices vary among airlines, specific data should be coordinated with theusing airlines prior to facility design. Douglas Aircraft Company should be contacted for any additionalinformation required.
Content of this document reflects the results of a coordinated effort by representatives of the followingorganizations:
� Aerospace Industries Association� Airports Council International� Air Transport Association of America� International Air Transport Association
The airport planner may also want to consider the information presented ine the “CTOL TransportAircraft: Characteristics, Trends, and Growth Projections,” available from the US AIA, 1250 Eye St.,Washington DC 20005, for long range planning needs. This document is updated periodically andrepresents the coordinated efforts of the folllowing organizations regarding future aircraft growth trends:
� International Coordinating Council of Aerospace Industries Association� Airports Council International� Air Transport Association of America� International Air Transport Association
1-2 MAY 2011
1.2 Introduction This document conforms to NAS 3601. It provides MD-11 characteristics for airport operators, airlines, and engineering consultant organizations. Since airplane changes and available options may alter the information, the data presented herein must be regarded as subject to change. For further information contact:
Boeing Commercial Airplanes P.O. Box 3707 Seattle, Washington 98124-2207 U.S.A. Attention: Manager, Airport Technology Mail Code: 20-93 Email: [email protected] Website: www.boeing.com/airports
1–3
REV E
THIS PAGE INTENTIONALLY LEFT BLANK
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
2–1
2.0 AIRPLANE DESCRIPTION
2.1 General Airplane Characteristics — MD-11
Maximum Design Taxi Weight (MTW). Maximum weight for ground maneuvering as limited by aircraftstrength (MTOW plus taxi fuel).
Maximum Design Landing Weight (MLW). Maximum weight for landing as limited by aircraft strengthand airworthiness requirements.
Maximum Design Takeoff Weight (MTOW). Maximum weight for takeoff as limited by aircraft strengthand airworthiness requirements. (This is the maximum weight at the start of the takeoff run.)
Operating Empty Weight (OEW). Weight of structure, power plant, furnishing, systems, unusable fueland other unusable propulsion agents, and other items of equipment that are considered part of aparticular airplane configuration. OEW also includes certain standard items, personnel, equipment, andsupplies necessary for full operations, excluding usable fuel and payload.
Maximum Design Zero Fuel Weight (MZFW). Maximum weight allowed before usable fuel and otherspecified usable agents must be loaded in defined sections of the aircraft as limited by strength andairworthiness requirements.
Maximum Payload. Maximum design zero fuel weight minus operational empty weight.
Maximum Seating Capacity. The maximum number of passengers certified or anticipated forcertification.
Maximum Cargo Volume. The maximum space available for cargo.
Usable Fuel. Fuel available for aircraft propulsion.
2–2
2.0
AIR
PL
AN
E D
ESC
RIP
TIO
N2.
1 G
EN
ER
AL
AIR
PL
AN
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*
MA
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SIG
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SE
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CA
PAC
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MA
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CA
RG
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USA
BL
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L
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L
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PA
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ER
CO
MB
I(6
PA
LL
ET
)F
RE
IGH
TE
R
CF
6-80
C2
CF
6-80
C2
CF
6-80
C2
*O
PT
ION
AL
MT
W:
608,
500
LB
(276
,016
kg
)61
3,00
0 L
B (2
78,0
57
kg)
621,
000
LB
(281
,686
kg
)62
8,00
0 L
B (2
84,8
61
kg)
633,
000
LB
(287
,122
kg
)
CO
NV
ER
TIB
LE
FR
EIG
HT
ER
CF
6-80
C2
LB
kg LB
kg LB
kg LB
kg LB
kg LB
kg STD
MA
X
FT
3
m3
U.S
. G
AL
liter
sL
Bkg
605,
500
274,
655
602,
500
273,
294
430,
000
195,
048
283,
975
128,
808
400,
000
181,
440
116,
025
52,6
32
323
410
5,56
615
7.6
38,6
1514
6,17
325
8,72
111
7,35
6
PA
SSE
NG
ER
’ER
’
CF
6-80
C2
633,
000
287,
122
630,
500
285,
988
430,
000
195,
048
291,
120
132,
049
400,
000
181,
440
108,
880
49,3
91
323
410
5,28
814
9.7
41,6
1515
7,52
927
8,82
112
6,47
0
605,
500
274,
655
602,
500
273,
294
458,
000
207,
749
283,
975
128,
808
430,
000
195,
048
146,
707
66,5
49
214
290
9,15
225
9.2
38,6
1514
6,17
325
8,72
111
7,35
6
605,
500
274,
655
602,
500
273,
294
471,
500
213,
872
248,
567
112,
748
451,
300
204,
710
202,
733
91,9
62 0 0
21,5
3060
9.7
38,6
1514
6,17
325
8,72
111
7,35
6
605,
500
274,
655
602,
500
273,
294
471,
500
213,
872
288,
296
130,
768
451,
300
204,
710
163,
004
73,9
42
298
410
21,2
8860
2.3
38,6
1514
6,17
325
8,72
111
7,35
6
REV E
** O
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ML
W (
FR
EIG
HT
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): 4
91,5
00 L
B (
222,
944
kg)
2–3
2.0
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PL
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CO
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REV E
LB
kg LB
kg LB
kg LB
kg LB
kg LB
kg STD
MA
X
FT
3
m3
U.S
. G
AL
liter
sL
Bkg
605,
500
274,
655
602,
500
273,
294
430,
000
195,
048
283,
975
128,
808
400,
000
181,
440
116,
025
52,6
32 323
410
5,56
615
7.6
38,6
1514
6,17
325
8,72
111
7,35
6
PA
SSE
NG
ER
’ER
’
633,
000
287,
122
630,
500
285,
988
430,
000
195,
048
291,
120
132,
049
400,
000
181,
440
108,
880
49,3
91 323
410
5,28
814
9.7
41,6
1515
7,52
927
8,82
112
6,47
0
605,
500
274,
655
602,
500
273,
294
458,
000
207,
749
283,
975
128,
808
430,
000
195,
048
146,
707
66,5
49 214
290
9,15
225
9.2
38,6
1514
6,17
325
8,72
111
7,35
6
605,
500
274,
655
602,
500
273,
294
471,
500
213,
872
248,
567
112,
748
451,
300
204,
710
202,
733
91,9
62
0 0 21,5
3060
9.7
38,6
1514
6,17
325
8,72
111
7,35
6
605,
500
274,
655
602,
500
273,
294
471,
500
213,
872
288,
296
130,
768
451,
300
204,
710
163,
004
73,9
42 298
410
21,2
8860
2.3
38,6
1514
6,17
325
8,72
111
7,35
6
4460
4460
4460
4460
608,
500
LB
(276
,016
kg
)61
3,00
0 L
B (2
78,0
57
kg)
621,
000
LB
(281
,686
kg
)62
8,00
0 L
B (2
84,8
61
kg)
633,
000
LB
(287
,122
kg
)
2–4
19 FT 9 IN.(6.0 m)
35 FT 0 IN.(10.7 m)
170 FT 6 IN. (51.97 m) **
26 FT 10 IN.(8.2 m)
75 FT 10 IN.(23.1 m)
2.2 GENERAL AIRPLANE DIMENSIONSMODEL MD-11
SCALE
0 5 m
0 10 20 FT
*SP AN AT WING TIP DIMENSION POINT= 165 FT 7 IN. (50.5m) WITH FUEL
**MAXIMUM SP AN WITH FUEL/NOMINAL SP AN WITHOUT FUEL= 169 FT 10 IN. (51.8M)
10
30
REV E
148 FT 8 IN. (45.3 m)136 FT 6 IN. (41.6 m)*
59 FT 2 IN (18.0 m)
79 FT 6 IN.(24.2 m)
WINGTIP DIMENSION POINT
44 FT 1 IN.(13.4 m)
80 FT 9 IN. (24.6 m)
192 FT 5 IN. (58.6 m)
99 FT 4 IN.(30.3 m)
9 FT 7 IN.(2.9 m)
27 FT 10 IN.(8.5 m)
202 FT 2 IN. (61.6 m) WITH CF6-80C2D1F ENGINES200 FT 11 IN. (61.2 m) WITH PW4460 ENGINES
SEESECTION
2.3
2–5
VERTICAL CLEARANCE
MIN CLEARANCECRITICAL WT AND CG
MAX CLEARANCECRITICAL WT AND CG
AB
CD
E
FG
HI
J
KL
MN
OP
R
ST
UV
WX
28 – 7 27 – 1
15 – 97 – 4
15 – 8
9 – 215 – 7
8 – 108 – 10
15 – 4
29 – 557 – 6
7 – 103 – 2
9 – 810 – 8
12 – 4
23 – 432 – 7
37 – 315 – 8
10 – 315 – 5
8.718.27
4.812.23
4.78
2.804.75
2.692.69
4.67
8.9717.53
2.380.96
2.933.25
3.77
7.119.93
11.354.80
3.124.70
29 – 228 – 6
17 – 58 – 9
16 –11
10 – 316 – 3
9 – 99 – 9
16 – 3
30 – 958 – 10
8 – 54 – 5
10 – 511 – 7
13 – 4
25 – 733 – 6
38 – 217 – 1
11 – 416 – 3
8.898.69
5.312.67
5.16
3.124.95
2.972.97
4.95
9.3717.93
2.571.35
3.173.53
4.06
7.8010.21
11.635.21
3.454.95
FT – IN. METERS FT – IN. METERS
* = GE CF6–80C2 D1FH = STANDARD CENTER CARGO DOOR V = FREIGHTER
I = COMBI CENTER CARGO DOOR X = COMBI MAIN DECK DOOR
2.3 GROUND CLEARANCES MODEL MD-11
36.89 IN. (93.70 cm)
R
GROUND
76.15 IN. (193.42 cm)
A BC
D F G X I/HJ
W
K
L
P O
M N
R
ST U
WINGLET DETAIL
· MAXIMUM AND MINIMUM CLEARANCES OF INDIVIDUAL LOCATIONSARE GIVEN FOR COMBINATIONS OF AIRPLANE LOADING/UNLOADING ACTIVITIES THAT PRODUCE THE GREATEST VARIATION AT EACH LOCATION.ZERO ROLL ANGLE AND LEVEL GROUND WERE ASSUMED FOR ANALYSIS.
· IT IS RECOMMENDED THAT APPROXIMATELY ± 3 INCHES (0.1 m) BE ALLOWEDFOR VERTICAL EXCURSIONS DUE TO VARYING STRUT AND TIRE INFLATIONS,PAVEMENT UNEVENNESS, ETC.
*
V E
REV E
2–6
2.4
IN
TE
RIO
R A
RR
AN
GE
ME
NT
S2.
4.1
PA
SSE
NG
ER
S –
MIX
ED
-CL
ASS
SE
AT
ING
MO
DE
L M
D-1
1
GA
LL
EY
AT
TE
ND
AN
T S
EA
T
LAV
AT
OR
Y
AT
TE
ND
AN
T S
EA
T
AT
TE
ND
AN
T S
EA
T
GA
LL
EY
AT
TE
ND
AN
TL
AVA
TO
RY
SEA
T
LAV
AT
OR
Y
AT
TE
ND
AN
TSE
AT
GA
LL
EY
AT
TE
ND
AN
T S
EA
T
LAV
AT
OR
Y
AT
TE
ND
AN
T S
EA
T
GA
LL
EY
AT
TE
ND
AN
T S
EA
T
LAV
AT
OR
YC
LO
SET
LAV
AT
OR
Y
2R E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
2L E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
1R E
NT
RY
DO
OR
32
BY
76
IN.
(81.
3 B
Y 1
93.0
cm
)
1L E
NT
RY
DO
OR
32
BY
76
IN.
(81.
3 B
Y 1
93.0
cm
)
CL
OSE
T
3R E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
3L E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
4R E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
4L E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
323
SE
AT
S, 3
4 F
IRST
CL
ASS
— 6
AB
RE
AST
, 289
CO
AC
H —
9 A
BR
EA
ST
2–7
2.4.
2P
ASS
EN
GE
RS
– E
CO
NO
MY
SE
AT
ING
MO
DE
L M
D-1
1
GA
LL
EY
AT
TE
ND
AN
T S
EA
T
LAV
AT
OR
Y
AT
TE
ND
AN
T S
EA
T
LAV
AT
OR
Y
AT
TE
ND
AN
T S
EA
T
GA
LL
EY
AT
TE
ND
AN
TL
AVA
TO
RY
SEA
T
LAV
AT
OR
Y
AT
TE
ND
AN
TSE
AT
GA
LL
EY
AT
TE
ND
AN
T S
EA
T
LAV
AT
OR
Y
AT
TE
ND
AN
T S
EA
T
CL
OSE
T
GA
LL
EY
LAV
AT
OR
Y
AT
TE
ND
AN
T S
EA
T
1R E
NT
RY
DO
OR
32
BY
76
IN.
(81.
3 B
Y 1
93.0
cm
)
2L E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
1L E
NT
RY
DO
OR
32
BY
76
IN.
(81.
3 B
Y 1
93.0
cm
)
3L E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
4L E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
2R E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
3R E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
4R E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
379
SE
AT
S —
9 A
BR
EA
ST
2–8
2.4.
3P
ASS
EN
GE
RS
– H
IGH
-DE
NSI
TY
SE
AT
ING
MO
DE
L M
D-1
1
GA
LL
EY
AT
TE
ND
AN
T S
EA
T
LAV
AT
OR
Y
AT
TE
ND
AN
T S
EA
T
AT
TE
ND
AN
T S
EA
T
GA
LL
EY
AT
TE
ND
AN
TL
AVA
TO
RY
SEA
T
LAV
AT
OR
YA
TT
EN
DA
NT
SEA
T
GA
LL
EY
AT
TE
ND
AN
T S
EA
T
LAV
AT
OR
Y
AT
TE
ND
AN
T S
EA
T
AT
TE
ND
AN
T S
EA
T
GA
LL
EY
CL
OSE
T
CL
OSE
T
LAV
AT
OR
Y
LAV
AT
OR
Y
2R E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
3R E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
4R E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
4L E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
3L E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
1R E
NT
RY
DO
OR
32
BY
76
IN.
(81.
3 B
Y 1
93.0
cm
)
2L E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
1L E
NT
RY
DO
OR
32
BY
76
IN.
(81.
3 B
Y 1
93.0
cm
)
410
SE
AT
S —
10
AB
RE
AST
2–9
2. 4.
4P
ASS
EN
GE
RS
– M
IXE
D-C
LA
SS S
EA
TIN
GM
OD
EL
MD
-11
CO
MB
I
C/A
GA
LL
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AT
TE
ND
AN
T S
EA
T
LAV
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OR
Y
AT
TE
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AN
T S
EA
T
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AT
OR
Y
AT
TE
ND
AN
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EA
T
GA
LL
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AT
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AT
TE
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AN
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EA
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CL
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T
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LL
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LAV
AT
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Y
AT
TE
ND
AN
T S
EA
T
LAV
AT
OR
Y
6 P
AL
LE
TS
1R E
NT
RY
DO
OR
32
BY
76
IN.
(81.
3 B
Y 1
93.0
cm
)2R
EN
TR
Y D
OO
R 4
2 B
Y 7
6 IN
.(1
06.7
BY
193
.0 c
m)
3R E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)4R
EN
TR
Y D
OO
R
42 B
Y 7
6 IN
.(1
06.7
BY
193
.0 c
m)
DE
AC
TIV
AT
ED
4L E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)D
EA
CT
IVA
TE
D3L
EN
TR
Y D
OO
R 4
2 B
Y 7
6 IN
.(1
06.7
BY
193
.0 c
m)
2L E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
1L E
NT
RY
DO
OR
32
BY
76
IN.
(81.
3 B
Y 1
93.0
cm
)
214
SE
AT
S, 3
4 F
IRST
CL
ASS
— 6
AB
RE
AST
, 180
CO
AC
H —
9 A
BR
EA
ST
GA
LL
EY
LAV
AT
OR
Y
CA
RG
O D
OO
R16
0 B
Y 1
02 I
N.
(406
BY
259
cm
)
2–10
2.4.
5 P
ASS
EN
GE
RS
- E
CO
NO
MY
SE
AT
ING
MO
DE
L M
D-1
1 C
OM
BI
2L E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
2R E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
AT
TE
ND
AN
T S
EA
T
AT
TE
ND
AN
T S
EA
T
AT
TE
ND
AN
T S
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T
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AN
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EN
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SE
AT
AT
TE
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AN
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LA
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LA
VA
TO
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LA
VA
TO
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LA
VA
TO
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1L E
NT
RY
DO
OR
32
BY
76
IN.
(81.
3 B
Y 1
93.0
cm
)
1R E
NT
RY
DO
OR
32
BY
76
IN.
(81.
3 B
Y 1
93.0
cm
)
3L E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)
3R E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)4R
EN
TR
Y D
OO
R
42 B
Y 7
6 IN
.(1
06.7
BY
193
.0 c
m)
DE
AC
TIV
AT
ED
4L E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)D
EA
CT
IVA
TE
D
6 P
AL
LE
TS
CA
RG
O D
OO
R16
0 B
Y 1
02 I
N.
(406
BY
259
cm
)
261
SEA
TS
- 9
AB
RE
AST
G 2
G1
G3
G4
G5
S
G10
REV E
2–11
2. 4
. 6P
ASS
EN
GE
RS
– H
IGH
-DE
NSI
TY
SE
AT
ING
MO
DE
L M
D-1
1 C
OM
BI
GA
LL
EY
AT
TE
ND
AN
T S
EA
T
LAV
AT
OR
Y
AT
TE
ND
AN
T S
EA
T
LAV
AT
OR
Y
AT
TE
ND
AN
T S
EA
T
GA
LL
EY
AT
TE
ND
AN
T S
EA
T
LAV
AT
OR
Y
AT
TE
ND
AN
T S
EA
T
CL
OSE
T
GA
LL
EY
LAV
AT
OR
Y
AT
TE
ND
AN
T S
EA
T
LAV
AT
OR
Y
6 P
AL
LE
TS
1L E
NT
RY
DO
OR
32
BY
76
IN.
(81.
3 B
Y 1
93.0
cm
)
1R E
NT
RY
DO
OR
32
BY
76
IN.
(81.
3 B
Y 1
93.0
cm
)2R
EN
TR
Y D
OO
R 4
2 B
Y 7
6 IN
.(1
06.7
BY
193
.0 c
m)
3R E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)4R
EN
TR
Y D
OO
R
42 B
Y 7
6 IN
.(1
06.7
BY
193
.0 c
m)
DE
AC
TIV
AT
ED
2L E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)3L
EN
TR
Y D
OO
R 4
2 B
Y 7
6 IN
.(1
06.7
BY
193
.0 c
m)
4L E
NT
RY
DO
OR
42
BY
76
IN.
(106
.7 B
Y 1
93.0
cm
)D
EA
CT
IVA
TE
D
290
SE
AT
S —
10
AB
RE
AST
LAV
AT
OR
Y
CA
RG
O D
OO
R16
0 B
Y 1
02 I
N.
(406
BY
259
cm
)
2–12
2.5 CABIN CROSS SECTION2.5.1 FIRST CLASS
MODEL MD-11
57 IN. (TYP) 26.50 IN.
CARGO
66 IN.(167.6 cm)
95 IN.(241.3 cm)
125.5 IN. (318.8 cm)
164 IN. (416.6 cm)
237 IN. (602.0 cm)
0.50 IN.(1.3 cm) 21.50 IN.
(TYP)
8 IN. (TYP)(20.3 cm)
3 IN.(TYP)
(7.6 cm)
SERVICE MODULE
(144.8 cm) (67.3 cm) (54.6 cm)
REV E
2–13
3 IN. (TYP)(7.6 cm)
2.5.2 BUSINESS CLASSMODEL MD-11
50 IN. (TYP)
25.25 IN.11.75 IN.
(TYP)(29.8 cm)
20.50 IN.(TYP)
CARGO
66 IN.(167.6 cm)
95 IN.(241.3 cm)
125.5 IN. (318.8 cm)
164 IN. (416.6 cm)
237 IN. (602.0 cm)
0.50 IN.(1.3 cm) 73.50 IN. (186.69 cm)
(52.1 cm)(64.1 cm)
(127 cm)
REV E
2–14
2.5.3 ECONOMYMODEL MD-11
42 IN. (TYP)2 IN. (TYP)
(5.1 cm)
19 IN.(TYP)
CARGO
66 IN.(167.6 cm)
95 IN.(241.3 cm)
125.5 IN. (318.8 cm)
164 IN. (416.6 cm)
237 IN. (602.0 cm)
0.50 IN.(1.3 cm)
9.5 IN. (TYP)(24.1 cm)
102 IN. (259.1 cm)
(48.3cm)
(106.7 cm)18 IN. (TYP)
(45.7 cm)
REV E
2–15
2.5.4 HIGH-DENSITYMODEL MD-11
57.50 IN. (TYP) 2 IN. (TYP)(5.1 cm)
16.50 IN.(TYP)
76 IN. (193.0 cm)
CARGO
66 IN.(167.6 cm)
95 IN.(241.3 cm)
125.5 IN. (318.8 cm)
164 IN. (416.6 cm)
237 IN. (602.0 cm)
0.50 IN.(1.3 cm)
9.25 IN.(TYP)(23.5 cm)
16.50 IN.(TYP)(41.9 cm)(41.9
cm)(146.1 cm)
REV E
2–16
2.5.5 CROSS SECTION – CARGO MODEL MD-11F/CF
DMC005-15
88 BY 108 IN.(223.5 BY 274.3 cm)
88 BY 125 IN.(223.5 BY 317.5 cm)
96 BY 125 IN.(243.8 BY 317.5 cm)
TYPICAL CARGO SECTION
LD5LD7LD9LD11LD21
LD3LD6
(26) 88- BY 125-IN. PALLETS = 14,542 FT3 (411.8 m3)
1R 2R1L 2L
(26) 96- BY 125-IN. PALLETS = 15,514 FT3 (439.3 m3)
(34) 88- BY 108-INCH PALLETS = 15,537 FT3 (440.0 m3)
3R3L
4R4L
5R5L
6R6L
7R7L
8R8L
9R9L
10R10L
11R11L
12R12L
BARRIER NET
1R
1L 2L
2R 3R 4R 5R 6R 7R 8R 9R 10R 11R 12R 13R 14R 15R 16R 17R
4L 5L 6L 7L 8L 9L 10L 11L 12L 13L 15L 16L14L 17L
14C
13C
18C
64 IN.(162.6 cm)
102-IN.(259.1 cm)
DOOR
MAIN CARGO LOADED COMPARTMENTLENGTH = 144 FT 4 IN. (44.0 m)FLAT FLOOR AREA = 2,614.5 FT2 (242.9 m2)BULK VOLUME = 22,048 FT3 * (624.3 m3)
* BULK VOLUME IS WATER VOLUME OF CABIN BETWEEN BARRIERNET AND AFT BULKHEAD
97.5-IN. (247.7 cm)STACK HEIGHT
FREIGHTER
REV D
(26) 88- BY 125-IN. PALLETS = 13,521 FT3 (382.9 m3)(26) 96- BY 125-IN. PALLETS = 14,508 FT3 (410.8 m3)
FREIGHTER
CF
FREIGHTER
2–17
2.6 LOWER COMPARTMENT2.6.1 CARGO COMPARTMENTS – CONTAINERS
MODEL MD-11
GROSS WEIGHT7,000 LB EACH(3,175.2 kg)
TARE WEIGHT600 LB EACH(272.2 kg)
GROSS WEIGHT3,500 LB EACH(1,587.6 kg)
TARE WEIGHT320 LB EACH(145.2 kg)
32 HALF WIDTH CONTAINERS;EACH 158 FT3 (4.47 m3)TOTAL 5,056 FT3 (143.17 m3)
LD3 CONTAINER
160 IN.(406.4 cm)
60.4 IN.(153.4 cm)
44 IN.(111.76 cm)
125 IN.(317.5 cm)64 IN.
(162.56 cm)
79.0 IN.(200.7 cm)
60.4 IN.(153.4 cm)
64 IN.(162.56 cm)
61.5 IN.(156.2 cm)
16 FULL WIDTH CONTAINERS;EACH 320 FT3 (9.06 m3)TOTAL 5,120 FT3 (144.98 m3)
32 LD3 CONTAINERS 5,056 FT3 (143.17 m3)BULK CARGO 510 FT3 (14.44 m3)
TOTAL 5,566 FT3 (157.61 m3)
104- BY 66-IN. (264.2 BY 167.6 cm)CARGO DOOR RIGHT SIDE ONLY 18 CONTAINERS
70- BY 66-IN. (177.8 BY 167.6 cm)CARGO DOOR RIGHT SIDE ONLY 14CONTAINERS
BULK CARGO
BULK CARGO DOORLEFT SIDE ONLY30 BY 36 IN.(76.2 BY 91.4 cm)
LD6 CONTAINER
REV E
2–18
2.6.2 CARGO COMPARTMENTS – CONTAINERS/PALLETSMODEL MD-11
GROSS WEIGHT10,300 LB EACH(4,672.1 kg)
TARE WEIGHT248 LB EACH(112.5 kg)
GROSS WEIGHT3,500 LB EACH(1,587.6 kg)
TARE WEIGHT320 LB EACH(145.2 kg)
14 HALF WIDTH CONTAINERS; (LD3)EACH 158 FT3 (4.47 m3)TOTAL 2,212 FT3 (62.64 m3)
LD3 CONTAINER
79.0 IN.(200.7 cm)
60.4 IN.(153.4 cm)
64 IN.(162.56 cm)
61.5 IN.(156.2 cm)
6–96 BY 125 PALLETS 2,667 FT3 (75.52 m3)
6–88 BY 125 PALLETS 2,268 FT3 (64.20 m3)14 LD3 CONTAINERS 2,212 FT3 (62.58 m3)BULK CARGO 510 FT3 (14.44 m3)
TOTAL 4,990 FT3 (141.22 m3)
104- BY 66-IN. (264.2 BY 167.6 cm)CARGO DOOR RIGHT SIDE ONLY 6 PALLETS
70- BY 66-IN. (177.8 BY 167.6 cm)OPTIONAL 104- BY 66-IN. (264.2 BY 167.6 cm)CARGO DOOR RIGHT SIDE ONLY14 CONTAINERS
BULK CARGO DOORLEFT SIDE ONLY30 BY 36 IN.(76.2 BY 91.4 cm)
125 IN.(317.5 cm)88 IN.
(223.5 cm)
64 IN.(162.56 cm)
CONTAINERSCENTER COMPARTMENT
PALLETSFWD COMPARTMENT
6–96 BY 125-IN. PALLETS EACH 444 FT3 (12.57 m3 )
TOTAL 2,664 FT3 (75.41 m3)
6–88 x 125 PALLETSEACH 378 FT3 (10.70 m3)TOTAL 2,268 FT3 (64.2 m3)
88 BY 125-IN. PALLET (223.5 BY 317.5 cm)
OR
OR
REV E
2–19
2.7 DOOR CLEARANCES2.7.1 CLEARANCES, PASSENGER LOADING DOORS, DOOR NO. 1
MODEL MD-11
32 IN. (81 cm)
PLAN VIEW
A
A
16 FT 8 IN.(5.08 m)
6 IN. (15 cm)
8 IN.(20 cm)
76 IN.(193 cm)
FLOOR
DOOR ACTUATOR HANDLE
SEE SECTION 2.3 FOR HEIGHT ABOVE GROUND
ELEVATION
FLOOR/DOOR SILL
96 IN. (244 cm)
UPWARD INTERIORSLIDING DOOR
SECTION A-ALOOKING FOR WARD
121 IN.(307 cm)
183 IN.(465 cm)
38 IN. (97 cm)
REV E
2–20
ÉÉÉÉÉÉÉÉÉÉÉÉ
2.7.1 CLEARANCES, PASSENGER LOADING DOORS, DOOR NO. 2MODEL MD-11
DMC005–19
PLAN VIEW
A
A
76 IN.(193 cm)
FLOOR
DOOR ACTUATOR HANDLE
SEE SECTION 2.3 FORHEIGHT ABOVE GROUND
ELEVATION
SECTION A-ALOOKING FORWARD
AIRPLANENOSE 48 FT 1 IN.
(14.66 m)
UPWARD INTERIORSLIDING DOOR
FLOOR/DOOR SILL
CONSTANTSECTION
DIA = 237 IN.(602 cm)
136.5 IN.(347 cm)
7.5 IN.(19 cm)
6 IN. (15 cm)
42 IN. (107 cm)
42 IN. (107 cm)
FWD
2–21
ÉÉÉÉÉÉÉÉÉÉ
2.7.1 CLEARANCES, PASSENGER LOADING DOORS, DOOR NO. 3MODEL MD-11
DMC005–20
PLAN VIEW
A
A
76 IN.(193 cm)
FLOOR
DOOR ACTUATOR HANDLE
SEE SECTION 2.3 FORHEIGHT ABOVE GROUND
ELEVATION
SECTION A-ALOOKING FORWARD
AIRPLANENOSE 95 FT 2 IN.
(29.01 m)
UPWARD INTERIORSLIDING DOOR
FLOOR/DOOR SILL
CONSTANTSECTION
DIA = 237 IN.(602.0 cm)
136.5 IN.(347 cm)
7.5 IN.(19 cm)
6 IN. (15 cm)
42 IN. (107 cm)
42 IN. (107 cm)
FWD
2–22
ÉÉÉÉÉÉÉÉÉÉ
2.7.1 CLEARANCES, PASSENGER LOADING DOORS, DOOR NO. 4MODEL MD-11
DMC005–21
PLAN VIEW
A
A
FLOOR
DOOR ACTUATOR HANDLE
SEE SECTION 2.3 FORHEIGHT ABOVE GROUND
ELEVATION
SECTION A-ALOOKING FORWARD
AIRPLANENOSE 155 FT 3 IN.
(47.32 m)
FWD
FLOOR/DOOR SILL
UPWARD INTERIORSLIDING DOOR 123.5 IN.
(314 cm)
103.2 IN.(262 cm)
76 IN.(193 cm)
7.5 IN.(19 cm)
6 IN. (15 cm)
42 IN. (107 cm)
42 IN. (107 cm)
207.2 IN.(526 cm)
2–23
2.7.2 CARGO LOADING DOORS – MAIN DECK MODEL MD-11F/CF
DMC005–82
SECTION A-ALOOKING AFT
102-IN.(259 cm)DOOR
ELEVATION
PLAN VIEW
A
140 IN.(356 cm)
102 IN.(259 cm)
MAIN CARGO DOOR
CONSTANT SECTIONDIA = 237 IN.
(602 cm)
38 FT (11.6 m)
AÉÉÉÉÉÉÉÉÉÉ
SEE SEC. 2.3 FORHEIGHT ABOVE
GROUND
165 DEG POSITION FULL OPEN
85 DEG POSITION
REV D
97.5-IN.(248 cm) STACK
HEIGHTFREIGHTER
92.0-IN.(234 cm)
STACK HEIGHTCONVERTIBLE
FREIGHTER
2–24
2.7.2 CARGO LOADING DOORS – MAIN DECK MODEL MD-11 COMBI
SECTION A-ALOOKING FOR WARD
ELEVATION
PLAN VIEW
A
A
160 IN.(406 cm)
102 IN.(259 cm)
SEE SECTION 2.3 FOR HEIGHT ABOVE GROUND
42 IN. (107 cm)
AIRPLANENOSE
141 FT 8 IN.(43.2 m)
FLOORFWD
102-IN.(259 cm)DOOR
97.5-IN.(248 cm)
STACK HEIGHT
REV E
2–25
2.7.3 CARGO LOADING DOORS, LOWER DECKFORWARD DOOR
MODEL MD-11
DMC005–94
PLAN VIEW
AIRPLANENOSE
59 FT 2 IN.(18.03 m)
104 IN.(264 cm)
15.9 IN. (40 cm)
ELEVATION
A
A
66 IN. (168 cm)
44 IN. (112 cm)
FLOOR
DOOR ACTUATOR PANELSWITCH AND CONTROLS
ÉÉÉÉÉÉÉÉ
SEE SECTION 2.3 FORGROUND CLEARANCE
SECTION A-A
211.3 IN.(537 cm)
CRITICAL CLEARANCE LIMITLOOKING FORWARD 19.7 IN.(50 cm)
89.8 IN. (228 cm)
CONSTANT SECTION DIA= 237 IN. (602 cm)
135 DEG FULL OPEN
REV D
2–26
2.7.3 CARGO LOADING DOORS, LOWER DECKCENTER CARGO DOOR
MODEL MD-11
DMC005–96
PLAN VIEW
AIRPLANENOSE
ELEVATION
44 IN. (112 cm)
SECTION A-A
198.6 IN.(504 cm)
CRITICAL CLEARANCE LIMIT
LOOKING FORWARD
19.7 IN. (50 cm)
126.1 IN.(320 cm)
CONSTANT SECTION DIA= 237 IN. (602 cm)
158 DEG FULL OPEN
113.2 IN.(288 cm)
60 IN. (152 cm)
66 IN. (168 cm)
SEE SECTION 2.3 FORGROUND CLEARANCE
A
A
WING FILLET
144 FT 0 IN.(43.9 m)
70 IN.(178 cm)
15.9 IN. (40 cm)
DOOR ACTUATOR PANELSWITCH AND CONTROLS
ÉÉÉÉ
2–27
2.7.3 CARGO LOADING DOORS, LOWER DECKCENTER CARGO DOOR (OPTIONAL FOR OTHER MODELS)
MODEL MD-11 COMBI
Chap2–Text
PLAN VIEW
AIRPLANENOSE
ELEVATIONÉÉÉÉ
SECTION A-A
198.6 IN.(504 cm)
CRITICAL CLEARANCE LIMIT
LOOKING FORWARD
19.7 IN. (50 cm)
126.1 IN.(320 cm)
158 DEG FULL OPEN
FILLET AT FWD DOOR JAMB
113.2 IN.(288 cm)
60 IN. (152 cm)
66 IN. (168 cm)
SEE SECTION 2.3 FORGROUND CLEARANCE104 IN.
(264 cm)
A
A
WING FILLET
139 FT 7 IN.(42.55 m)
27 IN.
DOOR ACTUATORPANEL SWITCHAND CONTROL
44 IN.(112 cm)
116 IN.(295 cm)
REV D
2–28
2.7.3 CARGO LOADING DOORS, LOWER DECKAFT BULK CARGO DOOR
MODEL MD-11
PLAN VIEW
AIRPLANENOSE
ELEVATION
SECTION A-ACRITICAL CLEARANCE LIMIT
LOOKING FOR WARD
23.8 IN. (60 cm)
70.5 IN. (179 cm)
152 DEG FULL OPEN
SEE SECTION 2.3 FORGROUND CLEARANCE
A
A
VENT DOOR HANDLE
160 FT 6 IN.(48.92 m)
21 IN. (53 cm)
5 IN. (13 cm)DOOR CONTROL PANEL
36 IN. (91 cm)
18 IN. (46 cm)
10 IN. (25 cm)
30 IN. (76 cm)
158.3 IN.(402 cm)
119 IN.(302 cm)
77 IN.(196 cm)
93.5 IN. (237 cm)
REV E
2-29
REV E
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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
3-1
3.0 AIRPLANE PERFORMANCE
3.1 General Information
Figures 3.2.1 through 3.2.8 present payload-range information for a specific Mach number cruise at thefuel reserve condition shown.
Figures 3.3.1 through 3.4.2 represent FAR takeoff and landing field length requirements for FAAcertification.
Standard day temperatures for the altitudes shown are tabulated below:
ELEVATION STANDARD DAY TEMPERATURE
FEET METERS F C
0 0 59 15
2,000 610 51.9 11.1
4,000 1,219 44.7 7.1
6,000 1,829 37.6 3.1
8,000 2,438 30.5 –0.8
Note: These data are provided for information only and are not to be used for flight planning purposes.
For specific performance data/analysis, contact the using airline or the Airport Technology Group at(425) 237-0126 or:
Boeing Commercial Airplane GroupP.O. Box 3707Seattle, Washington 98124-2207USA
Attn: Manager, Airport TechnologyMail Code 67-KR
REV E
4.0 GROUND MANEUVERING
4.1 General Information
4.2 Turning Radii, No Slip Angle
4.3 Minimum Turning Radii
4.4 Visibility from Cockpit
4.5 Runway and Taxiway Turn Paths
4.6 Runway Holding Bay (Apron)
4–1
4.0 GROUND MANEUVERING
4.1 General Information
This section provides airplane turning capability and maneuvering characteristics.
For ease of presentation, these data have been determined from the theoretical limits imposed by thegeometry of the aircraft, and where noted, provide for a normal allowance for tire slippage. As such, theyreflect the turning capability of the aircraft in favorable operating circumstances. The data should only beused as guidelines for determining such parameters and to obtain the maneuvering characteristics of thisaircraft type.
In the ground operating mode, varying airline practices may demand that more conservative turningprocedures be adopted. Airline operating techniques will vary in level of performance over a wide rangeof circumstances throughout the world. Variations from standard aircraft operating patterns may benecessary to satisfy physical constraints within the maneuvering area, such as adverse grades, limitedspace, or high risk of jet blast damage. For these reasons, ground maneuvering requirements should becoordinated with the using airlines prior to layout planning.
4–2
4.2 TURNING RADII, NO SLIP ANGLEMODEL MD-11
25
30
40
50
35
45
55
60
65
70
R1
R2
R6
R4
R3
R5
TURNING RADII DEPICTEDREPRESENT THEORETICALGEOMETRIC TURN CENTERS
TURNING CENTERS
MAXIMUM
NOTE: ACTUAL OPERA TING DATA MAY BE GREATERTHAN VALUES SHOWN SINCE TIRE SLIPP AGE ISNOT CONSIDERED IN THESE CALCULATIONS. CONSULT AIRLINE FOR OPERATING PROCEDURESR3 MEASURED FROM OUTSIDE FACE OF TIRE.
STEERINGANGLE (DEG)
R–1 R–2 R–3 R–4 R–5 R–6
153.7
120.2
95.5
76.3
60.7
47.6
36.3
26.3
17.3
9.0
FT m FT m FT m FT m FT m FT m
46.8
36.6
29.1
23.3
18.5
14.5
11.1
8.0
5.3
2.7
194.9
161.4
136.7
117.5
101.9
88.8
77.5
67.6
58.5
50.2
59.4
49.2
41.7
35.8
31.1
27.1
23.6
20.6
17.8
15.3
194.0
164.3
143.5
128.2
116.6
107.8
100.9
95.6
91.4
88.2
59.1
50.1
43.7
39.1
35.5
32.9
30.8
29.1
27.9
26.9
262.6
229.5
205.2
186.4
171.2
158.5
147.6
138.0
129.4
121.5
80.0
70.0
62.5
56.8
52.2
48.3
45.0
42.1
39.4
37.0
205.7
178.2
159.4
145.9
136.1
128.7
123.1
118.8
115.6
113.8
62.7
54.3
48.6
44.5
41.5
39.2
37.5
36.2
35.2
34.7
220.2
189.5
167.7
151.3
138.5
128.3
119.9
112.9
107.0
102.0
67.1
57.8
51.1
46.1
42.2
39.1
36.5
34.4
32.6
31.1
25
30
35
40
45
50
55
60
65
70 MAXIMUM
TURNING CENTERFOR ILLUSTRATIONPURPOSES
STEERING ANGLES (DEGREES)
REV E
4–3
4.3 MINIMUM TURNING RADIIMODEL MD-11
TAIL R6
X
NOSE TIRER3
NOSER5
WING TIPR4
Y
MAXIMUM STEERINGANGLE 70 DEG
EFFECTIVETURN ANGLE
TURNCENTER
A PAVEMENTWIDTH FOR
180-DEG TURN
NOSE GEAR RADII TRACKMEASURED FROM OUTSIDEFACE OF TIRE
NORMAL TURNS
SYMMETRICAL THRUST AND NO DIFFERENTIALBRAKING. SLOW CONTINOUS TURN. AFT CENTER OFGRAVITY AT MAX RAMP WEIGHT
LIGHTLY BRAKED TURN
UNSYMMETRICAL THRUST AND LIGHT DIFFEREN -TIAL BRAKING. SLOW CONTINUOUS TURN. AFTCENTER OF GRAVITY AT MAX RAMP WEIGHT
MINIMUM RECOMMENDED RADIUS TO AVOID EXCESSIVETIRE WEAR. LIMITED BY 8–DEG MAIN GEAR TIRE SCRUB
TYPETURN
EFFECTIVETURN ANGLE
TIRE SLIPANGLE
XFT/m
YFT/m
AFT/m
R3FT/m
R4FT/m
R5FT/m
R6FT/m
60.8 DEG
72.0 DEG
–
9.2 DEG
–2.0 DEG
–
81.2
81.6
81.2
45.3
26.5
42.1
160.6
134.6
155.8
94.7
87.5
93.1
136.4
118.5
133.4
118.1
112.6
116.9
111.9
100.0
109.8
24.7
24.9
24.7
13.8
8.1
12.8
49.0
41.0
47.5
28.9
26.7
28.4
41.6
36.1
40.7
36.0
34.3
35.6
34.1
30.5
33.5
1
2
3
3
21
REV E
SLIP
4–4
4.4 VISIBILITY FROM COCKPIT IN STATIC POSITIONMODEL MD-11
DMC005–42
ÉÉÉÉ
PILOT’S EYE POSITION
PILOT’S EYE POSITION
36 DEG
20 DEG20 FT 8 IN.
(6.3 m)
50 FT 4 IN.(15.3 m) 6 FT 11 IN. (2.1 m) (REF)
20 FT 11 IN. (6.4 m)
27 FT 10 IN. (8.5 m)
135 DEG
MAXIMUM AFT VISIONWITH HEAD ROTATEDABOUT SPINAL COLUMN
PILOT’S EYE POSITION21 IN.(53.3 cm)
40 DEG
31 DEG
45 DEG
WITH HEADMOVED 14 IN.OUTBOARD(35.6 cm)
45 DEG
31 DEG
40 DEG
NOT TO BE USED FORLANDING APPROACH VISIBILITY
REV B
4–5
4.5 RUNWAY AND TAXIWAY TURN PATHS4.5.1 MORE THAN 90-DEG TURN – RUNWAY TO TAXIWAYMANEUVERING METHOD – COCKPIT OVER CENTERLINE
MODEL MD–11
DMC005-89
75 FT(22.86 m)
ÉÉÉÉ
COCKPIT REFERENCE POINT
15 FT (4.57 m)CLEARANCE LINE
PATH OF MAIN GEAR TIRE EDGE
150-FT R(45.72 m)
150 FT(45.72 m)
RUNWAYCENTER-
LINE
45 DEG
NOTE: THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAYPAVEMENT EDGE CLEARANCE SHOWN IS APPROXIMATELY15 FT (4.57 m)
TAXIWAYCENTER-
LINE
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
100-FT R(30.48 m)
ADDITIONAL FILLETREQUIRED
REV B
4–6
4.5.2 MORE THAN 90-DEGREE TURN – RUNWAY TO TAXIWAYMANEUVERING METHOD — JUDGMENTAL OVERSTEERING
MODEL MD–11
DMC005–88
100-FT R(30.48 m)
150-FT R(45.72 m)
75 FT(22.86 m)
ÉÉ
CL
CL45 DEG
150 FT(45.72 m)
PATH OF NOSE GEAR TIRE EDGE
15 FT (4.57 m )CLEARANCE LINE
TAXIWAYCENTERLINE
RUNWAYCENTERLINE
PATH OF MAINGEAR TIRE EDGE
NOTE:1. EFFECTIVE STEERING ANGLE-APPROX 30 DEG (33-DEG STEERING, 3-DEG NOSE GEAR SLIP)
2. THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAYPAVEMENT EDGE CLEARANCE SHOWN IS APPROXIMATELY15 FT (4.57 m)
15 FT (4.57 m)CLEARANCE LINE
4–7
4.5.3 90-DEGREE TURN – TAXIWAY TO TAXIWAYMANEUVERING METHOD — COCKPIT OVER CENTERLINE
MODEL MD-11
DMC005–90
75 FT(22.86 m)
NOTE: THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAYPAVEMENT EDGE CLEARANCE SHOWN ISAPPROXIMATELY 15 FT (4.57 m)
PATH OF MAIN GEAR TIRE EDGE(AIRCRAFT DIRECTION AS SHOWN)
75 FT(22.86 m)
CL
TAXIWAYCENTERLINE
PATH OFCOCKPITREFERENCEPOINT
COCKPIT REFERENCE POINT
ÉÉ
150 FT (45.72 m)
83 FT (25.30 m)
150 FT (45.72 m)
83 FT (25.30 m)
APPROX 15 FT (4.57 m)
250-FT (76.20 m) LEAD-IN(TYPICAL — 4 PLACES)
CL
REV D
4–8
4.5.4 90-DEGREE TURN – TAXIWAY TO TAXIWAYMANEUVERING METHOD – JUDGMENTAL OVERSTEERING
MODEL MD-11
75 FT (22.86 m)
NOTES:1. THE INTERSECTION FILLET IS DETERMINED
FROM THE GEOMETRY OF THE CRITICALAIRCRAFT AND THE STEERING PROCEDURETHAT WILL BE USED.
2. 33-DEGREE STEERING ANGLE, 3-DEGREENOSE GEAR SLIP (30-DEGREE EFFECTIVESTEERING ANGLE)
3. THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAYPAVEMENT EDGE CLEARANCE SHOWN ISAPPROXIMATELY 15 FT (4.57 m)
15-FT (4.57 m) CLEARANCE LINE
PATH OF MAIN GEAR TIRE EDGE
75 FT(22.86 m)
CL
CL
16.8 FT (5.12 m)
105-FT (32.00 m) R
TAXIWAYCENTERLINE
15 FT (4.57 m)
PATH OF NOSE GEAR TIRE EDGE
15-FT (4.57 m) CLEARANCE LINE
REV E
4–9
4.5.5 90-DEGREE TURN – RUNWAY TO TAXIWAYMANEUVERING METHOD — COCKPIT OVER CENTERLINE
MODEL MD–11
75 FT(22.86 m)CL
150 FT (45.72 m)
COCKPIT REFERENCE POINT
15-FT (4.57 m) CLEARANCE LINE(RUNWAY-TO-TAXIWAY DIRECTION)
ADDITIONAL FILLET REQUIRED
85-FT (25.91 m) R
150-FT (45.72 m) R
15-FT (4.57 m) CLEARANCE LINE(TAXIWAY-TO-RUNWAY DIRECTION)
PATH OF MAIN GEAR TIRE EDGE(RUNWAY-TO-TAXIWAY DIRECTION)
NOTE: THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAYPAVEMENT EDGE CLEARANCE SHOWN IS APPROXIMATLY 15 FT (4.57 m)
RUNWAYCENTERLINE
TAXIWAYCENTERLINE
REV E
4–10
4.6 RUNWAY HOLDING BAY (APRON)MODEL MD-11
DMC005–93
PATH OF MAIN GEAR TIRE EDGE
PATH OF NOSE GEAR TIRE
20 FT (6.10 m)
263 FT (80.16 m)40 FT(12.19 m)
PATH OF NOSE GEAR
PATH OF MAINGEAR TIRE EDGE
20 FT (6.10 m)
15 FT (4.57 m)
TAXIWAYCENTERLINE RUNWAY
CENTERLINE
20 FT (6.10 m)
SHOULDER
NOTE: THE MINIMUM MAIN GEAR TIRE-TO-PAVEMENT EDGE CLEARANCE SHOWN ISAPPROXIMATELY 15 FT (4.57 m)
97 FT (29.57 m)
ÉÉÉÉÉÉ
PATH OFNOSE GEAR
150 FT (45.72 m)75 FT(22.86 m)
ÉÉÉÉ
4-11
REV E
THIS PAGE INTENTIONALLY LEFT BLANK
5.0 TERMINAL SERVICING
5.1 Airplane Servicing Arrangement (Typical)
5.2 Terminal Operations, Turnaround Station
5.3 Terminal Operations, En Route Station
5.4 Ground Service Connections
5.5 Engine Starting Pneumatic Requirements
5.6 Ground Pneumatic Power Requirements
5.7 Preconditioned Airflow Requirements
5.8 Ground Towing Requirements
5–1
5.0 TERMINAL SERVICING5.1 AIRPLANE SERVICING ARRANGEMENT (TYPICAL)
5.1.1 AIRPLANE SERVICING ARRANGEMENT — TYPICAL TURNAROUNDMODEL MD-11
DMC005–43
ÉÉÉ
CARGO PALLET TRAIN
CARGO LOADER EXTENSION
LOWER DECK CARGO LOADER
GALLEYSERVICEVEHICLES
TOW VEHICLE
POTABLE WATER VEHICLE
PASSENGERLOADING BRIDGES
FUEL SERVICE VEHICLECABIN SERVICE VEHICLE
BULK CARGODOLLY TRAIN
BULK CARGO LOADER
LAVATORYSERVICE VEHICLE
GALLEY SERVICEVEHICLE
LOWER DECK CARGOLOADER
CONTAINER DOLLYTRAIN
FUEL SERVICE VEHICLE
NOTE: THE AIRCRAFT AUXILIARY POWER UNITSUPPLIES ELECTRICAL, PNEUMATIC AIR,AND PRECONDITIONED AIR.
5–2
5.0 TERMINAL SERVICING5.1.2 AIRPLANE SERVICING ARRANGEMENT — TYPICAL TURNAROUND
MODEL MD-11 COMBI
DMC005–44
ÉÉÉÉÉÉ
CARGO PALLET TRAIN
CARGO LOADER EXTENSION
LOWER DECK CARGO LOADER
GALLEY SERVICE VEHICLES
TOW VEHICLE
POTABLE WATERVEHICLE
PASSENGERLOADING BRIDGE
FUEL SERVICE VEHICLE
BULK CARGODOLLY TRAIN
BULK CARGO LOADER
LAVATORYSERVICE VEHICLE
LOWER DECK CARGOLOADER
CONTAINER DOLLYTRAIN
FUEL SERVICE VEHICLE
NOTE: THE AIRCRAFT AUXILIARY POWER UNIT SUPPLIESELECTRICAL, PNEUMATIC AIR, AND PRECONDITIONED AIR.
CARGO PALLET TRAIN
MAIN DECK CARGO LOADER
5–3
5.0 TERMINAL SERVICING5.1.3 AIRLINE SERVICING ARRANGEMENT — TYPICAL TURNAROUND
MODEL MD-11F/CF
CARGO PALLET TRAIN
LOWER DECK CARGOLOADER
FUEL SERVICE VEHICLE
BULK CARGO TRAILER
FUEL SERVICE VEHICLE
MAIN-DECK CARGO LOADER
BULK CARGOLOADER
CREW STAIRS
CARGO PALLET TRAIN
LOWER DECK CARGOLOADER WITH LD–3
NOTE: THE AIRCRAFT AUXILIARY POWER UNIT SUPPLIES ELECTRICAL,PNEUMATIC, AND PRECONDITIONED AIR
CONTAINER DOLLYTRAIN
REV E
5–4
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5.4 GROUND SERVICE CONNECTIONSMODEL MD–11
SCALE
0 5 m
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PRECONDITIONED AIR
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C L C L
C L C L
C L C L
C L C L
REV E
4.27
4.27
4.60
4.60
5–8
5.5 ENGINE STARTING PNEUMATIC REQUIREMENTSMODEL MD-11 GE ENGINE
DMC005–49
0 10 20 30 40 50 60 70 80
140
120
100
60
RE
QU
IRE
D A
IRF
LOW
(LB
/MIN
)
(PSIA)
160
80
200
180
220
240
–40 –20 0 20 40 60 80 100 12020
RE
QU
IRE
D P
RE
SS
UR
E A
T G
RO
UN
D
30
50
40
60
70
CO
NN
EC
TO
R (
PS
IA)
118
110
100
90
80
70
60
50
40
30
5.0
4.5
4.0
3.5
3.0
2.5
2.0
1.5
(kg/
MIN
)(k
g/cm
AB
S)
2
1.0 2.0 3.0 4.0 5.0
-40 -30 -20 -10 0 10 20 30 40 50
(kg/cm2ABS)
CF6-80C2D1FMAXIMUM ALLOWABLE PNEUMATICSYSTEM PRESSURE 51 PSIG(65.7 PSIA AT SEA LEVEL)
MAXIMUM ALLOWABLE PNEUMATICSYSTEM TEMPERATURE 500°F (260°C)
MAXIMUM ALLOWABLE PNEUMATIC SYSTEMPRESSURE 51 PSIG
FOR A 46-SECOND START AT SEA LEVEL*
* THERE IS NO SATISFACTORY DEFINITION FOR “REQUIRED PRESSURE AT GROUND CONNECTOR” SO THAT A SINGLE LINE CANBE DEPICTED. THE LINE DEPICTED IS FOR A 46-SECOND START TIME, WHICH IS AN ARBITRARY VALUE.
PRESSURE AT GROUND CONNECTOR
AMBIENT AIR TEMPERATURE
(°F)
(°C)
5–9
5.5 ENGINE STARTING PNEUMATIC REQUIREMENTSMODEL MD-11 P&W ENGINE
DMC005–50
0 10 20 30 40 50 60 70 80
250
200
150
50
RE
QU
IRE
D A
IRF
LOW
(LB
/MIN
)
PSIA
300
100
400
350
–40 –20 0 20 40 60 80 100 12020
RE
QU
IRE
D P
RE
SS
UR
E A
T G
RO
UN
D
30
50
40
60
70
CO
NN
EC
TO
R (
PS
IA)
120
110
100
90
80
70
60
50
40
30
5.0
4.5
4.0
3.5
3.0
2.5
2.0
1.5
(kg/
MIN
)(k
g/cm
AB
S)
2
1.0 2.0 3.0 4.0 5.0
-40 -30 -20 -10 0 10 20 30 40 50
(kg/cm2ABS)
PW4460MAXIMUM ALLOWABLE PNEUMATICSYSTEM PRESSURE 51 PSIG(65.7 PSIA AT SEA LEVEL)
MAXIMUM ALLOWABLE PNEUMATICSYSTEM TEMPERATURE 500°F (260°C)
MAXIMUM ALLOWABLE PNEUMATIC SYSTEMPRESSURE 51 PSIG
FOR A 46-SECOND START AT SEA LEVEL*
* THERE IS NO SATISFACTORY DEFINITION FOR “REQUIRED PRESSURE AT GROUND CONNECTOR” SO THAT A SINGLE LINE CANBE DEPICTED. THE LINE DEPICTED IS FOR A 46-SECOND START TIME, WHICH IS AN ARBITRARY VALUE.
150
140
130
180
170
160
190
PRESSURE AT GROUND CONNECTOR
AMBIENT AIR TEMPERATURE
(°F)
(°C)
5–10
5.6 GROUND PNEUMATIC POWER REQUIREMENTSMODEL MD-11
DMC005–51
0 20 40 60 80
280
240
200
LB/M
IN 320
400
360
1.0 1.2 1.4 1.6 1.8AIR SUPPLY PRESSURE
(kg/cm2 ABS)T
OTA
L A
IRF
LOW
(kg
/MIN
)
180
160
140
120
100
HEATING
MINUTES TO HEAT CABIN TO 75°F (24°C)• INITIAL CABIN TEMPERATURE –25°F (–32°C) • DULL DAY• OUTSIDE AIR TEMPERATURE –40°F (–40°C) • NO CABIN OCCUPANTS OR ELECTRICAL LOAD• MAX TEMPERATURE AT GROUND CONN 440°F (227°C) • MAX ALLOWABLE SUPPLY PRESSURE 45 PSIG• MIN TEMPERATURE NOT LESS THAN 200°F (93°C) • BOTH GROUND CONNECTIONS USED
ABOVE O.A.T • THREE-PACK OPERATION• DOORS CLOSED
0 20 40 60 80
250
200
LB/M
IN
300
400
350
1.0 1.2 1.4 1.6 1.8
TO
TAL
AIR
FLO
W (
kg/M
IN)
180
160
140
120
100
AIR SUPPLY PRESSURE(kg/cm2 ABS)
COOLING
MINUTES TO COOL CABIN TO 75 F (24 C)• INITIAL CABIN TEMPERATURE 115°F (46°C) • BRIGHT DAY• OUTSIDE AIR TEMPERATURE 103°F (40°C) REL HUM 42% • NO CABIN OCCUPANTS OR ELECTRICAL LOAD• MAX TEMPERATURE AT GROUND CONN 440°F (227°C) • MAX ALLOWABLE SUPPLY PRESSURE 45 PSIG• MIN TEMPERATURE NOT LESS THAN 200°F (93°C) • BOTH GROUND CONNECTIONS USED
ABOVE O.A.T • THREE-PACK OPERATION• DOORS CLOSED
100
16 20 24 28(PSIA)
(PSIA) 25 30 35 40 45
5–11
DMC005–53–54
5.7 PRECONDITIONED AIRFLOW REQUIREMENTS MODEL MD-11
AIR SUPPLY TEMPERATURE
600
30 50 70 90 110
500
400
300
200
100
TO
TAL
AIR
FLO
W
260
220
180
140
100
60
0 10 20 30 40
MAXIMUM ALLOWABLE PRESSURE ATGROUND CONNECTION (25 INCHES WATER)
1
3 2
4
5 6
1
2
3
4
5
6
CABIN AT 75°F (24°C), 410 OCCUPANTS,BRIGHT DAY (SOLAR IRRADIATION),
SAME AS 1 EXCEPT CABIN AT 85°F
SAME AS 1 EXCEPT CABIN AT 70°F
CABIN AT 70°F (21°C), 50 CABINOCCUPANTS, OVERCAST DAY (NO
SAME AS 4 EXCEPT –20°F
SAME AS 4 EXCEPT –40°F
MAXIMUM ALLOWABLE TEMPERATURE
CONDITIONED AIR GROUND CARTREQUIREMENTS USING BOTH CONNECTORS
25
20
17
15
10
5
3
1
1
3 2
4
5
6
PR
ES
SU
RE
AT
GR
OU
ND
CO
NN
EC
TIO
N (
INC
HE
S O
F W
AT
ER
)
40
35
30
25
20
15
10
7
5
2
PR
ES
SU
RE
AT
GR
OU
ND
CO
NN
EC
TIO
N (
INC
HE
S O
F W
AT
ER
)
(°F)
(°C)
30 50 70 90 110
0 10 20 30 40AIR SUPPLY TEMPERATURE
(°F)
(°C)
(kg/MIN)
(LB/MIN)
600
500
400
300
200
100
TO
TAL
AIR
FLO
W
260
220
180
140
100
60
(kg/MIN)
(LB/MIN)CONDITIONED AIR GROUND CART
REQUIREMENTS USING ONE CONNECTOR
103°F (39°C) DAY
(29°C)
(21°C), NO CABIN OCCUPANTS,FIVE CREW MEMBERS ONLY
SOLAR IRRADIATION), 0°F (–18°C) DAY
(–29°C) DAY
(–40°C) DAY
190°F (88°C)
5–12
5.8
GR
OU
ND
TO
WIN
G R
EQ
UIR
EM
EN
TS
MO
DE
L M
D-1
1
TO
TA
L T
RA
CT
ION
WH
EE
L L
OA
D
60
020
4060
80
010
2030
40
40 20
0
(1,0
00 L
B)
(1,0
00 k
g)
30 20 10
0
DR
AW
BA
R P
UL
L
(1,000 kg)
(1,000 LB)
633
600
500
400
300
(1,000 kg)
(1,000 LB)
300
250
200
150
100
AIR
PLA
NE
GR
OSS
WE
IGH
T
01
23
4
PER
CE
NT
SL
OPE
·U
NU
SUA
L B
RE
AK
AW
AY
CO
ND
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NO
T R
EFL
EC
TE
D
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STIM
AT
ED
FO
R T
OW
VE
HIC
LE
S W
ITH
RU
BB
ER
TIR
ES
·C
OE
FFIC
IEN
TS
OF
FRIC
TIO
N (m
) —
APP
RO
XIM
AT
E
WE
T A
SPH
AL
T m
= 0
.75
ICE
m =
0.0
5
DR
Y C
ON
CR
ET
E O
R A
SPH
AL
T m
= 0
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HA
RD
SN
OW
m =
0.2
BA
CK
ING
AG
AIN
STG
RO
UN
DID
LE
TH
RU
ST
NO
EN
GIN
ET
HR
UST
550
450
350
250
REV E
WE
T C
ON
CR
ET
Em
= 0
.57
5-13
REV E
THIS PAGE INTENTIONALLY LEFT BLANK
6.0 OPERATING CONDITIONS
6.1 Jet Engine Exhaust Velocities andTemperatures
6.2 Airport and Community Noise
6–1
6.0 OPERATING CONDITIONS6.1 JET ENGINE EXHAUST VELOCITIES AND TEMPERATURES
6.1.1 JET ENGINE EXHAUST VELOCITY CONTOURS, IDLE POWER (ESTIMATED)MODEL MD-11 GE ENGINE
80
NOTES: 1. ENGINE CF6-80C22. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE
OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETYASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER
3. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR4. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS5. SEA LEVEL STATIC — STANDARD DAY6. ALL ENGINES AT SAME THRUST60
40
20
0
20
15
5
FEET METERS
80
60
40
20
0
20
15
10
5
FEET METERS
0 15 30 45 60 75 90 105 120 135 150
0 50 100 150 200 250 300 350 400 450 500FEET
METERS
-100
4535
4535
AXIAL DISTANCE BEHIND AIRPLANE
PLAN
ELEVATION
45 35 45 35
GROUND PLANE
CONVERSION FACTOR1 MPH = 1.6 km PER HOUR
HE
IGH
T A
BO
VE
GR
OU
ND
CL
DIS
TAN
CE
FR
OM
AIR
PLA
NE
C L
10
6–2
6.1.1 JET ENGINE EXHAUST VELOCITY CONTOURS, IDLE POWER (ESTIMATED)MODEL MD-11 P&W ENGINE
80
NOTES: 1. ENGINE PW44602. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE
OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETYASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER
3. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR4. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS5. SEA LEVEL STATIC — STANDARD DAY6. ALL ENGINES AT SAME THRUST
60
40
20
0
20
15
10
FEET METERS
80
60
40
20
0
20
15
10
5
FEET METERS
0 15 30 45 60 75 90 105 120 135 150
0 50 100 150 200 250 300 350 400 450 500
ELEVATION
FEET
METERS
–100
AXIAL DISTANCE BEHIND AIRPLANE
GROUND PLANECONVERSION FACTOR1 MPH = 1.6 km PER HOUR
35
35
3535
CL
DIS
TAN
CE
FR
OM
AIR
PLA
NE
C LH
EIG
HT
AB
OV
E G
RO
UN
D
PLAN
5
6–3
6.1.2 JET ENGINE EXHAUST VELOCITY CONTOURS, BREAKAWAY POWER (ESTIMATED)MODEL MD-11 GE ENGINE
6–4
6.1.2 JET ENGINE EXHAUST VELOCITY CONTOURS, BREAKAWAY POWER (ESTIMATED)MODEL MD-11 P&W ENGINE
80
NOTES: 1. ENGINE PW40002. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE
OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETYASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER
3. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR4. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS5. RAMP GRADIENT WILL AFFECT REQUIRED TAXI AND BREAKAWAY THRUST6. SEA LEVEL STATIC — STANDARD DAY7. ALL ENGINES AT SAME THRUST8. 605,500 LB GROSS WEIGHT
60
40
20
0
20
15
10
FEET METERS
80
60
40
20
0
20
15
10
5
FEET METERS
0 15 30 45 60 75 90 105 120 135 150
0 50 100 150 200 250 300 350 400 450 500
PLAN
ELEVATION
FEET
METERS
–100
AXIAL DISTANCE BEHIND AIRPLANE
GROUND PLANECONVERSION FACTOR1 MPH = 1.6 km PER HOUR
CL
DIS
TA
NC
E F
RO
MA
IRPL
AN
E C L
HE
IGH
T A
BO
VE
GR
OU
ND
35
45
6075
35456075
5
6–5
6.1.3 JET ENGINE EXHAUST VELOCITY CONTOURS, TAKEOFF POWER (ESTIMATED)MODEL MD-11 GE ENGINE
80
NOTES: 1. ENGINE CF6-80C2D1F2. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE
OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETYASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER.
3. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR.4. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS5. SEA LEVEL STATIC — STANDARD DAY6. ALL ENGINES AT SAME THRUST
60
40
20
0
20
15
10
FEET METERS
80
60
40
20
0
20
15
10
5
FEET METERS
0 15 30 45 60 75 90 105 120 135 150
0 50 100 150 200 250 300 350 400 450 500FEET
METERS
-100
AXIAL DISTANCE BEHIND AIRPLANE
PLAN
ELEVATION GROUND PLANE
CONVERSION FACTOR1 MPH = 1.6 km PER HOUR
HE
IGH
T A
BO
VE
GR
OU
ND
35
45
60
75
100
3545
60
100150200
75
CL
DIS
TA
NC
E F
RO
MA
IRPL
AN
E C L
150
2005
6–6
6.1.3 JET ENGINE EXHAUST VELOCITY CONTOURS, TAKEOFF POWER (ESTIMATED)MODEL MD-11 P&W ENGINE
80
NOTES: 1. ENGINE PW44602. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE
OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETYASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER
3. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR4. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS5. SEA LEVEL STATIC — STANDARD DAY6. ALL ENGINES AT SAME THRUST
60
40
20
0
20
15
10
FEET METERS
80
60
40
20
0
20
15
10
5
FEET METERS
0 15 30 45 60 75 90 105 120 135 150
0 50 100 150 200 250 300 350 400 450 500
PLAN
ELEVATION
FEET
METERS
–100
AXIAL DISTANCE BEHIND AIRPLANE
GROUND PLANECONVERSION FACTOR1 MPH = 1.6 km PER HOUR
CL
DIS
TA
NC
E F
RO
MA
IRPL
AN
E C L
HE
IGH
T A
BO
VE
GR
OU
ND
35 MPH TO 1,865 FT (568 m)
35
45
60
75
100
150200
45 MPH TO 1,365 FT (416 m)
60 MPH TO 945 FT (288 m)
75 MPH TO 710 FT (216 m)
3545
6075
100150200
35 MPH TO 1,865 FT (568 m)
5
6–7
6.1.4 Jet Engine Exhaust Temperature (MD-11, All Engine Models)
Jet engine exhaust temperature contour lines have not been presented because the adverse effects ofexhaust temperature at any given position behind the aircraft fitted with these high-bypass engines areconsiderably less than the effects of exhaust velocity.
6–8
6.2 Airport and Community Noise
Airport noise is of major concern to the airport and community planner. The airport is a major element ofthe community’s transportation system and, as such, is vital to its growth. However, the airport must alsobe a good neighbor, and this can be accomplished only with proper planning. Since aircraft noise extendsbeyond the boundaries of the airport, it is vital to consider the impact on surrounding communities. Manymeans have been devised to provide the planner with a tool to estimate the impact of airport operations.Too often they oversimplify noise to the point where the results become erroneous. Noise is not a simplesubject; therefore, there are no simple answers.
The cumulative noise contour is an effective tool. However, care must be exercised to ensure that thecontours, used correctly, estimate the noise resulting from aircraft operations conducted at an airport.
The size and shape of the single-event contours, which are inputs into the cumulative noise contours, aredependent upon numerous factors. They include:
1. Operational Factors
(a) Aircraft Weight — Aircraft weight is dependent on distance to be traveled, en routewinds, payload, and anticipated aircraft delay upon reaching the destination.
(b) Engine Power Settings — The rates of ascent and descent and the noise levels emitted atthe source are influenced by the power setting used.
(c) Airport Altitude — Higher airport altitude will affect engine performance and thus caninfluence noise.
2. Atmospheric Conditions — Sound Propagation
(a) Wind — With stronger headwinds, the aircraft can take off and climb more rapidlyrelative to the ground. Also, winds can influence the distribution of noise in surroundingcommunities.
(b) Temperature and Relative Humidity — The absorption of noise in the atmosphere alongthe transmission path between the aircraft and the ground observer varies with bothtemperature and relative humidity.
3. Surface Condition — Shielding, Extra Ground Attenuation (EGA)
Terrain — If the ground slopes down after takeoff or up before landing, noise will be reducedsince the aircraft will be at a higher altitude above the ground. Additionally, hills, shrubs,trees, and large buildings can act as sound buffers.
6–9
All of these factors can alter the shape and size of the contours appreciably. To demonstrate the effect ofsome of these factors, estimated noise level contours for two different operating conditions are shownbelow. These contours reflect a given noise level upon a ground level plane at runway elevation.
As indicated by these data, the contour size varies substantially with operating and atmosphericconditions. Most aircraft operations are, of course, conducted at less than maximum gross weightsbecause average flight distances are much shorter than maximum aircraft range capability and averageload factors are less than 100 percent. Therefore, in developing cumulative contours for planningpurposes, it is recommended that the airlines serving a particular city be contacted to provide operationalinformation.
In addition, there are no universally accepted methods for developing aircraft noise contours or forrelating the acceptability of specific noise zones to specific land uses. It is therefore expected that noisecontour data for particular aircraft and the impact assessment methodology will be changing. To ensurethat currently available information of this type is used in any planning study, it is recommended that it beobtained directly from the Office of Environmental Quality in the Federal Aviation Administration inWashington, D.C.
It should be noted that the contours are shown here only to illustrate the impact of operating andatmospheric conditions and do not represent the single-event contour of the family of aircraft described inthis document. It is expected that the cumulative contours will be developed as required by planners usingthe data and methodology applicable to their specific study.
REV E
CONDITION 1CONDITION 2
CONDITION 1
LANDING:MAXIMUM DESIGN LANDING WEIGHT10-KNOT HEADWIND3-DEG APPROACH84oFHUMIDITY 15%
TAKEOFF:MAXIMUM DESIGN TAKEOFF WEIGHTZERO WIND84oFHUMIDITY 15%
CONDITION 2
LANDING:85% OF MAXIMUM DESIGN LANDING WEIGHT10-KNOT HEADWIND3-DEG APPROACH59oFHUMIDITY 70%
TAKEOFF:80% OF MAXIMUM DESIGN TAKEOFF WEIGHT10-KNOT HEADWIND59oFHUMIDITY 70%
7.0 PAVEMENT DATA
7.1 General Information
7.2 Footprint
7.3 Maximum Pavement Loads
7.4 Landing Gear Loading on Pavement
7.5 Flexible Pavement Requirements
7.6 Flexible Pavement Requirements, LCNConversion
7.7 Rigid Pavement Requirements
7.8 Rigid Pavement Requirements, LCNConversion
7.9 ACN-PCN Reporting System; Flexibleand Rigid Pavements
JUNE 2010 7-1 REV F
7.0 PAVEMENT DATA
7.1 General Information
A brief description of the pavement charts that follow will help in their use for airport planning. Each airplane configuration is shown with a minimum range of four loads imposed on the main landing gear to aid in interpolation between the discrete values shown. All curves are plotted at constant specified tire pressure at the highest certified weight for each model.
Section 7.2 presents basic data on the landing gear footprint configuration, maximum design taxi loads, and tire sizes and pressures.
Maximum pavement loads for certain critical conditions at the tire-to-ground interface are shown in Section 7.3, with the tires having equal loads on the struts.
Pavement requirements for commercial airplanes are customarily derived from the static analysis of loads imposed on the main landing gear struts. The chart in Section 7.4 is provided in order to determine these loads throughout the stability limits of the airplane at rest on the pavement. These main landing gear loads are used as the point of entry to the pavement design charts, interpolating load values where necessary.
The flexible pavement design curves (Section 7.5) are based on procedures set forth in Instruction Report No. S-77-1, "Procedures for Development of CBR Design Curves," dated June 1977, and as modified according to the methods described in ICAO Aerodrome Design Manual, Part 3, Pavements, 2nd Edition, 1983, Section 1.1 (The ACN-PCN Method), and utilizing the alpha factors approved by ICAO in October 2007. Instruction Report No. S-77-1 was prepared by the U.S. Army Corps of Engineers Waterways Experiment Station, Soils and Pavements Laboratory, Vicksburg, Mississippi.
The following procedure is used to develop the curves, such as shown in Section 7.5:
1. Having established the scale for pavement depth at the bottom and the scale for CBR at the top, an arbitrary line is drawn representing 6,000 annual departures.
2. Values of the aircraft gross weight are then plotted.
3. Additional annual departure lines are drawn based on the load lines of the aircraft gross weights already established.
4. an additional line representing 10,000 coverages (used to calculate the flexible-pavement Aircraft Classification Number) is also placed.
Subsection 7.6 provides LCN conversion curves for flexible pavements. These curves have been plotted using procedures and curves in the Internation Civil Aviation Organization (ICAO) Aerodrome Design Manual, Part 3 – Pavements, Document 9157-AN/901, 1977.
REV D
7–2
Subsection 7.7 provides rigid pavement design curves prepared with the use of the Westergaard equationsin general accord with the relationships outlined in the 1955 edition of Design of Concrete AirportPavement, published by the Portland Cement Association, 33 W. Grand Ave., Chicago, Illinois, butmodified to the new format described in the 1968 Portland Cement Association publication, ComputerProgram for Airport Pavement Design by Robert G. Packard. The following procedure is used to developthe rigid pavement design curves.
1. Having established the scale for pavement thickness to the left and the scale for allowableworking stress to the right, an arbitrary load line is drawn representing the main landing gearmaximum weight to be shown.
2. All values of the subgrade modulus (K-values) are then plotted using the maximum load line,as shown.
3. Additional load lines for the incremental value of weight on the main landing gear are thenestablished on the basis of the curve for K = 300 lb/in.3 already established.
Subsection 7.8 presents LCN conversion curves for rigid pavements. These curves have been plottedusing procedures and curves in the ICAO Aerodrome Design Manual, Part 3 — Pavements, Document9157-AN/901, 1977. The same charts include plots of equivalent single-wheel load versus radius ofrelative stiffness. The LCN requirements are based on the condition of center-of-slab loading. Radii ofrelative stiffness values are obtained from Subsection 7.8.1.
Subsection 7.9 provides ACN data prepared according to the ACN-PCN system described in Aerodromes,Annex 14 to the Convention on International Civil Aviation. ACN is the Aircraft Classification Numberand PCN is the corresponding Pavement Classification Number.
ACN-PCN provides a standardized international airplane/pavement rating system replacing the various S,T, TT, LCN, AUW, ISWL, etc., rating systems used throughout the world. An aircraft having an ACNequal to or less than the PCN can operate without restriction on the pavement. Numerically, the ACN istwo times the derived single-wheel load expressed in thousands of kilograms, where the load is on asingle tire inflated to 1.25 MPa (181 psi) that would have the same pavement requirements as the aircraft.Computationally, the ACN-PCN system uses PCA program PDILB for rigid pavements and S-77-1 forflexible pavements to calculate ACN values. The method of pavement evaluation is the responsibility ofthe airport, with the results of its evaluation presented as follows:
7–3
Chap7–Text64
PAVEMENTTYPECODE
RIGID
FLEXIBLE
R
F
SUBGRADECATEGORYCODE
HIGH(K = 150MN/M3)(OR CBR= 15%)
MEDIUM(K = 80MN/M3)(OR CBR= 10%)
LOW(K = 40MN/M3)(OR CBR= 6%)
ULTRALOW(K = 20MN/M3)(OR CBR= 3%)
A
B
C
D
TIREPRESSURECATEGORYCODE
HIGH(NO LIMIT)
MEDIUM(LIMITED TO1.75 MPa)
LOW(LIMITED TO1.25 MPa)
VERY LOW(LIMITED TO0.5 MPa)
W
X
Y
Z
EVALUATIONMETHODCODE
TECHNICAL
USINGAIRCRAFT
T
U
PAVEMENTCLASSIFI-
CATIONNUMBERPCN
(BEARINGSTRENGTHFOR UN-RESTRICTEDOPERATIONS)
(s)
REPORT EXAMPLE: PCN 80/R/B/W/T
7–4
7.2 FOOTPRINTMODEL MD-11
MAXIMUM RAMP WEIGHT 633,000 LB (287,129 kg)
PERCENT OF WEIGHT ON MAIN GEAR SEE SECTION 7.4
NOSE TIRE SIZE 40 x 15.5 — 16
NOSE TIRE PRESSURE 180 PSI (12.7 kg/cm2)
WING AND CENTER GEAR TIRE SIZE H54 x 21.0 — 24
WING GEAR TIRE PRESSURE 206 PSI (14.4 kg/cm2)
CENTER GEAR TIRE PRESSURE 180 PSI (12.7 kg/cm2)
25 IN. (64 cm)
80 FT 9 IN. (24.61 m)
54 IN. (137 cm)
TYP
64 IN. (163 cm)TYP
37.5 IN.(95 cm)
41 FT 3 IN.(12.57 m)
35 FT(10.67 m)
30 IN. (76 cm)
REV E
7–5
7.3 MAXIMUM PAVEMENT LOADSMODEL MD-11
VN
HW
HC
VW VC
PAVEMENT LOADS FOR CRITICAL COMBINATIONS OF WEIGHT AND CG POSITIONSVN = VERTICAL NOSE GEAR GROUND LOAD PER STRUT VW = VERTICAL WING GEAR GROUND LOAD PER STRUT VC = VERTICAL CENTER GEAR GROUND LOAD PER STRUTHW = HORIZONTAL WING GEAR GROUND LOAD PER STRUT FROM BRAKINGHC = HORIZONTAL CENTER GEAR GROUND LOAD PER STRUT FROM BRAKING
LB 633,000 54,900 93,000 245,400 80,800 170,000 106,300 35,000 73,600
kg 287,129 24,903 42,184 111,313 36,651 77,112 48,218 15,876 33,385
MODELMD-11
RAMPWEIGHT STATIC
STEADYBRAKING* STATIC
STEADYBRAKING*
INSTBRAKING** STATIC
STEADYBRAKING*
INSTBRAKING**
NOSE GEAR (1)FORWARD CG
WING GEAR (2)AFT CG
CENTER GEAR (1)AFT CG
VN VN VW HW VC HC
* AIRCRAFT DECELERATION = 10 FT/SEC2. HW AND HC ASSUME DECELERATION FROM BRAKING ONLY** INSTANTANEOUS BRAKING; COEFFICIENT OF FRICTION = 0.8
REV E
REV E
7–6
7.4 Landing Gear Loading on Pavement
7.4.1 Loads on the Main Landing Gear Group
For the MD-11, the main gear group consists of two wing gears plus one center gear.
In the example for the MD-11, the gross weight is 470,000 pounds, the percent of weight on the maingears is 94.33 percent, and the total weight on the three main gears is 443,351 pounds.
7–7
7.4 LANDING GEAR LOADING ON PAVEMENTMODEL MD-11
PERCENT WEIGHT ON MAIN GEAR
600
80 85 90 95 100
550
500
450
400
350
300
250
200
650
CG FOR ACNCALCULATIONS
WE
IGH
T O
N M
AIN
LA
ND
ING
GE
AR
GR
OU
P (
1,00
0 LB
)
AIR
CR
AF
T G
RO
SS
W
EIG
HT
(1,
000
LB)
275
250
225
200
175
150
125
100
600
550
500
450
400
350
300
250
AIR
CR
AF
T G
RO
SS
WE
IGH
T (
1,00
0 kg
)
PERCENT MAC
0 5 10 15 20 25 30 35 633
650300
REV E
94.33
506.4
7–8
7.5 Flexible Pavement Requirements — U.S. Army Corps of Engineers Method (S-77-1)
To determine the airplane weight that can be accommodated on a particular flexible pavement, thethickness of the pavement, the subgrade CBR, and the annual departure level must be known.
In the example shown for the MD-11, for a CBR of 7.0, an annual departure level of 6,000, and a flexiblepavement thickness of 36 inches, the main gear group loading is 450,000 pounds.
The line showing 10,000 coverages is used for ACN calculations, which are shown in another subsection.
7–9
7.5 FLEXIBLE PAVEMENT REQUIREMENTSU.S. ARMY CORPS OF ENGINEERS/FAA DESIGN METHOD
MODEL MD-11
REV E
PAVEMENT THICKNESS (IN)
* 20 YEAR SERVICE LIFE
10,000 COVERAGES(USED FOR ACNCALCULATIONS)
MAX POSSIBLE MAINGEAR GROUP LOADAT MAX RAMP WEIGHTAND AFT CG
1,200
3,000
6,000
15,000
25,000
ANNUALDEPARTURES*
WEIGHT ONMAIN GEARS
LB KG250,000 (113,398)
300,000 (136,078)
350,000 (158,758)
400,000 (181,437)
450,000 (204,119)
500,000 (226,799)
597,100 (270,845)
SUBGRADE STRENGTH (CBR)
3 4 5 76 8 9 10 20 30 40 50
3 4 5 76 8 9 10 20 30 40 50
NOTE: H54 x 21.0-24 TIRES; TIRE PRESSURE CONSTANT AT 206 PSI (14.5 kg/cm )2
7–10
7.6 Flexible Pavement Requirements, LCN Conversion
To determine the airplane weight that can be accommodated on a particular flexible airport pavement,both the LCN of the pavement and the thickness (h) of the pavement must be known.
In the example for the MD-11, the flexible pavement thickness is 30 inches, the LCN is 76, and the mainlanding gear group weight is 350,000 pounds.
7–11
7.6 FLEXIBLE PAVEMENT REQUIREMENTS – LCN CONVERSIONMODEL MD-11
FLEXIBLE PAVEMENTTHICKNESS (IN.)
150
160
10 15 20 30 40 50 6070 80
NOTE: EQUIVALENT SINGLE-WHEEL LOADS ARE DERIVED BY METHODS SHOWN IN ICAO AERODROME MANUAL,PART 2, PAR. 4.1.3
140
130
120
110
100
90
80
70
60
50
40
30
20
MAX POSSIBLE MAINGEAR LOAD AT MAXRAMP WEIGHT ANDAFT CG
597,100
(270,845)
500,000 (226,800)
450,000 (204,120)
400,000 (181,440)
350,000 (158,760)
300,000 (136,080)
250,000 (113,400)
WEIGHT ON MAIN LANDINGGEAR GROUP
LB (kg)
30 40 60 80 100 200
60
55
50
45
40
35
30
25
20
15
10
EQ
UIV
ALE
NT
SIN
GLE
-WH
EE
L L
OA
D (
1,00
0 kg
)
LOAD CLASSIFICATIONNUMBER (LCN)
EQ
UIV
ALE
NT
SIN
GLE
-WH
EE
L L
OA
D (
1,00
0 LB
)
H54 x 21.0-24 TIRESPRESSURE CONSTANTAT 206 PSI (14.4 kg/cm2)
REV E
70
80
7–12
7.7 Rigid Pavement Requirements, Portland Cement Association Design Method
To determine the airplane weight that can be accommodated on a particular rigid pavement, the thicknessof the pavement, the subgrade modulus (k), and the allowable working stress must be known.
In the example for the MD-11, the rigid pavement thickness is 13.7 inches, the subgrade modulus is 150,and the allowable working stress is 400 psi. For these conditions, the weight on the landing gear group is450,000 pounds.
7–13
7.7 RIGID PAVEMENT REQUIREMENTS,PORTLAND CEMENT ASSOCIATION DESIGN METHOD
MODEL MD-11
19
18
17
16
15
14
13
12
11
10
9
8
1,200
1,100
1,000
900
800
700
600
500
400
300
200
100
80
70
60
50
40
30
20
0
50
45
40
35
30
25
20
PAV
EM
EN
T T
HIC
KN
ES
S
ALL
OW
AB
LE W
OR
KIN
G S
TR
ES
S
(PSI)
(kg/cm2)
(IN.)
(cm)
NOTE: THE VALUES OBTAINED BY USING THE MAX LOAD REFERENCE LINE AND ANY VALUES OF K ARE EXACT.FOR LOADS LESS THAN MAX, THE CURVES ARE EXACT FOR K = 300, BUT DEVIATE SLIGHTLY FOROTHER VALUES OF K.
REF: DESIGN OF CONCRETE AIRPORT PAVEMENT, 1968 PORTLAND CEMENT ASSOCIATIONCOMPUTER PROGRAM
H54 x 21.0-24 TIRESTIRE PRESSURE CONSTANT AT 206 PSI (14.5 kg/cm2)
MAX POSSIBLE MAIN GEAR LOADAT MAX RAMP WEIGHT AND AFT CG
REV E
WEIG
HT ON M
AIN L
ANDING G
EAR GROUP
597,
100
LB (2
70,8
45 kg
)
500,0
00 LB
(226
,799 k
g)
450,000 LB (204,120 kg
)
400,000 LB (181,440 kg
)
350,000 LB (158,760 kg
)
300,000 LB (136,080 kg)
250,000 LB (113,400 kg)
7–14
7.8 Rigid Pavement Requirements, LCN Conversion
To determine the airplane weight that can be accommodated on a particular rigid airport pavement, boththe LCN of the pavement and the radius of relative stiffness must be known.
In the example for the MD-11, the rigid pavement radius of relative stiffness is 40 inches and the LCN is78. For these conditions, the weight on the main landing gear group is 400,000 pounds.
The LCN charts use �-values based on Young’s Modulus (E) of 4 million psi and Poisson’s ratio (m) of
0.15. For convenience in finding �-values based on other values of E and m, the curves in chart 7.8.2 are
included. For example, to find an �-value based on an E of 3 million psi, the E-factor of 0.931 is
multiplied by the �-value found in Chart 7.8.1. The effect of variations in m on the �-value is treated in asimilar manner.
Note: If the resulting aircraft LCN is not more than 10 percent above the published pavement LCN, theUnited Kingdom, which originated the LCN method, considers that the bearing strength of the pavementis sufficient for unlimited use by the airplane. The figure of 10 percent has been chosen as representingthe lowest degree of variation in LCN which is significant. (Reference: ICAO Aerodrome DesignManual, Part 3 — Pavements, Document 9157-AN/901, 1977 Edition.)
7–15
7.8.1 RIGID PAVEMENT REQUIREMENTS, LCN CONVERSIONMODEL MD-11
120
110
100
90
80
70
60
50
40
30
2020 30 40 50 60 70 80
RADIUS OF RELATIVESTIFFNESS (IN.)
LOAD CLASSIFICATIONNUMBER (LCN)
55
50
45
40
35
30
25
20
15
10
30 20050 9070
EQ
UIV
ALE
NT
SIN
GLE
-WH
EE
L L
OA
D (
1,00
0 LB
)
WEIGHT ON MAINLANDING GEAR
GROUP
597,100 (270,845)
LB kg
500,00 (226,799)
450,000 (204,120)
400,000 (181,440)
350,000 (158,760)
300,000 (136,080)
250,000 (113,400)
NOTE: EQUIVALENT SINGLE-WHEEL LOADS ARE DERIVED BY METHODS SHOWN IN ICAO AERODROMEMANUAL, PART 2, PAR. 4.1.3
H54 x 21.0-24 TIRESTIRE PRESSURE CONSTANT AT 206 PSI (14.5 kg/cm2)
100
LCN REQUIREMENTSARE BASED ONCENTER-OF-SLABLOADING
MAX POSSIBLEMAIN GEAR LOADAT MAX RAMPWEIGHT AND AFTCG
EQ
UIV
ALE
NT
SIN
GLE
- WH
EE
L L
OA
D (
1,00
0 kg
)
REV E
7–16
7.8.2 RADIUS OF RELATIVE STIFFNESS
DMC005–71
RADIUS OF RELATIVE STIFFNESSVALUES IN INCHES
WHERE: E = YOUNG’S MODULUS = 4 x 106 PSIk = SUBGRADE MODULUS, LB/IN.3
d = RIGID-PAVEMENT THICKNESS, IN.
µ = POISSON’S RATIO = 0.15
6.06.57.07.5
8.08.59.09.5
10.010.511.011.5
12.012.513.013.5
14.014.515.015.5
16.016.517.017.5
18.019.020.021.0
22.023.024.025.0
REFERENCE: PORTLAND CEMENT ASSOCIATION
31.4833.4335.3437.22
39.0640.8842.6744.43
46.1847.9049.6051.28
52.9454.5956.2257.83
59.4361.0262.5964.15
65.6967.2368.7570.26
71.7674.7377.6680.55
83.4186.2489.0491.81
26.4728.1129.7231.29
32.8534.3735.8837.36
38.8340.2841.7143.12
44.5245.9047.2748.63
49.9851.3152.6353.94
55.2456.5357.8159.48
60.3562.8465.3067.74
70.1472.5274.8777.20
24.6326.1627.6529.12
30.5731.9933.3934.77
36.1437.4838.8140.13
41.4342.7243.9945.26
46.5147.7548.9850.20
51.4152.6153.8054.98
56.1658.4860.7763.04
65.2867.4969.6871.84
22.2623.6424.9926.32
27.6228.9130.1731.42
32.6533.8735.0736.26
37.4438.6039.7540.89
42.0243.1544.2645.36
46.4547.5448.6149.68
50.7452.8454.9256.96
58.9860.9862.9664.92
21.4222.7424.0425.32
26.5827.8129.0330.23
31.4232.5933.7534.89
36.0237.1438.2539.35
40.4441.5142.5843.64
44.7045.7446.7747.80
48.8250.8452.8454.81
56.7558.6860.5862.46
20.7222.0023.2524.49
25.7026.9028.0829.24
30.3931.5232.6433.74
34.8435.9236.9938.06
39.1140.1541.1942.21
43.2344.2445.2446.23
47.2249.1751.1053.01
54.8956.7558.8960.41
19.5920.8021.9923.16
24.3125.4426.5527.65
28.7429.8130.8731.91
32.9533.9734.9935.99
36.9937.9738.9539.92
40.8841.8442.7843.72
44.6646.5148.3350.13
51.9153.6755.4157.14
19.1320.3121.4722.61
23.7424.8425.9327.00
28.0629.1130.1431.16
32.1733.1734.1635.14
36.1237.0838.0338.98
39.9240.8541.7842.70
43.6145.4147.1948.95
50.6952.4154.1155.79
23.3024.7426.1527.54
28.9130.2531.5832.89
34.1735.4536.7137.95
39.1840.4041.6142.80
43.9845.1646.3247.47
48.6249.7550.8852.00
53.1155.3157.4759.62
61.7363.8365.9067.95
29.3031.1132.8934.63
36.3538.0439.7141.35
42.9744.5746.1647.72
49.2750.8052.3253.82
55.3156.7858.2559.70
61.1362.5663.9865.38
66.7869.5472.2774.97
77.6380.2682.8685.44
d (IN.) k = 75 k = 100 k = 150 k = 200 k = 250 k = 300 k = 350 k = 400 k = 500 k = 550
� � �
� � ��
����� � ����� � ������ ��
���
7–17
7.8.3 EFFECT OF E AND µ ON –VALUESDMC005–72
E, YOUNG’S MODULUS (106, PSI)
1.10
0 1 2 3 4 5
1.015
0 0.05 0.10 0.15 0.20 0.25
µ, POISSON’S RATIO
1.05
1.00
0.95
0.90
0.85
0.80
0
1.010
1.005
1.000
0.995
0
EFFECT OF µ ON -VALUES
NOTE: BOTH CURVES ON THIS PAGE ARE USED TO ADJUST THE -VALUESOF TABLE 7.8.2
µ FACTOR
E FACTOR
EFFECT OF E ON -VALUES
JUNE 2010 7-18 REV F
7.9 ACN –PCN REPORTING SYSTEM: FLEXIBLE AND RIGID PAVEMENTS
To determine the ACN of an aircraft on flexible or rigid pavement, both the aircraft gross weight and the subgrade strength category must be known. The examples show that for an aircraft gross weight of 440,000 lb and low subgrade strength, the ACN for flexible pavement is 47.7 and the ACN for rigid pavement for the same gross weight is 50.
Note: An aircraft with an ACN equal to or less than the reported PCN can operate on the pavement subject to any limitations on the tire pressure.
7–19
7.9.1 Development of ACN Charts
The ACN charts for flexible and rigid pavements were developed by methods referenced in the ICAOAerodrome Manual, Part 3 — Pavements, Document 9157-AN/901, 1983 Edition. The procedures usedin developing these charts are described below.
The following procedure was used to develop the flexible-pavement ACN charts already shown in thissubsection.
1. Determine the percentage of weight on the main gear to be used below in Steps 2, 3, and 4,below. The maximum aft center-of-gravity position yields the critical loading on the criticalgear (see Subsection 7.4). This center-of-gravity position is used to determine main gear loadsat all gross weights of the model being considered.
2. Establish a flexible-pavement requirements chart using the S-77-1 design method, such asshown on the right side of Figure 7.9.3. Use standard subgrade strengths of CBR 3, 6, 10, and15 percent and 10,000 coverages. This chart provides the same thickness values as those ofSubsection 7.5, but is presented here in a different format.
3. Determine reference thickness values from the pavement requirements chart of Step 2 foreach standard subgrade strength and gear loading.
4. Enter the reference thickness values into the ACN flexible-pavement conversion chart shownon the left side of Figure 7.9.3 to determine ACN. This chart was developed using the S-77-1design method with a single tire inflated to 1.25 MPa (181 psi) pressure and 10,000 coverages.The ACN is two times the derived single-wheel load expressed in thousands of kilograms.These values of ACN were plotted as functions of aircraft gross weight, as already shown.
The following procedure was used to develop the rigid-pavement ACN charts already shown in thissubsection.
1. Determine the percentage of weight on the main gear to be used in Steps 2, 3, and 4, below.The maximum aft center-of-gravity position yields the critical loading on the critical gear (seeSubsection 7.4). This center-of-gravity position is used to determine main gear loads at allgross weights of the model being considered.
2. Establish a rigid-pavement requirements chart using the PCA computer program PDILB,such as shown on the right side of Figure 7.9.4. Use standard subgrade strengths of k = 75,150, 300, and 550 lb/in.3 (nominal values for k = 20, 40, 80, and 150 MN/m3). This chartprovides the same thickness values as those of Subsection 7.7.
3 Determine reference thickness values from the pavement requirements chart of Step 2 foreach standard subgrade strength and gear loading at 400 psi working stress (nominal valuefor 2.75 MPa working stress).
7–20
4. Enter the reference thickness values into the ACN rigid-pavement conversion chart shown onthe left side of Figure 7.9.4 to determine ACN. This chart was developed using the PCAcomputer program PDILB with a single tire inflated to 1.25 MPa (181 psi) pressure and aworking stress of 2.75 MPa (400 psi.) The ACN is two times the derived single-wheel loadexpressed in thousands of kilograms. These values of ACN were plotted as functions ofaircraft gross weight, as already shown in this subsection.
JUNE 2010 7-21 REV F
1,00
0 LB
1,00
0 K
G
AIRCRAFT CLASSIFICATION NUMBER (ACN)
AIR
CR
AF
T G
RO
SS
WE
IGH
T
7.9.1 AIRCRAFT CLASSIFICATION NUMBER – FLEXIBLE PAVEMENT MODEL MD-11
7–22
7.9.2 AIRCRAFT CLASSIFICATION NUMBER – RIGID PAVEMENTMODEL MD-11
RE
V E
120 140 160 180 200 220 240 260 280(1,000 kg)
H54 x 21.0-24 TIRESTIRE PRESSURE CONSTANTAT 206 PSI (14.5 kg/cm )PERCENT WEIGHT ON MAIN GEARS 94.35
2
633(1,000 lb)
AIRCRAFT GROSS WEIGHT
120
100
80
60
40
20
0250 300 350 400 450 500 550 600 650
SUBGRADE STRENGTHULTRA LOW - 20 MN/m (75 LB/IN )LOW - 40 MN/m (150 BL/IN )MEDIUM - 80 MN/m (300 LB/IN )HIGH - 150 MN/m (550 LB/IN )
3
3
3
3 3
3
3
3
7–23
7.9.3 DEVELOPMENT OF AIRCRAFT CLASSIFICATION NUMBER (ACN) –FLEXIBLE PAVEMENT
MODEL MD-11
10
20 30 40 50 60 70 80 90 100 150
20
30
40
50
60
703 4 5 6 7 8 9 10 15
3 6 10 15
SUBGRADE STRENGTH (CBR)
SUBGRADE STRENGTH (CBR)AIRCRAFT CLASSIFICATION NUMBER (ACN)
RE
FE
RE
NC
E
TH
ICK
NE
SS
(IN
.)
ACN FLEXIBLE PAVEMENTCONVERSION CHARTREF: ICAO ANNEX 14AMENDMENT 35
10,000 COVERAGESS-77-1 DESIGNMETHOD
FLEXIBLE PAVEMENTREQUIREMENTS CHART
H54 x 21.0–24 TIRESTIRE PRESSURE CONST ANT AT 206 PSI (14.4 kg/cm2)
WEIGHT ON MAINLANDING GEAR
250,000 (113,400)300,000 (136,080)350,000 (158,760)400,000 (181,440)450,000 (204,120)500,000 (226,799)597,100 (270,8 10)
LB kg
REV E
7–24
7.9.4 DEVELOPMENT OF AIRCRAFT CLASSIFICATION NUMBER (ACN) –RIGID PAVEMENT
MODEL MD-11
20
18
16
14
12
10
8
AIRCRAFT CLASSIFICATION NUMBER (ACN)
RE
FE
RE
NC
E
TH
ICK
NE
SS
(IN
.)
RIGID PAVEMENTREQUIREMENTS CHARTPCA PROGRAM PDILB
H54 x 21.0–24 TIRESTIRE PRESSURE CONST ANT AT 206 PSI (14.5 kg/cm2)
10 20 30 40 50 60 70 80 90 100
800
700
600
500
400
300
200
ALLO
WA
BLE
WO
RK
ING
ST
RE
SS
WEIGHT ON MAINLANDING GEAR
597,100 (270,845)500,000 (226,799)450,000 (204,120)400,000 (181,440)350,000 (158,760)300,000 (136,080)250,000 (113,400)
LB kg
ACN RIGID PAVEMENTCONVERSION CHARTREF: ICAO ANNEX 14AMENDMENT 35
REV E
7-25
REV E
THIS PAGE INTENTIONALLY LEFT BLANK
8.0 POSSIBLE MD-11 DERIVATIVE AIRPLANES
8–1
8.0 POSSIBLE MD-11 DERIVATIVE AIRPLANES
No additional versions of the MD-11 are currently planned.
REV E
9.0 MD-11 SCALE DRAWINGS
9-1
DMC005–81
L
X
P (2)
MC
H2OX
F (2)
B
X
L
C
X
X
X
C
X68 DEG 68 DEG 50 DEG 40 DEG 30 DEG
X
A (2)
F (2)
9.0 SCALE DRAWINGS9.1 1 INCH EQUALS 32 FEET
MODEL MD-11
16 32 64
85 FT 3 IN.
NGE (2)
ÉÉÉÉ
MLGMLG
CLG
V V
48 80 96
MC
LEGEND:
A (2) AIR CONDITIONING (2 CONN)
B BULK CARGO DOOR
C LOWER DECK CARGO DOOR
CLG CENTER LANDING GEAR
E (2) ELECTRICAL (2 CONNECTIONS)
F (2) FUEL (2 CONNECTIONS)
H2O POTABLE WATER
L LAVATORY
MC MAIN DECK CARGO DOOR
MLG MAIN LANDING GEAR
NG NOSE GEAR
P (2) PNEUMATIC (2 CONNECTIONS)
V FUEL VENT
X PASSENGER DOOR
+ TURNING RADIUS POINTS:68 DEG, 60 DEG, 55 DEG, 50 DEG,45 DEG, 40 DEG, 35 DEG, 30 DEG
ÉÉÉÉ
V
9-2
9.0 SCALE DRAWINGS9.2 1 INCH EQUALS 50 FEET
MODEL MD-11
DMC005–84
ÉÉ
L
XP (2)MC
H2OX
F (2)
BX
L
C
X
X
E (2)
X
C
X68 DEG 68 DEG 50 DEG 40 DEG 30 DEGX
A (2)
F (2)
NG
CLGMLGMLG
MCVV
V
LEGEND:
A (2) AIR CONDITIONING (2 CONN)
B BULK CARGO DOOR
C LOWER DECK CARGO DOOR
CLG CENTER LANDING GEAR
E (2) ELECTRICAL (2 CONNECTIONS)
F (2) FUEL (2 CONNECTIONS)
H2O POTABLE WATER
L LAVATORY
MC MAIN DECK CARGO DOOR
MLG MAIN LANDING GEAR
NG NOSE GEAR
P (2) PNEUMATIC (2 CONNECTIONS)
V FUEL VENT
X PASSENGER DOOR
+ TURNING RADIUS POINTS:68 DEG, 60 DEG, 55 DEG, 50 DEG,45 DEG, 40 DEG, 35 DEG, 30 DEG
9-3
ÉÉ
9.0 SCALE DRAWINGS9.3 1 INCH EQUALS 100 FEET
MODEL MD-11
DMC005–85
ÉÉ
X
P (2)
E (2)
H2O
X
X
F (2)
B
X
L
XC
68 DEG
MLG
68 DEG 50 DEG 40 DEG 30 DEG
X
C
A (2)L
NG
MC
X
X
MLGMC
CLG F (2)
V V
V
LEGEND:
A (2) AIR CONDITIONING (2 CONN)
B BULK CARGO DOOR
C LOWER DECK CARGO DOOR
CLG CENTER LANDING GEAR
E (2) ELECTRICAL (2 CONNECTIONS)
F (2) FUEL (2 CONNECTIONS)
H2O POTABLE WATER
L LAVATORY
MC MAIN DECK CARGO DOOR
MLG MAIN LANDING GEAR
NG NOSE GEAR
P (2) PNEUMATIC (2 CONNECTIONS)
V FUEL VENT
X PASSENGER DOOR
+ TURNING RADIUS POINTS:68 DEG, 60 DEG, 55 DEG, 50 DEG,45 DEG, 40 DEG, 35 DEG, 30 DEG
9-4
9.0 SCALE DRAWINGS9.4 1 TO 500
MODEL MD-11
DMC005–86
ÉÉÉ
L
X
P (2)
MC
H2OX
F (2)
BX
L
C
X
X
E (2)
X
C
X68 DEG 68 DEG 50 DEG 40 DEG 30 DEG
X
A (2)
F (2)
0 10 20 30 40 50
METERS
WING SPAN: 51.97 METERS
LEGEND:
A (2) AIR CONDITIONING (2 CONN)
B BULK CARGO DOOR
C LOWER DECK CARGO DOOR
CLG CENTER LANDING GEAR
E (2) ELECTRICAL (2 CONNECTIONS)
F (2) FUEL (2 CONNECTIONS)
H2O POTABLE WATER
L LAVATORY
NG
CLGMLGMLG
MC VV
V
MC MAIN DECK CARGO DOOR
MLG MAIN LANDING GEAR
NG NOSE GEAR
P (2) PNEUMATIC (2 CONNECTIONS)
V FUEL VENT
X PASSENGER DOOR
+ TURNING RADIUS POINTS:68 DEG, 60 DEG, 55 DEG, 50 DEG,45 DEG, 40 DEG, 35 DEG, 30 DEG
9-5
WING SPAN: 51.97 METERS
9.0 SCALE DRAWINGS9.5 1 TO 1,000MODEL MD-11
DMC005–87
ÉÉ
X
P (2)
E (2)
H2O
X
X
B
X
L
X
C
68 DEG 68 DEG 50 DEG 40 DEG 30 DEG
X
C
A (2)L
NG
MC
X
X
0 10 20 30 40 50 75 100
METERS
MLG
MC
CLG
V V
V
F (2) F (2)
MLG
LEGEND:
A (2) AIR CONDITIONING (2 CONN)
B BULK CARGO DOOR
C LOWER DECK CARGO DOOR
CLG CENTER LANDING GEAR
E (2) ELECTRICAL (2 CONNECTIONS)
F (2) FUEL (2 CONNECTIONS)
H2O POTABLE WATER
L LAVATORY
MC MAIN DECK CARGO DOOR
MLG MAIN LANDING GEAR
NG NOSE GEAR
P (2) PNEUMATIC (2 CONNECTIONS)
V FUEL VENT
X PASSENGER DOOR
+ TURNING RADIUS POINTS:68 DEG, 60 DEG, 55 DEG, 50 DEG,45 DEG, 40 DEG, 35 DEG, 30 DEG