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: AirportTechnology@boeing.com Website: www.boeing.com/airports

REVISIONS MD-11 AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING

REV. A NOV. 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. B FEB. 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. C MAY 22, 1991 PAGE 5–7 7–7 4–3

REV. D NOV. 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. E AUG. 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

REVISIONS (CONTINUED) MD-11 AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING

REV. F JUNE 2010 PAGE 7-1 7-18 7-21

MAY 2011 PAGE 1-2

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MAY 2011

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 Page SCOPE . . . . . . . . . . 6-8 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2 AIRPLANE DESCRIPTION . . . . . . . . . . . . . . . . . 3-1 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4 2.1 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 5. . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Ground Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Engine Starting Pneumatic Requirements . . . . . . . . 6-1 6. . . . . . . . . . . . . . . . 5-10 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8 5. . 3-10 3. . . . . . . . . . . . . . . . 2-6 2. . . . . . . . . . . . . . . .0 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19 AIRPLANE PERFORMANCE . . . . . . .5 Runway and Taxiway Turn Paths . . . . . . . . . . . . . . . 1-1 1. . . . . . . . . . . . . . . . .0 v . .6 Lower Compartment . . . . 4-1 4. . . . . . . . . .1 Jet Engine Exhaust Velocities and Temperatures . . . . . . .2 Terminal Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5 5. . . . . . . . . . . . . . . . . . .0 4. . . . . . . . . . .CONTENTS Section 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12 OPERATING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Terminal Operations. . . . . . . . . .1 Purpose . . . . . . 4-3 4. . . . . . . . . . . . . . . . . . 2-1 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Turning Radii. . . . . . . . . . . . 4-10 TERMINAL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Airplane Servicing Arrangement (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 General Airplane Characteristics . . . . . . . . . 3-2 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 5. . . . . . . . . . . . .7 Preconditioned Airflow Requirements . . . . . . . . .0 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Door Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11 5. . . . . . . . . . .4 FAR Landing Runway Length Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4 4. . . . . . . . . . . . . . . . 4-1 4. . . No Slip Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 Interior Arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turnaround . . . . . . . . . 6-1 6. . . . . . . . . . . .8 Ground Towing Requirements . . . . . . . . . . . . . . .4 Visibility from Cockpit . .2 Payload-Range . . . . . . . . . . . . . . . . . . . . . . .2 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Cabin Cross Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 FAR Takeoff Runway Length Requirements . . 2-12 2. . . En Route Station . . . . . . . 3-16 GROUND MANEUVERING . . . . . . . . . . . . . . . . . . .0 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 Ground Pneumatic Power Requirements . . . . . . . . . . . . . . . . . . . .1 General Information . . .3 Minimum Turning Radaii . . . . 5-6 5. . . . . . . . . .2 General Airplane Dimensions . . . . . . . . . . . . . . . . 2-17 2. . . . . . . . . 4-2 4.2 Airport and Community Noise . . . . . . . . . . . 5-4 5. . . . . . .6 Runway Holding Bay (Apron) . . . . . . . . . . . .4 Ground Service Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 3. . . . . 2-5 2. . . . . . . . . . . . . . . . . .

. . . . . . . . 7-6 7. . . . . . . . 7-8 7. . . . . . 7-18 POSSIBLE MD-11 DERIVATIVE AIRPLANES . . . . . . . .0 9. . . . . . . . .6 Flexible Pavement Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . LCN Conversion . . . . . . . . . . 7-1 7. . .CONTENTS (CONTINUED) Section 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 vi . . . . . . . . . .2 Footprint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 Page PAVEMENT DATA . . . . . . . . . . . . . . . . . . . . . . . . . . .9 ACN-PCN Reporting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 MD-11 SCALE DRAWINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LCN Conversion . . . . . . . . . . . . . . . . . . . .3 Maximum Pavement Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1 7. . . 9-1 8. . . . 7-5 7. . . . . . . . 7-4 7.5 Flexible Pavement Requirements . . . . . . . . . . . . . . . . . . . . .7 Rigid Pavement Requirements . . . . . . 7-14 7. . . . . . . . . . . . . . . . . . . . . . . . . .8 Rigid Pavement Requirements. . . . . . . 7-10 7. . . . . . . . . . . 7-12 7. . . . . . . . . . . . . . . . . . . . . .4 Landing Gear Loading on Pavement . . . . . . . . . . . . . . . . . . . . . . . .1 General Information . . . . . . .

2 Introduction .1 Purpose 1.0 SCOPE 1.1.

in a standardized format. airplane characteristics data for general airport planning.1 Purpose This document provides.1.. 1250 Eye St. Content of this document reflects the results of a coordinated effort by representatives of the following organizations: S S S S 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 Transport Aircraft: Characteristics. specific data should be coordinated with the using airlines prior to facility design. Douglas Aircraft Company should be contacted for any additional information required.” available from the US AIA. This document is updated periodically and represents the coordinated efforts of the folllowing organizations regarding future aircraft growth trends: S S S S International Coordinating Council of Aerospace Industries Association Airports Council International Air Transport Association of America International Air Transport Association REV E 1–1 . and Growth Projections. Trends. Washington DC 20005. Since operational practices vary among airlines. for long range planning needs.0 SCOPE 1.

com/airports 1-2 MAY 2011 . It provides MD-11 characteristics for airport operators. Box 3707 Seattle.2 Introduction This document conforms to NAS 3601. Since airplane changes and available options may alter the information. Washington 98124-2207 U.1.S. and engineering consultant organizations.com Website: www.A. airlines.boeing. For further information contact: Boeing Commercial Airplanes P.O. the data presented herein must be regarded as subject to change. Airport Technology Mail Code: 20-93 Email: AirportTechnology@boeing. Attention: Manager.

THIS PAGE INTENTIONALLY LEFT BLANK REV E 1–3 .

0 AIRPLANE DESCRIPTION 2.6 Lower Compartment 2.5 Cabin Cross Section 2.3 Ground Clearances 2.7 Door Clearances .2 General Airplane Dimensions 2.1 General Airplane Characteristics 2.2.4 Interior Arrangements 2.

Maximum Design Zero Fuel Weight (MZFW). Usable Fuel. Maximum Design Takeoff Weight (MTOW). Maximum Payload.1 General Airplane Characteristics — MD-11 Maximum Design Taxi Weight (MTW).0 AIRPLANE DESCRIPTION 2. unusable fuel and other unusable propulsion agents. personnel. equipment. furnishing. Maximum Seating Capacity. Fuel available for aircraft propulsion. Weight of structure. power plant. (This is the maximum weight at the start of the takeoff run. systems. and other items of equipment that are considered part of a particular airplane configuration. OEW also includes certain standard items. The maximum space available for cargo. Maximum Cargo Volume. 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.) Operating Empty Weight (OEW). Maximum weight for takeoff as limited by aircraft strength and airworthiness requirements. Maximum weight for landing as limited by aircraft strength and airworthiness requirements. Maximum Design Landing Weight (MLW). Maximum design zero fuel weight minus operational empty weight. 2–1 . Maximum weight for ground maneuvering as limited by aircraft strength (MTOW plus taxi fuel).2. and supplies necessary for full operations. The maximum number of passengers certified or anticipated for certification. excluding usable fuel and payload.

120 132.288 602.500 LB (222.000 621.173 258.500 273.173 258.152 259.529 278.549 LB kg LB kg LB kg LB kg LB kg STD MAX FT3 m3 5.500 285.872 288.880 49.S.440 291.655 605.057 LB (281.962 214 290 9.000 2.000 287.615 146.294 471.000 633.500 274.721 117.655 602.356 0 0 21.710 163.025 52.004 73.749 283.530 609.7 41.6 38.566 157.500 274.356 602.300 204.173 258.122 ** OPTIONAL MLW (FREIGHTER ONLY): 491.294 471.721 117.000 628.500 274.821 126.808 430.733 91.294 430.500 274.000 207.122 CF6-80C2 CF6-80C2 CF6-80C2 PASSENGER ’ER’ COMBI (6 PALLET) FREIGHTER CONVERTIBLE FREIGHTER CF6-80C2 605.2 38.173 258.000 195.048 630.500 273.615 146.721 117.000 181.296 130.7 38.3 38.942 298 410 21.988 633.356 U.721 117.615 146.000 181.632 323 410 5.872 248.615 157.707 66.861 LB (287.1 GENERAL AIRPLANE CHARACTERISTICS MODEL MD-11 GE ENGINE REV E .500 273.615 146.440 116.0 AIRPLANE DESCRIPTION 2.768 451.000 195.655 602.975 128.975 128.356 MAXIMUM DESIGN TAXI WEIGHT* MAXIMUM DESIGN TAKEOFF WEIGHT MAXIMUM DESIGN LANDINGWEIGHT OPERATING EMPTY WEIGHT MAXIMUM DESIGN ZERO FUEL WEIGHT 2–2 LB (276.391 400.710 202.016 LB (278.048 283.748 451.300 204.567 112.808 400.294 458.500 213.470 323 410 108.500 273.000 195.655 602.944 kg) MAXIMUM PAYLOAD (WEIGHT-LIMITED) MAXIMUM SEATING CAPACITY MAXIMUM CARGO VOLUME MAXIMUM USABLE FUEL * OPTIONAL MTW: 608.500 613.288 149.MODEL ENGINE LB kg 605. GAL liters LB kg kg) kg) kg) kg) kg) PASSENGER CF6-80C2 605.048 146.686 LB (284.500 213.049 430.

S.530 609.975 128.500 285.655 602.872 248.0 AIRPLANE DESCRIPTION 2.500 274.173 258.707 66.710 202.000 287.000 628.942 298 410 21.120 132.300 204.057 LB (281.440 108.721 117.749 283.296 130.288 149.356 LB kg LB kg LB kg LB kg LB kg STD MAX FT3 m3 U.500 274.152 259.500 274.294 471.000 181.500 273.048 291.808 400.500 274.173 258.MODEL ENGINE 4460 633.615 146.655 605.294 458.1 GENERAL AIRPLANE CHARACTERISTICS MODEL MD-11 P&W ENGINE REV E .356 0 0 21.049 400.615 157.549 630.500 273.048 146.173 258.004 73.6 38.768 451.000 621.440 116.122 605.615 146.615 146.721 117.655 602.962 214 290 9.025 52.861 LB (287.000 207.500 213.615 146.500 613.880 49.686 LB (284.470 4460 4460 LB kg 605.3 38.500 273.000 633.710 163.2 38.733 91.655 602.872 288.821 126.500 273.000 195.500 213.356 602.721 117.300 204.356 MAXIMUM DESIGN TAKEOFF WEIGHT MAXIMUM DESIGN LANDING WEIGHT OPERATING EMPTY WEIGHT MAXIMUM DESIGN ZERO FUEL WEIGHT 2–3 608.567 112.000 181.632 323 410 5.721 117.529 278.000 195.016 LB (278.288 602.294 430.748 451.391 323 410 5.988 430.000 LB (276.173 258.048 283.7 41.000 195.7 38.122 MAXIMUM PAYLOAD (WEIGHT-LIMITED) MAXIMUM SEATING CAPACITY MAXIMUM CARGO VOLUME MAXIMUM USABLE FUEL * OPTIONALMTW : 2. GAL liters LB kg kg) kg) kg) kg) kg) PASSENGER 4460 PASSENGER ’ER’ COMBI (6 PALLET) FREIGHTER 4460 CONVERTIBLE FREIGHTER MAXIMUM DESIGN TAXI WEIGHT* 605.975 128.294 471.808 430.566 157.

(45.6 m) 202 FT 2 IN. (61.97 m) ** SCALE *SP AN AT WING TIP DIMENSION POINT = 165 FT 7 IN.3 m) SEE SECTION 2.8M) 0 35 FT 0 IN. (24. 80 FT 9 IN.6 m) WITH CF6-80C2D1F ENGINES 200 FT 11 IN. (8.0 m) 26 FT 10 IN.148 FT 8 IN.9 m) 99 FT 4 IN.2 GENERAL AIRPLANE DIMENSIONS MODEL MD-11 REV E 2–4 . (23. (51.5 m) 192 FT 5 IN.2 m) 9 FT 7 IN. (50.4 m) 75 FT 10 IN.3 m) 136 FT 6 IN.2 m) WITH PW4460 ENGINES 170 FT 6 IN.6 m)* WINGTIP DIMENSION POINT 44 FT 1 IN. (61. (6. (24. (2.5m) WITH FUEL NOMINAL SP AN WITHOUT FUEL = 169 FT 10 IN. (13. (41.7 m) 0 10 5 20 10 m 30 FT **MAXIMUM SP AN WITH FUEL/ 2.3 27 FT 10 IN.2 m) 59 FT 2 IN (18. (10. (51.1 m) 19 FT 9 IN. (30.0 m) 79 FT 6 IN. (58.6 m) (8.

38 0.80 10.97 17.3 GROUND CLEARANCES MODEL MD-11 REV E 2–5 .21 3.67 5.35 4.69 5.89 8.69 4.53 2.12 4.89 IN.35 3.42 cm) 36.15 IN.37 17.· MAXIMUMAND MINIMUMCLEARANCES OF INDIVIDUALLOCATIONS ARE GIVEN FOR COMBINATIONS OF AIRPLANE LOADING/UNLOADING ACTIVITIES THAT PRODUCE THE GREATEST VARIATION AT EACH LOCATION.97 4. · IT IS RECOMMENDED THAT APPROXIMATELY ± 3 INCHES (0.81 2.93 2.45 4.27 4.97 2.69 2.70 cm) R S P GROUND M VERTICAL CLEARANCE MIN CLEARANCE CRITICAL WT AND CG A B C D E F G H I J K L M N * O P R S T U V W X FT – IN.16 3.31 2.11 9. (193.57 1.06 7.95 9.80 4. (93.70 MAX CLEARANCE CRITICAL WT AND CG FT – IN. 28 – 7 27 – 1 15 – 9 7–4 15 – 8 9–2 15 – 7 8 – 10 8 – 10 15 – 4 29 – 5 57 – 6 7 – 10 3–2 9–8 10 – 8 12 – 4 23 – 4 32 – 7 37 – 3 15 – 8 10 – 3 15 – 5 METERS 8.63 5.53 4.96 2.67 8.95 N O R T U * = GE CF6–80C2 D1F H = STANDARD CENTER CARGO DOOR I = COMBI CENTER CARGO DOOR V = FREIGHTER X = COMBI MAIN DECK DOOR 2.71 8.77 7.12 4.25 3. L K A B C D WINGLET DETAIL V E F G X I/H J W 76. ETC. ZERO ROLL ANGLE AND LEVEL GROUND WERE ASSUMED FOR ANAL YSIS.78 2.1 m) BE ALLOWED FOR VERTICAL EXCURSIONS DUE TO VARYING STRUT AND TIRE INFLATIONS. PAVEMENT UNEVENNESS.95 2.23 4.21 11.80 3.17 3.93 11. 29 – 2 28 – 6 17 – 5 8–9 16 –11 10 – 3 16 – 3 9–9 9–9 16 – 3 30 – 9 58 – 10 8–5 4–5 10 – 5 11 – 7 13 – 4 25 – 7 33 – 6 38 – 2 17 – 1 11 – 4 16 – 3 METERS 8.75 2.93 3.

3 BY 193.7 BY 193. (106. (106. (106.7 BY 193.4.7 BY 193.4 INTERIOR ARRANGEMENTS 2.0 cm) GALLEY 2. (81.1 PASSENGERS – MIXED-CLASS SEATING MODEL MD-11 . 34 FIRST CLASS — 6 ABREAST. 289 COACH — 9 ABREAST 4R ENTRY DOOR 42 BY 76 IN.323 SEATS. (81.0 cm) ATTENDANT SEAT LAVATORY CLOSET LAVATORY GALLEY GALLEY 1R ENTRY DOOR 32 BY 76 IN.0 cm) ATTENDANT SEAT 4L ENTRY DOOR 42 BY 76 IN.0 cm) ATTENDANT SEAT LAVATORY 2–6 GALLEY LAVATORY 2L ENTRY DOOR 42 BY 76 IN.7 BY 193. (106.0 cm) ATTENDANT SEAT 2R ENTRY DOOR 42 BY 76 IN.3 BY 193.0 cm) ATTENDANT SEAT 3R ENTRY DOOR 42 BY 76 IN.7 BY 193.0 cm) LAVATORY CLOSET LAVATORY ATTENDANT SEAT 1L ENTRY DOOR 32 BY 76 IN.0 cm) ATTENDANT SEAT ATTENDANT SEAT 3L ENTRY DOOR 42 BY 76 IN.7 BY 193. (106. (106.

7 BY 193. (106.7 BY 193.2 PASSENGERS – ECONOMY SEATING MODEL MD-11 .0 cm) LAVATORY ATTENDANT SEAT ATTENDANT SEAT 3R ENTRY DOOR 42 BY 76 IN. (81. (106.4.7 BY 193.0 cm) 2R ENTRY DOOR 42 BY 76 IN.3 BY 193. (106.7 BY 193.3 BY 193.0 cm) LAVATORY ATTENDANT SEAT 1L ENTRY DOOR 32 BY 76 IN.0 cm) GALLEY 2.0 cm) ATTENDANT SEAT ATTENDANT SEAT LAVATORY 4L ENTRY DOOR 42 BY 76 IN.7 BY 193.0 cm) ATTENDANT SEAT CLOSET 3L ENTRY DOOR 42 BY 76 IN.0 cm) LAVATORY ATTENDANT SEAT GALLEY ATTENDANT SEAT LAVATORY 2–7 GALLEY LAVATORY 2L ENTRY DOOR 42 BY 76 IN. (106. (81.379 SEATS — 9 ABREAST 4R ENTRY DOOR 42 BY 76 IN. (106. (106.7 BY 193.0 cm) GALLEY 1R ENTRY DOOR 32 BY 76 IN.

0 cm) ATTENDANT SEAT ATTENDANT SEAT 3L ENTRY DOOR 42 BY 76 IN.7 BY 193.0 cm) ATTENDANT SEAT ATTENDANT SEAT 3R ENTRY DOOR 42 BY 76 IN.0 cm) ATTENDANT SEAT LAVATORY 2–8 CLOSET LAVATORY 2L ENTRY DOOR 42 BY 76 IN. (106.0 cm) ATTENDANT SEAT LAVATORY 4L ENTRY DOOR 42 BY 76 IN.3 BY 193.4. (106.0 cm) ATTENDANT SEAT LAVATORY GALLEY CLOSET LAVATORY GALLEY 2R ENTRY DOOR 42 BY 76 IN.7 BY 193. (81.0 cm) GALLEY 1R ENTRY DOOR 32 BY 76 IN.0 cm) GALLEY 2.3 BY 193. (81.410 SEATS — 10 ABREAST 4R ENTRY DOOR 42 BY 76 IN. (106.7 BY 193. (106. (106.0 cm) LAVATORY ATTENDANT SEAT 1L ENTRY DOOR 32 BY 76 IN.7 BY 193.3 PASSENGERS – HIGH-DENSITY SEATING MODEL MD-11 .7 BY 193.7 BY 193. (106.

0 cm) LAVATORY LAVATORY ATTENDANT SEAT LAVATORY 4R ENTRY DOOR 42 BY 76 IN.7 BY 193.7 BY 193.7 BY 193. (106. 34 FIRST CLASS — 6 ABREAST. (106. (406 BY 259 cm) C/A LAVATORY ATTENDANT SEAT 1L ENTRY DOOR 32 BY 76 IN. (81.7 BY 193.0 cm) GALLEY 2. 4 PASSENGERS – MIXED-CLASS SEATING MODEL MD-11 COMBI .7 BY 193.0 cm) DEACTIVATED 6 PALLETS 2–9 GALLEY LAVATORY 2L ENTRY DOOR 42 BY 76 IN.3 BY 193. (106.0 cm) 2R ENTRY DOOR 42 BY 76 IN.0 cm) ATTENDANT SEAT CLOSET GALLEY LAVATORY 3L ENTRY DOOR 42 BY 76 IN. (106.7 BY 193. 180 COACH — 9 ABREAST ATTENDANT SEAT ATTENDANT SEAT 3R ENTRY DOOR 42 BY 76 IN.0 cm) GALLEY 1R ENTRY DOOR 32 BY 76 IN. (106.0 cm) DEACTIVATED CARGO DOOR 160 BY 102 IN.3 BY 193. 4. (106.0 cm) ATTENDANT SEAT 4L ENTRY DOOR 42 BY 76 IN. (81.214 SEATS.

7 BY 193. (81. (106. (106.7 BY 193.9 ABREAST GALLEY 2R ENTRY DOOR 42 BY 76 IN.5 PASSENGERS .4.0 cm) 3R ENTRY DOOR 42 BY 76 IN.3 BY 193.0 cm) G3 G1 S GALLEY LAVATORY 3L ENTRY DOOR 42 BY 76 IN.0 cm) ATTENDANT SEAT LAVATORY LAVATORY ATTENDANT SEAT 4R ENTRY DOOR 42 BY 76 IN. (106. (81.0 cm) DEACTIVATED G 2 G4 G5 G10 6 PALLETS 2–10 LAVATORY ATTENDANT SEAT ATTENDANT SEAT GALLEY LAVATORY 2L ENTRY DOOR 42 BY 76 IN.0 cm) LAVATORY ATTENDANT SEAT 1R ENTRY DOOR 32 BY 76 IN. (406 BY 259 cm) 1L ENTRY DOOR 32 BY 76 IN.7 BY 193.261 SEATS .7 BY 193.7 BY 193.ECONOMY SEATING MODEL MD-11 COMBI REV E . (106. (106. (106.0 cm) GALLEY 4L ENTRY DOOR 42 BY 76 IN.7 BY 193.0 cm) DEACTIVATED 2.0 cm) ATTENDANT SEAT CARGO DOOR 160 BY 102 IN.3 BY 193.

(81.7 BY 193. (106.7 BY 193.0 cm) DEACTIVATED LAVATORY 6 PALLETS 2–11 LAVATORY 3L ENTRY DOOR 42 BY 76 IN.7 BY 193. (106. 4. (106.0 cm) 4L ENTRY DOOR 42 BY 76 IN.3 BY 193.7 BY 193. (106.0 cm) DEACTIVATED GALLEY CARGO DOOR 160 BY 102 IN. 6 PASSENGERS – HIGH-DENSITY SEATING MODEL MD-11 COMBI .0 cm) GALLEY 1R ENTRY DOOR 32 BY 76 IN.7 BY 193. (81. (106. (106.0 cm) ATTENDANT SEAT CLOSET 1L ENTRY DOOR 32 BY 76 IN.7 BY 193.0 cm) LAVATORY LAVATORY ATTENDANT SEAT 4R ENTRY DOOR 42 BY 76 IN.290 SEATS — 10 ABREAST ATTENDANT SEAT ATTENDANT SEAT 3R ENTRY DOOR 42 BY 76 IN.0 cm) 2R ENTRY DOOR 42 BY 76 IN.3 BY 193. (406 BY 259 cm) 2.0 cm) ATTENDANT SEAT LAVATORY GALLEY LAVATORY ATTENDANT SEAT 2L ENTRY DOOR 42 BY 76 IN.

50 IN.5 IN.SERVICE MODULE 0. (TYP) (20. (1.50 IN. (167.3 cm) 57 IN.6 cm) 21. (TYP) (54.6 cm) 95 IN. (318. (67.6 cm) 237 IN. (416.3 cm) 3 IN.5 CABIN CROSS SECTION 2.5.0 cm) 2. (TYP) (144.8 cm) 8 IN. (TYP) (7.3 cm) 26. (602.6 cm) 125. (241.8 cm) 164 IN.50 IN.3 cm) CARGO 66 IN.1 FIRST CLASS MODEL MD-11 REV E 2–12 .

(TYP) (29.3 cm) 50 IN.50 IN.75 IN.8 cm) 20. (1.5 IN.0 cm) 2.1 cm) CARGO 66 IN. (416.5. (186.25 IN. (318.2 BUSINESS CLASS MODEL MD-11 2–13 REV E . (602.50 IN.6 cm) 125. (TYP) (7.50 IN.3 cm) 73.6 cm) 237 IN.6 cm) 25.1 cm) 95 IN.0. (167. (64. (TYP) (127 cm) 3 IN.69 cm) 11. (TYP) (52.8 cm) 164 IN. (241.

(416.5 IN.3 cm) 18 IN.8 cm) 164 IN.6 cm) 125.7 cm) 19 IN. (167.5.1 cm) 95 IN.6 cm) 237 IN.0 cm) 2.1 cm) 9. (TYP) (24. (259.3 cm) 42 IN.7 cm) 2 IN. (318. (TYP) (5. (1. (602.50 IN. (TYP) (106. (TYP) (45.1 cm) CARGO 66 IN.0.3 cm) 102 IN.5 IN.3 ECONOMY MODEL MD-11 REV E 2–14 . (TYP) (48. (241.

9 cm) 2 IN.5.50 IN. (241.50 IN.0 cm) 2.50 IN.8 cm) 164 IN.6 cm) 125. (416. (167. (602.5 cm) 16.1 cm) CARGO 66 IN.1 cm) 16. (TYP) (41.25 IN.3 cm) 76 IN. (193. (TYP) (23.6 cm) 237 IN.9 cm) 95 IN.5 IN.50 IN. (318. (TYP) (5.4 HIGH-DENSITY MODEL MD-11 2–15 REV E .0 cm) 9. (1. (TYP) (146.0.3 cm) 57. (TYP) (41.

BY 108-INCH PALLETS = 15.5. PALLETS = 14.5 cm) 102-IN. (223.614.3 cm) 88 BY 125 IN.8 m3) 1R 1L 2R 3R 4R 5R 6R 7R 8R 9R 10R 11R 12R 13R 14R 15R 16R 17R 2L 4L 5L 6L 7L 8L 9L 10L 11L 12L 13L 14L 15L 16L 17L 18C FREIGHTER (34) 88.7 cm) STACK HEIGHT FREIGHTER 88 BY 108 IN. (259.5-IN.8 BY 317.5 cm) 96 BY 125 IN.0 m) FLAT FLOOR AREA = 2.514 FT3 (439.521 FT3 (382.BY 125-IN.537 FT3 (440. (243.542 FT3 (411.5 FT2 (242.9 m2) BULK VOLUME = 22. PALLETS = 14. (223.BY 125-IN.0 m3) MAIN CARGO LOADED COMPARTMENT LENGTH = 144 FT 4 IN.9 m3) (26) 96.5 CROSS SECTION – CARGO MODEL MD-11F/CF 2–16 14C REV D .3 m3) * BULK VOLUME IS WATER VOLUME OF CABIN BETWEEN BARRIER NET AND AFT BULKHEAD TYPICAL CARGO SECTION 97.1R 1L 2R 2L 3R 3L 4R 4L 5R 5L 6R 6L 7R 7L 8R 8L 9R 9L 10R 10L 11R 11L 12R 12L 13C BARRIER NET FREIGHTER CF (26) 88.8 m3) (26) 96. (247. (44.BY 125-IN. PALLETS = 13.048 FT3 * (624. PALLETS = 15.5 BY 274.5 BY 317.6 cm) LD5 LD7 LD9 LD11 LD21 LD3 LD6 DMC005-15 2.1 cm) DOOR 64 IN.508 FT3 (410. (162.BY 125-IN.3 m3) (26) 88.

5 IN.6. (153.2 BY 167.000 LB EACH 600 LB EACH (3. EACH 158 FT 3 (4.6 cm) CARGO DOOR RIGHT SIDE ONLY 14 CONTAINERS BULK CARGO BULK CARGO DOOR LEFT SIDE ONLY 30 BY 36 IN. EACH 320 FT 3 (9. (162.17 m 3 ) 510 FT 3 (14.BY 66-IN. (317.120 FT 3 (144.587.056 FT 3 (143.1 CARGO COMPARTMENTS – CONTAINERS MODEL MD-11 REV E 2–17 .7 cm) 60. (153.4 cm) 32 LD3 CONTAINERS BULK CARGO TOTAL 5.5 cm) 61.4 IN.6 LOWER COMPARTMENT 2. (156.566 FT 3 (157.44 m 3 ) 5. (111.6 kg) TARE WEIGHT 320 LB EACH (145.0 IN.17 m 3 ) LD6 CONTAINER GROSS WEIGHT TARE WEIGHT 7.2 BY 91. (76.98 m 3 ) 60.4 cm) 44 IN.47 m 3 ) TOTAL 5.6 cm) CARGO DOOR RIGHT SIDE ONLY 18 CONTAINERS 70.56 cm) 79.500 LB EACH (1.2 kg) LD3 CONTAINER GROSS WEIGHT 3. (200. (162.56 cm) 125 IN. (264.175.BY 66-IN.2 kg) (272.4 cm) 64 IN.4 cm) 160 IN.8 BY 167.4 IN.056 FT 3 (143.61 m 3 ) 16 FULL WIDTH CONTAINERS.76 cm) 64 IN.2 cm) 32 HALF WIDTH CONTAINERS.2 kg) 2.06 m 3 ) TOTAL 5. (406.104. (177.

(264. (162.1 kg) (112. (317.587.57 m 3 ) TOTAL 2.8 BY 167.268 FT 3 (64.64 m 3 ) LD3 CONTAINER GROSS WEIGHT TARE WEIGHT 3.6 cm) CARGO DOOR RIGHT SIDE ONLY 14 CONTAINERS BULK CARGO DOOR LEFT SIDE ONLY 30 BY 36 IN. (153.20 m 3 ) 2.52 m 3 ) 2. (76.6 kg) (145.4 cm) 6–96 BY 125 PALLETS OR 6–88 BY 125 PALLETS 14 LD3 CONTAINERS BULK CARGO TOTAL 2.2 CARGO COMPARTMENTS – CONTAINERS/PALLETS MODEL MD-11 REV E 2–18 .6.47 m 3 ) TOTAL 2.4 IN.5 IN.104. (264.212 FT 3 (62. (156.BY 66-IN. (200.500 LB EACH 320 LB EACH (1.2 cm) 88 IN.268 FT 3 (64.672.2 BY 167.BY 66-IN.44 m 3 ) 4.667 FT 3 (75.2 m 3 ) 79.990 FT 3 (141.70 m 3 ) TOTAL 2.5 cm) 14 HALF WIDTH CONTAINERS. (LD3) EACH 158 FT 3 (4.0 IN.22 m 3 ) 6–96 BY 125-IN.2 BY 91.6 cm) OPTIONAL 104.5 cm) GROSS WEIGHT TARE WEIGHT 10.BY 66-IN.5 cm) 125 IN.212 FT 3 (62.2 BY 167.5 BY 317.664 FT 3 (75.56 cm) 64 IN.4 cm) 64 IN.7 cm) CONTAINERS CENTER COMPARTMENT PALLETS FWD COMPARTMENT 60.41 m 3 ) OR 6–88 x 125 PALLETS EACH 378 FT 3 (10.300 LB EACH 248 LB EACH (4.5 kg) 2.56 cm) 61.58 m 3 ) 510 FT 3 (14.6 cm) CARGO DOOR RIGHT SIDE ONLY 6 PALLETS 70. (223. (162. PALLETS EACH 444 FT 3 (12. (177. PALLET (223.2 kg) 88 BY 125-IN.

(5.16 FT 8 IN. (193 cm) FLOOR 8 IN. (244 cm) UPWARD INTERIOR SLIDING DOOR FLOOR/DOOR SILL 121 IN.7.3 FOR HEIGHT ABOVE GROUND A ELEVATION 96 IN. (307 cm) 183 IN. (465 cm) SECTION A-A LOOKING FOR WARD 2. 1 MODEL MD-11 REV E 2–19 . DOOR NO. (20 cm) SEE SECTION 2. (81 cm) PLAN VIEW A DOOR ACTUATOR HANDLE 6 IN. (15 cm) 38 IN.08 m) 32 IN.7 DOOR CLEARANCES 2. PASSENGER LOADING DOORS.1 CLEARANCES. (97 cm) 76 IN.

3 FOR HEIGHT ABOVE GROUND UPWARD INTERIOR SLIDING DOOR CONSTANT SECTION DIA = 237 IN.AIRPLANE NOSE 48 FT 1 IN.66 m) PLAN VIEW A 7. (14. (15 cm) DOOR ACTUATOR HANDLE 42 IN. (107 cm) 76 IN.1 CLEARANCES. (193 cm) FLOOR A ELEVATION ÉÉÉÉÉÉ ÉÉÉÉÉÉ SEE SECTION 2.5 IN. (107 cm) FWD 42 IN.7. 2 MODEL MD-11 2–20 . PASSENGER LOADING DOORS. (602 cm) 136. DOOR NO.5 IN. (19 cm) 6 IN. (347 cm) FLOOR/DOOR SILL SECTION A-A LOOKING FORWARD DMC005–19 2.

(107 cm) FLOOR A ELEVATION ÉÉÉÉÉ ÉÉÉÉÉ SEE SECTION 2. (29.01 m) PLAN VIEW A 7.3 FOR HEIGHT ABOVE GROUND UPWARD INTERIOR SLIDING DOOR CONSTANT SECTION DIA = 237 IN.7. PASSENGER LOADING DOORS.0 cm) 136. (19 cm) 6 IN. (193 cm) DOOR ACTUATOR HANDLE 42 IN. DOOR NO.1 CLEARANCES. (347 cm) FLOOR/DOOR SILL SECTION A-A LOOKING FORWARD DMC005–20 2. (107 cm) FWD 42 IN. 3 MODEL MD-11 2–21 .5 IN.5 IN.AIRPLANE NOSE 95 FT 2 IN. (15 cm) 76 IN. (602.

1 CLEARANCES.AIRPLANE NOSE 155 FT 3 IN. (107 cm) FLOOR A ELEVATION ÉÉÉÉÉ ÉÉÉÉÉ SEE SECTION 2.3 FOR HEIGHT ABOVE GROUND 103. (526 cm) SECTION A-A LOOKING FORWARD DMC005–21 2.5 IN.5 IN. DOOR NO. (15 cm) 76 IN. (314 cm) FLOOR/DOOR SILL 207.7. 4 MODEL MD-11 2–22 . (47. (19 cm) 6 IN. PASSENGER LOADING DOORS. (262 cm) UPWARD INTERIOR SLIDING DOOR 123. (107 cm) FWD 42 IN.2 IN.2 IN. (193 cm) DOOR ACTUATOR HANDLE 42 IN.32 m) PLAN VIEW A 7.

2.6 m) PLAN VIEW A MAIN CARGO DOOR 102 IN.7. (234 cm) STACK HEIGHT CONVERTIBLE FREIGHTER CONSTANT SECTION DIA = 237 IN.5-IN.2 CARGO LOADING DOORS – MAIN DECK MODEL MD-11F/CF 2–23 REV D . (602 cm) 102-IN.0-IN. (248 cm) STACK HEIGHT FREIGHTER 92. (259 cm) SEE SEC.3 FOR HEIGHT ABOVE GROUND 140 IN. (356 cm) ÉÉÉÉÉ ÉÉÉÉÉ A ELEVATION 165 DEG POSITION FULL OPEN 85 DEG POSITION 97. (259 cm) DOOR SECTION A-A LOOKING AFT DMC005–82 2.38 FT (11.

2 CARGO LOADING DOORS – MAIN DECK MODEL MD-11 COMBI REV E 2–24 .3 FOR HEIGHT ABOVE GROUND 102-IN. (406 cm) 42 IN. (259 cm) FWD 160 IN.AIRPLANE NOSE 141 FT 8 IN. (43. (259 cm) DOOR 97.5-IN.2 m) PLAN VIEW A 102 IN.7. (107 cm) FLOOR A ELEVATION SEE SECTION 2. (248 cm) STACK HEIGHT SECTION A-A LOOKING FOR WARD 2.

LOWER DECK FORWARD DOOR MODEL MD-11 2–25 DMC005–94 REV D . (50 cm) CRITICAL CLEARANCE LIMIT 2.8 IN.3 CARGO LOADING DOORS.59 FT 2 IN. (537 cm) 135 DEG FULL OPEN 89.03 m) AIRPLANE NOSE 104 IN. (228 cm) SECTION A-A LOOKING FORWARD 19. (18. (40 cm) 44 IN. (168 cm) 15. (112 cm) SEE SECTION 2.7. (264 cm) PLAN VIEW A FLOOR 66 IN.9 IN.7 IN.3 IN. (602 cm) 211.3 FOR GROUND CLEARANCE ÉÉÉÉ ÉÉÉÉ DOOR ACTUATOR PANEL SWITCH AND CONTROLS A ELEVATION CONSTANT SECTION DIA = 237 IN.

2 IN. (50 cm) CRITICAL CLEARANCE LIMIT 2.9 IN. (602 cm) 126. (178 cm) A 15. (320 cm) 60 IN. (504 cm) 158 DEG FULL OPEN CONSTANT SECTION DIA = 237 IN.3 FOR GROUND CLEARANCE 198. (288 cm) SECTION A-A LOOKING FORWARD DMC005–96 19. (168 cm) 44 IN.9 m) PLAN VIEW A DOOR ACTUATOR PANEL SWITCH AND CONTROLS WING FILLET 66 IN. (43.6 IN.7 IN. (112 cm) 70 IN. (40 cm) ELEVATION ÉÉÉÉ SEE SECTION 2. (152 cm) 113.3 CARGO LOADING DOORS.7. LOWER DECK CENTER CARGO DOOR MODEL MD-11 2–26 .AIRPLANE NOSE 144 FT 0 IN.1 IN.

(288 cm) SECTION A-A LOOKING FORWARD 19. WING FILLET DOOR ACTUATOR PANEL SWITCH AND CONTROL 44 IN. (168 cm) A 104 IN. (42.3 CARGO LOADING DOORS.1 IN.2 IN.7. (504 cm) 158 DEG FULL OPEN 126. (112 cm) 66 IN.AIRPLANE NOSE 139 FT 7 IN.55 m) PLAN VIEW A 27 IN.6 IN. (50 cm) CRITICAL CLEARANCE LIMIT FILLET AT FWD DOOR JAMB 2. (320 cm) 60 IN.7 IN.3 FOR GROUND CLEARANCE 198. (295 cm) ÉÉÉÉ SEE SECTION 2. (152 cm) 113. LOWER DECK CENTER CARGO DOOR (OPTIONAL FOR OTHER MODELS) MODEL MD-11 COMBI 2–27 Chap2–Text REV D . (264 cm) ELEVATION 116 IN.

(48. (196 cm) 23.3 IN.5 IN. LOWER DECK AFT BULK CARGO DOOR MODEL MD-11 REV E 2–28 . (60 cm) CRITICAL CLEARANCE LIMIT SECTION A-A LOOKING FOR WARD 2. (46 cm) 21 IN. (91 cm) 10 IN. (76 cm) 70. (402 cm) 93. (237 cm) 152 DEG FULL OPEN 119 IN.5 IN. (25 cm) SEE SECTION 2. (302 cm) 30 IN.160 FT 6 IN. (13 cm) 18 IN.3 CARGO LOADING DOORS.7. (53 cm) 36 IN.92 m) AIRPLANE NOSE PLAN VIEW A VENT DOOR HANDLE DOOR CONTROL PANEL 5 IN. (179 cm) 77 IN.3 FOR GROUND CLEARANCE A ELEVATION 158.8 IN.

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4 FAR Landing Runway Length Requirements .2 Payload-Range 3.3 FAR Takeoff Runway Length Requirements 3.1 General Information 3.3.0 AIRPLANE PERFORMANCE 3.

contact the using airline or the Airport Technology Group at (425) 237-0126 or: Boeing Commercial Airplane Group P.8 present payload-range information for a specific Mach number cruise at the fuel reserve condition shown.1 through 3.2.6 30.0 AIRPLANE PERFORMANCE 3.O. Figures 3.1 through 3.2. Washington 98124-2207 USA Attn: Manager.4.000 METERS 0 610 1. Airport Technology Mail Code 67-KR REV E 3-1 .829 2.1 7.3.8 Note: These data are provided for information only and are not to be used for flight planning purposes.438 STANDARD DAY TEMPERATURE F 59 51.9 44.5 C 15 11. Standard day temperatures for the altitudes shown are tabulated below: ELEVATION FEET 0 2. Box 3707 Seattle. For specific performance data/analysis.000 6.1 –0.7 37.219 1.3.1 General Information Figures 3.2 represent FAR takeoff and landing field length requirements for FAA certification.000 8.1 3.000 4.

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No Slip Angle 4.4.3 Minimum Turning Radii 4.2 Turning Radii.1 General Information 4.6 Runway Holding Bay (Apron) .4 Visibility from Cockpit 4.5 Runway and Taxiway Turn Paths 4.0 GROUND MANEUVERING 4.

or high risk of jet blast damage. For ease of presentation. and where noted. ground maneuvering requirements should be coordinated with the using airlines prior to layout planning.0 GROUND MANEUVERING 4. As such.4. these data have been determined from the theoretical limits imposed by the geometry of the aircraft. such as adverse grades.1 General Information This section provides airplane turning capability and maneuvering characteristics. For these reasons. The data should only be used as guidelines for determining such parameters and to obtain the maneuvering characteristics of this aircraft type. In the ground operating mode. provide for a normal allowance for tire slippage. Variations from standard aircraft operating patterns may be necessary to satisfy physical constraints within the maneuvering area. varying airline practices may demand that more conservative turning procedures be adopted. 4–1 . they reflect the turning capability of the aircraft in favorable operating circumstances. Airline operating techniques will vary in level of performance over a wide range of circumstances throughout the world. limited space.

8 100.6 229.5 11.3 119.2 48.4 49.3 18.7 54.8 115.2 35.1 27.3 143.7 39. CONSULT AIRLINE FOR OPERATING PROCEDURES R3 MEASURED FROM OUTSIDE FACE OF TIRE.0 62.5 50.6 29.2 41.8 15.6 17.5 14.7 120.0 m 46.4 145.5 56.9 112.2 116.8 77.1 35.2 186.5 67.2 189.2 95.6 113.5 R–4 m 80.3 FT 194.0 70.3 17.7 FT 220.8 52.5 128.5 41.9 88.1 4.1 39.2 R–2 m 59.4 171.5 167.2 159.2 R–3 m 59.5 39.3 26.7 FT 194.2 37.7 123.5 34.1 42.1 36.9 30.9 136.6 138.2 39.1 8.1 27.1 128.STEERING ANGLES (DEGREES) 25 30 35 40 45 50 55 60 TURNING RADII DEPICTED REPRESENT THEORETICAL GEOMETRIC TURN CENTERS 65 70 MAXIMUM TURNING CENTER FOR ILLUSTRATION PURPOSES TURNING CENTERS R1 R3 R2 R5 R4 R6 NOTE: ACTUAL OPERA TING DATA MAY BE GREATER THAN VALUES SHOWN SINCE TIRE SLIPP AGE IS NOT CONSIDERED IN THESE CALCULATIONS.9 107.7 47.6 58.3 48.6 20.4 121.4 37.5 205.8 29.2 158.3 45.3 60.4 88.6 107.5 128.3 9.7 35.6 91.8 51.1 46.7 178.1 118. STEERING ANGLE (DEG) 25 30 35 40 45 50 55 60 65 70 MAXIMUM R–1 FT 153.7 151.4 136.5 32.2 34.2 TURNING RADII.0 102.0 129.6 36.6 31.0 5.1 23.0 164.7 117.5 36.9 26.6 44.5 147.0 42.8 31.3 138.9 95.1 43.8 36.3 2.9 161.1 23.8 R–5 m 62.4 32. NO SLIP ANGLE MODEL MD-11 REV E 4–2 .1 57.5 101.1 50.0 FT 205.9 FT 262.0 R–6 m 67.5 76.

6 R4 FT/m 136. AFT CENTER OF GRAVITY AT MAX RAMP WEIGHT 3 2 LIGHTLY BRAKED TURN UNSYMMETRICAL THRUST AND LIGHT DIFFEREN TIAL BRAKING.7 12.1 TYPE TURN 1 EFFECTIVE TURN ANGLE 60.7 133.0 87.8 DEG 72.6 41.4 A FT/m 160.8 26.9 34.1 28.0 100.7 R3 FT/m 94.5 26. LIMITED BY 8–DEG MAIN GEAR TIRE SCRUB X FT/m 81.3 109.8 47.5 R5 FT/m 118.8 155.3 24.7 28.5 134.6 49.9 118.5 36.5 24.0 DEG – TIRE SLIP ANGLE 9.1 24.1 42. SLOW CONTINUOUS TURN.7 13.9 35.4 41.8 33.2 3 4.6 112.0 30.1 116.4 40.6 34.TAIL R 6 EFFECTIVE TURN ANGLE Y MAXIMUM STEERING ANGLE 70 DEG SLIP NOSE TIRE R3 NOSE R5 WING TIP R4 X TURN CENTER A PAVEMENT WIDTH FOR 180-DEG TURN NOSE GEAR RADII TRACK MEASURED FROM OUTSIDE FACE OF TIRE NORMAL TURNS 1 SYMMETRICAL THRUST AND NO DIFFERENTIAL BRAKING.6 2 81. AFT CENTER OF GRAVITY AT MAX RAMP WEIGHT MINIMUM RECOMMENDED RADIUS TO AVOID EXCESSIVE TIRE WEAR.1 36.0 93. SLOW CONTINOUS TURN.5 R6 FT/m 111.9 8.0 DEG – 81.2 Y FT/m 45.2 DEG –2.3 MINIMUM TURNING RADII MODEL MD-11 REV E 4–3 .

3 m) 6 FT 11 IN. (15.3 m) 20 DEG 20 FT 11 IN. (2.NOT TO BE USED FOR LANDING APPROACH VISIBILITY 36 DEG PILOT’S EYE POSITION 20 FT 8 IN.1 m) (REF) PILOT’S EYE POSITION ÉÉ 135 DEG MAXIMUM AFT VISION WITH HEAD ROTATED ABOUT SPINAL COLUMN 21 IN.4 VISIBILITY FROM COCKPIT IN STATIC POSITION MODEL MD-11 4–4 REV B .5 m) 50 FT 4 IN. (6. (53.6 cm) 40 DEG 31 DEG 45 DEG 31 DEG 45 DEG DMC005–42 4. OUTBOARD (35.4 m) 27 FT 10 IN. (8. (6.3 cm) PILOT’S EYE POSITION 40 DEG WITH HEAD MOVED 14 IN.

150 FT (45.86 m) TAXIWAY CENTERLINE DMC005-89 4.72 m) RUNWAY CENTERLINE NOTE: THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAY PAVEMENT EDGE CLEARANCE SHOWN IS APPROXIMATELY 15 FT (4.57 m) CLEARANCE LINE ADDITIONAL FILLET REQUIRED PATH OF MAIN GEAR TIRE EDGE 75 FT (22.5 RUNWAY AND TAXIWAY TURN PATHS 4.57 m) 45 DEG COCKPIT REFERENCE POINT 150-FT R (45.1 MORE THAN 90-DEG TURN – RUNWAY TO TAXIWAY MANEUVERING METHOD – COCKPIT OVER CENTERLINE MODEL MD–11 4–5 REV B .48 m) 15 FT (4.72 m) ÉÉ ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ 100-FT R (30.5.

150 FT (45.72 m)

NOTE: 1. EFFECTIVE STEERING ANGLE-APPROX 30 DEG (33-DEG STEERING, 3-DEG NOSE GEAR SLIP) 2. THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAY PAVEMENT EDGE CLEARANCE SHOWN IS APPROXIMATELY 15 FT (4.57 m)

RUNWAY CENTERLINE

15 FT (4.57 m ) CLEARANCE LINE PATH OF NOSE GEAR TIRE EDGE 45 DEG C L C L

É
100-FT R (30.48 m) 150-FT R (45.72 m) 15 FT (4.57 m) CLEARANCE LINE PATH OF MAIN GEAR TIRE EDGE TAXIWAY CENTERLINE

75 FT (22.86 m)

DMC005–88

4.5.2 MORE THAN 90-DEGREE TURN – RUNWAY TO TAXIWAY MANEUVERING METHOD — JUDGMENTAL OVERSTEERING MODEL MD–11
4–6

75 FT (22.86 m) NOTE: THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAY PAVEMENT EDGE CLEARANCE SHOWN IS APPROXIMATELY 15 FT (4.57 m)

83 FT (25.30 m) C L 150 FT (45.72 m)

PATH OF COCKPIT REFERENCE POINT

COCKPIT REFERENCE POINT

É

C L

75 FT (22.86 m)

250-FT (76.20 m) LEAD-IN (TYPICAL — 4 PLACES) APPROX 15 FT (4.57 m) 83 FT (25.30 m) 150 FT (45.72 m)

PATH OF MAIN GEAR TIRE EDGE (AIRCRAFT DIRECTION AS SHOWN)

TAXIWAY CENTERLINE

DMC005–90

4.5.3 90-DEGREE TURN – TAXIWAY TO TAXIWAY MANEUVERING METHOD — COCKPIT OVER CENTERLINE MODEL MD-11
4–7

REV D

75 FT (22.86 m) NOTES: 1. THE INTERSECTION FILLET IS DETERMINED FROM THE GEOMETRY OF THE CRITICAL AIRCRAFT AND THE STEERING PROCEDURE THAT WILL BE USED. 2. 33-DEGREE STEERING ANGLE, 3-DEGREE NOSE GEAR SLIP (30-DEGREE EFFECTIVE STEERING ANGLE) 3. THE MINIMUM MAIN GEAR TIRE-TO-TAXIW AY PAVEMENT EDGE CLEARANCE SHOWN IS APPROXIMATELY 15 FT (4.57 m)

C L

15-FT (4.57 m) CLEARANCE LINE PATH OF NOSE GEAR TIRE EDGE 15 FT (4.57 m)

C L

75 FT (22.86 m)

16.8 FT (5.12 m) 15-FT (4.57 m) CLEARANCE LINE PATH OF MAIN GEAR TIRE EDGE 105-FT (32.00 m) R

TAXIW AY CENTERLINE

4.5.4 90-DEGREE TURN – TAXIWAY TO TAXIWAY MANEUVERING METHOD – JUDGMENTAL OVERSTEERING MODEL MD-11
REV E 4–8

5 90-DEGREE TURN – RUNWAY TO TAXIW AY MANEUVERING METHOD — COCKPIT OVER CENTERLINE MODEL MD–11 REV E 4–9 .57 m) RUNWAY CENTERLINE COCKPIT REFERENCE POINT C L TAXIW AY CENTERLINE 75 FT (22.5.72 m) R 15-FT (4.57 m) CLEARANCE LINE (RUNWAY-TO-TAXIW AY DIRECTION) ADDITIONAL FILLET REQUIRED 85-FT (25.72 m) NOTE: THE MINIMUM MAIN GEAR TIRE-TO-TAXIW AY PAVEMENT EDGE CLEARANCE SHOWN IS APPROXIMATLY 15 FT (4.86 m) 15-FT (4.150 FT (45.91 m) R 150-FT (45.57 m) CLEARANCE LINE (TAXIW AY-TO-RUNWAY DIRECTION) PATH OF MAIN GEAR TIRE EDGE (RUNWAY-TO-TAXIW AY DIRECTION) 4.

57 m) PATH OF NOSE GEAR TIRE 20 FT (6.10 m) PATH OF MAIN GEAR TIRE EDGE 15 FT (4.6 RUNWAY HOLDING BAY (APRON) MODEL MD-11 4–10 .10 m) ÉÉ 263 FT (80.86 m) RUNWAY CENTERLINE 150 FT (45.72 m) DMC005–93 4.10 m) 97 FT (29.SHOULDER NOTE: THE MINIMUM MAIN GEAR TIRE-TOPAVEMENT EDGE CLEARANCE SHOWN IS APPROXIMATELY 15 FT (4.57 m) PATH OF NOSE GEAR 20 FT (6.16 m) 40 FT (12.57 m) PATH OF MAIN GEAR TIRE EDGE PATH OF NOSE GEAR TAXIWAY CENTERLINE 75 FT (22.19 m) ÉÉ É ÉÉ É 20 FT (6.

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8 Ground Towing Requirements .7 Preconditioned Airflow Requirements 5.5 Engine Starting Pneumatic Requirements 5.4 Ground Service Connections 5.5.0 TERMINAL SERVICING 5.1 Airplane Servicing Arrangement (Typical) 5.6 Ground Pneumatic Power Requirements 5.3 Terminal Operations. Turnaround Station 5.2 Terminal Operations. En Route Station 5.

DMC005–43 5.1 AIRPLANE SERVICING ARRANGEMENT — TYPICAL TURNAROUND MODEL MD-11 5–1 .0 TERMINAL SERVICING 5.FUEL SERVICE VEHICLE CARGO PALLET TRAIN CONTAINER DOLLY TRAIN CARGO LOADER EXTENSION LOWER DECK CARGO LOADER GALLEY SERVICE VEHICLES LOWER DECK CARGO LOADER GALLEY SERVICE VEHICLE LAVATORY SERVICE VEHICLE TOW VEHICLE É É POTABLE WATER VEHICLE PASSENGER LOADING BRIDGES FUEL SERVICE VEHICLE BULK CARGO DOLLY TRAIN BULK CARGO LOADER CABIN SERVICE VEHICLE NOTE: THE AIRCRAFT AUXILIARY POWER UNIT SUPPLIES ELECTRICAL.1 AIRPLANE SERVICING ARRANGEMENT (TYPICAL) 5. PNEUMATIC AIR.1. AND PRECONDITIONED AIR.

2 AIRPLANE SERVICING ARRANGEMENT — TYPICAL TURNAROUND MODEL MD-11 COMBI 5–2 . AND PRECONDITIONED AIR.1.0 TERMINAL SERVICING 5.FUEL SERVICE VEHICLE CARGO PALLET TRAIN CARGO LOADER EXTENSION CONTAINER DOLLY TRAIN LOWER DECK CARGO LOADER GALLEY SERVICE VEHICLES LOWER DECK CARGO LOADER LAVATORY SERVICE VEHICLE TOW VEHICLE ÉÉ ÉÉ PASSENGER LOADING BRIDGE FUEL SERVICE VEHICLE BULK CARGO DOLLY TRAIN BULK CARGO LOADER MAIN DECK CARGO LOADER CARGO PALLET TRAIN POTABLE WATER VEHICLE NOTE: THE AIRCRAFT AUXILIARY POWER UNIT SUPPLIES ELECTRICAL. DMC005–44 5. PNEUMATIC AIR.

PNEUMATIC.1.3 AIRLINE SERVICING ARRANGEMENT — TYPICAL TURNAROUND MODEL MD-11F/CF REV E 5–3 . AND PRECONDITIONED AIR 5.FUEL SERVICE VEHICLE CARGO PALLET TRAIN LOWER DECK CARGO LOADER WITH LD–3 LOWER DECK CARGO LOADER CONTAINER DOLLY TRAIN BULK CARGO LOADER MAIN-DECK CARGO LOADER BULK CARGO TRAILER CREW STAIRS CARGO PALLET TRAIN FUEL SERVICE VEHICLE NOTE: THE AIRCRAFT AUXILIARY POWER UNIT SUPPLIES ELECTRICAL.0 TERMINAL SERVICING 5.

ESTIMATES BASED ON 34 FIRST CLASS AND 289 COACH 3. UPPER GALLEY CONFIGURATION WITH FWD. AND AFT GALLEYS 6.5 9.5 3. DEPLANING AND ENPLANING THROUGH DOORS NO. 1.2. AFT GALLEY CLOSED OFF DURING PART OF PASSENGER ENPLANEMENT OPERA TIONS ENGINE RUNDOWN CHECK LOGBOOK 51.TIME (MINUTES) 10 20 30 40 50 MIN 1.3 13.5 18. 1 AND 2 5.0 0. MID.8 4.0 12.1 16.0 1.4 MINUTES WALKAROUND INSPECTION CHECK LOGBOOK COCKPIT CREW DUTIES MONITOR ENGINES CLEAR FOR DEPARTURE POSITION PASSENGER BRIDGE DEPLANE PASSENGERS CABIN SER VICING (9-MAN CREW) SERVICE FORWARD AND MID GALLEY SER VICE AFT GALLEY PASSENGER SER VICE ENPLANE PASSENGERS BAGGAGE AND CARGO OTHER SER VICE 5–4 REMOVE PASSENGER BRIDGE FORWARD CONTAINER REMOVAL AFT CONTAINER REMOVAL BULK CARGO REMOVAL FORWARD CONTAINER LOADING AFT CONTAINER LOADING BULK CARGO LOADING FUEL SERVICES LAVATORY SERVICE POTABLE WATER SERVICE NOTES: 1. CRITICAL TIME PATH 2.2 TERMINAL OPERATIONS.0 1.6 19.0 14.6 27.0 12.1 TURNAROUND MODEL MD-11 . TURNAROUND 5.0 14.5 5.8 16.562-GPM REFUELING RATE USING TWO HYDRANT VEHICLES 5.6 15.5 25.0 1.2 0.8 18.

962-GPM REFUELING RATE USING TWO TRUCKS 6.6 MINUTES NOTES: 1.0 6.1 7.5 9. MID. 2 DOOR OTHER SERVICE BAGGAGE AND CARGO PASSENGER SERVICE COCKPIT CREW DUTIES 5–5 5. ENPLANING FIRST CLASS PSGRS THROUGH NO.7 7.4 5.TIME (MINUTES) 10 20 30 OPERATIONS ENGINE RUNDOWN CHECK LOGBOOK WALKAROUND INSPECTION CHECK LOGBOOK MONITOR ENGINES CLEAR FOR DEPARTURE POSITION PASSENGER BRIDGE DEPLANE PASSENGERS CABIN SERVICING (2-MAN CREW) SERVICE MID GALLEY SERVICE FORWARD AND AFT GALLEY ENPLANE PASSENGERS REMOVE PASSENGER BRIDGE FORWARD CONTAINER REMOVAL AFT CONTAINER REMOVAL BULK CARGO REMOVAL FORWARD CONTAINER LOADING AFT CONTAINER LOADING BULK CARGO LOADING FUEL SERVICES (TIME AVAILABLE) LAVATORY SERVICE POTABLE WATER SERVICE 12.0 0. UPPER GALLEY CONFIGURATION WITH FWD.1 23.0 8.5 3. 1 DOOR AND COACH PSGRS THROUGH NO.2 7. AFT GALLEY CLOSED OFF DURING PART OF PASSENGER ENPLANEMENT MIN 1.5 10. DEPLANING THROUGH DOORS NO.0 9. CRITICAL TIME PATH 2.0 7.3 TERMINAL OPERATIONS.5 3.7 9.0 1. 17 FIRST CLASS AND 160 COACH 3. EN ROUTE STATION MODEL MD-11 . 55 -PERCENT LOAD FACTOR. 1 AND 2 4.7 6.6 6.0 1.0 0. AND AFT GALLEYS 7.1 5.0 1.

FUEL VENT FUEL PRECONDITIONED AIR JACK POINT ELECTRICAL JACK POINT ÉÉ ÉÉ PNEUMATIC POTABLE WATER LAVATORY HYDRAULIC FUEL VENT JACK POINT FUEL FUEL VENT PRECONDITIONED AIR FUEL VENT LAVATORY POTABLE WATER ELECTRICAL PNEUMATIC FUEL FUEL VENT SCALE 0 0 10 5 20 10 m 30 FT DMC005–48 5.4 GROUND SERVICE CONNECTIONS MODEL MD–11 5–6 .

DISTANCE AFT OF NOSE HEIGHTABOVE GROUND MINUMUM FT — IN. METERS FT — IN. METERS MAXIMUM RIGHT SIDE FT — IN. METERS FT — IN. METERS FT — IN. METERS LEFT SIDE

DISTANCE FROM AIRPLANE CENTERLINE

5.4.1 HYDRAULIC SYSTEM TWO SER VICE CONNECTIONS: A. SERVICE PANEL CONTAINING PRESSURE AND TEST STAND CONNECTIONS, 3,000 PSI (21 MPa) AT 50 GPM (189 lPM) MAXIMUM B. RESERVOIR FILL CONNECTIONS, 60 PSI (414 kPA) 126 – 0 118 – 10 3–4 1–2 0.36 7–4 2.24 1.02 30 – 6 9.30 CYLINDER IN AVIONICS COMPARTMENT, CONNECTED TO MANIFOLD. PORTABLE CYLINDER FOR CREW INFLIGHT COMPARTMENT. CHEMICAL OXYGEN SYSTEM IN MODULES IN OVERHEAD STORAGE RACKS, LAVATORIES, AND ATTENDANT STATIONS, PORTABLE CYLINDERS FOR FIRST AID 8–9 38.40 36.22 4–2 9–1 9–5 2.77 2.87 9–8 10 – 0 1.27

2.95 3.05 2.67

5.4.2 ELECTRICAL SYSTEM TWO SERVICE CONNECTIONS, 90 KVA, EA. 115 VOL T , 400 HZ ,3 PHASE

5.4.3 OXYGEN — INDEPENDENTAIRCREW AND PASSENGER SYSTEMS AIRCREW OXYGEN SYSTEM PASSENGER OXYGEN SYSTEM

5–7
42 – 3 58 – 4 17.78 12.88 107 – 10 107 – 10 124 – 3 124 – 3 179 – 9 32.87 32.87 37.87 37.87 54.79 25 – 2 7.67 15 – 2 4.62 6–2 1.88 40 – 6 12.34 13 – 10 (2) 163 – 8 4.22 (2) 49.89 C L C L C L C L

5.4.4 FUEL SYSTEM TWO PRESSURE SERVICE POINTS IN EACH WING LEADING EDGE. 1,250 GPM (4,731 lPM) THROUGH 2 POINTS — 1,600 GPM (6,056 lPM) THROUGH 4 POINTS AT 50 PSIG (345 kPA) TOTAL USABLE CAPACITY 38,652 U.S. GALLONS (146,296 l) 6,075 U.S. GALLONS (22,945 l) EACH WING TANK 1 AND 2 9,767.9 U.S. GALLONS (36,968 l) NUMBER 2 TANK 13,001 U.S. GALLONS (49,208 l) CTR WING AUX TANK UPPER 1,643 U.S. GALLONS (6,217 l) UNDER WING AUX TANK LOWER 2,000 U.S. GALLONS (7,570 l) TAIL AUX TANK RIGHT WING SERVICE RECEPTACLES LEFT WING SERVICE RECEPTACLES FUEL VENT WING RIGHT FUEL VENT WING LEFT TAIL AUX TANK VENT 42– 3 58 – 4 15 – 8 12.88 17.78 4.78 14 14 14 14 19 – – – – –

8 8 0 0 4

4.47 4.47 4.27 4.27 5.89

15 15 15 15 21

– – – – –

5 5 1 1 3

4.70 4.70 4.60 4.60 6.48

5.4.5 PNEUMATIC SYSTEM TWO 3-IN. SERVICE CONNECTIONS FOR ENGINE START AND AIR CONDITIONING

6–7

2.01

10 – 10

3.30

12 – 4

3.76

5.4.6 PRECONDITIONED AIR TWO 8-IN. CONNECTIONS FOR AIR CONDITIONING

12 – 3

3.73

13 – 11 3–4 1.02 8–0 2.44 9–1

4.24

5.4.7 POTABLE WATER SYSTEM ONE SER VICE CONNECTION FOUR-T ANK SYSTEM 64 U.S. GALLONS EACH (242 l) — TOTAL SYSTEM CAPACITY 256 GAL (969 LITERS)

2.77

5.4.8 LAVATORY SYSTEM NUMBER OF TOILETS SER VICE LOCATION 1 (1 ) FORW ARD (2 ) UP TO 12 AFT SER VICE CAPACITIES WASTE HOLDING 260 U.S. GALLONS (984 l)

C L C L

C L C L

9 – 5 (2) 9–9

2.87 (2) 2.97

10 – 8 (2) 11 – 3

3.25 (2) 3.43

(1 ) FREIGHTER – 1 TOILET FOR WARD LOCATION (2 ) FREIGHTER ONLY

5.4 GROUND SERVICE CONNECTION DATA MODEL MD-11

REV E

118 110 CF6-80C2D1F MAXIMUM ALLOWABLE PNEUMATIC SYSTEM PRESSURE 51 PSIG (65.7 PSIA AT SEA LEVEL)

240

220

100

200 REQUIRED AIRFLOW (LB/MIN)

90

180

80 (kg/MIN) (kg/cm ABS)
2

160 70 140 60 120 50 100 40 80 MAXIMUM ALLOWABLE PNEUMATIC SYSTEM TEMPERATURE 500°F (260°C) 30 0 10 20 30 40 50 60 70 80 (PSIA)

60

1.0 70

2.0 3.0 4.0 PRESSURE AT GROUND CONNECTOR

5.0

(kg/cm2ABS) 5.0

REQUIRED PRESSURE AT GROUND CONNECTOR (PSIA)

MAXIMUM ALLOWABLE PNEUMATIC SYSTEM PRESSURE 51 PSIG 60

4.5 4.0

50 FOR A 46-SECOND START AT SEA LEVEL* 40

3.5 3.0 2.5

30

2.0 1.5 –20 0 20 40 60 80 100 120 (°F)

20 –40

-40

-30

-20

-10 0 10 20 30 AMBIENT AIR TEMPERATURE

40

50

(°C)

* THERE IS NO SATISFACTORY DEFINITION FOR “REQUIRED PRESSURE AT GROUND CONNECTOR” SO THAT A SINGLE LINE CAN BE DEPICTED. THE LINE DEPICTED IS FOR A 46-SECOND START TIME, WHICH IS AN ARBITRARY VALUE. DMC005–49

5.5 ENGINE STARTING PNEUMATIC REQUIREMENTS MODEL MD-11 GE ENGINE

5–8

190 400 PW4460 MAXIMUM ALLOWABLE PNEUMATIC SYSTEM PRESSURE 51 PSIG (65.7 PSIA AT SEA LEVEL) 180 170 160 150 REQUIRED AIRFLOW (LB/MIN) 300 140 130 250 120 110 100 200 90 80 150 70 60 100 MAXIMUM ALLOWABLE PNEUMATIC SYSTEM TEMPERATURE 500°F (260°C) 50 0 10 20 30 40 50 60 70 80 PSIA 50 40 30 (kg/MIN) (kg/cm ABS)
DMC005–50 2

350

1.0

2.0 3.0 4.0 5.0 PRESSURE AT GROUND CONNECTOR

(kg/cm2ABS)

REQUIRED PRESSURE AT GROUND CONNECTOR (PSIA)

70 MAXIMUM ALLOWABLE PNEUMATIC SYSTEM PRESSURE 51 PSIG 60

5.0 4.5 4.0

50 FOR A 46-SECOND START AT SEA LEVEL* 40

3.5 3.0 2.5

30

2.0 1.5 –20 0 20 40 60 80 100 120 (°F)

20 –40

-40

-30

-20

-10

0

10

20

30

40

50

(°C)

AMBIENT AIR TEMPERATURE
* THERE IS NO SATISFACTORY DEFINITION FOR “REQUIRED PRESSURE AT GROUND CONNECTOR” SO THAT A SINGLE LINE CAN BE DEPICTED. THE LINE DEPICTED IS FOR A 46-SECOND START TIME, WHICH IS AN ARBITRARY VALUE.

5.5 ENGINE STARTING PNEUMATIC REQUIREMENTS MODEL MD-11 P&W ENGINE

5–9

0 (PSIA) 180 400 HEATING 16 1.0 25 1.T • THREE-PACK OPERATION DOORS CLOSED DMC005–51 0 20 5.A.(kg/cm2 ABS) 1.4 1.A.8 45 (PSIA) 180 400 COOLING TOTAL AIRFLOW (kg/MIN) 160 350 140 LB/MIN 300 120 250 100 200 • • • • • 40 60 80 100 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.6 GROUND PNEUMATIC POWER REQUIREMENTS MODEL MD-11 5–10 .4 1.6 20 24 1.6 30 35 40 0 20 1.2 AIR SUPPLY PRESSURE 1.T • THREE-PACK OPERATION DOORS CLOSED (kg/cm2 ABS) AIR SUPPLY PRESSURE 1.8 28 TOTAL AIRFLOW (kg/MIN) 160 360 140 LB/MIN 320 280 120 240 100 200 • • • • • 40 60 80 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.2 1.

7 PRECONDITIONED AIRFLOW REQUIREMENTS MODEL MD-11 5–11 PRESSURE AT GROUND CONNECTION (INCHES OF WATER) (LB/MIN) 600 (kg/MIN) 260 . 0°F (–18°C) DAY SAME AS 4 EXCEPT –20°F (–29°C) DAY SAME AS 4 EXCEPT –40°F (–40°C) DAY 2 3 4 5 60 100 30 0 50 70 90 110 (°F) 40 (°C) 1 6 10 20 30 AIR SUPPLY TEMPERATURE CONDITIONED AIR GROUND CART REQUIREMENTS USING ONE CONNECTOR MAXIMUM ALLOWABLE TEMPERATURE 190°F (88°C) MAXIMUM ALLOWABLE PRESSURE AT GROUND CONNECTION (25 INCHES WATER) 40 35 500 220 1 4 TOTAL AIRFLOW 400 180 6 3 140 300 5 2 10 7 100 200 5 15 30 25 20 60 2 100 30 0 50 70 90 110 (°F) 40 (°C) DMC005–53–54 10 20 30 AIR SUPPLY TEMPERATURE 5. OVERCAST DAY (NO SOLAR IRRADIATION). NO CABIN OCCUPANTS. 50 CABIN OCCUPANTS. BRIGHT DAY (SOLAR IRRADIATION). 410 OCCUPANTS. 103°F (39°C) DAY SAME AS 1 EXCEPT CABIN AT 85°F (29°C) SAME AS 1 EXCEPT CABIN AT 70°F (21°C).25 20 1 4 17 15 500 220 PRESSURE AT GROUND CONNECTION (INCHES OF WATER) (LB/MIN) 600 (kg/MIN) 260 CONDITIONED AIR GROUND CART REQUIREMENTS USING BOTH CONNECTORS 1 TOTAL AIRFLOW 400 180 10 3 140 300 5 100 200 3 2 5 6 CABIN AT 75°F (24°C). FIVE CREW MEMBERS ONLY CABIN AT 70°F (21°C).

57 150 20 m = 0.000 LB) 0 (1.2 ICE m = 0.8 GROUND TOWING REQUIREMENTS MODEL MD-11 (1.05 0 20 40 60 80 0 BACKING AGAINST NO GROUND ENGINE IDLE THRUST THRUST 0 1 2 3 PERCENT SLOPE 40 4 (1.8 WET ASPHALT m = 0.000 kg) 10 HARD SNOW (1.000 kg) 200 40 5–12 REV E .000 LB) (1.DRAWBAR PULL 30 AIRPLANE GROSS WEIGHT 300 DRY CONCRETE OR ASPHALT m = 0.75 633 600 550 500 450 400 350 300 250 100 250 60 20 (1.000 kg) 10 TOTAL TRACTION WHEEL LOAD 20 30 0 UNUSUAL BREAKAWAY CONDITIONS NOT REFLECTED ESTIMATED FOR TOW VEHICLES WITH RUBBER TIRES COEFFICIENTS OF FRICTION (m ) — APPROXIMATE · · · 5.000 LB) WET CONCRETE m = 0.

THIS PAGE INTENTIONALLY LEFT BLANK REV E 5-13 .

1 Jet Engine Exhaust Velocities and Temperatures 6.2 Airport and Community Noise .6.0 OPERATING CONDITIONS 6.

1 JET ENGINE EXHAUST VELOCITY CONTOURS.1 JET ENGINE EXHAUST VELOCITIES AND TEMPERATURES 6.1. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS 5. ENGINE CF6-80C2 2.0 OPERATING CONDITIONS 6. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETY ASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER 3.DISTANCE FROM AIRPLANE C L FEET 80 60 40 20 0 METERS 20 15 10 5 45 PLAN 45 35 NOTES: 1. SEA LEVEL STATIC — STANDARD DAY 6.6 km PER HOUR 6. ALL ENGINES AT SAME THRUST 35 C L -100 FEET METERS 0 0 50 15 100 30 150 45 200 60 250 75 300 90 350 105 400 120 450 135 500 150 HEIGHT ABOVE GROUND FEET 80 60 40 20 0 METERS 20 15 10 5 ELEVATION 45 35 45 AXIAL DISTANCE BEHIND AIRPLANE 6–1 35 GROUND PLANE CONVERSION FACTOR 1 MPH = 1. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR 4. IDLE POWER (ESTIMATED) MODEL MD-11 GE ENGINE .

ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR 4. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS 5. ENGINE PW4460 2. ALL ENGINES AT SAME THRUST 35 C L –100 FEET 0 50 15 100 30 150 45 200 60 250 75 300 90 350 105 400 120 450 135 500 150 METERS 0 HEIGHT ABOVE GROUND FEET 80 60 40 20 0 ELEVATION METERS 20 15 10 AXIAL DISTANCE BEHIND AIRPLANE 6–2 35 35 5 GROUND PLANE CONVERSION FACTOR 1 MPH = 1. IDLE POWER (ESTIMA TED) MODEL MD-11 P&W ENGINE .1.1 JET ENGINE EXHAUST VELOCITY CONTOURS. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETY ASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER 3. SEA LEVEL STATIC — STANDARD DAY 6.6 km PER HOUR 6.FEET 80 DISTANCE FROM AIRPLANE C L 60 40 20 0 METERS 20 15 10 5 PLAN 35 NOTES: 1.

2 JET ENGINE EXHAUST VELOCITY CONTOURS.1. BREAKAWAY POWER (ESTIMATED) MODEL MD-11 GE ENGINE .6–3 6.

SEA LEVEL STATIC — STANDARD DAY 7. RAMP GRADIENT WILL AFFECT REQUIRED TAXI AND BREAKAWAY THRUST 6. ALL ENGINES AT SAME THRUST 8.6 km PER HOUR 6. BREAKAWAY POWER (ESTIMA TED) MODEL MD-11 P&W ENGINE . THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETY ASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER 3.1.2 JET ENGINE EXHAUST VELOCITY CONTOURS. 605. ENGINE PW4000 2. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR 4.NOTES: 1.500 LB GROSS WEIGHT DISTANCE FROM AIRPLANE C L FEET 80 60 40 20 0 METERS 20 15 10 5 PLAN 75 35 45 60 C L –100 FEET 0 0 50 15 100 30 150 45 200 60 250 75 300 90 350 105 400 120 450 135 500 150 HEIGHT ABOVE GROUND 6–4 FEET 80 60 40 20 0 20 15 10 5 METERS METERS AXIAL DISTANCE BEHIND AIRPLANE 75 35 60 45 ELEVATION GROUND PLANE CONVERSION FACTOR 1 MPH = 1. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS 5.

THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETY ASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER. ALL ENGINES AT SAME THRUST 35 45 60 75 100 150 200 DISTANCE FROM AIRPLANE C L FEET 80 60 40 20 0 METERS 20 15 10 5 PLAN C L HEIGHT ABOVE GROUND 6–5 FEET 80 60 40 20 0 -100 FEET METERS 0 0 50 15 100 30 150 45 200 60 250 75 300 90 350 105 400 120 450 135 500 150 METERS 20 15 10 5 ELEVATION AXIAL DISTANCE BEHIND AIRPLANE 35 45 60 75 100 150 200 GROUND PLANE CONVERSION FACTOR 1 MPH = 1.1.NOTES: 1. ENGINE CF6-80C2D1F 2. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS 5.6 km PER HOUR 6. 4. TAKEOFF POWER (ESTIMA TED) MODEL MD-11 GE ENGINE .3 JET ENGINE EXHAUST VELOCITY CONTOURS. SEA LEVEL STATIC — STANDARD DAY 6. 3.

ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR 4.865 FT (568 m) 35 45 60 75 200 150 100 ELEVATION GROUND PLANE CONVERSION FACTOR 1 MPH = 1.365 FT (416 m) 45 60 60 MPH TO 945 FT (288 m) 75 MPH TO 710 FT (216 m) 100 DISTANCE FROM AIRPLANE C L FEET 80 60 40 20 0 METERS 20 15 10 5 PLAN 200 150 75 C L HEIGHT ABOVE GROUND 6–6 FEET 80 60 40 20 0 20 15 10 5 –100 FEET 0 0 50 15 100 30 150 45 200 60 250 75 300 90 350 105 400 120 450 135 500 150 METERS METERS AXIAL DISTANCE BEHIND AIRPLANE 35 MPH TO 1. ENGINE PW4460 2. ALL ENGINES AT SAME THRUST 35 MPH TO 1.1.865 FT (568 m) 35 45 MPH TO 1.6 km PER HOUR 6. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS 5.3 JET ENGINE EXHAUST VELOCITY CONTOURS.NOTES: 1. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETY ASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER 3. TAKEOFF POWER (ESTIMA TED) MODEL MD-11 P&W ENGINE . SEA LEVEL STATIC — STANDARD DAY 6.

All Engine Models) Jet engine exhaust temperature contour lines have not been presented because the adverse effects of exhaust temperature at any given position behind the aircraft fitted with these high-bypass engines are considerably less than the effects of exhaust velocity.4 Jet Engine Exhaust Temperature (MD-11. 6–7 .1.6.

3. shrubs. 6–8 . Also. However. and this can be accomplished only with proper planning. which are inputs into the cumulative noise contours. Additionally. and large buildings can act as sound buffers.6. (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. en route winds. is vital to its growth. and anticipated aircraft delay upon reaching the destination. used correctly. Atmospheric Conditions — Sound Propagation (a) Wind — With stronger headwinds. as such. Since aircraft noise extends beyond the boundaries of the airport. Many means have been devised to provide the planner with a tool to estimate the impact of airport operations. 2. therefore. They include: 1. payload. The size and shape of the single-event contours. estimate the noise resulting from aircraft operations conducted at an airport. hills. are dependent upon numerous factors. it is vital to consider the impact on surrounding communities. However. The cumulative noise contour is an effective tool.2 Airport and Community Noise Airport noise is of major concern to the airport and community planner. noise will be reduced since the aircraft will be at a higher altitude above the ground. (c) Airport Altitude — Higher airport altitude will affect engine performance and thus can influence noise. Surface Condition — Shielding. trees. The airport is a major element of the community’s transportation system and. Noise is not a simple subject. Too often they oversimplify noise to the point where the results become erroneous. Extra Ground Attenuation (EGA) Terrain — If the ground slopes down after takeoff or up before landing. care must be exercised to ensure that the contours. Operational Factors (a) Aircraft Weight — Aircraft weight is dependent on distance to be traveled. there are no simple answers. 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. the aircraft can take off and climb more rapidly relative to the ground. the airport must also be a good neighbor.

there are no universally accepted methods for developing aircraft noise contours or for relating the acceptability of specific noise zones to specific land uses. it is recommended that the airlines serving a particular city be contacted to provide operational information. 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. It is expected that the cumulative contours will be developed as required by planners using the data and methodology applicable to their specific study. REV E 6–9 . of course. To demonstrate the effect of some of these factors. Therefore. D. It is therefore expected that noise contour data for particular aircraft and the impact assessment methodology will be changing.All of these factors can alter the shape and size of the contours appreciably. the contour size varies substantially with operating and atmospheric conditions. CONDITION 1 LANDING: MAXIMUM DESIGN LANDING WEIGHT 10-KNOT HEADWIND 3-DEG APPROACH 84oF HUMIDITY 15% CONDITION 2 TAKEOFF: MAXIMUM DESIGN TAKEOFF WEIGHT ZERO WIND 84oF HUMIDITY 15% CONDITION 1 CONDITION 2 LANDING: 85% OF MAXIMUM DESIGN LANDING WEIGHT 10-KNOT HEADWIND 3-DEG APPROACH 59oF HUMIDITY 70% TAKEOFF: 80% OF MAXIMUM DESIGN TAKEOFF WEIGHT 10-KNOT HEADWIND 59oF HUMIDITY 70% As indicated by these data. in developing cumulative contours for planning purposes. In addition. Most aircraft operations are. it is recommended that it be obtained directly from the Office of Environmental Quality in the Federal Aviation Administration in Washington. It should be noted that the contours are shown here only to illustrate the impact of operating and atmospheric conditions and do not represent the single-event contour of the family of aircraft described in this document. To ensure that currently available information of this type is used in any planning study.C. conducted at less than maximum gross weights because average flight distances are much shorter than maximum aircraft range capability and average load factors are less than 100 percent.

Flexible and Rigid Pavements .7 Rigid Pavement Requirements 7.8 Rigid Pavement Requirements. LCN Conversion 7.5 Flexible Pavement Requirements 7.1 General Information 7.6 Flexible Pavement Requirements.7.4 Landing Gear Loading on Pavement 7.3 Maximum Pavement Loads 7.9 ACN-PCN Reporting System.0 PAVEMENT DATA 7. LCN Conversion 7.2 Footprint 7.

5: 1. Pavement requirements for commercial airplanes are customarily derived from the static analysis of loads imposed on the main landing gear struts. Soils and Pavements Laboratory. an arbitrary line is drawn representing 6. 3. Additional annual departure lines are drawn based on the load lines of the aircraft gross weights already established. 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. Pavements. Section 1. such as shown in Section 7. S-77-1 was prepared by the U. interpolating load values where necessary. Section 7. with the tires having equal loads on the struts. The chart in Section 7.000 coverages (used to calculate the flexible-pavement Aircraft Classification Number) is also placed. JUNE 2010 7-1 REV F . These curves have been plotted using procedures and curves in the Internation Civil Aviation Organization (ICAO) Aerodrome Design Manual.1 (The ACN-PCN Method). Part 3 – Pavements. The flexible pavement design curves (Section 7. maximum design taxi loads. Document 9157-AN/901. 2nd Edition. All curves are plotted at constant specified tire pressure at the highest certified weight for each model. and tire sizes and pressures. Instruction Report No. "Procedures for Development of CBR Design Curves. Values of the aircraft gross weight are then plotted.4 is provided in order to determine these loads throughout the stability limits of the airplane at rest on the pavement. 1977.7. Having established the scale for pavement depth at the bottom and the scale for CBR at the top. and as modified according to the methods described in ICAO Aerodrome Design Manual.2 presents basic data on the landing gear footprint configuration.5) are based on procedures set forth in Instruction Report No. 1983. Subsection 7. S-77-1. Mississippi.6 provides LCN conversion curves for flexible pavements. The following procedure is used to develop the curves." dated June 1977. Part 3.000 annual departures.1 General Information A brief description of the pavement charts that follow will help in their use for airport planning.0 PAVEMENT DATA 7.3. These main landing gear loads are used as the point of entry to the pavement design charts. 2. 4. an additional line representing 10. Army Corps of Engineers Waterways Experiment Station.S. Vicksburg. Maximum pavement loads for certain critical conditions at the tire-to-ground interface are shown in Section 7. and utilizing the alpha factors approved by ICAO in October 2007.

1. T. ACN-PCN provides a standardized international airplane/pavement rating system replacing the various S. AUW. Computationally. but modified to the new format described in the 1968 Portland Cement Association publication. Part 3 — Pavements. 33 W. 3. All values of the subgrade modulus (K-values) are then plotted using the maximum load line. Illinois. An aircraft having an ACN equal to or less than the PCN can operate without restriction on the pavement. 1977. Chicago. Document 9157-AN/901. LCN. Annex 14 to the Convention on International Civil Aviation. Numerically.. The following procedure is used to develop the rigid pavement design curves. ISWL.9 provides ACN data prepared according to the ACN-PCN system described in Aerodromes. an arbitrary load line is drawn representing the main landing gear maximum weight to be shown. with the results of its evaluation presented as follows: REV D 7–2 . rating systems used throughout the world. where the load is on a single tire inflated to 1..1. 2. Additional load lines for the incremental value of weight on the main landing gear are then established on the basis of the curve for K = 300 lb/in. Grand Ave. Subsection 7. These curves have been plotted using procedures and curves in the ICAO Aerodrome Design Manual. Radii of relative stiffness values are obtained from Subsection 7.25 MPa (181 psi) that would have the same pavement requirements as the aircraft. Packard. The LCN requirements are based on the condition of center-of-slab loading.8 presents LCN conversion curves for rigid pavements. The same charts include plots of equivalent single-wheel load versus radius of relative stiffness.Subsection 7. TT. ACN is the Aircraft Classification Number and PCN is the corresponding Pavement Classification Number.3 already established.7 provides rigid pavement design curves prepared with the use of the Westergaard equations in general accord with the relationships outlined in the 1955 edition of Design of Concrete Airport Pavement. The method of pavement evaluation is the responsibility of the airport. Subsection 7. as shown. Having established the scale for pavement thickness to the left and the scale for allowable working stress to the right. etc. Computer Program for Airport Pavement Design by Robert G.8. published by the Portland Cement Association. the ACN-PCN system uses PCA program PDILB for rigid pavements and S-77-1 for flexible pavements to calculate ACN values. the ACN is two times the derived single-wheel load expressed in thousands of kilograms.

25 MPa) VERY LOW (LIMITED TO 0.REPORT EXAMPLE: PCN 80/R/B/W/T PCN (s) PAVEMENT CLASSIFICATION NUMBER (BEARING STRENGTH FOR UNRESTRICTED OPERATIONS) CODE R F PAVEMENT TYPE RIGID FLEXIBLE CODE A SUBGRADE CATEGORY HIGH (K = 150 MN/M3) (OR CBR = 15%) MEDIUM (K = 80 MN/M3) (OR CBR = 10%) LOW (K = 40 MN/M3) (OR CBR = 6%) ULTRA LOW (K = 20 MN/M3) (OR CBR = 3%) CODE W X TIRE PRESSURE CATEGORY HIGH (NO LIMIT) MEDIUM (LIMITED TO 1.5 MPa) CODE T U EVALUATION METHOD TECHNICAL USING AIRCRAFT B Y C Z Chap7–Text64 D 7–3 .75 MPa) LOW (LIMITED TO 1.

67 m) 30 IN.61 m) 7. (137 cm) 41 FT 3 IN.4 kg/cm 2 ) 180 PSI (12.000 LB (287.4 40 x 15.129 kg) SEE SECTION 7.7 kg/cm 2 ) H54 x 21.0 — 24 206 PSI (14.7 kg/cm 2 ) 64 IN. (24. (76 cm) 80 FT 9 IN. (95 cm) 25 IN.MAXIMUMRAMP WEIGHT PERCENT OF WEIGHT ON MAIN GEAR NOSE TIRE SIZE NOSE TIRE PRESSURE WING AND CENTER GEAR TIRE SIZE WING GEAR TIRE PRESSURE CENTER GEAR TIRE PRESSURE 633. (64 cm) 54 IN. (163 cm) TYP TYP 37.5 IN.2 FOOTPRINT MODEL MD-11 REV E 7–4 .57 m) 35 FT (10. (12.5 — 16 180 PSI (12.

218 CENTER GEAR (1) AFT CG HC STEADY BRAKING* 35.903 VN STEADY BRAKING* 93.876 INST BRAKING** 73. HW AND HC ASSUME DECELERATION FROM BRAKING ONLY ** INSTANTANEOUS BRAKING.129 54.000 42.400 111.8 7.HW HC VN VW VC PAVEMENT LOADS FOR CRITICAL COMBINATIONS OF WEIGHT AND CG POSITIONS VN = VERTICAL NOSE GEAR GROUND LOAD PER STRUT VERTICAL WING GEAR GROUND LOAD PER STRUT VW = VERTICAL CENTER GEAR GROUND LOAD PER STRUT VC = HW = HORIZONTAL WING GEAR GROUND LOAD PER STRUT FROM BRAKING HORIZONTAL CENTER GEAR GROUND LOAD PER STRUT FROM BRAKING HC = NOSE GEAR (1) FORWARD CG VN MODEL MD-11 LB kg RAMP WEIGHT STATIC 633.300 48.385 STATIC 245.000 77.900 24. COEFFICIENT OF FRICTION = 0.800 36.600 33.112 106.000 287.184 VW WING GEAR (2) AFT CG HW STEADY BRAKING* 80.000 15.313 * AIRCRAFT DECELERATION = 10 FT/SEC 2 .651 VC INST BRAKING** STATIC 170.3 MAXIMUM PAVEMENT LOADS MODEL MD-11 REV E 7–5 .

the percent of weight on the main gears is 94.000 pounds. the main gear group consists of two wing gears plus one center gear.7. REV E 7–6 .33 percent.4 Landing Gear Loading on Pavement 7.351 pounds. the gross weight is 470.4. and the total weight on the three main gears is 443.1 Loads on the Main Landing Gear Group For the MD-11. In the example for the MD-11.

000 LB) 225 450 450 200 400 400 175 350 CG FOR ACN CALCULATIONS 300 350 150 300 125 250 250 94.000 kg) 500 AIRCRAFT GROSS WEIGHT (1.4 500 .000 LB) 506.300 650 0 5 10 15 20 25 30 35 650 633 PERCENT MAC 600 600 275 550 550 250 WEIGHT ON MAIN LANDING GEAR GROUP (1.4 LANDING GEAR LOADING ON PAVEMENT MODEL MD-11 REV E 7–7 AIRCRAFT GROSS WEIGHT (1.33 200 80 85 90 95 PERCENT WEIGHT ON MAIN GEAR 100 100 7.

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, the thickness 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 flexible pavement 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.

7–8

NOTE: H54 x 21.0-24 TIRES; TIRE PRESSURE CONSTANT AT 206 PSI (14.5 kg/cm2 )

3

4

5

6

7

SUBGRADE STRENGTH (CBR) 8 9 10 20

30

40

50

WEIGHT ON MAIN GEARS LB KG 250,000 (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)

MAX POSSIBLE MAIN GEAR GROUP LOAD AT MAX RAMP WEIGHT AND AFT CG

10,000 COVERAGES (USED FOR ACN CALCULATIONS) ANNUAL DEPARTURES* 1,200 3,000 6,000 15,000 25,000 * 20 YEAR SERVICE LIFE

3

4

5

6

7

8

9 10

20

30

40

50

PAVEMENT THICKNESS (IN)

7.5 FLEXIBLE PAVEMENT REQUIREMENTS U.S. ARMY CORPS OF ENGINEERS/FAA DESIGN METHOD MODEL MD-11
REV E 7–9

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 main landing gear group weight is 350,000 pounds.

7–10

120) MAX POSSIBLE MAIN GEAR LOAD AT MAX RAMP WEIGHT AND AFT CG H54 x 21. 4.800) 70 60 55 50 45 40 35 EQUIVALENT SINGLE-WHEEL LOAD (1.1.760) NOTE: EQUIVALENT SINGLE-WHEEL LOADS ARE DERIVED BY METHODS SHOWN IN ICAO AERODROME MANUAL. PART 2. PAR.000 (158.000 kg) (270.6 FLEXIBLE PAVEMENT REQUIREMENTS – LCN CONVERSION MODEL MD-11 REV E 7–11 .845) 80 400.000 (181.000 LB) 120 110 100 90 80 300.0-24 TIRES PRESSURE CONSTANT AT 206 PSI (14.100 150 140 130 EQUIVALENT SINGLE-WHEEL LOAD (1.000 (204.440) 350.3 7.080) 450.000 (226.WEIGHT ON MAIN LANDING GEAR GROUP LB (kg) 160 597.400) 25 (136.000 70 30 60 50 20 40 30 20 10 15 20 30 40 50 6070 80 30 40 60 80 100 200 FLEXIBLE PAVEMENT THICKNESS (IN.4 kg/cm 2 ) 500.000 (113.) LOAD CLASSIFICATION NUMBER (LCN) 15 10 250.

the rigid pavement thickness is 13. the subgrade modulus (k). and the allowable working stress is 400 psi. and the allowable working stress must be known.000 pounds.7. For these conditions. 7–12 . the thickness of the pavement. In the example for the MD-11.7 inches. the weight on the landing gear group is 450. Portland Cement Association Design Method To determine the airplane weight that can be accommodated on a particular rigid pavement. the subgrade modulus is 150.7 Rigid Pavement Requirements.

08 0 13 g) 0. 11 0.(cm) 50 (IN. 4 8 00 g) (15 0.100 17 1.5 kg/cm 2 ) (PSI) 1.7 g 0k ) 800 700 50 600 40 500 30 400 W EI G H T 25 O 10 N M A IN LA 11 300 20 9 200 0 20 8 100 NOTE: THE VALUES OBTAINED BY USING THE MAX LOAD REFERENCE LINE AND ANY VALUES OF K ARE EXACT.7 RIGID PAVEMENT REQUIREMENTS.44 ) 50 00 L (181 kg 60 0.0 LB ( 0k 35 0 0 4 0 3. REF: DESIGN OF CONCRETE AIRPORT PAVEMENT.0 25 00 6 22 .000 70 LB 40 PAVEMENT THICKNESS 16 59 7.0-24 TIRES TIRE PRESSURE CONSTANT AT 206 PSI (14. BUT DEVIATE SLIGHTLY FOR OTHER VALUES OF K.) 19 18 MAX POSSIBLE MAIN GEAR LOAD AT MAX RAMP WEIGHT AND AFT CG (2 70 .200 (kg/cm 2 ) 80 45 1. FOR LOADS LESS THAN MAX.1 kg) 2 0 ( 0 B 0. PORTLAND CEMENT ASSOCIATION DESIGN METHOD MODEL MD-11 REV E 7–13 ALLOWABLE WORKING STRESS 99 kg ) 900 60 U . THE CURVES ARE EXACT FOR K = 300. 10 0 15 35 14 P R O 13 EA R G D IN G 30 G 12 N ( 2 LB 04.8 45 kg ) H54 x 21.0 0k 40 0 LB 6.0 30 B( L 00 0. 1968 PORTLAND CEMENT ASSOCIATION COMPUTER PROGRAM 7. .0 LB 7 5 .

the rigid pavement radius of relative stiffness is 40 inches and the LCN is 78.000 pounds. For example.931 is multiplied by the ȏ-value found in Chart 7. 1977 Edition.7. the weight on the main landing gear group is 400. the curves in chart 7. Part 3 — Pavements. Note: If the resulting aircraft LCN is not more than 10 percent above the published pavement LCN. the United Kingdom.8. the E-factor of 0.8 Rigid Pavement Requirements. For these conditions.8.2 are included.15. which originated the LCN method. (Reference: ICAO Aerodrome Design Manual. The LCN charts use ȏ-values based on Young’s Modulus (E) of 4 million psi and Poisson’s ratio (m) of 0. The figure of 10 percent has been chosen as representing the lowest degree of variation in LCN which is significant. In the example for the MD-11. The effect of variations in m on the ȏ-value is treated in a similar manner. to find an ȏ-value based on an E of 3 million psi.1. LCN Conversion To determine the airplane weight that can be accommodated on a particular rigid airport pavement. considers that the bearing strength of the pavement is sufficient for unlimited use by the airplane. Document 9157-AN/901. both the LCN of the pavement and the radius of relative stiffness must be known.) 7–14 . For convenience in finding ȏ-values based on other values of E and m.

WHEEL LOAD (1.0-24 TIRES TIRE PRESSURE CONSTANT AT 206 PSI (14.799) 40 80 450.845) WEIGHT AND AFT LOADING CG 55 50 EQUIVALENT SINGLE.000 250.400) 20 40 15 30 10 20 20 30 40 50 60 70 80 30 50 70 90 100 200 RADIUS OF RELATIVE STIFFNESS (IN.1.3 7.00 (226.440) 30 (158.) LOAD CLASSIFICATION NUMBER (LCN) NOTE: EQUIVALENT SINGLE-WHEEL LOADS ARE DERIVED BY METHODS SHOWN IN ICAO AERODROME MANUAL.120 110 EQUIVALENT SINGLE-WHEEL LOAD (1.120) 35 70 400.000 LB) H54 x 21. PART 2.000 (204. 4.000 350.5 kg/cm 2 ) WEIGHT ON MAIN LANDING GEAR GROUP MAX POSSIBLE LCN REQUIREMENTS LB kg MAIN GEAR LOAD ARE BASED ON AT MAX RAMP CENTER-OF-SLAB 597.000 kg) 100 45 90 500. LCN CONVERSION MODEL MD-11 REV E 7–15 .000 (136.100 (270.1 RIGID PAVEMENT REQUIREMENTS.080) (113.8.000 (181. PAR.760) 25 60 50 300.

62 28.80 48.15 44.57 31.67 55.13 41.75 70.83 65.98 50.85 41.88 52.47 59.43 35.81 30.68 71.0 16.49 69.14 k = 550 19.5 17.89 34.94 54. POISSON’S RATIO = 0.58 43.16 58.42 32.63 80.31 56.47 28.8.16 46.78 58.25 31.00 23.46 k = 400 20.5 7.35 62.0 20.0 17.) 6.06 40.17 35.14 38.13 62.0 19.15 k = 250 23.99 38.08 38.73 63.48 38.48 60.81 k = 100 29.11 32.61 42.32 47.23 31.27 48.69 52.63 36.58 62.98 62.0 k = 75 31.17 31.84 REFERENCE: PORTLAND CEMENT ASSOCIATION 7.39 31.41 52.0 9.51 48.92 40.69 67.23 47.0 10.41 k = 500 19.54 72.72 31.95 39.03 38.80 52.47 48.42 22.0 12.45 36.31 25.97 77.74 24.20 = = = = YOUNG’S MODULUS = 4 x 106 PSI SUBGRADE MODULUS.98 56.99 37.04 65.99 45.81 56.81 59.70 61.89 36.94 55.99 33.31 57.99 35.03 30.5 10.99 23.16 32.61 45.64 33.30 31.73 77.06 39.36 46.39 34.12 37.0 7.77 36.64 24.5 12.98 39.99 36.97 44.2 RADIUS OF RELATIVE STIFFNESS 7–16 .04 25.11 29.55 83.13 20.75 34.91 30.24 89.67 44.00 28.27 50.22 49.14 36. IN.65 33.72 43.75 50.66 46.74 26.40 41.15 27.95 k = 300 22.52 45.42 32.29 32.36 38.41 57.70 26.98 65.72 22.15 41.0 14.91 30.12 44.96 64.24 30.26 23.65 28.84 65.89 42.5 18.71 37.58 27.90 47.35 40.51 47.63 26.14 72.0 22.74 46.31 52.75 48.0 11.11 55.22 39.26 45.13 51.25 39.01 54.16 24.63 53.59 20.61 49.18 47.61 53.5 16.25 59.43 42.0 21.84 54.71 43.33 50.96 58.68 60.27 74.75 58.98 51.00 53.78 42.44 41.31 21.99 26.11 30.32 27.5 15.91 53.97 38.84 35.14 31.37 35.60 39.26 71.76 74.66 80.95 33.80 43.87 35.81 29.14 37.61 23.74 29.90 67.88 37.74 52.87 77.63 49.0 23.55 27.51 42.25 24.RADIUS OF RELATIVE STIFFNESS VALUES IN INCHES (ĂȏĂ) ȏ+ + 24.77 47.35 38.16 35.0 15.85 34.72 44.02 62.91 32.45 47.04 91.48 33.21 43.68 50.02 37.60 51.71 41. LB/IN.58 32.59 33.82 55.19 48.0 24.07 36.04 39.12 30.59 56.44 26.11 40.84 42.95 39.23 68.32 26.56 63.80 54.70 45.5 14.92 36.52 32.1652Ă Ǹd Ǹ12(1Ed k * mĂ )k 4 3 2 4 3 WHERE: E k d µ d (IN.30 67.5 9.89 56.48 60.84 25.88 41.17 33.62 61.92 k = 350 21.52 74.26 37.26 82.81 40.5 13.0 6.24 46.49 25.38 66.90 28.92 40.74 70.08 29.35 42.16 27.89 34.11 55.87 31.30 24.18 40.70 43.79 DMC005–71 k = 200 24.17 34.47 22.22 57.0 13.23 44.26 46.06 29.24 45.74 24.75 40.62 49.53 57.28 52.95 50.44 38.97 34.54 28.86 85.41 86.83 40.75 58.65 29.78 69.44 k = 150 26.92 56.98 60.90 49.19 42.16 47.3 RIGID-PAVEMENT THICKNESS.5 11.89 60.84 52.59 64.72 49.20 51.84 54.74 34.02 43.83 59.41 54.10 53.64 44.78 43.57 46.15 65.34 37.17 51.5 8.77 63.0 25.28 41.43 61.82 50.41 47.43 46.32 53.24 56.0 8.54 48.93 27.88 42.80 21.28 67.98 45.

2 -VALUES DMC005–72 7. PSI) 4 5 1.1.995 0 0 0. POISSON’S RATIO NOTE: BOTH CURVES ON THIS PAGE ARE USED TO ADJUST THE OF TABLE 7.010 1.95 E FACTOR 0.3 EFFECT OF E AND µ ON –VALUES 7–17 .85 0.25 µ. YOUNG’S MODULUS (106.20 0.00 0.05 0.000 0.90 0.005 µ FACTOR 1.015 EFFECT OF µ ON -VALUES 1.80 0 0 1 2 3 E.10 EFFECT OF E ON -VALUES 1.10 0.8.15 0.8.05 1.

The examples show that for an aircraft gross weight of 440.000 lb and low subgrade strength. 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 and the ACN for rigid pavement for the same gross weight is 50. both the aircraft gross weight and the subgrade strength category must be known.9 ACN –PCN REPORTING SYSTEM: FLEXIBLE AND RIGID PAVEMENTS To determine the ACN of an aircraft on flexible or rigid pavement. the ACN for flexible pavement is 47.7. JUNE 2010 7-18 REV F .

Determine reference thickness values from the pavement requirements chart of Step 2 for each standard subgrade strength and gear loading at 400 psi working stress (nominal value for 2.7. 1.3 to determine ACN.9. such as shown on the right side of Figure 7. such as shown on the right side of Figure 7. This center-of-gravity position is used to determine main gear loads at all gross weights of the model being considered.3. 1. 2.7. The following procedure was used to develop the flexible-pavement ACN charts already shown in this subsection. The maximum aft center-of-gravity position yields the critical loading on the critical gear (see Subsection 7.75 MPa working stress). 300. and 4. 3 7–19 . and 550 lb/in. below. and 150 MN/m3). 3. Establish a flexible-pavement requirements chart using the S-77-1 design method.4). 6. 80.000 coverages. and 4. The maximum aft center-of-gravity position yields the critical loading on the critical gear (see Subsection 7. Establish a rigid-pavement requirements chart using the PCA computer program PDILB. Use standard subgrade strengths of k = 75. 10. 2. 4.9. 40. The procedures used in developing these charts are described below. This chart provides the same thickness values as those of Subsection 7. This chart was developed using the S-77-1 design method with a single tire inflated to 1. Document 9157-AN/901. 3.25 MPa (181 psi) pressure and 10.5. as already shown.4.9. Determine the percentage of weight on the main gear to be used in Steps 2. 1983 Edition.3 (nominal values for k = 20. Enter the reference thickness values into the ACN flexible-pavement conversion chart shown on the left side of Figure 7. This chart provides the same thickness values as those of Subsection 7. The ACN is two times the derived single-wheel load expressed in thousands of kilograms. Determine reference thickness values from the pavement requirements chart of Step 2 for each standard subgrade strength and gear loading.000 coverages.4). below. Determine the percentage of weight on the main gear to be used below in Steps 2. but is presented here in a different format. Use standard subgrade strengths of CBR 3.1 Development of ACN Charts The ACN charts for flexible and rigid pavements were developed by methods referenced in the ICAO Aerodrome Manual. 150. These values of ACN were plotted as functions of aircraft gross weight.9. Part 3 — Pavements. 3. and 15 percent and 10. The following procedure was used to develop the rigid-pavement ACN charts already shown in this subsection. This center-of-gravity position is used to determine main gear loads at all gross weights of the model being considered.

Enter the reference thickness values into the ACN rigid-pavement conversion chart shown on the left side of Figure 7.) The ACN is two times the derived single-wheel load expressed in thousands of kilograms.4. 7–20 .25 MPa (181 psi) pressure and a working stress of 2.9. as already shown in this subsection.75 MPa (400 psi. This chart was developed using the PCA computer program PDILB with a single tire inflated to 1. These values of ACN were plotted as functions of aircraft gross weight.4 to determine ACN.

000 LB AIRCRAFT CLASSIFICATION NUMBER (ACN) .1 AIRCRAFT CLASSIFICATION NUMBER – FLEXIBLE PAVEMENT MODEL MD-11 JUNE 2010 7-21 REV F 1.7.000 KG AIRCRAFT GROSS WEIGHT 1.9.

2 AIRCRAFT CLASSIFICATION NUMBER – RIGID PAVEMENT MODEL MD-11 .20 MN/m3 (75 LB/IN3) LOW .000 kg) AIRCRAFT GROSS WEIGHT 200 240 550 260 600 280 633 650 REV E 7.150 MN/m3 (550 LB/IN3) 80 60 7–22 40 20 H54 x 21.9.000 lb) 500 220 (1.0-24 TIRES TIRE PRESSURE CONSTANT AT 206 PSI (14.35 0 250 120 300 140 350 160 400 180 450 (1.5 kg/cm2) PERCENT WEIGHT ON MAIN GEARS 94.80 MN/m3 (300 LB/IN3) HIGH .120 100 SUBGRADE STRENGTH ULTRA LOW .40 MN/m 3 (150 BL/IN3) MEDIUM .

) 30 WEIGHT ON MAIN LANDING GEAR LB kg 250.8 10) 40 50 60 ACN FLEXIBLE PAVEMENT CONVERSION CHART REF: ICAO ANNEX 14 AMENDMENT 35 FLEXIBLE PAVEMENT REQUIREMENTS CHART 70 20 30 40 50 60 70 80 90 100 150 3 4 5 6 7 8 9 10 15 AIRCRAFT CLASSIFICATION NUMBER (ACN) SUBGRADE STRENGTH (CBR) 7.000 (158.000 (113.0–24 TIRES TIRE PRESSURE CONST ANT AT 206 PSI (14.000 (226.760) 400.080) 350.000 (181.799) 597.4 kg/cm 2 ) 3 10 SUBGRADE STRENGTH (CBR) 6 10.100 (270.000 (136.400) 300.440) 450.120) 500.3 DEVELOPMENT OF AIRCRAFT CLASSIFICATION NUMBER (ACN) – FLEXIBLE PAVEMENT MODEL MD-11 REV E 7–23 .9.H54 x 21.000 (204.000 COVERAGES S-77-1 DESIGN METHOD 10 15 20 REFERENCE THICKNESS (IN.

000 (204.) RIGID PAVEMENT REQUIREMENTS CHART PCA PROGRAM PDILB 700 800 ALLOWABLE WORKING STRESS 16 600 14 WEIGHT ON MAIN LANDING GEAR LB kg 597.5 kg/cm 2 ) 20 ACN RIGID PAVEMENT CONVERSION CHART REF: ICAO ANNEX 14 AMENDMENT 35 18 REFERENCE THICKNESS (IN.845) 500.400) 500 12 400 10 300 8 10 20 30 40 50 60 70 80 90 AIRCRAFT CLASSIFICATION NUMBER (ACN) 100 200 7.760) 300.000 (136.000 (226.000 (181.4 DEVELOPMENT OF AIRCRAFT CLASSIFICATION NUMBER (ACN) – RIGID PAVEMENT MODEL MD-11 REV E 7–24 .000 (158.100 (270.0–24 TIRES TIRE PRESSURE CONST ANT AT 206 PSI (14.080) 250.000 (113.120) 400.H54 x 21.440) 350.799) 450.9.

THIS PAGE INTENTIONALLY LEFT BLANK REV E 7-25 .

8.0 POSSIBLE MD-11 DERIVATIVE AIRPLANES .

8. REV E 8–1 .0 POSSIBLE MD-11 DERIVATIVE AIRPLANES No additional versions of the MD-11 are currently planned.

0 MD-11 SCALE DRAWINGS .9.

0 SCALE DRAWINGS 9. 35 DEG.1 1 INCH EQUALS 32 FEET MODEL MD-11 DMC005–81 9-1 . 45 DEG. 60 DEG.L X P (2) MC H2 O X A (2) X NG E (2) X C X 68 DEG X F (2) 68 DEG 50 DEG 40 DEG 30 DEG V ÉÉ ÉÉ MLG MC X B L LEGEND: A (2) B C V CLG E (2) F (2) H2 O L MC MLG NG 85 FT 3 IN. 40 DEG. 30 DEG 16 32 48 64 80 96 9. 55 DEG. P (2) V X + X MLG CLG C F (2) V AIR CONDITIONING (2 CONN) BULK CARGO DOOR LOWER DECK CARGO DOOR CENTER LANDING GEAR ELECTRICAL (2 CONNECTIONS) FUEL (2 CONNECTIONS) POTABLE WATER LAVATORY MAIN DECK CARGO DOOR MAIN LANDING GEAR NOSE GEAR PNEUMATIC (2 CONNECTIONS) FUEL VENT PASSENGER DOOR TURNING RADIUS POINTS: 68 DEG. 50 DEG.

60 DEG.2 1 INCH EQUALS 50 FEET MODEL MD-11 9-2 . 50 DEG. 55 DEG.0 SCALE DRAWINGS 9. 35 DEG. 30 DEG DMC005–84 9. 45 DEG.L X P (2) MC H2O X A (2) X E (2) NG X C 68 DEG X F (2) X 68 DEG 50 DEG 40 DEG 30 DEG É MLG MC V X B L MLG CLG C X V F (2) V LEGEND: A (2) B C CLG E (2) F (2) H2 O L AIR CONDITIONING (2 CONN) BULK CARGO DOOR LOWER DECK CARGO DOOR CENTER LANDING GEAR ELECTRICAL (2 CONNECTIONS) FUEL (2 CONNECTIONS) POTABLE WATER LAVATORY MC MLG NG P (2) V X + MAIN DECK CARGO DOOR MAIN LANDING GEAR NOSE GEAR PNEUMATIC (2 CONNECTIONS) FUEL VENT PASSENGER DOOR TURNING RADIUS POINTS: 68 DEG. 40 DEG.

55 DEG. 45 DEG. 30 DEG DMC005–85 9. 40 DEG.L A (2) NG X P (2) E (2) MC H2 O X 68 DEG X X X C X F (2) V MLG MC X B V É CLG L 68 DEG 50 DEG 40 DEG 30 DEG F (2) V MLG C X LEGEND: A (2) B C CLG E (2) F (2) H2 O L AIR CONDITIONING (2 CONN) BULK CARGO DOOR LOWER DECK CARGO DOOR CENTER LANDING GEAR ELECTRICAL (2 CONNECTIONS) FUEL (2 CONNECTIONS) POTABLE WATER LAVATORY MC MLG NG P (2) V X + MAIN DECK CARGO DOOR MAIN LANDING GEAR NOSE GEAR PNEUMATIC (2 CONNECTIONS) FUEL VENT PASSENGER DOOR TURNING RADIUS POINTS: 68 DEG. 60 DEG.3 1 INCH EQUALS 100 FEET MODEL MD-11 9-3 . 35 DEG.0 SCALE DRAWINGS 9. 50 DEG.

97 METERS LEGEND: A (2) B C CLG E (2) F (2) H2 O L AIR CONDITIONING (2 CONN) BULK CARGO DOOR LOWER DECK CARGO DOOR CENTER LANDING GEAR ELECTRICAL (2 CONNECTIONS) FUEL (2 CONNECTIONS) POTABLE WATER LAVATORY MC MLG NG P (2) V X + MAIN DECK CARGO DOOR MAIN LANDING GEAR NOSE GEAR PNEUMATIC (2 CONNECTIONS) FUEL VENT PASSENGER DOOR TURNING RADIUS POINTS: 68 DEG.L X P (2) MC NG H2 O X A (2) X E (2) X C 68 DEG X F (2) X 68 DEG 50 DEG 40 DEG 30 DEG ÉÉ É MLG MLG CLG C X V V MC X B L F (2) 0 10 20 V METERS 30 40 50 WING SPAN: 51. 40 DEG. 35 DEG. 55 DEG. 30 DEG DMC005–86 9. 60 DEG. 45 DEG.0 SCALE DRAWINGS 9. 50 DEG.4 1 TO 500 MODEL MD-11 9-4 .

000 MODEL MD-11 9-5 . 50 DEG. 55 DEG.5 1 TO 1. 35 DEG.L A (2) NG X P (2) E (2) MC H2O X 68 DEG X 68 DEG 50 DEG 40 DEG 30 DEG C X X X F (2) V MLG MC X B V 0 10 20 É CLG C X L 30 40 50 F (2) V MLG 75 METERS 100 WING SPAN: 51.0 SCALE DRAWINGS 9. 30 DEG DMC005–87 9.97 METERS LEGEND: A (2) B C CLG E (2) F (2) H2 O L AIR CONDITIONING (2 CONN) BULK CARGO DOOR LOWER DECK CARGO DOOR CENTER LANDING GEAR ELECTRICAL (2 CONNECTIONS) FUEL (2 CONNECTIONS) POTABLE WATER LAVATORY MC MLG NG P (2) V X + MAIN DECK CARGO DOOR MAIN LANDING GEAR NOSE GEAR PNEUMATIC (2 CONNECTIONS) FUEL VENT PASSENGER DOOR TURNING RADIUS POINTS: 68 DEG. 40 DEG. 60 DEG. 45 DEG.