/300 Airplane Characteristics for Airport Planning

Transcription

1 /300 Airplane Characteristics for Airport Planning Boeing Commercial Airplanes AUGUST 2002 i

2 THIS PAGE INTENTIONALLY LEFT BLANK ii AUGUST 2002

3 757 AIRPLANE CHARACTERISTICS LIST OF ACTIVE PAGES Page Date Page Date Page Date Original Preliminary 27 June August 2002 November June August 2002 Rev A Preliminary 29 June June 1999 June June June 1999 Rev B December June June 1999 Rev C August June August 2002 Rev D September June June 1999 Rev E June June June June June 1999 Rev F August June June June August June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June August June June June June June June August June June August June June June June June June June June August June June August June June August June June August June June August June June August June June August June June August June June August June 1999 AUGUST 2002 iii

4 757 AIRPLANE CHARACTERISTICS LIST OF ACTIVE PAGES (CONTINUED) 98 June June June June June June June June June June June June June June June June June May August June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June June 1999 iv MAY 2011

5 TABLE OF CONTENTS SECTION TITLE PAGE 1.0 SCOPE AND INTRODUCTION Scope Introduction A Brief Description of the 757 Family of Airplanes AIRPLANE DESCRIPTION General Characteristics General Dimensions Ground Clearances Interior Arrangements Cabin Cross-Sections Lower Cargo Compartments Door Clearances AIRPLANE PERFORMANCE General Information Payload/Range for Long-Range Cruise FAA Takeoff Runway Length Requirements FAA Landing Runway Length Requirements GROUND MANEUVERING General Information Turning Radii Clearance Radii Visibility from Cockpit in Static Position Runway and Taxiway Turn Paths Runway Holding Bay TERMINAL SERVICING Airplane Servicing Arrangement - Typical Turnaround Terminal Operations - Turnaround Station Terminal Operations - En Route Station Ground Servicing Connections Engine Start Pneumatic Requirements - Sea Level Ground Pneumatic Power Requirements Conditioned Air Flow Requirements Ground Towing Requirements 100 JUNE 1999 v

6 TABLE OF CONTENTS (CONTINUED) SECTION TITLE PAGE 6.0 JET ENGINE WAKE AND NOISE DATA Jet Engine Exhaust Velocities and Temperatures Airport and Community Noise PAVEMENT DATA General Information Landing Gear Footprint Maximum Pavement Loads Landing Gear Loading on Pavement Flexible Pavement Requirements - U.S. Army Corps of Engineers Method (S-77-1) Flexible Pavement Requirements - LCN Method Rigid Pavement Requirements - Portland Cement Association Design Method Rigid Pavement Requirements - LCN Conversion Rigid Pavement Requirements - FAA Method ACN/PCN Reporting System: Flexible and Rigid Pavements FUTURE 757 DERIVATIVE AIRPLANES SCALED 757 DRAWINGS 143 vi JUNE 1999

7 1.0 SCOPE AND INTRODUCTION 1.1 Scope 1.2 Introduction 1.3 A Brief Description of the 757 Airplane JUNE

8 1.0 SCOPE AND INTRODUCTION 1.1 Scope This document provides, in a standardized format, airplane characteristics data for general airport planning. Since operational practices vary among airlines, specific data should be coordinated with the using airlines prior to facility design. Boeing Commercial Airplanes should be contacted for any additional information required. Content of the document reflects the results of a coordinated effort by representatives from the following organizations: Aerospace Industries Association Airports Council International - North America Air Transport Association of America International Air Transport Association The airport planner may also want to consider the information presented in the "CTOL Transport Aircraft, Characteristics, Trends, and Growth Projections," available from the US AIA, 1250 Eye St., Washington DC 20005, for long-range planning needs. This document is updated periodically and represents the coordinated efforts of the following organizations regarding future aircraft growth trends: International Coordinating Council of Aerospace Industries Associations Airports Council International - North America Air Transport Association of America International Air Transport Association 2 JUNE 1999

9 1.2 Introduction This document conforms to NAS It provides characteristics of the Boeing Model 757 family of airplanes for airport planners and operators, airlines, architectural and engineering consultant organizations, and other interested industry agencies. Airplane changes and available options may alter model characteristics; the data presented herein reflect typical airplanes in each model category. For additional information contact: Boeing Commercial Airplanes P.O. Box 3707 Seattle, Washington USA Attention: Manager, Airport Technology Mail Code:20-93 MAY

10 1.3 A Brief Description of the 757 Airplane The 757 is a twin-engine, new technology jet airplane designed for low fuel burn and short-tomedium range operations. This airplane uses new aerodynamics, materials, structures, and systems to fill market requirement that cannot be efficiently provided by existing equipment or derivatives. The 757 is a low-noise airplane powered by either Rolls-Royce RB C, -535E4, or -535E4B, or the Pratt & Whitney PW2037, PW2040, or PW2043 engines. These are high-bypass-ratio engines which are efficient, reliable, and easy to maintain. The following table shows the available engine options ENGINE MFR MODEL THRUST AIRPLANE MODEL PRATT & PW ,200 LB , -200PF WHITNEY PW ,700 LB ,-200PF, -300 PW ,850 LB ROLLS RB C 37,400 LB ROYCE RB E4 40,100 LB ,-300 RB E4B 43,100 LB , The family of airplanes consists of passenger and package freighter versions. The passenger version is available in two configurations: The basic configuration (overwing-exit) has three LH and RH passenger doors and two LH and RH overwing exit doors. An optional configuration (four-door) has the same three LH and RH passenger doors but with LH and RH exit door aft of the wing, in lieu of the overwing exit doors. In the passenger configuration, the can typically carry 186 passengers in a six-abreast, mixed class configuration over a 2,900-nautical-mile range with full load. High gross options can increase the range to about 3,900 nautical miles. High-density seating arrangements can accommodate as many as 239 passengers in an all-economy configuration. The can be equipped for Extended Range Operations (EROPS) to allow extended overwater operations. Changes include a backup hydraulic motor-generator set and an auxiliary fan for equipment cooling. 4 JUNE 1999

11 PF The Package Freighter ( PF) airplane is designed to carry an all-cargo payload. Main-deck cargo is either in cargo containers or pallets and are loaded through a large cargo door forward of left wing. The -200PF has no windows or passenger doors in the fuselage. A crew entry door is provided forward of the main deck cargo door The is a second-generation derivative of the airplane. Two body extensions are added to the airplane fuselage to provide additional seating and cargo capacity. The can typically seat 243 passengers in a dual-class arrangement or 279 passengers in an all-economy configuration. The EROPS option has been incorporated in the The 757 has ground service connections compatible with existing ground support equipment and no special equipment is required. JUNE

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13 2.0 AIRPLANE DESCRIPTION 2.1 General Characteristics 2.2 General Dimensions 2.3 Ground Clearances 2.4 Interior Arrangements 2.5 Cabin Cross Sections 2.6 Lower Cargo Compartments 2.7 Door Clearances JUNE

14 2.0 AIRPLANE DESCRIPTION 2.1 General Characteristics Maximum Design Taxi Weight (MTW). Maximum weight for ground maneuver as limited by aircraft strength and airworthiness requirements. (It includes weight of taxi and run-up fuel.) Maximum Design Landing Weight (MLW). Maximum weight for landing as limited by aircraft strength and airworthiness requirements. Maximum Design Takeoff Weight (MTOW). Maximum weight for takeoff as limited by aircraft strength and airworthiness requirements. (This is the maximum weight at start of the takeoff run.) Operating Empty Weight (OEW). Weight of structure, powerplant, furnishing systems, unusable fuel and other unusable propulsion agents, and other items of equipment that are considered an integral part of a particular airplane configuration. Also included are certain standard items, personnel, equipment, and supplies necessary for full operations, excluding usable fuel and payload. Maximum Design Zero Fuel Weight (MZFW). Maximum weight allowed before usable fuel and other specified usable agents must be loaded in defined sections of the aircraft as limited by strength and airworthiness requirements. Maximum Pay load. Maximum design zero fuel weight minus operational empty weight. Maximum Seating Capacity. The maximum number of passengers specifically certificated or anticipated for certification. Maximum Cargo Volume. The maximum space available for cargo. Usable Fuel. Fuel available for aircraft propulsion. 8 JUNE 1999

15 CHARACTERISTICS UNITS MAX DESIGN POUNDS 221, , , , ,000 TAXI WEIGHT KILOGRAMS 100, , , , ,100 MAX DESIGN POUNDS 220, ,00 240, , ,000(1) TAKEOFF WEIGHT KILOGRAMS 99, , , , ,650(1) MAX DESIGN POUNDS 198, , , , ,000 LANDING WEIGHT KILOGRAMS 89,800 89,800 89,800 89,800 95,250 MAX DESIGN ZERO POUNDS 184, , , , ,000 FUEL WEIGHT KILOGRAMS 83,450 83,450 83,450 83,450 85,300 SPEC OPERATING POUNDS 134, , , , ,940 EMPTY WEIGHT KILOGRAMS 60,800 56,750 60,000 62,100 62,100 MAX STRUCTURAL POUNDS 49,910 58,890 51,720 47,060 47,060 PAYLOAD KILOGRAMS 22,650 26,700 23,450 21,350 21,350 SEATING TWO-CLASS FIRST ECONOMY CAPACITY ONE-CLASS FAA EXIT LIMIT: 224 (2), 239(3) MAX CARGO CUBIC FEET 1,790 1,790 1,790 1,790 1,790 - LOWER DECK (4) CUBIC METERS USABLE FUEL US GALLONS LITERS 42,680 42,680 42,680 42,680 42,680 POUNDS 75,550 75,550 75,550 75,550 75,550 KILOGRAMS 34,260 34,260 34,260 34,260 34,260 NOTES: WEIGHTS SHOWN ARE FOR TYPICAL AS-DELIVERED OR AS-OFFERRED CONFIGURATIONS. CONSULT WITH AIRLINE FOR ACTUAL WEIGHTS. (1) 255,500 LB (115,900 KG) FOR AIRPORT ALTITUDES BELOW 1,500 FT. (2) OVERWING-EXIT CONFIGURATION AIRPLANE. (3) FOUR-DOOR CONFIGURATION AIRPLANE. (4) VOLUME IS REDUCED BY 100 CU FT (3 CU M) WITH TELESCOPING BAGGAGE SYSTEM GENERAL CHARACTERISTICS MODEL (RB C, -535E4, -535E4B ENGINES) JUNE

16 CHARACTERISTICS UNITS MAX DESIGN POUNDS 221, , , , ,000 TAXI WEIGHT KILOGRAMS 100, , , , ,100 MAX DESIGN POUNDS 220, ,00 240, , ,000(1) TAKEOFF WEIGHT KILOGRAMS 99, , , , ,650(1) MAX DESIGN POUNDS 198, , , , ,000 LANDING WEIGHT KILOGRAMS 89,800 89,800 89,800 89,800 95,250 MAX DESIGN ZERO POUNDS 184, , , , ,000 FUEL WEIGHT KILOGRAMS 83,450 83,450 83,450 83,450 85,300 SPEC OPERATING POUNDS 128, , , , ,875 EMPTY WEIGHT KILOGRAMS 58,250 59,350 59,350 59,350 59,350 MAX STRUCTURAL POUNDS 55,620 53,140 53,140 53,125 53,125 PAYLOAD KILOGRAMS 25,250 24,100 24,100 24,100 25,000 SEATING TWO-CLASS FIRST ECONOMY CAPACITY ONE-CLASS FAA EXIT LIMIT: 224 (2), 239(3) MAX CARGO CUBIC FEET 1,790 1,790 1,790 1,790 1,790 - LOWER DECK (4) CUBIC METERS USABLE FUEL US GALLONS LITERS 42,680 42,680 42,680 42,680 42,680 POUNDS 75,550 75,550 75,550 75,550 75,550 KILOGRAMS 34,260 34,260 34,260 34,260 34,260 NOTES: WEIGHTS SHOWN ARE FOR TYPICAL AS-DELIVERED OR AS-OFFERRED CONFIGURATIONS. CONSULT WITH AIRLINE FOR ACTUAL WEIGHTS. (1) 255,500 LB (115,900 KG) FOR AIRPORT ALTITUDES BELOW 1,500 FT. (2) OVERWING-EXIT CONFIGURATION AIRPLANE. (3) FOUR-DOOR CONFIGURATION AIRPLANE. (4) VOLUME IS REDUCED BY 100 CU FT (3 CU M) WITH TELESCOPING BAGGAGE SYSTEM GENERAL CHARACTERISTICS MODEL (PW2037, PW2040 ENGINES) 10 JUNE 1999

17 CHARACTERISTICS UNITS PF MAX DESIGN POUNDS 251, ,000 TAXI WEIGHT KILOGRAMS 113, ,100 MAX DESIGN POUNDS 250, ,000(1) TAKEOFF WEIGHT KILOGRAMS 113, ,650(1) MAX DESIGN POUNDS 210, ,000 LANDING WEIGHT KILOGRAMS 92,250 92,250 MAX DESIGN ZERO POUNDS 200, ,000 FUEL WEIGHT KILOGRAMS 90,700 90,700 SPEC OPERATING POUNDS 114, ,000 EMPTY WEIGHT KILOGRAMS 51,700 51,700 MAX STRUCTURAL POUNDS 86,000 86,000 PAYLOAD KILOGRAMS 39,000 39,000 MAX CARGO - LOWER DECK (2) MAX CARGO CUBIC FEET 1,830 1,830 CUBIC METERS CUBIC FEET 6,600 6,600 - MAIN DECK (3) CUBIC METERS USABLE FUEL US GALLONS 11,276 11,276 LITERS 42,680 42,680 POUNDS 75,550 75,550 KILOGRAMS 34,260 34,260 NOTES: WEIGHTS SHOWN ARE FOR TYPICAL AS-DELIVERED OR AS-OFFERRED CONFIGURATIONS. CONSULT WITH AIRLINE FOR ACTUAL WEIGHTS. (1) 255,500 LB (115,900 KG) FOR AIRPORT ALTITUDES BELOW 1,500 FEET. (2) VOLUME IS REDUCED BY 100 CU FT (3 CU M) WITH TELESCOPING BAGGAGE SYSTEM. (3) 15 UNIT LOAD DEVICES (ULD) AT 440 CU FT (12.36 CU M) EACH GENERAL CHARACTERISTICS MODEL PF JUNE

18 CHARACTERISTICS UNITS PW2040, PW 2043 ENGINES RB E4, -535E4B ENGINES MAX DESIGN POUNDS 271, ,000 TAXI WEIGHT KILOGRAMS 122, ,930 MAX DESIGN POUNDS 270, ,000 TAKEOFF WEIGHT KILOGRAMS 122, ,470 MAX DESIGN POUNDS 224, ,000 LANDING WEIGHT KILOGRAMS 101, ,610 MAX DESIGN ZERO POUNDS 210, ,000 FUEL WEIGHT KILOGRAMS 95,260 95,260 SPEC OPERATING POUNDS 141, ,350 EMPTY WEIGHT (1) KILOGRAMS 64,330 64,580 MAX STRUCTURAL POUNDS 68,200 67,650 PAYLOAD KILOGRAMS 30,940 30,690 SEATING TWO-CLASS FIRST ECONOMY CAPACITY (1) ONE-CLASS 279 ALL-ECONOMY MAX CARGO CUBIC FEET 2,382 (2) 2,382 (2) - LOWER DECK CUBIC METERS 67.5 (2) 67.5 (2) USABLE FUEL US GALLONS 11,490 11,490 LITERS 43,495 43,495 POUNDS 76,980 79,980 KILOGRAMS 34,930 34,930 NOTES: (1) SPEC WEIGHT FOR BASELINE CONFIGURATION OF 243 PASSENGERS. CONSULT WITH AIRLINE FOR SPECIFIC WEIGHTS AND CONFIGURATIONS. (2) FWD CARGO = 1,070 CU FT (30.3 CU M). AFT CARGO = 1,312 CU FT (37.2 CU M) GENERAL CHARACTERISTICS MODEL AUGUST 2002

19 2.2.1 GENERAL DIMENSIONS MODEL , -200PF JUNE

20 2.2.2 GENERAL DIMENSIONS MODEL JUNE 1999

21 MINIMUM* MAXIMUM* MODEL FEET - INCHES METERS FEET - INCHES METERS APPLICABILITY A , -200PF B , -200PF C D , -200PF E F G , -200PF H J K , -200PF L , -200PF M , -200PF N , -200PF O , -200PF P PF Q PF NOTES: VERTICAL CLEARANCES SHOWN OCCUR DURING MAXIMUM VARIATIONS OF AIRPLANE ATTITUDE. COMBINATIONS OF AIRPLANE LOADING AND UNLOADING ACTIVITIES THAT PRODUCE THE GREATEST POSSIBLE VARIATIONS IN ATTITUDE WERE USED TO ESTABLISH THE VARIATIONS SHOWN. * NOMINAL DIMENSIONS GROUND CLEARANCES MODEL , 200PF JUNE

22 MINIMUM* MAXIMUM* FEET - INCHES METERS FEET - INCHES METERS A B C D E F G J K L (RB211) L (PW2043) M N (TAIL SKID) O NOTES: VERTICAL CLEARANCES SHOWN OCCUR DURING MAXIMUM VARIATIONS OF AIRPLANE ATTITUDE. COMBINATIONS OF AIRPLANE LOADING AND UNLOADING ACTIVITIES THAT PRODUCE THE GREATEST POSSIBLE VARIATIONS IN ATTITUDE WERE USED TO ESTABLISH THE VARIATIONS SHOWN. * NOMINAL DIMENSIONS GROUND CLEARANCES MODEL JUNE 1999

23 2.4.1 INTERIOR ARRANGEMENTS - OVERWING-EXIT AIRPLANE MODEL JUNE

24 2.4.2 INTERIOR ARRANGEMENTS - FOUR-DOOR AIRPLANE MODEL JUNE 1999

25 2.4.3 INTERIOR ARRANGEMENTS - MAIN DECK CARGO MODEL PF JUNE

26 2.4.4 INTERIOR ARRANGEMENTS MODEL JUNE 1999

27 2.5 CABIN CROSS-SECTIONS MODEL , -300 JUNE

28 2.6.1 LOWER CARGO COMPARTMENTS - BULK CARGO CAPACITIES MODEL , JUNE 1999

29 SYSTEM AVAILABLE IN EITHER OR BOTH CARGO COMPARTMENTS FORWARD CARGO COMPARTMENT USES A THREE-MODULE SYSTEM AFT OF THE CARGO DOOR AFT CARGO COMPARTMENT USES A TWO-MODULE SYSTEM FORWARD OF THE CARGO DOOR BULK CARGO CAPACITIES - TELESCOPING SYSTEM FWD COMPARTMENT AFT COMPARTMENT 3 MODULES ADD L BULK 2 MODULES ADD L BULK TOTAL(1) VOLUME CU FT ,690 CU M NOTE: (1) OPTIONAL THIRD CARGO DOOR REDUCES VOLUME BY 100 CU FT LOWER CARGO COMPARTMENTS - OPTIONAL TELESCOPING BAGGAGE SYSTEM MODEL , -200PF JUNE

30 DOOR NAME DISTANCE FROM NOSE(1) DISTANCE FROM NOSE(1) DOOR OPENING SIZE NO. 1 PASSENGER DOOR (LH) 16 FT 7 IN (5.05 M) 16 FT 7 IN (5.05 M) 33 BY 72 IN (0.84 BY 1.83 M) NO. 1 SERVICE DOOR (RH) 15 FT 8 IN (4.78 M) 15 FT 8 IN (4.78 M) 30 BY 65 IN (0.76 B M) NO. 2 PASSENGER DOOR (LH & RH) 45 FT 11 IN (13.99 M) 45 FT 11 IN (13.99 M) 33 BY 72 IN (0.84 BY 1.83 M) NO. 3 EXIT DOOR (LH & RH) (N/A) 121 FT 4 IN (35.99 M) 24 BY 44 IN (0.61 BY 1.18 M) NO. 4 PASSENGER DOOR (LH & RH) 125 FT 5 IN (38.23 M) 148 FT 9 IN (45.34 M) 30 BY 72 IN (0.76 BY 1.83 M) FWD CARGO DOOR (RH) 35 FT11 IN (10.95 M) 35 FT11 IN (10.95 M) 55 BY 42.5 IN (1.40 BY 1.08 M) AFT CARGO DOOR (RH) 104 FT 3 IN (31.78 M) 127 FT 7 IN (38.89 M) 55 BY 45 IN (1.40 BY 1.14 M) BULK CARGO DOOR (2) 117 FT 3 IN (35.74 M) (N/A) 48 BY 32 IN (1.22 BY 0.81 M) NOTES (1) LONGITUDINAL DISTANCE FROM NOSE TO CENTER OF DOOR (2) EARLY PRODUCTION AIRPLANES ONLY DOOR CLEARANCES - PASSENGER, SERVICE, AND CARGO DOOR LOCATIONS MODEL , JUNE 1999

31 2.7.2 DOOR CLEARANCES - MAIN DECK DOOR NO 1 MODEL , -300 JUNE

32 2.7.3 DOOR CLEARANCES - MAIN DECK DOOR NO 2 MODEL , JUNE 1999

33 2.7.4 DOOR CLEARANCES - MAIN DECK DOOR NO 4 MODEL , -300 JUNE

34 2.7.5 DOOR CLEARANCES - CARGO DOORS MODEL , JUNE 1999

35 2.7.6 DOOR CLEARANCES - MAIN DECK DOORS MODEL PF JUNE

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37 3.0 AIRPLANE PERFORMANCE 3.1 General Information 3.2 Payload/Range for Long-Range Cruise 3.3 F.A.R. and J.A.R. Takeoff Runway Length Requirements 3.4 F.A.R. Landing Runway Length Requirements AUGUST

38 3.0 AIRPLANE PERFORMANCE 3.1 General Information The graphs in Section 3.2 provide information on operational empty weight (OEW) and payload, trip range, brake release gross weight, and fuel limits. To use this graph, if the trip range and zero fuel weight (OEW + payload) are known, the approximate brake release weight can be found, limited by fuel quantity. The graphs in Section 3.3 provide information on F.A.R. takeoff runway length requirements with typical engines at different pressure altitudes. Maximum takeoff weights shown on the graphs are the heaviest for the particular airplane models with the corresponding engines. Standard day temperatures for pressure altitudes shown on the F.A.R. takeoff graphs are given below: PRESSURE ALTITUDE STANDARD DAY TEMP FEET METERS o F o C , ,000 1, ,000 1, ,000 2, Wet runway performance for the airplane is shown in accordance with JAR-OPS 1 Subpart F, with wet runways defined in Paragraph 1.480(a)(10). Skid-resistant runways (grooved or PFC treated) per FAA or ICAO specifications exhibit runway length requirements that remove some or all of the length penalties associated with wet smooth (non-grooved) runways. Under predominantly wet conditions, the wet runway performance characteristics may be used to determine runway length requirements, if it is longer than the dry runway performance requirements. This is not required for the airplanes. The graphs in Section 3.4 provides information on landing runway length requirements for different airplane weights and airport altitudes. The maximum landing weights shown are the heaviest for the particular airplane model. 32 AUGUST 2002

39 PAYLOAD/RANGE FOR LONG-RANGE CRUISE MODEL (RB C ENGINES) JUNE

40 PAYLOAD/RANGE FOR LONG-RANGE CRUISE MODEL (RB211-53E4, -535E4B ENGINES) 34 JUNE 1999

41 PAYLOAD/RANGE FOR LONG-RANGE CRUISE MODEL , -200PF (PW2037, PW2040 ENGINES) JUNE

42 PAYLOAD/RANGE FOR 0.80 MACH CRUISE MODEL (RB E4, -535E4B ENGINES) 36 JUNE 1999

43 PAYLOAD/RANGE FOR 0.80 MACH CRUISE MODEL (PW2040, PW2043 ENGINES) AUGUST

44 3.3.1 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL (RB C ENGINES) 38 JUNE 1999

45 3.3.2 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY +25 o F (STD + 14 o C) MODEL (RB C ENGINES) JUNE

46 3.3.3 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL (RB E4 ENGINES) 40 JUNE 1999

47 3.3.4 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY +25 o F (STD + 14 o C) MODEL (RB E4 ENGINES) JUNE

48 3.3.5 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL (RB E4B ENGINES) 42 JUNE 1999

49 3.3.6 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY +25 o F (STD + 14 o C) MODEL (RB E4B ENGINES) JUNE

50 3.3.7 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL (PW2037 ENGINES) 44 JUNE 1999

51 3.3.8 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY +25 o F (STD + 14 o C) MODEL (PW2037 ENGINES) JUNE

52 3.3.9 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL (PW2040 ENGINES) 46 JUNE 1999

53 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY +25 o F (STD + 14 o C) MODEL (PW2040 ENGINES) JUNE

54 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL (RB E4 ENGINES) 48 JUNE 1999

55 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY +25 o F (STD + 14 o C) MODEL (RB E4 ENGINES) JUNE

56 J.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY - WET RUNWAY MODEL (RB E4 ENGINES) 50 AUGUST 2002

57 J.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY +25 o F (STD + 14 o C) - WET RUNWAY MODEL (RB E4 ENGINES) AUGUST

58 F.A..R TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL (RB E4B ENGINES) 52 JUNE 1999

59 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY +25 o F (STD + 14 o C) MODEL (RB E4B ENGINES) JUNE

60 J.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY - WET RUNWAY MODEL (RB E4B ENGINES) 54 AUGUST 2002

61 J.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY +25 o F (STD + 14 o C) - WET RUNWAY MODEL (RB E4B ENGINES) AUGUST

62 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL (PW2040 ENGINES) 56 AUGUST 2002

63 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY +28 o F (STD + 16 o C) MODEL (PW2040 ENGINES) AUGUST

64 J.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY - WET RUNWAY MODEL (PW2040 ENGINES) 58 AUGUST 2002

65 J.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY +28 o F (STD + 16 o C) - WET RUNWAY MODEL (PW2040 ENGINES) AUGUST

66 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY MODEL (PW2043 ENGINES) 60 AUGUST 2002

67 F.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY +28 o F (STD + 16 o C) MODEL (PW2043 ENGINES) AUGUST

68 J.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS - STANDARD DAY - WET RUNWAY MODEL (PW2043 ENGINES) 62 AUGUST 2002

69 J.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS STANDARD DAY +28 o F (STD + 15 o C) - WET RUNWAY MODEL (PW2043 ENGINES) AUGUST

70 3.4.1 F.A.R. LANDING RUNWAY LENGTH REQUIREMENTS MODEL (RB C, -535E4, -535E4B ENGINES) 64 JUNE 1999

71 3.4.2 F.A.R. LANDING RUNWAY LENGTH REQUIREMENTS MODEL , -200PF (PW2037, PW2040 ENGINES) JUNE

72 3.4.3 F.A.R. LANDING RUNWAY LENGTH REQUIREMENTS MODEL (RB E4, -535E4B ENGINES) 66 JUNE 1999

73 3.4.4 F.A.R. LANDING RUNWAY LENGTH REQUIREMENTS MODEL (PW2040, PW2043 ENGINES) AUGUST

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75 4.0 GROUND MANEUVERING 4.1 General Information 4.2 Turning Radii 4.3 Clearance Radii 4.4 Visibility From Cockpit in Static Position 4.5 Runway and Taxiway Turn Paths 4.6 Runway Holding Bay JUNE

76 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 the geometry of the aircraft, and where noted, provide for a normal allowance for tire slippage. As such, they reflect the turning capability of the aircraft in favorable operating circumstances. These data should be used only as guidelines for the method of determination of such parameters and for the maneuvering characteristics of this aircraft. In the ground operating mode, varying airline practices may demand that more conservative turning procedures be adopted to avoid excessive tire wear and reduce possible maintenance problems. Airline operating procedures will vary in the level of performance over a wide range of operating circumstances throughout the world. Variations from standard aircraft operating patterns may be necessary to satisfy physical constraints within the maneuvering area, such as adverse grades, limited area, or high risk of jet blast damage. For these reasons, ground maneuvering requirements should be coordinated with the using airlines prior to layout planning. Section 4.2 shows turning radii for various nose gear steering angles. Radii for the main and nose gears are measured from the turn center to the outside of the tire. Section 4.3 provides data on minimum width of pavement required for 180 o turn. Section 4.4 shows the pilot s visibility from the cockpit and the limits of ambinocular vision through the windows. Ambinocular vision is defined as the total field of vision seen simultaneously by both eyes. Section 4.5 shows wheel paths of a on runway to taxiway, and taxiway to taxiway turns. Wheel paths for the would be slightly less than the configurations. Section 4.6 illustrates a typical runway holding bay configuration for the JUNE 1999

77 NOTES: *ACTUAL OPERATING TURNING RADII MAY BE GREATER THAN SHOWN. * CONSULT WITH AIRLINE FOR SPECIFIC OPERATING PROCEDURE * DIMENSIONS ROUNDED TO NEAREST FOOT AND 0.1 METER. STEERING ANGLE R1 INNER GEAR R2 OUTER GEAR R3 NOSE GEAR R4 WING TIP R5 NOSE (DEG) FT M FT M FT M FT M FT M FT M (MAX) R6 TAIL TURNING RADII - NO SLIP ANGLE MODEL JUNE

78 NOTES: *ACTUAL OPERATING TURNING RADII MAY BE GREATER THAN SHOWN. * CONSULT WITH AIRLINE FOR SPECIFIC OPERATING PROCEDURE * DIMENSIONS ROUNDED TO NEAREST FOOT AND 0.1 METER. STEERING ANGLE R1 INNER GEAR R2 OUTER GEAR R3 NOSE GEAR R4 WING TIP R5 NOSE (DEG) FT M FT M FT M FT M FT M FT M (MAX) R6 TAIL TURNING RADII - NO SLIP ANGLE MODEL JUNE 1999

79 EFF MODEL STEERING X Y A R3 R4 R5 R6 ANGLE-DEG FT M FT M FT M FT M FT M FT M FT M CLEARANCE RADII MODEL ,-300 JUNE

80 4.4 VISIBILITY FROM COCKPIT IN STATIC POSITION MODEL , JUNE 1999

81 4.5.1 RUNWAY AND TAXIWAY TURNPATHS - 90 o TURN - RUNWAY-TO-TAXIWAY MODEL JUNE

82 4.5.2 RUNWAY AND TAXIWAY TURNPATHS - MORE THAN 90 o TURN - RUNWAY-TO-TAXIWAY MODEL JUNE 1999

83 4.5.3 RUNWAY AND TAXIWAY TURNPATHS - TAXIWAY-TO-TAXIWAY, 90 DEGREES, NOSE GEAR TRACKS CENTERLINE MODEL JUNE

84 4.5.4 RUNWAY AND TAXIWAY TURNPATHS - TAXIWAY-TO-TAXIWAY, 90 DEGREES, COCKPIT TRACKS CENTERLINE MODEL JUNE 1999

85 4.6 RUNWAY HOLDING BAY MODEL JUNE

86 THIS PAGE INTENTIONALLY LEFT BLANK 80 JUNE 1999

87 5.0 TERMINAL SERVICING 5.1 Airplane Servicing Arrangement - Typical Turnaround 5.2 Terminal Operations - Turnaround Station 5.3 Terminal Operations - En Route Station 5.4 Ground Servicing Connections 5.5 Engine Starting Pneumatic Requirements 5.6 Ground Pneumatic Power Requirements 5.7 Conditioned Air Requirements 5.8 Ground Towing Requirements JUNE

88 5.0 TERMINAL SERVICING During turnaround at the terminal, certain services must be performed on the aircraft, usually within a given time, to meet flight schedules. This section shows service vehicle arrangements, schedules, locations of service points, and typical service requirements. The data presented in this section reflect ideal conditions for a single airplane. Service requirements may vary according to airplane condition and airline procedure. Section 5.1 shows typical arrangements of ground support equipment during turnaround. As noted, if the auxiliary power unit (APU) is used, the electrical, air start, and air-conditioning service vehicles would not be required. Passenger loading bridges or portable passenger stairs could be used to load or unload passengers. Sections 5.2 and 5.3 show typical service times at the terminal. These charts give typical schedules for performing service on the airplane within a given time. Service times could be rearranged to suit availability of personnel, airplane configuration, and degree of service required. Section 5.4 shows the locations of ground service connections in graphic and in tabular forms. Typical capacities and service requirements are shown in the tables. Services with requirements that vary with conditions are described in subsequent sections. Section 5.5 shows typical sea level air pressure and flow requirements for starting different engines. The curves are based on an engine start time of 90 seconds. Section 5.6 shows air conditioning requirements for heating and cooling (pull-down and pull-up) using ground conditioned air. The curves show airflow requirements to heat or cool the airplane within a given time at ambient conditions. Section 5.7 shows air conditioning requirements for heating and cooling to maintain a constant cabin air temperature using low pressure conditioned air. This conditioned air is supplied through an 8-in ground air connection (GAC) directly to the passenger cabin, bypassing the air cycle machines. Section 5.8 shows ground towing requirements for various ground surface conditions. 82 JUNE 1999

89 AIRPLANE SERVICING ARRANGEMENT - TYPICAL TURNAROUND MODEL JUNE

90 AIRPLANE SERVICING ARRANGEMENT - TYPICAL TURNAROUND MODEL PF 84 JUNE 1999

91 AIRPLANE SERVICING ARRANGEMENT - TYPICAL TURNAROUND MODEL JUNE

92 5.2.1 TERMINAL OPERATIONS - TURNAROUND STATION MODEL JUNE 1999

93 5.2.2 TERMINAL OPERATIONS - TURNAROUND STATION MODEL PF JUNE

94 TERMINAL OPERATIONS - TURNAROUND STATION MODEL JUNE 1999

95 5.3.1 TERMINAL OPERATIONS - EN ROUTE STATION MODEL JUNE

96 5.3.2 TERMINAL OPERATIONS - EN ROUTE STATION MODEL JUNE 1999

97 5.4.1 GROUND SERVICING CONNECTIONS MODEL JUNE

98 5.4.2 GROUND SERVICING CONNECTIONS MODEL JUNE 1999

99 CONDITIONED AIR ONE 8-IN (20.3 CM) PORT ELECTRICAL DISTANCE AFT OF DISTANCE FROM AIRPLANE CENTERLINE MAX HT ABOVE SYSTEM MODEL NOSE LH SIDE RH SIDE GROUND ONE CONNECTION 90 KVA, 200/115 V AC 400 HZ, 3-PHASE EACH FUEL TWO UNDERWING PRESSURE CONNECTORS ON RIGHT WING (SEE SEC 2.2 FOR CAPACITIES) FT M FT M FT M FT M TWO OVERWING GRAVITY PORTS * TOP OF THE WING * * * * FUEL VENTS HYDRAULIC TOTAL SYSTEM CAPACITY = 72 GAL (273 L) FILL PRESSURE = 150 PSIG (10.55 KG/CM 2 ) LAVATORY TWO CONNECTIONS * OVERWING EXIT AIRPLANE ** FOUR-DOOR AIRPLANE ONE SERVICE CONNECTION PF ONE SERVICE CONNECTION PF * 128 ** PNEUMATIC THREE 3-IN(7.6-CM) PORTS (RB211) TWO 3-IN (7.6-CM) PORTS (PW) ** RB211 ENGINES ONLY ** ** POTABLE WATER ONE SERVICE CONNECTION * OVERWING-EXIT AIRPLANE ** FOUR-DOOR AIRPLANE * 124 ** NOTE: DISTANCES ROUNDED TO THE NEAREST FOOT AND 0.1 METER GROUND SERVICING CONNECTIONS MODEL , -300 JUNE

100 5.5.1 ENGINE START PNEUMATIC REQUIREMENTS - SEA LEVEL MODEL , 300 (ROLLS ROYCE ENGINES) 94 SEPTEMBER 2005

101 5.5.2 ENGINE START PNEUMATIC REQUIREMENTS - SEA LEVEL MODEL , -300 (PRATT & WHITNEY ENGINES) SEPTEMBER

102 5.6.1 GROUND PNEUMATIC POWER REQUIREMENTS - HEATING & COOLING MODEL JUNE 1999

103 5.6.2 GROUND PNEUMATIC POWER REQUIREMENTS - HEATING & COOLING MODEL JUNE

104 5.7.1 CONDITIONED AIR FLOW REQUIREMENTS - STEADY STATE AIRFLOW MODEL JUNE 1999

105 5.7.2 CONDITIONED AIR FLOW REQUIREMENTS - STEADY STATE AIRFLOW MODEL JUNE

106 5.8.1 GROUND TOWING REQUIREMENTS - ENGLISH UNITS MODEL , JUNE 1999

107 5.8.2 GROUND TOWING REQUIREMENTS - METRIC UNITS MODEL , -300 JUNE

108 THIS PAGE INTENTIONALLY LEFT BLANK 102 JUNE 1999

109 6.0 JET ENGINE WAKE AND NOISE DATA 6.1 Jet Engine Exhaust Velocities and Temperatures 6.2 Airport and Community Noise JUNE

110 6.0 JET ENGINE WAKE AND NOISE DATA 6.1 Jet Engine Exhaust Velocities and Temperatures This section shows exhaust velocity and temperature contours aft of the 757 airplane. The contours were calculated from a standard computer analysis using three-dimensional viscous flow equations with mixing of primary, fan, and free-stream flow. The presence of the ground plane is included in the calculations as well as engine tilt and toe-in. Mixing of flows from the engines is also calculated. The analysis does not include thermal buoyancy effects which tend to elevate the jet wake above the ground plane. The buoyancy effects are considered to be small relative to the longitudinal velocity and therefore are not included. The graphs show jet wake velocity and temperature contours for a representative engine. The results are valid for sea level, static, standard day conditions. The effect of wind on jet wakes was not included. There is evidence to show that a downwind or an upwind component does not simply add or subtract from the jet wake velocity, but rather carries the whole envelope in the direction of the wind. Crosswinds may carry the jet wake contour far to the side at large distances behind the airplane. 104 AUGUST 2002

111 6.1.1 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS - IDLE THRUST MODEL , -300 JUNE

112 6.1.2 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS - BREAKAWAY THRUST MODEL , JUNE 1999

113 6.1.3 PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS - TAKEOFF THRUST MODEL , -300 JUNE

114 6.1.4 PREDICTED JET ENGINE EXHAUST TEMPERATURE CONTOURS - IDLE THRUST MODEL , JUNE 1999

115 6.1.5 PREDICTED JET ENGINE EXHAUST TEMPERATURE CONTOURS - BREAKAWAY THRUST MODEL , -300 JUNE

116 6.1.6 PREDICTED JET ENGINE EXHAUST TEMPERATURE CONTOURS - TAKEOFF THRUST MODEL , JUNE 1999

117 6.2 Airport and Community Noise Airport noise is of major concern to the airport and community planner. The airport is a major element in the community's transportation system and, as such, is vital to its growth. However, the airport must also be a good neighbor, and this can be accomplished only with proper planning. Since aircraft noise extends beyond the boundaries of the airport, it is vital to consider the impact on surrounding communities. Many means have been devised to provide the planner with a tool to estimate the impact of airport operations. Too often they oversimplify noise to the point where the results become erroneous. Noise is not a simple subject; therefore, there are no simple answers. The cumulative noise contour is an effective tool. However, care must be exercised to ensure that the contours, used correctly, estimate the noise resulting from aircraft operations conducted at an airport. The size and shape of the single-event contours, which are inputs into the cumulative noise contours, are dependent upon numerous factors. They include the following: 1. Operational Factors (a) Aircraft Weight-Aircraft weight is dependent on distance to be traveled, en route winds, payload, and anticipated aircraft delay upon reaching the destination. (b) Engine Power Settings-The rates of ascent and descent and the noise levels emitted at the source are influenced by the power setting used. (c) Airport Altitude-Higher airport altitude will affect engine performance and thus can influence noise. JUNE

118 2. Atmospheric Conditions-Sound Propagation (a) Wind-With stronger headwinds, the aircraft can take off and climb more rapidly relative to the ground. Also, winds can influence the distribution of noise in surrounding communities. (b) Temperature and Relative Humidity-The absorption of noise in the atmosphere along the transmission path between the aircraft and the ground observer varies with both temperature and relative humidity. 3. Surface Condition-Shielding, Extra Ground Attenuation (EGA) (a) Terrain-If the ground slopes down after takeoff or up before landing, noise will be reduced since the aircraft will be at a higher altitude above ground. Additionally, hills, shrubs, trees, and large buildings can act as sound buffers. 112 JUNE 1999

119 All these factors can alter the shape and size of the contours appreciably. To demonstrate the effect of some of these factors, estimated noise level contours for two different operating conditions are shown below. These contours reflect a given noise level upon a ground level plane at runway elevation. Condition 1 Landing Takeoff Maximum Structural Landing Maximum Gross Takeoff Weight Weight 10-knot Headwind Zero Wind 3 o Approach 84 o F 84 o F Humidity 15% Humidity 15% Condition 2 Landing: Takeoff: 85% of Maximum Structural Landing Weight 80% of Maximum Gross Takeoff Weight 10-knot Headwind 10-knot Headwind 3 o Approach 59 o F 59 o F Humidity 70% Humidity 70% JUNE

120 As indicated from these data, the contour size varies substantially with operating and atmospheric conditions. Most aircraft operations are, of course, conducted at less than maximum gross weights because average flight distances are much shorter than maximum aircraft range capability and average load factors are less than 100%. Therefore, in developing cumulative contours for planning purposes, it is recommended that the airlines serving a particular city be contacted to provide operational information. In addition, there are no universally accepted methods for developing aircraft noise contours or for relating the acceptability of specific zones to specific land uses. It is therefore expected that noise contour data for particular aircraft and the impact assessment methodology will be changing. To ensure that the best currently available information of this type is used in any planning study, it is recommended that it be obtained directly from the Office of Environmental Quality in the Federal Aviation Administration in Washington, D.C. It should be noted that the contours shown herein are only for illustrating the impact of operating and atmospheric conditions and do not represent the single-event contour of the family of aircraft described in this document. It is expected that the cumulative contours will be developed as required by planners using the data and methodology applicable to their specific study. 114 JUNE 1999

121 7.0 PAVEMENT DATA 7.1 General Information 7.2 Landing Gear Footprint 7.3 Maximum Pavement Loads 7.4 Landing Gear Loading on Pavement 7.5 Flexible Pavement Requirements - U.S. Army Corps of Engineers Method S Flexible Pavement Requirements - LCN Conversion 7.7 Rigid Pavement Requirements - Portland Cement Association Design Method 7.8 Rigid Pavement Requirements - LCN Conversion 7.9 Rigid Pavement Requirements - FAA Method 7.10 ACN/PCN Reporting System - Flexible and Rigid Pavements JUNE

122 7.0 PAVEMENT DATA 7.1 General Information A brief description of the pavement charts that follow will help in their use for airport planning. Each airplane configuration is depicted with a minimum range of six loads imposed on the main landing gear to aid in interpolation between the discrete values shown. All curves for any single chart represent data based on rated loads and tire pressures considered normal and acceptable by current aircraft tire manufacturer's standards. Tire pressures, where specifically designated on tables and charts, are at values obtained under loaded conditions as certificated for commercial use. Section 7.2 presents basic data on the landing gear footprint configuration, maximum design taxi loads, and tire sizes and pressures. Maximum pavement loads for certain critical conditions at the tire-to-ground interface are shown in Section 7.3, with the tires having equal loads on the struts. Pavement requirements for commercial airplanes are customarily derived from the static analysis of loads imposed on the main landing gear struts. The chart in Section 7.4 is provided in order to determine these loads throughout the stability limits of the airplane at rest on the pavement. These main landing gear loads are used as the point of entry to the pavement design charts, interpolating load values where necessary. The flexible pavement design curves (Section 7.5) are based on procedures set forth in Instruction Report No. S-77-1, "Procedures for Development of CBR Design Curves," dated June 1977, and as modified according to the methods described in ICAO Aerodrome Design Manual, Part 3, Pavements, 2 nd Edition, 1983, Section 1.1 (The ACN-PCN Method), and utilizing the alpha factors approved by ICAO in October Instruction Report No. S-77-1 was prepared by the U.S. Army Corps of Engineers Waterways Experiment Station, Soils and Pavements Laboratory, Vicksburg, Mississippi. The line showing 10,000 coverages is used to calculate Aircraft Classification Number (ACN). 116 JUNE 2010

123 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. All Load Classification Number (LCN) curves (Sections 7.6 and 7.8) have been developed from a computer program based on data provided in International Civil Aviation Organization (ICAO) document 9157-AN/901, Aerodrome Design Manual, Part 3, Pavements, First Edition, LCN values are shown directly for parameters of weight on main landing gear, tire pressure, and radius of relative stiffness ( ) for rigid pavement or pavement thickness or depth factor (h) for flexible pavement. Rigid pavement design curves (Section 7.7) have been prepared with the Westergaard equation in general accordance with the procedures outlined in the Design of Concrete Airport Pavement (1955 edition) by Robert G. Packard, published by the American Concrete Pavement Association, 3800 North Wilke Road, Arlington Heights, Illinois These curves are modified to the format described in the Portland Cement Association publication XP6705-2, Computer Program for Airport Pavement Design (Program PDILB), 1968, by Robert G. Packard. The following procedure is used to develop the rigid pavement design curves shown in Section 7.7: 1. Having established the scale for pavement thickness to the left and the scale for allowable working stress to the right, an arbitrary load line is drawn representing the main landing gear maximum weight to be shown. 2. Values of the subgrade modulus (k) are then plotted. 3. Additional load lines for the incremental values of weight on the main landing gear are drawn on the basis of the curve for k = 300, already established. JUNE

124 The ACN/PCN system (Section 7.10) as referenced in ICAO Annex 14, "Aerodromes," First Edition, July 1990, provides a standardized international airplane/pavement rating system replacing the various S, T, TT, LCN, AUW, ISWL, etc., rating systems used throughout the world. ACN is the Aircraft Classification Number and PCN is the Pavement Classification Number. An aircraft having an ACN equal to or less than the PCN can operate on the pavement subject to any limitation on the tire pressure. Numerically, the ACN is two times the derived single-wheel load expressed in thousands of kilograms, where the derived single wheel load is defined as the load on a single tire inflated to 181 psi (1.25 MPa) that would have the same pavement requirements as the aircraft. Computationally, the ACN/PCN system uses the PCA program PDILB for rigid pavements and S for flexible pavements to calculate ACN values. The method of pavement evaluation is left up to the airport with the results of their evaluation presented as follows: PCN PAVEMENT TYPE SUBGRADE CATEGORY TIRE PRESSURE CATEGORY EVALUATION METHOD R = Rigid A = High W = No Limit T = Technical F = Flexible B = Medium X = To 254 psi (1.75 MPa) U = Using Aircraft C = Low Y = To 181 psi (1.25 MPa) D = Ultra Low Z = To 73 psi (0.5 MPa) Section shows the aircraft ACN values for flexible pavements. The four subgrade categories are: Code A - High Strength - CBR 15 Code B - Medium Strength - CBR 10 Code C - Low Strength - CBR 6 Code D - Ultra Low Strength - CBR 3 Section shows the aircraft ACN values for rigid pavements. The four subgrade categories are: Code A - High Strength, k = 550 pci (150 MN/m 3 ) Code B - Medium Strength, k = 300 pci (80 MN/m 3 ) Code C - Low Strength, k = 150 pci (40 MN/m 3 ) Code D - Ultra Low Strength, k = 75 pci (20 MN/m 3 ) 118 JUNE 1999