MD-90-30

AIRPLANE CHARACTERISTICS
FOR AIRPORT PLANNING
OCTOBER 2002

BOEING COMMERCIAL AIRPLANES

MDC K9099

This page intentionally left blank

iii

MDC K9099

OCTOBER 2002

This document will be revised periodically to reflect the significant changes to the
airplane design which would affect airport planning requirements. Revisions will
also be made when other configurations of this airplane are developed.
Since aircraft operational environment varies greatly at each airprt, use of the data
contained in this document with regard to aircraft/airport operational and safety
aspects is at the discretion of and becomes the responsibility of the user.
This document can also be viewed on the Internet at the following address:

www.boeing.com/airports
Revisions to this document will be posted at this website.

OCTOBER 2002

MDC K9099

iii

This page intentionally left blank

iv

MDC K9099

OCTOBER 2002

MD-90-30 AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING

REVISIONS
PAGE

DATE

ORIGINAL

OCT1994

i
ii
v
1-1
1-2
2-1
2-2
2-9
2-10
3-1
3-2
3-3
3-4
3-5
3-6
3-7
4-3
5-5
5-6
6-1
6-2
6-3
6-4
7-3
7-4
7-5
7-19
7-22
7-23
7-24
7-25
7-26
7-27

October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002
October 2002

OCTOBER 2002

PAGE

DATE

MDC K9099

PAGE

DATE

This page intentionally left blank

vi

MDC K9099

OCTOBER 2002

CONTENTS
Section

Page

1.0

SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.1
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

2.0

AIRPLANE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

2.1
General Airplane Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.2
General Airplane Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.3
Ground Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2.4
Interior Arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2.5
Cabin Cross Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2.6
Lower Compartment (No Containers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2.7
Door Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
2.7.1 Lower Forward, Mid and Aft Cargo Door Clearances . . . . . . . . . . . . . . . . . . . 2-10
2.7.2 Passenger Entrance and Service Door Clearances . . . . . . . . . . . . . . . . . . . . . . 2-11
2.7.3 Main Entrance Stairway Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.7.4 Forward Passenger Door Opening Clearances . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
2.7.5 Aft Service Door Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
2.7.6 Aft Pressure Bulkhead Door Opening Clearances . . . . . . . . . . . . . . . . . . . . . . 2-15
2.7.7 Ventral Stair Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16

3.0

AIRPLANE PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2
Payload-Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.3
FAR Takeoff Runway Length Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4
FAR Landing Runway Length Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-1
3-1
3-2
3-4
3-5

4.0

GROUND MANEUVERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.2
Turning Radii, No Slip Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.3
Minimum Turning Radii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.4
Visibility from Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.5
Runway and Taxiway Turn Paths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.5.1 More than 90 Turn - Runway to Taxiway . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.5.2 90 Turn - Runway to Taxiway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.5.3 90 Turn - Taxiway to Taxiway - Nose Gear Tracking
Beyond Taxiway Centerline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.5.4 90 Turn - Taxiway to Taxiway - Cockpit Tracks
Centerline to Centerlint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-1
4-1
4-2
4-3
4-4
4-5
4-5
4-6

4.6

4-7
4-8

Runway Holding Bay (Apron) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9

OCTOBER 2002

MDC K9099

vii

CONTENTS (CONTINUED)
Section

Page

5.0

TERMINAL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

5.1
Airplane Servicing Arrangement (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.2
Terminal Operations, Turnaround Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.3
Terminal Operations, En Route Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5.4
Ground Service Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5.5
Engine Starting Pneumatic Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
5.6
Ground Pneumatic Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
5.7
Preconditioned Airflow Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5.8
Ground Towing Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11

6.0

OPERATING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.1
Jet Engine Exhaust Velocities and Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.1.1 Jet Engine Exhaust Velocity Contours, Breakaway Power . . . . . . . . . . . . . . . .
6.1.2 Jet Engine Exhaust Velocity Contours, Takeoff Power . . . . . . . . . . . . . . . . . . .
6.1.3 Jet Engine Exhaust Velocity Contours, Idle Power . . . . . . . . . . . . . . . . . . . . . .
6.1.4 Jet Engine Exhaust Temperature Contours, Breakaway, Idle
and Takeoff Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.2
Airport and Community Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.0

6-1
6-1
6-1
6-2
6-3
6-4
6-5

PAVEMENT DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

7.1
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7.2
Footprint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
7.3
Maximum Pavement Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
7.4
Landing Gear Loading on Pavement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
7.5
Flexible Pavement Requirements, U.S. Corps of Engineers Design Method . . . . . . . . 7-8
7.6
Flexible Pavement Requirements, LCN Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
7.7
Rigid Pavement Requirements, Portland Cement Association Design Method . . . . . 7-12
7.8
Rigid Pavement Requirements, LCN Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
7.8.1 Radius of Relative Stiffness (Table) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
7.8.2 Rigid Pavement Requirements, LCN Conversion . . . . . . . . . . . . . . . . . . . . . . 7-16
7.8.3 Radius of Relative Stiffness (Other values of E and l ) . . . . . . . . . . . . . . . . . . . 7-17
7.8.4 Effect of E and on l Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
7.9

ACN-PCN Reporting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.9.1 Aircraft Classification Number (ACN) Flexible Pavement . . . . . . . . . . . . .
7.9.2 Aircraft Classification Number (ACN) Flexible Pavement (168,500 lbs) . . .
7.9.3 Aircraft Classification Number (ACN) Rigid Pavement . . . . . . . . . . . . . . . .
7.9.4 Aircraft Classification Number (ACN) Rigid Pavement (168,500 lbs) . . . . .
7.9.5 Development of ACN Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7-19
7-20
7-20
7-21
7-21
7-25

8.0

POSSIBLE MD-90-30 DERIVATIVE AIRPLANES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

9.0

SCALED DRAWINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1

viii

MDC K9099

OCTOBER 2002

1.0 SCOPE
1.1 Purpose
1.2 Introduction

OCTOBER 2002

MDC K9099

This page intentionally left blank

MDC K9099

OCTOBER 2002

1.0 SCOPE
1.1

Purpose

This document provides, in a standardized format, airplane characteristics data for general airport
planning. Since operational practices vary among airlines, specific data should be coordinated with the
using airlines prior to facility design. Boeing Commercial Airplanes should be contacted for any additional
information required.
The content of this document reflects the results of a coordinated effort by representatives of the
following organizations:
Aerospace Industries Association
Airports Council International
Air Transport Association of America
International Air Transport Association

OCTOBER 2002

MDC K9099

1-1

1.2 Introduction
This document conforms to NAS 3601. It provides Model MD-90-30 characteristics for airport operators,
airlines, and engineering consultant organizations. Since airplane changes and available options may
alter the information, the data presented herein must be regarded as subject to change. Similarly, for
airplanes not yet certified, changes can be expected to occur.
NOTE:
This document has been partially revised to incorporate key information for the MD-90-30ER
with a maximum ramp weight of 168,500 lbs (76,430kgs). The main change on the MD-90-30ER,
in addition to the increase in maximum weight, is the addition of auxillary fuel tanks to the
cargo compartment. Due to the fact that there were only two aircraft delivered in this higher
weight configuration when production of the model ceased, only limited charts in this document
have been revised for the MD-90-30ER.
For further information, contact:
Boeing Commercial Airplanes
Airport Technology, M/C 67-KR
P.O. Box 3707
Seattle, WA 98124-2207 USA
Telephone: 425-237-0126
Fax: 425-237-8281
Email: AirportTechnology@Boeing.com
Website: www.boeing.com/airports

1-2

MDC K9099

OCTOBER 2002

2.0 AIRPLANE DESCRIPTION

2.1 General Airplane Characteristics
2.2 General Airplane Dimensions
2.3 Ground Clearances
2.4 Interior Arrangements
2.5 Cabin Cross Section
2.6 Lower Compartment
2.7 Door Clearances

OCTOBER 2002

MDC K9099

This page intentionally left blank

MDC K9099

OCTOBER 2002

2.0 AIRPLANE DESCRIPTION

2.1

General Airplane Characteristics

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

OCTOBER 2002

MDC K9099

2-1

168,500

71,214

76,430

142,000

142,000

64,410

64,410

156,000

168,000

KILOGRAMS

70,760

76,204

POUNDS

88,171

89,059

KILOGRAMS

39,994

40,396

130,000

132,000

KILOGRAMS

58,967

59,874

POUNDS

41,829

42,941

KILOGRAMS

18,973

19,880

172

172

1,300

1,177

36.8

33.3

5,840

6,405

LITERS

22,104

24,242

POUNDS

39,128

42,897

KILOGRAMS

17,748

19,457

POUNDS
KILOGRAMS
POUNDS

MAXIMUM DESIGN TAKEOFF WEIGHT

OPERATING EMPTY WEIGHT

MAXIMUM DESIGN ZERO FUEL WEIGHT

MAXIMUM CARGO VOLUME

157,000

KILOGRAMS

MAXIMUM DESIGN LANDING WEIGHT

MAXIMUM SEATING CAPACITY

MD-90-30ER

POUNDS

MAXIMUM DESIGN TAXI WEIGHT

MAXIMUM PAYLOAD

MD-90-30

POUNDS

PASSENGERS
CUBIC FEET
CUBIC METERS

USABLE FUEL
(6.7 LB PER GAL)

U.S. GALLONS

2.1 GENERAL AIRPLANE CHARACTERISTICS

MODEL MD-90-30/-30ER

2-2

MDC K9099

OCTOBER 2002

152 FT 7 IN (46.5 M)
95 FT 10 IN (29.21 M)

DOOR (A)

9 FT 6 IN
(2.90 M)

11 FT
(3.35 M)

40 FT 2 IN
(12.25 M)

DOOR (B)

DOOR (C)

69 FT 5 IN (21.16 M)
NOTE:

2 EMERGENCY EXITS
(RH & LH)

FOR DOOR SIZES

SEE SECTION 2.7

11 FT 10 IN
(3.61 M)
SEE
SECTION 2.3

77 FT 2 IN (23.52 M)
141 FT 2 IN (43.03 M)
7 FT 7 IN
(2.31 M)

107 FT 10 IN (32.87 M)

SCALE
16 FT 8 IN
(5.08 M)

0
0

5
10

10 M
20

2.2 GENERAL AIRPLANE DIMENSIONS

MODEL MD-90-30/-30ER
OCTOBER 2002

MDC K9099

2-3

30

40 FT

TYPE III
EMERGENCY EXITS (RH - LH)

R M A B

H
J

LETTER
CODE
A
B
C
D
E
F
G
H
J
K
L
M
N
P
Q
R
NOTES:

MAXIMUM
FT-IN

METERS

MINIMUM
FT-IN

METERS

8-0
6-5
4-5
10-8
12-0
31-2
8-10
27-5
1-5

2.4
2.0
1.3
3.3
3.7
9.5
2.7
8.4
3.5

7-4
5-5
3-10
10-4
11-3
30-5
8-4
26-8
10-10

2.2
1.6
1.2
3.1
3.4
9.3
2.5
8.1
3.3

5-5
7-1
15-7
9-1
3-8
4-8
17-0

1.6
2.2
4.7
2.8
1.1
1.4
5.2

4-11
6-6
14-11
8-8
3-1
4-3
16-5

1.5
2.0
4.5
2.6
0.9
1.3
5.0

VALUES APPLY TO STATIC AIRCRAFT ON A FLAT,

LEVEL SURFACE.
IT IS RECOMMENDED THAT 3 INCHES BE ALLOWED FOR
VERTICAL EXCURSIONS DUE TO LOADING, VARYING STRUT
AND TIRE INFLATIONS, PAVEMENT UNEVENNESS, ETC.

2.3 GROUND CLEARANCES

MODEL MD-90-30/-30ER
2-4

MDC K9099

OCTOBER 2002

OCTOBER 2002

MDC K9099

2-5

NOTE;

G
2

MAIN ENTRY DOOR (B)

34 x 72 IN.
(86 x 183 CM)
TYPE I

MAXIMUMOF 172
PASSENGERS, 5-ABREAST
SEATING AVAILABLE

C/A
C/A

G
1

SERVICE DOOR (A)

27 x 48 IN.
(69 x 122 CM)
TYPE I

CABIN ATTENDANT SEAT

GALLEY
LAVATORY
STORAGE

2.4 INTERIOR ARRANGEMENTS

2.4.1 PASSENGERS -- MIXED CLASS
MODEL MD-90-30/-30ER

C/A
G
L
S

SYMBOLS

EMERGENCY EXITS
20 x 36 IN.
(51 x 91 CM)
TYPE III

EMERGENCY EXITS
20 x 36 IN.
(51 x 91 CM)
TYPE III

158 PASSENGERS, 4/5-ABREAST SEATING

12 SEATS ON 36-IN. (91.4 CM) PITCH
14 SEATS ON 32-IN. (81.3 CM) PITCH
132 SEATS ON 31-IN. (78.7 CM) PITCH

MIXED CLASS

G3

G4

C/A

C/A
C/A

SCALE
0

10

AFT SERVICE DOOR (C)

27 x 60 IN.
(69 x 152 CM)
TYPE I

AFT ENTRY DOOR (D)

27 x 72 IN.
(69 x 183 CM)

20 FT

6M

2-6

MDC K9099

OCTOBER 2002

G
2

MAIN ENTRY DOOR (B)

34 x 72 IN.
(86 x 183 CM)
TYPE I

NOTE; MAXIMUMOF 172

PASSENGERS, 5-ABREAST
SEATING AVAILABLE

C/A
C/A

G
1

SERVICE DOOR (A)

27 x 48 IN.
(69 x 122 CM)
TYPE I

CABIN ATTENDANT SEAT

GALLEY
LAVATORY
STORAGE

2.4 INTERIOR ARRANGEMENTS

2.4.2 PASSENGERS -- ALL ECONOMY
MODEL MD-90-30/-30ER

C/A
G
L
S

SYMBOLS

EMERGENCY EXITS
20 x 36 IN.
(51 x 91 CM)
TYPE III

EMERGENCY EXITS
20 x 36 IN.
(51 x 91 CM)
TYPE III

163 PASSENGERS, 5-ABREAST SEATING

19 SEATS ON 32-IN. (81.3 CM) PITCH
144 SEATS ON 31-IN. (78.7 CM) PITCH

ALL ECONOMY

G3

G4

C/A

C/A
C/A

SCALE
0

10

AFT SERVICE DOOR (C)

27 x 60 IN.
(69 x 152 CM)
TYPE I

AFT ENTRY DOOR (D)

27 x 72 IN.
(69 x 183 CM)

20 FT

6M

CONDITIONED AIR DUCT

FLUORESCENT LIGHTS
SPEAKERS AND
PASSENGERS
UTILITIES BOX

80 IN.
(203.2 CM)

CONDITIONED
AIR DUCT
49.2 IN. (125.0 CM)
23.1 IN.
(58.7 CM)
TYP

20.1 IN.
(51.1 CM)
TYP

PASSENGER
HANDRAIL
WITH LIGHT
24 IN.
(61.0 CM)
3 IN.
(7.6 CM)
TYP

25.19 IN.
(64.0 CM)

20.0 IN.
(50.8 CM)

22 IN.
(55.9 CM)

FLOOR

UTILITIES
DUCT

61.87 IN. R
(157.1 CM)

62.13 IN. R
(157.8 CM)

14 IN.
(35.6 CM)

45.5 IN.
(115.6 CM)

22.5 IN.
(572 CM)

CL
SYM
SEE
SECTION 2.6

2.5 PASSENGER CABIN CROSS SECTION

2.5.1 FIRST CLASS
MODEL MD-90-30/30ER
OCTOBER 2002

MDC K9099

2-7

CONDITIONED AIR DUCT

FLUORESCENT LIGHTS

SPEAKERS AND
PASSENGERS
UTILITIES BOX
PASSENGER
HANDRAIL
WITH LIGHT

CONDITIONED
AIR DUCT
41.8 IN. (106.2 CM)

UTILITIES
0.45 IN. DUCT
(1.10 CM)
61.7 IN. (156.7 CM)

19 IN.
(48.3 CM)

2 IN.
(5.1 CM)
TYP

17.9 IN.
(45.5 CM)
TYP

19.9 IN.
(50.5 CM)
TYP
43.0 IN.
(109.2 CM)
TYP

22 IN.
(55.9 CM)

FLOOR

22.5 IN.
(57.2 CM)

CL
SYM
SEE
SECTION 2.6

131.6 IN. (334.2 CM)

* TRIM TO TRIM 123.7 IN. (314.2 CM)

2.5 PASSENGER CABIN CROSS SECTION

2.5.2 COACH CLASS
MODEL MD-90-30/-30ER
2-8

MDC K9099

OCTOBER 2002

25 FT 4 IN.
(7.72 M)

28 FT 9 IN.
(8.15 M)

25 FT
(7.62 M)

FORWARD CARGO
COMPARTMENT

MIDDLE CARGO
COMPARTMENT

AFT CARGO
COMPARTMENT

82.0 IN. (208.3 CM)

24.6 IN.
(62.5 CM)

39.1 IN.
(99.3 CM)
32.9 IN.
(83.6 CM)

*
82.0 IN. (208.3 CM)

FLAT FLOOR STANDARD IN THE

CONSTANT FUSELAGE SECTION
(NOT FLAT AFT OF REAR CARGO DOOR)

SECTION A-A

FORWARD
CARGO
COMPARTMENT

MIDDLE
CARGO
COMPARTMENT

AFT
CARGO
COMPARTMENT

TOTAL
BULK CARGO

MD-90-30

434 FT
(12.3 M)

466 FT
(13.2 M)

400 FT
(11.3 M)

1300 FT
(36.8 M)

MD-90-30ER

434 FT
(12.3 M)

343 FT
(9.7 M)

400 FT
(11.3 M)

1177 FT
(33.3 M)

MODEL

2.6 LOWER COMPARTMENTS (BULK CARGO)

MODEL MD-90-30/-30ER
OCTOBER 2002

MDC K9099

2-9

F
E

CL
CL

CL

D
A
A

A
B
A

CARGO
BARRIER
30.8 IN
(78.2 CM)

FLAT
FLOOR

COMPARTMENT DOOR
28.6 IN
72.6 CM

CL
SYM
SECTION A-A

DOOR TYPE

DOOR SIZE
(B x C)

FWD CARGO DOOR

DISTANCE AFT OF NOSE

TO DOOR CL (D,E,F)
(D) 32 FT 7.5 IN. (9.94 M)

ALL ARE
MID CARGO DOOR

53 x 50 IN.

(E) 59 FT 6.5 IN. (18.15 M)

(134.6 x 127 CM)

AFT CARGO DOOR

(F) 102 FT 9.5 IN. (31.33 M)

2.7 DOOR CLEARANCES

2.7.1 LOWER FORWARD, MID, AND AFT CARGO
DOOR CLEARANCES
MODEL MD-90-30/-30ER
2-10

MDC K9099

OCTOBER 2002

OCTOBER 2002

MDC K9099

2-11

72.5 IN.
(184.2 CM)

27.25 IN. (69.2 CM)

DOOR
SILL

34.8 IN. (88.4 CM)

C
L

74 IN.
(188.0 CM)

SECTION A-A

DOOR
SILL

LOOKING
FORWARD

95 IN.
(241.3 CM)

6.7 IN. (17.0 CM)

13 IN. (33.0 CM)

17 IN. (43.2 CM)

PARTIAL ELEVATION

55 IN. (139.7 CM)

35 IN. (88.9 CM)

72.5 IN.
(184.2 CM)

33 IN.
(83.8 CM)

0.8 IN (2.0 CM)

CRITICAL CLEARANCE LIMIT

PARTIAL PLAN

CRITICAL CLEARANCE LIMIT

(SERVICE DOOR)

26 IN. (66.0 CM)

5.5 IN. (14.0 CM)

C
L

71.5 IN.
(181.6 CM)

55.5 IN.
(141.0 CM)

76.5 IN.
(194.3 CM)

C
L

2.7 DOOR CLEARANCES

2.7.2 PASSENGER ENTRANCE AND SERVICE DOOR CLEARANCES
MODEL MD-90-30/-30ER

18.3 IN.
(46.5 CM)
ANGLE OF ATTACK
TRANSDUCER (BOTH SIDES)
(PROJECTS 3.0 IN. (9.8 CM) FROM
FUSELAGE)

7.1 IN.
(18.0 CM)

STRAKE
(BOTH SIDES)

172.5 IN.
(438.2 CM)

35 IN.
(88.9 CM)

27 IN.
(68.6 CM)

177.4 IN.
(450.6 CM)

60.6 IN. (153.9 CM)

9 IN. (22.9 CM)

4 IN. (10.2 CM)

48.5 IN.
(123.2 CM)

12.5 IN.
(31.8 CM)

CL

VIEW LOOKING AFT

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

36 IN.
(91.4 CM)

11 IN. (27.9 CM)

8-IN. (20.3 CM) RISER
STAIR DOOR

SEE SECTION 2.3

FOR HEIGHT
CLEARANCES

STAIR CAN
ACCOMMODATE
NOMINAL GRADE
DEVIATION OF
+14 IN. (35.6 CM)
TO 7 IN. (17.8 CM)

WATER SUMP
STAIR STOWAGE
SHROUD ENVELOPE

9 IN. (22.9 CM) TREAD

NOMINAL 40 DEG AT 86 IN.
(218.4 CM) DOOR SILL ELEVATION

33 IN. (83.8 CM)

HANDRAIL HEIGHT
STATIC
GROUND
LINE

2.7 DOOR CLEARANCES

2.7.3 MAIN ENTRANCE STAIRWAY CLEARANCES
MODEL MD-90-30/-30ER
2-12

MDC K9099

OCTOBER 2002

34.7 IN
(88.1CM)

72.0 IN
(182.9 CM)

0.8 IN (2.0 CM)

1.8 IN (4.6 CM)

ROLLER
ASSEMBLY
DOOR HINGE
(DOOR FULL OPEN)
20.5 IN
(52.1 CM)

7.5 IN
(19.1 CM)

FLOOR
0.8 IN (2.0 CM)

2.7 DOOR CLEARANCES

2.7.4 FORWARD PASSENGER DOOR OPENING
MODEL MD-90-30/-30ER
OCTOBER 2002

MDC K9099

2-13

2-14

MDC K9099

OCTOBER 2002

TO
NOSE

DOOR ACTUATING
MECHANISM

2 IN.
(5.1 CM)

29 IN.
(73.7 CM)

100 FT 5 IN.
(30.6 M)

30 IN. (76.2 CM)

PARTIAL ELEVATION

DOOR SILL

2.7 DOOR CLEARANCES

2.7.5 AFT SERVICE DOOR CLEARANCES
MODEL MD-90-30/-30ER

SEE SECTION 2.3 FOR

HEIGHT CLEARANCES

28 IN.
(71.1 CM)

PARTIAL PLAN

60.5 IN. (153.7 CM)

45 IN. (114.3 CM)

27 IN. (68.6 CM)

CRITICAL CLEARANCE LIMIT

(SERVICE DOOR)

CL

SECTION A-A

81 IN.
(205.7 CM)

LOOKING
AFT

SERVICE DOOR

82 IN.
(208.3 CM)

CL

16 IN. (40.6 CM)

27.8 IN
(70.6 CM)

72.0 IN
(182.9 CM)

VENTRAL STAIRWAY

2.7 DOOR CLEARANCES

2.7.6 AFT PRESSURE BULKHEAD DOOR OPENING CLEARANCES
MODEL MD-90-30/-30ER
OCTOBER 2002

MDC K9099

2-15

CRITICAL
CLEARANCE
LIMIT

FLOOR

104.0 IN
(264.2 CM)

PIVOT POINT
FOR LOWER
FOLDING STAIR

GROUND SURFACE
122.5 IN
(311.1 CM)

3 IN (7.6 CM)*
120.3 IN
(305.6 CM)

GROUND SURFACE
25 IN
(63.5 CM)
*VARIES WITH WEIGHT, C.G. LOCATION,
AND LANDING GEAR STRUT COMPRESSION

2.7 DOOR CLEARANCES

2.7.7 VENTRAL STAIR CLEARANCES
MODEL MD-90-30/-30ER
2-16

MDC K9099

OCTOBER 2002

3.0 AIRPLANE PERFORMANCE

3.1 General Information
3.2 Payload-Range
3.3 FAR Takeoff Runway Length Requirements
3.4 FAR Landing Runway Length Requirements

OCTOBER 2002

MDC K9099

This page intentionally left blank

MDC K9099

OCTOBER 2002

3.0 AIRPLANE PERFORMANCE

3.1

General Information

Figures 3.2.1 and 3.2.2 present payload-range information for a specific Mach number cruise at the fuel
reserve condition shown.
Figures 3.3.1 through 3.4.2 represent FAR takeoff and landing field length requirements for FAA
certification.
Standard day temperatures for the altitudes shown are tabulated below:
ELEVATION

STANDARD DAY TEMPERATURE

METERS

59.0

15.0

2,000

610

51.9

11.1

4,000

1,220

44.7

7.1

6,000

1,830

37.6

3.1

8,000

2,440

30.5

-0.8

FEET

Note: These data are provided for information only and are not to be used for flight planning purposes.
For specific performance data/analysis, contact the using airline or Airport Technology at:
Attention: Airport Technology
Telephone: 425-237-0126
Fax: 425-237-8281
Email: AirportTechnology@Boeing.com
Website: www.boeing.com/airports

OCTOBER 2002

MDC K9099

3-1

3-2

MDC K9099

OCTOBER 2002

1 10

10

00

13

LB

00

DE
SI
GN
TA
K

LB

00

00

LB

5,0

15

LB

20

EO
FF
15
W
EI
15 5,00
GH
0,0 0
T1
00 L B
56
LB
,00
14
0L
5,0
B
00
LB
14
0,0
00
LB

RANGE (100 NAUTICAL MILES)

LB

00

0,0

13

MA

5,0

0,0

12

LB

5,0

,00
0

11

12

155 PASSENGERS AND BAGGAGE

MAXIMUM PAYLOAD = 41,825 LB

NOT TO BE USED FOR

FLIGHT PLANNING PURPOSES

25

30

35

STANDARD DAY
NO WIND
OEW 88,175 LB
V2500-D5 ENGINES

3.2 PAYLOAD-RANGE
3.2.1 PAYLOAD--RANGE FOR TYPICAL LONG-RANGE CRUISE AT 31,000/35,000 FT STEP
MODEL MD-90-30/-30ER

10

20

PAYLOAD
(1000 LB)

30

40

50

NOTE: RESERVES BASED ON

FAR 121.639
200 N MI DISTANCE
TO ALTERNATE

OCTOBER 2002

MDC K9099

3-3

50

W
EI
GH
T
,7
6

20

70
0
KG

RANGE (100 NAUTICAL MILES)

15

0K

0K
G

0K
G

0K
G

0K
G

,00

0K
G

0K
G

,00

,00

60

,00

EO
FF

70
,
68 000
,00
K
0K G
G

TA
K

,00

,00

66

SI
GN

64

DE

62

AX

58

0K
G

,00

56

0K
G

,00

10

,00

52

54

155 PASSENGERS AND BAGGAGE

MAXIMUM PAYLOAD = 18,971 KG

NOT TO BE USED FOR

FLIGHT PLANNING PURPOSES

25

30

35

STANDARD DAY
NO WIND
OEW 39,996 KG
V2500-D5 ENGINES

3.2 PAYLOAD-RANGE
3.2.2 PAYLOAD--RANGE FOR TYPICAL LONG-RANGE CRUISE AT 9,449/10,668 METER STEP
MODEL MD-90-30/-30ER

PAYLOAD
(1000 KG)
10

15

20

NOTE: RESERVES BASED ON

FAR 121.639
200 N MI DISTANCE
TO ALTERNATE

NOTE:

FAR
TAKEOFF
RUNWAY
LENGTH
(1000 FT)

MDC K9099
50.0

45.0

TAKEOFF GROSS WEIGHT

55.0
60.0
(1000 KG)

120
130
(1000 LB)

140
65.0

E
UD
IT
)
T
M
AL
38
T
24
R
(
M)
O
29
FT
RP
M)
0
18
M)
(
AI
0
19
T
0
19
(12
8,
12
0F
(
T
L
0
F
VE
FT
6,0
00
LE
00
A
0
4,0
,
E
2
S

NOT TO BE USED FOR

FLIGHT PLANNING PURPOSES

150
70.0

160

1.0

1.5

2.0

(1000 M)

2.5

3.0

3.5

COORDINATE WITH USING AIRLINE FOR

SPECIFIC REQUIREMENTS PRIOR TO
FACILITY DESIGH

3.3.1 FAR TAKEOFF RUNWAY LENGTH REQUIREMENTS

MODEL MD-90-30/-30ER

110

STD +15C

2
100

10

12

V2500--D5 ENGINES
NORMAL TAKEOFF THRUST AND ART
ZERO RUNWAY GRADIENT
ZERO WIND

MAXIMUM DESIGN TAKEOFF WEIGHT = 156,000 LB

3-4

OCTOBER 2002

FAR
TAKEOFF
RUNWAY
LENGTH
(1000 FT)

MDC K9099
UD
IT
LT

3-5

55.0
60.0
(1000 KG)
TAKEOFF GROSS WEIGHT

50.0

45.0

140
65.0

150
70.0

160

1.0

1.5

2.0

(1000 M)

2.5

3.0

3.5

COORDINATE WITH USING AIRLINE FOR

SPECIFIC REQUIREMENTS PRIOR TO
FACILITY DESIGH

3.3.2 FAR TAKEOFF RUNWAY LENGTH REQUIREMENTS

MODEL MD-90-30/-30ER

130
120
(1000 LB)

110

A
RT
M)
38
PO
4
R
(2
M)
AI
29
FT
8
M)
1
0
0
T(
19
M)
8,0
(12
0F
19
L
0
T
0
(12
F
VE
6,
T
0
LE
F
0
00
EA
4,0
0
S
,
2

STD DAY

NOT TO BE USED FOR

FLIGHT PLANNING PURPOSES

100

10

12

NOTES: V2500--D5 ENGINES

NORMAL TAKEOFF THRUST AND ART
ZERO RUNWAY GRADIENT
ZERO WIND

MAXIMUM DESIGN TAKEOFF WEIGHT = 156,000 LB

OCTOBER 2002

2.0

3.0

MDC K9099

1.0

1.5

(1000 M)

80
45.0

100

55.0

120

(1000 KG)

(1000 LB)

LANDING WEIGHT

50.0

110

130

NOT TO BE USED FOR

FLIGHT PLANNING PURPOSES

60.0

140
65.0

150

4,000 / 1219

8,000 / 2438

4,000 / 1219

4,000 / 2438

AIRPORT
ALTITUDE
(FT / M)

MAXIMUM DESIGN
LANDING WEIGHT
142,000 LB

DRY RUNWAY

WET RUNWAY

LEGEND

Vapp = 1.3Vs FAR

= (DRY AND WET RUNWAY)
Vapp IS APPROACH VELOCITY
Vs IS APPROACH VELOCITY

3.4.1 FAR LANDING RUNWAY LENGTH REQUIREMENTS

MODEL MD-90-30/-30ER

40.0

90

FLAP 28

STANDARD DAY
3-DEGREE GLIDESLOPE
SLATS EXTENDED
ZERO WIND AT 50 FT HEIGHT
ZERO RUNWAY GRADIENT
COORDINATE WITH USING AIRLINE
FOR SPECIFIC REQUIREMENTS
PRIOR TO FACILITY DESIGN

NOTES:

(1000 FT)

3-6

OCTOBER 2002

FAR LANDING FIELD LENGTH

FAR LANDING FIELD LENGTH

2.0

3.0

MDC K9099

1.0

1.5

(1000 M)

80

50.0

45.0

40.0

(1000 KG)

55.0

120

3-7

130
60.0

140
65.0

150

4,000 / 1219

8,000 / 2438

4,000 / 1219

8,000 / 2438

AIRPORT
ALTITUDE
(FT/M)

WET RUNWAY

MAXIMUM DESIGN
LANDING WEIGHT
142,000 LB

DRY RUNWAY

LEGEND

Vapp = 1.3Vs FAR

= (DRY AND WET RUNWAY)
Vapp IS APPROACH VELOCITY
Vs IS APPROACH VELOCITY

3.4.2 FAR LANDING RUNWAY LENGTH REQUIREMENTS

MODEL MD-90-30/-30ER

LANDING WEIGHT

110

100

(1000 LB)

NOT TO BE USED FOR

FLIGHT PLANNING PURPOSES

90

FLAP 40

STANDARD DAY
3-DEGREE GLIDESLOPE
SLATS EXTENDED
ZERO WIND AT 50 FT HEIGHT
ZERO RUNWAY GRADIENT
COORDINATE WITH USING AIRLINE
FOR SPECIFIC REQUIREMENTS
PRIOR TO FACILITY DESIGN

NOTES:

(1000 FT)

OCTOBER 2002

This page intentionally left blank

3-8

MDC K9099

OCTOBER 2002

4.0 GROUND MANEUVERING

4.1 General Information
4.2 Turning Radii, No Slip Angle
4.3 Minimum Turning Radii
4.4 Visibility from Cockpit
4.5 Runway and Taxiway Turn Paths
4.6 Runway Holding Bay (Apron)

OCTOBER 2002

MDC K9099

This page intentionally left blank

MDC K9099

OCTOBER 2002

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

OCTOBER 2002

MDC K9099

4-1

45

TURNING RADII DEPICTED

REPRESENT GEOMETRIC
TURN CENTERS

TURNING CENTERS
50
55
60

STEERING ANGLE
DEGREES (TYP)

65
70
75
R1

82 MAXIMUM

R2

R3*
R5

R6
R4

NOTE: ACTUAL OPERATING DATA MAY BE GREATER

THAN VALUES SHOWN SINCE TIRE SLIPPAGE IS
NOT CONSIDERED IN THESE CALCULATIONS.
CONSULT AIRLINE FOR OPERATING PROCEDURES.
*R3 IS MEASURED TO OUTSIDE FACE OF TIRE.
STEERING
ANGLE (DEG)
30
45
50
55
60
65
70
75
82 MAXIMUM

R1

R2

R3*

R4

R5

R6

FT

FT

FT

FT

FT

FT

123.5
67.0
54.6
43.8
34.4
25.8
17.9
10.5
0.6

37.6
20.4
16.6
13.4
10.5
7.9
5.5
3.2
0.2

143.9
87.4
75.0
64.2
54.8
46.2
38.3
30.9
21.0

43.8
26.6
22.8
19.6
16.7
14.1
11.7
9.4
6.4

155.2
110.0
101.6
95.1
90.0
86.0
83.0
80.7
78.8

47.3
33.5
31.0
29.0
27.4
26.2
25.3
24.6
24.0

188.2
132.0
119.6
109.0
99.6
91.2
83.4
76.1
66.5

57.4
40.2
36.5
33.2
30.4
27.8
25.4
23.2
20.3

158.3
114.6
106.7
100.5
95.8
92.1
89.3
87.2
85.5

48.2
34.9
32.5
30.6
29.2
28.1
27.2
26.6
26.0

168.0
118.6
108.6
100.5
93.7
88.0
83.2
79.1
74.6

51.2
36.1
33.1
30.6
28.6
26.8
25.4
24.1
22.7

4.2 TURNING RADII, NO SLIP ANGLE

MODEL MD-90-30/-30ER
4-2

MDC K9099

OCTOBER 2002

X
R6

EFFECTIVE
TURN
79 DEG
STEERING
ANGLE
82 DEG

R4

TURN CENTER

R3*
3 DEG
R5

NOSE GEAR
TRACK

MINIMUM
PAVEMENT
WIDTH FOR
180DEG TURN

NOTES:
3-DEG TIRE SLIP ANGLE APPROXIMATE FOR
82-DEG NOSE WHEEL DEFLECTION DURING
VERY SLOW TURNING
CONSULT AIRLINE FOR ACTUAL OPERATING DATA
NO DIFFERENTIAL BRAKING OR
UNSYMMETRICAL THRUST
*R3 IS MEASURED TO OUTSIDE FACE OF TIRE

EFFECTIVE
TURN
ANGLE

FT

FT

79 DEG

77.2

23.5

15.0

4.6

FT

R3*
M

104.7 31.9

R4

R5

R6

FT

FT

FT

FT

79.5

24.2

70.5

21.5

86.1

26.2

76.4

23.3

4.3 MINIMUM TURNING RADII

MODEL MD-90-30/-30ER
OCTOBER 2002

MDC K9099

4-3

NOT TO BE USED FOR

LANDING APPROACH VISIBILITY
11 FT 5 IN. (3.48 M)

PILOTS EYE POSITION

17.7
16.9

9 FT 6 IN. (2.90 M)
7 FT 7 IN. (2.31 M)
28 FT 1 IN.*
(8.56 M)
1
* INCLUDES 1 NOSE DOWN ATTITUDE
PILOTS EYE POSITION
19 IN. (48.3 CM)
C
L

127
MAXIMUM AFT VISION
WITH HEAD ROTATED
ABOUT SPINAL COLUMN

C
L

19 IN.
(48.3 CM)
WITH HEAD MOVED
13.5 IN. (34.3 CM)
OUTBOARD

PILOTS EYE POSITION

22

22

30

30

43

43

4.4 VISIBILITY FROM COCKPIT IN STATIC POSITION

MODEL MD-90-30/-30ER
4-4

MDC K9099

OCTOBER 2002

150 FT
(45.7 M)
NOTE:
BEFORE DETERMINING THE SIZE OF THE
INTERSECTION FILLET, CHECK WITH THE
AIRLINES REGARDING THE OPERATING
PROCEDURES WHICH THEY USE AND THE
AIRCRAFT TYPES WHICH ARE EXPECTED
TO SERVE THE AIRPORT.
NOSE GEAR STEERING ANGLE = 26

45
DEG

C
L

PATH OF NOSE GEAR TIRE EDGE

C
L

23 FT (7.0 M)

23 FT
(7.0 M)

100 FT R
(30.5 M)

27.3 FT
(8.32 M)
OUTSIDE EDGE
OF OUTBOARD
GEAR TRACKS

75 FT
(22.9 M)

4.5 RUNWAY AND TAXIWAY TURN PATHS

4.5.1 MORE THAN 90-DEG TURN -- RUNWAY TO TAXIWAY
MANEUVERING METHOD -- JUDGMENT OVERSTEERING
MODEL MD-90-30/-30ER
OCTOBER 2002

MDC K9099

4-5

150 FT
(45.72 M)
NOTE:
BEFORE DETERMINING THE SIZE OF THE
INTERSECTION FILLET, CHECK WITH THE
AIRLINES REGARDING THE OPERATING
PROCEDURES WHICH THEY USE AND THE
AIRCRAFT TYPES WHICH ARE EXPECTED
TO SERVE THE AIRPORT.

RUNWAY
CENTERLINE

NOSE GEAR STEERING ANGLE = 24

PATH OF NOSE GEAR TIRE EDGE

27.3 FT (8.32 M)
24 FT (7.3 M)

75 FT
(22.86 M)

CL

24 FT (7.3 M)

100 FT (30.5 M) R

OUTSIDE EDGE
OF OUTBOARD
GEAR TRACKS

4.5 RUNWAY AND TAXIWAY TURN PATHS

4.5.2 90-DEGREE TURN -- RUNWAY TO TAXIWAY
MANEUVERING METHOD -- JUDGMENTAL OVERSTEERING
MODEL MD-90-30/-30ER
4-6

MDC K9099

OCTOBER 2002

75 FT
(22.9 M)
NOTE:
BEFORE DETERMINING THE SIZE OF THE
INTERSECTION FILLET, CHECK WITH THE
AIRLINES REGARDING THE OPERATING
PROCEDURES WHICH THEY USE AND THE
AIRCRAFT TYPES WHICH ARE EXPECTED
TO SERVE THE AIRPORT.

CL

NOSE GEAR STEERING ANGLE = 30

PATH OF NOSE GEAR TIRE EDGE

22 FT (6.7 M)

75 FT
(22.9 M)

CL

22 FT (6.7 M)

27.3 FT (8.32 M)

100 FT (30.5 M) R

OUTSIDE EDGE
OF OUTBOARD
GEAR TRACKS

4.5 RUNWAY AND TAXIWAY TURN PATHS

4.5.3 90-DEGREE TURN TAXIWAY TO TAXIWAY
MANEUVERING METHOD -- JUDGMENTAL OVERSTEERING
MODEL MD-90-30/-30ER
OCTOBER 2002

MDC K9099

4-7

75 FT
(22.9 M)
NOTE:
BEFORE DETERMINING THE SIZE OF THE
INTERSECTION FILLET, CHECK WITH THE
AIRLINES REGARDING THE OPERATING
PROCEDURES WHICH THEY USE AND THE
AIRCRAFT TYPES WHICH ARE EXPECTED
TO SERVE THE AIRPORT.

CL

COCKPIT TRACK

CL

75 FT
(22.9 M)

15 FT (4.6 M) MINIMUM RECOMMENDED CLEARANCE

48 FT (14.6 M)
100 FT (30.5 M) R

OUTSIDE EDGE
OF OUTBOARD
GEAR TRACKS

4.5 RUNWAY AND TAXIWAY TURN PATHS

4.5.4 90-DEGREE TURN -- TAXIWAY TO TAXIWAY
MANEUVERING METHOD -- COCKPIT OVER CENTERLINE STEERING
MODEL MD-90-30/-30ER
4-8

OCTOBER 2002

4-8

OCTOBER 2002

SHOULDER

194 FT (59.1 M)

OUTSIDE EDGE
OF MAIN GEAR
TRACK

40 FT (12.2 M)

TO RUNWAY
20 FT
(6.1 M)

20 FT (6.1 M)
MINIMUM CLEARANCE FOR
MOVING AIRCRAFT 40 FT (12.2 M)

150 FT (45.7 M)

NOTE:
COORDINATE WITH USING
AIRLINE FOR SPECIFIC
PLANNED OPERATING
PROCEDURE
TAXIWAY
CL

75 FT
(22.9 M)

4.6 RUNWAY HOLDING BAY (APRON)

MODEL MD-90-30/-30ER
OCTOBER 2002

MDC K9099

4-9

This page intentionally left blank

4-10

MDC K9099

OCTOBER 2002

5.0 TERMINAL SERVICING

5.1 Airplane Servicing Arrangement (Typical)
5.2 Terminal Operations, Turnaround Station
5.3 Terminal Operations, En Route Station
5.4 Ground Service Connections
5.5 Engine Starting Pneumatic Requirements
5.6 Ground Pneumatic Power Requirements
5.7 Preconditioned Airflow Requirements
5.8 Ground Towing Requirements

OCTOBER 2002

MDC K9099

This page intentionally left blank

MDC K9099

OCTOBER 2002

POTABLE WATER
(OPTIONAL LOCATION)

GALLEY SERVICE
VEHICLE

FUEL SERVICE
VEHICLE

BAGGAGE TRAIN

CONDITIONED AIR
VEHICLE*

BAGGAGE
TRAINS

ELECTRICAL
SERVICE
CART*

BULK CARGO
LOADER

POTABLE
WATER
VEHICLE
PASSENGER
LOADING
BRIDGE

ENGINE
START*

CABIN
CLEANING
VEHICLE

LAVATORY
SERVICE
VEHICLE

CONDITIONED AIR
(OPTIONAL LOCATION)

GALLEY
SERVICE
VEHICLE

* AUXILIARY POWER UNIT OR FIXED FACILITIES CAN

ALSO PROVIDE:
1. ELECTRICAL POWER
2. ENGINE START
3. AIR-CONDITIONING

SCALE
0
0

5
10

10 M
20

30

40 FT

5.0 TERMINAL SERVICING

5.1 AIRPLANE SERVICING ARRANGEMENT (TYPICAL)
MODEL MD-90-30/-30ER
OCTOBER 2002

MDC K9099

5-1

MDC K9099

1.0
1.4
11.2
5.0
7.2
8.3
5.7
12.8
1.0
2.0
1.0
20.9
3.6
6.3
2.0

ENGINE RUNDOWN
LOADER POSITIONING
BAGGAGE OFF-LOADING (AFT)
BAGGAGE OFF-LOADING (MID)
CARGO OFF-LOADING (MID)
CARGO LOADING (MID)
BAGGAGE LOADING (MID)
BAGGAGE LOADING (AFT)
LOADER REMOVAL
ENGINE START
T

ENGINE RUNDOWN
FUEL SERVICES (TIME AVAILABLE)
WATER SERVICES
LAVATORY SERVICES
ENGINE START

TIME (MINUTES)
20

5. BULK BAGGAGE/CARGO SYSTEM

6. 1.2 CHECKED BAGS PER PASSENGER
7. 1,500 POUNDS OF CARGO
8. FULL CABIN CLEANING WITH A CREW OF FOUR

10

5.2 TERMINAL OPERATIONS, TURNAROUND STATION

MODEL MD-90-30/-30ER

1.
INDICATES CRITICAL TIMEPATH
2.
INDICATES VEHICLE POSITIONING/REMOVAL
3. 100-PERCENT LOAD FACTOR/100-PERCENT EXCHANGE
4. SINGLE BRIDGE

1.0
1.0
6.3
16.0
13.0
10.6
0.5
2.0

MIN

ENGINE RUNDOWN
BRIDGE POSITIONING
PASSENGERS DEPLANE
GALLEY SERVICING
CABIN SERVICES
PASSENGERS ENPLANE
BRIDGE REMOVAL
ENGINE START

OPERATIONS

MAIN DECK
SERVICE

LOWER DECK
SERVICE

AIRCRAFT
SERVICE

5-2

OCTOBER 2002

32.9 MINUTES

30

0
40

MAIN DECK
SERVICE

LOWER DECK
SERVICE

OCTOBER 2002

MDCK9099

53

6.4
1.0
2.0

BAGGAGE LOADING (AFT)

LOADER REMOVAL

INDICATES CRITICAL TIMEPATH

6. GALLEY/CABIN SERVICE AND CARGO HANDLING

(500 LB) ARE BASED ON TIME AVAILABLE

5. BULK BAGGAGE/CARGO SYSTEM

TIME (MINUTES)
10

5.3 TERMINAL OPERATIONS, ENROUTE STATION

MODEL MD-90-30/-30ER

2.
INDICATES VEHICLE POSITIONING/REMOVAL
3. 100-PERCENT LOAD FACTOR/55-PERCENT EXCHANGE
4. VENTRAL AND AIRSTAIR

1.

ENGINE START

CARGO LOADING (MID)

BAGGAGE LOADING (MID)

1.0
1.4
5.6
2.9
2.5
3.2
3.4

0.5
2.0

1.0
0.5
2.4
11.4
7.9
3.1

MIN

ENGINE RUNDOWN
LOADER POSITIONING
BAGGAGE OFF-LOADING (AFT)
BAGGAGE OFF-LOADING (MID)
CARGO OFF-LOADING (MID)

ENGINE START

PASSENGERS ENPLANE
STAIRS REMOVAL

ENGINE RUNDOWN
STAIRS POSITIONING
PASSENGERS DEPLANE
GALLEY SERVICING
CABIN SERVICES

OPERATIONS

17.4 MINUTES

20

OVERWING FUEL (TOPSIDE)

FUEL VENT

PRESSURE FUEL AND DEFUEL

STARTER OIL

PRESSURIZED FRESH
WATER (OPTIONAL)

EXTERNAL POWER
RECEPTACLE

JACK POINT

VSCF OIL

HYD GROUND
SERVICE PANELS

ENG
OIL

JACK POINT

CONDITIONED AIR
GROUND
CONNECTION

JACK POINT
JACK POINT

GROUND PNEUMATIC
CONNECTION

CONDITIONED AIR
GROUND CONNECTION
(OPTIONAL)
PRESSURIZED
FRESH WATER

LAVATORY

ENGINE
OIL

VSCF OIL
STARTER OIL

OVERWING FUEL (TOPSIDE)

FUEL VENT

TOP VIEW

EXTERNAL POWER
RECEPTACLE

HYD GROUND
SERVICE PANELS

PRESSURIZED FRESH WATER

FUEL VENT

GROUND PNEUMATIC
CONNECTION
LAVATORY

SIDE VIEW

SCALE
0
0

5
10

10 M
20

30

40 FT

5.4 GROUND SERVICE CONNECTIONS

MODEL MD-90-30/-30ER
5-4

MDC K9099

OCTOBER 2002

OCTOBER 2002

MDC K9099

55

OXYGEN SYSTEM
NO GROUND SERVICE CONNECTION
A. AIR CREW SYSTEM, ONE 76 FT 3 CYLINDER
B. PASSENGER SYSTEM, MODULAR SYSTEM

FUEL SYSTEM

5.4.3

5.4.4

1.2

1.2

1.4

1.4

1.0

1.3

4-2

3-4

1.4

1.4

1.4

4-6

4-7

4-7

4-11

9-3

10-9
8-8
8-11

6-6

4-2

1.5

2.8

3.3
2.6
2.6

2.0

1.3

5-7

9-10

11-3
9-2
9-2

6-10

4-6

1.7

3.0

3.4
2.6
2.6

2.1

1.4

HEIGHT ABOVE
GROUND
MAXIMUM
MINIMUM
FT-IN. METERS FT-IN.
METERS

82-7

25.2

26-5

8.1

6-10

2.1

7-2

2.2

O2 CYLINDER EXCHANGED. LOCATED IN AIR CREW COMPARTMENT.

O2 UNITS EXCHANGED. LOCATED IN ENV. PANEL UNDER THE OVERHEAD LUG. RACK OF EACH
ROW, LAVATORIES, AND CABIN ATTENDANT STATIONS.

2.3

3-10

3-10

4-7

4-7

DISTANCE FROM
AIRPLANE CENTERLINE
RIGHT SIDE
LEFT SIDE
FT-IN. METERS
FT-IN. METERS

5.4 GROUND SERVICE CONNECTION DATA

MODEL MD-90-30/-30ER

2 - OUTBOARD MAIN TANKS - 1383 GALLONS EACH

(5234 LITERS)
1 - CENTER WING TANK - 3074 GALLONS
(11,636 LITERS)

3 FUEL TANKS

1 GROUND SERVICE CONNECTION

420 GPM (1590 LPM) AT 50 PSIG (RH WING)

ELECTRICAL SYSTEM
1 GROUND SERVICE CONNECTION
115/200 VOLTS, 400 HZ, 3-PHASE, 4-WIRE
90-KVA CONT. AT 0.80 TO 1.0 P.F.

7-5

37.2

121-11

D. 1 COMBINATION ELEVATOR, RUDDER, AND

VENTRAL STAIR ACCUMULATOR, RH

(SYSTEM PRESSURE 3000 PSI SKYDROL 500B)

36.6
36.7
36.0

119-11
120-4
118-0

B. 2 THRUST REVERSER ACCUMULATORS, LH

AND RH
C. 1 ELEVATOR ACCUMULATOR, LH

25.2

25.3

82-10

METERS

83-0

6 ACCUMULATORS
A. 2 BRAKE ACCUMULATORS, LH AND RH

2 SERVICE PANELS, LH AND RH HYDRAULIC

GROUND CONNECTIONS

HYDRAULIC SYSTEM

5.4.2

5.4.1

FT-IN.

DISTANCE AFT
OF NOSE

56

MDC K9099

OCTOBER 2002

5.4.7

5.4.6

5.4.5

5.4.4

93-2

2 FUEL VENTS

34.7

7.1

23-2

113-10

13.3

10.4

34-3

43-7

36.7

120-4

4-4

1-8

11-4
44-2

2-4

39-5

1.3

0.5

3.5
13.5

0.7

12.0

2-11

4-6

4-6

1-9

11-4
44-2

2-4

39-5

0.9

1.4

1.4

0.5

3.5
13.5

0.7

12.0

DISTANCE FROM
AIRPLANE CENTERLINE
RIGHT SIDE
LEFT SIDE
FT-IN. METERS FT-IN. METERS

5.4 GROUND SERVICE CONNECTION DATA

MODEL MD-90-30/-30ER

LAVATORY SYSTEM
1 SERVICE CONNECTION
ONE 47 U.S. GALLONS (178 LITERS) WASTE
VOLUME PLUS 20 GALLONS (76 LITERS) FLUSH
REQUIRED AT 25-50 PSIG AND 30 GALLONS
(114 LITERS) PER MINUTE

1 SERVICE CONNECTION AT 10 PSIG PRESSURE

47 U.S. GALLONS (178 LITERS) AT
6 GALLONS (23 LITERS) PER MINUTE
OPTIONAL LOCATION

POTABLE WATER SERVICE

1 SERVICE CONNECTION FOR PRECONDITIONED

AIR (SEE SECTION 5.7)
OPTIONAL LOCATION

36.5

80-11

B. WING TANKS (1 SUMP EACH)

119-10

24.7
28.4

78-5

PNEUMATIC SYSTEM
1 SERVICE CONNECTION FOR AIR CONDITIONING
(SEE SECTION 5.6) AND ENGINE STARTING (SEE
SECTION 5.5)

23.9

91-2

4 SUMP DRAIN VALVES

A. CENTER WING TANK (2 SUMPS)

27.8

METERS

2 GRAVITY FEED FILLER INLETS

TOTAL CAPACITY WITH AUXILIARY TANK:

6405 U.S. GALLONS (24,242 LITERS)

FUEL SYSTEM (CONT.)

1 - AUXILIARY TANK -- 565 GAL (2,138 LITERS)
STANDARD ON -ER MODEL ONLY

FT-IN.

DISTANCE AFT
OF NOSE

6-1

5-9

6-0

6-0

6-9

6-7

5-7
7-5

3-7

8-0

1.9

1.8

1.8

1.8

2.1

2.0

1.7
2.3

1.1

2.4

6-8

6-4

6-6

6-7

7-4

7-2

5-10
7-10

3-11

8-0

2.0

1.9

2.0

2.0

2.2

2.2

1.8
2.4

1.2

2.6

HEIGHT ABOVE
GROUND
MINIMUM
MAXIMUM
FT-IN. METERS FT-IN. METERS

OCTOBER 2002

MDC K9099

57

5.4.8
34.1
34.5

111-10
113-2

METERS

11-5

7-2
3.5

2.2
11-5

7-2
3.5

2.2

DISTANCE FROM
AIRPLANE CENTERLINE
RIGHT SIDE
LEFT SIDE
FT-IN. METERS
FT-IN. METERS

5.4 GROUND SERVICE CONNECTION DATA

MODEL MD-90-30/-30ER

B. VSCF GENERATOR GRAVITY FEED-CAN,

REFER TOMID-90 STANDARD PRACTICE
MAINTENANCE MANUAL

ENGINE SERVICE SYSTEM

2 SERVICE POINTS
A. OIL GRAVITY FILL-CAN SYSTEM OF
5.5 U.S. GALLONS (21 LITERS)
OIL TYPE SPECIFIED BY IAE

FT-IN.

DISTANCE AFT
OF NOSE

8-3

8-8
2.5

2.6

8-9

9-2

2.7

2.8

HEIGHT ABOVE
GROUND
MINIMUM
MAXIMUM
FT-IN. METERS
FT-IN. METERS

GROUND CONNECTION AIRFLOW

110

240

200

180

3
(9

100

90

.3

C)

C)
4 )
.
C
04
F
2
(2 6 0
0
30 0F F ( 2
40 0 0
5

00

160

(1

.
48

80

(KG/MIN)

A
G IR T
RO E
U N MP
D ER
0
CO AT
F
( - 1 NN UR
EC E A
10
7.
8
TO T
0
C
F
R
)
(3
7.
8
C
)

REQUIRED AIRFLOW (LB/MIN)

220

70

140
60
120
50
100
40
80

2.0

40
2.5

50

60

70

3.0
3.5
4.0
4.5
PRESSURE AT GROUND CONNECTOR

5.0

(PSIA)
(KG/CM2 ABS)

REQUIRED PRESSURE AT GROUND

CONNECTOR (PSIA)*

60

4.0

SEA LEVEL 0-5 00

F (-1 7.8 -26 0C )

50

3.5
3.0

8000 FT 0-500F (-17.8-2

60C)

40

2.5

EXAMPLE:
AMBIENT TEMPERATURE = 55F (13C)
GROUND CONNECTION TEMPERATURE
= 200F (93.3C)
REQUIRED PRESSURE AT GROUND
CONNECTION = 38 PSIA (2.7 KG/CM2 ABS)
REQUIRED AIRFLOW AT GROUND
CONNECTION = 145 LB/MIN (65.8 KG/MIN)

30
20
10
-60

-50

-40

-20

-40

-30

-20

20

-10

40

2.0
1.5
1.0
60

10

(KG/CM 2ABS)

30

80

20

30

100

40

120

(F)

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-90-30/-30ER
58

MDC K9099

OCTOBER 2002

INITIAL CABIN TEMP AT 0F ( -17.8C). OUTSIDE AIR TEMP AT 0F ( -17.8C). NO GALLEY LOAD, CLOUDY DAY,
NO LIGHTS. P = 12 TO 70 PSIG AT THE GROUND CONNECTION. TEMP AT GROUND CONNECTION = 300F (148.9C)

200

22 PSIG

80
70
60
50

31 PSIG
26 PSIG
HEATING

18 PSIG

12 PSIG AT GROUND CONNECTION

(LB PER MINUTE)

GROUND CONNECT AIRFLOW (W)

(KG PER MINUTE)

90

150

TWO SYSTEMS
31 PSIG
26 PSIG
22 PSIG
18 PSIG
12 PSIG AT GROUND CONNECTION

100

40

ONE SYSTEM
NOTE:
FOR PRESSURES ABOVE 31 PSIG
USE 31 PSIG IN FLOW EQUATIONS

30
50

20

25

50

75

100

TIME TO HEAT CABIN TO 70F (21.0C) (MINUTES)

INITIAL CABIN TEMP AT 103F (39.4C). OUTSIDE AIR TEMP AT 103F (39.4C). SOLAR LOAD x 2620 BTU/HR.
BRIGHT DAY; SOLAR IRRADIATION; NO GALLEY LOAD; DAY LIGHTING ON; NO PASSENGERS. P = 12 TO 70 PSIG AT
THE GROUND CONNECTION. TEMP AT GROUND CONNECTION = 410F (210C)

200
33 PSIG
31 PSIG

80
70
60
50

COOLING
45% RELATIVE HUMIDITY

(LB PER MINUTE)

GROUND CONNECT AIRFLOW (W)

(KG PER MINUTE)

90

26 PSIG

150

22 PSIG
20% RELATIVE HUMIDITY

100

18 PSIG AT GROUND CONNECTION

40

TWO SYSTEMS
NOTE:
FOR PRESSURES ABOVE 33 PSIG
USE 33 PSIG IN FLOW EQUATION

30
20

50

25

50

75

100

TIME TO COOL CABIN TO 80F (26.7C) (MINUTES)

CAUTION: ELECTRICAL POWER IS REQUIRED WHENEVER THE
AIR-CONDITIONING SYSTEM IS OPERATED

5.6 GROUND PNEUMATIC POWER REQUIREMENTS

MODEL MD-90-30/-30ER
OCTOBER 2002

MDC K9099

59

1 CABIN AT 75F (24C). 7 CREW, 172 PASSENGERS, NO GALLEY LOAD. BRIGHT DAY, SOLAR
IRRADIATION, SOLAR LOAD x 2620 BTU/HR. DAY ELECTRICAL LOAD x 5150 BTU/HR.
2 CABIN AT 80F (26.7C). 7 CREW, 172 PASSENGERS, NO GALLEY LOAD. BRIGHT DAY, SOLAR
IRRADIATION, SOLAR LOAD x 2620 BTU/HR. DAY ELECTRICAL LOAD x 5150 BTU/HR.
3 CABIN AT 75F (24C). 3 CREW MEMBERS ONLY. BRIGHT DAY, SOLAR IRRADIATION,
SOLAR LOAD x 2620 BTU/HR. ELECTRICAL LOAD x 5150 BTU/HR. GALLEY LOAD x 3000 BTU/HR.
4 5 AND 6 CABIN TEMP AT 70F (21C). NO CREW, NO PASSENGERS, CLOUDY DAY OR NIGHT.
.
NO SOLAR IRRADIATION. NO ELECTRICAL LOAD. NO GALLEY LOAD.
220

1
2
3

AT OUTSIDE
TEMP OF
103F (39.4C)

200

90

25-IN. H2 0 PRESSURE
AT GROUND
CONNECTION

180

80

160
70

60

50

AIRFLOW (LB PER MINUTE)

AIRFLOW (KG PER MINUTE)

20-IN. H2 0 PRESSURE
15-IN. H2 0 PRESSURE
140
10-IN. H2 0 PRESSURE

120

100
5-IN. H2 0 PRESSURE

40
80

AT OUTSIDE
TEMP OF:
4
0F (-17.8C)
5 20F (-29C)
6 40F (-40C)

30
60

20

40

10
10

30
0

50
10

70
20

90
30

110
40

130
50

150 (F)
0 ((C)
60

INLET TEMPERATURE

5.7 PRECONDITIONED AIRFLOW REQUIREMENTS

MODEL MD-90-30/-30ER
510

MDC K9099

OCTOBER 2002

MDC K9099

DRAW 4
BAR
PULL
(1,000 KG)

8
(1,000 LB)
7

10

11

12

13

14

15

4
(1,000 KG)

8
(1,000 LB)

12

5-11

16

20

10

ICE = 0.05

HARD SNOW = 0.2

IDLE THRUST

BACKING AGAINST

5.8 GROUND TOWING REQUIREMENTS

MODEL MD-90-30/-30ER

TOTAL TRACTION WHEEL LOAD

DRY CONCRETE OR
ASPHALT = 0.8

WET CONCRETE = 0.57

UNUSUAL BREAKAWAY CONDITIONS NOT REFLECTED

ESTIMATED FOR TOW VEHICLES WITH RUBBER TIRES
COEFFICIENTS OF FRICTION ( ) APPROXIMATE

WET ASPHALT = 0.75

NO ENGINE THRUST

OCTOBER 2002
2

3
PERCENT SLOPE

40

60

80

100

(1,000 LB)

120

140

160

168.5

10

20

30

40

50

60

70

80

AIRPLANE
GROSS
WEIGHT
(1,000 KG)

This page intentionally left blank

5-12

MDC K9099

OCTOBER 2002

6.0 OPERATING CONDITIONS

6.1 Jet Engine Exhaust Velocities and
Temperatures
6.2 Airport and Community Noise

OCTOBER 2002

MDC K9099

This page intentionally left blank

MDC K9099

OCTOBER 2002

HEIGHT ABOVE GROUND

OCTOBER 2002

DISTANCE FROM AIRPLANE CENTERLINE

MDC K9099

61

10

40

20

20

40

10

10

-10

-20
0

0
10

40

PROFILE VELOCITIES
(MPH)
35
45
60
75
100

20

60
20

30
METERS

40

140

GROUND PLANE

DISTANCE AFT OF TAIL (FT)

80
100
120

AFT END OF AIRPLANE

50

160

220

CL AIRPLANE

60

200

70

CONVERSION FACTORY
1 MPH = 1.6 KM PER HOUR

180

6. BOTH ENGINES (V2500-D5) AT 950 LB THRUST EACH

5. INCLUDES EFFECTS OF TIRES IN COLD WEATHER

240

4. SEA LEVEL STATIC -- STANDARD DAY -- ZERO RAMP GRADIENT

3. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT

ON CONTOURS

2. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR

6.0 OPERATING CONDITIONS

6.1 JET ENGINE EXHAUST VELOCITIES AND TEMPERATURES
6.1.1 JET ENGINE EXHAUST VELOCITY CONTOURS, BREAKAWAY POWER (ESTIMATED)
MODEL MD-90-30

PLAN VIEW

-40

ELEVATION

METERS

(FT) METERS

20

40

(FT)

PROFILE VELOCITIES
(MPH)
35
45
60
75
100

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/PLANNER

HEIGHT ABOVE GROUND

62

DISTANCE FROM AIRPLANE CENTERLINE

MDC K9099

OCTOBER 2002

20
40
60

40
20

60

(FT)

30

-30

60

200
90
METERS

120

DISTANCE AFT OF TAIL (FT)

300
400
150

500

GROUND PLANE

210

700

CONVERSION FACTORY
1 MPH = 1.6 KM PER HOUR

CL AIRPLANE

180

600

240

800

5. BOTH ENGINES (V2500-D5) AT 950 LB THRUST EACH

4. SEA LEVEL STATIC -- STANDARD DAY -- ZERO RAMP GRADIENT

3. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT

ON CONTOURS

2. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR

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/PLANNER

6.0 OPERATING CONDITIONS

6.1 JET ENGINE EXHAUST VELOCITIES AND TEMPERATURES
6.1.2 JET ENGINE EXHAUST VELOCITY CONTOURS, TAKEOFF POWER (ESTIMATED)
MODEL MD-90-30

PLAN VIEW

5
10
20

PROFILE VELOCITIES
(MPH)
35
45
60
75
100
150
METERS
200
300
15
10
5

100

AFT END OF AIRPLANE

ELEVATION

15
10
5

-100

40
20

60

(FT)

PROFILE VELOCITIES
(MPH)
35
45
60
75
100
150
200
300
METERS

HEIGHT ABOVE GROUND

OCTOBER 2002

DISTANCE FROM AIRPLANE CENTERLINE

MDC K9099

63

40

20

20

40

(FT)

20

40

(FT)

10

10

-10

PLAN VIEW

-40

ELEVATION

METERS

10

METERS

0
10

40

35
60
100

PROFILE VELOCITIES
(MPH)

20

60
20

100
40

CL AIRPLANE

120

140

CONVERSION FACTORY
1 MPH = 1.6 KM PER HOUR

30
METERS

80

DISTANCE AFT OF TAIL (FT)

GROUND PLANE

50

160

180

60

200

5. BOTH ENGINES (V2500-D5) AT 950 LB THRUST EACH

220
70

240

4. SEA LEVEL STATIC -- STANDARD DAY -- ZERO RAMP GRADIENT

3. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT

ON CONTOURS

2. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR

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/PLANNER

6.0 OPERATING CONDITIONS

6.1 JET ENGINE EXHAUST VELOCITIES AND TEMPERATURES
6.1.3 JET ENGINE EXHAUST VELOCITY CONTOURS, IDLE POWER (ESTIMATED)
MODEL MD-90-30

-20

AFT END OF AIRPLANE

35
60
100

PROFILE VELOCITIES
(MPH)

6.1.4 Jet Engine Exhaust Temperature

Jet engine exhaust temperature contour lines have not been presented because the adverse effects of
exhaust temperature at any given position behind the aircraft fitted with these high-bypass engines are
considerably less than the effects of exhaust velocity..

64

MDC K9099

OCTOBER 2002

6.2 Airport and Community Noise

Airport noise is of major concern to the airport and community planner. The airport is a major element of
the communitys transportation system and, as such, is vital to its growth. However, the airport must also
be a good neighbor, and this can be accomplished only with proper planning. Since aircraft noise extends
beyond the boundaries of the airport, it is vital to consider the impact on surrounding communities. Many
means have been devised to provide the planner with a tool to estimate the impact of airport operations.
Too often they oversimplify noise to the point where the results become erroneous. Noise is not a simple
subject; therefore, there are no simple answers.
The cumulative noise contour is an effective tool. However, care must be exercised to ensure that the
contours, used correctly, estimate the noise resulting from aircraft operations conducted at an airport.
The size and shape of the single-event contours, which are inputs into the cumulative noise contours, are
dependent upon numerous factors. They include:
1.

Operational Factors
(a) Aircraft Weight --- Aircraft weight is dependent on distance to be traveled, en route
winds, payload, and anticipated aircraft delay upon reaching the destination.
(b) Engine Power Settings The rates of ascent and descent and the noise levels emitted at
the source are influenced by the power setting used.
(c) Airport Altitude Higher airport altitude will affect engine performance and thus can
influence noise.

2.

Atmospheric Conditions Sound Propagation

(a) Wind --- With stronger headwinds, the aircraft can take off and climb more rapidly
relative to the ground. Also, winds can influence the distribution of noise in surrounding
communities.
(b) Temperature and Relative Humidity --- The absorption of noise in the atmosphere along
the transmission path between the aircraft and the ground observer varies with both
temperature and relative humidity.

3.

Surface Condition Shielding, Extra Ground Attenuation (EGA)

Terrain --- If the ground slopes down after takeoff or up before landing, noise will be reduced
since the aircraft will be at a higher altitude above the ground. Additionally, hills, shrubs,
trees, and large buildings can act as sound buffers.

OCTOBER 2002

MDC K9099

65

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

CONDITION 1
LANDING:
MAXIMUM DESIGN LANDING WEIGHT
10-KNOT HEADWIND
3-DEG APPROACH
84F
HUMIDITY 15%

TAKEOFF:
MAXIMUM DESIGN TAKEOFF WEIGHT
ZERO WIND
84F
HUMIDITY 15%

CONDITION 2

CONDITION 1

CONDITION 2
LANDING:
85% OF MAXIMUM DESIGN LANDING WEIGHT
10-KNOT HEADWIND
3-DEG APPROACH
59F
HUMIDITY 70%

66

TAKEOFF:
80% OF MAXIMUM DESIGN TAKEOFF WEIGHT
10-KNOT HEADWIND
59F
HUMIDITY 70%

MDC K9099

OCTOBER 2002

7.0 PAVEMENT DATA

7.1 General Information
7.2 Footprint
7.3 Maximum Pavement Loads
7.4 Landing Gear Loading on Pavement
7.5 Flexible Pavement Requirements
7.6 Flexible Pavement Requirements, LCN
Conversion
7.7 Rigid Pavement Requirements
7.8 Rigid Pavement Requirements, LCN
Conversion
7.9 ACN-PCN Reporting System: Flexible
and Rigid Pavements

OCTOBER 2002

MDC K9099

This page intentionally left blank

MDC K9099

OCTOBER 2002

7.0 PAVEMENT DATA

7.1

General Information

A brief description of the following pavement charts will be helpful in their use for airport planning.
Each airplane configuration is shown with a minimum range of five loads imposed on the main landing
gear to aid in interpolation between the discrete values shown. All curves for any single chart represent
data based on rated loads and tire pressures considered normal and acceptable by current aircraft tire
manufacturer's standards.
Section 7.2 presents basic data on the landing gear footprint configuration, maximum design taxi loads,
and tire sizes and pressures.
Maximum pavement loads for certain critical conditions at the tire-ground interfaces are shown in
Section 7.3.
Pavement requirements for commercial airplanes are customarily derived from the static analysis of loads
imposed on the main landing gear struts. The chart in Section 7.4 is provided in order to determine these
loads throughout the stability limits of the airplane at rest on the pavement. These main landing gear
loads are used as the point of entry to the pavement design charts, interpolating load values where necessary.
The flexible pavement design curves (Section 7.5) are based on procedures set forth in Instruction Report
No. S-77-1, "Procedures for Development of CBR Design Curves," dated June 1977, and as modified
according to the methods described in FAA Advisory Circular 150/5320-6D, "Airport Pavement Design
and Evaluation," dated July 7, 1995. Instruction Report No. S-77-1 was prepared by the U.S. Army Corps of
Engineers Waterways Experiment Station, Soils and Pavements Laboratory, Vicksburg, Mississippi. The
line showing 10,000 coverages is used to calculate Aircraft Classification Number (ACN).
The following procedure is used to develop the flexible pavement curves:
1.

Having established the scale for pavement depth at the bottom and the scale for CBR at the
top, an arbitrary line is drawn representing 6,000 annual departures.

2.

Values of the aircraft gross weight are then plotted.

3.

Additional annual departure lines are drawn based on the load lines of the aircraft gross
weights already established.

4.

An additional line representing 10,000 coverages (used to calculate the Aircraft Classification Number)
is also placed.

OCTOBER 2002

MDC K9099

71

Rigid pavement design curves (Section 7.7) have been prepared with the use of the Westergaard equation
in general accordance with the relationships outlined in the 1955 Edition of "Design of Concrete-Airport
Pavement" published by the Portland Cement Association, 33 W. Grand Ave., Chicago, Illinois, but
modified to the new format described in the 1968 Portland Cement Association publication, "Computer
Program for Airport Pavement Design" (Program PDILB) by Robert G. Packard.
The following procedure is used to develop the rigid pavement design curves such as that shown in
Section 7.7:
1.

Having established the scale for pavement thickness to the left and the scale for allowable
working stress to the right, an arbitrary load line is drawn representing the main landing gear
maximum weight to be shown.

2.

All values of the subgrade modulus (k-values) are then plotted.

3.

Additional load lines for the incremental values of weight on the main landing gear are then
established on the basis of the curve for k = 300, already established.

All Load Classification Number (LCN) curves (Sections 7.6 and 7.8) have been plotted from data in
the International Civil Aviation Organization (ICAO) Document 7290-AN/865/2, Aerodrome Manual,
Part 2, "Aerodrome Physical Characteristics," 2nd Edition, 1965.
On the same charts showing LCN versus equivalent single wheel load, there are load plots for airplane
Model MD-90-30 showing equivalent single wheel load versus pavement thickness for flexible
pavements and versus radius of relative stiffness for rigid pavements.
Procedures and curves provided in the ICAO Aerodrome Manual Part 2, Chapter 4 are used to
determine equivalent single wheel loads for use in making LCN conversion of rigid pavement
requirements.
Note: Pavement requirements are presented for loads, tires and tire pressures presently certified
for commercial usage. All curves represent data at a constant specified tire pressure.
The ACN-PCN system (Section 7.9) as referenced in ICAO Annex 14, Aerodromes, 3rd Edition,
July 1999, provides a standardized international airplane/pavement rating system replacing the various
S, T, TT, LCN, AUW, ISWL, etc., rating systems used throughout the world. ACN is the Aircraft
Classification Number and PCN is the corresponding Pavement Classification Number. An aircraft
having an ACN equal to or less than the PCN can operate without restriction on the pavement.
Numerically, the ACN is two times the derived single wheel load expressed in thousands of kilograms,
where the derived single wheel load is defined as the load on a single tire inflated to 1.25 MPa (181 psi)
that would have the same pavement requirements as the aircraft. Computationally, the ACN-PCN system
uses PCA program PDILB for rigid pavements and S-77-1 for flexible pavements to calculate ACN
values. The method of pavement evaluation is left up to the airport with the results of its evaluation
presented as follows:
72

MDC K9099

OCTOBER 2002

PCN
(s)

PAVEMENT
CLASSIFICATION
NUMBER
(BEARING
STRENGTH
FOR UNRESTRICTED
OPERATIONS)

CODE

PAVEMENT
TYPE

RIGID

FLEXIBLE

SUBGRADE
CODE CATEGORY
A

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
3
MN/M )
(OR CBR
= 3)

TIRE
PRESSURE
CODE CATEGORY
W
X

CODE

EVALUATION
METHOD

TECHNICAL

USING
AIRCRAFT

HIGH
(NO LIMIT)
MEDIUM
(LIMITED TO
1.5 MPa)
LOW
(LIMITED TO
1.0 MPa)
VERY LOW
(LIMITED TO
0.5 MPa)

This document has been partially revised to incorporate key information for the MD-90-30ER with a
maximum ramp weight of 168,500 lbs (76,430 kgs). Due to the fact that there were only two aircraft
delivered in this higher weight configuration when production of the model ceased, only limited charts in
this section have been revised for the MD-90-30ER. The modified/new charts are limited to the following:
7.2
7.3
7.4
7.9.3
7.9.4

Footprint
Maximum Pavement Loads
Landing Gear Loading on Pavement
Aircraft Classification Number - Flexible Pavement (168,500 lbs)
Aircraft Classification Number - Rigid Pavement (168,500 lbs)

Contact Airport Technology for any additional data needed for this high weight model at:
Attention: Airport Technology
Telephone: 425-237-0126
Fax: 425-237-8281
Email: AirportTechnology@Boeing.com
Website: www.boeing.com/airports

OCTOBER 2002

MDC K9099

73

MAXIMUM DESIGN
TAXI WEIGHT

MD-90-30

MD-90-30ER

157,000 LB
(71,214 KG)

168,500 LB
(76,430 KG)

PERCENT OF WEIGHT
ON MAIN GEAR

SEE SECTION 7.4

NOSE TIRE SIZE

26 x 6.6 12 PR

SEE SECTION 7.4

26 x 6.6 12 PR
2

NOSE TIRE PRESSURE

160 PSI (11.3 KG/CM )

170 PSI (11.9 KG/CM )

MAIN GEAR TIRE SIZE

H 44.5 x 16.5 21 26 PR

H 44.5 x 16.5 21 26 PR

MAIN GEAR TIRE

PRESSURE

190 PSI (13.4 KG/CM )

193 PSI (13.6 KG/CM 2 )

20.6 IN. (52.3 CM)

20 FT 4.8 IN.
(6.22 M)

28.1 IN. (71.4 CM)

16 FT 8.2 IN.
(5.09 M)
77 FT 2 IN. (23.5 M)
14.0 IN.
(35.6 CM)

7.2 FOOTPRINT
MODEL MD-90-30/-30ER
74

MDC K9099

OCTOBER 2002

OCTOBER 2002

MDC K9099

75

V NG

14,710
15,328

157,000

168,500

MD-90-30

MD-90-30ER

21,205

20,230

LB

9,618

9,180

KG

STATIS + BREAKING
10 FT/SEC 2
DECLERATION

79,167

75,740

LB

35,909

34,360

KG

MAXIMUM LOAD
OCCURRING
AT STATIC
AFT C.G.

V MG PER
STRUT (2)
AFT C.G.

V MG

7.3 MAXIMUM PAVEMENT LOADS

MODEL MD-90-30/-30ER

6,952

6,670

KG

STATIC AT MOST
FORWARD C.G.

LB

MAXIMUM
DESIGN TAXI
WEIGHT

LB

MODEL

V NG

26,168

24,400

LB

11,870

11,070

KG

63,334

56,050

LB

28,728

25,420

KG

AT
INSTANTANEOUS
BRAKING (COEFF.
OF FRICTION 0.8)

H PER STRUT (2)

AT STEADY
BRAKING
10 FT/SEC 2
DECELERATION

NOTE: ALL LOADS CALCULATED USING AIRPLANE MAXIMUM DESIGN TAXI WEIGHT

LEGEND: V NG = MAXIMUM VERTICAL NOSEGEAR GROUND LOAD AT MOST FORWARD C.G.

V MG= MAXIMUM VERTICAL MAIN GEAR GROUND LOAD AT MOST AFT C.G.
H = MAXIMUM HORIZONTAL GROUND LOAD FROM BRAKING

7.4 Landing Gear Loading on Pavement

To obtain the airplane weight on the following pavement charts, an equivalent main landing gear weight
must be determined.
In the example shown for the MD-90-30 in Section 7.4.1, for a gross weight of 105,000 lb at 96.48% weight
on main gear, the equivalent weight on the main landing gear is 101,200 lb.

76

MDC K9099

OCTOBER 2002

NOTE: UNSHADED AREAS REPRESENT OPERATIONAL LIMITS

10 5 0 5 10 15 20 25 30 35 40
160

160

PERCENT MAC

HT
EIG
W
I

150

UM
XIM

,0
57

00

LB

70
150

AX
NT
SIG

DE

MA

140

140

120

120

110

110

100

100

90

90

C.G. FOR ACN

CALCULATIONS

80

50

40

80

70

70

96.48

30
60

60
80

85
90
95
PERCENT OF WEIGHT ON MAIN GEAR

100

7.4.1 LANDING GEAR LOADING ON PAVEMENT

MODEL MD-90-30
OCTOBER 2002

MDC K9099

77

AIRPLANE GROSS WEIGHT (1,000 KG)

130
AIRPLANE GROSS WEIGHT (1,000 LB)

WEIGHT ON MAIN LANDING GEAR (1,000 LB)

60
130

NOTE: UNSHADED AREAS REPRESENT OPERATIONAL LIMITS

-10 -5

0 5 10 15 20 25 30

170

170
PERCENT MAC

HT
IG

160

75

LB

160

E
W
XI

GN
SI

70

DE

150

140

140

130

130

120

120

110

110

C.G. FOR ACN

CALCULATIONS

93.96

100

90

80

85

90

95

100

100

65

60

55

AIRPLANE GROSS WEIGHT (1,000 KG)

UM

TA

AIRPLANE GROSS WEIGHT (1,000 LB)

IM

AX

150

WEIGHT ON MAIN LANDING GEAR (1,000 LB)

16

0
50
8,

50

45

90
40

PERCENT OF WEIGHT ON MAIN GEAR

7.4.2 LANDING GEAR LOADING ON PAVEMENT

MODEL MD-90-30ER
78

MDC K9099

OCTOBER 2002

7.5 Flexible Pavement Requirements -- U.S. Army Corps of Engineers Method (S-77-1)
The following flexible-pavement design chart presents data for 5 incremental main-gear weights at a
constant main-gear tire pressure of 200 psi (14.1 kg/cm2 ).
In the example shown for the MD-90-30, for a CBR of 7.0, a main-gear load of 100,000 lb, and an
annual departure level of 6,000, the required pavement thickness is 24.5 inches.
The line showing 10,000 coverages is used for ACN calculations (see section 7.9).
The FAA design method uses a similar procedure using total airplane weight instead of weight on
main landing gear. The equivalent main gear loads for a given airplane weight can be calculated from
Section 7.4.

OCTOBER 2002

MDC K9099

79

NOTES:

H44.5 x 16.521, 26 PR TIRES

2
TIRE PRESSURE CONSTANT AT 200 PSI (14.1 KG/CM )
SUBGRADE STRENGTH (CBR)

9 10

15

20

WEIGHT ON MAIN
LANDING GEAR
(SEE SECTION 7.4)
LB
(KG)
151,500 (68,720)
140,000 (63,500)
120,000 (54,400)
100,000 (45,400)
80,000 (36,300)

25

30

40

50

MAX POSSIBLE MAIN

GEAR LOAD AT MAX
DESIGN TAXI WEIGHT
AND AFT C.G.4

10,000 COVERAGES
(USED FOR ACN
CALCULATIONS)

ANNUAL
DEPARTURES
1,200
3,000
6,000
15,000
25,000
* 20-YEAR PAVEMENT LIFE

10

15

20

9 10

INCHES

15

25
30
40
(CENTIMETERS)

20

50

25

60

30

80

40

100

FLEXIBLE PAVEMENT THICKNESS

7.5.1 FLEXIBLE PAVEMENT REQUIREMENTS

U.S. ARMY CORPS OF ENGINEERS/FAA DESIGN METHOD
MODEL MD-90-30
MDC K9099

50

120

7.6 Flexible Pavement Requirements, LCN Conversion

To determine the airplane weight that can be accommodated on a particular flexible airport pavement,
both the LCN of the pavement and the thickness (h) of the pavement must be known.
In the example shown for the MD-90-30, the flexible pavement thickness is 30 inches and the LCN is 70.
For these conditions, the weight on the main landing gear is 110,000 pounds.
Note: If the resulting aircraft LCN is not more than 10 percent above the published pavement LCN, the
bearing strength of the pavement can be considered sufficient for unlimited use by the airplane.
The figure of 10 percent has been chosen as representing the lowest degree of variation in LCN
which is significant. (Reference: ICAO Aerodrome Design Manual, Part 2, "Aerodrome Physical
Characteristics," Chpt. 4, Para. 4.1.5.7v, 2nd Edition, 1965.)

OCTOBER 2002

MDC K9099

711

712

MDC K9099

10

20

30

30

15

20

30

INCHES

40

50

60
70

60

80

(CENTIMETERS)

50

100
120 140 160

15

30

40

50

60

70 80 90 100
LOAD CLASSIFICATION NUMBER (LCN)

20

H44.5 x 16.5-21, 26 PR TIRES

TIRE PRESSURE CONSTRAINT AT 200 PSI

7.6.1 FLEXIBLE PAVEMENT REQUIREMENTS, LCN CONVERSION

MODEL MD-90-30

FLEXIBLE PAVEMENT THICKNESS

40

(36,300)

80,000

(54,400)

120,000

40

(68,720)
(63,500)

151,500
140,000

(45,400)

(KG)

LB

WEIGHT ON
MAIN LANDING GEAR
(SEE SECTION 7.4)

100,000

10

MAXIMUM POSSIBLE MAIN GEAR

LOAD AT MAXIMUM DESIGN TAXI
WEIGHT AND AFT C.G.

EQUIVALENT SINGLE WHEEL LOADS ARE

DERIVED BY METHODS SHOWN IN ICAO
AERODROME MANUAL, PART 2, PARA. 4.1.3.

50

60

70

80

90

100

NOTE:

10

20

30

40

EQUIVALENT SINGLE WHEEL LOAD (1,000 KG)

EQUIVALENT SINGLE WHEEL LOAD (1,000 KG)

OCTOBER 2002

7.7 Rigid Pavement Requirements, Portland Cement Association Design Method

The following rigid-pavement design chart presents data for 5 incremental main-gear weights at a
constant main-gear tire pressure of 200 psi (14.1 kg/cm2 ).
In the example shown for the MD-90-30, for an allowable working stress of 400 psi, a main-gear load of
127,000 lb, and a subgrade strength k of 150, the required rigid-pavement thickness is 12 inches.

OCTOBER 2002

MDC K9099

713

NOTES:
(CM)
50

PSI

20

900

(KG/CM2 )

800
WEIGHT ON MAIN LANDING GEAR
(SEE SECTION 7.4)
LB
(KG)
151,500 (68,720)
140,000 (63,500)
120,000 (54,400)
100,000 (45,400)
80,000 (36,300)

16

PAVEMENT THICKNESS

60

14

600
k = 75
k = 150
k = 300
k = 550

12

50

700

500

ALLOWABLE WORKING STRESS

18

40

30

IN.

MAXIMUM POSSIBLE MAIN GEAR

LOAD AT MAXIMUM DESIGN TAXI
WEIGHT AND AFT C.G.

45

35

H44.5 x 16.521, 26 PR TIRES

TIRE PRESSURE CONSTANT AT 200 PSI (14.1 KG/CM2 )

40

30
25

20

10

400

300

200

20

NOTE: THE VALUES OBTAINED BY USING THE MAX LOAD REFERENCE LINE AND ANY VALUES OF k ARE EXACT.
FOR LOADS LESS THAN MAXIMUM, THE CURVES ARE EXACT FOR k = 300, BUT DEVIATE SLIGHTLY FOR
OTHER VALUES OF k.
REF:

DESIGN OF CONCRETE AIRPORT PAVEMENT" AND "COMPUTER PROGRAM FOR AIRPORT PAVEMENT
DESIGN -- PROGRAM PDILB," PORTLAND CEMENT ASSOCIATION.

7.7.1 RIGID PAVEMENT REQUIREMENTS,

PORTLAND CEMENT ASSOCIATION DESIGN METHOD
MODEL MD-90-30
714

MDC K9099

OCTOBER 2002

7.8 Rigid Pavement Requirements, LCN Conversion

To determine the airplane weight that can be accommodated on a particular rigid airport pavement, both
the LCN of the pavement and the radius of relative stiffness must be known.
In the example shown in section 7.8.2, the rigid pavement radius of relative stiffness is 35 inches and the
LCN is 70. For these conditions, the weight on the main landing gear is 115,000 pounds.
Note: If the resulting aircraft LCN is not more than 10 percent above the published pavement LCN, the
bearing strength of the pavement can be considered sufficient for unlimited use by the airplane. The
figure of 10 percent has been chosen as representing the lowest degree of variation in LCN which is
significant. (Reference: ICAO Aerodrome Design Manual, Part 2, Aerodrome Physical Characteristics,
Chpt. 4, Para. 4.1.5.7v, 2nd Edition, 1965.)

OCTOBER 2002

MDC K9099

715

RADIUS OF RELATIVE STIFFNESS ( )

VALUES IN INCHES

l=
WHERE: E
k
d

d (IN.)

k = 75

=
=
=
=

Ed 3

12(1- )k

= 24.1652

d3
k

YOUNGS MODULUS = 4 x 106 PSI

SUBGRADE MODULUS, LB/IN.3
RIGID-PAVEMENT THICKNESS, IN.
POISSONS RATIO = 0.15

k = 100

k = 150

k = 200

k = 250

k = 300

k = 350

k = 400

k = 500

k = 550

6.0
6.5
7.0
7.5

31.48
33.43
35.34
37.22

29.30
31.11
32.89
34.63

26.47
28.11
29.72
31.29

24.63
26.16
27.65
29.12

23.30
24.74
26.15
27.54

22.26
23.64
24.99
26.32

21.42
22.74
24.04
25.32

20.72
22.00
23.25
24.49

19.59
20.80
21.99
23.16

19.13
20.31
21.47
22.61

8.0
8.5
9.0
9.5

39.06
40.88
42.67
44.43

36.35
38.04
39.71
41.35

32.85
34.37
35.88
37.36

30.57
31.99
33.39
34.77

28.91
30.25
31.58
32.89

27.62
28.91
30.17
31.42

26.58
27.81
29.03
30.23

25.70
26.90
28.08
29.24

24.31
25.44
26.55
27.65

23.74
24.84
25.93
27.00

10.0
10.5
11.0
11.5

46.18
47.90
49.60
51.28

42.97
44.57
46.16
47.72

38.83
40.28
41.71
43.12

36.14
37.48
38.81
40.13

34.17
35.45
36.71
37.95

32.65
33.87
35.07
36.26

31.42
32.59
33.75
34.89

30.39
31.52
32.64
33.74

28.74
29.81
30.87
31.91

28.06
29.11
30.14
31.16

12.0
12.5
13.0
13.5

52.94
54.59
56.22
57.83

49.27
50.80
52.32
53.82

44.52
45.90
47.27
48.63

41.43
42.72
43.99
45.26

39.18
40.40
41.61
42.80

37.44
38.60
39.75
40.89

36.02
37.14
38.25
39.35

34.84
35.92
36.99
38.06

32.95
33.97
34.99
35.99

32.17
33.17
34.16
35.14

14.0
14.5
15.0
15.5

59.43
61.02
62.59
64.15

55.31
56.78
58.25
59.70

49.98
51.31
52.63
53.94

46.51
47.75
48.98
50.20

43.98
45.16
46.32
47.47

42.02
43.15
44.26
45.36

40.44
41.51
42.58
43.64

39.11
40.15
41.19
42.21

36.99
37.97
38.95
39.92

36.12
37.08
38.03
38.98

16.0
16.5
17.0
17.5

65.69
67.23
68.75
70.26

61.13
62.56
63.98
65.38

55.24
56.53
57.81
59.08

51.41
52.61
53.80
54.98

48.62
49.75
50.88
52.00

46.45
47.54
48.61
49.68

44.70
45.74
46.77
47.80

43.23
44.24
45.24
46.23

40.88
41.84
42.78
43.72

39.92
40.85
41.78
42.70

18.0
19.0
20.0
21.0

71.76
74.73
77.66
80.55

66.78
69.54
72.27
74.96

60.34
62.84
65.30
67.74

56.16
58.48
60.77
63.04

53.11
55.31
57.47
59.62

50.74
52.84
54.91
56.96

48.82
50.84
52.84
54.81

47.22
49.17
51.10
53.01

44.66
46.51
48.33
50.13

43.61
45.41
47.19
48.95

22.0
23.0
24.0
25.0

83.41
86.24
89.04
91.81

77.63
80.26
82.86
85.44

70.14
72.52
74.87
77.20

65.28
67.49
69.68
71.84

61.73
63.83
65.90
67.95

58.98
60.98
62.96
64.92

56.75
58.68
60.58
62.46

54.89
56.75
58.59
60.41

51.91
53.67
55.41
57.14

50.69
52.41
54.11
55.79

7.8.1 RADIUS OF RELATIVE STIFFNESS

(REFERENCE: PORTLAND CEMENT ASSOCIATION)
716

MDC K9099

OCTOBER 2002

OCTOBER 2002

MDC K9099
60

80

100

120

50

150

60

70

200

80

EQUIVALENT SINGLE WHEEL LOAD (1,000 LB)

717

40

50

60

70 80 90 100

LOAD CLASSIFICATION NUMBER (LCN)

30

10

20

30

40

H44.5 x 16.5-21, 26 PR TIRES

TIRE PRESSURE CONSTRAINT AT 200 PSI

7.8.2 RIGID PAVEMENT REQUIREMENTS, LCN CONVERSION

MODEL MD-90-30

(CENTIMETERS)
RADIUM OF RELATIVE STIFFNESS ( l )

50

10

20

40
INCHES

(36,300)

80,000

40

30

(45,400)

100,000

50

20

(54,400)

120,000

60

30

(KG)
(68,720)
(63,500)

LB

WEIGHT ON
MAIN LANDING GEAR
(SEE SECTION 7.4)
151,500
140,000

MAXIMUM POSSIBLE MAIN GEAR

LOAD AT MAXIMUM DESIGN TAXI
WEIGHT AND AFT C.G.

EQUIVALENT SINGLE WHEEL LOADS ARE

DERIVED BY METHODS SHOWN IN ICAO
AERODROME MANUAL, PART 2, PARA. 4.1.3.

70

80

90

100

NOTE:

EQUIVALENT SINGLE WHEEL LOAD (1,000 KG)

7.8.3 Radius of Relative Stiffness (Other values of E and l )

The chart of Section 7.8.1 presents l -values based on Young's modulus (E) of 4,000,000 psi and
Poisson's ratio ( of 0.15). For convenience in finding l -values based on other values of E and , the
curves of Section 7.8 are included. For example, to find an l -value based on an E of 3,000,000 psi, the
"E" factor of 0.931 is multiplied by the l -value found in the table of Section 7.8.1. The effect of
variations of on the l -value is treated in a similar manner.

718

MDC K9099

OCTOBER 2002

1.10
EFFECT OF E ON

l -VALUES

1.05
1.00
0.95
E FACTOR
0.90
0.85
0.80
0

E, YOUNGS MODULUS

(106 ,

0.20

0.25

PSI)

1.015
EFFECT OF ON

-VALUES

1.010

1.005

FACTOR
1.000

0.995

NOTE:

0.05

POISSON'S RATIO

BOTH CURVES ON THIS PAGE ARE USED TO ADJUST THE

OF TABLE 7.8.1

-VALUES

7.8.4 EFFECT OF E AND ON l -VALUES

OCTOBER 2002

MDC K9099

719

7.9 ACN-PCN Reporting System: Flexible and Rigid Pavements

To determine the ACN of an aircraft on flexible or rigid pavement, both the aircraft gross weight and the
subgrade strength category must be known. As an example, referring to Section 7.9.1, for an aircraft gross
weight of 130,000 pounds and low subgrade strength, the ACN for flexible pavement is 39. Referring to
Section 7.9.3, for the same gross weight and subgrade strength, the ACN for rigid pavement is 43.
Note: An aircraft with an ACN equal to or less than the reported PCN can operate on the pavement subject
to any limitations on the tire pressure. (Reference: ICAO Annex 14, Aerodromes, 3rd Edition,
July 1999.)
The following table provides ACN data in tabular format similar to the one used by ICAO in the "Aerodrome
Design Manual Part 3, Pavements".

ACN FOR RIGID PAVEMENT

SUBBRADES -- MN/m3
AIRCRAFT
TYPE

MD-90-30
MD-90-30ER

720

ALL-UP MASS/
OPERATING
MASS EMPTY
LB (KG)

157,000 (71,214)

ON
ONE
MAIN
GEAR
LEG
(%)

TIRE
PRESSURE
PSI (MPa)

48.24

200 (1.4)

88,171 (39,994)
168,500 (76,430)
89,059 (40,396)

46.98

193 (1.33)

HIGH MEDIUM
150
80

ACN FOR FLEXIBLE PAVEMENT

SUBGRADES -- CBR

LOW
40

ULTRA
LOW
20

HIGH
15

MEDIUM
10

LOW
6

ULTRA
LOW
3

49

51

53

55

42

46

50

53

25

26

27

28

21

22

24

28

51

53

55

44

48

52

55

24

25

26

57
27

20

21

24

27

MDC K9099

OCTOBER 2002

AIRPLANE CLASSIFICATION NUMBER (ACN)

OCTOBER 2002

MDC K9099

721

10

20

30

40

50

60

45

100

50

110

120

130

(1,000 KILOGRAMS)

55

60

AIRPLANE GROSS WEIGHT, 1,000 POUNDS

(CBR = 3)
(CBR = 6)
(CBR = 10)
(CBR = 15)

140

65

150

70

7.9.1 AIRCRAFT CLASSIFICATION NUMBER -- FLEXIBLE PAVEMENT (157,000 LBS)

MODEL MD-90-30

90

NOTES: ACN WAS DETERMINED AS REFERENCED

IN ICAO ANNEX 14, "AERODROMES,"
3RD EDITION, JULY 1999
TO DETERMINE MAIN-GEAR LOADING,
SEE SECTION 7.4

D - ULTRA LOW
C - LOW
B - MEDIUM
A - HIGH

SUBGRADE CLASS

NOTES: H44.5 x 16.5-21, 26 PR TIRES

2
TIRE PRESSURE CONSTRAINT AT 200 PSI (14.1 KG/CM )

160

AIRCRAFT CLASSIFICATION NUMBER (ACN)

722

MDC K9099

OCTOBER 2002

40

90

45

100

50

110

D - ULTRA LOW
C - LOW
B - MEDIUM
A - HIGH

120

130

140

60
(1,000 KILOGRAMS)

55

65

150

70

160

75

NOTES: ACN WAS DETERMINED AS REFERENCED

IN ICAO ANNEX 14, "AERODROMES,"
3RD EDITION, JULY 1999
TO DETERMINE MAIN-GEAR LOADING,
SEE SECTION 7.4
PERCENT WEIGHT ON MAIN LANDING
GEAR: 93.96

AIRPLANE GROSS WEIGHT, 1,000 POUNDS

(CBR = 3)
(CBR = 6)
(CBR = 10)
(CBR = 15)

SUBGRADE CLASS

H44.5 x 16.5-21, 26 PR TIRES

TIRE PRESSURE CONSTRAINT AT 193 PSI (13.6 KG/CM 2)

7.9.2 AIRCRAFT CLASSIFICATION NUMBER -- FLEXIBLE PAVEMENT (168,500 LBS)

MODEL MD-90-30ER

10

20

30

40

50

60

NOTES:

170

AIRPLANE CLASSIFICATION NUMBER (ACN)

OCTOBER 2002

MDC K9099

723

10

20

30

40

50

60

90

50

110

120

130

(1,000 KILOGRAMS)

55

60

AIRPLANE GROSS WEIGHT, 1,000 POUNDS

(k = 75)
(k = 150)
(k = 300)
(k = 550)

140

65

150

70

7.9.3 AIRCRAFT CLASSIFICATION NUMBER -- RIGID PAVEMENT (157,000 LBS)

MODEL MD-90-30

45

100

NOTES: ACN WAS DETERMINED AS REFERENCED

IN ICAO ANNEX 14, "AERODROMES,"
3RD EDITION, JULY 1999
TO DETERMINE MAIN-GEAR LOADING,
SEE SECTION 7.4

D - ULTRA LOW
C - LOW
B - MEDIUM
A - HIGH

SUBGRADE CLASS

NOTES: H44.5 x 16.5-21, 26 PR TIRES

2
TIRE PRESSURE CONSTRAINT AT 200 PSI (14.1 KG/CM )

160

AIRPLANE CLASSIFICATION NUMBER (ACN)

7-24

MDC K9099

OCTOBER 2002

40

10

20

30

40

50

60

90

50

110

120

130

140

55

(1,000 KILOGRAMS)

60

65

150

70

160

75

NOTES: ACN WAS DETERMINED AS REFERENCED

IN ICAO ANNEX 14, "AERODROMES,"
3RD EDITION, JULY 1999
TO DETERMINE MAIN-GEAR LOADING,
SEE SECTION 7.4
PERCENT WEIGHT ON MAIN LANDING
GEAR: 93.96

AIRPLANE GROSS WEIGHT, 1,000 POUNDS

(k = 75)
(k = 150)
(k = 300)
(k = 550)

7.9.4 AIRCRAFT CLASSIFICATION NUMBER -- RIGID PAVEMENT (168,500 LBS)

MODEL MD-90-30ER

45

100

D - ULTRA LOW
C - LOW
B - MEDIUM
A - HIGH

SUBGRADE CLASS

NOTES: H44.5 x 16.5-21, 26 PR TIRES

TIRE PRESSURE CONSTRAINT AT 193 PSI (13.6 KG/CM 2 )

170

7.9.5 Development of ACN Charts

The ACN charts for flexible and rigid pavements were developed by methods referenced in ICAO Annex
14, "Aerodromes," 3rd Edition, July 1999. The procedures used to develop these charts are also
described below.
The following procedure is used to develop the flexible-pavement ACN charts such as that shown in
Section 7.9.1:
1.

Determine the percentage of weight on the main gear to be used below in Steps 2, 3, and 4,
below. The maximum aft center-of-gravity position yields the critical loading on the critical
gear (see Section 7.4). This center-of-gravity position is used to determine main gear loads
at all gross weights of the model being considered.

2.

Establish a flexible-pavement requirements chart using the S-77-1 design method, such as
shown on the right side of Section 7.9.6. Use standard subgrade strengths of CBR 3, 6, 10, and
15 percent and 10,000 coverages. This chart provides the same thickness values as those of
Section 7.5.1, but is presented here in a different format.

3.

Determine reference thickness values from the pavement requirements chart of Step 2 for
each standard subgrade strength and gear loading.

4.

Enter the reference thickness values into the ACN flexible-pavement conversion chart shown
on the left side of Figure 7.9.6 to determine ACN. This chart was developed using the S-77-1
design method with a single tire inflated to 1.25 MPa (181 psi) pressure and 10,000 coverages.
The ACN is two times the derived single-wheel load expressed in thousands of kilograms.
These values of ACN are then plotted as functions of aircraft gross weight, as shown in
Section 7.9.1.

The following procedure is used to develop the rigid-pavement ACN charts such as that shown in
Section 7.9.2:
1.

Determine the percentage of weight on the main gear to be used in Steps 2, 3, and 4, below.
The maximum aft center-of-gravity position yields the critical loading on the critical gear (see
.
Section 7.4). This center-of-gravity position is used to determinemain gear loads at all gross
weights of the model being considered.

2.

Establish a rigid-pavement requirements chart using the PCA computer program PDILB,
such as shown on the right side of Section 7.9.7. Use standard subgrade strengths of k = 75,
150, 300, and 550 lb/in. 3 (nominal values for k = 20, 40, 80, and 15 MN/M 3 ). This chart
provides the same thickness values as those of Section 7.7.1.

OCTOBER 2002

MDC K9099

725

Determine reference thickness values from the pavement requirements chart of Step 2 for
each standard subgrade strength and gear loading at 400 psi working stress (nominal value
for 2.75 MPa working stress).

4.

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

726

MDC K9099

OCTOBER 2002

15

OCTOBER 2002

MDC K9099
R

CB
3

CB
R6

15

R1

CB

CBR

30

40

50

50

40

20

20

10

REFERENCE THICKNESS, INCHES

727

50

40

30

20

10

10

FLEXIBLE PAVEMENT
REQUIREMENTS CHART
10,000 COVERAGES
S-77-1 DESIGN METHOD

6
SUBGRADE STRENGTH, CBR

WEIGHT ON MAIN LANDING GEAR

(SEE SECTION 7.4)
LB
(KG)
151,500
(68,720)
140,000
(63,500)
120,000
(54,400)
100,000
(45,400)
80,000
(36,300)

MAXIMUM POSSIBLE MAIN GEAR LOAD AT

MAX DESIGN TAXI WEIGHT AND AFT C.G.

15

NOTES: H44.5 x 16.5-21, 26 PR TIRES

TIRE PRESSURE CONSTRAINT AT 200 PSI (14.1 KG/CM2 )

7.9.6 DEVELOPMENT OF AIRCRAFT CLASSIFICATION NUMBER (ACN) - FLEXIBLE PAVEMENT

MODEL MD-90-30

ACN FLEXIBLE PAVEMENT

CONVERSION CHART

20

AIRCRAFT CLASSIFICATION NUMBER (ACN)

ALLOWABLE WORKING STRESS (PSI)

80

728

k = 75
k = 150
k = 300
k = 550

40
20

MDC K9099
6

10

12

14

16

18

20

REFERENCE THICKNESS, INCHES

6

10

12

14

16

18

20

k = 75
k = 150
k = 300
k = 550

RIGID PAVEMENT
REQUIREMENTS CHART
PCA PROGRAM PDLB

WEIGHT ON MAIN LANDING GEAR

(SEE SECTION 7.4)
LB
(KG)
151,500
(68,720)
140,000
(63,500)
120,000
(54,400)
100,000
(45,400)
80,000
(36,300)

MAXIMUM POSSIBLE MAIN GEAR LOAD AT

MAX DESIGN TAXI WEIGHT AND AFT C.G.

200

300

400

500

600

700

800

900

NOTES: H44.5 x 16.5-21, 26 PR TIRES

2
TIRE PRESSURE CONSTRAINT AT 200 PSI (14.1 KG/CM )

7.9.7 DEVELOPMENT OF AIRCRAFT CLASSIFICATION NUMBER (ACN) - RIGID PAVEMENT

MODEL MD-90-30

ACN RIGID PAVEMENT

CONVERSION CHART

60

AIRCRAFT CLASSIFICATION NUMBER (ACN)

ALLOWABLE WORKING STRESS (PSI)

OCTOBER 2002

8.0 POSSIBLE MD-90 DERIVATIVE AIRPLANES

OCTOBER 2002

MDC K9099

This page intentionally left blank

MDC K9099

OCTOBER 2002

8.0 POSSIBLE MD-90 DERIVATIVE AIRPLANES

No additional versions of the MD-90 are currently planned.

OCTOBER 2002

MDC K9099

81

This page intentionally left blank

8-2

MDC K9099

OCTOBER 2002

9.0 MD-90-30 SCALE DRAWINGS

OCTOBER 2002

MDC K9099

This page intentionally left blank

MDC K9099

OCTOBER 2002

NG

C
H2 O

C
82

MLG

75 70 65 60

50

MLG

55

L
P

45

40

16

32 FT
1 IN.

LEGEND
A

AIR CONDITIONING (1)

NG

NOSE GEAR

LOWER DECK CARGO DOOR (3)

PNEUMATIC (1)

ELECTRICAL (1)

FUEL VENT (2)

PRESSURE REFUELING (1)

PASSENGER DOOR (2)

GRAVITY REFUELING (2)

SERVICE DOOR (2)

TURNING RADIUS POINTS:

H2O POTABLE WATER (1)

L

LAVATORY (1)

82 DEG, 75 DEG, 70 DEG, 65 DEG, 60 DEG,

MLG MAIN LANDING GEAR

55 DEG, 50 DEG, 45 DEG, 40 DEG

9.0 SCALE DRAWINGS

9.1 1 INCH = 32 FEET
MODEL MD-90-30
OCTOBER 2002

MDC K9099

9-1

E
X

NG
Y
C

H2 O

82

MLG
Y

C
70
60
75
65
55

50

40

MLG
C
X

L
P

45

G
F

50 FT

1 IN.

LEGEND
A

AIR CONDITIONING (1)

NG

NOSE GEAR

LOWER DECK CARGO DOOR (3)

PNEUMATIC (1)

ELECTRICAL (1)

FUEL VENT (2)

PRESSURE REFUELING (1)

PASSENGER DOOR (2)

GRAVITY REFUELING (2)

SERVICE DOOR (2)

TURNING RADIUS POINTS:

H2O POTABLE WATER (1)

L

LAVATORY (1)

82 DEG, 75 DEG, 70 DEG, 65 DEG, 60 DEG,

MLG MAIN LANDING GEAR

55 DEG, 50 DEG, 45 DEG, 40 DEG

9.0 SCALE DRAWINGS

9.2 1 INCH = 50 FEET
MODEL MD-90-30
9-2

MDC K9099

OCTOBER 2002

100 FT

1 IN.

*SEE OTHER PAGES IN THIS SECTION FOR SERVICE POINT LOCATIONS.

9.0 SCALE DRAWINGS

9.3 1 INCH = 100 FEET
MODEL MD-90-30
OCTOBER 2002

MDC K9099

9-3

NG
Y

C
H2 O
C
82

V
G

MLG
Y

75

70
60
65
55

MLG

G
F

L
P

50

40

45

10 M

LEGEND
A

AIR CONDITIONING (1)

NG

NOSE GEAR

LOWER DECK CARGO DOOR (3)

PNEUMATIC (1)

ELECTRICAL (1)

FUEL VENT (2)

PRESSURE REFUELING (1)

PASSENGER DOOR (2)

GRAVITY REFUELING (2)

SERVICE DOOR (2)

TURNING RADIUS POINTS:

H2O POTABLE WATER (1)

L

LAVATORY (1)

82 DEG, 75 DEG, 70 DEG, 65 DEG, 60 DEG,

MLG MAIN LANDING GEAR

55 DEG, 50 DEG, 45 DEG, 40 DEG

9.0 SCALE DRAWINGS

9.4 1 TO 500
MODEL MD-90-30
9-4

MDC K9099

OCTOBER 2002

10 M

*SEE OTHER PAGES IN THIS SECTION FOR SERVICE POINT LOCATIONS.

9.0 SCALE DRAWINGS

9.5 1 TO 1000
MODEL MD-90-30
OCTOBER 2002

MDC K9099

9-5

This page intentionally left blank

9-6

MDC K9099

OCTOBER 2002