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weight and performance calculations for the Boeing 747-200B
Northwest Boeing 747-251B N626US at Schiphol with Garuda 747-400 in the background, could be PK-GSI © bvdz
Boeing 747-200B
role : jumbo jet
importance : ****
first flight : 11 Oktober 1970 operational : February 1971
country : United States of America
ICAO aircraft type designator : B742
production : 225 aircraft
general information :
This version has a higher MTOW and can carry more fuel than the 747-100. KLM's 747s with registrations PH-BUA to PH-BUG were equipped with the JT9D-7W engines.
The 747-200 could also be equipped with General Electric CF5-50E (Air France, Alitalia) or Rolls Royce RB211-524 turbofans (British Airways), but most airlines had the JT9D-7A/J/Q/W engine.
Official handover of first KLM Boeing 747B
In a ceremonial meeting on Monday 11 January, 14:30 hour, at the headquarters of the Boeing factories in Everett near Seattle, Mr. E.H. Bouillioun , Director of the Boeing factories, handed over the keys to the doors of the first KLM Boeing 747B, the PH-BUA "Mississippi", to Ir. F. Besançon , Deputy President and CEO of KLM. With this act, the transfer of the first Boeing 747B to KLM was a fact. In the meantime, as is known, the training flights with the PH-BUA from Moses Lake have started. The "Mississippi" is expected to arrive at Schiphol on 31 January.
ON THE PHOTO from left to right: Ir. F. Besançon, Deputy President and CEO of KLM, Mr. E.H. Bouillioun, Director of the Boeing Factories, Mr. J.R. Austin (Boeing) and Mr. M. Baanstra (KLM).
Schiphol, 18 January 1971
primary users : Northwest Airlines, KLM, Lufthansa, JAL, Air India, Iran Air, Korean Air
Lines, South African , Cathay, PIA, Olympic, China Airlines, British Airways, Alitalia, Air
France, Singapore Airlines, Air New Zealand, ANA
Accommodation:
flight crew : 3 cabin crew : 12
flight crew consist of pilot, co-pilot and flight engineer
passengers : seating for 442 in two class : 28 business class and 414 coach class seats
( 34 -in pitch) high density seating for 516 passengers
engine : 4 Pratt & Whitney JT9D-7W turbofan engines of 216.1 [KN] (48580 [lbf])
dimensions :
wingspan : 59.64 [m], length overall: 70.51 [m], length of fuselage : 68.63 [m]
height : 19.33 [m] wing area gross : 511.0 [m^2] fuselage exterior width : 6.50 [m]
weights :
empty weight : 163844 [kg]
operating empty weight : 172896 [kg] max. structural payload : 65920 [kg]
Zero Fuel weight (ZFW) : 238816 [kg] max. landing weight (MLW) : 255826 [kg]
max. take-off weight : 351540 [kg] weight usable fuel : 155736 [kg] (198390 [litres])
performance :
Max. operating Mach number (Mmo) : 0.90 [Mach] (967 [km/hr]) at 10000 [m]
critical Mach speed : 0.91 [Mach]
max. cruising speed : 948 [km/hr] (Mach 0.89 ) at 10670 [m] (36 [%] power)
economic cruising speed : 880 [km/hr] (Mach 0.83 ) at 10670 [m]
service ceiling : 13715 [m]
range with max fuel and MTOW : 11482 [km] (ATA domestic fuel reserves - 370.0
[km] alternate)
description :
cantilever low-wing monoplane with retractable landing gear with nose wheel
engines attached with pylons to the wing, main landing gear attached to the wings,
fuel tanks in the wings and fuselage
Wings : Aluminium alloy dual-path fail-safe wing structure with triple slotted trailing edge
flaps with Kruger flaps on the LE wing root and varaible-camber LE flaps on outer wing,
with spoilers airfoil : Boeing average thickness/chord ratio : 10.7 [%], sweep angle 3/4
chord: 37.5 [°] incidence : 2.00 [°], dihedral : 7.0 [°]
Sunday 25 November 1973 KLM Boeing 747-206B PH-BUA “Mississippi” c/n 19922 was hijacked. PH-BUA was the first 747 delivered to the KLM, in 1971.
KLM Flight 861 was a scheduled flight from Amsterdam (AMS) to Tokyo-Haneda (HND) with en route stops at Athens (ATH), Beirut (BEY) and Delhi (DEL) with 17 crew and 247 passengers. The airplane was en route over Iraq when it was hijacked by three passengers, claiming to be members of the Arab Youth Organization for the Liberation of Palestine. They forced the plane to land at Damascus (DAM) and an hour later demanded to be flow to Nicosia, Cyprus. At Nicosia they demanded the release of seven Palestine prisoners.
When their demands were not met, the hijackers forced the crew to fly to Tripoli, Libya, where they wanted to surrender on the condition that they would be free to leave the country. This was not accepted by Libyan authorities. The main runway at Tripoli was blocked but the KLM crew managed to takeoff from the shorter runway and headed for Malta .
PH-BUA at Luqa – Malta airport, 26 November 1973
At Malta the passengers and stewardesses were released by the hijackers in exchange for kerosine, after long negotiations done by Dom Mintoff, Malta’s prime minister, speaking to the hijackers from the control tower. At Malta flight-captain Johan Koedam enters the aircraft for if needed to replace the exhausted captain Sjaak Risseeuw. Johan Koedam knew Sjaak Risseeuw from both being pilots flying for the Dutch Air Force in WWII.
After failed negotiations at Malta, the hijackers demanded to be flown to Baghdad.
Iraq refused to accept the plane, just like Kuwait and Qatar. Because the plane ran out of fuel, they were allowed to land in Dubai. After failed negotiations at Dubai, the hijackers wanted to be flown to Aden, Yemen. Authorities in Yemen refused the plane to land. After circling over Aden for an hour, the flight returned to Dubai. The hijackers finally surrendered when they were told that they could leave the country (source
air safety network
)
calculation : *1* (dimensions)
wing chord at root : 16.56 [m]
wing chord at tip : 4.06 [m]
taper ratio : 0.245 [ ]
mean wing chord : 8.57 [m]
wing aspect ratio : 6.96 []
Oswald factor (e): 0.670 []
seize (span*length*height) : 81287 [m^3]
calculation : *2* (fuel consumption)
oil consumption : 1.2 [kg/hr]
fuel consumption (econ. cruise speed) : 11563.3 [kg/hr] (14730.3 [litre/hr]) at 25 [%] power
distance flown for 1 kg fuel : 0.08 [km/kg] at 10670 [m] height, sfc : 53.0 [kg/KN/h]
total fuel capacity : 198390 [litre] (155736 [kg])
calculation : *3* (weight)
weight engine(s) dry : 16120.0 [kg] = 18.65 [kg/KN]
weight 2268 litre de-mineralized water tank for engine injection : 192.80 [kg]
weight 39.9 litre oil tank : 3.39 [kg]
oil tank filled with 5.4 litre oil : 4.9 [kg]
oil in engine 10.6 litre oil : 9.5 [kg]
weight all fuel lines and pumps containing 125 litres fuel : 370.6 [kg]
weight engine cowling : 2247.4 [kg]
weight thrust reversers : 1296.6 [kg]
total weight propulsion system : 20245 [kg](5.8 [%])
***************************************************************
Accommodation cabin facilities:
KLM B747-206B cabin seat arrangement
typical 2-class cabin layout for 442 passengers : economy : pitch : 86.4 [cm] 34.0 [-in]
( 3+4+3 ) seating in 45.4 rows
Quantas 747-200 upper deck, with 10 windows
with upper deck space for 16 first class sleeper seats or 32 economy class seats
weight passenger seats : 2375.9 [kg]
weight cabin crew seats : 60.0 [kg]
weight flight crew seats : 63.0 [kg]
weight 2 jump seats in the cockpit :14.0 [kg]
Kabo Air Boeing 747-251B 5N-JRM c/n 23549. On 04 October 2013 this aircraft made a flight from Kano (KAN), Nigeria to Sokoto airport (SKO), Nigeria with 18 crew and 494 passengers. Sokoto was an intermediate stop on the flight to Jeddah, Saudi Arabia. Approaching close to its max. landing weight it landed 100m short of runway. There was minor damage.
The 27 year old aircraft was packed to its max. capacity with 494 passengers. Kabo being one of the last to operate the 747-200 for passenger flights.
high density seating passengers : 516 [pax] at mainly 10 -abreast seating in 53.4 rows,
pitch 74.7 [cm] 29.4 [-in]
pax density, normal seating : 0.74 [m2/pax], high density seating : 0.64 [m2/pax]
passenger cabin luxurious spaced for good service, enough space for galleys and toilets even at HD seating
weight 13 lavatories : 401.7 [kg]
weight 8 galleys : 954.7 [kg]
weight staircase : 120 [kg]
weight overhead stowage for hand luggage (total : 42.8 [m3]) : 146.3 [kg]
weight 5 wardrobe closets : 44.2 [kg]
weight 4 movie screens : 87.7 [kg]
weight 93 windows (41 x 28 cm) made of acrylic glass : 253.6 [kg]
weight 10 (1.93 x 1.07 [m]) Type A main entry doors : 807.7 [kg]
weight 3 (main door size : 1.73 x 2.64 [m]) freight doors (belly) : 706.7 [kg]*
total usable belly baggage/cargo hold volume : 187.3 [m3]
underfloor belly hold can accommodate : 30 LD1 containers, netto volume : 147.0 [m3]
and : 28.3 [m3] bulk cargo
cabin volume (usable), excluding flight deck : 790 [m3]
passenger compartment volume : 454 [m3]
Width trim to trim = 6.10m, max. width = 6.13m
passenger cabin max width : 6.13 [m] cabin length : 57.00 [m] max cabin height : 2.54 [m]
floor area : 327.9 [m2]
weight cabin facilities : 6035.4 [kg]
safety facilities:
evacuation time with 516 passengers : 50 [sec]
weight 20 hand fire extinguisher : 61 [kg]
weight cockpit voice recorder (CVR) and flight data recorder (FDR): 20.0 [kg]
weight oxygen masks & oxygen generators (deploy cabin alt.>4267m): 287.3 [kg]
weight emergency flare installation : 10 [kg]
weight 10 emergency evacuation slides : 653.0 [kg]
weight safety equipment & facilities : 1031 [kg]
fuselage construction:
fuselage aluminium frame : 39521 [kg]
floor loading (payload/m2): 201 [kg/m2]
weight rear pressure bulkhead : 554.6 [kg]
fuselage covering ( 1162.1 [m2] duraluminium 3.16 [mm]) : 9823.1 [kg]
weight floor beams : 8457.0 [kg]
weight cabin furbishing : 5499.7 [kg]
weight cabin floor : 4922.3 [kg]
weight (sound proof) isolation : 1201.1 [kg] TO-noise level : 106.4 [EPNdB]
weight 64958 [litre] main central fuel tanks empty : 1299.2 [kg]
weight empty 1008 [litre] potable water tanks : 89.2 [kg]
weight empty waste tank : 53.3 [kg]
weight fuselage structure : 71420.7 [kg]
Avionics:
weight VHF radio and Selcal : 9.0 [kg]
weight flight and service attendants intercom : 5.0 [kg]
weight dual cloud-collision radar : 25.0 [kg]
Lufthansa B747-230B(M), D-ABYM c/n 21588 cockpit
weight VOR/ILS,RMI,DME,radio altimeter, ASI, time clock : 20.0 [kg]
digital air data computer meeting ARINC 576 requirements : 33 [kg]
weight Cat III auto-landing system : 15.0 [kg]
weight artificial horizons, compass, alti-meters : 7 [kg]
weight ground proximity warning system (GPWS) : 6 [kg]
weight engine monitoring gauges & control switches : 28 [kg]
weight reserve ADI, ASI, alti-meter, compass, engine temp. and rpm indicators : 15 [kg]
weight avionics : 158.0 [kg]
Systems:
Air-conditioning and pressurization system maintains sea level conditions up to 6975 [m]
and gives equivalent of 2200 [m] at 12600 [m]. pressure differential : 0.61 [bar] (kg/cm2)
pressurized fuselage volume : 1507 [m3] cabin air refreshment time : 3.5 [min]
weight air-conditioning and pressurization system : 725 [kg]
weight APU / engine starter (also driving 60KV generator for primary electrical power):
149.1 [kg]
weight lighting : 145.9 [kg]
weight four independent 207 bar hydraulic systems : 343.6 [kg]
weight four engine-driven 60kVA 400Hz 3-phase AC electricity generators : 110.5 [kg]
weight one 24V 30Ah nickel-cadmium battery : 42.2 [kg]
weight controls : 27.8 [kg]
weight systems : 1568.6 [kg]
total weight fuselage : 80214 [kg](22.8 [%])
***************************************************************
total weight aluminium ribs (1932 ribs) : 11557 [kg]
weight engine mounts : 432 [kg]
KLM 747-206B PH-BUH c/n 21110
weight 6 wing fuel tanks empty for total 134904 [litre] fuel : 2024 [kg]
weight 794 [litre] vent surge tanks : 95 [kg]
weight wing covering (painted aluminium 3.58 [mm]) : 9878 [kg]
total weight aluminium spars (multi-cellular wing structure) : 13229 [kg]
weight wings : 34665 [kg]
weight wing/square meter : 67.84 [kg]
weight thermal leading-edge anti-icing : 65.6 [kg]
weight high & low speed ailerons (20.40 [m2]) : 693.4 [kg]
weight fin (77.1 [m2]) : 2621.2 [kg]
weight rudder (22.9 [m2]) : 747.2 [kg]
Foto : ABC Press / Sygma
On July 7, 1983, Iran Air 747-286BM EP-IAG (c/n 21217), was hijacked by Moujahedin Khalg (The People's Mujahedin) guerrilla group while operating a domestic flight between the capital and the southern city of Shiraz. The six hijackers, armed with pistols, submachine guns and explosives, forced the crew to fly first to Kuwait and then eventually on to Paris where they surrendered and were arrested by French anti-terrorist police.
weight tailplane (stabilizer) (136.6 [m2]): 5106.9 [kg]
weight elevators (32.50 [m2]): 596.7 [kg]
weight flight control hydraulic servo actuators: 135.5 [kg]
Top: The disposition of the trailing-edge controls, flaps and spoilers: 1. The low speed aileron; 2. Flight spoilers; 3.ground spoiler; 4. Ball screw jacks; 5. High-speed aileron
Above left : Kruger flaps seen from below deployed and retracted; they extend from the inner pylon to the fuselage.
Above right : Flap settings: top, in the cruise position; centre, at take-off; bottom, deployed for landing.
weight triple slotted trailing edge flaps (78.7 [m2] extended) : 1738.9 [kg]
weight leading edge Kruger flaps and slats (48.1 [m2]) : 966.4 [kg]
weight spoilers (30.8 [m2]) : 509.1 [kg]
total weight wing construction : 50396 [kg] (29.1 [%])
*******************************************************************
tire pressure main wheels : 14.15 [Bar] (nitrogen), ply rating : 30 PR
tire speed limit : 364 [km/hr]
total tyre footprint : 1.24 [m2]
Runway LCN at MTOW (0.76m radius of rigidity) : 83 [ ]
Aircraft Classification Number (ACN), MTOW on flexible runway and medium subgrade strength (B) : 68 [ ]
Can only operate from paved runways subgrade A
wheel pressure : 19334.7 [kg]
wheel track : 11.02 [m] wheelbase : 25.59 [m]
Main gear comprises four four-wheel bogies, two under the wings retracting inwards and two near the wing trailing edge, mounted side-by-side under the fuselage, retracting forward.
weight 16 Dunlop 49 x 17 main wheels (1240 [mm] by 431 [mm]) : 2829.3 [kg]
weight 2 nose wheels : 176.8 [kg]
weight hydraulic disc wheel-brakes : 238.8 [kg]
weight Duplex anti-skid units : 16.2 [kg]
weight oleo-pneumatic shock absorbers : 318.4 [kg]
weight wheel hydraulic operated retraction system : 3074.9 [kg]
weight undercarriage struts with axle 8566.1 [kg]
total weight landing gear : 15220.5 [kg] (4.3 [%]
*******************************************************************
********************************************************************
calculated empty weight : 166076 [kg](47.2 [%])
weight oil for 14.5 hours flying : 19.6 [kg]
weight engine injection water : 2268.2 [kg]
unusable fuel in engine and tanks 1472.1 litre fuel : 1155.6 [kg]
weight lifejackets : 198.9 [kg]
weight 8 life rafts : 276.2 [kg]
weight catering : 646.6 [kg]
weight water : 892.3 [kg]
weight crew : 1215 [kg]
weight crew luggage, nav. chards, flight doc., miscell. items : 148 [kg]
operational weight empty : 172896 [kg] (49.2 [%])
********************************************************************
weight 442 passengers : 34034 [kg]
weight luggage : 7072 [kg]
weight cargo : 24814 [kg] (cargo + luggage/m3 belly : 161 [kg/m3])
zero fuel weight (ZFW): 238816 [kg](67.9 [%])
weight fuel for landing (1.5 hours flying) : 17010 [kg]
max. landing weight (MLW): 255826 [kg](72.8 [%])
max. fuel weight : 328632 [kg] (93.5 [%])
payload with max fuel : 246 passengers + luggage 22908 [kg]
published maximum take-off weight : 351540 [kg] (100.0 [%])
British Airways 747-236B at London Heathrow © bvdz
calculation : * 4 * (engine power)
power loading (Take-off) : 407 [kg/KN]
power loading (Take-off) 1 PUF: 542 [kg/KN]
max. total take-off power : 864.4 [KN]
calculation : *5* (loads)
manoeuvre load : 0.9 [g] at 9000 [m]
limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 1.0 [g]
design flight time : 4.00 [hours]
design cycles : 12350 sorties, design hours : 49400 [hours]
max. wing loading (MTOW & flaps retracted) : 688 [kg/m2]
wing stress (2 g) during operation : 172 [N/kg] at 2g emergency manoeuvre
British Caledonian Boeing 747-230B G-BJXN c/n 20527 flying over the Scottish coast.
calculation : *6* (angles of attack)
angle of attack zero lift : -1.94 ["]
max. angle of attack (stalling angle, clean) : 11.99 ["]
max. angle of attack (full flaps) : 15.49 ["]
angle of attack at economic cruise speed : 3.67 ["]
calculation : *7* (lift & drag ratios
lift coefficient at angle of attack 0° : 0.16 [ ]
lift coefficient at max. speed : 0.39 [ ]
lift coefficient at max. angle of attack (clean): 1.15 [ ]
max. lift coefficient full flaps : 2.19 [ ]
drag coefficient at max. speed : 0.0337 [ ]
drag coefficient at econ. cruise speed : 0.0377 [ ]
induced drag coefficient at econ. cruise speed : 0.0146 [ ]
drag coefficient (zero lift) : 0.0230 [ ]
lift/drag ratio at econ. speed : 11.61 [ ]
calculation : *8* (speeds
take-off decision speed (V1) : 255 [km/u] (138 [kt])
take-off rotation speed (VR) : 301 [km/u] (163 [kt])
minimum unstick speed (Vmu) at TO angle 13.0 ° : 309 [km/u] (167 [kt])
lift-off speed (VLOF) : 340 [km/u] (183 [kt]) at pitch angle : 11.0 [°]
take-off safety speed (V2) : 342 [km/u] (185 [kt])
flap retraction speed (V3) at 500m (OW loaded : 339977 [kg]): 370 [km/u] (200 [kt])
steady initial climb speed (V4) : 368 [km/u] (199 [kt])
climb speed (to FL150 with 56 [%] power) : 577 [km/hr] (312 [kt])
max. endurance speed (Vbe): 609 [km/u] min. fuel/hr : 11273 [kg/hr] at height : 6401 [m]
EL Al 747-258C 4X-AXD c/n 21190, this combi version was delivered Decemer 1975 to El Al.
max. range speed (Vbr): 932 [km/u] (0.90 [mach]) min. fuel consumption : 12.22 [kg/km] at cruise height : 12192 [m]
max. cruising speed : 948 [km/hr] (512 [kt]) at 10670 [m] (power:26 [%])
max. operational speed (Mmo) : 967 [km/hr] (Mach 0.90 ) at 10000 [m] (power:28 [%])
airflow at cruise speed per engine : 429.8 [kg/s]
speed of thrust jet : 1425 [km/hr]
initial descent speed 10000 - 7315 [m]: Mach 0.72
descent speed 7315 - 3048 [m]: 550 [km/u] (297 [kt])
approach speed 3048 - 500 [m] (clean): 463 [km/u] (250 [kt])
minimum control speed (MCS) Vmca (clean): 339 [km/u] (183 [kt])
stalling speed clean at 500 [m] height at Max.Landing Weight : 255826 [kg]): 308 [km/u]
(166 [kt])
Lufthansa B747-230B(M) approaching runway 13 (Checkerboard approach) at the old Hong Kong, Kai Tak airport, with Kowloon buildings and ca. 490m high Lion Rock behind. Kai Tak was closed in 1998, with the opening of the new international airport Chek Lap Kok. Landing at Kai Tak was one of the most demanding for the pilots, they needed all their skills to land safe.
Extraction from Wikipedia page over Kai Tak airport :
Because of the geography of the area, with water on three sides of the runway, Kowloon City's residential apartment complexes to the north-west and 2,000-plus ft (610 m-plus) mountains to the north-east of the airport, aircraft could not fly over the mountains and quickly drop in for a final approach. Instead, aircraft had to fly above Victoria Harbour and Kowloon City , passing north of Mong Kok 's Bishop Hill . After passing Bishop Hill, pilots would see Checkerboard Hill with a large orange-and-white checkerboard pattern. Once the pattern was sighted and identified, the aircraft made a low-altitude (sub-600 ft; 180 m) 47-degree right-hand turn, ending with a short final approach and touchdown. For pilots, this airport was technically demanding, as the approach could not be flown by aircraft instruments, but had to be flown visually because of the right-hand turn required.
final approach speed (landing speed) at sea-level with full flaps VREF (max. landing weight):
259 [km/u] (140 [kt])
ICAO Aircraft Approach Category (APC) : D
stalling speed at sea-level with full flaps VSO (max. landing weight): 199 [km/u] (108 [kt]
rate of climb at sea-level ROC (loaded, 56 % power) : 711 [m/min]
rate of climb at sea-level ROC (loaded, 75 % power) : 1288 [m/min]
rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 100 % power on
remaining engines) : 1050 [m/min]
can not stay on height 1000 [m] with 2 engines out, immediate emergency landing needed
rate of descent from FL240 to FL100 (7315m > 3048m): 914 [m/min] (2999 [ft/min])
rate of descent during approach with landing gear extended, with use of spoilers: 457
[m/min] (8 [m/s])
calculation : *9* (regarding various performances)
high wheel pressure, can only take off from paved runways
ICAO Aerodrome Reference Code : 4E
Brake kinetic energy capacity : 2876 [KW]
FAR TO balanced runway length (TOFL) requirement at TOW 351540 [kg] standard day at
SL (distance to 10.7m height x 1.15): 3347 [m]
FAR take-off field length, standard day, at MTOW 351540kg (775000 lbs): 10.000 ft > 3050m, seems low, calculated 3347m. Could be that max thrust with water injection is higher than 216 KN, but what I can find is that max. thrust wet is 216.5 KN…the early 747-206B was regarded as underpowered and take-off with aircondition switched off and max water injection was needed to get airborne in time. In this light can be that 3350m is a realistic take-off runway length.
Below is a nice discription of a KLM 747-200 wet take-off, posted by a KLM pilot on www.airliners.net :
“I made a lot of Wet Take Off's between 1978 and 1990 on KL 747-206B aircraft.
Most of them on the AMS-LAX and AMS-IAH stretches, nearly always with also airconditioning switched off to obtain the last drop of thrust from these engines. All three in the cockpit were always fully aware that in fact this aircraft was underpowered and the engines required a lot of extra attention during these kind of Take Off's.
The engine sound of the 4 P&W JT9D-7W changed to a very low growling sound when the waterinjection came in at approx. 1.25 EPR powersetting. Most of the time we let the brakes a little longer applied to gain some runway length and checked that all four green waterflow lights were illuminated.
After the"Water on" call the brakes were released.
With four growling engines it took a very long time before Vr was reached. It always looked very close to the end of the runway.
Slowly climbing with mostly MTOW (351.000 lbs) we climbed away until the water was almost running out or 2.30 minutes was reached.
Now "water off" was called by the F/E to warn the pilots for the impending thrust decrease. P/L's were retarded a little bit, before actual stopping of the waterinjection system on the F/E Panel. This was done to prevent an overboost during transition to the dry setting. Now GA or CLB was selected at the engine mode selectpanel and, depending climb out procedures, GA or CLB thrust was set.
Especially after selecting the waterinjection off and setting CLB thust it became very quite in the aircraft, so sometimes the captain warned the passengers before take off, that after take off the engines were only retarded and not shut off !!!!.”
B747-200 Water Injection Take Off - Airliners.net
+++ FAA certification landing distance : +++
landing weight : 255826 [kg], TE flap setting : 30 [°]
runway condition : dry , landing over 50ft (15m) at threshold at sea-level
with use of thrust reversers
FAR landing runway length at MLW 255826 kg (564000 lbs) , flaps 30° : 6150 ft > 1875m
FAA approved landing field length : 1873 [m] (6144 [ft])
landing distance (C.A.R.) from 15 [m] at SL, wet runway: 2142 [m] (7028 [ft])
max. lift/drag ratio : 12.62 [ ]
climb to 5000 [m] with max payload : 6.51 [min]
climb to 10000 [m] with max payload : 20.02 [min]
descent time from 10000 [m] to 250 [m] : 24.33 [min]
max. ceiling fully loaded (mtow- 60 min.fuel): 339977 [kg] ) : 14800 [m]
ceiling limited by max. pressure differential 15775 [m]
max. theoretical ceiling (OWE + 60 min.fuel) : 18000 [m] with flying weight :184459 [kg
calculation *10* (action radius & endurance)
range with max. payload: 8067 [km] with 65920.0 [kg] max. useful load (72.4 [%] fuel)*
range with high density pax: 9594 [km] with 516 passengers (83.9 [%] fuel)*
range with typical two-class pax: 10199 [km] with 442 passengers (88.3 [%] fuel)*
Range with max payload (MZFW 238816kg > 526490lb): 3650nm = 6760 km
Range with max fuel (MTOW 351540kg): 6200nm = 11482 km
Ferry range (OEW 172896 kg = 381164 lb): 6650 nm = 12315 km with no payload
range with max.fuel : 11852 [km] with 15 crew and 246 passengers and 100.0 [%] fuel*
ferry range (calculated): 12728 [km] with 3 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 230771 [litre] fuel : 14290 [km]*
* calculated ranges without fuel reserves
Northwest Boeing 747-251B on a snowy Schiphol
Available Seat Kilometres (ASK) : 4737647 [paskm]
useful load with range 1000km : 65920 [kg]
useful load with range 1000km : 516 passengers
production (theor.max load): 62492 [tonkm/hour]
production (useful load): 62492 [tonkm/hour]
production (passengers): 450466 [paskm/hour]
oil and fuel consumption per tonkm : 0.185 [kg]
calculation *11* (operating cost)
fuel cost per hour (14730 [litre]):8837 [eur] (31 [pax-km/litre fuel])
fuel cost per seat 1000km flight (475 [pax] 2-class seating): 19.62 [eur/1000PK]
oil cost per hour: 5 [eur]
crew cost per hour : 2100 [eur]
list price 2024 : 299 [mln USD]
Quantas 747-200 flying over the Opera House and Harbour Bridge, Sydney, Australia.
average flying hours in 1 year : 3540 [hours] technical life : 14 [year]
real average service life : 18 [years]
depreciation - 18 [years] to 10% residual value
economic hours (expected total flying hours): 63720 [hours] is 0 [%] less then cor. design hours 63720 [hours]
financing interest per flying hour : 1900 [EUR]
write off per flying hour : 3897 [EUR]
time between engine failure : 16928 [hr]
can continue fly on 3 engines, low risk for emergency landing for PUF
Quantas 4 galleys, 14 lavatories, most other airlines have 7 – 8 galleys
workhours per day : 11.52 [hr]
average flight hours till crash : 1.59 [mln hr] (450 service years)
safe flight hours till fatality : 8742 [hr] (2.5 service years)
reservation pax liability/flying hour : 14.74 [SDR*] (18.42 [eur])
insurance cost per hour : 864 [eur] insurance rate : 2.8 [%]
engine maintenance cost per hour : 672.1 [eur]
wing maintenance cost per hour : 281.1 [eur]
fuselage maintenance cost per hour : 145.26 [eur]
tire life (time till worn out) : 82 [cycles]
maintenance cost per hour (excluding engines): 6042 [eur]
direct operating cost per hour: 24336 [eur], DOC per km : 27.65 [eur]
DOC per seat 1000km flight (475 [pax] 2-class seating): 54.02 [eur/1000PK]
DOC per seat 1000km flight (high density seating): 49.75 [eur/1000PK]
DOC per kg cargo for a 1000km flight : 0.39 [eur/kg] (= DOC/tonkm)
passenger service charge (depart at Schiphol): 11.34 [eur]
security service charge (depart at Schiphol): 10.08 [eur]
airport take-off fee / passenger : 4.57 [eur/pax]
airport landing fee / passenger : 4.57 [eur/pax]
retour ticket price 1000km trip : 186.10 [eur/pax]
price retour ticket Schiphol-Barcelona : 215.81 [eur/pax]
7 August 1990 Nationair 747-257B N303TW
accidents with fatalities > see the accident file
Literature :
https://contentzone.eurocontrol.int/aircraftperformance/default.aspx?
https://www.boeing.com/commercial/airports/plan-manuals
https://www.boeing.com/content/dam/boeing/boeingdotcom/commercial/airports/arff/arff_complete.pdf
Jane’s commercial transport aircraft page 63
Air Int’l apr’90 page183
Air Int’l sep’98 page188
The Flier’s handbook page 92,93
The observer’s book of aircraft page 44, 45
Luchtvaart feb’89 page 53
Advanced jetliners page 10 – 19
Jane’s all the world aircraft 1979-80 page 295,296
De Mississippi gekaapt - Andere Tijden
Martinair 747-21AC probably PH-MCE or PH-MCF
confidence rating regarding source data : medium - all information is only available from news, social media or unofficial sources
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
(c) B van der Zalm 03 June 2024 contact : info.aircraftinvestigation@gmail.com ac jetpax 2020.py python 3.7.4
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