Aircraft investigation >>>>>>> HOME PAGE
weight and performance calculations for the Martin 2-0-2
Martin 2-0-2
role : commuter airliner
importance : ****
first flight : 22 November 1946 operational : October 1947
country : United States of America
design :
production : 35 2-0-2 +12 2-0-2A aircraft
general information :
The 2-0-2 was the first passenger-aircraft designed and in service after WWII.
It received its FAA airworthiness certificate on 13 August 1947.
A flying accident in 1948 with a 2-0-2 brought a severe lack of wing strength to light
and after the delivery of the 12th 2-0-2A (version with R-2800-CB16 engines) the production was suspended.
From the 2-0-2 Martin developed the 4-0-4, which was 99 cm longer, with stronger engines and a pressurized cabin. 101 4-04- aircraft were built.
Fuel capacity : 3800 liters
primary users : Northwest Orient Airlines (25), LAN Chile (4), LAV Venezuela (2)
2-02-2A : TWA (12)
flight crew : 2 cabin crew : 1 passengers : 40 - 48
powerplant : 2 Pratt & Whitney R-2800-CA18 Double Wasp air-cooled 18 -cylinder radial engine 1800 [hp](1342.3 KW)
normal rating, supercharged engine, high blower, constant power to height : 4300 [m]
and with 2400 [hp](1789.7 KW) available for take-off
dimensions :
wingspan : 28.42 [m], length : 21.74 [m], height : 8.66 [m]
wing area : 80.3 [m^2]
weights :
max.take-off weight : 18098 [kg]
empty weight operational : 11379 [kg] useful load : 4205 [kg]
performance :
maximum continuous speed : 501 [km/u] op 4300 [m]
normal cruise speed : 460 [km/u] op 3660 [m] (84 [%] power)
service ceiling : 9150 [m]
range with max fuel : 1751 [km] and allowance for 6.4 [km] diversion and 30 [min]
hold
description :
low-winged monoplane with retractable landing gear with nose wheel
tapered wing with Fowler flaps airfoil : NACA
engines and landing gear attached to the wings, fuel tanks in the wings
construction : all-metal stressed-skin (Alclad-aluminium) airplane
fuselage shape : 0
airscrew :
two Hamilton Standard constant speed 3 -bladed tractor airscrews
max. efficiency :0.77 [ ]
diameter airscrew 3.99 [m]
relative pitch (J) : 1.94 [ ]
power loading prop : 224.27 [KW/m]
high power loading prop > more bladed prop needed
theoretical pitch without slip : 8.59 [m]
blade angle prop at max.speed : 43.44 [ ]
reduction : 0.40 [ ]
airscrew revs : 1080 [r.p.m.]
aerodynamic pitch at max. continuous speed 7.73 [m]
blade-tip speed at max.continuous speed : 265 [m/s]
propellor noise in flight : 92 [Db]
calculation : *1* (dimensions)
measured wing chord : 2.64 [m] at 50% wingspan
mean wing chord : 2.83 [m]
calculated average wing chord tapered wing with rounded tips: 2.77 [m]
Japan Airlines Martin 2-0-2 "Mokusei" (1951)
wing aspect ratio : 10.1 []
seize (span*length*height) : 5351 [m^3]
calculation : *2* (fuel consumption)
oil consumption : 24.2 [kg/hr]
fuel consumption (econ. cruise speed) : 645.0 [kg/hr] (879.9 [litre/hr]) at 84 [%] power
distance flown for 1 kg fuel : 0.71 [km/kg] at 3660 [m] height, sfc : 285.0 [kg/kwh]
estimated total fuel capacity : 3802 [litre] (2787 [kg])
calculation : *3* (weight)
weight engine(s) dry with reduction gear : 2146.0 [kg] = 0.80 [kg/KW]
weight 190.0 litre oil tank : 16.15 [kg]
oil tank filled with 20.1 litre oil : 18.1 [kg]
oil in engine 15.0 litre oil : 13.4 [kg]
fuel in engine 18.3 litre fuel : 13.42 [kg]
weight 374.1 litre gravity patrol tank(s) : 56.1 [kg]
weight jet stacks : 67.1 [kg]
weight NACA cowling 60.1 [kg]
weight variable pitch control : 16.1 [kg]
weight airscrew(s) incl. boss & bolts : 403.0 [kg]
total weight propulsion system : 2793 [kg](15.4 [%])
***************************************************************
fuselage aluminium frame : 1833 [kg]
typical cabin layout for 40 passengers : pitch : 81 [cm] ( 2+2 ) seating in 10.0 rows
pax density (normal seating) : 0.83 [m2/pax]
high density seating passengers : 48 at 4 -abreast seating in 11.9 rows
weight 1 toilets : 4.2 [kg]
weight 3 hand fire extinguisher : 9 [kg]
weight pantry : 24.4 [kg]
weight 22 windows : 19.8 [kg]
weight 4 emergency exits : 12.0 [kg]
weight 2 entrance/exit doors : 10.0 [kg]
weight 2 freight doors (belly) : 8.0 [kg]
extra main deck space for freight/mail/luggage etc. : 5.42 [m3]
cabin volume (usable), excluding flight deck : 65.22 [m3]
passenger cabin max.width : 2.81 [m] cabin length : 11.76 [m] cabin height : 2.00 [m]
fuselage covering ( 127.6 [m2] duraluminium 3.54 [mm]) : 1186.7 [kg]
weight floor beams : 64.3 [kg]
weight cabin furbishing : 165.7 [kg]
weight cabin floor : 124.9 [kg]
fuselage (sound proof) isolation : 40.6 [kg]
weight radio transceiver equipment : 7.0 [kg]
weight radio direction finding (RDF) equipment : 5.0 [kg]
weight artificial horizon : 1.1 [kg]
weight instruments. : 11.0 [kg]
weight APU / engine starter: 67.1 [kg]
weight lighting : 10.0 [kg]
weight electricity generator : 10.0 [kg]
weight controls : 10.4 [kg]
weight seats : 215.0 [kg]
weight air conditioning : 60 [kg]
total weight fuselage : 3843 [kg](21.2 [%])
***************************************************************
total weight aluminium ribs (327 ribs) : 645 [kg]
weight engine mounts : 134 [kg]
weight two 1714 [litre] main fuel tanks empty : 274.2 [kg]
weight wing covering (painted aluminium 2.07 [mm]) : 897 [kg]
total weight aluminium spars (multi-cellular wing structure) : 905 [kg]
weight wings : 2447 [kg]
weight wing/square meter : 30.48 [kg]
cantilever wing without bracing cables
weight rubber de-icing boots : 31.3 [kg]
weight fin & rudder (9.4 [m2]) : 287.1 [kg]
weight stabilizer & elevator (9.0 [m2]): 275.9 [kg]
weight fowler flaps (6.7 [m2]) : 108.0 [kg]
total weight wing surfaces & bracing : 3558 [kg] (19.7 [%])
*******************************************************************
wheel pressure : 3981.6 [kg]
weight 4 Dunlop main wheels (1060 [mm] by 212 [mm]) : 337.6 [kg]
weight nose wheel : 42.2 [kg]
weight hydraulic wheel-brakes : 15.6 [kg]
weight pneumatic-hydraulic shock absorbers : 20.8 [kg]
weight wheel hydraulic operated retraction system : 227.6 [kg]
weight undercarriage struts with axle 482.7 [kg]
total weight landing gear : 1126.4 [kg] (6.2 [%]
*******************************************************************
********************************************************************
calculated empty weight : 11321 [kg](62.6 [%])
weight oil for 4.6 hours flying : 110.4 [kg]
calculated operational weight empty : 11432 [kg] (63.2 [%])
published operational weight empty : 11379 [kg] (62.9 [%])
weight crew : 243 [kg]
weight fuel for 2.0 hours flying : 1290 [kg]
weight catering : 60.9 [kg]
weight water : 24.4 [kg]
********************************************************************
operational weight empty: 13050 [kg](72.1 [%])
weight 40 passengers : 3080 [kg]
weight luggage : 488 [kg]
weight cargo : 637 [kg]
operational weight loaded: 17255 [kg](95.3 [%])
fuel reserve : 843.0 [kg] enough for 1.31 [hours] flying
operational weight fully loaded : 18098 [kg] with fuel tank filled for 77 [%]
published maximum take-off weight : 18098 [kg] (100.0 [%])
calculation : * 4 * (engine power)
power loading (Take-off) : 5.06 [kg/kW]
power loading (operational without useful load) : 4.86 [kg/kW]
power loading (Take-off) 1 PUF: 10.11 [kg/kW]
max. total take-off power : 3579.4 [kW]
calculation : *5* (loads)
manoeuvre load : 4.8 [g] at 1000 [m]
limit load : 3.0 [g] ultimate load : 4.5 [g] load factor : 1.7 [g]
design flight time : 3.05 [hours]
design cycles : 6568 sorties, design hours : 20000 [hours]
operational wing loading : 2117 [N/m^2]
wing stress (3 g) during operation : 208 [N/kg] at 3g emergency manoeuvre
Allegheny 2-0-2 N93212 with 9 cabin windows
Allegheny 2-02-A N93204 with 10cabin windows
calculation : *6* (angles of attack)
angle of attack zero lift : -1.77 ["]
max. angle of attack (stalling angle, clean) : 12.61 ["]
max. angle of attack (full flaps) : 11.72 ["]
angle of attack at max. speed : 0.52 ["]
calculation : *7* (lift & drag ratios
lift coefficient at angle of attack 0° : 0.16 [ ]
lift coefficient at max. speed : 0.21 [ ]
lift coefficient at max. angle of attack : 1.30 [ ]
max. lift coefficient full flaps : 1.73 [ ]
induced drag coefficient at max.speed : 0.0018 [ ]
drag coefficient at max. speed : 0.0229 [ ]
drag coefficient (zero lift) : 0.0212 [ ]
calculation : *8* (speeds
stalling speed at sea-level (OW loaded : 17453 [kg]): 186 [km/u]
stalling speed at sea-level with full flaps (normal landing weight): 132 [km/u]
landing speed at sea-level (normal landing weight : 16573 [kg]): 151 [km/hr]
max. rate of climb speed : 190 [km/hr] at sea-level
max. endurance speed : 192 [km/u] min. fuel/hr : 221 [kg/hr] at height : 610 [m]
max. range speed : 299 [km/u] min. fuel consumption : 0.997 [kg/km] at cruise height :
3962 [m]
cruising speed : 460 [km/hr] at 3660 [m] (power:85 [%])
max. continuous speed* : 501.00 [km/hr] at 4300 [m] (power:100 [%])
climbing speed at sea-level (loaded) : 516 [m/min]
climbing speed at 1000 [m] with 1 engine out (PUF / MTOW) : 210 [m/min]
calculation : *9* (regarding various performances)
take-off speed : 209.8 [km/u]
emergency/TO power : 2400 [hp] at 2800 [rpm]
static prop wash : 148 [km/u]
high wheel pressure, can only take off from paved runways
take-off distance at sea-level concrete runway : 603 [m]
take-off distance at sea-level over 15 [m] height : 695 [m]
landing run : 446 [m]
landing run from 15 [m] : 981 [m]
lift/drag ratio : 16.90 [ ]
climb to 1000m with max payload : 2.15 [min]
climb to 2000m with max payload : 4.34 [min]
climb to 3000m with max payload : 6.60 [min]
climb to 5000 [m] with max payload : 12.35 [min]
practical ceiling (operational weight empty 13050 [kg] ) : 9900 [m]
practical ceiling fully loaded (mtow- 30 min. fuel:17776 [kg] ) : 8300 [m]
calculation *10* (action radius & endurance)
published range : 1751 [km] with 3 crew and 3968.1 [kg] useful load and 88.1 [%] fuel
range : 1582 [km] with 3 crew and 4205.0 [kg] useful load and 79.6 [%] fuel
range : 2036 [km] with 40.0 passengers with each 12.2 [kg] luggage and 100 [%] fuel
Available Seat Kilometres (ASK) : 81455 [paskm]
max range theoretically with additional fuel tanks total 8984.0 [litre] fuel : 6602 [km]
useful load with range 500km : 5884 [kg]
useful load with range 500km : 40 passengers
production (theor.max load): 2707 [tonkm/hour]
production (useful load): 1934 [tonkm/hour]
production (passengers): 18400 [paskm/hour]
oil and fuel consumption per tonkm : 0.247 [kg]
fuel cost per paskm : 0.036 [eur]
crew cost per paskm : 0.016 [eur]
economic hours : 18250 [hours] is less then design hours
time between engine failure : 2135 [hr]
can continue fly on 1 engine, low risk for emergency landing for PUF
writing off per paskm : 0.028 [eur]
insurance per paskm : 0.0008 [eur]
maintenance cost per paskm : 0.078 [eur]
direct operating cost per paskm : 0.159 [eur]
direct operating cost per tonkm (max. load): 1.084 [eur]
direct operating cost per tonkm (normal useful load): 1.517 [eur]
Literature :
praktisch handboek vliegtuigen deel 5 page 40
piston engined airliners page 63
Vliegwereld 16e jaargang 1950 page 276
Verkeersvliegtuigen – B.van der Klaauw page 55
Verkeersvliegtuigen nu en straks page 45
Verkeersvliegtuigen – Moussault page 18,97,98
Wikipedia
* max. continuous speed : max. level speed maintainable for minimal 30 min.
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 April 2022 contact : info.aircraftinvestigation@gmail.com python 3.7.4