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weight and performance calculations for the Boeing 747-100
Air France B747-128 F-BPVD c/n 19752 at Salzburg apt, April 1985
Boeing 747-100
role : jumbo jet
importance : ****
first flight : 9 February 1969 operational : January 1970 (PanAm)
country : United States of America
ICAO aircraft type designator :
production : 168 aircraft, at Everett
general information :
In the early 1960s, the jet airliner made its appearance en masse in civil aviation. It was widely thought that the next step would be the much faster supersonic airliner. In the second half of the decade, however, it became clear that the airports would become increasingly congested and the noise pollution began to get out of proportion. Between 1960 and 1966, the number of passengers carried had doubled from 100 million to 200 million. There was only one solution, fewer planes but much larger. In 1963, the USAF had expressed its wishes for a future heavy transport aircraft, which had to be able to carry large loads. Boeing, Douglas and Lockheed entered the competition and in 1965 the latter was declared the winner, which later resulted in the huge and excellent C-5A Galaxy. Boeing was disappointed, but in the meantime had come to the conviction that in the future there would be a demand for an aircraft of the same size for transporting passengers. It was not enough to adapt the military design to civilian use and they started with the design of an entirely new aircraft. Initially, they started with a mid-decker with two passenger decks of 4.57m wide. This proposal was not received enthusiastically and Boeing was afraid that in the event of an emergency, the 500 passengers would not be able to evacuate within the required 90 seconds.
The next design had a much wider fuselage, with a passenger deck, where 10 passengers could be seated side by side, with two aisles in between, allowing for quick entry and exit and evacuation. The wide fuselage also took away the claustrophobic idea, which was still at play with the packed jet airliners of the time.
The cockpit was positioned on top of the fuselage, which gave the pilots an excellent view, but which provided extra air resistance. This was solved by integrating it into the fuselage in a streamlined way, which also created a small upper deck, for the first class, accessible via a spiral staircase.
Initially, it was feared that the 747 would need a much larger runway than the 707, but thanks to the highly efficient flaps and slats, this was not necessary.
Pan American was involved in the development and it was no surprise that in April 1966 the company became a launch-customer, ordering no less than 25 747s. In July 1966, Lufthansa and JAL also ordered the aircraft, after which the 747 was finally launched.
To build the largest airliner in the world, the largest building in the world in terms of volume was also needed. In a short time, a new factory was built at Paine Field, Everett, about 48km from Seattle. Everything around the 747 was huge and it soon inspired the media to coincide with the term "Jumbo-size" and in a short time everyone was talking about the "Jumbo-Jet" while many had never heard of 747. During development, it was difficult to solve the weight problems and distributing the weight of 284 tonnes over enough wheels of the landing gear was also quite a puzzle. Boeing invested more than 750 million dollars in the development of the 747. The development of the JT9D turbofan also had to contend with problems and only at the end of ! the 70's the engine was really reliable. On September 30, 1968, the first 747-100 rolled out of the factory.
At the end of 1969 the 747 received the certificate of airworthiness and by mid-October 1969 22 aircraft had already been produced, only 17 of these had no engines ! This dormant fleet represented the total value of Boeing! On January 22, 1970, the first commercial flight was made, from New York to London by Panam, 24 hours later than scheduled due to engine problems.
In the early 1970s, civil aviation collapsed. In 1968 Boeing made a profit of 83 million USD, in 1969 this was only 10 million USD. Boeing had to lay off many, of the 105000 employees, only 38000 remained. The growth in passenger numbers did not materialize due to the recession, which meant that the 747s could not be filled and flew around almost empty. The number of aircraft built fell from 7 to 2 per month, and it was not until 1979 that 7 aircraft per month were built again. In 1982 the demand dropped again and in 1984 only 1 per month was being built!
Pan Am was the launch customer for the 747.
Fortunately, sales of the 757, 767 and 737 were going well at that time. As a result of deregulation, the demand for smaller aircraft increased, while the demand for larger ones decreased. The 747 can only be used on busy long routes, such as across the Atlantic. Productivity per employee has been greatly increased, in 1969 25000 men were needed to build 7 747s per month, in 1981 there were only 11000!
Fuel costs are having an increasing impact on Direct Operational Costs. In 1970 fuel costs were about 24% of the total, by the end of the 70s it was 58%. A fuel-efficient aircraft is therefore becoming increasingly important.
In the beginning, airports had problems handling the large number of passengers pouring out of a 747.
The 747's economic life is designed for 20,000 cycles and 60,000 flight hours in about 20 years.
By the end of 1988, 710 747s had been sold, 18 of which had been lost (2.5%). At that time, these Boeings had made 4.9 million flights and carried 893 million passengers. (= avg 182 pax/flight, = average 6901 flights per 747)
It wasn't until 1986 that the last 747-100 was delivered! (VK19Jul96)
primary users : PanAm, Air France, JAL, American Airlines, National Airlines, Northwest
Orient Airlines, Sabena, Lufthansa, British Airways, United Airlines, TWA
Accommodation:
flight crew : 3 cabin crew : 11
flight crew consist of pilot, co-pilot and flight engineer
passengers : seating for 420 in two class : 32 business class and 388 coach class seats
(34 -in pitch) high density seating for 480 passengers
engine : 4 Pratt & Whitney JT9D-3A turbofan engines of 193.34 [KN] (43464 [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 : 6.5 [m]
weights :
empty weight : 158220 [kg]
operating empty weight : 162500 [kg] max. structural payload : 76280 [kg]
Zero Fuel weight (ZFW) : 238780 [kg] max. landing weight (MLW) : 255800 [kg]
max. take-off weight : 322100 [kg] weight usable fuel : 140280 [kg] (178700 [litres])
performance :
Max. operating Mach number (Mmo) : 0.89 [Mach] (958 [km/hr]) at 10200 [m]
critical Mach speed : 0.91 [Mach]
max. cruising speed : 907 [km/hr] (Mach 0.83 ) at 9000 [m] (37 [%] power)
economic cruising speed : 880 [km/hr] (Mach 0.81 ) at 9000 [m]
service ceiling : 13700 [m]
range with max fuel and MTOW : 10550 [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 slotted LE flaps (slats) 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 [°]
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 : 27.1 [kg/hr]
fuel consumption (econ. cruise speed) : 11304.6 [kg/hr] (14400.7 [litre/hr]) at 31 [%] power
distance flown for 1 kg fuel : 0.08 [km/kg] at 9000 [m] height, sfc : 47.2 [kg/KN/h]
total fuel capacity : 178700 [litre] (140280 [kg])
calculation : *3* (weight)
JT9D-7 engine of Air France 747-128 F-BPVJ at Le Bourget © bvdz
weight engine(s) dry : 15808.0 [kg] = 20.44 [kg/KN]
weight 1510 litre de-mineralized water tank for engine injection : 128.32 [kg]
weight 465.2 litre oil tank : 39.54 [kg]
oil tank filled with 4.9 litre oil : 4.4 [kg]
oil in engine 9.5 litre oil : 8.5 [kg]
weight all fuel lines and pumps containing 125 litres fuel : 362.3 [kg]
weight engine cowling : 2010.7 [kg]
weight thrust reversers : 1160.0 [kg]
total weight propulsion system : 19522 [kg](6.1 [%])
***************************************************************
Accommodation cabin facilities:
typical 2-class cabin layout for 420 passengers : economy : pitch : 86.4 [cm] 34.0 [-in]
( 3+4+3 ) seating in 43.4 rows
Interesting to read the reason why first 747’s had only 3 windows at the upperdeck, was because the original design was envisaged the 747 would end as a freighter aircraft, with the SST replacing it as a supersonic passenger aircraft. with the hinged front loading cargo door, this needed the cockpit be placed higher, giving a small bulge. This gave high drag and to improve this the upper deck was lengthened but still intended to be used only by the crew, and therefore only 3 windows were needed. Later the idea came to use it as a bar and even later, around 1973 with the fuel crisis, it became desirable to used it as first-class passenger cabin and the number of windows was increased to 10.
with upper deck space for 16 first class sleeper seats or 32 economy class seats
weight passenger seats : 2232.5 [kg]
weight cabin crew seats : 55.0 [kg]
weight flight crew seats : 63.0 [kg]
weight 2 jump seats in the cockpit :14.0 [kg]
Cabin seat arrangement 747-100, top TWA, below Air France
high density seating passengers : 480 [pax] at mainly 10 -abreast seating in 49.7 rows,
pitch 79.5 [cm] 31.3 [-in]
pax density, normal seating : 0.73 [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 11 lavatories : 343.3 [kg]
weight 11 galleys : 963.9 [kg]
weight staircase : 120 [kg]
weight overhead stowage for hand luggage (total : 40.2 [m3]) : 137.4 [kg]
weight 4 wardrobe closets : 42.0 [kg]
weight 4 movie screens : 86.8 [kg]
weight 89 windows (41 x 28 cm) made of acrylic glass : 242.5 [kg]
weight 10 (1.93 x 1.07 [m]) Type A main entry doors : 762.0 [kg]
weight 3 (main door size : 1.73 x 2.64 [m]) freight doors (belly) : 666.8 [kg]*
total usable belly baggage/cargo hold volume : 184.8 [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 : 788 [m3]
passenger compartment volume : 447 [m3]
passenger cabin max width : 6.10 [m] cabin length : 56.40 [m] max cabin height : 2.54 [m]
floor area : 308.1 [m2]
weight cabin facilities : 5729.1 [kg]
safety facilities:
evacuation time with 480 passengers : 46 [sec]
weight 19 hand fire extinguisher : 58 [kg]
weight cockpit voice recorder (CVR) and flight data recorder (FDR): 20.0 [kg]
weight oxygen masks & oxygen generators (deploy cabin alt.>4267m): 273.0 [kg]
weight emergency flare installation : 10 [kg]
weight 10 emergency evacuation slides : 620.5 [kg]
weight safety equipment & facilities : 981 [kg]
fuselage construction:
fuselage aluminium frame : 36950 [kg]
floor loading (payload/m2): 248 [kg/m2]
weight rear pressure bulkhead : 519.5 [kg]
fuselage covering ( 1151.6 [m2] duraluminium 2.99 [mm]) : 9211.9 [kg]
weight floor beams : 8162.5 [kg]
weight cabin furbishing : 5150.2 [kg]
weight cabin floor : 4722.2 [kg]
weight (sound proof) isolation : 1190.7 [kg] TO-noise level : 106.4 [EPNdB]
weight 54057 [litre] main central fuel tanks empty : 1081.1 [kg]
weight empty 850 [litre] potable water tanks : 75.2 [kg]
weight empty waste tank : 46.2 [kg]
weight fuselage structure : 67110.1 [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]
cockpit of the Air France Boeing 747-100 at the Bourget museum (registered F-BPVJ)
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 IIIB auto-landing system : 10.0 [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 7200 [m]
and gives equivalent of 2100 [m] at 12700 [m]. pressure differential : 0.63 [bar] (kg/cm2)
pressurized fuselage volume : 1507 [m3] cabin air refreshment time : 3.6 [min]
weight air-conditioning and pressurization system : 718 [kg]
weight APU / engine starter (also driving 60KV generator for primary electrical power):
137.7 [kg]
weight lighting : 138.6 [kg]
weight four independent 207 bar hydraulic systems : 343.6 [kg]
weight four engine-driven 60kVA electricity generators : 105.0 [kg]
weight integrated drive generator (IDG) : 25 [kg]
weight three 24V 25Ah nickel-cadmium batteries : 42.2 [kg]
weight controls : 27.8 [kg]
weight systems : 1537.8 [kg]
total weight fuselage : 75516 [kg](23.4 [%])
***************************************************************
total weight aluminium ribs (1849 ribs) : 11059 [kg]
weight engine mounts : 387 [kg]
weight 6 wing fuel tanks empty for total 124643 [litre] fuel : 1870 [kg]
weight 715 [litre] vent surge tanks : 86 [kg]
weight wing covering (painted aluminium 3.30 [mm]) : 9095 [kg]
total weight aluminium spars (multi-cellular wing structure) : 11989 [kg]
weight wings : 32143 [kg]
weight wing/square meter : 62.90 [kg]
weight thermal leading-edge anti-icing : 65.6 [kg]
weight high & low speed ailerons (20.40 [m2]) : 643.0 [kg]
weight fin (77.1 [m2]) : 2431.0 [kg]
weight rudder (22.9 [m2]) : 693.0 [kg]
weight tailplane (stabilizer) (136.6 [m2]): 4736.2 [kg]
weight elevators (32.50 [m2]): 553.4 [kg]
weight flight control hydraulic servo actuators: 135.5 [kg]
weight triple slotted trailing edge flaps (78.7 [m2] extended) : 1612.7 [kg]
National B747-135 N77772
weight leading edge Kruger flaps and slats (48.1 [m2]) : 896.4 [kg]
weight spoilers (30.8 [m2]) : 472.6 [kg]
total weight wing construction : 46725 [kg] (28.8 [%])
*******************************************************************
tire pressure main wheels : 14.34 [Bar] (nitrogen), ply rating : 30 PR
tire speed limit : 364 [km/hr]
total tyre footprint : 1.01 [m2]
Runway LCN at MTOW (0.76m radius of rigidity) : 82 [ ]
Aircraft Classification Number (ACN), MTOW on rigid runway and medium
subgrade strength (B) : 50 [ ] Can only operate from unpaved runways with reduced
weight and reduced tyre pressure
wheel pressure : 17715.5 [kg]
wheel track : 11.02 [m] wheelbase : 25.59 [m]
weight 16 Dunlop 46 x 16 main wheels (1170 [mm] by 412 [mm]) : 2797.2 [kg]
weight 2 nose wheels : 174.8 [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 : 3003.7 [kg]
weight undercarriage struts with axle 8319.1 [kg]
total weight landing gear : 14868.2 [kg] (4.6 [%]
*******************************************************************
********************************************************************
calculated empty weight : 156631 [kg](48.6 [%])
weight oil for 14.0 hours flying : 403.1 [kg]
weight engine injection water : 1509.6 [kg]
unusable fuel in engine and tanks 1092.8 litre fuel : 857.8 [kg]
weight lifejackets : 189.0 [kg]
weight 8 life rafts : 262.5 [kg]
weight catering : 544.8 [kg]
weight water : 751.9 [kg]
weight crew : 1134 [kg]
weight crew luggage, nav. chards, flight doc., miscell. items : 216 [kg]
operational weight empty : 162500 [kg] (50.5 [%])
********************************************************************
weight 420 passengers : 32340 [kg]
weight luggage : 6720 [kg]
weight cargo : 37220 [kg] (cargo + luggage/m3 belly : 229 [kg/m3])
zero fuel weight (ZFW): 238780 [kg](74.1 [%])
weight fuel for landing (1.5 hours flying) : 17020 [kg]
max. landing weight (MLW): 255800 [kg](79.4 [%])
max. fuel weight : 302780 [kg] (94.0 [%])
payload with max fuel : 208 passengers + luggage 19320 [kg]
published maximum take-off weight : 322100 [kg] (100.0 [%])
Sabena 747-129(M) OO-SGA c/n 20401 at JFK, August 1980
calculation : * 4 * (engine power)
power loading (Take-off) : 416 [kg/KN]
power loading (Take-off) 1 PUF: 555 [kg/KN]
max. total take-off power : 773.4 [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 : 4.25 [hours]
design cycles : 12400 sorties, design hours : 52700 [hours]
max. wing loading (MTOW & flaps retracted) : 630 [kg/m2]
wing stress (2 g) during operation : 176 [N/kg] at 2g emergency manoeuvre
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 : 2.26 ["]
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 : 2.15 [ ]
drag coefficient at max. speed : 0.0357 [ ]
drag coefficient at econ. cruise speed : 0.0336 [ ]
induced drag coefficient at econ. cruise speed : 0.0082 [ ]
drag coefficient (zero lift) : 0.0254 [ ]
lift/drag ratio at max. speed : 10.89 [ ]
calculation : *8* (speeds
take-off decision speed (V1) : 246 [km/u] (133 [kt])
take-off rotation speed (VR) : 288 [km/u] (156 [kt])
minimum unstick speed (Vmu) at TO angle 13.0 ° : 296 [km/u] (160 [kt])
lift-off speed (VLOF) : 325 [km/u] (176 [kt]) at pitch angle : 11.0 [°]
take-off safety speed (V2) : 328 [km/u] (177 [kt])
flap retraction speed (V3) at 500m (OW loaded : 310795 [kg]): 355 [km/u] (192 [kt])
steady initial climb speed (V4) : 354 [km/u] (191 [kt])
climb speed (to FL150 with 56 [%] power) : 527 [km/hr] (285 [kt])
max. endurance speed (Vbe): 812 [km/u] min. fuel/hr : 9717 [kg/hr] at height : 12192 [m]
max. range speed (Vbr) = economic cruise speed : 880 [km/u] min.fuel cons. : 12.846 [kg/km]
at cruise height : 9000 [m]
max. cruising speed : 907 [km/hr] (490 [kt]) at 9000 [m] (power:32 [%])
max. operational speed (Mmo) : 958 [km/hr] (Mach 0.89 ) at 10200 [m] (power:31 [%])
airflow at cruise speed per engine : 505.3 [kg/s]
speed of thrust jet : 1347 [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 : 255800 [kg]): 308 [km/u]
(166 [kt])
Northwest Orient B747-151 N602US
final approach speed (landing speed) at sea-level with full flaps VREF (max. landing weight):
264 [km/u] (142 [kt])
ICAO Aircraft Approach Category (APC) : D
stalling speed at sea-level with full flaps VSO (max. landing weight): 203 [km/u] (109 [kt]
rate of climb at sea-level ROC (loaded, 56 % power) : 552 [m/min]
rate of climb at sea-level ROC (loaded, 75 % power) : 1046 [m/min]
rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 100 % power on remaining
engines) : 885 [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 : 2548 [KW]
Take off runway length standard day, sea level at MTOW 322100 kg (710100 lbs) : 9500 ft > 2896m. Seems little low, jane’s atwa gives 3170m looks more correct !
FAR TO balanced runway length (TOFL) requirement at TOW 322100 [kg] standard day at SL (distance to 10.7m height x 1.15): 3183 [m]
+++ FAA certification landing distance : +++
landing weight : 255800 [kg], TE flap setting : 25 [°]
runway condition : dry , landing over 50ft (15m) at threshold at sea-level
without use of thrust reversers
.
Runway length at MLW 255800 kg (563933 lbs), 25° flaps : 6750 ft > 2057m
FAA approved landing field length : 2056 [m] (6745 [ft])
landing distance (C.A.R.) from 15 [m] at SL, wet runway: 2352 [m] (7717 [ft])
max. lift/drag ratio : 12.02 [ ]
climb to 5000 [m] with max payload : 8.39 [min]
climb to 10000 [m] with max payload : 25.80 [min]
descent time from 10000 [m] to 250 [m] : 24.33 [min]
ceiling limited by max. pressure differential 16500 [m]
theoretical ceiling fully loaded (mtow- 60 min.fuel: 310795 [kg] ) : 15200 [m]
calculation *10* (action radius & endurance)
range with max. payload: 6128 [km] with 76280.0 [kg] max. useful load (59.4 [%] fuel)*
range with high density pax: 8729 [km] with 480 passengers (82.0 [%] fuel)*
range with typical two-class pax: 9204 [km] with 420 passengers (85.9 [%] fuel)*
Range with max payload 2500 nm > 4630km, with 385 pax + baggage : 4700 nm > 8704 km, with max fuel (mtow 322000kg) : 5700 nm > 10556 km, ferry range 6200 nm > 11482 km
range with max.fuel : 10920 [km] with 14 crew and 208 passengers and 100.0 [%] fuel*
ferry range (calculated): 11374 [km] with 3 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 206099 [litre] fuel : 12857 [km]*
* calculated ranges without fuel reserves
Available Seat Kilometres (ASK) : 4025369 [paskm]
useful load with range 1000km : 76280 [kg]
useful load with range 1000km : 480 passengers
production (theor.max load): 69186 [tonkm/hour]
production (useful load): 69186 [tonkm/hour]
production (passengers): 404968 [paskm/hour]
combi aircraft mail/freight/passengers
oil and fuel consumption per tonkm : 0.164 [kg]
calculation *11* (operating cost)
fuel cost per hour (14401 [litre]):8640 [eur] (28 [pax-km/litre fuel])
fuel cost per seat 1000km flight (446 [pax] 2-class seating): 21.33 [eur/1000PK]
oil cost per hour: 112 [eur]
crew cost per hour : 1950 [eur]
list price 2024 : 282 [mln USD]
average flying hours in 1 year : 3200 [hours] technical life : 16 [year]
real average service life : 20 [years]
depreciation - 20 [years] to 10% residual value
economic hours (expected total flying hours): 64000 [hours] is 0 [%] less then cor.
design hours 64000 [hours]
financing interest per flying hour : 1982 [EUR]
write off per flying hour : 3659 [EUR]
time between engine failure : 17199 [hr]
can continue fly on 3 engines, low risk for emergency landing for PUF
workhours per day : 10.31 [hr]
average flight hours till crash : 1.34 [mln hr] (420 service years)
safe flight hours till fatality : 8440 [hr] (2.6 service years)
reservation pax liability/flying hour : 15.26 [SDR*] (19.08 [eur])
insurance cost per hour : 965 [eur] insurance rate : 3.0 [%]
To bring spare engines there was a possibility to attach a fifth engine under the wing. Later with the arrival of bigger cargo aircraft this option was no longer needed, so nowadays you will not see this anymore. The engines have also become much more reliable so need for adhoc replacements for stranded aircraft is much less happening today than in the seventies.
engine maintenance cost per hour : 591.8 [eur]
wing maintenance cost per hour : 264.5 [eur]
fuselage maintenance cost per hour : 127.51 [eur]
tire life (time till worn out) : 85 [cycles]
maintenance cost per hour (excluding engines): 4857 [eur]
direct operating cost per hour: 22777 [eur], DOC per km : 25.88 [eur]
DOC per seat 1000km flight (446 [pax] 2-class seating): 56.25 [eur/1000PK]
DOC per seat 1000km flight (high density seating): 52.32 [eur/1000PK]
DOC per kg cargo for a 1000km flight : 0.33 [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 : 4.46 [eur/pax]
airport landing fee / passenger : 4.46 [eur/pax]
retour ticket price 1000km trip : 190.49 [eur/pax]
price retour ticket Schiphol-Barcelona : 221.42 [eur/pax]
Air Dabia Boeing 747-122 C5-FBS c/n 19875, at Miami Opa Locka airport (OPF), March 1998. This airplane entered service with United Airlines, it suffered a cargo door failure in February 1989 after take-off from Honolulu. See the accident file
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
JUMBO JET AIRCRAFT AND THE IMPACT THEY WILL HAVE ON TRANSPORTATION (trb.org)
Air international apr’94 page 195
Volkskrant 19 juli 1996
Verkehrsflugzeuge page 47,48,49
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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