- Weight Of A C 130
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Aircraft Weight and Balance. F-15/F-117, C-17, C-130 and others have now gone to, provide specific W&B instruction on their aircraft. Instruction in Automated. Automated Weight and Balance System (AWBS) Training Class Description: This one-day class will present all the new features of Version 10 of the US Air Force’s Automated Weight and Balance Software in a hands-on training class. Weight and balance c130j 30 full. free download - WEIGHT AND BALANCE c130j-30 AUSTRALIAN VERSION, WEIGHT AND BALANCE C130J-30, and many more programs. Educational Software. The aircraft classification number. The ACN of an airplane is a function of not only its weight but also the design parameters of its landing gear such as the distances between the wheels of a multiple-wheel landing gear assembly. Hercules C-130, 082, 182, 282, 382 778 0.67 29 34 37 43 33 36 39 42 Hercules L-100 (Commercial) 693 0.74 27.
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The center of gravity (CG) of an aircraft is the point over which the aircraft would balance.[1] Its position is calculated after supporting the aircraft on at least two sets of weighing scales or load cells and noting the weight shown on each set of scales or load cells. The center of gravity affects the stability of the aircraft. To ensure the aircraft is safe to fly, the center of gravity must fall within specified limits established by the aircraft manufacturer.
- 2Calculation
- 3Incorrect weight and balance in fixed-wing aircraft
- 4Incorrect weight and balance in helicopters
Terminology[edit]
The nose baggage compartment of a Fokker F.XII in 1933, avoiding the problem of heavy weights towards the rear
- Ballast
- Ballast is removable or permanently installed weight in an aircraft used to bring the center of gravity into the allowable range.
- Center-of-Gravity Limits
- Center of gravity (CG) limits are specified longitudinal (forward and aft) and/or lateral (left and right) limits within which the aircraft's center of gravity must be located during flight. The CG limits are indicated in the airplane flight manual. The area between the limits is called the CG range of the aircraft.
- Weight and Balance
- When the weight of the aircraft is at or below the allowable limit(s) for its configuration (parked, ground movement, take-off, landing, etc.) and its center of gravity is within the allowable range, and both will remain so for the duration of the flight, the aircraft is said to be within weight and balance. Different maximum weights may be defined for different situations; for example, large aircraft may have maximum landing weights that are lower than maximum take-off weights (because some weight is expected to be lost as fuel is burned during the flight). The center of gravity may change over the duration of the flight as the aircraft's weight changes due to fuel burn or by passengers moving forward or aft in the cabin.
- Reference Datum
- The reference datum is a reference plane that allows accurate, and uniform, measurements to any point on the aircraft. The location of the reference datum is established by the manufacturer and is defined in the aircraft flight manual. The horizontal reference datum is an imaginary vertical plane or point, placed along the longitudinal axis of the aircraft, from which all horizontal distances are measured for weight and balance purposes. There is no fixed rule for its location, and it may be located forward of the nose of the aircraft. For helicopters, it may be located at the rotor mast, the nose of the helicopter, or even at a point in space ahead of the helicopter. While the horizontal reference datum can be anywhere the manufacturer chooses, most small training helicopters have the horizontal reference datum 100 inches forward of the main rotor shaft centerline. This is to keep all the computed values positive. The lateral reference datum is usually located at the center of the helicopter.[2]
- Arm
- The arm is the horizontal distance from the reference datum to the center of gravity (CG) of an item. The algebraic sign is plus (+) if measured aft of the datum or to the right side of the center line when considering a lateral calculation. The algebraic sign is minus (−) if measured forward of the datum or the left side of the center line when considering a lateral calculation.[1]
- Moment
- The moment is the moment of force, or torque, that results from an object's weight acting through an arc that is centered on the zero point of the reference datum distance. Moment is also referred to as the tendency of an object to rotate or pivot about a point (the zero point of the datum, in this case). The further an object is from this point, the greater the force it exerts. Moment is calculated by multiplying the weight of an object by its arm.
- Mean Aerodynamic Chord (MAC)
- A specific chord line of a tapered wing. At the mean aerodynamic chord, the center of pressure has the same aerodynamic force, position, and area as it does on the rest of the wing. The MAC represents the width of an equivalent rectangular wing in given conditions. On some aircraft, the center of gravity is expressed as a percentage of the length of the MAC. In order to make such a calculation, the position of the leading edge of the MAC must be known ahead of time. This position is defined as a distance from the reference datum and is found in the aircraft's flight manual and also on the aircraft's type certificate data sheet. If a general MAC is not given but a LeMAC (leading edge mean aerodynamic chord) and a TeMAC (trailing edge mean aerodynamic chord) are given (both of which would be referenced as an arm measured out from the datum line) then your MAC can be found by finding the difference between your LeMAC and your TeMAC.
Calculation[edit]
Center of gravity (CG) is calculated as follows:
- Determine the weights and arms of all mass within the aircraft.
- Multiply weights by arms for all mass to calculate moments.
- Add the moments of all mass together.
- Divide the total moment by the total mass of the aircraft to give an overall arm.
The arm that results from this calculation must be within the center of gravity limits dictated by the aircraft manufacturer. If it is not, weight in the aircraft must be removed, added (rarely), or redistributed until the center of gravity falls within the prescribed limits.
Aircraft center of gravity calculations are only performed along a single axis from the zero point of the reference datum that represents the longitudinal axis of the aircraft (to calculate fore-to-aft balance). Some helicopter types utilize lateral CG limits as well as longitudinal limits. Operation of such helicopters requires calculating CG along two axes: one calculation for longitudinal CG (fore-to-aft balance) and another calculation for lateral CG (left-to-right balance).
The weight, moment and arm values of fixed items on the aircraft (i.e. engines, wings, electronic components) do not change and are provided by the manufacturer on the Aircraft Equipment List. The manufacturer also provides information facilitating the calculation of moments for fuel loads. Removable weight items (i.e. crew members, passengers, baggage) must be properly accounted for in the weight and CG calculation by the aircraft operator.
Example[edit]
Mass (lb) | Arm (in) | Moment (lb-in) | |
---|---|---|---|
Empty aircraft | 1,495.0 | 101.4 | 151,593.0 |
Pilot and passengers | 380.0 | 64.0 | 24,320.0 |
Fuel (30 gallons @ 6 lb/gal) | 180.0 | 96.0 | 17,280.0 |
Totals | 2,055.0 | 94.0 | 193,193.0 |
To find the center of gravity, we divide the total moment by the total mass: 193,193 / 2,055 = 94.01 inches behind the datum plane.
In larger aircraft, weight and balance is often expressed as a percentage of mean aerodynamic chord, or MAC. For example, assume the leading edge of the MAC is 62 inches aft of the datum. Therefore, the CG calculated above lies 32 inches aft of the leading edge of the MAC. If the MAC is 80 inches in length, the percentage of MAC is 32 / 80 = 40%. If the allowable limits were 15% to 35%, the aircraft would not be properly loaded.
Incorrect weight and balance in fixed-wing aircraft[edit]
The center of gravity of this British Aerospace 146 shifted rearward when its engines were removed. As a result, it tipped back onto its rear fuselage in windy conditions.
When the center of gravity or weight of an aircraft is outside the acceptable range, the aircraft may not be able to sustain flight, or it may be impossible to maintain the aircraft in level flight in some or all circumstances, in some events resulting in load shifting. Placing the CG or weight of an aircraft outside the allowed range can lead to an unavoidable crash of the aircraft.
Center of gravity out of range[edit]
When the fore-aft center of gravity (CG) is out of range, serious aircraft control problems occur. The fore-aft CG affects longitudinal stability of the aircraft, with the stability increasing as the CG moves forward, and stability decreasing as the CG moves aft. With a forward CG position, although the stability of the aircraft increases, the elevator control authority is reduced in the capability of raising the nose of the aircraft. This can cause a serious condition during the landing flare when the nose cannot be raised sufficiently to slow the aircraft. An aft CG position creates severe handling problems due to the reduced pitch stability and increased elevator control sensitivity, with potential loss of aircraft control. Because the burning of fuel gradually produces a loss of weight and possibly a shift in the CG, it is possible for an aircraft to take off with the CG within normal operating range, and yet later develop an imbalance that results in control problems. Calculations of CG must take this into account (often part of this is calculated in advance by the manufacturer and incorporated into CG limits).
Here's an example of a Piper Mirage with too much weight in the back of the aircraft that results in the Takeoff CG within limits (the green reference point) but the Landing CG is aft of the CG Envelope limits (the blue reference point).[3]
Adjusting CG within limits[edit]
The amount a weight must be moved can be found by using the following formula
Example:
We want to move the CG 1in using a 100lb bag in the baggage compartment.
Reworking the problem with 100lbs moved 16in forward to 68in moves CG 1-in.
Weight out of range[edit]
Few aircraft impose a minimum weight for flight (although a minimum pilot weight is often specified), but all impose a maximum weight. If the maximum weight is exceeded, the aircraft may not be able to achieve or sustain controlled, level flight. Excessive take-off weight may make it impossible to take off within available runway lengths, or it may completely prevent take-off. Excessive weight in flight may make climbing beyond a certain altitude difficult or impossible, or it may make it impossible to maintain an altitude.
Incorrect weight and balance in helicopters[edit]
The center of gravity is even more critical for helicopters than it is for fixed-wing aircraft (weight issues remain the same). As with fixed-wing aircraft, a helicopter may be properly loaded for takeoff, but near the end of a long flight when the fuel tanks are almost empty, the CG may have shifted enough for the helicopter to be out of balance laterally or longitudinally.[1] For helicopters with a single main rotor, the CG is usually close to the main rotor mast. Improper balance of a helicopter's load can result in serious control problems. In addition to making a helicopter difficult to control, an out-of-balance loading condition also decreases maneuverability since cyclic control is less effective in the direction opposite to the CG location.
The pilot tries to perfectly balance a helicopter so that the fuselage remains horizontal in hovering flight, with no cyclic pitch control needed except for wind correction. Since the fuselage acts as a pendulum suspended from the rotor, changing the center of gravity changes the angle at which the aircraft hangs from the rotor. When the center of gravity is directly under the rotor mast, the helicopter hangs horizontal; if the CG is too far forward of the mast, the helicopter hangswith its nose tilted down; if the CG is too far aft of the mast, the nose tilts up.
CG forward of forward limit[edit]
A forward CG may occur when a heavy pilot and passenger take off without baggage or proper ballast located aft of the rotor mast. This situation becomes worse if the fuel tanks are located aft of the rotor mast because as fuel burns the weight located aft of the rotor mast becomes less.
This condition is recognizable when coming to a hover following a vertical takeoff. The helicopter will have a nose-low attitude, and the pilot will need excessive rearward displacement of the cyclic control to maintain a hover in a no-wind condition. In this condition, the pilot could rapidly run out of rearward cyclic control as the helicopter consumes fuel. The pilot may also find it impossible to decelerate sufficiently to bring the helicopter to a stop. In the event of engine failure and the resulting autorotation, the pilot may not have enough cyclic control to flare properly for the landing.
A forward CG will not be as obvious when hovering into a strong wind, since less rearward cyclic displacement is required than when hovering with no wind. When determining whether a critical balance condition exists, it is essential to consider the wind velocity and its relation to the rearward displacement of the cyclic control.
CG aft of aft limit[edit]
Without proper ballast in the cockpit, exceeding the aft CG may occur when:
- A lightweight pilot takes off solo with a full load of fuel located aft of the rotor mast.
- A lightweight pilot takes off with maximum baggage allowed in a baggage compartment located aft of the rotor mast.
- A lightweight pilot takes off with a combination of baggage and substantial fuel where both are aft of the rotor mast.
An aft CG condition can be recognized by the pilot when coming to a hover following a vertical takeoff. The helicopter will have a tail-low attitude, and the pilot will need excessive forward displacement of cyclic control to maintain a hover in a no-wind condition. If there is a wind, the pilot needs even greater forward cyclic. If flight is continued in this condition, the pilot may find it impossible to fly in the upper allowable airspeed range due to inadequate forward cyclic authority to maintain a nose-low attitude. In addition, with an extreme aft CG, gusty or rough air could accelerate the helicopter to a speed faster than that produced with full forward cyclic control. In this case, dissymmetry of lift and blade flapping could cause the rotor disc to tilt aft. With full forward cyclic control already applied, the rotor disc might not be able to be lowered, resulting in possible loss of control, or the rotor blades striking the tail boom.
Lateral balance[edit]
In fixed-wing aircraft, lateral balance is often much less critical than fore-aft balance, simply because most mass in the aircraft is located very close to its center. An exception is fuel, which may be loaded into the wings, but since fuel loads are usually symmetrical about the axis of the aircraft, lateral balance is not usually affected. The lateral center of gravity may become important if the fuel is not loaded evenly into tanks on both sides of the aircraft, or (in the case of small aircraft) when passengers are predominantly on one side of the aircraft (such as a pilot flying alone in a small aircraft). Small lateral deviations of CG that are within limits may cause an annoying roll tendency that pilots must compensate for, but they are not dangerous as long as the CG remains within limits for the duration of the flight.
For most helicopters, it is usually not necessary to determine the lateral CG for normal flight instruction and passenger flights. This is because helicopter cabins are relatively narrow and most optional equipment is located near the center line. However, some helicopter manuals specify the seat from which solo flight must be conducted. In addition, if there is an unusual situation, such as a heavy pilot and a full load of fuel on one side of the helicopter, which could affect the lateral CG, its position should be checked against the CG envelope. If carrying external loads in a position that requires large lateral cyclic control displacement to maintain level flight, fore and aft cyclic effectiveness could be dramatically limited.
Fuel dumping and overweight operations[edit]
Many large transport-category aircraft are able to take-off at a greater weight than they can land. This is possible because the weight of fuel that the wings can support along their span in flight, or when parked or taxiing on the ground, is greater than they can tolerate during the stress of landing and touchdown, when the support is not distributed along the span of the wing.
Normally the portion of the aircraft's weight that exceeds the maximum landing weight (but falls within the maximum take-off weight) is entirely composed of fuel. As the aircraft flies, the fuel burns off, and by the time the aircraft is ready to land, it is below its maximum landing weight. However, if an aircraft must land early, sometimes the fuel that remains aboard still keeps the aircraft over the maximum landing weight. When this happens, the aircraft must either burn off the fuel (by flying in a holding pattern) or dump it (if the aircraft is equipped to do this) before landing to avoid damage to the aircraft. In an emergency, an aircraft may choose to land overweight, but this may damage it, and at the very least an overweight landing will mandate a thorough inspection to check for any damage.
In some cases, an aircraft may take off overweight deliberately. An example might be an aircraft being ferried over a very long distance with extra fuel aboard. An overweight take-off typically requires an exceptionally long runway. Overweight operations are not permitted with passengers aboard.
![C 130 Weight And Balance Software C 130 Weight And Balance Software](/uploads/1/2/6/8/126882235/311049272.jpg)
Many smaller aircraft have a maximum landing weight that is the same as the maximum take-off weight, in which case issues of overweight landing due to excess fuel being on board cannot arise.
CG of large commercial transport aircraft[edit]
This section shows data obtained from a NASA Ames research grant for large commercial transport aircraft.[4][5]
The Operational CG Range is utilized during takeoff and landing phases of flight, and the Permissible CG Range is utilized during ground operations (i.e. while loading the aircraft with passengers, baggage and fuel).
Accidents[edit]
- Air Midwest Flight 5481: in January 2003, a Beech 1900D was dispatched with more than 500 lb (230 kg) over the release, and mostly in the rear so its center of gravity was 5% aft; its crash killed all 21 on board.[6]
- In February 2005, a Challenger 600 departed Teterboro, New Jersey, loaded so far forward that it was out of the CG limit and it could not rotate, crashed through the airport fence into a building, severely injuring three occupants and destroying the aircraft.[6]
- In July 2013, a de Havilland Canada DHC-3 Otter departed Soldotna, Alaska, stalled after rotation and crashed 2,300 ft (700 m) away from its brake-release point as it was overloaded by 418 lb (190 kg) and its CG was well aft of the rear limit. All ten occupants died.[6]
See also[edit]
References[edit]
- ^ abc'Aircraft Weight and Balance Handbook'(PDF). Federal Aviation Administration. 2007.
- ^'Rotorcraft Flying Handbook'(PDF). Federal Aviation Administration. 2012.
- ^http://eflite.com/images/creative_commons/Aircraft_with_Aft_CG_Limit_Issue.jpg
- ^'Cover page and credits'(PDF). NASA.
- ^'chapter 2'(PDF). NASA.
- ^ abcFred George (Jun 22, 2018). 'Aircraft Weight Integrity: The Importance Of Knowing True Weights'. Business & Commercial Aviation. Aviation Week Network.
Further reading[edit]
- Fred George (Jun 22, 2018). 'Aircraft Weight Integrity: The Importance Of Knowing True Weights'. Business & Commercial Aviation. Aviation Week Network.
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Center_of_gravity_of_an_aircraft&oldid=907942869'
The aircraft classification number (ACN) is a number expressing the relative effect of an aircraft on the runway pavement for a specified standard subgrade category, using a method defined by the International Civil Aviation Organization (ICAO).
The ACN is a single unique number expressing the relative effect of an aircraft on a pavement for a specified subgrade strength specifying a particular pavement thickness. It consists of a number on a continuous scale, ranging from 0 on the lower end and with no upper limit, that is computed between two pavement types (rigid or flexible), and the subgrade support strength category. ACN values for civil aircraft have been published in ICAO's Aerodrome Design Manual and in FAA Circular 150/5335-5.
Using the ACN method, it is possible to express the effect of individual aircraft on different pavements by a single unique number, which varies according to pavement type and subgrade strength, without specifying a particular pavement thickness.
The ACN is twice the derived single-wheel load expressed in thousands of kilograms, with single-wheel tire pressure standardized at 1.25 megapascals (= 181 psi). Additionally, the derived single-wheel load is a function of the sub-grade strength.
The ACN of an airplane is a function of not only its weight but also the design parameters of its landing gear such as the distances between the wheels of a multiple-wheel landing gear assembly.
The pavement's strength is denoted by its pavement classification number (PCN).
The load exerted on a pavement by the landing gear of an airplane is denoted as its ACN, or airplane classification number. The ACN is not permitted to exceed the PCN of the runway to be used, in order to prolong pavement life and prevent possible pavement damage.
The ACN is defined for only four subgrade categories (high, medium, low, and ultra low).
- 3Subgrade support strength category
The ACN-PCN method[edit]
The ACN-PCN system of rating airport pavements is designated by the International Civil Aviation Organization (ICAO) as the only approved method for reporting strength.
“The bearing strength of a pavement intended for aircraft of apron (ramp) mass greater than 5700 kg shall be made available using the aircraft classification number – pavement classification number ACN-PCN method………” (ICAO Annex 14, clause 2.6.2)
The ICAO system for civil airport pavements involves comparison of an airport's pavement classification number (PCN) with an aircraft classification number (ACN). According to this worldwide ICAO standard, aircraft can safely operate on a pavement if their ACN is less than or equal to the pavement load bearing capacity or PCN. An aircraft having an ACN equal to or less than the PCN can operate without weight restrictions on a pavement. The PCN is formally published in an Aeronautical Information Publication (AIP).
Weight Of A C 130
States are required to evaluate and publish the strength of airport pavements using ICAOs ACN-PCN system. The method concentrates on classifying the relative damage of aircraft. ICAO foresees that each pavement authority will define a PCN by whatever means is considered suitable to indicate the support level of a particular pavement such that all aircraft with a published ACN equal to or less than the reported PCN can use that pavement safely, without load bearing failure or undue damage to the structure.
The ACN-PCN system provides a standardised international airplane/pavement rating system replacing the various S, T, TT, LCN, AUW, ISWL, etc., rating systems throughout the world. In 1981 ICAO promulgated the ACN-PCN method as the single universal system for determining the weight limitation of aircraft operating on airport pavements by a procedure of comparing an airport's PCN with an ACN. To avoid accelerated deterioration and excessive maintenance costs and for the safeguarding of pavement integrity and assurance of optimum service life ICAO utilises the ACN /PCN load classification method for reporting pavement strength. According to this worldwide standard, aircraft can safely operate on a pavement if their ACN is less than or equal to the pavement load bearing capacity or PCN. An aircraft having an ACN equal to or less than the PCN can operate without weight restrictions on a pavement.
The ACN-PCN method is not a design or evaluation method, but purely a classification system. Unfortunately the fact that the method of calculating ACN utilises two common design and analysis methods (the CBR equation and Westergaard theories) has led a surprisingly large number of people to assume that it is a design and evaluation method. It is not uncommon for reference to be made to PCN's calculated by the ACN-PCN method. In fact the ICAO documentation makes it very clear that it is not a design/evaluation method and that the PCN is simply the ACN of the most damaging aircraft that can use the pavement on a regular basis (regular being defined by the operator).
The ACN-PCN method only deals with aircraft weighting in excess of 5,700 kg (12,566 lb) as the airports with pavement for smaller size aircraft need only report the maximum allowable mass and the maximum allowable tire pressure if applicable.
The ACN/PCN system ensures that both aircraft and pavement can be utilised to their maximum extent without detrimental effects. According to the Design Manual the method is meant only for publication of pavement strength data in the Aeronautical Information Publication (AIPs). It is not intended for design or evaluation of pavements, nor does it contemplate the use of a specific method by the airport authority either for the design or evaluation of pavements. Although the Design Manual states that any method may be used to determine the load rating of the pavements, it is obvious that the use of layered elastic method in conjunction with calibrated failure criteria is preferred
ACN reporting[edit]
ACN values for selected aircraft have been calculated by the International Civil Aviation Organization (ICAO) using two computer programs, one for rigid pavements and the other for flexible pavements.
Manufacturers are required to calculate ACNs for new aircraft as they come into service and publish the results in flight manuals. The tables give ACN values for two weights, one at the maximum total weight authorized and the other at the operating weight when empty. If an aircraft is operating at an intermediate weight, the ACN value can be calculated by a linear variation between the limits. Extrapolation is not permissible. ACN is calculated with respect to the center of gravity position, which yields the critical loading on the critical gear. Normally, the aftmost center of gravity, or CG position, appropriate to the maximum gross apron (ramp) mass, or ramp weight, is used to calculate the ACN. In exceptional cases, the forwardmost CG position may make the nose-landing gear loading more critical.
The ICAO 'Aerodrome Design Manual – Part 3 – Appendix 2' contains computer programs (source code) for the calculation of ICAO ACN's for aircraft operation on both rigid and flexible pavements. The ICAO ACN Fortran source code has been rewritten and recompiled by Transport Canada into two (2) executable stand-alone programs. The original input/output formats of the ICAO ACN programs were followed as closely as possible. The internal program calculations and equations of the ICAO programs were also followed and incorporated in the new .exe files. The result is the computation of aircraft ACN values that are fully compatible with the ICAO ACN/PCN strength reporting system for airfield pavements. The programs are available at http://www.tc.gc.ca/CivilAviation/.../software.htm
C 130 Weight And Balance Software Reviews
The FAA also has a large amount of guidance material available on their website. Advisory Circular AC 150/5335-5B provides further guidance on ACN and PCN calculations and the relationship between the two numbers. The FAA also provides a more user friendly version of the ICAO computer programs, although that code has been translated from the original Fortran language to Visual Basic. The FAA software is COMFAA and is available from their software download page at: https://web.archive.org/web/20110721035557/http://www.airporttech.tc.faa.gov/naptf/download/index1.asp#soft
Subgrade support strength category[edit]
The ranges of subgrade strength covered by these standard subgrade categories (designated as A, B, C and D) are shown below.
Flexible pavements[edit]
The flexible pavements have four subgrade categories:
- A. High Strength – CBR 15 (All CBR above 13%).
- B. Medium Strength – CBR 10 (For CBR between 8% to 13%).
- C. Low Strength – CBR 6 (For. CBR between 4% to 8%).
- D. Ultra Low Strength – CBR 3 (For CBR below 4%).
Rigid pavements[edit]
The rigid pavements have four subgrade categories:
- A. High Strength – Subgrade k = 150 MN/m3 (550 lb/in3) (All k values above 120 MN/m3).
- B. Medium Strength – k = 80 MN/m3 (300 lb/in3) (For values between 60 and 120 MN/m3).
- C. Low Strength – k = 40 MN/m3 (150 lb/in3) (For values between 25 and 60 MN/m3).
- D. Ultra Low Strength – k = 20 MN/m3 (75 lb/in3) (All k values below 25 MN/m3).
C 130 Weight And Balance Software Free
Updates[edit]
C 130 Weight And Balance Software Review
As per October 2007, ICAO revised the alpha factor for four wheel undercarriages. Based on recent findings of full scale pavement tests, ICAO agreed to the following revisions concerning the alpha factor values:a. change the alpha factor value for all four-wheels per main landing gear from the current 0.825 to 0.80;b. retain the alpha factor for six-wheels per main landing gear at 0.72; andc. change the alpha factors for other main landing gears so that the ranking of the damaging effect remains consistent.
Aircraft ACN list[edit]
Aircraft | Weight Maximum (kN) | Tire Pressure (MPa) | Flexible pavement sub-grades CBR% | Rigid pavement sub-grades k (MPa/m3) | ||||||
---|---|---|---|---|---|---|---|---|---|---|
High | Medium | Low | Very low | High | Medium | Low | Ultra low | |||
A | B | C | D | A | B | C | D | |||
15 | 10 | 6 | 3 | 150 | 80 | 40 | 20 | |||
A330-200 (Configuration 1) | 2,137 | 1.34 | 57 | 62 | 72 | 98 | 48 | 56 | 66 | 78 |
A330-200 (Configuration 2) | 2,264 | 1.42 | 62 | 67 | 78 | 106 | 53 | 61 | 73 | 85 |
A330-300 (Configuration 1) | 2,088 | 1.31 | 55 | 60 | 70 | 94 | 46 | 54 | 64 | 75 |
A330-300 (Configuration 2) | 2,137 | 1.33 | 57 | 61 | 71 | 96 | 47 | 55 | 65 | 77 |
A330-300 (Configuration 3) | 2,264 | 1.42 | 62 | 68 | 79 | 107 | 54 | 62 | 74 | 86 |
A380-800 (6 Wheel Main Gear) | 5,514 | 1.47 | 56 | 62 | 75 | 106 | 55 | 67 | 88 | 110 |
A380-800 (4 Wheel Wing Gear) | 5,514 | 1.47 | 62 | 68 | 80 | 108 | 55 | 64 | 76 | 88 |
B737-800 | 777 | 1.47 | 44 | 46 | 51 | 56 | 51 | 53 | 55 | 57 |
B737-900 | 777 | 1.47 | 44 | 46 | 51 | 56 | 51 | 53 | 55 | 57 |
B737-BBJ | 763 | 1.47 | 43 | 45 | 50 | 55 | 50 | 52 | 54 | 56 |
B747-400, 400F, 400M | 3,905 | 1.38 | 53 | 59 | 73 | 94 | 53 | 62 | 74 | 85 |
B747-400D (Domestic) | 2,729 | 1.04 | 36 | 39 | 47 | 65 | 30 | 36 | 43 | 51 |
B747-400ER | 4,061 | 1.58 | 57 | 63 | 78 | 100 | 59 | 69 | 81 | 92 |
B747-SP | 3,127 | 1.26 | 45 | 50 | 61 | 81 | 40 | 48 | 58 | 67 |
B777-300 | 2,945 | 1.48 | 53 | 59 | 72 | 100 | 54 | 68 | 88 | 108 |
B777-300ER | 3,345 | 1.52 | 64 | 71 | 89 | 120 | 66 | 85 | 109 | 131 |
B787-8 | 2,240 | 1.57 | 60 | 66 | 81 | 106 | 61 | 71 | 84 | 96 |
BAC-111 Series 400 | 390 | 0.97 | 23 | 24 | 27 | 29 | 25 | 27 | 28 | 29 |
BAC-111 Series 475 | 440 | 0.57 | 23 | 28 | 29 | 32 | 26 | 28 | 29 | 31 |
BAC-111 Series 500 | 467 | 1.1 | 29 | 31 | 33 | 35 | 33 | 34 | 35 | 36 |
BAe-146-100 | 376 | 0.84 | 18 | 20 | 23 | 26 | 20 | 22 | 24 | 25 |
BAe-146-200 | 416 | 0.97 | 22 | 23 | 26 | 29 | 24 | 26 | 27 | 29 |
BAe-146-300 | 436 | 1.1 | 24 | 25 | 28 | 31 | 27 | 28 | 30 | 31 |
BAe ATP | 232 | 0.85 | 12 | 13 | 14 | 16 | 13 | 14 | 15 | 16 |
Beech 1900C, 1900D | 76 | 0.67 | 3 | 4 | 4 | 5 | 4 | 4 | 5 | 5 |
Beech Starship 2000 | 65 | 0.54 | 2 | 3 | 4 | 4 | 3 | 4 | 4 | 4 |
Beech Jet 400, 400A | 73 | 0.86 | 6 | 7 | 7 | 7 | 6 | 6 | 6 | 6 |
Beech King Air 100, 200 Series | 56 | 0.73 | 2 | 3 | 3 | 4 | 3 | 3 | 3 | 4 |
Beech King Air 300, 300C, 350, 350C | 67 | 0.73 | 3 | 3 | 4 | 4 | 4 | 4 | 4 | 4 |
Bombardier 415 (Canadair CL-215, 415) | 196 | 0.53 | 12 | 14 | 17 | 17 | 14 | 14 | 15 | 15 |
Bombardier BD-700, Global Express, XRS | 437 | 1.15 | 26 | 28 | 31 | 32 | 30 | 31 | 32 | 33 |
Bombardier Challenger 300 | 168 | 1.21 | 9 | 9 | 11 | 12 | 11 | 11 | 12 | 12 |
Bombardier Challenger 800 | 237 | 1.12 | 13 | 14 | 16 | 17 | 16 | 16 | 17 | 18 |
Bombardier Challenger CL 600, 601, 604 | 215 | 1.21 | 12 | 13 | 15 | 16 | 15 | 15 | 16 | 16 |
Bombardier CRJ100, CRJ200, CRJ440 | 237 | 1.12 | 13 | 14 | 16 | 17 | 16 | 16 | 17 | 18 |
Bombardier CRJ700 Series | 335 | 1.06 | 18 | 18 | 21 | 24 | 20 | 21 | 22 | 23 |
Bombardier CRJ900 Series | 377 | 1.06 | 21 | 21 | 24 | 27 | 23 | 24 | 26 | 27 |
Bombardier Dash 8 Q100, Q200 Series | 162 | 0.9 | 8 | 8 | 9 | 11 | 9 | 9 | 10 | 10 |
Bombardier Dash 8 Q300 Series | 192 | 0.67 | 8 | 9 | 11 | 13 | 10 | 11 | 11 | 12 |
Bombardier Dash 8 Q400 | 287 | 0.67 | 14 | 16 | 18 | 20 | 16 | 17 | 18 | 19 |
Bombardier Global | 391 | 1.15 | 23 | 24 | 27 | 29 | 26 | 27 | 28 | 29 |
C-123K Provider (Fairchild/Republic) | 267 | 0.69 | 20 | 22 | 24 | 25 | 21 | 21 | 22 | 22 |
C-141B Starlifter (Lockheed) | 1,553 | 1.31 | 52 | 60 | 73 | 88 | 51 | 61 | 70 | 78 |
C-17A (Globemaster III) | 2,736 | 0.95 | 46 | 51 | 61 | 80 | 55 | 51 | 61 | 76 |
C-5 Galaxy (Lockheed) | 3,723 | 0.77 | 31 | 33 | 40 | 51 | 28 | 31 | 37 | 45 |
Cessna 501 (Citation I – Eagle) | 56 | 0.69 | 4 | 5 | 5 | 5 | 4 | 5 | 5 | 5 |
Cessna 550 (Citation II) | 64 | 0.69 | 5 | 5 | 6 | 6 | 5 | 5 | 5 | 5 |
Cessna 550 (Citation Bravo) | 67 | 0.69 | 5 | 6 | 6 | 6 | 5 | 5 | 6 | 6 |
Cessna 560 (Citation V, Ultra, Encore) | 75 | 0.69 | 6 | 6 | 7 | 7 | 6 | 6 | 6 | 6 |
Cessna 560 XL (Citation Excel) | 90 | 1.48 | 9 | 9 | 9 | 9 | 9 | 9 | 9 | 9 |
Cessna 650 (Citation III, VI) | 99 | 1.02 | 6 | 6 | 7 | 7 | 7 | 7 | 7 | 7 |
Cessna 650 (Citation VII) | 104 | 1.16 | 6 | 7 | 7 | 8 | 7 | 8 | 8 | 8 |
Cessna 750 (Citation X) | 160 | 1.16 | 10 | 11 | 12 | 12 | 12 | 12 | 13 | 13 |
CF-18 | 249 | 1.38 | 21 | 20 | 20 | 20 | 21 | 21 | 21 | 21 |
Convair 240 | 190 | 0.64 | 7 | 9 | 10 | 12 | 9 | 10 | 10 | 11 |
Convair 340, 440, 540 | 222 | 0.47 | 7 | 9 | 11 | 14 | 9 | 10 | 11 | 12 |
Convair 580 | 259 | 0.59 | 10 | 12 | 14 | 17 | 12 | 13 | 14 | 15 |
Convair 5800 | 280 | 0.59 | 11 | 13 | 15 | 19 | 13 | 14 | 16 | 17 |
Convair 600 | 210 | 0.73 | 9 | 10 | 11 | 14 | 10 | 11 | 12 | 13 |
Convair 640 | 245 | 0.52 | 8 | 11 | 12 | 15 | 10 | 12 | 13 | 14 |
Convair 880 | 860 | 1.03 | 27 | 31 | 36 | 44 | 26 | 31 | 36 | 40 |
Convair 990 | 1,135 | 1.28 | 40 | 46 | 53 | 64 | 40 | 47 | 54 | 60 |
Dassault Falcon | 164 | 1.36 | 9 | 10 | 11 | 12 | 11 | 12 | 12 | 13 |
Dassault Falcon 2000EX | 189 | 1.51 | 11 | 12 | 13 | 14 | 14 | 14 | 15 | 15 |
Dassault Falcon 10 | 84 | 0.93 | 5 | 5 | 6 | 6 | 6 | 6 | 6 | 6 |
Dassault Falcon 20 | 128 | 0.92 | 8 | 9 | 9 | 10 | 10 | 10 | 10 | 10 |
Dassault Falcon 50 | 173 | 0.93 | 9 | 10 | 12 | 13 | 11 | 12 | 12 | 13 |
Dassault Falcon 900 | 202 | 1.3 | 11 | 12 | 14 | 15 | 14 | 14 | 15 | 15 |
DC-10-10, 10CF, 15 | 2,037 | 1.34 | 57 | 62 | 74 | 101 | 49 | 58 | 69 | 80 |
DC-10-20, 20CF, 30CF, 40CF | 2,485 | 1.14 | 60 | 67 | 81 | 110 | 49 | 59 | 72 | 85 |
DC-10-30, 30ER, 40 | 2,593 | 1.22 | 59 | 65 | 79 | 107 | 50 | 59 | 72 | 84 |
DC-3 | 147 | 0.31 | 5 | 7 | 10 | 12 | 8 | 8 | 9 | 9 |
DC-4 | 335 | 0.53 | 12 | 15 | 17 | 21 | 14 | 16 | 17 | 19 |
DC-6, 6B | 480 | 0.73 | 20 | 23 | 25 | 30 | 22 | 24 | 26 | 27 |
DC-7 (All Models) | 640 | 0.89 | 34 | 36 | 42 | 46 | 37 | 40 | 42 | 44 |
DC-8-10, 20 Series | 1,226 | 1.01 | 36 | 41 | 49 | 62 | 32 | 39 | 46 | 53 |
DC-8-43, 55, 61, 71 | 1,470 | 1.3 | 47 | 54 | 64 | 79 | 45 | 54 | 63 | 71 |
DC-8-61F, 63F | 1,557 | 1.32 | 51 | 59 | 69 | 85 | 50 | 59 | 68 | 76 |
DC-8-62, 62F, 63, 72, 73 | 1,593 | 1.35 | 52 | 59 | 70 | 87 | 50 | 59 | 69 | 77 |
DC-9-10, 15 | 404 | 0.93 | 22 | 23 | 26 | 29 | 24 | 26 | 27 | 28 |
DC-9-21 | 445 | 1.02 | 25 | 26 | 30 | 32 | 28 | 29 | 31 | 32 |
DC-9-30, 32 | 485 | 1.05 | 27 | 29 | 33 | 35 | 30 | 32 | 34 | 35 |
DC-9-41, 50, 51 | 543 | 1.17 | 31 | 33 | 37 | 40 | 35 | 37 | 39 | 40 |
DHC-4 Caribou | 130 | 0.28 | 2 | 3 | 5 | 7 | 4 | 4 | 5 | 6 |
DHC-5 Buffalo | 187 | 0.41 | 6 | 8 | 10 | 12 | 8 | 9 | 10 | 11 |
DHC-6 Twin Otter Series 300 | 56 | 0.26 | 2 | 2 | 3 | 5 | 3 | 3 | 3 | 4 |
DHC-7 Dash 7 | 209 | 0.74 | 10 | 12 | 13 | 15 | 12 | 13 | 14 | 14 |
DHS-2 Conair Firecat | 116 | 0.62 | 8 | 10 | 10 | 11 | 9 | 9 | 9 | 10 |
Dornier 228 Series | 63 | 0.9 | 5 | 6 | 6 | 6 | 6 | 6 | 6 | 6 |
Dornier 328 Jet | 155 | 1.13 | 8 | 8 | 10 | 11 | 10 | 10 | 10 | 11 |
Dornier 328-110 (Turboprop) | 138 | 0.8 | 7 | 7 | 8 | 10 | 8 | 8 | 9 | 9 |
Dornier SA227 (Metro, Merlin, Expediter) | 74 | 0.73 | 3 | 4 | 4 | 5 | 4 | 5 | 5 | 5 |
Douglas A-26 Invader | 120 | 0.48 | 7 | 8 | 10 | 11 | 8 | 8 | 9 | 9 |
Douglas B-26 Invader | 156 | 0.48 | 9 | 11 | 13 | 14 | 10 | 11 | 11 | 12 |
Embraer 170, 175 | 368 | 1.04 | 20 | 21 | 24 | 26 | 22 | 24 | 25 | 26 |
Embraer 190, 195 | 481 | 1.1 | 28 | 30 | 33 | 35 | 31 | 33 | 35 | 36 |
Embraer EMB-110 (Bandeirante) | 59 | 0.62 | 4 | 5 | 5 | 5 | 5 | 5 | 5 | 5 |
Embraer EMB-120 (Brasilia) Series | 119 | 0.76 | 5 | 6 | 7 | 8 | 7 | 7 | 7 | 8 |
Embraer ERJ-145 Series | 237 | 0.9 | 14 | 15 | 16 | 17 | 16 | 16 | 17 | 18 |
Fokker 100 | 452 | 0.94 | 25 | 27 | 31 | 33 | 28 | 30 | 31 | 33 |
Fokker 50 | 205 | 0.59 | 9 | 11 | 13 | 14 | 11 | 12 | 13 | 13 |
Fokker 60 | 226 | 0.62 | 10 | 13 | 14 | 16 | 13 | 14 | 14 | 15 |
Fokker 70 | 410 | 0.81 | 21 | 24 | 27 | 30 | 24 | 26 | 27 | 29 |
Fokker F27 Friendship | 205 | 0.57 | 9 | 11 | 13 | 14 | 11 | 12 | 13 | 13 |
Fokker F28 Fellowship | 325 | 0.53 | 14 | 17 | 20 | 23 | 16 | 18 | 20 | 21 |
Gulfstream G100 (IAI-1125-Astra SPX) | 111 | 0.86 | 6 | 6 | 7 | 8 | 7 | 7 | 7 | 8 |
Gulfstream G159 | 156 | 0.83 | 8 | 8 | 10 | 11 | 9 | 10 | 10 | 11 |
Gulfstream G200 (IAI-1126-Galaxy) | 159 | 0.86 | 9 | 10 | 11 | 12 | 10 | 11 | 11 | 12 |
Gulfstream II | 294 | 1.04 | 17 | 18 | 20 | 22 | 20 | 21 | 21 | 22 |
Gulfstream III | 312 | 1.21 | 19 | 20 | 22 | 23 | 22 | 23 | 23 | 24 |
Gulfstream IV | 334 | 1.21 | 20 | 22 | 24 | 25 | 24 | 25 | 25 | 26 |
Gulfstream V | 405 | 1.37 | 26 | 28 | 30 | 31 | 31 | 32 | 32 | 33 |
Hawker 1000 (BAe 1000A) | 138 | 0.83 | 8 | 8 | 9 | 10 | 9 | 9 | 10 | 10 |
Hawker 400XP (Beech Jet 400A) | 73 | 0.86 | 6 | 7 | 7 | 7 | 6 | 6 | 6 | 6 |
Hawker 800, 800XP (HS-125-800, 800XP) | 125 | 0.83 | 7 | 7 | 8 | 9 | 8 | 8 | 9 | 9 |
Hercules C-130, 082, 182, 282, 382 | 778 | 0.67 | 29 | 34 | 37 | 43 | 33 | 36 | 39 | 42 |
Hercules L-100 (Commercial) | 693 | 0.74 | 27 | 30 | 33 | 38 | 30 | 33 | 35 | 38 |
HS/BAe 125 (All Series to 600) | 112 | 0.83 | 6 | 6 | 7 | 8 | 7 | 7 | 8 | 8 |
HS/BAe 700 | 114 | 0.88 | 6 | 7 | 7 | 8 | 7 | 8 | 8 | 8 |
HS/BAe 748 | 227 | 0.51 | 9 | 11 | 14 | 16 | 11 | 12 | 13 | 14 |
Ilyushin Il-18 | 625 | 0.8 | 16 | 17 | 21 | 29 | 13 | 16 | 20 | 23 |
Ilyushin Il-62, 62M | 1,648 | 1.65 | 52 | 58 | 68 | 83 | 51 | 59 | 68 | 77 |
Ilyushin Il-76T | 1,677 | 0.64 | 24 | 27 | 34 | 45 | 29 | 33 | 30 | 34 |
Ilyushin Il-76TD | 1,775 | 0.66 | 27 | 30 | 37 | 49 | 32 | 35 | 32 | 37 |
Ilyushin Il-86 | 2,054 | 0.88 | 34 | 36 | 43 | 61 | 26 | 31 | 38 | 46 |
Jetstream 31, 32 (BAe) | 69 | 0.39 | 3 | 4 | 5 | 6 | 4 | 5 | 5 | 5 |
Jetstream 41 (BAe) | 107 | 0.83 | 5 | 5 | 6 | 7 | 6 | 6 | 7 | 7 |
KC-10 (McDonnell Douglas) | 2,593 | 1.22 | 59 | 65 | 79 | 107 | 50 | 59 | 72 | 84 |
KC-135 Stratotanker (Boeing) | 1,342 | 1.38 | 38 | 41 | 49 | 64 | 35 | 40 | 48 | 55 |
L-1011-1 Tristar | 1,913 | 1.35 | 52 | 56 | 66 | 90 | 45 | 52 | 62 | 72 |
L-1011-100, 200 Tristar | 2,073 | 1.35 | 57 | 63 | 75 | 101 | 49 | 58 | 69 | 81 |
L-1011-250 Tristar | 2,269 | 1.35 | 64 | 71 | 86 | 114 | 55 | 66 | 79 | 91 |
L-1011-500 Tristar | 2,295 | 1.35 | 65 | 72 | 87 | 116 | 56 | 67 | 80 | 93 |
Learjet 24F (Bombardier) | 62 | 0.79 | 3 | 3 | 4 | 4 | 4 | 4 | 4 | 4 |
Learjet 25D, 25F (Bombardier) | 69 | 0.79 | 3 | 4 | 4 | 5 | 4 | 5 | 5 | 5 |
Learjet 25G (Bombardier) | 75 | 0.79 | 4 | 4 | 5 | 5 | 5 | 5 | 5 | 5 |
Learjet 28, 29 (Long-horn) (Bombardier) | 69 | 0.79 | 3 | 4 | 4 | 5 | 4 | 5 | 5 | 5 |
Learjet 31A, 35A, 36A (Bombardier) | 83 | 0.79 | 4 | 5 | 5 | 6 | 5 | 5 | 6 | 6 |
Learjet 40, 45, 45XR (Bombardier) | 98 | 0.79 | 5 | 6 | 7 | 7 | 6 | 7 | 7 | 7 |
Learjet 55B, 55C (Bombardier) | 97 | 1.24 | 6 | 6 | 7 | 7 | 7 | 7 | 7 | 7 |
Learjet 60 (Bombardier) | 106 | 1.48 | 6 | 7 | 7 | 8 | 8 | 8 | 8 | 8 |
Lockheed 188 Electra | 503 | 0.95 | 27 | 29 | 33 | 36 | 30 | 32 | 34 | 36 |
MD-11 | 2,805 | 1.38 | 67 | 74 | 90 | 119 | 58 | 69 | 83 | 96 |
MD-81 | 628 | 1.14 | 36 | 38 | 43 | 46 | 41 | 43 | 45 | 46 |
MD-82 | 670 | 1.14 | 39 | 41 | 46 | 49 | 43 | 46 | 48 | 50 |
MD-83 | 716 | 1.14 | 42 | 45 | 50 | 53 | 47 | 50 | 52 | 54 |
MD-87 | 628 | 1.14 | 36 | 38 | 43 | 46 | 41 | 43 | 45 | 46 |
MD-88 | 670 | 1.14 | 39 | 41 | 46 | 50 | 44 | 46 | 48 | 50 |
MD-90-30 | 699 | 1.14 | 41 | 43 | 48 | 52 | 46 | 48 | 50 | 52 |
MD-90-30ER | 739 | 1.14 | 44 | 47 | 52 | 55 | 49 | 51 | 54 | 56 |
MD-90-50, 55 | 772 | 1.14 | 46 | 50 | 54 | 57 | 52 | 54 | 57 | 58 |
P-3A/B/C Orion | 623 | 1.31 | 38 | 41 | 44 | 47 | 44 | 46 | 48 | 49 |
Saab 2000 | 226 | 0.69 | 11 | 13 | 14 | 16 | 13 | 14 | 15 | 15 |
Saab 340 A, B | 131 | 0.82 | 6 | 7 | 8 | 9 | 7 | 8 | 8 | 9 |
Sepecat Jaguar (Configuration 1) | 154 | 0.58 | 7 | 9 | 10 | 11 | 9 | 10 | 10 | 11 |
Sepecat Jaguar (Configuration 2) | 108 | 0.58 | 4 | 6 | 6 | 7 | 6 | 6 | 7 | 7 |
Shorts 330 | 102 | 0.55 | 6 | 8 | 9 | 9 | 7 | 8 | 8 | 8 |
Shorts 360 | 121 | 0.54 | 7 | 9 | 10 | 11 | 9 | 9 | 9 | 9 |
Shorts Sherpa | 114 | 0.54 | 7 | 8 | 10 | 10 | 8 | 8 | 9 | 9 |
Shorts Skyvan | 67 | 0.28 | 2 | 3 | 4 | 6 | 4 | 4 | 4 | 4 |
Swearingen SJ30-2 | 60 | 1.07 | 3 | 3 | 3 | 4 | 4 | 4 | 4 | 4 |
Transall C-160 | 500 | 0.38 | 8 | 10 | 13 | 18 | 10 | 10 | 10 | 13 |
Tupolev Tu-134 | 463 | 0.59 | 10 | 12 | 15 | 20 | 9 | 11 | 14 | 16 |
Tupolev Tu-154 | 961 | 0.93 | 19 | 22 | 28 | 37 | 18 | 24 | 30 | 36 |
Tupolev Tu-204, 214, 224, 234 | 1,096 | 1.38 | 31 | 33 | 40 | 53 | 29 | 34 | 40 | 46 |
VC10 Series | 1,590 | 1.01 | 48 | 54 | 66 | 83 | 41 | 50 | 60 | 69 |
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