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weight and performance calculations for the Boeing 727-100C
Northwest 727-51C N491US c/n 18899 demonstrating its cargo capacity. This looks like Boeing-Renton in probably 1966. (James Borden collection)
Boeing 727-100C
role : medium-range jet airliner
importance : ****
first flight : operational : April 1966 Northwest N490US c/n 18898
country : United States of America
ICAO aircraft type designator : B721
production : 164 aircraft
general information :
The 727-100C was a convertible version equipped with a cargo hatch of 2.18 x 3.40 meters in the front left of the fuselage and a strengthened floor and floor beams. It could be used in three different settings :
The 727-100QC is a Quick-Change version from 1965 that could be converted from cargo to passenger aircraft in less than 30 minutes.
UPS was still flying a fleet of 50 727-100 freighters in March 1998. UPS wanted to modify them so that they can be converted into a 113-seat passenger plane in 4 hours so that they can be used for charters on weekends. The 727s only fly 2 hours a day. UPS already transported 54,000 passengers in 300 trips in 1997.
primary users : Northwest, Southern Air Transport, United Airlines, Eastern Airlines,
Braniff Int’l, Air Vietnam, Transbrasil
Accommodation :
flight crew : 3 cabin crew : 4
flight crew consist of pilot, co-pilot and flight engineer
passengers : seating for 106 in two class : 16 first class and 90 economy deluxe class
seats ( 33 -in pitch) high density seating for max 131 passengers (equal to exit limit)
engine : 3 Pratt & Whitney JT8D-7 turbofan engines of 62.27 [KN] (13999 [lbf])
Geometrical tail angle measured : 13°
dimensions :
wingspan : 32.92 [m], length overall: 40.59 [m], length of fuselage : 35.41 [m] height :
10.36 [m] wing area gross : 157.9 [m^2] fuselage exterior width : 3.76 [m]
weights :
manufacturer’s weight empty : 40613 [kg]
operating empty weight : 41731 [kg] max. structural payload : 18144 [kg]
Zero Fuel weight (ZFW) : 59875 [kg] max. landing weight (MLW) : 64635 [kg]
max. take-off weight : 76655 [kg] weight usable fuel : 22820 [kg] (29070 [litres])
performance :
Max. operating Mach number (Mmo) : 0.899 [Mach] (1014 [km/hr]) at 6585 [m]
critical Mach speed : 0.85 [Mach]
max. cruising speed : 931 [km/hr] (Mach 0.855 ) at 9150 [m] (39 [%] power)
economic cruising speed : 917 [km/hr] (Mach 0.84 ) at 9150 [m]
service ceiling : 11400 [m]
range with max fuel and MTOW : 3890 [km] (ATA domestic fuel reserves - 370.0 [km]
alternate)
description :
*Cantilever low-wing monoplane with retractable landing gear with nose wheel
engines attached to the tail, landing gear attached to the wings, fuel tanks in the
wings and wing center section
*Wings : aluminium alloy fail safe wing structure with triple slotted trailing edge flaps
with slotted LE slats on outer wing and Krueger LE flaps on inboard third of wing
,with spoilers airfoil : Boeing. average thickness/chord ratio : 11.0 [%], sweep angle
3/4 chord: 32.0 [°] incidence at root : 2.00 [°], dihedral : 3.0 [°]
*Tail Unit: Cantilever all-metal structure with tailplane mounted at tip of fin
*Fuselage : Pressurized semi-monocoque fail safe structure of elliptical 0 section
calculation : *1* (dimensions) :
wing chord at root : 7.70 [m]
wing chord at tip : 2.34 [m]
measured geometric tail-angle : 13.0 [° ]
taper ratio : 0.304 [ ]
mean wing chord : 4.80 [m]
wing aspect ratio : 6.86 []
Oswald factor (e): 0.676 []
seize (span*length*height) : 13843 [m^3]
calculation : *2* (fuel consumption) :
oil consumption : 6.3 [kg/hr]
fuel consumption (econ. cruise speed) : 4912.2 [kg/hr] (6257.6 [litre/hr]) at 33 [%]
power
fuel burn per seat per hour (average seating) : 52.81 [litre], sfc : 80.6 [kg/KN/h]
calculation : *3* (weight) :
weight engine(s) dry : 4500.0 [kg] = 24.09 [kg/KN]
weight 42.9 litre oil tank : 3.65 [kg]
oil tank filled with 1.2 litre oil : 1.1 [kg]
oil in engine 2.3 litre oil : 2.1 [kg]
weight all fuel lines and pumps containing 220 litres fuel : 171.9 [kg]
weight engine cowling : 485.7 [kg]
weight thrust reversers : 280.2 [kg]
total weight propulsion system : 5445 [kg](7.1 [%])
***************************************************************
Accommodation cabin facilities :
typical 2-class cabin layout for 106 passengers : economy : pitch : 83.8 [cm] 33.0 [-in]
( 3+3 ) seating in 19.0 rows, first class pitch : 96.5 [cm] 38.0 [-in] at 4 -abreast
weight passenger seats (width 51.2 [cm]) : 578.2 [kg]
weight cabin crew seats : 20.0 [kg]
weight flight crew seats : 63.0 [kg]
high density seating passengers : 131 [pax] at mainly 6 -abreast seating in 22.6 rows,
pitch 78.7 [cm] 31.0 [-in]
pax density, normal seating : 0.742 [m2/pax], high density seating : 0.600 [m2/pax]
weight 3 lavatories : 92.8 [kg]
weight 2 galleys : 71.6 [kg]
weight overhead stowage for hand luggage (total : 6.2 [m3] = 130 55x35x25cm carry-on
trolleys) : 97.3 [kg]
*note : possible not enough overhead stowage in high density configuration*
weight 2 wardrobe closets : 47.1 [kg]
weight 40 windows (41 x 28 cm) made of acrylic glass : 170.0 [kg]
weight 2 (1.83 x 0.86 [m]) main entry doors : 92.3 [kg]
weight 1 (1.52 x 0.76 [m]) crew/service doors : 33.9 [kg]
First Air Boeing 727-171C C-FPXD c/n 19859/559 cabin interior, Quebec March 2004 .
weight hydraulically-operated airstair for ventral entrance : 94.0 [kg]
weight 2 (main door size : 0.89 x 1.22 [m]) freight doors (belly) : 69.3 [kg]*
total usable belly baggage/cargo hold volume : 25.5 [m3]
passenger compartment volume : 97 [m3]
cabin volume (usable), excluding flight deck : 147 [m3]
passenger cabin max width (trim to trim): 3.55 [m] cabin length : 22.15 [m] max cabin
height : 2.18 [m] floor area : 71.2 [m2], cabin width at floor : 3.22 [m]
12.0 [%] of cabin floor area is occupied by toilets & galleys, the same at high density
seating
weight cabin facilities : 1335.5 [kg]
safety facilities :
weight 4 type III over wing emergency exits (0.51 x 0.96 [m]): 62.5 [kg]
evacuation time with 131 passengers : 42 [sec]
weight 3 hand fire extinguisher : 9 [kg]
central aisle : 0.48 [m] wide
weight cockpit voice recorder (CVR) and flight data recorder (FDR): 20.0 [kg]
weight oxygen masks & oxygen generators (deploy cabin alt.>4267m): 68.9 [kg]
weight emergency flare installation : 10 [kg]
weight 2 emergency evacuation slides : 60.4 [kg]
weight safety equipment & facilities : 325 [kg]
fuselage construction :
fuselage aluminium frame : 7150 [kg]
floor loading (payload/m2): 255 [kg/m2]
weight rear pressure bulkhead : 207.9 [kg]
fuselage covering ( 280.2 [m2] duraluminium 3.53 [mm]) : 2603.7 [kg]
weight paint fuselage : 58.8 [kg]
convertible pax/freighter strengthened floor
weight 2.18 x 3.40 [m] upper deck cargo door : 189.1 [kg]
weight aluminium floor beams : 369.2 [kg]
weight cabin furbishing : 623.2 [kg]
weight cabin floor : 1039.0 [kg]
weight (sound proof) isolation : 276.8 [kg] TO-noise level : 116.0 [EPNdB]
weight 15743 [litre] main central fuel tank (extended in the wing) empty : 314.9 [kg]
weight empty 103 [litre] potable water tanks : 9.1 [kg]
weight empty waste tank : 4.5 [kg]
weight engine mounts : 93 [kg]
weight fuselage structure : 12939.2 [kg]
Avionics :
weight HF/VHF radio and Selcal : 8.0 [kg]
weight Marconi Doppler and Bendix transponder : 7.0 [kg]
weight weather radar : 25.0 [kg]
weight ARINC 550 Automatic Direction Finding (ADF) equipment : 8.0 [kg]
Lufthansa 727 cockpit
weight ARINC 521D Distance Measuring Equipment (DME) : 5.0 [kg]
weight Instrument Landing System (ILS/VOR) : 5.0 [kg]
weight Sperry automatic flight control system, with SP-50 auto-pilot : 25.0 [kg]
weight Cat II minima DH 30m RVR >=350m autoland system : 20.0 [kg]
weight artificial horizons, gyro-compass, radio altimeters : 7 [kg]
weight engine monitoring gauges & control switches : 21 [kg]
weight reserve ADI, ASI, alti-meter, compass, engine temp. and rpm indicators : 15
[kg]
weight avionics : 147.0 [kg]
Systems :
Air-conditioning and pressurization system maintains sea level conditions up to 6700
[m] and gives equivalent of 2250 [m] at 12200 [m]. pressure differential : 0.60 [bar]
(kg/cm2)
pressurized fuselage volume : 283 [m3] cabin air refreshment time : 3.2 [min]
weight air-conditioning and pressurization system : 150 [kg]
weight Auxiliary Power Unit (APU) : 40.5 [kg]
weight lighting : 35.0 [kg]
weight 3 independent 210 [bar] hydraulic systems : 70.2 [kg]
weight engine-driven 40kVA electricity generators : 26.5 [kg]
weight 22Ah battery : 28.5 [kg]
weight controls : 15.7 [kg]
weight systems : 366.5 [kg]
total weight fuselage : 15113 [kg](19.7 [%])
***************************************************************
wing construction :
total weight aluminium ribs (106 ribs) : 2640 [kg]
weight 2 wing fuel tanks empty for total 13574 [litre] fuel : 204 [kg]
weight 116 [litre] vent surge tanks : 14 [kg]
weight wing covering (painted aluminium 3.97 [mm]) : 3388 [kg]
total weight aluminium spars : 4392 [kg]
weight wings : 10419 [kg]
weight wing/square meter : 65.99 [kg]
weight bleed air thermal leading-edge anti-icing : 36.2 [kg]
weight ailerons (5.3 [m2]) : 175.3 [kg]
weight fin (33.1 [m2]) : 1422.6 [kg]
weight rudder (6.1 [m2]) : 193.5 [kg]
weight tailplane (horizontal stabilizer) (34.9 [m2]): 1271.3 [kg]
weight elevators (8.8 [m2]): 157.3 [kg]
weight paint wing & tail surfaces : 94.9 [kg]
weight flight control hydraulic servo actuators: 23.1 [kg]
weight triple slotted trailing edge flaps (36.0 [m2] extended) : 1015.7 [kg]
weight leading edge Krueger flaps (11.6 [m2]) : 186.3 [kg]
weight spoilers (7.4 [m2]) : 124.7 [kg]
total weight wing construction : 15338 [kg] (36.8 [%])
*******************************************************************
landing gear :
tire pressure main wheels : 11.60 [Bar] (nitrogen), ply rating : 28 PR
tire speed limit : 364 [km/hr]
total tyre footprint : 0.39 [m2]
Runway LCN at MTOW (0.76m radius of rigidity) : 51 [ ]
Braniff Boeing 727-027C N7275 c/n 19114/312
Aircraft Classification Number (ACN), MTOW on rigid runway and medium subgrade
strength (B) : 32 [ ] Can also operate from unpaved runways subgrade B
wheel pressure : 16864.1 [kg]
wheel track 5.72 [m], wheelbase : 16.23 [m]
weight 4 Dunlop 49.0 x 17.0 main wheels (1245 [mm] by 432 [mm]) : 564.3 [kg]
weight 2 nose wheels : 141.1 [kg]
weight heavy-duty hydraulic disc brakes : 70.4 [kg]
weight Hydro-air flywheel detector type anti-skid units : 5.4 [kg]
weight oleo-pneumatic shock absorbers : 79.8 [kg]
weight wheel hydraulic operated retraction system : 944.9 [kg]
weight undercarriage struts with axle 2871.1 [kg]
total weight landing gear : 4677.1 [kg] (6.1 [%]
*******************************************************************
********************************************************************
calculated empty weight : 40573 [kg](52.9 [%])
aircraft equipment and service utensils :
weight oil for 5.0 hours flying : 35.0 [kg]
unusable fuel in engine and tanks 247.1 litre fuel : 194.0 [kg]
weight lifejackets : 47.7 [kg]
weight 2 life rafts : 66.2 [kg]
weight catering : 66.0 [kg]
weight water : 91.1 [kg]
weight crew : 567 [kg]
weight crew luggage, navigation chards, flight docs (NOTOC), manuals, miscellaneous
items : 91 [kg]
operational weight empty : 41731 [kg] (54.4 [%])
********************************************************************
useful load breakdown :
weight 106 passengers : 8162 [kg]
weight luggage : 1696 [kg]
weight cargo : 2978 [kg] (cargo + luggage/m3 belly : 166.7 [kg/m3])
zero fuel weight (ZFW): 59875 [kg](78.1 [%])
weight fuel for landing (1.0 hours flying) : 4760 [kg]
max. landing weight (MLW): 64635 [kg](84.3 [%])
*max. landing weight higher than max. fuel weight makes it possible to make
intermediate stops without refuelling, also no fuel dump system needed, saves weight
max. fuel weight : 64551 [kg] (84.2 [%])
payload with max fuel : 130 passengers + luggage 12104 [kg]
*the aircraft can operate with high density seating even with max.fuel, for that reason
it has a higher density passenger seating layout to make full use of the higher MTOW
published maximum take-off weight : 76655 [kg] (100.0 [%])
Southern Air Transport 727-92C. Southern AT used 3 727-92C to fly Korean troops to Vietnam on a MAC contract. All (3) 727-92C’s were configured in a 105 seat tourist class arrangement and delivered in the fall of 1966-N5055, N5092 & N5093.
calculation : * 4 * (engine power) :
power loading (Take-off) : 410 [kg/KN]
power loading (Take-off) 1 PUF: 616 [kg/KN]
max. total take-off power : 186.8 [KN]
calculation : *5* (loads) :
manoeuvre load : 1.3 [g] at 9000 [m]
limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 1.5 [g]
design flight time : 1.35 [hours]
design cycles : 30750 sorties, design hours : 41512 [hours]
max. wing loading (MTOW & flaps retracted) : 485 [kg/m2]
wing stress (2 g) during operation : 133 [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) : 12.03 ["]
max. angle of attack (full flaps) : 17.80 ["]
angle of attack at economic cruise speed : 1.37 ["]
calculation : *7* (lift & drag ratios) :
lift coefficient at angle of attack 0° : 0.16 [ ]
lift coefficient at max. speed : 0.18 [ ]
lift coefficient at max. angle of attack (clean): 1.15 [ ]
max. lift coefficient ( 30 [° ] flaps) : 2.06 [ ]
drag coefficient at max. speed : 0.0273 [ ]
drag coefficient at econ. cruise speed : 0.0260 [ ]
induced drag coefficient at econ. cruise speed : 0.0051 [ ]
drag coefficient (zero lift) : 0.0209 [ ]
lift/drag ratio at econ. speed : 6.56 [ ]
calculation : *8* (speeds) :
minimum control speed (Vmc) equal to V1
minimum unstick speed (Vmu) at TO angle 15.0 ° : 269 [km/u] (145 [kt])
Lufthansa Boeing 727-030C D-ABIZ c/n 19010/382 turning onto the runway for take-off. It was delivered to Lufthansa March 1967.
take-off decision speed (V1) : 262 [km/u] (142 [kt])
take-off rotation speed (VR) : 276 [km/u] (149 [kt])
lift-off speed (VLOF) : 300 [km/u] (162 [kt]) at pitch angle : 12.1 [°]
take-off safety speed (V2) : 303 [km/u] (163 [kt])
flap retraction speed (V3) at 500m (OW loaded : 71743 [kg]): 314 [km/u] (170 [kt])
steady initial climb speed (V4) : 329 [km/u] (177 [kt])
climb speed (to FL150 with 67 [%] power) : 546 [km/hr] (295 [kt])
max. endurance speed (Vbe): 412 [km/u] min. fuel/hr : 3904 [kg/hr] at height : 914 [m]
max. range speed (Vbr): 868 [km/u] (0.83 [mach]) min. fuel consumption : 4.69 [kg/km]
at cruise height : 11582 [m]
max. cruising speed : 931 [km/hr] (503 [kt]) at 9150 [m] (power:36 [%])
max. operational speed (Mmo) : 1014 [km/hr] (Mach 0.90 ) at 6585 [m] (power:56 [%])
airflow at cruise speed per engine : 96.8 [kg/s]
speed of thrust jet : 1754 [km/hr]
initial descent speed 10000 - 7315 [m]: Mach 0.72
descent speed 7315 - 3048 [m]: 519 [km/u] (280 [kt])
approach speed 3048 - 500 [m] (clean): 389 [km/u] (210 [kt])
minimum control speed (MCS) Vmca (clean): 292 [km/u] (158 [kt])
stalling speed clean at 500 [m] height at Max.Landing Weight : 64635 [kg]): 278 [km/u]
(150 [kt])
Lufthansa Boeing 727-030C “Europa Jet” D-ABII “Wuppertal”
final approach speed (landing speed) at sea-level with 30 [°] flaps VREF (max. landing
weight): 239 [km/u] (129 [kt])
ICAO Aircraft Approach Category (APC) : C
stalling speed at sea-level with 30 [°] flaps VSO (max. landing weight): 184 [km/u] (99
[kt]
stalling speed at sea-level with 30 [°] flaps VSO at 76655 [kg] AUW): 200 [km/u] (108
[kt]
rate of climb (max. continuous power) at sea-level ROC (loaded, 67 % power) : 829
[m/min]
rate of climb at sea-level ROC (loaded, 75 % power) : 1041 [m/min]
rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 67 % power on remaining
engines) : 231 [m/min]
rate of descent from FL240 to FL100 (7315m > 3048m): 1067 [m/min] (3501 [ft/min])
rate of descent during approach with landing gear extended, with use of spoilers: 208
[m/min] (3.5 [m/s])
calculation : *9* (regarding various performances) :
low wheel pressure, can also take off from unpaved runways
Brake kinetic energy capacity : 1929 [KW]
CAR Take-off runway length, standard day, JT8D-7 engines, dry runway, MTOW 76655 kg (169000 lbs) : 8200 ft > 2500m. What causes this vertical jump (+ ca. 250m) at 160000 lbs ? Calculated distance 2254m about 250m lower than indicated in this graph, but would be near accurate without the 250m jump.
FAR TO balanced runway length (TOFL) requirement at TOW 76655 [kg] standard day
at SL (distance to 10.7m height x 1.15): 2254 [m]
ICAO Aerodrome Reference Code : 4C
Take-off flap setting : 10 [° ]
+++ FAA certification landing distance : +++
landing weight : 64635 [kg], TE flap setting : 30 [°]
runway condition : dry , landing over 50ft (15m) at threshold at sea-level
without use of thrust reversers, glideslope : 3.00 [°]
CAR landing runway length, standard day, dry runway, 30° flaps, MLW 64635 kg : 1600m
FAR landing field length ISA at SL, dry runway : 1601 [m] (5254 [ft])
FAR landing field length ISA at SL, wet runway: 1821 [m] (5973 [ft])
max. lift/drag ratio : 13.21 [ ]
climb to 5000 [m] with max payload : 5.58 [min]
climb to 10000 [m] with max payload : 17.16 [min]
descent time from 10000 [m] to 250 [m] : 24.33 [min]
max. ceiling fully loaded (mtow- 60 min.fuel): 71743 [kg] ) : 16800 [m]
ceiling limited by max. pressure differential 14950 [m]
max. theoretical ceiling (OWE + 60 min.fuel) : 19000 [m] with flying weight :46643 [kg]
calculation *10* (action radius & endurance) :
range with max. payload: 2966 [km] with 18144.0 [kg] max. useful load (73.5 [%] fuel)*
range with high density pax: 4093 [km] with 131 passengers (99.7 [%] fuel)*
range with typical two-class pax: 4163 [km] with 106 passengers (100.0 [%] fuel)*
Range with max. payload : 1350 nm > 2500 km
Range with max fuel (29069 litres) 2100 nm > 3890 km
Ferry range with no payload : 2550 nm > 4722 km
range with max.fuel and MTOW : 4108 [km] with 7 crew and 130 passengers and 0
[kg] cargo*
ferry range (calculated): 4410 [km] with 3 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 45102 [litre] fuel : 6612 [km]*
* calculated ranges without fuel reserves
Available Seat Kilometres (ASK) : 536429 [paskm]
useful load with range 1000km : 18144 [kg]
useful load with range 1000km : 131 passengers
production (theor.max load): 16892 [tonkm/hour]
production (useful load): 16892 [tonkm/hour]
production (passengers): 122102 [paskm/hour]
oil and fuel consumption per tonkm : 0.291 [kg]
calculation *11* (operating cost) :
fuel cost per hour at econ.speed (6258 [litre]):3754 [eur] (19 [pax-km/litre fuel])
fuel cost per seat 1000km flight (131 [pax] 2-class seating): 31.22 [eur/1000PK]
oil cost per hour: 26 [eur]
crew cost per hour : 900 [eur]
list price 2024 : 87 [mln USD]
average flying hours in 1 year : 2289 [hours] technical life : 18 [year]
real average service life : 18 [years]
depreciation : 18 [years] to 10% residual value
financing interest per flying hour : 860 [EUR]
write off per flying hour : 1764 [EUR]
mean time between engine failure (MTBF) : 4745 [hr]
can continue fly on 2 engines, low risk for emergency landing for PUF
workhours per day : 9.76 [hr]
average flight hours till crash : 1.13 [mln hr] (492 service years)
safe flight hours till fatality : 28038 [hr] (12.2 service years)
reservation pax liability/flying hour : 4.59 [SDR*] (5.74 [eur])
insurance cost per hour : 360 [eur] insurance rate : 2.5 [%]
Avianca 727-24C HK-1271 c/n 19524/428 at Miami, April 1973. The aircraft was hijacked in July 1974. The airplane landed at Cali, it was stormed and the hijacker was killed.
engine maintenance cost per hour : 392.0 [eur]
wing maintenance cost per hour : 257.3 [eur]
fuselage maintenance cost per hour : 307.49 [eur]
tire life (time till worn out) : 94 [cycles]
maintenance cost per hour (excluding engines): 1224 [eur]
direct operating cost per hour: 9285 [eur], DOC per km : 10.13 [eur]
DOC per seat 1000km flight (131 [pax] 2-class seating): 76.04 [eur/1000PK]
DOC per seat 1000km flight (high density seating): 76.13 [eur/1000PK]
DOC per kg cargo for a 1000km flight : 0.55 [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 : 3.94 [eur/pax]
airport landing fee / passenger : 3.94 [eur/pax]
retour ticket price 1000km trip : 231.76 [eur/pax]
price retour ticket Schiphol-Barcelona : 273.58 [eur/pax]
Wreckage of Air Micronesia 727-92C N18479 c/n 19174/326 near Yap airport, Micronesia. On 21 November 1980 it made a wrong landing, luckily all passengers could escape in time .
6 fatal accidents with a total of 241 fatalities > see the accident file
Literature :
Jane s all the world aircraft 1970-71 page
KIJK straalverkeersvliegtuigen
Aircraft – Boeing 727-100 - Northwest Airlines History Center
Jane’s all the world aircraft 1964-1965 blz.190,191
Takeoff & Landing Performance – Introduction to Aerospace Flight Vehicles
Flight international 11-17 march 1998 page 10
Aircraft Runway Length Estimation
Lost Schemes: #85 Civil Air Transport 727-92C (1968) – Airlinercafe
Flug Revue
Why are runway lengths not taken into account when calculating the V1 speed? - Quora
https://contentzone.eurocontrol.int/aircraftperformance/default.aspx?
https://www.boeing.com/commercial/airports/plan-manuals
rescue : https://www.boeing.com/commercial/airports/rescue-fire
verkehrsflugzeuge page
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 08 May 2026 contact : info.aircraftinvestigation@gmail.com ac jetpax 2020.py python 3.7.4
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