DOT/FAA/AR-04/44 

Office of Aviation Research 

Washington, D.C. 20591

Statistical Data for the 

Boeing-747-400 Aircraft in 

Commercial Operations 

January 2005 

Final Report 

This document is available to the U.S. public 

through the National Technical Information 

Service (NTIS), Springfield, Virginia 22161. 

U.S. Department of Transportation 

Federal Aviation Administration
NOTICE 

This document is disseminated under the sponsorship of the U.S. 

Department of Transportation in the interest of information exchange. The 

United States Government assumes no liability for the contents or use 

thereof. The United States Government does not endorse products or 

manufacturers. Trade or manufacturer's names appear herein solely 

because they are considered essential to the objective of this report. This 

document does not constitute FAA certification policy. Consult your local 

FAA aircraft certification office as to its use. 

This report is available at the Federal Aviation Administration William J. 

Hughes Technical Center's Full-Text Technical Reports page: 

actlibrary.tc.faa.gov in Adobe Acrobat portable document format (PDF). 
 Technical Report Documentation Page 1. Report No.

DOT/FAA/AR-04/44

2. Government Accession No. 3. Recipient's Catalog No.

5. Report Date 

January 2005

 4. Title and Subtitle

STATISTICAL DATA FOR THE BOEING-747-400 AIRCRAFT IN 

COMMERCIAL OPERATIONS 6. Performing Organization Code

7. Author(s)

Todd Jones, John W. Rustenburg, Donald A. Skinn, Daniel O. Tipps, and 

Thomas DeFiore 

8. Performing Organization Report No. 

UDR-TR-2003-00159

10. Work Unit No. (TRAIS) 

 

9. Performing Organization Name and Address

University of Dayton Research Institute 

Structural Integrity Division

300 College Park 

Dayton, OH 45469-0120

11. Contract or Grant No.

Grant No. 2001-G-005 

12. Sponsoring Agency Name and Address

U.S. Department of Transportation 

Federal Aviation Administration

13. Type of Report and Period Covered

 Final Report

Office of Aviation Research

Washington, DC 20591

14. Sponsoring Agency Code

 ANM-100 15. Supplementary Notes 

The Federal Aviation Administration William J. Hughes Technical Center COTR was Thomas DeFiore. 

16. Abstract 

The Federal Aviation Administration (FAA), supported by the University of Dayton, conducts research on the structural 

integrity requirements for the U.S. commercial transport airplane fleet. The primary objective of this research is to support the

FAA airborne data monitoring systems research program by developing new and improved methods and criteria for processing

and presenting large commercial transport airplane flight and ground loads usage data. The scope of activities performed

involved (1) defining the service-related factors that affect the operational life of commercial aircraft; (2) designing an efficient

software system to reduce, store, and process large quantities of optical quick-access recorder data; and (3) providing processed

data in formats that will enable the FAA to reassess existing certification criteria. Equally important, these new data will also

enable the FAA, the aircraft manufacturers, and the airlines to better understand and control those factors that influence the 

structural integrity of commercial transport aircraft. 

Presented herein are analyses and statistical summaries of the data collected from 11,066 flights representing 95,883 flight hours 

from Boeing 747-400 aircraft during operational usage recorded by a single airline. The flight loads data include statistical

information on accelerations, speeds, altitudes, flight duration and distance, gross weights, speed brake cycles, thrust reverser 

usage, and gust velocities encountered. In addition, specialized aircraft usage data that the FAA can use to support development 

of ground loads certification criteria are included. These new data formats show aircraft usage as it relates to aircraft speed, 

attitude, and rate data at touchdown by airport. Statistical data were also developed to provide the FAA with information that it 

can use to establish the initial design requirements for an onboard nitrogen-generating system to be used for fuel tank inerting. 

These statistical formats were developed from 1984 flights to show how the B-747-400 descent rates vary during the descent

phase of the flight as a function of altitude, gross weight, engine rotor speed, and computed airspeed for operations into capacitylimited and non-capacity-limited airports. 

17. Key Words 

Optical quick access recorder, Flight profiles, Flight loads, 

Ground loads, Systems operational data, Statistical loads data, 

Descent profiles, Descent rate 

18. Distribution Statement 

This document is available to the public through the National

Technical Information Service (NTIS) Springfield, Virginia 

22161. 19. Security Classif. (of this report)

 Unclassified

20. Security Classif. (of this page)

 Unclassified

21. No. of Pages 

 241 

22. Price

Form DOT F1700.7 (8-72) Reproduction of completed page authorized
PREFACE 

The Flight Systems Integrity Group of the Structural Integrity Division at the University of

Dayton Research Institute performed this work under Federal Aviation Administration (FAA) 

Grant No. 2001-G-005 entitled “Assessment of Actual Operational Usage on Large Wide-Body 

Transport Aircraft.” The program manager for the FAA was Mr. Thomas DeFiore of the FAA 

William J. Hughes Technical Center at Atlantic City International Airport, New Jersey, and the

program technical advisor was Mr. John Howford, FAA Chief Scientific and Technical Advisor 

for Loads/Aeroelasticity. Mr. Daniel Tipps was the principal investigator for the University of 

Dayton and provided overall technical direction for this effort. Mr. Donald Skinn developed the 

data reduction algorithms, programmed the data reduction criteria, and performed the data 

reduction. Mr. John Rustenburg and Mr. Todd Jones performed the data analysis, created the 

graphical presentations, and prepared the final report. 

iii/iv
TABLE OF CONTENTS 

Page 

EXECUTIVE SUMMARY ix 

1. INTRODUCTION 1 

2. AIRCRAFT DESCRIPTION 1 

3. AIRLINE DATA COLLECTION AND EDITING SYSTEMS 3 

3.1 Airline Data Collection System 3 

3.2 Airline Data Editing System 4 

4. UNIVERSITY OF DAYTON RESEARCH INSTITUTE DATA PROCESSING 4 

4.1 Recorded Data Parameters 4 

4.2 Computed Parameters 5 

4.2.1 Atmospheric Density 5 

4.2.2 Equivalent Airspeed 5 

4.2.3 Dynamic Pressure 6 

4.2.4 Derived Gust Velocity 6 

4.2.5 Continuous Gust Intensity 7 

4.2.6 Flight Distance 8 

4.2.7 Rate of Climb 8 

4.3 Data Reduction Operations 9 

4.3.1 Initial Quality Screening 10 

4.3.2 Time History Files 10 

4.3.3 Relational Database 11 

4.3.4 Permanent Data Files 11 

4.3.5 Loads Data Reduction 11 

4.4 Data Reduction Criteria 12 

4.4.1 Phases of Flight Profile 12 

4.4.2 Specific Events 14 

4.4.3 Sign Conventions 16 

4.4.4 Peak Selection Technique 16 

4.4.5 Separation of Maneuver and Gust Load Factors 17 

4.4.6 Flap Detents 18 

v
5. FLIGHT LOADS DATA PRESENTATION 18 

5.1 Aircraft Usage Data 23 

5.1.1 Weight and Flight Distance Data 23 

5.1.2 Altitude, Speed, and Temperature Data 24 

5.1.3 Attitude Data 25 

5.2 Ground Loads Data 26 

5.2.1 Lateral Load Factor Data 26 

5.2.2 Longitudinal Load Factor Data 27 

5.2.3 Vertical Load Factor Data 28 

5.3 Flight Loads Data 29 

5.3.1 Gust Vertical Load Factor Data 29 

5.3.2 Derived Gust Velocity Data 29 

5.3.3 Continuous Gust Intensity Data 30 

5.3.4 Gust V-n Diagram Data 30 

5.3.5 Maneuver Vertical Load Factor Data 31 

5.3.6 Maneuver V-n Diagram Data 31 

5.3.7 Combined Maneuver and Gust Vertical Load Factor Data 32 

5.3.8 Combined Maneuver and Gust Lateral Load Factor Data 32 

5.3.9 Ground-Air-Ground Cycle Data 32 

5.4 Systems Operational Data 32 

5.4.1 Flap Usage Data 32 

5.4.2 Speed Brake Usage Data 33 

5.4.3 Thrust Reverser Data 33 

5.4.4 Propulsion Data 33 

6. SPECIALIZED DATA USED FOR HARMONIZATION OF 

INTERNATIONAL CRITERIA FOR GROUND LOAD CERTIFICATION 34 

6.1 Speed Data 36 

6.2 Attitude and Rate Data 37 

7. STATISTICAL DESCENT RATE DATA 38 

8. CONCLUSIONS 42 

9. REFERENCES 44 

vi
APPENDICES 

A—Flight Loads Data 

B—Great Circle Distance Calculation 

C—Specialized Usage Data

D—Descent Rate Statistics 

LIST OF FIGURES

Figure Page 

1 B-747-400 Three-View Drawing 2 

2 Airline Recording and Editing System 3 

3 Data Processing Flow Chart 9 

4 Description of Flight Profile Phases 12 

5 Ground Phases and Specific Events 14 

6 Sign Convention for Airplane Accelerations 16 

7 The Peak-Between-Means Classification Criteria 17 

LIST OF TABLES 

Table Page 

1 B-747-400 Aircraft Characteristics 2 

2 Recorded Parameters Provided to UDRI 4 

3 Parameter Editing Values 10 

4 Flight Phase Criteria 13 

5 Summary of Specific Events Criteria 15 

6 Flap Detents (B-747-400) 18 

7 Statistical Data Formats 19 

8 New Statistical Data Formats 34 

9 Statistical Descent Data Formats 39 

vii
LIST OF ACRONYMS

c.g. Center of gravity 

DFDAU Digital Flight Data Acquisition Unit 

DFDR Digital Flight Data Recorder 

FAA Federal Aviation Administration 

GAG Ground-air-ground 

MO Magneto-optical

OQAR Optical Quick-Access Recorder 

PSD Power spectral density 

rms Root mean square 

UDRI University of Dayton Research Institute 

viii
EXECUTIVE SUMMARY

The University of Dayton supports the Federal Aviation Administration (FAA) by conducting 

research on the structural integrity requirements for the U.S. commercial transport airplane

fleet. The primary objective of this research is to support the FAA Airborne Data Monitoring 

Systems Research Program by developing new and improved methods and criteria for 

processing and presenting large commercial transport airplane flight and ground loads usage

data. The scope of activities performed involved (1) defining the service-related factors that 

affect the operational life of commercial aircraft; (2) designing an efficient software system to

reduce, store, and process large quantities of optical quick-access recorder data; and

(3) reducing, analyzing, and providing processed data in statistical formats that will enable the 

FAA to reassess existing certification criteria. Equally important, these new data will also

enable the FAA, the aircraft manufacturers, and the airlines to better understand and control

those factors that influence the structural integrity of commercial transport aircraft. 

Presented herein are analyses and statistical summaries of data collected from 11,066 flights

representing 95,883 flight hours of Boeing 747-400 aircraft during operational usage recorded 

by a single airline. The flight loads data include statistical information on accelerations,

speeds, altitudes, flight duration and distance, gross weights, speed brake cycles, thrust reverser 

usage, and gust velocities encountered. In addition, specialized aircraft usage data that the 

FAA can use to support development of ground loads certification criteria are included. These 

new data formats show aircraft usage as it relates to aircraft speed, attitude, and rate data at 

touchdown by airport. Statistical data were also developed to provide the FAA with 

information that it can use to establish the initial design requirements for an onboard nitrogengenerating system to be used for fuel tank inerting. These statistical formats were developed 

from 1984 flights to show how the B-747-400 descent rates vary during the descent phase of 

the flight as a function of altitude, gross weight, engine rotor speed, and computed airspeed for 

operations into capacity-limited and non-capacity-limited airports. 

ix/x 
1. INTRODUCTION.

The Federal Aviation Administration (FAA) has an ongoing airborne data monitoring systems 

research program to collect, process, and evaluate statistical flight and ground loads data from 

transport aircraft used in normal commercial airline operations. The objectives of this program 

are (1) to acquire, evaluate, and use typical operational in-service data for comparison with the

prior data used in the design and qualification testing of civil transport aircraft and (2) to provide 

a basis to improve the structural criteria and methods of design, evaluation, and substantiation of 

future airplanes. The University of Dayton Research Institute (UDRI) supports the FAA’s 

efforts by developing the technology for reducing, processing, analyzing, and reporting on the 

operational flight and ground loads data received from the airlines participating in the FAA 

program and by conducting research studies. 

Since the inception of the FAA’s Airborne Data Monitoring Systems Research Program, the 

scope of the Flight Loads Program has steadily expanded to include research on data collected 

from several aircraft operators and on aircraft models such as the Boeing 737, B-767, MD-82/83, 

A320, CRJ100, and BE-1900D. While current program research efforts are tailored primarily to 

support the FAA and the aircraft structural design community in evaluating design criteria 

related to the strength, durability, and damage tolerance of the basic airframe structure, much of 

the data that are available, when provided in meaningful statistical formats, can provide the 

aircraft operator with some valuable insight into how its aircraft and aircraft systems are being 

used during normal flight and ground operations. In an effort to improve the data content and to 

disseminate meaningful data to the larger community of designers, regulators, and aircraft 

operators, UDRI has made changes, deletions, and additions to the statistical data formats as 

presented in past reports. These changes occur throughout the data presentation section of this

report. 

This report contains statistical flight and ground loads data developed for the B-747-400 aircraft

and is based on 11,066 flights and 95,883 hours of aircraft operations by a single airline carrier. 

It also includes specialized data formats involving aircraft usage that can be used for 

harmonization of international criteria for ground loads certification. In addition, statistical 

descent rate information has been developed from 1984 flights that can be used by the FAA to

establish initial design requirements for an onboard nitrogen-generating system. 

2. AIRCRAFT DESCRIPTION. 

The B-747-400 is an advanced long-range airliner that incorporates major aerodynamic 

improvements over earlier B-747 models, including the addition of winglets to reduce drag, new 

avionics, and a new flight deck. The B-747-400 has a range of approximately 7,260 nautical 

miles (13,450 km). It delivers better fuel economy, lower noise, and lower operating costs than 

the previous B-747 models and continues to be the world’s fastest subsonic jetliner, cruising at

Mach 0.85. 

Table 1 presents certain operational characteristics and major physical dimensions of the B-747-

400 aircraft, and figure 1 presents a three-view drawing showing front, top, and side views of the

aircraft. 

1 
TABLE 1. B-747-400 AIRCRAFT CHARACTERISTICS 

Maximum Taxi Weight 

Maximum Takeoff Weight 

Maximum Landing Weight 

Maximum Zero-Fuel Weight 

877,000 lb 

875,000 lb 

652,000 lb 

555,000 lb 

Fuel Capacity 53,985 U.S. gallons 

Four Rolls-Royce RB211-52H at 59,500 lb maximum thrust each 

Wing Span Reference 

Wing Reference Area 

Wing MAC 

Wing Sweep 

195.67 ft

5650 ft2 

327.78 in 

37.5 degrees 

Length 

Height 

Tread 

Wheel Base, Nose to Wing Gear 

Nose to Body Gear 

231 ft 10 in 

63 ft 8 in 

36 ft 1 in 

78 ft 11.5 in 

89 ft 0.5 in 

FIGURE 1. B-747-400 THREE-VIEW DRAWING 

2 
3. AIRLINE DATA COLLECTION AND EDITING SYSTEMS.

The airline data collection and editing system consists of two major components: (1) the data 

collection system installed onboard the aircraft and (2) the ground data editing station. A 

schematic overview of the system is shown in figure 2. The data collection and editing systems

are discussed in more detail below. 

--------------------------------------------- ----------------------------------------------------- 

Quick Look Display Printer

Ground Optical Disk 

Storage System

 Processes Data

 Archives Data

 Copy to UDRI

Final Display Printer 

Flight Disk 

Flight Optical Disk Processor 

 Configures Flight Disk 

 Reads Flight Disk

Optical Quick 

Access Recorder

Personal Computer

Digital Flight Data

Acquisition Unit 

(DFDAU)

GROUND SYSTEM AIRBORNE SYSTEM

FIGURE 2. AIRLINE RECORDING AND EDITING SYSTEM 

3.1 AIRLINE DATA COLLECTION SYSTEM.

The onboard data collection system for the B-747-400 consists of a Digital Flight Data 

Acquisition Unit (DFDAU), a Digital Flight Data Recorder (DFDR), and an Optical QuickAccess Recorder (OQAR). The DFDAU collects sensor signals and sends parallel data signals 

to both the DFDR and the OQAR. The OQAR is equipped with an optical disk, which can store 

up to 300 hours of flight data, whereas the DFDR uses a 25-hour looptape. The optical disk is 

periodically removed from the OQAR and forwarded to the ground-processing station. 

3 
3.2 AIRLINE DATA EDITING SYSTEM. 

The airline ground data editing station consists of a computer, a magneto-optical (MO) disk 

drive, and flight data editing software. The software performs a number of functions during the 

process of transferring the raw flight data into a DOS file format onto the hard disk. The most

important of these functions includes a data integrity check and removal of flight sensitive 

information. Data considered sensitive are those that can be used to readily identify a specific 

flight. The desensitized data are forwarded to UDRI for flight loads processing and analysis. 

4. UNIVERSITY OF DAYTON RESEARCH INSTITUTE DATA PROCESSING.

The recorded flight and ground loads parameter data were provided by the airline to UDRI on 

MO disks containing binary files for multiple flights for different airplanes. This section 

discusses the recorded parameters received from the airline, identifies those parameters

processed by UDRI, describes the methods used to extract or compute parameters that are not 

recorded, and describes how these data are then processed by UDRI through a series of computer 

software programs to extract the final data required to develop the statistical data formats. 

4.1 RECORDED DATA PARAMETERS.

Table 2 lists the recorded data parameters provided by the airline to UDRI for each recorded flight. 

TABLE 2. RECORDED PARAMETERS PROVIDED TO UDRI 

Parameter Sampling Rate Parameter Sampling Rate 

Vertical Acceleration 16 per second Mach Number 1 per second

Lateral Acceleration 4 per second Pressure Altitude 1 per second

Longitudinal Acceleration 4 per second Gross Weight 1 per 64 seconds 

Aileron Position - 2 Right and 2

Left 

2 per second each Fuel Quantity 64 per second

Elevator Position - 2 Right and 2

Left 

4 per second each Bank Angle 4 per second

Rudder Position - Upper and

Lower 

2 per second Pitch Angle 4 per second

Horizontal Stabilizer Position 1 per second Magnetic Heading 4 per second

Flap Position - 2 Right and 2 Left 1 per second True Heading 1 per second

Spoiler/Speed Brake Position - 4

and 12 

1 per second each Latitude 1 per second

N1 Engine - Right and Left 1 per second each Longitude 1 per second

N2 Engine - Right and Left 1 per second each Total Air Temperature 1 per second 

Thrust Reverser Status - Engine 1 

and 2 

1 per second each Radio Altitude 1 per second 

Throttle Resolver Angle - 2 Right

and 2 Left

1 per second each Autopilot - Left, Center, Right 1 per second each 

Exhaust Gas Temperature - 2

Right and 2 Left

1 per second each Anti-Ice, 2 Wing, 4 Nacelle, 4 

Cowling

1 per second each 

4 
TABLE 2. RECORDED PARAMETERS PROVIDED TO UDRI (Continued) 

Parameter Sampling Rate Parameter Sampling Rate 

Squat Switch - Main, Right/Left 

and Nose 

16 per second each 

2 per second

Inertial Vertical Velocity 4 per second

Landing Gear Down and Locked - 

4 Main Gear, Nose Gear 

1 per second each Glide Slope - Left, Center, Right 1 per second

Brake Pedal Angle - Right and 

Left 

2 per second each Wind Speed 1 per second

Calibrated Airspeed 4 per second Wind Direction 1 per second

True Airspeed 1 per second

Ground Speed 4 per second 

However, not all the parameters listed in table 2 are used for statistical analysis and data 

presentation. The highlighted parameters were used by UDRI to create time history files, 

compress onto MO disks, and process through the data reduction software for statistical analysis 

and data presentation. 

4.2 COMPUTED PARAMETERS.

Certain information and parameters needed in subsequent data reduction were not recorded and 

needed to be extracted or derived from available time history data. Derived gust velocity, Ude,

and continuous gust intensity, Uσ, are important statistical load parameters that are derived from 

measured vertical accelerations. This derivation of Ude and Uσ requires knowledge of 

atmospheric density, equivalent airspeed, and dynamic pressure. These values were calculated 

using equations that express the rate of change of density as a function of altitude based on the 

International Standard Atmosphere. 

4.2.1 Atmospheric Density. 

For altitudes below 36,089 feet, the density ρ is expressed as a function of altitude by

6 4.256 (1 6.876 10 Hp ) o = − × × − ρ ρ (1)

where ρ0 is air density at sea level (0.0023769 slugs/ft3) and Hp is pressure altitude (ft). Pressure

altitude is a recorded parameter. 

4.2.2 Equivalent Airspeed. 

Equivalent air speed (Ve) is a function of true airspeed (VT) and the square root of the ratio of air 

density at altitude (ρ) to air density at sea level (ρ0) and is expressed as 

ρ 0

ρ Ve =VT (2)

5 
True airspeed (VT) is derived from Mach number (M) and speed of sound (a): 

V M T = a (3)

Mach number is dimensionless and is a recorded parameter. The speed of sound (a) is a function 

of pressure altitude (Hp) and the speed of sound at sea level and is expressed as 

a a (1 6.876 10 H ) p

6 = 0 − × × − (4)

Substituting equations 1 and 4 into equation 2 gives 

2.128

p

0.5 6

p

6

e 0 V = M ×a × (1−6.876 ×10 × H ) ×(1−6.876 ×10 × H ) − − (5)

which simplifies to 

2.626

p

6

e 0 V = M ×a ×(1−6.876 ×10 × H ) − (6)

where the speed of sound at sea level a0 is 1116.4 fps or 661.5 knots. 

4.2.3 Dynamic Pressure.

The dynamic pressure (q) is calculated from the air density and velocity as 

2

2

1

q = ρV (7)

where 

ρ = air density at altitude (slugs/ft

3

)

V = true air speed (ft/sec) 

4.2.4 Derived Gust Velocity.

The derived gust velocity (Ude) is computed from the peak values of gust incremental vertical 

acceleration as 

U n

C de

z = ∆ (8)

where ∆nz is the gust peak incremental vertical acceleration and C is the aircraft discrete gust 

response factor considering the plunge-only degree of freedom and is calculated from

C

V C S

W

K e L = g

ρ 0 α

2 (9)

6 
where 

ρ 0 = 0.002377 slugs/ft3, standard sea level air density 

Ve = equivalent airspeed (ft/sec) 

C = aircraft lift-curve slope per radian Lα

S = wing reference area (ft2)

W = gross weight (lb) 

Kg = 

μ

μ

5.3 +

0.88 = gust alleviation factor

μ = 

2W

gcC S ρ Lα

ρ = air density, slug/ft3, at pressure altitude (Hp), from equation 1 

g = 32.17 ft/sec2

c = wing mean geometric chord (ft) 

In this program, the lift-curve slope,C , is the lift-curve slope for the entire airplane. Lα

4.2.5 Continuous Gust Intensity. 

Power spectral density (PSD) functions provide a turbulence description in terms of the 

probability distribution of the root mean square (rms) gust velocities. The rms gust velocities or 

continuous gust intensities, Uσ, are computed from the peak gust value of vertical acceleration

using the PSD technique, as described in reference 1 as 

U n

A

z

σ = ∆ (10)

where 

∆n = gust peak incremental vertical acceleration z

A = aircraft PSD gust response factor = ft/sec

F( PSD ) in

W

VeCL S 1

2

ρ0 α (11) 

ρ0 = 0.002377 slugs/ft3, standard sea level air density 

Ve = equivalent airspeed (ft/sec) 

C = aircraft lift-curve slope per radian Lα

S = wing reference area (ft2

) 

W = gross weight (lb) 

F P( ) SD c

L = 



 



 +

118

2 110

1

. 3 , π

μ

μ

dimensionless (12) 

c = wing mean geometric chord (ft) 

L = turbulence scale length, 2500 ft 

7 
μ

ρ α

= 2W

gcCL S

, dimensionless (13)

ρ = air density (slugs/ft3) 

g = 32.17 ft/sec2 

To determine the number of occurrences (N) for Uσ , calculate 

0 46

0 0

0

203

.

( )

( )





 



 = = μ

ρ

πc ρ

N o

N o

N ref , dimensionless (14) 

where c , ρ, ρ0, and μ are defined above. Then each Uσ peak is counted as N counts at that Uσ

value. This number of counts is used to determine the number of counts per nautical mile (nm),or 















 = distance flown in counting interval

N

nm

counts (15) 

Finally, the number of such counts is summed from the largest plus or minus value toward the 

smallest to produce the cumulative counts per nautical mile. 

4.2.6 Flight Distance. 

The flight distance was obtained either by determining the stage length of the flight or by 

integrating the range with respect to changes in aircraft velocity as a function of time. 

The stage length was defined as the distance from departure airport to destination airport and was 

determined as the great circle distance in nautical miles between the point of liftoff (departure) 

and the point of touchdown (destination). Appendix B describes the calculation of great circle 

distance. The time histories of longitude and latitude are matched against the UDRI-generated 

phase of flight file to determine the geographical location of the aircraft at the point of liftoff and 

the point of touchdown. 

The integrated flight distance, D, is obtained by the numerical integration from the time at liftoff

(t0) to the time of touchdown (tn), and VT is the average true velocity during ∆t. 

= ∑∆ ⋅ (16)

nt

t

VT D t

0

4.2.7 Rate of Climb.

Although the rate of climb was a recorded value on the B-747-400, it was not always a recorded 

value on other aircraft; therefore, UDRI continued its previous practice of calculating these 

8 
values. The rate of climb was obtained by numerical differentiation of the change in pressure 

altitude with time. 

∑ ∆

∆ = 2

1

t

t

p

t

H

RC (17)

4.3 DATA REDUCTION OPERATIONS.

The data reduction phase retrieved the data from the MO disks provided by the airline, processed 

it through a series of computer programs that convert the data to UDRI-compatible formats, and 

provided statistical information on aircraft usage, ground loads, flight loads, and systems 

operation. The data processing flow chart is shown in figure 3, and the flow of the processed 

data is discussed in subsequent paragraphs. 

DATA EDITING 

TIME HISTORIES

INFORMATION 

EXTRACTION 

AND ANALYSIS

GUST

VELOCITIES

10- 8

10- 7

10- 6

10- 5

10- 4

10- 3

10- 2

10- 1

- 5 0 - 4 0 - 30 - 20 - 10 0 1 0 20 3 0 4 0 5 0

D er ive d Gu s tVe lo city , U d e

 (F/St ec )

C u mu la tiv e Oc cu r re nc e s per N au tical M ile

A -3 20

10 066 fli ghts

49 712. 861 ho urs

1286 6352.162 nm

CORRELATION 

TABLES 1 00 66 Fl ts 1 00-110 110-1 2 0 120-130 130 -140 140 -150 150-160 160-170 To ta l

 0- 250 0 . 089 1 . 8 3 8 1 . 321 0 .487 0 . 139 0 .020 0 .010 3 .904

 25 0 - 5 0 0 0 . 010 0 . 8 6 4 2 . 752 3 .924 2 . 086 0 .010 0 .010 9 .656

500- 750 0 . 3 6 8 4 . 371 6 .338 7 . 510 0 .825 1 9 . 412

750-1000 0 . 1 3 9 0 . 944 2 .424 4 . 947 1 .371 9 .825

1 00 0 -1 250 0 . 0 1 0 0 . 228 1 .033 1 . 212 1 .431 0 .020 3 .934

1 25 0 -1 500 0 . 109 1 .202 2 . 861 6 .666 1 .331 1 2 . 170

1 50 0 -1 750 0 . 070 0 .874 2 . 503 6 .030 2 .643 1 2 . 120

1 75 0 -2 000 0 .437 2 . 444 4 .729 5 .037 1 2 . 647

2 00 0 -2 250 0 .209 2 . 027 5 .722 7 .252 1 5 . 210

2 25 0 -2 500 0 .099 0 . 278 0 .457 0 .288 1 .123

To t a l 0 . 099 3 . 2 1 9 9 . 795 17. 028 2 6 .0 0 8 27. 260 16. 591 1 0 0 .000

Ta k e off Gross We ig ht (K lb s )

Fligh t D is tan c e ( n m)

SCATTER

PLOTS

0

50 00

10 00 0

15 00 0

20 00 0

25 00 0

30 00 0

35 00 0

40 00 0

012 3 4 567 8

Ma x imu m Pr e s sure Altitu d e ( feet)

Flight Du ration ( hou rs)

PROBABILITY 

PLOTS

10

- 1

100

101

102

103

104

105

10

6

- 1 - 0. 5 0 0. 5 1

Depar t ure; 28. 5 6 HR

Climb; 443. 85 HR

Cr usie; 7636. 23 HR

Des cent ; 453. 37 HR

Appr oach; 142. 91 HR

Cum ulat ive O ccur r encesper 1 000 Hour s

I nc r em ent al Load Fact or , ∆n

z , ( g)

B- 767- 200ER

10- 1

100

101

102

103

104

105

- 1 - 0. 5 0 0. 5 1

Tax I i n

Tax Oi u t

Cum ulat ive O ccur r encesper 1000 Flight s

I ncr em ent a Vl er t ci Lo al ad Fac t or , ∆n

z ( g)

B- 767- 200ER

1223 Fgli ht s

LOADS DATA REDUCTION

V-n

DIAGRAMS

-2

-1

0

1

2

3

0 1 00 200 300 4 00

L oad Facto r,n z (g)

Velo c ity

( KEAS)

MULTIPLE

OCCURRENCE

FILES 

ACCELERATION

PEAKS 

FLIGHT

STATISTICS

TRANSCRIPTION

DATES DATA

DISK 

FIGURE 3. DATA PROCESSING FLOW CHART

9 
4.3.1 Initial Quality Screening.

All incoming data files were screened for acceptability. Individual flights were edited to remove 

erroneous or meaningless data such as discontinuous elapsed time data, evidence of 

nonfunctional channels or sensors, incomplete flight phases, and duplicate data sets. Files with 

missing, incomplete, or duplicate data were identified. 

4.3.2 Time History Files.

Each MO disk provided by the airline contains multiple flights for each airplane. The files on

the MO disks were separated into individual parameter time history files for each flight. Then 

the time history files were compressed and stored on the same 230-MB MO disks for later recall 

by the flight loads processing software. Data editing and verification were performed on the data 

as the time histories were being prepared. Message alerts indicate that obviously erroneous data 

have been removed and/or that questionable data have been retained but need to be manually 

reviewed prior to their acceptance. Table 3 lists the limits against which the data were 

compared. Some of the parameters from table 1 are edited and retained even though they are not 

currently being used. 

TABLE 3. PARAMETER EDITING VALUES 

Item Minimum Maximum

Gross Weight 400,000 lb 875,000 lb 

Pressure Altitude (Hp) -2,000 ft 45,000 ft 

Calibrated Airspeed 0 kts 450 kts 

Vertical Acceleration -2.0 g +4.0 g 

Lateral Acceleration -1.0 g +1.0 g 

Longitudinal Acceleration -1.0 g +1.0 g 

Flap Handle Position 0° 40°

Elevator Position -31° +20°

Aileron Position -26° +26°

Rudder Position -60° +60°

Trim Position -13.5° +4°

Speed Brake Position 0° 51°

Throttles 1 and 2 -25° 45°

Engine N1 and N2 0% 120%

Thrust Reverser Status 0 1 

Squat Switch (main gear) 0 1 

Pitch Attitude -10° +30°

Bank Attitude -40° +40°

Mach Number 0 0.95 

10 
TABLE 3. PARAMETER EDITING VALUES (Continued) 

Item Minimum Maximum

Ground Speed 0 kts 600 kts 

Fuel Quantity 0 390,000 lb 

Latitude -90° +90°

Longitude -180° +180°

Magnetic Heading 0° 360°

Radio Altitude -20 ft < 2,500 ft 

Anti-Ice 0 1

Autopilot 0 1

Landing Gear 0 1 

Glide Slope -10 10 

Inertial Vertical Velocity -9,000 fpm 9,000 fpm

Total Air Temperature All All 

Wind Direction 0° 360°

Wind Speed 0 kts 500 kts 

4.3.3 Relational Database.

Important characteristics about each set of flights received from the airline were recorded in a 

relational database. The airline identifier, aircraft tail number, and the MO disk identifier received 

from the airline are in the data. Each flight was assigned a unique flight sequence number. The

flight sequence number assigned to the first flight of the set and the number of flights in the set 

were also entered. The MO disk identifier, which contained the compressed time history files of 

all flights in the set, was also recorded. 

4.3.4 Permanent Data Files.

In addition to the time history files, two other files were created and permanently stored with the 

time history files. The first file contained the chronologically sorted list of the phases of flight 

and their corresponding starting times. This file provided the means to separate flight by flight 

phases in subsequent data analysis processing. The second file contained the accumulated time

and distance for various combinations of phase of flight and altitude band. This file provided the

capability to present the data results in terms of normalized unit time and distance. 

4.3.5 Loads Data Reduction.

The loads data reduction program used the compressed time history files to derive statistical 

information on aircraft usage, ground loads, flight loads, and systems operations. The data were

then reduced in accordance with specific data reduction criteria. 

11 
4.4 DATA REDUCTION CRITERIA.

To process the measured data into statistical loads formats, specific data reduction criteria were 

developed for separating the phases of ground and flight operations, identifying specific events 

associated with the operation of the aircraft and its onboard systems, assigning sign conventions, 

determining maximum and minimum values and load cycles, and distinguishing between gust 

and maneuver load factors. These criteria are discussed in the following paragraphs. 

4.4.1 Phases of Flight Profile. 

The ground and flight phases were determined by UDRI from the recorded data. Each time

history profile was divided into nine phases: four ground phases (taxi-out, takeoff roll, landing 

roll with and without thrust reverser deployed, and taxi-in) and five airborne phases (departure, 

climb, cruise, descent, and approach). Figure 4 shows these nine phases of a typical flight 

profile. 

CLIMB

TAXIOUT

CRUISE

TAKEOFF

ROLL

DEPARTURE

DESCENT

APPROACH

TAXIIN

LANDING

ROLL

FIGURE 4. DESCRIPTION OF FLIGHT PROFILE PHASES

The criteria used to define each of these phases are summarized in table 4 and discussed in more 

detail in the following paragraphs. 

4.4.1.1 Ground Phases.

Specific data reduction criteria were developed and used to identify the beginning and end of 

each ground phase of operation (taxi-out, takeoff roll, landing roll with and without thrust 

reverser deployed, and taxi-in). 

The taxi-out phase begins when the ground speed exceeds 1 knot. All aircraft movement until 

the aircraft begins its takeoff roll is defined as being taxi-out. 

The beginning of the takeoff roll was found by searching for ground speeds that accelerated at 

rates greater than 2 kts/sec for a minimum duration of 20 seconds. Then, when these values were 

found, the beginning of the takeoff roll was assigned as being the time slice where the first 

12 
ground speed rate change greater than 2 kts/sec for that sequence occurred. The takeoff roll ends 

at liftoff with the squat switch off signal. 

TABLE 4. FLIGHT PHASE CRITERIA 

Phase of Flight Defining Condition at Start of Phase 

Taxi-Out From initial aircraft movement 

Takeoff Roll Ground acceleration > 2 kts/sec for at least 20 seconds beginning with 

the time slice where the first ground speed rate change greater than 2 

kts/sec for that sequence occurred 

Departure Liftoff, squat switch off 

Climb Rate of climb ≥ 250 ft/min maintained for at least 1 minute with flaps 

retracted 

Cruise Rate of climb is between ±250 ft/min and flaps retracted 

Descent Rate of descent ≥ 250 ft/min occurs for at least 1 minute and flaps 

retracted 

Approach Rate of descent ≤ 250 ft/min occurs for at least 1 minute with flaps 

extended 

Landing Roll Touchdown, squat switch on 

Taxi-In End of runway turnoff to parked at the gate or recorder shutdown 

The landing roll phase was defined as beginning 1 second after the squat switch signaled that the 

landing touchdown had occurred and ending when the aircraft begins its turnoff from the active 

runway. The criterion for the turnoff was based on a change in the magnetic heading following 

landing. 

Taxi-in is defined from the point where the aircraft completed its turnoff from the active runway

after its landing roll to the point when the aircraft was either parked at the gate or the recorder 

had shutdown. The criterion for completion of the turnoff used the magnetic heading to identify 

when the aircraft had either returned to taxiing in a straight line or had turned in the opposite 

direction. 

4.4.1.2 Airborne Phases.

The airborne portion of each flight profile was separated into phases called departure, climb, 

cruise, descent, and approach. These phases occur between the time that the squat switch turns 

off at liftoff until it turns on again at landing touchdown. The beginning of each flight phase was 

defined based on the combinations of the squat switch position, flap settings, and the calculated 

rate of climb or descent over a period of at least 1 minute, as shown in table 4. Also, by 

definition, the departure phase cannot be less than 1 minute in length. 

It should be noted that an airborne phase could occur several times per flight because it was 

determined by the rate of climb and the position of the flaps. When this occurs, the flight loads

13 
data are combined and presented as a single flight phase. The UDRI software then creates a file 

that chronologically lists the phases of flight and their corresponding starting times. 

4.4.2 Specific Events.

In addition to the ground and airborne phases, a unique set of criteria was also required to 

identify certain specific events such as liftoff, landing touchdown, thrust reverser deployment

and stowage, and start and completion of turnoff from the active runway after landing. Figure 5 

shows these phases and events. 

Runway

Turnoff

TAXIWAY

TAXI OUT TAXI IN

Touchdown

Event LANDING ROLL

GATE

T/R D T/R Stowed eployed

Liftoff

RUNWAY

Runway

Turnoff

TAXIWAY

TAXI OUT TAXI IN

Touchdown

Event LANDING ROLL

GATE

T/R D T/R Stowed eployed

Liftoff

RUNWAY

TAKEOFF ROLL

FIGURE 5. GROUND PHASES AND SPECIFIC EVENTS

The criteria used to define each of the specific events are summarized in table 5 and discussed in

more detail in reference 2 and in the following paragraphs. 

4.4.2.1 Liftoff.

During development of the statistical formats of pitch angle at liftoff and touchdown, UDRI 

concluded that the squat switch on the B-747-400 was not providing a reliable indication of

when liftoff (or touchdown) was actually occurring. Therefore, to determine when liftoff

actually occurred, a new algorithm was developed that identifies the liftoff point as the first 

reading in the series of increasing radio altitude values that were greater than 7 feet higher than 

the average radio altitude value that it calculated during the takeoff roll. 

14 
TABLE 5. SUMMARY OF SPECIFIC EVENTS CRITERIA 

Phase/Event Defining Conditions

Liftoff Point of first reading in series of increasing radio altitude values 

greater than 7 feet higher than the average radio altitude value 

calculated during the takeoff roll 

Landing Touchdown From 5 seconds prior to squat switch on to 1 second afterwards 

Thrust Reverser 

Deployment/Stowage 

Thrust reverser switch on for deployment and off for stowage 

Runway Turnoff From first sequential magnetic heading change in the same direction 

from runway centerline and heading sequence changes >13.5° to a 

straight line heading or turn in the opposite direction 

4.4.2.2 Landing Touchdown.

Previously, for the determination of general landing statistics, the landing touchdown was 

defined as the time when the landing gear touches down and the squat switch closes. However, 

as stated above, UDRI discovered that the squat switch on the B-747-400 was not an accurate 

indicator of when touchdown actually occurred. To ensure that the maximum vertical and side 

load factors associated with touchdown were identified, the actual touchdown event was deemed 

to occur within a time frame from 5 seconds prior to, until 1 second following squat switch 

closure. UDRI decided that it was more important to ensure capturing the touchdown event even 

if the 5-second time prior to squat switch closure resulted in some minor loss of flight data. The 

1-second time after squat switch closure was chosen somewhat arbitrarily, but was intended to 

ensure that sufficient time was allowed for the aircraft to respond to the touchdown and for the 

vertical and side load accelerations to build to their maximum values. 

4.4.2.3 Thrust Reverser Deployment or Stowage.

An on/off switch identifies when deployment or stowage of the thrust reverser occurs. Thus, by 

identifying when this occurs as a special event, load factor acceleration data can be obtained at 

the instant of thrust reverser deployment and during the time of thrust reverser usage and 

stowage. 

4.4.2.4 Runway Turnoff.

Changes in the aircraft’s magnetic heading were used to identify the beginning and end of the 

aircraft’s turnoff from the active runway after the landing roll. After the aircraft touched down, 

subsequent magnetic heading readings were averaged and this average heading was defined as 

the runway centerline. Subsequent magnetic heading changes were then tested to identify

continuous movement in the same direction away from this centerline. When the aircraft’s 

sequential magnetic heading change exceeded 13.5° from the direction of the landing centerline, 

the time slice associated with the first sequential heading change from the landing centerline in 

the direction of the turn was defined as the beginning of the turnoff from the runway. 

15 
An alternate method was used to identify flights involving shallow turns from the runway that 

did not exceed the 13.5° turn criteria. This method used aircraft ground speed and magnetic 

heading to calculate the aircraft’s position relative to the runway centerline by identifying when 

the aircraft’s position perpendicular to the runway centerline exceeded 100 feet. The time slice 

associated with the first aircraft movement away from the landing centerline in the direction of 

the turn was defined as the beginning of the aircraft’s turnoff from the runway. 

The end point of the first turnoff from the active runway was also identified using magnetic 

heading readings. An algorithm was developed that used the changes in magnetic heading, while

the aircraft was in its turn, to identify when the aircraft had either returned to taxiing in a straight 

line or was turning in the opposite direction. The first point that provided this indication was 

then defined as the end point of the turnoff from the runway. This point was also the beginning 

of the taxi-in phase. 

4.4.3 Sign Conventions. 

Acceleration data are recorded in three directions: vertical (z), lateral (y), and longitudinal (x).

As shown in figure 6, the positive z direction is up; the positive y direction is starboard; and the

positive x direction is forward. 

y 

z 

x 

Parallel to Fuselage

Reference Line

Starboard 

Up

Forward 

FIGURE 6. SIGN CONVENTION FOR AIRPLANE ACCELERATIONS 

4.4.4 Peak Selection Technique. 

The peak-between-means method presented in reference 1 was used to identify positive and 

negative peaks in the acceleration data. This method was consistent with past practices and

pertains to all accelerations (nx, ny, ∆nz, ∆nzgust, and ∆nzman).

One peak is identified between each two successive crossings of the mean acceleration, which is 

the 0-g condition for lateral, longitudinal, and incremental vertical accelerations. Peaks greater 

than the mean were considered positive, and those less than the mean negative. A threshold zone 

16 
is defined around the mean, within which acceleration peaks were ignored because they have 

been shown to be irrelevant. The threshold zone is ±0.05 g for the vertical accelerations ∆nz, 

∆nzgust, and ∆nzman, ±0.005 g for lateral acceleration ny, and ±0.0025 g for longitudinal 

acceleration nx. 

Figure 7 demonstrates the acceleration peak selection technique. The sample acceleration trace 

contains eight zero crossings, which are circled, set off by vertical dashed lines, and labeled as

Ci, i = 0 to 7. For each of seven intervals between successive mean crossings, Ci-1 to Ci, i = 1 to 

7, one peak, which is located at Pi, is identified. Those peaks lying outside the threshold zone 

(P1, P2, P5, P6, and P7) are accepted and retained; whereas, those peaks lying inside the threshold 

zone (P3 and P4) are ignored. 

Acceleration Trace

Zero Crossing

Accepted Peak

Ignored Peak

C

0

C

1

C

2

C

3

C

4

C

5

C

6

C

7

P

1

P

2

P

3

P

4

P

5

P

6

P

7

Mean }Threshold

Zone

FIGURE 7. THE PEAK-BETWEEN-MEANS CLASSIFICATION CRITERIA 

4.4.5 Separation of Maneuver and Gust Load Factors. 

Vertical acceleration, nz, is measured at the center of gravity (c.g.) of the aircraft and incremental 

vertical acceleration, ∆nz, results from removing the 1-g condition from nz. The incremental

acceleration measured at the c.g. of the aircraft in flight may be the result of either maneuvers or

gusts. To derive gust and maneuver statistics, the maneuver-induced acceleration (∆nzman) and the

gust response acceleration (∆nzgust) must be separated from the total acceleration history. 

Reference 3 reported the results of a UDRI study to evaluate methods of separating maneuver

17 
and gust load factors from measured acceleration time histories. As a result of this study, UDRI

used a cycle duration rule to differentiate maneuver-induced acceleration peaks from those peaks 

caused by gust loading. A review of the B-747-400 response characteristics has shown that a 

cycle duration of 2.0 seconds was appropriate for the B-747-400 aircraft and, thus, was used. 

4.4.6 Flap Detents.

When flaps are extended, the effective deflection was considered to be that of the applicable detent,

as indicated in table 6. The flap deflection ranges and placard speeds reflect the flap operational

limits as provided by The Boeing Company. 

TABLE 6. FLAP DETENTS (B-747-400) 

Flap/Slat 

Detent 

Minimum 

Flap 

Setting 

Maximum 

Flap Setting 

Operational Airspeed 

Limit 

(KCAS) 

Design Airspeed 

Limit 

(KCAS) 

1 > 0° ≤1° 280 280

5 > 1° ≤ 4.6° 260 260

10 > 4.6° ≤ 9.6° 240 252

20 > 9.6° ≤19.6° 230 242

25 > 19.6° ≤24.6° 205 205

30 > 24.6° < 32.6° 180 180

KCAS = Knots calibrated airspeed 

5. FLIGHT LOADS DATA PRESENTATION. 

The statistical data presented in this section provide the FAA, aircraft manufacturers, and the 

operating airline with the information that was needed to assess how the B-747-400 aircraft was 

actually being used in operational service versus its original design or intended usage. The

statistical data presented herein can be used by the FAA as a basis to evaluate existing structural 

certification criteria; to improve requirements for the design, evaluation, and substantiation of 

existing aircraft; and to establish design criteria for future generations of new aircraft. The 

aircraft manufacturer can use the data to assess the aircraft’s structural integrity by comparing 

the actual in-service usage of the B-747-400 aircraft versus its originally intended design usage. 

It can also use the data to derive typical flight profiles and to update structural strength, durability, 

and damage tolerance analyses to establish or revise maintenance and inspection requirements 

for critical airframe and structural components. The airline/aircraft operator can use the data to 

evaluate the aircraft’s current usage with respect to established operational procedures and placard 

limitations. It can also use the data to identify where changes in current operational procedures

could provide additional safety margins, increase the service life of structural components, and

improve on the economics of its operations. 

18 
Table 7 lists all the statistical formats for which the data were processed. The various data 

formats have been grouped together within the table in an attempt to categorize the B-747-400 

data being presented on the basis of whether it pertains to aircraft usage, ground or flight loads 

data, or systems operational data. The aircraft usage data section describes the aircraft’s 

operational usage in terms of distributions of flight lengths, flight duration, flight phase, flight 

altitudes, flight speeds, takeoff and landing gross weights, etc. The loads and system data 

section describe the flight and ground environment and the induced system cyclic loadings 

experienced by the aircraft while the aircraft performs its intended usage. 

TABLE 7. STATISTICAL DATA FORMATS 

Data Description Figure 

AIRCRAFT USAGE DATA 

WEIGHT AND FLIGHT DISTANCE DATA 

Cumulative Probability Distributions of Takeoff Gross Weight A-1 

Cumulative Probability Distributions of Landing Gross Weight A-2 

Cumulative Probability Distributions of Great Circle Flight Length A-3 

Correlation of Great Circle Flight Length and Integrated Flight Distance A-4 

Correlation of Takeoff Gross Weight and Great Circle Flight Length A-5 

Correlation of Takeoff Gross Weight and Great Circle Flight Length, Percent of Flights A-6 

Correlation of Takeoff and Landing Gross Weight, Percent of Flights A-7 

Percent of Integrated Flight Distance in Altitude Bands A-8 

ALTITUDE, SPEED, AND TEMPERATURE DATA 

Correlation of Maximum Altitude and Flight Duration A-9 

Cumulative Probability of Maximum Ground Speed During Taxi A-10 

Maximum Mach Number and Coincident Altitude, All Flight Phases A-11 

Maximum Calibrated Airspeed and Coincident Altitude, All Flight Phases A-12 

Cumulative Probability of Airspeed at Liftoff and Touchdown A-13 

Total Air Temperature vs True Airspeed, Altitude < 500 Feet A-14 

Total Air Temperature vs True Airspeed, Altitude 500-1500 Feet A-15 

Total Air Temperature vs True Airspeed, Altitude 1500-4500 Feet A-16 

Total Air Temperature vs True Airspeed, Altitude 4500-9500 Feet A-17 

Total Air Temperature vs True Airspeed, Altitude 9,500-19,500 Feet A-18 

Total Air Temperature vs True Airspeed, Altitude 19,500-29,500 Feet A-19 

Total Air Temperature vs True Airspeed, Altitude 29,500-39,500 Feet A-20 

Total Air Temperature vs True Airspeed, Altitude 39,500+ Feet A-21 

ATTITUDE DATA 

Cumulative Probability of Pitch Angle at Liftoff A-22 

Cumulative Probability of Pitch Angle at Touchdown A-23 

Cumulative Probability of Maximum Pitch Angle During Departure and Approach A-24 

19 
TABLE 7. STATISTICAL DATA FORMATS (Continued) 

Data Description Figure 

GROUND LOADS DATA 

LATERAL LOAD FACTOR, ny

Cumulative Frequency of Maximum Lateral Load Factor During Ground Turns A-25 

Cumulative Frequency of Maximum Lateral Load Factor at Touchdown A-26 

Cumulative Frequency of Maximum Lateral Load Factor During Runway Turnoff A-27 

Maximum Lateral Load Factor and Coincident Incremental Vertical Load Factor at Touchdown A-28 

Probability Distributions of Turning Angle During Runway Turnoff A-29 

Maximum Lateral Load Factor and Coincident Ground Speed During Runway Turnoff, 0-60 Degree Turns A-30 

Maximum Lateral Load Factor and Coincident Ground Speed During Runway Turnoff, 60-120 Degree Turns A-31 

Maximum Lateral Load Factor and Coincident Ground Speed During Runway Turnoff, 120-240 Degree Turns A-32 

Maximum Lateral Load Factor at Touchdown vs Maximum Yaw Angle Before Touchdown A-33 

Maximum Lateral Load Factor at Touchdown vs Mean Yaw Angle Before Touchdown A-34 

Maximum Lateral Load Factor at Touchdown vs Maximum Bank Angle Before Touchdown A-35 

LONGITUDINAL LOAD FACTOR, nx

Cumulative Frequency of Longitudinal Load Factor During Taxi Operations A-36 

Cumulative Frequency of Longitudinal Load Factor at Touchdown and During Landing Roll A-37 

VERTICAL LOAD FACTOR, nz

Cumulative Frequency of Incremental Vertical Load Factor During Taxi Operations A-38 

Cumulative Frequency of Incremental Vertical Load Factor During Takeoff Roll A-39 

Cumulative Frequency of Incremental Vertical Load Factor at Spoiler Deployment and at Touchdown A-40 

Cumulative Frequency of Incremental Vertical Load Factor During Landing Roll A-41 

Maximum Incremental Vertical Load Factor at Touchdown vs Maximum Yaw Angle Before Touchdown A-42 

Maximum Incremental Vertical Load Factor at Touchdown vs Mean Yaw Angle Before Touchdown A-43 

Maximum Incremental Vertical Load Factor at Touchdown vs Maximum Bank Angle Before Touchdown A-44 

Maximum Incremental Vertical Load Factor at Touchdown vs Coincident Airspeed A-45 

Aircraft Runway Acceleration Response A-46 

FLIGHT LOADS DATA 

GUST VERTICAL LOAD FACTOR DATA

Cumulative Occurrences of Incremental Vertical Gust Load Factor per 1000 Hours by Flight Phase A-47 

Cumulative Occurrences of Incremental Vertical Gust Load Factor per 1000 Hours, Combined Flight Phases A-48 

Cumulative Occurrences of Incremental Vertical Gust Load Factor per Nautical Mile by Flight Phase A-49 

Cumulative Occurrences of Incremental Vertical Gust Load Factor per Nautical Mile, Combined Flight Phases A-50 

DERIVED GUST VELOCITY DATA 

Cumulative Occurrences of Derived Gust Velocity per Nautical Mile, < 500 Feet A-51 

Cumulative Occurrences of Derived Gust Velocity per Nautical Mile, 500-1,500 Feet A-52 

Cumulative Occurrences of Derived Gust Velocity per Nautical Mile, 1,500-4,500 Feet A-53 

Cumulative Occurrences of Derived Gust Velocity per Nautical Mile, 4,500-9,500 Feet A-54 

Cumulative Occurrences of Derived Gust Velocity per Nautical Mile, 9,500-19,500 Feet A-55 

Cumulative Occurrences of Derived Gust Velocity per Nautical Mile, 19,500-29,500 Feet A-56 

Cumulative Occurrences of Derived Gust Velocity per Nautical Mile, 29,500-39,500 Feet A-57 

Cumulative Occurrences of Derived Gust Velocity per Nautical Mile, 39,500-44,500 Feet A-58 

Cumulative Occurrences of Derived Gust Velocity per Nautical Mile, Flaps Extended A-59 

20 
TABLE 7. STATISTICAL DATA FORMATS (Continued) 

Data Description Figure 

DERIVED GUST VELOCITY DATA 

Cumulative Occurrences of Derived Gust Velocity per Nautical Mile, Flaps Retracted A-60 

CONTINUOUS GUST INTENSITY DATA 

Cumulative Occurrences of Continuous Gust Intensity per Nautical Mile, Flaps Extended A-61 

Cumulative Occurrences of Continuous Gust Intensity per Nautical Mile, Flaps Retracted A-62 

GUST V-n DIAGRAM DATA

Gust Load Factor and Coincident Speed vs V-n Diagram for Flaps Retracted A-63 

Gust Load Factor and Coincident Speed vs V-n Diagram for Flaps Extended, Detents 1, 5, 10, 20, 25, and 30 A-64 

MANEUVER VERTICAL LOAD FACTOR DATA 

Cumulative Occurrences of Incremental Vertical Maneuver Load Factor per 1000 Hours During Departure by Altitude A-65

Cumulative Occurrences of Incremental Vertical Maneuver Load Factor per 1000 Hours During Climb by Altitude A-66

Cumulative Occurrences of Incremental Vertical Maneuver Load Factor per 1000 Hours During Cruise by Altitude A-67

Cumulative Occurrences of Incremental Vertical Maneuver Load Factor per 1000 Hours During Descent by Altitude A-68

Cumulative Occurrences of Incremental Vertical Maneuver Load Factor per 1000 Hours During Approach by Altitude A-69

Cumulative Occurrences of Incremental Vertical Maneuver Load Factor per Nautical Mile During Departure by

Altitude

A-70 

Cumulative Occurrences of Incremental Vertical Maneuver Load Factor per Nautical Mile During Climb by Altitude A-71

Cumulative Occurrences of Incremental Vertical Maneuver Load Factor per Nautical Mile During Cruise by

Altitude 

A-72 

Cumulative Occurrences of Incremental Vertical Maneuver Load Factor per Nautical Mile During Descent by

Altitude 

A-73 

Cumulative Occurrences of Incremental Vertical Maneuver Load Factor per Nautical Mile During Approach by

Altitude 

A-74 

Cumulative Occurrences of Incremental Vertical Maneuver Load Factor per 1000 Hours by Flight Phase A-75

Cumulative Occurrences of Incremental Vertical Maneuver Load Factor per 1000 Hours, Combined Flight Phases A-76

Cumulative Occurrences of Incremental Vertical Maneuver Load Factor per Nautical Mile by Flight Phase A-77

Cumulative Occurrences of Incremental Vertical Maneuver Load Factor per Nautical Mile, Combined Flight Phases A-78

MANEUVER V-n DIAGRAM DATA 

Maneuver Load Factor and Coincident Speed vs V-n Diagram for Flaps Retracted A-79 

Maneuver Load Factor and Coincident Speed vs V-n Diagram for Flaps Extended, Detents 1, 5, 10, 20, 25, 30 A-80 

COMBINED MANEUVER AND GUST VERTICAL LOAD FACTOR DATA 

Cumulative Occurrences of Incremental Vertical Load Factor per 1000 Hours by Flight Phase A-81 

Cumulative Occurrences of Incremental Vertical Load Factor per 1000 Hours, Combined Flight Phases A-82 

Cumulative Occurrences of Incremental Vertical Load Factor per Nautical Mile by Flight Phase A-83 

Cumulative Occurrences of Incremental Vertical Load Factor per Nautical Mile, Combined Flight Phases A-84 

COMBINED MANEUVER AND GUST LATERAL LOAD FACTOR DATA 

Cumulative Occurrences of Lateral Load Factor per 1000 Hours by Flight Phase A-85 

Maximum Lateral Load Factor vs Coincident Gross Weight During Departure A-86 

Maximum Lateral Load Factor vs Coincident Gross Weight During Climb A-87 

Maximum Lateral Load Factor vs Coincident Gross Weight During Cruise A-88 

Maximum Lateral Load Factor vs Coincident Gross Weight During Descent A-89 

Maximum Lateral Load Factor vs Coincident Gross Weight During Approach A-90 

21 
TABLE 7. STATISTICAL DATA FORMATS (Continued) 

Data Description Figure 

GROUND-AIR-GROUND CYCLE DATA 

Ground-Air-Ground Cycle Occurrences of Maximum and Minimum Incremental Vertical Load Factor A-91 

Three-Dimensional Plot of Ground-Air-Ground Cycles A-92 

SYSTEMS OPERATIONAL DATA 

FLAP USAGE DATA 

Cumulative Probability of Maximum Airspeed in Flap Detent During Departure A-93 

Relative Probability of Maximum Airspeed in Flap Detent During Departure A-94 

Cumulative Probability of Maximum Airspeed in Flap Detent During Approach A-95 

Relative Probability of Maximum Airspeed in Flap Detent During Approach A-96 

Percent of Time in Flap Detent During Departure A-97 

Percent of Time in Flap Detent During Approach A-98 

SPEED BRAKE USAGE DATA 

Probability Distributions of Speed at Speed Brake Deployment A-99 

Probability Distributions of Maximum Speed During Speed Brake Deployment A-100 

Probability Distributions of Altitude at Speed Brake Deployment A-101 

Probability Distributions of Maximum Deployment Angle During Speed Brake Deployment A-102 

Total Hours of Coincident Speed Brake Deflection and Flap Detent A-103 

THRUST REVERSER DATA 

Cumulative Probability of Time with Thrust Reversers Deployed A-104 

Cumulative Probability of Speed at Thrust Reverser Deployment and Stowage A-105 

PROPULSION DATA 

Cumulative Probability of Percent of N1 During Takeoff, at Thrust Reverser Deployment, and During Thrust 

Reverser Deployment 

A-106 

Figures A-1 through A-106 are presented in appendix A. For ease of understanding, most of the 

figures in appendix A are presented in graphical form with a minimum of numerical summaries. 

In an effort to make the data presentation of a more comprehensive nature, some figures include 

both cumulative and relative probability or frequency distribution histograms as well as line 

plots. Scatter plots are also included where appropriate to show the relationship between 

coincident parameters that are considered to be of interest and to show visible evidence of 

relationships, outliers, or suspicious data. The scatter plots presented in this report show that

many of the plotted parameters are not related but occur in an independent random nature. 

It should also be noted that the data presented in these figures are not always based on an 

identical number of flights or flight hours. During data reduction it was discovered that some

data frames and parameters exhibited random errors and were, thus, judged to be unacceptable 

for use. When this occurred, those questionable data were eliminated from the statistical 

database for any application, either directly or indirectly, that could influence the presentation of

the other data measurements. As a result, not all figures are based on data from an identical 

number of flights, hours, or nautical miles. 

22 
5.1 AIRCRAFT USAGE DATA.

Figures A-1 through A-16 provide statistical data on the aircraft’s operational usage. 

Information on takeoff and landing gross weights, operational flight speeds and altitudes, aircraft

attitude, and flight lengths based on normal everyday flight operations are presented. These data 

are primarily useful in defining typical flight profiles, including gross weight, speed, altitude, 

and the number of flights associated with each type profile. 

5.1.1 Weight and Flight Distance Data. 

This section presents statistical data on operational takeoff and landing gross weights, flight 

distances, and plots showing the correlation between weight and flight distance. The flight

distances in figures A-1 through A-16 are based on the great circle distance (sometimes referred 

to as stage length) between departure and arrival points, except for figure A-4, which compares 

two methods of determining flight distance. 

The cumulative probability distributions of gross weight during takeoff and landing are presented 

in figures A-1 and A-2. The occurrences of takeoff gross weight show a wide variation as one 

would expect due to differing fuel weights for different length flights and variable passenger and 

baggage loading. The landing weight distribution shows some tendency to group within a 

narrower range that could indicate attempts to land at a planned landing weight. It is noteworthy 

that some landing gross weights observed were close to the maximum design landing gross 

weight of 652,000 lb, listed in table 1. These were possibly associated with a flight of short 

duration at high takeoff weights where the airplane is fueled through, i.e., the aircraft is not 

refueled between flights. Figure A-6 shows the occurrence of such flights. 

Figure A-3 shows the cumulative probability distribution of the great circle flight length for all 

B-747-400 flights. The distribution shows that 95% of all flights exceed 2500-nautical miles in 

length. 

Figure A-4 presents a scatter plot comparison of the differences in the great circle flight length

and the integrated flight distance. The great circle flight length reflects the calculated straightline flight distance between two points in still air. The integrated flight distances represent the 

airborne distance flown relative to the ambient air and accounts for the impact of winds,

deviations from straight-line flight, and loiter on the total distance flown by the aircraft. These 

distances will always be different because of deviations that occur during the flight, resulting

from directional flight changes directed by the air traffic control center, increased distance flown 

due to holding patterns, wind direction, and to a much lesser extent, the climb and descent

distances that are slightly larger than the level flight distance. For operation of the B-747-400, 

figure A-4 indicates that the integrated flight distance tends to be slightly longer than the great 

circle flight length. Hence, the aircraft is subjected to the loading environment for a longer 

period of time than if only the great circle flight length was considered. The flights shown with

no change in great circle flight length were probably test flights or flights that turned back 

because they returned to the same takeoff location. 

Figures A-5 and A-6 compare aircraft gross weight at takeoff with distance flown to determine 

whether there is any correlation between the two parameters. Figure A-5 compares the takeoff gross 

23 
weight versus the great circle flight distance flown for each individual flight as a scatter plot,

whereas figure A-6 contains a tabular listing of the percent of flights that took off within the 

interval of gross weight shown and those that landed within the specified flight distance. While

both figures indicate there is a wide variation in takeoff gross weights and flight lengths, the data

does show some correlation between gross weight and great circle flight length, although 

considerable scatter is evident. The data also indicate that the aircraft is mostly used for flight 

distances exceeding 2500 nautical miles. 

Figure A-7 provides a tabular listing of the percent of flights that takeoff and land within the

gross weight ranges indicated. The data indicate that about 83% of the flights takeoff in a gross 

weight range between 650,000-900,000 lb. and about 89% of the flights land at weights between 

500,000-650,000 lb. 

Figure A-8 shows the distribution, expressed in percent, of the integrated flight distance by

pressure altitude bands. Each column represents 100% of the flights that fall within the specified 

distance range. The table shows that the aircraft consistently (>80% of the time) flies at the

29,500-39,500-foot altitude band for flights greater then 1,000 nautical miles. 

5.1.2 Altitude, Speed, and Temperature Data. 

This section and figures A-9 through A-21 present information about the altitudes, speeds, and 

temperatures at which the aircraft operate. Figure A-9 shows the maximum altitude attained

during each flight plotted versus the duration of the flight. The data indicate that as the flight 

length increases, the aircraft consistently fly at the higher altitudes. The scatter plot also

indicates that as the flight duration decreases to under an hour in length, these flights, which may 

include some training and test flights, tend to occur at altitudes below 30,000 ft. These trends 

indicate a probable correlation between flight duration and the maximum altitude attained. 

The cumulative probabilities of ground speed for taxi-in and taxi-out operations are presented in 

figure A-10. The taxi-in speed is somewhat higher than the taxi-out speed, which agrees with 

what has been observed with other aircraft models. This probably occurs because ground 

movement of inbound traffic to the terminal after landing is generally accomplished faster due to 

less traffic than when moving from the terminal to the takeoff position. It should be noted for 

this report that the taxi-in phase of operation begins after the first turnoff from the active runway 

compared to previous UDRI reports that included the runway turnoff speeds as part of the taxi-in 

phase of operation. The higher taxi-in speeds, as observed in earlier reports, probably occurred

as the aircraft was exiting the runway during the turnoff. 

Figures A-11 and A-12 show measured speeds plotted versus Mach number and airspeed limits,

MMO or VMO, as defined in the aircraft flight manual. Each plotted point represents the airspeed 

or Mach number that yielded the greatest difference between the observed airspeed and Mach 

number and the speed or Mach number limit at its coincident altitude, regardless of flight phase. 

For example, in one flight, the maximum speed, with respect to the limit, might have been 

attained in the climb phase, while in another flight, the maximum speed may have occurred in a 

different phase. Also, it should be noted that the Mach number and airspeed points as plotted do 

not necessarily occur simultaneously. 

24 
Both plots indicate that there are many flights that operate at speeds or Mach number values 

approaching or, in a few cases, slightly exceeding the airspeed limits. The B-747-400 aircraft’s 

onboard computers should only allow these speed limits to be exceeded for a few seconds before 

automatically responding to reduce the aircraft’s speed to acceptable levels. Also, there is an

obvious shift in the location of points away from the Mach or airspeed limit for flights starting at 

about 15,000 feet and below. At 5000 feet, there were no points in these flights near the airspeed 

limits. This is probably because other speed restrictions, such as those imposed for flap and

landing gear operations, further restrict the aircraft’s airspeed at these altitudes and flight 

distances. 

Figure A-13 shows the cumulative probabilities of ground airspeed at liftoff and touchdown. It

shows that the majority of takeoffs occur at speeds between 155 and 180 knots. A majority of 

the speeds at touchdown are between 140 and 155 knots. Comparison of the two flight phases 

also shows that the liftoff speeds for the B-747-400 are approximately 20 knots higher than the 

touchdown speeds. 

Figures A-14 through A-21 contain scatter plots of the total air temperature versus the true 

airspeed by pressure altitude. Since these formats have three variables, they have been plotted in 

eight different altitude ranges to account for the altitude variable. The altitude ranges are the 

same ones used for the derived gust plots: < 500, 500-1,500, 1,500-4,500, 4,500-9,500, 9,500-

19,500, 19,500-29,500, 29,500-39,500, and > 39,500 feet. The flights were analyzed by using a 

system of bins placed on the temperature and airspeed. The bin size for the temperature was 4°C 

and the bin size for airspeed was 10 knots. Figures A-14 through A-21 show the results of 

running a program that used the above criteria to bin the airspeed and temperature data for all 

flights accordingly. The marks on these scatter plots, therefore, do not identify individual flights,

rather, they simply acknowledge that for some duration of time an airplane was in that bin of 

airspeed and air temperature. These plots also contain statistical data about the airspeed and 

temperature for the altitude range. 

5.1.3 Attitude Data. 

This section and figures A-22 through A-24 present statistical pitch angle data for selected phases

of flight. 

Figure A-22 provides the cumulative probability of maximum pitch angle at liftoff. The 

algorithm developed that identified the pitch angle at liftoff used the value of the maximum pitch 

angle that occurred within an interval of 5 seconds after the squat switch indicated liftoff. The

curve shown in figure A-14 reflects the pitch angle at liftoff using the 5-second criteria. 

Figure A-23 shows the cumulative probability distribution of pitch angle at touchdown/landing. 

The pitch angle during landing varied between 2° and 7°, with the most landings occurring at 

pitch angles between 4° and 6°. Although the squat switch was not a reliable indicator of the 

instant of touchdown, it was considered to be adequate for determining the pitch angle during 

landing because the pitch angle during the flare maneuver is usually held fairly constant at

touchdown. Thus, the airplane rotation, which may significantly affect the pitch angle during 

liftoff, has a far lesser effect on the reported pitch angle at touchdown. 

25 
Figure A-24 presents the cumulative probability of maximum pitch angle during the departure

and approach phases of flight. The data show that the pitch angle of the aircraft during departure 

varies between 12° and 22°, while during its approach, the pitch angle varies between 2° and 

11°. Chai and Mason [4] attributed this difference to the fact that “with the flaps in the fully 

deflected position, the critical angle of attack of the wing during landing [and approach] is 

smaller than during takeoff [and departure]. Consequently, the pitch angle during landing is 

smaller than that during takeoff.” 

5.2 GROUND LOADS DATA.

Figures A-25 through A-46 provide statistical loads data based on the B-747-400’s ground 

operations. The ground loads data include frequency and probability information on vertical,

lateral, and longitudinal accelerations during takeoff, landing, taxi, and turning operations.

These loads primarily affect the landing gear and landing gear backup structure and, to a lesser 

extent, the wing, fuselage, and empennage. (Statistical ground loads data for other aircraft 

models can be found in references 2, 5, 6, 7, 8, and 9.) 

5.2.1 Lateral Load Factor Data. 

This section presents lateral load factor statistical data during ground turning operations and at

touchdown. 

Figure A-25 shows the cumulative occurrences of the maximum lateral load factor that occurred

during each ground turn (excludes the runway turnoff). The information is presented per 1000 

flights for both pre- and postflight taxi and contains data for both left and right turns. The

magnitudes of lateral load factor during taxi-in are slightly higher than during taxi-out. The data 

reported in references 5 through 9 for the B-737-400, MD-82/83, B-767-200, A320, and CRJ100 

aircraft showed that during taxi-in, the lateral load factors are probably a little higher because of 

the higher speeds associated with taxi-in. Also, figure A-25 shows no significant difference 

between the number of left and right turns or their magnitudes. 

Figure A-26 presents the cumulative occurrences of the maximum lateral load factor that 

occurred per 1000 flights at touchdown. Because of the delay in the squat switch indication of 

touchdown and to ensure that the maximum ny load factor peak associated with touchdown was 

identified, UDRI scanned an interval of 5 seconds prior to squat switch closure to identify the

maximum ny load factor peak during touchdown. The data show that ny peaks during the landing 

touchdown fall between approximately -0.25 to +0.29 g. The relative frequency distribution 

does not exhibit a distinguishable mode frequency, but increases as the lateral load factor 

approaches zero from either direction. 

Figure A-27 presents the cumulative frequency of the maximum lateral load factor that occurred

per 1000 flights during the first turnoff from the active runway after landing. The magnitude of 

lateral load factor between ±0.2 g for right and left turns is very similar, as one would expect. 

These side load factor occurrences are not included in the taxi-in data presented in figure A-25. 

26 
Figure A-28 presents the coincident incremental vertical load factor that occurs in conjunction 

with the maximum lateral load factor measured at touchdown (the same 5-second interval as

defined above was used to identify touchdown). 

Figure A-29 shows the probability of the turn angle (total angular measurement) experienced

during 11,066 turnoffs from the active runway. The plot indicates that a significant number of 

turns are grouped in the 30, 90, and 180 degree range. The scatter plots, figures A-30 through 

A-32, show the maximum lateral load factor experienced during each turnoff versus its 

corresponding ground speed. The range of turn angles in each of these figures was selected to 

span the three turn angles that occurred most often. The data show there is considerable 

variation in ground speeds during the runway turnoff; there also appears to be a correlation 

between speed during the turn and magnitude of the lateral load factor. 

Figures A-33 through A-35 contain scatter plots showing the maximum lateral load factor at 

touchdown versus the yaw angle and bank angle before touchdown. Since yaw angle was not a 

recorded parameter, it had to be derived for each landing. This was accomplished by assuming 

that the calculated average magnetic heading of the aircraft on the runway after landing 

represented the direction of the runway. Then, the calculated difference in the aircraft heading

prior to touchdown with the magnetic heading of the aircraft on the runway after landing resulted 

in the estimated yaw angle. The maximum yaw angle reflects the highest value that was 

calculated during an interval from -10 seconds to -3 seconds prior to the squat switch indication 

of touchdown. (The interval was terminated at -3 seconds prior to touchdown to ensure that the 

data from touchdown were not included.) The mean yaw angle was determined by averaging the 

maximum yaw angles that occurred during the -10 to -3-second interval just prior to touchdown. 

At most, a minimal correlation exists between yaw angle and lateral acceleration at touchdown. 

The maximum bank angle reflects the maximum value recorded during the 50-second interval

prior to touchdown. 

5.2.2 Longitudinal Load Factor Data. 

Longitudinal load factor statistics are presented for the pre- and postflight taxi, at touchdown,

and during the landing roll phases of ground operations. 

Figure A-36 presents the cumulative occurrences of longitudinal load factor during pre- and 

postflight taxi operations per 1000 flights. The occurrences of longitudinal load factor during 

taxi occurred primarily due to braking and throttle changes. The magnitude of longitudinal load 

factors observed during taxi varied between -0.36 and +0.28 g. 

Figure A-37 shows the cumulative frequency of the maximum and minimum longitudinal load 

factor measured at touchdown and during the landing rollout with and without thrust reverser 

deployment. It appears that additional braking, which results from deployment of the thrust 

reversers, increases the negative longitudinal load factor spectra by approximately 0.1 g over the 

values seen when the thrust reversers are not in use. The maximum longitudinal load factor 

observed was -0.52 g, which occurred during operation of the thrust reversers. The occurrence 

of positive longitudinal load factors, even though very small, probably occurs due to the

variations in retardation forces caused by the thrust reversers, hydraulic brakes, and rolling 

friction. 

27 
5.2.3 Vertical Load Factor Data. 

This section presents vertical load factor statistics during ground operations involving 

touchdown, taxi, takeoff and landing roll (with and without thrust reverser), and at spoiler 

deployment; also included are the aircraft’s acceleration response due to operations within this 

operator’s system. 

Figure A-38 presents cumulative occurrences of incremental vertical load factor per 1000 flights 

for the taxi-in and taxi-out phases of ground operations. The data show that the magnitude of the

incremental vertical load factor during taxi-in is lower than for taxi-out. In previous reports, it 

was observed that taxi-in incremental vertical loads were slightly higher then taxi-out. This 

slight difference was observed on the B-737-400, MD-82/83, B-767, A320, and CRJ100 aircraft 

[5 through 9]. Also, the range of values for the incremental vertical load factor in figure A-30 is 

±0.1 g, whereas in previous reports, this range was at least ±0.2 g and was often greater. 

Figure A-39 presents the cumulative occurrences of positive and negative incremental vertical

load factors per 1000 flights that occurred during the takeoff roll. While the magnitudes of load 

factor appear to be consistent with what one would expect during the takeoff roll, these values

are primarily a function of the condition or roughness of the runway. 

Figure A-40 presents the cumulative occurrences of the minimum and maximum incremental 

vertical load factor per 1000 flights associated with touchdown and deployment of the ground 

spoilers. This figure shows that approximately the same minimum incremental vertical load 

factor, -0.35 g, was attributable to each event. However, at touchdown, the maximum 

incremental vertical load factor was about 0.9 g, while at spoiler deployment, the value was 

around 0.4 g.

Figure A-41 presents the cumulative occurrences of incremental vertical load factor per 1000 

flights during the landing roll for operations with and without thrust reversers. These curves may 

also include the effects of ground spoiler usage on vertical load factor because the spoilers are 

normally used during the landing rollout concurrently with the thrust reversers. 

Figures A-42 through A-44 contain scatter plots that show the maximum incremental vertical 

load factor at touchdown versus the yaw angle and bank angle. The values of the yaw angle and

bank angle used here are the same as those derived and used previously in figures A-33 through 

A-35. 

Figure A-45 contains a scatter plot that shows the maximum incremental vertical load factor

versus the coincident-computed airspeed at touchdown. The negative values shown indicate that 

the vertical load factor response during some of the landing touchdowns were higher than the

positive load factor due to landing. 

Figure A-46 compares the rms acceleration response to various runways used by the airline

involved with this program. An rms value was calculated using the takeoff and landing roll 

vertical acceleration data from each airport. However, because of the close proximity of parallel 

runways at some airports and the questionable accuracy involved with presenting the data by

runway, the rms data presented reflect the average of all runways used at each airport. The 

28 
acceleration response provides a filtered representation of the runway roughness as determined 

by the landing gear characteristics. The data show that in terms of B-747-400 acceleration 

response, the roughest runway location (Ninoy Aquino International Airport, Philippines) is over

twice as rough as the smoothest runway location (Tampa International Airport, Tampa, FL). 

5.3 FLIGHT LOADS DATA.

The statistical flight loads data in this section and figures A-47 through A-92 describe the 

aircraft’s operating gust, maneuver, and combined maneuver and gust load environment. 

The gust loads data are presented in the form of incremental vertical load factors, derived gust

velocity, Ude, and continuous gust intensity, Uσ. The derived gust velocity and continuous gust 

intensity are computed values, as described in section 4.2. Gust and maneuver incremental 

vertical acceleration data are plotted as either cumulative occurrences per 1000 hours or as 

cumulative occurrences per nautical mile and also may be plotted by phase of flight, altitude,

flap position, etc. 

This section also presents the combined total vertical and lateral load factor occurrences, due to 

the maneuver and gust environment, presented per 1000 hours or per nautical mile by phase of

flight, and for vertical load factor for all flight phases combined. V-n diagrams showing the 

coincident gust and maneuver vertical load factor versus speed for the flaps retracted and

extended conditions are presented. Cumulative occurrences of maximum lateral load factor 

versus gross weight are presented by phase of flight. Also, the excursion, between the largest

negative and highest positive load factor that occurs once per flight, are paired together and 

presented herein as the ground-air-ground or (GAG) cycle data. 

5.3.1 Gust Vertical Load Factor Data.

Cumulative occurrences of incremental vertical gust load factor are plotted as either cumulative 

occurrence per 1000 hours or per nautical mile by phase of flight. 

Figure A-47 shows the cumulative occurrences of incremental vertical gust load factor per 1000 

hours by phase of flight, and figure A-48 shows the cumulative occurrences of incremental 

vertical gust load factor for all the airborne phases combined per 1000 hours. The maximum 

incremental vertical gust load factor encountered by the B-747-400 was about 0.9 g and 

occurred, as shown in figure A-47, during the descent phase of flight. 

Figure A-49 presents the cumulative occurrences of incremental vertical gust load factor per

nautical mile by phase of flight, and figure A-50 shows the cumulative occurrences of 

incremental vertical gust load factor for all the airborne phases combined per nautical mile. 

5.3.2 Derived Gust Velocity Data.

The magnitudes for the derived gust velocities were calculated from the measured accelerations

in accordance with the procedures presented in section 4.2.4. In figures A-51 through A-58, the

derived gust velocity, Ude, is plotted as cumulative occurrences per nautical mile for altitudes 

from sea level to 44,500 feet. In each figure, the derived gust velocities are compared to the gust 

29 
velocity distributions presented in reference 10, which is a recognized standard that has been 

used in the past in establishing structural design criteria for repeated gust loads. 

Figures A-59 and A-60 present derived gust velocity, Ude, per nautical mile for the flaps 

extended and retracted conditions, respectively. 

5.3.3 Continuous Gust Intensity Data. 

The magnitudes of the continuous gust intensities, Uσ, were derived from the measured 

accelerations in accordance with the procedures presented in section 4.2.5. The cumulative 

occurrences of continuous gust intensity per nautical mile for the flaps extended and retracted

conditions are presented in figures A-61 and A-62, respectively. 

5.3.4 Gust V-n Diagram Data. 

To display the coincident speed and gust accelerations, representative V-n diagrams were 

developed for the flaps retracted and extended configurations for illustration purposes only. 

Since V-n diagrams are a function of altitude and gross weight, a gross weight of 530,000 lb was 

selected, based on figures A-1 and A-2, and a sea level altitude was selected. 

Figures A-63 and A-64 show the coincident gust acceleration and airspeed measurements plotted

on the V-n diagrams for the flaps retracted and extended configurations, respectively. All flap

detent positions for which data were available (1, 5, 10, 20, 25, and 30) are shown to provide a 

range of flap extension conditions. Figure A-64 shows, for the flaps extended case, that a few

gust acceleration points fall outside the gust V-n diagram. These results are similar to those

observed on other aircraft [5, 6, and 7] with the flaps extended. One must keep in mind that the 

V-n diagram shown here is for only one gross weight and altitude condition. If the measured 

gust acceleration data were plotted against the V-n diagram for the actual gross weight and

altitude conditions that existed at the time the acceleration was measured, the data might fall 

within the V-n diagram. Furthermore, the V-n diagram reflects only one static strength design 

requirement. The actual structure is designed to many different strength and rigidity design 

requirements, including static strength, durability, and damage tolerance. While the exceedance 

of a single design requirement may indicate a shortcoming in the design requirement, it does not 

necessarily translate into a deficiency in the overall design strength of the aircraft. 

The relatively large number of points that appear outside the V-n diagram in figure A-64, for

detent 25, required further analysis. Time histories for several flights were viewed to see what 

the exact airspeed and flap angles of the individual flights were. It was discovered that during 

the departure phase, while the aircraft is accelerating, there is a period of time where the flaps are 

at an angle above 20° and the aircraft is at an airspeed greater than the flap placard speed for 

detent 25. Table 6 shows how the flap detents are divided, when the flap angle is > 20°, ≤ 25°, it 

is binned as flap detent 25 and plotted with the subsequent V-n diagram and placard speed. 

Therefore, a majority of the points in figure A-64 that appear outside the V-n diagram are the

result of how the flap data are binned and also the acceleration of the aircraft during departure. 

30 
5.3.5 Maneuver Vertical Load Factor Data.

The maneuver loads data are presented in the form of incremental vertical load factors, either per

1000 hours or per nautical mile by phase of flight and altitude, or as combined phases. 

Figures A-65 through A-69 provide the cumulative occurrences of incremental maneuver load 

factor per 1000 hours by altitude for each of the airborne flight phases, i.e., departure, climb, 

cruise, descent, and approach. 

Figures A-70 through A-74 display the cumulative occurrences of incremental maneuver load 

factor by altitude per nautical mile (instead of per 1000 hours) in the airborne phases of flight. 

Figure A-75 shows the total cumulative occurrences of incremental maneuver load factor per 

1000 hours for each phase of flight, regardless of altitude. Figure A-76 contains the total 

cumulative occurrences of incremental maneuver load factor per 1000 hours for all flight phases 

combined. 

Figure A-77 shows the total cumulative occurrences of incremental maneuver load factor per 

nautical mile for each phase of flight, regardless of altitude. Figure A-78 contains the total 

cumulative occurrences of incremental maneuver load factor per nautical mile for all flight

phases combined. 

The maximum incremental vertical maneuver load factor encountered by the B-747-400 was 

-0.7 g, which occurred during the descent and also during the approach phases of flight. 

5.3.6 Maneuver V-n Diagram Data.

Maneuver strength is required for three different aircraft design speeds: flaps down speed (VF), 

cruising speed (VC), and dive speed (VD). For the maneuver V-n diagram, the required limit load

factors are specified in Title 14 Code of Federal Regulations (CFR) 25.337. The positive limit 

maneuvering load factor (n) may not be less than 2.5, and the negative limit maneuvering load

factor may not be less than -1.0 at speeds up to VC, varying linearly with speed to zero at VD. 

14 CFR 25.345 specifies that the positive limit maneuver load factor is 2.0 g’s when the flaps are 

extended. As with the V-n diagram for gust loads, the gross weight of 530,000 lb for the flaps 

retracted and extended configurations and sea level density were selected to develop 

representative maneuver V-n diagrams. 

Figures A-79 and A-80 show the maneuver V-n diagrams with flaps retracted and extended with 

the coincident acceleration and speed measurements. As with the gust loads, all flap detent

positions for which data were available (1, 5, 10, 20, 25, and 30) are shown in figure A-80 to

provide a range of flap extension conditions. Figure A-72 shows, for the flaps extended cases, 

that a few maneuver acceleration points occur at speeds outside the maneuver V-n diagram. This 

figure also shows the high number of points that occur outside the maneuver V-n diagram for

flap detent 25. The reason for this is again the way the flap settings are binned and the 

acceleration during the departure phase of some flights. 

31 
5.3.7 Combined Maneuver and Gust Vertical Load Factor Data.

Figure A-81 shows the cumulative occurrences of the combined maneuver and gust incremental 

vertical load factor per 1000 hours by phases of flight, and figure A-82 shows the incremental 

vertical load factor occurrences for all flight phases combined. 

Figures A-83 and A-84 contain the same vertical load factor data as figures A-81 and A-82, but

are plotted as occurrences per nautical mile by phases of flight and for all flight phases 

combined. The 0.9-g incremental gust load factor encountered during the descent phase of flight

is still the highest load factor recorded for the B-747-400’s operation. 

5.3.8 Combined Maneuver and Gust Lateral Load Factor Data.

Figure A-85 presents the cumulative occurrences of lateral load factor per 1000 hours by phase 

of flight. Maximum lateral load factor values between approximately -0.26 and +0.21 g were

observed during flight operations of the B-747-400. 

Figures A-86 through A-90 contain scatter plots that show the maximum lateral load factor 

versus the coincident gross weight of the aircraft during airborne phases of flight. 

5.3.9 Ground-Air-Ground Cycle Data.

Figures A-91 and A-92 display occurrences of the maximum and minimum incremental vertical 

load factor that occurs once per flight. The load excursion between the largest negative and

highest positive load factor is often referred to by aircraft design engineers as the GAG cycle.

Figure A-91 presents the number of GAG cycle occurrences in tabular form, and figure A-92 

shows the number of GAG cycle occurrences plotted as a three-dimensional bar chart. The GAG 

cycle usually contributes the most damaging fatigue cycle experienced by the aircraft wing and 

carry through structural assemblies. The GAG cycle that contained the widest range between

negative and positive values occurred was between -0.75 and +0.55 g. 

5.4 SYSTEMS OPERATIONAL DATA.

This section contains operational usage data for the flaps, speed brakes, thrust reversers, and the 

propulsion system. Although control surface position information was available for the aileron,

rudder, and elevator systems, it was not processed because the sampling rates were deemed to be 

too slow to provide reliable statistical usage information for these components. 

5.4.1 Flap Usage Data. 

Flap usage data showing airspeed and percent of time spent by flap detent and phase of flight are 

presented. These data can be used to characterize the sources of repeated loads on the flaps and 

backup structure and other flap components. The B-747-400 flap operational speed limits for 

each detent setting were listed in table 6. 

Figures A-93 and A-94 present the probability of the maximum airspeed encountered in various

flap detents during the departure phase of flight, and figures A-95 and A-96 present similar 

32 
probability data for the approach phase of flight. Figure A-96 shows that the most probable

speed at which the flaps are first deployed during the approach phase of flight for detent 5 occurs

at about 220 knots, detent 10 about 212 knots, detent 20 about 202 knots, detent 25 about 180 

knots, and detent 30 about 162 knots. 

Figures A-97 and A-98 present the percent of time spent in each flap detent setting during the

departure and approach phases of flight, respectively. Flap detents 20 and 25 are the most

frequently used settings during the departure phase (35.69% and 33.82% of the time

respectively), while flap detents 20 (35.4%) and 30 (23.1%) are the most often used settings

during the approach phase. The low amount of time shown in detent 5 during the approach phase

may explain why the speeds discussed above for detents 5 and 10 occur so closely together. 

5.4.2 Speed Brake Usage Data. 

Statistics on speed brake usage as a function of speed, altitude, deployment angle, and time spent 

at coincident flap detent and speed brake settings are of major interest to both aircraft

manufacturers and airline operators. These data are presented in figures A-99 through A-102. 

Figure A-99 illustrates the probability distribution of the speed at the instant of speed brake

deployment, and figure A-100 gives the probability distribution of the maximum speed 

encountered while the speed brakes were deployed in flight. Figure A-101 presents the 

probability distribution of the altitude when the speed brakes were deployed, and figure A-102 

presents the probability distributions of the maximum deployment angle reached while the speed 

brakes were deployed. 

The table in figure A-103 shows the number of flight hours the aircraft was flown at coincident 

flap detent and speed brake settings. Almost all of the speed brake usage occurred in the flaps

retracted configuration. 

5.4.3 Thrust Reverser Data.

The times and speeds associated with thrust reverser operations were derived from the measured 

data. Figure A-104 presents the cumulative probability of time during which the thrust reversers 

are deployed. The data show that for 90% of the flights, the thrust reversers are deployed for less

than 50 seconds. Figure A-105 presents the cumulative probability of the speed at the time the

thrust reversers were deployed and stowed. Most thrust reverser deployment cycles begin at 

speeds between 130 and 150 knots and are stowed at speeds between 30 and 70 knots. 

5.4.4 Propulsion Data.

Figure A-106 presents the cumulative probability of the maximum engine fan speed, N1, during 

takeoff, at the instant of thrust reverser deployment during the landing roll, and during the time

that the thrust reverser is deployed. Most takeoffs occur at fan speed values ranging greater than 

85%. The fan speed at thrust reverser deployment ranges between 30% and approximately 40% 

and then increases up to a maximum value of over 80% during the time the thrust reverser is

deployed. 

33 
6. SPECIALIZED DATA USED FOR HARMONIZATION OF INTERNATIONAL

CRITERIA FOR GROUND LOAD CERTIFICATION.

The statistical data presented in this section provide additional formats that have not previously 

been applied to aircraft in other flight loads reports. These new formats have been specifically 

requested for the B-747-400 aircraft to support development of ground loads certification 

criteria. As the title states, this data is specialized and therefore is being presented separate from 

the conventional data plots in appendix A. Another reason for keeping these plots separate from

the figures in appendix A is because many of the new formats required that the data be plotted by

the airport, something that had never been done before. 

Table 8 lists all the new statistical formats for which the data were processed. The various data

formats all pertain to aircraft usage. More specifically, the new formats analyze speed, attitude,

and rate data at touchdown and other phases of flight. 

TABLE 8. NEW STATISTICAL DATA FORMATS 

Data Description Figure 

SPEED DATA 

Cumulative Probability of Airspeed at Touchdown by Pitch Angle C-1 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 103 Elevation < 500 Feet C-2 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 104 Elevation < 500 Feet C-3 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 107 Elevation < 500 Feet C-4 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 118 Elevation < 500 Feet C-5 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 135 Elevation < 500 Feet C-6 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 153 Elevation < 500 Feet C-7 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 175 Elevation < 500 Feet C-8 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 197 Elevation < 500 Feet C-9 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 235 Elevation < 500 Feet C-10 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 362 Elevation < 500 Feet C-11 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 364 Elevation < 500 Feet C-12 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 365 Elevation < 500 Feet C-13 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 366 Elevation < 500 Feet C-14 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 367 Elevation < 500 Feet C-15 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 368 Elevation < 500 Feet C-16 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 373 Elevation < 500 Feet C-17 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 380 Elevation < 500 Feet C-18 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 389 Elevation < 500 Feet C-19 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 394 Elevation < 500 Feet C-20 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airports Elevation < 500 Feet C-21 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 33 Elevation 500-1000 Feet C-22 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 192 Elevation 500-1000 Feet C-23 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 384 Elevation 500-1000 Feet C-24 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airports Elevation 1000-4000 Feet C-25 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airports Elevation 4000-5000 Feet C-26 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 45 Elevation > 5000 Feet C-27 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 371 Elevation > 5000 Feet C-28 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 374 Elevation > 5000 Feet C-29 

Calibrated Airspeed vs Pitch Angle at Touchdown, Airport 275 Elevation > 5000 Feet C-30 

34 
TABLE 8. NEW STATISTICAL DATA FORMATS (Continued) 

Data Description Figure 

SPEED DATA (Continued) 

Ground Speed vs True Airspeed at Touchdown, Airport 103 Elevation < 500 Feet C-31 

Ground Speed vs True Airspeed at Touchdown, Airport 104 Elevation < 500 Feet C-32 

Ground Speed vs True Airspeed at Touchdown, Airport 107 Elevation < 500 Feet C-33 

Ground Speed vs True Airspeed at Touchdown, Airport 118 Elevation < 500 Feet C-34 

Ground Speed vs True Airspeed at Touchdown, Airport 135 Elevation < 500 Feet C-35 

Ground Speed vs True Airspeed at Touchdown, Airport 153 Elevation < 500 Feet C-36 

Ground Speed vs True Airspeed at Touchdown, Airport 175 Elevation < 500 Feet C-37 

Ground Speed vs True Airspeed at Touchdown, Airport 197 Elevation < 500 Feet C-38 

Ground Speed vs True Airspeed at Touchdown, Airport 235 Elevation < 500 Feet C-39 

Ground Speed vs True Airspeed at Touchdown, Airport 362 Elevation < 500 Feet C-40 

Ground Speed vs True Airspeed at Touchdown, Airport 364 Elevation < 500 Feet C-41 

Ground Speed vs True Airspeed at Touchdown, Airport 365 Elevation < 500 Feet C-42 

Ground Speed vs True Airspeed at Touchdown, Airport 366 Elevation < 500 Feet C-43 

Ground Speed vs True Airspeed at Touchdown, Airport 367 Elevation < 500 Feet C-44 

Ground Speed vs True Airspeed at Touchdown, Airport 368 Elevation < 500 Feet C-45 

Ground Speed vs True Airspeed at Touchdown, Airport 373 Elevation < 500 Feet C-46 

Ground Speed vs True Airspeed at Touchdown, Airport 380 Elevation < 500 Feet C-47 

Ground Speed vs True Airspeed at Touchdown, Airport 389 Elevation < 500 Feet C-48 

Ground Speed vs True Airspeed at Touchdown, Airport 394 Elevation < 500 Feet C-49 

Ground Speed vs True Airspeed at Touchdown, Airports Elevation < 500 Feet C-50 

Ground Speed vs True Airspeed at Touchdown, Airport 33 Elevation 500-1000 Feet C-51 

Ground Speed vs True Airspeed at Touchdown, Airport 192 Elevation 500-1000 Feet C-52 

Ground Speed vs True Airspeed at Touchdown, Airport 384 Elevation 500-1000 Feet C-53 

Ground Speed vs True Airspeed at Touchdown, Airports Elevation 1000-4000 Feet C-54 

Ground Speed vs True Airspeed at Touchdown, Airports Elevation 4000-5000 Feet C-55 

Ground Speed vs True Airspeed at Touchdown, Airport 45 Elevation > 5000 Feet C-56 

Ground Speed vs True Airspeed at Touchdown, Airport 371 Elevation > 5000 Feet C-57 

Ground Speed vs True Airspeed at Touchdown, Airport 374 Elevation > 5000 Feet C-58 

Ground Speed vs True Airspeed at Touchdown, Airport 275 Elevation > 5000 Feet C-59 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 103 Elevation < 500 Feet C-60 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 104 Elevation < 500 Feet C-61 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 107 Elevation < 500 Feet C-62 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 118 Elevation < 500 Feet C-63 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 135 Elevation < 500 Feet C-64 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 153 Elevation < 500 Feet C-65 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 175 Elevation < 500 Feet C-66 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 197 Elevation < 500 Feet C-67 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 235 Elevation < 500 Feet C-68 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 362 Elevation < 500 Feet C-69 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 364 Elevation < 500 Feet C-70 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 365 Elevation < 500 Feet C-71 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 366 Elevation < 500 Feet C-72 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 367 Elevation < 500 Feet C-73 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 368 Elevation < 500 Feet C-74 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 373 Elevation < 500 Feet C-75 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 380 Elevation < 500 Feet C-76 

35 
TABLE 8. NEW STATISTICAL DATA FORMATS (Continued) 

Data Description Figure 

SPEED DATA (Continued) 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 389 Elevation < 500 Feet C-77 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 394 Elevation < 500 Feet C-78 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airports Elevation < 500 Feet C-79 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 33 Elevation 500-1000 Feet C-80 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 192 Elevation 500-1000 Feet C-81 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 384 Elevation 500-1000 Feet C-82 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airports Elevation 1000-4000 Feet C-83 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airports Elevation 4000-5000 Feet C-84 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 45 Elevation > 5000 Feet C-85 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 371 Elevation > 5000 Feet C-86 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 374 Elevation > 5000 Feet C-87 

Delta V (Ground Speed-True Airspeed) at Touchdown, Airport 275 Elevation > 5000 Feet C-88 

Airport Elevation vs Average Delta V at Touchdown C-89 

Airport Elevation vs Absolute Value of Average Delta V at Touchdown C-90 

ATTITUDE AND RATE DATA 

Cumulative Probability of Pitch Rate at Gear Touchdown C-91 

Probability Distributions of Maximum Yaw Angle at Touchdown C-92 

Cumulative Probability of Yaw Angle at Touchdown C-93 

Probability Distributions of Maximum Bank Angle at Touchdown C-94 

Cumulative Probability of Maximum Bank Angle at Touchdown C-95 

Figures C-1 through C-95 are presented in appendix C. For ease of understanding, the figures in 

appendix C are presented in graphical form. In an effort to make the data presentation of a more

comprehensive nature, some figures include both cumulative and relative probability. Scatter

plots are also included, where appropriate, to show the relationship between coincident parameters

that are considered to be of interest and to show visible evidence of relationships, outliers, or 

suspicious data. 

As with appendix A, it should be noted that the data presented in these figures are not always 

based on an identical number of flights or flight hours. 

6.1 SPEED DATA.

This section presents information about the speeds at which the aircraft operate. 

Figure C-1 shows the cumulative probability of airspeed at touchdown based on the pitch angle 

of the aircraft. The pitch angles at touchdown varied between 2° and 7°. To see how the 

touchdown speed varied with pitch angle, the angles were binned by increments of 2 degrees. 

The data has been plotted in the following ranges: 0-4, 4.1-6, and 6.1-8+ degrees, bins 0-2 and 

2.1-4 degrees were combined because of the low number of occurrences in the 0-2 degree range.

The cumulative probability of the airspeed at touchdown was determined for each range of pitch

angles and plotted on the same axis. Below a cumulative probability of 70%, the effect that pitch

angle has on touchdown speed is more distinguishable. The trend in this range is as follows: the 

36 
lower the pitch angle, the higher the touchdown speed. Above the 70% probability level, the 

range of pitch angles 0°-4° and the range 4.1°-6° begin to cross paths. 

The next series of formats plot calibrated airspeed versus pitch angle at touchdown by individual 

airport. Figures C-2 through C-20 contain scatter plots of calibrated airspeed versus pitch angle 

at touchdown by airport. The airports in these plots all have elevations of less than 500 feet. 

These airports also have greater than 100 flights. In order to make these plots by airport and not 

give away the specific location, a random number has been assigned to each airport used by the 

carrier. Instead of identifying the name of the airport on each plot, the assigned number was

used. Figure C-21 contains all the remaining data from airports with an elevation of less than

500 feet but with fewer than 100 flights. 

Figures C-22 through C-24 show the same data as the above figures but for airports with 

elevations between 500-1000 feet and greater than 100 flights. Figure C-25 shows a plot for 

airports with elevations between 1000 and 4000 feet, all had less than 100 flights. Figure C-26 

shows calibrated airspeed versus pitch angle at touchdown for airports with elevations between 

4000-5000 feet and less than 100 flights. Figures C-27 through C-30 show plots for all airports 

greater than 5000 feet in elevation. 

Figures C-31 through C-59 show scatter plots of ground speed versus true airspeed at touchdown 

in the same manner as figures C-2 through C-30—by airport, elevation, and number of flights. 

Figures C-60 through C-88 show probability of occurrence charts of the delta V (ground speedtrue airspeed) at touchdown in the same manner as figures C-2 through C-30—by airport,

elevation, and number of flights. 

Figures C-89 and C-90 show scatter plots of the delta V at touchdown, and the absolute value of

delta V at touchdown versus the airport elevation. 

6.2 ATTITUDE AND RATE DATA.

This section presents statistical attitude data and pitch rate information for aircraft touchdown. 

Figure C-91 shows a cumulative probability plot of the pitch rate of the aircraft when the main 

landing gear touches down, between main gear and nose gear touchdown, and when the nose 

gear touches down. The pitch rate values for main gear touchdown were calculated starting 2 

seconds prior to the close of the main gear squat switch. The pitch rates during this event varied

between 1.3 and -6.7 degrees/sec. However, less than 1 percent of the flights exceeded a pitch 

rate of -2 degrees/sec. Pitch rate values between main and nose gear touchdown were calculated 

2 seconds prior to close of main gear squat switch until the close of the nose gear squat switch.

The pitch rates during this time varied between -0.3 and -10.7 degrees/sec. About 1 percent of

the flights exceeded a pitch rate of -2.7 degrees/sec. Pitch rate values for nose gear touchdown

were calculated beginning 2 seconds prior to the nose gear squat switch close. The pitch rates 

during this event varied between 0.3 and -4.7 degrees/sec. About 1 percent of the flights

exceeded a pitch rate of -2.5 degrees/sec. 

37 
Figures C-92 through C-95 investigate the airplanes attitude at touchdown. Figure C-92 shows a 

probability distribution plot of the maximum yaw angle at touchdown. Yaw angle is not a 

recorded parameter and needs to be calculated. This was accomplished by assuming that the 

calculated average magnetic heading of the aircraft on the runway after landing represented the

direction of the runway. Then, the calculated difference between the aircraft heading prior to 

touchdown and the magnetic heading of the aircraft on the runway after landing yielded the 

estimated yaw angle. The yaw angle at touchdown was considered to be the value of the yaw

angle calculated when the main gear squat switch closed. Figure C-92 shows a cumulative and 

relative probability plot of the absolute value of the yaw angle at touchdown for every flight. 

The touchdown yaw angles varied from 0°-12°. Most landings, however, were more likely to 

have yaw angles of less than 2°; only 15% of the flights exceeded touchdown yaw angles of 2°. 

The most probable yaw value at touchdown was 0°. Figure C-93 shows a cumulative probability

plot of yaw angle at touchdown for all flights, this time showing both negative and positive yaw 

values. 

Figure C-94 shows a probability distribution plot of the maximum bank angle at touchdown. 

The bank angle at touchdown was taken to be the value of the bank angle when the squat switch 

closed. Figure C-94 shows both the cumulative and the relative probability plot of the absolute

value of the bank angle at touchdown. Bank angles at touchdown varied from 0°-4.75°. Only

about 10% of the flights had bank angles at touchdown that exceeded 1.25°. The most probable 

value of bank angle at touchdown was around 0.25°. Figure C-95 shows a cumulative 

probability plot of bank angle at touchdown, showing both positive and negative values. 

7. STATISTICAL DESCENT RATE DATA.

This section presents statistical descent rate data that can be used by the FAA to establish initial 

design requirements for an onboard nitrogen-generating system to be used for fuel tank inerting. 

The information, obtained from the descent phase from 1984 fights, shows how the descent rate 

for the B-747-400 aircraft can vary as a function of altitude, gross weight, engine rotor speed, 

and computed airspeed. Statistical data formats were developed to show descent rates by

altitude, hold times, and actual descent profiles for flights operating into capacity-limited and 

non-capacity-limited airports. 

Table 9 lists all the statistical data formats for which descent rate statistics were processed. The 

statistical data formats are graphically presented in figures D-1 through D-133 of appendix D. 

38 
TABLE 9. STATISTICAL DESCENT DATA FORMATS

Data Description Figure 

Descent Rate at Pressure Altitude for Capacity-Limited Airports With Hold Times D-1 

Descent Rate at Pressure Altitude for Capacity-Unlimited Airports With Hold Times D-2 

Mean Descent Rate at Pressure Altitude for Capacity-Limited Airports With Hold Times D-3 

Mean Descent Rate at Pressure Altitude for Capacity-Unlimited Airports With Hold Times D-4 

Descent Rate at Pressure Altitude for Capacity-Limited Airports With Hold Times Removed D-5 

Descent Rate at Pressure Altitude for Capacity-Unlimited Airports With Hold Times Removed D-6 

Mean Descent Rate at Pressure Altitude for Capacity-Limited Airports With Hold Times Removed D-7 

Mean Descent Rate at Pressure Altitude for Capacity-Unlimited Airports With Hold Times Removed D-8 

Maximum Descent Rates for Capacity-Limited Flights D-9 

Actual Descent Profiles Beginning Before Descent Phase for Capacity-Limited Flight (Flt Seq Num 2838) D-10 

Actual Descent Profiles Below 15K Feet for Capacity-Limited Flight (Flt Seq Num 2838) D-11 

Actual Descent Profiles Beginning Before Descent Phase for Capacity-Limited Flight (Flt Seq Num 3212) D-12 

Actual Descent Profiles Below 15K Feet for Capacity-Limited Flight (Flt Seq Num 3212) D-13 

Actual Descent Profiles Beginning Before Descent Phase for Capacity-Limited Flight (Flt Seq Num 1030) D-14 

Actual Descent Profiles Below 15K Feet for Capacity-Limited Flight (Flt Seq Num 1030) D-15 

Actual Descent Profiles Beginning Before Descent Phase for Capacity-Limited Flight (Flt Seq Num 2971) D-16 

Actual Descent Profiles Below 15K Feet for Capacity-Limited Flight (Flt Seq Num 2971) D-17 

Actual Descent Profiles Beginning Before Descent Phase for Capacity-Limited Flight (Flt Seq Num 2793) D-18 

Actual Descent Profiles Below 15K Feet for Capacity-Limited Flight (Flt Seq Num 2793) D-19 

Actual Descent Profiles Beginning Before Descent Phase for Capacity-Limited Flight (Flt Seq Num 3033) D-20 

Actual Descent Profiles Below 15K Feet for Capacity-Limited Flight (Flt Seq Num 3033) D-21 

Maximum Descent Rates for Non-Capacity-Limited Flights D-22 

Actual Descent Profiles Beginning Before Descent Phase for Non-Capacity-Limited Flight (Flt Seq Num 1038) D-23 

Actual Descent Profiles Below 15K Feet for Non-Capacity-Limited Flight (Flt Seq Num 1038) D-24 

Actual Descent Profiles Beginning Before Descent Phase for Non-Capacity-Limited Flight (Flt Seq Num 3574) D-25 

Actual Descent Profiles Below 15K Feet for Non-Capacity-Limited Flight (Flt Seq Num 3574) D-26 

Actual Descent Profiles Beginning Before Descent Phase for Non-Capacity-Limited Flight (Flt Seq Num 2267) D-27 

Actual Descent Profiles Below 15K Feet for Non-Capacity-Limited Flight (Flt Seq Num 2267) D-28 

Actual Descent Profiles Beginning Before Descent Phase for Non-Capacity-Limited Flight (Flt Seq Num 3034) D-29 

Actual Descent Profiles Below 15K Feet for Non-Capacity-Limited Flight (Flt Seq Num 3034) D-30 

Actual Descent Profiles Beginning Before Descent Phase for Non-Capacity-Limited Flight (Flt Seq Num 2360) D-31 

Actual Descent Profiles Below 15K Feet for Non-Capacity-Limited Flight (Flt Seq Num 2360) D-32 

Actual Descent Profiles Beginning Before Descent Phase for Non-Capacity-Limited Flight (Flt Seq Num 2021) D-33 

Actual Descent Profiles Below 15K Feet for Non-Capacity-Limited Flight (Flt Seq Num 2021) D-34 

Probability of Descent Rate for Descents Between 0-1000 Feet, Non-Capacity-Limited Airports D-35 

Probability of Descent Rate for Descents Between 1000-2000 Feet, Non-Capacity-Limited Airports D-36 

Probability of Descent Rate for Descents Between 2000-3000 Feet, Non-Capacity-Limited Airports D-37 

Probability of Descent Rate for Descents Between 3000-4000 Feet, Non-Capacity-Limited Airports D-38 

Probability of Descent Rate for Descents Between 4000-5000 Feet, Non-Capacity-Limited Airports D-39 

Probability of Descent Rate for Descents Between 5000-6000 Feet, Non-Capacity-Limited Airports D-40 

Probability of Descent Rate for Descents Between 6000-7000 Feet, Non-Capacity-Limited Airports D-41 

Probability of Descent Rate for Descents Between 7000-8000 Feet, Non-Capacity-Limited Airports D-42 

Probability of Descent Rate for Descents Between 8000-9000 Feet, Non-Capacity-Limited Airports D-43 

Probability of Descent Rate for Descents Between 9,000-10,000 Feet, Non-Capacity-Limited Airports D-44 

Probability of Descent Rate for Descents Between 10,000-11,000 Feet, Non-Capacity-Limited Airports D-45 

Probability of Descent Rate for Descents Between 11,000-12,000 Feet, Non-Capacity-Limited Airports D-46 

Probability of Descent Rate for Descents Between 12,000-13,000 Feet, Non-Capacity-Limited Airports D-47 

39 
TABLE 9. STATISTICAL DESCENT DATA FORMATS (Continued) 

Data Description Figure 

Probability of Descent Rate for Descents Between 13,000-14,000 Feet, Non-Capacity-Limited Airports D-48 

Probability of Descent Rate for Descents Between 14,000-15,000 Feet, Non-Capacity-Limited Airports D-49 

Probability of Descent Rate for Descents Between 15,000-16,000 Feet, Non-Capacity-Limited Airports D-50 

Probability of Descent Rate for Descents Between 16,000-17,000 Feet, Non-Capacity-Limited Airports D-51 

Probability of Descent Rate for Descents Between 17,000-18,000 Feet, Non-Capacity-Limited Airports D-52 

Probability of Descent Rate for Descents Between 18,000-19,000 Feet, Non-Capacity-Limited Airports D-53 

Probability of Descent Rate for Descents Between 19,000-20,000 Feet, Non-Capacity-Limited Airports D-54 

Probability of Descent Rate for Descents Between 20,000-21,000 Feet, Non-Capacity-Limited Airports D-55 

Probability of Descent Rate for Descents Between 21,000-22,000 Feet, Non-Capacity-Limited Airports D-56 

Probability of Descent Rate for Descents Between 22,000-23,000 Feet, Non-Capacity-Limited Airports D-57 

Probability of Descent Rate for Descents Between 23,000-24,000 Feet, Non-Capacity-Limited Airports D-58 

Probability of Descent Rate for Descents Between 24,000-25,000 Feet, Non-Capacity-Limited Airports D-59 

Probability of Descent Rate for Descents Between 25,000-26,000 Feet, Non-Capacity-Limited Airports D-60 

Probability of Descent Rate for Descents Between 26,000-27,000 Feet, Non-Capacity-Limited Airports D-61 

Probability of Descent Rate for Descents Between 27,000-28,000 Feet, Non-Capacity-Limited Airports D-62 

Probability of Descent Rate for Descents Between 28,000-29,000 Feet, Non-Capacity-Limited Airports D-63 

Probability of Descent Rate for Descents Between 29,000-30,000 Feet, Non-Capacity-Limited Airports D-64 

Probability of Descent Rate for Descents Between 30,000-31,000 Feet, Non-Capacity-Limited Airports D-65 

Probability of Descent Rate for Descents Between 31,000-32,000 Feet, Non-Capacity-Limited Airports D-66 

Probability of Descent Rate for Descents Between 32,000-33,000 Feet, Non-Capacity-Limited Airports D-67 

Probability of Descent Rate for Descents Between 33,000-34,000 Feet, Non-Capacity-Limited Airports D-68 

Probability of Descent Rate for Descents Between 34,000-35,000 Feet, Non-Capacity-Limited Airports D-69 

Probability of Descent Rate for Descents Between 35,000-36,000 Feet, Non-Capacity-Limited Airports D-70 

Probability of Descent Rate for Descents Between 36,000-37,000 Feet, Non-Capacity-Limited Airports D-71 

Probability of Descent Rate for Descents Between 37,000-38,000 Feet, Non-Capacity-Limited Airports D-72 

Probability of Descent Rate for Descents Between 38,000-39,000 Feet, Non-Capacity-Limited Airports D-73 

Probability of Descent Rate for Descents Between 39,000-40,000 Feet, Non-Capacity-Limited Airports D-74 

Probability of Descent Rate for Descents Between 40,000-41,000 Feet, Non-Capacity-Limited Airports D-75 

Probability of Descent Rate for Descents Between 41,000-42,000 Feet, Non-Capacity-Limited Airports D-76 

Probability of Descent Rate for Descents Between 42,000-43,000 Feet, Non-Capacity-Limited Airports D-77 

Probability of Descent Rate for Descents Between 0-1000 Feet, Capacity-Limited Airports D-78 

Probability of Descent Rate for Descents Between 1000-2000 Feet, Capacity-Limited Airports D-79 

Probability of Descent Rate for Descents Between 2000-3000 Feet, Capacity-Limited Airports D-80 

Probability of Descent Rate for Descents Between 3000-4000 Feet, Capacity-Limited Airports D-81 

Probability of Descent Rate for Descents Between 4000-5000 Feet, Capacity-Limited Airports D-82 

Probability of Descent Rate for Descents Between 5000-6000 Feet, Capacity-Limited Airports D-83 

Probability of Descent Rate for Descents Between 6000-7000 Feet, Capacity-Limited Airports D-84 

Probability of Descent Rate for Descents Between 7000-8000 Feet, Capacity-Limited Airports D-85 

Probability of Descent Rate for Descents Between 8000-9000 Feet, Capacity-Limited Airports D-86 

Probability of Descent Rate for Descents Between 9,000-10,000 Feet, Capacity-Limited Airports D-87 

Probability of Descent Rate for Descents Between 10,000-11,000 Feet, Capacity-Limited Airports D-88 

Probability of Descent Rate for Descents Between 11,000-12,000 Feet, Capacity-Limited Airports D-89 

Probability of Descent Rate for Descents Between 12,000-13,000 Feet, Capacity-Limited Airports D-90 

Probability of Descent Rate for Descents Between 13,000-14,000 Feet, Capacity-Limited Airports D-91 

Probability of Descent Rate for Descents Between 14,000-15,000 Feet, Capacity-Limited Airports D-92 

Probability of Descent Rate for Descents Between 15,000-16,000 Feet, Capacity-Limited Airports D-93 

Probability of Descent Rate for Descents Between 16,000-17,000 Feet, Capacity-Limited Airports D-94 

40 
TABLE 9. STATISTICAL DESCENT DATA FORMATS (Continued) 

Data Description Figure 

Probability of Descent Rate for Descents Between 17,000-18,000 Feet, Capacity-Limited Airports D-95 

Probability of Descent Rate for Descents Between 18,000-19,000 Feet, Capacity-Limited Airports D-96 

Probability of Descent Rate for Descents Between 19,000-20,000 Feet, Capacity-Limited Airports D-97 

Probability of Descent Rate for Descents Between 20,000-21,000 Feet, Capacity-Limited Airports D-98 

Probability of Descent Rate for Descents Between 21,000-22,000 Feet, Capacity-Limited Airports D-99 

Probability of Descent Rate for Descents Between 22,000-23,000 Feet, Capacity-Limited Airports D-100 

Probability of Descent Rate for Descents Between 23,000-24,000 Feet, Capacity-Limited Airports D-101 

Probability of Descent Rate for Descents Between 24,000-25,000 Feet, Capacity-Limited Airports D-102 

Probability of Descent Rate for Descents Between 25,000-26,000 Feet, Capacity-Limited Airports D-103 

Probability of Descent Rate for Descents Between 26,000-27,000 Feet, Capacity-Limited Airports D-104 

Probability of Descent Rate for Descents Between 27,000-28,000 Feet, Capacity-Limited Airports D-105 

Probability of Descent Rate for Descents Between 28,000-29,000 Feet, Capacity-Limited Airports D-106 

Probability of Descent Rate for Descents Between 29,000-30,000 Feet, Capacity-Limited Airports D-107 

Probability of Descent Rate for Descents Between 30,000-31,000 Feet, Capacity-Limited Airports D-108 

Probability of Descent Rate for Descents Between 31,000-32,000 Feet, Capacity-Limited Airports D-109 

Probability of Descent Rate for Descents Between 32,000-33,000 Feet, Capacity-Limited Airports D-110 

Probability of Descent Rate for Descents Between 33,000-34,000 Feet, Capacity-Limited Airports D-111 

Probability of Descent Rate for Descents Between 34,000-35,000 Feet, Capacity-Limited Airports D-112 

Probability of Descent Rate for Descents Between 35,000-36,000 Feet, Capacity-Limited Airports D-113 

Probability of Descent Rate for Descents Between 36,000-37,000 Feet, Capacity-Limited Airports D-114 

Probability of Descent Rate for Descents Between 37,000-38,000 Feet, Capacity-Limited Airports D-115 

Probability of Descent Rate for Descents Between 38,000-39,000 Feet, Capacity-Limited Airports D-116 

Probability of Descent Rate for Descents Between 39,000-40,000 Feet, Capacity-Limited Airports D-117 

Probability of Descent Rate for Descents Between 40,000-41,000 Feet, Capacity-Limited Airports D-118 

Probability of Descent Rate for Descents Between 41,000-42,000 Feet, Capacity-Limited Airports D-119 

Probability of Descent Rate for Descents Between 42,000-43,000 Feet, Capacity-Limited Airports D-120 

Probability of Occurrence of Initial Cruise Altitude for Flights Less Than 300 Nautical Miles D-121 

Mean Descent Rates at Pressure Altitude by Gross Weight Bands, 400-500K D-122 

Mean Descent Rates at Pressure Altitude by Gross Weight Bands, 500-600K D-123 

Mean Descent Rates at Pressure Altitude by Gross Weight Bands, 600-700K D-124 

Mean Descent Rate into Capacity-Unlimited Airports at Pressure Altitude by N1 Range (20%-70%) D-125 

Mean Descent Rate into Capacity-Unlimited Airports at Pressure Altitude by N1 Range (60%-110%) D-126 

Mean Descent Rate into Capacity-Limited Airports at Pressure Altitude by N1 Range (20%-70%) D-127 

Mean Descent Rate into Capacity-Limited Airports at Pressure Altitude by N1 Range (60%-110%) D-128 

Mean Descent Rate at Pressure Altitude by CAS Range (120-200 kts) D-129 

Mean Descent Rate at Pressure Altitude by CAS Range (200-260 kts) D-130 

Mean Descent Rate at Pressure Altitude by CAS Range (260-310 kts) D-131 

Mean Descent Rate at Pressure Altitude by CAS Range (310-370 kts) D-132 

Gross Weight and Pressure Altitude at Start of First Cruise D-133 

Figures D-1 and D-2 present scatter plots of the descent rates within 1000-foot altitude bands for

capacity-limited and non-capacity-limited airports. These data include any hold times that occur 

during the descent phase and account for the occurrences of the lowest decent rates shown. 

41 
Figures D-3 and D-4 show the mean descent rates for each altitude band for the data contained in 

figures D-1 and D-2. Thus, these means are based on data that include hold times during the 

descent phase. 

Figures D-5 and D-6 present scatter plots of the descent rates within 1000-foot bands for 

capacity-limited and non-capacity-limited airports respectively. However, in contrast to figures

D-1 and D-2, these data do not include the hold times that occur during the descent phase. Thus,

they show few occurrences at the lower descent rates than in figures D-1 and D-2. 

Figures D-7 and D-8 show the mean descent rates for each altitude band for the data contained in 

figures D-5 and D-6. Thus, these means are based on data that do not include hold times during 

the descent phase. 

Figure D-9 lists the maximum descent rates and associated altitude for nine descents into 

capacity-limited airports. Figures D-10 through D-21 present the descent profiles for these 

flights. Each flight is shown as two profiles, one presents the profile starting at a time before the 

start of the descent phase and the other presents the profile starting at an altitude of 15,000 feet. 

Figure D-22 lists the maximum descent rates and associated altitude for nine descents into noncapacity-limited airports. Figures D-23 through D-34 present the descent profiles for these 

flights. Again, each flight is shown as two profiles, one presenting the profile starting at a time 

before the start of the descent phase and the other presenting the profile starting at an altitude of

15,000 feet. 

Figures D-35 through D-77 present probabilities of descent rates for each 1000-foot altitude band

for descents into non-capacity-limited airports. Figures D-78 through D-120 present identical 

data for descents into capacity-limited airports. The plots include a table presenting statistical 

information such as means and standard deviation. 

Figure D-121 presents the probability of the initial cruise altitude for flights less than 300 

nautical miles. 

Figures D-122 through D-124 present the mean descent rates at pressure altitude as a function of 

gross weight intervals. 

Figures D-125 through D-128 present the mean descent rates at pressure altitudes by N1 range 

for descents into non-capacity-limited and capacity-limited airports. 

Figures D-129 through D-132 present the mean descent rates at pressure altitude by airspeed. 

8. CONCLUSIONS.

This report provides valuable information about how the B-747-400 aircraft are being used 

during normal flight and ground operations by the airline. 

The participating airline fully supported this program and provided UDRI with 11,066 flights

representing 95,883 flight hours of useable B-747-400 data from typical revenue flights. Except 

42 
for some gaps and repeated frames, the recorded data were acceptable and compatible with

UDRI’s data processing software. The 11,066 flights were judged as sufficient to provide a 

representative statistical baseline of the aircraft’s ground, airborne, and systems operational 

usage. It should be noted, however, that the above number of flights were not used in the 

plotting of all formats within this report. 

The statistical data formats presented in this report will provide the FAA, the airlines, and 

aircraft manufacturers with beneficial information about the B-747-400’s actual operational 

service usage. 

The flight length data shows that the B-747-400 is used primarily in long-haul operations. A 

flight length of 3800 nautical miles is exceeded by 50% of the flights. In contrast, the data in 

reference 7 shows that the B-767-200ER, an extended range aircraft, exceeds the 3800 nautical 

mile flight length by only 10% of the flights. 

Lateral load factors during ground turning are lower than observed on previous smaller aircraft 

such as the B-767-200ER, A320, B-737-400, and the MD-82. Comparing the lateral load factors 

frequency distributions seen on the B-747-400 with those previously seen on the above 

mentioned aircraft, it is clear that there is an inverse relationship between the lateral load factor

during ground turning and airplane size. 

Longitudinal load factors during taxi operations are generally higher for the B-747-400 than 

were measured on either the B-767-200ER or the A320. Interestingly, the longitudinal load 

factors during touchdown and landing roll do not show major differences when compared to the 

other aircraft. 

Vertical load factors during taxi operations, takeoff roll, and landing roll are significantly lower

for the B-747-400 than for the B-767-200ER or the A320. 

Vertical gust load factors and maneuver load factors extracted from the vertical load factor

measurements for the B-747-400 are not significantly different from the B-767-200ER and the 

A320. 

The derived gust velocities for the B-747-400 compared favorably with the A320-derived gust 

velocities for all altitudes. Comparison of the B-747-400-derived gust velocities with the B-767-

200ER shows reasonable comparisons for altitudes above 9500 feet. For altitudes below 

9500 feet, the B-767-200ER shows higher gust velocities than the B-747-400 or the A320. 

The data in appendices C and D provide data requested for special consideration. Appendix C 

displays formats relating aircraft speed and attitude with airport elevation. The descent rate 

statistics in appendix D provide individual profiles along with a range of additional formats 

concerning altitude, airspeed, N1, and gross weight. 

43 
9. REFERENCES. 

1. de Jonge, B., “Reduction of Incremental Load Factor Acceleration Data to Gust 

Statistics,” FAA report DOT/FAA/CT-94/57, August 1994. 

2. Tipps, Daniel O., John W. Rustenburg, and Donald A. Skinn, ”Study of Side Load Factor 

Statistics From Commercial Aircraft Ground Operations,” University of Dayton Research 

Institute Report UDR-TR-2001-00005, January 2001. 

3. Rustenburg, John W., Donald A. Skinn, and Daniel O. Tipps, ”An Evaluation of Methods

to Separate Maneuver and Gust Load Factors From Measured Acceleration Time

Histories,” FAA report DOT/FAA/AR-99/14, April 1999. 

4. Chai, Sonny T. and William H. Mason, “Landing Gear Integration in Aircraft Conceptual 

Design,” Virginia Polytechnic Institute and State University Report MAD 96-09-01,

September 1996, rev. March 1997. 

5. Tipps, Daniel O., John W. Rustenburg, and Donald A. Skinn, “Statistical Loads Data for 

Boeing 737-400 in Commercial Operations,” FAA report DOT/FAA/AR-98/28, August 

1998. 

6. Tipps, Daniel O., John W. Rustenburg, and Donald A. Skinn, “Statistical Loads Data for 

a MD-82/83 Aircraft in Commercial Operations,” FAA report DOT/FAA/AR-98/65, 

February 1999. 

7. Tipps, Daniel O., John W. Rustenburg, and Donald A. Skinn, “Statistical Loads Data for 

B-767-200ER Aircraft in Commercial Operation,” FAA report DOT/FAA/AR-00/10, 

March 2000. 

8. Tipps, Daniel O., John W. Rustenburg, and Donald A. Skinn, “Statistical Loads Data for 

the Airbus A-320 Aircraft in Commercial Operations,” FAA report DOT/FAA/AR-02/35, 

April 2002. 

9. Tipps, Daniel O., John W. Rustenburg, and Donald A. Skinn, “Statistical Loads Data for 

Bombardier CRJ100 Aircraft in Commercial Operations,” FAA report DOT/FAA/AR03/44, July 2003. 

10. Press, Harry and Roy Steiner, “An Approach to the Problem of Estimating Severe and

Repeated Gust Loads for Missile Operations,” National Advisory Committee for 

Aeronautics Technical Note 4332, Langley Aeronautical Laboratory, Langley Field, VA,

September 1958. 

44 
A-1

APPENDIX AFLIGHT LOADS DATA

0

80604020

100

400 500 600 700 800 900

) ntec erp(ytili abbor PevitalumuC

Takeoff Gross Weight (K-lbs)

B-747-400

11066 Flights

0

80604020

100

400 500 600 700 800 900

) nt cerep(ytili abbo PrevitalumuC

Landing Gross Weight (K-lbs)

B-747-400

11066 Flights

FIGURE A-1. CUMULATIVE PROBABILITY OF 

TAKEOFF GROSS WEIGHT 

 FIGURE A-2. CUMULATIVE PROBABILITY OF 

LANDING GROSS WEIGHT 
0

10002000300040005000600070008000

0 1000 2000 3000 4000 5000 6000 7000 8000

Coincident PointsDeparture to Arrival Airport

20 % Deviation40 % Deviation

100% Correlation

Coincident PointsReturn to Departure Airport

)mn( thgneL ht iglFelcri t CaerG

Integrated Flight Distance (nm)

B-747-400

11066 Flights

A-2

0

908070605040302010

100

0 1000 2000 3000 4000 5000 6000

)tnecrep(ytilibaborPevitalumuC

Great Circle Flight Length (nm)

B-747-400

11066 Flights

FIGURE A-3. CUMULATIVE PROBABILITY OF GREAT 

CIRCLE FLIGHT LENGTH 

FIGURE A-4. CORRELATION OF GREAT CIRCLE FLIGHT 

LENGTH AND INTEGRATED FLIGHT DISTANCE 
0

1000

2000

3000

4000

5000

6000

7000

400 500 600 700 800 900

Great Circle Flight Length (nm)

B-747-400

11066 Flights

Takeoff Gross Weight (1000 lbs)

FIGURE A-5. CORRELATION OF TAKEOFF GROSS WEIGHT AND GREAT CIRCLE 

FLIGHT LENGTH 

Takeoff Gross Weight (1000 lbs)

11066Flts 400-450 450-500 500-550 550-600 600-650 650-700 700-750 750-800 800-850 850-900 Total

 0- 500 0.325 0.470 0.334 0.262 0.181 0.027 0.018 0.009 1.627

 500-1000 0.009 0.407 0.325 0.072 0.009 0.822

1000-1500 0.488 0.108 0.380 0.054 1.030

1500-2000 0.009 0.497 1.356 0.172 0.009 2.042

2000-2500 0.018 0.018 0.009 0.045

2500-3000 0.018 0.624 7.437 8.196 1.102 0.208 0.009 17.594

3000-3500 0.334 2.874 8.657 2.838 0.045 14.748

3500-4000 0.127 1.825 7.265 4.554 1.093 14.865

4000-4500 0.090 1.220 4.067 2.738 1.175 0.054 9.344

4500-5000 0.786 3.687 8.106 2.801 0.036 15.417

5000-5500 0.009 1.184 6.362 7.103 2.883 17.540

5500-6000 0.244 2.684 1.898 4.826

6000-6500 0.027 0.072 0.099

Total 0.325 0.479 1.256 2.151 12.534 20.965 20.161 22.275 14.902 4.952 100.000

Great Circle Flight Length (nm) FIGURE A-6. CORRELATION OF TAKEOFF GROSS WEIGHT AND GREAT CIRCLE 

FLIGHT LENGTH, PERCENT OF FLIGHTS

A-3
Takeoff Gross Weight (1000 lbs)

11066Flts 400-450 450-500 500-550 550-600 600-650 650-700 700-750 750-800 800-850 850-900 Total

400-450 0.325 0.054 0.027 0.027 0.009 0.443

450-500 0.425 0.877 1.184 4.789 1.853 0.958 0.226 0.027 10.338

500-550 0.352 0.795 7.148 18.607 15.742 15.164 6.886 2.286 66.980

550-600 0.145 0.434 0.461 3.371 5.910 6.705 2.594 19.619

600-650 0.163 0.036 0.090 0.976 1.283 0.072 2.621

Total 0.325 0.479 1.256 2.151 12.534 20.965 20.161 22.275 14.902 4.952 100.000

Landing Gross 

Weight (K-lbs)

FIGURE A-7. CORRELATION OF TAKEOFF AND LANDING GROSS WEIGHT, 

PERCENT OF FLIGHTS 

Integrated Flight Distance (nm)

8286 Flts 0-1000 1000-2000 2000-3000 3000-4000 4000-5000 5000-6000 6000-7000 7000-8000

39500-44500 5.72 1.68 1.49 0.53 0.17 0.52 0.45 

29500-39500 50.26 84.96 89.11 91.48 92.83 90.90 88.31 94.74 

19500-29500 15.76 5.37 3.61 3.56 3.63 5.55 8.42 2.45 

9500-19500 16.07 4.09 3.13 2.42 1.88 1.64 1.53 1.56 

4500-9500 7.71 2.29 1.68 1.18 0.93 0.86 0.79 0.75 

1500-4500 3.40 1.26 0.72 0.63 0.40 0.38 0.37 0.36 

500-1500 0.76 0.27 0.18 0.14 0.11 0.10 0.09 0.08 

0-500 0.32 0.09 0.08 0.06 0.05 0.04 0.04 0.05 

Total 100 100 100 100 100 100 100 100 

Altitude Band (feet) FIGURE A-8. PERCENT OF INTEGRATED FLIGHT DISTANCE IN ALTITUDE BANDS 

A-4
0

80604020

100

0 10 20 30 40 50 60

)tnecrep (ytili ab ob Pr veital mu Cu

Ground Speed (Knots)

B-747-400

11066 Flights

t) ee del Ar su es

A-5 P

0

1000020000300004000050000

0 2 4 6 8 10 12 14 16

f( tuiter

Flight Duration (hours)

B-747-400

11066 Flights

FIGURE A-9. CORRELATION OF MAXIMUM ALTITUDE 

AND FLIGHT DURATION 

FIGURE A-10. CUMULATIVE PROBABILITY OF 

MAXIMUM GROUND SPEED DURING TAXI 
0

5000

10000150002000025000300003500040000

0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

t)e (fe deut ti Aleruss Pre

Mach

M

MO

B-747-40011065 Flights

0

5000

10000150002000025000300003500040000

220 240 260 280 300 320 340 360 380

)teef(ed tu ti Al reusse Pr

Calibrated Airspeed (Knots)

V

MO

B-747-40011065 Flights

A-6 

FIGURE A-11. MAXIMUM MACH NUMBER AND 

COINCIDENT ALTITUDE, ALL FLIGHT PHASES 

FIGURE A-12. MAXIMUM CALIBRATED AIRSPEED AND 

COINCIDENT ALTITUDE, ALL FLIGHT PHASES 
A-7 

0

908070605040302010

100

120 130 140 150 160 170 180 190 200

TouchdownLiftoff

)tnecrep(ytili ab ob Pr vei lat mu Cu

Ground Speed (Knots)

B-747-400

11066 Flights

-60-40-2

0

0

604020

0 100 200 300 400 500

)C e (ruta erpm Te

True Airspeed (Knots)

B-747-40011066 Flights

Altitude < 500 Feet

Air Temp. True Airspeed

-32 100 Minimum

40 210 Maximum

904 22090 Sum139 139

6.5035971 158.92086 Mean

8 160 Median

20.446808 160.84981 RMS

19.45503 24.925705 Std Deviation

378.49818 621.29079 Variance

FIGURE A-13. CUMULATIVE PROBABILITY OF GROUND 

SPEED AT LIFTOFF AND TOUCHDOWN 

FIGURE A-14. TOTAL AIR TEMPERATURE VS TRUE 

AIRSPEED, ALTITUDE < 500 FEET 
-60

-40-2

0

0

604020

0 100 200 300 400 500

)C e (ruta erpm Te

True Airspeed (Knots)

B-747-40011066 Flights

Altitude 500-1500 Feet

Air Temp. True Airspeed

-32 120 Minimum

40 260 Maximum

624 36720 Sum202 202 Points

3.0891089 181.78218 Mean

4 180 Median

20.692946 185.03947 RMS20.511906 34.65239 Std Deviation420.73829 1200.7881 Variance -60

-40-2

0

0

604020

0 100 200 300 400 500

)C e (ruta erpm Te

True Airspeed (Knots)

B-747-40011066 Flights

Altitude 1500-4500 Feet

Air Temp. True Airspeed

-32 130 Minimum

44 360 Maximum

2400 92460 Sum

392 392 Points

6.122449 235.86735 Mean

8 235 Median

22.905306 243.32413 RMS22.100105 59.85287 Std Deviation488.41464 3582.366 Variance

A-8 

FIGURE A-15. TOTAL AIR TEMPERATURE VS TRUE 

AIRSPEED, ALTITUDE 500-1500 FEET 

FIGURE A-16. TOTAL AIR TEMPERATURE VS TRUE 

AIRSPEED, ALTITUDE 1500-4500 FEET 
-60

-40-2

0

0

604020

0 100 200 300 400 500

)C e (ruta erpm Te

True Airspeed (Knots)

B-747-40011066 Flights

Altitude 4500-9500 Feet

Air Temp. True Airspeed

-32 130 Minimum

40 390 Maximum

1232 115120 Sum

434 434 Points

2.8387097 265.25346 Mean

4 270 Median

20.816512 274.51507 RMS20.645849 70.786119 Std Deviation426.25106 5010.6746 Variance -60

-40-2

0

0

604020

0 100 200 300 400 500

)C e (ruta erpm Te

True Airspeed (Knots)

B-747-40011066 Flights

Altitude 9500-19500 Feet

Air Temp. True Airspeed

-32 160 Minimum

36 440 Maximum

-360 129800 Sum

415 415 Points

-0.86746988 312.77108 Mean

0 320 Median

18.523837 321.53472 RMS18.525848 74.647533 Std Deviation343.20703 5572.2542 Variance

A-9 

FIGURE A-17. TOTAL AIR TEMPERATURE VS TRUE 

AIRSPEED, ALTITUDE 4500-9500 FEET 

FIGURE A-18. TOTAL AIR TEMPERATURE VS TRUE 

AIRSPEED, ALTITUDE 9,500-19,500 FEET 
-60

-40-2

0

0

604020

0 100 200 300 400 500

)C e (ruta erpm Te

True Airspeed (Knots)

B-747-40011066 Flights

Altitude 19500-29500 Feet

Air Temp. True Airspeed

-40 270 Minimum

24 470 Maximum

-2364 110270 Sum

294 294 Points

-8.0408163 375.06803 Mean

-8 380 Median

19.076645 379.21195 RMS17.328734 56.003067 Std Deviation300.28502 3136.3435 Variance

-60-40-2

0

0

604020

0 100 200 300 400 500

)C e (ruta erpm Te

True Airspeed (Knots)

B-747-40011066 Flights

Altitude 29500-39500 Feet

Air Temp. True Airspeed

-52 320 Minimum

32 480 Maximum

-3464 96860 Sum

245 245 Points

-14.138776 395.34694 Mean

-16 400 Median

24.455541 397.40896 RMS19.995008 40.513887 Std Deviation399.80033 1641.375 Variance

A-10

FIGURE A-19. TOTAL AIR TEMPERATURE VS TRUE 

AIRSPEED, ALTITUDE 19,500-29,500 FEET 

FIGURE A-20. TOTAL AIR TEMPERATURE VS TRUE 

AIRSPEED, ALTITUDE 29,500-39,500 FEET 
0

908070605040302010

100

0 246 8 10 12

)tnecrep( y ti il ab obr ve Pi lat mu Cu

Pitch Angle (degrees)

B-747-400

11066 Flights

-60-40-2

0

0

604020

0 100 200 300 400 500

)C e (ruta erpm Te

True Airspeed (Knots)

B-747-40011066 Flights

Altitude > 39500 Feet

Air Temp. True Airspeed

-48 370 Minimum

12 430 Maximum

-1664 32330 Sum

81 81 Points

-20.54321 399.1358 Mean

-24 400 Median

26.398653 399.48578 RMS16.682363 16.82242 Std Deviation278.30123 282.99383 Variance

A-11

FIGURE A-21. TOTAL AIR TEMPERATURE VS TRUE 

AIRSPEED, ALTITUDE > 39,500 FEET 

FIGURE A-22. CUMULATIVE PROBABILITY OF PITCH 

ANGLE AT LIFTOFF 
A-12

0

908070605040302010

100

0 246 8 10 12

)tnecrep(ytiliba ob Pr vei lat muuC

Pitch Angle (degrees)

B-747-400

11066 Flights

0

908070605040302010

100

0 5 10 15 20 25

ApproachDeparture

)tnecrep( ty ilibabor Pevit laumuC

Pitch Angle (degrees)

B-747-400

11066 Flights

FIGURE A-23. CUMULATIVE PROBABILITY OF PITCH 

ANGLE AT TOUCHDOWN 

FIGURE A-24. CUMULATIVE PROBABILITY OF 

MAXIMUM PITCH ANGLE DURING 

DEPARTURE AND APPROACH 
10-2

10-1

100101102103104

-0.3 -0.2 -0.1 0 0.1 0.2 0.3

s ghti Fl 00 10repsecnerruc OcevitalumuC

Lateral Load Factor, n

y (g)

B-747-400

11066 Flights

st igh 00 1re s cerucc O

A-13 vit al mu

10-210-1

100101102103104

-0.3 -0.2 -0.1 0 0.1 0.2 0.3

Taxi-outTaxi-in

Fl0pnereuC

Lateral Load Factor, n

y (g)

B-747-400

11066 Flights

FIGURE A-25. CUMULATIVE FREQUENCY OF MAXIMUM 

LATERAL LOAD FACTOR DURING GROUND TURNS 

FIGURE A-26. CUMULATIVE FREQUENCY OF MAXIMUM 

LATERAL LOAD FACTOR AT TOUCHDOWN 
A-14

I

10-210-1

100101102103104

-0.3 -0.2 -0.1 0 0.1 0.2 0.3

sthgilF0001rep s ecnerruccO ive lat muuC

Lateral Load Factor, n

y (g)

B-747-400

11066 Flights

-0.3-0.2-0

0

.1

0.10.20.30.40.50.60.7

-0.3 -0.2 -0.1 0 0.1 0.2 0.3

 n ∆, ortcaF ad al Loci rte l Vat enme crn

z

) (g

Lateral Load factor, n

y (g)

B-747-400

11066 Flights

FIGURE A-27. CUMULATIVE FREQUENCY OF MAXIMUM 

LATERAL LOAD FACTOR DURING RUNWAY TURNOFF 

FIGURE A-28. MAXIMUM LATERAL LOAD FACTOR AND 

COINCIDENT INCREMENTAL VERTICAL LOAD 

FACTOR AT TOUCHDOWN 
) nt

rep (il abi

A-15

-0.2

-0.15

-0.1

-0.0

0

5

0.05

0.1

0.15

0.2

0 10 20 30 40 50 60 70 80

 n , rotcaFda Lolaret La

y

) (g

Ground Speed (Knots)

B-747-400

11066 Flights

6653 Turns

10-310-210-1

100101102

0 40 80 120 160 200

Cumulative ProbabilityRelative Probability

ecyt ob Pr

Turn Angle (degrees)

B-747-400

11066 Flights

FIGURE A-29. PROBABILITY DISTRIBUTIONS OF 

TURNING ANGLE DURING RUNWAY TURNOFF 

FIGURE A-30. MAXIMUM LATERAL LOAD FACTOR AND 

COINCIDENT GROUND SPEED DURING RUNWAY 

TURNOFF, 0-60 DEGREE TURNS 
A-16

-0.2

-0.15

-0.1

-0.0

0

5

0.05

0.1

0.15

0.2

0 10 20 30 40 50 60 70 80

n, rotcaFda Lo ral teaL

y

)g(

Ground Speed (Knots)

B-747-400

11066 Flights

3133 Turns

-0.2

-0.15

-0.1

-0.0

0

5

0.05

0.1

0.15

0.2

0 10 20 30 40 50 60 70 80

n, or ctaF ad Lo ral teaL

y

 (g)

Ground Speed (Knots)

B-747-400

11066 Flights

1280 Turns

FIGURE A-31. MAXIMUM LATERAL LOAD FACTOR AND 

COINCIDENT GROUND SPEED DURING RUNWAY 

TURNOFF, 60-120 DEGREE TURNS 

FIGURE A-32. MAXIMUM LATERAL LOAD FACTOR AND 

COINCIDENT GROUND SPEED DURING RUNWAY 

TURNOFF, 120-240 DEGREE TURNS 
A-17

)g , rotcaFaoLlret

-0.4-0.3-0.2-0.1

0

0.10.20.30.4

-15 -10 -5 0 5 10 15

ndaaL

y

(

Yaw Angle (degrees)

B-747-40011066 Flights

-0.4-0.3-0.2-0.1

0

0.10.20.30.4

-15 -10 -5 0 5 10 15

n,rotcaF d Loalaret La

z

) (g

Yaw Angle (degrees)

B-747-40011066 Flights

FIGURE A-33. MAXIMUM LATERAL LOAD FACTOR AT 

TOUCHDOWN VS MAXIMUM YAW ANGLE 

BEFORE TOUCHDOWN 

FIGURE A-34. MAXIMUM LATERAL LOAD FACTOR AT 

TOUCHDOWN VS MEAN YAW ANGLE 

BEFORE TOUCHDOWN 
-0.4

-0.3

-0.2

-0.1

0

0.1

0.2

0.3

0.4

-40 -30 -20 -10 0 10 20 30 4

L

ateral L

oad F

actor, ny (g)

Bank Angle (degrees)

B-747-400

11066 Flights

0

FIGURE A-35. MAXIMUM LATERAL LOAD FACTOR AT TOUCHDOWN VS 

MAXIMUM BANK ANGLE BEFORE TOUCHDOWN 

A-18
10-1

100101102103104105

-0.6 -0.4 -0.2 0 0.2 0.4 0.6

At TouchdownThrust Reverser StowedThrust Reverser Deployed

s htgilF000 1r pes nceeruc Oc vei lat muuC

Longitudinal Load Factor,nx (g)

B-747-400

11066 Flights

 O

A-19

10-1

100101102103104105

-0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4

Taxi-outTaxi-in

sthgilF0001repsecneruccevitalumuC

Longitudinal Load Factor,nx (g)

B-747-400

11066 Flights

FIGURE A-36. CUMULATIVE FREQUENCY OF 

LONGITUDINAL LOAD FACTOR DURING 

TAXI OPERATIONS 

FIGURE A-37. CUMULATIVE FREQUENCY OF 

LONGITUDINAL LOAD FACTOR AT TOUCHDOWN 

AND DURING LANDING ROLL 
A-20

10-1

100101102103104105

-0.2 -0.15 -0.1 -0.05 0 0.05 0.1 0.15 0.2

Taxi-outTaxi-in

sthgil F0001repsecnerruccOevitalum Cu

Incremental Vertical Load Factor,∆n

z (g)

B-747-400

11066 Flights

10-1

100101102103104105

-0.3 -0.2 -0.1 0 0.1 0.2 0.3

sth ligF0001r epsecnerrucc Oevit laumuC

Incremental Vertical Load Factor, ∆n

z (g)

B-747-400

11066 Flights

FIGURE A-38. CUMULATIVE FREQUENCY OF 

INCREMENTAL VERTICAL LOAD FACTOR DURING 

TAXI OPERATIONS 

FIGURE A-39. CUMULATIVE FREQUENCY OF 

INCREMENTAL VERTICAL LOAD FACTOR 

DURING TAKEOFF ROLL 
A-21

10-210-1

100101102103104105

-1 -0.5 0 0.5 1

At TouchdownAt Spoiler Deployment

s htgilF0001rep es nceruccO vei lat mu Cu

Incremental Vertical Load Factor, ∆n

z (g)

B-747-400

11066 Flights

10-210-1

100101102103104105

-0.5 -0.25 0 0.25 0.5

Without Thrust ReversersWith Thrust Reversers

sthgilF000 1rep s ec enrrucc O vei lat mu Cu

Incremental Vertical Load Factor,∆n

z (g)

B-747-400

11066 Flights

FIGURE A-40. CUMULATIVE FREQUENCY OF 

INCREMENTAL VERTICAL LOAD FACTOR AT SPOILER 

DEPLOYMENT AND AT TOUCHDOWN 

FIGURE A-41. CUMULATIVE FREQUENCY OF 

INCREMENTAL VERTICAL LOAD FACTOR 

DURING LANDING ROLL 
-0.6

-0.4

-0.2

0

0.2

0.4

0.6

0.8

1

1.2

-15 -10 -5 0 5 10 15

Incre

mental V

ertical Load Factor, ∆nz (g)

Yaw Angle (degree)

B-747-400

11066 Flights

FIGURE A-42. MAXIMUM INCREMENTAL VERTICAL LOAD FACTOR AT 

TOUCHDOWN VS MAXIMUM YAW ANGLE BEFORE TOUCHDOWN 

-0.6

-0.4

-0.2

0

0.2

0.4

0.6

0.8

1

1.2

-15 -10 -5 0 5 10 15

Incre

mental Vertical Load Factor, ∆nz (g)

Yaw Angle (degrees)

B-747-400

11066 Flights

FIGURE A-43. MAXIMUM INCREMENTAL VERTICAL LOAD FACTOR AT 

TOUCHDOWN VS MEAN YAW ANGLE BEFORE TOUCHDOWN 

A-22
-0.4

0

0.4

0.8

1.2

-40 -30 -20 -10 0 10 20 30 40

Incremental Vertical Load Factor, ∆nz (g)

Bank Angle (degrees)

B-747-400

11066 Flights

FIGURE A-44. MAXIMUM INCREMENTAL VERTICAL LOAD FACTOR AT 

TOUCHDOWN VS MAXIMUM BANK ANGLE BEFORE TOUCHDOWN 

-0.6

-0.4

-0.2

0

0.2

0.4

0.6

0.8

1

1.2

120 130 140 150 160 170 180 190

Incremental Vertical Load Factor, ∆nz (g)

Computed Airspeed (Knots)

B-747-400

11066 Flights

FIGURE A-45. MAXIMUM INCREMENTAL VERTICAL LOAD FACTOR AT 

TOUCHDOWN VS COINCIDENT AIRSPEED

A-23
0

0.010.020.030.040.05

A TPI BFA FRZ BBE EZN SNL YUN LUW YA I CAR YVA MI N MAB JNW LL X BHX LA L MEK BKL WID JE N DEE TPT CPZ SEO MCG HK D ORR LHE HRA SED SY L CWV TL T NRG YEY ORW LGH IAD IAB IS C ACZ YYS LOS BOR DAL PHL DEA GLU MRG CBN SI X MEA MAR EWE BNK JFO SFU CCA LCC DAA BDM BO L MN

Airport Code

) (gnoitarel ce AcS RM

A-24

FIGURE A-46. AIRCRAFT RUNWAY ACCELERATION RESPONSE 
10-2

10-1

100101102103104105

-1 -0.5 0 0.5 1

sruoH000 1re psecnerruc Oc e ivtalumuC

Incremental Vertical Load Factor,∆n

z, (g)

B-747-400

11066 Flights

95883 Hours

A-25

10-210-1

100101102103104105106107

-1 -0.5 0 0.5 1

Departure; 550 Hours

Climb; 4717 Hours

Cruise; 85266 Hours

Descent; 3855 Hours

Approach; 1494 Hours

s ur Ho 000 1reps cenerruccOevital mu Cu

Incremental Vertical Load Factor,∆n

z, (g)

B-747-400

11066 Flights

95883 Hours

FIGURE A-47. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL GUST LOAD FACTOR 

PER 1000 HOURS BY FLIGHT PHASE 

FIGURE A-48. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL GUST LOAD FACTOR 

PER 1000 HOURS, COMBINED FLIGHT PHASES 
A-26

100

10-810-710-610-510-410-310-210-1

-1 -0.5 0 0.5 1

le Milaci ut Narep s ec enrrucc O veital mu Cu

Incremental Vertical Load Factor,∆n

z, (g)

B-747-400

11066 Flights

45146496 NM

10-810-710-610-510-410-310-210-1

101

-1 -0.5 0 0.5 1

Departure; 117928 NM

Climb; 2090756 NM

Cruise; 41216852 NM

Descent; 1439138 NM

Approach; 281823 NM

eliMla ic utaNrep s ec enrruc Oc vei lat muuC

Incremental Vertical Load Factor,∆n

z, (g)

B-747-400

11066 Flights

45146496 NM

FIGURE A-49. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL GUST LOAD FACTOR 

PER NAUTICAL MILE BY FLIGHT PHASE 

FIGURE A-50. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL GUST LOAD FACTOR PER 

NAUTICAL MILE, COMBINED FLIGHT PHASES 
B-747-400

NACA TN-4332

10-6

10-510-410-310-210-1

100101

0 10 20 30 40 50

Derived Gust Velocity, Ude (Ft/Sec)

eliM alcitua N persecnerrucc Oevtialum Cu

11066 flights

156 hours

25190 nm

Downward Gusts

B-747-400NACA TN-4332

10-6

10-510-410-310-210-1

100101

0 10 20 30 40 50

Derived Gust Velocity, Ude (Ft/Sec)

eliM alci aut N persecnerrucc Oevtialum Cu

11066 flights

156 hours

25190 nm

Upward Gusts

A-27

FIGURE A-51. CUMULATIVE OCCURRENCES OF DERIVED GUST VELOCITY PER NAUTICAL MILE, < 500 FEET 
B-747-400

NACA TN-4332

10-7

10-610-510-410-310-210-1

100101

0 10 20 30 40 50 60

Derived Gust Velocity, Ude (Ft/Sec)

eliM alcitua N persecnerrucc Oevtialum Cu

11066 flights

327 hours

54691 nm

Downward Gusts

B-747-400NACA TN-4332

10-7

10-610-510-410-310-210-1

100101

0 10 20 30 40 50 60

Derived Gust Velocity, Ude (Ft/Sec)

eliM alcitua N persecnerrucc Oevtialum Cu

11066 flights

327 hours

54691 nm

Upward Gusts

FIGURE A-52. CUMULATIVE OCCURRENCES OF DERIVED GUST VELOCITY PER NAUTICAL MILE, 500-1500 FEET

A-28
B-747-400

NACA TN-4332

10-7

10-610-510-410-310-210-1

100101

0 10 20 30 40 50 60

Derived Gust Velocity, Ude (Ft/Sec)

eliM alcitua N persecnerrucc Oevtialum Cu

11066 flights

1107 hours223379 nm

Upward Gusts

A-29

B-747-400NACA TN-4332

10-7

10-610-510-410-310-210-1

100101

0 10 20 30 40 50 60

Derived Gust Velocity, Ude (Ft/Sec)

eliM alcitua N persecnerrucc Oevtialum Cu

11066 flights

1107 hours223379 nm

Downward Gusts

FIGURE A-53. CUMULATIVE OCCURRENCES OF DERIVED GUST VELOCITY PER NAUTICAL MILE, 1500-4500 FEET
10-1 10-1

A-30

B-747-400NACA TN-4332

10-8

10-710-610-510-410-310-2

100101

0 10 20 30 40 50 60 70

Derived Gust Velocity, Ude (Ft/Sec)

eliM alcitua N persecnerrucc Oevtialum Cu

11066 flights

1814 hours477260 nm

Downward Gusts

B-747-400NACA TN-4332

10-8

10-710-610-510-410-310-2

100101

0 10 20 30 40 50 60 70

Derived Gust Velocity, Ude (Ft/Sec)

eliM alcitua N persecnerrucc Oevtialum Cu

11066 flights

1814 hours477260 nm

Upward Gusts

FIGURE A-54. CUMULATIVE OCCURRENCES OF DERIVED GUST VELOCITY PER NAUTICAL MILE, 4500-9500 FEET
A-31

4332 4332

B-747-400NACA TN10-8 10-7 10-6 10-5 10-4 10-3 10-2 10-1

100

0 10 20 30 40 50 60 70

Derived Gust Velocity, Ude (Ft/Sec)

eliM alcitua N persecnerrucc Oevtialum Cu

11066 flights

2687 hours942239 nm

Upward Gusts

B-747-400NACA TN10-8 10-7 10-6 10-5 10-4 10-3 10-2 10-1

100

0 10 20 30 40 50 60 70

Derived Gust Velocity, Ude (Ft/Sec)

eliM alcitua N persecnerrucc Oevtialum Cu

11066 flights

2687 hours942239 nm

Downward Gusts

FIGURE A-55. CUMULATIVE OCCURRENCES OF DERIVED GUST VELOCITY PER NAUTICAL MILE, 9,500-19,500 FEET
B-747-400

NACA TN-4332

10-8

10-710-610-510-410-310-210-1

100101

0 10 20 30 40 50 60 70

Derived Gust Velocity, Ude (Ft/Sec)

eliM alcitua N persecnerrucc Oevtialum Cu

11066 flights

4378 hours

2026732 nm

Upward Gusts

A-32

B-747-400NACA TN-4332

10-8

10-710-610-510-410-310-210-1

100101

0 10 20 30 40 50 60 70

Derived Gust Velocity, Ude (Ft/Sec)

eliM alcitua N persecnerrucc Oevtialum Cu

11066 flights

4378 hours

2026732 nm

Downward Gusts

FIGURE A-56. CUMULATIVE OCCURRENCES OF DERIVED GUST VELOCITY PER NAUTICAL MILE, 19,500-29,500 FEET 
A-33

B-747-400NACA TN-4332

10-9

10-810-710-610-510-410-310-210-1

100101

0 10 20 30 40 50 60 70

Derived Gust Velocity, Ude (Ft/Sec)

eliM alcitua N persecnerrucc Oevtialum Cu

11066 flights

84897 hours

41149756 nm

Downward Gusts

B-747-400NACA TN-4332

10-9

10-810-710-610-510-410-310-210-1

100101

0 10 20 30 40 50 60 70

Derived Gust Velocity, Ude (Ft/Sec)

eliM alcitua N persecnerrucc Oevtialum Cu

11066 flights

84897 hours

41149756 nm

Upward Gusts

FIGURE A-57. CUMULATIVE OCCURRENCES OF DERIVED GUST VELOCITY PER 

NAUTICAL MILE, 29,500-39,500 FEET 
B-747-400

NACA TN-4332

10-9

10-810-710-610-510-410-310-210-1

100101

0 10 20 30 40 50 60 70

Derived Gust Velocity, Ude (Ft/Sec)

leiMlacitua Nreps encerru Occe tivalum Cu

11066 flights

522 hours

250254 nm

Downward Gusts

B-747-400NACA TN-4332

10-9

10-810-710-610-510-410-310-210-1

100101

0 10 20 30 40 50 60 70

Derived Gust Velocity, Ude (Ft/Sec)

eliM alcitua N pers encerrucc Oevtialum Cu

11066 flights

522 hours

250254 nm

Upward Gusts

A-34

FIGURE A-58. CUMULATIVE OCCURRENCES OF DERIVED GUST VELOCITY PER NAUTICAL MILE, 39,500-44,500 FEET
10-8

10-7

10-6

10-5

10-4

10-3

10-2

10-1

100

-40 -30 -20 -10 0 10 20 30 40

C

u

m

ulativ

e

O

ccurr

e

nces per N

a

utical Mile

Derived Gust Velocity, U

de (Ft/sec)

B-747-400

11066 flights

2045.0 hours

399797 nm

FIGURE A-59. CUMULATIVE OCCURRENCES OF DERIVED GUST VELOCITY PER 

NAUTICAL MILE, FLAPS EXTENDED 

10-8

10-7

10-6

10-5

10-4

10-3

10-2

10-1

100

-40 -30 -20 -10 0 10 20 30 40

Cu

m

ulative 

O

ccurre

nces per Nautical

Mile

Derived Gust Velocity, U

de (Ft/sec)

B-747-400

11066 flights

93843.9 hours

44749891 nm

FIGURE A-60. CUMULATIVE OCCURRENCES OF DERIVED GUST VELOCITY PER 

NAUTICAL MILE, FLAPS RETRACTED 

A-35
10-8

10-7

10-6

10-5

10-4

10-3

10-2

10-1

100

-60 -40 -20 0 20 40 60

Cu

m

ulativ

e Occurre

n

c

e

s per N

autical 

Mile

Continuous Gust Intensity, Uσ (Ft/sec)

B-747-400

11066 flights

2045.0 hours

399797 nm

FIGURE A-61. CUMULATIVE OCCURRENCES OF CONTINUOUS GUST INTENSITY 

PER NAUTICAL MILE, FLAPS EXTENDED 

10-8

10-7

10-6

10-5

10-4

10-3

10-2

10-1

100

-60 -40 -20 0 20 40 60

C

u

m

ulative 

O

ccurrences per N

autical Mile

Continuous Gust Intensity, Uσ (Ft/sec)

B-747-400

11066 flights

93843.9 hours

44749891 nm

FIGURE A-62. CUMULATIVE OCCURRENCES OF CONTINUOUS GUST INTENSITY 

PER NAUTICAL MILE, FLAPS RETRACTED 

A-36
A-37

-0.5

0

0.

1

5

1.

2

5

2.5

0 100 200 300 400

n, ortca F Load

z

 (g)

Velocity(KEAS)

B-747-400

V-n Diagram For Illustration Only

FIGURE A-63. GUST LOAD FACTOR AND COINCIDENT SPEED VS V-N DIAGRAM FOR FLAPS RETRACTED 
-0

0

.5

0.

1

5

1.

2

5

0 50 100 150 200 250 300

 n, ortca Fda Lo

z

 (g)

Velocity(KEAS)

Flaps Detent 01B-747-400

V-n Diagram For Illustration Only

-0

0

.5

0.

1

5

1.

2

5

0 50 100 150 200 250 300

, nrotcA F ad Lo

z

 (g)

Velocity(KEAS)

Flaps Detent 05B-747-400

V-n Diagram For Illustration Only

-0

0

.5

0.

1

5

1.

2

5

0 50 100 150 200 250 300

 n, ortca F ad Lo

z

 (g)

Velocity(KEAS)

Flaps Detent 10B-747-400 V-n Diagram ForIllustration Only

__ __ __ Operating________ 

 Design

-0

0

.5

0.5

1

1.5

2

0 50 100 150 200 250 300

n, ortca F ad Lo

z

 (g)

Velocity(KEAS)

Flaps Detent 20B-747-400

V-n Diagram For Illustration Only

__ __ __ Operating________ 

 Design

A-38

-0

0

.5

0.5

1

1.5

2

0 50 100 150 200 250 300

 n, ortca F ad Lo

z

 (g)

Velocity(KEAS)

Flaps Detent 30B-747-400 V-n Diagram For Illustration Only

-0

0

.5

0.5

1

1.5

2

0 50 100 150 200 250 300

 n, ortca F ad Lo

z

 (g)

Velocity(KEAS)

V-n Diagram For Illustration Only Flaps Detent 25

B-747-400

FIGURE A-64. GUST LOAD FACTOR AND COINCIDENT SPEED VS V-n DIAGRAM FOR FLAPS EXTENDED,

DETENT 1, 5, 10, 20, 25, AND 30 
A-39

sruoH00rep es erru Oc lat mu

10-2

100102104106

-1 -0.5 0 0.5 1

< 500 FT; 48.6 HR

500-1500 FT; 104.5 HR

1500-4500 FT; 273.4 HR

4500-9500 FT; 119.1 HR

9500-19500 FT; 4.8 HR

01cnc veiuC

Incremental Vertical Load Factor,∆n

z, (g)

B-747-400

11066 Flights

550 Hours

10-2

100102104106

-1 -0.5 0 0.5 1

1500-4500 FT; 45.4 HR

4500-9500 FT; 393.1 HR

9500-19500 FT; 1033.4 HR

19500-29500 FT; 1486.1 HR

29500-39500 FT; 1748.6 HR

s uroH00 10repsec enrrucc Oevi latum Cu

Incremental Vertical Load Factor, ∆n

z, (g)

B-747-400

11066 Flights

4717 Hours

FIGURE A-65. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL MANEUVER LOAD FACTOR 

PER 1000 HOURS DURING DEPARTURE BY ALTITUDE 

FIGURE A-66. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL MANEUVER LOAD FACTOR 

PER 1000 HOURS DURING CLIMB BY ALTITUDE 
A-40

10-210-1

100101102103104105106107

-1 -0.5 0 0.5 1

500-1500 FT; 0.25 HR

1500-4500 FT; 12.8 HR

4500-9500 FT; 277.2 HR

9500-19500 FT; 288.0 HR

19500-29500 FT; 1904.1 HR

29500-39500 FT; 82274.5 HR

sruoH0001repsecnerruccO veitalum Cu

Incremental Vertical Load Factor,∆n

z, (g)

B-747-400

11066 Flights

85266 Hours

10-210-1

100101102103104105106107

-1 -0.5 0 0.5 1

500-1500 FT; 0.17 HR

1500-4500 FT; 43.9 HR

4500-9500 FT; 626.0 HR

9500-19500 FT; 1326.0 HR

19500-29500 FT; 987.2 HR

29500-39500 FT; 869.2 HR

s uroH00 10rep s ecnerruc Ocevital mu Cu

Incremental Vertical Load Factor,∆n

z, (g)

B-747-400

11066 Flights

3855 Hours

FIGURE A-67. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL MANEUVER LOAD FACTOR 

PER 1000 HOURS DURING CRUISE BY ALTITUDE 

FIGURE A-68. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL MANEUVER LOAD FACTOR 

PER 1000 HOURS DURING DESCENT BY ALTITUDE 
10-2

100102104106

-1 -0.5 0 0.5 1

< 500 FT; 107.9 HR

500-1500 FT; 221.6 HR

1500-4500 FT; 731.8 HR

4500-9500 FT; 398.2 HR

9500-19500 FT; 34.8 HR

sruoH0001rep s ec enrrucc ve Oit la mu Cu

Incremental Vertical Load Factor,∆n

z, (g)

B-747-400

11066 Flights

1494 Hours

10-810-610-410-2

100102

-1 -0.5 0 0.5 1

< 500 FT; 8649 NM

500-1500 FT; 19605 NM

1500-4500 FT; 59632 NM

4500-9500 FT; 28798 NM

9500-19500 FT; 1246 NM

le Mila ictuaNrep s ec enrruc Oc vei lat mu Cu

Incremental Vertical Load Factor,∆n

z, (g)

B-747-400

11066 Flights

117928 NM

A-41

FIGURE A-69. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL MANEUVER LOAD FACTOR 

PER 1000 HOURS DURING APPROACH BY ALTITUDE 

FIGURE A-70. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL MANEUVER LOAD FACTOR 

PER NAUTICAL MILE DURING DEPARTURE BY ALTITUDE 
A-42

10-810-710-610-510-410-310-210-1

100101102

-1 -0.5 0 0.5 1

1500-4500 FT; 12404 NM

4500-9500 FT; 123670 NM

9500-19500 FT; 404727 NM

19500-29500 FT; 693658 NM

29500-39500 FT; 851392 NM

el Milaci utaNrep s ec enrrucc O veital mu Cu

Incremental Vertical Load Factor,∆n

z, (g)

B-747-400

11066 Flights

2090756 NM

FIGURE A-71. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL MANEUVER LOAD FACTOR 

PER NAUTICAL MILE DURING CLIMB BY ALTITUDE 

FIGURE A-72. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL MANEUVER LOAD FACTOR 

PER NAUTICAL MILE DURING CRUISE BY ALTITUDE

10-810-710-610-510-410-310-210-1

100101102

-1 -0.5 0 0.5 1

500-1500 FT; 57 NM

1500-4500 FT; 3153 NM

4500-9500 FT; 72473 NM

9500-19500 FT; 86104 NM

19500-29500 FT; 922245 NM

29500-39500 FT; 39888588 NM

eli MlacituaNrepsecnerr cuc OevtialumuC

Incremental Vertical Load Factor,∆n

z, (g)

B-747-400

11066 Flights

41216852 NM
10-8

10-710-610-510-410-310-210-1

100101102

-1 -0.5 0 0.5 1

< 500 FT; 1.5 NM

500-1500 FT; 40 NM

1500-4500 FT; 10953 NM

4500-9500 FT; 167420 NM

9500-19500 FT; 441971 NM

19500-29500 FT; 410459 NM

29500-39500 FT; 407176 NM

lei Mla ic utaNrepse encrrucc Oevi latumuC

Incremental Vertical Load Factor, ∆n

z, (g)

B-747-400

11066 Flights

1439138 NM

10-810-710-610-510-410-310-210-1

100101102

-1 -0.5 0 0.5 1

< 500 FT; 16541 NM

500-1500 FT; 34988 NM

1500-4500 FT; 137732 NM

4500-9500 FT; 84871 NM

9500-19500 FT; 8187 NM

le Mila ic utaNrep s ecnerrucc O veit laum Cu

Incremental Vertical Load Factor,∆n

z, (g)

B-747-400

11066 Flights

281827 NM

A-43

FIGURE A-73. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL MANEUVER LOAD FACTOR 

PER NAUTICAL MILE DURING DESCENT BY ALTITUDE 

FIGURE A-74. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL MANEUVER LOAD FACTOR 

PER NAUTICAL MILE DURING APPROACH BY ALTITUDE
A-44

sruo H0re s p enuc ve mu

10-210-1

100101102103104105106107

-1 -0.5 0 0.5 1

Departure; 550 HRClimb; 4717 HRCruise; 85266 HRDescent; 3855 HRApproach; 1494 HR

001ecrrcOit la Cu

Incremental Vertical Load Factor, ∆n

z, (g)

B-747-400

11066 Flights

95883 Hours

10-210-1

100101102103104105106107

-1 -0.5 0 0.5 1

sruo H0001re s pec enrruccO ve it la mu Cu

Incremental Vertical Load Factor, ∆n

z, (g)

B-747-400

11066 Flights

95883 Hours

FIGURE A-75. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL MANEUVER LOAD FACTOR 

PER 1000 HOURS BY FLIGHT PHASE 

FIGURE A-76. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL MANEUVER LOAD FACTOR 

PER 1000 HOURS, COMBINED FLIGHT PHASES 
A-45

10-710-610-510-410-310-210-1

100101102

-1 -0.5 0 0.5 1

Departure; 117928 NM

Climb; 2090756 NM

Cruise; 41216852 NM

Descent; 1439138 NM

Approach; 281827 NM

eliMlacituaNrep s ecnerruccOevit laumuC

Incremental Vertical Load Factor,∆n

z, (g)

B-747-400

11066 Flights

45146496 NM

10-710-610-510-410-310-210-1

100101102

-1 -0.5 0 0.5 1

le Milaci utaNrepsec enrruc Oc veital muuC

Incremental Vertical Load Factor,∆n

z, (g)

B-747-400

11066 Flights

45146496 NM

FIGURE A-77. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL MANEUVER LOAD FACTOR 

PER NAUTICAL MILE BY FLIGHT PHASE 

FIGURE A-78. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL MANEUVER LOAD FACTOR 

PER NAUTICAL MILE, COMBINED FLIGHT PHASES
-1

-2

3210

0 50 100 150 200 250 300 350 400

 n or,t Load Fac

z

 (g)

Velocity(KEAS)

B-747-400

V-n Diagram For Illustration Only

A-46

FIGURE A-79. MANEUVER LOAD FACTOR AND COINCIDENT SPEED VS V-n DIAGRAM FOR FLAPS RETRACTED 
-1

-2

3210

0 50 100 150 200 250 300

 n, ortca F ad Lo

z

 (g)

Velocity(KEAS)

Flaps Detent 01B-747-400 V-n Diagram For Illustration Only -1

-2

3210

0 50 100 150 200 250 300

 n, ortca F ad Lo

z

 (g)

Velocity(KEAS)

Flaps Detent 05B-747-400

V-n Diagram For Illustration Only

-1-2

3210

0 50 100 150 200 250 300

 n, ortca Fda Lo

z

 (g)

__ __ __ Operating________

 Design

Velocity(KEAS)

Flaps Detent 10B-747-400 V-n Diagram For Illustration Only -1

-2

3210

0 50 100 150 200 250 300

 n, ortca F ad Lo

z

 (g)

Velocity(KEAS)

Flaps Detent 20B-747-400 V-n Diagram For Illustration Only

__ __ __ Operating________ 

 Design

A-47

-1-2

3210

0 50 100 150 200 250 300

 n, ortca F ad Lo

z

 (g)

Velocity(KEAS)

Flaps Detent 25B-747-400 V-n Diagram For Illustration Only -1

-2

3210

0 50 100 150 200 250 300

 n, ortca F ad Lo

z

 (g)

Velocity(KEAS)

Flaps Detent 30B-747-400 V-n Diagram For Illustration Only

FIGURE A-80. MANEUVER LOAD FACTOR AND COINCIDENT SPEED VS V-N DIAGRAM FOR FLAPS EXTENDED, 

DETENT 1, 5, 10, 20, 25, AND 30 
A-48

sruo H01re s p en cuOevalumC

10-210-1

100101102103104105106107

-1 -0.5 0 0.5 1

Departure; 550 HoursClimb; 4717 HoursCruise; 85266 HoursDescent; 3855 HoursApproach; 1494 Hours

00ecrrc tiu

Incremental Vertical Load Factor,∆n

z, (g)

B-747-400

11066 Flights

95883 Hours

10-210-1

100101102103104105106107

-1 -0.5 0 0.5 1

s uro H0 100re s pec enrruccO veit la mu Cu

Incremental Vertical Load Factor, ∆n

z, (g)

B-747-400

11066 Flights

95883 Hours

FIGURE A-81. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL LOAD FACTOR PER 

1000 HOURS BY FLIGHT PHASE 

FIGURE A-82. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL LOAD FACTOR PER 

1000 HOURS, COMBINED FLIGHT PHASES 
FIGURE A-83. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL LOAD FACTOR PER 

NAUTICAL MILE BY FLIGHT PHASE 

FIGURE A-84. CUMULATIVE OCCURRENCES OF 

INCREMENTAL VERTICAL LOAD FACTOR PER 

NAUTICAL MILE, COMBINED FLIGHT PHASES 

10-810-710-610-510-410-310-210-1

100101

-1 -0.5 0 0.5 1

le Milacitua r NepsecnerruccOevitalumuC

Incremental Vertical Load Factor, ∆n

z, (g)

B-747-400

11066 Flights

45146496 NM

10-810-710-610-510-410-310-210-1

100101

-1 -0.5 0 0.5 1

Departure; 117928 NM

Climb; 2090756 NM

Cruise; 41216852 NM

Descent; 1439138 NM

Approach; 281823 NM

eli Mlaci ut Narep s ec enrruccO vei latum Cu

Incremental Vertical Load Factor,∆n

z, (g)

B-747-400

11066 Flights

45146496 NM

A-49
-0.2

-0.15

-0.1

-0.0

0

5

0.05

0.1

0.15

0.2

400 500 600 700 800 900

, nrotcaFdao l Lar teaL

y

 (g)

Gross Weight (K-lbs)

B-747-400

11066 Flights

A-50

10-210-1

100101102103104105106107

-0.3 -0.2 -0.1 0 0.1 0.2 0.3

Departure: 550 hours

Climb: 4717 hours

Cruise: 85266 hours

Descent: 3855 hours

Approach: 1494 hours

s uroH00 10repsecnerruc Ocevital mu Cu

Lateral Load Factor, n

y (g)

B-747-400

11066 Flights

95883 Hours

FIGURE A-85. CUMULATIVE OCCURRENCES OF 

LATERAL LOAD FACTOR PER 1000 HOURS BY 

FLIGHT PHASE 

FIGURE A-86. MAXIMUM LATERAL LOAD FACTOR VS 

COINCIDENT GROSS WEIGHT DURING DEPARTURE 
A-51

-0.2

-0.15

-0.1

-0.0

0

5

0.05

0.1

0.15

0.2

400 500 600 700 800 900

 n,ola

y

 (g)

Gross Weight (K-lbs)

B-747-400

11066 Flights

-0.2

-0.15

-0.1

-0.0

0

5

0.05

0.1

0.15

0.2

400 500 600 700 800 900

 n, ortcaFd LoalaretaL

y

 (g)

Gross Weight (K-lbs)

B-747-400

11066 Flights

rtcaF ad Loret La

FIGURE A-87. MAXIMUM LATERAL LOAD FACTOR VS 

COINCIDENT GROSS WEIGHT DURING CLIMB 

FIGURE A-88. MAXIMUM LATERAL LOAD FACTOR VS 

COINCIDENT GROSS WEIGHT DURING CRUISE 
A-52

-0.2

-0.15

-0.1

-0.0

0

5

0.05

0.1

0.15

0.2

400 500 600 700 800 900

, nrotcaFdao l Lar teaL

y

) (g

Gross Weight (K-lbs)

B-747-400

11066 Flights

-0.2

-0.15

-0.1

-0.0

0

5

0.05

0.1

0.15

0.2

400 500 600 700 800 900

, nrotcaFdao l Lar teaL

y

) (g

Gross Weight (K-lbs)

B-747-400

11066 Flights

FIGURE A-89. MAXIMUM LATERAL LOAD FACTOR VS 

COINCIDENT GROSS WEIGHT DURING DESCENT 

FIGURE A-90. MAXIMUM LATERAL LOAD FACTOR VS 

COINCIDENT GROSS WEIGHT DURING APPROACH 
Maximum Incremental Vertical Load Factor, ∆nz (g) 

-0.0

5

-0.1

5

-0.2

5

-0.3

5

-0.4

5

-0.5

5

-0.6

5

-0.7

5

0.05

0.3

55

8

0

300

600

900

1200

1500

1800

0. Factor, ∆nz (g) 

 0. Vertical Load

11066 Flights 0.05 0.10 0.15 0.20 0.25 0.30 0.35 0.40 0.45 0.50 0.55 0.60 0.65 0.70 0.75 0.80 0.85 0.90

-.05 

-.10 25 547 276 29 7 1 

-.15 1 55 1869 1623 409 104 21 3 1 

-.20 25 859 1461 642 176 52 10 7 2 

-.25 6 232 590 421 202 74 35 11 3 3 

-.30 1 47 188 176 118 64 28 14 6 2 4 1 

-.35 1 10 61 80 76 39 20 10 7 5 1 1

-.40 1 20 33 29 25 23 14 6 2 1 1 

-.45 8 16 13 13 13 4 10 4 1 2 1 1 

-.50 4 3 2 4 4 10 1 2 1 

-.55 1 4 4 4 4 2 2 1 

-.60 2 1 1 2 3 2 1 1 1 

-.65 1 1 1 3 1 

-.70 1 2 2 1 1 

-.75 1 1 

Minimum Incre

mental Vertical Load Factor, ∆nz (g) 

FIGURE A-91. GROUND-AIR-GROUND CYCLE OCCURRENCES OF MAXIMUM AND 

MINIMUM INCREMENTAL VERTICAL LOAD FACTOR 

Number of Occurrences 

 Positive 

 Incremental

Negative Incremental 

Vertical Load Factor, ∆nz (g)

FIGURE A-92. 3-D PLOT OF GROUND-AIR-GROUND CYCLES 

A-53
0

20

40

60

80

100

150 180 210 240 270

Detent 05

Detent 10

Detent 20

Detent 25

Detent 30

Cumulative Probability (percent)

Calibrated Airspeed (Knots)

B-747-400

11066 Flights

300

 FIGURE A-93. CUMULATIVE PROBABILITY OF MAXIMUM AIRSPEED IN 

FLAP DETENT DURING DEPARTURE 

0

5

10

15

20

150 180 210 240 270 300

Detent 05

Detent 10

Detent 20

Detent 25

Detent 30

Relative Probability (percent)

Calibrated Airspeed (Knots)

B-747-400

11066 Flights

FIGURE A-94. RELATIVE PROBABILITY OF MAXIMUM AIRSPEED IN 

FLAP DETENT DURING DEPARTURE 

A-54
200

0

20

40

60

80

100

140 160 180 220 240 260

Detent 05

Detent 10

Detent 20

Detent 25

Detent 30

Cumulative Probability (percent)

Calibrated Airspeed (Knots)

B-747-400

11066 Flights

FIGURE A-95. CUMULATIVE PROBABILITY OF MAXIMUM AIRSPEED IN 

FLAP DETENT DURING APPROACH 

0

5

10

15

20

140 160 180 200 220 240 260

Detent 05

Detent 10

Detent 20

Detent 25

Detent 30

Relative Probability (percent)

Calibrated Airspeed (Knots)

B-747-400

11066 Flights

FIGURE A-96. RELATIVE PROBABILITY OF MAXIMUM AIRSPEED IN 

FLAP DETENT DURING APPROACH 

A-55
Detent 01

Detent 05

Detent 10

Detent 20

Detent 25

Detent 30

3.27%

9.74%

17.45%

35.69%

33.82%

0.0159%

FIGURE A-97. PERCENT OF TIME IN FLAP DETENT DURING DEPARTURE 

Detent 01

Detent 05

Detent 10

Detent 20

Detent 25

Detent 30

1.21% 3.63%

18.9%

35.4%

17.5%

23.1%

FIGURE A-98. PERCENT OF TIME IN FLAP DETENT DURING APPROACH 

A-56
A-57

FIGURE A-99. PROBABILITY DISTRIBUTIONS OF SPEED 

AT SPEED BRAKE DEPLOYMENT 

FIGURE A-100. PROBABILITY DISTRIBUTIONS OF 

MAXIMUM SPEED DURING SPEED BRAKE 

DEPLOYMENT 

0

908070605040302010

100

100 150 200 250 300 350 400

)tnecrep(ytilibaborPevitalumuC

Calibrated Airspeed (Knots)

B-747-40011066 Flights6625 Deployments

0

908070605040302010

100

100 150 200 250 300 350 400

) ntec erp (ytili babor PevitalumuC

Calibrated Airspeed (Knots

B

)

-747-400

11066 Flights6625 Deployments
A-58

10-210-1

100101102

0 5000 10000 15000 20000 25000 30000 35000 40000

Relative Probability

Cumulative Probability

) ntecrep ( ytil abi ob Pr

Altitude (feet)

B-747-40011066 Flights6625 Deployments

10-210-1

100101102

0 10 20 30 40 50

Cumulative Probability

Relative Probability

) ntecrep ( ytili ab obrP

Deployment Angle (degrees)

B-747-400Flights 110666625 Deployments

FIGURE A-101. PROBABILITY DISTRIBUTIONS OF 

ALTITUDE AT SPEED BRAKE DEPLOYMENT 

FIGURE A-102. PROBABILITY DISTRIBUTIONS OF 

MAXIMUM DEPLOYMENT ANGLE DURING SPEED 

BRAKE DEPLOYMENT 
A-59

D

etent 30

D

etent 25 Detent 2

0 Detent 10 Detent 5 Dete

nt 0 11066 Flights

1.1 10.9 17.8 60.5 31.6 14601.0

0

38.

6

424.6 363.0 576.

3 375.5 78840.0 0-1

1.0 11.5 6.

3 9.6 4.

3 164.9 1-2

0.4 5.1 2.

7 3.1 1.1 8.8 2-3

0.2 3.2 1.

5 1.5 0.

7 3.7 3-4

0.1 2.1 1.

2 1.2 0.

6 3.2 4-5

0.2 2.1 1.

2 1.7 1.

3 13.

9 5-1

0

0.0 0.3 0.

2 0.9 1.

3 18.

8 10-15

0.0 0.1 0.1 1.0 1.

3 22.

7 15-20

0.0 0.0 0.1 0.9 1.

6 23.

0 20-25

0.0 0.0 0.1 1.3 2.

2 24.

0 25-30

0.0 0.

2 1.6 2.1 26.

2 30-35

0.0 0.0 0.1 1.6 2.

4 26.

3 35-40

0.0 0.0 0.

9 9.0 15.4 61.

9 40-45

0.

0 0.0 0.

0 0.0 45-50

Flap D

etent

es) e egr (d noi ect lf eD ake r eed B Sp

FIGURE A-103. TOTAL HOURS OF COI

NCIDENT SPEED BRAKE DEFLECTION AND FLAP DETENT 
A-60

10-310-210-1

100101102

0 50 100 150 200 250 300 350

nt)ec erp(ytilibabo PrevitalumuC

Time (seconds)

B-747-400

11066 Flights

10-310-210-1

100101102

-50 0 50 100 150 200

Thrust Reverser DeployedThrust Reverser Stowed

) nt cerep(ytili abbo PrevitalumuC

Ground Speed (knots)

B-747-400

11066 Flights

FIGURE A-104. CUMULATIVE PROBABILITY OF TIME 

WITH THRUST REVERSERS DEPLOYED 

FIGURE A-105. CUMULATIVE PROBABILITY OF SPEED 

AT THRUST REVERSER DEPLOYMENT AND STOWAGE 
0.001

0.01

0.1

1

10

100

20 40 60 80 100 120

During Takeoff Roll

At Thrust Reverser Deployment

While Thrust Reverser Deployed

Cumulative Probability (percent)

Percent N1

B-747-400

11066 Flights

FIGURE A-106. CUMULATIVE PROBABILITY OF PERCENT N1 DURING 

TAKEOFF, AT THRUST REVERSER DEPLOYMENT, AND DURING 

THRUST REVERSER DEPLOYMENT 

A-61/A-62
APPENDIX BGREAT CIRCLE DISTANCE CALCULATION

Given: 

Latitude and Longitude ρ = distance from center 

of Departure and φ = angle from North Pole 

Destination Airports θ = angle E/W of prime meridian

Procedure: (see sketch) 

The standard mathematical system for spherical coordinates is shown, where three variables 

specify location: ρ, φ, and θ.

Let a = Great Circle Distance in angular measure. 

Latitude is measured away from the Equator (0°) to the North Pole (+90°) and the South Pole

(-90°); whereas in the standard spherical coordinate system, the North Pole, Equator, and South 

Pole lie at 0°, 90°, and 180°, respectively. Therefore, 

φ = 90° - latitude 

transforms latitude readings into equivalent angles (φ) in the standard spherical coordinate 

system. 

Then 

b = 90° - LatitudeDep

c = 90° - LatitudeDes

where b and c are values of φ for the departure and destination locations, respectively.

B-1
Longitude is measured away from the prime meridian (0°). Longitudes to the east are positive 

and to the west negative. However, the standard spherical coordinate system measures its angles

in the opposite direction. Therefore, 

θ = - longitude

transforms longitude readings into equivalent angles (θ) in the standard spherical coordinate 

system. 

Then 

 A = (- LongitudeDes) - (- LongitudeDep) 

= LongitudeDep - LongitudeDes

where A is the value of θ between the departure and destination locations. 

The following equation, based on the spherical coordinate system, allows the computation of the

Great Circle Distance, a. (Law of cosines for oblique spherical triangles) 

cos a = cos b cos c + sin b sin c cos A

Substituting for b, c, and A from the above equalities 

cos a = cos (90° - LatDep) cos (90° - LatDes) 

+ sin (90° - LatDep) sin (90° - LatDes) cos (LonDep - LonDes) 

Since 

cos (90° - LatDep) = sin LatDep

cos (90° - LatDes) = sin LatDes

sin (90° - LatDep) = cos LatDep

sin (90° - LatDes) = cos LatDes

by replacement one obtains 

cos a = sin (LatDep) sin (LatDes) + cos (LatDep) cos (LatDes) cos (LonDes - LonDep) 

Thus a, the angular measure of the great circle arc connecting the departure and destination 

locations, is obtained as 

a = cos-1 [sin (LatDep) sin (LatDes) + cos (LatDep) cos (LatDes) cos (LonDes - LonDep)] 

So, for a expressed in radians 

GCD a

a = 



 







 







 



= 



 

 radians radians nm 

180 60

1

1

1

deg. min. 10800

π deg. min. π

nm

 and for a expressed in degrees,

GCD= a a





 







 

 degrees = nm

nm

60

1

1

1 60 min.

deg. min.

B-2
C-1

)tn

0

908070605040302010

100

120 130 140 150 160 170 180 190

Pitch Angle 0-4 degreesPitch Angle 4.1-6 degreesPitch Angle 6.1-8+ degrees

ectrev Cu

Calibrated Airspeed (Knots)

APPENDIX C—SPECIALIZED USAGE DATA

120130140150160170180190

0 2 4 6 8 10

Airport 103

y = 155.39 - 1.5041x R= 0.18138

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

rep( y iliba ob P tial mu

FIGURE C-1. CUMULATIVE PROBABILITY OF AIRSPEED 

AT TOUCHDOWN BY PITCH ANGLE 

FIGURE C-2. CALIBRATED AIRSPEED VS PITCH ANGLE 

AT TOUCHDOWN AIRPORT 103 ELEVATION < 500 FEET 
C-2

120130140150160170180190

0 2 4 6 8 10

Airport 104

y = 158.16 - 2.0803x R= 0.24043

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

120130140150160170180190

0 2 4 6 8 10

Airport 107

y = 165.12 - 3.1336x R= 0.48788

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

FIGURE C-3. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 104 ELEVATION < 500 FEET 

FIGURE C-4. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 107 ELEVATION < 500 FEET 
C-3

120130140150160170180190

0 2 4 6 8 10

Airport 118

y = 167.1 - 3.4778x R= 0.4936

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

120130140150160170180190

0 2 4 6 8 10

Airport 135

y = 153.76 - 1.4875x R= 0.20006

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

FIGURE C-5. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 118 ELEVATION < 500 FEET 

FIGURE C-6. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 135 ELEVATION < 500 FEET 
C-4

FIGURE C-7. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 153 ELEVATION < 500 FEET 

FIGURE C-8. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 175 ELEVATION < 500 FEET 

120130140150160170180190

0 2 4 6 8 10

Airport 153

y = 159.75 - 3.0115x R= 0.34884

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

120130140150160170180190

0 2 4 6 8 10

Airport 175

y = 159.65 - 2.6416x R= 0.37067

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400
C-5

120130140150160170180190

0 2 4 6 8 10

Airport 197

y = 148.59 - 0.59385x R= 0.096405

) tsonK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

120130140150160170180190

0 2 4 6 8 10

Airport 235

y = 161.24 - 2.8466x R= 0.4327

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

FIGURE C-9. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 197 ELEVATION < 500 FEET 

FIGURE C-10. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 235 ELEVATION < 500 FEET 
120

130140150160170180190

0 2 4 6 8 10

Airport 362

y = 163.44 - 2.8532x R= 0.36881

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

120130140150160170180190

0 2 4 6 8 10

Airport 364

y = 166.58 - 3.6243x R= 0.45365

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

C-6

FIGURE C-11. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 362 ELEVATION < 500 FEET 

FIGURE C-12. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 364 ELEVATION < 500 FEET 
120

130140150160170180190

0 2 4 6 8 10

Airport 365

y = 151.54 - 0.78048x R= 0.13921

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

120130140150160170180190

0 2 4 6 8 10

Airport 366

y = 161.42 - 2.9251x R= 0.3793

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

C-7

FIGURE C-13. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 365 ELEVATION < 500 FEET 

FIGURE C-14. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 366 ELEVATION < 500 FEET 
120

130140150160170180190

0 2 4 6 8 10

Airport 367

y = 164.03 - 3.1341x R= 0.35158

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

120130140150160170180190

0 2 4 6 8 10

Airport 368

y = 152.33 - 0.45051x R= 0.066201

) tsonK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

C-8

FIGURE C-15. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 367 ELEVATION < 500 FEET 

FIGURE C-16. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 368 ELEVATION < 500 FEET 
120

130140150160170180190

0 2 4 6 8 10

Airport 373

y = 169.35 - 3.4446x R= 0.47818

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

120130140150160170180190

0 2 4 6 8 10

Airport 380

y = 152.11 - 0.15551x R= 0.017151

) tsonK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

C-9

FIGURE C-17. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 373 ELEVATION < 500 FEET 

FIGURE C-18. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 380 ELEVATION < 500 FEET 
120

130140150160170180190

0 2 4 6 8 10

Airport 389

y = 145.93 + 1.4761x R= 0.20062

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

120130140150160170180190

0 2 4 6 8 10

Airport 394

y = 163.91 - 3.712x R= 0.52813

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

C-10

FIGURE C-19. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 389 ELEVATION < 500 FEET 

FIGURE C-20. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 394 ELEVATION < 500 FEET 
120

130140150160170180190

0 2 4 6 8 10

Airports Elevation < 500 Feet

y = 142.21 + 1.6078x R= 0.16842

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

120130140150160170180190

0 2 4 6 8 10

Airport 33

y = 150.17 - 0.85794x R= 0.12816

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

C-11

FIGURE C-21. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORTS ELEVATION < 500 FEET 

FIGURE C-22. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 33 ELEVATION 500-1000 FEET
120

130140150160170180190

0 2 4 6 8 10

Airport 192

y = 158 - 1.6226x R= 0.22173

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

120130140150160170180190

0 2 4 6 8 10

Airport 384

y = 151.54 + 0.83479x R= 0.15764

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

C-12

FIGURE C-23. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 192 ELEVATION 500-1000 FEET 

FIGURE C-24. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 384 ELEVATION 500-1000 FEET 
120

130140150160170180190

0 2 4 6 8 10

Airports Elevation 1000-4000 Feet

y = 154.31 - 1.5424x R= 0.18405

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

120130140150160170180190

0 2 4 6 8 10

Airports Elevation 4000-5000 Feet

y = 154.98 - 0.26532x R= 0.044223

) tsonK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

C-13

FIGURE C-25. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORTS ELEVATION 1000-4000 FEET 

FIGURE C-26. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORTS ELEVATION 4000-5000 FEET 
120

130140150160170180190

0 2 4 6 8 10

Airport 371

y = 154.45 - 0.90894x R= 0.1407

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

120130140150160170180190

0 2 4 6 8 10

Airport 45

y = 162.32 - 2.8858x R= 0.3495

) ts noK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

C-14

FIGURE C-27. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 45 ELEVATION > 5000 FEET 

FIGURE C-28. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 371 ELEVATION > 5000 FEET 
120

130140150160170180190

0 2 4 6 8 10

Airport 374

y = 147.73 - 0.31986x R= 0.037352

) tsonK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

120130140150160170180190

0 2 4 6 8 10

Airport 275

y = 146.05 - 0.23089x R= 0.035839

) tsonK(de pes Airde atrbliaC

Pitch Angle at Touchdown (degrees)

B747-400

C-15

FIGURE C-29. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 374 ELEVATION > 5000 FEET 

FIGURE C-30. CALIBRATED AIRSPEED VS PITCH ANGLE AT TOUCHDOWN, AIRPORT 275 ELEVATION > 5000 FEET 
C-16

FIGURE C-31. GROUND SPEED VS TRUE AIRSPEED AT TOUCHDOWN, AIRPORT 103 ELEVATION < 500 FEET 

FIGURE C-32. GROUND SPEED VS TRUE AIRSPEED AT TOUCHDOWN, AIRPORT 104 ELEVATION < 500 FEET 

120140160180200

120 140 160 180 200

Airport 103

Average Ground SpeedAverage True Airspeed

)ston (KdeepS nd ourG

True Airspeed (Knots)

B747-400

120140160180200

120 140 160 180 200

Airport 104

Average Ground SpeedAverage True Airspeed

)st no (Kdeep S nd ourG

True Airspeed (Knots)

B747-40011066 Flights
C-17

120140160180200

120 140 160 180 200

Airport 107

Average Ground SpeedAverage True Airspeed

)ston (Kdeep S nd ourG

True Airspeed (Knots)

B747-40011066 Flights

120140160180200

120 140 160 180 200

Airport 118

Average Ground SpeedAverage True Airspeed

)st noK(deep S nd ourG

True Airspeed (Knots)

B747-400

FIGURE C-33. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 107 ELEVATION < 500 FEET 

FIGURE C-34. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 118 ELEVATION < 500 FEET 
C-18

120140160180200

120 140 160 180 200

Airport 135

Average Ground SpeedAverage True Airspeed

)st noK(deep S nd ourG

True Airspeed (Knots)

B747-400

120140160180200

120 140 160 180 200

Airport 153

Average Ground SpeedAverage True Airspeed

)st no (Kdeep Sdn ourG

True Airspeed (Knots)

B747-400

FIGURE C-35. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 135 ELEVATION < 500 FEET 

FIGURE C-36. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 153 ELEVATION < 500 FEET 
C-19

FIGURE C-37. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 175 ELEVATION < 500 FEET 

FIGURE C-38. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 197 ELEVATION < 500 FEET 

120140160180200

120 140 160 180 200

Airport 175

Average Ground SpeedAverage True Airspeed

)st noK(deep S nd ourG

True Airspeed (Knots)

B747-400

120140160180200

120 140 160 180 200

Airport 197

Average Ground SpeedAverage True Airspeed

)st no (Kdeep Sdn ourG

True Airspeed (Knots)

B747-400
C-20

120140160180200

120 140 160 180 200

Airport 235

Average Ground SpeedAverage True Airspeed

)st no (Kdeep S nd ourG

True Airspeed (Knots)

B747-400

120140160180200

120 140 160 180 200

Airport 362

Average Ground SpeedAverage True Airspeed

)st noK(deep S nd ourG

True Airspeed (Knots)

B747-400

FIGURE C-39. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 235 ELEVATION < 500 FEET 

FIGURE C-40. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 362 ELEVATION < 500 FEET 
C-21

FIGURE C-41. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 364 ELEVATION < 500 FEET 

FIGURE C-42. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 365 ELEVATION < 500 FEET 

120140160180200

120 140 160 180 200

Airport 364

Average Ground SpeedAverage True Airspeed

)st no (Kdeep S nd ourG

True Airspeed (Knots)

B747-400

120140160180200

120 140 160 180 200

Airport 365

Average Ground SpeedAverage True Airspeed

)st no (Kdeep S nd ourG

True Airspeed (Knots)

B747-400
C-22

FIGURE C-43. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 366 ELEVATION < 500 FEET 

FIGURE C-44. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 367 ELEVATION < 500 FEET 

120140160180200

120 140 160 180 200

Airport 366

Average Ground SpeedAverage True Airspeed

)ston (Kdeep S nd ourG

True Airspeed (Knots)

B747-400

120140160180200

120 140 160 180 200

Airport 367

Average Ground SpeedAverage True Airspeed

)ston (Kdeep S nd ourG

True Airspeed (Knots)

B747-400
C-23

FIGURE C-45. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 368 ELEVATION < 500 FEET 

FIGURE C-46. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 373 ELEVATION < 500 FEET 

120140160180200

120 140 160 180 200

Airport 368

Average Ground SpeedAverage True Airspeed

)st no (Kdeep S nd ourG

True Airspeed (Knots)

B747-400

120140160180200

120 140 160 180 200

Airport 373

Average Ground SpeedAverage True Airspeed

)st no (Kdeep S nd ourG

True Airspeed (Knots)

B747-400
C-24

FIGURE C-47. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 380 ELEVATION < 500 FEET 

FIGURE C-48. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 389 ELEVATION < 500 FEET 

120140160180200

120 140 160 180 200

Airport 380

Average Ground SpeedAverage True Airspeed

)st no (Kdeep S nd ourG

True Airspeed (Knots)

B747-400

120140160180200

120 140 160 180 200

Airport 389

Average Ground SpeedAverage True Airspeed

)st no (Kdeep S nd ourG

True Airspeed (Knots)

B747-400
C-25

FIGURE C-49. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 394 ELEVATION < 500 FEET 

FIGURE C-50. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORTS ELEVATION < 500 FEET 

120140160180200

120 140 160 180 200

Airport 394

Average Ground SpeedAverage True Airspeed

)st no (Kdeep S nd ourG

True Airspeed (Knots)

B747-400

120140160180200

120 140 160 180 200

Airport < 500 Feet Elevation

Average Ground SpeedAverage True Airspeed

)st no (Kdeep S nd ourG

True Airspeed (Knots)

B747-400
C-26

FIGURE C-51. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 33 ELEVATION 500-1000 FEET 

FIGURE C-52. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 192 ELEVATION 500-1000 FEET 

120140160180200

120 140 160 180 200

Airport 33

Average Ground SpeedAverage True Airspeed

)st no (Kdeep S nd ourG

True Airspeed (Knots)

B747-400

120140160180200

120 140 160 180 200

Airport 192

Average Ground SpeedAverage True Airspeed

)st no (Kdeep S nd ourG

True Airspeed (Knots)

B747-400
C-27

FIGURE C-53. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 384 ELEVATION 500-1000 FEET 

FIGURE C-54. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORTS ELEVATION 1000-4000 FEET 

120140160180200

120 140 160 180 200

Airport 384

Average Ground SpeedAverage True Airspeed

)st no (Kdeep S nd ourG

True Airspeed (Knots)

B747-400

120140160180200

120 140 160 180 200

Airports 1000-4000 Feet Elevation

Average Ground SpeedAverage True Airspeed

)st no (Kdeep S nd ourG

True Airspeed (Knots)

B747-400
120

140160180200

120 140 160 180 200

Airport 45

Average Ground SpeedAverage True Airspeed

)st no (Kdeep S nd ourG

True Airspeed (Knots)

B747-400

120140160180200

120 140 160 180 200

Airports 4000-5000 Feet Elevation

Average Ground SpeedAverage True Airspeed

)st no (Kdeep S nd ourG

True Airspeed (Knots)

B747-400

C-28

FIGURE C-55. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORTS ELEVATION 4000-5000 FEET 

FIGURE C-56. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 45 ELEVATION > 5000 FEET 
C-29

FIGURE C-57. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 371 ELEVATION >5000 FEET 

FIGURE C-58. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 374 ELEVATION > 5000 FEET 

120140160180200

120 140 160 180 200

Airport 371

Average Ground SpeedAverage True Airspeed

)ston (Kdeep S nd ourG

True Airspeed (Knots)

B747-400

120140160180200

120 140 160 180 200

Airport 374

Average Ground SpeedAverage True Airspeed

)ston (Kdeep S nd ourG

True Airspeed (Knots)

B747-400
C-30

120140160180200

120 140 160 180 200

Airport 275

Average Ground SpeedAverage True Airspeed

)st no (Kdeep S nd ourG

True Airspeed (Knots)

B747-400

0

5040302010

-40 -30 -20 -10 0 10 20

Airport 103

)tnecrep s ( ce enrr cuc Ofo y tilibab Pro

Delta Speed

delta v

-31.580002 Minimum

6.8099976 Maximum

-426.64 Sum

117 Points

-3.6464957 Mean-2.7700043 Median

6.8935749 RMS5.8753283 Std Deviation34.519482 Variance

B747-400

FIGURE C-59. GROUND SPEED VS TRUE AIRSPEED AT 

TOUCHDOWN, AIRPORT 275 ELEVATION > 5000 FEET 

FIGURE C-60. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 103 

ELEVATION < 500 FEET 
C-31

)tne(secnerruccOfoytiliba

50

40353025201510

-50 -40 -30 -20 -10 0 10 20 30

Airport 104

c erp ob rP

Delta Speed

delta v

-40.059998 Minimum

13.800003 Maximum

-26726.46 Sum

4711 Points

-5.673203 Mean

-5.1699982 Median

8.2168173 RMS5.9446073 Std Deviation35.338356 Variance

B747-400

0

5040302010

-40 -20 0 20 40 60

Airport 107

ent)c erp(secnerruccOf o ytil abi ob rP

Delta Speed

delta v

-19.710007 Minimum

10.839996 Maximum

-1327.52 Sum

286 Points

-4.6416782 Mean-4.3299942 Median

6.951249 RMS

5.1834961 Std Deviation26.868632 Variance

B747-400

FIGURE C-61. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, 

AIRPORT 104 ELEVATION < 500 FEET 

FIGURE C-62. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, 

AIRPORT 107 ELEVATION < 500 FEET 
C-32

50

40353025201510

-40 -20 0 20 40 60

Airport 118

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-17.490005 Minimum

14.229996 Maximum

-813.14992 Sum

330 Points

-2.4640907 Mean-2.7949982 Median

5.7213629 RMS5.1713916 Std Deviation26.743291 Variance

B747-400

50

25201510

-40 -30 -20 -10 0 10 20 30

Airport 135

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-34.699997 Minimum

11.550003 Maximum

-6727.0596 Sum

799 Points

-8.4193487 Mean-7.8999939 Median

11.644863 RMS

8.049751 Std Deviation

64.798491 Variance

B747-400

FIGURE C-63. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, 

AIRPORT 118 ELEVATION < 500 FEET 

FIGURE C-64. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, 

AIRPORT 135 ELEVATION < 500 FEET 
C-33

50

3025201510

-40 -30 -20 -10 0 10 20

Airport 153

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-30.130005 Minimum

8.8699951 Maximum

-1012.46 Sum

128 Points

-7.9098439 Mean-7.6350021 Median

10.395285 RMS6.7715996 Std Deviation45.854561 Variance

B747-400

50

3025201510

-40 -20 0 20 40 60

Airport 175

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-27.889999 Minimum

9.7799988 Maximum

-1238.19 Sum

234 Points

-5.2914101 Mean-4.2699966 Median

9.2873547 RMS

7.648919 Std Deviation

58.505962 Variance

B747-400

FIGURE C-65. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, 

AIRPORT 153 ELEVATION < 500 FEET 

FIGURE C-66. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, 

AIRPORT 175 ELEVATION < 500 FEET 
C-34

50

40353025201510

-30 -20 -10 0 10 20 30 40 50

Airport 197

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-20.800003 Minimum

8.9199982 Maximum

-603.75999 Sum

116 Points

-5.2048275 Mean-5.5199966 Median

7.786286 RMS

5.8161532 Std Deviation33.827638 Variance

B747-400

50

353025201510

-40 -30 -20 -10 0 10 20 30

Airport 235

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-24.179993 Minimum

8.1300049 Maximum

-805.78995 Sum

153 Points

-5.266601 Mean

-4.9100037 Median

7.3075054 RMS5.0824583 Std Deviation25.831382 Variance

B747-400

FIGURE C-67. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 197 

 ELEVATION < 500 FEET 

FIGURE C-68. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 235 

 ELEVATION < 500 FEET 
C-35

50

40353025201510

-20 -10 0 10 20 30 40 50 60

Airport 362

ent)c erp(secnerruccO of ytil abi ob rP

Delta Speed

delta v

-11.339996 Minimum

19.100006 Maximum1669.6199 Sum

339 Points

4.9251325 Mean5.3000031 Median

7.063332 RMS

5.0704604 Std Deviation25.709569 Variance

B747-400

50

3025201510

-30 -20 -10 0 10 20 30

Airport 364

ent)c erp(secnerruccO of ytil abi ob rP

Delta Speed

delta v

-21.240005 Minimum

16.089996 Maximum

-310.19012 Sum

316 Points

-0.98161432 Mean-0.88500214 Median

6.3042851 RMS6.2372716 Std Deviation38.903557 Variance

B747-400

FIGURE C-69. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 362 

 ELEVATION < 500 FEET 

FIGURE C-70. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 364 

 ELEVATION < 500 FEET 
C-36

50

3025201510

-40 -30 -20 -10 0 10 20 30

Airport 365

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-27.539993 Minimum

12.149994 Maximum

-539.29002 Sum

114 Points

-4.7306142 Mean-4.1949997 Median

8.7994281 RMS7.4524092 Std Deviation55.538403 Variance

B747-400

50

353025201510

-50 -40 -30 -20 -10 0 10 20 30

Airport 366

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-37.220001 Minimum

12.369995 Maximum

-2120.0501 Sum

277 Points

-7.6536106 Mean-7.5200043 Median

10.722609 RMS7.5233583 Std Deviation56.600921 Variance

B747-400

FIGURE C-71. DELTA V (GROUND SPEED-TRUE 

 AIRSPEED) AT TOUCHDOWN, AIRPORT 365 

 ELEVATION < 500 FEET 

FIGURE C-72. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 366 

ELEVATION < 500 FEET 
C-37

0

5040302010

-40 -20 0 20 40 60 80

Airport 367

)tnec erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-16.389999 Minimum

17.25 Maximum

519.36005 Sum

552 Points

0.94086965 Mean

1.5049973 Median4.9715589 RMS

4.886145 Std Deviation

23.874413 Variance

B747-400

50

353025201510

-40 -30 -20 -10 0 10 20 30

Airport 368

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-27.470001 Minimum

17.220001 Maximum

-758.87007 Sum

299 Points

-2.538027 Mean

-1.1699982 Median

6.7800538 RMS6.2976338 Std Deviation39.660191 Variance

B747-400

FIGURE C-73. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 367 

 ELEVATION < 500 FEET 

FIGURE C-74. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 368 

ELEVATION < 500 FEET 
C-38

50

3025201510

-40 -30 -20 -10 0 10 20 30

Airport 373

)tnec erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-25.410004 Minimum

12.259995 Maximum

-758.03015 Sum

201 Points

-3.7712943 Mean-3.7100067 Median

8.1736224 RMS7.2696885 Std Deviation

52.84837 Variance

B747-400

0

70605040302010

-20 -10 0 10 20 30 40

Airport 380

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-6.4499969 Minimum

8.8999939 Maximum336.71011 Sum

145 Points

2.3221387 Mean2.2899933 Median3.4760548 RMS2.5955907 Std Deviation6.7370913 Variance

B747-400

FIGURE C-75 DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 373 

 ELEVATION < 500 FEET 

FIGURE C-76. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 380 

 ELEVATION < 500 FEET 
C-39

0

5040302010

-20 -10 0 10 20 30 40 50

Airport 389

)tnec erp(secnerruccOfoytiliba ob rP

Delta Speed

delta v

-8.7899933 Minimum

14.649994 Maximum657.04002 Sum

146 Points

4.5002741 Mean4.4150009 Median

5.762909 RMS

3.6122047 Std Deviation13.048023 Variance

B747-400

50

40353025201510

-30 -20 -10 0 10 20 30 40 50

Airport 394

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-22.350006 Minimum

6.3500061 Maximum

-407.73006 Sum

111 Points

-3.6732438 Mean-3.4400024 Median

6.6902761 RMS5.6170562 Std Deviation31.551321 Variance

B747-400

FIGURE C-77 DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 389 

 ELEVATION < 500 FEET 

FIGURE C-78. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 394 

 ELEVATION < 500 FEET 
5

0

353025201510

-40 -30 -20 -10 0 10 20 30

Airport 33

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-27.809998 Minimum

13.75 Maximum

-1010.96 Sum

131 Points

-7.7172518 Mean-7.4400024 Median

10.549758 RMS7.2207635 Std Deviation52.139425 Variance

B747-400

C-40

50

3025201510

-40 -30 -20 -10 0 10 20 30

Airport < 500 Feet Elevation

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-32.220001 Minimum

15.809998 Maximum

-80.750023 Sum

523 Points

-0.15439775 Mean

0.33000183 Median

7.3017394 RMS7.3070959 Std Deviation53.393651 Variance

B747-400

FIGURE C-79 DELTA V (GROUND SPEED-TRUE AIRSPEED) 

AT TOUCHDOWN, AIRPORTS 

 ELEVATION < 500 FEET 

FIGURE C-80. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 33

 ELEVATION 500-1000 FEET 
C-41

50

25201510

-40 -20 0 20 40 60

Airport 192

)tnec erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-31.580002 Minimum

4.3999939 Maximum

-1872.98 Sum

183 Points

-10.234863 Mean-10.089996 Median

12.437121 RMS7.0854703 Std Deviation50.203889 Variance

B747-400

50

40353025201510

-20 -10 0 10 20 30 40 50

Airport 384

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-13.259995 Minimum

11.550003 Maximum16.049911 Sum

164 Points

0.097865314 Mean0.080001831 Median

4.7618865 RMS4.7754624 Std Deviation22.805041 Variance

B747-400

FIGURE C-81 DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 192 

 ELEVATION 500-1000 FEET 

FIGURE C-82. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 384 

ELEVATION 500-1000 FEET 
C-42

50

3025201510

-20 -15 -10 -5 0 5 10 15 20

Airports 1000-4000 Feet Elevation

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-14.449997 Minimum

12.240005 Maximum

-29.880005 Sum

17 Points

-1.7576473 Mean

-0.13000488 Median

8.6425747 RMS8.7223891 Std Deviation76.080072 Variance

B747-400

0

5040302010

-10 -5 0 5 10 15

Airports 4000-5000 Feet Elevation

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-6.5 Minimum

10.410004 Maximum52.080063 Sum

47 Points

1.1080864 Mean

0.55000305 Median

4.2739981 RMS4.1724838 Std Deviation17.409621 Variance

B747-400

FIGURE C-83 DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORTS 

ELEVATION 1000-4000 FEET 

FIGURE C-84. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORTS 

ELEVATION 4000-5000 FEET 
C-43

FIGURE C-85 DELTA V (GROUND SPEED-TRUE AIRSPEED) AT 

TOUCHDOWN, AIRPORT 45 ELEVATION > 5000 FEET 

FIGURE C-86. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 371 

 ELEVATION > 5000 FEET 

50

353025201510

-20 -10 0 10 20 30

Airport 45

)tnec erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-12.160004 Minimum

15.669998 Maximum

-55.480026 Sum

15 Points

-3.6986684 Mean-4.1399994 Median

7.5392507 RMS6.8002222 Std Deviation46.243022 Variance

B747-400

50

40353025201510

-40 -20 0 20 40 60

Airport 371

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-19.520004 Minimum

13.100006 Maximum187.01004 Sum

285 Points

0.65617558 Mean0.97999573 Median

5.5437963 RMS5.5145092 Std Deviation30.409812 Variance

B747-400
C-44

0

5040302010

-40 -20 0 20 40 60

Airport 374

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-16.699997 Minimum

13.929993 Maximum

-33.020081 Sum

261 Points

-0.12651372 Mean-0.30000305 Median

4.2785112 RMS4.2848567 Std Deviation18.359997 Variance

B747-400

0

5040302010

-20 -10 0 10 20 30

Airport 275

) entc erp(secnerruccO of ytiliba ob rP

Delta Speed

delta v

-12.699997 Minimum

16.820007 Maximum100.22995 Sum

63 Points

1.5909516 Mean1.6499939 Median5.1046633 RMS4.8893681 Std Deviation

23.90592 Variance

B747-400

FIGURE C-87. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 374 

 ELEVATION > 5000 FEET 

FIGURE C-88. DELTA V (GROUND SPEED-TRUE 

AIRSPEED) AT TOUCHDOWN, AIRPORT 275 

 ELEVATION > 5000 FEET 
C-45

0

10002000300040005000600070008000

-15 -10 -5 0 5 10 15

t)eef( n io atvel EtropriA

Average Delta V at Touchdown (Knots)

B747-400

0

10002000300040005000600070008000

0 2 468 10 12 14

t)eef( n io atvel EtropriA

Average Delta V at Touchdown (Knots)

B747-400

FIGURE C-89. AIRPORT ELEVATION VS AVERAGE 

DELTA V AT TOUCHDOWN 

FIGURE C-90. AIRPORT ELEVATION VS ABSOLUTE 

VALUE OF AVERAGE DELTA V AT TOUCHDOWN 
10-3

10-210-1

100101102

0 2 4 6 8 10 12

Cumulative ProbabilityRelative Probability

) ntecrep ( ytil abi obrP

Yaw Angle (degrees)

B-747-400

11066 Flights

C-46

10-310-210-1

100101102

-10 -8 -6 -4 -2 0 2

Pitch Rate at Main Gear TDPitch Rate Between Main and Nose Gear TDPitch Rate at Nose Gear TD

)tn ercep( y ilit abbor Pevi lat muuC

Pitch Rate (degrees/sec)

B-747-400

11054 Flights

FIGURE C-91. CUMULATIVE PROBABILITY OF PITCH 

RATE AT GEAR TOUCHDOWN 

FIGURE C-92. PROBABILITY DISTRIBUTIONS OF 

MAXIMUM YAW ANGLE AT TOUCHDOWN 
10-3

10-210-1

100101102

0 1 2 3 4 5

Cumulative ProbabilityRelative Probability

) ntecrep ( ytiliba ob Pr

Bank Angle (degrees)

B-747-400

11066 Flights

C-47

10-210-1

100101102

-12 -8 -4 0 4 8 12

) ntec erp(ytili babo PrevitalumuC

Yaw Angle (degrees)

B-747-400

11066 Flights

FIGURE C-93. CUMULATIVE PROBABILITY OF YAW 

ANGLE AT TOUCHDOWN 

FIGURE C-94. PROBABILITY DISTRIBUTIONS OF 

MAXIMUM BANK ANGLE AT TOUCHDOWN 
C-48

10-210-1

100101102

-4 -2 0 2 4

) ntecrep(ytili babo PrevitalumuC

Bank Angle (degrees)

B-747-400

11066 Flights

FIGURE C-95. CUMULATIVE PROBABILITY OF BANK 

ANGLE AT TOUCHDOWN 
APPENDIX D—DESCENT RATE STATISTICS

0

5040302010

0 1000 2000 3000 4000 5000 6000 7000 8000

Descent Rate (feet/minute)

0

5040302010

0 1000 2000 3000 4000 5000 6000 7000 8000

Descent Rate (feet/minute)

D-1

FIGURE D-1. DESCE

NT RATE AT PRE

S

S

URE 

ALTITUDE FOR CAPACITY-LIMITED 

AIRPORTS WITH HOLD TIMES 

FIGURE D-2. DESCE

NT RATE AT PRE

S

S

URE 

ALTITUDE FOR CAPACITY-UNLI

MITED 

AIRPORTS WITH HOLD TIMES 
0

5040302010

0 500 1000 1500 2000 2500 3000

Descent Rate (feet/minute)

0

5040302010

0 500 1000 1500 2000 2500 3000

Descent Rate (feet/minute)

D-2

FIGURE D-3. MEAN DESCENT RATE AT PRESSURE 

ALTITUDE FOR CAPACITY-LIMITED AIRPORTS 

WITH HOLD TIMES 

FIGURE D-4. MEAN DESCENT RATE AT PRESSURE 

ALTITUDE FOR CAPACITY-UNLIMITED AIRPORTS 

WITH HOLD TIMES 
0

5040302010

0 1000 2000 3000 4000 5000 6000 7000 8000

Descent Rate (feet/minute)

0

5040302010

0 1000 2000 3000 4000 5000 6000 7000 8000

Descent Rate (feet/minute)

D-3

FIGURE D-5. DESCENT RATE AT PRESSURE 

ALTITUDE FOR CAPACITY-LIMITED AIRPORTS 

WITH HOLD TIMES REMOVED 

FIGURE D-6. DESCENT RATE AT PRESSURE 

ALTITUDE FOR CAPACITY-UNLIMITED AIRPORTS 

WITH HOLD TIMES REMOVED 
0

5040302010

0 500 1000 1500 2000 2500 3000

Descent Rate (feet/minute)

0

5040302010

0 500 1000 1500 2000 2500 3000

Descent Rate (feet/minute)

D-4

FIGURE D-7. MEAN DESCENT RATE AT PRESSURE 

ALTITUDE FOR CAPACITY-LIMITED AIRPORTS 

WITH HOLD TIMES REMOVED 

FIGURE D-8. MEAN DESCENT RATE AT PRESSURE 

ALTITUDE FOR CAPACITY-UNLIMITED AIRPORTS 

WITH HOLD TIMES REMOVED 
Flight Sequence Number Maximum Descent Rate Pressure Altitude 

2838 6520 26,000

2838 6372 27,000

3212 5989 32,000

1030 5916 26,000

2971 5820 31,000

2793 5760 25,000

2838 5748 28,000

3033 5706 30,000

2971 5695 29,000

FIGURE D-9. MAXIMUM DESCENT RATE FOR CAPACITY-LIMITED FLIGHTS 

D-5
FIGURE D-10. ACTUAL DESCENT PROFILES BEGINNING BEFORE DESCENT PHASE FOR 

CAPACITY-LIMITED FLIGHT (FLIGHT SEQUENCE NUMBER 2838) 

D-6
FIGURE D-11. ACTUAL DESCENT PROFILES BELOW 15K FEET FOR CAPACITY-LIMITED 

FLIGHT (FLIGHT SEQUENCE NUMBER 2838) 

D-7
FIGURE D-12. ACTUAL DESCENT PROFILES BEGINNING BEFORE DESCENT PHASE FOR 

CAPACITY-LIMITED FLIGHT (FLIGHT SEQUENCE NUMBER 3212) 

D-8
FIGURE D-13. ACTUAL DESCENT PROFILES BELOW 15K FEET FOR CAPACITY-LIMITED 

FLIGHT (FLIGHT SEQUENCE NUMBER 3212) 

D-9
FIGURE D-14. ACTUAL DESCENT PROFILES BEGINNING BEFORE DESCENT PHASE FOR 

CAPACITY-LIMITED FLIGHT (FLIGHT SEQUENCE NUMBER 1030) 

D-10
FIGURE D-15. ACTUAL DESCENT PROFILES BELOW 15K FEET FOR CAPACITY-LIMITED 

FLIGHT (FLIGHT SEQUENCE NUMBER 1030) 

D-11
FIGURE D-16. ACTUAL DESCENT PROFILES BEGINNING BEFORE DESCENT PHASE FOR 

CAPACITY-LIMITED FLIGHT (FLIGHT SEQUENCE NUMBER 2971) 

D-12
FIGURE D-17. ACTUAL DESCENT PROFILES BELOW 15K FEET FOR CAPACITY-LIMITED FLIGHT 

(FLIGHT SEQUENCE NUMBER 2971) 

D-13
FIGURE D-18. ACTUAL DESCENT PROFILES BEGINNING BEFORE DESCENT PHASE FOR 

CAPACITY-LIMITED FLIGHT (FLIGHT SEQUENCE NUMBER 2793) 

D-14
FIGURE D-19. ACTUAL DESCENT PROFILES BELOW 15K FEET FOR CAPACITY-LIMITED FLIGHT 

(FLIGHT SEQUENCE NUMBER 2793) 

D-15
FIGURE D-20. ACTUAL DESCENT PROFILES BGINNING BEFORE DESCENT PHASE FOR CAPACITYLIMITED FLIGHT (FLIGHT SEQUENCE NUMBER 3033) 

D-16
FIGURE D-21. ACTUAL DESCENT PROFILES BELOW 15K FEET FOR CAPACITY-LIMITED FLIGHT 

(FLIGHT SEQUENCE NUMBER 3033) 

D-17
Flight Sequence Number Maximum Descent Rate Pressure Altitude 

1038 7067 27,000

3574 6347 36,000

3574 6324 35,000

1038 6273 28,000

2267 6207 28,000

1038 6120 25,000

3574 6102 31,000

3574 6036 34,000

3034 5940 22,000

3574 5910 32,000

3574 5856 33,000

2360 5808 31,000

1038 5808 26,000

2021 5748 25,000

2267 5700 27,000

FIGURE D-22. MAXIMUM DESCENT RATE FOR NON-CAPACITY-LIMITED AIRPORTS 

D-18
FIGURE D-23. ACTUAL DESCENT PROFILES BEGINNING BEFORE DESCENT PHASE FOR 

NON-CAPACITY-LIMITED FLIGHT (FLIGHT SEQUENCE NUMBER 1038) 

D-19
FIGURE D-24. ACTUAL DESCENT PROFILES BELOW 15K FEET FOR NON-CAPACITY-LIMITED 

FLIGHT (FLIGHT SEQUENCE NUMBER 1038) 

D-20
FIGURE D-25. ACTUAL DESCENT PROFILES BEGINNING BEFORE DESCENT PHASE FOR 

NON-CAPACITY-LIMITED FLIGHT (FLIGHT SEQUENCE NUMBER 3574) 

D-21
FIGURE D-26. ACTUAL DESCENT PROFILES BELOW 15K FEET FOR NON-CAPACITY-LIMITED FLIGHT 

(FLIGHT SEQUENCE NUMBER 3574) 

D-22
FIGURE D-27. ACTUAL DESCENT PROFILES BEGINNING BEFORE DESCENT PHASE FOR 

NON-CAPACITY-LIMITED FLIGHT (FLIGHT SEQUENCE NUMBER 2267) 

D-23
FIGURE D-28. ACTUAL DESCENT PROFILES BELOW 15K FEET FOR NON-CAPACITY-LIMITED 

FLIGHT (FLIGHT SEQUENCE NUMBER 2267) 

D-24
FIGURE D-29. ACTUAL DESCENT PROFILES BEGINNING BEFORE DESCENT PHASE FOR 

NON-CAPACITY-LIMITED FLIGHT (FLIGHT SEQUENCE NUMBER 3034) 

D-25
FIGURE D-30. ACTUAL DESCENT PROFILES BELOW 15K FEET FOR NON-CAPACITY-LIMITED 

FLIGHT (FLIGHT SEQUENCE NUMBER 3034) 

D-26
FIGURE D-31. ACTUAL DESCENT PROFILES BEGINNING BEFORE DESCENT PHASE FOR 

NON-CAPACITY-LIMITED FLIGHT (FLIGHT SEQUENCE NUMBER 2360) 

D-27
FIGURE D-32. ACTUAL DESCENT PROFILES BELOW 15K FEET FOR NON-CAPACITY-LIMITED 

FLIGHT (FLIGHT SEQUENCE NUMBER 2360) 

D-28
FIGURE D-33. ACTUAL DESCENT PROFILES BEGINNING BEFORE DESCENT PHASE FOR 

NON-CAPACITY-LIMITED FLIGHT (FLIGHT SEQUENCE NUMBER 2021) 

D-29
FIGURE D-34. ACTUAL DESCENT PROFILES BELOW 15K FEET FOR NON-CAPACITY-LIMITED 

FLIGHT (FLIGHT SEQUENCE NUMBER 2021) 

D-30
5

0

40353025201510

0 500 1000 1500 2000

Descent Rate (ft/min)

Descent Rate

403.60001 Minimum

1212 Maximum

635355.7 Sum

869 Points

731.13429 Mean

731.29999 Median

734.64188 RMS

71.744429 Std Deviation

5147.2631 Variance

2.4337631 Std Error

-0.096675667 Skewness

5.1920422 Kurtosis

50

25201510

0 500 1000 1500 2000

Descent Rate (ft/min)

Descent Rate

129.89999 Minimum

1902.6 Maximum

682291.4 Sum

879 Points

776.2132 Mean

810.40002 Median801.91618 RMS201.51632 Std Deviation40608.826 Variance6.7969767 Std Error

-0.74395102 Skewness

2.676351 Kurtosis

D-31

FIGURE D-35. PROBABILITY OF DESCENT RATE FOR 

DESCENTS BETWEEN 0-1000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-36. PROBABILITY OF DESCENT RATE FOR 

DESCENTS BETWEEN 1000-2000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
5

0

1510

0 500 1000 1500 2000 2500

Descent Rate (ft/min)

Descent Rate

91.699997 Minimum2335.3999 Maximum

708483.3 Sum

880 Points

805.09466 Mean870.40002 Median870.84121 RMS332.13304 Std Deviation110312.36 Variance11.196202 Std Error

0.14905228 Skewness0.31203065 Kurtosis

86420

10

0 500 1000 1500 2000 2500

Descent Rate (ft/min)

Descent Rate

9.1000004 Minimum

2475 Maximum

792210.3 Sum

895 Points

885.15117 Mean902.70001 Median964.07585 RMS382.24716 Std Deviation146112.89 Variance12.777113 Std Error

0.34691888 Skewness0.35991516 Kurtosis

D-32

FIGURE D-37. PROBABILITY OF DESCENT RATE FOR 

DESCENTS BETWEEN 2000-3000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-38. PROBABILITY OF DESCENT RATE FOR 

DESCENTS BETWEEN 3000-4000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
7

6543210

0 500 1000 1500 2000 2500 3000

Descent Rate (ft/min)

Descent Rate

123.3 Minimum

2754.5 Maximum

941982.9 Sum

918 Points

1026.1252 Mean

1004 Median

1099.7115 RMS395.73114 Std Deviation156603.14 Variance13.061074 Std Error

0.39492911 Skewness0.66443802 Kurtosis

86420

10

0 500 1000 1500 2000 2500 3000 3500

Descent Rate (ft/min)

Descent Rate

134.60001 Minimum3349.3999 Maximum1117486.7 Sum

1020 Points

1095.5752 Mean

1039.65 Median

1175.0575 RMS425.03197 Std Deviation180652.18 Variance13.308267 Std Error

0.82153836 Skewness

1.5087105 Kurtosis

D-33

FIGURE D-39. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 4000-5000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-40. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 5000-6000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
8

76543210 0 500 1000 1500 2000 2500 3000 3500 4000

Descent Rate (ft/min)

Descent Rate

137.7 Minimum

3832.5 Maximum

1180292.7 Sum

1017 Points

1160.5631 Mean

1116.7 Median

1242.9945 RMS445.33523 Std Deviation198323.47 Variance13.964538 Std Error

0.67701913 Skewness

1.4849001 Kurtosis

76543210

0 500 1000 1500 2000 2500 3000 3500 4000

Descent Rate (ft/min)

Descent Rate

199.60001 Minimum

3455.3 Maximum

1214326.9 Sum

1022 Points

1188.1868 Mean

1181.2 Median

1285.9796 RMS492.13071 Std Deviation242192.64 Variance15.394125 Std Error

0.56384507 Skewness

1.142454 Kurtosis

D-34

FIGURE D-41. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 6000-7000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-42. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 7000-8000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
7

6543210 0 500 1000 1500 2000 2500 3000 3500 4000

Descent Rate (ft/min)

Descent Rate

139.2 Minimum

3723.8 Maximum

1317111.9 Sum

1020 Points

1291.2862 Mean

1266.3 Median

1375.3727 RMS473.76174 Std Deviation224450.19 Variance14.834056 Std Error

0.87729869 Skewness

2.3388214 Kurtosis

76543210 0 500 1000 1500 2000 2500 3000 3500 4000

Descent Rate (ft/min)

Descent Rate

194.10001 Minimum

3660 Maximum

1356254.5 Sum

1020 Points

1329.6613 Mean

1277.25 Median

1424.9662 RMS512.62775 Std Deviation262787.21 Variance16.050998 Std Error

0.79600962 Skewness

1.2922997 Kurtosis

D-35

FIGURE D-43. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 8000-9000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-44. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 9,000-10,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
6

543210 0 500 1000 1500 2000 2500 3000 3500 4000 4500

Descent Rate (ft/min)

Descent Rate

57.299999 Minimum4101.3999 Maximum1383880.3 Sum

1020 Points

1356.7454 Mean

1314.75 Median

1470.8345 RMS568.25405 Std Deviation322912.66 Variance17.792724 Std Error

0.59913712 Skewness

1.1331599 Kurtosis

6543210

0 500 1000 1500 2000 2500 3000 3500 4000 4500

Descent Rate (ft/min)

Descent Rate

146.10001 Minimum

3972 Maximum

1466972 Sum

1020 Points

1438.2078 Mean

1415.3 Median

1565.623 RMS

618.95802 Std Deviation383109.04 Variance19.380328 Std Error

0.42237456 Skewness0.58504344 Kurtosis

D-36

FIGURE D-45. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 10,000-11,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-46. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 11,000-12,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
5

43210

0 500 1000 1500 2000 2500 3000 3500 4000 4500

Descent Rate (ft/min)

Descent Rate

163.10001 Minimum

4350 Maximum

1631049 Sum

1020 Points

1599.0676 Mean

1543.1 Median

1709.8595 RMS605.77395 Std Deviation366962.07 Variance18.967518 Std Error

0.63263067 Skewness

1.2277957 Kurtosis

543210

0 500 1000 1500 2000 2500 3000 3500 4000 4500

Descent Rate (ft/min)

Descent Rate

180.60001 Minimum

3881.3 Maximum

1778643.5 Sum

1018 Points

1747.194 Mean

1710.9 Median

1846.7447 RMS598.44029 Std Deviation358130.78 Variance

18.75629 Std Error

0.53567763 Skewness

0.6203204 Kurtosis

D-37

FIGURE D-47. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 12,000-13,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-48. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 13,000-14,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
5

43210

0 500 1000 1500 2000 2500 3000 3500 4000 4500

Descent Rate (ft/min)

Descent Rate

320.10001 Minimum4152.8999 Maximum1862690.3 Sum

1017 Points

1831.5539 Mean

1783.6 Median

1931.6758 RMS614.12762 Std Deviation377152.74 Variance19.257422 Std Error

0.68343323 Skewness0.93711429 Kurtosis

6543210

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000

Descent Rate (ft/min)

Descent Rate

146.7 Minimum

4517.1001 Maximum1900308.3 Sum

1011 Points

1879.6323 Mean

1845 Median

1995.2541 RMS669.67496 Std Deviation448464.55 Variance

21.06146 Std Error

0.56019293 Skewness

1.1421699 Kurtosis

D-38

FIGURE D-49. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 14,000-15,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-50. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 15,000-16,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
6

543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

165.5 Minimum

4536.8999 Maximum1984313.9 Sum

1008 Points

1968.5654 Mean

1889.05 Median

2059.9897 RMS607.18516 Std Deviation368673.82 Variance19.124535 Std Error

0.86139456 Skewness

1.5054346 Kurtosis

6543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

267.39999 Minimum5329.1001 Maximum2026467.1 Sum

1008 Points

2010.384 Mean

1943.2 Median

2107.2681 RMS631.92646 Std Deviation399331.06 Variance19.903813 Std Error

0.87933448 Skewness

2.3305388 Kurtosis

D-39

FIGURE D-51. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 16,000-17,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-52. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 17,000-18,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
6

543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

170.8 Minimum

5492.7002 Maximum2031588.6 Sum

1008 Points

2015.4649 Mean

1937.4 Median

2116.0692 RMS645.02942 Std Deviation416062.96 Variance20.316517 Std Error

0.75532471 Skewness

1.7593821 Kurtosis

6543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

138.89999 Minimum5487.2998 Maximum2062539.1 Sum

1007 Points

2048.2017 Mean

1970 Median

2152.866 RMS

663.42962 Std Deviation440138.86 Variance20.906442 Std Error

0.94077137 Skewness

2.4775741 Kurtosis

D-40

FIGURE D-53. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 18,000-19,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-54. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 19,000-20,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
6

543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

489.29999 Minimum5509.1001 Maximum2117774.9 Sum

1005 Points

2107.2387 Mean

2018 Median

2199.6495 RMS631.18876 Std Deviation

398399.26 Variance19.910228 Std Error

1.195324 Skewness

3.4304711 Kurtosis

6543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

248.2 Minimum

5215 Maximum

2104331.3 Sum

1005 Points

2093.862 Mean

2029.7 Median

2186.6468 RMS630.52508 Std Deviation

397561.87 Variance19.889292 Std Error

0.89269639 Skewness

2.9474117 Kurtosis

D-41

FIGURE D-55. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 20,000-21,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-56. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 21,000-22,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
8

76543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

345.29999 Minimum

5940 Maximum

2149316.5 Sum

1005 Points

2138.6234 Mean

2016 Median

2238.6264 RMS

661.9473 Std Deviation

438174.23 Variance20.880476 Std Error1.1615026 Skewness3.2197492 Kurtosis

6543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

333.70001 Minimum

5640 Maximum

2094135.6 Sum

1003 Points

2087.872 Mean

2000 Median

2195.1056 RMS678.03948 Std Deviation459737.53 Variance21.409401 Std Error

0.94151259 Skewness

2.4614679 Kurtosis

D-42

FIGURE D-57. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 22,000-23,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-58. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 23,000-24,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
6

543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

236.89999 Minimum

5682 Maximum

2073553.8 Sum

1003 Points

2067.3517 Mean

2002.8 Median

2173.2667 RMS670.51721 Std Deviation449593.33 Variance21.171882 Std Error

0.87723824 Skewness

2.7046238 Kurtosis

76543210

0 1000 2000 3000 4000 5000 6000 7000

Descent Rate (ft/min)

Descent Rate

75.400002 Minimum

6120 Maximum

2167108.6 Sum

1001 Points

2164.9437 Mean

2048.3 Median

2261.56 RMS

654.2938 Std Deviation

428100.38 Variance20.680249 Std Error1.2842178 Skewness4.3554614 Kurtosis

D-43

FIGURE D-59. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 24,000-25,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-60. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 25,000-26,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
6

543210

0 1000 2000 3000 4000 5000 6000 7000

Descent Rate (ft/min)

Descent Rate

30.799999 Minimum

5808 Maximum

2160562 Sum

994 Points

2173.6036 Mean2066.8999 Median2265.9298 RMS

640.5452 Std Deviation

410298.15 Variance

20.31686 Std Error

1.1034372 Skewness3.2671367 Kurtosis

76543210

0 1000 2000 3000 4000 5000 6000 7000 8000

Descent Rate (ft/min)

Descent Rate

149.89999 Minimum7066.7002 Maximum2150363.2 Sum

992 Points

2167.7048 Mean

2062.8 Median

2259.0766 RMS636.31042 Std Deviation404890.95 Variance20.202876 Std Error1.4488618 Skewness6.1864376 Kurtosis

D-44

FIGURE D-61. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 26,000-27,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-62. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 27,000-28,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
6

543210

0 1000 2000 3000 4000 5000 6000 7000 8000

Descent Rate (ft/min)

Descent Rate

89.699997 Minimum6273.2998 Maximum2137133.8 Sum

989 Points

2160.9037 Mean

2040 Median

2259.3999 RMS660.16953 Std Deviation435823.81 Variance

20.99217 Std Error

1.3762842 Skewness5.0051812 Kurtosis

76543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

57.299999 Minimum5629.1001 Maximum2136243.6 Sum

983 Points

2173.1878 Mean

2062.8 Median

2276.9208 RMS679.77455 Std Deviation462093.44 Variance21.681441 Std Error

0.91243456 Skewness

3.1626672 Kurtosis

D-45

FIGURE D-63. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 28,000-29,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-64. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 29,000-30,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
7

6543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

155.89999 Minimum5492.7002 Maximum

2171269 Sum

981 Points

2213.3221 Mean2106.3999 Median2308.4872 RMS656.32122 Std Deviation430757.54 Variance20.954724 Std Error

0.99620329 Skewness

2.6061569 Kurtosis

76543210

0 1000 2000 3000 4000 5000 6000 7000

Descent Rate (ft/min)

Descent Rate

45 Minimum

6102 Maximum

2111914.6 Sum

959 Points

2202.205 Mean

2071 Median

2322.7076 RMS738.80517 Std Deviation545833.09 Variance23.857263 Std Error0.9662543 Skewness2.3558905 Kurtosis

D-46

FIGURE D-65. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 30,000-31,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-66. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 31,000-32,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
6

543210

0 1000 2000 3000 4000 5000 6000 7000

Descent Rate (ft/min)

Descent Rate

5.1999998 Minimum

5910 Maximum

2141634.8 Sum

959 Points

2233.1958 Mean2087.6001 Median2372.8562 RMS802.46777 Std Deviation643954.51 Variance25.913036 Std Error

0.59320489 Skewness

1.2360289 Kurtosis

543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

5.0999999 Minimum

5856 Maximum

2049724.7 Sum

897 Points

2285.0889 Mean

2130 Median

2427.7868 RMS820.52922 Std Deviation673268.19 Variance27.396673 Std Error

0.37545259 Skewness0.58296709 Kurtosis

D-47

FIGURE D-67. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 32,000-33,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-68. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 33,000-34,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
6

543210

0 1000 2000 3000 4000 5000 6000 7000

Descent Rate (ft/min)

Descent Rate

7.5999999 Minimum

6036 Maximum

2004480.2 Sum

895 Points

2239.6427 Mean

2095.7 Median

2400.7929 RMS865.24188 Std Deviation748643.51 Variance28.921846 Std Error

0.45997771 Skewness0.39417921 Kurtosis

543210

0 1000 2000 3000 4000 5000 6000 7000

Descent Rate (ft/min)

Descent Rate

16.1 Minimum

6324 Maximum

1828716 Sum

812 Points

2252.1133 Mean

2167.5 Median

2417.8707 RMS880.36288 Std Deviation775038.81 Variance30.894681 Std Error

0.14667515 Skewness

0.028060031 Kurtosis

D-48

FIGURE D-69. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 34,000-35,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-70. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 35,000-36,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
8

76543210

0 1000 2000 3000 4000 5000 6000 7000

Descent Rate (ft/min)

Descent Rate

4.8000002 Minimum6346.7002 Maximum1621577.4 Sum

810 Points

2001.9474 Mean

2045.5 Median

2144.8103 RMS770.16236 Std Deviation593150.06 Variance27.060747 Std Error

0.38990123 Skewness

1.4715503 Kurtosis

43210

0 1000 2000 3000 4000 5000 6000 7000

Descent Rate (ft/min)

Descent Rate

56.299999 Minimum

5220 Maximum

1015106.5 Sum

498 Points

2038.3665 Mean

1992.75 Median

2193.958 RMS

812.30462 Std Deviation659838.79 Variance

36.40024 Std Error

0.12120776 Skewness

-0.45974131 Kurtosis

D-49

FIGURE D-71. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 36,000-37,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-72. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 37,000-38,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
8

76543210

0 1000 2000 3000 4000 5000

Descent Rate (ft/min)

Descent Rate

483.39999 Minimum3803.1001 Maximum

801409.4 Sum

442 Points

1813.1434 Mean

1905.65 Median

1905.5777 RMS586.95535 Std Deviation344516.59 Variance27.918619 Std Error

0.10923803 Skewness0.16547403 Kurtosis

86420

1210

0 1000 2000 3000 4000 5000 6000 7000

Descent Rate (ft/min)

Descent 

1052.1 Minimum

4225.700 Maximum

26812.7 Sum

12 Points

2234.391 Mean

1927.05 Median

2420.457 RMS972.0322 Std944846.6 Variance280.6015 Std Error

0.5884157 Skewnes

- Kurtosis

D-50

FIGURE D-73. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 38,000-39,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-74. PROBABILITY OF DESCENT RATE FOR 

DESCENTS BETWEEN 39,000-40,000 FEET, NONCAPACITY-LIMITED AIRPORTS 
5

0

201510

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

1052.1 Minimum

4225.7002 Maximum

26812.7 Sum

12 Points

2234.3917 Mean

1927.05 Median

2420.4577 RMS972.03223 Std Deviation944846.66 Variance280.60154 Std Error

0.58841579 Skewness

-0.63107732 Kurtosis

0

80604020

100

0 500 1000 1500 2000 2500 3000 3500 4000

Descent Rate (ft/min)

Descent Rate

1624.9 Minimum

2330.8 Maximum

5902.8 Sum

3 Points

1967.6 Mean

1947.1 Median

1988.645 RMS

353.39624 Std Deviation

124888.9 Variance

204.03341 Std Error

0.1062101 Skewness

-1.5 Kurtosis

D-51

FIGURE D-75. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 40,000-41,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-76. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 41,000-42,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 
0

80604020

100

0 500 1000 1500 2000 2500 3000

Descent Rate (ft/min)

Descent Rate

1236.7 Minimum2752.5 Maximum6146.2 Sum

3 Points

2048.7333 Mean

2157 Median

2141.5206 RMS763.67775 Std Deviation

583203.7 Variance

440.90955 Std Error

-0.25521364 Skewness

-1.5 Kurtosis

50

40353025201510

0 500 1000 1500 2000

Descent Rate (ft/min)

Descent Rate

433 Minimum

950.40002 Maximum

709330.6 Sum

958 Points

740.4286 Mean

739.64999 Median742.11172 RMS49.978958 Std Deviation2497.8963 Variance1.6147468 Std Error

-0.29426316 Skewness

2.155061 Kurtosis

D-52

FIGURE D-77. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 42,000-43,000 FEET, 

NON-CAPACITY-LIMITED AIRPORTS 

FIGURE D-78. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 0-1000 FEET, 

CAPACITY-LIMITED AIRPORTS 
5

0

25201510

0 500 1000 1500 2000

Descent Rate (ft/min)

Descent Rate

341.5 Minimum

1575.8 Maximum

790413.9 Sum

963 Points

820.78287 Mean821.09998 Median826.68229 RMS98.636674 Std Deviation9729.1934 Variance3.1785224 Std Error

0.20782244 Skewness

6.5531814 Kurtosis

50

1510

0 500 1000 1500 2000 2500

Descent Rate (ft/min)

Descent Rate

5.1999998 Minimum

1592.4 Maximum

812990.2 Sum

965 Points

842.47689 Mean868.70001 Median868.07033 RMS209.34229 Std Deviation43824.196 Variance6.7389669 Std Error

-0.48653325 Skewness

1.5724345 Kurtosis

D-53

FIGURE D-79. PROBABILITY OF DESCENT RATE FOR 

DESCENTS BETWEEN 1000-2000 FEET, CAPACITYLIMITED AIRPORTS 

FIGURE D-80. PROBABILITY OF DESCENT RATE FOR 

DESCENTS BETWEEN 2000-3000 FEET, CAPACITYLIMITED AIRPORTS 
8

6420

10

0 500 1000 1500 2000 2500

Descent Rate (ft/min)

Descent Rate

6.8000002 Minimum

2079.3 Maximum

778907.4 Sum

962 Points

809.67505 Mean818.90002 Median869.54061 RMS317.22514 Std Deviation100631.79 Variance10.227749 Std Error

0.26063965 Skewness0.23426558 Kurtosis

76543210

0 500 1000 1500 2000 2500 3000

Descent Rate (ft/min)

Descent Rate

156.3 Minimum

2768.2 Maximum

871037 Sum

959 Points

908.27633 Mean896.40002 Median988.01154 RMS

389.0485 Std Deviation

151358.74 Variance12.563031 Std Error

0.64359317 Skewness0.89010898 Kurtosis

D-54

FIGURE D-81. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 3000-4000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-82. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 4000-5000 FEET, 

CAPACITY-LIMITED AIRPORTS 
7

6543210

0 500 1000 1500 2000 2500 3000 3500

Descent Rate (ft/min)

Descent Rate

117.1 Minimum

2897.1001 Maximum1030629.8 Sum

959 Points

1074.6922 Mean

1070.4 Median

1145.2375 RMS395.94071 Std Deviation156769.04 Variance12.785592 Std Error

0.33900415 Skewness0.71432787 Kurtosis

876543210

0 500 1000 1500 2000 2500 3000 3500 4000

Descent Rate (ft/min)

Descent Rate

191.7 Minimum

2922 Maximum

1093751.1 Sum

958 Points

1141.7026 Mean

1138.3 Median

1200.3247 RMS370.72645 Std Deviation

137438.1 Variance

11.977628 Std Error

0.47355583 Skewness

1.3465994 Kurtosis

D-55

FIGURE D-83. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 5000-6000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-84. PROBABILITY OF DESCENT RATE FOR 

DESCENTS BETWEEN 6000-7000 FEET, CAPACITYLIMITED AIRPORTS 
7

6543210 0 500 1000 1500 2000 2500 3000 3500 4000

Descent Rate (ft/min)

Descent Rate

116.5 Minimum

2689.6001 Maximum1001831.2 Sum

959 Points

1044.6624 Mean

1020 Median

1119.7579 RMS403.37083 Std Deviation162708.02 Variance13.025523 Std Error

0.52064968 Skewness0.66025902 Kurtosis

76543210

0 500 1000 1500 2000 2500 3000 3500 4000

Descent Rate (ft/min)

Descent Rate

98 Minimum

3053.7 Maximum

952658.5 Sum

956 Points

996.50471 Mean953.29999 Median1089.5278 RMS440.74083 Std Deviation194252.48 Variance14.254577 Std Error0.7218482 Skewness

0.88881576 Kurtosis

D-56

FIGURE D-85. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 7000-8000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-86. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 8000-9000 FEET, 

CAPACITY-LIMITED AIRPORTS 
7

6543210

0 500 1000 1500 2000 2500 3000 3500 4000

Descent Rate (ft/min)

Descent Rate

148.10001 Minimum

3366.7 Maximum

1062729 Sum

956 Points

1111.6412 Mean

1044.25 Median

1213.5585 RMS487.05867 Std Deviation237226.15 Variance15.752603 Std Error

0.81903895 Skewness

1.0418226 Kurtosis

6543210

0 500 1000 1500 2000 2500 3000 3500 4000 4500

Descent Rate (ft/min)

Descent Rate

86.5 Minimum

3907.5 Maximum

1149119.5 Sum

956 Points

1202.0078 Mean

1134.9 Median

1317.8358 RMS540.53107 Std Deviation292173.84 Variance17.482024 Std Error

0.95385964 Skewness

1.7129619 Kurtosis

D-57

FIGURE D-87. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 9,000-10,000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-88. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 10,000-11,000 FEET, 

CAPACITY-LIMITED AIRPORTS 
6

543210

0 500 1000 1500 2000 2500 3000 3500 4000 4500

Descent Rate (ft/min)

Descent Rate

117.2 Minimum

4247.1001 Maximum1215932.1 Sum

956 Points

1271.8955 Mean

1197.6 Median

1396.2826 RMS576.39771 Std Deviation332234.32 Variance18.642034 Std Error

0.88179037 Skewness

1.4600452 Kurtosis

543210

0 500 1000 1500 2000 2500 3000 3500 4000 4500

Descent Rate (ft/min)

Descent Rate

158.10001 Minimum4444.6001 Maximum1321576.3 Sum

956 Points

1382.402 Mean

1304 Median

1512.7768 RMS614.69804 Std Deviation377853.68 Variance19.880755 Std Error0.8861707 Skewness1.4892981 Kurtosis

D-58

FIGURE D-89. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 11,000-12,000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-90. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 12,000-13,000 FEET, 

CAPACITY-LIMITED AIRPORTS 
5

43210

0 500 1000 1500 2000 2500 3000 3500 4000 4500

Descent Rate (ft/min)

Descent Rate

130.89999 Minimum

4044 Maximum

1352823.2 Sum

956 Points

1415.087 Mean

1349.35 Median

1553.7724 RMS642.00352 Std Deviation412168.52 Variance20.763878 Std Error

0.65134928 Skewness0.50626054 Kurtosis

543210

0 500 1000 1500 2000 2500 3000 3500 4000 4500

Descent Rate (ft/min)

Descent Rate

90.900002 Minimum

4072 Maximum

1430626.7 Sum

954 Points

1499.6087 Mean

1449.65 Median

1631.2147 RMS642.23623 Std Deviation412467.38 Variance20.793166 Std Error

0.66922101 Skewness0.97130116 Kurtosis

D-59

FIGURE D-91. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 13,000-14,000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-92. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 14,000-15,000 FEET, 

CAPACITY-LIMITED AIRPORTS 
6

543210

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000

Descent Rate (ft/min)

Descent Rate

131.2 Minimum

4541.5 Maximum

1617105.7 Sum

954 Points

1695.0794 Mean

1674.1 Median

1811.6383 RMS639.66266 Std Deviation409168.32 Variance20.709843 Std Error

0.56896541 Skewness

1.4507506 Kurtosis

6543210 0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

169.5 Minimum

5130 Maximum

1780122.9 Sum

953 Points

1867.9149 Mean

1845 Median

1966.9843 RMS616.70107 Std Deviation380320.22 Variance19.976907 Std Error

0.68749692 Skewness

2.1066029 Kurtosis

D-60

FIGURE D-93. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 15,000-16,000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-94. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 16,000-17,000 FEET, 

CAPACITY-LIMITED AIRPORTS 
6

543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

74.5 Minimum

4191.3999 Maximum1825650.7 Sum

952 Points

1917.7003 Mean

1891.9 Median

2007.0162 RMS592.37507 Std Deviation350908.22 Variance19.198986 Std Error

0.54205745 Skewness

1.2521953 Kurtosis

6543210 0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

129.8 Minimum

3992 Maximum

1866259.1 Sum

952 Points

1960.3562 Mean

1909.5 Median

2053.8799 RMS613.04255 Std Deviation375821.17 Variance19.868823 Std Error

0.49944699 Skewness0.68886571 Kurtosis

D-61

FIGURE D-95. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 17,000-18,000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-96. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 18,000-19,000 FEET, 

CAPACITY-LIMITED AIRPORTS 
6

543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

155.5 Minimum

4818.5 Maximum

1866080.6 Sum

952 Points

1960.1687 Mean

1918.1 Median

2054.4225 RMS615.45798 Std Deviation378788.52 Variance19.947108 Std Error

0.59876815 Skewness

1.73612 Kurtosis

6543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

124.5 Minimum

5085 Maximum

1915597.9 Sum

952 Points

2012.1827 Mean

1977.05 Median

2113.5724 RMS647.10809 Std Deviation418748.87 Variance20.972894 Std Error

0.71371016 Skewness

1.9885658 Kurtosis

D-62

FIGURE D-97. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 19,000-20,000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-98. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 20,000-21,000 FEET, 

CAPACITY-LIMITED AIRPORTS 
6

543210 0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

219.3 Minimum

5100 Maximum

1982745.6 Sum

951 Points

2084.906 Mean

2020 Median

2183.4746 RMS

648.977 Std Deviation

421171.15 Variance

21.044521 Std Error

0.87647306 Skewness

1.9296478 Kurtosis

876543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

173.2 Minimum

5618.2002 Maximum

2008377.7 Sum

951 Points

2111.8588 Mean

2022 Median

2214.0501 RMS

665.2335 Std Deviation

442535.61 Variance

21.571674 Std Error

1.0415024 Skewness

2.3352532 Kurtosis

D-63

FIGURE D-99. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 21,000-22,000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-100. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 22,000-23,000 FEET, 

CAPACITY-LIMITED AIRPORTS 
6

543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

413.10001 Minimum5487.2998 Maximum2021381.6 Sum

951 Points

2125.5327 Mean

2038 Median

2229.2201 RMS672.31565 Std Deviation452008.33 Variance21.801329 Std Error1.0590827 Skewness2.4020916 Kurtosis

6543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

136.3 Minimum

5487.2998 Maximum1995360.8 Sum

950 Points

2100.3798 Mean

2024.75 Median

2212.8591 RMS696.89408 Std Deviation485661.36 Variance

22.61023 Std Error

1.0261602 Skewness2.9427533 Kurtosis

D-64

FIGURE D-101. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 23,000-24,000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-102. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 24,000-25,000 FEET, 

CAPACITY-LIMITED AIRPORTS 
7

6543210 0 1000 2000 3000 4000 5000 6000 7000

Descent Rate (ft/min)

Descent Rate

108.9 Minimum

5760 Maximum

2022292.4 Sum

950 Points

2128.7288 Mean

2033.9 Median

2254.8992 RMS744.08779 Std Deviation553666.64 Variance24.141396 Std Error

1.147073 Skewness

2.5120527 Kurtosis

6543210

0 1000 2000 3000 4000 5000 6000 7000

Descent Rate (ft/min)

Descent Rate

360 Minimum

6520 Maximum

2078879.8 Sum

950 Points

2188.2945 Mean2081.0499 Median2312.9633 RMS749.50485 Std Deviation561757.52 Variance24.317148 Std Error

1.169531 Skewness

2.9042843 Kurtosis

D-65

FIGURE D-103. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 25,000-26,000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-104. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 26,000-27,000 FEET, 

CAPACITY-LIMITED AIRPORTS 
7

6543210

0 1000 2000 3000 4000 5000 6000 7000 8000

Descent Rate (ft/min)

Descent Rate

22.5 Minimum

6372 Maximum

2056134.9 Sum

949 Points

2166.6332 Mean

2080.7 Median

2309.2618 RMS799.41483 Std Deviation639064.07 Variance25.950103 Std Error

0.82653908 Skewness

2.1604461 Kurtosis

6543210

0 1000 2000 3000 4000 5000 6000 7000 8000

Descent Rate (ft/min)

Descent Rate

187.39999 Minimum

5748 Maximum

2078808.8 Sum

949 Points

2190.5256 Mean

2077.2 Median

2313.569 RMS

744.83798 Std Deviation554783.61 Variance24.178464 Std Error

0.97216415 Skewness

2.107551 Kurtosis

D-66

FIGURE D-105. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 27,000-28,000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-106. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 28,000-29,000 FEET, 

CAPACITY-LIMITED AIRPORTS 
7

6543210

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

171.5 Minimum

5694.5 Maximum

2124647.2 Sum

948 Points

2241.189 Mean

2120 Median

2369.702 RMS

770.18497 Std Deviation

593184.89 Variance

25.014445 Std Error

0.95225932 Skewness

1.9444171 Kurtosis

76543210 0 1000 2000 3000 4000 5000 6000

t rcen Pe

Descent Rate (ft/min)

Descent Rate

64.199997 Minimum

5706 Maximum

2063368.2 Sum

948 Points

2176.5487 Mean

2084.2 Median

2319.5331 RMS802.21471 Std Deviation643548.43 Variance26.054722 Std Error

0.60247117 Skewness

1.2785269 Kurtosis

D-67

FIGURE D-107. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 29,000-30,000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-108. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 30,000-31,000 FEET, 

CAPACITY-LIMITED AIRPORTS 
7

6543210 0 1000 2000 3000 4000 5000 6000 7000

tn rce Pe

Descent Rate (ft/min)

Descent Rate

43.799999 Minimum

5820 Maximum

2083535.3 Sum

943 Points

2209.4754 Mean

2082.8999 Median

2359.6786 RMS

828.87276 Std Deviation

687030.05 Variance

26.991811 Std Error

0.5572853 Skewness

0.71840181 Kurtosis

6543210 0 1000 2000 3000 4000 5000 6000 7000

tne rc Pe

Descent Rate (ft/min)

Descent Rate

159.8 Minimum

5989.1001 Maximum2129045.2 Sum

942 Points

2260.1329 Mean

2105.25 Median

2419.2006 RMS863.20426 Std Deviation745121.59 Variance28.124714 Std Error

0.58051637 Skewness0.54959253 Kurtosis

D-68

FIGURE D-109. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 31,000-32,000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-110. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 32,000-33,000 FEET, 

CAPACITY-LIMITED AIRPORTS 
5

43210 0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

11.5 Minimum

5634.5 Maximum

2053841.7 Sum

931 Points

2206.0598 Mean2081.3999 Median

2384.572 RMS

905.73989 Std Deviation820364.75 Variance29.684426 Std Error

0.40914449 Skewness0.14422368 Kurtosis

6543210

0 1000 2000 3000 4000 5000 6000 7000

Descent Rate (ft/min)

Descent rate

0.69999999 Minimum

5005 Maximum

1942563.2 Sum

926 Points

2097.8004 Mean

2003.35 Median

2271.4712 RMS871.57042 Std Deviation

759635 Variance

28.641581 Std Error0.4695084 Skewness

0.14196946 Kurtosis

D-69

FIGURE D-111. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 33,000-34,000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-112. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 34,000-35,000 FEET, 

CAPACITY-LIMITED AIRPORTS 
5

43210

0 1000 2000 3000 4000 5000 6000 7000

Descent Rate (ft/min)

Descent Rate

3.7 Minimum

5356.3999 Maximum1675578.3 Sum

813 Points

2060.9819 Mean

2000.7 Median

2246.9974 RMS895.73297 Std Deviation802337.55 Variance31.414727 Std Error

0.30625675 Skewness

0.005476628 Kurtosis

876543210

0 1000 2000 3000 4000 5000 6000 7000

Descent Rate (ft/min)

Descent Rate

0.1 Minimum

4448.6001 Maximum

1496569 Sum

770 Points

1943.5961 Mean

1884.4 Median

2101.8199 RMS800.57076 Std Deviation640913.54 Variance28.850567 Std Error

0.32662182 Skewness

-0.13094628 Kurtosis

D-70

FIGURE D-113. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 35,000-36,000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-114. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 36,000-37,000 FEET, 

CAPACITY-LIMITED AIRPORTS 
4

3210

0 1000 2000 3000 4000 5000 6000 7000

Descent Rate (ft/min)

Descent Rate

3.3 Minimum

4740 Maximum

1060223.4 Sum

547 Points

1938.2512 Mean

1912.3 Median

2096.1917 RMS798.98001 Std Deviation638369.05 Variance34.161918 Std Error

0.091893371 Skewness

-0.54757558 Kurtosis

876543210

0 1000 2000 3000 4000 5000

Descent Rate (ft/min)

Descent Rate

5.6999998 Minimum

3685 Maximum

763373.5 Sum

452 Points

1688.8794 Mean

1744.65 Median

1799.6346 RMS622.27634 Std Deviation387227.85 Variance29.269417 Std Error

0.084042909 Skewness

0.05996791 Kurtosis

D-71

FIGURE D-115. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 37,000-38,000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-116. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 38,000-39,000 FEET, 

CAPACITY-LIMITED AIRPORTS 
8

6420

1210

0 1000 2000 3000 4000 5000 6000 7000

Descent Rate (ft/min)

Descent Rate

750 Minimum

3610.6001 Maximum

53129.5 Sum

28 Points

1897.4822 Mean

1758.55 Median

2023.8965 RMS716.99251 Std Deviation514078.27 Variance135.49885 Std Error

0.53939677 Skewness

-0.53641558 Kurtosis

840

201612

0 1000 2000 3000 4000 5000 6000

Descent Rate (ft/min)

Descent Rate

1124.6 Minimum

2788 Maximum

30750.9 Sum

18 Points

1708.3833 Mean

1697.3 Median

1755.7443 RMS

416.79152 Std Deviation

173715.17 Variance

98.238703 Std Error

0.76544472 Skewness

0.58699936 Kurtosis

D-72

FIGURE D-117. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 39,000-40,000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-118. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 40,000-41,000 FEET, 

CAPACITY-LIMITED AIRPORTS 
0

80604020

100

0 500 1000 1500 2000 2500 3000 3500 4000

tn Perce

Descent Rate (ft/min)

Descent

2060.7 Minimum2060.7 Maximum2060.7 Sum

1 Points

2060.7 Mean2060.7 Median2060.7 RMS

NA Std DeviationNA VarianceNA Std ErrorNA SkewnessNA Kurtosis

0

80604020

100

0 500 1000 1500 2000 2500 3000

Descent Rate (ft/min)

Descent Rate

1361.8 Minimum

1361.8 Maximum

1361.8 Sum

1 Points

1361.8 Mean

1361.8 Median

1361.8 RMS

NA Std Deviation

NA Variance

NA Std Error

NA Skewness

NA Kurtosis

D-73

FIGURE D-119. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 41,000-42,000 FEET, 

CAPACITY-LIMITED AIRPORTS 

FIGURE D-120. PROBABILITY OF DESCENT RATE 

FOR DESCENTS BETWEEN 42,000-43,000 FEET, 

CAPACITY-LIMITED AIRPORTS 
0

908070605040302010

100

0 5 10 15 20 25 30 35

Pressure Altitude (feet X 1000)

0

5040302010

0 500 1000 1500 2000 2500 3000

GW: 400K-425KGW: 425K-450KGW: 450K-475KGW: 475K-500KALL

Descent Rate (feet/minute)

D-74

FIGURE D-121. PROBABILITY OF OCCURRENCE OF 

INITIAL CRUISE ALTITUDE FOR FLIGHTS LESS THAN 

300 NAUTICAL MILES (61 FLIGHTS) 

FIGURE D-122. MEAN DESCENT RATES AT PRESSURE 

ALTITUDE BY GROSS WEIGHT BANDS, 400-500K 
0

5040302010

500 1000 1500 2000 2500 3000

GW: 500K-525KGW: 525K-550KGW: 550K-575KGW: 575K-600KALL

Descent Rate (feet/minute)

0

5040302010

500 1000 1500 2000 2500 3000

GW: 600K-625KGW: 625K-650KGW: 650K-675KGW: 675K-700KALL

Descent Rate (feet/minute)

D-75

FIGURE D-123. MEAN DESCENT RATES AT PRESSURE 

ALTITUDE BY GROSS WEIGHT BANDS, 500-600K 

FIGURE D-124. MEAN DESCENT RATES AT PRESSURE 

ALTITUDE BY GROSS WEIGHT BANDS, 600-700K 
0

5040302010

0 500 1000 1500 2000 2500 3000

N1: 20%-30%N1: 30%-40%N1: 40%-50%N1: 50%-60%N1: 60%-70%ALL UNLIMITED

Descent Rate (feet/min)

0

5040302010

0 500 1000 1500 2000 2500 3000

N1: 60%-70%N1: 70%-80%N1: 80%-90%N1: 90%-100%N1: 100%-110%ALL UNLIMITED

Descent Rate (feet/min)

D-76

FIGURE D-125. MEAN DESCENT RATE INTO CAPACITYUNLIMITED AIRPORTS AT PRESSURE ALTITUDE BY

N1 RANGE (20%-70%) 

FIGURE D-126. MEAN DESCENT RATE INTO CAPACITYUNLIMITED AIRPORTS AT PRESSURE ALTITUDE BY

N1 RANGE (60%-110%) 
0

5040302010

0 500 1000 1500 2000 2500 3000

N1: 20%-30%N1: 30%-40%N1: 40%-50%N1: 50%-60%N1: 60%-70%ALL LIMITED

Descent Rate (feet/min)

0

5040302010

0 500 1000 1500 2000 2500

N1: 60%-70%N1: 70%-80%N1: 80%-90%N1: 90%-100%ALL LIMITED

Descent Rate (feet/min)

D-77

FIGURE D-127. MEAN DESCENT RATE INTO CAPACITYLIMITED AIRPORTS AT PRESSURE ALTITUDE BY 

N1 RANGE (20%-70%) 

FIGURE D-128. MEAN DESCENT RATE INTO CAPACITYLIMITED AIRPORTS AT PRESSURE ALTITUDE BY 

N1 RANGE (60%-110%) 
0

5040302010

0 500 1000 1500 2000 2500 3000

CAS: 120-130 ktsCAS: 130-140 ktsCAS: 140-150 ktsCAS: 150-160 ktsCAS: 160-170 ktsCAS: 170-180 ktsCAS: 180-190 ktsCAS: 190-200 ktsALL

Descent Rate (feet/min)

0

5040302010

0 500 1000 1500 2000 2500 3000

CAS: 200-210 ktsCAS: 210-220 ktsCAS: 220-230 ktsCAS: 230-240 ktsCAS: 240-250 ktsCAS: 250-260 ktsALL

Descent Rate (feet/min)

D-78

FIGURE D-129. MEAN DESCENT RATE AT PRESSURE 

ALTITUDE BY CAS RANGE (120-200 KTS) 

FIGURE D-130. MEAN DESCENT RATE AT PRESSURE 

ALTITUDE BY CAS RANGE (200-260 KTS) 
0

5040302010

0 500 1000 1500 2000 2500 3000

CAS: 260-270 ktsCAS: 270-280 ktsCAS: 280-290 ktsCAS: 290-300 ktsCAS: 300-310 ktsALL

Descent Rate (feet/min)

0

5040302010

0 500 1000 1500 2000 2500 3000

CAS: 310-320 ktsCAS: 320-330 ktsCAS: 330-340 ktsCAS: 340-350 ktsCAS: 350-360 ktsCAS: 360-370 ktsALL

Descent Rate (feet/min)

D-79

FIGURE D-131. MEAN DESCENT RATE AT PRESSURE 

ALTITUDE BY CAS RANGE (260-310 KTS) 

FIGURE D-132. MEAN DESCENT RATE AT PRESSURE 

ALTITUDE BY CAS RANGE (310-370 KTS) 
400

500600700800900

0 10 20 30 40 50

GW at cruisemean - standard deviationmeanmean + standard deviation

Pressure Altitude (x 1000 feet)

D-80

FIGURE D-133. GROSS WEIGHT AND PRESSURE 

ALTITUDE AT START OF FIRST CRUISE