What is the minimum stopping distance for a 747-400?
Interesting question. I think it could be done in the right conditions if you are willing to accept some damage and depending on the runway.

Is the runway level or uphill/downhill? If you could land uphill in a high wind that was almost all headwind, I believe you could either do it or would overrun the runway at a low speed. Airplanes slow down really quickly going uphill.

A stripped 747-400 probably weighs about the same as a 747-400 freighter, maybe a little less because the freighter has the equipment for loading and securing pallets. If you're using Firefox or Chrome (IE won't work), click on any aircraft at 747.terryliittschwager.com and you'll see the empty weight is around 362,000 lbs (you can change the weight unit to kilos there if you wish).

I used to land at Tel Aviv with only 15,000 lbs of fuel in 747-200s. The -400 burn rate may be a little higher, but let's use that. You would have to be comfortable with being totally committed to landing, with the possibility of only one quick go-around. Maybe you could even cut the 15,000 down to 10,000 with no go-around possibility?

Let's use 375,000. Vref for a -200 at 400,000 (lowest figure in the table I have) is 118 kts. In that area Vref decreases 3 kts for every 20,000 drop in weight, so we can take that 118 down to 115. I forget whether Vref is 1.2 or 1.3 times stall. Let's use 1.2, which would put the stall at 96. I would imagine a -400 is comparable insofar as these speeds are concerned, but I don't know.

How about one-time-use arresting gear of some sort on the last 400 meters of runway?

You could drop some more weight by taking out one engine. 747s regularly do 3-engine ferries. It's no big deal. However, I'm not sure if the weight loss would be worth losing the reverse thrust of the engine being taken out. There is a lateral imbalance consideration there, but 747s used to carry a spare engine in a pylon under the wing, so if you removed an inboard engine, I'm guessing you could live with the imbalance.

Speaking of reverse thrust, it used to be for the 747-200 that the published figures for minimum landing distance were brakes only, no use of reverse thrust. If that's the case for the chart shown in the previous answer, the figures there can be reduced, and you would want to use FULL reverse immediately. Don't worry about compressor stalls, after all, I'm guessing you're not going to use the engines again.

Also, I'm sure there are performance figures for the effect of runway slope and headwind.

It would be a challenging situation, one of those things some crazy Aussie might try!  lol