Runway maintenance. Specifications

Since July 2017, the specialists of Aerodorstroy LLC began to carry out work on the complex repair of the runway at the Bryansk international airport. The work of the Bryansk airport is under the personal control of the regional governor, therefore the employees of our organization had to show high professionalism and provide high quality work performed.

Video reportage of the Bryansk airport runway repair

Comprehensive repair of the runway at the BRYANSK airport

The first thing that had to be done was to adjust the expansion joints (compression and expansion) on the strip in accordance with the technical requirements. As a result, during the period of work, the old ones were repaired and new expansion joints were cut in a total of about 30 km. This made it possible to prevent further destruction of the strip and to extend its service life. In the course of the work, modern powerful high-performance seam cutters and autonomous self-propelled boilers were used, which made it possible to achieve strict compliance with the production schedule and operating regulations of the existing airport.

The next stage of the complex repair was the patching of the runway and the taxiway. Since the airport is operating, the execution of work required efficiency and strict adherence to the technological process.

The repair material was selected high-strength fiber-reinforced concrete of a special composition with the use of microsilica additive, which made it possible to accelerate the hardening process, as well as to increase the strength characteristics of the composition. A team of workers made more than 200 m2 of patching, despite the fact that the work was carried out in "technological windows", which made it possible not to violate the regime air traffic airport.

Thus, the repair work carried out by Aerodorstroy helped to extend the service life of the track by several years and became the basis for a larger-scale reconstruction of the airport flat infrastructure in the foreseeable future.

It is no secret that a fairly large amount of manpower and resources is involved in ensuring the flight of each aircraft.
Airports are an important link in air transportation - from the smallest to the largest international hubs.
And in each of them life is like an anthill. It's just that the anthills are also different in size and the number of worker ants in them.

Such working ants in each airport is a huge fleet of equipment - peron buses, tractors, ladders, deisers, snow blowers, tankers, fire trucks, etc. All of them are scurrying around the clock on the runways and hangars to ensure the speed of servicing aircraft and providing safe flight for passengers.
Some of the worker ants that are on duty at the airport today will be my story.

2. Standing in the terminal of almost any airport, awaiting boarding our flight, we often observe the operation of certain machines on the runways or taxiways. Most often, this is the movement of various cars of technical services, as well as clearing the strip from snow or ice.
Any precipitation for the airport is a potentially dangerous factor that must be eliminated as quickly and efficiently as possible.
That is why during a snowfall, as well as after it, snow removal equipment on the runway works practically without stopping.
Whatever the weather, the asphalt surface must be clean and provide sufficient traction during takeoff, landing and taxiing of the airliner.

3. A screw rotor machine is used to remove large tracts of snow during heavy snowfalls. Its device allows, without damaging the concrete surface, to quickly and efficiently remove large masses of snow in a short period of time. Special support wheels and a lower ski position the auger as close to the ground as possible.

4. Snow is ejected from the side snail at a distance of about 50 meters. Thus, snow is quickly removed from the strip, and then graders (as in photo # 2) are already sweeping away the snow, and trucks are taking it out.

5. Another extremely important working ant in winter is the deicer, a de-icing machine that applies a special alcohol-based de-icing fluid to the aircraft fuselage. De-icing is needed to prevent the flaps and other moving elements of the fuselage from freezing during takeoff, landing and flight. The process is carried out in a semi-automatic mode - there are ultrasonic radars near the FOZ nozzles, which control the distance to the fuselage and at a critical moment stop the boom with the nozzle. First, remove any remaining ice and then apply de-icing fluid.

6. Deicer, despite the external "commonness", is actually a computer monster - five different embedded computer systems are responsible for its work.
A single Boeing 737-500 aircraft typically requires 400 to 700 liters of de-icing fluid to handle.
The cost of one such machine, according to a representative of the technical service of the Surgut international airport, is about 20 million rubles (about 650 thousand dollars)

7. The runway must be kept in perfect condition, not only in winter, but at any other time of the year. For these purposes, there is a machine that combines the functions of a washer, a floor polisher and a sweeper.

8. Today, no international airport is complete without an airfield tractor. This small, but powerful and vicious gnome is capable of towing aircraft weighing 60 tons or more.

9. White plates on the stern of the towing vehicle are weights.

10. Firefighting equipment at the airport is always on alert, because in the event of a fire, seconds are counted

11. Please note that there are people ready for an immediate response in the cabin of the fire truck. All vehicles are necessarily equipped with powerful water cannons

12. Filling the aircraft with fuel is carried out by special vehicles - tankers. It is known that an aircraft consumes a fairly large amount of fuel during a flight - from 700-800 liters per hour for small models to several thousand liters per hour for large airliners. In addition, there must be a sufficiently large supply of fuel on board the aircraft in case of various unforeseen situations - a flight to another airport in case of refusal of the destination airport to accept the board for various force majeure reasons (weather conditions, accidents, etc.), additional stay in the air while waiting for a command to landing, etc.
Modern fuel tankers have a fuel tank capacity of 10 thousand liters or more and provide an accurate dosage of the fuel to be poured.

13. Filling of fuel tankers takes place in a special fuel warehouse, where the fuel quality is monitored, as well as the introduction of special additives into it, depending on various current needs.

14. To deliver passengers from the terminal to the plane (if it is impossible to deliver the plane to the boarding bridge), special buses called platform buses are used.
As a rule, these are low-floor buses of increased capacity - more than 100 people

15. Various types of self-propelled ladders are used to deliver passengers directly to the aircraft cabin. One of the world's largest manufacturers of ladders is the French company Sovam. Self-propelled ladders are equipped with Perkins, Deutz or VW engines. The minimum docking height is 2.2 m (Boeing 737), the maximum is 5.8 m (Airbus A340). The gangway can hold up to 102 people.

16. But modern airports are gradually switching to the maximum use of special bridges, allowing passengers to immediately get from the terminal on board the aircraft bypassing the street

17. On the face and convenience, and safety

18. Another interesting ant is a car, which provides refueling of the aircraft with drinking water, as well as its draining after the flight.
There are two containers in the car - one with fresh water, the other for stale water. When the plane arrives, the drinking water on board is already considered stale and must be drained. Even if the plane is scheduled to take off a short time later on a return or another flight, the water on it is still replaced with fresh water.

19. Having finished inspecting the technical park of the Surgut airport, we again returned to the runway, where the snow-removing equipment continued to work, removing the slowly falling snow from the pavement ...

20. But no matter how powerful a technical fleet modern airports are equipped with, ordinary people still perform the main functions - the management of this equipment, logistics, communications, dispatching, etc.

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Ministry of Education and Science of the Russian Federation

Federal State Budgetary educational institution higher professional education

Samara State Aerospace University named after academician S.P. Queen

National Research University

Faculty of Air Transport Engineers

Department of Organization and Management of Transportation in Transport

Explanatory note for term paper

by discipline: "Airlines, airports, airfields"

Determination of the throughput of an aerodrome runway when servicing aircraft of two types

Completed by: Ogina O.V.

student of group 3307

Head Romanenko V.A.

Samara - 2013

Explanatory note: 50 pages, 2 figs, 5 tables, 1 source, 3 applications

Aerodrome, runway, auxiliary runway, wind load factor, runway, regular and high-speed connecting taxiways, instrument flight rules, runway capacity, taxiway, average slope, landfall angle

In this work, the object is the runway (runway) of the aerodrome. The purpose of the course work is to determine the required length of the runway, its capacity (theoretical and calculated) when servicing aircraft of two types. It is also necessary to find the direction of the runway of the aerodrome corresponding to the highest value of the wind load factor. As a result, based on this work, it will be concluded whether it is necessary to build an auxiliary runway, its orientation.

Introduction

1. Determination of the required runway length

1.1 Design conditions for determining the required runway length

1.2 Calculation of the required take-off length

1.2.1 For B-727 aircraft

1.2.2 For B-737 aircraft

1.3 Calculation of the required length for landing

1.3.1 For B-727 aircraft

1.3.2 For B-737 aircraft

1.4 General conclusion

2. Determination of the value of the throughput

2.1 Runway occupancy time during take-off

2.1.1 For B-727 aircraft

2.1.2 For B-737 aircraft

2.2.1 For B-727 aircraft

2.2.2 For B-737 aircraft

2.3.1 For B-727 aircraft

2.3.2 For B-737 aircraft

2.4.1 For B-727 aircraft

2.4.2 For B-737 aircraft

3. Determination of the direction of the runway

Conclusion

List of sources used

Appendix

INTRODUCTION

In the first part of this course work, the main characteristics of the aerodrome are calculated, namely: the required length of the runway, the theoretical and calculated values of the throughput of the runway of the aerodrome when servicing aircraft of two types, taking into account the proportion of traffic intensity of each of them.

For each type of aircraft, the possibility of taxiing from the runway to the regular connecting taxiway and to the expressway is considered. To obtain the necessary data, there are characteristics of the accepted types aircraft(AC) at the given aerodrome (AD). The characteristics of the aerodrome required for the calculations are also given.

In the second part of the work, you need to find the direction of the runway of the class E aerodrome, corresponding to the highest wind load factor. Determine if it is necessary to build an auxiliary runway, if necessary, determine its direction. Data on the frequency of winds in the aerodrome area are given in Table 1:

1. DETERMINATION OF RUNWAY LENGTH REQUIRED

1.1 Design conditions for determining the required runway length

The required runway length depends on the aircraft performance; runway coverage type; the state of the atmosphere in the aerodrome area (air temperature and pressure); runway surface conditions.

The listed factors vary depending on local conditions, therefore, when determining the required runway length for given aircraft types, it is necessary to calculate data on the state of the atmosphere and the runway surface, i.e. determine the design conditions of the aerodrome.

Local conditions of the aerodrome:

Aerodrome height above sea level H = 510m;

Average slope of the terrain i cf = 0.004;

The average monthly temperature of the hottest month is at 13 00 t 13 = 21.5 ° C;

With the help of this data, it is determined:

Estimated air temperature:

t cal = 1.07 t 13 - 3 ° = 1.07 21.5 ° - 3 ° = 20.005 °

The temperature corresponding to the standard atmosphere when the aerodrome is located at an altitude (H) above sea level:

t n = 15 ° - 0.0065 H = 15 ° - 0.0065 510 = 11.685 °

Estimated air pressure:

P calc = 760 - 0.0865 H = 760 - 0.0865 510 = 715.885 mm Hg. Art.

1.2 Calculation of the required runway length for take-off

1.2.1 For B-727 aircraft

The required runway length for take-off under design conditions is defined as:

where is the required runway length for take-off under standard conditions;

Correction averaged factors.

For the considered aircraft = 3033 m.

(20.005 - 11.685) = 1.0832

B-727 belongs to 1 group of aircraft, therefore it is determined by the following formula:

1 + 9 0.004 = 1.036

Substituting the coefficients calculated above into formula (1), we obtain:

1.2.2 For B-737 aircraft

For the considered aircraft m

From formula (2): 1.04

From formula (3):

B-737 belongs to the 2nd group of aircraft, therefore, it is determined by the following formula:

1 + 8 0.004 = 1.032.

Substituting the obtained coefficients into formula (1), we obtain:

1.3 Calculation of the required runway length during landing

1.3.1 For B-727 aircraft

The required runway length for landing under design conditions is determined as:

where is the required runway length for landing in standard conditions.

determined by the formula:

1.67 l pos (7);

where l pos is the landing distance under standard conditions.

For the aircraft under consideration, l p = 1494 m.

1.67 * 1494 = 2494.98 m.

Correction averaged factors for landing:

where D is calculated by the formula:

Substituting (9) into (8), we obtain:

for all types of aircraft it is calculated in the same way:

Substituting the obtained coefficients into formula (6), we have:

1.3.2 For B-737 aircraft

For this aircraft l pos = 1347 m. So from the formula (7) it follows:

1.67 1347 = 2249.49 m

From the formula (8):;

From formula (10):

Therefore, by formula (6) we obtain:

1.4 General conclusion

Let's define the required runway length for each type of aircraft as:

For the B-727 aircraft:

For the B-737 aircraft:

Thus, the required runway length for a given HELL is:

2. DETERMINATION OF THE VALUE OF FLOW CAPACITY

Runway capacity is the ability of airport elements (AP) to serve a certain number of passengers (AC) per unit time in compliance with the established requirements for flight safety and the level of passenger service.

Runway capacity is theoretical, actual and calculated. In this paper, the theoretical and calculated values of the throughput are considered.

The theoretical throughput is determined on the assumption that takeoff and landing operations at the aerodrome are carried out continuously and at regular intervals equal to the minimum allowable intervals established from the safety conditions.

Estimated throughput - takes into account the uneven movement of the aircraft, due to which queues are formed from the aircraft awaiting takeoff / landing.

2.1 Runway busy time during takeoff

Runway busy times are based on IFR flight rules (instrument flight rules). Busy time is the sum of:

1) occupation of the runway during takeoff - the beginning of taxiing of the aircraft to the executive start from the holding position located on the taxiway (taxiway);

2) emptying the runway after take-off - the moment of climb H take-off during IFR flights:

H take-off = 200 m for aircraft with a circle speed of more than 300 km / h;

H take-off = 100 m for aircraft with a circle speed of less than 300 km / h;

3) occupation of the runway during landing - the moment the aircraft reaches the decision-making altitude;

4) emptying the runway after landing - the moment the aircraft is taxiing to the side border of the runway on the taxiway.

That. runway occupancy time during takeoff is defined as:

where is the taxiing time from the waiting area located on the taxiway to the executive start;

Time spent on operations performed at the executive start;

Take-off time;

Acceleration and climb time.

2.1.1 For B-727 aircraft

The taxiing time to the final start is calculated by the formula:

where is the length of the taxiway of the aircraft from the position of waiting at the preliminary start to the place of the executive start,

Taxi speed. For all types of aircraft it is equal to 7 m / s.

B-727 belongs to group 1 BC, therefore, m.

Substituting the available values in formula (13), we get:

For the aircraft in question with.

The take-off time is calculated by the formula:

where is the takeoff run under standard conditions,

Breakout speed under standard conditions.

For this aircraft, m, m / s. From formula (3): From formula (2): From formula (4): From formula (9):.

The climb time for IFR flights is determined by the following formula:

where is the runway clearance height,

The vertical component of the velocity on the initial climb path.

Since the flight speed in a circle for the aircraft in question is 375 km / h, which is more than 300 km / h, then m.

The B-727 aircraft belongs to the 1st group of aircraft, which means for it m / s

Substituting the available values into formula (15), we get:

2.1.2 For B-737 aircraft

For the considered aircraft, m, m / s.

We have from formula (13):

B-737 belongs to the 2nd group of aircraft, then s.

For a given aircraft m, m / s, From formula (3): From formula (2): From formula (5): From formula (9):.

Substituting these coefficients into formula (14), we get:

Since the flight speed in a circle for the B-737 is 365 km / h, which is more than 300 km / h, then m

In-737 belongs to the 2nd group of aircraft, then for him m / s. Hence we obtain from formula (15):

As a result, substituting all values into formula (12), we have:

2.2 Runway busy time during landing

Runway occupancy time during landing is defined as:

where is the time of aircraft movement from the start of gliding from the decision-making altitude to the moment of landing,

Travel time from the moment of landing to the start of taxiing on the taxiway,

Time of taxiing over the runway lateral border,

The minimum time interval between successive aircraft landings, determined from the condition of the minimum permissible distances between aircraft in the descent section along the glide path.

2.2.1 For B-727 aircraft

Since the flights are performed according to IFR, the minimum time interval between successive landings of aircraft, determined from the conditions of the minimum permissible distances between aircraft in the descent section along the glide path, is determined by the following formula:

The time of aircraft movement from the start of gliding from the height of the decision to the moment of landing is calculated by the formula:

where is the distance from the near-wheel drive radio beacon (BPRM) to the runway end,

Distance from the runway end to the touchdown point,

Planning speed,

Landing speed.

By condition m, m, m / s, m / s.

From here we get that:

The travel time from the moment of landing to the start of taxiing on the taxiway is calculated by the formula:

Distance from the runway end to the intersection of the runway and taxiway axes to which the aircraft is taxiing,

Distance from the starting point of the exit trajectory on the taxiway to the point of intersection of the runway and taxiway axes,

Taxiing speed from runway to taxiway.

The distance from the end of the runway to the point of intersection of the axes of the runway and taxiway, to which the aircraft is taxiing, is calculated by the formula:

Substituting (20) into (19), it turns out:

2 cases are considered:

1) the plane is taxiing from the runway to a regular taxiway:

Then m / s,. According to the required length of the runway, we determine that the airfield is class A, therefore the width of the runway is m.

According to the formula (22):

The taxiing time for the runway lateral boundary is calculated using the following formula:

where is the coefficient taking into account the speed reduction. For a conventional taxiway = 1.

we count by the formula:

According to the formula (24):

30 p / 2 = 47, 124 m

Substituting the obtained data into formula (23), we obtain:

As a result, substituting the data into formula (16), we have:

Then m / s,.

By formula (22) we get:

The SRD adjoins the runway at an angle. According to the formula (25):

We have by the formula (24):

By formula (23) we get:

2.2.2 For B-737 aircraft

By condition m, m, m / s, m / s.

Then, by formula (17), we find:

By formula (18) we get:

Consider 2 cases:

1) the plane is taxiing from the runway to a regular taxiway

Then m / s,. According to the required length of the runway, the aerodrome belongs to class B, therefore, the width of the runway is m. Hence, by formula (25) we define:

By formula (24) we define:

21 p / 2 = 32.987 m.

Thus, substituting the obtained data into formula (23), we obtain:

Using the formula (22), we calculate:

As a result, we get, substituting the data into the formula (16):

2) the plane is taxiing from the runway to the high-speed taxiway

Then m / s,:

By formula (25) we define:

By formula (24) we find:

Substituting the obtained data into formula (23), we have:

Using the formula (22), we calculate:

As a result, we obtain by the formula (16):

take-off landing airfield

2.3 Determination of theoretical bandwidth

To determine this capacity, it is necessary to know the minimum time interval between adjacent takeoff and landing operations, which is defined as the largest of the following design conditions:

1) the interval between successive take-offs:

2) the interval between successive landings:

3) the interval between landing and subsequent take-off:

4) the interval between takeoff and subsequent landing:

The theoretical throughput of the runway when operating the same type of aircraft for the cases:

1) successive take-offs:

2) successive landings:

3) landing - takeoff:

4) take off - landing:

2.3.1 For B-727 aircraft

1) for a conventional taxiway

for high-speed taxiway

1) for a conventional taxiway

2) for high-speed taxiway

The interval between takeoff and subsequent landing (formula (29)):

2.3.2 For B-737 aircraft

The interval between successive take-offs (formula (26)):

The interval between successive landings (formula (27)):

1) for a conventional taxiway

2) for high-speed taxiway

The interval between landing and subsequent takeoff (formula (28)):

1) for a conventional taxiway

2) for high-speed taxiway

The interval between take-off and subsequent landing (formula 29):

Substituting the obtained data into the corresponding formulas, we get:

1) throughput for the case when takeoff is followed by takeoff (formula (30)):

2) throughput for the case when landing is followed by landing (formula (31)):

3) throughput for the case when landing is followed by takeoff (formula (32)):

4) throughput for the case when takeoff is followed by landing (formula (33)):

2.4 Design capacity

Due to the influence of random factors, the time intervals for various operations are actually more or less than theoretical. According to statistics, a number of coefficients have been determined that make it possible to move from theoretical to actual time intervals. Expressions for time intervals, taking into account the indicated coefficients, look like this:

1) the interval between successive take-offs

2) the interval between successive landings

3) the interval between landing and subsequent takeoff

4) the interval between takeoff and subsequent landing

The values of the coefficients are accepted:

Due to the uneven movement of the aircraft, there are queues for take-off and landing, which causes costs for airlines. There is some optimal queue length that minimizes costs. It is proved that this length corresponds to the optimal waiting time s. The runway design capacity must support compliance.

Estimated runway capacity during operation of the same type of aircraft for the cases:

1) successive take-offs:

2) successive landings:

3) landing - takeoff:

4) take off - landing:

Takeoffs and landings occur in a random sequence, then the estimated throughput sequence for the general case is determined as:

where, are the coefficients that determine the proportion of different cases of alternation of the operation.

According to statistics:

If several types of aircraft are in operation, then the capacity is equal to:

where is the share of the traffic intensity of the i type of aircraft in the total traffic intensity of the aircraft;

The number of aircraft types served at the airport.

2.4.1 For B-727 aircraft

Let's calculate the estimated throughput for the B-727 aircraft. Let us determine the time intervals between successive take-offs using the formula (34):

The time interval between successive landings is determined by the formula 35:

1) usual taxiway

2) high-speed taxiway

The time interval between landing and subsequent take-off is determined by the formula (36):

1) usual taxiway

2) high-speed taxiway

The time interval between takeoff and subsequent landing is determined by the formula (37):

The values of all time intervals for regular and fast taxiways are the same. Therefore, substituting the obtained data into the corresponding formulas, we get:

1) throughput for the case when takeoff is followed by takeoff (formula 38):

2) throughput for the case when landing is followed by landing (formula 39):

3) throughput for the case when the landing is followed by takeoff (formula 40):

4) throughput for the case when take-off is followed by landing (formula 41):

Let's calculate the throughput for the general case using the formula (42):

2.4.2 For B-737 aircraft

Let's calculate the estimated throughput for the B-737 aircraft.

Let us determine the time intervals between successive take-offs using the formula 34:

Let us determine the time interval between successive landings using the formula 35:

1) usual taxiway

2) high-speed taxiway

Let us determine the time interval between landing and subsequent take-off using the formula 36:

1) usual taxiway

2) high-speed taxiway

Let us determine the time interval between takeoff and subsequent landing by the formula (37):

The values of all time intervals for regular and fast taxiways are the same. Therefore, substituting the obtained data into the corresponding formulas, we get:

1) the throughput for the case when takeoff is followed by takeoff, we will determine by the formula 38:

2) the throughput for the case when the landing is followed by a landing, we determine by the formula 39:

3) the throughput for the case when the landing is followed by takeoff, we will determine by the formula 40:

4) the throughput for the case when take-off is followed by landing, we will determine by the formula 41:

Let's calculate the throughput for the general case using formula 42:

2.5 Estimated throughput for the general case

The share of the traffic intensity of the B-727 aircraft in the total traffic intensity air traffic is 38%. And since there are 2 aircraft in operation at the airport, the share of the intensity of the B-737 aircraft is 62%.

Let's calculate the throughput for the case of operation of two aircraft B-727 and B-737:

3. DETERMINING AIRLINE DIRECTION

The number and direction of runways depends on the wind regime. Wind regime - the repeatability of winds of certain directions and strength. The wind regime in this work is displayed in the form of table 1.

Table 1

	Repeatability of winds,%, in the direction

The aerodrome is open for flights when, where is the lateral velocity component.

where is the maximum permissible value of the angle between the direction of the runway and the direction of the wind blowing at a speed.

When you can fly in any wind. This means that it is necessary to choose the direction of the drug that provides the longest time of its use.

The concept of the wind load factor () is introduced - the frequency of winds at which the lateral component of the wind speed does not exceed the calculated value for a given class of aerodrome.

where is the frequency of direction winds blowing at a speed from 0 to;

Repeatability of directional winds blowing at a higher speed.

Based on the table 1 we have, we will construct a combined table of the wind regime, adding up the frequency of winds in mutually opposite directions:

table 2

	repeatability%, in directions	Repeatability in speed,%	by speed, deg.







By directions

Since the airfield is class E, then W Brasch = 6 m / s, and K vz = 90%.

Let's calculate according to the formula (43) for winds blowing at a speed of 6-8 m / s, 8-12 m / s, 12-15 m / s and 15-18 m / s:

The highest frequency of high speed wind () is in direction E-W, therefore, the LP needs to be oriented close to this direction.

Find for the direction E-W.

First, let's determine the frequency of winds blowing at a speed of 0-6 m / s:

Let us determine the frequency of occurrence of winds that contribute to K blowing at a speed:

Find by the formula (44):

K ex = 53.65 + 11.88 + 7.17 + 4.759 + 1.182 = 78.64%.

Since it is less than the normative (= 80%), it is necessary to build an auxiliary LP in the direction close to N-S.

CONCLUSION

In this work, the required runway length was found for the B-727 and B-737 aircraft. The values of the airfield capacity for these airplanes have been determined. The direction was found, near which it was necessary to build the airstrip, and it was also concluded that it was necessary to build an auxiliary LP in the direction close to the north-south.

All totals are shown in Table 5.

LIST OF USED SOURCES

1. Course of lectures "Airlines, airports, airfields"

APPENDIX A

Aircraft characteristics

Table 3

Aircraft characteristics

Maximum takeoff weight, t

Landing weight, t

Required runway length for takeoff under standard conditions, m

Takeoff run under standard conditions, m

Breakaway speed under standard conditions, km / h

Landing distance in standard conditions, m

Run length in standard conditions, m

Landing speed, km / h

Gliding speed, km / h

Circle flight speed, km / h

Climbing speed, km / h

VS group

Table 4 - Characteristics of aircraft groups

APPENDIX B

Table 5

Summary table of received data

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...

What does the airport device depend on?

From its size. Most of us mean by airport huge complex with hangars, terminals, command and control posts and runways with an operating mode 24/7. But not all airports meet these standards.

Small airports

An airport is also called a scanty strip of asphalt among grass and mud, which is used no more than two to three hours a day. These runways often serve only one or two pilots. Such airports may not have any other structure other than a runway.

Regional airports

They organize flights within one country, without international flights. Regional airports often serve not only civil aviation, but also a military one.
The infrastructure at regional airports is more developed. It includes hangars, radio towers, pilot training facilities, and weather monitoring systems. Such facilities sometimes have lounges for pilots, trading floors, conference rooms, and a fuel storage facility.
The complete list of facilities depends on the traffic and destination of the airport.
The hangars of regional airports usually accommodate aircraft with a capacity of up to 200 people.

International airports

Organized by regional and international flights... The infrastructure of international airports is complemented by duty-free shops, service stations, transport system inside terminals, customs control zones.
The runways and hangars of these airports are served by aircraft of different capacities. From private - less than 50 people on board, to Airbus A380 - 853 passengers.

Runway strip

Regional airports may have only one runway. In international - from two to seven. The runway length depends on the weight of the aircraft. For example, a Boeing 747 or Airbus A380 requires a runway length of 3,300 meters to take off.And for aircraft with a capacity of up to 20 passengers, 914 meters are enough for takeoff.

Stripes can be:

Singles. Engineers plan the location of the runway based on the prevailing wind direction.
Parallel. The distance between the two runways depends on the size and number of aircraft using the aerodrome, with an average of 762 m to 1,310 m.
V-shaped. The two runways converge but do not intersect. This arrangement gives air traffic controllers the flexibility to maneuver airplanes on the runway. For example, in light winds, the controller will use both runways. But if the wind increases in one direction, controllers will use the runway that allows the aircraft to take off upwind.
Crossed. Crossing runways are common at airports where prevailing winds change throughout the year. The point of intersection can be in the middle of each runway, in the sill zone where aircraft land, or at the end of the runway.

Taxiways

In addition to the runways, the airport is equipped with taxiways. They connect all the airport buildings: terminals, hangars, parking lots, service stations. They are used to move aircraft to the runway or to a parking area.

Light signaling system

All international airports have the same lighting scheme. Via signal lights pilots can distinguish runways from highways at night or in low visibility conditions. Green and white beacon lights indicate civil airport... Green lights mark the threshold or start of the runway. Red lights signal the end of the lane. White or yellow lights define the runway edges. Blue lights distinguish taxiways from runways.

How the airport works: terminals

The terminals house representative offices of airlines and services that are responsible for organizing passenger traffic, security, luggage, border, immigration and customs control. There are also restaurants and shops here.
The number of terminals and the total area of the airport area depend on the traffic of the airport.

The terminal complex at Hartsfield-Jackson Airport in Atlanta, USA, covers 230,000 m². It includes internal and international terminals, 207 gates for boarding / disembarking passengers, seven conference rooms, 90 shops and 56 service points, where passengers receive the necessary services - from polishing shoes to connecting to the Internet.

Airlines usually rent gates at the airport. But sometimes they build separate terminals. Like the Emirates airline at Dubai International Airport. In addition to lounges and aircraft gates, the Emirates terminal offers 11,000 m2 retail space, three spa centers, two Zen gardens.

Onboard food

Meals for aircraft passengers are prepared outside the airport. She is transported by truck and loaded on board. Daily at one major airport catering companies supply thousands of meals. For example, three food vendors provide 158,000 meals each day to Hong Kong Airport.

Fuel supply system

On a flight from London Heathrow to Malaysian Kuala Lumpur, the Jumbo Jet uses about 127,000 liters of fuel. Therefore, lively international airports sell millions of fuel every day. Some airports use tank trucks to transport fuel from storage to aircraft. In others, the fuel is pumped through underground pipes directly to the terminals.

Safety system

Domestic passengers pass passport control and security control. Passengers on international flights go through customs, security and passport control.

Airports look for prohibited items using combinations software and screening technologies - computed tomography, X-ray machines and explosive trace detection systems. If necessary, passengers are subjected to body searches or full body scans.
Major airports complement the security system with fire services and ambulance stations.

How ground transportation works at the airport

System land transport ensures the arrival of passengers at the airport and transportation from the air port to the city.

Typically, the ground transportation system includes:

Roads to and from the airport.
Car parks.
Transport rental services.
Flights to transport passengers to local hotels and car parks.
Public transport - municipal buses and metro.

Large airports are equipped with an internal transfer system. It includes travelators, mini cars, automatic trains or buses.

An internal transfer system helps passengers get from one terminal to another faster or to the terminal gates.

Budget

Airports are huge enterprises. Denver Airport in the United States is worth about $ 5 billion. Its maintenance costs are $ 160 million per year. At the same time, the annual income of the state from the airport is $ 22.3 billion.
Airports, as a rule, own all the facilities on their territory. They rent them out to airlines, retail stores, service providers. A few more items of income of air ports are fees and taxes on air tickets and services - fuel, parking. Most airports are self-sustaining businesses.

Staff

About 90 percent of airport employees work for private companies: airlines, contractors, tenants. The remaining 10 percent work for the airport: administrators, service personnel, security services.

Runway maintenance. Specifications

Video reportage of the Bryansk airport runway repair

Comprehensive repair of the runway at the BRYANSK airport

The next stage of the complex repair was the patching of the runway and the taxiway. Since the airport is operating, the execution of work required efficiency and strict adherence to the technological process.

Thus, the repair work carried out by Aerodorstroy helped to extend the service life of the track by several years and became the basis for a larger-scale reconstruction of the airport flat infrastructure in the foreseeable future.

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What does the airport device depend on?

Small airports

Regional airports

International airports

Runway strip

Taxiways

Light signaling system

How the airport works: terminals

Onboard food

Fuel supply system

Safety system

How ground transportation works at the airport

Budget

Staff