Aeronautical Engineer’s Data Book - part 8 doc

183 Airport design and compatibility Notes: • Consult using airline for specific operating procedure prior to facility design • Zero runway gradient • Zero wind Pressure altitude Feet Meters FAR landing runway length (1,000 meters) 2.50 8 2.25 7 2.00 1.75 1.50 1.25 5 6 1,000 Feet 10,000 8,000 6,000 4,000 2,000 (3,049 (2,439) (1,829) (1,219) (609) Sea level Dry runway Wet runway 4 1.00 3 300 320 340 360 380 400 420 440 460 1,000 pounds 140 150 160 170 180 190 200 210 (1,000 kilograms) operational landing weight Fig. 11.11 Aircraft:airport compatibility – landing runway length requirements. Figure shows Boeing 777- 200. Courtesy Boeing Commercial Airplane Group Notes: • Consult using airline for specific operating procedure prior to facility design • Air conditioning off • Zero runway gradient • Zero wind F.A.R. Takeoff runway length (1,000 meters) 4.5 4.0 3.5 3.0 2.5 2.0 1.5 1.0 15 14 13 12 11 10 9 8 7 6 5 4 3 Standard ayd F lap 5 Fl ap 15 a ltitu d e ers) Flap 20 F P res eet 9 ,0 0 0 su re (2 , (m et 7 4 3 ) 8 ,0 0 0 6 ,0 0 0 (2 ( ,4 3 8 ) 1 ,8 2 9 ) 9 ) 4 ,0 0 0 2 ,0 0 0 (1 ,2 1 (6 1 0 ) M 54 axi 5,000 mu LB m takeoff eiw ght ) S e a le v e l (247,300 kg 340 360 380 400 420 440 460 480 500 520 540 560 580 1,000 pounds 160 170 180 190 200 210 220 230 240 250 260 (1,000 kilograms) Brake-release gross weight Fig. 11.12 Aircraft:airport compatibility – take-off runway length requirements. Figure shows Boeing 777- 200. Courtesy Boeing Commercial Airplane Group 184 Aeronautical Engineer’s Data Book Steering angle Notes: • Data shown for airplane with aft axle steering • Actual operating turning radii may be greater than shown. R1 R5 R3 R2 R4 R6 45° 50° 55° 60° 65° Nose gear axle projection Main gear centreline projection (typical for steering angles shown) 24 in (0.61 m) Turning centre • Consult with airline for specific operating procedure • Dimensions rounded to nearest foot and 0.1 meter Steering R1 R2 R3 angle Inner Outer Nose gear gear gear (Deg) Ft M Ft M Ft M 30 123 37.5 165 50.3 168 51.3 35 98 29.7 140 42.6 147 44.8 40 78 23.7 120 36.6 131 40.0 45 62 18.9 104 31.7 120 36.4 50 49 14.8 91 27.7 111 33.7 55 37 11.2 79 24.1 103 31.5 60 27 8.1 69 21.0 98 29.9 65 17 5.3 60 18.2 94 28.6 70 (max) 9 2.7 51 15.6 90 27.6 R4 R5 R6 Wing tip Nose Tail Ft M Ft M Ft M 247 75.3 177 53.8 209 63.6 222 67.6 157 47.8 187 57.1 202 61.7 142 43.4 171 52.2 187 56.9 132 40.2 159 48.5 174 52.9 124 37.7 150 45.6 162 49.5 118 35.8 142 43.2 152 46.5 113 34.4 135 41.2 143 43.7 109 33.3 130 39.5 135 41.2 107 32.5 125 38.1 Fig. 11.13 Aircraft:airport compatibility – turning radii. Figure shows Boeing 777-200. Courtesy Boeing Commercial Airplane Group 185 Airport design and compatibility capabilities in the vicinity of passenger and cargo loading facilities. Different types and sizes of aircraft can have very different landing gear tracks and ‘footprints’ – hence an airport’s design often has to incorporate compromises, so that it is suitable for a variety of aircraft types. Figure 11.13 shows the typical way that turn radii are 64° X Y 70° max 2ft (0.61 m) A Minimum pavement width for 180° turn (outside to outside of tire) For planning width consult using airlines Theoretical centre of turn R6 – Tail R5 – Nose R4 – Wingtip R3 – Nose gear for minimum turning radius. Slow continuous turn with differential thrust. Notes: 1. 6° Tire slip angle approximate No differential braking for 64 turn angle. 2. Consult using airline for specific operating procedure. 3. Dimensions are rounded to the nearest foot and 0.1 meter. Airplane Effective model steering angle (Deg) X Y A R3 777-200 777-300 64 64 FT 83 100 M 5.3 30.6 FT 40 49 M 12.2 14.9 FT 156 182 M 47.5 55.4 FT 95 112 M 29.0 34.0 R4 R5 R6 FT M FT M FT M 145 44.2 110 33.5 131 39.9 154 46.8 129 39.4 149 45.3 Fig. 11.14 Aircraft:airport compatibility – clearance radii. Figure shows Boeing 777-200. Courtesy Boeing Commercial Airplane Group 186 Aeronautical Engineer’s Data Book expressed. Figure 11.14 shows corresponding clearance radii and the way in which the aircraft characteristics for a 180° turn define the minimum acceptable pavement width that is necessary. 150ft (45 m) 80ft (24 m) 75ft (23 m) 150ft of outboard wheel Centreline of runway Additional fillet as required for edge margin FAA lead-in fillet Track of outside edge (45 m) Fig. 11.15 Aircraft:airport compatibility – runway and taxiway intersections (> 90°). Figure shows Boeing 777- 200/300. Courtesy Boeing Commercial Airplane Group 75 ft (23 m) Approx 14 ft (4 m) 85 ft (26 m) 150 ft (45 m) of outboard wheel Centreline of runway 150 ft (45 m) FAA lead-in fillet Track of outside edge Fig. 11.16 Aircraft:airport compatibility – runway and taxiway intersections (90°). Figure shows Boeing 777- 200/300. Courtesy Boeing Commercial Airplane Group 187 Airport design and compatibility Shoulder 317 ft (96.6 m) 20 ft 40 ft (6.2 m) 75ft (23 m) 20 ft (6.1 m) clearance between centreline of gear and pavement edge Note Before determining the size of the intersection fillet, check with the airlines regarding the operating procedures that they use and the To runway aircraft types that are expected to serve the airport Fig. 11.17 Aircraft:airport compatibility – holding bay sizing. Figure shows Boeing 777-200/300. Courtesy Boeing Commercial Airplane Group An important aspect of aircraft:airport compatibility is the required geometry of runway and taxiway turnpaths and intersec- tions. Consideration must be given to features such as intersection fillets, sized to accommo- date aircraft types expected to use the airport. Figures 11.15 and 11.16 show typical character- istics for 90° and > 90° turnpaths. Figure 11.17 shows a corresponding holding bay arrange- ment – note the need for adequate wing tip clearance between holding aircraft, and clear- ance between each aircraft’s landing gear track and the pavement edge. Pavement strength Airports’ pavement type and strength must be designed to be compatible with the landing gear loadings, and the frequency of these loadings, of the aircraft that will use it. A standardized 188 Aeronautical Engineer’s Data Book Notes: * Tires – 50 x 20 R22 32 PR * Pressure – 215 PSI (15.12 KG/CM SQ) 100 80 60 40 20 0 Notes: 1. ACN was determined as referenced in ICAQ aerodrome design manual part 3, part 1.1, second edition, 1983 2. determine main landing gear loading, see sction 7.4. 3. Code D – k = 75 (ultra low) Code C – k = 150 (low) Code B – k =300 (medium) Code A – k = 550 (high) Aircraft classification number (ACN) To Percent weight on mainn landing gear: 93.8 300 350 400 450 500 550 600 650 700 1,000 LB 150 200 250 300 (1,000 Kg) Aircraft gross weight Fig. 11.18 Aircraft:airport compatibility – aircraft classification No.: rigid pavement. Data for Boeing 777- 200. Courtesy Boeing Commercial Airplane Group compatibility assessment is provided by the Aircraft Classification Number/Pavement Classification Number (ACN/PCN) system. An aircraft having an ACN equal to or less than the pavement’s PCN can use the pavement safely, as long as it complies with any restrictions on the tyre pressures used. Figures 11.18 and 11.19 show typical rigid pavement data (see also Section 11.2) whilst Figure 11.20 shows data for flexible pavement use. Airside and landside services The main airside and landside services consid- ered at the airport design stage are outlined in Table 11.2. 11.1.5 Airport design types The design of an airport depends principally on the passenger volumes to be served and the type of passenger involved. Some airports have a very high percentage of passengers who are transiting the airport rather than treating it as their final destination, e.g. Chicago O’Hare 189 Airport design and compatibility Note: All tires – all contact area constant at 243 Sq in (0.157 Sq M) Weight on main gear 900 627,700 LB (284,800 KG) 600,000 LB K = k = k = 75 150 300 k = 550 60 850 (272,200 KG) 550,000 LB Flexural strength ( KG/SQ CM) Flexural strength ( KG/SQ CM) 800 (249,550 KG) 55 750 500,000 LB (226,850 KG) 50 PSI PSI 700 450,000 LB (204,150 KG) 400,000 LB 650 45 40 35 60 55 50 (181,450 KG) 350,000 LB 600 (150,800 KG) 550 500 900 850 800 750 700 650 Annual dep 1,2 3,0 artu 00 00 res 6,0 15,0 25,0 00 00 00 N p avem ote: ent 200- life yer C:/R13/WIN/777APD/SEC79/SEC79.DWG 45 600 40 550 35 500 6 810 12 14 1618 20 22 24 Inches 20 30 40 50 60 (Centimeters) Pavement thickness Fig. 11.19 Aircraft:airport compatibility – rigid pavement requirements. Data for Boeing 777-200. Courtesy Boeing Commercial Airplane Group 190 Aeronautical Engineer’s Data Book N otes: * 50 x 20 R22 32 PR * Pressure – 215 PSI (15.12 KG/CM SQ) 100 80 60 40 20 0 300 350 400 500 600 700650550450 Notes: 1. ACN was calculated using alpha factors proposed by the ICAO ACN study group 2. determine main landing gear loading, see sction 7.4. 3. Code D – CBR 3 (ultra low) Code C – CBR 6 (low) Code B – CBR 10 (medium) Code A – CBR 15(high) Aircraft classification number (ACN) To Percent weight on mainn landing gear: 93.8 1,000 LB 150 200 250 300 (1,000 Kg) Aircraft gross weight Fig. 11.20 Aircraft:airport compatibility – aircraft classification No.: flexible pavement. Data for Boeing 777-200. Courtesy Boeing Commercial Airplane Group International (USA). These are referred to as hubbing airports. At a hub, aircraft from a carrier arrive in waves, and passengers transfer between aircraft during the periods when these waves are on the ground. By using a hub-and- spoke design philosophy, airlines are able to increase the load factors on aircraft and to provide more frequent departures for passen- gers – at the cost, however, of inconvenient interchange at the hub. 11.1.6 Airport capacity The various facilities at an airport are designed to cope adequately with the anticipated flow of passengers and cargo. At smaller single-runway airports, limits to capacity usually occur in the terminal areas, since the operational capacity of a single runway with adequate taxiways is quite large. When passenger volumes reach approxi- mately 25 million per year, a single runway is no longer adequate to handle the number of aircraft movements that take place during peak periods. At this point at least one additional runway, 191 Airport design and compatibility Table 11.2 Airside and landside service considerations Landside Airside • Ground passenger • Aircraft apron handling handling including: • Airside passenger – Check-in transfer – Security • Baggage and cargo – Customs and handling immigration • Aircraft fuelling – Information • Cabin cleaning and – Catering catering – Cleaning and • Engine starting maintenance maintenance – Shopping and • Aircraft de-icing concessionary facilities • Runway inspection and – Ground transportation maintenance • Management and administration of airport staff • Firefighting and emergency services • Air traffic control Other basic airport requirements are: • Navigation aids – normally comprising an Instrument Landing System (ILS) to guide aircraft from 15 miles from the runway threshold. Other commonly installed aids are: – Visual approach slope indicator system (VASIS) – Precise approach path indicator (PAPI) • Airfield lighting – White neon lighting extending up to approximately 900 m before the runway threshold, threshold lights (green), ‘usable pavement end’ lights (red) and taxiway lights (blue edges and green centreline). permitting simultaneous operation, is required. Airports with two simultaneous runways can frequently handle over 50 million passengers per year, with the main constraint being, again, the provision of adequate terminal space. Layouts with four parallel runways can have operational capacities of more than one million aircraft movements per year and annual passenger movements in excess of 100 million. The main capacity constraints of such facilities are in the provision of sufficient airspace for controlled aircraft movements and in the provi- sion of adequate access facilities. Most large international airport designs face access problems before they reach the operational capacity of their runways. 192 Aeronautical Engineer’s Data Book 11.1.7 Terminal designs Open apron and linear designs The simplest layout for passenger terminals is the open apron design (Figure 11.21(a)) in which aircraft park on the apron immediately adjacent to the terminal and passengers walk across the apron to board the aircraft. Frequently, the aircraft manoeuvre in and out of the parking Open apron Linear building Parking Parking building Terminal Terminal Pier Satellite Parking Parking building building Terminal Terminal Remote pier Parking Parking building Mobile lounge (transporter) building Terminal Transporter Terminal Transporter Fig. 11.21 Airport terminal designs [...]... Africa 83 83 7 080 11 762 10 500 12 106 81 69 10 000 15 000 984 3 12 139 11 80 8 12 4 08 12 0 08 12 467 13 780 11 450 980 0 13 123 10 335 10 500 3051 14 495 29 29 48 100 361 24 10 35 295 627 364 79 84 48 2049 89 10 23 27 151 20 5557 585 3N 0538E 6941N 185 5E 2336N 581 7E 2454N 6709E 5210N 2058E 3701N 0758W 182 6N 6600W 2516N 5134E 4430N 2606E 5558N 3725E 5501N 82 40E 5948N 3016E 2617N 5010E 2141N 3909E 2458N 4643E... 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 78 092 940 72 609 191 64 279 571 62 263 365 60 000 127 54 3 38 212 45 83 8 86 4 43 597 194 40 387 5 38 38 034 017 36 772 015 34 721 87 9 34 0 38 381 33 89 9 332 33 669 185 33 622 686 33 554 407 33 371 074 33 051 2 48 31 700 604 30 559 227 30 188 973 29 7 28 145 29 203 755 27 994 193 27 779 675 27 705 488 27 289 299 27 052 0 78 26 064... Bangladesh 10 89 7 10 300 10 82 7 104 000 80 00 11 483 10 489 88 00 10 906 12 000 13 000 6562 83 66 11 81 1 88 58 11 000 13 002 10 000 144 434 66 273 1 789 13 10 188 8 102 434 21 1906 1411 600 0 7 6 12 6110N 15000W 6449N 14751W 3449S 583 2W 0758S 1424W 2349S 13354E 2723S 15307E 1653S 1454E 3519S 14912E 1225S 13053E 3741S 14451E 3357S 15110E 4716N 1121E 4748N 1300E 480 7N 1633E 4029N 5004E 2633N 784 2W 2616N 5038E 2215N... (ft) 6000 11 81 1 10 197 13 450 10 7 28 885 8 984 3 9 186 10 82 7 12 140 11 81 1 12 0 08 12 139 984 2 12 001 13 451 13 123 6000 Elevation (ft) Geographic location 4095 58 13 1999 32 226 1261 236 123 1416 2020 73 9 1 58 3 782 88 34 15 2539S 281 3E 3733N 12648E 4118N 0205W 4029N 0334W 3933N 0244E 3929N 0029W 1535N 3233E 5533N 1322E 5939N 1755E 4728N 083 3E 3325N 3631E 2505N 12113E 1355N 10037E 4059N 284 9E 0003N 3226E... (MEM) Total aircraft % change movements over year 909 911 89 6 2 28 831 959 7.4 n.a –0.5 764 653 562 714 559 546 542 922 524 203 519 86 1 510 421 1.2 4.6 3 .8 15.3 3.5 –3.1 5.7 502 86 5 499 090 494 81 6 488 201 480 276 476 1 28 –2 5 .8 –2.5 5.3 2.3 7.7 475 731 471 676 469 086 463 173 4 58 270 457 235 439 093 4 38 685 437 587 434 425 432 1 28 427 315 409 999 374 81 7 10.7 12.9 22.7 3.5 1.5 0.3 5.5 1.5 –3 6.6 –2.2 1... Norway Length (ft) 87 86 87 05 984 0 13 123 10 991 13 507 11 81 1 4921 10 82 4 11 484 12 795 10 007 11 330 72 18 11 926 6350 12 795 80 38 Elevation (ft) Geographic location 10 4 8 135 196 5327 263 86 3 16 23 7341 4390 –11 –14 23 40 135 165 1756N 7648W 183 0N 7755W 3255N 12955E 3546N 14023E 0402S 3936E 0119S 3656E 3240N 1309E 1644N 0300W 1645N 9945W 2102N 86 53W 3193N 9904W 2742S 85 22E 5218N 0446E 5157N 0426E... (Part 150) APP-600 Notice and Approval of Airport Noise and Access Restrictions (Part 161) APP-600 204 Aeronautical Engineer’s Data Book Table 11.6 Continued • Notices • Notices to Airmen (NOTAMs) AAS-310 • AC 150/520 0-2 8B, Notices to Airmen (NOTAMs) for Airport Operators • Obstruction Lighting AAS-200 • Operations Criteria AAS-100 • Operations Equipment Specifications AAS-100 • Part 139 AAS-310 • Part. .. Charles-De-Gaulle Orly Entzheim Ossun–Lourdes Tegel Cologne–Bonn Düsseldorf Main Hamburg Halle Cuba Cyprus Czech Republic Denmark Egypt Finland France France France France France France Germany Germany Germany Germany Germany Germany Length (ft) 13 123 88 58 12 188 11 81 1 10 82 7 4590 12 795 5971 11 86 0 11 975 787 4 984 3 99 18 12 467 984 3 13 123 12 0 28 8202 Elevation (ft) Geographic location 210 41 1247 17 381 ... United States 73 98 65 98 7000 7 480 87 20 7 382 3379 10 364 12 80 2 10 000 7 087 10 000 7651 11 88 9 9519 10 081 13 000 10 000 12 000 9000 12 000 12 635 325 620 220 310 26 681 16 202 80 347 526 256 266 1026 146 20 667 89 1 5431 957 98 2174 5227N 0145W 5123N 0243W 5124N 0321W 5250N 0119W 5552N 0426W 5352N 0140W 5130N 0003E 5109N 0011W 5129N 0028W 5153N 0014E 5153N 0022W 5321N 0216W 5502N 0141W 3338N 84 26W 3911N... Storage AAS-310 Grants APP-500 Grant Assurances APP-510 Heliport Design AAS-100 AC 150/539 0-2 A Heliport Design Land Acquisition and Relocation Assistance APP-600 Legal Notices Lighting AAS-200 AC 150/500 0-1 3 Announcement of Availability: RTCA Inc., Document RTCA-221 AC 150/534 0-2 6 Maintenance of Airport Visual Aid Facilities AC 150/534 5-4 3E Specification for Obstruction Lighting Equipment AC 150/534 5-4 4F . compatibility – take-off runway length requirements. Figure shows Boeing 77 7- 200. Courtesy Boeing Commercial Airplane Group 184 Aeronautical Engineer’s Data Book Steering angle Notes: • Data shown. Frankfurt/Main (FRA) 45 83 8 86 4 8 Paris (CDG) 43 597 194 9 San Francisco (SFO) 40 387 5 38 10 Denver (DEN) 38 034 017 11 Amsterdam (AMS) 36 772 015 12 Minneapolis/St Paul (MSP) 34 721 87 9 13 Detroit. 202 Aeronautical Engineer’s Data Book Table 11.6 Continued • Airport Statistics • Airport Visual Aids AAS-200 • AC 150/500 0-1 3 Announcement of Availability: RTCA Inc., Document RTCA-221