Runway strip. Runway strip

RUNWAY STRIP(runway), part of the airfield, which is part of the airfield, specially prepared and equipped for takeoff and landing aircraft. It can be with artificial surface (gravel, asphalt, reinforced concrete, metal sheet strips and decks of aircraft carriers) and unpaved. Within the runway there are air sections of the takeoff distance (horizontal distance traveled by the aircraft from the start line to the climb point) and landing distance (horizontal distance traveled by the aircraft from the moment of crossing the runway leading edge and to a complete stop after the run) with a certain margin of length.

The length of the runway is determined by the takeoff and landing characteristics of the aircraft, while taking into account possible deviations in the piloting technique during the operation of the aircraft at a particular airfield. The runways of aerodromes located in high mountainous regions or in regions with high air temperature have an increased length, since atmospheric pressure and outside air temperature are factors affecting engine operation (thrust) and takeoff run. To ensure safety when the aircraft rolls out of the runway during a rejected takeoff or emergency landing there are runways adjacent to the runway. The runway can be equipped with radio-technical means, which, in combination with the on-board equipment of the aircraft (LA), ensure successful landing in automatic mode or with partial participation of pilots. The length of the runway required for basing is determined as the maximum of the sum of the take-off run and flight distance and the landing distance and run, based on the condition of one engine failure. In case of failure, there are two cases related to the pilot's decision: to continue the takeoff or to abort it. In the first case, the pilot uses all means to increase (force) the thrust of the running engines in order to perform a continued takeoff. In the second case, when deciding to abort the takeoff, the pilot uses all means - aerodynamic braking, thrust reverser, braking parachute, etc. to reduce speed and implements an aborted takeoff. The main selection criterion is the speed of decision-making, that is, the take-off speed at which, in the event of a failure of one engine, both a safe termination and a safe continuation of the take-off are possible.

The size of the runway depends on flight performance(LTH) of the aircraft, the longitudinal slope and grip qualities of the surface, the state of the atmosphere (temperature, air density and pressure) in the area of ​​the aerodrome. The width of the runway is determined by the chassis gauge and radii based on the conditions for a 180° turn of the aircraft on the runway. In the technical descriptions of aircraft, takeoff and landing distances are given in relation to the international standard atmosphere. Runways are marked with a number, usually according to the magnetic heading on which they are located. Degrees are rounded to the nearest tens. If the orientation angle is 42 o, and plus 180 o it will be 220 o, then the designation of the runway strip is 04/22.

Runway lighting. The main task of the runway lighting equipment is to ensure the safe landing and take-off of aircraft at night and at dusk, as well as in conditions of limited visibility. Runway lighting (high intensity lights) is a strip of light, most commonly white. Aerodrome lighting equipment consists of various groups lights arranged in a certain sequence and easily distinguishable when installed visual contact ground pilot. The group of signal lights includes: constant and pulsed approach lights, light horizon lights, entrance lights, touchdown sign lights, limit lights (red light), touchdown area lights, side lights, glide path lights, landing lights (yellow), end lights runway lanes (center and center lights are white and side lights are red), runway centerline lights, quick exit lights, side and center taxiway lights (blue and centerline green), brake lights (red), warning lights ( yellow), obstruction lights (red), airfield light indicators.

Runway length is the determining element in establishing the class of an aerodrome. In accordance with the governing documents International Civil Aviation Organization(ICAO) classification of aerodromes is carried out by code designation. The code designation consists of two elements. Element 1 is a number based on the length of the runway, and element 2 is a letter corresponding to the wingspan of the aircraft and the distance between the outer wheels of the main landing gear according to tables 1, 2:

Table 1. Code element 1

Table 2. Code element 2

For example, the Il-96-300 aircraft with an estimated take-off length under standard atmospheric conditions of 2380 m, a wingspan of 57.66 m and a distance between the outer wheels of the main landing gear of 10.0 m corresponds to the classification of the airfield 4E.

The classification of airfields in Russia differs from the international one.

along the length of the runway and bearing capacity of the coating airfields are divided into 6 classes: A - 3200 × 60; B - 2600 × 45; B - 1800 × 42; D - 1300 × 35; D - 1000 × 28; E - 500 × 21.

By takeoff weight received by aircraft c: outside the class (without weight limit) - An-124, An-225, A380, etc.; 1st class (75 tons and more) - Tu-154, Il-62, Il-76, etc.; 2nd class (from 30 to 75 tons) - An-12, Yak-42, Tu-134, etc.; 3rd class (from 10 to 30 tons) - An-24, An-26, An-72, An-140, Yak-40, etc.; 4th class (up to 10 tons) - An-2, An-3T, An-28, An-38, L-410, M-101T, etc. At airfields outside the class, the runway length is usually 3500 - 4000 m , 1st class - 3000-3200 m, 2nd class - 2000-2700 m, 3rd class - 1500-1800 m, 4th class - 600-1200 m. Civil airfields of the 3rd and 4th class refer to local aerodromes overhead lines(MVL). Thus, the 1st class roughly corresponds to the class A; 2nd grade - B; 3rd grade - C and D; 4th class - D. Class E includes field and temporary airfields, landing sites.

The longest runways in the world: unpaved runway 17/35 at Edwards Air Force Base (USA), located on the surface dry lake Rogers - 11 917 × 297 m; Runway at the airport of Chamdo (China) - 5500 m; Runway at the Ramenskoye airfield (LII named after M. M. Gromov, Russia) - 5403 × 120 m; at the Ulyanovsk-Vostochny airfield (Russia) - 5000 × 105 m, i.e. in flight research complexes.

The shortest are used for VTOL aircraft; in size, the area of ​​such a runway is commensurate with the planned projection of the aircraft.

One airport can have one (Blagoveshchensk, Baikonur-Krayniy), two (Sheremetyevo, Domodedovo, Vnukovo, Sochi), three (Zurich), four (Vladivostok, Frankfurt am Main, Paris- Charles de Gaulle), six (Chicago– O "Hara) Runway. The runways are arranged so that takeoff and landing are carried out as much as possible against the wind and have free approaches.

Runways are independent, ensuring the safety of the simultaneous use of lanes in the mode of alternating takeoffs and landings. As a rule, these are two parallel runways at a distance of at least 1300 m, with an air terminal complex located between them. The layout of four pairwise parallel lanes has the maximum throughput.

Runways are considered dependent if simultaneous flight operation on them is allowed only taking into account the timing of takeoffs and landings on both runways.

specialized runways are considered to be designed to perform the same type of flight operations, i.e. only takeoffs or only landings.

The minimum time interval between successive takeoffs or landings is called runway occupancy time (for example? less than 45 s).

The active strip (working strip) is a runway landing strip used for takeoffs and (or) landings of aircraft in this moment time (fig.)

The runway markings are necessary for accurate and safe landing of the aircraft on the runway and include: the end safety strip (designed to protect the earth's surface from being blown by powerful jets of jet engine exhaust, as well as for cases of overrunning the runway; aircraft are prohibited from being on the control center, because its surface not designed for their weight) displaced threshold, or displaced end (runway area where taxiing, takeoff run and run are allowed aircraft but not landing); threshold, or end (the beginning of the runway, indicates the beginning of the place where you can land; the threshold is made in such a way as to be noticeable from afar, the number of lines depends on the width of the runway), marked with a number (if necessary, the letter L / L - left, R / R – right, C/S – central); touchdown zone (begins 300 m from the runway threshold); fixed distance marks (located after 150 m, with an ideal landing, the pilot “holds” the landing zone with his eyes, and the touch occurs directly in the landing zone.), centerline and sometimes side lines.

The bearing capacity of artificial pavement intended for aircraft with an apron (parking) mass of more than 5700 kg is determined by the method aircraft classification number - pavement classification number (ACN-PCN) with the presentation of all of the following data: pavement classification number (PCN); type of coating to determine ACN-PCN; category of strength of the soil base; the category of the maximum allowable pressure in the pneumatics or the value of the maximum allowable pressure in the pneumatics; the aircraft ACN estimation method is determined in accordance with the standard procedures associated with the ACN-PCN method. The presented coverage classification number (PCN) indicates that aircraft with an aircraft classification number (ACN) equal to or less than the presented PCN may use the coverage, subject to any tire pressure or gross flight weight limitations for the specified aircraft type(s). aircraft).

Yesterday we discussed mib55 the difficulty of landing, however, there are about a dozen airports where there are also difficult and specific landing conditions. It is clear that airports were designed in these places not for beauty and spotters, but as much as possible in conditions natural environment in order to stretch at least something and connect with air traffic ... But not only pilots have to maneuver and follow all the rules of a difficult landing, I think the passengers of these flights will also have an unforgettable experience from takeoff and landing in such metses.

1. Princess Juliana Airport, Holland

Operating airlines: almost all US airlines, French charter carrier Corsairfly, KLM.
Princess Juliana Airport is located on the island of San Maarten, which is part of the Dutch Antilles in the Caribbean. The airport's runway is very short (its length is 2130 meters) and therefore the planes are forced to land just a hundred meters from Maho Beach, where tourists are sunbathing. An added thrill is the knowledge that the airport is not equipped with an automatic landing system, so the planes come in for landing under manual control. Runway strip almost rests on a group of beach restaurants. Planes have to land as close as possible to the start of the runway due to its short runway, so they land at such low altitudes that it looks like they hit the heads of people on the beach. You can peacefully lie on the beach, but when a Boeing 747 flies a few tens of meters above the ground, a real sandstorm rises due to the created air flow, which easily scatters things around. There is also some fun here. Tourists are trying to stay on the beach when the plane taxis to the grid near the coast and starts to take off from there, the jet from the engines hits the tourists and tries to knock them into the water) People come here for thrill, not for sunbathing, and all conditions are created for this - all bars and restaurants nearby have flight schedules. As if that wasn't enough, rooftop loudspeaker Sunset Beach Bar broadcasts the conversations of dispatchers and pilots of planes coming in for landing.
This is Spotter's Mecca. It is difficult to believe in the authenticity of the pictures of giant liners flying at a height of 10-20 meters above sunbathing tourists, however, they are real. Despite difficult take-off and landing conditions, not a single accident has been recorded at this airport so far.

2. Kai Tak - Kulun, Hong Kong
Operating airlines: Cathay Pacific, Dragonair, cargo airlines Air Hong Kong and Hong Kong Airways
Due to the location of the airport surrounded by high hills and close to the water, as well as the presence of residential buildings in its immediate vicinity, the KaiTak airport went down in history as one of the most terrible, and the landing of airliners at this airport looked very spectacular due to its extremeness. The airport was closed in 1998.

3. Paro, Bhutan
Operating airlines: Druk Air, local carrier
Paro Airport is located at an altitude of 2225 meters above sea level and is surrounded by Himalayan peaks over 4000 meters high, which makes takeoff and landing extremely difficult.
Before leveling the plane for landing and landing it on the airport site, the pilot performs several unconventional maneuvers in a narrow corridor of mountain peaks.

4. North Front, Gibraltar
Airlines operating flights: british airways, EasyJet, Iberia Airlines and Monarch Airline
The airport is located on a tiny peninsula with an area of ​​6.8 square kilometers. The lack of space on this peninsula is simply catastrophic, because the airport's only runway crosses the busiest highway called Winston Churchill Avenue, leading to the land border with Spain. When aircraft land or take off from a runway, road traffic on the highway is interrupted by barriers and traffic lights, just as it happens at railway crossings. This situation arose due to the tiny size of Gibraltar, which consists of a southern rocky part and a northern flat part - sand spit connecting the rock with the Spanish coast. The airport runway is located on the flat part of Gibraltar, crossing it across and dividing its territory into two unequal sections. These two sections are connected by a single highway, which is forced to cross the airport runway.

5. Mariscal Sucre - Quito, Ecuador
Through the glass wall of the airport building, you can see how the planes come in for landing. The airport in the capital of Ecuador is one of the most difficult airports for pilots in Latin America. There is a very tight airstrip, which is based almost between several active volcanoes.

6. Barra - Outer Hebrides, Scotland
Operating airlines: British Airways and Flybe (England).
The only airport in the world located on the beach and having regular flights. The mode of operation depends on the tides. The airport itself is just a very shallow bay. Therefore, landing and takeoff here are possible only at low tide. The rest of the time, the runway is covered with water. There are three sand lanes on the island for takeoff and landing of iron birds. By the way, the airport is not suitable for all winged guests, but only for aircraft with short takeoff and landing characteristics

7. Matekane Air Strip, Lesotho
Difficult are not only landings. In the tiny African kingdom of Lesotho, a 416-meter long runway sits on the edge of a gorge at an altitude of 2,303 meters, so the plane 'drops' about 600 meters before taking off. . According to the pilots, there is a possibility that, having reached the end of the site, the plane will not take off from the ground. The rule of flight in the mountains is as follows - it is better to take off into the wind and downhill than against the wind and uphill.

8. Funchal - Madeira, Portugal
The runway of this airport is located on a cliff.
Madeira International Airport is located on the island of the same name in Portugal. Despite its civilized appearance, it is located in a very nerve-wracking place - between the rocks and the ocean. The runway is built on 180 pillars with a diameter of 3 m, some of which rise 50 m above sea level.

9. Toncontin, Tegucigalp, Honduras
Operating airlines: American Airlines, Continental, Copa Airlines, TACA, Islena Airlines and Aerolineas Sosa.
Pilots have a saying, "A landing you can get away with is a good landing." Such a strange statement makes sense when it comes to Toncontín Airport in Honduras. Location next to mountain range, too short runway, the complexity of the approach make the airport one of the most dangerous in the world.

10. Tenzinga and Hillary, Nepal
Operating airlines: Nepal Airlines, Yeti Airlines, Sita Air, Gorkha Airlines, Agni Air. Flights operate from Kathmandu only
The airport runway has a length of only 527 meters and is located at a slope of 12% at around 2860 meters above sea level in a rock gorge ( Mountain peaks near the height of almost 5 km), while the pilots do not have the opportunity to go around, but there is a need to dive with the nose below before landing, so as not to hit the mountains. . Due to the large slope, the ends of the runway differ in height by 60 meters. Flights here are possible only during the day and subject to good visibility. The weather around the airport is unpredictable, and its instability causes frequent flight cancellations. The airport only accepts helicopters and short takeoff and landing aircraft. The airport is in demand among climbers intending to conquer Everest and starting from the city of Lukla.

11. Juancho E. Yrausquin Airport, Saba Island in the Caribbean
Dangerous airstrip on the very edge of the island of Saba.
Juancho Airport occupies a fairly large part of the small island of Saba. Some experts are of the opinion that the airport is one of the most dangerous in the world, despite the fact that no accidents have occurred here. There is an X on each side of the runway to indicate that the airport is closed to commercial aviation. When landing at an airport located on a peninsula, pilots have to cope with strong winds and sea spray. In addition, the length of the runway is only 396.5 meters.
The threat is the location of the airport. On the one hand, high mountains, and on the other - the sea and sheer cliffs. The danger is that when landing or taking off, the aircraft may go off the runway.

12. Airport them. R. Reagan, Washington, USA
The airport has an unenviable location in close proximity to strategically important facilities national security USA. We are talking about the White House, the Pentagon buildings and the CIA headquarters. Thus, the airport is located between two no-fly zones, so pilots need to show miracles of skill in order to stay away from strategically important objects. When taking off, the plane must climb as quickly as possible and turn sharply to the left in order not to fly over the White House.

13. Courchevel - Alps, France
The airport got into the Guinness Book of Records because of the "humped" and unusually short runway. Its length is 525 meters, and the slope is 18.5%. You have to land and take off on a slope to set the required speed. It is this airport that is shown at the beginning of the movie "Tomorrow Never Dies". For the rest, the only way to get here is by private jets, helicopters, charter flights. Pilots go through extensive training to land in the CVF.

14. Maui, Hawaii
Aerial view of the airport runway on the coast of Maui. Fortunately, this is not main airport in Hawaii.

15. Kranebitten - Innsbruck, Austria
The airstrip is in the mountains and is surrounded by houses.

16. Male (Maldives)
Archipelago Maldives, consisting of twenty-six islands, is surrounded by the Indian Ocean, and on the island of Hulule is the Male Airport (officially called Ibrahim Nasir International Airport). The airport starts and ends with the water. Landing approach offers scenic views of the island and much of the archipelago. The airport was built by 2,250 local volunteers in the 1960s.

17. Corfu

Airlines: Olympic Airways, Aegean Airways

18. Eilat (Israel).
The airport is located right in the city, the planes do not fly over the beach, but over the road, buildings. The spectacle is certainly not familiar to put it mildly, bewitching.

19. London City (London, UK)
As the closest airport to central London, the views from London City Airport are spectacular due to iconic landmarks such as Big Ben, the London Eye and Olympic Park. The approach to this airport is also unique due to the steep landing glide path of 5.8 degrees, compared to 3 degrees at conventional airports.

20. Jackson Hole (Wyoming, USA)
Here, landing takes place against the backdrop of the Teton Mountains, and the airport itself is completely surrounded by picturesque landscapes. National Park Grand Teton. That is why, in 1940, Jackson Hole Airport became national monument USA. According to PrivateFly respondents, the approach to this airport is especially beautiful during sunset.

21. Airport on the island of Aruba (Dutch Caribbean)
Queen Beatrix International Airport is the gateway to caribbean island Aruba. Sunset over the ocean on the strip located on the west coast of the island gives a stunning view of the island. Initially, this airfield was an American air base. In the 1950s, an international airport was opened here. Passengers can see the entire island from shore to shore when landing.

22. St. Barts (French Caribbean)
Airport them. Gustav III has a runway of just 650 meters and is located on the Caribbean island of Sant Barthelemy. Only the most highly qualified pilots can fly to this island. One of them even compared St. Barts to "landing on an aircraft carrier." An additional difficulty is the hilly terrain, a difficult situation with the winds, the need to land at a sharp angle. Large aircraft making international flights, cannot be accepted by this airport: to get to this Caribbean island, you must use the rental service of a propeller-driven aircraft of local charter lines.

23. Queenstown Airport (New Zealand)
Located on the South Island of New Zealand. Landing here gives you a bird's eye view of the entire island, enjoying New Zealand's famous landscapes, including views of Lake Wakatipu, the Southern Alps, mountain range Remarkables. This airport is especially popular in winter time: lovers of skiing come here from all over the world. “The aircraft descends very smoothly, at low altitude; the impression is that you are flying a few centimeters from the skiers on the mountain slopes.

24. Narvik Airport (Norway)
This is one of the northernmost airports in the world. Located beyond the Arctic Circle, in the northern part of Norway. It was built in 1972 and was originally used as a military airfield. On approaching the airport, a stunning view of the winter landscape opens up: “This is a spectacle of the real Arctic - mountains, lakes and fjords.”

25. Novolazarevskaya
This air jetty, which, of course, can hardly be called an airport. However, the airfield base of Novolazarevskaya station in Antarctica has the ability to meet planes with polar explorers and extreme tourists. The snow-ice runway is provided for all types of aircraft; about 20 people support the operation of the base

According to Internet sources

Are round runways the airports of the future? March 31st, 2018

What would happen if runways airports were like racing tracks? This is the idea behind the Endless Runway project, in which circular runways can make life easier for airlines.

Imagine not having to run between stores duty free in search of your terminal, until at some point it turns out that it is at the other end of the airport, where you still need to get on the monorail, or that you no longer need to shift from foot to foot while waiting for the bus to fill up, and then shake in it on the way to the plane ladder.

Historically, the type of airports that we are used to was formed due to building capabilities, where the main emphasis was on the simplicity of construction, and also due to the low level of development of aviation itself - aircraft were not so powerful and maneuverable, they needed direct and flat areas. However, modern conditions pose completely different tasks for designers. When developing a new airport model, Dutch researchers focused on such principles as compactness, low noise and economic efficiency.

Strictly speaking, the ring shape of airports is not a revolutionary idea. It was first proposed by the American tester Peter Backus in 1921. Then he proposed to place such a runway on the roofs of skyscrapers in New York. Later, several more variants of the ring airport were patented, which, however, were not used in commercial aviation. There are cases when in 1964-1965. the US military used a converted General Motors race track in Arizona for flight operations in training its pilots. Despite the fact that the tests were successful, there was no further expansion of the use of ring runways.

The idea belongs to Dutch researcher Henk Hesselink and his partners at the National Aerospace Laboratory in the Netherlands.
Modern technologies are developing at a terrifying speed and dynamics. Every year there are more and more conceptual works in various fields. Architecture is no exception in this regard, especially when it comes to the construction and development of infrastructure facilities, such as airports.

So, the project was called Circular Airport Runway Concept. As you can already guess from the name, something at this airport is round. This something (besides the general form) was the runway. The whole point is that it is not just round, it also surrounds the airport itself, which is very practical and efficient.

The traditional runway has several disadvantages, the biggest of which is crosswind. If the wind is strong and perpendicular to the direction of the runway, then aircraft can have serious problems taking off and landing. When especially strong wind some runways are being closed and planes are being diverted, causing a cascade of delays throughout the system.

If the runway is round, then in theory the plane can take off in any direction. In addition, many aircraft will be able to use the "Endless Stripe" at the same time.

Of course, you can’t just make a big concrete circle on the field and solve all the problems. Such a runway should really look like a race track, that is, it will have to be built at an angle so that the planes do not fly off the runway when cornering. And it will be huge. Hesselink has already calculated that it will be about 3.5 km in diameter and 10 km in circumference. And of course, for such a strip, a completely different round airport with a new system of access roads will have to be built.

To test if such a design can withstand the load big airport, Hessilink and his team took the statistics and flight patterns of Charles de Gaulle Airport in Paris, which has four runways, and used computer simulations to prove that a round runway could handle the same number of takeoffs and landings. It is more efficient in terms of space. One such lane is equal in length to three ordinary lanes, but can withstand the traffic of four standard lanes. In addition, landing aircraft will not have to fight the wind, which means that airlines will save on fuel, and passengers on ticket prices.

True, Hesselink understands that none of the modern airports will follow his plan, since this form of the strip requires a radical restructuring of the entire infrastructure (just look at the photo of such an airport). But on the islands, where there is little land, and at small airports, such a design will come in handy. In addition, it is more aesthetic and looks beautiful from the air.

By allowing planes to land from any direction and take off in any direction, it will be possible to get rid of the risks associated with side winds during landing. When landing, passengers will only feel the sensation that occurs when the plane turns in the air - on board the plane it will not seem like you are on a roller coaster. The centrifugal force will also help with the deceleration of aircraft after landing.

The ability to land from different directions will simplify the necessary maneuvers and reduce the amount of fuel consumed, as well as lead to a more even distribution of the background noise around the airport. Cyclic runways will also reduce the load on airports, since one cyclic runway is comparable to four traditional runways in terms of the number of simultaneous landings, so it is a much more efficient way to manage air traffic.”

According to the expert, the idea of ​​ring runways came to his mind after he stumbled upon a video of an aircraft landing in a strong crosswind - the board actually dangled from side to side on it, but by some miracle the pilots still managed to land. The Netherlands Aerospace Center team has already tested the possibility of landing on an inclined cyclic runway on flight simulators. Research is ongoing, but there is no talk of building the first ring airport yet.

Sources:

2.1. At each aerodrome, its class must be defined, and at a multi-lane aerodrome, also the class of each runway.

The runway class is determined by the length of the runway under standard conditions according to Table. 2.1.

Table 2.1

2.2. The class of the aerodrome should be determined by:

a) on single-lane aerodromes - runway class;

b) at multi-lane aerodromes - a runway class with greatest length under standard conditions.

Chapter 3. Physical characteristics of aerodromes

3.1. Geometric dimensions of airfield elements

3.1.1. The following take-off and landing distances must be established at the aerodrome for each direction of take-off and landing:

Available takeoff distance;

Available take-off distance;

Rejected takeoff distance available;

available landing distance.

Note. The procedure for determining the available distances is given in section 3 of the Appendix.

3.1.2. The width of the runway must be constant along the entire length and not less than that given in Table. 3.1.

Table 3.1

Note. For class A runways, the minimum width of the runway may be assumed to be 45 m. In this case, reinforced shoulders should be provided so wide that the distance from the runway axis to the outer edges of each of the shoulders is at least 30 m.

3.1.3. In the absence of taxiways at the end sections of the runway, widening of the runway should be provided for the aircraft to turn. The width of the runway in places of broadening should be at least as given in Table. 3.2.

Table 3.2

3.1.4. Longitudinal and transverse slopes of the runways at aerodromes should be no more than those given in Table 3.3.

Table 3.3

Notes:

1. The length of the extreme sections of the runway is taken equal to 1/6 of the runway length for all aerodromes.

2. This requirement applies only to the design and construction of new runways.

3.1.5. At operating aerodromes, the longitudinal profile of the runway should be included in the Flight Operations Instructions, indicating the actual slopes.

3.1.6. The length of the runway (LL) - the runway must extend beyond each end of the runway or stopway, if provided, for a distance of at least 150 m for runways of classes A, B, C, D, D and 120 m for runways class E.

Note. If these distances cannot be ensured due to difficult terrain or obstacles, the available distances must be reduced to meet this requirement.

Explanations on the application of this provision are given in Section 3 of the Annex.

3.1.7. The runway, including the equipped runway, should extend in the transverse direction on both sides of the runway axis (along the entire length of the runway) for a distance of at least:

150 m - for runways of classes A, B, C, D and

75 m - for runways of classes D, E.

3.1.8. The portion of the runway (which includes an instrument runway) located on either side of the runway centerline must be planned and prepared to minimize the risk of damage to an aircraft during an undershoot or overrun of the runway within:

80 m - for runways of classes A and B,

70 m - for class B runways,

65 m - for class G runways,

55 m - for class D runway,

40 m - for class E runways.

3.1.9. The ground surface of the planned part of the LP at the points of interface with artificial surfaces (runways, shoulders, taxiways, control points, etc.) should be located on the same level with them.

3.1.10. The part of the strip located in front of the runway threshold must be reinforced for the entire width of the runway in order to prevent erosion from aircraft gas jets and to protect landing aircraft from hitting the runway end at a distance of at least:

75 m - for class A runways,

50 m - for runways of classes B and C,

30 m - for runways of classes G and D.

Note. The requirement for a constant (equal to the runway) width of the reinforcement applies to the construction and reconstruction of the runway. Existing runways may be reinforced with a width reduced to 2/3 of the runway width at the end of the reinforcement.

3.1.11. There should be no objects within the planned part of the LP, with the exception of those that, according to their functional purpose, should be located there and have a light and fragile structure (for example, a localizer control antenna, corner reflectors of the PRL, etc.).

3.1.12. It is recommended to eliminate mobile and immovable objects located within the boundaries of the planned part to the LP boundary, except for those whose functional purpose requires placement near the runway.

Within these limits, no new or expansion of existing objects shall be placed, unless the placement of a new or increase in the size of an existing object:

a) necessary to ensure the takeoff and landing of aircraft; or

b) will not adversely affect the safety or efficiency of aircraft operations.

Note. Examples of objects, the functional purpose of which requires placement near the runway and is necessary to ensure take-offs and landings of aircraft, are: timing, PRL, SDP, visibility meters, wind parameters, etc.

3.1.13. On the runways, including precision approach runways of categories I, II and III, within 60 m on each side of the runway center line, there should not be fixed objects, except for visual aids and corner reflectors of the PRL, which have a light and fragile design. This area should be clear of moving objects (eg snowplows) while the runway is being used for takeoff and landing.

3.1.14. The stopway (STSL) must have the same width as the runway to which it is adjacent.

3.1.15. The stopway must be prepared in such a way that, in the event of a take-off, it can withstand the load created by the airplane for which it is intended, without causing damage to its structure.

3.1.16. Length free zone must not exceed half of the available takeoff run.

3.1.17. The clear zone must extend at least 75 m on each side of the extended runway center line.

3.1.18. The surface of the free zone must not protrude above a plane having an upward slope of 1.25%, while the lower boundary of this plane is a horizontal line:

a) perpendicular to the vertical plane containing the runway center line, and

b) passing through a point located on the runway center line at the end of the available runway distance.

Note. In some cases where, for certain transverse or longitudinal slopes of a runway, shoulder or strip, the lower boundary of the clear zone plane may be below the surface of the runway, shoulder or strip, grading of these surfaces is not required. Objects or terrain that are located behind the end of the LS above the NW plane, but below the level of the LS, do not need to be eliminated.

3.1.19. The slope characteristics of that part of the free zone which is at least as wide as the width of the runway to which it is adjacent should be comparable to the slopes of the runway if the average free zone slope is slight or upward. With a slight or ascending average slope of the NW, abrupt changes in the upward slopes of the free zone are not allowed. Individual depressions in the terrain, such as ditches crossing the NW, are not excluded.

3.1.20. Objects located in the free zone, which may pose a threat to the safety of aircraft in the air, must be eliminated.

3.1.21. In order to determine the minimum parameters - the width of taxiway pavements, hardened shoulders of taxiways, taxiway curvature radii, distance of taxiways from obstacles and other taxiways - indexes of aircraft operating on these taxiways of the aerodrome should be established for each taxiway. The aircraft index must be set according to the wing span and landing gear wheels on external aircraft tires, in accordance with Table. 3.4.

The requirements for aircraft of index 6 also apply to aircraft with a wingspan of 65 to 75 m and a chassis track on external tires up to 10.5 m, with the exception of clause 3.1.25 (Table 3.8) and clause 3.1.26 (Table 3.9). ).

Table 3.4

*Distance between the outer edges of the outer wheels of the main landing gear of the aircraft.

Note. If the indices of the aircraft in terms of wing span and landing gear are different, then the larger of the indices is taken.

3.1.22. The width of the artificial pavement of the taxiway must be at least as given in Table. 3.5.

Table 3.5

Note. For aircraft with index 4, with a landing gear track on external tires up to 7.5 m, a taxiway width of 14 m is allowed. For aircraft with index 6, with a landing gear track on external tires up to 9.5 m, a taxiway width of 18 m is allowed, chassis track on external aircraft tires up to 12.5 m, a taxiway width of 21 m is allowed.

3.1.23. On both sides of taxiways intended for taxiing aircraft with an index of 4.5 or 6, reinforced shoulders must be provided. The total width of the taxiway and reinforced shoulders must be at least as given in Table. 3.6.

Table 3.6

Notes:

1. For airplanes with index 6, with a distance between the axles of external engines of up to 27 m, the total width of the taxiway and two reinforced shoulders is allowed, equal to 31 m.

2. For aircraft with an index of 6, with a chassis track on external tires up to 12.5 m, a total width on the taxiway and two reinforced shoulders is allowed, equal to 39 m.

3.1.24. The radius of curvature of the taxiway along the inner edge of the pavement at the junction with the runway must be not less than that given in Table. 3.7.

Table 3.7

Note. In the event that airplanes turn from a taxiway to one side only, rounding on the other side of the taxiway may not be provided.

3.1.25. The distance between the center line of the taxiway and fixed obstacles must not be less than that given in Table. 3.8.

Table 3.8

*55 m for aircraft with a wingspan of 65 to 75 m and a landing gear track on external aircraft tires up to 10.5 m.

Note. The distances indicated in Table 3.8 do not apply to aircraft taxiing paths on the apron.

3.1.26. The distance between the center lines of parallel taxiways must not be less than that given in Table. 3.9.

Table 3.9

*95 m for aircraft with a wingspan of 65 to 75 m and a landing gear track on external aircraft tires up to 10.5 m.

Notes:

1. The distances indicated in Table 3.11 do not apply to aircraft taxiing paths on the apron.

2. Guidance material on the possibility and procedure for performing temporary work on the airfield is given in section 1 of the Appendix.

3.1.27. The airfield must have a fence around the entire perimeter.

3.2. Limitation and consideration of obstacles

3.2.1. At the aerodrome, data must be obtained on the height and location of obstacles that may pose a hazard to flight operations.

Designation and dimensions

Runway clearance

The runways are marked number usually according to the magnetic course on which they are located. In North America, runways are often numbered according to the true heading. The heading value is rounded up to tens and divided by 10. The zero heading is replaced by the 360 ​​° heading. For example, at the Novosibirsk Tolmachevo airport, runway-1 has a magnetic heading of 72 °, its designation is runway 07. Any strip is "directed" simultaneously in two directions, the difference between which is equal to 180 °. Therefore, the opposite course is 252°. Thus, the first lane in Tolmachevo will have the designation WFP 07/25.

Often at airports with two or more lanes, they are located in parallel - that is, on the same course. In such cases, the letter is added to the numerical designation - L (left), C (central) and R (right). For example, at Chicago Midway Airport, three lanes are located on the same course at once - 136 ° / 316 °. Accordingly, they have the following designations: runway 13L/31R, runway 13C/31C and runway 13R/31L. However, at the Paris de Gaulle airport, all 4 runways have the same course, and to avoid confusion, they are designated as 8L / 8R / 9L / 9R.

In the air of radio traffic between pilots and controllers, the runway is called, for example, "Runway Zero Two" or "Runway One Three Center".

The dimensions of the runways can be very different, from very small - 300 m long and 10 m wide, to huge - 5.5 km long (Banda) and 80 meters wide. The smallest are used for light and ultralight (ALC) aviation. So for example, for a hang glider (motorized hang glider), 100 m of takeoff run is enough and the same amount for landing. The largest bands are built in large international airports and in aircraft factories.

Runway lighting

The main task of the runway lighting equipment is to ensure the safe landing and take-off of aircraft at night and at dusk, as well as in conditions of limited visibility.

File:Razmesheniye ogney VPP sistemy OVI 2

Layout of lighting signals

Runway lighting (JVI - high intensity lights) is a light strip, most often white - strobes - 500-700 meters long. When landing, the pilot uses strobes to visually control the position of the aircraft relative to the runway heading. The threshold (end) of the band is indicated by an almost continuous line of green lights, located perpendicular to the strobe band. The center line of the runway itself is also marked with white lights. The edges of the runway are yellow. Airfield lighting equipment can be divided into groups of lights arranged in a certain sequence and easily distinguishable when the pilot makes visual contact with the ground.

Groups of signal lights:

1. Constant and pulsed approach lights set along the line of continuation of the axis of the runway. They are intended to indicate to the pilot the direction to the axis of the runway and are used to mark the area between the TUs (see Fig. marker beacon ) and the beginning of the runway. Although pulsed approach lights are recommended in all JVI systems, as practice shows, their use is advisable only during the day in fog, when there is no blinding effect. Proximity lights emit white light.
2. lights of light horizons located perpendicular to the line of continuation of the axis of the runway, creating an artificial horizon. Light horizons provide information to the pilot about the aircraft's lateral roll relative to the runway surface. Light horizon lights emit white light.
3. entrance lights installed at the threshold of the runway. They are designed to indicate the beginning of the runway (its end) and emit green light.
4. Landing sign lights set at a distance of 150-300 m from the runway threshold perpendicular to the runway axis in the form of a small light horizon outside the runway. Landing sign lights emit white light.
5. Restriction lights mark the end of the runway and emit a red light.
6. Touchdown zone lights are used to mark a touchdown area on a runway to facilitate landings in conditions of poor visibility. The lights are installed in two rows parallel to the runway axis at a section of 900 m from the runway threshold. They emit white light.
7. Side lights KPB and the lights of the touchdown zone, located in one row, form a light corridor, by which the pilot easily determines the correctness of the approach to the runway axis.
8. Glide path lights are intended to indicate the visual glide path of planning. The type, number and arrangement of glide path lights are determined by the assignment for the design of the aerodrome. There are several standard layouts for glide slope lights. So, for example, one of the standard schemes for visual indication of the planning glide path includes 12 glide slope lights placed according to the following scheme: two pairs of flank horizons (near and far), three lights in each horizon. The near horizon is located at a distance of 150 m from the runway threshold, the far one - at a distance of 210 m from the near one. Each glide path light emits white light at the top and red at the bottom. The angles of distribution of light beams and the installation of glide path lights must be such that the pilot, when approaching for landing, sees:
   • all glide path lights are red when the aircraft is below the normal glide path and all lights are white when the aircraft is above the normal glide path;
   • near-horizon lights are white, and far-horizon lights are red when the aircraft is on a normal glide path.
9. landing lights are placed on both sides along the runway and designate the lateral longitudinal sides of the runway. With the help of landing lights, 600-meter sections along the ends of the runway are marked. In these areas, the landing lights emit yellow light, in the rest - white.
10. Lights of the end strip of safety (KPB)- axial, central row and side - installed only in the OVI-P, OVI-P1 lighting systems before the start of the runway on a section 300 m long. They are designed to indicate the direction to the runway axis, give information to the pilot about the width of the touchdown zone, the moment the leveling starts. The axial and central lights of the KPB emit white light, and the side lights of the KPB emit red.
11. Axial lights The runways are designed to indicate to the pilot the longitudinal axis of the runway during landing and takeoff of the aircraft. To code runway segments, centerline lights mounted on the last 300 m of the runway for each direction of landing shall emit a red light in the direction of the aircraft moving on the runway. In the section 900-300 m from the end of the runway, the center line lights emit red and white light alternately, and in the rest of the section to the threshold of the runway - white. Centerline lights are used when operating aircraft with high landing speeds, as well as with a runway width of more than 50 m.
12. Quick exit lights from the runway are located on high-speed exit taxiways and are designed for taxiing at high speed (60 km/h or more) when exiting the runway in order to increase runway capacity. The lights emit green light. Runway exit lights are installed on exit taxiways with a large rounding angle. They are intended for use during runway exits. The lights also emit green light. Runway exit lights and rapid exit lights must be shielded so that they are only visible in the intended direction.
13. Side and axle taxiing lights serve respectively to indicate the longitudinal boundaries and the center line of the taxiways. Side taxiing lights emit blue light, while centerline lights emit green.
14. stop lights designed to prohibit aircraft movement at taxiway intersections, taxiway junctions with the runway, or taxi-holding areas. They complement traffic lights or replace daytime markings with high-intensity lights in poor visibility conditions. Stop lights are unidirectional and emit red light.
15. warning lights are designed to warn the pilot of the nearest intersection of taxiways. The lights are installed in the form of a light horizon perpendicular to the taxiway axis. They emit yellow light.
16. Obstruction lights are intended for light marking of obstacles in the area of ​​the aerodrome, emit red light and must be installed in accordance with the “Manual on the Civil Aviation Aerodrome Service”.
17. Aerodrome light indicators make it easier for the crew to orient themselves at the airfield when taxiing, as well as when the aircraft is moving along the airfield. There are two types of lights - controlled and uncontrolled. Managed include traffic lights and pointers. Traffic lights that prohibit movement should emit red light, allowing - green, and arrows (light indicators of the direction of movement) - yellow light. The color design of uncontrolled light-signal signs is determined by their purpose. On the working field of a rectangular sign, as a rule, there is only one symbol in the form of a letter, number or arrow. The shapes and sizes of symbols comply with ICAO recommendations.

Runway markings

Marking is necessary, first of all, for the most accurate and, therefore, safe landing of the aircraft on the runway. The runway markings are very different from what we are used to seeing on the roads.

From left to right:

• End safety lane, KPB(yellow chevrons). Designed to protect the earth's surface from being blown by powerful jets of jet engine exhaust (so as not to destroy the surface, not to raise dust, etc.), as well as for cases of overrunning the runway. Aircraft are prohibited from being on the PBC, because its surface is not designed for their weight.
• Moved Threshold(or offset end, white arrows) - a runway area where taxiing, takeoff and run of aircraft are allowed, but not landing.
• Threshold(or butt, white stripes in the form of a "zebra") - the beginning of the runway, indicates the beginning of the place where you can land. The threshold is made so in order to be visible from afar. The number of lines depends on the width of the runway.
• Marked number and, if necessary, a letter (L / L - left, R / R - right C / C - central)
• landing zone(double parallel rectangles, starting 300 m from the runway threshold).
• Fixed Distance Marks(large rectangles are located after 150 m). With an ideal landing, the pilot “holds” the landing zone with his eyes, and the touch occurs directly in the landing zone.

A necessary markup attribute is also the center line and sometimes the side lines.

Active (working) band

Active lane (working lane)- this is the runway used for takeoffs and (or) landings of aircraft at a given time.

The main factor in choosing a runway for landing or takeoff is the direction of the wind. It follows from the laws of aerodynamics that an aircraft is not able to land or take off with a tangible tailwind. Ideal conditions (better than absolute calm!) are takeoff / landing against the wind. But the wind doesn't always blow exactly in the opposite direction of the aircraft's motion. Therefore, when performing take-off and landing procedures, a course is selected that is most different from the direction of the wind. Roughly speaking, the closer to the upwind position, the better.

At airports with one or more parallel runways, pilots often have to land aircraft with crosswinds up to 90°. But at large airports, the lanes are often placed at an angle to each other. For example, there are 4 runways at the San Francisco airport - one pair of runways parallel to each other is almost perpendicularly intersected by another pair of parallel runways. At Las Vegas Airport, which also has 4 runways, the angle between 2 pairs of parallel runways is 60°. And in largest airport Chicago - O'Hare - 6 runways in three different directions. This lane configuration often makes life easier for pilots and controllers. But even here there are drawbacks - the very fact of crossing lanes already carries a certain danger.

Airports with two or more lanes often use one lane for takeoff and the other for landing. So, in Moscow Sheremetyevo runway 07R / 25L is mainly used only for take-off, and 07L / 25R - for landing. However, due to the proximity of the lanes, it is not allowed to perform these operations simultaneously (one of the conditions for permitting the joint operation of parallel runways is the fulfillment of the requirement: the distance between the lanes must be more than 1.5-2 km).

The longest runways in the world

Notes

see also

Links

• Order of Rosaeronavigatsia dated November 28, 2007 No. 119 “On Approval of the Federal Aviation Rules “Placing Markings and Devices on Buildings, Structures, Communication Lines, Power Lines, Radio Equipment and Other Facilities Installed to Ensure the Safety of Aircraft Flights””
• Manual for the operation of civil aerodromes of the Russian Federation (REGA RF-94.) Part 1.
• Manual for the operation of civil aerodromes of the Russian Federation (REGA RF-94.) Part 2.

Wikimedia Foundation. 2010 .

See what "Runway" is in other dictionaries:

See Art. Aerodrome. Encyclopedia "Technology". Moscow: Rosman. 2006. Runway (GRP) part of the airfield, which is included as a working area ... Encyclopedia of technology

runway strip Encyclopedia "Aviation"

runway strip- Flight strip. runway (GWP) part of the airfield, which is part of the runway as a working area (see fig.), the runway is a specially prepared and equipped strip of the earth ... ... Encyclopedia "Aviation"