Cross section of the runway. Runway identifiers and magnetic heading

Takeoff and landing performance is a top priority for corporate jet manufacturers, as potential owners are not the least interested in whether they can use the smaller airfields closest to their base or destination. For example, more than 5000 airfields public use in the US, only 760 have runways at least 1,800 meters long. Another 2,300 airfields have runways at least 1,200 meters long. Obviously, the fewer strips an aircraft needs to take off or land, the wider its geographical capabilities and the more attractive it is. looks in the eyes of the buyer.

Since there is much at stake, test pilots, raising another new model, hone their flying techniques until they can systematically demonstrate incredibly short runs. These data are then published in the Flight Manual. What are the secrets of fine tuning?
“When verifying the takeoff and landing characteristics of an aircraft, we perform an approach at Vref to a height of 50 feet above the runway. There is essentially no leveling off. On contact, we immediately release the spoilers and brake with maximum intensity,” explains Pete Reynolds, former head of Learjet test programs , flying hundreds of hours on tests various models Bombardier business jets, including the Global Express. He now heads the agency PTR Aero, which advises on flight testing.

Reynolds notes that landing speeds are calculated as a function of stall speed for a given wing and landing gear configuration. For older aircraft, the stall speed is defined in terms of the angle of attack at which the lowest possible speed (at which the aircraft retains control) is reached. For example, Vref using this formula is calculated as 1.3 stall speeds. For newer aircraft, the stall speed is defined as the maximum angle of attack at which the aircraft is able to continue flying at 1g. This rate is usually higher than minimum speed flight, but Vref turns out to be equal to 1.23 stall speed. In fact, as a result, the approach speed for both is approximately the same.

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Getting into the turbulence zone is an unpleasant thing and is fraught with injuries, a prime example This is the May Day incident with the Aeroflot flight to Bangkok. But in modern travel there is something even more dangerous in the sky than just an air pocket - takeoff and landing.

For various reasons in different countries of the world, airports and runways have to be built where the conditions for this, to put it mildly, are not the best. So it turns out that the runway is only 400 m, then only 12 pilots are allowed to fly to this point in the world ... And these are not blockbusters about a valiant crew or an intelligence agent - this is real life!

TOP 10 airports in the world with the most dangerous runways.
BARRA INTERNATIONAL AIRPORT, BRR

Isle of Barra, Scotland

Barra Airport is located on the island of the same name, which is part of the Outer Hebrides (Western Isles). The uniqueness of the airport is that it has the only sandy runways in the world. Barra only works at low tide.

Flights from the airport are operated during the daytime, but in emergency situations, planes can land here at night - in this case, the strip is illuminated by car headlights, laying special reflective tapes along the coast.

There are three runways in Barra (799, 680, 846 m), they are located at different angles, so the controller can always direct the plane to the runway where it will not be threatened by crosswinds - a luxury not available in 99% of the world's airports!

The island airport annually serves about 1.5 thousand flights small aviation(the other is not accepted here, despite the status of an international airport), about 10 thousand passengers pass through it a year.

PRINCESS JULIANA INTERNATIONAL AIRPORT, SXM

Saint Martin island

The short runway (only 2,300 m) of the Princess Juliana Airport is adjacent to Maho Beach and forces airliner pilots to land directly above the heads of vacationers, often at a height of no more than 10 m.

The airport is one of the central in the Caribbean, the frequency of landings per season can reach up to 30 per hour. Depending on meteorological conditions, takeoff and landing at the airport are of high or medium difficulty. But due to its proximity to the beach, Princess Juliana Airport is one of the most dangerous air harbors in the world.

GIBRALTAR INTERNATIONAL AIRPORT, GIB

Gibraltar

The air harbor is one of the smallest in the world, but it is more famous for the fact that its only runway (1680 m) is crossed by... the main street cities. Therefore, whenever the plane needs to take off or land, this street is blocked and motorists are stuck in a traffic jam at the crossing. However, planes do not fly here very often - the airport belongs to the British Ministry of Defense and is mainly used for the needs of the military and, although it also accepts civilian aircraft, which are relatively few - only about 300 thousand passengers a year. Despite the dangerous neighborhood of the GDP and the city street, not a single serious incident with human casualties has been recorded during the entire period of the airport's operation.

However, Gibraltar Airport is considered one of the most dangerous in the world.

CRISTIANO RONALDO MADEIRA INTERNATIONAL AIRPORT, FNC

Madeira Island, Portugal

The beautiful Portuguese island is known not only as the birthplace of Cristiano Ronaldo, but also for its difficult to land airport, which was recently named after a football player.

Initially, the air harbor had two runways, each of which had a length of 1.6 km. However, after a plane crash that killed 131 people, the island authorities decided to lengthen the runways.

But this did not make takeoff and landing much easier, so in 2000 one runway was completed at the airport - it is placed on 180 reinforced concrete supports. The futuristic design of the runway is surrounded by a rich landscape: mountains on one side and the sea on the other.

The length of the runway is 2777 m. The main danger of the airport is in the landing approach pattern: it provides for an “uphill flight” and only at the very last moment the plane is turned around and landed on the runway.

WELLINGTON INTERNATIONAL AIRPORT WLG

New Zealand

Wellington Airport is located on the isthmus of Rongotai. Due to strong gusts of wind from the Cook Strait, which lead to the so-called "aerodynamic lift", landings and takeoffs here are often too harsh. Runway length - 2081 m.

At the same time, the airport is the main hub of the country's airlines; more than 5 million passengers use it every year.

LUKLA TENZING-HILLARY, LUA

Nepal's Lukla Airport, named after climbers Edmund Hillary and Tenzing Norgay, the world's first to conquer Mount Everest, is one of the most dangerous air harbors in the world. The runway has a length of only 527 m (!) and a slope of 12%, thanks to which the aircraft can slow down and take off faster in such a short section.

Lukla is located high in the mountains, at an altitude of 2860 m above sea level. The runway is surrounded on one side by a rock, on the other - by a 700-meter cliff. When landing, airliners have to fly into a narrow mountain gorge where it is difficult to maneuver. For this reason, aircraft landing at this airport is carried out only manually, in accordance with the Visual Flight Rules. The only radar equipment that Lukla has is a radio station.

Due to weather conditions, planes arrive and depart from the airport, mainly in the morning, until haze appears, because of them, the flight can be waited for several hours, or even several days.

COURCHEVEL AIRPORT, CVF

Except ski resorts, Courchevel is known for one of the most dangerous airports in the world. Its ultra-short runway is only 537 meters long.

The band is tilted by 18.5%. Due to the lack of an ILS system at the airport, it cannot receive flights during fog. By the way, the scene of one of the Bond films "Tomorrow Never Dies" was filmed here. But it doesn't.

JUANCHO E. YRAUSQUIN AIRPORT, SAB

Saba Island, Netherlands

This airport, located on small island in the Caribbean Sea, which belongs to Holland and is included in the group of Small Antilles, only the smallest planes can land.

The length of the runway here is only 400 m, there are practically no safety zones.

PARO AIRPORT, PBH

Bhutan's Paro Airport is located at an altitude of more than 2000 m in the Himalayas, in the cramped valley of the Paro River, surrounded by five-thousander peaks, therefore it is considered one of the most difficult on the planet. Until 2011, only one airline operated flights to the airport. To date, only 12 pilots around the world have received special training to fly in Paro.

The length of the runway is 1985 m. Flights here are operated only during the day and strictly under certain conditions. weather conditions. Despite all the difficulties and dangers, 30 thousand passengers arrive in Paro every year.

SKIATHOS AIRPORT, JSI

Skiathos island, Greece

The runway of the airport, 1628 m long, is considered one of the most dangerous. The strip begins practically in the sea, its end also goes into the water.

For this reason, only certain types of aircraft with a limited weight can land here. Fans of extreme sports like to watch the landing and takeoffs of the liners. It happened that air wave overturned cars parked near the runway.

The main characteristics of the take-off runway(WFP) are:

Suitability for use, i.e. technical ability to serve a certain category of aircraft; -course, i.e. strip axis course according to magnetic or navigation course; - exceeding the threshold, i.e. the height of the strip threshold relative to sea level, as well as the elevation of the earth's surface; - length, distance run; -width; - covering, for example soil, gravel or hard (asphalt, concrete); - strength limit, i.e. the ability to withstand operational loads, for example, at the moment of contact with the chassis or when taxiing; -slopes that prevent free operation, for example, increasing the braking distance or acceleration distance. - type of lighting, for example, without lighting for private use or equipment equipped with glide path, landing, center line and other lights; -equipment with special means, for example, a local weather station and automatic transmission of meteorological information at radio frequency.

More details from technical specifications The runway can be found in the relevant documentation, for example, charts of aerodromes of the Aeronautical Information Center, instructions for the operation of aerodromes, etc. Using these charts and the descriptive part, you can get information on all of the above issues, including runway headings, magnetic declinations, as well as the operating radio frequencies and the area of ​​the aerodrome in question.

The main factor in choosing a runway for landing or takeoff is the direction of the wind. The summary of weather information always indicates the meteorological wind course, and this indicator determines the take-off navigation course, and hence the active lane.

Active lane (working lane)- This runway strip used for takeoffs and (or) landings aircraft V this moment time. The speed at which the necessary lift is generated is the speed of the aircraft relative to the air mass. In a headwind, the liftoff speed is the sum of the aircraft's ground speed and the wind speed. Therefore, it is advantageous to take a run against the wind, since in this case the air speed relative to the aircraft will be greater than the speed of the aircraft relative to the ground. And the break will happen sooner. When taking off against the wind, the aircraft is better controlled than when there is no wind, since at the very beginning of the run it is blown by an oncoming air stream. In this case, the condition for creating lift is the result of the interaction of the characteristics of the wing, determined by its section, and the speed aircraft with the characteristics of the oncoming air flow. Thus, the take-off parameters can be adjusted by changing the wing geometry with the flaps depending on the take-off conditions, such as take-off in calm or from a short runway.

When taking off with the wind, the take-off run increases due to the fact that airspeed aircraft in this case is equal to the difference between ground speed and wind speed. At the beginning of the takeoff run, the aircraft does not obey the rudders well, since the oncoming flow begins to blow only some time after the start of the takeoff run (when the speed of the aircraft on the ground becomes equal to or more speed wind). In addition, a tailwind weakens the effect of blowing the rudders with a jet from propeller until the aircraft's speed increases sufficiently. This circumstance, and mainly the increase in the length of the takeoff, leads to the unsuitability of taking off into the wind, and sometimes dangerous. Therefore, takeoff must be carried out against the wind, especially if the wind is strong. When landing with a tailwind, the landing distance is lengthened, the lift is reduced and the risk of aircraft stalling increases, which requires an increase in landing speed.

Meteorological wind direction is the angle between the north direction of the true/magnetic meridian and the direction from which the wind is blowing.
Navigation wind direction is the angle between the direction taken as the reference point and the direction in which the wind is blowing.
Depending on the meteorological wind direction, the pilot determines the course with the most favorable conditions for takeoff or landing.

Consequently, when performing takeoff and landing procedures, a course is selected - closer to the “upwind” position.

At right choice take-off and landing "upwind", the values ​​of the meteorological wind course are opposite to the navigational flight course. For ease of remembering, you can follow the old shipping rule "wind in the compass - flow from the compass". Thus, given the same value, it is assumed that an aircraft flying on a heading of, say, 100 degrees has a headwind of 100 degrees. Which is tantamount to saying that the plane is heading "to" and the wind is heading "off".

With the features of taking into account the direction and speed of the wind can be found in the sections "Weather conditions and their analysis" and "Wind".

LET'S LOOK AT THE EXAMPLE OF USING THE RUNWAY AT THE NORTH AIRRODOM:

If at the time of departure the aerodrome is not serviced by an air traffic controller or flight director, then familiarization with weather information is an independent task of the PIC. The most popular are the information transmitted in the METAR code. They can be obtained from the following sources:

A) available resources on the Internet; b) the function of the program FSInn;

Since the Severka airfield does not have its own weather station, the values ​​of the nearest weather station located at the Domodedovo airfield (ICAO code - UUDD) are taken into account. As an example, let's take the code discussed in the tutorial:

UUDD 201030Z 26004MPS 050V110 7000 -SN BKN014 OVC100 M04/M06 Q0997 64550193 14550193 TEMPO 1000 SHSN SCT010CB,

which indicates that the wind is 26004MPS, i.e. wind heading 260 blows at a speed of 4 meters per second. This airport has two runways, one of which is paved. Almost always, aircraft are serviced using this particular lane. Runway headings 230 and 050. This means that when taking off using this runway in one direction, the aircraft flies heading 230 before the first turn, and in opposite side already heading 050. The landing course is determined in the same way - according to the direction vector of the aircraft.

Thus, carrying out the take-off and landing procedure "against the wind", the following active (working) lanes are determined:

For a wind of 140 ... 320 degrees, the operating runway is 230, i.e. takeoff and landing heading 230 - for wind 320 ... 360 ... 0 ... 140 degrees working runway 050, i.e. takeoff and landing heading 050

For simplicity and clarity, a wind indicator (wind cone, weather vane), sometimes called a “sock” due to external similarity, is installed on the territory of the aerodrome, which helps to compare the calculated wind course with the actual one at the aerodrome. It's easy to remember that takeoff and landing course- in the opposite direction of the "sock" inflated under the action of the wind, or, more simply, departure "from the sock".

The pilot-in-command, when taxiing from the taxiway to the runway, is guided by auxiliary indicators that help to orientate in relation to the course in accordance with which the runway is being operated. As a rule, the operating lane indicators are installed immediately before the intersection of the preliminary start markings, from where permission is requested and at which the controller transmits control information on take-off conditions. Numbers are applied to the pointers indicating the direction to the executive start, i.e. the place where the aircraft starts to take off.

In cases where the aerodrome is being serviced by ATC, the active (working) lane is reported at the launch request. In this case, the dialogue between the PIC and the dispatcher takes the following form:

Part of the material was provided by Yurikon.1968
Posted by Lys (talk) 13:46, March 28, 2014 (MSK)

All runways (runways) of aerodromes must have end faces - a marked number that is associated with the magnetic heading of the runway (Magnetic Heading). In the US and some countries subject to US influence, airfields use a true heading that corresponds to the magnetic +/- correction for magnetic declination in the area.

The runway heading varies from 1° to 360° (there is no zero runway heading, instead the heading is 360°). Relative to the runway heading, all instrumental and visual approach procedures (Approach) and exit procedures (SID) are built at each aerodrome.



Consider, for example, the German international Airport Dresden: ICAO code - EDDC, IATA code - DRS. This aerodrome has one runway 04/22 with headings (magnetic) 039° and 219° respectively. The difference between runway headings is always 180. 04 and 22 are runway endpoint identifiers. Runway endpoint identifiers depend on the magnetic heading of the runway and are determined according to the following table:

When the Earth's magnetic field changes (specifically, the magnetic declination at the place where the airfield is located), the runway magnetic heading may change by 1-2 degrees over time. In this case, the airfield checks the correctness of its identifier and, if necessary, determines a new one, so runway 01/19 in a few years may turn into either runway 02/20 or runway 18/36.


Large airports may have two or more runways and, depending on the wind pattern, often have 2 or 3 runways parallel to each other. In this case, the runway headings for all of these two or three runways are the same, and the runway endpoint identifiers are also the same. To designate each runway individually, different from the others, a letter is added to the numerical designation of runway identifiers:

L- left runway (LEFT);

R- right runway (RIGHT);

C- medium runway (CENTER);

As an example, Moscow Domodedovo Airport has two parallel runways. Accordingly, they have the following designations: runway 14L/32R and runway 14R/32L.

But what about, in the case of a particularly large airfield with more than three runways, for example, 4? After all, an airport cannot have two left runways, or two middle ones. Which one is more average? :)

There are not many such airfields, but they exist, and in order to avoid confusion, they get out of this situation like this: extra runways (fourth and next, and sometimes third) are given other identifiers, even if all runways have a magnetic heading the same.



For example, Denver Airport (USA) has runways: 16R / 34L, 16L / 34R and 17R / 35L, 17L / 35R, and all these four runways have a magnetic heading of 173 ° and 353 °.

Or, for example, Houston Airport (USA) has runways: 08L / 26R, 08R / 26L and 09/27, and all these three lanes have a magnetic heading of 087 ° and 267 °.

The runway is the most important part of the airfield. This is a specially equipped ground surface that allows for takeoffs and landings of all kinds.

Each runway (hereinafter referred to as the runway) has a certain magnetic heading (MK). The MK value is rounded off and divided by ten. For example, the magnetic heading of the airport located in Tolmachevo is 72 °, so the runway in this case will be designated as runway-07. However, this is only half of the designation. Any runway simultaneously has two directions (in both directions). Therefore, the value of the opposite course will be 252°. We get the full designation of the airport: runway 07/25.

Some airports are building several runways (mainly in large cities). Often they are placed in parallel (for convenience and safety at the same time). Then the letters are added to the numerical designation: L, C, R (initial letters English words"left", "center", "right"). For example, quite major airport Midway has three runways with a heading of 133°/313°. Each runway at the mentioned airport has its own name: either runway 13R/31L, or runway 13L/31R, or runway 13C/31C.

Different airports accept various aircraft. Therefore, the coatings of the bands are also different. They can be concrete, asphalt, gravel and soil.

The dimensions of the runway are also different. They again depend on the level of the airport and the aircraft it receives. The smallest runways (length 300 m and width 10 m) are used mainly for sports (small) aviation. However, there are reputable airports, known to the world, the runway of which does not exceed these dimensions too much. By the way, they are listed in the top ten most dangerous airports(of all existing ones).

These include Tenzing Airport. The runway huddles at the "gates" of Everest. It runs along the slope of the mountain and has a duration of 475 m. The pilot has only one attempt to land, since the surrounding terrain does not allow a second circle.

If the plane suddenly goes down, even the most experienced pilot will not be able to stop it, and if the landing gear does not come off in time during takeoff, the car will rush into the abyss, and passengers will only have to hope for a miracle.

The largest runways (their length is up to 5000 m, and the width is up to 80 m) are built on the territory of aircraft factories and at international airports.

The longest runway belongs to Edwards Air Force Base. The place for laying it was the bottom dry lake in California. The length of the concrete pavement stretches for 4572 m, the total length is 11917 m, and the width of the runway is 297 m.

In Russia, the longest runway was opened in May 2013 in Akhtubinsk (GLITs flight test center). The first takeoff from it was made by military bombers. The "take-off", having a length of 4 km and a width of 60 m, is planned to be used for take-off and all modifications and dimensions, and in all weather conditions. The runway pavement itself is comparable to an eight-layer cake 1.8 m thick. This strip is strategic object Air Force. In the near future, the latest aircraft will be tested here.