King Fahd airport area Saudi Arabia- 780 km². It's 7 times more area Paris - 80 quarters of the French capital fit on 105 km². And 25 km² more than the area of ​​Hamburg (755 km²).

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Airports can be compared with cities not only in terms of area. In many ways, the modern air port is organized like a city. There, too, there is an administration, a budget, services that monitor security and order. Let's consider the airport device in a little more detail.

What determines the structure of the airport

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

small airports

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

Regional airports

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

International airports

Organize regional and international flights. The infrastructure of international airports is complemented by duty-free shops, service stations, transport system inside terminals, customs control zones.
The runways and hangars of such airports serve aircraft of various sizes. From private - less than 50 people on board, to Airbus A380 - 853 passengers.

Runway strip

Regional airports may have only one runway. In international - from two to seven. The length of the runway depends on the weight of the aircraft. For example, a Boeing 747 or Airbus A380 requires a 3300 m runway to take off. And for takeoff aircraft with a capacity of up to 20 passengers, 914 m is enough.

Stripes can be:

• Solitary. Engineers plan the location of the runway, taking into account the prevailing wind direction.
• Parallel. The distance between two runways depends on the size and number of aircraft using the aerodrome, ranging from 762 m to 1,310 m on average.
• V-shaped. The two runways converge but do not intersect. This arrangement gives air traffic controllers the flexibility to maneuver aircraft on the runway. For example, in light wind conditions, the controller will use both runways. But if the wind picks up in one direction, controllers will use the runway that allows aircraft to take off into the wind.
• Crossed. Crossing runways are common at airports where the prevailing winds vary throughout the year. The intersection point may be in the middle of each runway, in the threshold area where aircraft land, or at the end of the runway.

Taxiways

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

Light signaling system

All international airports have the same lighting scheme. With signal lights, pilots can distinguish between runways and highways at night or in low visibility conditions. Beacons that flash green and white indicate a civilian airport. Green lights mark the threshold or start of the runway. Red lights signal the end of the lane. White or yellow lights define the edges of the runway. Blue lights distinguish taxiways from runways.

How the airport works: terminals

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

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

Usually airlines rent gates at the airport. But sometimes they build separate terminals. Such as, Emirates airline at Dubai International Airport. In addition to lounges and aircraft gates, Emirates Terminal offers 11,000 m2 retail space, three spas, two Zen gardens.

In-flight catering

Food for aircraft passengers is prepared outside the airport. It is delivered by truck and loaded on board. Daily at one major airport caterers deliver thousands of meals. For example, three catering providers provide 158,000 meals to Hong Kong Airport every day.

Fuel supply system

During a flight from London Heathrow to Malaysian Kuala Lumpur Jumbo Jet consumes about 127,000 liters of fuel. That's why busy international airports sell millions of fuel every day. Some airports use tanker trucks to transport fuel from storage to aircraft. In others, fuel is pumped through underground pipes directly to the terminals.

Safety system

Passengers of domestic flights go through passport control and security control. Passengers on international flights go through customs, security and passport control.

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

How is ground transportation at the airport

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

Typically, a ground transportation system includes:

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

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

The internal transfer system helps passengers get from one terminal to another or to the terminal gate faster.

Budget

Airports are huge enterprises. Denver Airport in the US costs about $5 billion. Its maintenance costs are $160 million a year. At the same time, the state's annual income from the airport is $22.3 billion.
Airports, as a rule, own all facilities on their territory. They rent them out to airlines, retailers, service providers. Fees and taxes on air tickets and services - fuel, parking - occupy several more income items of air ports. Most airports are self-sustaining enterprises.

Staff

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

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Ministry of Education and Science of the Russian Federation

Federal State Budgetary Educational Institution of Higher Professional Education

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

National Research University

Faculty of Air Transport Engineers

Department of Organization and Management of Transportation in Transport

Explanatory note to the course work

discipline: "Airlines, airports, airfields"

Definition bandwidth airfield runway when servicing aircraft of two types

Completed by: Ogina O.V.

group student 3307

Head Romanenko V.A.

Samara - 2013

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

Aerodrome, runway, secondary airstrip, wind load factor, airstrip, normal and fast connecting taxiways, instrument flight rules, runway capacity, taxiway, average terrain slope, contact angle

In this paper, the object is the runway (RWY) of the airfield. Target term paper- to determine the required length of the runway, its capacity (theoretical and calculated) when servicing aircraft of two types. It is also necessary to find the direction of the aerodrome runway that corresponds to the highest value of the wind load factor. As a result, this work will conclude whether it is necessary to build an auxiliary airstrip, its direction.

Introduction

1. Determination of the required runway length

1.1 Design conditions for determining the required runway length

1.2 Calculation of required takeoff length

1.2.1 For aircraft B-727

1.2.2 For B-737 aircraft

1.3 Calculation of the required fit length

1.3.1 For the B-727 aircraft

1.3.2 For B-737 aircraft

1.4 General conclusion

2. Determining the bandwidth

2.1Runway occupancy at takeoff

2.1.1 For the B-727 aircraft

2.1.2 For aircraft B-737

2.2.1 For the B-727 aircraft

2.2.2 For B-737 aircraft

2.3.1 For the B-727 aircraft

2.3.2 For B-737 aircraft

2.4.1 For the B-727 aircraft

2.4.2 For aircraft B-737

3. Determining the direction of the runway

Conclusion

List of sources used

Application

INTRODUCTION

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

For each type of aircraft, the possibility of taxiing off the runway to a conventional connecting taxiway and to a high-speed taxiway is considered. To obtain the necessary data, there are characteristics of the accepted types of aircraft (AC) at a given aerodrome (AD). The characteristics of the airfield necessary for the calculations are also given.

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

1. DETERMINATION OF REQUIRED RUNWAY LENGTH

1.1 Design conditions for determining the required runway length

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

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

Local airfield conditions:

The height of the airfield above sea level H = 510m;

The average slope of the terrain i av = 0.004;

The average monthly temperature of the hottest month at 1300 t 13 = 21.5°C;

These data are used to determine:

Estimated air temperature:

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

Temperature corresponding to the standard atmosphere at the location of the aerodrome at a height (H) above sea level:

t n \u003d 15 ° - 0.0065 H \u003d 15 ° - 0.0065 510 \u003d 11.685 °

Design air pressure:

P calc \u003d 760 - 0.0865 H \u003d 760 - 0.0865 510 \u003d 715.885 mm Hg. Art.

1.2 Calculation of required take-off runway length

1.2.1 For aircraft B-727

The required runway length for takeoff under design conditions is defined as:

where is the required runway length for takeoff under standard conditions;

Correction average coefficients.

For the considered aircraft = 3033 m.

(20.005 - 11.685) = 1.0832

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

1 + 9 0.004 = 1.036

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

1.2.2 For B-737 aircraft

For the considered aircraft m

From formula (2): 1.04

From formula (3):

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

1 + 8 0.004 = 1.032.

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

1.3 Calculation of required landing runway length

1.3.1 For the B-727 aircraft

The required landing runway length under design conditions is defined as:

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

is determined by the formula:

1.67 l pos (7);

where l pos - landing distance under standard conditions.

For the considered aircraft l pos = 1494 m.

1.67 1494 = 2494.98 m.

Correction average factors for landing:

where D is calculated by the formula:

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

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

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

1.3.2 For B-737 aircraft

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

1.67 1347 = 2249.49 m

From formula (8): ;

From formula (10):

Therefore, according to formula (6) we obtain:

1.4 General conclusion

Let us determine the required runway length for each type of aircraft as:

For aircraft B-727:

For aircraft B-737:

Thus, the required length of the runway for a given AD:

2. DETERMINATION OF THE CAPACITY

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

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

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

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

2.1 Runway occupancy time during takeoff

The runway occupancy time is found taking into account IFR flight rules (instrument flight rules). The busy time is made up of:

1) occupying the runway during takeoff - the beginning of the taxiing of the aircraft to the line start from the waiting position located on the taxiway (RD);

2) release of the runway after takeoff - the moment of climb H takeoff during IFR flights:

H takeoff = 200 m for aircraft with a circling speed of more than 300 km/h;

H takeoff = 100 m for aircraft with a circling speed of less than 300 km/h;

3) occupying the runway during landing - the moment the aircraft reaches the decision height;

4) release of the runway after landing - the moment of taxiing out of the aircraft on the lateral edge of the runway on the taxiway.

That. runway occupancy time during takeoff is defined as:

where is the taxiing time from the waiting position located on the taxiway to the line start;

Time for operations performed at the executive start;

Takeoff time;

Acceleration and climb time.

2.1.1 For the B-727 aircraft

Taxi-out time for the line start is calculated by the formula:

where is the length of the taxiing path of the aircraft from the waiting place at the preliminary start to the place of the executive start,

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

B-727 belongs to group 1 of the aircraft, therefore, m.

Substituting the available values ​​into formula (13), we obtain:

For the aircraft in question,

The run-up time is calculated by the formula:

where is the takeoff run under standard conditions,

Breakaway speed under standard conditions.

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

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

where is the height of the runway release,

Vertical velocity component on the initial climb trajectory.

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

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

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

2.1.2 For aircraft B-737

For the aircraft in question, m, m/s.

We have from formula (13):

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

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

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

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

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

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

2.2 Landing runway occupancy time

Landing runway occupancy time is defined as:

where is the time of the aircraft movement from the beginning of planning from the height of the decision to the moment of landing,

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

Taxi-off time beyond the side of the runway,

The minimum time interval between successive aircraft landings, determined from the condition of the minimum allowable distances between aircraft in the glideslope descent section.

2.2.1 For the B-727 aircraft

Since flights are carried out according to IFR, the minimum time interval between successive aircraft landings, determined from the conditions of the minimum allowable distances between aircraft in the glideslope descent section, is determined by the following formula:

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

where is the distance from the short-range drive beacon (BRM) to the end of the runway,

Distance from the threshold of the runway to the touchdown point,

planning speed,

landing speed.

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

From here we get that:

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

The distance from the end of the runway to the point of intersection of the axes of the runway and taxiway, to which the aircraft taxis,

Distance from the starting point of the exit path on the taxiway to the point where the runway and taxiway axes intersect,

taxiway speed from runway to taxiway.

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

Substituting (20) into (19), we get:

2 cases are considered:

1) the aircraft taxis off the runway onto a normal taxiway:

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

According to formula (22):

The taxi-out time over the side of the runway is calculated using the following formula:

where is a coefficient that takes into account the speed reduction. For normal RD = 1.

count according to the formula:

According to formula (24):

30 p / 2 \u003d 47, 124 m

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

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

Then m/s, .

By formula (22) we obtain:

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

We have by formula (24):

By formula (23) we obtain:

2.2.2 For B-737 aircraft

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

Then by formula (17) we find:

According to formula (18) we get:

Consider 2 cases:

1) the aircraft taxis off the runway onto a regular taxiway

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

By formula (24) we determine:

21 p / 2 \u003d 32.987 m.

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

According to formula (22), we calculate:

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

2) the aircraft taxis from the runway to the high-speed taxiway

Then m/s, :

By formula (25) we determine:

By formula (24) we find:

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

According to formula (22), we calculate:

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

access airfield

2.3 Determining the theoretical capacity

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

1) interval between successive takeoffs:

2) the interval between successive landings:

3) interval between landing and subsequent takeoff:

4) the interval between takeoff and subsequent landing:

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

1) successive takeoffs:

2) successive landings:

3) landing - takeoff:

4) takeoff - landing:

2.3.1 For the B-727 aircraft

1) for conventional taxiways

for high-speed taxiway

1) for conventional taxiways

2) for high-speed taxiway

Interval between takeoff and subsequent landing (formula (29)):

2.3.2 For B-737 aircraft

Interval between successive takeoffs (formula (26)):

Interval between consecutive landings (formula (27)):

1) for conventional taxiways

2) for high-speed taxiway

Interval between landing and subsequent takeoff (formula (28)):

1) for conventional taxiways

2) for high-speed taxiway

Interval between takeoff and subsequent landing (formula 29):

Substituting the obtained data into the appropriate formulas, we obtain:

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

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

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

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

2.4 Estimated capacity

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

1) interval between successive takeoffs

2) the interval between successive landings

3) the interval between landing and subsequent takeoff

4) the interval between takeoff and subsequent landing

Coefficient values ​​are accepted:

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

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

1) successive takeoffs:

2) successive landings:

3) landing - takeoff:

4) takeoff - landing:

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

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

According to statistics:

If several types of aircraft are operated, then the throughput is equal to:

where is the proportion of the intensity of movement of the i type of aircraft in the total intensity of movement of the aircraft;

Number of aircraft types served at the airport.

2.4.1 For the B-727 aircraft

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

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

1) conventional taxiway

2) high-speed taxiway

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

1) conventional taxiway

2) high-speed taxiway

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

The values ​​of all time intervals for normal and high-speed taxiways are the same. Therefore, substituting the obtained data into the corresponding formulas, we obtain:

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

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

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

4) capacity for the case when takeoff is followed by landing (formula 41):

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

2.4.2 For aircraft B-737

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

Let's determine the time intervals between successive takeoffs according to the formula 34:

Let's determine the time interval between successive landings according to the formula 35:

1) conventional taxiway

2) high-speed taxiway

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

1) conventional taxiway

2) high-speed taxiway

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

The values ​​of all time intervals for normal and high-speed taxiways are the same. Therefore, substituting the obtained data into the corresponding formulas, we obtain:

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

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

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

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

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

2.5 Estimated throughput for the general case

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

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

3. DETERMINATION OF THE DIRECTION OF THE FLIGHT STRIP

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

Table 1

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	Wind frequency, %, in direction

The aerodrome is open for flights in the case when, where is the lateral component of the speed.

where is the maximum allowable angle between the direction of the runway and the direction of the wind blowing at speed.

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

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

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

Frequency of direction winds blowing at higher speeds.

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

table 2

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

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

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

The highest frequency of high speed winds () are in direction east, therefore, the LP must be oriented close to this direction.

Let's find for the direction V-Z.

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

Let us determine the frequency of winds that contribute to K blowing with speed:

Let us find by formula (44):

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

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

CONCLUSION

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

All totals are shown in Table 5.

LIST OF USED SOURCES

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

APPENDIX A

Aircraft characteristics

Table 3

Aircraft characteristics

Maximum takeoff weight, t

Landing weight, t

Required runway length for takeoff under standard conditions, m

Takeoff run under standard conditions, m

Breakaway speed under standard conditions, km/h

Landing distance under standard conditions, m

Run length under standard conditions, m

Landing speed, km/h

Planning speed, km/h

Circle flight speed, km/h

Climb speed, km/h

Sun group

Table 4 - Characteristics of aircraft groups

APPENDIX B

Table 5

Summary table of received data

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Specifications airfield sweepers manufactured in Norway and Switzerland, intended for cleaning the runway, aprons and other sections of the airfield, removing snow on the artificial surfaces of the airport.

abstract, added 02/05/2013


Take-off and landing zone capacity standards. Calculation of the minimum time intervals for runway occupancy during takeoff and landing operations. Determination of positions and methods for controlling the flow of aircraft taking off and entering the VIZ.

term paper, added 12/15/2013


The main elements of the airstrips. Placement of driving radio stations combined with marker radio beacons. Placement of the landing radar. Marking of the runway, parking areas and aprons. Determination of flight time along the route.

test, added 10/11/2014


Study of aircraft takeoff and landing characteristics: determination of wing dimensions and sweep angles; calculation of the critical Mach number, aerodynamic drag coefficient, lift force. Construction of takeoff and landing polars.

term paper, added 10/24/2012


Calculation of the station interval of non-simultaneous arrival and the throughput of sections of the department. Determination of the optimal variant of the organization of the local work of the site. Calculation of the number of combined trains. Drawing up a daily work schedule.

term paper, added 10/06/2014


Studying the scheme of the access road of an industrial enterprise. Analysis of the general conditions and principles for calculating the throughput of transport. Determination of the throughput and processing capacity of stations, inter-station hauls, loading and unloading fronts.

UDC 338.47

ANALYSIS OF PERSPECTIVE TECHNOLOGIES FOR MAINTENANCE OF AERODROME RUNWAYS

S. L. Parshina*, I. O. Knyazeva, D. V. Makarenko, M. V. Safronov Supervisor - G. A. Karacheva

Siberian State Aerospace University named after Academician M.F. Reshetnev Russian Federation, 660037, Krasnoyarsk, prosp. them. gas. "Krasnoyarsk worker", 31

*E-shaI: [email protected]

The most difficult and responsible period of operation of airports civil aviation many countries is winter. This article discusses promising technologies for cleaning runways of airfields, as well as an analysis to identify the most promising method for cleaning runways.

Key words: runway, cleaning technology, airfield maintenance.

ANALYSIS OF PERSPECTIVE AERODROMES RUNAWAY MAINTENANCE

S. L. Parshina*, I. O. Knyazeva, D. V. Makarenko, M. V. Safronov Scientific supervisor - G A. Karacheva

Reshetnev Siberian State Aerospace University 31, Krasnoyarsky Rabochy Av., Krasnoyarsk, 660037, Russian Federation *E-mail: [email protected]

Winter is the most difficult and responsible period of operation of civil aviation airports in many countries. This article represents prospective technologies for cleaning runways of airfields, also the analysis is made to identify the most promising method for cleaning the runway.

Keywords: runway, cleaning technology, airfield maintenance.

Almost throughout Russia, negative temperatures prevail in the winter period, which are a potentially dangerous factor for civil aviation. During this period, the basis of flight safety is the preparation of airfield pavements, namely the removal of snow and ice formations on airport runways. In order to ensure the safe landing and departure of aircraft, it is necessary to attach a large number of strength and money.

The elimination of weather precipitation must be carried out very quickly and efficiently, which is why snowplows work without stopping during a snowfall and after it. In any weather, the runway must have good grip with the aircraft, so the surface runway must be thoroughly cleaned at the time of takeoff and landing of the airliner.

Various technologies are used to clear snow on the runway, such as: mechanical cleaning of the runway; thermal runway cleaning and chemical runway cleaning using chemical reagents. Next, we will conduct a comparative analysis of the advantages and disadvantages of existing technologies for cleaning the runway, which are presented in Table 1.

The first runway cleaning technology is mechanical snow removal. This method is applied as soon as on the surface of the runway begins

Section "Innovative Economics and Management"

snow is accumulating. As noted in the order: “Snow is removed over the entire width of the runway with plow-brush snowplows. Their work should be organized in such a way that the cars sequentially move one after another at a distance of 30-35 meters, overlapping the previous row by 30-40 centimeters.

Table 1

Comparative analysis of the advantages and disadvantages of existing purification technologies

runway

Runway cleaning methods Advantages Disadvantages

Mechanical method 1. Rotary cutters are capable of clearing a large layer of snow. 2. Spec. equipment works up to -40 C. 3. Inexpensive service spec. technology. 4. Safe for the environment. 1. Cleaning can be carried out only after the end of the snowfall. 2. Cleaning only freshly fallen snow.

Chemical method 1. Chemical reagents do not allow ice to form again. 2.Fast ice melting. 3. Ability to fly in all weather conditions. 4. Long-term preservation of the effect of chemical reagents. 5. High melting ability. 1. Chemical reagents must not be used on new (less than 2 years old) surfaces. 2. Reagents in liquid state can cause more icing.

Thermal method 1. Thermal machines melt ice. 1. Expensive maintenance of heat engines. 2. There is a risk of overheating the coating and blowing out the grout. 3. Large energy consumption. 4. Very slow. 5. High fuel consumption.

In parallel with the plow-brush snowplows, milling-rotary cleaners operate, which are used to move snow shafts to a distance remote from the airstrip. Further, the snow collected in shafts and heaps must be removed in a timely manner. As stated in the civil airfield operations manual: “Snow is loaded into dump trucks by snow loaders or snow blowers equipped with a snail. To increase the volume and carrying capacity of the dump truck body, it is recommended to equip it with removable sides with a height of at least 600-1200 mm. The disadvantage of this cleaning technology is that cleaning can be carried out only after the end of the snowfall, and it is carried out only on freshly fallen snow.

The next technology is to clean the runway with a thermal method. This technology requires high maintenance costs and has many technical problems and therefore not very common. Thermal melting of ice formation compared to the mechanical cleaning method is also uncompetitive, since their performance is relatively low. The cost of the fuel is high and it is believed that the cost of the plant cannot be reduced until such a system is more widely used and subsequently reduced in manufacturing cost.

In some countries, turbine engine exhaust jets are used at military airfields. This method of clearing the runway from winter weather conditions is extremely slow and maintenance of airfield equipment requires a lot of fuel and heat loss. The use of this cleaning method in most cases leads to damage to the pavement due to careless exposure to heat.

The latest technology for cleaning the runway is to clean the snow with a chemical method, using chemical reagents in solid and liquid states. With this method, extreme care must be taken, since many chemistries

They are highly corrosive to metals or have a detrimental effect on materials used in the manufacture of aircraft.

For the distribution of chemical reagents, special equipment is used - spreading and trailed machines. Fuel consumption for such units is not very large and depends on the speed and adjustment of the spreading or spraying device. Reagents in the solid state are stored in special bunkers. Aqueous solutions of chemical reagents are prepared in tanks of special or watering machines.

Based on the analysis of runway cleaning technologies, it can be seen that this moment There is no such cleaning technology that would fully meet all 100% of the technological and functional requirements for cleaning the runway, but nevertheless, the method of removing ice and snow with chemical reagents, in our opinion, is the most effective compared to other technologies. The speed of means for distributing chemical reagents and cleaning up ice melting residues is 5-6 times higher than that of heat engines.

Thus, the best method is not to deal with ice, but to try to prevent its occurrence by distributing chemical reagents that have a number of the most important advantages and advantages in our opinion: high melting ability; minimal impact on the environment; efficiency at low temperatures. Spreading reagents before ice forms is the safest and most effective method of dealing with ice on runways.

1. Order of the Ministry of Industry and Trade of the Russian Federation No. 1215 “On approval of regulatory methodological documents governing the functioning and operation of experimental aviation airfields,” dated 30.12. 2009

2. Manual for the operation of civil airfields Russian Federation// S. 9.

3. Guidelines for airport services // 2016. P.7-3.

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

Such working ants at each airport are a huge fleet of vehicles - apron buses, tractors, ladders, deicers, snow plows, tankers, fire trucks, etc. All of them scurry around the clock on runways and in hangars to ensure the speed of aircraft maintenance and ensure safe flight for passengers.
About some worker ants that are in the service at the airport today, and there will be my story

2. Standing in the terminal of almost any airport, waiting to board our flight, we often observe the work of certain machines on the runways or taxiways. Most often, this is the movement of various cars of technical services, as well as cleaning the lane from snow or ice.
Any weather precipitation for the airport is a potentially dangerous factor that must be eliminated as quickly and efficiently as possible.
That is why during a snowfall, as well as after it, snow removal equipment on the runway works almost non-stop.
Whatever the weather, the asphalt surface must be clean and provide a sufficient level of grip during takeoff, landing and taxiing of an airliner.

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

4. Snow is ejected from the side snail to a distance of about 50 meters. In this way, snow is quickly removed from the strip, and then graders (as in photo No. 2) are already sweeping away the snow, and trucks are taking it out.

5. Another extremely important worker ant in winter time is a deicer - a de-icing machine that applies a special alcohol-based de-icing liquid to the aircraft fuselage. Anti-icing treatment is necessary so that the flaps and other moving elements of the fuselage do not freeze during takeoff, landing and flight. The process is carried out in a semi-automatic mode - there are ultrasonic radars near the air injectors, which control the distance to the fuselage and stop the boom with the nozzle at a critical moment. First, the remaining ice is removed, and then the de-icing liquid is applied.

6. Deicer, despite the external "commonness", is actually a computer monster - five different embedded computer systems are responsible for its work.
The treatment of one Boeing 737-500 type airliner typically requires 400 to 700 liters of anti-icing fluid.
The cost of one such car, according to a representative of the technical service of Surgut International Airport, is about 20 million rubles (about 650 thousand dollars)

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

8. None today international Airport does not do without an airfield tractor. This short, but powerful and vicious dwarf is capable of towing aircraft weighing 60 tons or more.

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

10. Fire equipment at the airport is always on alert, because in the event of a fire, seconds count

11. Please note that there are people in the cab of the fire truck who are ready for an instant response. All cars are necessarily equipped with powerful water guns.

12. The filling of fuel into the aircraft is carried out by special vehicles - tankers. It is known that during the flight the aircraft consumes a fairly large amount of fuel - from 700-800 liters per hour for small models to several thousand liters per hour for large airliners. In addition, there must be sufficient large stock fuel in case of various unforeseen situations - flight to another airport in case of refusal of the destination airport to take the board for various force majeure reasons (weather conditions, accidents, etc.), additional stay in the air while waiting for the landing command, etc.
Modern tankers have a fuel tank capacity of 10,000 liters or more and provide accurate dosing of the poured fuel.

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

14. For the delivery of passengers from the terminal to the aircraft (if it is impossible to deliver the aircraft to the air bridge), special buses are used, called apron buses.
As a rule, these are low-floor buses of increased capacity - more than 100 people.

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

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

17. On the face and convenience, and safety

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

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

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