Airport And Airways PDF

AIRPORT AND AIRWAYS PRELIM MODULE 1 INTRODUCTION TO AIRPORT WHAT IS AIRPORT? An airport is an aerodrome with facilities for commercial aviation flights to take off and land. It encompasses a wide range of activities which that a single activities may land the capacity of the whole complex. A...

AIRPORT AND AIRWAYS PRELIM MODULE 1 INTRODUCTION TO AIRPORT WHAT IS AIRPORT? An airport is an aerodrome with facilities for commercial aviation flights to take off and land. It encompasses a wide range of activities which that a single activities may land the capacity of the whole complex. Aerodrome is a defined area on land or water including any buildings, installations and equipment intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft.  In colloquial use, the terms airport and aerodrome are often interchanged. However, in general, the term airport may imply or confer a certain stature upon the aviation facility that an aerodrome may not have achieved. In some jurisdictions, airport is a legal term of art reserved exclusively for those aerodromes certified or licensed as airports by the relevant national aviation authority after meeting specified certification criteria or regulatory requirements. It is a small airfield with just basic facilities. The term aerodrome is popular in Britain and Britain ruled countries. An airport is an aerodrome with extended facilities. The facilities include those for the passengers and the aircraft in terms of parking, maintenance, repair, hangar etc That is to say, all airports are aerodromes, but not all aerodromes are airports. AIRPORT COMMUNITY-RELATIONS The problem resulting from the incorporation of airport operation into the web of metropolitan life is complex. During the early days of air transportation, airports are located at some distance, where inexpensive land a limited number of constructions permitted maximum flexibility in airport operations. The greater size and speed of aircraft have resulted in increase in approach and runway requirements, while increases in the noise levels for all of this, the airport must cope with the problems of securing sufficient airspace for access to the air, sufficient land for ground operations and adequate to the downtown area AIRPORT PLANNING CRITERIA Airport planning development criteria are often defined by both federal and state agencies. The FAA provides specific guidance in regard to dimensional standards where as many state agencies provide generalized guidance based on facilities offered and aircraft activity levels. Category 2 Aviation industry in Phil. The Oregon Department of Aviation (ODA) has created general guidelines for airport development planning based on the roles, or categories, of airports within the statewide system. Five unique categories were created, each with its own set of performance criteria. The categories are: Category 1 – Commercial Service Airports Category 2 – Business or High Activity General Aviation Airports Category 3 – Regional General Aviation Airports Category 4 – Community General Aviation Airports Category 5 – Low Activity General Aviation Airports  According to FAA Advisory Circular (AC) 150/5300-13, Airport Design, an aircraft's approach category is based upon 1.3 times its stall speed in landing configuration at that aircraft’s maximum certificated weight. The five approach categories used in airport planning are as follows: Category A: Speed less than 91 knots. 1.852 kilometers per hour. Category B: Speed 91 knots or more, but less than 121 knots. Category C: Speed 121 knots or more, but less than 141 knots. Category D: Speed 141 knots or more, but less than 166 knots. Category E: Speed greater than 166 knots.  The airplane design group (ADG) is based upon the aircraft’s wingspan. The six ADGs used in airport planning are as follows: Group I: Up to but not including 49 feet. Group II: 49 feet up to but not including 79 feet. Group III: 79 feet up to but not including 118 feet. Group IV: 118 feet up to but not including 171 feet. Group V: 171 feet up to but not including 214 feet. Group VI: 214 feet or greater. AIRPORT STRUCTURE AND FACILITIES Airside Structure - includes all parts of the airport around the aircraft, and the parts of the buildings that are accessible only to passengers and staff. Runway Taxiway Ramp/Apron Hangar Control Tower  Landside Structure – an area that is open to the public. Public transport stations Access Roads Parking lots Airside Facilities Airside facilities are those that are related to the arrival, departure, and ground movement of aircraft. Airside facility requirements are addressed for the following areas: Airside Capacity Airside Design Standards Runway Orientation, Length, Width, and Pavement Strength Taxiways Airport Visual Aids Airport Lighting Radio Navigational Aids & Instrument Approach Procedures Helicopter Facilities Other Airfield Recommendations  Airside Capacity For the runway and airside it is the number of aircraft movements which can safely be operated, usually stated as the total number of landings and take-offs per hour. For the terminal it is the number of passengers, usually stated as the number of departing and arriving passengers per hour. A demand/capacity analysis measures the capacity of the airfield configuration by determining its Annual Service Volume (ASV). This measure is an estimate of an Airport’s maximum annual capacity based on factors such as aircraft mix, weather conditions, among others. FAA Advisory Circular (AC) 150/5060-5, Airport Capacity and Delay, provides guidance on determining and airport’s ASV. The annual capacity of a single runway configuration with a parallel taxiway is approximately 230,000 operations (takeoffs, landings, and training operations). In addition to ASV, Airport Capacity and Delay also provides guidance on determining peak hour capacity. Airside Design Standards FAA AC 150/5300-13, Airport Design, sets forth the FAA’s recommended standards for airport design. A few of the more critical design standards are those that relate to runways and the areas surrounding runways including: Runway Safety Area (RSA) Object Free Area (OFA) Obstacle Free Zone (OFZ) Runway Protection Zone (RPZ) The RSA Runway Safety Area is a defined surface surrounding the runway that is prepared or suitable for reducing the risk of damage to airplanes in the event of an airplane undershoot, overshoot, or an excursion from the runway. It provides a graded area in the event that an aircraft overruns, undershoots or veers off the side of the runway The OFA Object Free Area is an area on the ground centered on the runway or taxiway centerline that is provided to enhance the safety of aircraft operations. No above ground objects are allowed except for those that need to be located in the OFA for air navigation or aircraft ground maneuvering purposes. The OFZ Obstacle Free Zone is a volume of airspace that is required to be clear of objects, except for frangible items required for navigation of aircraft. It is centered along the runway and extended runway centerline one that is located on an area intended for the surface movement of aircraft or that extends above a defined surface intended to protect aircraft in flight. The RPZ Runway Protection Zone is defined as an area off each runway end whose purpose is to enhance the protection of people and property on the ground. The RPZ is trapezoidal in shape and centered about the extended runway centerline. The dimensions of an RPZ are a function of the runway ARC and approach visibility minimums. The FAA recommends that RPZs be clear of all residences and places of public assembly (churches, schools, hospitals, etc) and that Airports own the land within the RPZs. Landside Facilities Landside facilities are those facilities necessary for handling aircraft on the ground, and those facilities, which provide an interface between the air and ground transportation modes. Landside requirements are addressed for the following facilities: Hangars Aprons and Aircraft Parking Airport Access & Vehicle Parking Aviation Services  Hangars Hangar is an enclosed structure designed to hold aircraft in protective storage. The utilization of hangars varies as a function of local climate, security, and owner preferences. The trend in general aviation aircraft is toward higher performance, higher value aircraft; therefore, many aircraft owners prefer enclosed hangar space to outside tie-downs. In planning for hangar development, the number and type of aircraft to be based at the Airport is analyzed. Hangar development should be based upon actual demand trends and financial investment conditions, not solely on forecasts.  Hangar facilities at an airport typically consist of some combination of T hangars and conventional/private hangars. T-hangars typically store one aircraft in one unit, while conventional/private hangars can store more than one aircraft in one large enclosed structure. In order to determine the number of T-hangars versus conventional hangars, the following assumptions were made: All multi-engine aircraft will be stored in conventional hangars 5% of all single engine aircraft stored in hangars will be stored in conventional hangars, while the remaining single engine aircraft will be stored in T-hangars. Aprons and Aircraft Parking Aircraft aprons are the areas where the aircraft park. Aprons are also sometimes called ramps. They vary in size, from areas that may hold five or ten small planes, to the very large areas that the major airports have.  Support Facilities Various facilities that do not logically fall within the classifications of airfield, or landside have been categorized as Support Facilities. The following components were evaluated to determine the need for future improvements: Emergency Services Airport Maintenance Airport Fencing Utilities Storm Drainage Aviation Fueling Facilities  Paper Assignment: Discuss the difference between airport and aerodrome and explain the importance of understanding airport structure and facilities in building an airport. The discussion should not be less than 400 words. A scoring rubric will be used on this assignment. Please see the appendix A. NAME: ____________DATE: ____________________ INSTRUCTOR: ________COURSE YR& SEC _________ FORMATIVE ASSESSMENT / PRELIMINARY QUIZ 1 (via Google Classroom) GROUND SUPPORT EQUIPMENT Ground Support Equipment (GSE) is the support equipment found at an airport, usually on the apron, the servicing area by the terminal. As the name suggests, ground support equipment is there to support the operations of aircraft whilst on the ground. The role of this equipment generally involves ground power operations, aircraft mobility, and cargo/passenger loading operations.(non-powered & powered) Non-powered equipment Dollies - or trolleys are specialized equipment to carry containers (unit load device) and pallets. Chocks -are used to prevent an aircraft from moving while parked at the gate or in a hangar. Chocks are placed in the front ('fore') and back ('aft') of the wheels of landing gear. Aircraft Tripod Jack - are used to support a parked aircraft to prevent their tail from drooping or even falling to the ground. Aircraft Service Stairs - helps the maintenance technician to reach the bottom of aircraft. PoweredEquipment Refuelers - It is used to refuel the aircraft when it is park at the ground. Aircraft refuelers can be either a self-contained fuel truck or a hydrant truck or cart. Tugs and Tractors – are used to move any equipment that cannot move itself which includes bag carts, mobile air conditioning unit, air starter, and lavatory carts. Ground power unit (GPU) - is a vehicle capable of supplying power to aircraft parked on the ground. battery-powered generators that supply energy to the aircraft allowing the electrical systems to be operated when the aircraft is on the ground Airport Buses - are used to move people from the terminal to either an aircraft or another terminal. Container loaders - are used for the loading and unloading of containers and pallets into and out of aircraft. The loader has two platforms which raise and descend independently. Transporters - are cargo platforms constructed so that, beside loading and unloading containers, they can also transport the cargo. Air Start Unit - is a device used to start an aircraft's engines when it is not equipped with an on-board APU or the APU is not operational. An Auxiliary Power Unit or APU allows an aircraft to operate autonomously without reliance on ground support equipment such as a ground power unit, an external air-conditioning unit or a high pressure air start car Potable water trucks - are special vehicles that provide reliability and consistency in the delivery of quality water to an aircraft. The water is filtered and protected from the elements while being stored on the vehicle. A pump in the vehicle assists in moving the water from the truck to the aircraft. Lavatory service vehicles – it empty and refill lavatories onboard aircraft. Waste is stored in tanks on the aircraft until these vehicles can empty them and remove the waste. Catering services - include the unloading of unused food and drink from the aircraft and the loading of fresh food and drinks for passengers and crew. Belt loaders - are vehicles with conveyor belts for unloading and loading of baggage and cargo onto aircraft. A belt loader is positioned at the door sill of an aircraft hold (baggage compartment) during operation. Passenger boarding stairs - sometimes referred to as boarding ramps, stair car or aircraft steps, provide a mobile means to traverse between the aircraft doors and the ground. Pushback tugs - are mostly used to push an aircraft away from the gate when it is ready to leave. De-anti icing Vehicle - These vehicles have booms, like a cherry picker, to allow easy access to the entire aircraft. A hose sprays a special mixture that melts current ice on the aircraft and also prevents some ice from building up while waiting on the ground. Aircraft rescue and firefighting (ARFF) - is a special category of firefighting that involves the response, hazard mitigation, evacuation and possible rescue of passengers and crew of an aircraft involved in (typically) an airport ground emergency. (section B last discussion 922)quiz 9/28/2023-D AIRPORT SITE EVALUATION AND SELECTION The provision of a new airport in the development of an existing one involves sustained capital investment and large-scale construction work. In order to avoid nature obsolescence and waste of valuable financial on material resources. It is important that they should have the longest possible useful life. To obtain this goal substantial ground area should be made for phase-by-phase development to stop the growth of air traffic demand. In addition to sufficient ground area, it is also necessary for realization of maximum benefits from the investment, to ensure the safety to aircraft operations and to avoid hazards and discomfort to the community without limiting the growth of the efficiency of an aircraft. Therefore, sites should be chosen with land areas, which offer the best potential for long-term development at the minimum financial and social cost. The starting point in selection of an airport site or the consideration of the adaptability of an existing site is the definitions of the purpose for which the airport is required. This will require as assessment of forecast of future demands and the quality and type of aircraft and the operational systems for the forecast passenger and cargo traffic. The actual process of site selection falls into several major steps commencing with an assessment of the shape and size of the areas required for the aircraft, the location of site width potential for development, followed by examination and evaluation of these sites. Major Step in Site Evaluation and Selection Process Board Determination of Land Area required Location of Sites Preliminary Office Study of Possible Sites Site Inspection Review of Potential Sites Preparation of the Outline Estimates of Cost and Revenues Final Evaluation and Selection Report and Recommendation  Factors Affecting Airport Location Aviation Activity Development of Surroundings Area Atmospheric Conditions Accessibility to Ground Transport Availability of Land for Extension Presence of Other Airport in the General Area Surroundings Obstructions Economy of Construction Availability of Utilities Proximity (closeness) to Aeronautical Demand OBSTRUCTION CLEARANCE REQUIREMENTS In order to determine whether an object is an obstruction to air navigation imaginary surface were established in an airport. Sizes of this imaginary surface depend on the category of each runway and on type of landing approach planned.  Airport imaginary surfaces means imaginary areas in space and on the ground that are established in relation to the airport and its runways. Imaginary areas are defined by the primary surface, runway protection zone, approach surface, horizontal surface, conical surface and transitional surface The purpose of these imaginary surfaces is to protect the airspace surrounding an airport from any hazards to air navigation.  The principal imaginary surfaces are: 1. Primary Surface – A surface longitudinally centered on a runway. When the runway is paved, the primary surface extends 200 ft. beyond each end of the runway. 2. Horizontal Surface – A horizontal plane 150 ft. above the established airport elevation, the perimeter of which is constructed by servicing areas of specified radial from the center of each end of the primary surface of each runway and connecting the adjacent areas of lines tangent to those areas. 3. Conical Surface – A surface extending outward and upward from the periphery of the horizontal surface at a slope of 20 to 1 for a horizontal distance of 4,000 ft. 4. Approach Surface – A surface longitudinally center on the extended runway centerline and extending outward and upward at right angles to the runway centerline plus the runway centerline extended to the slope of 7 to 1 from the sides of the primary surface and from the sides of the approach surfaces. 5. Transitional Surface – These surfaces extend outward and upward at right angle to the runway centerline plus the runway centerline extended to the slope of 7 to 1 from the sides of the primary surface and from the sides of the approach surfaces.  Key Points: All airports are aerodrome, but not all aerodromes are airports. Airports are categorized base on their facilities offered and aircraft activity levels. Aiside structure are accessible only to passengers and staff while landside area is open to the public. The most critical airside design standards on airport is the runway. Landside facilities are necessary for handling aircraft on the ground. Ground support equipment supports the aircraft ground operation which involves ground power operations, aircraft mobility, and cargo/passenger loading operations. Airport sites are being evaluated, and the selected sites should be chosen with land areas that offers long term development at the minimum financial cost and social cost. Imaginary surface were established in an airport to determine whether an object is obstruction to air navigation. Summary An airport is an aerodrome with facilities used to take off and land of aircraft. The greater size and speed of aircraft the longer the runway needed. Airport planning development criteria are often categorized based on facilities offered and aircraft activity levels. The facilities and ground support equipment are needed in the airport to keep the flight operation easy.  REFERENCES Kazda, Antonin and Caves, Robert 2000. Airport design and Operation. Elsevier Science Ltd. Kidling, Oxford OX5 1GB, UK.23-25 First Lok Yang Road, Jurong, Singapore 629733 https://www.tronair.com/support/ground-support- equipment-glossary/ THANK YOU SO MUCH AND GOD BLESS US ALL…