Runway service. Specifications

Africa

Since July 2017, the specialists of Aerodorstroy LLC began to carry out work on the comprehensive repair of the runway at the Bryansk international airport. The work of the Bryansk airport is under the personal control of the governor of the region, so the employees of our organization had to show high professionalism and ensure high quality work performed.

Video report of the repair of the runway of the airport "Bryansk"

Comprehensive repair of the runway at the airport "Bryansk"

The first thing to be done was to bring expansion joints (compression and expansion) on the strip in accordance with the technical requirements. As a result, during the period of work, old expansion joints were repaired and new expansion joints were cut. total about 30 km. This made it possible to prevent further destruction of the strip and extend its service life. In the course of the work, modern powerful high-performance joint cutters and autonomous self-propelled pouring boilers were involved, which made it possible to achieve strict compliance with the production schedule and operating regulations of the operating airport.

The next stage of the complex repair was the patching work on the runway and taxiway. Since the airport is operational, the work required efficiency and strict adherence to the technological process.

High-strength fiber-reinforced concrete of a special composition was chosen as a repair material with the use of microsilica additive, which made it possible to accelerate the hardening process, as well as to increase the strength characteristics of the composition. A team of workers made more than 200 m2 of patching, despite the fact that the work was carried out in the "technological windows", which made it possible not to violate the air traffic regime of the airport.

.Thus, the repair work carried out by Aerodorstroy helped extend the life of the track by several years and became the basis for a larger-scale reconstruction of the airport's planar infrastructure in the foreseeable future.

Runways (WFP, "Maslul ha-Tisa") - the central part of the infrastructure of the air force bases. These lanes need constant (daily) maintenance. The WFP Sector (“Mador Maslyulim”, commander with the rank of lieutenant colonel) of the Technical Directorate (“Lahak Tziyud”) of the Air Force Headquarters is responsible for the WFP, and at the Air Force bases themselves, the Operational Airfield Department (“Gaf Sade Mivtsai” or “Gaf Sade Teufa Mivtsai”, in the past - "Gaf Sherutey Maslyul", i.e. WFP Services Department, commander with the rank of major) in the composition. The control tower is subordinated to the same department and fire station air bases.

The cleanliness of all runways and taxiways of the base is checked twice every day. The runway should be free of stones, screws, plastic bags, plants and other debris, the so-called. "foreign objects" (foreign object). It is worth remembering that any such object can be sucked into the air intake of the aircraft and lead to the destruction of the engine compressor, fire and loss of the aircraft (FOD - Foreign Object Danger).

Along the runway there are marking lights for night flights. They must be in working condition, i.e. it is necessary to constantly replace burnt out light bulbs and change damaged plastic lamp covers. It is necessary to monitor the condition of the runway pavement, immediately repairing cracks and other types of asphalt or concrete deterioration.

In case of breakdowns in the braking systems of aircraft, the runways are equipped with emergency braking devices: arrester cables (“Atsira Cable”) and a stopping network (“Atsira Sieve”). It is necessary to check them regularly, carry out preventive maintenance and replace damaged parts.

The presence of water sources and vegetation along the runway may attract animals and birds. They (primarily birds) can also be sucked into the air intake, i.e. also pose a threat to aircraft.

The Direction of Construction (“Anaf handasa Ezrahit”) of the Technical Directorate of the Air Force Headquarters is responsible for the construction of the runways and their repair, and at the bases - the Construction Units of the Air Bases (“Yehidat ha-Binui”). Depending on the type of soil and the mass of constantly operated aircraft, the runways of various bases have different pavement thicknesses. The condition of the runway is constantly monitored and, depending on various factors, decisions are made to repair a particular section of the runway. Fuel leaks, rain and floods, earthquakes, flight intensity - all affect the condition of the runway, repair decisions are individual for each case.

One of the central tasks of the Air Base Construction Units (and the Engineering Department within it, "Gaf handasa") is to keep the runway in working order in case of war and to damage the stripes from bombing and rocket attacks. There are well-established methods for the rapid elimination of craters and the restoration of runway pavements. R&D is constantly going on to develop new technologies in this area. Exercises are regularly conducted to practice the skills of these works at each base.

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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"

Determination of the capacity of the runway of the aerodrome 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 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) occupation of the runway during takeoff - the beginning of the taxiing of the aircraft for 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 taxiway

for high-speed taxiways

1) for conventional taxiway

2) for high-speed taxiways

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 taxiway

2) for high-speed taxiways

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

1) for conventional taxiway

2) for high-speed taxiways

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 the traffic intensity of the B-727 aircraft in the total intensity air traffic 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. So, it is necessary to choose the direction of the LP, providing longest time its use.

The concept of the wind load coefficient () 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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...

What determines the structure of the airport

From his size. For most of us, by airport we mean a huge complex with hangars, terminals, command and control towers and runways with an operating mode 24/7. 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.
AT 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 shops duty free, 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 3,300 m long runway to take off. And 914 m is enough to take off aircraft with a capacity of up to 20 passengers.

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 whichever runway 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. Beacon lights that flash green and white indicate civil 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 meeting rooms, 90 shops and 56 service points where passengers receive 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, the Emirates Terminal offers 11,000 m2 of retail space, three spas, and 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 on domestic flights passport control and security control. Passengers on international flights go through customs, security and passport control.

Airports look for prohibited items using a combination of 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

The ground transportation system 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 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.

Runway service. Specifications

Video report of the repair of the runway of the airport "Bryansk"

Comprehensive repair of the runway at the airport "Bryansk"

The next stage of the complex repair was the patching work on the runway and taxiway. Since the airport is operational, the work required efficiency and strict adherence to the technological process.

.Thus, the repair work carried out by Aerodorstroy helped extend the life of the track by several years and became the basis for a larger-scale reconstruction of the airport's planar infrastructure in the foreseeable future.

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