AIRCRAFT CHARACTERSTICS

We need this knowledge because it is essential for designing of air port airside It includes *A/C SIZE *A/C WEIGHT*A/C ENGINES*A/C SPEED* A/C NOISE* A/C CAPACITY* A/C TURNING RADIUS 1. A/C SIZE It is essential for determining of building configurations,site clearance ,size of parking apron etc. it includes wing span, fuselage length, distance between gears, wheel base, height and tail width. 2.A/C WEIGHT Major factor governing the length of runway, pavement thickness of taxiway, runway and apron, how far can A/C fly. TYPE 2.1) Operating Empty Weight, OEW. Basic wt of a/c + Crew members + Gear assembly varies with seating capacity. 2.2) Zero fuel weight, ZFW. Weight above which all weight is fuel. ZFW = OEW + PAY LOAD 2.3) Pay Load ,PL Revenue Producing Load PL=PAX + BAGG + CARGO + MAIL. Typical Payload of Transport (Table 3 5). B 707 17.9 TONS A 310 35.2 B 747 44 2.4) Maximum Structural Payload, MSPL. Maximum load a/c is certified to carry, whether this load be pax., cargo or both MSPL = ZFW OEW Max payload is actually less than MSPL because of space limitations( seats and other items) 2.5) Maximum Structural Take Off Weight(MTOW) Maximum weight authorized at brake release for takeoff. MSTOW= OEW + FUEL (TRIP + RESERVE) + PAYLOAD 2.6) Maximum Ramp Weight (MRW) Maximum weight authorized for ground maneuver. MRW = OEW + FUEL (TRIP + RESERVE + TAXI + RUNUP) + PAYLOAD As the aircraft taxis between apron and the end of the runway, it burn fuels and consequently loses weight. Slightly greater than MTOW.

2.7) Maximum Structural Landing Weight (MSLW). It is the structural capability of the a/c in landing. The main gear is design to absorb the encountered during landing. 2.8)FUEL WEIGHT 2.8.1.Run up fuel It depends on travel distance and queue time. 2.8.2. Trip fuel- It depends on range, speed, altitude ,payload and weather conditions. 2.8.3.Reserve fuel- It depends on distance to nearest air port ,amount of specified waiting time and length of trip . 1 GALLON OF JET FUEL WEIGHS= 6.7 Lb.

PAY LOAD VS RANGE

4

Pa

3 PAY LOAD

E
2

Pb
1

B RD RA
3 4 5 RANGE

RE
6

RB
7 8 9

0 0 1 2

3.A/C ENGINES 3.1.Piston Engine Powered by gasoline fed reciprocating engines and drawn by propeller or air screw.e.g Cessna. 3.2.Turbojet -Compressor is rotated with a motor, air sucks in ,ignited by a fuel, expands and escapes through the tail giving a thrust to A/C. 3.3.Turboprop- Similar to turbojet except the propeller is provided in it. Turbine extracts enough power to drive both compressor and propeller. Less effective than turbo jet. 3.4.Turbofan-Turbojet + large dia blades in front of compressor , more economical. B-707,B-747 and A-300.

Thrust and Performance Thrust the force exerted in any direction by a fluid, jet, or by a powered screw. - Rated in pound of thrust in static position at any level. - During cruising A/C utilizes Th. 1/5th thrust.B-707 18000 lb.Concord 38000 lb. Performance A/C performance can be measured by BYE pass ratio and specific fuel consumptions. 4. A/C SPEED 4.1.Cruise speed- The speed at which a/c travels W.R.TO ground. 4.2.Air speed Speed W.R. to wind 4.3.Indicated Air Speed- From an indicator in cockpit. 4.4. Stall speed- The speed at which A/C takes off. 4.5.Take off decision speed- Speed at which pilots decides to t/off. 5.A/C Noise . Machinery noise + jet exhaust. Expressed as Epndb (db+12) 6. CAPACITY No. Of Pax+Baggage +Cargo +Fuel That Can Be Accomodated In A/C. It helps in detrmining the pay load(200 lb/seat)

7.A/C Turning Radius. - largest radius is most critical for stand point of view of clearance to bldg.or adj. A/C.(60-80 ) - Measure from center of rotation to wing tip,nose or tail tip.

JINNAH TERMINAL BUILDING AT KARACHI

To accommodate and cope with the traffic increase at Karachi international a/port a new terminal was constructed. It includes THE MAIN terminal building covering approx. 79000 sqm. Of functional ,office and service space and two satellite buildings with a total covered area of 22000 sqm. A two level processing concept was used; arrivals and departures is on level-1 and level-2 respectively. The terminal bldg. Is linked via connecting corridors with the two satellites and having provisions of passenger loading bridges. the eastern satellite is dedicated exclusively to handle international operations whereas western satellite is handling domestic operations only. The 8 storeyed terminal includes: office space for various airport agencies and airlines; transit and visitors restaurants; staff personnel facilities; visitors facilities such as concourse at arrival & departure levels & visitors terrace at level-4; space allocation for banks, shops and various concessions, to make the terminal building a self contained and fully operational facility. The two satellites supplement the departure lounges of the Terminal Building and also provide limited shopping facilities and snack counters.Other facilities includes: Aircraft apron located north of the terminal building with paved area approximately 266,000 sqm. Approach bridge structure and ramps to the departure level. Car parking facilities for approximately 2,000 vehicles. New access roads from Shahrah-e-Faisal & Jinnah Avenue and link roads to existing terminals. Utility building and connecting underground service tunnel. Revamp vehicle maintenance building for foreign airlines. The new airport provides advanced technological systems and equipment in the following areas: Mechanical airport installations such as passenger loading bridges and semi automatic baggage handling systems. Fuel hydrant system for direct aircraft refueling. Access control, public address ,power supervisory, flight information display, closed circuit television, fire detection, water supply, HVAC control and security monitoring systems and master clock all monitored through a central computer control system. Grid station with 60 mva capacity through use of two 132/11 kv transformers. Two 1250 kva diesel generators to cater for emergency services in case of power failure. To facilitate the flow of passengers ,76 check in counters;72 electronic luggage scales;13elevators,8 escalators ,8 baggage conveying belts; 1200 baggage trolleys; health ,immigration ,customs and security screening channels and an attractive signage system for guidance of the passengers is provided for passengers convenience. The construction work commenced in December 1988 and was opened in 1992. The cost of the entire project was more than Rs.4.0

Billion. The project is equipped to handle 8.36 Million passengers per year. After commencement of Jinnah terminal the existing terminals is being used for cargo handling, small aircrafts, Haj traffic and general aviation .

Effect length

of

aircraft

performance

on

Runway

FAR Federal Aviation Regulations on aircraft manufacturers . Environment at the airport. The regulations pertaining to turbine aircraft in establishing the length for safe operations: 1. A normal takeoff in which all engines are available and sufficient runway is required to accommodate variations in liftoff techniques and distinctive performance characteristics of these aircraft. 1. Takeoff involving an engine failure in which sufficient runway is required to allow aircraft to continue takeoff despite the loss of power or else to break to stop. 2. Landing in which sufficient runway is required to allow for normal variation in landing technique, overshoots, poor approaches and the like. The Normal takeoff case requires a clear way which is an area beyond the runway and is in alignment with the center line of runway .The width of clearway is not less than 500 ft and not longer than 1000 ft. and is kept free from obstructions. The clearway should not protrude a plane inclined upward at a slope of 1.25 % from the runway end. The regulations requires that one half the difference between 115 % of the distance to reach the point of liftoff distance LOD ,and takeoff distance may be clearway . The remainder of the takeoff distance must be full strength pavement and is identified as TOR.

TOD1=1.15 D351, CL1

FL1=FS1+CL1 max,WHERE MAX=0.50[(TOD1-1.15 LOD1)], TOR1= TOD1- CL1 MAX, FS1= TOR1

The Engine failure case with take off may require a clearway to continue the takeoff. The regulations requires that one half the difference between liftoff distance LOD ,and takeoff distance with the remainder being full strength pavement.

TOD2=D352 , CL2

FL2=FS2+CL2 max, WHERE MAX=0.50[(TOD2- LOD2)], TOR2= TOD2- CL2 TOR2

MAX,

FS2=

The engine failure case with aborted take off may require sufficient distance to stop the airplane rather to t/off. This distance is referred to accelerate stop distance,DAS. Stopway is required for decelerating the aircraft and bringing it to stop during an aborted take off. To be considered as such the stopway must be capable of supporting the A/C during an aborted T/OFF without inducing structural damage to the A/C.

FL3=FS + SW

FL3 =DAS

The landing case requires that the A/c should come to stop within 60 % of the landing distance. The runway of full strength pavement is provided for entire landing distance.

FL4 = LD LD= SD /0.6 FS4= LD To determine the required field length and the various components of length such as full strength pavement ,stopway and clearway the above equations must each be solved for the

critical design a/c at the airport. This will result in finding each of the following values. FL= MAX (TOD1 , TOD2 , DAS , LD ) FS= MAX (TOR1 , TOR2 , LD ) SW= DAS- MAX (TOR1 , TOR2 , LD ) SWMINIMUM= 0 CL= MINIMUM (FL DAS , CL1 MAX , CL2 MAX ) CLMINIMUM=0 , CLMAX = 1000 ft.

Environment at the airport

The basic runway length is for mean sea level having standard atmospheric conditions. Necessary conditions are therefore applied for any change in elevation ,temperature and gradient for the actual site of construction.

Correction for elevation

As the elevation increase the air density reduces,this in turn reduces the lift on the wings of the A/C and the A/C requires greater ground speed before it can rise into the air. To achieve greater speed ,longer length of runway is required. ICAO recommends that the basic runway length should be increased at the rate of 7% per 1000 ft rise in elevation above MSL.

Correction for Temperatures The rise in temperature has the same effect as that of increase in elevation. Airport reference temperature is defined as the monthly mean of the average daily temperature ta for the hottest month of the year plus one third the difference of this temperature ta and the monthly mean of the maximum daily temperature tm for same month of the year.Thus airport reference temperature =Ta+(Tm-Ta)/3. ICAO recommends that the basic runway length after having been corrected for elevation should be further increased at the rate of 1 % for every 1C rise of airport reference temperature above the standard atmospheric temperature, which is 15.5C(59 F) III) Check for total correction for elevation plus temperature.
ICAO further recommends that if the total correction for elevation plus temperature exceeds 35 % of the basic runway length, these

corrections should then be further studies at the site by model tests.

checked by conducting specific

IV) Correction

for

gradient

Steeper gradient results in greater consumption of energy and such as longer length of runway is required to attain the desire ground speed. ICAO does not recommend any specific correction for the gradient . FAA recommends that the runway length after having been corrected for elevation and temperature should be further increased at the rate of 20 % for every 1 percent of effective gradient. Effective gradient is defined as the maximum difference in elevation between the highest and lowest points of runway divided by the total length of runway.

PROBLEM 1

A characteristics: CONDITIONS LOD NORMAL T/OFF 6500 ENGINE FAILURE 7200 T/OFF ABORTED T/OFF LANDING -

turbine power A/C has the following runway D35 7000 7900 DAS 9700 SD 4600

Determine the minimum FAR runway length requirement for this A/C, indicating the length of full strength pavement ,the length of stopway and the length of clearway if the runway is to be used by this A/C in both directions.

SOLUTION
NORMAL T/OFF FL=MAX(TOD1,TOD2, DAS,LD)=9700 CASE 1 : TOD1=1.15 D35= 8050 FT. FT. CL1MAX=0.5(TOD11.15LOD1)=287.5 FS= MAX(TOR1,TOR2, LD)=7763 FT. FT. TOR1= TOD1- CL1MAX= 7762.5 =FS1 SW= DAS- MAX(TOR1,TOR2, LD)=1937 FT CL= MIN (FL-DAS,CL1MAX, CL2MAX)=0 ENGINE FAILURE T/OFF TOD2=( D35)2 = 7900 FT. CL2MAX=0.5(TOD2- LOD2)=350 FT. TOR2= TOD2- CL2MAX= 7550 =FS2 ABORTED T/OFF FL3= DAS=9700 FT. LD=SD/0.6= 7667 FT.
HENCE FL=9700FT.SW=1937FT CL=0 &

PROBLEM 2
A new runway is being planned for Denver International airport. The mean maximum daily temperature at Denver is 95F and the airport elevation is 5330 ft. The maximum difference in centerline elevation is 20 ft. Determine the required take off and landing runway length for this A/C at Denver using the charts. MSTOW =408900Lbs,MSLW=363500 Lbs.

SOLUTION

LANDING RUNWAY LENGTH

Landing wt from B-3 is 345960 lb.by interpolation. For this weight, landing runway length is 7370 ft., again by interpolation of the lower half of the same chart. Takeoff runway length Takeoff wt from B-3 is 321960 lb. By interpolation. For this weight, takeoff runway length is 7370 ft.,again by interpolation of the lower half of the same chart. Correction for centerline elevation = Runway length + 10 times difference in center line elevation = 7370+10x20=7570 ft.= 7600 ft.