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Airports
Published in Milan Janić, System Analysis and Modelling in Air Transport, 2021
The runways enable aircraft take-offs and landings. At most commercial airports, aircraft perform precise approach and landing means using ILS (Instrument Landing System) (Cat. I, II, III). The aircraft can operate on a given runway under limited conditions of headwind and tailwind of up to 9–11 km/h (5–6 kts). Operation of the aircraft categories A, B, Con a given runway can be affected by a maximum crosswind of 19 km (10.5 kts) to 37 km/h (20 kts). The aircraft categories D, E, F can operate under across wind of about 46–55 km/h (25–30 knots). Regarding these constraints, the usual objective in designing and locating the airport runways is that they have to be operative for about 95% of the time throughout the year. The crossing runways are designed just to fulfil these usage requirements (ICAO, 2004; Janić, 2013).
Application of nonlinear inverse methods to the control of powered-lift aircraft over the low-speed flight envelope
Published in Mark B. Tischler, Advances in Aircraft Flight Control, 2018
Evaluations of system performance were obtained from flight experiments that involved precision approaches and landings on a STOL runway. The approaches were conducted along curved trajectories on a 6° descending path, beginning at flaps-up cruise airspeeds and decelerating to typical final approach speeds from 65 to 70 knots. Instrument flight conditions were simulated down to a minimum of 100 ft altitude, below which the final segment of the approach and the landing were performed visually. Winds varied from calm to strong crosswinds with moderate turbulence. Three NASA pilots who flew the aircraft to assess the system reported achieving fully satisfactory flying qualities for these operations. Specifically, they were able to obtain the precision of performance desired for an instrument approach and landing and to do so without objectionable effort on their part to compensate, mentally or physically, for deficiencies in the aircraft’s behaviour. These results were insensitive to variations in wind and turbulence.
Operational disruptions
Published in Peter J. Bruce, Yi Gao, John M. C. King, Airline Operations, 2018
Crosswinds, however, can cause problems as each aircraft has a maximum tolerance (prescribed by the manufacturer) for operating in these conditions. In operational control terms, if an airport has a selection of runways that overcome crosswind restrictions, then flights can operate normally. However, if the airport has a single runway, and crosswinds exceed the maximum tolerance, an aircraft may not be able to use the airport. This is exacerbated if the airport is a remote airport, especially with the closest alternate airport some considerable distance away. In Australia, for example, Alice Springs and Mount Isa are two such airports. Even in main, large airports, if the wind directions negate the use of the cross runways (i.e., reduce to single runway operations), the normal ATC flow rates or operating traffic capacity of the airport may be cut by as much as fifty per cent.
Multicriteria decision and sensitivity analysis support for optimal airport site locations in Ordu Province, Turkey
Published in Annals of GIS, 2023
H. Ebru Çolak, Tuğba Memişoğlu Baykal, Nihal Genç
The wind affects the performance of aircraft and runway design at the airport. They can be named differently according to the direction of the breeze. The wind breezing to the aircraft from the front is called the headwind, the wind breezing from the back is called the tailwind, and the wind breezing from the side is called the crosswind. The speed and direction of the wind are important because the take-off and landing of aircraft depending on the air’s speed. In the airport environment, it is also a factor that affects runway selection. Airplanes perform higher in take-off and landing with the wind called the headwind. Wind speed and direction also affect runway usability. Current speeds and directions may not be suitable for all aircraft. Since aircraft do not have the same wind sensitivities, these vehicles may not always be helpful, which results in a waste of money and time for operators. As another effect, it can be shown that the vehicles underway can go off course due to the wind. Strong winds may force the aircraft to change the route. Routes between airports are vital. The route change will affect the route layout (Horonjeff et al. 2010).
Evaluating the operational performance of airside and landside at Chinese airports with novel inputs
Published in Transportation Planning and Technology, 2018
Baocheng Zhang, Lili Wang, Zhijian Ye, Jianzhong Wang, Wenpeng Zhai
Winds are the primary determinant of the number of runways available for simultaneous use. Aircraft can use a runway for takeoff or landing only when crosswinds are within prescribed limits and a tailwind does not exceed 5–6 knots (9–11 km/h) (FAA 2014a).