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Airports
Published in Milica Kalić, Slavica Dožić, Danica Babić, Introduction to the Air Transport System, 2022
Milica Kalić, Slavica Dožić, Danica Babić
The runway is a defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft. Additionally, there are other areas around the runway, such as stopways, clearways, runway and safety areas, and runway strips. It is very important to provide a stopway and/ or a clearway as an alternative to an increased length of the runway. The stopway is an area beyond the runway which can be used for deceleration in the event of a rejected take-off. The stopway has sufficient strength to support a decelerating aircraft in all weather conditions.12 A clearway is an area beyond the paved runway, free of obstructions and under the control of the airport authorities. A runway and any associated stopways are included in a runway strip. A strip extends before the threshold and beyond the end of the runway or stopway. A runway end safety area is provided at each end of a runway strip. Runway and safety areas are a formal means to limit the consequences when aircraft overrun the end of a runway during a landing or a rejected take-off, or undershoot the intended landing runway. The runway strip and runway end safety area increase the safety of aircraft that undershoot, overrun, or veer off the runway, and it provides accessibility for firefighting and rescue equipment during such incidents and accidents.13 All of the definitions mentioned above are taken from the ICAO Annex 14.
Analyzing the bearing capacity of materials used in arresting systems as a suitable risk mitigation strategy for runway excursions in landlocked aerodromes
Published in Inge Hoff, Helge Mork, Rabbira Saba, Eleventh International Conference on the Bearing Capacity of Roads, Railways and Airfields, Volume 1, 2021
M. Ketabdari, E. Toraldo, M. Crispino
In order to mitigate the severity of consequences of runway overrun incidents/accidents and to protect involved passengers, specific areas after runway end borders are designed which are called Runway End Safety Areas (RESAs) (EASA, 2014). RESA must be capable of supporting the aircraft in occasional overruns, in dry pavement condition, without causing aircraft structural damage or injury to its occupants (Crispino et al., 2018). International Civil Aviation Organization (ICAO) recommended to increase the length of standard RESA from 90 m to 240 m, starting from the end of the runway strip (which itself is 60 m from the end of the runway) (ICAO, 2010). This new dimension is recommended for designing new runways and the existing ones. Although this strategy may mitigate the severity of incidents/accidents, not all the airports have enough land to accommodate these standard recommendations (Ketabdari et al., 2018).
Launch Vehicles, Propulsion Systems, and Payloads
Published in Janet K. Tinoco, Chunyan Yu, Diane Howard, Ruth E. Stilwell, An Introduction to the Spaceport Industry, 2020
Janet K. Tinoco, Chunyan Yu, Diane Howard, Ruth E. Stilwell
In Concept X, there is no carrier aircraft for the SRV; engines and rocket motors are integrated within the vehicle. After takeoff, the concept dictates that jet engines are shut down and rocket engines are ignited at approximately 60,000 feet, that is, 20,000 feet above the highest altitude that conventional aircraft currently fly. Following jet engine shut down, rocket power will take the craft on a suborbital trajectory. At a certain point when either propellant is consumed or rocket engines are shut down, inertia will bring the vehicle to the trajectory apogee, allowing one to five minutes of microgravity as it nears the Kármán line. When appropriate, the rocket motors will fire to allow the vehicle to reenter the Earth’s atmosphere and either glide with a skid stop to a runway landing or glide then land under jet power. It is highlighted that sufficient runway length is necessary to support a glide flight profile with a skid stop for all concepts that use an unpowered glide return. Current estimates suggest a runway length requirement of 12,000 feet (Gulliver and Finger 2010; United States Federal Aviation Administration Office of Commercial Space Transportation 2005).
Developing an anisotropic material for Engineered Material Arresting System (EMAS) usage
Published in International Journal of Pavement Engineering, 2021
Elvis A. Castillo-Camarena, Ernie Heymsfield
An airfield runway is bordered by runway safety areas to promote aircraft safety during an aircraft accident or incident. The runway safety area bordering the runway ends is referred to as the runway end safety area. The size of the runway safety area is based on early studies conducted by the Federal Aviation Administration (FAA). The FAA study by David (1990) investigated commercial aircraft accidents/incidents between 1978 and 1987. Two-hundred and forty-six accidents/incidents were considered relevant to the study. Approximately 13% of these accidents/incidents were overruns. Twice as many overruns occur during landing than during takeoff. In a more recent study, Hall et al. (2008) reviewed accident/incident data between 1982 and 2006 considering geographic regions with similar accident/incident rates as the US: North America, Western Europe, Oceania, and limited Asian countries. During this time period, 459 relevant overrun accident/incident events occurred. Of these, 60% occurred during landing, 20% during takeoff, and 20% as undershoots. In order to minimise the negative impact of overrun events, the FAA requires a runway safety area (RSA) extending a minimum of 305 m (1000 ft) beyond the runway design length (FAA 2012).
An exploratory study on the effects of human, technical and operating factors on aviation safety
Published in Journal of Transportation Safety & Security, 2019
Joyce M. W. Low, Kum Khiong Yang
Notwithstanding a major cause, there are often multiple minor but contributing causes for a crash. Among the 45 aviation accidents that had occurred during period between 2004 and 2015, nine cases are associated with poor weather condition. TAM Airlines Flight 3054, EgyptAir Flight 843, and AirAsia Flight 8501 which occurred in 2007, 2010, and 2014, respectively, are examples of serious accidents listed in Table 5 that were due to adverse weather conditions beyond human control and intervention. In other instances, weather condition was a partial contributory factor. A MASWINGS DHC-6-310 aircraft with registration 9M-MDM performing flight MH-3002 crashed when the Malaysia Airlines flight crew lost their full control over the aircraft DHC-6 under the strong gusting tail wind on 13 October 2013. Bad weather conditions can also affect visibility and the landing safety at the runway. An Airbus A310-324 passenger plane, registered ST-ATN and operated by Sudan Airways, crashed along the wet runway on 10 June 2008 when the aircraft attempted a long flare landing with a deactivation of one engine thrust reverser and autobrake. Henan Airlines Flight 8387 crashed the ERJ-190 aircraft on 24 August 2010 when the autopilot is shut off, approaching the runway covered by radiation fog. Meanwhile, adverse weather conditions place greater demands on the pilot's judgments and skills. On 25 September 2011, a Beechcraft 1900D aircraft flown by Buddha Air Flight 103 crashed as a result of pilot error as the pilot attempted to land in bad weather. A DHC-6 aircraft flown by Nepal Airlines Flight 183 crashed in poor weather conditions due to a lack of crew coordination and situational awareness on 16 February 2014. In the same year on 13 April, a Boeing 737 plane flown by Lion Air crashed due to insufficient crew action given the rapid changing weather information. Table 5 maps some of major crashes to the factors examined in the study. These crashes can be avoided if airlines strengthen their performance in the significant factors identified.