Browse Topic: Runways
Air Traffic Management (ATM) must be familiar with the exact Aircraft Take-off Weights (ATOWs) of airplanes to make the most use of runways, maintain safety margins high, and keep utilization and resources in balance. This paper aims to present a dependable ATOW forecasting methodology that can assist the air transport industry in enhancing operational decision-making. This research used datasets acquired from the EUROCONTROL Performance Review Commission (PRC) 2024 Aircraft Take-Off Weight Estimation dataset featuring 527,000 flights over Europe containing aircraft details, air trips and flight conditions. Technique comprises structured data input, inspection of missing data, timestamp aggregation to identify demand cycles over time, and domain-specific feature engineering using distance_per_minute, block_minutes, taxiout_ratio, and a strong wake turbulence metric The two supervised learning models used were Linear Regression (LR) for understanding and XGBoost for performance
In the last years, new rotorcraft configurations have increased the attention among industries, through which the tiltrotor one due to its capability of combining both rotorcraft and aircraft advantages. However, there are situations where the vertical take-off mode could be enhanced in hard environmental and flight conditions. Therefore, to address this challenge, this work aims to develop a methodology to characterize a roll take-off model for a general tiltrotor configuration in such situations. By combining the integration of the equation of motion and geometrical assumptions, the runway distance is determined for an acceptable range of nacelle tilting angles. The process is developed by meeting the requirements defined by the regulations, combining the aircraft certification standards (CS23 and CS25) with the available tiltrotor certification basis from the FAA project #TC3419RC-R. Following the Nominal application, a sensitivity analysis is carried out, which studies the main
Transporting cargo has been a goal of helicopter operations since the earliest days of development. The concept of carrying passengers and cargo from and to remote locations without a runway was originally exploited by the US military in times of peace and war. Early helicopter designs were limited in fixed useful load after onboarding crew and fuel. The 1940's saw helicopters transporting small, lightweight packages on an as-needed basis. The decade of the 1960's started seeing heavy lift helicopters transporting specialty loads in construction and logistics supply, again on an as-needed basis. Today, several Part 135 helicopter operators offer as needed VTOL cargo services. Blade Air Mobility has developed a successful public company business model in Part 135 passenger transport and is also expanding in carrying parcels. With the advent of transformative VTOL air vehicle designs, there has been increasing emphasis on examining parcel delivery on a regular basis. As omni-channel
This specification covers runway deicing and anti-icing products in the form of a liquid. Unless otherwise stated, all specifications referenced herein are latest (current) revision.
This specification covers a runway deicing and anti-icing product in the form of a solid. Unless otherwise stated, all specifications referenced herein are latest (current) revision.
This SAE Aerospace Recommended Practice (ARP) covers the requirements for a Stationary Runway Weather Information System (referred to as the system) to monitor the surface conditions of airfield operational areas to ensure safer ground operations of aircraft. The system provides (1) temperature and condition information of runway, taxiway, and ramp pavements and (2) atmospheric weather conditions that assist airport personnel to maintain safer and more efficient airport operations. The system can be either a wired system or a wireless system.
If every commuter drove the same few roads at the same time every day, the traffic would be unbearable. That’s exactly what’s happening in the skies above the nation, called the national airspace (NAS). Multiple flights from different airlines try to use the most direct flight paths, converging on the same airports. With limited runway space, that causes jumbo-sized traffic congestion. So, NASA worked with the Federal Aviation Administration (FAA), commercial airlines, and airports to develop and test a new program to manage airport traffic on the ground — the Integrated Arrival, Departure, and Surface (IADS) system. In 2022, the FAA began incorporating IADS capabilities at 27 of the busiest airports in the country.
This test method provides stakeholders (runway deicing/anti-icing product manufacturers, users, regulators, and airport authorities) with a relative ice penetration capacity of runway deicing/anti-icing product, by measuring the ice penetration as a function of time. Such runway deicing/anti-icing products are often also used on taxiways and other paved areas. This test method does not quantitatively measure the theoretical or extended time of ice penetration capability of ready-to-use runway deicing/anti-icing product in liquid or solid form.
This specification covers runway deicing and anti-icing products in the form of a liquid. Unless otherwise stated, all specifications referenced herein are latest (current) revision.
This specification covers a runway deicing and anti-icing product in the form of a solid. Unless otherwise stated, all specifications referenced herein are latest (current) revision.
This paper uses a multi-objective approach in order to optimize the suspension parameters of a bus traveling on poorly maintained runways. The objective functions chosen are the minimization of loads acting on the track and the RMS accelerations on the seat of three strategically positioned passengers on the bus. The numerical model of the bus has 13 degrees of freedom, including lateral dynamics, and the optimization is performed at a traveling speed of 40 km/h in a Double Lane Change (DLC) maneuver. The track is generated according to ISO 8606: 1995, described as class E. The model provides correlations between the sidetracks, and the dynamic interaction between the pavement and the tire is considered using the well-known model of Pacejka. Finally, the equations are solved in the time domain by the nonlinear Newmark method. The numerical model is coupled to a multi-objective optimization algorithm based on the Quantum Particle Swarm Optimization (MOQPSO) and to the well-known Non
14-day material test to determine the cyclic effects of runway deicing compounds on cadmium plated parts.
Carter Aviation Technologies, LLC has spent over 20 years developing aircraft concepts utilizing its Slowed Rotor/Compound (SR/C™) technology, a technology that offers VTOL capability with fixed-wing cruise performance in a much simpler and less expensive method than other high speed VTOL approaches, with a rotor always in autorotation in case of emergency. Key to this technology is a rotor and related control system that can be dramatically slowed in flight while remaining stable. Multiple manned demonstrators have demonstrated the feasibility of the technology, as well as provided solid experimental flight test data on performance potential. Carter is now utilizing this technology for a new aircraft concept, the CarterCopter BizJet, to provide runway independent operation with business jet cruise performance, carrying up to nine people at top speeds exceeding 500 mph (435+ ktas or 805+ km/hr). This paper will focus on this new platform, its features, and capabilities.
This test method provides stakeholders (runway deicing chemical manufacturers, users, regulators, and airport authorities) with a relative ice penetration capacity of runway deicing/anti-icing chemicals, by measuring the ice penetration as a function of time. Such runway deicing/anti-icing chemicals are often also used on taxiways and other paved areas. This test method does not quantitatively measure the theoretical or extended time of ice penetration capability of ready-to-use runway deicing/anti-icing chemicals in liquid or solid form.
This test method provides stakeholders (runway deicing chemical manufacturers, users, regulators and airport authorities) with relative ice undercutting capacity of runway deicing chemicals, by measuring the area of ice undercut pattern as a function of time. Such runway deicing chemicals are often also used on taxiways and other paved areas. This test method does not quantitatively measure the theoretical or extended time of ice undercutting capability of ready-to-use runway deicing/anti-icing chemicals in liquid or solid form.
This test method provides stakeholders (runway deicing chemical manufacturers, users, regulators, and airport authorities) with relative ice melting capacity of runway deicing chemicals, by measuring the amount of ice melted as a function of time. Such runway deicing chemicals are often also used on taxiways and other paved areas. This test method does not quantitatively measure the theoretical or extended time ice melting capability of ready-to-use runway deicing/anti-icing chemicals in liquid or solid form.
This study aims to determine the force acting on the rod ball end of an automotive suspension prototype from competition, participant in the Brazilian Tourism Championship 2016, used in training and to determine the fast lap time. The rod ball end is manufactured in SAE 4140 steel with heat treatment (body and ball) and the bush of polyacetal. To determine the force on the rod ball end the lower balance arm was converted into two load cells, through the setting of strain gage in each of the arms that compose it. It was recorded runway images with a camera in the cockpit and another camera placed inside the vehicle with the rear wheel housing, making possible to observe the suspension movement. When the prototype makes a chicane, the centripetal force is higher because the radius curve is small, when is accelerated it generates a force in line with the wheel, the front bar is compressed even more, and the rear is tensioned, that generates a load near to zero in this bar. The greatest
Aviation safety is a fundamental concern for all stakeholders. The traveling public demands the highest safety standards, but also wants convenience and reliability at a low price with minimal environmental impacts. Taking account of these sometimes competing demands can be challenging.
Aviation safety is one of the key focus areas of the aerospace industry as it involves safety of passengers, crew, assets etc. Due to advancements in technology, aviation safety has reached to safest levels compared to last few decades. In spite of declining trends in in-air accident rate, ground accidents are increasing due to ever increasing air traffic and human factors in the airport. Majority of the accidents occur during initial and final phases of the flight. Rapid increase in air traffic would pose challenge in ensuring safety and best utilization of Airports, Airspace and assets. In current scenario multiple systems like Runway Debris Monitoring System, Runway Incursion Detection System, Obstacle avoidance system and Traffic Collision Avoidance System are used for collision prediction and alerting in airport environment. However these approaches are standalone in nature and have limitations in coverage, performance and are dependent on onboard equipment. There is a need to
This aerospace recommended practice provides definition for Airport Runway Brooms and covers requirements for various configurations of runway brooms with and without a carrier vehicle. Runway brooms are primarily used to move and clear snow and ice down to bare pavement on airport operational areas such as runways, taxiways and ramp areas. The term carrier vehicle represents the various self-propelled prime movers that provide the forward motion of the various configurations of runway brooms.
The Spot and Runway Departure Advisor, or SARDA, is NASA’s contribution to improving the efficiency of airport surface operations. It is the centerpiece of a partnership among airlines, airports, and air traffic controllers to improve operations at the nation’s busiest airports.
This SAE Aerospace Recommended Practice (ARP) covers the requirements for a Stationary Runway Weather Information System (referred to as the system) to monitor the surface conditions of airfield operational areas to ensure safer ground operations of aircraft. The system provides (1) temperature and condition information of runway, taxiway, and ramp pavements and (2) atmospheric weather conditions that assist airport personnel to maintain safer and more efficient airport operations. The system can be either a wired system or a wireless system.
Merging and Spacing (M&S) in ACES is a software product written in the Java programming language that adds scheduling and management of flights into and out of an airport for the Airspace Concepts Evaluation System (ACES) simulation. ACES is a systems-level simulation that portrays NAS-wide flight. The ACES simulation, prior to the delivery of the M&S product in 2010, was limited to a node/queuing model for the terminal airspace, which means that it modeled the time an aircraft would generally take from its metering fix to/from a runway, but it did not provide a model for its physical location during that flight phase. The M&S software uses the IAI Kinematic Trajectory-Generator to model actual physical trajectories through the terminal airspace, and uses a scheduling algorithm along with various managers for waypoints (specific locations along the route) to direct each arriving and departing aircraft to a trajectory and schedule that not only behaves according to the performance
Items per page:
50
1 – 50 of 247