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Dr. Antonio A. Trani Associate Professor of Civil and Environmental Engineering Virginia Polytechnic Institute and State University
The aircraft and the airport Aircraft classications Aircraft characteristics and their relation to airport planning New large capacity aircraft (NLA) impacts
Introduces the reader to various types of aircraft and their classications Importance of aircraft classications in airport engineering design Discussion on possible impacts of Very Large Capacity Aircraft (VLCA, NLA, etc.) Preliminary issues on geometric design (apron standards) and terminal design
Aircraft classifications are useful in airport engineering work (including terminal gate sizing, apron and taxiway planning, etc.) and in air traffic analyses Most of the airport design standards are intimately related to aircraft size (i.e., wingspan, aircraft length, aircraft wheelbase, aircraft seating capacity, etc.) Airport fleet compositions vary over time and thus is imperative that we learn how to forecast expected vehicle sizes over long periods of time The Next Generation transportation system will cater to a more diverse pool of aircraft
Aircraft Classifications
Aircraft are generally classified according to three important criteria in airport engineering:
Geometric design characteristics (Aerodrome code in ICAO parlance) Air Traffic Control operational characteristics (approach speed criteria) Wake vortex generation characteristics Other relevant classifications are related to the type of operation (short, medium, long-haul; wide, narrow-body, and commuter, etc.)
Design Group
A B
Wingspan (m)
< 15 15 to < 24
Example Aircraft
All single engine aircraft, Some business jets Commuter aircraft, large business jets (EMB-120, Saab 2000, Saab 340, etc.) Medium-range transports (B727, B737, MD-80, A320) Heavy transports (B757, B767, A300) Heavy transport aircraft (Boeing 747, A340, B777) A380, Antonov 225
C D E F
Design Group
I II III IV V VI
Wingspan (ft)
< 49 49 - 78 79 - 117 118 - 170 171 - 213 214 - 262
Example Aircraft
Cessna 152-210, Beechcraft A36 Saab 2000, EMB-120, Saab 340, Canadair RJ-100 Boeing 737, MD-80, Airbus A-320 Boeing 757, Boeing 767, Airbus A-300 Boeing 747, Boeing 777, MD-11, Airbus A340 A380, Antonov 225
Group A B
Example Aircraftb All single engine aircraft, Beechcraft Baron 58, Business jets and commuter aircraft (Beech 1900, Saab 2000, Saab 340, Embraer 120, Canadair RJ, etc.) Medium and Short Range Transports (Boeing 727, B737, MD-80, A320, F100, B757, etc.) Heavy transports (Boeing 747, A340, B777, DC-10, A300) BAC Concorde and military aircraft
121-140
141-165
E
a. At maximum landing mass.
> 166
b. See FAA Advisory Circular 150/5300-13 for a complete listing of aircraft TERP groups and speeds
Group Small
Example Aircraft All single engine aircraft, light twins, most business jets and commuter aircraft Large turboprop commuters, short and medium range transport aircraft (MD80, B737, B727, A320, F100, etc.) Boeing 757a, Boeing 747, Douglas DC-10, MD-11, Airbus A-300, A-340, Airbus A380 (pending reductions)
Large
41,000-255,000
Heavy A380
a. For purposes of terminal airspace separation procedures, the Boeing 757 is classifed by FAA in a category by itself. However, when considering the Boeing 757 separation criteria (close to the Heavy category) and considering the percent of Boeing 757 in the U.S. feet, the four categories does provide very similar results for most airport capacity analyes.
Category 0 1 2 3 4 5 6
Number of Seats < 50 50-124 125-179 180-249 250-349 350-499 > 500
Example Aircraft Embraer 120, Saab 340 Fokker 100, Boeing 717 Boeing B727-200, Airbus A321 Boeing 767-200, Airbus A300-600 Airbus A340-300, Boeing 777-200 Boeing 747-400 Boeing 747-400 high density seating
Used in the forecast of aircraft movements at an airport based on the IATA forecast methodology.
10
General aviation aircraft (GA) Corporate aircraft (CA) Commuter aircraft (COM) Transport aircraft (TA)
Short-range Medium-range Long-range
11
12
Cessna Citation II
Gulfstream G-V
13
Bombardier DHC-8
Saab 340B
Embraer 145
14
Airbus A-320
Boeing 737-300
McDonnellDouglas MD 82
15
Boeing 757-200
Airbus A300-600R
16
Boeing 777-200
Boeing 747-400
17
Surge of commuter aircraft use for point-to-point services Possible introduction of Very Large Capacity Aircraft (VLCA)
18
Large capacity aircraft requirements Discussion of future high-capacity airport requirements Airside infrastructure impacts Airside capacity impacts Landside impacts Pavement design considerations Noise considerations Systems approach
19
20
Aircraft Separation Analysis Aircraft Wake Vortex Model Aircraft Separation Standards
Landing Gear Configurations Landing Gear Configuration Strut Configurations Wheel Track, Wheel Length
21
Landing Gear Configurations Landing Gear Configuration Strut Configurations Wheel Track, Wheel Length
Thrust and EPNL/SEL Landing Gear Configuration Landing Analysis Takeoff Analysis
22
23
VLCA Schematic
VLCA aircraft will have wingspans around 15-25% larger than current transports
Four 315 kN Turbofan Engines MTOW = 5,400 kN 2 S = 700 m AR = 9.5 Payload = 650 passengers Design Range = 13,000 km.
24
Structural weight penalties of folding wings are likely to be unacceptable to most airlines The empennage height could be a problem for existing hangars at some airport facilities
VLCA
Boein g 7 47-400
24 .87 m
14 o 75.67 m
25
Source: Airbus
NEXTOR - National Center of Excellence for Aviation Research
26
VLCA Aircraft
A310-300 B767-300 B747-400 IL-86
9.0
B767-200 L1011-500 DC-8-63 DC-8-50 B707-320
B777-A
8.0
7.0
B707-121
6.0 1940.0
1960.0
2000.0
2020.0
27
5500
(10,186)
6000
(11,112)
6500
7000
7500
8000
(14,816)
28
It is possible that aircraft designers in the near future will exceed the FAA design group VI limits
90 VLCA Wing Aspect Ratio
AR =9.0
85 81.5 80
75
70
65 5000
(9,260)
5500
(10,186)
6000
(11,112)
6500
7000
7500
8000
(14,816)
29
Increase taxiway dimensional standards for design group VI to avoid possible foreign object damage to VLCA engines (increase taxiway and shoulder widths to 35 m and 15 m, respectively)
61 m
31 m
VLCA on DG VI Runway
VLCA on DG VI Taxiway
30
Increase the minimum runway to taxiway separation criteria to 228 m (750 ft.). This should increase the use of high-speed exits
183 m 230 m
31
Larger transition radii (due to large aircraft yaw inertia) Linear taper turnoff width from 61 m to 40 m (metric stations 250 to 650)
100
75
50
25
VLCA Aircraft
32
The llet radius design standards for design group VI should sufce for VLCA aircraft
31.00
28.00
29.00
30.00
31.00
32.00
33.00
34.00
Distance Main Undercarriage to to Cockpit (m.) Distance from from Main Undercarriage Cockpit (m)
33
VLCA length of llet requirements will probably be satised using current geometric design criteria
80.00 70.00
28.00
29.00
30.00
31.00
32.00
33.00
34.00
Distance Main Undercarriage to to Cockpit (m.) Distance from from Main UndercarriageCockpit (m)
34
is the separation distance between aircraft i and j in km K K , K , and K are regression constants found to be 6.1000, 0.00378, -0.24593 and 0.44145, respectively L and L are 4.7000 and 0.00172 and have been derived using empirical roll control ight simulation data
ij
1 2 3 4 1 2
35
20.0
16.0
VLCA
12.0
8.0
36
5 4
Clean aircraft Speed = 160 knots Sea Level ISA 14 km behind aircraft
VLCA (4,400 KN)
3 2 1 0 20 30
Vortex Cores Lockheed C5A (2,060 KN)
40
50
60
70
80
37
Aircraft Separation Analysis (cont.) In-trail separation criteria for approaching aircraft using the tangential speed matching method
16
IMC Conditions 14
12
10
8 3500
4000
4500
5000
5500
6000
6500
6000
(11,112)
6500
7000
7500
8000
(14,816)
38
39
40
Te rm inal
4 9 0 m.
count
ReadMe
Heavy Acft Gate
Exit #
c Circulation
33
Immigration
Baggage Claim
CUSTOMS Customs
0
L W
? b select
# Exit
0
Entrance to Landside facilities Transfer Passengers are seperated here Transfer Passengers Count
41
30
60 90 Time (minutes)
120
150
42
VLCA aircraft could employ dual-level boarding gates to provide acceptable enplanement performance
VLCA Boei ng 7 47 - 40 0
Terminal
24.87 m
1 4o 75.67 m
VLCA
Boei ng 7 47 - 40 0
Terminal
24.87 m
1 4o 75.67 m
43
Noise Impacts
High by-pass ratio turbofan engines with maximum takeoff thrust of 315-350 kN will be necessary to power VLCA aircraft The engine size will probably be determined by takeoff run and engine-out climb requirements
Sound Exposure Level (dBA)
125 VLCA Thrust Rating (kN)
44.55
100
75
50 100.00
1000.00
10000.00
44
Runway
20 00
40 00
6000
8000
10000
45
80 60 40
Quadruple + Triple-in-Tandem
20 1 2 4 6 8 10 CBR Value 20 30 40
46
Fleet Additions Maintenance Cost Average Utilization Aircraft Life Cycle DOC
Fleet Retirement
Depreciation Cost
Insurance Cost
Annual DOC
Crew Expenses
Average Utilization
47
48
Desired Range in Km. and (n.m.) Aspect Ratio Cruise Mach Number VLCA Capacity (pass.) MTOW kN (lbs) Wingspan (m.) Aireld Geometric Infrastructure Improvement Cost Terminal Curb Frontage Improvement Cost Parking Garage Improvement Cost Landside Improvement Cost International Terminal Infrastructure Improvement Cost Total Airport Infrastructure Improvement Cost
10,186 (5,500) 9.5 0.85 650 3,830 (860,000) 70 39,017,641 45,900 2,653,750 2,699,650 77,523,165 124,240,456
12,965 (7,000) 9.5 0.85 650 5,385 (1,210,000) 82 48,299,715 45,900 2,653,750 2,699,650 77,523,165 136,394,530
13,890 (7,500) 9.5 0.85 650 6,100 (1,370,000) 87 59,736,701 45,900 2,653,750 2,699,650 77,523,165 149,959,516
49
Summary
An integrated life-cycle approach is needed to estimate the impacts of VLCA aircraft High-capacity aircraft operating at high-capacity airports will require some changes to current design standards Some of the design standards for airside infrastructure should be revised to plan ahead for strategic VLCA aircraft The effect of reduced airside capacity will not yield reduced passenger demand ow rates at airport terminals
50
High capacity airports could benet from lower ight frequencies resulting from VLCA operations if the passenger demand ows are the same
51