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Hava alanlarının uçak işletimiyle ilgili planlaması ve Atatürk Havaalanı'nın incelenmesi

The Planning of airports airside and examination of Atatürk airport

  1. Tez No: 66552
  2. Yazar: CENGİZ UTKU
  3. Danışmanlar: PROF. DR. GÜNGÖR EVREN
  4. Tez Türü: Yüksek Lisans
  5. Konular: İnşaat Mühendisliği, Civil Engineering
  6. Anahtar Kelimeler: Belirtilmemiş.
  7. Yıl: 1997
  8. Dil: Türkçe
  9. Üniversite: İstanbul Teknik Üniversitesi
  10. Enstitü: Fen Bilimleri Enstitüsü
  11. Ana Bilim Dalı: Ulaştırma Bilim Dalı
  12. Bilim Dalı: Belirtilmemiş.
  13. Sayfa Sayısı: 88

Özet

ÖZET Birinci bölümde havaalanı planlamasının nasıl yapıldığı hakkında genel bilgi verilmekte ve planlama yöntemleri anlatılmaktadır. Sistem, master ve proje planlaması tanımlanmakta ve bunların uygulanmasında izlenecek yollarla ilgili bilgiler verilmektedir. İkinci bölümde ise pistler incelenmektedir. Kullanılan pist düzenlemelerinin özellikleri açıklanmaktadır. En çok kullanılan pistlerin tipleri tek pistler, paralel pistler, kesişen pistler ve açık -V şeklindeki pistlerdir. Pistlerin uzunluk, genişlik, eğim vb. geometrik standartları verilmektedir. Gerekli pist uzunluğunun hesaplanması anlatılmaktadır. Pistlerle ilgili elemanların neler olduğu açıklanıp bunların özellikleri verilmektedir. Bu elemanlar ise durma uzantıları, aşma sahaları pist sonu güvenli alanları, pist şeridi ve pist banketidir. Son olarak pist kapasitesinin hesaplanması anlatılmaktadır. Üçüncü bölümde taksi yollarının geometrik özellikleri anlatılmakta, planlamalarında dikkat edilmesi gereken konular açıklanmıştır. Hızlı çıkış taksi yollan hakkında bilgi verilmiştir. Dördüncü bölüm apronlarla ilgili olup bunların düzenlenme şekilleri ve sağlamaları gereken standart ortaya konmuştur. Beşinci bölümde Atatürk Havalimanı pist ve apron kapasiteleri master plan çerçevesinde belirlenmiştir. Gelecekte yapılması gereken gelişmeler belirlenerek çözüm önerileri getirilmiştir. ıx

Özet (Çeviri)

SUMMARY THE PLANNING OF AIRPORTS AIRSIDE AND EXAMINATION OF ATATÜRK AIRPORT The rapid growth of air transportation causes insufficient capacity at varies airports. Because of this reason, there is a need of construct new airports and develop existing ones. The planning of airports can be seperated into three groups: 1 -System planning, 2-Master planning, 3-Project planning. System planning is development of airports on metropolitan area, state or country. Master planning is preparing the plans of a specific airport. Finally, project planning is architectural and engineering plan of a specific airport. Airport planning study include the followings: 1 -Coordination 2-Content a-Inventory b-Forecast c- Airport Elements d-Evoluation Criteria 3 -Airport area selection 4-Land use planning 5-Envoiremental effects 6-Economic and financial fisiblity Runway and associated elements considered first at the airport planning. Because they need the greatest area at the airport. Runway configurations must ensure the following: 1 -Landing, take-off and taxiway use may take minimum time. 2-Adequate differences between air planes may be provided. 3 -Minimum taxiway distances between runway ends and terminal area may provided. The elements of runways are stopways, clearways, runway end safety area, runway strips and runway shoulders. Airports have various characteristics. To explain the relationship between this characteristics airport referance codes are developed. The types of runway configurations are single runways, paralel runways, intersection runways and open-V runways. The factors which effect runway configuration are the followings. 1 -Number of runways 2-Operation type 3 -Wind conditions 4- Visibility conditions 5-Airport topoghrafy 6- Air traffic control 7-Envoiremental factorsWhen the lenght of runways is determined the following must be considered: 1-Air plane performance characteristics, 2-Atmosferic conditions. Temperature and winds. 3-Runway slopes and surface characteristics. 4- Airport area and topoghrafic conditions. Runway length is determined for normal conditions and then for differences of temperature, slope and airport elevation the length must improved. Many runway configurations exist. Most are combinations of several basic configurations: single runway, paralel runways, intersecting runways, and open-V runways. Single runway is simplest of the runway configuretions. It has been estimated that the hourly capacity of a single runway in visual flight rule (VFR) conditions is somewhere between 50 and 100 operations per hour, while in instrument flight rule (IFR) conditions this capacity is reduced to 50 to 70 operations per hour, depending on the composition of the airplane mix and navigational aids avaible. The capacities of paralel runways depend a great deal on the number of runways and spacing between them. Two and four paralel runways are common. The spacing between paralel runways varies widely. For the purpose of this discustion, the spacing is classified as close, intermediate, and far, depending on the center line seperation between two paralel runways. The hourly capacity of a pair of paralel runways in VFR conditions varies greatly, from 60 to 200 operations depending on the airplane mix and the manner in which arrivals and depertures are processed on these runwas. Many airports have two or more runways in different directions crossing each other. These are referred to as intersecting runways. Intersecting runways are necessary when relatively strong winds come from more than one directions, resulting in excessive crosswinds when only one runway is provided. The capacity ranges from 70 to 175 operations per hour in VFR conditions and from 60 to 70 in IFR conditions. Runways in different directions which do not intersect are reffered to as open- V runways. This configuration is used a single runway when winds are strong from one direction. When the winds are light, both runways may be used simultanesly. From the standpoint of capacity and air traffic control, a single-direction runway configuration most is desirable. All the other things are being equal, this configuration will yield the highest capacity compared with the other configurations. The physical characteristics of runway are width and slope of runway and associated elements. Runway width is, -45 m for code number 4 -30-45 m for code number 3 -23-30 m for code number 2 -18-23 m. for code number Longitudinal slopes and transverse slopes of runway the following. Longitudinal slopes -1 and 2 code numbers 1,5 % -3 and 4 code numbers 1,25 % Transverse slopes, -A ve B code letters 2 % -C, D and E code letters 1,5 % XIDetermination of runway capacity is a complex and time consuming procedure. Computer models are developed for determination of runway capacity. The factors which effect runway capacity are, -Runway length, -Airplane mix, -The number and location of runway exits, -Runway exit type, -Operation type. Maksimum capacity and efficieny of an airport are realized only by obtaining the proper balance between the needs for runways passenger and cargo terminals, and aircraft storage and servising area. This separate and distinct airport functional elements are linked by the taxiway system. In planning the general layout of the taxiway system, the following, principles should be considered. a) Taxiway routes should connect the various elements by the shortest distances, b) Straight runs of pavement should be used wherever possible, c) Taxiway routes should be as simple as possible to avoid the need for complicated instructions, d) Taxiway crossing of runways and other taxiways should be avoided whenever possible in the interest of safety and to reduce delays, e) Taxiway routings should have as many one-way segment as possible f) The taxiway system should be planned to maximize the useful life of the airport component g) Potential bottlenecks should be identified and eliminated in the planning phase. A rapid exit taxiway is a taxiway connected to a runway at an acute and designed to allow landing aeroplanes to turn off at higher speeds. An apron is a defined area intended to accommadate aircraft for purpose of loading and unloading passenger, cargo etc. Apron types are the followings: a) Terminal apron b) Cargo apron c)Parking apron d) Service and hangar aprons e) General aviation aprons The amount of area required for a particular apron layout depends upon the following factors: a) the size and manouvrability of the aircraft, b) the volume of traffic using the apron, c) clearance requirements, d) type of ingress and egress to the, aircraft stand, e) basic terminal layout, f) aircraft ground activity requirements, g) taxiways and servis roads. The capacity of Atatürk airport is considered in the section 5 and suggested solutions for capacity problem. There are two runway, which are settled as open-V xiiat the Atatürk airport. The runway 18-36 is 3000 m. long, the other runway is 2300 m. long. -Runway specialities: Pavement Concrete Concrete The number of taxiway exits are 6 at 18-36 runway and 4 at 06-24 runway. Atatürk airport apron have a capacity for 80 air plane. In 1995 airplane traffic is 159630 op./year and passenger traffic is 11925147 pas./year at the Atatürk airport. Peak hour air traffic is 37 op./h., peak day air traffic is517op./dayinl995 Three methods are used at the examination of Atatürk airport capasity: l)Estimation for preliminary planning. 2)Queueing theory for single runway. 3)Graphics are used for intersecting runway. Airplanes, which are used Atatürk airport, are divided in to three groups: -Small airplanes are %20 -Large airplanes are %50 -Heavy airplanes are %30 The large and heavy airplanes operations at the Atatürk airport in 1995 are showed below and there maximum runway requirement are given: The results of estimation for preliminary are the following: -Hourly capacity = 59 op./h. -Annual servis volume = 225000 op./year -Average annual delay = 0,8 min. From calculation of queueing theory for single runway these results are optained: -Hourly capacity = 55op./h. xiii-Arrival delay = 2,5 min. and departure delay = 0,8 min. -Annual servis volume = 240000 op./year The calculation with graphic for intersecting runway is optained the following results. -Hourly capacity = 57 op./h. -Arrival delay = 0,7 min. and departure delay = 2,2 min. -Annual servis volume = 245000 op./year Atatürk airport is in need of an apron capacity of 88 airplanes. The 06-24 runway, which is 2300 m. long, will lengthen to increase the airport capacity. Some of the airplanes couldn't use this runway. That is considered, when this runway will extended how change the airplane percentage. Finally the following estimations are determined for the Atatürk airport: a) Peak hour capacity of runways: 57 operation/h b) Annual servis volume of runways: 240 000 operation / year c) Terminal apron need: 88 apron In 8 years Atatürk Airport will reach the airside capacity. xiv

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