Page 234 - Aeronautical Engineer Data Book

190 Aeronautical Engineer’s Data Book
Notes:
* 50 x 20 R22 32 PR
* Pressure – 215 PSI (15.12 KG/CM SQ)
100 Code B – CBR 10 (medium)
Aircraft classification number (ACN) 60 Code A – CBR 15(high) Notes:
Code D – CBR 3 (ultra low)
Code C – CBR 6 (low)
80

40
1. ACN was calculated using
20
ICAO ACN study group
determine main landing gear loading,
see sction 7.4.
3. Percent weight on mainn landing gear: 93.8
0 2. To alpha factors proposed by the
300 350 400 450 500 550 600 650 700
1,000 LB
150 200 250 300
(1,000 Kg)
Aircraft gross weight
Fig. 11.20 Aircraft:airport compatibility – aircraft
classification No.: flexible pavement. Data for Boeing
777-200. Courtesy Boeing Commercial Airplane Group

International (USA). These are referred to as
hubbing airports. At a hub, aircraft from a
carrier arrive in waves, and passengers transfer
between aircraft during the periods when these
waves are on the ground. By using a hub-and-
spoke design philosophy, airlines are able to
increase the load factors on aircraft and to
provide more frequent departures for passen­
gers – at the cost, however, of inconvenient
interchange at the hub.
11.1.6 Airport capacity
The various facilities at an airport are designed
to cope adequately with the anticipated flow of
passengers and cargo. At smaller single-runway
airports, limits to capacity usually occur in the
terminal areas, since the operational capacity of
a single runway with adequate taxiways is quite
large. When passenger volumes reach approxi­
mately 25 million per year, a single runway is no
longer adequate to handle the number of aircraft
movements that take place during peak periods.
At this point at least one additional runway,