In a conventional air transport system, airports and aircraft are highly dependent on each other in providing service for their customers and passengers. Especially advances in the engine and airframe technology forced airports to plan, design, and construct facilities necessary to ensure that they were not left behind in full participation in a high growth industry. Nowadays international airports are progressively faced with huge aircraft with greatly increased wingspans carrying almost 900 people. These new circumstances affect airport layouts eminently. Beside the configuration of cargo and passenger terminals, geometric and structural design of pavements, including taxiways, exists and aprons, number and orientation of runways, the length of the runway is a main factor which has to match the improved parameters. Nevertheless, international airports operate with a wide range of present-day aircraft which have quite different requirements of the runway. At this point it is up to the airport owner to declare distances on the runway which are available for satisfying the takeoff runs and landings of airplanes.
It is exactly the mentioned runway which plays a central role in the entire airport facility system. The runway has always been the most crucial point of all maneuvering areas where all takeoff and landing movements take place. It is proven that takeoff and landing phases are the most critical parts of all stages of a flight. They are demanding the highest skills from the crews and placing huge stresses and strains on the aircraft itself. According to the Air Transport Safety Survey, runway excursions are the most common type of accident reported annually both in the European region and elsewhere in the world. 106 excursions with commercial and executive aircraft operations worldwide were recorded in 2012. That means there are at least two runway excursions each week worldwide. ICAO Aircraft Accident Data Reports have shown that aircraft undershooting or overrunning the runway during landing or takeoff suffer significant damage. To minimize such damage, it is considered necessary to provide structural measures or additional areas at and beyond the end of the runway or even surrounding the landing strip. Subsequently, provisions of declared dis-tances and safety areas make an important contribution to preclude potentially hazards to aircraft and to protect passengers and people on the ground in case of an aircraft veers off or overruns the runway.
Table of Contents
1 Introduction
2 Background and Terminology
3 Declared Distances
3.1 Take-Off Run Available (TORA)
3.2 Take-Off Distance Available (TODA)
3.3 Accelerate Stop Distance Available (ASDA)
3.4 Landing Distance Available (LDA)
4 Application and Publication of Declared Distances
5 Runway End Safety Area (RESA)
6 Conclusion
7 Appendix 1
8 Appendix 2
9 Appendix 3
Objectives and Topics
This paper explores the essential concepts of declared distances (TORA, TODA, ASDA, LDA) and runway safety areas in international aviation. The primary goal is to explain how these parameters are defined, calculated, and applied by airport operators and flight crews to ensure operational safety during takeoff and landing, particularly in the context of runway excursions.
- Technical definitions of declared distances and their calculation methods.
- The role of Stopways (SWY) and Clearways (CWY) in aviation safety.
- Procedures for the publication and operational use of intersection takeoffs.
- Requirements and dimensions for Runway End Safety Areas (RESA).
- Analysis of runway accidents and the importance of infrastructure safety measures.
Excerpt from the Book
3 Declared Distances
The introduction of stopways, clearways and the use of displaced thresholds on runways has created a need for accurate information regarding the various physical distances available and suitable of takeoff and landing of turbine powered airplanes. These information are from upmost importance for flight crews who need to calculate the available distances for each runway direction during pre-planning (ICAO Doc 9157, 3.4). For these purposes, the term “declared distances” is used with the following distances associated with a particular runway. To say it in other words, declared distances simply represent the maximum distances available for meeting aircraft’s (rejected) takeoff and landing performance requirements, which exceed the official physical limits of the runway (FAA 2012, p. 56).
Chapter Summary
1 Introduction: Provides an overview of the increasing complexity of airport infrastructure and the critical importance of safety measures to prevent runway excursions.
2 Background and Terminology: Explains fundamental aviation terms such as takeoff decision speed (V1) and introduces the concepts of Stopways and Clearways as safety-enhancing runway extensions.
3 Declared Distances: Detailed breakdown of the four specific declared distances (TORA, TODA, ASDA, LDA) and how they determine the usable length of a runway for pilots.
4 Application and Publication of Declared Distances: Discusses how these distances are communicated in aeronautical charts and utilized for intersection takeoffs to optimize airport efficiency.
5 Runway End Safety Area (RESA): Describes the requirements for protective areas beyond the runway end designed to minimize damage if an aircraft overruns or undershoots.
6 Conclusion: Summarizes that while safety infrastructure does not eliminate all risks, it makes a vital contribution to managing safety levels in modern aviation.
Keywords
Declared Distances, TORA, TODA, ASDA, LDA, Runway Safety, Runway Excursion, ICAO, Stopway, Clearway, Aviation Safety, Airport Engineering, Intersection Takeoff, RESA, Takeoff Decision Speed
Frequently Asked Questions
What is the primary focus of this work?
This work focuses on the regulatory and technical framework of "declared distances" and "runway safety areas" in international airport operations.
What are the central themes covered?
The central themes include the definitions of TORA, TODA, ASDA, and LDA, the purpose of stopways and clearways, and the design requirements for Runway End Safety Areas (RESA).
What is the primary goal of the paper?
The goal is to provide a clear understanding of how these distance parameters and safety zones are calculated and used to ensure safe aircraft operations during takeoff and landing.
Which scientific method is used?
The paper utilizes a literature-based analysis of ICAO regulations, FAA guidelines, and accident statistics to describe and explain the operational standards for runways.
What is the main subject of the chapters 3 and 4?
Chapter 3 defines the specific mathematical distances (TORA, TODA, etc.), while Chapter 4 addresses how these are practically applied and published for pilot use.
How are these distances characterized by the keywords?
The work is characterized by terms related to runway geometry, aviation safety regulations, and performance requirements, such as "Declared Distances" and "Runway Excursion".
Why is the "takeoff decision speed (V1)" significant in this context?
V1 is significant because it represents the speed point where a pilot must decide between continuing the takeoff or performing an emergency stop, directly influencing the need for adequate stopway distance.
What is the purpose of a RESA?
The purpose of a RESA is to provide a designated, cleared area beyond the runway end to reduce the risk of damage to an airplane should it overrun or undershoot the runway.
- Citar trabajo
- Diplom-Kaufmann Sebastian Wagner (Autor), 2013, Declared Distances and Safety Areas, Múnich, GRIN Verlag, https://www.grin.com/document/230404
