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Wind speed and direction at an airport also have a significance on runway length requirements Simply, the greater the headwind the shorter the runway length required, and the greater the tailwind the longer the runway required Further, the presence of crosswinds will also increase the amount of runway required for takeoff and landing From the perspective of the planner, it is often estimated that for every 5 kn of headwind, required runway length is reduced by approximately 3 percent and for every 7 kn of tailwind, runway length requirements increase by approximately 7 percent For airport planning purposes runway lengths are often designed assuming calm wind conditions
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To accommodate natural topographic or other conditions, runways are often designed with some level of slope or gradient As such, aircraft operating for takeoff on a runway with an uphill gradient requires more runway length than a level or downhill gradient, the specific amount depending on elevation of the airport and temperature Conversely, landing aircraft require less runway length when landing on a runway with an uphill gradient, and more length for a downhill gradient Studies that have been made indicate that the relationship between uniform gradient and increase or decrease in runway length is nearly linear [55] For turbine-powered aircraft this amounts to 7 to 10 percent for each 1 percent of uniform gradient Airport design
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criteria limit the gradient to a maximum of 1 percent Information provided by aircraft manufacturers in flight manuals is based on uniform gradient, yet most runway profiles are not uniform In the United States aircraft operators are allowed to substitute an average uniform gradient, which is a straight line joining the ends of the runway, as long as no intervening point along the actual path profile lies more than 5 ft above or below the average line Fortunately most runways meet this requirement For airport planning purposes only, the FAA uses an effective gradient The effective gradient is defined as the difference in elevation between the highest and lowest points on the actual runway profile divided by the length of the runway Studies indicate that within the degree of accuracy required for airport planning there is not very much difference between the use of the average uniform gradient and effective gradient
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Slush or standing water on the runway has an undesirable effect on aircraft performance Slush is equivalent to wet snow It has a slippery texture which makes braking extremely poor Being a fluid, it is displaced by tires rolling through it, causing a significant retarding force, especially on takeoff The retarding forces can get so large that aircraft can no longer accelerate to takeoff speed In the process slush is sprayed on the aircraft, which further increases the resisting forces on the vehicle and can cause damage to some parts Considerable experimental work has been conducted by NASA and the FAA on the effect of standing water and slush As a result of these tests, jet operations are limited to no more than in of slush or water Between and in depth, the takeoff weight of an aircraft must be reduced substantially to overcome the retarding force of water or slush It is therefore important to provide adequate drainage on the surface of the runway for removal of water and means for rapidly removing slush Both water and slush result in a very poor coefficient of braking friction When tires ride on the surface of the water or slush the phenomenon is known as hydroplaning When the tires hydroplane, the coefficient of friction is on the order of wet ice and steering ability is completely lost Hydroplaning is primarily a function of tire inflation pressure and to some extent the condition and type of grooves in the tires According to tests made by NASA, the approximate speed at which hydroplaning develops may be determined by the following formula:
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