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The term runway configuration refers to the number and relative orientations of one or more runways on an airfield Many runway configurations exist Most configurations are combinations of several
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basic configurations The basic configurations are (1) single runways, (2) parallel runways, (3) intersecting runways, and (4) open-V runways
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Single Runway
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This is the simplest of the runway configurations and is shown in Fig 6-1 It has been estimated that the hourly capacity of a single runway in VFR conditions is somewhere between 50 and 100 operations per hour, while in IFR conditions this capacity is reduced to 50 to 70 operations per hour, depending on the composition of the aircraft mix and navigational aids available [4]
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Parallel Runways
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The capacities of parallel runway systems depend on the number of runways and on the spacing between the runways Two, three, and four parallel runways are common The spacing between parallel runways varies widely For the purpose of this discussion, the spacing is classified as close, intermediate, and far, depending on the centerline separation between two parallel runways Close parallel runways are spaced from a minimum of 700 ft (for air carrier airports) to less than 2500 ft [5] In IFR conditions an operation of one runway is dependent on the operation of other runway Intermediate parallel runways are spaced between 2500 ft to less than 4300 ft [5] In IFR conditions an arrival on one runway is independent of a departure on the other runway Far parallel runways are spaced at least 4300 ft apart [5] In IFR conditions the two runways can be operated independently for both arrivals and departures Therefore,
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FIGURE 6-1 Single runway con guration: San Diego International Airport (NOAA Approach Charts)
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Geometric Design of the Airfield
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FIGURE 6-2
Example of parallel runway con guration: Orlando International Airport
as noted earlier, the centerline separation of parallel runways determines the degree of interdependence between operations on each of the parallel runways It should be recognized that in future the spacing requirements for simultaneous operations on parallel runways may be reduced If this occurs, new spacing can be applied to the same classifications Figure 6-2 illustrates an airport with multiple parallel runways with various spacing If the terminal buildings are placed between parallel runways, runways are always spaced far enough apart to allow room for the buildings, the adjoining apron, and the appropriate taxiways When there are four parallel runways, each pair is spaced close, but the pairs are spaced far apart to provide space for terminal buildings In VFR conditions, close parallel runways allow simultaneous arrivals and departures, that is, arrivals may occur on one runway while departures are occurring on the other runway Aircraft operating on the runways must have wingspans less than 171 ft (airplane design groups I through IV, see Table 6-2) for centerline spacing at the minimum of 700 ft [5] If larger wingspan aircraft are operating on these runways (airplane design groups V and VI), the centerline spacing must be at least 1200 ft for such simultaneous operations [5] In either case, wake vortex avoidance procedures must be used for simultaneous operations on closely spaced parallel runways Furthermore, simultaneous arrivals to both runways or simultaneous departures
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from both runways are not allowed in VFR conditions for closely spaced parallel runways In IFR conditions, closely spaced parallel runways cannot be used simultaneously but may be operated as dual-lane runways Intermediate parallel runways may be operated with simultaneous arrivals in VFR conditions Intermediate parallel runways may be operated in IFR conditions with simultaneous departures in a nonradar environment if the centerline spacing is at least 3500 ft and in a radar environment if the centerline spacing is at least 2500 ft [5] Simultaneous arrivals and departures are also permitted if the centerline spacing is at least 2500 ft if the thresholds of the runways are not staggered [5] There are times when it may be desirable to stagger the thresholds of parallel runways The staggering may be necessary because of the shape of the acreage available for runway construction, or it may be desirable for reducing the taxiing distance of takeoff and landing aircraft The reduction in taxiing distance, however, is based on the premise that one runway is to be used exclusively for takeoff and the other for landing In this case the terminal buildings are located between the runways so that the taxiing distance for each type of operation (takeoff or landing) is minimized If the runway thresholds are staggered, adjustments to the centerline spacing requirement are allowed for simultaneous arrivals and departures [5] If the arrivals are on the near threshold then the centerline spacing may be reduced by 100 ft for each 500 ft of threshold stagger down to a minimum centerline separation of 1000 ft for aircraft with wingspans up to 171 ft and a minimum of 1200 ft for larger wingspan aircraft If the arrivals are on the far threshold the centerline spacing must be increased by 100 ft for each 500 ft of threshold stagger Simultaneous arrivals in IFR conditions are not permitted on intermediate parallel runways but are permitted on far parallel runways with centerline spacings of at least 4300 ft [5] The hourly capacity of a pair of parallel runways in VFR conditions varies greatly from 60 to 200 operations per hour depending on the aircraft mix and the manner in which arrivals and departures are processed on these runways [4] Similarly, in IFR conditions the hourly capacity of a pair of closely spaced parallel runways ranges from 50 to 60 operations per hour, of a pair of intermediate parallel runways from 60 to 75 operations per hour, and for a pair of far parallel runways from 100 to 125 operations per hour [4] A dual-lane parallel runway consists of two closely spaced parallel runways with appropriate exit taxiways Although both runways can be used for mixed operations subject to the conditions noted above, the desirable mode of operation is to dedicate the runway farthest from the terminal building (outer) for arrivals and the runway closest to the terminal building (inner) for departures It is estimated that a dual-lane runway can handle at least 70 percent more traffic than a single runway in VFR conditions and about 60 percent more
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