barcode scanner vb.net textbox Design of Taxiway Curves and Intersections in Software

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Design of Taxiway Curves and Intersections
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The basic design of taxiway curves and intersections for three of the most common types of taxiway intersections have been developed by the FAA [6] These designs have been taken from this reference and were shown in Fig 6-35 The dimensions recommended by the FAA for the taxiway width, centerline radius, fillet radius (inner edge radius), and the length of the fillet lead-in are given in Table 6-23 The dimensions given for the fillet radius in this table are related to the taxiway centerline radius When an aircraft negotiates a turn with the nose wheel tracking a predetermined curved path, such as a taxiway centerline, the midpoint of the main undercarriage does not follow the same path of the nose gear because of the fairly large distance from the nose gear to the main undercarriage The relationship between the centerline, which is being tracked by the nose wheel, and position of the main undercarriage are shown in Fig 6-36 At any point on the curve the distance between the curved path followed by the nose wheel and the midpoint of the undercarriage of main landing gear is referred to as the
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Geometric Design of the Airfield
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Dry Runways Distance from Threshold to Exit, ft A 0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 Wet Runways Distance from Threshold to Exit, ft A 0 1000 2000 3000 4000 5000 6000 7000 8000 9000
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Regular Exits Aircraft Class B C
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High Speed Exits Aircraft Class* D A 19 B C D
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Aircraft Class* B C D
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The aircraft class is the classification of aircraft based upon maximum certified takeoff weight [5] Source: Federal Aviation Administration [8]
TABLE 6-27
Runway Occupancy Time of Aircraft Exiting at Exits Located at Various Distances from the Runway Arrival Threshold, s
Airport Design
Castor angle C
diu Ra so
iwa y
L fC
eel bas e
C L of
Edge of pavement Midpoint main landing gear
Track-in Safety margin S
FIGURE 6-36
Path of main gear on curve
track-in The track-in varies, increasing progressively during the turning maneuver It decreases as the nose gear begins to follow the tangent to the curve Knowing the path of the main gear, the radius of the fillet can be determined by adding an appropriate taxiway edge safety margin S between the outside edge of the tire on the main landing gear closest to the center of the path followed by the nose wheel and the edge of the pavement The nose wheel steering angle, the castor angle C is defined as the angle formed by the longitudinal axis of the aircraft and the direction of movement of the nose wheel, or some other reference point or datum point such as the location of the pilot in the cockpit For preliminary design it is sufficiently accurate to assume that the datum point is the nose wheel The size of the fillet depends not only on the wheelbase of the aircraft, the radius of the curve, the width of the taxiway, and the total change in direction, but also on the path that the aircraft follows on the turn There are three ways in which an aircraft can be maneuvered on a turn One is to establish the centerline of the taxiway as the path of the nose gear This is called nose wheel on centerline tracking Another is to establish the centerline of the taxiway as the path directly beneath the pilot and assume that this path is followed This is called maintaining cockpit over the centerline tracking The last is to assume that the nose gear will follow a path offset outward of the
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