overshot the runway meaning made in china
BEIJING (Reuters) - A passenger plane overshot a runway while landing at a new airport in northeast China late on Tuesday, bursting into flames and killing 42 people of 96 on board, the nation’s worst air disaster since 2004.
The accident will be a jolt for China’s fast-growing aviation sector, which has had no major accident in recent years, thanks to stricter safety rules, better training and relatively young fleets of mainly Western-made aircraft.
The Henan Airlines plane crashed at 9.36 p.m. (9:36 a.m. EDT) in Yichun, a remote city of one million in Heilongjiang province surrounded by forests, after flying from provincial capital Harbin, the Civil Aviation Administration of China said.
While the cause of the crash is still being investigated, Caijing magazine cited local rules as saying that Yichun airport is “in principle” not supposed to operate at night.
State media initially said 43 people had died but later revised down the death toll by one. Seven of the 54 survivors were severely injured, Yichun mayor Wang Aiwen was quoted as saying.
“When I looked out the window, I couldn’t see anything. There were no lights at all,” Xinhua quoted survivor Xue Xilai as saying. “Soon after that, the plane bounced heavily on the ground and then broke in two.”
There were 91 passengers, including five children, as well five crew members on board the ERJ-190, built by Brazil’s Embraer, Xinhua said. The passengers appeared to be mainland Chinese, except for one person from Taiwan.
“When the back part of the plane landed, I felt a strong jolt, and then the plane seemed to begin to come apart,” another survivor told state television from his hospital bed.
The report noted that the Communist Party boss of Yichun, Xu Zhaojun, had said the crew reported being able to see lights on the ground and had requested a normal landing.
By daylight on Wednesday police had sealed off the scene of twisted and burned wreckage and the bodies of the dead were wrapped in body bags, waiting to be taken to a morgue, said Xinhua.
Technicians from Embraer, the world’s largest maker of regional jets, flew on Tuesday to China to investigate the crash [ID:nN245116]. Embraer shares tumbled 3.9 percent to 10.42 reais in Sao Paulo.
Henan Airlines is a small regional carrier controlled by Shenzhen Airlines, itself part-owned by Air China. The airline is based in Henan, a poor province in central China, and recently changed its name from Kunpeng Airlines.
China’s last major civilian aircraft crash was in 2004, when a CRJ200 operated by China Eastern Airlines came down in a frozen lake in northern Inner Mongolia shortly after take-off, killing more than 50 people.
Another passenger plane overshot the runway during landing in a city in China but caused no casualties, just hours after an aircraft crashed killing 42 people and injuring 54, officials said.
The plane operated by Tianjin Airlines overshot the runway at the Wuyu International Airport in Nanning city in Guangxi Zhuang Autonomous Region Wednesday and slid on to the grassy patches. Several runway lights were broken but there were no reports of casualties or damages to the plane, officials said Thursday. (Watch: Dramatic air crashes)
The accident occurred just hours after an aircraft missed the runway and crashed to the ground in Yichun city in Heilongjiang province, killing 42 people and injuring 54.
Summary: New Delhi [India], July 3 (ANI): In the wake of incidents of aircraft overshooting runways, Union Civil Aviation Minister Hardeep Singh Puri on Wednesday said such incidents happen sometimes due to excessive rains but everything is under control and there is no cause of concern.
Previous work has shown that the cloud-top reflectance in the near-infrared increases in middle-latitude, deep-convective overshooting tops--the overshooting tops appear lighter than the surrounding glaciated clouds due to smaller ice crystals (2-4 [micro]m in effective radius), which are frozen nearly instantaneously in intense thunderstorm updrafts.
Combining the effects of the TRAIN, inflation would become 3.58 percent, overshooting the midpoint target of 3 percent but not enough the target range of 2 to 4 percent.
However, the good news is that the rate at which the overshoot day is moving up the calendar has slowed to less than one day a year on average over the past five years, compared to an average of three days a year since we began overshooting in the early 1970s.
She added, "In a situation like this, clearer communication from the authorities will always be useful to help guide the market to avoid overshooting. Markets have a tendency to overshoot, which means if you are able to minimise overshooting, you also tend to reduce volatility."
``This is no fair chance you put on me, proud Prince,"" said the yeoman, ``to compel me to peril myself against the best archers of Leicester And Staffordshire, under the penalty of infamy if they should overshoot me.
She merely kept the boat before the stream now, and rested on her oars, knowing well that if the face were not soon visible, it had gone down, and she would overshoot it.
This means that the earth"s population is currently consuming the resources of future generations.The Earth Overshoot Day fell this year on July 29, which is the earliest date ever, according to a report from the Global Footprint Network.
Earth Overshoot Day marks the day when human demand for food, fiber, timber, and carbon absorption (global Ecological Footprint) exceeds the amount of biological resources which Earth"s ecosystems can renew in the whole year (global biocapacity).
Slovakia"s Overshoot Day, calculated by Global Footprint Network, fell on May 27 last year, but it came earlier in 2019.Therefore, Slovakia"s current Overshoot Day suggests that Slovaks need 2.6 planets to satisfy their needs.
Further investigations also revealed that part of the cost overrun threatening to overshoot the $1.5bn Lagos-Ibadan standard gauge rail project includes: Apapa port rail sidings initially budgeted at 2.4km, but now estimated at 6.4km.
Earth overshoot day marks when people have used up the food, timber and other natural products Earth can sustainably provide, and has absorbed as much carbon emissions as a result of human activity as it can, for the year.
A pure baby-bust scenario, however, gives rise to overshooting in per capita consumption while yielding a higher per capita consumption in the new steady state.
These examples are from corpora and from sources on the web. Any opinions in the examples do not represent the opinion of the Cambridge Dictionary editors or of Cambridge University Press or its licensors.
(1) I peeked at the runway and realized we were going to overshoot centerline, big time.(2) If you make the change too aggressively, you may overshoot and then have to keep tweaking.(3) Ultimately, the majority of card users may be affected by the actions of the minority who make late payments or overshoot their credit card limit.(4) the department may overshoot its cash limit(5) That"s true, but we shouldn"t expect to overshoot our target like that in future years.(6) Existing regulations, introduced in April, allow highway authorities to levy a charge of Ôö¼├║2,000 for each day that utility companies overshoot agreed deadlines.(7) By how much is the budget deficit likely to overshoot this fiscal year?(8) But the price of that performance will likely be an overshoot in its public-deficit target for 2001 and 2002.(9) In that case average annual inflation will overshoot the target by 1.5 percentage points.(10) This overshoot can also be controlled by limiting output slew rate, but as mentioned above this solution will be problematic if greater bus speed is desired.(11) I had enough trouble dodging thunderstorms in the Caribbean and trying not to overshoot runway 10 at Guantanamo Bay.(12) I was a bit cautious going into Turn 1, because Tonio had said he picked up some understeer there and if you overshoot there, you can lose about half a second.(13) Forced to overshoot the bend, he narrowly missed both a policeman and an ominous looking ditch, before cutting crosscountry to regain the road.(14) Unless a guide is along for the ride, it"s all too easy to overshoot the reef and find yourself in green water, 200 feet above the nearest marine life.(15) If you don"t pay on time, miss a payment, bounce a Direct Debit, or overshoot your credit limit, expect to pay a penalty of, typically, Ôö¼├║25.(16) A large part of this overshoot is due to the extravagant use of fossil fuels, whose carbon waste would require a vast bio-productive surface area as a natural sink.
An engineered materials arrestor system, engineered materials arresting system (EMAS), or arrester bedrunway to reduce the severity of the consequences of a runway excursion. Engineered materials are defined in FAA Advisory Circular No 150/5220-22B as "high energy absorbing materials of selected strength, which will reliably and predictably crush under the weight of an aircraft". While the current technology involves lightweight, crushable concrete blocks, any material that has been approved to meet the FAA Advisory Circular can be used for an EMAS. The purpose of an EMAS is to stop an aircraft overrun with no human injury and minimal aircraft damage. The aircraft is slowed by the loss of energy required to crush the EMAS material. An EMAS is similar in concept to the runaway truck ramp or race circuit gravel trap, made of gravel or sand. It is intended to stop an aircraft that has overshot a runway when there is an insufficient free space for a standard runway safety area (RSA). Multiple patents have been issued on the construction and design on the materials and process.
As of May 2017, the International Civil Aviation Organization (ICAO) has been working on developing a harmonized regulation regarding arresting systems.
Research projects completed in Europe have looked into the cost-effectiveness of EMAS. Arrestor beds have been installed at airports where the runway safety areas are below standards, and their ability to stop aircraft with minimal or no damage to the air frame and its occupants has proven to bring results far beyond the cost of installations. The latest report, "Estimated Cost-Benefit Analysis of Runway Severity Reduction Based on Actual Arrestments", shows how the money saved through the first 11 arrestments has reached a calculated total of 1.9 billion USD, thus saving more than $1 B over the estimated cost of development (R&D, all installations worldwide, maintenance and repairs reaching a total of USD 600 million). The study suggests that mitigating the consequences of runway excursions worldwide may turn out to be much more cost-effective than the current focus on reducing the already very low probability of occurrence.
The FAA"s design criteria for new airports designate Runway Safety Areas (RSAs) to increase the margin of safety if an overrun occurs and to provide additional access room for response vehicles. A United States federal law required that the length of RSAs in airports was to be 1,000 feet (300 m) by the end of 2015, in a response to a runway overrun into a highway at Teterboro Airport in New Jersey.
As of 2017 the FAA reported that EMAS systems had been used 12 times, but that in some situations pilots tried to avoid the EMAS, steering to the grass sides in 30–40 kn (56–74 km/h; 35–46 mph) low-energy events in order to avoid publicity.
Of the 15 non-U.S. installations, eight were provided by Zodiac Arresting Systems (two in China, two in Madrid, one in Taiwan, two in Norway and one in Saudi Arabia), six were provided by RunwaySafe (one in Switzerland, and three in overseas departments of France – one in Reunion Island, two in Mayotte), one in Japan, one in Germany, two in Brazil and one provided by Hankge (China).
The first EMAS was developed in the mid-1990s by ESCO/Engineered Arresting Systems Corp. (later Zodiac Arresting Systems) as part of a collaboration and technical acceptance by the FAA. The fourth generation EMAS arrestor beds are composed of blocks of lightweight, crushable cellular concrete material, encased in jet blast resistant protection, designed to safely stop airplanes that overshoot runways. Zodiac"s EMAS is installed on over 110 airport runways at over 65 airports on three continents.
The Swedish company Runway Safe AB developed an EMAS system, a foamed silica bed made from recycled glass contained within a high-strength plastic mesh system anchored to the pavement at the end of the runway. The foamed silica is poured into lanes bounded by the mesh and covered with a poured cement layer and treated with a top coat of sealant.
On 19 January 2010, a Bombardier CRJ-200 commercial regional airliner with 34 persons aboard overran the runway at Yeager Airport in Charleston, West Virginia after a rejected takeoff.
On 2 November 2011, a Cessna Citation II business aircraft with 5 persons aboard overran the runway at Key West International Airport in Key West, Florida.
In October 2013, a Cessna 680 Citation business aircraft with 8 persons aboard overran the runway at Palm Beach International in West Palm Beach, Florida.
In October 2016, a Boeing 737 aircraft with 37 persons aboard, including Republican vice-presidential candidate Mike Pence, overran the runway at LaGuardia Airport, New York.
On 27 February 2019 an Embraer Phenom 100 operated by Quest Diagnostic Laboratories overran a runway at the Charles B. Wheeler Kansas City Downtown Airport (KMKC) at 4:28am local time resulting in the safe stopping of the aircraft with the pilot being the only occupant aboard.
After the 8 December 2005 overshoot of Southwest Airlines Flight 1248 at Midway International Airport in Chicago, Illinois, which is located in a heavily congested area, an EMAS was installed on Rwy 13C/31C.
On 13 October 2006, New York Yankees player Alex Rodriguez"s private jet was brought to a halt safely by the EMAS installation at Bob Hope Airport in Burbank, California. The system was installed after the 2000 Southwest Airlines Flight 1455 runway overshoot that injured 43 passengers and the captain.
Boburg, Shawn (17 September 2013). "Teterboro Airport gets $1M for runway project". northjersey.com. Archived from the original on 5 May 2014. Retrieved 5 May 2014.
"Archived copy" (PDF). Archived from the original (PDF) on 21 February 2015. Retrieved 20 February 2015.link) FAA Advisory Circular 150/5300-13A (PDF)
Jacobs, Kenneth (1 March 2006). "Runway Safety Areas - An Airport Operator"s Perspective". Federal Aviation Administration. pp. 8, 9, 13. Archived from the original on 27 September 2012. Retrieved 20 August 2014.
"PSA Airlines Canadair CRJ-200 N246PS operating as US Airways flight 2495 from Charleston, West Virginia (CRW) to Charlotte, North Carolina (CLT) with 30 passengers [sic] and 3 crew, overran the runway following a rejected take-off. The aircraft was stopped by the EMAS at the end of the runway, sustaining only minor damage to its landing gear doors."
"A Cessna Citation landed at Key West. The flight, which originated in Fort Lauderdale with 3 passengers and 2 crew, had a brake failure upon landing in Key West and was successfully stopped by the airport"s newly installed EMAS. Only minor injuries were reported."
Mele, Christopher (27 October 2016). "Plane With Mike Pence Aboard Skids Off La Guardia Runway". The New York Times. ISSN 0362-4331. Retrieved 28 October 2016.
Oldham, Jennifer (14 October 2006). "Yankee Player"s Jet Overruns Runway in Burbank". The airport installed the $4-million safety system after a Southwest Airlines Boeing 737 skidded off the same runway and onto a street in 2000, injuring 43 passengers and the captain on the same runway.
A Korean Air jet lies with its belly on the runway at the airport in Cebu, the Philippines on October 24, 2022, after it overshot the runway on late October 23 while landing in bad weather. Photo: VCG
A Korean Air jet with 173 people on board overshot the runway at Cebu International Airport in the Philippines late on Sunday, the airline said, adding that there were no injuries and all passengers had evacuated safely.
The Airbus A330 widebody flying from Seoul to Cebu had tried twice to land in poor weather before it overran the runway on the third attempt at 23:07 (15:07 GMT), Korean Air said in a statement on Monday.
"Passengers have been escorted to three local hotels and an alternative flight is being arranged," the airline said of flight KE631. "We are currently identifying the cause of the incident."
Korean Air President Keehong Woo issued an apology on the airline"s website, saying a thorough investigation would be carried out by Philippine and South Korean authorities to determine the cause.
The A330-300 jet involved in the accident was delivered new to Korean Air in 1998, according to flight tracking website FlightRadar24, which said that other flights to Cebu had diverted to other airports or returned to their origin.
The Cebu airport said on its Facebook page that it had temporarily closed the runway to allow for the removal of the plane, meaning all domestic and international flights were cancelled until further notice.
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According to the International Civil Aviation Organization (ICAO), a runway is a "defined rectangular area on a land aerodrome prepared for the landing and takeoff of aircraft".asphalt, concrete, or a mixture of both) or a natural surface (grass, dirt, gravel, ice, sand or salt). Runways, taxiways and ramps, are sometimes referred to as "tarmac", though very few runways are built using tarmac. Takeoff and landing areas defined on the surface of water for seaplanes are generally referred to as waterways. Runway lengths are now commonly given in meters worldwide, except in North America where feet are commonly used.
In 1916, in a World War I war effort context, the first concrete-paved runway was built in Clermont-Ferrand in France, allowing local company Michelin to manufacture Bréguet Aviation military aircraft.
In January 1919, aviation pioneer Orville Wright underlined the need for "distinctly marked and carefully prepared landing places, [but] the preparing of the surface of reasonably flat ground [is] an expensive undertaking [and] there would also be a continuous expense for the upkeep."
For fixed-wing aircraft, it is advantageous to perform takeoffs and landings into the wind to reduce takeoff or landing roll and reduce the ground speed needed to attain flying speed. Larger airports usually have several runways in different directions, so that one can be selected that is most nearly aligned with the wind. Airports with one runway are often constructed to be aligned with the prevailing wind. Compiling a wind rose is in fact one of the preliminary steps taken in constructing airport runways.wind direction is given as the direction the wind is coming from: a plane taking off from runway 09 faces east, into an "east wind" blowing from 090°.
Originally in the 1920s and 1930s, airports and air bases (particularly in the United Kingdom) were built in a triangle-like pattern of three runways at 60° angles to each other. The reason was that back then aviation was only starting, and as a result although it was known that winds affect runway distance required, etc. not much was known about wind behaviour. As a result, three runways in a triangle-like pattern were built, and the runway with the heaviest traffic on it would eventually expand into an airport"s main runway, while the other two runways would be either abandoned or converted into taxiways.Bristol Airport has only one runway—09/27 (9/27)—and two taxiways that form a "V" which may have been runways on the original 1930s RAF Lulsgate Bottom airbase.
Runways are named by a number between 01 and 36, which is generally the magnetic azimuth of the runway"s heading in decadegrees. This heading differs from true north by the local magnetic declination. A runway numbered 09 points east (90°), runway 18 is south (180°), runway 27 points west (270°) and runway 36 points to the north (360° rather than 0°).
FAA airport diagram at O"Hare International Airport. The two 14/32 runways go from upper left to lower right, the two 4/22 runways go from lower left to upper right, and the two 9/27 and three 10/28 runways are horizontal.
A leading zero, for example in "runway zero-six" or "runway zero-one-left", is included for all ICAO and some U.S. military airports (such as Edwards Air Force Base). However, most U.S. civil aviation airports drop the leading zero as required by FAA regulation.Cairns Army Airfield. This American anomaly may lead to inconsistencies in conversations between American pilots and controllers in other countries. It is very common in a country such as Canada for a controller to clear an incoming American aircraft to, for example, runway 04, and the pilot read back the clearance as runway 4. In flight simulation programs those of American origin might apply U.S. usage to airports around the world. For example, runway 05 at Halifax will appear on the program as the single digit 5 rather than 05.
Military airbases may include smaller paved runways known as "assault strips" for practice and training next to larger primary runways.Dobbins Air Reserve Base"s Runway 110/290and Duke Field"s Runway 180/360.
Runways with non-hard surfaces, such as small turf airfields and waterways for seaplanes, may use the standard numerical scheme or may use traditional compass point naming, examples include Ketchikan Harbor Seaplane Base"s Waterway E/W.Santa Catalina Island"s Pebbly Beach Seaplane Base, may designate their landing area as Waterway ALL/WAY to denote the lack of designated landing direction.
If there is more than one runway pointing in the same direction (parallel runways), each runway is identified by appending left (L), center (C) and right (R) to the end of the runway number to identify its position (when facing its direction)—for example, runways one-five-left (15L), one-five-center (15C), and one-five-right (15R). Runway zero-three-left (03L) becomes runway two-one-right (21R) when used in the opposite direction (derived from adding 18 to the original number for the 180° difference when approaching from the opposite direction). In some countries, regulations mandate that where parallel runways are too close to each other, only one may be used at a time under certain conditions (usually adverse weather).
At large airports with four or more parallel runways (for example, at Chicago O"Hare, Los Angeles, Detroit Metropolitan Wayne County, Hartsfield-Jackson Atlanta, Denver, Dallas–Fort Worth and Orlando), some runway identifiers are shifted by 1 to avoid the ambiguity that would result with more than three parallel runways. For example, in Los Angeles, this system results in runways 6L, 6R, 7L, and 7R, even though all four runways are actually parallel at approximately 69°. At Dallas/Fort Worth International Airport, there are five parallel runways, named 17L, 17C, 17R, 18L, and 18R, all oriented at a heading of 175.4°. Occasionally, an airport with only three parallel runways may use different runway identifiers, such as when a third parallel runway was opened at Phoenix Sky Harbor International Airport in 2000 to the south of existing 8R/26L—rather than confusingly becoming the "new" 8R/26L it was instead designated 7R/25L, with the former 8R/26L becoming 7L/25R and 8L/26R becoming 8/26.
Suffixes may also be used to denote special use runways. Airports that have seaplane waterways may choose to denote the waterway on charts with the suffix W; such as Daniel K. Inouye International Airport in Honolulu and Lake Hood Seaplane Base in Anchorage.STOL aircraft (S), gliders (G), rotorcraft (H), and ultralights (U).true north rather than magnetic north will use the suffix T; this is advantageous for certain airfields in the far north such as Thule Air Base.
Runway designations may change over time because Earth"s magnetic lines slowly drift on the surface and the magnetic direction changes. Depending on the airport location and how much drift occurs, it may be necessary to change the runway designation. As runways are designated with headings rounded to the nearest 10°, this affects some runways sooner than others. For example, if the magnetic heading of a runway is 233°, it is designated Runway 23. If the magnetic heading changes downwards by 5 degrees to 228°, the runway remains Runway 23. If on the other hand the original magnetic heading was 226° (Runway 23), and the heading decreased by only 2 degrees to 224°, the runway becomes Runway 22. Because magnetic drift itself is slow, runway designation changes are uncommon, and not welcomed, as they require an accompanying change in aeronautical charts and descriptive documents. When a runway designation does change, especially at major airports, it is often done at night, because taxiway signs need to be changed and the numbers at each end of the runway need to be repainted to the new runway designators. In July 2009 for example, London Stansted Airport in the United Kingdom changed its runway designations from 05/23 to 04/22 during the night.
Runway dimensions vary from as small as 245 m (804 ft) long and 8 m (26 ft) wide in smaller general aviation airports, to 5,500 m (18,045 ft) long and 80 m (262 ft) wide at large international airports built to accommodate the largest jets, to the huge 11,917 m × 274 m (39,098 ft × 899 ft) lake bed runway 17/35 at Edwards Air Force Base in California – developed as a landing site for the Space Shuttle.
Takeoff Distance Available (TODA)clearway, if clearway is provided.Federal Aviation Regulations and Joint Aviation Requirements (JAR) TODA is the lesser of TORA plus clearway or 1.5 times TORA).
The runway thresholds are markings across the runway that denote the beginning and end of the designated space for landing and takeoff under non-emergency conditions.
The runway is the surface from threshold to threshold (including displaced thresholds), which typically features threshold markings, numbers, and centerlines, but excludes blast pads and stopways at both ends.
Blast pads are often constructed just before the start of a runway where jet blast produced by large planes during the takeoff roll could otherwise erode the ground and eventually damage the runway.
Stopways, also known as overrun areas, are also constructed at the end of runways as emergency space to stop planes that overrun the runway on landing or a rejected takeoff.
Blast pads and stopways look similar, and are both marked with yellow chevrons; stopways may optionally be surrounded by red runway lights. The differences are that stopways can support the full weight of an aircraft and are designated for use in an aborted takeoff, while blast pads are often not as strong as the main paved surface of the runway and are not to be used for taxiing, landing, or aborted takeoffs.
takeoff distance available.paved runway is 2,000 metres (6,600 ft) long and there are 400 metres (1,300 ft) of clearway beyond the end of the runway, the takeoff distance available is 2,400 metres (7,900 ft) long. When the runway is to be used for takeoff of a large airplane, the maximum permissible takeoff weight of the airplane can be based on the takeoff distance available, including clearway. Clearway allows large airplanes to take off at a heavier weight than would be allowed if only the length of the paved runway is taken into account.
There are runway markings and signs on most large runways. Larger runways have a distance remaining sign (black box with white numbers). This sign uses a single number to indicate the remaining distance of the runway in thousands of feet. For example, a 7 will indicate 7,000 ft (2,134 m) remaining. The runway threshold is marked by a line of green lights.
Visual runways are used at small airstrips and are usually just a strip of grass, gravel, ice, asphalt, or concrete. Although there are usually no markings on a visual runway, they may have threshold markings, designators, and centerlines. Additionally, they do not provide an instrument-based landing procedure; pilots must be able to see the runway to use it. Also, radio communication may not be available and pilots must be self-reliant.
Non-precision instrument runways are often used at small- to medium-size airports. These runways, depending on the surface, may be marked with threshold markings, designators, centerlines, and sometimes a 1,000 ft (305 m) mark (known as an aiming point, sometimes installed at 1,500 ft (457 m)). While centerlines provide horizontal position guidance, aiming point markers provide vertical position guidance to planes on visual approach.
Precision instrument runways, which are found at medium- and large-size airports, consist of a blast pad/stopway (optional, for airports handling jets), threshold, designator, centerline, aiming point, and 500 ft (152 m), 1,000 ft (305 m)/1,500 ft (457 m), 2,000 ft (610 m), 2,500 ft (762 m), and 3,000 ft (914 m) touchdown zone marks. Precision runways provide both horizontal and vertical guidance for instrument approaches.
In Australia, Canada, the United Kingdom,Hong Kong and Macau) all 3-stripe and 2-stripe touchdown zones for precision runways are replaced with one-stripe touchdown zones.
Runways in Norway have yellow markings instead of the usual white ones. This also occurs in some airports in Japan, Sweden, and Finland. The yellow markings are used to ensure better contrast against snow.
Runways may have different types of equipment on each end. To reduce costs, many airports do not install precision guidance equipment on both ends. Runways with one precision end and any other type of end can install the full set of touchdown zones, even if some are past the midpoint. Runways with precision markings on both ends omit touchdown zones within 900 ft (274 m) of the midpoint, to avoid ambiguity over the end with which the zone is associated.
A line of lights on an airfield or elsewhere to guide aircraft in taking off or coming in to land or an illuminated runway is sometimes also known as a flare path.
Runway lighting are used at airports for use at night and low visibility. Seen from the air, runway lights form an outline of the runway. A runway may have some or all of the following:
Runway end lights – a pair of four lights on each side of the runway on precision instrument runways, these lights extend along the full width of the runway. These lights show green when viewed by approaching aircraft and red when seen from the runway.
Runway centerline lighting system (RCLS) – lights embedded into the surface of the runway at 50 ft (15 m) intervals along the runway centerline on some precision instrument runways. White except the last 900 m (3,000 ft): alternate white and red for next 600 m (1,969 ft) and red for last 300 m (984 ft).
Taxiway centerline lead-off lights – installed along lead-off markings, alternate green and yellow lights embedded into the runway pavement. It starts with green light at about the runway centerline to the position of first centerline light beyond the Hold-Short markings on the taxiway.
Taxiway centerline lead-on lights – installed the same way as taxiway centerline lead-off Lights, but directing airplane traffic in the opposite direction.
Land and hold short lights – a row of white pulsating lights installed across the runway to indicate hold short position on some runways that are facilitating land and hold short operations (LAHSO).
Typically the lights are controlled by a control tower, a flight service station or another designated authority. Some airports/airfields (particularly uncontrolled ones) are equipped with pilot-controlled lighting, so that pilots can temporarily turn on the lights when the relevant authority is not available.windsock beside a landing strip.
Runway overrun (also known as an overshoot) – a type of excursion where the aircraft is unable to stop before the end of the runway (e.g. Air France Flight 358, TAM Airlines Flight 3054, Air India Express Flight 812).
Runway confusion – an aircraft makes use of the wrong runway for landing or takeoff (e.g. Singapore Airlines Flight 006, Western Airlines Flight 2605).
The choice of material used to construct the runway depends on the use and the local ground conditions. For a major airport, where the ground conditions permit, the most satisfactory type of pavement for long-term minimum maintenance is concrete. Although certain airports have used reinforcement in concrete pavements, this is generally found to be unnecessary, with the exception of expansion joints across the runway where a dowel assembly, which permits relative movement of the concrete slabs, is placed in the concrete. Where it can be anticipated that major settlements of the runway will occur over the years because of unstable ground conditions, it is preferable to install asphalt concrete surface, as it is easier to patch on a periodic basis. Fields with very low traffic of light planes may use a sod surface. Some runways make use of salt flats.
For pavement designs, borings are taken to determine the subgrade condition, and based on the relative bearing capacity of the subgrade, the specifications are established. For heavy-duty commercial aircraft, the pavement thickness, no matter what the top surface, varies from 10 to 48 in (25 to 122 cm), including subgrade.
Airport pavements have been designed by two methods. The first, Westergaard, is based on the assumption that the pavement is an elastic plate supported on a heavy fluid base with a uniform reaction coefficient known as the K value. Experience has shown that the K values on which the formula was developed are not applicable for newer aircraft with very large footprint pressures.
The second method is called the landing gear. Some designs were made by a mixture of these two design theories. A more recent method is an analytical system based on the introduction of vehicle response as an important design parameter. Essentially it takes into account all factors, including the traffic conditions, service life, materials used in the construction, and, especially important, the dynamic response of the vehicles using the landing area.
Because airport pavement construction is so expensive, manufacturers aim to minimize aircraft stresses on the pavement. Manufacturers of the larger planes design landing gear so that the weight of the plane is supported on larger and more numerous tires. Attention is also paid to the characteristics of the landing gear itself, so that adverse effects on the pavement are minimized. Sometimes it is possible to reinforce a pavement for higher loading by applying an overlay of asphaltic concrete or portland cement concrete that is bonded to the original slab. Post-tensioning concrete has been developed for the runway surface. This permits the use of thinner pavements and should result in longer concrete pavement life. Because of the susceptibility of thinner pavements to frost heave, this process is generally applicable only where there is no appreciable frost action.
Runway pavement surface is prepared and maintained to maximize friction for wheel braking. To minimize hydroplaning following heavy rain, the pavement surface is usually grooved so that the surface water film flows into the grooves and the peaks between grooves will still be in contact with the aircraft tires. To maintain the macrotexturing built into the runway by the grooves, maintenance crews engage in airfield rubber removal or hydrocleaning in order to meet required FAA friction levels.
Subsurface underdrains help provide extended life and excellent and reliable pavement performance. At the Hartsfield Atlanta, GA airport the underdrains usually consist of trenches 18 in (46 cm) wide and 48 in (120 cm) deep from the top of the pavement. A perforated plastic tube (5.9 in (15 cm) in diameter) is placed at the bottom of the ditch. The ditches are filled with gravel size crushed stone.
The grass airstrip on the Badminton estate, Badminton, South Gloucestershire, England. The strip is very simple: no lighting, no centerline, and no approach aids. The edge is marked by simple posts.
A runway of at least 1,800 m (5,900 ft) in length is usually adequate for aircraft weights below approximately 100,000 kg (220,000 lb). Larger aircraft including widebodies will usually require at least 2,400 m (7,900 ft) at sea level. International widebody flights, which carry substantial amounts of fuel and are therefore heavier, may also have landing requirements of 3,200 m (10,500 ft) or more and takeoff requirements of 4,000 m (13,000 ft). The Boeing 747 is considered to have the longest takeoff distance of the more common aircraft types and has set the standard for runway lengths of larger international airports.
At sea level, 3,200 m (10,500 ft) can be considered an adequate length to land virtually any aircraft. For example, at O"Hare International Airport, when landing simultaneously on 4L/22R and 10/28 or parallel 9R/27L, it is routine for arrivals from East Asia, which would normally be vectored for 4L/22R (2,300 m (7,546 ft)) or 9R/27L (2,400 m (7,874 ft)) to request 28R (4,000 m (13,123 ft)). It is always accommodated, although occasionally with a delay. Another example is that the Luleå Airport in Sweden was extended to 3,500 m (11,483 ft) to allow any fully loaded freight aircraft to take off. These distances are also influenced by the runway grade (slope) such that, for example, each 1 percent of runway down slope increases the landing distance by 10 percent.
An aircraft taking off at a higher altitude must do so at reduced weight due to decreased density of air at higher altitudes, which reduces engine power and wing lift. An aircraft must also take off at a reduced weight in hotter or more humid conditions (see density altitude). Most commercial aircraft carry manufacturer"s tables showing the adjustments required for a given temperature.
In India, recommendations of International Civil Aviation Organization (ICAO) are now followed more often. For landing, only altitude correction is done for runway length whereas for take-off, all types of correction are taken into consideration.
Rupa Haria (Jan 10, 2018). "1919: Orville Wright On The Future Of Civil Flying". Aviation Week Network. Archived from the original on April 16, 2019. Retrieved January 10, 2018.
"Chapter 2.3.e.(2)". FAA Advisory Circular AC 150/5340-1L - Standards for Airport Markings. p. 17. A single-digit runway landing designation number is never preceded by a zero.
Swatton, Peter J. (2000). Aircraft Performance Theory for Pilots (illustrated, reprint ed.). Oxford, United Kingdom: Blackwell Science Ltd. p. vii. ISBN 0632055693.
"Archived copy" (PDF). Archived from the original (PDF) on 21 February 2015. Retrieved 20 February 2015.link) FAA Advisory Circular 150/5300-13A (PDF)
"§7.18 Aircraft Radio Control of Aerodrome Lighting". TP 14371: Transport Canada Aeronautical Information Manual. Archived from the original on 2013-03-22.
[1] Design, Construction and Maintenance of Concrete Pavements at the | World"s Busiest Airport | W. Charles Greer, Jr., P.E. | AMEC Environment & Infrastructure, Inc., Alpharetta, GA, USA | Subash Reddy Kuchikulla | Materials Managers and Engineers, Inc., Atlanta, GA, USA | Kathryn Masters, P.E. | Hartsfield | Jackson Atlanta International Airport, Atlanta, GA, USA | John Rone, P.E. | Hartsfield | Jackson Atlanta International Airport, Atlanta, GA
A pure baby-bust scenario, however, gives rise to overshooting in per capita consumption while yielding a higher per capita consumption in the new steady state.
This is not consistent with the results of the previous literature, which emphasized overshooting precisely because it created large output and employment effects of disinflation.
These examples are from corpora and from sources on the web. Any opinions in the examples do not represent the opinion of the Cambridge Dictionary editors or of Cambridge University Press or its licensors.
HALIFAX — Confusing runway instructions, an unexpected tailwind and crew fatigue were factors that contributed to a 2018 runway overshoot that destroyed a Boeing 747 cargo jet at Halifax Stanfield International Airport, the Transportation Safety Board of Canada says.
In an investigation report released Tuesday, the independent agency also cited insufficient braking on a wet runway, noting that the aircraft was wrecked as it slid down a grassy embankment 270 metres past the end of the runway. All three crew members received minor injuries, but the sole passenger – a deadheading pilot – was not injured.
The massive aircraft, operated by Sky Lease Cargo based in Miami, Fla., started its ill-fated flight at O’Hare International Airport in Chicago early on Nov. 7, 2018. The crew had planned to pick up live lobsters in Halifax, which were destined for markets in China.
The board’s investigation found that a confusing notice to pilots – known as a Notice to Airmen or NOTAM – led the crew to wrongly believe the longer of the two runways in Halifax – Runway 23 – was not available for landing. As a result, they planned to land on Runway 14, which is 2,347 metres long.
As the aircraft approached the runway in the dark just after 5 a.m., air traffic control failed to tell the crew about the availability of Runway 23, although an automated information system was broadcasting that information, the report said.
Less than 90 seconds before the jet crossed the threshold, the crew realized there was a tailwind to contend with, as well as a rain-slicked runway. Airplanes typically take off and land into the wind, which offers pilots more lift and, as a result, more control. But tailwind landings are possible within certain limits.
“Upon landing, a series of events prevented the aircraft from decelerating as expected and caused the aircraft to drift to the right of the runway,” the report said.
The document said that for some unknown reason, the thrust lever for the No. 1 engine was moved forward of the idle position, causing the speed brakes to retract and the autobrake system to disengage. Those changes increased the distance required to bring the aircraft to a stop.
“The pilot monitoring ? was focused on the lateral drift and, as a result, the required call-outs regarding the position of the deceleration devices were not made,” the report said.
The brakes were applied eight seconds after touchdown, but maximum braking effort did not occur until 15 seconds later, the report said. At that point, the 183,500-kilogram jumbo jet was about 240 metres from the end of the runway
As the plane skidded down the embankment, it hit a large localizer antenna, its landing gear collapsed, two of its four engines were torn off and there was a small fire under the tail section, caused by a severed engine.
The board identified two risk factors for fatigue that would have degraded the crew’s performance: the early morning timing of the flight and insufficient time for restorative sleep in the 24-hour period leading up to the overrun.
Because of “acute sleep disruption” and the timing of the landing, “the performance of the flight crew at the time of the accident would likely have been degraded by fatigue,” the report said.
The safety board also noted that the uneven terrain where the aircraft came to rest was beyond the runway’s 150-metre runway end safety area, which is designed to reduce the risk of damage to aircraft that land short of the runway or overshoot it.
The report said that in 2007, the board recommended Transport Canada require all runways longer than 1,800 metres to have a 300-metre runway end safety area or a means of stopping aircraft that provides an equivalent level of safety.
Nearly half of the 96 passengers and crew aboard a Chinese passenger jet died Tuesday, after the aircraft overshot a runway and caught fire in the northwest part of the country.
According to the state-owned Xinhua News Agency, 42 people were killed and another 54 were injured when the Henan Airlines plane crashed in Yichun city, Heilongjiang province.
Xinhua described the plane as a Brazilian-made Embraer E-190 jet, which it said took off from Harbin, the capital of Heilongjiang province, just before 9 p.m. local time. It crashed about an hour later on landing at the Lindu airport.
"After we stopped, the people in the back were panicking and rushed to the front," the unidentified man said in an interview from a hospital bed. "We were trying to open the (emergency exits) but they wouldn"t open. Then the smoke came in ... within two or three minutes or even a minute, we couldn"t breathe. I knew something bad was going to happen."
Chinese Vice Premier Zhang Dejiang travelled to Yichun early on Wednesday, Xinhua reported, along with government officials from a number of ministries, to help investigate the cause of the crash and deal with its aftermath.
Five crew members and five children were travelling on the jet, an unnamed official with the Civil Aviation Administration of China told Xinhua. It"s not clear how many survived.
The airline is based in central China"s Henan province. Its fleet is made up of small jets that fly between cities in north and northeast China. Earlier this year it changed its name from Kunpeng Airlines to Henan Airlines.
A number of plane crashes in China during the 1990s led Beijing to boost safety standards for airlines and to invest in better air traffic management systems.
In recent years, many airlines in China that specialize in short domestic flights have lost business to the country"s growing network of high-speed rail lines.
HELSINKI: Finnish parliamentary groups are expected to discuss on Friday when to ratify NATO’s founding treaties, in a move that could lead the country to proceed with membership ahead of neighboring Sweden, amid growing support among the Finnish public to go it alone.
The two Nordic countries sought NATO membership shortly after Russia’s invasion of Ukraine last year, and while most member-states have ratified the applications, Turkiye has yet to give its approval.
Turkiye’s differing view on Finnish and Swedish memberships is putting pressure on Finnish leaders to push ahead. A 53 percent majority of Finns polled on Feb. 2 for daily Ilta-Sanomat said they did not want Finland to wait for Sweden. Some 28 percent said it should.
A view of the flags of Finland, NATO and Sweden during a ceremony to mark Sweden"s and Finland"s application for membership in Brussels, Belgium, on May 18, 2022. (REUTERS/File Photo)
On Friday, parliamentary groups in Finland will decide whether parliament should ratify NATO’s founding treaties before it goes into recess on March 3, before a parliamentary election on April 2.
If parliament on a later date votes in favor of approving the treaties, as it is widely expected to do, the president must proceed with the application within three months and as soon as all existing NATO members have also ratified Finland’s bid, which could effectively lead to proceeding with NATO membership without Sweden.
Finland’s Chancellor of Justice Tuomas Poysti told Ilta-Sanomat the process would leave Finland some room to wait for Sweden if need be, but not endlessly.
Ankara wants Helsinki and Stockholm in particular to take a tougher line against the Kurdistan Workers’ Party (PKK), which is considered a terror group by Turkiye and the European Union, and another group it blames for a 2016 coup attempt.