SIZING

TYPE AIRCRAFT

The OBOEING 737-800 is an aircraft of sufficient size for the airport's demand.
The evaluation of aircraft type selection addressed the demand of the current year as well.
a projection of the 10 years following the current year, this allows for spaces for new
projections and assurance of the airport's operation. With this projection, it is possible to observe

that there is a need for some changes. As seen, the installation of ELO technology
enables the operation of a superior range of aircraft, with the possibility of expanding in various

aspects.

Figure 1 - Cross section of the aircraft

Source: DELTA, 2019.

Figure 2 - Side view of the aircraft

Source: DELTA, 2019.

Figure 3 - Aircraft seat characteristics

Source: DELTA, 2019.

Figure 4 - Aircraft Specifications

Source: DELTA, 2019.

 Table 1 - Main characteristics of the aircraft

Commercial Aircraft Reference Code

Distance between Outer Wheels

Aircraft model 737-800 main landing gear 7.0
[OMGWS] (m)

Takeoff weight (kg) 79016 Wheel base (m) 15.6

Distance from the pilot's cabin to

Reference Code 4C 17.2
the main landing gear (m)

Basic length of
2090 Fuselage Length (m) 38.0
aircraft runway (m)

Speed of
142 Aircraft Length (m) 39.5
approximation (1.3 x Vs)
Fuselage [Tail Height]
Wingspan(m) 34.3 12.6
(m)
Source: ANAC, 2018.

Regarding the aircraft, the airport also has conditions to support

aircraft of the Airbus 320 model, which is a direct competitor of the Boeing 737-800, thus
enabling new flight routes for companies that use such models.

DIMENSIONING OF THE RUNWAY, TAKEOFF RUNWAYS

TAXIING AND AIRCRAFT PARKING

Landing and Takeoff Runway

The length of the runway is obtained through Equation 01

(Sória,
1983).
7H Tr−Tp 10D
Lcor=Lbásico1+
( 300x100 )( 1+
100 )( 1+
100 )
In which:
Lcor: Comprimento corrigido (m)
 Basic length (m)
H: Altitude (m)
Reference temperature (ºC)
Tp: Temperatura de cálculo (ºC)
D: Slope of the track (%)

For the calculation temperature, the following equation must be considered.

Tp=15−0.0065∗H

The temperature constant will greatly influence the final length of the track.
due to the city having a very high average temperature, in order to lower this value,
we will adopt a slope of 0.20%, therefore it will be necessary to make the necessary changes
on the ground so that it has this slope.

Table 2 - Corrected length

Altitude (H) 463 m
Calculation temperature (Tp) 12º C
Calculation temperature (Tr) 31º C
Slope of the track (D) 0.20%
Basic Comp. 2090 m
Compr. Corrected 2810 m
Source: Group authorship.

The aerodrome reference code has been obtained. Element 01 of the code: 4. Element
Thus, the width of the runway was obtained as 45m.

Taxiway
 The taxiways serve the purpose of allowing quick and safe transit.
between the runway and the apron. The minimum widths are as follows:

Figure 5 - Minimum width of the taxiway.

Source: ALVES, 2014.

On the runways that serve the letter-code runways C, D, E, and F, there must be
safety margins that extend symmetrically from its axis, in such a way that the
the total width of the runway plus its safety margins should not be less than:

60 m when the letter code is F;

44 m when the code letter is E;
38 m when the code letter is D;
25 m when the code letter is C.

Since the wheelbase of the BOEING 737-800 is 15.6 m, the taxiway of the airport
In question, it must have a width of 15 meters. With the margin, 25 meters.

Transverse Slopes
 It is recommended, to facilitate the rapid drainage of rainwater, that the surface
the track is convex, with symmetrical transverse slopes relative to the axis of the track
which, however, should not exceed:

1.5% when the code letter is C, D, E, or F;

2.0% when the code letter is A or B.

It is still recommended that the cross slope should be equal along the entire
track, except at intersections with other tracks, where a smooth transition should be provided,
even considering the need for drainage.
It is also recommended, in regions of low rainfall, that the slopes
transverse should be reduced to 1.0%. In cases where the wind accompanies the rain,
aiding in the drainage of water; one can design a track with a transverse slope
unique.
In this case, the cross slope should not exceed 1.5%.

RESA (Runway End Safety Areas)

A safety area must be provided at each end of a runway strip.

where:
The code number is 3 or 4; and
The code number is 1 or 2 and the clue is instrumented.
A RESA, in Brazil also called "escape area", must be extended from the end
from the track width to the greatest distance that is practicable, but at least 90 m. Its width
it must be at least twice that of the associated track. An object located in that area that can
causing damage to aircraft should be considered an obstacle and as much as it is
practicable, to be removed. The RESA ramps must be such that no part of it penetrates
at the edge of the take-off area.
Longitudinal slopes should not exceed a descending ramp of 5%.
Changes in longitudinal gradients should be as gradual as possible and changes
abrupt or sudden reversals of ramps avoided. The transverse slopes should not
exceed a 5% ascending or descending ramp. Transitions between different
Slopes should be as gradual as possible.

Clearway (Obstacle Free Zone)

Shortly after the lift-off (the moment of takeoff when the aircraft lifts off the ground),
when the aircraft did not reach a sufficiently high speed, the rate of climb is from
order of 1% to 3%. This fact justifies the concern to maintain airspace
unobstructed (clearway), right after the runway threshold. The function of the clearway is similar to
from the take-off ramp planned in the airport protection zone. The basic difference is that
the area affected by the clearway usually belongs to the aerodrome, while the areas
Covered by the aerodrome protection zone extend beyond its limits.
It is recommended that the clearway starts at the end of the runway opposite the threshold of

Takeoff. Its length can be at most equal to half the length of the runway.
Must extend laterally from the centerline of the runway to a minimum distance of 75 m.
The land encompassed by the clearway should not rise above an inclined plane with
ascending slope of 1.25%, taken in relation to the horizontal plane that:
It is perpendicular to the vertical plane that contains the axis of the track; and

Pass through the point located at the end of the runway axis.

Track Strip

The runway and its associated stop zones must

to be included within the runway strip that should extend beyond the threshold and beyond the end
from the track or the parking area at a distance of at least:
60 m where the code number is 2, 3, or 4;
60 m where the code number is 1 and the track allows operation for
instruments; and
30 m where the code number is 1 and the track is non-instrumental.
When including an approach runway with precision or not, it should always be
walkable, extending laterally to a distance of at least:
150 m where the code number is 3 or 4; and
75 m where the code number is 1 or 2;
 For each side of the track axis and its extension along the length of the lane. If the
clue for non-instrumental, the following applies:
75 m where the code number is 3 or 4;
40 m where the code number is 2; and
30 m where the code number is 1.
So a 60-meter track lane, with a lateral extension of 150 meters.

Aircraft Yard

To meet the drainage, maneuvering, and supply criteria, the ramps must
be from 0.5 to 1.0% in the stop areas and no more than 1.5% in the other areas of the yard.
To determine the number of flexible stop positions, it is necessary to group
the aircraft by size in a quantity of two to four types. From this, and having the
demand forecasts for these aircraft determine the quantity and dimensions of the positions
of stop.
The number of stopover positions that a certain class of aircraft, such as
described in the previous paragraph, can be used without restriction, is given by the expression:

V.T
NG=
U
Where:
NG: number of stopping positions;
V: maximum aircraft movement during peak hour (the most critical between landings and
takeoffs)
U: constant that varies between 0.6 and 0.8;
average time of position occupancy.
The capacity to receive aircraft at the airport is given by the lowest value obtained by
application of the above equation, where a value of 2 stopping points was reached. Considering the
use by smaller aircraft of positions intended for larger ones, and also considering,
for each case, the following average occupancy time:
T= ∑
[Link]
Where:
my: percentage of aircraft type 'i' in the mix, for peak hour;
average occupancy time of aircraft type 'i'.
 The dimensions of length and wingspan of a certain aircraft are the point
initial for the determination of the total area of the yard, to which the geometry of the TPS is added.
disposition of service roads. The distances between parked aircraft or between them and others
Fixed objects or constructions are given below:

Figure 6 - Distances between parked aircraft or between them and other fixed objects.

Source: ALVES, 2014.

The central line of taxiway and stand taxilanes must have a minimum distance to
a stationary aircraft of:

Figure 7 - Minimum distances from the centerline to the parked aircraft.

Source: ALVES, 2014.

 The dimensions and areas for towing and autonomous parking are in the
table a to follow

Figure 8 - Dimensions and parking areas with towed and autonomous exit.

Source: ALVES, 2014.

Waiting bays

The bays are recommended for airports with more than 50,000 annual operations.
They aim to allow traffic control to change the sequence of departures after the
aircraft having left the yard, but since the aforementioned airport is not being designed for this
number of operations, these were waived.
TRACK ORIENTATION

A very important analysis regarding the runway, which will

to directly interfere with the ease or difficulty of carrying out the flights would be the correct
runway orientation in relation to the winds that hit the airport.
In this way, aiming mainly to meet security requirements and
features, a verification was carried out on what orientation the track should have. For this, it was
used the website of the Federal Aviation Administration (FAA), where data was found
about the winds of the Campina Grande airport, in Paraíba.
Since the reference length of the track is greater than 1,500 meters, the component
The permitted crosswind is 20 knots. By entering this data on the site, it returns
with a better orientation of 140° and where the track would be located, according to the figure,
to follow:

Figure 9 - Orientation of the runway

Source: Federal Aviation Administration (FAA)

SIGNAGE

According to the type of operation of the airport runway, there are essential signals.
For the project in question, the 'IFR - Precision' was adopted, and based on the operating system, the
The necessary signals are listed in the table below.
Figure 10 - Types of Signaling.

Source: UFSC.

Horizontal signage of the runway and takeoff axis

According to ANAC, the horizontal axis markings of the runway and takeoff are
present on paved tracks, must consist of a line in stripes spaced by
uniform intervals. The length of a range plus an interval must not be less than 50
m, or greater than 75 m. The length of each lane must be at least equal to the length
of the interval or 30 m, whichever is greater. The width of the adopted strips was 0.45m per
It is a Category I precision approach track, with code number 4.
In this way, it is possible to calculate the lengths of the runway axis strips.
In what:
≥
≥ 30
 50 ≤ + ≤ 75
( + )− = −
Where:
L is the length of the strip.
"e" is the spacing;
n is the number of segments range/spacing;
Lp, the total length of the runway;
"A" is the length equivalent to the sum of the distances occupied by the signaling of
designation and by the head sign multiplied by two since these
Signage is present at both ends of the runway.
It is noted that 'Lp - A' is equivalent to 2810 - (2*66) = 2678 m; therefore, 'L', 'e', and 'n'

they must be integers that satisfy the equation n*(L+e) - e = 2678 and the inequalities
previously mentioned.
Conducting tests by substituting different values in the equation above for
"L" and "e" that met the aforementioned conditions, were found for "L".
"e" and "n" numbers equivalent to 30 m, 29 m and 46 segments, respectively.

Horizontal signage for the designation of landing and takeoff runway

According to NBR 10855, horizontal signage for lane designation

landing and takeoff consists of a two-digit number, which can be complemented with
a letter in parallel landing and takeoff runways. In single landing and takeoff runways,
As dimensioned here, the two-digit number must be the largest whole decimal number
near the Magnetic North, when viewed from the direction of approach.
In the horizontal signaling for the designation of the project, the numbers on the headers were

14 e 32 (ABNT, 2009).
 Figure 11 - Format and proportions of numbers and letters for horizontal signage designating runways.

Source: ANAC, 2009.

Headboard horizontal signaling

The horizontal signaling at the heads should be arranged at the ends of the runways.
paved operated by instrument and on paved runways of visual operation
classified with code numbers 3 or 4.
They should start 6 m from the head and consist of a strip pattern.
longitudinal of uniform dimensions, symmetrically arranged to the axis of the runway and
takeoff, and on runways that are 45 m wide. The number of lanes must comply
with the width of the track, as follows:
Figure 12 - Number of Headroom Strips.

Source: ANAC, 2009.

 On the track, with a width of 45 m, 12 lanes were designed. These lanes can
extend laterally up to 27 m on each side of the runway axis, or the distance between the limit
the external edges of the farthest lanes from the axis and the edges of the track must be a maximum of 3 m.

For the strips, a length of 30 m is considered, and preferably, widths and

spacings of 1.80m.

Point of View

The horizontal sighting signal must be placed at each end.

approach of a runway for instrument operation paved with number of
code 2, 3 or 4.
The horizontal signaling of the point of sight should not start closer to the head.
from the distance indicated in the appropriate column of the figure presented below, noting that
I know that, on runways equipped with visual systems for approach slope indication, the
The beginning of the horizontal signaling should coincide with the origin of the visual approach ramp.

Figure 13 - Location and dimensions of the horizontal sighting signage.

Source: NBR 10855.

The values for the signaling dimensioning of the point are observed above.
always prescribed by RBAC and NBR 10855.
Once the length of your strip has been determined, that said, the stripes
they will start 400 m from the head and will have extension, width and internal spacing
of 55 m, 8 m and 20 m, respectively.
Contact zone mark

The contact zone marks measure the length of the track and help guide the
pilot after landing. There are 6 parallel sets of stripes, with an interval of 150 meters between them.
They. Almost always one of these markings coincides with the touch point.

Figure 14 - Contact Zone Signaling

Source: NBR 10855.

Therefore, the marking of the contact zone will have 6 pairs of stripes.

Side strip

The horizontal signaling of the side strip of the taxiway must be used when not
to distinguish the taxiway from the shoulder, alerting the pilots about which the
pavement that can be used for the taxi.

Figure 15 - Side strip signaling

Source: ANAC, 2009.

Waiting point signage

The horizontal signaling for waiting position of the runway must be placed along
waiting positions for landing and takeoff runway. At the intersections of the taxiway with the runway.
of landing and takeoff, for example, the horizontal signage of the runway holding position
Landing and takeoff followed pattern A.

Figure 15 - Minimum distances between the runway axis and the holding point (m)

Source: NBR 10855

Therefore, the minimum distance between the runway axis and the holding point for the
the designed airport will be 90m.

Figure 16 - Horizontal signaling of taxiway (displayed in conjunction with the basic horizontal signaling)
runway for landing and takeoff.

Source: ANAC, 2009