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15 June 2012Airport TechnologyBoeing Commercial AirplanesPage of Runway FAA Strength Rating ConversionsPurpose of Rating Conversions DATA an example of use, a rating of DTW250 or TT250 means that an aircraft like the DC863 is limited to a gross weight of 250,000 lb on that runway.Similar aircraft like the 767 or the 787 are

15 June 2012Airport TechnologyBoeing Commercial AirplanesPage of also limited to 250,000 lb, even though theybothhave much better pavement loading characteristics than does the DC8 due to the differences in landing gear arrangement.This anomaly occurs primarily in wide body aircraft.Another problem with the FAA rating system is that it is not possible to determine the pavement loading capability for aircraft such as the 777, the C17, or the C5A.Boeing Interim Rating Conversions onversions were developed by Boeing’s Airport Technology organization to provide an interimprocess until the airports fully establish the PCN for theirpavementsand to address the penalty that was assessed for wide body aircraft.This process may be used until complete conversion to the PCN is accomplished.Themethod allows the conversion of standard FAA ratingtypes (D, DT, DDT)into allowable airplane weightsfor other gear types.In the past it was quite simple, since most aircraft had landing geararrangementssomewhat close to the FAA standardmentioned previouslyowever,the current models are mostly large wide body or larger military aircraft with superior landing geararrangementsthat do not conform to thestandardFAA types.This has made it difficult to know how these aircraft would fit into an airport that had only FAA pavement ratings.

Since there is lengthy list of aircraft that do not fitthe FAA rating patternwitheach having uniqueaircraft classification number (ACNa method was devised to relate between the two by converting the ACN into the appropriate equivalent FAA rating.The Boeing solution is based comparative calculations to determine equivalency.The63 the standard reference airplanefor dualtandem gear sets, while the 727200 is used for dual gearNo standard conversion is required for the 747 DDT gear since it is uniqueto itselfTable 1provides the conversionfactorsthat have been developed for Boeing and some military aircraft.These factors show the relationship of the aircraft in question to the standard FAA D, DT, or DDT published ratings.It was assembled by ratioing theaverage ACN at the eight subgrade codes to the average ACN of the FAA standard aircraft.To use this table there are several caveatsto keep in mind:When using narrow body (NB) aircraft, the gear factor for the matching FAA rating is generally 1.00.It was determined that the differences in the gear configurations between the various NB aircraft models werenot great enough to warrant using factors that were significantly different.he gear factors for the 717, 727, 737, DC9, P8, and MD80seriesare 1.00 for the D conversion.he gear factors for the 707, 720, 757, , and KCare 1.00 for the DT conversion.

he gear factors for all 747 aircraft are 1.00 for the DDT conversion.Gear factors for wide body (WB) and most military (MIL) are significantly different enough to requirenew factors
faa 5010 instructions
.Try to match the gear configuration to that of the rating.For example, 767300ER conversions should be based on the DT factorFor an FAA rating of DT00, the allowable gross weight is 00 x 1.17 = 351K.operate on a pavement at 350K, the FAA rating required for a 767300ER is 350

1.17 = DTIf a published rating is not available that matches the gear configuration of the aircraft, thenuse the nearest similarrating:

For a pavement that has only a D200 or a DT350 rating, the allowable gross weight of a 777300ER is 350 x 1.75 = 613K, based on the DT rating

15 June 2012Airport TechnologyBoeing Commercial AirplanesPage of If the pavement also has a DDT800 rating, then the allowable gross weightfor the 777300ER x 0.80 = 640K.Choose between the DT andthe previousDDT conversions.For another pavement with a rating of DT350, the allowable gross weight of a 8 is 350 x 2.27 = 795K.For a pavement with only a rating of D200, the allowable 757300 gross weight is 200 x 1.70 = 340K.The allowable 777300ER gross weight is 200 x 3.0= 6and the allowable 747400ER gross weight is 200 x 3.93 = 786KThe required rating for a 300ERat K gross weight on a pavement is

3.03 = D2 1.75 = DT4 0.80 = DDT9Table Boeing Gear Conversion FactorsAircraft Gear Type Body Type D DT DDT 707-320C DT (2D) NB 1.85 1.00 0.46 720B DT (2D) NB 1.74 1.00 0.43 717-200 D NB 1.00 0.53 0.23 727-100 D NB 1.00 0.58 0.25 727-200 D NB 1.00 0.59 0.25 737-100 D NB 1.00 0.57 0.24 737-200 D NB 1.00 0.57 0.25 737-300 D NB 1.00 0.57 0.25 737-400 D NB 1.00 0.55 0.24 737-500 D NB 1.00 0.56 0.24 737-600 D NB 1.00 0.58 0.25 737-700 D NB 1.00 0.58 0.25 737-700ER D NB 1.00 0.59 0.29 737-800 D NB 1.00 0.57 0.25 737-900ER D NB 1.00 0.56 0.24 737BBJ D NB 1.00 0.58 0.25 737BBJ-2 D NB 1.00 0.57 0.25 737BBJ-3 D NB 1.00 0.56 0.24 747-200 DDT (2D/2D2) WB 4.14 2.39 1.00 747-400 DDT (2D/2D2) WB 4.02 2.35 1.00 747-400ER DDT (2D/2D2) WB 3.93 2.27 1.00 747-400ERF DDT (2D/2D2) WB 3.93 2.27 1.00 747-8F DDT (2D/2D2) WB 3.93 2.27 1.00 747-8 DDT (2D/2D2) WB 3.93 2.27 1.00 747SP DDT (2D/2D2) WB 4.12 2.38 1.00 757-200 DT (2D) NB 1.73 1.00 0.43 757-300 DT (2D) NB 1.70 1.00 0.42 767-200 DT (2D) WB 2.02 1.17 0.54 767-200ER DT (2D) WB 2.02 1.17 0.54 767-300 DT (2D) WB 2.02 1.17 0.54 767-300ER DT (2D) WB 2.03 1.17 0.54 767-400ER DT (2D) WB 1.95 1.13 0.52

15 June 2012Airport TechnologyBoeing Commercial AirplanesPage of Aircraft Gear Type Body Type D DT DDT 777-200 3D WB 3.07 1.77 0.82 777-200ER 3D WB 3.07 1.77 0.82 777-200LR 3D WB 3.06 1.76 0.81 777-300 3D WB 2.95 1.70 0.78 777-300ER 3D WB 3.03 1.75 0.80 777F 3D WB 3.06 1.76 0.81 787-8 DT (2D) WB 2.11 1.22 0.56 787-9 Preliminary DT (2D) WB 2.20 1.27 0.58 DC10-10 DT (2D) WB 2.22 1.28 0.59 DC10-30/40 DT (2D/D1) WB 2.80 1.62 0.74 MD11ER DT (2D/D1) WB 2.59 1.50 0.70 DC8-63/73 DT (2D) NB 1.73 1.00 0.43 DC9-32 D NB 1.00 0.54 0.23 DC9-51 D NB 1.00 0.53 0.23 MD83 D NB 1.00 0.53 0.23 MD87 D NB 1.00 0.53 0.23 MD90-30 D NB 1.00 0.52 0.23 C17A 2T MIL 3.18 1.79 0.80 KC-10A DT (2D/D1) MIL 2.72 1.57 0.72 KC-135E DT (2D) MIL 1.81 1.00 0.45 KC-135R DT (2D) MIL 1.83 1.00 0.46 Notes: Gear Types shown in parentheses reflect the revised FAA nomenclatureof FAA Order 5300.7Narrow Body AircraftWide BodAircraftMILMilitary AircraftAdditional questions concerning this issue can be directed to Boeing’s Airport Technology group as follows:Boeing Airport Technology P.O.Box 3707, MC Seattle, .
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