project report 'leerdam airport' ander

Content

Summary ......................................................................................................... 1

Introduction ......................................................................................................... 2

1 Airport research................................................................................................ 3

1.1 Aviation sector .............................................................................................................. 3

1.1.1 Civil aviation ........................................................................................................................................ 3

1.1.2 General aviation .................................................................................................................................. 3

1.1.3 Aircraft classes .................................................................................................................................... 3

1.1.4 Flight movement analysis ................................................................................................................... 4

1.2 Landside ........................................................................................................................ 4

1.2.1 Landside facilities ................................................................................................................................ 4

1.2.2 Landside Services ................................................................................................................................ 5

1.2.3 Landside infrastructure ....................................................................................................................... 6

1.3 Airside ........................................................................................................................... 7

1.3.1 Airside facilities ................................................................................................................................... 7

1.3.2 Airside services ................................................................................................................................... 7

1.3.3 Airside infrastructure .......................................................................................................................... 8

1.4 Airspace ....................................................................................................................... 13

1.4.1 Airspace classification ....................................................................................................................... 13

1.4.2 Aeronautical Charts .......................................................................................................................... 14

1.4.3 ATC divisions ..................................................................................................................................... 16

1.4.4 Flight rules ........................................................................................................................................ 16

1.4.5 Radio and navigational aids .............................................................................................................. 18

1.5 Regulations .................................................................................................................. 21

1.5.1 WLV and LVW ................................................................................................................................... 21

1.5.2 Restrictions ....................................................................................................................................... 22

1.6 Selection criteria ......................................................................................................... 24

1.6.1 Soil type ............................................................................................................................................ 24

1.6.2 Area population ................................................................................................................................ 24

1.6.3 Environmental issues ........................................................................................................................ 24

1.6.4 Accessibility ....................................................................................................................................... 24

1.6.5 Airspace ............................................................................................................................................ 24

1.6.6 Available space ................................................................................................................................. 25

1.6.7 Obstacle clearance ............................................................................................................................ 25

1.6.8 Wind direction .................................................................................................................................. 25

1.6.9 Usability factor .................................................................................................................................. 25

1.7 Conclusion ................................................................................................................... 25

2 Location research ........................................................................................... 26

2.1 Goeree-Overflakkee .................................................................................................... 26

2.2 Schouwen-Duiveland .................................................................................................. 27

2.3 Leerdam ...................................................................................................................... 29

2.4 Comparison ................................................................................................................. 30

2.4.1 Selection criteria ............................................................................................................................... 31

2.5 Conclusion ................................................................................................................... 32

3 Airport Leerdam ............................................................................................. 32

3.1 Design .......................................................................................................................... 32

3.1.1 Landside facilities .............................................................................................................................. 32

3.1.2 Landside Services .............................................................................................................................. 32

3.1.3 Landside infrastructure ..................................................................................................................... 33

3.1.4 Airside facilities ................................................................................................................................. 34

3.1.5 Airside services ................................................................................................................................. 34

3.1.6 Airside infrastructure ........................................................................................................................ 35

3.1.7 Air Traffic Control .............................................................................................................................. 37

3.1.8 Radio and navigational aids .............................................................................................................. 37

3.1.9 Leerdam Airport Charts .................................................................................................................... 37

3.2 Noise ........................................................................................................................... 37

3.3 Regulations and client desires .................................................................................... 38

3.3.1 Regulations ....................................................................................................................................... 38

3.3.2 Customer desires .............................................................................................................................. 39

3.4 Financial overview ...................................................................................................... 39

3.4.1 Building expenses ............................................................................................................................. 39

3.4.2 Operational expenses ....................................................................................................................... 40

3.4.3 Operational Revenue ........................................................................................................................ 41

3.4.4 Break-even analyses ......................................................................................................................... 42

3.5 Conclusion ................................................................................................................... 42

Leerdam Airport – When outplacing is the only solution

Hogeschool van Amsterdam – Domein techniek - Aviation 1

Summary

Project group 2A1S received the assignment from the board of Rotterdam Airport to investigate all the aspects that are required to obtain a so-called ‘Aanwijzing’ for a new location to build an airport. This new airport must comply with the regulations set by the government and must have the same facilities the General Aviation was used to on Rotterdam The Hague Airport. All the aircraft which will land and take-off must not have an Maximum Take Off Weight more than 7000 kg. The reason for the out placing of the General Aviation is caused by the in-creasing growth of air travel from and towards Rotterdam The Hague Airport. The airport has a restriction on flight movements due to a maximum sound capacity. With the free capacity they want to focus on the increase of civil aviation. However, an acceptable alternative must be offered to the out placed segment of the General Aviation. This report can be divided in three chapters, which are Airport Research, Location Research and Leerdam Airport. The General Aviation which will be out placed to a new built airport can be divided in different segments. The new airport must be suitable for aircraft with a Maximum Take Off Weight less 7000 kg. The airport can be split up in landside, airside and airspace. Landside and airside consist of facilities, services and infrastructure. The airspace can be divided in navigational aids and aerospace structure. In the airspace there are also two different flight rules, which are VFR and IFR. These flight rules are made to increase the safety and have limitations and obligations. The new airport needs to comply with the requirements of Rotterdam airport and the regulations. The new airport must have a suitable location and must not cause much nuisance in the area. Selection criteria should be made to choose a suitable location. Three suitable locations are chosen. These are Goeree-Overflakkee, Schouwen-Duiveland and Leerdam. The loca-tions are compared by the following selection criteria: Soil type, Population areas, Impacts on environment, Acces-sibility, Airspace, Available space, Obstacle clearance, Wind direction and the Usability factor. Every selection crite-ria has its own weight factor. A comparison can be made by calculating the means of a pros and cons research according to the ‘van den Kroonenberg’ method. One location will be the most suitable. The pros and cons re-search shows that Leerdam is the most suitable location. The landside services of Leerdam airport consists of an airport commander and emergency services. These services are needed to make sure that the daily operations of the airport go smoothly. The emergency services will consist of a fire station with first aid. There will be two refuelling places available. The runway of Leerdam Airport has a length of 1199 meters, a stopway of 300 meters and a width of 23 meters. Leerdam Airport will not have Air Traffic Control, because only ten percent of the total flight movements are on Instrument Flight Rules, which makes use of Air Traffic Control. This is not enough to justify the cost of Air Traffic Control. Therefore Instrument Landing System will not be purchased. It is too expensive and it works in combination with Air Traffic Control. The aircraft that will land and take-off from Leerdam Airport must use Visual Flight Rules. Leerdam Airport will have radio and navigational aids, such as Very High-frequency Omnidirectional Range, Non-directional Radio Beacons and Preci-sion Approach Path Indicator. The total costs of building Leerdam Airport have been made. Also there have to be made a costs and benefits table of Leerdam Airport. This report is intended to give a proposal to the out placed General Aviation and the province of the location to receive an ‘aanwijzing’.



Introduction

In the first year of the study Aviation at the ‘Hogeschool van Amsterdam’, the students are stimulated with project assignments. The students have to operate together to get a sufficient result. This project is the third this year and the final project for the freshman year. This project will have to be sufficient to continue into the second year due to the ‘Bindend Afwijzend Studieadvies’. The project ‘Airport Operations’ is a fictional assignment in which the students have to design an airport for General Aviation. In order to succeed, the best location out of three possible locations will be chosen. Eventually, one airport location will turn out as most suitable. This suitable location will be explained. The preconditions of the project are the deadline and the dictate ‘opbouw projectverslag’ by Tilly Wentzel. The deadline has two separate days. The first one is for the ‘Zelfsturende opdracht’ (ZSO). The assignment was to de-sign a poster with the possible location before the 26

th of may. The second deadline is the report, scheduled on the

3th

of June. The report will be judged by two docents and some of the best are sent to a company which will review them. The best three reports are given a prize from the ‘Hogeschool van Amsterdam’. The core of the report consists out of three chapters. This is because the process of determining the airport loca-tion can be divided in three phases. The first chapter is about the theory needed to design and operate an airport. The theory is primary based on the location Rotterdam The Hague airport. To choose a satisfactory location, a few selection criteria are determined. In chapter two, three locations are compared to each other with weight factors. The location with the best outcome will be described and worked out in detail. Important literature in this project are Siers (2004) ‘methodisch ontwerpen’, dictate Wentzel (2009) and the ICAO docs ANNEX 2, 4, 9, 11, 14, 16, respectively Rules of the air, Aeronautical charts, Facilitation, Air traffic services, Aerodromes, Environmental protection. An external booklet contains the appendices. One of the important ap-pendices is the Aerodrome chart of the newly to build airport. The booklet also contains an abbreviation list, which makes it easier to read the report.



1 Airport research

Before a new airport and all its aspects can be defined, some general information about airports and their opera-tion should be known. The amount of aircraft and aircraft types that will make use of the airport will have to be examined (1.1). The airport will be divided into landside (1.2) and airside (1.3). The space above the airport is de-fined as airspace (1.4). Demands from the legislator are important to consider during the research phase (1.5). The new airport will be selected with the use of selection criteria (1.6). The information that is important for the new airport will be briefly highlighted in the conclusion (1.7).

1.1 Aviation sector

Rotterdam The Hague Airport is a regional airport used for national and international flights. The runway of Rot-terdam Airport is large enough for little aircraft, like a Cessna C-152, and bigger aircraft, like a Boeing 737, to land and take-off. The aircraft that land on Rotterdam airport can be split in civil aviation (CA) (1.1.1) and general avia-tion (GA) (1.1.2). Ninety percent of all registered air traffic within the Netherlands consists of general aviation, the other ten percent the civil aviation. Rotterdam Airport wants to outplace the GA segment. The GA segment can be divided in several aircraft classes (1.1.3). When all the aircraft classes are known, a flight movement analysis (1.1.4) can be made.

1.1.1 Civil aviation

Rotterdam airport wants to focus their selves on the civil aviation. Civil aviation is all aircraft activity associated with major airlines with purpose for commercial passengers or military flights available to the public. These are airline companies such as KLM, VLM, Transavia airline or Cityjet. All the flights of the civil aviation are scheduled flights, throughout the whole year.

1.1.2 General aviation

Rotterdam airport wants to outplace the segment of the general aviation with a Maximum Take-Off Weight (MTOW) less than 7000 kilogram, from Rotterdam Airport to the new to build airport. The GA provides most of the flight movements on Rotterdam airport. General aviation can be defined as all aircraft activity not associated with major airlines or the military. The GA can be divided in different segment with different purposes, such as training pilots at flight schools. The GA also performs flights of general support, such as trauma helicopters, ANWB

1 and

police helicopters. Also, flights with commercial purpose, such as business flights, taxi flights and recreational flights, are called general aviation. The GA is also widely used in agriculture. Aerial seeding, fertilizing, and spraying are efficient and widely used by farmers. Glider aircraft can also be accounted to the GA segment. Using the GA for travelling purposes can offer a lot of advantages, because you can choose on which day and time you want to leave. The locations where the GA can land are often closer to your destination than larger airports. This is caused by the use of smaller aircraft, which are able to land on shorter runways.

1.1.3 Aircraft classes

Almost eighty percent of the GA are single-engined aircraft. Many of these aircraft can only carry less than three passengers at speeds below 240 km/h, some are able to carry more than four passengers, at speeds up to 320 km/h. Approximately eleven percent of the general aviation fleet are twin-engine aircraft, and capable of cruising at speeds of 290–400 km/h with six to ten passengers. The aircraft with a MTOW less than 7000, which are mostly used to train pilots, for business flights and recreation flights will be out placed. The smallest aircraft within the out placed segment is the Cessna 152 and the biggest aircraft is the Beechcraft King Air B200 (Appendix I).

1 ‘Algemene Nederlandse Wielrijders Bond’, a service team for car drivers.



1.1.4 Flight movement analysis

To determine the amount of flight movements there will be on the new airport, information is needed that can be found in status reports and tables of the flight movements on Rotterdam Airport. With this information, an im-pression can be made of the flight movements on the new airport. In order to do so, the status report of the flight movement on Rotterdam airport of 2009 (Appendix II) is used. To calculate the amount of flight movements to be expected, the taxi/business flights, training flights and other air traffic within the table should be used. In 2009, the total of these segments were 38942 movements, which is the total of flight movement that can be expected on the new airport, per year. These flight movements are 73,6% of the total flight movements on Rotterdam airport, and will be the amount of flight movements to be out placed from Rotterdam Airport. From these 38942 flight movements 3808 will be taxi / business flights, 20093 will be training flights and 15041 will be other air traffic flights. The expectations on the amount of flight movements, their percentage of the total amount taken over from Rotterdam, and the expected daily flight movements can be calculated per segment (Table 1.1). Table 1.1 Flight movements per segment

Segment Flight movements Percentage Daily flight movements

Taxi / business flights 3808 9.8% 10

Training flights 20093 51.6% 55

Other air traffic 15041 38.6% 41

There are different companies that are going to make use of the new airport, such as flight schools, flight clubs, advertising flights, recreational flights, photographer flights and the rental of aircraft. From all these companies a table shows the amount of aircraft they own (Table 1.2). Table 1.2 Aircraft in use per company

Company Aircraft in use

Lion Air B.V. 10

Sand Air 5

Vliegclub Rotterdam 16

Aeroview 1

1.2 Landside

The landside is considered the airport minus the areas accessible for aircraft, for example the access roads, parking lots, the terminal(s) and the railway station. The landside itself is also divided into three segments (facilities (1.2.1), services (1.2.2) and infrastructure (1.2.3)).

1.2.1 Landside facilities

Check-in desks, departure lounges and at large airports even a shopping mall. These services all takes place inside one of the most important airport facilities: the passenger terminal (1.2.1a). If an airport (besides passengers) also handles great amounts of freight every year, the airport is often equipped with cargo facilities (1.2.1b).

1.2.1a Terminals

The passenger terminal contains most of the available services provided at an airport. A terminal also provides access to the aircraft via gates. At some airports the aircraft connect directly to the terminal, enabling passengers to board and disembark the aircraft directly from/into the terminal.



Small airports usually have one terminal. Since larger airports handle more aircraft simultaneously there are often multiple terminals or concourses

2, depending on its design (for visual examples, refer to Appendix IV). The most

common designs are open apron designs, linear designs, satellite terminal designs, pier designs, or remote pier designs. In some cases an airport makes use of a transporter

3 to get the passengers to the aircraft.

● Open apron designs and linear designs

An open apron is the most basic layout. Passengers will board/disembark the aircraft directly from/onto the apron, so there is no available space wasted by piers or boarding bridges. At larger airports this design might cause prob-lems, because of the large amounts of people walking on the apron. That is where the linear design comes has its advantage. At the linear design, the passengers board or disembark via boarding bridges.

● Pier designs and remote pier designs

A pier is an ‘extension’ to the normal terminal, bridging the gap between the aircraft and the terminal. A pier is a good way to connect multiple aircraft to a single building, without major increment of walking distances for trans-ferring passengers. An extension to piers is called ‘remote piers’. These piers are separated from each other, but connected through a ‘mobile lounge

4’ or with a bus service.

● Satellite terminal designs

Satellite terminals are multiple smaller terminals, connected through a bridge, tunnel or bus service. The major downside of this design is that it costs a lot of apron space.

1.2.1b Cargo facilities

Airports that handle a lot of cargo are often equipped with a cargo terminal. This terminal is in fact a large storage in which ‘Unit Load Devices’ are stored. These devices are containers or pallets designed for transport by aircraft. A cargo terminal is often built via the ‘open apron’ design. Since only freight is going in and out of the aircraft in-stead of passengers, there is no need for boarding bridges, piers or bus services.

1.2.2 Landside Services

On an airfield, services are required to make sure the daily operation runs smoothly. To ensure nobody or nothing illegal arrives or leaves the country Customs are needed (1.2.2a). Emergency services are needed in case there is an emergency on the airfield (1.2.2b).

1.2.2a Customs

Before entering the airside of the airfield passengers have to pass the customs. The role of customs is executed in the Netherlands by the “Koninklijke Marechaussee”.

● Koninklijke Marechaussee

In the Netherlands the duty as custom officers is carried out by the “Koninklijke Marechaussee” (KMar). De KMar is a police organization with a military status. They are under the charge of the Dutch minister of Defence. The duty as a custom officer can also be performed by a privately hired firm.

● Objectives

The customs in Holland have a few tasks to carry out:

2 A concourse is a section of a large terminal. 3 A transporter is a bus, capable of docking directly to the airport and the aircraft itself. 4 A mobile lounge is a kind of bus, that connects directly to the aircraft or terminal.



1. Passport control 2. Luggage search

Ad 1 Passport control The customs check the passports of passengers in order to make sure whether the passengers are allowed to enter or leave the country. When passengers go through customs they arrive on the airside of the airfield. The airside of an airfield is international ground so when the passengers go through customs they cross the Dutch border.

Ad 2 Luggage search The customs check the luggage of passengers in order to search for forbidden goods. It is, for example, forbidden to import unauthorized weapons into the Netherlands. Other things the customs search for are drugs, prohibited plants and prohibited animals. If the customs find forbidden goods they will take them in and depending on the kind of goods you will have to pay a fine or go to prison.

1.2.2b Emergency services

On an airfield different emergency services must be located. These services consist of a police service, a fire service and a medical service. These services make sure that working or flying on an airfield is safe.

● Police service

The police duty is carried out by the KMar. The KMar is responsible for catching criminals and, in the progress of doing this, not have any innocent people involved. When something bad happens such as a plane crash, the KMar has to ensure the safety of all people on and nearby the airfield. Another Security service on an airfield is security personnel. Security personnel are hired from private companies. They cannot arrest people but they can hold a person until the KMar comes to pick them up.

● Fire service

The fire department on the airfield has to be standby twenty-four hours a day. They put out fires and commit first aid until the “GGD” arrives. The quantity of firemen standby on an airfield depends on the fire-risk level of the airport. If an airport has a fire-risk level of 7 (like airport Rotterdam), 7 firemen are on standby 24 hours a day.

● Medical service

The medical service is carried out by the GGD. The GGD means “Gemeentelijke gezondheidsdienst”. The GGD will give medical care to an injured person until the paramedics of a nearby hospital transport the injured person to the nearest hospital.

1.2.3 Landside infrastructure

Before departing on an aircraft, transport to the airport is necessary. One of the ways to arrive at the airport is using a road (1.2.3a). This can also be done by different means of transportation such as public transport (1.2.3b), taxi’s (1.2.3c) or by car. When people arrive with their own car parking spots (1.2.3d) are needed.

1.2.3a Roads

In order to arrive at the airport, roads need to be built for every transportation utility. The roads are preferably connected to nearby highways. The construction of these roads cost a certain amount of money which should be taken in consideration when choosing a destination for the new airport. These costs are based on acquiring land on which the roads need to be built, the construction of the roads themselves and the shutdown of the nearest highway in order to connect the roads to it.

1.2.3b Public transport

There are four types of public transport passengers can choose from. These are travelling by bus, train, subway or light rail. Public transport is heavily subsidized by the Dutch government to increase accessibility.



1.2.3c Cabs

When people arrive at the airport by taxi they want the taxi to stop as close to the terminal as can be. This means taxi stands need to be made near the entrance of the terminal. People can choose from using a taxi from an inde-pendent taxi company, or arrangements can be made with a taxi company to collect people at their home and transport them to the airport.

1.2.3d Parking lots

When passengers arrive with their own car, parking spots need to be available. The parking spots on the new air-port can be divided in two sections. These sections are the parking section for cars which stay more than twenty-four hours, and the parking section for cars which stays less than twenty-four hours.

1.3 Airside

The airside of an airport is defined as the area which is prohibited for unauthorized people and the manoeuvring space for the aircraft. They are important elements which need to be present at the airport. These elements are the airside facilities (1.3.1), services (1.3.2) and infrastructure (1.3.3).

1.3.1 Airside facilities

The main airside facilities are the hangers. Hangers are used to provide shelter to aircraft from the weather. The hangars used at Rotterdam Airport allow a B737 to be stored or maintained. All B737 series have a wingspan of 34.31 meters, although the lengths of the types vary. For the outplaced GA-segment of Rotterdam the wingspans differ and therefore hangar size will be type dependent. The size of a Hangar capable to store a Cessna 172 for example has a length of 12 meters and a width of 15 meters. This is a surface of 180 square meters for storing only one Cessna. The clear spans and door openings determine how the building eventually will be constructed.

1.3.2 Airside services

Services are mostly offered by external companies and are divided in ramp services (1.3.2a) and cleaning (1.3.2b).

1.3.2a Ramp services

There are different kinds of ramp services available on the ramp, which are all hired. Outsourcing services has the advantage that the airport does not have to buy the necessary equipment themselves and does not have to train its personnel. The services provided at an airport can be divided into multiple subcategories: 1. Ramp services 2. On-ramp services 3. Onboard servicing 4. External ramp equipment

Ad 1 Ramp services On the ramp (also called the apron) are different kinds of services. The ramp services are the services which are directly on the ramp. Marshalling is an example of a ramp service. The Marshall escorts the aircraft to the right direction using hand gestures. Moving/towing aircraft when needed is also a service on the ramp.

Ad 2 On-ramp services The on-ramp service contains servicing of an aircraft, but not in the cabin (for the passengers) of the aircraft. There are many on-ramp services such as refuelling, wheel and power check, ground power supply, de-icing and routine maintenance. The fuelling service is performed in such a way that all aircraft can tank their aircraft with their re-spective fuel types. Aviation fuel must have a certificate which ensures the quality of the fuel. Fuel can be trans-ported to the airport by a pipeline, by ship, by railway containers or by a lorry. Pipelines are normally used by large airports and lorries are normally used by small airports. For a small airport, with general aviation traffic, it is advis-able that it installs a fixed fuelling station and that the aircraft taxi to that point. When there is a fuelling station on



the airport there should be equipment suitable for extinguishing a fuel fire. The personnel should be properly trained to put out fuel fires, according to ICAO (ICAO Annex 14 9.6). There should also be fuel for every type of aircraft which is allowed on the airport.

Ad 3 Onboard servicing Services are also needed inside the cabin of the aircraft, for example for the catering or in flight entertainment but also for cleaning purposes in the aircraft. These services are hired by the airliner whose aircraft need onboard service.

Ad 4 External ramp equipment External ramp equipment is necessary to provide services. Examples of external ramp equipment are the catering loaders and cargo loaders.

1.3.2b Cleaning

When the pavement on an airport is not clean it is not safe to perform take-offs and landings, since debris can cause major damage to an aircraft. To ensure the airport is being cleaned, personnel needs to be hired. These personnel is also hired to ensure the airport can be used in bad weather. Impurities are mainly caused by the air-craft themselves that leak oil or lose small parts. Cleaning of the pavement is usually done by specialized cleaning personnel. Cleaning personnel can also be hired when snow affects the traffic on the airport. According to the ICAO the friction characteristics on an airport should not be too low (ICAO Annex 14 Chapter 6 and 7). These fric-tion characteristics should be uniformly understood.

1.3.3 Airside infrastructure

The airside infrastructure is one of the most important parts of the airport, since this is the part where the aircraft makes a transition between air and land. In order to make this transition, several elements are needed. One of those elements is the runway (1.3.3a), this is the actual part where the transition is made. When an aircraft has landed on the runway it needs to be transferred to a place where it can stay for a period, possibly picking up cargo or passengers. This transportation is done via the taxiways (1.3.3b). In order to park, there are aircraft parking spaces needed. These parking spaces are called aprons (1.3.3c). There are different kinds of aprons, for either long term parking or to enable passengers to board/disembark the aircraft.

1.3.3a Runways

The runway is the part of the airport where the transition from air to land is made. The runway consists of a straight line of asphalt which has specific proportions. These proportions are determined by the airport classifica-tion code (ICAO Annex 14, 1.7.1 to 1.7.4). The reference code of an airport corresponds to the most demanding type of aircraft served by the airport in each element. One of the elements to determine the airport classification code is the length of the runway (Aircraft reference field length (RFL)). The other element is the most demanding type of aircraft. The airport classification code is a code which determines some airport specifications such as the width of the runways and taxiways or the runway markings. For a runway several elements are important: 1. Airport classification code 2. Runway width 3. Runway markings 4. Runway designation and classification 5. Runway geometry 6. Declared distances 7. Visual Approach Indicator System 8. Runway status lights 9. Runway lighting

Ad 1 Airport classification code The airport classification code is determined by two factors: the runway length or RFL, and the most demanding type of aircraft. The length of the runway determines the first code element of the airport classification code (for



all tables concerning the airport classification code, please refer to Appendix V). The length is determined by sev-eral factors. Some of those factors are the maximum weight of the critical aircraft on take-off or landing, the set-tings and dimensions of the critical aircraft, weather conditions, airfield elevation and runway characteristics. Criti-cal aircraft means the most demanding type of aircraft that will be served on the airport or on that particular run-way. The aircraft reference field length is determined by the minimum field length required by the critical aircraft which it is certified for at maximum take-off weight (MTOW), sea level, standard atmospheric conditions, no wind and level runway. For example when the critical aircraft is the Learjet 55, which has an RFL of 1292m, the first code element should be ‘3’. In order to determine the second code element for the critical aircraft (Learjet 55), two aircraft characteris-tics are needed. The wingspan and the outer main gear wheel span (OMGWS). When taking the example back to the Learjet 55, which has a wingspan of 13,4m and an OMGWS of 2.5m, it would be for code element two in ‘A’. This would make the airport reference code ‘3A’.

Ad 2 Runway width When the airport reference code is determined of an airport, and thus the runway length, the runway width can be determined (for all runway size tables, please refer to Appendix V). When for example the Learjet 55 is the critical aircraft, which gives the airport a reference code of 3A, the runway should have a width of 30m.

Ad 3 Runway markings The runway markings (ICAO 5.2) are white. There are several kinds of markings, there are designation markings, centreline, threshold, aiming point, touchdown zone and side stripes. All these markings are restricted to regula-tions of the ICAO. The designation markings are markings which indicate the direction of the runway to the mag-netic north (ICAO 5.2.2.4). A runway centreline marking marks the centreline of the runway. This type of marking should be uniformly and consists of stripe plus gap. The length and width of the gap and stripe is set in by the ICAO (ICAO 5.2.3). The length of the stripe plus gap should at least be 50m and not greater than 75m. The gaps should be as long as the stripes, or the stripes can be 30m but the stripe should be greater. The width of the stripes is determent by the type of runway (ICAO 5.2.3.4). The threshold markings (ICAO 5.2.4) are markings to indicate where the threshold is. Before the threshold the pilot is not allowed to land the aircraft. The threshold markings begin 6m from the threshold and consist of multiple stripes. The amount of stripes is determined by the width of the runway. The aiming point markings (ICAO 5.2.5) consist of two conspicuous stripes and should be provided at each approach end the runway (ICAO 5.2.5.3). These aiming point markings are visual markings, at which the pilot should aim to land. The touchdown zone markings (ICAO 5.2.6) are markings which make the zone visible where landing is possible. These markings consist of multiple paired stripes at an evenly divided pattern. The number of paired stripes, the length of the stripes and the width of the stripes, is related to the available landing distance (Appendix VI). The runway side stripe markings (ICAO 5.2.7) mark the sides of the runway, this is done to make the edges of the runway clearly visible. The stripes should be at least 0,9m on runways with a width of 30m or more and 0,45m on smaller runways.

Ad 4 Runway designation and classification Runways are indentified by a two digit number. This two digit number shows the direction of the runway to the magnetic azimuth and is completed to the nearest 10 degrees. For example “Runway 06” means it has an 60 de-gree angle to the magnetic azimuth in the direction of operation. When the runway is used from two sides, the other end is named “Runway 24”, since the other direction is 180 degrees further. When there are three parallel runways, the middle one will get a C for centre on the end, L for left and R for Right. For example: 06L, 22L or 22C.

Ad 5 Runway geometry The ICAO states that a runway should have good wind coverage and the runway should be usable for at least 95% of the time it is use. A crosswind component makes it harder for the pilot to land or to take-off with an aircraft. Crosswind is the wind which is perpendicular to the runway. To avoid unnecessary risks the ICAO specifies a maxi-mum allowable crosswind component (ICAO 3.1.3).

37 km/h (20 kts) in the case of aeroplanes whose reference field length is 1 500 m or over, except that when poor runway braking action owing to an insufficient longitudinal coefficient of friction is experienced with some frequency, a cross-wind component not exceeding 24 km/h (13 kts) should be assumed;

24 km/h (13 kts) in the case of aeroplanes whose reference field length is 1 200 m or up to but not including 1 500 m; and



19 km/h (10 kts) in the case of aeroplanes whose reference field length is less than 1 200 m. When building a new runway it is important to know the average wind direction in the area, so that in at least 95% of the time the crosswind component will not exceed the stated limits. For every certified aircraft there is a maxi-mum tolerable crosswind component defined.

Ad 6 Declared distances There are different kinds of distances regarding the runway (the runway distances are displayed in Appendix VI) Take-Off Run Available (TORA) is the distance that is available for the groundroll during take-off, not including the stopway. Stopway is the area in which an aircraft can be stopped when the takeoff is aborted. Take-Off Distance Available (TODA) is the available length for take-off, including the groundroll, to climb to a height of 50 ft, clearway included if necessary. Accelerate-Stop Distance Available (ASDA) is the length of the runway and the stopway needed for an aircraft to reach the point of no return and come to a stop again. Landing Distance Available (LDA) is the available distance for landing an aircraft and gradually come to a stop, stopway not included.

Ad 7 Visual Approach Indicator System There are several Visual Approach Slope Indicator Systems (VASIS). In Europe the most common is the Precision Approach Path Indicator (PAPI, Appendix VII). The PAPI system is a guidance for the glide path of the approach and is normally placed at the left side of the runway. A PAPI system consists out of four lamps. They are all visible at the same time. There are four white and red sectors divided in the lamps. Behind the lamps there are lenses placed and in front of these lenses, a red filter is positioned. If the glide slope is correct, the pilot will see two white and two red lights. A glide path of three degrees is the most common, but depending on the obstacles around the runway the glide path can differ. If the glide path differs, the altered angle must be reported in a Notice to Airmen (NOTAM). When an aircraft’s approach is too high, the indication is four white lights or three white and one red. When it is too low, there will be three red and one white light, or four red lights. The PAPI system can be used during day and night time. The range during daytime is around seven kilometres, during night-time this is around fifteen kilometres. Placement of a PAPI system has to comply with installation tolerances. The system has to be placed fifteen meters next to the left or right side of the runway. Each of the lights need a spacing of nine meters from each other, with a possible margin of one meter. When other than visual approach indicators are used, there may not arise a conflict between the different glide path indicators. The most demanding aircraft type will determine the eye-to-wheel height group. A PAPI system must be adjusted properly to function correct (the correct settings are displayed in Appendix VII). The correct flight path is the mean of the angle of the lamps B and C. To achieve harmony with the instrument landing system or the microwave landing system the settings could be altered with a very small tolerance.

Ad 8 Runway status lights To improve safety on an airport runway status lights (RWSL) can be installed (Appendix VIII). RWSL consists of a series of red lights which illuminate when an runway or taxiway is in use. When the lights illuminate red, the vehi-cle crossing over this red light should stop and contact the ATC. In this manner runway incursions can be reduced and even as the severity of the incursions. RWSL does not interfere with airport operations and does not add any work load to the air traffic controllers. RWSL can be divided into takeoff hold lights (THL), Runway intersection lights (RIL) and Runway entrance lights (REL). THL illuminate red when there is traffic crossing the runway. RIL indi-cate if there is another vehicle crossing the intersection, when the RIL illuminates red the vehicle crossing these red lights should stop. REL are provided to give information to the pilot whether it is safe to enter/cross the run-way or not. To ensure RWSL work properly airport surface detection equipment (ASDE) should be installed on the airport. ASDE is an tool which enables the air traffic controllers to detect potential incursions. ASDE detects vehi-cles/aircraft movement on the airports surface and is able to display this.

Ad 9 Runway lighting To make the runway visible in night or in poor visibility, runway lighting can be added to the runway. The lighting should be installed that so it does not break or not damage the aircraft when it is passing over the lighting. All lighting systems on the airport should be according ICAO (Annex 14 Chapter 5), the runway lighting in particular is stated in ICAO Annex 14 5.3.1. There are different types of runway lighting with different intensities. For example there is the runway centre line lighting and runway edge lighting. The runway centre lights should be uniformly spaced with a interval of 15m. The centreline lights have to consist of white light and it should not interfere with



other lighting systems. The runway edge lights should be uniformly spaced in rows and not exceed an interval of 60m. There are also other runway lights which are: Runway lead-in lighting systems, threshold identification lights and touchdown zone lights. All these other runway lighting should not interfere with other lighting and should be white. Approach lighting systems (ICAO 5.3.4) are used to guide the aircraft to the centreline of the runway. A simple approach lighting system consists out of a row of lights which lies in the prolonged of the centreline. The simple approach lighting system should be at least 420 metres from the threshold and the lights should at least be in an longitudinal interval of 30 metres. Precision approach lighting systems are divided into categories. There are three different categories. Each category is for a different type of aircraft class, this is due to the fact that different aircraft require different instrument approach indications. Category 1 is the least sophisticated system whereas category 3 is the most sophisticated system.

1.3.3b Taxiways

Since the runway needs to be clear of obstacles in order to let other aircraft land or take-off, the aircraft must be able to get off the runway as soon as possible after touchdown. On the other hand, before take-off aircraft must also be able to position themselves onto the runway. This transportation takes place via taxiways. Taxiways need to be able to transport the aircraft fast and safe to their destination. The regulations regarding taxiways are set in the ICAO (ICAO 3.9). The following facets of the taxiways are important: 1. Clearance 2. Taxiway width 3. Markings 4. Junctions and intersections 5. Taxiway lighting

Ad 1 Clearance According to the ICAO (ICAO 3.9), when an aircraft is travelling over the taxiway with the cockpit above the centre-line of the taxiway there needs to be an clearance between the outer main wheel and the edge of the taxiway (Appendix IX, Figure 1/Table 1). This is to ensure safety on the taxiways.

Ad 2 Taxiway width In ICAO a minimum width of the taxiway is stated (ICAO 3.9.5) in a tabular form. According to the ICAO there is also an minimum separation distance (ICAO 3.9.8) between the taxiway centreline and the runway centreline (Appendix IX, Table 1, Table 2).

Ad 3 Markings On taxiways there are markings (ICAO 5.2) to indicate the rules. The markings on taxiways are yellow, this is to make a difference between the runway markings and taxiways markings. There are different kinds of markings, such as taxiway holding lines, centreline markings and taxiway edges. The taxiway holding (ICAO 3.12) markings (ICAO 5.2.10) show the pilot of the aircraft that they need permission from the ATC to pass this point, such as in-tersections. The taxiway holding markings are perpendicular to the taxiway centreline markings. There are three different types of taxiway holding markings. Each type of taxiway holding marking has its own regulations accord-ing to ICAO. The three different kinds of taxiway holding markings are taxi-holding pattern A, taxi-holding pattern B (ICAO 5.2.10) and the intermediate holding position (ICAO 5.2.11) (Appendix IX, Figure 2). The centreline markings, mark the centreline of the taxiway (ICAO 5.2.8). These markings need to be at least 15cm wide and of an continu-ous length. Taxiway edge markings (ICAO 5.2.7) mark the edge of the runway, beyond this point it is not intended for aircraft use. These markings consist of pairs of stripes, one at each side with a continuous length of gaps and stripes.

Ad 4 Junctions and intersections On junctions and interactions fillets are a mandatory, this is due to the clearance distance. There are different kinds of junctions and intersections, such as the rapid exit taxiways, which are intersections between the taxiway and the runway (Appendix IX, Figure 3). The intersection angle of a high-speed exit taxiway should not exceed 45 degrees, and should not be less than 25 degrees.



Ad 5 Taxiway lighting The lighting which is provided on the taxiway should not interfere with the lighting needed on the runway or any other airport light system. This should also be true for any other lighting system on the airport. There is one type of taxiway lighting according to the ICAO which is the taxiway centre line lighting.

1.3.3c Aprons

When an aircraft is on the airport it will have to be stored for a specific amount of time. For more detailed regula-tions ICAO annex 14 can be taken in account (ICAO 3.13). During this time, the other traffic should not be com-promised. To ensure this, aprons are made. There are different kinds of aprons for multiple purposes. Such as aprons where passengers can be on- and off-loaded or where cargo can be loaded in or out of the aircraft, but also for maintenance purposes or for long term parking. The aprons where passenger contact is made can be divided into direct and remote aprons. Direct aprons are aprons which are directly connected to the passenger buildings, and remote aprons are the aprons which are not directly connected to the passenger buildings. The total apron area on an airport must be such that fast handling is possible. Important for an apron area is its expandability and the ability to accommodate the full range of aircraft using the airport. For safety purposes, the ICAO made detailed regulations, these include for the aprons information about: 1. Clearance distances 2. Apron configurations 3. Services & safety conditions 4. Apron markings 5. Apron lighting Table 1.3 Apron clearance

Ad 1 Clearance distances To ensure the safety on aprons clearance distances (ICAO 3.13.6) are subjected to the aprons, so aircraft wont collide when manoeuvring. But clearance is also important for all the ground personnel and the handling equipment (Table 1.3).

Ad 2 Apron configurations To indicate the type of apron and where an aircraft is allowed to park, markings are added. When following the markings, the aircraft will not collide with other aircraft, since these markings have taken the clearance distances into account. The aprons can

be configurated in several ways (as discussed in 1.2.1a). This configuration is called a pier configuration. The air-port designers should consider what type of apron configuration is the most convenient on their airport.

Ad 3 Services & safety conditions There are different kinds of services which take place on the aprons such as de-icing and fuelling. In order to en-sure safety, water and fuel draining must be present. This means that the apron has a slope which must not ex-ceed 1%. In order to assure terminal safety the slope must be away from the terminal so that leaked fuel will not flow to the building and brings unnecessary fire hazard.

Ad 4 Apron markings On the aprons there are different types of markings, the aircraft stand markings and the apron safety lines. Aircraft stand markings (ICAO 5.2.13) should be provided on the apron and should be located so as to provide the clear-ances. The stand markings are provided to indicate where an aircraft can be parked on the apron. The apron safety lines (ICAO 5.2.14) are provided to ensure an safe separation on the aprons when moving. The safety lines includes elements such as the wingtip clearance lines and should be continuous in length and should have at least an width of 10cm.

Ad 5 Apron lighting Apron lighting can be divided into several lighting systems which are used on the apron. The following lighting systems are used on aprons: Aprons floodlighting, visual docking guidance system and aircraft stand manoeuvring guidance lights. The apron floodlighting (ICAO 5.3.23) should be provided when the apron is intended to be used at night. This lighting system should have a minimum glare to pilots in flight. The visual docking guidance system

Code letter Clearance

A 3m

B 3m

C 4.5m

D 7.5m

E 7.5m

F 7.5m



(ICAO 5.3.24) should indicate the precise location of the aircraft stand and should be used when marshals are not practicable. The system should provide azimuth and stopping guidance, the use in all weather types shall be ade-quate and should not disorientate the pilot. The aircraft stand manoeuvring guidance lights (ICAO 5.3.25) is pro-vided to show where the aircraft stand exactly is and shall be collocated with the aircraft stand markings.

1.4 Airspace

In order to maintain safety in aerospace, Air Traffic Control (ATC) is needed for separation. While the air became more crowded it is important that an efficient flow of traffic was realized. This efficient flow brings ecological and environmental benefits. In order to offer ATC there must be an aerospace structure per country and airport. (1.4.1). The aerospace structure can be made known to pilots by aeronautical charts which are published by a Aeronautical Information Service (AIS) (1.4.2). ATC will not be offered to all flights but depend on the aerospace classification. ATC is divided in several divisions for certain tasks like approach, area control and tower control (1.4.3). Flight rules were made to make a distinction between flying on visual reference or flying on instruments which made ATC tasks easier (1.4.4). Pilots cannot always fly on visual reference. Therefore radio and navigational aids make the pilots job a lot easier when navigating through the sky (1.4.5).

1.4.1 Airspace classification

Each country has at least one Flight Information Region (FIR) set for ATC within their borders. A FIR is a region in which flight information is offered by ATC. This flight information may also be an alerting service. In the Nether-lands there is only one FIR, the EHAA FIR (Amsterdam FIR), that provides information for the entire Dutch airspace. A FIR region can consist of a controlled and uncontrolled area, civil or military and upper and lower airspace. In EHAA FIR the lower airspace is defined as ground to a Flight Level (FL) of 195. Upper airspace is defined as FL 195 to FL 660. Controlled areas will have their traffic separated in civil and military airspace. Airspace, controlled and uncontrolled, are divided in classes. Controlled airspace are the classes A to E. All of these airspaces need ATC (Appendix X). ○ Class A. Only IFR flights are permitted in class A airspace, all flights are provided with air traffic control service

and are separated from each other. ○ Class B. In class B airspace, IFR and VFR flights are permitted. All flights are provided with air traffic control

service and are separated from each other. ○ Class C. IFR and VFR flights are permitted, all flights are provided with air traffic control service and IFR flights

are separated from other IFR flights and from VFR flights. VFR flights are separated from IFR flights and receive traffic information in respect of other VFR flights.

○ Class D. IFR and VFR flights are permitted and all flights are provided with air traffic control service, IFR flights are separated from other IFR flights and receive traffic information in respect of VFR flights, VFR flights receive traffic information in respect of all other flights.

○ Class E. IFR and VFR flights are permitted, IFR flights are provided with air traffic control service and are sepa-rated from other IFR flights. All flights receive traffic information as far as is practical. Class E shall not be used for control areas.

Uncontrolled airspaces are the classes F and G. These airspaces are normally around small airports. ○ Class F. IFR and VFR flights are permitted, all participating IFR flights receive an air traffic advisory service and

all flights receive flight information service if requested. ○ Class G. IFR and VFR flights are permitted and receive flight information service if requested. (Appendix XI) VFR flights are only allowed from 15 minutes before sunrise and 15 minutes after sunset, called the ‘universele dag periode’ (UDP). VFR flights are allowed land and depart in the Netherlands from uncontrolled airports within the UDP and from controlled airports within the UDP. Class G airspace has a speed limitation of 250 knots Indicated Airspeed (IAS) below FL 100 for VFR and IFR flights. Radio communication is required for IFR but the information is only advisory.



1.4.2 Aeronautical Charts

Within aviation charts play an important role in flight planning and flight execution. In this paragraph all important charts and an explanation on their purpose will be given. All charts that are used are within the Amsterdam Flight Information Region (FIR) and are made by the standards as specified in ICAO Annex 4. These standards contain information about the colours, symbols and scales that aeronautical charts have to comply with. Aeronautical charts are published by an Aeronautical Information Service (AIS) and will be updated frequently. A distinction can be made between en route charts (1.4.2a) and aerodrome charts (1.4.2b).

1.4.2a En Route (ENR) Charts

ENR charts contain information about all aerodromes, airspaces, air traffic routes, prohibited areas and caution areas within a FIR. The most important charts are: 1. Airspace structure and classification chart 2. Air Traffic Service (ATS) routes chart 3. Prohibited airspace chart 4. Bird sanctuaries, bird strike risk and wetland areas chart

Ad 1 Airspace structure and classification chart An airspace structure and classification chart will give information about all aerodromes and airspace classifica-tions within the FIR (Appendix XII, Figure 1). The name, location and height of the aerodrome are located within the blue aerodrome circle (1). The Terminal Control Areas (TMA’s) (2), Control Areas (CTA’s) (3) their classes (4) and their boundaries (5) are distinguished with colours. Aerodrome Traffic Zones (ATZ) (6) are zones that should be avoided and are marked with dots. Each airspace has its own label (7) which contains information about the air-space name, class, upper limit and lower limit. The upper and lower limits within the label mark the altitude boundaries of an airspace. An aircraft is within the airspace when it flies at an altitude between these two limits.

Ad 2 Air Traffic Service (ATS) Routes chart ATS route charts mark the airways on which aircraft fly and where Air Traffic Services are provided (Appendix XII, Figure 2Figure ). A VOR station (1) is placed at each intersection and is provided with a label (2) which contains frequency and channel information. This information can be used by the pilots. Airways always run from station to station. From each station a range of airways is available. Flight plans are made by coupling the airways between two locations. At this chart the stations spijkerboor (SPY) and pampus (PAM) VOR/DME stations can be seen. From each station the airways are marked with a direction (3), name (4), and colour. The direction is given in relation to the magnetic north. The airways have been given a name to make a distinction between them. A number indicates the route segment length and direction in nautical miles (5). The colour marks whether the airway is either an upper/lower ATS route or a conditional route. An ATS route is a fixed route whereas a conditional route isn’t per-manent. Along each route navigational aids called waypoints are marked with white triangles (6).

Ad 3 Prohibited airspace chart Within an airspace certain areas are prohibited or dangerous to fly through (Appendix XII. Figure 3). These usually are high priority areas that are used by the military, but also government buildings and certain class A airspaces can have prohibited zones. Within the chart aerodromes, cities of importance, TMA’s, CTA’s and airspaces are coloured in light blue. A distinction is made in several prohibited airspace types which are coloured in red. The Valkenburg airspace has two different restricted airspace types. The striped circle (1) indicates a temporary re-stricted area. This area is restricted for flying traffic until noted otherwise. The exact location of the centre of the restricted area is given by coordinates. The areas with the thick red line and small red stripes (2) are prohibited areas. Aircraft are prohibited to fly through these areas at any time. Each area is also given a code and height above mean sea level. The code (3) indicates an affectivity date as specified by the Aeronautical Information Ser-vice (AIS). The height is given in feet and indicates the minimal clearance an aircraft should have to fly over the area. The North Sea Area Amsterdam (NSAA) is indicated with a green dotted line (4). Within that region a flight plan is mandatory.



Ad 4 Bird sanctuaries, bird strike risk and wetland areas chart Aircraft at low and even moderate to high altitudes are susceptible to bird strikes. A bird strike risk chart (Appendix XII, Figure 4) will give the pilot vital information of areas of concern within a FIR. Aerodromes, cities of importance and TMA’s are shown on the chart for navigational purposes. Areas where storks are likely to be encountered are marked with a red stork symbol (1). Areas of concern during all seasons or only during the winter and summer seasons are marked with purple (2), blue (3) and red stripes (4). Natural wetland areas are marked green and have a minimum clearance altitude of 1500 feet AMSL. A purple striped line (5) indicates the border between a heavy bird strike risk area and a moderate bird strike risk area.

1.4.2b Aerodrome (AD) Charts

Aerodrome charts are specific charts that are different for each aerodrome. The charts contain important informa-tion about the facilities, airport elevation, runway length, obstacle elevation and visual navigation within an aero-drome. All charts that are used as an example in this paragraph are of the Rotterdam The Hague Airport aero-drome. Charts of importance are: 1. Aerodrome Chart (ADC) 2. Aerodrome Obstacle Chart (AOC) 3. Standard Instrument Departure and Arrival Chart (SID and STAR) 4. Instrument Approach Chart (IAC) 5. Visual Approach Chart (VAC)

Ad 1 Aerodrome Chart (ADC) An ADC (Appendix XII) provides information about the location of facilities, elevation of airport and obstacles, runway lengths, radio frequencies, navigational aids, runway directions, runway lights and taxiways on the airport. Also indicated on the chart is the annual rate of change of the magnetic north and precise geographic direction of the runways. The data contained in an ADC will give the pilot a good overview and understanding of the aero-drome. At the top left of the chart a table for both runways is given with dimensions, surface indications, threshold coordinates, and declared distances. The declared distances contain the TORA, TODA, ASDA and LDA distances as specified in ICAO Annex 14.

Ad 2 Aerodrome Obstacle Chart (AOC) The AOC (Appendix XIV) shows graphical information of all obstacles within the flight path that may pose a safety risk when taking off or landing an aircraft. All obstacles are numbered and altitude and distances are given in feet. The runway is pictured from above and from the side with the arrival and departure flight path direction of the runway. The striped lines demarcate the area where an aircraft is most likely to fly during takeoff and landing. A legend on the lower right corner shows some symbols that are used in the chart with their respective meanings. In the middle upper part of the chart the takeoff, stop and landing distances are indicated as specified in ICAO Annex 14.

Ad 3 Standard Instrument Departure and Terminal Arriving Routes (SID and STAR) SID and STAR charts (Appendix XV and Appendix XVI) contain procedures to be followed by IFR flights from takeoff or approach at the aerodrome. These procedures are marked in red and run from VOR/DME stations and way-points to the aerodrome. The procedures contain information about the altitude, heading and speed at which an aircraft must fly during approach or departure. The charts also show the annual variance of the magnetic north and all important aerodrome radio frequencies. Areas of concern that may pose a threat such as military activities can also be found in the charts. The STAR chart also shows circuits in which aircraft can be assigned to by ATC. These are known as holding patterns.

Ad 4 Instrument Approach Chart (IAC) An IAC (Appendix XVII) contains information about the final approach leg of an aircraft. A circle is placed around the aerodrome with the airport in the centre. Traffic patterns and their heading are depicted by black lines. Hold-ing patterns by ATC discretion are depicted by black striped lines. Nearby obstacles have their own symbols and their elevation is given in feet. Congested population areas are depicted by several shades of blue where the darker shade means more population. VOR/DME stations and the localizer can also be shown on the chart. At the lower end of the chart the approach and missed approach procedures are located. These procedures contain in-



formation about the altitude at which the aircraft should fly during approach and from which point the aircraft should begin its glide path. This point is given in nautical miles from the airport.

Ad 5 Visual Approach Chart (VAC) A VAC (Appendix XVIII) is used during VFR flights and contains a lot of geographical and elevation data. All impor-tant elevation objects are shown with their respective location and altitude in feet. Aerodromes, TMA’s and CTA’s are depicted with blue striped lines. The visual approach procedures and circuit areas are shown as blue or red lines. Areas of concern such as ILS areas and prohibited airspace are depicted with blue borders. Important naviga-tional aids during VFR are highways and roads. The highways are clearly shown in yellow. The top left corner of the chart contains a legend in which the TMA/TMZ closing hours and radio frequencies are indicated.

1.4.3 ATC divisions

To maximize the capacity of instrument air traffic, divisions in air traffic control were made. Air controllers provide weather and navigation information. Separation between aircraft is to prevent collisions. ATC is divided in: 1. Ground Control 2. Local Control / Tower Control 3. Approach Control 4. Area Control

Ad 1 Ground control Airports have ground controllers to guide manoeuvring aircraft. They do all the guidance work from Apron until the runway.

Ad 2 Local control/Tower control Local Control / Tower Control provides the clearance of the runways. They do this for departing and landing traffic on the active runways. Both local and ground control are positioned in the control tower seen at airports. From inside the tower, they have a clear view of the work area. For extreme weather conditions they have radar screens with all the necessary information. The radius of tower control is around eight mile.

Ad 3 Approach control Approach control lines up the aircraft in the air to create a smooth flow of traffic. These approach controllers op-erate in a control area (CTA). This is an area which floats above the earth with certain dimensions. He or she is responsible for the departing and the landing aircraft. They ensure the correct altitude when given on to a next controller.

Ad 4 Area control Finally, there is Area Control. The area controller is responsible for high-altitude flights. In the Netherlands this is done in the Amsterdam FIR up to an altitude of 24.500 feet (FL 245). The area controller ensures separation en-route. He also takes care of the climb-out to a higher layer which is handled by EUROCONTROL in the Netherlands.

1.4.4 Flight rules

Within civil aviation two flight rules are used which are standardized in ICAO Annex 2. These flight rules comprise out of Visual Flight Rules (VFR) (1.4.4a), and Instrument Flight Rules (IFR) (1.4.4b). These flight rules primarily were made to increase safety in aviation and to determine guidelines for all involved nations. Both flight rules contain obligations and limitations that have to be followed during flight.

1.4.4a Visual Flight Rules (VFR)

For a pilot to fly according VFR the most important factors are visibility and distance from clouds. Therefore VFR flight is restricted to certain minima (Table 1.4). The minima that are defined in the table are called the Visual Me-teorological Conditions (VMC). Visibility and distance from clouds should be equal or in excess of the prescribed VMC and also the airspace class (as explained in paragraph 1.4.1) in which is flown should be taken into account. It



is prohibited to operate VFR flight into class A airspace and outside the uniform daylight period (UDP). When a part of the VFR flight is provided with air traffic control or operating in class A airspace a flight plan (Appendix XIX) is mandatory. When flying on or below the transition altitude

5 a pilot is free to change the altitude at which the air-

craft flies. Above transition altitude the pilot has to choose his flight level according to the heading indicated on the magnetic compass. When flying a course of 000 to 179 degrees a pilot will have to choose an uneven flight level + 500 ft (035, 055). When flying a course of 180 to 359 degrees a pilot will have to choose an even flight level + 500 ft (045,065). This system is called a semi-circular cruising level system. Table 1.4 VFR minima

Airspace class

A

B

C

D

E

G (above 900 m (3000 ft) AMSL

6)

G (at or below 900 m (3000 ft) AMSL)

Distance from cloud 1500 m horizontally, 300 m (1000 ft) vertically

Clear of cloud with the surface in sight

Flight visibility 8 km 8 km 5 km 8 km 8 km 8 km 1,57 km

When flying VFR a pilot will use his outside view for navigational purposes and situational awareness. The outside view is also used to retain separation of traffic to avoid collisions. This principle is also called ‘see and avoid’ Be-cause of intermixing of military and civil aviation in the Netherlands the minima differs from the ICAO prescribed VFR minima. When crossing or flying into an air traffic control zone (CTA), clearance should be requested in advance. The pilot must state aircraft identification and aircraft type, position, altitude, flight rules and his intensions. Under certain conditions within CTA’s pilots can get clearance for Special Visual Flight Rules (SVFR). SVFR is requested when the weather inside a CTA is below minima (as stated in Table 1.4), but outside the airspace is expected to be above these minima. The minimal conditions for SVFR are:

Visibility not less than 3 km.

Clouds are not below 600 ft.

The flight can be operated clear of clouds and in continuous sight of ground or water. In Canada and in some European countries Controlled Visual Flight Rules (CVFR) is in use. When flying CVFR air traffic control will provide limited guidance and handle aircraft separation. It also possible that an altitude is as-signed by ATC. Two-way radio communication is to be held at all times. The pilot is expected to comply with the orders that are provided from air traffic control. At uncontrolled aerodromes a standard has been laid down by ICAO for standard traffic circuit areas (Fout! Verwij-zingsbron niet gevonden.). VFR traffic can safely takeoff and land with the use of this standard traffic circuit. The standard height aerodrome traffic circuit height is 700 ft above aerodrome level (A AL). Before joining a traffic circuit the pilot must overfly the circuit to notice any signals in the signal area (Appendix XIX and Appendix XXI), or scan information by radio. These signals will tell the pilot the direction of the traffic pattern, the presence of glid-ers at the airport, and other precautions the pilot must take to ensure a safe landing. The height at which the cir-cuit is flown over should not be less than 1000 ft above A AL. When joining the traffic circuit the pilot must fly the aircraft halfway downwind leg (D) at an angle of 90 degrees. When leaving the traffic circuit the aircraft must be flown at an angle of 45 degrees half-way crosswind leg (C) unless otherwise noted.

1.4.4b Instrumental Flight Rules

When flying IFR a pilot only relies on his instruments for situational awareness and navigation. During flight the pilot can fly the aircraft even when there is limited view outside the cockpit by clouds or fog. This means he can fly when the weather is below the VMC minima as prescribed for VFR flights (also referred to as Instrument Meteoro-logical Conditions (IMC)). A flight plan always needs to be filed when flying IFR and/or into international airspace. Flight plans can be filed before but also during flight. Before flight the pilot can hand his flight plan to the airport

5 3500 ft in the Netherlands 6 Above Mean Sea Level (AMSL) 7 At speeds that will give opportunity to avoid collision



authorities or file it electronically with Amsterdam Integrated Briefing (AIB). When only a part of the flight requires a flight plan the pilot can radio his intensions to the airspace controllers. The pilot needs to file a flight plan 60 minutes prior to departure. A flight plan that is transmitted by radio must be filed 10 minutes before entering a control area. During IFR flight the pilot will continuously have two way contact with ATC while in a controlled air-space. The radio transmissions have been standardized by ICAO and the pilot is expected to comply with these standards. In controlled airspace IFR aircraft will be separated dependable on the airspace class the aircraft is in. Not all pilots and aircraft are certified to fly IFR. The pilot needs to have an instrument rating and a radio transmis-sion rating (RT). The aircraft needs a minimum equipment in order to fly IFR with the aircraft (Table 1.5). Table 1.5 Minimum IFR equipment

Minimum IFR equipment

Magnetic compass Heading indicator ADF receiver

Chronometer Vertical speed indicator Artificial horizon

Sensitive barometric altimeter Mode S transponder MLS or ILS indication

Anemometer VOR/DME receiver Turn and heading indicator

The entire IFR flight envelope can be divided into the following three stages: 1. Departure 2. En route 3. Approach

Ad 1 Departure When at a controlled aerodrome, the pilot not flying (PNF) will ask clearance from ATC for an IFR departure. Before takeoff the runway visual range (RVR) must be checked in accordance with the aircraft operating procedure (AOP). The aircraft is not allowed for takeoff when the RVR is less than specified in the AOP. Standard procedures have been made at most busy airports that contain information about the initial heading and altitude the aircraft must fly after takeoff. These procedures are referred to as departure procedures (DP). More detailed instructions and procedures are provided by a Standard Instrument Departure (SID). The procedures are different for each aero-drome and therefore can only be used on the airport from which is flown. ATC can assign a different heading and altitude as specified in a SID. ATC commands always have priority over departure procedures.

Ad 2 En Route When the aircraft has taken off it will be directed by ATC or by following a SID to the airway from which the En Route flight phase will begin. The aircraft will be navigated on airways with the help of VOR’s and GPS. The filed flight plan indicates a cruise level. ATC will clear the aircraft in separate stages to the altitude indicated on the flight plan. Along each airway waypoints will help the pilot ensure the aircraft is still being flown on the right course.

Ad 3 Approach The approach phase usually starts far away from the airport when the aircraft is assigned by ATC to descend. The approach procedures are provided by a Standard Terminal Arrival Route (STAR). These procedures provide the pilots detailed instructions on heading and altitude during the approach leg. When the airspace is full with traffic a holding pattern can be flown which is also instructed by a STAR. When landing the aircraft the pilots must deter-mine whether they have the “runway in sight”. A minimum altitude has been set at which the pilots must see the runway (decision height). This minimum altitude usually is around 200 feet, but it varies for each aircraft and equipment. When the runway cannot be seen at decision height the pilots must fly a missed approach. A missed approach procedure is also provided in a STAR.

1.4.5 Radio and navigational aids

To safely fly an aircraft there are several radio and navigational aids which can be used to navigate or to perform manoeuvres. First of all there are multiple landing aids. Two of these will be treated, respectively the Instrument Landing System (1.4.5a) and the Microwave Landing System (1.4.5b). A complete new type of navigation system is



the Satellite Navigation System (1.4.5c), which provides navigation by using satellites. For the global navigation of aircraft over the world there is radar navigation (1.4.5d) which uses multiple radio frequent beacons. For General Aviation there is a alternative version (1.4.5e) of these radio frequent beacons.

1.4.5a Instrument landing system

The Instrument Landing system (ILS) is an approach and landing aid that allows a precision approach to a runway. It is designed to identify an approach path that provides the pilot an accurate picture of the positioning of the aircraft relative to the ideal course line and slope to the runway. There are three categories of ILS (Appendix XIX). The higher the category, the more sophisticated the applied system is. The basic elements of an ILS exists of a localizer, a glideslope, marker beacons and Approach Light System. The localizer consists of an array of antennas placed symmetrical to the centreline of the runway at a 1000 ft be-yond the end of the runway. The localizer provide two types of signals. The first type is called “Carrier and Side-band” (CSB). These are two modulated signals with different frequencies, respectively 90 and 150 Hz and are both equally strong. This signal is everywhere equal in coverage of the localizer and will be used as a carrier for another type of signal the localizer provides. This type of signal is called the “Side Band Only” (SBO). There are also two modulated signals with frequencies of 90 and 150 Hz. The amplitude of these signals varies with changes in the size of the angle to the centreline. The signals will be added to the bearing CSB-signals. For this purpose the ampli-tude of both signals are added together. This results in two signals with frequencies of 90 and 150 Hz whose ampli-tude depends on the size of the angle to the centreline of the runway. These signals will be transmitted at one of the 40 available channels within the frequency band of 108 to 112 MHz. By a certain placement of the antennas there will be created two radio wave beams. The beams are arranged such that the 90 Hz modulated signal will predominate when the aircraft is to the left, while the 150 Hz signal will be strongest to the right. The aircraft will receive the signals and measures the difference in the depth of the modulation. This difference will be used to display the degree of deviation with the centreline. Deviation either to the right or left of the extended runway centreline is displayed on the combined ILS/VOR instrument. The glideslope consists of an array of three antennas which are placed vertically at one side to the runway touch-down zone. The operating principle is similar to that of the localizer. It offers just as the localiser signals which are modulated with 90 and 150 Hz and these will be transmitted at one of the 40 available channels within the fre-quency band 329 to 335 MHz. The lowest antenna of the glideslope transmits the CSB signal and the middle an-tenna is transmitting the SBO signal. The third and highest antenna assists the lower antenna to provide enough signal strength on the lower angles to the runway. The height of the antenna determines the slope, this is usually three degrees. The receiver in the aircraft measures the difference in the depth of the modulation. This difference will be used to display the degree of deviation with the ideal glide path. Deviation either to the top or bottom of the extended glide path is displayed on the combined ILS/VOR instrument. The marker beacons (Figure 1.1) which are used in an ILS are providing information to the pilot about what stage of the approach to the airport is reached. Usually there are two marker beacons installed, the outer (1) and middle marker (2). Due to the high speed of the most modern aircraft, the inner marker is almost always unwanted, it is therefore not often used. If it is required by procedures the inner marker can always be added. The marker bea-cons are installed in defined positions on the approach where the pilot could check the correct height of the aircraft. The outer marker is located at 3,9 NM from the threshold (3), except when it is not possible. In that case it must be placed between 3,5 and 6,0 NM. The modulation of this marker is 400 Hz and it is continuously transmitting two dashes per second. The purpose of this marker is to provide height, distance and equipment functioning checks to the aircraft on final approach. The mid-dle marker is located approximately 3500 ft from the threshold and had a modulation of 1300 Hz. It transmits alternate dots and dashes. The purpose of this marker is to indicate the imminence, in low visibility conditions, of

1. Outer marker 2. Middle marker 3. Treshold

Figure 1.1 ILS coverage

1 2 3



visual approach guidance. The inner marker, if required and installed, is positioned between 250 and 1500 ft from the threshold. The modulation of this marker is 3000 Hz and it is transmitting continuously at six dots per second. The purpose of this marker is to indicate in low visibility conditions at the imminence of arrival on the runway threshold. An Approach Lighting System (ALS) is necessary for the transition from Instrument Flight to Visual Flight at a land-ing of an aircraft. ALS will enable to perform safe landings during Instrument Meteorological Conditions (IMC) as visibility is reduced due to fog, rain or snow. Each ILS category requires a specific ALS. The main reason for this is that at the higher ILS categories the aircraft can be flown longer on instruments until the runway is in sight. The pilots have a short time to assess whether they see the runway and they are at the right course to it. An ILS can be coupled to a Distance Measuring Equipment (DME) which provides a more accurate monitoring of correct progress on the ILS glide slope to the pilot. DME also makes it possible to determine the distance of the aircraft from a designated ground station. DME does not require an installation outside the airport boundary. It is a method of pulse ranging used in a frequency band of 960 to 1215 MHz. The equipment of the aircraft interrogates a beacon. After receipt of the retransmitted pulses, which are unique for the on-board equipment, the DME is able to determine the range to the beacon.

1.4.5b Microwave landing system

The microwave landing system (MLS) is an approach aid that was conceived to replace or supplement the ILS. The MLS has a number of operational advantages, including a higher and wider frequency band (5031,0 – 5190,7 Mhz) that offers approximately 200 channels of operation. Due to the wide selection of channels, interference with other nearby airports can be avoided. Beside this, it has a much wider field, covering approximately 40 degrees in azimuth and 15 degrees of useful coverage in elevation. The transmitting antennas which are used for MLS are a much smaller and can be installed more easily. The signal that is used by MLS is not sensitive to deflection from surrounding objects and is not dependent on terrain for the forming and propagation of the signal beams. Beside these advantages the MLS signal can be multidirectional, allowing multiple approach paths. The MLS can provide also the pilot continuous distance information. DME beacons are permitting three-dimensional positioning with regarding to the runway. The combination of this positioning and the higher data-rates MLS is using, allow it to make curved-arc approaches, as opposed to the straightforward linear approach that are offered by the ILS. This advantage offers the possibility to operate at airports with confined approach geometry.

1.4.5c Global Navigation Satellite System

Besides the ILS and MLS, there is a Global Navigation Satellite System (GNSS). Today, there are several Global Navigation Satellite Systems under construction or in development. Currently only one is fully functional, this is the Global Positioning System (GPS). This system is developed by the Department of Defence of the United States. With GPS it is possible to determine a position somewhere in the world utilizes range measurements from 24 Navstar satellites operating on six orbital planes. These orbital planes are on a height of 10,900 nautical miles and there are four satellites per orbit. A very important element of the GPS is the atomic clock. This device is measur-ing time very accurately. Each satellite transmits personalized signals indicating the precise time the signal left the satellite. The receiver station is able to distinguish the particular satellites and calculates the distance to each satel-lite with the time delay between transmission and reception of the GPS radio signals. To fix the position of the receiver there are radio signals needed from four particular satellites. Unfortunately, the GPS more a military sys-tem than a civil system what cause some issues of national sovereignty and security. Despite this, the United States has promised to keep the system available except under certain conditions. Today the GPS is capable of producing highly accurate positioning information, but there is still some uncertainty regarding the time that is necessary to determine the feasibility of GPS. There are varying estimates of the time scale for certification of the system and the probable date it will possible replace the ILS and MLS. The current GPS systems are not yet accu-rate enough and with the certification process of a GNSS is a lot of time and money involved.

1.4.5d Very high-frequency Omnidirectional Range

The current system of airways is largely based on the position of the Very high-frequency Omnidirectional Range (VOR) stations. VOR is a worldwide used accurate navigation system. It provides a set of radio beacons which are operating in the VHF frequency band. The frequency band that is used for it has a range from 108 to 117,95 MHz,



with originally 100 kHz spacing between the available channels. Through the increased selectivity of the modern receivers is the spacing reduced to 50 kHz. This reduction provides 160 available channels. The beacons are trans-mitting a VHF radio composite signal. This signal contains information about the beacons identifier and informa-tion for navigational purposes. Sometimes the beacons is equipped with a voice signal, this signal is generally the beacons name or live flight service broadcast. There are two different types of VOR, respectively the standard VOR and the Doppler VOR. Both VORs generates a reference signal and a subcarrier. The standard VOR transmitter antenna generates a composed radiation pattern consisting of a non-directional and a figure-of-eight pattern in the same manner as in the direction finders. The resulting cardioid pattern is electroni-cally rotated at thirty times a second. The second signal will be transmitted by a non-directional antenna. This signal is amplitude modulated by the sub-carrier, which is frequency modulated by 30 Hz. On top of that signal the amplitude is modulated by a Morse code for identification of the VOR station. When the signal is received in the aircraft, the FM signal will be demodulated from the subcarrier and the fre-quency will be extracted. The phase difference between both 30 Hz signals is directly relative to the bearing of the aircraft. In the cockpit it will be shown in degrees from the local magnetic north.

1.4.5e Non-directional Radio Beacon

At relatively small airports Non-directional Radio Beacons (NDB) can be used for non-precision approaches. They are used to determine the approach direction. Beside the direction they can be used as a fixed point during the approach to check height. In principle it is a simple radio transmitter which radiates a signal equally in every direc-tion. The frequency band that is used for it has a range from 190 to 1750 kHz. By using this frequency the signals can follow the earth’s curvature. The signals can be received at a much greater distance and at lower altitudes. The signal is modulated with a Morse code to make it possible to identify the beacon. The antenna consists of a hori-zontal antenna on the top of a mast with a height of 20 to 60 meter.

1.5 Regulations

For building a new airport, there are regulations that a new airport will have to follow. The requirements of an ‘Aanwijzing‘ of a new airport are described in the ‘Luchtvaartwet’ (1.5.1). An airfield cannot be build everywhere, the placement of an airfield has restrictions (1.5.2).

1.5.1 WLV and LVW

The Minister of Transport, Public Works and Water Management can allocate an airport terrain in accordance with the Minister for Housing, Regional Development and Environment (VROM). The ground where the new airport will be placed must first be approved by VROM. This is called ‘grondbeleid’. Plans for the new airport must be pre-sented to VROM, after that the decision will be made if it is allowed to build the new airport. The Minister can reject the request for an ‘Aanwijzing’ for reasons like public interest. The requirements of an ‘Aanwijzing’ for the airports in The Netherlands are defined in the ‘Luchtvaartwet’ (LVW), which is being replaced by the new ‘Wet Luchtvaart’ (WLV). WLV is published in June of 1992. The WLV has twelve chapters that discuss the aspect of avia-tion (Appendix XXIII). The ‘Luchthavenbesluit’ or ‘Luchthavenregeling’ is an authorization for an airport. This authorization consists of rules that an airport must comply with. The ‘luchthavenbesluit of regeling’ is important for maintaining advan-tages and disadvantages of an airport on regional level. The ‘luchthavenbesluit’ is about issues around the airport. These issues are the boundaries of an airport region, obstacles region, sounds limits, opening hours, airport operator and consumers. During the ‘luchthavennota’ a decision will be made who will get the ‘luchthavenbesluit’ to its account, the Provincial States or the minister of ‘V en W’ and VROM. ‘Luchthavenregeling’ is a regulation. This regulation will be arranged by province. The ‘Luchthavenregeling’ is al-most the same as ‘luchthavenbesluit’. The most important difference between these regulations is that in a ‘luchthavenbesluit’ a restriction zone has to be determined around the airport and in a ‘luchthavenregeling’ not. Another important difference is that a limitation of noise must be included in the ‘Luchthavenbesluit’.



1.5.2 Restrictions

Sound (1.5.2a) and the pavement of runway and taxiway (1.5.2b) are restrictions that an airport has to face.

1.5.2a Sound

Each airport has its own noise limitation. These limitations are set by the minister and may not be exceeded. The noise of an aircraft is a composition of many sound frequencies. These compositions are measured in dB(A). dB(A) represents the sound levels of the frequencies which are audible by humans. Humans normally hear frequencies between 16 Hz and 20.000 Hz. The noise level chart, which presents noise that an air-craft produces in a specific time, is a parabola (Figure 1.2).The horizontal axis shows the time and the vertical axis shows the dB(A). The parabola shows that the noise gets louder when an aircraft gets closer and faints when the aircraft passes. The maximum of the parabola, which is the maximum perceivable noise of the aircraft, is called the LA-max (1). The LAX (2) is the total amount of energy of the aircraft’s noise, this total amount of energy is presented in one second. The surface of the block, and thus the LAX, depends on the speed of the aircraft. The LAX-max only depends on the type of aircraft. Therefore, the LAX decreases when an aircraft passes by with high speed, while the LAX-max remains the same. There are different noise load measurements. All these noise loads measurements have their own means and are used in different situations. Noise load is the total noise level of all the aircraft that take-off and land on the air-port. Each of these noise loads has its own methods and calculation to decide the quantity: 1. Ke 2. LAeq-night 3. BKL 4. Lden 5. Lnight

Ad 1 Ke ‘Kosten-eenheid’ (Ke) noise load is used by large airports such as Rotterdam. ‘Kosten-eenheid’ is based on the twenty-four hour cycle situation outside the house. Noise levels lower than 65 dB(A) are neglected. The noise level, which is used in this calculation, is the LAmax. This is to measure noise in the area of an airport. (Appendix XXIV, Formula 1).

Ad 2 LAeq-night LAeq-night noise load is used by large airports. This is based on night hours between eleven o’clock in the evening until six o’clock in the morning. The noise level, which is used in the calculation, is the LAX. The LAeq-night is closely related to sleep disturbances (Appendix XXIV, Formula 2).

Ad 3 BKL The ‘Belasting Kleine Luchtvaart’ (BKL) is used by small airports. This noise load is based on the whole twenty-four hours and on the six busiest months in the year and also based on ‘ZaZoFe’ (Saturday, Sunday, holidays). In this method of calculating noise load it uses the noise level LAX (Appendix XXIV, Formula 3). The zone of noise gives some limits. These limits are drawn on a map and are publicly available. The limits are made for two different groups. The group above 6000 kg and helicopters, the last given zone has a load of 35 Ke or 26 LAeq. The second group is the group beneath the 6000 kg, the last given zone for this group has a load of 47 BKL. The limits are shown in a map. This map is needed for each group, because the departure and approach routes are mostly different.

1. LAmax 2. LAX

Figure 1.2 Difference LAmax and LAX

1 2



The European Union made some demands. A demand is that schools, hospitals and rest areas have to be avoided by the construction of a new airport.

Ad4 Lden The European Union wants a uniform sound calculation for all countries. Therefore the European Union chose the method of calculating Lden. Lden is used for both civil aviation and general aviation. The calculation of Lden is based on all flights within the twenty-four hour period (Appendix XXIV, Formula 4). It shows some similarity with the Ke method, the difference is that the Lden method does not have a specific amount that the noise load has to comply with. The formula uses the noise level LAX.

Ad 5 Lnight Lnight is a replacement for the old method of calculating noise load LAeq night. This method is for calculating for the period in the night, from 23.00 u until 07.00 u. The Lnight method also uses the noise level LAX (Appendix XXIV, Formula 5).

1.5.2b Pavement runway and taxiway

The length and the runway are determined on different factors. The bearing strength of the pavement shall be determined since there are many different aircraft with a different mass. All aircraft with a mass greater than 5700 kg have to report all following information for determining the bearing strength of the pavement: 1. The pavement classification number (PCN); 2. Pavement type for ACN-PCN determination; 3. Sub grade strength category; 4. Maximum allowable tire pressure 5. Evaluation method.

Ad 1 PCN The PCN number represents that an aircraft with an aircraft classification number (ACN) equal to or less than the reported PCN can use the runway pavement but subjected to the limitations on the tire pressure or aircraft all-up mass for specified aircraft type(s).

Ad 2 pavement type for ACN-PCN determination The ACN is determined for the aircraft, this in accordance with the standard procedures which are given in the ICAO Aerodrome design manual. The purpose of determining the ACN is to classify the behaviour of the pavement, this is also known as rigid or flexible construction. These two pavement categories have their own codes for rigid pavement (R) and flexible pavement (F).

Ad 3 Sub grade strength category There are different types of sub grade strength and these category have their own codes (Appendix XXV).

Ad 4 maximum allowable tire pressure The maximum tire pressure category has its own codes. For high (no pressure limit) the code is (W), for medium (pressure limited to 1.50 MPa) the code is (X), for low (pressure limited to 1.00 MPa) the code is (Y) and for very low (pressure limited to 0.50 MPa) the code is (Z).

Ad 5 evaluation method Technical evaluation: representing a specific study of the pavement characteristics and application of pavement behavior technology, the code is (T). Using aircraft experience: representing knowledge of the specific type and mass of aircraft satisfactorily being supported under regular use, the code (U). The following example illustrates how pavement strength data are reported under the ACN-PCN method.



If the bearing strength of a rigid pavement, resting on a medium strength subgrade, has been assessed by technical evaluation to be PCN 80 and there is no tire pressure limitation, then the reported information would be: PCN 80 / R / B / W / T The following information is required for determining the bearing of the pavement strength: the maximum allow-able aircraft mass and maximum allowable tire pressure. This is reported as: 4 000 kg/0.50 MPa.

1.6 Selection criteria

In order to find a proper location for the newly to build airport, the possible locations will be reviewed by multiple selection criteria. These selection criteria must make sure the chosen location will not cause major complications regarding the soil type (1.6.1), area population (1.6.2), environmental issues (1.6.3), accessibility (1.6.4), airspace (1.6.5), available space (1.6.6), obstacle clearance (1.6.7) wind direction (1.6.8) and usability factor (1.6.9).

1.6.1 Soil type

Not every soil type is suitable for building an airport. For example, unstable soil types might cause damage to the runway, aprons or buildings at the airport. The soil beneath Rotterdam consists of different soil types, but mainly out of peat. Peat is an unstable soil type, since it consists mainly out of decayed plant materials. Constructing an airport on peat would cost a lot of preparation in order to get a stable foundation. In the region south of Rotter-dam, the soil consists mainly out of clay. Clay is more stable to build upon than peat, but since the moisture level may vary in the top layer, clay also needs thorough preparations in order to build upon.

1.6.2 Area population

The population density near Rotterdam is relatively high. Building an airport in a dense population area might cause major safety problems in event of an aircraft crash. Also, in such an area it might be hard to find a location large enough to build an airport, especially when the sound borders are taken in account. On the other hand, a high population density might provide a lot of passengers/customers for the airport.

1.6.3 Environmental issues

Building an airport will demand a lot of space. Since almost every acre in the Netherlands is being used, something will have to make place for the airport. It is important that this doesn’t affect the environment too much. Land used for the agrarian sector is most likely to be used for the newly to build airport, but since (for example) a lot of fields are home to many bird species, it is important the environment will not get out of balance.

1.6.4 Accessibility

Since the airport is a commercial facility, it is best to be easily accessible for passengers or customers. In the Neth-erlands there are plenty highways. In order to enable and simplify road transportation towards and from the air-port, it would be most ideal for one of these highways to be nearby the airport. This in order to ensure the passen-gers and/or cargo will be at the airport in time, and are able to leave without major complications. Besides the highways, the Dutch railway provider ‘ProRail’ provides a big network of railways. Also, since the year 2007 a railway called the ‘Betuweroute’ was taken in use, this railway is for cargo trains only. The airport’s accessi-bility for cargo or passengers will increase if either it would be positioned near an existing railway, or if a new rail-way connection could be created for the airport.

1.6.5 Airspace

The airspace has its own ‘infrastructure’. The sky over the Netherlands is divided into several areas (as explained in paragraph 1.3). Some of them are called ‘flight restricted areas’, since flying is not allowed within the borders of such an area. These areas are often near military airports or military training areas. Constructing an airport nearby one of these areas might cause problems regarding the flight routes.



Also, the newly to build airport will most likely be positioned nearby the city Rotterdam. Since this city already has an airport, the new airport its flight routes should not compromise already existing flight routes. Areas with a lot of bird activity (especially storks, since these birds fly at high altitudes) must also be taken in account.

1.6.6 Available space

An airport consists out of several large components, such as the runway, taking up a lot of space. The sound bor-ders (as stated in the ‘WLV’) reach out even beyond the airport its borders, so even more space needs to be avai l-able in order to build an airport.

1.6.7 Obstacle clearance

Aircraft landing at an airport will approach the runway at an slope, also called ‘glide path’. Taking this glide path in account, it is clear that the area in front of the runway (on both sides) shouldn’t contain high obstacles. These obstacles, such as trees, high buildings or antenna’s, could seriously cause damage to an aircraft. In the worst case, these obstacles might even cause the aircraft to crash.

1.6.8 Wind direction

An aircraft willing to take-off from or land at an airport will benefit from headwinds, shortening either its runway or stopway. Crosswinds may become dangerous when they are too heavy. When choosing an direction for the runway, these winds must be taken into account. For instance, if there is a lot of southern wind in an area, it is not wise to point the runway eastwards.

1.6.9 Usability factor

In ICAO Annex 14, Volume I, Chapter 3 the usability factor is defined as ‘the percentage of time during which the use of a runway or system of runways is not restricted because of the cross-wind component.’ An airport should have a usability factor of at least 95% to be acceptably operational. The actual runway orientation is mainly based on the prevailing wind direction. A basis for calculation of the usability factor can be found in wind distribution statistics or a wind rose over a period of at least five years. A wind distribution statistic shows the wind speed and wind direction in relation to the occurrences in days. The maximum crosswind component allowed is based on the runway length and width (1.3.3 Ad 5). Calculations with the data in a wind distribution statistic should be made to determine if the crosswind component is exceeded on any given day. The airport should be operational 347 days a year (1734 days in five years) to have a usability factor of at least 95%. Each day the airport is out of operation the usability factor is reduced with 0,274%.

1.7 Conclusion

○ The General Aviation which will be placed out of Rotterdam The Hague Airport can be divided into several classes, such as single engine aircraft and twin engine aircraft.

○ The General Aviation with a maximum take-off weight of 7000kg will be placed out to a newly to build airport. The flight movement of this segment will approximately be 40000 in a year.

○ The airport can be divided into landside and airside. Landside is the part of the airport that is accessible to anyone. Airside on the other hand is the part of the airport that is only accessible to authorized personnel.

○ Landside and airside can be divided in several elements. These elements include facilities, services and infra-structure.

○ Not every part of the airport is divided under landside or airside. Navigational aids or aerospace structure are categorized into airspace. There are two different kinds of flight rules, IFR and VFR which are standardized in ICAO Annex 2. The different flight rules were primarily made to increase safety. Both flight rules contain limi-tations and obligations for all pilots.

○ When a new airport is build it has to comply with several requirements. These requirements are set by the legislator and the board of Rotterdam The Hague Airport. In order to comply with the law and to ensure it can be operated 95% of the time.



○ An airport should not cause too much nuisance in the area. To prevent nuisance there are regulations. These regulations are to balance out the economical, environmental and nuisance aspects. There are different kinds of regulations regarding to the sound. For the GA in the Netherlands the BKL is used for example.

○ In order to find a location for the new airport selection criteria are made. The selection criteria are very impor-tant, as to make sure the new location is suitable. Elements such as soil, accessibility and flight restricted areas are to be looked at.

2 Location research

The possible locations of the new airport are Goeree-Overflakkee (2.1), Schouwen-Duiveland (0) and Leerdam (0). These locations have been chosen according to the selection criteria that have been mentioned in chapter one. The three locations will be compared (2.4) on different criteria. Every criteria has its own weight factor. According to this comparison a final location will be chosen where the new airport will be built (2.5).

2.1 Goeree-Overflakkee

The first location is located on the island “Goeree-Overflakkee” in the province Zuid-Holland. The island is mainly used for agriculture. The location (Appendix XXV, Figure 1) is approximately 55 km from Rotterdam when driving. The coordinate is: N 51 46.746, E 4 6.677. This location is in accordance with the selection criteria which were described in chapter one. The selection criteria where upon the location is selected are: 1. Soil type 2. Area population 3. Environmental issues 4. Accessibility 5. Airspace 6. Available space 7. Obstacle clearance 8. Wind direction 9. Usability factor

Ad 1 Soil type The type of soil on the island is young sea clay. As a consequence of this type of soil is its building costs. These building costs will raise as a consequence of the foundation which is needed in order to support the weight of the airport and its users. If a foundation is not placed the probability of damage is high.

Ad 2 Area population The island Goeree-Overflakkee is approximately 261 km² and has approximately 48200 inhabitants. This makes the island sparsely populated. When looking around the chosen location (Appendix XXV, Figure 2) there can be noticed that the nearest city is approximately 3,5 km away. The most populated locations are: Stellendam (3440 inhabi-tants), Melissant (2150 inhabitants), Dirksland (5040 inhabitants), Sommelsdijk (747 inhabitants) and Middelharnis (6600 inhabitants). The smaller the population the smaller the total nuisance is caused by the airport and its users.

Ad 3 Environmental issues Building an airport has consequences, some of these are positive and some are negative. A positive consequence is that it creates jobs and gives a boost to the local economy. A negative consequence at this location is that a few local farms have to be destroyed. Birds living in this area need to be chased off by specialized personnel, since these birds cause a serious risk to flying aircraft. There are a couple of bird strike risk areas (Appendix XXV, Figure 3) in the area. There are two different kinds of bird strike areas in the nearby. One of these areas causes risks through the entire year (1) while the other one causes risks from October until March (2). The most nearby bird strike area is approximately 7,5 km away. There is also a bird strike area to the south of the island. This bird strike area is approximately 12,5 km away.



Ad 4 Accessibility Goeree-Overflakkee is approximately 55 km away from Rotterdam, which would make it a one hour drive. The main road near this location is the N215, which is a single lane provincial road. If the airport is heavily used, this road should provide sufficient capacity to handle the customers. On the island there is no railway connection, the only possibility regarding public transport is the use of busses.

Ad 5 Airspace The airspace above Goeree-Overflakkee (Appendix XXV, Figure 4) is TMA 1 from Rotterdam which starts at 1500 ft AMSL up to FL055, which is a class E airspace. Above this airspace Amsterdam CTA-1 South is located from FL 055 to FL 195, which is class A airspace. The most nearby CTR is 30 km away, which would make it possible to have an CTR at this location. There is a low fly route (1) approximately 7 km from this location (2), which would restrict the airport in this direction when flying at low altitudes. There are SID and STAR routes (Appendix XXV, Figure 5) which have to be taken in account (for a more detailed but limited to Rotterdam airport SID/STAR overview, refer to Appendix XV and Appendix XVI). At approximately 10 km from location one is the nearest point SID/STAR point (1). At 23 km from location one (2), the elevation should be 3000 ft (1000 m) AMSL when performing a SID.

Ad 6 Available space The space required is approximately a length of 2km and a width of 0,8 km, this would be 1,6km². The space which is available is approximately 15km². Thus there is enough space available at this location and would make expan-sion possible.

Ad 7 Obstacle clearance Goeree-Overflakkee is a relatively flat area which is used for cultivation. As a consequence of the cultivation and the low population there are no real obstacles, only houses and farms which not exceed 30 ft.

Ad 8 Wind direction The most common wind direction on Goeree-Overflakkee comes from the south west (Appendix XXV, Figure 6). This information has been provided by the “Koninklijk Nederlands Meteorologisch Instituut” (KNMI) and was measured by the weather station in Wilhelminadorp.

Ad 9 Usability factor The usability factor of 95% will be exceeded when the runway is orientated in direction 20° and 200° (in reference to the magnetic north). This will change over time as the magnetic north changes. For a direct overview of the wind force and direction see (Appendix XXV, Table 1) for the calculation of the direction see (Appendix XXVII). Throughout the year a crosswind of more than 10 knots takes place on 26 days (Appendix XXVIII). This means Go-eree-Overflakkee has a usability factor of 92,88 percent.

2.2 Schouwen-Duiveland

In accordance with the selection criteria as specified in chapter one, a location has been found on the island Schouwen-Duiveland in the province of Zeeland (Appendix XXIX, Figure 1) (coordinates 51.664315,3.981113). In this paragraph an explanation will be given upon the selection of the location. The criteria upon which the location has been selected are:



1. Soil type 2. Area population 3. Environmental issues 4. Accessibility 5. Airspace 6. Available space 7. Obstacle clearance 8. Wind direction 9. Usability factor

Ad 1 Soil type The soil on the island of Schouwen-Duiveland consists of young sea clay that was formed when the sea could still flood the island. When building on clay, a foundation has to be build in order to support the structure and keep it from sinking into the soil. Clay is subject to dramatic changes in volume as its moisture content varies. When clay gets wet it will expand and have less supporting power to support a structure. The need for extra supporting foun-dations will cause an increase in the building costs of a structure.

Ad 2 Area population The island of Schouwen-Duiveland is sparsely populated with 34131 inhabitants on an area of 231 square kilome-tres (Appendix XXIX, Figure 2). In the area around the chosen location the largest populated areas are Zierikzee (10678 inhabitants), Nieuwerkerk (2682 inhabitants), Dreischor (994 inhabitants), Oosterland (2368 inhabitants) and Sirjansland (363 inhabitants). Zierikzee is located 5 kilometres from the selected location.

Ad 3 Environmental issues When an airport is build on the selected location, the land that was used by the agrarian sector will be trans-formed until it is suitable for airport use. The agrarian fields are home to many bird species. As birds pose a serious threat to aircraft they need to be chased off by specialized personnel. The amount of noise in the area will increase when the airport is in operation. An airport can create business opportunities and jobs around the airport. This trend can lure new population to the area and can give a boost to the local economy.

Ad 4 Accessibility The location is accessible by car from Rotterdam. The shortest route (Appendix XXIX, Figure 3) is via the highway A29 via N59 to Middelharnis/Zierikzee. This route will take approximately an hour. The distance from the Rotter-dam city centre is 59,4 km. There are no trains in this region, but a bus service by Connexxion is served two times an hour between the towns. The airport will only need a connecting road to the N59 to be made accessible by car.

Ad 5 Airspace The airspace above the location is within the Rotterdam TMA 1 area which is class E airspace. The Rotterdam TMA 1 reaches from 1500 feet to 5500 feet. Above this airspace the Amsterdam CTA South 1 is located. The Amsterdam CTA South 1 reaches from 5500 feet to 19500 feet and is class A airspace. Within the Rotterdam TMA 1 VFR aircraft may fly up to an altitude of 5500 feet. Rotterdam The Hague Airport is nearly 60 km away from the selected location. Therefore it is possible to have a controlled aerodrome at the newly to build airport. The airspace above the location is free from low flying areas and military activities. 20 km to the east there is a military flying route which runs to and from the Woensdrecht air force base. There are two nearby airways that are used by IFR aircraft. These airways both are upper ATS routes, which means these routes are flown from an altitude of at least 19500 feet. The planned airport will not be trou-bled by these two ATS routes as arriving and departing aircraft will fly at considerably less altitude than those on the routes. The province of Zeeland contains a lot of wetland and breeding areas (Appendix XXIX, Figure 4) that pose a great bird strike risk. The location has been chosen to have at least 15 km clearence between the departing and landing aircraft and the surrounding wetland/breeding areas. In the aerospace above Schouwen-Duiveland three SID routes are located to Rotterdam Airport (Appendix XXIX, Figure 5). Because the nearest SID route is on FL056 there is no restriction in respect to the airport.



Ad 6 Available space The total length of the airport is estimated on 2,0 kilometres. When calculated this length runway length and clearway design has been accounted for. For the width of the airport 0,8 kilometres is estimated. The presence of terminal and aprons have been accounted for. When the new airport is placed here, there is space for future ex-pansion. From the south to the north, the location offers only little expansion space. In the west and the east more space is available for expansion.

Ad 7 Obstacle clearance Because the new airport will be placed in a region where agriculture takes place, no high objects are located near the airport. Only relatively flat land is located in that region.

Ad 8 Wind direction The most common wind direction throughout the year on Schouwen-Duiveland is South-West. This information has been provided by the KNMI station in Wilheminadorp.

Ad 9 Usability factor Since the location is located nearby the first location at Goeree-Overflakkee (paragraph 2.1), the meteorological properties are practically the same. This would result in the same orientation of the runway in order to ensure the usability (20° - 200°). The used meteorological data is from the same KNMI centre. For a direct overview of the wind force and direction see (Appendix XXV, Table 1) for the calculation of the direction see (Appendix XXVII) Throughout the year a crosswind of more than 10 knots takes place on 26 days (Appendix XXVIII). This means Schouwen-Duiveland has a usability factor of 92,88 percent.

2.3 Leerdam

The third location is located near the village Schoonrewoerd in the province Gelderland (Appendix XXX, Figure 1) (coordinates 51°55’11.00”N, 5°09’15.48”E). It is located 18 kilometres below Utrecht. In this paragraph an explana-tion will be given upon the selection of the location. The criteria upon which the location has been selected are: 1. Soil type 2. Area population 3. Environmental issues 4. Accessibility 5. Airspace 6. Available space 7. Obstacle clearance 8. Wind direction 9. Usability factor

Ad 1 Soil type The type of soil at Schoonrewoerd consists mainly of river clay. Building on this type of soil requires a foundation to strengthen the structure and to prevent subsidence. Building a foundation before building the structure will significantly increase the costs. Beside the costs, it will also require a lot more time to build the different buildings or the runway at the new airport area.

Ad 2 Area population The new airport location is located in a relatively quiet area. The major part of the land is used for agricultural activities. Nearby there are a few populated areas, this are Hei- en Boeicop (980 inhabitants), Zijderveld (800 in-habitants), Schoenrewoerd (1600 inhabitants), Diefdijk (30 inhabitants), Culemborg (27.500 inhabitants), Leerdam (21.000 inhabitants) and Beesd (3600 inhabitants) (Appendix XXX, Figure 2).

Ad 3 Environmental issues When an airport will be built at this location, it will have some impacts on environment. The land that was used for agricultural activities has to be transformed, until it is suitable for building the airport. It also will have an impact to all living animals in the area. They have to move to other locations or, if possible, they have to adapt to their new



living conditions. Birds are a serious threat for the aviation, so they need to be kept away from the airport by spe-cialized personnel. Beside this, the amount of sound will increase considerably in the area when the airport is in use. The airport also has good impacts, since it will provide employment for the citizens in the neighbourhood.

Ad 4 Accessibility The new airport area is accessible from Rotterdam by car and by train. By car it is approximately 60 km by driving mainly on highway A15 (Appendix XXX, Figure 3). Driving this route will take at least 50 minutes of time. When travelling by train, there are two stations in the area. The first one is located in Leerdam and the other one in Culemborg. Travelling by train from Rotterdam to Leerdam takes 55 minutes of time. To Culemborg it will take 70 minutes. Beside these two opportunities to travel, there are bus services to the different villages in the area. The airport will need a connection road to the closest existing road in order to make it fully accessible by car.

Ad 5 Airspace The airspace above this location (Appendix XXX, Figure 5) is within the Nieuw Milligen TMA D area (airspace class E), which reaches from 1500 ft Above Mean Sea Level to Fl065 and it is class B from FL065 to FL195. Above this location there is also the Amsterdam CTA South 2, which reaches from FL095 to FL195. The airspace a few kilome-tres west of this location is the Schiphol TMA 3, which reaches from 2500 ft Above Mean Sea Level to FL095. This TMA is class A airspace, which does not allow VFR flights. Because there is no controlled airport in the area around this location, therefore it is possible to have a controlled aerodrome at the newly to build airport. There are also no bird sanctuaries, bird strike risks and wetland areas in the area (Appendix XXX, Figure 4). In the south of this location there are military flight areas which should be taken into account, as well as the SID and STAR routes near the airport (Appendix XXX, Figure 3). Building an airport at this location will not give any restrictions related to the SID and STAR routes of Rotterdam Airport.

Ad 6 Available space At this location there is enough available space to build a new airport, leaving enough opportunities to expand in the future. The most space can be found on the left from Diefdijk, below the highway A2 and above the railway between Leerdam and Beesd. Between these limitations there is exactly enough space to place a triangle with sides of three kilometres. Eventually, other aviation-related businesses are able to establish themselves southern of the railway.

Ad 7 Obstacle clearance Due to the fact that the new airport will be placed in an area where some large farming takes place, there are no high objects located near the airport.

Ad 8 Wind direction The most frequent wind direction at the third location is South-West (Appendix XXX, Figure 7). The information which is used in the compass rose depends on statistics of one year from the meteorological station “De Bilt” nearby the town Utrecht. The different wind directions are given in degrees, the last digit is omitted.

Ad 9 Usability factor The exact position of the runway will be 40° to 220° in comparison to the magnetic north. There is a possibility that the numbers will change in the future due to the fact that the magnetic north moves over time. The detailed wind forces and directions are organized (Appendix XXX, Figure 8). Throughout the year a crosswind of over 10 knots only takes place on one day (Appendix XXXI). This means the usability factor of the airport is 99,7 percent.

2.4 Comparison

In order to choose the location where the airport will be build, a comparison has to be made between the three possible locations explained in the former paragraphs. This comparison will be made by means of a pros and cons research (Appendix XXXII). This pros and cons research will go according to the method of van den Kroonenberg which can be found in the book “Methodisch ontwerpen” by F. Siers. Before the pros and cons research can be made, the different selection criteria will get a weighting factor from 1 till 5. The reasoning behind the factors for every criteria is the different importance of the criteria. The criteria concerning safety will get the highest weight factor, after these criteria the criteria concerning costs will get the highest factors and after these criteria the crite-



ria concerning the future clients will get the highest factor. Criteria covering none of these three points will get a weight factor concerning their importance.

2.4.1 Selection criteria

The selection criteria used for the pros and cons research are the same as the selection criteria stated in chapter one. The difference is that every selection criteria gets a special weighting factor. The selection criteria are: 1. Soil type 2. Area population 3. Environmental issues 4. Accessibility 5. Airspace 6. Available space 7. Obstacle clearance 8. Wind direction 9. Usability factor

Ad 1 Soil type The soil the airport will be built on, influences the amount of money there will be spent on placing the airport. For example if the ground exists of clay, a foundation has to be built in order to support the airport. This means soil type covers the costs factor. Soil type gets the weight factor two because it is less important. All three locations have the same ground type.

Ad 2 Area population The population areas around the location are of big influence on the functioning of the airport. When there are big population areas close to the airport, there will probably be a lot of complaints. This can result in the government taking measurements against the airport. Population areas get a weight factor five.

Ad 3 Environmental issues Because the placement of a new airport changes a lot in the surroundings the new airport have to be placed on a location where the negative impacts on the environment will be minimized. Impacts on environment therefore gets a weight factor four.

Ad 4 Accessibility In order to make sure people go to the new airport, the location of the airport needs to be accessible. This selec-tion criteria covers the clients factor. Accessibility gets a weight factor three because the clients are important but not so important as safety or costs.

Ad 5 Airspace There are different classes of airspace above the Netherlands, some have more advantages to the new airport than others. Because the type of airspace the airport is under says something about the safety for the aircraft it covers the safety factor. Airspace therefore gets a weight factor five.

Ad 6 Available space When building a new airport a lot of space is required. The more space available the more expansions can be made by the airport in the future. Because expansion is not of direct concern. Available space gets a weight factor two.

Ad 7 Obstacle clearance In the surroundings of the airport and especially near the runway presence of obstacles have to minimized. This means for example having high voltage pylons near the runway is a disadvantage for the landing or takeoff of a plane. Because obstacle clearance covers the safety factor obstacle clearance gets a weight factor five.



Ad 8 Wind direction The direction of the wind has an effect on the takeoff or landing distance of the plane. It also has influence on the safety of the aircraft while flying. For example flying in an area where the direction of the wind changes often is harder but it is no direct danger. This means wind direction is a bit part of the safety factor and gets a weight fac-tor four.

Ad 9 Usability factor In order for an airport to make profit it has to be used as much as possible throughout the year. This means usabil-ity factor covers the costs factor. Usability factor gets a weight factor three.

2.5 Conclusion

Based on the selection criteria stated in chapter one, three possible locations had been chosen to place the airport on. When compared to another in a pros and cons research (Appendix XXXII) one location came out to be the best suitable for the new airport. This location is location three. Location three is situated nearby the place called Leer-dam. This is why the airport will be called “Leerdam airport”.

3 Airport Leerdam

Now the location for the airport is chosen, which is location three, the airport can be defined. Design aspects such as the runway characteristics and the availability of the facilities but also the airspace charts are important (3.1). When designing an airport the noise should also be taken in account (3.2). Before building the regulations and customer desires have to be taken into account (3.3). To see if the airport would be profitable or not a financial overview is made (3.4). When all these aspects are discussed an conclusion can be made regarding the new airport (3.5).

3.1 Design

For the new airport there are several elements which can be chosen to offer. These elements are already chosen in the previous paragraph. Now remains the question why these elements are chosen to offer and why are others not offered on the airport. The questions regarding the elements which were treated in chapter one will be answered in this paragraph. The first element which was discussed in chapter one regarding the airport which is questioned, are the landside facilities (3.1.1). Subsequently the landside services (3.1.2) and the landside infrastructure (3.1.3). Whereas the airside facilities (3.1.4), airside services (3.1.5) and the airside infrastructure (3.1.6) are discussed. There were other important elements which were decided in previous paragraph, one regarding the ATC (3.1.7), but also the flight rules which can be used on the new airport. Regarding these flight rules radio and navigational aids are of importance (3.1.8). All these elements should be adapted to the demands of the users of the airport but should also be economically realizable. Recurring to the amount of flight movements which are transferred to the new airport which is 38942. 51,6% of these flight movements is used regarding flight lessons, 9.8% of the total flight movements is used with taxi/business flights and the remaining 38,6% is used by other flights. All charts which are necessary in relation to the airport such as the obstacle chart are shown and explained (3.1.9).

3.1.1 Landside facilities

Terminals, as seen in chapter one, are mainly used for passenger handling. The new airport is intended to be used for training flights, taxi/business and other flights. The only passengers are those who use taxi and business flights. These passenger numbers are not large enough to justify a terminal.

3.1.2 Landside Services

Leerdam Airport will provide landside services, which consist of an airport commander (3.1.2a), customs (3.1.2b) and emergency services (3.1.2c). These services are required to ensure the daily operations of the airfield. The customs are needed in order to make sure nobody or nothing illegal arrives or leaves the Netherlands and the emergency services are needed in case of calamities. These services will be treated separately.



3.1.2a Airport commander

Leerdam Airport will have an airport commander which is located at the aerodrome office. The airport commander which belongs to the port authorities of Leerdam Airport will supervise general safety on the platform and the runways. There is great attention for compliance with rules and regulations, as well for safe handling of all air traf-fic at the airport. Also the airport commander ensures that all the port dues will be paid.

3.1.2b Customs

Due to the fact that there will be little or even no international flights to and from Leerdam Airport, the customs are not necessary. There is a possibility that they will be informed when an international flight is planned, so they can take action to provide any illegal transit.

3.1.2c Emergency services

Leerdam Airport will be provided with a few emergency services. The emergency services which were an option will be treated separately, these emergency services are: 1. Fire department 2. First aid 3. Hospital 4. Security

Ad 1 Fire department A fire station will be placed at the airport so action can be taken in case of emergencies. In the adjacent villages and towns there are also fire stations build, but at an airport is very important to act quickly to prevent worse. Which is the reason to build a new fire station with a crew that is specialized in airport fires.

Ad 2 First aid At the emergency services hangar, there is also space for first aid. In case of an accident it is possible to quickly react and to keep any damage or injury to the minimum. The first aid will also cooperate well with the surrounding hospitals to provide quick transfers and to keep the level of health high.

Ad 3 Hospital Due to the fact that the medical care is reasonably well regulated in the Netherlands, it is not necessary to build a new hospital on or near Leerdam Airport. The nearest hospital lies in Gorinchem at a distance of 20 kilometres.

Ad 4 Security The airport will be monitored by security, to prevent offenses, burglary and theft. The security will be taken care of by an external company. They will check the airside every hour and take action when an alarm goes off.

3.1.3 Landside infrastructure

It is important that the new airport has a good accessibility, therefore it should be near roads (3.1.3a). Public transportation is as important as the roads near the airport (3.1.3b). When people go to the airport it is important that they can park their cars somewhere otherwise the accessibility would decline as a consequence of cars which are everywhere (3.1.3c).

3.1.3a Roads

The major roads available near the airport are the A2, A15 and A27 which provide a good accessibility. To increase the accessibility, the airport needs to be connected to the nearest major road (A2).



3.1.3b Public transportation

Near the airport are two train stations as stated in chapter two. The nearest railway station is approximately 7 km away. There only is not an connecting line to the airport. This would be affordable if this is done by bus. To realize this the airport directives should contact Connexxion. Connexxion is the local company which handles the local public transport by bus.

3.1.3c Parking

There should be at least 50 parking spaces in order to provide a good accessibility. Each parking space is 4,5m² and the roads between the parking spaces per parking space are also 4,5 m², which would make the total parking space required 450 m².

3.1.4 Airside facilities

There is only one facility at the airside section of the airport. The hangar is used to store and or maintain an air-craft and its accessories. On the new airport there should be enough hangars to facilitate the needs of its users. All dimensions and numbers are depending on the type of aircraft which are stored, for a more detailed overview see Appendix XXXIV. It should be possible to move an aircraft in the hangar without moving any other aircraft, to en-sure this approximately 1085m² (35m x 31m) per hangar is needed. In one hangar it should be possible for nine small aircraft to park. Nine hangars will be build on the new airport, this is to ensure all aircraft can be facilitated and future expansion of aircraft stationed at this airport is possible. When there are nine hangars available it is possible for 77 aircraft to be stationed in the hangars. As a consequence of environmental regulations in the Neth-erlands it is not possible to do any maintenance in relation to oil products on normal concreted surface. This would only be possible when the hangars are equipped with a special kind of floor, called a reversing substance floor, this type of floor creates additional costs. To ensure the costs would not become too high, four out of nine hangars will be fitted with this special type of floor, as a consequence the hangars with the special kind of floor will have a greater rental sum. On the airport there will also be two business jet hangars. Each of these hangars can be used by nine aircraft (depending on type) and the space reserved per hangar is 1860m² (30m x 62m) with a height of seven meters, both business jet hangars are fitted with the reversing substance floor so maintenance can be done.

3.1.5 Airside services

According to chapter 1 there are several kinds of services which can be offered on the airside of the airport. Fuel-ling (3.1.5a) can be offered but also marshalling (3.1.5b), cleaning and maintenance (3.1.5c) can be offered.

3.1.5a Fuelling

On the new airport fuelling will be offered. The airport will be used by piston engine aircraft which need AVgas, and by turbine engine aircraft which use jet A1 fuel. Therefore avgas and jet A1 fuel will be offered at the airport. There is 338m² available for fuelling purposes, this is enough to hold two aircraft at the same time.

3.1.5b Marshalling

Because the new airport will be small there is not much air movement, approximately nine aircraft per hour. This would not make it profitable to equip the airport with Marshalls.

3.1.5c Cleaning and maintenance

To ensure safety on the airport cleaning personnel can be used. The amount of cleaning personnel which is needed depends on the amount of debris but mainly on the weather, for example if there is snow on the runway and the runway needs to be used the cleaning personnel should clean the runway to make sure the aircraft can safely be landed. The new airport would not be used in extreme weather conditions. Since the cleaning personnel is an ex-ternally hired service, there is always somebody available. Cleaning the airport can be done by twelve persons during opening hours, not accounting with double shifts, vacation etc. Because it is a small airport the cleaning personnel can also participate in the maintenance of the airport. To ensure this is done safe and proper, the per-sonnel should be trained. On the airport there is also one hangar where specialized maintenance personnel and



aircraft parts are present. This in order to provide maintenance to aircraft and other airport vehicles. Extra per-sonnel has to be available for this service, approximately four specialized persons are to be hired. This personnel is also used for fire fighting.

3.1.6 Airside infrastructure

The airside infrastructure is important to the new airport, the infrastructure should not be too large, since this would raise the costs, but it should neither be too small. Besides, future expansion should be taken into account to counteract extra costs. The airside infrastructure consists of the runway (3.1.6a), taxiway (3.1.6b) and apron (3.1.6c). All types of lighting on the airport are to be switched on request, with an electronic system.

3.1.6a Runway

The specifications of a runway are important, these specifications depend on the critical aircraft. The specifications of the critical aircraft are given in Appendix XXXIII. Beside the runway specifications there are other elements which are important regarding a runway: 1. Airport classification code 2. Runway width & length 3. Runway markings 4. Runway designation and classification 5. Declared distances 6. PAPI 7. RWSL 8. Runway lighting

Ad 1 Airport classification code The airport classification code is connected to all the dimensions of the airport. This code is found by looking up the specifications regarding the critical aircraft. The following specifications are needed: ARFL, Wingspan and the OMWGS. When this is filled in for the critical aircraft on the particular airport, the airport classification code comes out as a result. On the new airport this code is 2B.

Ad 2 Runway width & length The runway length is coherent to the critical aircraft, which would mean that the runway length is 1199m. To in-crease safety, a stopway of 300m is added. The runway width, which is recommended by the ICAO regarding an airport classification code 2B, is 23m. The stopway has the same width as the runway and could be used if the aircraft should abort its take-off.

Ad 3 Runway markings On the runway several markings are required according to the ICAO. For the threshold six stripes are required, since the width is 23m. Since the LDA is 1199m, the aiming point markings have got 250m separation from thresh-old to the beginning of the marking. The length of the aiming point marking is 30m, the width is 6m and the lateral spacing between the inner sides of stripes is nine meters.

Ad 4 Runway designation and classification The ICAO states that the orientation of the runway(s) provide a usability of at least 95 percent. To realize an usabil-ity factor of 95 percent, the runway should be thus orientated that the maximum crosswind component is as small as possible. To make this possible the runway designation numbers will be 04 and 22.

Ad 5 Declared distances The distances used on the new airport are shown below (Table 3.1). Table 3.1 Runway distances

RWY TORA TODA ASDA LDA

04 1199 m 1259 m 1199 m 1199 m



22 1199 m 1499 m 1499 m 1199 m

Ad 6 PAPI On the new airport the PAPI is installed, since it adds an extra amount of safety to the airport. This might come in handy when flying in poor visibility without ILS/IFR.

Ad 7 RWSL Runway status lights add an extra amount of safety to the airport regarding collisions. A disadvantage of this sys-tem are the costs, also the ATC is needed in order to install the RWSL. Due to these reasons RWSL will not be in-stalled on the airport.

Ad 8 Runway lighting VFR is the only option on the new airport and to safely perform For VFR flights runway lighting is a necessity. A simple approach lighting system will be installed to improve safety. This simple approach lighting will be installed on runway 04 and, with a length of 450m and medium light intensity (LIM).

3.1.6b Taxiway

Taxiways are of importance to the airport. There are several elements regarding the taxiways which have to be taken into account: 1. Taxiway clearance 2. Taxiway width 3. Distance between taxiway and runway 4. Taxiways lighting

Ad 1 Taxiway clearance The taxiway clearance should at least be 2.25m, according to the ICAO for a code letter B.

Ad 2 Taxiway width The width of the taxiway, according to the ICAO, differs from code element two. As a consequence of code ele-ment 2 being B, the width of the taxiway will be 10,5m.

Ad 3 Distance between taxiway and runway To prevent extra costs for future expansion, the distance between both centrelines will be larger than ICAO stan-dards for this airport. The minimum distance for code number 2B should be 52m, but if the airport is to be enlarged to category 3C the minimum distance should be 93 meters. In this case, the runway has a width of 30m and a taxiway width of 18m. Therefore the distance between the centreline of the taxiway and runway will be 100,25m (93m + ((30-23)/2) + ((18-10,5)/2)).

Ad 4 Taxiway lighting Taxiway lighting is to provide guidance on the taxiways, but should not interfere with the runway lighting. This type of lighting is not provided on the airport, since it is not possible to fly VFR if the taxiway is not even visible.

3.1.6c Apron

There are a couple of elements which need to be determined regarding the aprons. These elements are:



1. Apron clearance distances 2. Apron lighting

Ad 1 Apron clearance distances When the critical aircraft is of category B, which it initially is, the clearance distance should be three meters. If future expansion provides a category C, the aprons should be expanded. To prevent extra costs in case of future expansions, the clearance of code element two will be category C.

Ad 2 Apron lighting Apron lighting will not be used on the new airport. The main reason to not install apron lighting is that the airport cannot be used during poor visibility or night time.

3.1.7 Air Traffic Control

Due to the fact that only a small percentage of the flights taken from Rotterdam Airport are IFR flights, the incom-ing costs of these flights will never be able to justify the costs of ATC. Also, these flights can only be performed under good weather en visibility conditions. Therefore, there is chosen to refrain from ATC.

3.1.8 Radio and navigational aids

Leerdam Airport will be provided with radio and navigational aids to safely fly the aircraft. The radio and naviga-tional aids will be treated separately. The aids which will be treated are the Instrument Landing System (3.1.8a) and the VOR & NDB (3.1.8b).

3.1.8a Instrument Landing System

It is very expensive to provide an airport with ILS. The acquisition and maintenance costs are to be recovered to the pilots. Due the fact that Leerdam Airport will only take a small percentage of the taxi/business flights, there will be no ILS installed at Leerdam Airport, since the IFR flights that would land at the airport could not afford the purchase and maintenance costs. The other flights that will be performed from Leerdam Airport do not use the ILS, since this is mainly VFR traffic. Flight schools will have to be diverted to Eelde Airport nearby Groningen. Also ILS is operational in combination with ATC, which makes it a lot more expensive.

3.1.8b VOR & NDB

At Leerdam Airport a NDB will be used for circuit flying and to find the airport. The NDB transmits in a circle with a radius of fifteen nautical miles. The frequency of this beacon is set to 360 kHz. This beacon is located at 3280 ft (1000 m) in the prolonged centreline of runway 22. There is chosen for an NDB to reduce the costs. Placing a VOR will be more expensive.

3.1.9 Leerdam Airport Charts

An Aerodrome Chart (ADC) will give the reader an impression of all facilities that the airport is equipped with (Appendix XXXV). The obstacles that surround the airport can be found in the Aerodrome Obstacle Chart (AOC) (Appendix XXXVI). VFR traffic will fly a standard departure and approach pattern. This information can be found in the Visual Approach Chart (VAC) (Appendix XXXVII).

3.2 Noise

For the people near the new airport of Leerdam, the nuisance of the aircraft is disturbing. To keep the nuisance factors to a minimum, a calculation is made according to the Lden method. This method uses the summations of the contribution of all the flight movements during a year. To calculate a good estimated Lden value, the flight movements are estimated. This estimate is based on the active GA-segment that will be out placed from Rotter-dam to Leerdam.



The lesson flights are calculated with the dB(A) of a Cessna c-152 for all the 20093 movements. The category ‘other flights’ are a mixture of three different aircraft types. The amount of movements are equally divided. The types are the Cessna c-152, a Piper PA-31-350 and the Piper PA-44-180. Taxi and business flights are also calculated with the dB(A) amount of the Piper PA-44-180. Table 3.2 Aircraft dB(A)

Aircraft dB(A)

Cessna c-152 68,1 Take-off noise

Piper PA-31-350 78,9 Over flight noise

Piper PA-44-180 79,2 Over flight noise

The airport must have an enforcement point to measure the noise produced. The measured sound for a new to place airfield is the Lden value. The enforcement point lies at a distance of 100 metres in the prolonged of the center line of the runway. This enforcement point is not set with a standard. Other enforcement points must be placed in residential places or nearby a sound contour of 56dB(A) Lden.

The weight factor (N) of the opening hours 09.00 – 19.00 is the factor 1. The summation represents the individual

values of per aircraft type. Calculations are done per flight type and aircraft type.

Aircraft type Summation per flight type and aircraft type

Sum lesson flights C-152

Sum other flights c-152

Sum other flights PA-31-350

Sum other flights PA-44-180

Sum taxi/business flights PA-44-180

Total summation

The Lden value can now be calculated with the total summation,

.

3.3 Regulations and client desires

By designing a new airport different regulations have to be respected (3.3.1). Besides the regulations there are also customers desires which have to be respected regarding the airport (3.3.2).

3.3.1 Regulations

According to the declared distances of the Beechcraft Super King Air B200, many specifications of the runway at Leerdam Airport have been determined. In Annex 14, ICAO has made up certain recommendations for the mark-ings on the runway and the signs beside the runway, like the frangibility of the runway signs. These can be divided in: 1. Runway qualities 2. Runway markings 3. Runway signs

Ad 1. Runway qualities The runway at Leerdam Airport will be used for GA with a MTOW less than 6000 kg. One of the most critical air-craft, in GA, is the Beechcraft Super King Air B200 (B200), which has a MTOW of 5670 kg. The runway dimensions



have been determined by assessing the performance specifications of the B200. According to the required dis-tances, the ASDA at Leerdam Airport must be 1499m. The TODA will be 1499m.

Ad 2. Runway markings The markings of the runway are white. The runway centre line marking lays on the centre line of the runway be-tween the runway designation markings. At the thresholds of the runway, the runway designation markings are painted. They consist of two numbers: 04 or 22, which indicates the magnetic heading when read from the direc-tion of approach.

Ad 3. Runway sign Signs are frangible and, if located near a runway or a taxiway, they must be low to avoid damages at an aircraft. The characters on mandatory instruction signs and runway exit and runway vacated signs are higher than other information signs. The necessary signs on the taxiway, holding positions and the taxiway centreline, are clarified by yellow markings on the taxiway and signs beside the taxiway. A VOR aerodrome checkpoint is provided so the aircraft VOR installation can have a pre-flight check. The necessary signs on the apron are clarified by yellow mark-ings and signs on or near the apron.

3.3.2 Customer desires

The capacity of Leerdam Airport will be less compared to Rotterdam Airport. Because of the shorter runway, and less types of aircraft are able to land. Another point of notice is that Leerdam Airport has no ATC, whereas Rotter-dam Airport does have ATC. Compared to Rotterdam Airport, less aircraft will make use of parking facilities. Maintenance is needed so the facilities have a maximal condition for maximum the safety, regularity or efficiency of air navigation. When maintaining, there is a possibility to prevent failures, errors or degradation of facilities. The landside will be maintained everyday by cleaning it.

3.4 Financial overview

When building an airport, costs will be made. The expenses can be divided in two groups. These aspects are build-ing expenses (3.4.1) and the expenses to keep the airport operational (3.4.2). These expenses have to be earned back by charging clients for using the airport (3.4.3). For a total overview of the expenses and the revenues see (Appendix XXXIX)

3.4.1 Building expenses

When building an airport, the following elements are required in order to let the airport function properly: 1. Runway + stopway 2. Taxi-ways 3. Apron 4. Fuel depot 5. Airport facilities 6. Parking spaces

Ad 1 Runway As stated in the airport design paragraph, the runway will be 1199 meters by 23 meters. The costs of building the runway exists of paving, a grading of 2’ fill, turfing and marking. The costs of constructing the runway will be €2939,11 per meter for a runway with the width of 23 meters. This means the definite costs for constructing the runway will be €2939,11 x 1199 = €3.523.992,89. This is the cost of building a runway without a stopway. The stopway on the airport is 300 meters long and 23 meters wide. Because a stopway is made of less quality material it is cheaper to construct. For the stopway €87,66 per m

2. The stopway has a total surface of 6900 m

2. Constructing

the stopway will cost €87,66 x 6900 = €604.854,-



Ad 2 Taxi-ways On Leerdam airport different taxiways have to be made in order for the plane to get on the runway. The total sur-face of the taxiways is 20779,5 m

2. Placing taxiways will cost approximately €131,49 per m

2. This means the total

costs for constructing the taxiways are €131,49 x 20779,5 = €2.732.296,46.

Ad 3 Apron In order for the aircraft to park an apron is located on the airport. The surface of the apron is 10000 m

2. Apron

costs are the same the costs of taxiways. It will cost €131,49 per m2. The total cost of placing the apron is €131,49 x

10000 = €1.314.900,-.

Ad 4 Fuel depot Before aircraft can refuel at the airport, a fuel tank have to be placed on the airport. This fuel tank has a volume of 100.000 Gallon or 378541,18 Litres. The costs of this tank include painting the in- and outside of the tank, a con-crete ring wall foundation, a secondary containment liner and a sand bedding under the tank. The fuel tank will cost €303.876,-

Ad 5 Airport facilities On the airport different facilities such as hangars and an aerodrome office will be placed. Constructing these facili-ties will cost money. For an overview of the airport facilities costs see Appendix XXXIX.

Ad 6 Parking spaces On the airport parking opportunities are available for the cars of the clients. There are 50 parking spaces located at the airport. Every parking space has a surface of 4,5 m

2 and the roads between the parking spaces are also 4,5 m

2.

This means the parking opportunities have a total surface of 450 m2. According the Victoria Transport Policy Insti-

tute a parking space costs about €398,36 per m2. The total amount of money parking spaces will cost is €398,36 x

450 = €179.259,80.

3.4.2 Operational expenses

Building the airport is not the only thing which will cost money. Keeping the airport operational also requires a lot of money. The operational expenses (Appendix XXXIX) consists of personnel expenses (3.4.2a), communications and utilities (3.4.2b), supplies and materials (3.4.2c), repairs and maintenance (3.4.2d), contractual services (3.4.2e) and insurance (3.4.2f).

3.4.2a Personnel expenses

Personnel will have to be deployed in order to keep the airport operational. In the tower of the airport an airport commander is situated. Pilots can pay their airport fees at his office. It is also his job to give weather reports and change the ground signs in the circuit area. On Leerdam Airport, three airport commanders are contracted. This gives enough space for sickness or other unplanned activities to cope with. Airport commanders have a ORBA-class L pay check (Appendix XXXV) which is €3.409,- per month. On the airport a group of twelve service men are contracted to fight fire, give first aid and do minor chores such as repairing gutters or mowing the grass. These men have a ORBA-class G pay check and therefore each has a salary of €2.120,- per month. The estimated costs for hiring personnel are €517.700 on a yearly basis.

3.4.2b Communications and utilities

On the airport, basic communication and utilities such as telecommunications, internet connection, gas, water and electricity are needed to keep the airport functional. On a yearly basis the costs are estimated at €78.400 a year

3.4.2c Supplies and materials

On the airport, different supplies are needed to keep the airport function properly. For example paper is needed for office needs. The personnel working on the airport need supplies and materials to do their job. The total amount of money estimated for supplies and materials is €83.600 a year.



3.4.2d Repairs and maintenance

In order to keep an airport operational, repairs occasionally have to be made on the airport surface such as runway repairs. Materials are needed to conduct runway repairs such as pavement and runway marker paint. Electrical equipment such as runway lights which could need replacement should also be available. The estimated costs for repairs and maintenance are €35.700 a year.

3.4.2e Contractual services

Not all personnel working on the airport are directly hired by the airport. Services such as cleaning or security are outsourced to companies outside the airport perimeter. All contractual services will cost the airport approximately €110.000 a year.

3.4.2f Insurance

The airport has to insure itself against circumstances such as accidents during work time. Visitors on the airport are at all times responsible for their own safety. Insurance also covers property damage and legal support. The esti-mated costs of insurance are €17.200 on a yearly basis.

3.4.3 Operational Revenue

In order for an airport to make money, it has to charge8 clients for using the airport. These fees can be divided in

landing fees (3.4.3a), apron charges (3.4.3b), contract operated revenue (3.4.3c), hangar rentals (3.4.3d), Terminal food/beverage (3.4.3e) and car parking fees (3.4.3f).

3.4.3a Landing fees

When an aircraft lands on Leerdam airport it has to pay money for landing on the airport (Appendix XL). The amount of money this costs depends on a few factors: 1. The MTOW of the aircraft 2. The kind of flight

Ad 1 The MTOW of the aircraft The higher the MTOW of the aircraft is the more damage it does to the runway, taxiway and aprons. This means planes with a large MTOW

9 will have to pay more money.

Ad 2 The kind of flight There are two kinds of flights. The first kind is the terrain flight. A Terrain flight means the aircraft takes off at Leerdam airport and lands without an intermediate landing at Leerdam airport. The second kind of flight is an overland flight. An overland flight means taking off at Leerdam airport and land at another airport.

3.4.3b Apron charges

The parking money for an aircraft can be divided into two categories. The first category consists of aircraft with a surface till 80 m

2. A parking fee of €11,60 per 24-hours or a part of it. If the aircraft parks for less than three hours

no fee has to be paid. The second category consists of aircraft with a surface of more than 80 m2. These aircraft

have to pay €11,60 plus €1,60 for every 10 m2 more than 80 m

2.

3.4.3c Contract operated revenue

On the airport aviation fuels and oils are sold by Aero Shell and a maintenance company provides their services to the aircraft owners. Contracts state that the airport will receive 10 percent of the profits of Aero Shell and the

8 All prices are BTW exclusive 9 Only aircraft with a MTOW below 6000 kilogram may land on the airport



maintenance company. The 10 percent revenue that the airport will receive is estimated at €52.961 on a yearly basis.

3.4.3d Hanger rentals

On the airport eleven hangars are available to be hired by companies such as flight schools. These hangars can be divided in nine ordinary hangars and two business hangars. The business hangars have the advantage of being located close to the road and they are accessible from behind. But the rent price is higher than the rent price for the ordinary hangars. Per m

2 space rented from an ordinary hangar a price of €3,13 have to be paid. The price for

renting space in a business hangar is €3,63 per m2.

3.4.3e Terminal food/beverage

Situated on the airport vending machines are located to provide food to clients and personnel. The machines and their suppliers are outsourced. The revenues created by vending machines are approximately €1.450 on a yearly basis.

3.4.3f Car parking fees

The parking fee for Leerdam airport is €2,00 per hour for normal parking. For long term parking a fee of €5,00 a day is charged. A condition for long term parking is that it has to be for at least a day. An estimated revenue on a yearly basis is €23.360.

3.4.4 Break-even analyses

The airport will only be build if the money which has been invested in the airport can be earned back. Because the building costs of the airport are high, the time it takes before the money is earned back is long. In order to show when the building costs are earned back by the revenues, a Break-even point graph (Appendix XLI) ) is produced. The building costs of the airport will be earned back after a period of 53 years. After this period a profit of €437.481 (Appendix XLI) will be made on a yearly basis.

3.5 Conclusion

Aviation, as a whole, is split into two subgroups. Civil aviation and General aviation. The general aviation segment has a MTOW < 7000 kg. This is the segment Rotterdam airport wants to outplace. 38.942 flights a year are esti-mated as a possible target for the new location. Landside is considered the airport minus the areas accessible for aircrafts. The landside facilities are terminals and piers and they have different designs with their respective pros and cons and should be chosen on capacity of the airfield. There are different services like customs, which involve passport control and luggage search. Emergency services take care of safety, fire fighting and medical services. Landside infrastructure consists of roads to the air-field, public transport, cabs and parking lots. Airside is defined as the area which is prohibited for unauthorized people and the manoeuvring space for the air-plane. The airside facility is the hangar which can be used for storage or maintenance. Services present at airside are (on)ramp services, onboard servicing and external ramp equipment. Fuelling stations at the airport should be fixed for a general aviation focused airport. Airside infrastructure consist out of the runway, taxiway and aprons. Runway must be placed so, that the airport can be used 95% of the time during a year. Maximum crosswind al-lowed for field lengths less than 1 200 m is 12 kts. The runway is divided in several distances, the TORA, TODA, ASDA, LDA. The PAPI is used as a visual glide path indicator. Taxiway has to comply with regulations regarding clearance, the width of the taxiway and the markings. Aprons serve different purposes, on and off-load for passen-gers or cargo, or a long term park. Airspace is classified in several air classes. Each country has one or several FIRs, this information is offered by ATC. Classes can be divided in controlled and uncontrolled airspace. Controlled airspace are classes A till E. In which



class C is the control area. Class F and G are uncontrolled and do not receive separation from ATC. Flight informa-tion can be requested. Flight rules are divided in VFR and IFR. VFR traffic is restricted to certain meteorological conditions. VFR flights are prohibited in class A airspace and outside the UDP. When flying VFR a pilot will use his outside view for naviga-tional purposes and situational awareness and to avoid collisions. The VFR minima in the Netherlands differ from the ICAO prescribed minima. At uncontrolled aerodromes there are standard traffic circuit areas. The circuit height is 700 ft above aerodrome level. There are several radio and navigational aids which can be used to navigate or to perform manoeuvres. NDBs are used for non-precision approaches to determine the approach direction or as a fixed point to check height. Noise limitations are calculated for Rotterdam in Ke and BKL. The group which has a weight lower than 6000kg has a load of 47 BKL. A uniform sound calculation is chosen for large as well as small aviation, this is called Lden and uses the noise level LAX. The unit is in dB(A) Lden. The selection criteria to find a location for the new airport are soil type, area population, environmental issues, accessibility, airspace, available space, obstacle clearance, wind direction and usability factor.



Bibliography

● Book resources

Ashford, Norman & H.P. Martin Staton, Clifton A. Moore Airport Operations 2nd edition McGraw-Hill, USA 1997 Clausing, Donald J. Aviator’s guide to Navigation Revised edition Blue Ridge Summit, Ta., 1992 De Remer, Dale & Donald W. McLean Global Navigation for pilots International flight techniques & procedures Caspar, Wy., 1998 Nolan, Michael S. Fundamentals of air traffic control 2nd edition Belmont, Ca., 1994 Underdown, R.B. Ground studies for pilots Navigation General and Instruments (Vol. 3) 5th edition Oxford, 1993 Wentzel, Tilly Opbouw Projectverslag Amsterdam, 2009 Hogeschool van Amsterdam Domein Techniek

International Civil Aviation Organisation Annex 2: Rules of the Air Tenth edition Montréal, July 2005 International Civil Aviation Organisation Annex 4: Aeronautical Charts Eleventh edition Montréal, July 2009 International Civil Aviation Organisation Annex 9: Facilitation Twelfth edition Montréal, July 2005 International Civil Aviation Organisation Annex 11: Air Traffic Services Thirteenth edition Montréal, July 2001 International Civil Aviation Organisation Annex 14: Aerodromes Vol I Fifth edition Montréal, July 2009 International Civil Aviation Organisation Annex 16: Environmental Protection Vol I Fifth edition Montréal, July 2008 International Civil Aviation Organisation Aerodrome Design and Operations Third edition Montréal, July 2009



● Internet resources

Airport Noise Report http://www.airportnoisereport.com/links.htm Page created: 22 January 2007 Last check: March 2010 Airport Noise Law http://airportnoiselaw.org/ Page created: October 1997 Last check: March 2010 Airport Planning and Design http://128.173.204.63/courses/cee4674/ce_4674.html Page created: N/A Last check: March 2010 Boeing Airport Noise Regulations http://www.boeing.com/commercial/noise Page created: N/A Last check: March 2010 Eurocontrol - Maastricht Upper Area Control Center http://www.eurocontrol.int/muac/public/subsite_homepage/homepage.html Page created: N/A Last check: March 2010 Geluid bij een luchthaven http://www.natuurkunde.nl/artikelen/view.do?supportId=601701 Page created: N/A Last check: April 2010 Ministerie van Verkeer en Waterstaat http://www.verkeerenwaterstaat.nl/onderwerpen/luchtvaart/overige_luchthavens/Luchthavens/luchthavens_van_nationale_betekenis/ Page created: november 2009 Last check: March 2010 Platform Duurzame Luchtvaart http://www.duurzameluchtvaart.nl/welkom_bij_het_platform_duurzame_luchtvaart.html?menu=normaal Page created: end 2008 Last check: April 2010 Rotterdam Airport http://www.rotterdam-airport.nl/nl/generalmenu/Over_Rotterdam_Airport Page created: spring 2005 Last check: March 2010 Wet- en Regelgeving Luchthavens http://www.ivw.nl/onderwerpen/luchtvaart/luchthaven/ Page created: N/A Last check: March 2010

http://www.airportnoisereport.com/links.htm

http://airportnoiselaw.org/

http://128.173.204.63/courses/cee4674/ce_4674.html

http://www.boeing.com/commercial/noise

http://www.eurocontrol.int/muac/public/subsite_homepage/homepage.html

http://www.natuurkunde.nl/artikelen/view.do?supportId=601701

http://www.verkeerenwaterstaat.nl/onderwerpen/luchtvaart/overige_luchthavens/Luchthavens/luchthavens_van_nationale_betekenis/

http://www.verkeerenwaterstaat.nl/onderwerpen/luchtvaart/overige_luchthavens/Luchthavens/luchthavens_van_nationale_betekenis/

http://www.duurzameluchtvaart.nl/welkom_bij_het_platform_duurzame_luchtvaart.html?menu=normaal

http://www.rotterdam-airport.nl/nl/generalmenu/Over_Rotterdam_Airport

http://www.ivw.nl/onderwerpen/luchtvaart/luchthaven/

List of appendices

Appendix I Aircraft properties ............................................................................ 1

Appendix II EHRD Flight movements 2009 ........................................................... 2

Appendix III Aircraft performance charts .............................................................. 3

Appendix IV Terminal designs ............................................................................... 6

Appendix V Airport classification code and runway width ................................... 7

Appendix VI Runway characteristics ..................................................................... 8

Appendix VII Precision approach path indicator .................................................... 9

Appendix VIII Runway status lights ....................................................................... 11

Appendix IX Taxiway characteristics ................................................................... 12

Appendix X Aerospace classification .................................................................. 15

Appendix XI Class G airspace .............................................................................. 16

Appendix XII En-route charts ............................................................................... 17

Appendix XIII EHRD Aerodrome Chart (ADC) ........................................................ 19

Appendix XIV EHRD aerodrome obstacle chart (AOC) ........................................... 20

Appendix XV EHRD standard instrument departure chart (SID) ........................... 21

Appendix XVI EHRD standard arrival chart (STAR) ................................................ 22

Appendix XVII EHRD instrument approach chart VOR/DME (IAC) ...................... 23

Appendix XVIII EHRD visual approach chart (VAC) ............................................. 24

Appendix XIX Flight plan ....................................................................................... 25

Appendix XX ICAO Annex 14 Signal Area Markings .............................................. 26

Appendix XXI ICAO Annex 4 Aerospace Chart Symbols ......................................... 27

Appendix XXII ILS Categories .............................................................................. 35

Appendix XXIII Wet Luchtvaart ........................................................................... 36

Appendix XXIV Noise formulas ........................................................................... 37

Appendix XXV Subgrade strength ....................................................................... 39

Appendix XXVI Goeree-Overflakkee ................................................................... 40

Appendix XXVII Wind direction calculations location 1/2/3 ............................... 42

Appendix XXVIII Crosswind calculations location 1 & 2 ...................................... 44

Appendix XXIX Schouwen-Duiveland .................................................................. 45

Appendix XXX Leerdam ...................................................................................... 47

Appendix XXXI Crosswind calculations location 3 ............................................... 50

Appendix XXXII Pros and Cons scores ................................................................. 51

Appendix XXXIII Critical aircraft .......................................................................... 52

Appendix XXXIV Airport dimension information ................................................ 53

Appendix XXXV EHLD Aerodrome chart ............................................................. 54

Appendix XXXVI EHLD Aerodrome obstacle chart .............................................. 55

Appendix XXXVII EHLD Visual approach chart .................................................... 56

Appendix XXXVIII Salary table ORBA .................................................................. 57

Appendix XXXIX Expenses and revenues overview ............................................. 58

Appendix XL Landing fees .................................................................................... 61

Appendix XLI Break even analysis ......................................................................... 62

Appendix XLII Project assignment ...................................................................... 63

Appendix XLIII Demarcation project assignment ................................................ 65

Appendix XLIV Organigram ................................................................................ 66

Appendix XLV Project planning .......................................................................... 67

Appendix XLVI Group agreements ..................................................................... 68

Appendix XLVII Group 2A1S and contact details ................................................ 69

Appendix XLVIII Chairman and secretary list ...................................................... 70

[Appendices] Leerdam Airport – When outplacing is the only solution


Appendix I Aircraft properties

This is the smallest aircraft that is going to land on the new to build airport is the Cessna 152. This shows the speci-fication of the aircraft. Table 1 Cessna 152 properties

Length: 7,3 m

Wingspan: 10,3 m

Wing area: 14,9 m²

Maximum Take-Off Weight: 759kg

Maximum speed: 110knots

Climb Rate of: 3,6m/s

Height: 2,6 m

Empty weight: 500 kg

Power plant: 1× Lycoming O-235 LC engine, 82 kW driving a 69 inch (175 cm) fixed-pitch propeller

Maximum crosswind: 12knots

The Beechcraft King Air B200 is expected to be the biggest aircraft that is going to land on the new airport. This show the specification of the aircraft. Table 2 Beechcraft King Air B200 properties

Length: 13.34 m

Wingspan: 16.61 m

Wing area: 28.2 m²

Maximum Take-Off Weight: 5,670kg

Maximum speed: 289knots

Climb Rate of: 2450 ft/min

Height: 4.57 m

Empty weight: 3675 kg

Power plant: 2× Pratt & Whitney Canada PT6A-42 turboprops, 850 shp (635 kW) each

Maximum crosswind: 25knots



Appendix II EHRD Flight movements 2009

This show per month how many flight movements there were in 2009. Figure 3 Flight movement status report



Appendix III Aircraft performance charts

To determine the available space that is needed for the new airport, a performance chart (Figure 1) of the heaviest aircraft, which is most likely going to land and take-off from the new airport, can be used. With these performance charts it is possible to calculate the take-off distance, the distance required to climb out to 50 feet altitude and the accelerate-stop distance. The Beechcraft King Air B200 will be used for the calculation of these distances. This must be under the most extreme conditions, such as high temperatures and strong tailwind. All of the distances have been calculated with the following conditions: -The temperature will be 35°C. -The maximum aircraft weight is 12500lbs (5670kg). -The tailwind will be 10 knots. -The pressure altitude at 4000 feet.

● Take-off distance

The Beechcraft King Air B200 will need a take-off distance of 3500FT, this would equal 1066m (A). With this chart the distance is calculated.

Figure 1 Aircraft performance chart

● Take-off and reach a height of 50FT distance

The Beechcraft King Air B200 will need a distance of 6100FT, which would equal 1859m to take-off and reach a height of 50FT (B). This is calculated with the same chart as the landing distance.

B

A



● C Accelerate to take-off speed and come to a full stop distance

The Beechcraft King Air B200 needs a distance of 5700FT (1737m) to accelerate to take-off speed and come to a full stop. This is calculated with the chart below (Figure 2).

Figure 2 Accelerate-stop distance chart

● D Landing distance

The Beechcraft King Air B200 needs a landing distance of 2700FT (823m) with the flaps fully extended. This is calculated with the chart below (Figure 3).



Figure 3 Landing distance chart



Appendix IV Terminal designs

The most common terminal designs are ‘open apron’ designs, ‘linear’ designs, ‘pier’ designs and ‘satellite’ designs. Every design has its own way of parking aircraft along the sides of the terminal.



Appendix V Airport classification code and runway width

The airport classification code(ICAO) is an identification code of an airport. This code represents the maximum allowable type of aircraft on an airport. When this code is determined, the minimum dimensions of the airport can be determined when applying ICAO Annex 14. Table 1 Airport classification number

Code element 1 Code element 2

Code number

Aeroplane reference field length Code letter

Wing span Outer main gear wheel span

1 Less than 800m A Up to but not including 15m

Up to but not including 4.5m

2 800m up to but not including 1200m

B 15m up to but not in-cluding 24m

4.5m up to but not in-cluding 6m

3 1200m up to but not including 1800m

C 24m up to but not in-cluding 36m

6m up to but not includ-ing 9m

4 1800m and over D 36m up to but not in-cluding 52m


E 52m up to but not in-cluding 65m


F 65m up to but not in-cluding 80m

14m up to but not in-cluding 16m

Table 2 Runway width

Code number Code letter

A B C D E F

1 18m 18m 23m - - -

2 23m 23m 30m - - -

3 30m 30m 30m 45m - -

4 - - 45m 45m 45m 60m



Appendix VI Runway characteristics

The dimensions of the runway are determined by using the following tables. Table 1 Treshold markings

Runway width Number of stripes

18m 4

23m 6

30m 8

45m 12

60m 16

Table 2 Marking dimensions

Location and dimensions Landing distance available

Less than 800m 800m up to but not including 1200m

1200m up to but not including 2400m

2400m and above

Distance from threshold to beginning of marking

150m 250m 300m 400m

Length of stripe 30-45m 30-45m 45-60m 45-60m

Width of stripe 4m 6m 6-10m 6-10m

Lateral spacing between inner sides of stripes

6m 9m 18-22.5m 18-22.5m

Table 3 Number of markings

Landing distance available or the distance between tresholds

Pair(s) of markings

Less than 900m 1

900m up to but not including 1200m 2



2400m or more 6

Figure 1 Declared distances



Appendix VII Precision approach path indicator

The PAPI is a visual approach aid for the Pilot seen from a pilot’s eye view. When the glideslope is correct, there are two white lights on the left and two red lights on the right side. Other combinations represent a fault glide path. Figure 1 Glide path indicator

Figure 2 Placement of the PAPI system.

D1 represents the wheel clearance which differs per aeroplane type.



Figure 3 Correct PAPI configuration for a 3 degrees glide path.

The PAPI wing bar in the figure is the same distance as the wheel clearance. In this figure it is clear when a PAPI light will represent a white or a red value and with the respective angle.



Appendix VIII Runway status lights

REL illuminates red if the runway is in use, so crossing traffic won’t cross the runway. THL illuminates red when an vehicle is crossing the runway. RIL illuminates red when there is other traffic which has priority is on the taxiway and crossing the intersection.



Appendix IX Taxiway characteristics

The figure displayed below shows an example of taxiway widening to achieve the specified clearances on taxiway curves (ICAO Annex 14 3.9.6) Figure 1 Taxiway widening

The dimensions of the taxiway are coherent to the airport classification code. Table 1 Taxiway clearance/width

Code letter

Clearance Width

A 1.5m 7.5m

B 2.25m 10.5m

C 3m if the taxiway is intended to be used by air-craft with a wheel base less than 18m; 4.5m if the taxiway is intended to be used by aircraft with a wheel base equal to or greater than 18m

15m if the taxiway is intended to be used by air-craft with a wheel base less than 18m; 18m if the taxiway is intended to be used by air-craft with a wheel base equal to or greater than 18m

D 4.5m 15m if the taxiway is intended to be used by air-craft with an outer main gear wheel span of less than 9m; 23m if the taxiway is intended to be used by air-craft with an outer main gear wheel span equal to or greater than 9m

E 4.5m

F 4.5m



Table 2 Distance between taxiway and runway

Code letter

Distance between taxiway centre line and runway centre line (meters)

Taxiway centre line to taxiway centre line

(metres)

Taxiway, other than aircraft stand taxi-lane, cen-tre line to object

(metres)

Aircraft stand taxilane centre line to object

(metres)

Instrument RWY’s Code number

Non-instrument RWY’s Code number

1 2 3 4 1 2 3 4

A 82.5 82.5 - - 37.5 47.5 - - 23.75 16.25 12

B 87 87 - - 42 52 - - 33.5 21.5 16.5

C - - 168 - - - 93 - 44 26 24.5

D - - 176 176 - - 101 101 66.5 40.5 36

E - - - 182.5 - - - 107.5 80 47.5 42.5

F - - - 190 - - - 115 97.5 57.5 50.5

Figure 2 Runway holding position markings



Figure 3 Rapid exit taxiway



Appendix X Aerospace classification

Airspace, controlled and uncontrolled, are divided in classes. Controlled airspace are the classes A to E. All of these airspaces need ATC. Uncontrolled airspaces are the classes F and G. These airspaces are normally around small airports.



Appendix XI Class G airspace

Most used airspace class for the outplaced GA-segment. Table 1 Class G airspace provisions

IFR VFR

Seperation provided Not provided Not provided

Service provided Flight information service Flight information service

VMC minima Not applicable Above 900m (3000ft) AMSL 8 km visibility and 1500m horizontal and 1000ft verti-cal distance from cloud At or below 900m (3000ft) AMSL 1500m visibility Clear of cloud with surface in sight

10

Speed limitation11

250 kt IAS below FL100 250 kt IAS below FL100

Radio communication Required Not required12

ATC clearance Not required Not required

10 At speeds that will give adequate opportunity to observe other traffic or any obstacle in time to avoid collisions. 11 Not applicable for military jet fighters when the flight visibility is equal or greater than 8km. 12 For traffic in Genofic area (see ENR 2.2 paragraph 3), radio communication is required.



Appendix XII En-route charts

1. Aerodrome circle 2. Terminal control area

(TMA) 3. Control area (CTR) 4. Airspace class 5. Airspace boundary 6. Aerodrome traffic

zone (ATZ) 7. Airspace label

Figure 1 Airspace structure and classification

1. VOR/DME station 2. VOR/DME informa-

tion labeld 3. Airway direction 4. Airway name 5. Airway segment

length and direction 6. Waypoint

Figure 2 ATS routes chart

6 2 3 1 5 4 7

3 4 5 1 2 6



1. Temporary restricted area

2. Prohibited airspace 3. Affectivity code 4. NSAA

Figure 3 Prohibited airspace chart

1. Stork area 2. Bird strike risk during

all seasons 3. Bird strike risk during

winter seasons 4. Bird strike risk during

summer seasons 5. Bird strike risk dis-

tinction line

Figure 4 Bird strike risk chart

4 1 2 3

4 1 2 3 5



Appendix XIII EHRD Aerodrome Chart (ADC)

An ADC provides information about the location of facilities, elevation of airport and obstacles, runway lengths, radio frequencies, navigational aids, runway directions, runway lights and taxiways on the airport.



Appendix XIV EHRD aerodrome obstacle chart (AOC)

The AOC shows graphical information of all obstacles within the flight path that may pose a safety risk when taking off or landing an aircraft.



Appendix XV EHRD standard instrument departure chart (SID)

SID charts contain procedures to be followed by IFR flights from takeoff or approach at the aerodrome.



Appendix XVI EHRD standard arrival chart (STAR)

STAR charts contain procedures to be followed by IFR flights from takeoff or approach at the aerodrome.



Appendix XVII EHRD instrument approach chart VOR/DME (IAC)

An IAC contains information about the final approach leg of an aircraft. A circle is placed around the aerodrome with the airport in the centre.



Appendix XVIII EHRD visual approach chart (VAC)

A VAC is used during VFR flights and contains a lot of geographical and elevation data. All important elevation objects are shown with their respective location and altitude in feet. Aerodromes, TMA’s and CTA’s are depicted with blue striped lines.



Appendix XIX Flight plan



Appendix XX ICAO Annex 14 Signal Area Markings

On small airports with standard aerodrome traffic circuits a signal area notifies pilots on the possible traffic, dan-gers, circuit direction and takeoff/landing direction that can be expected on the airport. These signals are usually handmade from pieces of wood and then painted in the appropriate colour. Not only their colour and shape, but also their dimensions have been taken up in ICAO Annex 14.

Special precautions must be observed when landing. For instance: due to bad state of the landing area

Landing prohibited for indefinite time

Before landing and after takeoff, make a right hand turn Right-hand traffic circuit

Landings and take-offs are to be executed parallel to the shaft of the landing T towards the cross arm

Glider flights are being performed at the aerodrome

Aircraft are required to land, take-off and taxi on runways and taxiways only



Appendix XXI ICAO Annex 4 Aerospace Chart Symbols

The symbols that are used on all aerospace charts have been standardized in ICAO Annex 4. In this appendix all symbols and their description can be found. A distinction is made in General Symbols (which can be used on all charts), SID / STAR / Instrument Approach chart symbols, aerodrome chart symbols and visual approach chart symbols.

General

Airport

Civil aerodrome, international

Civil aerodrome, others

Military aerodrome

Joint military and civil aerodrome

Heliport

Heliport for ambulance only

Heliport for restricted use only

Glider launching site

Hangglider site



Micro light aircraft site

Runways

Hard surface runway

Unpaved runway

Runway designation

Signal area

Aerodrome boundary

Isogonic line or isogonal

Contour lines

Spot elevation in feet AMSL

CTA / TMA (Control area / Terminal control area)

CTR (Control zone)



FIR (Flight information region)

Prohibited area / Restricted area / Danger area

Areas / routes with specified activities or restrictions

Obstacle and group obstacles (unlighted), elevation of top in feet AMSL

Obstacle and group obstacles (lighted)

Exceptionally high obstacle(s) (unlighted)

Exceptionally high obstacle(s) (lighted)

Flare stack (obstacle)

Gas compressor station / gas plant

Nuclear plant

Radio marker beacon

NDB (Non-directional radio beacon)



L (Locator)

VOR (VHF omnidirectional radio range)

DME (Distance measuring equipment)

VOR/DME (Collocated VOR and DME facilities)

TACAN (UHF navigational facility with omnidirectional course and distance information)

VORTAC (Combination of VOR and TACAN)

Bearings from radio facilities (Type of the facility will only be given when the beacon is positioned outside the chart)

Compulsory / non-compulsory reporting point

Change-over point (COP)



SID / STAR / Instrument Approach Charts

FAP or FAF (The depiction of a RNAV way-point will be given priority should it coincide with the FAP or FAF)

Fly-by, fly-over and combined fly-by/fly-over RNAV waypoint

"At or above" altitude/flight level

"At or below" altitude/flight level

"Mandatory" altitude/flight level

"Recommended" altitude/flight level

ILS front beam with course indication

Instrument Approach profile



Aerodrome Charts

Taxiway and designation

Taxiway and parking area

Buildings

Wind direction indicator

ARP (Aerodrome Reference Point)

Runway visual range observation site

PAPI (Precision Approach Path Indicator)

Basic radio facility

Visual Approach Charts

City or town

Buildings / houses

Greenhouses

Cemetery



Wooded area

Dunes / area with sand

Heath

Swamp

Small canals

Canal

River

Lakes

Sea

Tidal flat

Railroad (single track)

Railroad (multiple tracks)



Dual highway

Primary road

Secondary road

High tension line

Lighthouse

Windmill

Church

Visual holding

Glider circuit

Area to be avoided

Transponder mandatory zone



Appendix XXII ILS Categories

There are three categories of ILS which support similarly named categories of operation. This information is based on ICAO. Certain states may have filed differences. ● Category I (CAT I) - A precision instrument approach and landing with a decision height not lower than

200 feet (61 m) above touchdown zone elevation and with either a visibility not less than 800 meters (2,625 ft) or a runway visual range not less than 550 meters (1,804 ft).

● Category II (CAT II) - Category II operation: A precision instrument approach and landing with a decision height

lower than 200 feet (61 m) above touchdown zone elevation but not lower than 100 feet (30 m), and a runway visual range not less than 300 meters (984 ft) for aircraft category A, B, C and not less than 350 meters (1,148 ft) for aircraft category D.

● Category III (CAT III) is further subdivided:

Category III A - A precision instrument approach and landing, with a decision height lower than 100 feet (30 m) above touchdown zone elevation, or no decision height and a runway visual range not less than 200 meters (656 ft).

Category III B - A precision instrument approach and landing, with a decision height lower than 50 feet (15 m) above touchdown zone elevation, or no decision height and a runway visual range less than 200 meters (656 ft) but not less than 75 meters (246 ft). Autopilot is used until taxi-speed.

Category III C - A precision instrument approach and landing, with no decision height and no runway vis-ual range limitations. This category is not yet in operation anywhere in the world, as it requires guidance to taxi in zero visibility as well. "Category III C" is not mentioned in EU-OPS. Category III B is currently the best available system.



Appendix XXIII Wet Luchtvaart

Chapter one is the general definition. Chapter one gives a definition of terms that are used in the aviation such as the definition of general air traffic control and the definition of air traffic control for controlled flight. Chapter two is about the personnel and consist of 14 articles. Article 2.1 is about proving the competence. This article describes that it is forbidden to operate an aircraft, air traffic services or ground station without a license. A license can be requested by the IVW. In order to get these licenses from the IVW there must be proof of a medical certification, knowledge, skill and experience. Article 2.2 describes the general health. In this article is written that it is forbidden to use alcohol, drugs or psychotropic drugs. Article 2.3 describes the work conditions that must be respected. The subject of chapter three is aircraft. This chapter describes nationality features and registration of aircraft and airworthiness-and noise requirements. Chapter four is about flight operation. This chapter states that flights must not be in conflict with Air Operator Certificates (AOC) regulation and restrictions. Chapter five: describes air traffic, air traffic-security or air traffic security-organization. For orderly, fluent process of the air traffic and general air traffic safety and general safety it is important to have air traffic services. The air traffic service is provided by IVW and ‘luchtverkeersleiding Nederland’ (LVNL). Chapter six is about air transport. This chapter addresses the transport of pets and that it is forbidden to transport dangerous substances. Chapter seven is called various prevision about the aviation. This chapter describes the insurance, robbery report, final allocation and exploitation ban. Chapter eight is about the airport. This chapter describes general information about the airport, location planning around the airport and airport air traffic. Chapter nine is called special and exceptional circumstances. This chapter describes if there are critical circum-stances or disturbance of the national public order. Chapter ten: describes the military aviation. Chapter eleven: describes supervision and enforcement. It describes the supervision when the law has been en-forced. This chapter also gives descriptions of prosecution when the law is broken. Chapter twelve: describes the transition-and final determination. The IVW has the assignment to investigate effi-ciency and the effects of the law on the aviation industry.



Appendix XXIV Noise formulas

Formula 1

B = Noise load [Ke] ∑ = Sum of all flights in one year (take-off and landing) N = Weight factor

LAmax = Maximum noise level [dB(A)]

Table 1

Etmaalweegfactoren N in Ke en Lden

Periode van Het etmaal

00 tot 06 uur

06 tot 07 uur

07 tot 08 uur

08 tot 18 uur

18 tot 19 uur

19 tot 20 uur

20 tot 21 uur

21 tot 22 uur

22 tot 23 uur

23 tot 00 uur

Ke 10 8 4 1 2 3 4 6 8 10

Lden 10 1 3,16 10

De etmaalweegfactoren zijn "vermenigvuldigingsfactoren op het aantal vliegtuigen". Bijvoorbeeld: als een vliegtuig tussen 08 en 18 uur voorbij vliegt, telt het voor 1 vliegtuig mee. Vliegt een vliegtuig tussen 22 en 23 uur voorbij, dan telt het in de Ke voor 8 vliegtuigen, enzovoorts. In de officiële EU formule voor Lden worden vluchten in de periode 19-23 uur (avond) en 23-07 uur (nacht) gewogen met een toeslag van 5 dB(A) respectievelijk 10 dB(A) op de geluidsniveaus van de vlieg-tuigen. Dit komt volstrekt overeen met de hier gegeven etmaalweegfactoren van 3,16 respectievelijk 10 op de aantallen vliegtuigen.

Formula 2

LAeq = Noise load [dB] N = Punishment factor ∑ = Sum of the all the aircraft that average takes off or lands on the airport within one night during a pe-riod of 23.00 u until 06.00 u. LAX = Noise level [dB(A)] Lgevel = The difference between the amount of noise level outdoor and the amount of noise level indoor [dB(A)]

Formula 3

BKL = Noise load [dB(A)] ∑ = Sum of the flights N = Punishment factor LAX = Noise level [dB(A)]

Formula 4

Lden = Noise load [dB(A)] ∑ = Sum of the all the aircraft that takes off or lands on the airport in one year during one day N = Day weighting factor LAX = Noise level [dB(A)]



Formula 5

Lnight = Noise load [dB(A)] ∑ = Sum of the all the aircraft that average takes off or lands on the airport within one year during a pe-riod of 23.00 u until 07.00 u local time N = Punishment factor LAX = Noise level [dB(A)]



Appendix XXV Subgrade strength

Table 1 Subgrade strength

Subgrade strength category Code

High strength: characterized by K = 150MN/M3 and representing all K values above 120 MN/M3

for rigid pavements, and by CBR = 15 and representing all CBR values above 13 for flexible pave-ments.

A

Medium strength: characterized by K = 80MN/M

3 and representing a range in K of 60 to 120

MN/M3 for rigid pavements, and by CBR = 10 and representing a range in CBR of 8 to 13 for flexi-ble pavements.

B

Low strength: characterized by K = 40MN/M

3 and representing a range in K of 25 to 60 MN/M3

for rigid pavements, and by CBR = 6 and representing a range in CBR of 4 to 8 for flexible pave-ments.

C

Ultra low strength: characterized by K = 20MN/M

3 and representing all K values below 25 MN/M3

for rigid pavements, and by CBR = 3 and representing all CBR values below 4 for flexible pave-ments.

D



Appendix XXVI Goeree-Overflakkee

1. Location one

Figure 1 Location Goeree-Overflakkee

1. Populated areas 2. Location 1

Figure 2 Population around location 1

1. All season bird risk 2. Winter time bird risk 3. Location 1

Figure 3 Bird strike risk chart



Figure 4 Low flying areas

1. Nearest SID/STAR point

2. Location 1

Figure 5 SID/STAR chart

Figure 6 Wind rose

Table 1 Wind speed/direction frequency

Wind Speed (m/s) / direction

N NE E SE S SW W NW Σ

calm - 3 - 3 - 2 - 2 10

1 - 2 - 14 - 18 4 23 2 11 72

3 -5 7 42 8 22 11 70 13 36 209

6 - 10 - 15 1 2 4 39 4 9 74

Σ 7 74 9 45 19 134 19 58 365



Appendix XXVII Wind direction calculations location 1/2/3

In order to state the runway heading, the most common wind heading must be determined. The raw wind data (Figure 3) from the KNMI can be found. In the figures, the data of location 1 & 2 is used as an example. The calcula-tion method remains the same for location 3. To sort out the heading and strength of the wind the raw data is placed in an excel-sheet. The wind strength is in 0,1 m/s and converted in knots.

Figure 3 Raw wind data from KNMI

To define the headings, the wind rose is divided in several pieces from 45° each (Figure 4). This means 22,5° on both sides. For example: the sector north goes from 337,5° till 22,5° (360° – 22,5° ; 0° + 22,5°). Sector north east is divided in 22,5° till 67,5° (45° - 22,5° ; 45° + 22,5°). In excel, all the wind movements are positioned in the right sector by an IF formula. For ‘kwadrant zuid’ for example the formula is stated as: IF(C5>180-22,5);IF(C5<180+22,5;F5;0);0). This means that if the value in column C5 (which represents the wind direction) lies between 167,5° - 202,5°. It will then show the wind velocity in knots, if the value does not lay between the boundaries it will produce a 0.

Figure 4 Quadrant wind directions with respective velocities

Then the quadrants are placed in a table and the wind velocities are placed in a distribution. The wind velocity distribution is taken from Airport design & operation in the paragraph usability factor. This done by the formula COUNTIF(J14:J378;"<2")-COUNTIF(J14:J378;"0") Where 2 and 0 represent the borders of the wind velocity and



then count the number of values in that distribution. The borders 2 and 0 need to be adjusted accordingly the wind velocity distribution.

Figure 5 Border velocities with quadrants counted



Appendix XXVIII Crosswind calculations location 1 & 2

With all the winds and headings available in raw data, all of the crosswind components can be calculated. In this way, it is possible to say how much days of the year, the airport is closed with a higher crosswind component than 10 kts. The conclusion based on the most common wind direction was a runway direction of 20° - 200°. To calcu-late the crosswind component, simple triangle geometry is performed. In excel, a formula which covers all parts of the runway is constructed. With the sinus the crosswind component is calculated between 0° till 20°. From 20° till 110°, 110° till 200°, 200° till 290°, 290 till 360°. Because of the wind rose overlap from 360° till 20°, 360° + 20° = 380° will be used to complete the formula. IF(AND(C14>=0;C14<20);SIN(RADIAN(20-C14))*F14; IF(C14=20;0;IF(AND(C14>20;C14<110);SIN(RADIAN(C14-20))*F14; IF(C14=110;F14;IF(AND(C14>110;C14<200);SIN(RADIAN(200-C14))*F14; IF(C14=200;0;IF(AND(C14>200;C14<290);SIN(RADIAN(C14-200))*F14; IF(C14=290;0;IF(AND(C14>290;C14<360);SIN(RADIAN(380-C14))*F14;0))))))))) Eventually the values above 10 kts will be counted. COUNTIF(R14:R378;">10") In this case the number of values

reached 26 days, with a value more than 10 kts. This gives a usability percentage of:



Appendix XXIX Schouwen-Duiveland

Figure 1 Location Schouwen-Duiveland

Figure 2 Population areas on Schouwen-Duiveland

Figure 3 Accessibility by car from Rotterdam



Figure 4 Restrictions of Schouwen Duiveland Figure 5 Sids/Stars above Schouwen-Duiveland



Appendix XXX Leerdam

Figure 1 Location Leerdam

Figure 2 Populated area



Figure 3 Route from Rotterdam to the new location

Figure 4 Bird sanctuaries, bird strike risk and wetland area Figure 9 Airspace above location 3

Figure 9 SID / STAR chart



Figure 10 Wind rose location Leerdam

Wind Speed/ direction

N NE E SE S SW W NW calm Σ

calm - - - - - - - - 9 9

1 - 2 3 19 5 4 9 11 7 8 66

3 -5 19 15 8 19 33 28 22 11 155

6 - 10 8 18 6 5 31 30 20 10 128

11 - 15 - 2 3 - 1 9 - - 15

16 - 20 - - - - - - - - 0

> 20 - - - - - - - - 0

Σ 30 54 22 28 74 78 49 29 9 365



Appendix XXXI Crosswind calculations location 3

With all the winds and headings available in raw data, all of the crosswind components can be calculated. In this way, it is possible to say how much days of the year, the airport is closed with a higher crosswind component than 10 kts. The conclusion based on the most common wind direction was a runway direction of 40° - 220°. To calcu-late the crosswind component, simple triangle geometry is performed. In excel, a formula which covers all parts of the runway is constructed. With the sinus the crosswind component is calculated between 0° till 40°. From 40° till 130°, 130° till 220°, 220° till 310°, 310° till 360°. Because of the wind rose overlap from 360° till 40°, 360° + 40° = 400° will be used to complete the formula. IF(AND(C14>=0;C14<40);SIN(RADIAN(40-C14))*F14; IF(C14=40;0;IF(AND(C14>40;C14<130);SIN(RADIAN(C14-40))*F14; IF(C14=130;F14;IF(AND(C14>130;C14<220);SIN(RADIAN(220-C14))*F14; IF(C14=220;0;IF(AND(C14>220;C14<310);SIN(RADIAN(C14-220))*F14; IF(C14=310;0;IF(AND(C14>310;C14<360);SIN(RADIAN(400-C14))*F14;9999999))))))))) Eventually the values above 10 kts will be counted. COUNTIF(R14:R378;">10") In this case the number of values

reached 1 day, with a value more than 10 kts. This gives a usability percentage of: 99,72603



Appendix XXXII Pros and Cons scores

Selection criteria Location 1 Location 2 Location 3

Soil type x3 3 3 3

Area population x5 10 10 5

Environmental issues x4 4 8 12

Accessibility x3 3 3 9

Airspace x5 5 10 10

Available space x2 4 4 2

Obstacle clearance x5 5 5 5

Wind direction x4 5 5 5

Usability factor x3 3 3 3

Total 42 51 54



Appendix XXXIII Critical aircraft

The critical aircraft is the most demanding aircraft which is allowed at an airport. At the new airport this is the Beech super king air B200C.

Type Specification

Empty weight 8170 lbs 3706 kg

MTOW 12500 lbs 5670 kg

ARFL 3940 ft 1199 m

Wingspan 54,6 ft 16,6 m

OMWGS 18,4 ft 5.6 m

Maximum demonstrated crosswind component 20 kt 10,3 m/s



Appendix XXXIV Airport dimension information



Appendix XXXV EHLD Aerodrome chart



Appendix XXXVI EHLD Aerodrome obstacle chart



Appendix XXXVII EHLD Visual approach chart



Appendix XXXVIII Salary table ORBA



Appendix XXXIX Expenses and revenues overview

Airport facilities Volume (l w h) Costs

Aerodrome office x1 30x25x9 m3 €1.643.649,12 x 1

hangars x9 35x31x6 m3 €899.855,60 x 9

Business hangars x2 30x62x7 m3 €1.542609,60 x 2

Maintenance hangar x1 35x31x6 m3 €899.855,60 x 1

Emergency services x1 35x31x6 m3 €899.855,60 x 1

total € 14.627.279,92

Building Expenses

Runway + Stopway € 4.128.846,89

Taxiways € 2.732.296,46

Apron € 1.314.900,00

Fuel Depot € 303.876,00

Airport Facilities € 14.627.279,92

Parking Spaces € 179.259,80

Total Building Costs € 23.286.459,07

€ 4.128.846,89

€ 2.732.296,46

€ 1.314.900,00

€ 303.876,00

€ 14.627.279,92

€ 179.259,80

EHLD Building Expenses

Runway + Stopway

Taxiways

Apron

Fuel Depot

Airport Facilities

Parking Spaces



Operating Expenses

Personnel €

517.700,00

Communications and Utilities € 78.400,00

Supplies and Materials € 83.600,00

Repairs and Maintenance € 35.700,00

Contractual Services €

110.000,00

Insurance € 17.200,00

Total Expenses €

842.600,00

€ 517.700,00

€ 78.400,00

€ 83.600,00

€35.700,00

€ 110.000,00

€ 17.200,00

EHLD Operating Expenses

Personnel

Communications and Utilities

Supplies and Materials

Repairs and Maintenance

Contractual Services

Insurance



Operating Revenue Landing Fees € 847.071,00

Apron Charges € 14.819,00

Contract Operated Revenue € 52.961,00

Hanger Rentals € 340.420,00

Terminal Food and Bever-age € 1.450,00

Car Parking € 23.360,00

Total Revenue €

1.280.081,00

€ 847.071,00

€ 14.819,00

€ 52.961,00

€ 340.420,00

€ 1.450,00 € 23.360,00

EHLD Operating Revenue

Landing Fees

Apron Charges

Contract Operated Revenue

Hanger Rentals

Terminal Food and Beverage

Car Parking



Appendix XL Landing fees

Landing Fees Weight till 1500 kg 1501 - 2000 kg 2001 - 3000 kg

Overland flight € 14,00 € 28,00 € 36,00

Terrain flight € 7,00 € 14,00 € 21,00

Landing Fees 3001 - 4000 kg 4001 - 5000 kg 5001 - 6000 kg

Overland flight € 48,00 € 60,00 € 72,00

Terrain flight € 28,00 € 35,00 € 42,00



Appendix XLI Break even analysis

Figure 6 Break-Even Graph

Table 3.3 Profit

Expenses/Profits amount a year

Total Revenue € 1.280.081,00

Total Expenses € 842.600,00

Total Profit € 437.481,00

0

5000000

10000000

15000000

20000000

25000000

30000000

0 20 40 60 80

Euro

's

Years

EHLD Break-Even Point

Building Costs

Operating Profit

53



Appendix XLII Project assignment



Appendix XLIII Demarcation project assignment

The surface of the newly to build regional airport must be large enough to accommodate all airport activities. The project team will base its location recommendation on the following subjects:

Ease of accessibility from Rotterdam.

Position in relation to nearby villages/cities and military or industrial areas.

Position in relation to elevated objects or nearby airfields.

The position of nearby flight routes. The activities on the airport will have to accommodate the GA segment which will be expelled from Rotterdam The Hague Airport. The kinds of activities that comprise GA have to be determined. These activities must take in ac-count the opening times as stated by law. The amount of takeoff and landing strips, their properties and direction depends on the location and overall weather conditions of the airport. After the GA segment is defined the project group has to determine the minimal requirements of the legislator. Whether these demands include the installation of air traffic control, navigation systems and runway lighting has to be assessed. The facilities needed on the airport depend on the diversity of the aircrafts. The expected use on a yearly basis and possible growth of the airport has to be estimated on the expected noise production by the aircrafts. The estimated total production of sound has to be calculated in one of the specified locations (as specified by law). The costs of installing the new airport and operational costs have to be roughly estimated and the generated in-come of the airport has to be indicated in detail.



Appendix XLIV Organigram

Project

Airport Research

Civil aviation

General Aviation

Aircraft Classes

Landside

Facilities

Services

Infrastructure

Airside

Facilities

Services

Fuel

Safety services

Infrastructure

Runways

Taxiways

Aprons

Airspace

ATC

Aerospace mapping

VFR & IFR

Navigation

Regulations

LVW & WLV

Restrictions

Selection criteria

Soil

Accessibility

Aerospace mapping

Flight restricted areas

Available space

Wind direction

Conclusion

Location research

Location 1

Location 2

Location 3

Comparison

Conclusion

Airport name

Map

Design

Sound capacity

Regulation and customer

desires

Financial overview

Conclusion



Appendix XLV Project planning



Appendix XLVI Group agreements

The following agreements were stated at April 13th

. These agreements apply on every member of project group 2A1S. The undersigned declare to have read and understand the agreements and will act conform to these regula-tions. Also the undersigned declare to agree with the agreements and (if necessary) follow consequents that may result from these regulations. In order to change the group agreements, at least 50% of the group members needs to support the changes.

● Group agreements

3. If a group member expects not to finish his/her task before the deadline expires, he/she needs to contact the chairman assigned for that week well in advance.

One day on a relative long deadline is not considered ‘well in advance’ 4. If a document is not handed in reasonably in time, the rest of the group will decide whether the person(s) will

receive a warning or not (assuming less than 25% of the group members is excessively late). 5. Every group member will be present at the ‘project’ and ‘COM’ meetings. If a member is not able to be

present (with a valid reason), he or she needs to contact the chairman assigned for that week as soon as poss-ible.

6. At absence without valid reason, the present group members will decide whether a warning will be handed

out towards the concerning person/persons. This also applies for being excessively late without valid reason.

Only if at least 75% of the group members is present. If less than 75% is present, the decision will be post-poned to the following meeting.

7. Warnings are handed out at thorough reasons, with a majority support of the group members. 8. At a third warning the rest of the group will have a conversation with the person in question. Also, the project

teacher will be notified. The group member will have to act conform to the agreements made in the conversa-tion(s).

9. A fourth warning may lead to removal from the project group. 10. Every group member will try to read his/her webmail at least every day, this will make sure every group mem-

ber is aware of major changes, announcements or any other important issues. 11. Large files are preferably placed at the ‘BSCW’ webdisk. 12. New documents are supposed to be written in the project layout, as stated in the .dotx file placed on BSCW.

Project teacher – F. Pietersz Mischa Hakvoort Valentino Henar

Ari de Kraker Mitha Leidelmeyer Joost Lijster

Nick Sinnige Micha van der Snoek Gerwin de Weerd



Appendix XLVII Group 2A1S and contact details

Ari de Kraker Tel: 0624517465 @: [email protected] @: [email protected]

Gerwin de Weerd Tel: 0621100762 @: [email protected] @: [email protected]

Joost Lijster Tel: 0626320592 @: [email protected]

Micha van der Snoek Tel: 0622954961 @: [email protected] @: [email protected]

Valentino Henar Tel: 0653579480 @: [email protected] @: [email protected]

Mischa Hakvoort Tel: 0650572180 @: [email protected] @: [email protected]

Nick Sinnige Tel: 0614849373 @: [email protected] @: [email protected]

Mitha Leidelmeyer Tel: 0627881220 @: [email protected] @: [email protected]

The position of the contact details indicates the same position of the person in question at the photo-graph.

mailto:[email protected]

















Appendix XLVIII Chairman and secretary list

Week 1 (12APR-18APR)

Week 2 (19APR-25APR)

Week 3 (26APR-2M

EI)

Week 4 (3M

EI - 9MEI)

Week 5 (10M

EI - 16MEI)

Week 6 (17M

EI - 23MEI)

Week 7 (24M

EI - 30MEI)

Week 8 (31M

EI - 6JUN)

Hakvoort, Mischa Voorzitter Notulist

Henar, Valentino Voorzitter Notulist

Kraker, Arie de Voorzitter Notulist

Leidelmeyer, Mitha Voorzitter Notulist

Lijster, Joost Voorzitter Notulist

Sinnige, Nick Voorzitter Notulist

Snoek, Micha van der Voorzitter Notulist

project report 'leerdam airport' ander

Documents