An MD-83 overran the runway approximately 400 meters during a rejected takeoff.The aircraft overran the runway end by approximately 1,100 feet, coming to rest over a gulley, the aircraft bridging between a public road edge and a field. The nose landing gear drag links had fractured when the aircraft crossed a sharp rise in the ground at the public road, permitting the gear to enter the electronics compartment behind the wheel well. Both main landing gear upper strut bodies had failed at the same rise, folding the gear back and through the inboard flaps. These conditions would prevent moving the aircraft by typical means after the recovery, requiring special equipment to relocate the aircraft to a temporary parking position.
The aircraft overran the runway by a reported 70 meters from the end of the runway, stopping just short of and above a public street. One main gear folded back into its wheel well and one main gear was partially buried in a ditch. The aircraft came to rest facing in the opposite direction of the line of travel and on an incline.
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The A320 incurred damage to its nose gear due to a runway excursion rendering it unable to ferry itself to a repair station. SOAR was contacted to provide a temporary hangar for the onsite repair process. SOAR supervised local contracting companies, utility providers and safety officers to complete this large-scale project on time and within budget.
During a landing in windy conditions, the aircraft's right hand wing outboard section made contact with a runway light fixture causing major damage to the outboard section and common structure of the right hand wing. The SOAR team was contacted and the damage evaluation was efficiently and comprehensively completed.
The aircraft overran the runway and came to rest on a slope at the edge of the airport. SOAR recovered the aircraft without causing any secondary damage and worked with the OEM in the performance a detailed damage evaluation. SOAR also provided all site logistics for the aircraft after the recovery.
The aircraft departed the runway after landing, collapsed its right hand main landing gear and came to rest on its tail and right wing. SOAR arrived on-site one day after the initial contact and a comprehensive recovery plan was completed on the same day.Project scope included lifting the plane using air bags and extending the landing gear in order to tow the aircraft back to the tarmac on its own gear for an extensive damage evaluation.
The aircraft overran its runway, passed through a watercourse and came to rest in a minefield. SOAR performed a joint forces recovery that involved saturated sedimentary soil, de-mining, and bridge building under difficult environmental conditions. A detailed evaluation upon completion of the recovery was also performed and used in the eventual aircraft repair.
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A work to be presented on, but not limited to, stage, screen, television, internet, video tape, audio tape, open air, runway modeling, or in still photographs or phonographic recording of any kind. Production shall not include any play or production produced exclusively by a state approved school or produced by a recognized church organization.
An airport is an aerodrome with extended facilities, mostly for commercial air transport.[1][2] Airports usually consists of a landing area, which comprises an aerially accessible open space including at least one operationally active surface such as a runway for a plane to take off and to land[3] or a helipad,[4] and often includes adjacent utility buildings such as control towers, hangars[5] and terminals, to maintain and monitor aircraft. Larger airports may have airport aprons, taxiway bridges, air traffic control centres, passenger facilities such as restaurants and lounges, and emergency services. In some countries, the US in particular, airports also typically have one or more fixed-base operators, serving general aviation.
Smaller or less-developed airfields, which represent the vast majority, often have a single runway shorter than 1,000 m (3,300 ft). Larger airports for airline flights generally have paved runways of 2,000 m (6,600 ft) or longer. Skyline Airport in Inkom, Idaho has a runway that is only 122 m (400 ft) long.[8]
The longest public-use runway in the world is at Qamdo Bamda Airport in China. It has a length of 5,500 m (18,045 ft). The world's widest paved runway is at Ulyanovsk Vostochny Airport in Russia and is 105 m (344 ft) wide.
Many US airports still lease part or all of their facilities to outside firms, who operate functions such as retail management and parking. All US commercial airport runways are certified by the FAA[11] under the Code of Federal Regulations Title 14 Part 139, "Certification of Commercial Service Airports"[12] but maintained by the local airport under the regulatory authority of the FAA.
Ground control is responsible for directing all ground traffic in designated "movement areas", except the traffic on runways. This includes planes, baggage trains, snowplows, grass cutters, fuel trucks, stair trucks, airline food trucks, conveyor belt vehicles and other vehicles. Ground Control will instruct these vehicles on which taxiways to use, which runway they will use (in the case of planes), where they will park, and when it is safe to cross runways. When a plane is ready to takeoff it will be turned over to tower control. Conversely, after a plane has landed it will depart the runway and be "handed over" from Tower to Ground Control.
Tower control is responsible for aircraft on the runway and in the controlled airspace immediately surrounding the airport. Tower controllers may use radar to locate an aircraft's position in 3D space, or they may rely on pilot position reports and visual observation. They coordinate the sequencing of aircraft in the traffic pattern and direct aircraft on how to safely join and leave the circuit. Aircraft which are only passing through the airspace must also contact tower control to be sure they remain clear of other traffic.
At all airports the use of a traffic pattern (often called a traffic circuit outside the US) is possible. They may help to assure smooth traffic flow between departing and arriving aircraft. There is no technical need within modern commercial aviation for performing this pattern, provided there is no queue. And due to the so-called SLOT-times, the overall traffic planning tend to assure landing queues are avoided. If for instance an aircraft approaches runway 17 (which has a heading of approx. 170 degrees) from the north (coming from 360/0 degrees heading towards 180 degrees), the aircraft will land as fast as possible by just turning 10 degrees and follow the glidepath, without orbit the runway for visual reasons, whenever this is possible. For smaller piston engined airplanes at smaller airfields without ILS equipment, things are very different though.
Generally, this pattern is a circuit consisting of five "legs" that form a rectangle (two legs and the runway form one side, with the remaining legs forming three more sides). Each leg is named (see diagram), and ATC directs pilots on how to join and leave the circuit. Traffic patterns are flown at one specific altitude, usually 800 or 1,000 ft (244 or 305 m) above ground level (AGL). Standard traffic patterns are left-handed, meaning all turns are made to the left. One of the main reason for this is that pilots sit on the left side of the airplane, and a Left-hand patterns improves their visibility of the airport and pattern. Right-handed patterns do exist, usually because of obstacles such as a mountain, or to reduce noise for local residents. The predetermined circuit helps traffic flow smoothly because all pilots know what to expect, and helps reduce the chance of a mid-air collision.
At controlled airports, a circuit can be in place but is not normally used. Rather, aircraft (usually only commercial with long routes) request approach clearance while they are still hours away from the airport; the destination airport can then plan a queue of arrivals, and planes will be guided into one queue per active runway for a "straight-in" approach. While this system keeps the airspace free and is simpler for pilots, it requires detailed knowledge of how aircraft are planning to use the airport ahead of time and is therefore only possible with large commercial airliners on pre-scheduled flights. The system has recently become so advanced that controllers can predict whether an aircraft will be delayed on landing before it even takes off; that aircraft can then be delayed on the ground, rather than wasting expensive fuel waiting in the air.
There are a number of aids, both visual and electronic, though not at all airports. A visual approach slope indicator (VASI) helps pilots fly the approach for landing. Some airports are equipped with a VHF omnidirectional range (VOR) to help pilots find the direction to the airport. VORs are often accompanied by a distance measuring equipment (DME) to determine the distance to the VOR. VORs are also located off airports, where they serve to provide airways for aircraft to navigate upon. In poor weather, pilots will use an instrument landing system (ILS) to find the runway and fly the correct approach, even if they cannot see the ground. The number of instrument approaches based on the use of the Global Positioning System (GPS) is rapidly increasing and may eventually become the primary means for instrument landings.
Larger airports sometimes offer precision approach radar (PAR), but these systems are more common at military air bases than civilian airports. The aircraft's horizontal and vertical movement is tracked via radar, and the controller tells the pilot his position relative to the approach slope. Once the pilots can see the runway lights, they may continue with a visual landing. 2ff7e9595c
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