How to relax / 09.12.2023

Operational maintenance of the airfield. Basic terms and definitions of airfields

RESPONSIBILITIES OF THE PERSON RESPONSIBLE

The main responsibility of the person in charge of the airport is to maintain the airfield in constant operational readiness, ensuring the safe and regular operation of aircraft flights and the organization of their movement on the airfield.

The responsible person is obliged:

Carry out operational maintenance, repair and equipment of the airfield with markings in accordance with current requirements;

Develop and implement measures aimed at reducing delays and cancellations of aircraft flights due to airfield conditions;

Make decisions on termination, resumption or restriction of flights depending on the condition of the airfield;

Inspect the airfield before the opening of flights, after repair and maintenance work, changes in the condition of the airfield and precipitation. Record the inspection results daily, as well as when the condition of the airfield changes, in a special Logbook;

Systematically monitor the technical condition of the airfield and take measures to eliminate identified defects before the start of flights;

Check the flatness of the surface of the unpaved runway and determine the strength of the soil or compacted snow;

Take part in the development of plans for capital and current repairs of the airfield;

Timely organize and ensure the implementation of work on current and major repairs of the airfield;

Introduce progressive methods for repairing airfield pavements and other airfield structures;

Carry out technical supervision over compliance with the requirements of regulatory documents for the repair of airfields;

Be guided by safety requirements when carrying out work on the maintenance and repair of the airfield;

Ensure careful storage, proper use and economical expenditure of material resources allocated for airfield repairs;

Ensure standard service life of structures and equipment with minimal maintenance and repair costs;

Be guided by the instructions of the “Regulations on carrying out scheduled preventative repairs of civil aviation airfield airfield structures” when repairing airfield airfield structures;

Ensure the availability and storage of materials, equipment and mechanisms for the maintenance and repair of the airfield.

Airfields with artificial surfaces

When preparing an airfield for winter operation, you must:

Carry out leveling work, eliminate security guards, roll the surface of the airfield, mow the grass;

Perform routine repairs of artificial surfaces;

Restore the labeling of artificial surfaces;

Update portable markings;

Repair airfield vehicles and trailed mechanisms and prepare them for work in winter conditions;

Draw up a plan for the maintenance of the airfield for the winter period;

Prepare the necessary construction materials for repairing the airfield in winter, as well as dry sand to eliminate slippery conditions.

In areas with unstable negative air temperatures and frequent thaws, airfields with runways should be maintained by snow removal, and in areas with stable negative air temperatures - by snow compaction.

To ensure that the airfield is ready for flights in winter, the following requirements must be met:

The runway, taxiway, stopover and apron should be completely cleared of snow and ice;

Clear the KPB of snow by half their length on each side;

Clear the BBP of snow to a width of 25 m on each side, and then arrange junctions of snow with a slope of 1/10;

The shoulders of taxiways, stations and aprons should be cleared of snow to a width of 10 m with a snow interface device with a slope of 1/10.

On the cleared PPB, BPB and sides of taxiways, MS and apron, a layer of compacted snow up to 8 cm thick and a layer of freshly fallen snow up to 10 cm are allowed.

Clearing the runway from snow should be carried out by patrolling with snow plows and brushes from the beginning of the snowfall and end an hour after it stops for the entire width of the runway. The operation of snow plows and brushes must be organized in such a way that they move sequentially, one after the other, from the axis of the runway to the sides, overlapping the previous track by 0.3-0.4 m. The minimum distance between moving vehicles must be at least 30-35 m Snow collected in shafts is immediately removed by rotary snow blowers beyond the boundaries of the cleared strips or leveled on the adjacent unpaved part of the airfield.

Aircraft take-off and landing are allowed if there is dry, freshly fallen snow on the runway with a thickness of no more than 5 cm, slush of 12 mm and water of 10 mm.

The runway under a layer of compacted snow is prepared and maintained to the length of the runway, increased on each side by half the CPB, and a width of 60 m, consisting of the width of the runway and two equal parts of the MB. The thickness of the compacted snow layer should be within 6-8 cm. Connections made of uncompacted snow are arranged with a slope of 1/10. The requirements for the strength of compacted snow cover on a runway for various types of aircraft are the same as for unpaved airfields maintained by snow compaction.

When the runway is maintained under a layer of compacted snow, the first layer is created by compacting the snow with pneumatic rubber or rubber-concrete rollers, followed by smoothing with trowels. Subsequent snow compaction on the runway is carried out using the same technology as on the main runway. After creating a layer of compacted snow 6-8 cm thick, further maintenance of the runway is carried out by clearing snow.

As it is used, the snow on the runway is destroyed and blown away under the influence of wheels and air jets from aircraft engines. To restore the layer of compacted snow in such areas, it is necessary to compact the snow instead of clearing it.

Two to three weeks before the onset of positive air temperatures, the layer of compacted snow must be removed from the runway surfaces. Compacted snow is cut in layers 1-2 cm thick using a motor grader. The snow cut and collected into a shaft is removed outside the runway.

Clearing the runway from compacted snow continues until the surface is completely cleared.

Unpaved airfields

The operation of aircraft on unpaved airfields in winter is allowed under established negative air temperatures and freezing of the upper layers of soil for An-2, M-15 and L-410 aircraft to a depth of 5-6 cm. At a shallower freezing depth, it is necessary to determine the strength of the soil (Appendix 1) under a layer of frozen soil. If the strength of the soil meets the requirements for a particular type of aircraft, then its operation is permitted even at a lower depth of soil freezing.

Unpaved airfields, regardless of climatic conditions and location, are maintained by snow compaction.

The operational state of a dirt airfield in winter is characterized by the strength of compacted snow. Each type of aircraft has its own operational and minimum permissible strength of compacted snow.

If the compacted snow cover is operationally strong, regular aircraft flights are permitted, but the rut depth from the aircraft wheels should not exceed 2 cm.

With a minimum permissible strength, one-time aircraft flights are permitted, and the depth of the ruts from the aircraft wheels should not exceed 6 cm.

The strength of compacted snow cover for An-2, M-15, L-410M aircraft is as follows:

For regular flights (operational strength) 392.4 kPa (4 kgf/cm2);

For one-time flights (minimum strength) 294.3 kPa (3 kgf/cm2).

For helicopters of all types, the strength of the compacted snow cover must be at least 294.3 kPa (3 kgf/cm2).

The strength of the compacted snow cover is determined before the start of flights, after each snow compaction and when the temperature rises. The determination of the strength of compacted snow cover is given in Appendix 2.

Compaction of freshly fallen snow is carried out when the snow thickness is 5 cm and continues until the snowfall stops. To increase the strength of compacted snow, rolling of the runway should be carried out even when the air temperature rises, regardless of snowfall.

The snow is compacted first with trowels, then with rollers, followed by smoothing with trowels. To compact snow, trowels designed by NIAS, GVF, wide-grip with two inclined bottoms, which are manufactured by the airport, and pneumatic rubber, wooden, metal, rubber-concrete rollers weighing 10-15 tons are used.

Behind the side boundaries of the runway, gentle slopes with a slope of no more than 1/10 should be arranged, which must be graded.

Preparation of airfields for the operation of the An-2 aircraft on a ski chassis consists of eliminating irregularities (bumps, bumps, ruts) exceeding 25 cm, which is achieved with a one-time pass of a light smoothing iron.

Operation of aircraft with wheeled landing gear may be permitted if there is freshly fallen snow up to 5 cm thick on the surface.

Ruts, potholes, furrows and snow banks must be systematically leveled with snowdrift cutters and smoothers and compacted with rollers. Leveling ruts with a depth of up to 3 cm should be done by passing smoothers in the longitudinal direction; ruts more than 3 cm are leveled first by transverse and then longitudinal passes.

When the top layer of compacted snow cover icing, the ice crust should be destroyed with spike or ribbed rollers and then compacted with trowels and rollers.

To extend the service life of the airfield, it is necessary in the spring before the snow melts to systematically compact the airstrip, gradually reducing the layer of compacted snow. Snow compaction should be done in the afternoon so that under the influence of night frosts the snow acquires the necessary strength.

4.26. Before intensive snow melting begins, it is recommended to clear the airstrip of snow. Snow storage must be done in low areas outside the airfield in order to prevent its flooding with melt water. To prevent melt water from entering the cleared airstrip, drainage ditches must be installed. Depending on the terrain, drainage ditches are made on the side of possible water flow. Drainage ditches are made with a single-blade plow.

Problems of development of Civil Aviation of the Russian Federation, trends and prospects of this process. Maintenance of the airfield airfield in the summer, principles of marking and selection of necessary equipment: with artificial and unpaved surfaces.

Course work

Analysis of the state and prospects for the development of the airport (airfield) network of the Russian Federation. Maintenance of the airfield in summer

Introduction

aviation airfield markings

A modern airport is an object of industrial infrastructure and a natural monopoly, on the one hand. On the other hand, it acts as an economic agent in the competitive air transportation market. Therefore, both business representatives, the constituent entities of the Russian Federation, and the state as a whole are equally interested in the development of the airport and airfield network.

The relevance of this topic is obvious: over the past 15 years, the air transportation market has been significantly deformed. The share of airports in the Moscow aviation hub in the total volume of air traffic in Russia increased in this period from 25 to 50%. First of all, this situation is due to the destruction of interregional aviation connections and air transportation logistics. This trend of redistribution of passenger flows occurs with the existing potential for the concentration and distribution of the main passengers and cargo flows of the country in at least 11 major hub airports and does not allow the Russian Federation to fully use the transit and transfer potential of the country, which in turn deprives air carriers of cost savings through the construction of efficient route networks, air carriers and airports will receive additional income from transfer passengers.

One of the main elements of the airport, ensuring the safety of takeoff and landing operations and the regularity of flights, is the airfield. To implement a set of organizational and technical measures aimed at ensuring the functioning of the airfield in constant readiness for aircraft flights and ensuring flight safety in various climatic conditions and at any time of the year is the main task of any aviation enterprise.

1. Analysis of the state and prospects for the development of the airport (aerodrome) network of the Russian Federation

1.1 Problems of development of Civil Aviation of the Russian Federation

Airfields are the cornerstone of the airport business: air travel can be carried out without air terminals, hotels and express trains, but not a single passenger airliner will take off or land without an airfield. That is why the issues of maintaining and renewing the airfield network of the Russian Federation are relevant and require the participation of all interested parties: the state, regional authorities, airport operators and airlines.

In recent years, Russia has seen an unjustified redistribution of passenger flows in favor of the airports of the Moscow air hub - up to 72%. There are a total of 297 airports in the country, of which only 22 receive more than 1 million passengers per year (Fig. 1). The capital of every tenth subject of the Russian Federation does not have air connections with the rest of the world. Annual regional traffic volumes over the past decade have barely exceeded 1.5 million people. Many airfields and airports of local airlines, receiving 50 thousand or less passengers per year, are located in hard-to-reach areas of the country - in 14 regions with a total population of 15 million people. These airfields are in a difficult economic situation.

Rice. 1. Number of civil aviation airfields in Russia

About 70% of runways with artificial surfaces were built more than 20 years ago, which causes a high level of physical and moral wear and tear.

Closed airfields are no longer used as reserve airfields. In areas with difficult climatic conditions, when performing regional and local air transportation, this negatively affects flight safety.

Aircraft reduce their commercial load, take on additional supplies of aviation fuel to ensure a safe landing in cases of diversion to alternate airfields, which in turn worsens the financial condition of airlines.

In connection with the development of aviation technology, the emergence of new modern types of aircraft (narrow- and wide-body with low-mounted engines), the majority of airfields with artificial surfaces require reconstruction (lengthening runways, increasing the width of taxiways, etc.).

During the partial privatization of airports, the property of the airfields was not included in the authorized capital of the open joint-stock companies being created, and state enterprises were not created on the basis of the property complex of the airfields. The property of the airfields actually became ownerless and lost its value.

The process of dividing the united airline enterprises with the separation of airport operators into independent economic entities has not been completed.

The process of dividing the merged airlines has a positive impact on the formation of a competitive environment between participants in the air transportation market, however, further steps are required to create a unified, absolutely transparent system for providing airport services.

Regional and local airports, the airfield elements of which, as a rule, have unpaved surfaces, have had virtually no government support since 1992. The structures of unpaved airfields have largely lost their operational qualities and are experiencing difficulties in operation, especially during the off-season.

In recent years, the bulk of funding from the federal budget has been allocated to the reconstruction and development of the largest airfields (airports). At the same time, capital investments in airfields (airports) of regional and local importance were practically not carried out. At the same time, the majority of constituent entities of the Russian Federation are interested in the development of these airfields (airports), including at the expense of their own budgetary resources.

Currently, the necessary legal conditions have been created to ensure the participation of constituent entities of the Russian Federation in the development of the system of civil airports, the activities of which are related primarily to the socio-economic needs of the regions.

Based on the above, we can identify the following main problems in the development of the aerodrome (airport) network of civil aviation of the Russian Federation:

Ш Lack of a systematic approach to the formation of an airfield (airport) network, economically ineffective air transportation network;

Ш Incomplete use of the country's transit potential by air carriers and airport operators;

Ш High level of depreciation of fixed assets;

Ш Imperfection of the system of state regulation of airport activities;

Ш Imperfection of the system for managing state assets of ground-based civil aviation infrastructure;

Ш Lack of an effective system of air transportation of regional and local importance and the entire segment of socially significant air transportation, including using government support measures.

Interested federal executive authorities and state authorities of the constituent entities of the Russian Federation must concentrate their efforts on the priority solution of the identified problems that impede the preservation and development of the aerodrome (airport) network of civil aviation of the Russian Federation .

1.2 Development strategies for Civil Aviation of the Russian Federation

The Government of the Russian Federation has taken a number of measures aimed at developing and modernizing the airfield infrastructure. Many of them are provided for within the framework of the ongoing Transport Strategy until 2030, which sets the task of creating a new airport network.

The state plans to reconstruct and modernize existing airfield infrastructure facilities, as well as increase airfields. Thus, according to plans, by 2030, at least 500 airfields should operate in Russia as a whole. Thanks to federal target programs (FTP), the volume of government capital investments allocated for the development of ground infrastructure at airports has increased from 1 billion rubles over 11 years. (according to 2002 calculations) up to 39.5 billion rubles. (according to 2013 calculations) and ultimately amounted to about 230 billion rubles (Fig. 2).

Rice. 2. The volume of budget funding for the airfield network of the Russian Federation in 2002-2020, million rubles.

The program documents note that a special place in the modernization and development of ground air transport infrastructure will be occupied by the national core network of airfields, consisting of international, domestic Russian hub and non-hub airports. It is also envisaged to form a three-level network of airfields according to the types of lines served, including airfields of federal, regional and local significance. The organization of air transportation based on hub airports, ensuring the concentration and distribution of passenger and cargo flows, will optimize the route network, increase the efficiency of transportation, and establish the specialization of airports.

In order to form an alternative to the existing transportation scheme, a national support airfield network with hub airports in large cities is needed. This prospect exists not only at the airports of the Moscow air hub, but also at large regional airports (in Yekaterinburg, Krasnoyarsk, Novosibirsk, Khabarovsk, Samara, Rostov, Krasnodar, Kaliningrad, Irkutsk, Vladivostok and Ufa). From an infrastructure point of view, some of the supporting airports are ready to operate as a hub, for example, Koltsovo and Tolmachevo.

They have the minimum required for the role of a hub: they have two runways, optimally located parking areas for aircraft, taxiways, a clearly structured system of passenger flow at the airport terminals, which allows flights to be connected as quickly as possible. There are several key problems that affect the efficiency of the airport sector of civil aviation in Russia and, as a consequence, the development of air transportation in general.

To solve these problems it is necessary:

Ш introduction at the legislative level of classification of airports and airfields, features of the rules of their operation (maintenance);

Ш formation of a systematic approach to the development of the airport network (including such stages as planning, design, construction, reconstruction, repair);

Ш regulation of issues of operation, rental rates, airport taxes;

Ш state control of airport activities, airworthiness of facilities, structures and flight support systems and life support systems of service services and facilities;

Ш improvement of the taxation system, as well as the management of state assets of ground infrastructure;

Ш ensuring an effective system of state support for the development of the airport network and socially significant regional and local air transportation;

Ш development of normative legal acts defining the property of airfields that is exclusively federal property;

Ш adjustment of the system for managing state assets of ground-based civil aviation infrastructure. The introduction at the legislative level of the classification of civil airfields into airports of federal, regional and local significance will make it possible to more accurately determine the tasks of state financing of airfield infrastructure facilities, which is one of the prerequisites for its systemic modernization.

The development goals of the airfield network of the Russian Federation are achieved mainly through state programs, which in turn are the main (fundamental) documents that implement the program-target principle of financing. Rosaviatsia is a co-executor of activities in the field of air transport, the implementation of which is provided for by two main state programs “Development of the transport system”, “Socio-economic development of the Far East and the Baikal region”; the total amount of funding from the federal budget for the period from 2014 to 2016 will reach more than 200 .3 billion rubles.

The activities of the state program “Development of the Transport System” are mainly aimed at solving the most pressing problems of the Russian air transportation market, such as updating the aircraft fleet, modernizing the ground airport infrastructure that forms the national backbone airfield network, improving flight safety, resolving issues related to the operation of foreign-made aircraft, etc. Further. The second state program “Socio-economic development of the Far East and the Baikal region” is aimed at solving problems associated with creating favorable living conditions for the population living in the regions, where aviation is often the only mode of transport.

Since 2014, Rosaviatsiya has begun the reconstruction (construction) of airports of regional and local importance as part of the implementation of the state program “Socio-economic development of the Far East and the Baikal region”, allowing to solve problems associated with providing regional and intraregional transportation for people living in The Republic of Sakha (Yakutia), Kamchatka Territory, Chukotka Autonomous Okrug, Amur Region, Republic of Buryatia, Khabarovsk Territory and Magadan Region.

Within the framework of the above state programs, activities for the construction and reconstruction of airport and airfield infrastructure facilities are carried out under 3 federal target programs: Federal Target Program “Development of the Transport System of Russia (2010-2020)”, Federal Target Program “Economic and Social Development of the Far East and the Baikal Region for the Period until 2018” of the Year", Federal Target Program "Socio-economic development of the Kuril Islands (Sakhalin Region) for 2007-2015".

In accordance with the Federal Target Program “Development of the Transport System of Russia (2010-2020)”, measures are envisaged for 134 objects with a total funding volume from the federal budget of 422.6 billion rubles.

Using these funds, it is planned to ensure the development of a network of domestic Russian hub airports (19), regional networks of airports (80), and a network of large international hub airports (9).

In order to host the 2018 FIFA World Cup in the Russian Federation, a set of interrelated measures is envisaged for the construction and reconstruction of airport facilities, implemented at the airports of the city. Moscow, Yekaterinburg, Saransk, Nizhny Novgorod, Volgograd, Rostov-on-Don, Samara and Kaliningrad.

Within the framework of the Federal Target Program “Economic and social development of the Far East and the Baikal region for the period until 2018”, the reconstruction of 39 airports (airfields) and 1 landing site is provided with a total funding volume of 73,571.3 million rubles.

The main objectives in the implementation of these measures are the development of transport accessibility in the Far East and the Baikal region and increasing the mobility of the population through the reconstruction of airports of regional and local importance.

Within the framework of the Federal Target Program “Socio-economic development of the Kuril Islands (Sakhalin Region) for 2007-2015” activities are envisaged in 2008-2014. with a total funding volume of 6476.34 million rubles, including for the reconstruction of Mendeleevo airport 1148.5 million rubles, for the construction of Iturup airport 5327.84 million rubles.

The implementation of these measures will improve the transport accessibility of the Kuril Islands and ensure regular passenger air transportation in the conditions of the virtual absence of alternative transport links.

1.3 Prospects for the development of the aviation industry

Features of the global market for aviation equipment and components over the past decades have been significant volume and stable growth in demand. It is expected that the main driving force for the development of the aircraft industry will remain the growth of passenger and cargo flows, which are projected to grow by 2 and 2.3 times by 2025, respectively.

During this period, an even greater shift in demand is expected from North America and Europe - the main markets for aviation equipment today - towards Asia, which will not only open up new opportunities for the development of the current world leaders in aircraft manufacturing, but will also give a chance to new participants in the global aviation market . The trend towards an increase in the civilian segment relative to the military will also continue.

The entry of new participants into the market is limited by a number of significant investment, technological and competitive barriers. Among them, special mention should be made of the need for a high level of industry consolidation, the growing level of global competition, increased requirements for the presence of a brand and a positive reputation of companies in the market, as well as a change in the business model of aircraft production (reducing the number of first-tier suppliers while simultaneously developing the functions of system integrators ).

At the same time, the successful experience of Embraer (Brazil) and Bombardier (Canada) in developing the global market for regional aircraft and business aviation shows that these barriers can be overcome.

By 2025, the global aviation products market will grow 2.1 times, amounting to 543.3 billion US dollars. About 68% of this amount will come from the civilian segment.

The share of Russian aviation product manufacturers in monetary terms by 2025 will be 3.6% and 11.9% in the civil and military segments, respectively. Labor productivity at aircraft manufacturing enterprises will reach 14,500 thousand rubles per person per year by 2025.

One of the main elements of the airport, ensuring the safety of takeoff and landing operations and the regularity of flights, is the airfield. In accordance with the Air Code of the Russian Federation, “An airfield is a piece of land or water surface with buildings and structures located on it, intended for take-off, landing, taxiing and parking of aircraft.”

The safety of takeoff and landing operations, the movement of aircraft on the airfield, and the regularity of flights depend on the condition of the surface of the airfield.

2.1 Aerodromes with artificial surfaces

Cleaning artificial surfaces from dirt, dust, debris and other foreign objects;

Updating the markings of coatings and portable markings;

Checking the condition of the surface of coatings, reinforced interface areas and adjacent soil areas of the airfield, recording changes and defects in artificial surfaces;

Maintaining the levelness of the soil part of the airfield and the established height of the grass stand;

Sealing of seams.

Cleaning of coatings from dirt, debris, dust and other objects should be done using plow-brush machines.

After the end of the spring thaw, the coating must be washed, the water consumption is 1 l/m2. In the dry season of the year in summer, dust from the coating is washed off with water at a consumption rate of 0.3 l/m2.

Markings on artificial surfaces must be updated as the paint material fades and wears out (two to three times a year).

Portable markings must be repaired as the structure wears out and their painting must be renewed at least twice a year.

In the fall, before frost sets in, artificial surfaces must be repaired to prevent water from entering the base through cracks, and the unpaved part of the airfield must be graded.

2.2 Unpaved airfields

The operational maintenance of unpaved airfields is characterized by the strength of the airfield soil and its evenness.

Under the strength of the soil at refers to the ability of the soil to withstand the load from the wheels of the aircraft when the permissible rut depth is formed.

The aircraft's ground capability is characterized by:

Minimum soil strength at min, at which the aircraft can move off under the power of its own engines, gain speed sufficient for takeoff while ensuring stability during the take-off run, and taxi, forming a rut of the maximum permissible depth;

Operational strength of the soil at exp., in which a rut is formed that does not destroy the turf cover of the airfield.

Soil strength value at and rut depths N for aircraft are given in Table 1:

Table 1. Soil strength value

Aircraft type and weight, t	, KPa (kgf/cm 2)	H max, cm	at exp., kPa (kgf/cm 2)



M-15 xx (5.75)	294,3-490,5 (3,6-5,0)		294,3-490,5 (3,0-5,0)

x - Normal tire pressure - 294.3 kPa (3 kgf/cm2).

xx - Reduced tire pressure - 196.2 kPa (2 kgf/cm2).

For helicopters of all types, the soil strength must be at least 294.3 kPa (3 kgf/cm2).

The strength of the soil is checked before the start of flights, in spring and autumn during the rainy season in the summer, after repairs and in each case when the condition of the soil changes. The strength of the soil is determined by the U-1 striker.

Due to severe waterlogging (in spring, autumn and during heavy rains in summer), the strength of the soil sharply decreases and the operation of aircraft becomes impossible. This period is called thaw or non-flying period.

Reducing the non-flying period is achieved:

Ensuring drainage and protection of the airstrip from the influx of atmospheric and melt water from adjacent areas;

Improving the quality of planning, increasing the degree of soil compaction of the airfield;

Reducing the take-off weight of the aircraft;

Installation of simplified coatings;

Creating a durable turf cover;

Timely clearing of snow from the airstrip in the pre-spring period.

Combing the grass and leveling uneven areas;

Rolling the turf cover;

Mowing grass.

Combing of the turf cover is carried out in the spring, after the top layer of soil has dried, in order to remove dried plants and improve soil aeration. Combing is performed twice with light zig-zag harrows.

To increase the strength of the soil and enhance the tillering of grasses, as well as to eliminate clumps and hummocks, a turf cover is rolled down. Rolling should be done with rollers when soil moisture is 2-3% higher than optimal. To enhance the growth of grasses in the dry season and especially in arid areas, it is recommended to carry out artificial watering (in the morning or evening).

The grass stand is mowed when it reaches a height of 30 cm. The last mowing to a grass stand height of 8 cm is carried out in the fall, before the onset of frost.

At airfields where there is a large concentration of birds, the grass should be mowed to a height of 20-25 cm.

To maintain the turf cover in constant operational readiness, it is necessary to eliminate ruts up to 6 cm deep immediately after the cessation of flights, by rolling with three- to five-ton rollers.

Sodding of ruts, potholes and areas with sparse grass is done by sowing grass or by replanting sod. For sowing, seeds are selected from three to seven herbs most suitable for the given area. The grass mixture should include turf-forming grasses from the cereal and legume families.

In places of transplantation, the sod is tightly laid and rolled. Places for sowing and transplanting turf are fertilized and watered.

To preserve the turf cover, it is necessary to carry out uniform operation of the airfield, for which it is necessary to fly aircraft from one start for no more than one to two weeks. After the specified period, the start must be transferred to another place.

Surface leveling and compaction;

Sealing ruts and uneven areas;

Fight against dust.

The leveling and compaction of the airstrip surface should be carried out in early spring and autumn before the onset of negative temperatures. Leveling work must be carried out in order to give the surface of the airfield a levelness that meets the safety requirements of aircraft and slopes that ensure the drainage of atmospheric and flood waters.

At airfields whose soils have rocky inclusions (crushed stone, gravel), leveling work must be carried out systematically, with the surface rolling using smooth rollers.

The sealing of ruts up to 6 cm and unevenness is carried out by cutting off the bumps and filling the depressions, followed by rolling them with three- to five-ton rollers.

Ruts more than 6 cm deep are filled with ordinary soil and then compacted. Filling ruts with sand, slag or other material different from the soil of the airstrip is not allowed.

The main measures to combat dust pollution are:

Watering is an ineffective method and requires a large consumption of water, therefore, as a rule, only the starting sections of the airstrip are watered;

Strengthening soils with inorganic binders - lime, which is added in the form of fluff or lime milk in a ratio of 1:5 in an amount of 5% of the weight of the treated layer;

Strengthening soils with organic binders - bitumen, bitumen emulsions, tars and oil production waste. The spill rate is 1-1.5 kg/m2.

2.3 Airfield markings

Marking of airfields with artificial surfaces

The longitudinal axis of the runway and the threshold are applied to the runway surfaces with white markings (Fig. 3). The longitudinal axis is marked with dotted stripes of the same length, located at an equal distance from each other with a step of 5 m and a screen of 0.3 m. The first dotted line is applied at a distance of 12 m from the threshold marking. The threshold is marked with a transverse solid line 1.2 m wide, which is drawn at a distance of 6 m from the end and 3 m from the edge of the runway.

Rice. 3. Runway markings: 1 - threshold; 2 - runway axis; 3 - RD axis

Taxiways are marked along the longitudinal axis with dotted lines with a pitch of 1 m and a width of 0.15 m.

Landing areas for helicopters are marked according to Fig. 4. A landing restriction sign for helicopter landings, boundary markers and starting lines are placed on artificial surfaces.

For marking artificial surfaces, enamel grade EP-5155 (Tu 6-10-1085-75) should be used. Before applying enamel, the surface of the coating must be cleaned of dust, dirt and oil stains. Traces of old markings are not removed.

Rice. 4. Helicopter pad markings: 1 - landing site sign; 2 - border sign; 3 - starting line

Equipment of airfields with portable markings

International flight airfields in accordance with Fig. 5 are equipped with entrance shields, landing mark T, boundary markers and wind direction indicators. Red flags can be used as marking signs in the summer, and bunches of coniferous trees in the winter.

Entry boards (see Fig. 5) are installed on the line of the end of the airstrip or runway 5 m from its side border and mark the beginning and end of the airstrip or runway. The shields are painted in alternating stripes 0.4 m wide of white and black. The opposite side of the shields is painted red and white. The entrance shield is a triangular frame prism 2.8 m long and 0.9 m high. The sign is made of a wooden frame and covered with plywood or boards.

Rice. 5. Equipping the airfield runway with markings: 1 - entrance board; 2 - landing mark T; 3 - border sign

The landing sign T (see Fig. 5) is laid out on the side safety strip 3 m from the edge of the runway and 50 m from its beginning. The T landing sign set consists of six panels: three red and three white. The dimensions of the panel are 6x1 m.

Boundary signs (see Fig. 5) are installed at a distance of 100-50 m from each other (depending on the length of the airstrip) and 1 m along the side boundaries of the airstrip.

On taxiways and stations, boundary signs are installed at a distance of 20 m from each other and 1 m from the side boundaries of taxiways and stations. The places where an aircraft taxis from the runway to the taxiway and from the taxiway to the terminal and apron are indicated by double boundary signs, which are installed on each side of the taxiway with an interval of 2 m from one another.

Border markers are painted with alternating stripes of red and white. Signs are made from plywood or boards mounted on a frame, or from tin without a frame and have the shape of a cone.

Rice. 6. Windsock

The wind direction indicator (Fig. 6) has the shape of a truncated cone and must be installed in such a way that it can rotate freely 360°. Windsock dimensions: diameter of the lower base 0.5 m, upper base - 0.2 m, height 1 m. The choice of windsock color depends on the background of the area, it can be white or orange-red, a combination of two alternating colors is possible: white with orange-red red or white and black. Flags measuring 1.0 x 0.76 m in white or orange-red colors can be used as a wind direction indicator.

2.4 Ground equipment necessary for maintaining the airfield airfield in the summer

The ground equipment necessary to maintain the airfield of the airfield in the summer are the following machines and units:

1. Marking.

Marking machines differ from one another in many ways. This is explained by differences in labeling standards in different countries and different work technologies. Marking machines can be conditionally classified according to several criteria: functional purpose, type of running equipment, material used, method of mark application.

2. Watering and washing.

Sprinkler-washing machines are designed for moistening and washing hard surfaces of all types, as well as for watering green spaces. In addition, watering and washing machines can be used when extinguishing fires. In winter, watering and washing machines are equipped with plow and brush equipment and are used for snow removal work.

3. Sweepers:

Ш Sweeping machines are designed to remove dirt from the surface of asphalt and cement concrete road surfaces. They provide a full cleaning cycle, i.e. separating contaminants and moving them from road surfaces to the machine’s hopper. The cleaning cycle with a modern machine includes sweeping the surfaces, filling the bunker with waste, transporting it to storage areas, unloading the bunker and filling the tank with water necessary for dust removal during sweeping. To remove dirt, the machine is equipped with brushes and transport devices, a bin for waste, a mechanism for emptying it, and a dust removal system for the sweeping area. The brush device is usually a combination of two or three brushes of varying shapes.

Ш High-speed runway cleaning system

A revolutionary new system designed to remove foreign bodies from airport runways. This system is much more effective than existing ones and allows you to achieve maximum results at minimal costs. The system is specially designed for high-speed cleaning of surfaces from various foreign bodies; it provides simple, inexpensive and fast (up to 40 km/h) cleaning of the airfield from foreign objects.

The system allows you to remove the following foreign bodies: nuts, screws, washers, rivets, stones, sand, other foreign objects, sucks in debris while driving on asphalt. After cleaning, the system is easily transported to the unloading site.

4. Collection and removal of household waste.
There are two main types of special vehicles for removing household waste - machines for removing household solid waste (MSW) and vacuum machines.

Machines for removal of solid waste. In urban areas, solid waste is removed by garbage trucks. The special equipment of these machines is usually mounted on a vehicle chassis. Garbage trucks can be container, body and transport (Fig. 2.47). Container garbage trucks collect and transport containers filled with household waste to unloading sites, and in return pick up empty ones. Containers are loaded and unloaded using a lifting mechanism installed on the platform of the garbage truck. Body garbage trucks are produced with mechanized and non-mechanized reloading of waste from collectors into the body of the vehicle. The working equipment of these machines consists of a van body, a receiving hopper, a pushing (loading) plate, and mechanisms for loading and unloading the body. In machines with mechanized transfer, waste is taken from standard waste containers using a rotary crane installed on the garbage truck and loaded into a receiving hopper, from where it is transferred to the body using a push plate. As the body fills, the debris becomes compacted. The garbage truck is unloaded under the influence of its own weight of garbage when the body is tilted backwards or due to the influence of ejection mechanisms on it while the body position remains unchanged.

5. For repair of artificial airfield surfaces;

6. Airfield mowers;

7. Equipment for cleaning signal lights.

Conclusion

A set of measures provided within the framework of development strategies and Federal target programs will ensure the dynamic development of the Russian aviation industry on the basis of public-private partnerships, modern corporate governance mechanisms, improvement of the legal framework and new methods of state support. This will make it possible to fundamentally change the strategic competitive position of the Russian aviation industry in the global aviation market, which will actually lead to its return to this market as a global aircraft manufacturing center promoting new competitive aircraft.

To provide an airfield network at the level of the Nordic countries (Norway and Finland), 820 airfields are needed, and at the level of Latin American countries (Brazil and Mexico) - 600 airfields. The state of the airfield network in Russia requires annual funding for the development of the national support airfield network alone (117 airfields) in the amount of about 70 billion rubles. At the same time, funds from Federal Target Programs have provided funding in the amount of about 40 billion rubles in recent years. or about 60% of what is required for network development. Funding for the remaining 180 out of 297 airfields is not provided. Thus, the underfunding of the entire airfield network is 75%.

A number of priority areas for reforming the airport financing system can be identified. These include airport fees, infrastructure and targeted tax deductions, and the development of effective PPP mechanisms. A promising direction is the development of low-cost airports, for which the country has all the prerequisites.

List of used literature

1. Air Code of the Russian Federation

2. Manual for the operation of civil airfields of the Russian Federation (REGARF-94)

3. Instructions for the responsible person of the international airport on the operational maintenance and repair of airfields, Moscow 1981

4. Construction norms and rules of the Russian Federation. Aerodromes (SNiP 32-03-96)

5. Strategy for the development of the aviation industry for 2013-2025 (based on the State Program)

6. Concept for the development of the airfield (airport) network of the Russian Federation for the period until 2020, Moscow 2008

7. Transport strategy of the Russian Federation for the period until 2030 (approved by order of the Government of the Russian Federation of November 22, 2008 No. 1734-r)

8. Decree of the Government of the Russian Federation of December 5. 2001 No. 848 (as amended on November 2, 2013) “On the Federal Target Program “Development of the Transport System of Russia (2010-2020)””

9. http://www.kr-media.ru/index.php

10. http://sky-tech.biz

11. http://stroy-technics.ru

1. GENERAL PROVISIONS

1.1. “Instructions for the responsible person of an international airport on the operational maintenance and repair of airfields” is intended for class E airfields and landing sites.

1.2. The instructions were developed in accordance with the requirements of the “Manual on airfield service in civil aviation of the USSR”, “Manual on flight operations in civil aviation of the USSR” and “Manual on the organization and technology of repair of airfields without interruption in flight operation”.

1.3. The instruction establishes the main responsibilities of the responsible person and determines the procedure for maintaining and repairing airfields.

2. BASIC TERMS AND DEFINITIONS OF AERODROMES

An airfield (hydroaerodrome) is a specially prepared land area (water with adjacent coastal territory) that has a complex of structures and equipment that provides take-offs, landings, taxiing of aircraft, as well as their maintenance and storage.

A permanent aerodrome is an aerodrome intended for regular flights of aircraft and having a registration certificate.

Temporary aerodrome is an aerodrome prepared for flights for a limited period of time and does not have a registration certificate, but is subject to registration.

A side safety strip (SSL) is a specially prepared section of the airfield runway adjacent to the side boundary of the runway and is intended to increase safety during possible rollouts of aircraft during takeoff and landing.

End safety strip (ESL) is a specially prepared section of the airstrip adjacent to the end of the runway and designed to increase safety during possible rollouts of aircraft during takeoff and landing.

Runway (runway) - part of the airfield runway, specially prepared and equipped for take-off and landing of aircraft; Runways are divided into: artificial pavement runways (RWPP) and unpaved runways (GWPP).

The airfield is a part of the airfield on which flight strips, taxiways, aprons, parking areas and special-purpose areas are located.

Airstrip is a section of the airfield airfield intended for take-off and landing of aircraft and includes the runway, airfield and checkpoint.

3. RESPONSIBILITIES OF THE PERSON RESPONSIBLE

3.1. The main responsibility of the responsible person at an international airport is to maintain the airfield in constant operational readiness, ensuring the safe and regular operation of aircraft flights and the organization of their movement on the airfield.

3.2. The responsible person is obliged: