ANALYSIS OF CRITERIA FOR PAVEMENT SLOPES.
MIDWEST RESEARCH INST KANSAS CITY MO
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An analysis was made of existing and future airport surface requirements to develop valid design criteria for the gradient parameters of runways, taxiways and aprons. A study which has included aircraft performance requirements, airport operation history and pilots comments led to the following recommendations. 1 The effective gradient should be redefined to include the effect of runway grade on different segments of ground operation. The new effective gradient should be calculated by the following relationships For take-off G sub esub TO G sub 1 G sub 2 2 G sub 3 4 G sub 48 and for accelerate-stop G sub esub AS G sub 1 G sub 2 - G sub 3 - G sub 44 where G sub 1, G sub 2, G sub 3 and G sub 4 are equal to the average gradient of the first, second, third and fourth quarter of the runway, respectively. In general, take-off performance is critical on uphill or cup shaped runways and accelerate-stop is critical on downhill or humped runways. 2 The take-off runway length correction should be calculated for each operational aircraft. 3 No change is recommended in the existing maximum effective gradient 1 per cent or the existing maximum longitudinal gradient 1-12 per cent for runways or taxiways. 4 No change is recommended in the criteria governing the length of vertical curves, the distance between points of intersection of vertical curves, the line-of-sight criteria, or the transverse grade. 5 The maximum slopes on aprons should be increased to 1-12 per cent. No change is recommended in fueling-area slopes. Author
- Terminal Flight Facilities