Boeing 747-8 Airport and Aircraft Compatibility

WEBINAR FAA Airports Update ACI-NA – 4th Meeting George Legarreta, Office of Airport Safety and Standards, AAS-100 April 7, 2010, Washington, D.C.

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Part I Special Modification-to-Standards [MoS] Process What is it? Why ? and Who ?

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• What is it? – A unique, orderly process for evaluating submitted proposals to obtain an acceptable level of safety when existing airfield conditions preclude compliance with an Airplane Design Group VI design standard • Why? – Permits a more consistent review of submitted proposals and allows acceptable proposals to be applied nation-wide – “What works at JFK should work at SFO” – Serves as a vehicle to resolve operational impacts and determine “special” operational, procedural solutions among the various FAA lines-of-business 3

• Who submits a special MOS? – Only airport operators with Substandard ADG VI airfields and • If a Destination Airport – Yes – The airport operator receives notice that a 747-8 operator designated the airport as a destination airport • If an Alternate Airport - No • The 747-8 operator designated the airport as an alternative landing site. [destination airport becomes unavailable or the aircraft itself has an emergency situation]

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The 6-Step Process • 1. Airport operators receiving B747-8 destination operations on sub-standard ADG VI airfields submit a proposed MOS to their FAA Airports Regional Office or Airports District Office.

• 2. FAA Airports RO/ADO coordinates the proposed MOS with the other customary FAA regional lines-of-business and collects signed coordination records with submitted comments, solutions, etc. • 3. FAA Airports RO sends the completed coordination package to FAA AAS-100 (Airport Engineering Division, Washington, DC) for final determination.

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Process - Continued • 4. FAA AAS-100 reviews the proposed MOS, received inputs, and makes the final determination (signature – approved – disapproved). • 5. FAA AAS-100 returns the original signed MOS back to the FAA Airports RO for their records. • 6. FAA Airports RO (or ADO) informs the airport operator of the decision by an official letter. RO forwards a copy of the letter to FAA AAS-100 for their records. 3-4 months

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Part II Relative Engineering Briefs [EB]

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• No. 73, Use of Non-Standard 75-Foot Wide Straight Taxiway Sections for Boeing 747-8 Taxiing Operations

• No. 74, Minimum Requirements to Widen Existing 150-Foot Wide Runways for Boeing 747-8 Operations • No. 80 [was 77], Use of Interim Taxiway Edge Safety Margin Clearance for Airplane Design Group VI • No. 81, Use Of Guidance For Runway Centerline To Parallel Taxiway/Taxilane Centerline Separation For Boeing 747-8 • No 78 [approved by legal – AAS-100 final touches] Application of Dual-Variable Linear Equations For Parallel Taxiway and/or Taxilane Centerline Separations For All Airplane Design Groups

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No. 73, Use of Non-Standard 75-Foot Wide Straight

Taxiway Sections for Boeing 747-8 Taxiing Operations • This aircraft can use existing 75-foot wide taxiways having 35-foot stabilized shoulders. • Regional coordination of all proposed MoSs is not required with the other regional lines-of-business. • New taxiway construction or reconstruction of a taxiway that receives AIP Federal funding or PFC authority is subject to Airplane Design Group VI design standards, as specified in AC 150/5300-13, Airport Design, and construction standards in accordance with AC 150/5320-6, Airport Pavement Design and Evaluation.

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No. 73 Continued • Remaining design criteria –Width of Twy for ADG VI ? • R&D continues to collect airplane wander from Taxiway Centerlines for ADG I, ADG II, ADG III, and ADG IV – R&D done for ADG V and ADV VI

• Compare risk values for all ADG - hopefully set 1 risk value. • If not 1 risk value for wide-bodied airplanes another for narrow-bodied airplanes • Probably new standard width in 82-88 foot range

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No. 74, Minimum Requirements to Widen Existing 150-Foot

Wide Runways for Boeing 747-8 Operations • Temporary alternative for converting 150-ft wide runways into a 200-ft wide runway to accommodate limited operations by B747-8 aircraft – EB No. 65A, Use Of 150-Foot- (45-M) Wide Runways For Airbus A380 Operations, dated December 10, 2007 – Flight Standards imposed and operational restriction on airport

operators to inspect the full length of 150-foot wide runways for the presence of foreign object debris – each A380 takeoff unless the existing stabilized shoulders measure at least 50 feet in width • Airport Regional Offices may approve proposed modifications to standards that meet the requirements of this engineering brief 11

No. 80 [was 77], Use of Interim Taxiway Edge Safety Margin Clearance for Airplane Design Group VI

TESM

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No. 80 Continued

• Reduces TESM from 20 feet to 15 feet • Eliminates widening taxiways that have TESM = 15 feet • Revised AC 150/5300-13, Table 4-1 next month

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No. 81 , "Use Of Guidance For Runway Centerline To Parallel

Taxiway/Taxilane Centerline Separation For Boeing 747-8" • ADG V: – 400 feet plus elevation adjustment for approach visibility minimums down to 1/2 statute mile, and – 500 feet plus adjustment for elevation for approach visibilities less than 1/2 statute mile. • ADG VI: – 500 feet plus elevation adjustment for visibility minimums down to 3/4 statute mile, – 500 feet plus elevation adjustment for down to 1/2 statute mile, and – 550 feet plus elevation adjustment for less than 1/2 statute mile visibilities. 14

No. 81 Continued • These separation design standards for ADGs V and VI were specifically developed and based on the tail height of the design aircraft.

• Regional coordination of all proposed MoSs is not required with the other regional-lines of business.

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No. 78 Application of Dual-Variable Linear Equations For Parallel Taxiway and/or Taxilane Centerline Separations For All Airplane Design Groups

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Creating a “Standard Safety Box”

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Table 2-3 Advisory Circular 150/530013

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Derived by Linear Equations Equation No.

Design Element

Separation per Airplane Design Group (ADG* = wingspan under review)

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Taxiway CL to Parallel Taxiway/Taxilane CL

S1 = 1.2 x WingspanADG* + 10 ft

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Taxiway CL to fixed/movable object

S2 = 0.7 x WingspanADG* + 10 ft

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Taxilane CL to Parallel Taxilane CL

S3 = 1.1 x WingspanADG* + 10 ft

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Taxilane CL to fixed/movable object

S4 = 0.6 x WingspanADG* + 10 ft

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New CL-to-CL Separation Linear Equations • Equation #1 Modified for Dual TaxiWAY application – 1.2 x [(WS1 + WS2) / 2] + 10 feet • Equation #3 Modified for Dual TaxiLANE Application – 1.1 x [(WS1 + WS2) / 2] + 10 feet

• Equations #1 and #2 Modified for Mixed Taxiway and Taxilane Application – [(1.2 x WS1 + 1.1 x WS2) / 2] + 10 feet

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So what happened to JFK MOS? • Dual taxiways = 302 ft > 284 ft Not OK • Dual taxilane = 278 ft < 284 ft OK • Mixed B747-8 taxiway + A380 taxilane = 289 ft > 284 ft Not OK • WHAT ABOUT 2 B747-8s ? • Dual taxiway app = 279 ft < 284 ft OK

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Thank You

Q and A?

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