A Quick Reference to Airfield Standards Updated January 2021 Ii Airports Division
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Canopy Rainfall Interception Measured Over 10 Years in a Coastal Plain Loblolly Pine
CANOPY RAINFALL INTERCEPTION MEASURED OVER TEN YEARS IN A COASTAL PLAIN LOBLOLLY PINE (PINUS TAEDA L.) PLANTATION M. J. Gavazzi, G. Sun, S. G. McNulty, E. A. Treasure, M. G. Wightman ABSTRACT. The area of planted pine in the southern U.S. is predicted to increase by over 70% by 2060, potentially alter- ing the natural hydrologic cycle and water balance at multiple scales. To better account for potential shifts in water yield, land managers and resource planners must accurately quantify water budgets from the stand to the regional scale. The amount of precipitation as rainfall intercepted by forest canopies is an important component of evapotranspiration in for- ested ecosystems, yet there is little information about intra- and inter-annual canopy interception variability in southern pine plantations. To address this knowledge gap, canopy rainfall interception was measured between 2005 and 2014 in a North Carolina coastal plain loblolly pine (Pinus taeda L.) plantation to quantify the range of annual and seasonal varia- bility in interception rates (IRs) as influenced by stand thinning and natural variation in rainfall rates and intensities. Over the study period, biweekly measured canopy IRs averaged 19% across all years, with a range of 14% to 23%. How- ever, at the annual scale, IRs averaged 12% and ranged from 2% to 17%. Thinning resulted in a 5% decrease in rainfall interception, but IRs quickly returned to pre-thin levels. Across years, the amount of annual rainfall intercepted by the canopy averaged 15% of total evapotranspiration, with a range of 2% to 24%. The decade-long data indicate that inter- annual variability of canopy interception is higher than reported in short-term studies. -
Game Stats - 9/25/20 Scott High at Cumberland Gap
iScore Football Game Stats - 9/25/20 Scott High at Cumberland Gap Game Score 1 2 3 4 T Scott High 7 0 7 21 35 Cumberland Gap 0 0 0 0 0 Scott High Drive Summaries Cumberland Gap Drive Summaries START QTR HEADING POSS. YARDLINE PLAYS YARDS RESULT START QTR HEADING POSS. YARDLINE PLAYS YARDS RESULT 12:00 1 ✒ 01:16 ✒ 43 8 47 Missed Field Goal 10:43 1 ✒ 00:58 ✒ 20 4 -5 Punt 09:44 1 ✒ 00:00 ✒ 44 1 0 Fumble 09:43 1 ✒ 01:12 ✒ 39 4 9 Downs 08:30 1 ✒ 06:15 ✒ 48 7 48 Touchdown 02:14 1 ✒ 01:15 ✒ 27 3 2 Punt 00:58 1 ✒ 02:01 ✒ 37 6 29 Punt 10:56 2 ✒ 03:10 ✒ 20 5 31 Punt 07:45 2 ✒ 01:05 ✒ 13 3 8 Punt 06:39 2 ✒ 00:20 ✒ 47 3 16 Interception 06:18 2 ✒ 04:48 ✒ 18 6 54 Downs 01:29 2 ✒ 01:29 ✒ 28 2 7 End of Quarter 11:04 3 ✒ 03:49 ✒ 33 7 67 Touchdown 11:59 3 ✒ 00:54 ✒ 32 3 1 Punt 05:23 3 ✒ 00:55 ✒ 29 3 37 Interception 07:14 3 ✒ 01:50 ✒ 27 5 9 Punt 00:20 3 ✒ 03:20 ✒ 30 7 30 Touchdown 04:27 3 ✒ 00:29 ✒ 29 3 -3 Punt 08:16 4 ✒ 00:54 ✒ 24 2 24 Touchdown 08:59 4 ✒ 00:42 ✒ 28 2 -2 Fumble 05:25 4 ✒ 02:59 ✒ 39 7 61 Touchdown 07:21 4 ✒ 01:55 ✒ 28 3 2 Punt 02:25 4 ✒ 02:20 ✒ 30 3 4 End of Game Stat Comparison Scott High Cumberland Gap First Downs 20 4 First Downs: Rushing - Passing - Penalty 16-4-0 3-1-0 Rushing Yards 271 46 Passing: Completions - Attempts 8 / 13 3 / 12 Passing Yards 92 43 Passing: Touchdowns - Interceptions 2 / 1 0 / 1 Total Plays 57 40 Total Offense 363 89 Fumbles - Lost 2 / 1 3 / 3 Penalties - Yards 6 / 35 5 / 55 Defensive Sacks - Yards Lost 0 / 0 0 / 0 Time of Possession 27:34 20:26 3rd Down Efficiency 1 of 8 0 of 9 4th Down Efficiency 1 of 2 0 of 1 Punts - Average 4 / 30.75 7 / 32.14 page 1 / 11 iScore Football Game Stats - 9/25/20 Scott High at Cumberland Gap Scoring Plays SCORING TEAM QTR RESULT DESCRIPTION Scott High 1 Touchdown #11 Alex Chambers runs the ball from the > 4 and carries the ball to the endzone. -
Aviation Suzanne Pinkerton
University of Miami Law School Institutional Repository University of Miami Inter-American Law Review 9-1-1978 Aviation Suzanne Pinkerton Follow this and additional works at: http://repository.law.miami.edu/umialr Recommended Citation Suzanne Pinkerton, Aviation, 10 U. Miami Inter-Am. L. Rev. 530 (1978) Available at: http://repository.law.miami.edu/umialr/vol10/iss2/11 This Report is brought to you for free and open access by Institutional Repository. It has been accepted for inclusion in University of Miami Inter- American Law Review by an authorized administrator of Institutional Repository. For more information, please contact [email protected]. LAWYER OF THE AMERICAS AVIATION REPORT SUZANNE C. PINKERTON* United Nations In September 1977, the International Civil Aviation Organization (ICAO) held its Twenty-second Assembly. Among the resolutions adopted was Resolution A 22-16,1 in which the Assembly requested those member states which had not previously done so, to become parties to the Conven- tion for the Suppression of Unlawful Seizure of Aircraft (Hague, 1970)2 and the Convention for the Suppression of Unlawful Acts against the Safety of Civil Aviation (Montreal, 1971).1 On November 3, 1977, the United Nations General Assembly, in response to the concern voiced by the ICAO, adopted by consensus Resolution 32/84 on the safety of international civil aviation. In adopting the resolution the General Assembly reaffirmed its condemna- tion of aerial hijacking and other interference with civil air travel. Two days earlier the Special Political Commitee had approved, by consensus, the resolution in draft form? In its final form, Resolution 32/8 is divided into five paragraphs. -
Excellence with Equity: It’S Everybody’S Business Findings and Recommendations from the Achievement Gap Study Group
Excellence with Equity: It’s Everybody’s Business Findings and Recommendations from the Achievement Gap Study Group July 2016 Foreword What an honor it has been to work alongside such a dedicated group of educators. Our focus has been on ensuring the highest quality of education for every child in the Commonwealth. We can close the achievement gap if we are willing to consistently implement strategies that are backed by empirical data starting with the removal of stereotypical barriers that inflict adults and affect our children. Frederick Douglass has sagaciously suggested that, “It is easier to build strong children than it is to repair broken adults” (paraphrased). For that reason, this committee has put great emphasis on early childhood education to establish essential building blocks as a solid foundation for the installation of interlocking levels of knowledge critical to assuring that our children can successfully navigate the educational maze that holds the key to their future and ours. If we as policymakers and power brokers are not intentional Dedication about the origination of the solution to the present educational devastation that is devouring us, we will not be successful in steering our children to an intellectual This report is dedicated in destination that will lift the next generation to the heights we collectively aspire. memory of Lynda Thomas. A long-time Prichard This report rebukes the need for further study of what we should do and challenges Committee member all who are strategically positioned to make a difference by doing what we already and leader at Kentucky know. All children achieve more when challenged at high levels. -
Electric Airports
Electric Airports In the next few years, it is highly likely that the global aircraft fleet will undergo a transformative change, changing air travel for everyone. This is a result of advances in battery technology, which are making the viability of electric aircraft attractive to industry leaders and startups. The reasons for switching from a fossilfueled to electric powertrain are not simply environmental, though aircraft do currently contribute around 3% of global carbon dioxide emissions [1]. Electric aircraft will provide convenient, comfortable, cheap and fast transportation for all. This promise provides a powerful incentive for large companies such as Airbus and many small startups to work on producing compelling electric aircraft. There are a number of fundamental characteristics that make electric aircraft appealing. The most intuitive is that they are predicted to produce very little noise, as the propulsion system does not rely on violent combustion [2]. This makes flying much quieter for both passengers and people around airports. As they do not need oxygen for burning jet fuel, they can fly much higher, which in turn will make them faster than today’s aircraft as air resistance decreases with altitude [3]. The most exciting characteristic is that electric aircraft could make vertical takeoff and landing, or VTOL, flight a possibility for everyone. Aircraft currently take off using a long runway strip, gaining speed until there is enough airflow over the wings to fly. It obviously doesn’t have to be this way, as helicopters have clearly demonstrated. You can just take off vertically. Though helicopters are far too expensive and slow for us to use them as airliners. -
Why Some Airport-Rail Links Get Built and Others Do Not: the Role of Institutions, Equity and Financing
Why some airport-rail links get built and others do not: the role of institutions, equity and financing by Julia Nickel S.M. in Engineering Systems- Massachusetts Institute of Technology, 2010 Vordiplom in Wirtschaftsingenieurwesen- Universität Karlsruhe, 2007 Submitted to the Department of Political Science in partial fulfillment of the requirements for the degree of Master of Science in Political Science at the MASSACHUSETTS INSTITUTE OF TECHNOLOGY February 2011 © Massachusetts Institute of Technology 2011. All rights reserved. Author . Department of Political Science October 12, 2010 Certified by . Kenneth Oye Associate Professor of Political Science Thesis Supervisor Accepted by . Roger Peterson Arthur and Ruth Sloan Professor of Political Science Chair, Graduate Program Committee 1 Why some airport-rail links get built and others do not: the role of institutions, equity and financing by Julia Nickel Submitted to the Department of Political Science On October 12, 2010, in partial fulfillment of the Requirements for the Degree of Master of Science in Political Science Abstract The thesis seeks to provide an understanding of reasons for different outcomes of airport ground access projects. Five in-depth case studies (Hongkong, Tokyo-Narita, London- Heathrow, Chicago- O’Hare and Paris-Charles de Gaulle) and eight smaller case studies (Kuala Lumpur, Seoul, Shanghai-Pudong, Bangkok, Beijing, Rome- Fiumicino, Istanbul-Atatürk and Munich- Franz Josef Strauss) are conducted. The thesis builds on existing literature that compares airport-rail links by explicitly considering the influence of the institutional environment of an airport on its ground access situation and by paying special attention to recently opened dedicated airport expresses in Asia. -
10. the AIRLINE PILOTS LOOK at RUNWAY GROOVING by Carl F
10. THE AIRLINE PILOTS LOOK AT RUNWAY GROOVING By Carl F. Eck Air Line Pilots Association, International SUMMARY The airline pilots have now had the opportunity to use grooved runways operation- ally for over a year. They have found significant benefits from this development and desire its universal application at all airports. Because of variable operating conditions and the fact that grooving only allows a wet runway to approach the braking capability of a dry runway, they do not believe that any reduction in runway length requirements on wet runways should result from this grooving. INTRODUCTION Every airline pilot has learned from experience that the braking capability that can be reasonably expected on a dry, clean runway surface is not attainable on all dry sur- faces. Even this lesser braking capability deteriorates rapidly when various amounts of water and other contaminants are present. Safety representatives from Air Line Pilots Association, International (ALPA) have searched long and hard for the best way to remove the hazards associated with this condition. Take-off and landing runway distances are all computed on the basis of hard dry runways, and there is for all practical purposes, no extra safety margin available for this braking deterioration in the case of abort at V1 during take-off. (Vi is the speed at which the pilot must decide whether to abort or con- tinue take-off.) Landing distances are also too marginal when all the variable stopping factors involved are considered. DISCUSSION In August 1965, ALPA published in the AIR LINE PILOT an article entitled "The Short Runway" (ref. -
Runway to Recovery
Runway to Recovery The United States Framework for Airlines and Airports to Mitigate the Public Health Risks of Coronavirus Guidance Jointly Issued by the U.S. Departments of Transportation, Homeland Security, and Health and Human Services Version 1.1 | December 2020 CONTENTS – 03 Overview 07 Principles 09 Air Transportation Stakeholder Roles and Responsibilities 11 A Risk-Based Approach for COVID-19 Outbreak Mitigation Planning 14 Public Health Risk Mitigation in the Passenger Air Transportation System 49 Future Areas of Research and Evaluation for Public Health Risk Mitigations 51 Implementation Challenges Specific to International Travel 53 Appendix A: Key Partners and Decision-Makers OVERVIEW A safe, secure, efficient, and resilient air transportation system is essential to our Nation’s physical, economic, and social health. The Coronavirus Disease 2019 (COVID-19) public health emergency has demonstrated that protecting public health in the air transportation system is just as critical as aviation safety and security to the confidence of the flying public. Government, aviation, and public health leaders have been working together—and must continue to do so—to meaningfully reduce the public health risk and restore passenger, aviation workforce (including aircrew), and public confidence in air travel. The U.S. Government continues to assess the evolving situation and the effectiveness of actions and recommendations implemented to date. This updated guidance reflects this continual assessment and updated information. Although there are some updates and adjustments throughout, the key additions and changes in this document include new information on: » Passenger and Aviation Workforce Education » Contact Tracing » Mask Use, specifically the need to accommodate those who cannot wear masks » Passenger Testing This document provides the U.S. -
Defensive Manual
TEAMWORK SIMPLY STATED, TEAMWORK WINS CHAMPIONSHIPS! Team Philosophy There are only three things that I ask you to believe in unquestionably. If you believe in these three things then you will be a part of this team no matter what your abilities or talents may be or how many mistakes you may make. Likewise, if you do NOT believe in these three things with all your heart and soul, then you will not be a part of this team no matter what your abilities or talents may be or how perfect you may be. You must believe in: 1. YOURSELF. To be successful in anything you must believe (care, trust, confidence) in yourself. If you do not believe in yourself, no one else will. 2. TEAMATE. You must believe in your team mate. We cannot accomplish anything of great value in life without help. Even Jesus had help; he had 12 team mates; it only took one to betray him and the team. If you have a team mate that you do not believe in, then we must build him up 3. COACHES. Finally, you must believe in your leaders, the coaches for we are apart of the team. After Judas betrayed Jesus and the Jews crucified Him, the apostles denied knowing Him and went into hiding. But their faith in Him reunited them and revived their belief in each other which provided them the courage they needed to dedicate and give their lives to His teachings. Thanks to those faithful 11, the teachings of Jesus live today. Nothing of any great significance was ever accomplished alone. -
Chapter 8 - Frequently Used Symbols
UNSIGNALIZED INTERSECTION THEORY BY ROD J. TROUTBECK13 WERNER BRILON14 13 Professor, Head of the School, Civil Engineering, Queensland University of Technology, 2 George Street, Brisbane 4000 Australia. 14 Professor, Institute for Transportation, Faculty of Civil Engineering, Ruhr University, D 44780 Bochum, Germany. Chapter 8 - Frequently used Symbols bi = proportion of volume of movement i of the total volume on the shared lane Cw = coefficient of variation of service times D = total delay of minor street vehicles Dq = average delay of vehicles in the queue at higher positions than the first E(h) = mean headway E(tcc ) = the mean of the critical gap, t f(t) = density function for the distribution of gaps in the major stream g(t) = number of minor stream vehicles which can enter into a major stream gap of size, t L = logarithm m = number of movements on the shared lane n = number of vehicles c = increment, which tends to 0, when Var(tc ) approaches 0 f = increment, which tends to 0, when Var(tf ) approaches 0 q = flow in veh/sec qs = capacity of the shared lane in veh/h qm,i = capacity of movement i, if it operates on a separate lane in veh/h qm = the entry capacity qm = maximum traffic volume departing from the stop line in the minor stream in veh/sec qp = major stream volume in veh/sec t = time tc = critical gap time tf = follow-up times tm = the shift in the curve Var(tc ) = variance of critical gaps Var(tf ) = variance of follow-up-times Var (W) = variance of service times W = average service time. -
Rookie Tackle 7-Player Rule Book
ROOKIE TACKLE 7-PLAYER RULE BOOK American Development Model ROOKIE TACKLE 7-PLAYER TACKLE RULES Playing Field 1. The playing field is 40 x 35 1/3 yards, allowing for two fields to be created on a traditional 100-yard field at the same time. 2. The sidelines extend between the insides of the numbers on a traditional football field and should be marked with cones every five yards. Use traditional pylons, if available, to mark the goal line and the back line of the end zone. 3. Additional cones can be placed between the five-yard stripes and in line with the inside of the numbers to further outline the playing surface if desired. 4. All possessions start at the 40-yard line going toward the end zone. a. This leaves a 20-yard buffer zone between the two game fields for game administration and safety purposes. Game officials, league personnel, athletic trainers and designated coaches are allowed in this space. b. The offensive huddle may take place in the Administrative Zone. c. Players not in the game stand on the traditional sidelines with one or more coach(es) to supervise. d. The standard players’ box should be used for sideline players. With the field split in two, this keeps players between the 25- and 40-yard line on each respective field and side. 5. First downs, down markers and the chain gang are administered in accordance with National Federation (NFHS) or local rules – starting from the 40-yard line. Coaches and players not in the game stand here ADMINISTRATIVE END ZONE ZONE END ZONE Coaches and players not in the game stand here 2 7-Player Rules Rookie Tackle uses the NFHS rule book as a base and employs the following adjustments for 7-player football. -
NOC FALL LISTENING SESSION Metropolitan Airports Commission October 24, 2018 MEETING AGENDA
NOC FALL LISTENING SESSION Metropolitan Airports Commission October 24, 2018 MEETING AGENDA 7:00 Welcome 7:00 Introductions What is your name? Where do you live? What is your goal for this meeting? 7:10 NOC Update 7:20 2019 NOC Work Plan Ideas 8:00 Closing Feedback What did you like / dislike about the meeting format? NOC UPDATE Community Representatives Industry Representatives Minneapolis Scheduled Airlines Richfield Cargo Carrier Bloomington Charter Operator Eagan Chief Pilot Minnesota Business Aviation Mendota Heights Association At-Large Representative At-Large Representative Apple Valley, Burnsville, Edina, Inver Grove Heights, St. Paul, St. Louis Park and Sunfish Lake • NOC viewed as an industry model in reaching collaborative solutions to aircraft noise impacts NOC UPDATE Provide policy recommendations or options to the MAC Planning, Identify, study and analyze Development and Environment airport noise issues Committee and full Commission regarding airport noise issues Ensure the collection of Monitor compliance with information and dissemination to established noise policy at MSP the public NOC UPDATE – 2018 WORK PLAN • Review Residential Noise Mitigation Program • Evaluate Mendota Heights Airport Relations Implementation Status Commission Runway 12L Departure Proposal • Annual Noise Contour Report and Mitigation • Review and respond to MSP FairSkies requests Eligibility • NOC Bylaw Subcommittee Recommendations • Update on the MSP Long Term Comprehensive • Review and discuss Runway Use System priorities Plan and Associated