35

During daytime and good visibility, it should be pretty obvious that runway markings are white and taxiway markings are yellow. Runways have the runway designator in big white numbers at the end and a dashed centerline, while taxiways have a narrow continuous yellow centerline. During nighttime, you will notice that runway lights are white or yellowish ...


33

There is at least one: In Gisborne, New Zealand, there is a freight rail line which crosses the south end of runway 14/32 at Gisborne Airport (GIS). It appears to still be an active line for freight (logging) haulage, as well as occasional passenger excursions. Image source: Google Maps, plus own annotation. This article has some additional pictures and ...


19

Way to go on thinking outside of the box. Actually, it might work. Although the logistics of it are above my pay-grade. Maybe, some smart group out there could make it work. But, your question doesn’t ask for ways to make it works. It specifically asked for reasons it might not works. So, here it goes: cable car feasibility over all does not have a great ...


17

I'm fairly sure that sign is beside taxiway C*, and as you can see from the aerodrome chart it is right next to the main apron. Aircraft holding in this position have the main apron directly behind them. The sign is instructing pilots to use the minimum thrust necessary to move off from that position, as there could be personnel, vehicles etc on the apron. ...


13

There is another place too, Manakara East Madagascar. Both train and airport are still active.


12

To answer the title question, yes. There are nice timelapse videos for EGLC/LCY on YouTube, if you want to see it in action. (Example.) As for the actual operation at the airport, below is the official chart and textual data via the UK AIP: 6 USE OF RUNWAYS b) Minimum Runway Occupancy Time - Arriving Aircraft. Pilots are reminded that ...


12

Per the Runway Safety HANDBOOK, First Edition 2014: 2.4 Taxiway Naming Convention A simple and logical method for designating the taxiways should be developed. The following general guidelines should be followed: Naming of the taxiways begins on one side of the aerodrome and carries on to the other extremity (e.g. from east to west or from north to south); ...


11

Yes, it's the same. An airport consists of one or several runways, one or several parking areas (aprons) and a number of taxiways connecting them. All runways and taxiways are uniquely named. When taxiing around the airport - be it from runway to parking, or vice versa, or between parking areas, hangars etc. - ATC instructs the pilot of the exact route to ...


11

Practically this would not work due to the sheer size of the cable you would need. A fully loaded A380 is 1.25 million pounds. A B787 is .5 million pounds and a B737 is about 150,000 pounds. On a busy day at a large airport you may have 20 airplanes or more in line, assuming a mix of airplanes you'd have somewhere around 5 million pounds of airplanes to tow ...


11

There’s at least another one (not an active crossing anymore though): Wynyard Airport, on Tasmania's north-western coast, was quite unusual in that it was one of the few airports in the world to have a railway crossing on a runway. See link. Edit: Further down my favourite search engine‘s results, there’s evidence that very question has been discussed ...


10

Their is a lightly used freight line crossing the runway at Filton airport, Bristol, UK. Not sure if Filton is still in use as Airbus industries no longer fly their Beluga Airbus from there. As a train driver, i worked freight locos across the branch line. We had a signal either side of the runway interlocked with a signal cabin.


7

Additional information on the airport would have been nice, but from the markings it looks like it simply is a pad where two aircraft can be positioned at once. This can be useful where you have a case of eg. one aircraft needing additional time to be ready for take-off while the aircraft behind is all set, or a larger aircraft in front being held back to ...


6

Cable cars, trains, and ski lifts essentially live their lives on the track or line. The repositioning and shuffling that must happen on an airport, especially pulling into and out of arrival/departure gates would make such limited track systems a nightmare. There would be a need for aircraft to move around under their own power or be towed by a tug, at ...


6

I suppose it is a turning area for making a U-turn after a backtrack. You can see traces from such turns on ground


5

1) The video you are specifically referencing is JFK (as you probably know). JFK has a very complex airport layout and generally is very busy. There are a variety of reasons "tugs are last priority." While it's not a specific rule to always allow airplanes under their own power to move first - Air Traffic Control exists to expedite the flow of traffic, ...


5

It's not really a regulation question, at least not in the way you think. There's 2 possibilities: A controlled airfield: in an airfield which has air traffic control all movements require a clearance, if the tower clears an airplane to use a taxiway then that is all that airplane is allowed to do unless there's an emergency of some kind. It would be ...


5

What happens in the flight deck at an airport with a complex taxiway system (like NY JFK, which has many multiple parallel taxiways and numerous wrong-turn traps) is the pilot taking the clearance will (should) write it down like a flight plan clearance before reading it back (it's a good idea to write down any clearance with more than 3 elements in it). ...


3

Taxi schemes vary with the airport, and also with the prevailing conditions. Some airports may issue a taxi clearance to a runway with intervening taxiways, while others may issue a taxi clearance to a holding point, and then issue another clearance as the aircraft approaches that point. Some locations use standard taxi routings with comprehensive airport ...


3

Both are hold position signs; white on red is "to protect a priority route". — UK AIP GEN 2.3 Below is the red J2 and black J1 as seen from the cockpit (YouTube): Red J2 Black J1 The usage description below shows inconsistency with the map, which hints at a gradual phasing out (see 2021 update below): Where it is considered necessary to ...


3

You are referring to ICAO Annex 14 Volume I, Aerodrome Design and Operations. Section 3.9.9 says: Recommendation.— Where slope changes on a taxiway cannot be avoided, the transition from one slope to another slope should be accomplished by a curved surface with a rate of change not exceeding: 1 per cent per 30 m (minimum radius of curvature ...


3

If this is a military airfield it is the arming area where ground crews do final arming of ordnance on the aircraft before it takes off. The extra space also allows more room for marshalling multiple mission aircraft to compress takeoff intervals.


2

Apron taxiways are just taxiways, except they are on the apron. They help planes on the apron connect to the main taxiways or the planes on the main taxiways connect to the apron. I don't know what you meant by holding taxiways, but I assume you meant runway threshold or runway holding point. In that case, here's your illustration: Notice how the apron ...


2

ExpediteDescent has done an excellent job of describing how pilots distinguish runways and taxiways. In addition to what he has posted, I would like to add that it boils down to situational awareness and proper prior planning. Runways and taxiways are very well identifiable from there markings, lights, and signs. And, only specially equipped aircraft with ...


2

If you allow taxiway to also mean a surface where an airplane rolls but not under its own power, then there's the lower decks of an aircraft carrier, and Schätz's carousel hangars. Note that even Schätz prefers scissors lifts to multilevel tarmac. Multilevel tarmac would means ramps between levels, which is commonplace for surface vehicles but rare for ...


2

No, lack of a centerline stripe doesn't restrict a controller from assigning that routing, nor does it restrict a pilot from turning there. The stripe might be omitted because "that" turn wasn't anticipated to be used often, but the stripes (or lack thereof) carry no regulatory authority.


2

As many answers point out, one large problem is the cable itself, and how much of it you'd need to pull around to let different planes move in different ways as needed. (And how big/heavy it would have to be). A real proposal is a similar idea, but with electric power instead of cable towing. https://news.okstate.edu/articles/engineering-architecture-...


2

The reason is the grading (inclination). There should be enough clearance, and so you need either a very long ramp (which which remove many alternate intersecting, so not really solving problems, if it is at border, just make a parallel taxiway) or a step ramp, which will have many problems: you need a different handling of plane (breaks, power) which pilots ...


1

Definitely not. Because taxiways can intersect. Roadways and taxiways can also intersect, like at Gibraltar, but it is not desirable at busy airports for safety, security, and traffic. Those usually cost tens to hundreds of millions (USD) to construct. Note: Wikipedia has a fairly extensive list of runway/taxiway bridges.


1

Look closely at the landing decks of the more modern Aegis / Arleigh Burke destroyers. There is a slotted trackway from the landing deck leading into each of the two helicopter hangars.


1

The main difference is that stop bars are used for stopping traffic from blocking ILS signals for traffic inbound on near runways, and intermediate position holding lights are used for holding short for taxiways. Pretty sure your image has that explained already.


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