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From page 102... ... Separations OFA Centerline Wingtip Standard 324 ft Existing 284–300 ft Airport Ref Code D-VI Critical Aircraft Aircraft 1 Aircraft 2 Model B747-800 B747-800 ADG VI VI Wingspan 224' 224' Synopsis Based on AC 150/5300-13, Chapter 2, Table 2-3, the required taxiway to taxiway centerline separation to accommodate a Boeing B747-8 (i.e., ADG VI) Read the entire page →
From page 103... ... Application of Methodology Risk Plot AA-7 Wingtip Sep 41 ft Severity Major Risk Level < 1.0E-09 Conclusion Low Risk Acceptable Restrictions Restrict simultaneous aircraft operation involving B747-800 aircraft on Read the entire page →
From page 104... ... 23.5 ft (TWY/TWY) Severity Major Risk Level < 1.0E-09 < 1.0E-09 Conclusion Low Risk Acceptable Read the entire page →
From page 105... ... MOS Issue Taxiway/ Taxiway Approval Date 3/6/2006 Separations OFA Centerline Wi ngtip Standard 215 ft Existing 154 ft 35 ft Airport Ref Code C-IV Critical Aircraft Aircraft 1 Aircraft 2 Model B757-300 B757-300 ADG IV IV Wi ngspan 125 ft 125 ft Synopsis In order to accommodate push-backs from Concourse B and for the aircraft to remain in the non-movement area without blocking Taxiway Q, a relocation/realignment of Taxiway Q was required. The proposed MOS was to relocate a portion of Taxiway Q between P2 and P3, moving it closer to Taxiway P Read the entire page →
From page 106... ... Application of Methodology Risk Plot AA-7 Wingtip Sep 35 ft Severity Major Risk Level < 1.0E-09 Conclusion Low Risk Acceptable Case Study # 10 - Chicago O'Hare International Airport (ORD) MOS Issue Taxiway/Object Approval Date 9/30/2005 Separations OFA Centerline Wingtip Standard 160 ft Existing 131 ft Airport Ref Code D-V Critical Aircraft Aircraft 1 Aircraft 2 Model B747-400 N/A ADG V Wingspan 213' Synopsis The existing separation between Taxiway A and the terminal core service road that is located next to Concourses C, E, F, G, and H is 131 ft, while the required taxiway object OFA is 160 ft. Read the entire page →
From page 107... ... MOS Issue Taxiway/Taxiway Approval Date 9/30/2005 Separations OFA Centerline Wingtip Standard 267 ft Existing 251 ft Airport Ref Code D-V Critical Aircraft Aircraft 1 Aircraft 2 Model B747-400 B747-400 ADG V V Wingspan 196' 196' Synopsis The existing separation between Taxiways A and B is 251 ft, while the required separation is 267 ft. At the time the taxiways were built, 251 ft complied with the FAA design criteria. Read the entire page →
From page 108... ... Application of Methodology Risk Plot AA-5 Centerline Sep 251 ft Severity Major Risk Level < 1.0E-09 Conclusion Low Risk Acceptable Case Study # 12 - Barnstable Municipal Airport (HYA) MOS Issue Runway/Taxiway Approval Date 8/17/1998 Separations OFA Centerline Wingtip Standard 400 ft 282 ft Existing 300 ft 219 ft evaluating other alternative solutions to the separation between Taxiways A and B, an MOS was requested to keep the existing separation while following the mentioned Air Traffic Order operation restrictions. Read the entire page →
From page 109... ... Cross-section of the runway/taxiway existing separation at HYA. Application of Methodology Risk Plot AA-33 and AA-43 Centerline Sep Severity Catastrophic Risk Level Airborne 1.1E-09 Risk Level Ground 1.0E-07 Annual Vol. Read the entire page →
From page 110... ... Due to economic constraints, the feasible solution to the separation noncompliance was to request an MOS. After a detailed analysis of several representative aircraft, it was determined that the existing separation provided adequate clearance for two critical aircraft (B727-200) Read the entire page →
From page 111... ... MOS Issue Runway/Taxiway Approval Date 6/12/2009 Separations OFA Centerline Wingtip Standard 500 ft and 550 ft Existing 400 ft Airport Ref Code D-VI Critical Aircraft Aircraft 1 Aircraft 2 Model B747-800 B747-800 ADG VI VI Wingspan 224' 224' Synopsis Based on AC 150/5300-13, Chapter 2, Table 2-2, the required runway to taxiway separation at SEA is 400 ft for a CAT I approach, 500 ft for CAT II/III approach with a visibility no lower than ½ statute mile, and 550 ft for CAT II/III approach with a visibility less than ½ statute mile. The existing northernmost section of Taxiway B is located 400 ft east of the approach end of Runway 16L and thus complies with the requirement for CAT I approaches, but provides less than the required separation for CAT II/III approaches. Read the entire page →
From page 112... ... Operations Expected # Years > 100 years Conclusion High Risk Case Study # 15 - Seattle-Tacoma International Airport (SEA) MOS Issue Taxiway/Taxilane Approval Date 6/2/2009 Separations OFA Centerline Wingtip Standard 324 ft 62 ft Existing 219 ft 44.3 ft Airport Ref Code D-VI Read the entire page →
From page 113... ... the average wingtip clearance for an ADG IV taxilane and an ADG VI taxiway required a minimum wingtip separation of 42.3 ft. This distance is less than the available wingtip separation of 44.3 ft between the typical aircraft using Taxiway B (Boeing B747-800) Read the entire page →
From page 114... ... MOS Issue Runway/Taxiway Approval Date 3/5/1999 Separations Runway OFA Taxiway OFA Centerline Standard 186 ft 400 ft Existing 169 ft 320 ft Airport Ref Code D-III Critical Aircraft Aircraft 1 Aircraft 2 Model Grumman Gulfstream IV Grumman Gulfstream IV ADG III III Wingspan 78' 78' Synopsis Based on AC 150/5300-13, Chapter 2, Table 2-2, the required runway to taxiway separation at ASE, classified as an ADG D-III airport, is 400 ft. A relocation of the existing taxiway was proposed to increase the runway/taxiway separation from 221.5 ft to 320 ft. Read the entire page →
From page 115... ... Application of Methodology Risk Plot AA-33, AA-34, and AA-43 Centerline Sep 320 ft Severity Catastrophic Risk Level Airborne Cat I – 8.5E-10 Cat II – 9.0E-09 Risk Level Ground 9.0E-08 Annual Vol. Operations 45,000 Expected # Years > 100 years Conclusion Medium Risk Mitigation Recommended Read the entire page →
From page 116... ... To avoid abandoning Taxiway F, an MOS to the standard separation between Taxiway E and F was requested. The required parallel taxiway separation for the critical ADG III per AC 150/5300-13, Chapter 2, Table 2-3 was 152 ft. Read the entire page →
From page 117... ... Application of Methodology Risk Plot AA-7 Wingtip Sep 44 ft Severity Major Risk Level < 1.0E-09 Conclusion Low Risk Acceptable Case Study # 18 - New Castle Airport (ILG) MOS Issue Taxiway/Object Approval Date 6/29/2000 Separations OFA Centerline Wingtip Standard 259 ft 129.5 ft Existing 206 ft 103 ft Airport Ref Code D-V Critical Aircraft Aircraft 1 Aircraft 2 Model AC-130 Spectre N/A ADG IV Wingspan 132.5' Read the entire page →
From page 118... ... Cross-section of the existing separation at ILG. Application of Methodology Risk Plot AA-11 Centerline Sep 103 ft Severity Major Risk Level 2.8E-08 Conclusion Low Risk Acceptable Read the entire page →
From page 119... ... With respect to the runway OFA, AC 150/5300-13, Chapter 3, Table 3-3 requires a width of 800 ft versus the 750 ft existing separation available. However, the hangar structures were outside of the taxiway OFA, the runway safety area (RSA) Read the entire page →
From page 120... ... MOS Issue Runway/Taxiway Approval Date 6/26/2002 (subm.) Separations Runway OFA Taxiway OFA Centerline Standard 240 ft Existing 197 ft Airport Ref Code B-II Critical Aircraft Aircraft 1 Aircraft 2 Model Beech King Air C90 Beech King Air C90 ADG II II Wingspan 50' 50' Read the entire page →
From page 121... ... Cross-section of the existing separation at TAN. Application of Methodology Risk Plot AA-31 and AA-47 Centerline Sep 197 ft Severity Catastrophic Risk Level Airborne 3.0E-10 Risk Level Ground 8.0E-08 Annual Vol. Read the entire page →
From page 122... ... TRB Transportation Research Board TSA Transportation Security Administration U.S.DOT United States Department of Transportation Read the entire page →

From page 102...

... Separations OFA Centerline Wingtip Standard 324 ft Existing 284–300 ft Airport Ref Code D-VI Critical Aircraft Aircraft 1 Aircraft 2 Model B747-800 B747-800 ADG VI VI Wingspan 224' 224' Synopsis Based on AC 150/5300-13, Chapter 2, Table 2-3, the required taxiway to taxiway centerline separation to accommodate a Boeing B747-8 (i.e., ADG VI)