Airplanes require a certain speed to be able to stay in the air. By having headwinds, airplanes require less relative speed to fly. On the other hand, airplanes have great difficulty taking off and landing in side winds (technically known as crosswinds). Based on this, airport runways are usually constructed in such a way that, for a year, crosswinds do not exceed the allowable values ​​for the design aircraft 5% of the time. To the extent that winds vary substantially from year to year, historical series of at least 10 years are required to establish whether the orientation is adequate.

At major airports, runways are generally made of asphalt or concrete pavement. The thickness of the runway base depends on the type and size of the aircraft that will use it and the composition of demand. For example, runways intended for large aircraft require an extremely thick base (between approximately 15 and 51 cm) to support the high weight of such devices. However, small landing fields in small towns are often made of dirt, turf, grass or gravel.

The structural package of a rigid pavement for airfield runways is composed of a simple concrete base (or reinforced, at intersections with other runways and exits) that distributes stresses to the compacted natural soil (or subgrade). If the mass of the design aircraft exceeds 100,000 pounds (unit of mass), an intermediate layer of stabilized material is included that evenly distributes the slab load and reduces damage from freezing and thawing.

For those small airports with short landing fields and located in small cities, farms or towns, these can be made of dirt, grass, gravel, grass, among others.

Aircraft that have a high-strength tricycle landing gear such as: can land on these runways.

Each track is named with two numbers, one for each of the two addresses and eventually a letter. This allows pilots to easily identify the runway and which side of it they should use. The number means the direction in degrees (rounded to the nearest ten and trimmed to the last digit) with respect to magnetic north to which the track is directed (at a head) and respectively the opposite head, will be named with the complement angle (opposite direction, that is, 180° difference).

If, for example, a track has the designation 04 in one direction, its identification in the opposite direction will be 22. These numbers are painted in very large characters, in white, on the surface of the runway at both ends, so that they can be recognized by pilots from the air at a certain distance. If an airport has two runways that run parallel, and which are therefore identified with the same number, a R (from English Right) is added after the number on the right runway, and a L (from Left) on the left runway. In this case, the two tracks could have, for example, the identifiers 07R and 07L. If the airport even has a third runway parallel to the other two, the name of the center runway will be 07C (from Center) in this example. The direction of the runway is indicated in magnetic degrees, eliminating the last figure. A runway whose direction is, for example, towards the east, or 90 degrees, will therefore be designated 09, and a runway whose direction is towards the southwest, or 225 degrees, will be identified as 22.

A special case such as that of the Dallas-Fort Worth International Airport, since of its seven landing and take-off runways (one of the airports with the most runways in the world), five are parallel, it needs to use a slightly different procedure. The two runways located to the west are given the names 36L and 36R, and the remaining three have a number subtracted, leaving them 35L, 35C and 35R. It's not entirely correct, but it's the best way to determine them.

The letter refers to the position of the track with respect to the others that maintain the same direction. There are 3 letters: L (Left, left), R (Right, right) and C (center). In the event that there are more than three parallel lanes, the W applies to the one to the left of the L. Likewise, if an airport does not have parallel runways, it is enough to just enter the numbering, without adding letters.

Example: In the same airport as the previous example, there are two runways that are facing the same direction, and they are 05L (Left, 05 left), and 05R (Right, 05 right), similarly the ones on the other side are 23L (the other end of 05R) and 23R (the other end of 05L).

The landing and take-off runways have white markings painted on the surface of the runway, the objective of which is to inform pilots when taking off, and especially when landing, about the various sections and distances of the runway, as well as about its central longitudinal axis, to facilitate their maneuvers.

For takeoffs and landings at night and in conditions of reduced visibility, such as in the case of fog, the runways are illuminated by lights that indicate their sides, the central longitudinal axis, the various sections of the runway, as well as its beginning and end. For landings in these conditions, runways of some importance have landing beacons that are installed several hundred meters in front of the runway, and which consist of spotlights mounted in a certain order.

Visual approach slope indicators

An important visual aid to the final approach towards the head of the runway are the visual approach slope indicators, which provide greater certainty in the approach in conjunction with the visual and instrumental approach aid systems. VASIs are typically installed in locations where one or more of the following conditions exist:

Runway End Indicator Lights (REIL)

Sometimes the lights are located at the end of the runway to aid rapid and effective identification of the approach to the end of the runway. When you are on the second half of the track, the white centerline and edge lights become a row of alternating white and red bulbs. On the last stretch of track there are only red light bulbs. In this way the pilot can properly identify the end of the runway without the possibility of confusion. A system is also usually incorporated that consists of two series of lights that synchronously emit "Flash (photography)") (called strobe lights), one on each side of the last section of the track. However, these are not usually installed, since the strobe light system is incorporated into the Approach Light System. The REIL system is used to distinguish the runway head in locations characterized by numerous ground lights, such as neon signs or other lights that may distract the pilot's attention.

Approach Lighting Systems (ALS)

Approach lighting systems are used in the vicinity of the runway head as part of the electronic navigation aids for the final portion of precise and non-precise approaches of an IFR flight; and also as a visual guide on night VFR flights. The approach lighting system provides the pilot with visual input regarding the aircraft's alignment, balance, horizon, width, and position relative to the runway head. Since airport lighting systems replaced the necessarily rapid mental actions on visual information that drive decisions, a visual system is ideal for guidance during the last critical seconds of downward movement on the glide pattern. The approach lighting system was created based on the glide pattern angle, visual range, cockpit cut-off angle, and landing speeds. This is essential so that pilots are able to use and identify ALS and interpret the system without confusion. Among the main ALS systems are:.

PAPI system

The PAPI system consists of a crossbar of four red or white lights normally located on the left side of the track. If the plane is going very high on the glide slope you will see all the white lights; If you go a little high you will see three white lights and one red; If you go too low, you will see them all red; If you're just going a little low you'll see three reds and one white, and if you're on the right path you'll see two whites and two reds.

Illumination of the central shoulder and the contact area of ​​the runway

These lighting systems facilitate landings, turns and takeoffs. The touchdown zone lights are primarily used for landings, and the runway center lights assist after touchdown and provide primary guidance during the takeoff roll. Both systems are used as a complement to electronic approach aids and ALS under conditions of limited visibility.

The Center of the Runway Lights are attached almost at the same height of the pavement and overlapped on a maximum of two feet "Foot (unit)") to leave the shouldering paint free. The center lights are white except for the last 3000 feet. From 3,000 to 1,000 feet down the runway, the lights alternate between red and white.

Airplanes require a certain speed to be able to stay in the air. By having headwinds, airplanes require less relative speed to fly. On the other hand, airplanes have great difficulty taking off and landing in side winds (technically known as crosswinds). Based on this, airport runways are usually constructed in such a way that, for a year, crosswinds do not exceed the allowable values ​​for the design aircraft 5% of the time. To the extent that winds vary substantially from year to year, historical series of at least 10 years are required to establish whether the orientation is adequate.

At major airports, runways are generally made of asphalt or concrete pavement. The thickness of the runway base depends on the type and size of the aircraft that will use it and the composition of demand. For example, runways intended for large aircraft require an extremely thick base (between approximately 15 and 51 cm) to support the high weight of such devices. However, small landing fields in small towns are often made of dirt, turf, grass or gravel.

The structural package of a rigid pavement for airfield runways is composed of a simple concrete base (or reinforced, at intersections with other runways and exits) that distributes stresses to the compacted natural soil (or subgrade). If the mass of the design aircraft exceeds 100,000 pounds (unit of mass), an intermediate layer of stabilized material is included that evenly distributes the slab load and reduces damage from freezing and thawing.

For those small airports with short landing fields and located in small cities, farms or towns, these can be made of dirt, grass, gravel, grass, among others.

Aircraft that have a high-strength tricycle landing gear such as: can land on these runways.

Each track is named with two numbers, one for each of the two addresses and eventually a letter. This allows pilots to easily identify the runway and which side of it they should use. The number means the direction in degrees (rounded to the nearest ten and trimmed to the last digit) with respect to magnetic north to which the track is directed (at a head) and respectively the opposite head, will be named with the complement angle (opposite direction, that is, 180° difference).

If, for example, a track has the designation 04 in one direction, its identification in the opposite direction will be 22. These numbers are painted in very large characters, in white, on the surface of the runway at both ends, so that they can be recognized by pilots from the air at a certain distance. If an airport has two runways that run parallel, and which are therefore identified with the same number, a R (from English Right) is added after the number on the right runway, and a L (from Left) on the left runway. In this case, the two tracks could have, for example, the identifiers 07R and 07L. If the airport even has a third runway parallel to the other two, the name of the center runway will be 07C (from Center) in this example. The direction of the runway is indicated in magnetic degrees, eliminating the last figure. A runway whose direction is, for example, towards the east, or 90 degrees, will therefore be designated 09, and a runway whose direction is towards the southwest, or 225 degrees, will be identified as 22.

A special case such as that of the Dallas-Fort Worth International Airport, since of its seven landing and take-off runways (one of the airports with the most runways in the world), five are parallel, it needs to use a slightly different procedure. The two runways located to the west are given the names 36L and 36R, and the remaining three have a number subtracted, leaving them 35L, 35C and 35R. It's not entirely correct, but it's the best way to determine them.

The letter refers to the position of the track with respect to the others that maintain the same direction. There are 3 letters: L (Left, left), R (Right, right) and C (center). In the event that there are more than three parallel lanes, the W applies to the one to the left of the L. Likewise, if an airport does not have parallel runways, it is enough to just enter the numbering, without adding letters.

Example: In the same airport as the previous example, there are two runways that are facing the same direction, and they are 05L (Left, 05 left), and 05R (Right, 05 right), similarly the ones on the other side are 23L (the other end of 05R) and 23R (the other end of 05L).

The landing and take-off runways have white markings painted on the surface of the runway, the objective of which is to inform pilots when taking off, and especially when landing, about the various sections and distances of the runway, as well as about its central longitudinal axis, to facilitate their maneuvers.

For takeoffs and landings at night and in conditions of reduced visibility, such as in the case of fog, the runways are illuminated by lights that indicate their sides, the central longitudinal axis, the various sections of the runway, as well as its beginning and end. For landings in these conditions, runways of some importance have landing beacons that are installed several hundred meters in front of the runway, and which consist of spotlights mounted in a certain order.

Visual approach slope indicators

An important visual aid to the final approach towards the head of the runway are the visual approach slope indicators, which provide greater certainty in the approach in conjunction with the visual and instrumental approach aid systems. VASIs are typically installed in locations where one or more of the following conditions exist:

Runway End Indicator Lights (REIL)

Sometimes the lights are located at the end of the runway to aid rapid and effective identification of the approach to the end of the runway. When you are on the second half of the track, the white centerline and edge lights become a row of alternating white and red bulbs. On the last stretch of track there are only red light bulbs. In this way the pilot can properly identify the end of the runway without the possibility of confusion. A system is also usually incorporated that consists of two series of lights that synchronously emit "Flash (photography)") (called strobe lights), one on each side of the last section of the track. However, these are not usually installed, since the strobe light system is incorporated into the Approach Light System. The REIL system is used to distinguish the runway head in locations characterized by numerous ground lights, such as neon signs or other lights that may distract the pilot's attention.

Approach Lighting Systems (ALS)

Approach lighting systems are used in the vicinity of the runway head as part of the electronic navigation aids for the final portion of precise and non-precise approaches of an IFR flight; and also as a visual guide on night VFR flights. The approach lighting system provides the pilot with visual input regarding the aircraft's alignment, balance, horizon, width, and position relative to the runway head. Since airport lighting systems replaced the necessarily rapid mental actions on visual information that drive decisions, a visual system is ideal for guidance during the last critical seconds of downward movement on the glide pattern. The approach lighting system was created based on the glide pattern angle, visual range, cockpit cut-off angle, and landing speeds. This is essential so that pilots are able to use and identify ALS and interpret the system without confusion. Among the main ALS systems are:.

PAPI system

The PAPI system consists of a crossbar of four red or white lights normally located on the left side of the track. If the plane is going very high on the glide slope you will see all the white lights; If you go a little high you will see three white lights and one red; If you go too low, you will see them all red; If you're just going a little low you'll see three reds and one white, and if you're on the right path you'll see two whites and two reds.

Illumination of the central shoulder and the contact area of ​​the runway

These lighting systems facilitate landings, turns and takeoffs. The touchdown zone lights are primarily used for landings, and the runway center lights assist after touchdown and provide primary guidance during the takeoff roll. Both systems are used as a complement to electronic approach aids and ALS under conditions of limited visibility.

The Center of the Runway Lights are attached almost at the same height of the pavement and overlapped on a maximum of two feet "Foot (unit)") to leave the shouldering paint free. The center lights are white except for the last 3000 feet. From 3,000 to 1,000 feet down the runway, the lights alternate between red and white.