Airport Compatibility 737-600

7/31/2019 Airport Compatibility 737-600

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Airport Operation and Navigation

B736-LRBS Essay

1 5 - M a y - 1 2

Diaconescu Razvan Alexandru

This essay consists of information about the B737-600

airplane, Baneasa airport and information about whether this

model can or can not operate on this aerodrome.


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B736-LRBS-ESSAY-AIR.Nav 1


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Contents:

1 Information about B737-600

1.1 737 family

1.2 A bigger wing, longer range and higher speed

1.3 Advanced engine technology

1.4 737 Boeing Interior

1.5 Demonstrates Continuous Improvement

1.6 737-600 Technical Characteristics

2 Information about Baneasa Airport

2.1 Aerodrome Geografic data

2.2 Operational hours

2.3 Handling Services and Facilities

2.4 Passangers Facilities

2.5 Rescue and fire fighting services

2.6 Seasonal availabilityclearing

2.7 Aprons, Taxiways and check locations data

2.8 Surface movement guidence and control system and markings

2.9 Aerodrome obstacles

2.10 Declared distances

2.11 Reduced declared distances

2.12 Runway physical characteristics

3 B736 compatibility with LRBS

3.1 Rescue and Fire Fighting

3.2 Ground Handling and Terminal Servicing 3.3 Pavement Data (physical surface movement analysis)

3.4 Preventing Runway Incursions

3.5 Analysis of services required to maintain operability all year

3.6 Operating in adverse weather conditions

3.7 Facilities for serving passengers

4 Conclusion


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1 Information about B737-600

1.1 737 family

The members of the Next-Generation 737 family -- the 737-600/-700/-800/-900ER models

continue the 737's popularity and reliability in commercial jetliner transport. The 737 are short-to-medium-range airplanes that have a modern flight deck using the most advanced navigation

technology available today. Airlines can choose to provide their flight crews with either the latest

display format, common with models such as the 777, or opt for data format commonality with

earlier 737 models.

The Next-Generation 737 family is offered in four sizes, ranging from 110 to 220 seats. The

737-600 is the smallest member of the family and can carry 110 to 132 passengers. Scandinavian

Airlines (SAS) became the launch customer for the 737-600 on March 15, 1995, when the airline

ordered 35 airplanes. The 737-600 earned type certification from the U.S. Federal Aviation

Administration (FAA) on Aug. 14, 1998, followed by Europe's Joint Aviation Authorities (JAA)

validation on September 4, 1998. First delivery of the 737-600 went to SAS in the third quarter of

1998.

1.2 A bigger wing, longer range and higher speed

The 737-600/-700/-800/-900ER models incorporate a new, advanced-technology wing design

that helps increase fuel capacity and efficiency, both of which increase range. On each wing, the

chord is increased by about 20 inches (50 cm) and the total span by approximately 18 feet (5.5 m).

The total wing area is increased by 25 percent to 1,341 square feet (125 m), providing 30 percent

more fuel capacity for a total of 6,875 U.S. gallons (26,020 L).

The 737-600 doesnt have the new Blended Winglets-technology, which boost performance,enhance range, fuel efficiency and take-off performance while lowering carbon emissions, engine

maintenance costs and noise this is available only for the 737-700, -800 and -900ER. The advanced

wing airfoil design provides an economical cruise speed of .78 Mach (590 mph).

1.3 Advanced engine technology

In April 2009, Boeing and CFM introduced the new CFM56-7BE engine enhancement

program to coincide with 737 airframe improvements. The combination reduces fuel consumption

by two percent. CFM's engine hardware changes improve airflow, and the engine runs at cooler

temperatures resulting in a one percent reduction in fuel consumption. Boeing's airplane structuralimprovements will reduce drag, reducing fuel use by about one percent. The combined

improvements also equal a two percent reduction in carbon emissions. Depending on an engine's

thrust rating, the new engine will provide up to four percent lower maintenance costs. In 2007, CFM

introduced a tech insertion package for the CFM56-7B engine. The Tech Insertion engine lowers

fuel consumption by one percent over the life of the engine and lowers maintenance costs by 12

percent through longer time on wing and improved durability. The Tech Insertion engine also


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reduces nitrous oxide emissions by 25 percent. CFM is a joint venture between General Electric Co.

of the U.S. and Snecma of France. All of its engines meet strict international emissions restrictions

and when efficiently integrated on the 737, meet international noise restrictions.

1.4 737 Boeing Interior

Drawing from years of research inspired by the travel experience, the 737 Boeing Interior

features new, modern sculpted sidewalls and window reveals that draw passenger eyes to the

airplane's windows, giving passengers a greater connection to the flying experience. The new design

offers larger, pivoting overhead stowage bins that add to the openness of the cabin. The bins give

more passengers room to store a carry-on roll-aboard near their own seat, adding both extra

convenience and extra leg room. Boeing redesigned reading-light switches so passengers can find

them more easily and avoid accidentally pressing the flight-attendant call button. Speakers

integrated into each row's passenger-service unit will improve sound and clarity of public address

operations, while the new air grill is tamper-proof and improves operational security.

1.5 Demonstrates Continuous Improvement

The Next-Generation 737 program continuously evaluates and incorporates value-added

technologies and design innovations to improve performance and capabilities. Recent offerings

include short-field performance enhancements to increase payload capacity and reduce takeoff and

landing field length; and carbon brakes to reduce weight for improved airplane operating

economics.


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Other changes include leading-edge display and flight-management software that allows the

airplane to fly the most restricted navigation routes through use of industry leading Required

Navigation Performance. The Next-Generation 737 is the first commercial jet airplane certified for

Ground Positioning System landings, which use satellite technology to make landings more

efficient, accurate, and environmentally friendly.

The Next-Generation 737 flight deck is equipped with technologies such as Vertical Situation

Display, which shows the current and predicted flight path of the airplane and indicates potential

conflicts with terrain; and Head-Up Display, which provides pilots with "eye-level" flight and safety

information. These optional features are examples of how the Next-Generation 737 is designed to

reduce flight delays, enhance safety and flight-crew efficiency.

1.6 737-600 Technical Characteristics

Powerplants: 737-600 - Two 86.7kN (19,500lb) CFM56-7B18 turbofans, or 101kN (22,700lb)

CFM56-7B22s on high gross weight version

Performance: Typical cruising speed Mach 0.785 (at 35,000 feet). Max certificated altitude

41,000ft. Range with 110 pax 2480km (1340nm) or 5648km (3050nm) for HGW version,

maximum Range 3,225 nautical miles (5,970 km) [2-class with winglets]. Maximum Fuel Capacity

6,875 U.S. gal (26,020 L). Take-off run 1796 m (SL, ISA+15, MTOW) and Landing run 1340

m(SL, ISA+15, MLW)

Weight: operating empty 37,104kg (81,800lb), Maximum landing weight 56,245kg (124,000lb),

Maximum take-off weight 65,090kg (143,500lb).ICAO category medium and FAA category large.

Dimensions: wing span 34.31m (112ft 7in), overall length 31.24m (102ft 6in), tail height 12.57m

(41ft 3in). wing area 125.0m2 (1344sq ft), interior Cabin Width 11 ft 7 in (3.53 m).

Capacity: with a flightcrew of two1it has a capacity 110 passengers in two classes or 132 in a

single class. Cargo 720 cu ft (20.4 cu m)


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2 Information about Baneasa Airport

2.1 Aerodrome Geografic data

Baneasa Airport is situated in Romania at 443013N 0260613E 070 MAG 1480 M from THR

07 coordinates, 8.5 km North from Bucureti, at 299 FT elevation, with a 24.9C referencetemperature, a geoid undulation at aerodrome elevation position of 115 FT and a magnetic variation

on an annual rate of chage of 5E (2010). Visual Flight Rules and Instrument Flight Rules are

permitted.

2.2 Operational hours

It has a 24 operational service for AD Administration,Customs and immigration, Health and

sanitation, AIS Briefing Office, ATS Reporting Office (ARO), MET Briefing Office ,ATS Fuelling

Handling Security De-icing.

2.3 Handling Services and Facilities

The aerodrome doesnt have Cargo-handling facilities, Hangar space for visiting aircraft orRepair facilities for visiting aircraft. It hasFuelling facilities for Kerosene TH type A1(1 refueler 32

t,1 refueler 16 t and storage: 70 t) and for AVGAS 100LL (1 refuler 4.3 t and storage: 30t), and one

de-icing unit with fluid type II that suits as the de-icing facility.

2.4 Passangers Facilities

Passengers cand find first aid, snack bars, exchange office and transportation at the

aerodrome. Hotels, restaurants, hospitals, banks, post and touris offices can be found in the city.

2.5 Rescue and fire fighting services

Baneasa aerodrome is equiped for fire fighting within AD HR: CAT 7 but lacks rescue

equipment and capability for removal of disabled aircraft.

2.6 Seasonal availabilityclearing

The airport is equiped with 1snow blower, 2 sweepers, 4 snow ploughs and 2 spreders as

clearing equipment. Clearance priorities:1. RWY 07/25 and associated TWY to Apron

2. Apron, ACFT stands and other TWY.

2.7 Aprons, Taxiways and check locations data

Apron surface is made of concrete and it strength is 64/R/D/W/TTaxiway 23M width, Concrete surface and 64/R/D/W/T strength

ACL location THR 07-299 FT and elevation THR 25-282 FT

RWY turning bays location is THR 25 with Asphalt surface, 67 M x 190 M dimensions and

64/R/D/W/T strength


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2.8 Surface movement guidence and control system and markings

Taxiing guidance signs at all intersections with TWY and RWY and at all holding positions.

Guide lines at apron. Nose-in guidance at aircraft stands. RWYmarkings: Designation, THR, TDZ,

centre line, edges marked, aiming point. TWYmarkings: Centre line, holding position at all

intersections with RWY marked. Stop bars: At the holding point on TWY A and TWY D


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2.9 Aerodrome obstacles

In approach / TKOF areas In circling area and

at AD

Remarks

1 2 3

RWY/Area

affected

Obstacle type

Elevation

Markings/LGT Coordinates

Obstacle

type

Elevation

Markings

/LGT

Coordinates

a b c a b07/APCH

25/TKOF

Antenna

406FT

MET Station

442FT

Antenna

554FT

Building

335FT

LGT

Building

459FT

LGT

443017.48N

0260510.79E

443041.10N

0260439.78E

443035.00N

0260414.00E

442949.04N

0260428.69E

442913.00N

0260213.00E

Nil Nil

25/APCH07/TKOF

Building417FTBuilding441FTAntenna434FTBuilding393FT

442950.99N0260758.25E442935.72N0260733.82E443216.52N0260804.95E443149.68N0260836.41E


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2.10 Declared distances

RWY

Designator

TORA

M

TODA

M

ASDA

M

Remarks

1 2 3 4 5

25 TWY 1650 1650 1650 Nil


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2.11 Reduced declared distances

2.12 Runway physical characteristics

Designations

RWY

NR TRUE BRG

Dimensions of

RWY (M)

Strength (PCN)

and surface of

RWY and SWY

THR co-ordinates

RWY end coordinates

THR geoid undulation

THR elevation and

highest elevation of

TDZ of precision

APP RWY

1 2 3 4 5 6

07 073.89 2960 x 45 64/R/D/W/T

Asphalt

442959.27N

0260508.67E

GUND 115 FT

THR 299FT

25 253.91 3100 x 45 64/R/D/W/TAsphalt

443025.81N0260717.21E

GUND 115 FT

THR 282FT

Slope of

RWY-SWY

SWY

dimensions (M)

CWY

dimensions (M)

Strip

dimensions (M) OFZ

Remarks

7 8 9 10 11 12

max 1% Nil 260 x 250 3220x250 Nil Nil

max 1% Nil Nil 3220x250 Nil Nil

RWY

Designator

TORA

M

TODA

M

ASDA

M

LDA

M

Remarks

1 2 3 4 5 6

07 3100 3360 3100 2960 THR 07 displaced 140M

25 3100 3100 3100 3100 Nil


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3 B736 compatibility with LRBS

3.1 Rescue and Fire Fighting

When we speak about rescue and fire fighting we really speak about safety and from our

course support we can substract that a good safety management system is one that prevents all typesof accidents but when those fail an airport must be prepared to act fast in containing or eliminating

the threat.Most airports never have to participate in the recovery of a large commercial airplane, one in

which the airplane may be off the runway, buried in mud with broken landing gear or worse. For

most airports around the world, it is typically the responsibility of the airplane operator to conductthe recovery. However, since the airport is typically involved in supporting the recovery operation

and given that most airports have only a single runway to support flight operations, it is in the

airports best interest to expedite the recovery and return the airport to normal flight operations.

This might be a problem for Baneasa airport which is equiped only for fire fighting lacking rescue

equipment and capability for removal of disabled aircraft.

If fire occurs on the aerodrome it is capable of containing it having a category 7 fire fightingcapability on icao scale (Category 7 - 39m (128.0') -


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2


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During turnaround at the terminal, certain services must be performed on the aircraft, usually

within a given time, to meet flight schedules. This section shows service vehicle arrangements,

schedules, locations of service points, and typical service requirements. The data presented in this

section reflect ideal conditions for a single airplane. Service requirements may vary according to

airplane condition and airline procedure. Picture 3 shows typical arrangements of ground support

equipment during turnaround. As noted, if the auxiliary power unit (APU) is used, the electrical, air

start, and air-conditioning service vehicles would not be required. Passenger loading bridges or

portable passenger stairs could be used to load or unload passengers.

Pic.4 and pic.5 show typical service times at the terminal. These charts give typical schedules

for performing service on the airplane within a given time. Service times could be rearranged to suit

availability of personnel, airplane configuration, and degree of service required.

3


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4

5


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Pic.6 shows the typical capacities and service requirements. Services with requirements that

vary with conditions are described in subsequent sections.

Pic.7 shows typical sea level air pressure and flow requirements for starting the engines.

The curves are based on an engine start time of 90 seconds.

Pic.8 shows ground towing requirements for various ground surface conditions.

6

7


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8


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From the information above (3.2) and from all the information in chapter 2(Information about

Baneasa Airport) we deducted that the turning radii and turning paths of the 737-600 are smaller

than the space that is made available on the aerodrome only on TWY B,C and D; that the service

vehicle arrangements, schedules, locations of service points, typical service requirements, service

times at the terminal and ground towing requirements are in the airports possibilities; and olso that

the typical sea level air pressure and flow requirements for starting the engines are met by the

relativly low elevation (299FT) aerodrome.

3.3 Pavement Data (physical surface movement analysis)

Baneasa aerodrome has the 64 pavement classification number, with a rigid pavement type,

ultra low subgrade category(Code D - Ultra Low Strength, k = 75 pci (20 MN/m3)), no limit tire

pressure category, it is evaluated through a technical method and it is made of asphalt.

A. Gear footprint of B737-600


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B. Maximum pavement loads

C. Landing gear loading on pavement


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D. Rigid Pavement Requirements

The following rigid pavement design chart presents the data for the incremental main gear

load at the minimum tire pressure required at the maximum design taxi weight.


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The airplane configuration is depicted with a minimum range of five loads imposed on the

main landing gear to aid in interpolation between the discrete values shown. A. presents basic dataon the landing gear footprint configuration, maximum design taxi loads, and tire sizes and

pressures. Maximum pavement loads for certain critical conditions at the tire-to-ground interface

are shown in B., with the tires having equal loads on the struts. Pavement requirements for

commercial airplanes are customarily derived from the static analysis of loads imposed on the mainlanding gear struts. The chart in C. is provided in order to determine these loads throughout the

stability limits of the airplane at rest on the pavement. These main landing gear loads are used as the

point of entry to the pavement design charts, interpolating load values where necessary. Rigidpavement design curves D. have been prepared with the Westergaard equation in general

accordance with the procedures outlined in the Design of Concrete Airport Pavement (1955 edition)

by Robert G. Packard, published by the Portland Cement Association, 5420 Old Orchard Road,Skokie, Illinois 60077-1083. These curves are modified to the format described in the Portland

Cement Association publication XP6705-2, Computer Program for Airport Pavement Design

(Program PDILB), 1968, by Robert G. Packard.

With the data aquired from Boeing on Pavement Data for B737 (3.3) and with the data on

runway physical characteristics for Baneasa airport from AIP Romania, we can say for sure that theairplane is suited for operating on LRBS RWY and TWY.

3.4 Preventing Runway Incursions

A runway incursion is "any occurrence in the airport runway environment involving an

aircraft, vehicle, person, or object on the ground that creates a collision hazard or results in a loss ofrequired separation with an aircraft taking off, intending to take off, landing, or intending to land."

The demanding environment associated with aerodrome operations on a runway requires that

all participants accurately receive, understand, and correctly read back all air traffic control

clearances and instructions. All access to a runway (even if inactive) should take place only after a

positive AT C clearance has been given / received and a correct readback has been provided /accepted, and after the stop bar (where provided) has been switched off; providing a clearance in a

timely manner, as the aircraft is approaching the relevant runway, will help to prevent runwayincursions.

One simple way of preventing runway incursions is knowing the airport well, ground

operations can be the most demanding and complex phase of flight and detailed airport diagrams arehelpful so it is advised reviewing airport diagrams before taxiing or landing, keeping airport/taxi

diagrams readily available during taxiing, requesting progressive taxiing instructions from air traffic

control, being alert to airport vehicle and pedestrian activity.

Animals on the runway are a particularly pervasive problem at many airports if this is thecase with LRBS a solution must be created. Pilots can use proven and effective procedures in the

cockpit to help conduct safe operations on the ground and during takeoff and landing.

Other solution for runway incursions are maintain a sterile cockpit environment, avoiding

unnecessary conversation during surface operations, takeoff, and landing, constantly scaningoutside of the cockpit, especially when on runways, if one is lost while taxiing on the surface, one

must contact air traffic control immediately, making your aircraft visible by proper use of aircraft

lights, if one is unfamiliar with the airport one must request progressive taxi instructions, ensuringproper radio operation, checking audio panel, volume control, and squelch settings, knowing and

following lost communication procedures, and use good judgment should radio failure occur.


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Both parts should have no problem preventing runway incursions the airport has no

intersecting runways and it is well operated and the airplane is a relatively new model it has all thenecesary means to prevent a runway incursion. Although they have good capabilities and ICAO has

in place a lots of plans and legislations that keep in check most of the causes the main problem is

the human factor (on runway without a valid clearance, readback errors, misunderstanding

instructions, misunderstanding signs and markings, taking off without a clearance).

3.5 Analysis of services required to maintain operability all year

When one speaks about services required to maintain operability all year at least in Romaniaone inevitably speaks about winter, it is a good thing that when it comes to winter couping

capabilities of LRBS is well equiped having one snow blower, two sweepers, four snow ploughs

and two spreders and the Boeing company has a policy on using ice control sand. Normally, airports

apply ice control sand when they have no other means available to remedy slippery, frozen surfacesituations. Boeing recommends airport operators remove the sand just as soon as the reason for its

application has passed, thereby minimizing any foreign object damage potential. Ice control sand is

intended to be applied by the airport very sparingly, aiming to avoid accumulations, and in such a

way so as to embed into the ice or snow surface so as to create traction on the frozen surface. Themost widely recognized specification for ice control sand is from ICAO (the International Civil

Aviation Organization) which calls for:100% of the sand to pass a 4.75 mm (#4) sieve, 97 to 100%

passing a 2.36 mm (#8) sieve, 30 to 60% passing a 1.18 mm (#16) sieve, 0 to 10% passing a .30 mm(#50) sieve, and 0 to 2% passing a .18 mm (#80) sieve.

3.6 Operating in adverse weather conditions

Baneasa airport has flight procedures on low visibility

1. Description of facilities

1.1 Runway 07 is equipped with ILS and is approved for CAT II operations. Runways 07/25 are

approved for LVTO.2. Criteria for the initiation and termination of LVP

2.1 Approach and landing

a) The preparation phase will be implemented when visibility falls below 1500m and is deterioratedto 800m or ceiling is 500ft and is deteriorated to 200ft and CAT II operations are expected.

b) The operations phase will be commenced when the RVR falls below to 600m (visibility falls

below 800m) or ceiling is below 200ft.c) LVP will be terminated when RVR is greater than 600m (visibility is greater than 800m) and

ceiling is greater than 200ft and a continuing improvement in these conditions is anticipated.

2.2 Take-off

a) LVP operations will be provided when requested by an aircraft operator to conduct LVTO when

the RVR is below 400M.b) If LVP operations are not in force, LVTO must be requested a minimum of 30 minutes in

advance to permit the appropriate preparations.3. Details of runway exits

3.1 Runway exits are equipped with green / yellow coded taxiway centerline lights. After landing on

RWY 07, BSA TWR shall instruct the pilot to vacate the RWY via TWY A or TWY D or hold inturning bay.

4. Any ground movement restrictions


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4.1 Upon receiving taxi clearance, aircraft must only proceed when a green centreline path is

illuminated.4.2 During LVTO, taxiing is normally restricted to one aircraft movement at a time. Operation of

vehicles on the manoeuvring area is not permitted when LVTO is in progress.

5. Description of LVP

5.1 CAT II Approach and Landinga) Pilots will be informed by ATIS or RTF when LVP are in operation;

b) The localizer sensitive area will be protected when a landing aircraft is within 4 NM from

touchdown and whenc) an aircraft is conducting a guided take-off. ATC will provide suitable spacing between aircraft on

final approach to achieve this objective.

5.2 Low Visibility Take Offa) Pilots wishing to conduct a guided take-off must inform ATC on start-up in order to ensure that

protection of the localizer sensitive area is provided.

6. Other information

Aircraft movements on the apron must be carried out with the direction of a FOLLOW ME car.

3.7 Facilities for serving passengers

Baneasa airport has first aid, snack bars, exchange office and transportation office in theterminal area. In the central zone and the departure airport, passengers can access the Internet free

of charge, through the Wireless Internet Zone. Many international personalities landed on Bucharest

Baneasa Aurel Vlaicu International Airport. Those include the Pope Ioan Paul II who landed on thisairport in 1999, then in 2007, Prince Albert II of Monaco landed in personal aircraft. Also in 2007

Bill Gates landed here for the official launching of Windows Vista in Romania. In 2009, on the

occasion of her concert in Bucharest, Madonna landed also in personal aircraft on Baneasa Airport.

Protocol services provided by Bucharest Baneasa Aurel Vlaicu International Airport enter a series

of facilities: HD TV, Fax, Copier, Mini Bar, Internet, own parking. On the Landside passengers canrent cars, take a taxi or the bus as a means of transportation. It is very close to Baneasa Shopping

center and only 8km away from Bucharest were they can find hotels, restaurants, hospitals, banks,post and touris offices.

Boeing drawing from years of research inspired by the travel experience, the 737 Boeing Sky

Interior features new, modern sculpted sidewalls and window reveals that draw passenger eyes tothe airplane's windows, giving passengers a greater connection to the flying experience. The new

design offers larger, pivoting overhead stowage bins that add to the openness of the cabin. The bins

give more passengers room to store a carry-on roll-aboard near their own seat, adding both extra

convenience and extra leg room. Boeing redesigned reading-light switches so passengers can findthem more easily and avoid accidentally pressing the flight-attendant call button. Speakers

integrated into each row's passenger-service unit will improve sound and clarity of public address

operations, while the new air grill is tamper-proof and improves operational security.

Working hand in hand Baneasa airport and Boeing would offer a good choise for customers ifB737-600 operated on LRBS.


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B736 LRBS ESSAY AIR Nav 23

4 Conclusion

In conclusion from all the chapters (1,2,3) we can say with out any doubt that B737-600

can operate on LRBS very well the only downsides that can be seen is the lack in rescue

equipment, capability for removal of disabled aircraft, hangar space for visiting aircraft and

repair facilities for visiting aircraft but those arent a priority. The B737-600 specs had norestrictions on LRBS operating capabilities making it a very good candidate for operating on

Baneasa Airport.

The landside of the aerodrome lacks hotels, restaurants, hospitals, banks, post and

touris offices but the fact that it is so close to the Romanian capital makes this downsides

obselete.

Bibliography

1. Suportul de curs

2. Boeing (http://www.boeing.com/);

3. ICAO (http://www.icao.int).

4. AIP ROMANIA (http://www.aisro.ro/);

5. RACRADPETA + amendament 1 (http://www.caa.ro/cadrulegislativ/racr:aeroporturi.html)

6. RACRADAAH (http://www.caa.ro/cadrulegislativ/racr:aeroporturi.html)

7. Codul Aerian (http://www.caa.ro/fisiere/codul%20aerian%20roman.pdf)

8. Extras Doc 9157Appendix 1

DIACONESCU RAZVAN ALEXANDRU , GROUP 932,

Airport Operation and Navigation B736-LRBS Essay
http://www.boeing.com/http://www.boeing.com/http://www.boeing.com/http://www.icao.int/http://www.icao.int/http://www.icao.int/http://www.aisro.ro/http://www.aisro.ro/http://www.aisro.ro/http://www.caa.ro/cadru%E2%80%90legislativ/racr:%E2%80%90aeroporturi.htmlhttp://www.caa.ro/cadru%E2%80%90legislativ/racr:%E2%80%90aeroporturi.htmlhttp://www.caa.ro/cadru%E2%80%90legislativ/racr:%E2%80%90aeroporturi.htmlhttp://www.caa.ro/cadru%E2%80%90legislativ/racr:%E2%80%90aeroporturi.htmlhttp://www.caa.ro/cadru%E2%80%90legislativ/racr:%E2%80%90aeroporturi.htmlhttp://www.caa.ro/cadru%E2%80%90legislativ/racr:%E2%80%90aeroporturi.htmlhttp://www.caa.ro/cadru%E2%80%90legislativ/racr:%E2%80%90aeroporturi.htmlhttp://www.caa.ro/cadru%E2%80%90legislativ/racr:%E2%80%90aeroporturi.htmlhttp://www.caa.ro/cadru%E2%80%90legislativ/racr:%E2%80%90aeroporturi.htmlhttp://www.caa.ro/cadru%E2%80%90legislativ/racr:%E2%80%90aeroporturi.htmlhttp://www.caa.ro/cadru%E2%80%90legislativ/racr:%E2%80%90aeroporturi.htmlhttp://www.caa.ro/cadru%E2%80%90legislativ/racr:%E2%80%90aeroporturi.htmlhttp://www.caa.ro/cadru%E2%80%90legislativ/racr:%E2%80%90aeroporturi.htmlhttp://www.caa.ro/cadru%E2%80%90legislativ/racr:%E2%80%90aeroporturi.htmlhttp://www.caa.ro/fisiere/codul%20aerian%20roman.pdfhttp://www.caa.ro/fisiere/codul%20aerian%20roman.pdfhttp://www.caa.ro/fisiere/codul%20aerian%20roman.pdfhttp://www.caa.ro/fisiere/codul%20aerian%20roman.pdfhttp://www.caa.ro/cadru%E2%80%90legislativ/racr:%E2%80%90aeroporturi.htmlhttp://www.caa.ro/cadru%E2%80%90legislativ/racr:%E2%80%90aeroporturi.htmlhttp://www.aisro.ro/http://www.icao.int/http://www.boeing.com/

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