MXPA05003349A - Novel airport complex. - Google Patents

Abstract

Described herein is a novel airport complex, which complies with the latest and future requirements of civil aeronautics. Said complex will develop systematic changes in the following areas: continuous runways systems for facilitating takeoffs and landings, and avoiding unnecessary taxiing and consuming substantial amounts of fuel; an emergency hydraulic system for safeguarding humans in case of fire attempts; a security zone for increasing the number of landings, and allowing more runways to be free in a short period of time, thus avoiding failed approximations; standby positions for allowing turbines to be actuated without delaying incoming and outgoing traffic. The invention also promotes a silent (in radio frequencies) and ordered taxiing, thus respecting the takeoffs sequences; waiting rooms, where environmental protection and comfort are provided to passengers from arrival and departure areas; continuous landings for providing safety relative to the distance located between airc rafts upon landing. The invention further includes a National Safety area which consists in providing immediate aid to aircrafts having terrorism, and passenger mutiny problems, said area using a professional staff and equipment, and acting as a presidential hangar since it is substantially safe; load hangars are also provided for automating a merchandise loading and unloading system in a reduced space, as well as the verification of said merchandise performed by authorities, and the release thereof. The inventive complex comprises a control tower, where the whole activities of the airport are managed; a waiting hippodrome for maintaining an order in the arrival traffics, which are arranged at different heights and minimum distances therebetween, thereby resulting in a safe zone; and a mosquito arrival system for performing direct approximations from any point of the waiting hippodrome circumference, thus avoiding vectoring aircrafts in the controlled airspace.

Description

NEW AIRPORT COMPLEX FIELD OF THE INVENTION It consists of an airport according to the new international needs, in which it presents long tracks, hippodromes of waiting, of the design of the mosquito one arrival (arrival) of arrivals, with this system of airport, the world-wide problems with regard to delays of takeoffs, traffics, land traffics, among others are eliminated.

BACKGROUND OF THE INVENTION The new airport complex is an airport complex that meets the requirements of civil aeronautics in recent years, as well as the years to come. Even Mexico City would benefit, with the acquisition of these designs, with it great benefits would be obtained. It would become a metropolis that will revolutionize the international air market, giving an example of infrastructure modernity! and of service. For this reason, pilot pilot aviators Enrique Prats Fuentes, exposes the benefits never before engineered for the construction of this new airport complex. and that they obey the expectations that the air market demands, of large cities and their international air terminals.

The need to design a new airport system is due to the operational backwardness in which international airports are immersed, highlighting the particular case of Mexico City, which shows an inefficient performance, in order to directly affect the expectations they have. each one of the users. It would be the most important airport complex in Mexico (and because of its characteristics of the world); an airport that goes beyond the expectations of Asian tigers, as well as Europeans and Americans, to show the world their efficiency, their willingness to serve and their ability to operate. The new airport complex is a Mexican project, and is the starting point of Mexico towards the true aeronautical development; the mirror that Mexicans do know how to act. All the existing airports in the world, as well as, the great problem that airports have in all the Mexican Republic, the problems would be minimized, making a brief change in their tracks, while at the same time there would be a minimum expense, in terms of economy and with minimal expropriations, because the entire airport is a large corridor.

Governments around the world are looking for suitable measures to improve traffic in their airports, in Mexico, on March 9, in the newspaper Milenio, it is read that a second runway will be made at the international airport in Cancún, stating that the Secretary of Communications and Transport had already acquired 93% of the properties that will allow the expansion of the Terminal and 7% is already being negotiated. The construction title contemplates the construction of the second track for 2009. having a cost that will be of 50 million dollars; He says that work began due to the increased demand presented by the tourist destination; my airport project will make this airport more efficient, with a much lower expense than mentioned in this newspaper; as well as, that with the facilities that this airport has, it would be a small extension, which may not require the acquisition or expropriation of land belonging to the peasants. The big problems of all airports, around the world, consist of: THE PROBLEMS OF THE CURRENT AIRPORTS Its Tracks • On the existing tracks, aircraft with their maximum weight can not take off, due to the altitude of the airport and runway lengths, forcing them to make technical stops, which represents greater expenses. • Air routes to Europe, mostly technical scales in US territory, which leads to pay services and fuel in dollars. • Being a passenger in transit in US territory is synonymous with discomfort, due to the immigration policies of the United States. • The tracks suffer waterlogging, there are continuously aquaplanar and braked poor or null in the rainy season. • Delays in takeoffs and landings, by vortices caused by the wings of heavy aircraft. • In the event of a change of wind, a run on the runway must be made, which will have to be closed momentarily, to allow the flow of the aircraft that were waiting for their takeoff sequence, to make all this way in the direction otherwise, take them out after that runway and start the takeoff sequences, generates significant delays, as well as delays in landings, which leads to excessive expenses in fuel consumption. • The sequences of departures of taxiing aircraft are not respected, due to the different trailers that cross their path. This also causes consequent discomfort for the passenger. • When the runway in use has a negative gradient, it is necessary to take off the weight of the aircraft, so that the planes do not take off at full load capacity, sacrificing Pay Load or fuel. • Remove an aircraft with minimum fuel, causing the need to land at airports as a technical stopover for refueling. • Sacrificing fuel in exchange for more cargo and passage, makes adverse weather conditions a big problem for pilots, because the fuel is never too much to fly to destination airports.

• The safety of flights that take off is low. • The circulation of land transport and people on the tracks is always a danger, since they share a platform with the aircraft. • If a plane that took off in advance is heavier than the next one, it will have to wait (from heavy to heavy 4 miles, medium to heavy 5 miles, and 2 to 3 minutes apart). • The same happens with landings, which is synonymous with delays. • The airport system does not meet the requirements, since the planes are getting faster every day and the movements on the ground (approaches, landings, taxiways, and platform arrivals) are getting slower and slower. • Both the taxiways and the runways, due to the weight of the aircraft, produce undulations, affecting the suspension systems of the aircraft, which causes a huge deterioration in wheels and fuselage.

• The altitude of the tracks in the AICM (7,341 feet) does not allow the planes to take off with Pay Load and the necessary fuel tanks, having to sacrifice weight of both or some of them. • The maintenance of the tracks requires closing them for days, causing losses at the level of millions of dollars. • The large percentage of failed approaches is caused by the delay that the aircraft present when leaving the runway. And it is because the exits of the track require a turn of up to 90 degrees, having to brake the aircraft in its entirety. • Airports do not have an efficient system to fight fires. • The runways of all the airports, the negative gradient have it on one side only, and the reciprocal tracks are of positive gradient, which limits the takeoff weight. • Long-range flights have, in many cases, the need to land at airports in the US for refueling, with the delays, expenses and discomfort that this represents. • The tracks, the maintenance is continuous due to the low quality of the materials with which they fill or build, since part of them, as well as the taxiways, are made of asphalt.

STB position Y (waiting position) • They do not have these positions.

Security Zone (security zone) • Does not have this zone.

Continuous landings • They do not have an automatic system to operate simultaneous landings and takeoffs.

Your taxiways • There is no established taxi pattern. • The aircraft leave or enter according to their position and the sequences for their takeoff are not respected.

Your waiting rooms • The current system does not meet the requirements to receive the traffic that lands, causing delays. • A large part of the telescopic corridors suffer from mechanical failures. • Existing waiting rooms are poorly located, and there is a risk of coalition between land traffic and airplanes. • Large delays during peak hours. • When the telescopic corridors are out of service, the aircraft descend to the passage, helping it with umbrellas, exposing it to the elements. • In the case of remote positions, the descent of passage is made in the rain, and is transported in uncomfortable trucks, in which the VIP passage travels standing. • The long distances the passengers' luggage has to travel, cause losses and confusions in arrival carousels. • There is no control in the distribution of luggage, which causes discomfort and anger to passengers. • The allocation of waiting rooms is changed continuously, which generates confusion and delays. • The halls are a mess, as departing passengers mix with arriving passengers. (There have even been cases in which a lady whose destination was Cancún was traveling on a flight to Tijuana, due to the lack of coordination of airport personnel and the bad adaptation of the positions for the aircraft. each of the rooms causes confusion • With the hassle of offering assignment rooms, to board trucks that will take the passenger to remote locations.

• The AICM has, in some sections, electric corridors that are minimal and insufficient. • The passenger must walk, sometimes kilometers on foot. because there is no efficient internal transportation. • There are delays caused by the lack of disembarkation rooms, because many times the passage must wait for a room to be vacated and then be transported to it.

Its control tower • Under VMC conditions the visual identification of the airport is unsafe. • The control towers only have a rotating beacon, which provides only a flash, fleeting, often imperceptible to pilots (mostly foreigners). • The visibility of the lighthouse of the control tower causes confusion with the antenna position lights in the city causing erroneous entanglements.

Approaches Mexico City • Complicated arrivals, uncomfortable waiting patterns for pilots and passengers, insecure, a real pressure for radar controllers, for not having an order of traffic.

• There have been instances of coalition conat on the VOR 'in the approaches.

National Security • There is no national security zone to combat emergencies and terrorist events.

Cargo hangars • The hangars are insufficient. • The load is scattered on the floor, often in the open. • Its storage lasts for weeks, due to insufficient aircraft and infrastructure. • Freighter aircraft are forced to park in areas that are not allowed (example: on the taxiway). • Moving corpses to their points of origin, is a problem, because they are left outdoors, without the slightest measure of sanitation, causing bad odors. • The neighborhoods near the airport are adapted as warehouses, without complying with the health regulations and loading procedures, for example: the international airport in Mexico City • The merchandise is scattered, even on the sidewalks, without security of shelter some. • A large percentage of the cargo deposited in the surrounding neighborhoods is stolen, deteriorating the contractor's economy by up to 30 percent. • Due to the inability to operate airports such as Mexico City, a large amount of air cargo, which should reach the center of the country, is landed at airports such as Guatemala City.

Commercial Zone • The Commercial Zone of the AICM does not have anything more than the main thing. • Your areas are already congested.

VIP Services • The only VIP service that exists in Mexico is the preferential treatment of frequent passengers of some airlines. In addition to: a) The great distances that have to travel the traffic at the time they are authorized by a certain track to take off. b) The change of track use due to the wind, altering the traffic. c) The traffic of earth (trucks), in this system that there must never be any land traffic, consisting of the blockage caused by the aircraft being towed for the ignition of the turbines. The waiting rooms, where the arrival and departure aircraft will enter, will have similar lengths. My proposed efficient design, avoids all these problems in all the airports of the world. It is suggested the modification of the waiting rooms, this modification would consist in embedding the aircraft in the waiting rooms building, that is, introducing the nose of the aircraft in this building, avoiding the length of the worms and in turn the entire length of the airplane; these maneuvers are made more efficient, significantly expanding the maneuvering platforms, to achieve the maximum amplitude, of the main platform, in this way the necessary space for the three lanes is made more efficient; conformed by a platform with three lanes of approximately 80.00 meters wide each, that is, a platform of 240.00 meters wide, with these dimensions there is a taxiway of 80.00 meters, a street of stanby position of 80.00 meters and a taxiway of 80.00 meters for departure aircraft, for the entire length of the runways, which is estimated to have a length of approximately (+/-) 4,500.00 meters long each, giving a total of 9,000.00 meters long; in this way, the problem of blocking entry and exit transits is eliminated, because in this position turbine starts are initiated and taxi clearance for take-off is expected. The systems that are being mentioned are applicable to existing airports, only modifying the waiting rooms, the main platform and the platforms of the runway headers, to allow free transit, with landings and takeoffs, these modifications they can be applied in any existing airport in the Mexican Republic, increasing their operations up to 100%; the large airplanes that are coming to the market, do not have the facility to maneuver through the streets of taxi, due to its width, with this system that is had, in which the headers are enlarged, to give them access to the platforms of this system that is suggested with the use of the whole track, the use of brakes and reverses is avoided and at the end of the tracks, the necessary maneuvers can be made without any problem, to access the taxiing streets of arrivals and departures; for Mexico, this problem has the airports of Cancún, Guadalajara, Monterrey and Distrito Federal. In another area, by enlarging from 500.00 to 1,000.00 meters in length each of the tracks, which will be used in their entirety; Aquaplanes will be avoided in the headwaters and at the end of the headwaters, it is suggested that the platforms be extended to allow transits of arriving and departing aircraft.

With these proposed improvements, aircraft mobility will be achieved, both departures and arrivals, without blockages or congestion, achieving greater operations in less time and cleaner, as is the case: a) Environmental pollution is avoided, Stay the planes less time on the slopes. b) Lower consumption of fuel expense. c) Stress in people, by staying as short as possible on the aircraft. The construction and design of a completely new airport system is given by the description of the following figures, however, the design and construction is adaptable to any change, modification or improvement that you want to give to an existing airport BRIEF DESCRIPTION OF THE FIGURES Figure 1 corresponds to a view of the parts that make up the airport and the central platform, seen from above. Figure 2 corresponds to a view of the structure for the construction of the tracks, seen from above. Figure 3, corresponds to a lateral cut of the track, in case of existing ravines.

Figure 4 corresponds to an overhead view of the form of takeoffs and landings. Figure 5 corresponds to a top view, in the start and wait position, without blocking the input or outputs. Figure 6 corresponds to an overhead view of the tracks and central platform. Figure 7 corresponds to an overhead view of the waiting rooms. Figure 8 corresponds to an overhead view of the airport roof. Figure 9 corresponds to a side view of the chocks, observing the hydraulic jacks. Figure 10 corresponds to a frontal cut of the corridors and transport of the passengers. Figure 11 corresponds to a front view of the control tower and the rotating carousel system. Figure 12 corresponds to an overhead view of the charging circuit. Figure 13 corresponds to a side view of the charging circuit. Figure 14 corresponds to a hangar diagram of the charging circuit. Figure 15 corresponds to a plane seen from above the waiting racecourse. Figure 16 corresponds to a cut seen from above the mosquito arrival. Figure 17 corresponds to the current Airport of Mexico City, "Benito Juárez".

Figure 18. corresponds to the Airport of Mexico City, "Benito Juárez". modified with this new airport complex. Figure 19. corresponds to the current airport of the City of Monterrey. Figure 20 corresponds to the airport of the City of Monterrey, modified with this new airport complex. Figure 21 corresponds to the airport of the City of Monterrey, modified with this new airport complex, with one more track. Figure 22 corresponds to the current airport of the City of Veracruz. Figure 23 corresponds to the airport of the City of Veracruz, modified with this new airport complex. Figure 24 corresponds to the airport of the City of Veracruz, modified with this new airport complex, with one more track. Figure 25 corresponds to the current airport of the City of Acapulco. Figure 26 corresponds to the airport of the City of Acapulco, modified with this new airport complex. Figure 27 corresponds to the airport of the City of Acapulco, modified with this new airport complex, with one more track. Figure 28 corresponds to the current airport of the City of Cancun Figure 29 corresponds to the airport of the City of Cancun, modified with this new airport complex.

Figure 30 corresponds to the airport of the City of Cancun, modified with this new airport complex, with one more track. Figure 31 corresponds to the current airport of the City of Guadalajara. Figure 32 corresponds to the airport of the City of Guadalajara, modified with this new airport complex. Figure 33 corresponds to the airport of the City of Guadalajara, modified with this new airport complex, with one more track. Figure 34 corresponds to the international airport named "Houston Intercontinental". Figure 35 corresponds to the international airport named "Houston Intercontinental", modified based on this new airport complex, with one more track. Figure 37 shows an airport for military tactical operations, with the advantage of being able to use the first extension of runway, platform and head of the next runway with military aircraft that will achieve a massive takeoff in formation, achieving the takeoff and mobilization of a large number of combat aircraft. Figure 38 shows the airport for military tactical operations, where a first runway, the central platform, a second runway and take-off formation are observed.

Figure 39 shows the airport for military tactical operations, where there is a first runway, the central platform, a second runway and the contingency of planes in flight.

DETAILED DESCRIPTION OF THE INVENTION The airport is described below acing to the following figures: The commercial area of the airport is made up of commercial premises at the front on two levels throughout the length of the airport (figure 1, A); the B, is the main idor of the international airport; the C, is the counter of all the air companies; the D, consists of a pair of electric trains, which will circulate throughout the length of the airport, from the center to the right and from the center to the left track; the E, are the electric idors; F, in this space there are waiting rooms; the G, is the platform of arrival to the different waiting rooms of the airplanes; the idor of departures aircraft towards the central platform of the runways, from where the takeoffs originate in both directions, with a positive gradient (the degree of inclination of the runways from the central platform to the exterior), which must also have approximately 80.00 meters wide for the length or length of both tracks; the H, is the position stby position, which should have approximately 80.00 meters wide by the length or length of both tracks (positions of start of turbines, that is to say, avoids the affectation of the traffics in movement, of arrivals and departures ); the I, is the exit platform, for the takeoffs; J, are the four continuous tracks separated by a central platform; the K, is the departure platform, for takeoffs; the L, is the stby position; the M, is the arrival platform; The N, are the cargo hangars, which have a distance equal to the length of the tracks (approximately 9 kilometers long) and a width of approximately 100.00 meters, has a central idor of approximately 40.00 meters wide, to allow entry in two lanes, for the loading vehicles to circulate, it does not necessarily have to be of cargo hangars, but it can be replaced by conveyor belts; the OR, are the hangars of storage, of the loads brought by the planes, already released by the migration and customs authorities; the P, is the control tower; the Q, is the area of the security filters of the passengers; the R, is the area of national security, which due to its protection it has, will be the presidential hangar; the S, is the idor where the idor of the electric train, electrical idors and the waiting rooms are located; the T, is the central platform of takeoffs, is where takeoffs begin and end landings; the U, is the zone of security for the free track, are the zones of security, that once, the airplanes landed enter this zone, the track in use, is free for the following landing; the V, are the hangars of customs and fiscal police and banks. All the new airport complex. it can be expanded acing to needs, except for the lengths of the tracks, which will allow a growing airport for more than 100 years; this airport system, is used for a totally new airport, to modify existing airports, which to date are obsolete. The waiting rooms, because the orientation of the tracks, will be listed, for example from North to South, the waiting rooms will be listed, from the central point, to the end, for example from the center of the airport, towards the north will be positions from 1 onwards, with North nomenclature and from the same airport center to the south will be from 1 onwards with south nomenclature, this will avoid the loss and confusion of passengers, when looking for your waiting room, because the entire toll is in a straight line and at all times, you will know your location, how far you are from the airport center, a conveyor belt will carry the luggage directly from the plane to the arrival room. Figure 2 shows the assembly of the tracks, if necessary by the orography of the land to be built (Figure 3, A), where the letter A may be the indoor shopping centers, as in the case of ravines; the tracks may be floating, which can be anchored by their own weight, structured in steel with lateral skids for support on soft ground or in water and for continuity of tracks on natural orographic faults; all the tracks that are designed in new airports with a central platform will have positive gradients for the takeoffs (Figure 2, D), which will allow the acceleration of takeoff on descent, which will allow greater loads to be displaced in the takeoffs of the aircraft; for landings, they will always be ascent, facilitating deceleration due to inertia, which will be called negative gradients (Figure 2, A); the gradients allow the economy in expenses in braking systems and wear of turbines in the application in reverse, allowing an economy of up to 80% in expenditure of braking systems, in the construction of the tracks, the upper mesh, will be exposed very slightly for the resistance of the surface of the track in the area of the touch of wheels in the headers, serving as antiderrapante, drainage systems will prevent aquaplaning and flooding; these tracks will have a large tank in the middle of the tracks, which will serve so that in cases of emergency, in conatus of fire, in planes that land with fire, in all airport facilities, there will be devices along the second half of the airstrips, which will launch large jets of water which will be operated from the control tower, in case of disaster, by means of electronic systems, to activate the hydraulic pumps, in this way the fires will be fought from the base of the fire, that is, from below the plane, in such a way that there will be enough time for the fire and rescue personnel to assist the survivors, this same system will serve to give daily maintenance to the runways, to carry out the washing of the same and by means of wire sweepers will remove all the rubber coming from the rims of the landings; With the maintenance of the tracks described, the tracks will never be closed for long periods, as is currently the case, in all the airports of the world, because it is not the same to remove the rubber from the day, than to remove the rubber from a year, in addition , that the aquaplanes will be avoided (when the tracks are wet when trying to brake an airplane on this surface, the trainings will be poor or null and the aircraft will skid). In cases of emergency due to hydraulic faults in the systems operating on the aircraft, the pilot does not have fins or slats and the landings are high speed, so there is only one hydraulic accumulator, which allows only one braking, and the risk is very high because of the lengths of tracks currently available, so there will be the use of two continuous tracks and a platform, which means a great security in this type of incontinence, the design of these tracks do not exist in any part of the world. At one end, at the end of the waiting rooms, a special position called national security is located, in which there will be necessary equipment for assistance in cases of emergency, such as, bomb threat, terrorism, mutiny of passengers , it will be used for its protection systems, such as presidential hangars, in case of emergency invariably the full extension of the continuity of tracks leading directly to the national security position will be used, even with a tail wind (fig.1,1) . Figure 4 shows the take-offs from the center of the runway (Fig. 3, A) and in the case of an airport located at a higher altitude than the mean sea level, as would be the case of the state of Pachuca, which It is approximately 7,600 feet high, the maximum takeoff weight is reduced and in these cases fuel or pay load is sacrificed (productive weight), forcing us to carry out a technical ladder, to replenish our fuel for the crossing to Europe, with the consequent annoyance that we all know and the costs that represent the landings in the USA, thanks to the use of both tracks, we were able to carry out takeoffs with maximum loads (Figure 4, B), because they have the necessary lengths when using the continuous tracks, achieving the necessary speeds for the takeoff and enough track in case of emergencies), example; hydraulic faults, running out of brakes, without fins, without slats (aerodynamic controls that allow flights at low speeds, such as minimum headland crossing speeds). In this central platform system, simultaneous takeoffs and landings are achieved, landings can be made every 15 or 30 seconds. In arriving at the securiry zone (safety zone), in this period of time, the tracks are free for the next landing, being able to achieve up to 240 landings per hour. It consists of an automatic system for consecutive landings, called presicion radio lazer aproach track sistem (radio laser approach system), consisting of a red or green light at the headlands of the tracks; when we are short strikes with track in sight, the green light indicates that the track is free, when crossing the head, automatically the green light changes to red, meaning that there is a traffic on the track, when crossing the line of security line (security line, Fig. 1, H), the header light is turned green, indicating that the track is free, for the next traffic. If for some reason, the traffic landed, by some incontinence fails to reach the security line and stays on the runway, the light of the landing header will remain red, indicating for the next traffic, that the runway is occupied and You will have to go to the air. Description of the main platform figure 5, where all arrival and departure movements, turbine start and waiting rooms are originated; the waiting rooms (Fig. 5, D), the taxiway for the arrival traffic to the waiting rooms (Fig. 5, C), stdby position (Fig. 5, B), and (Fig. 5) , A) is the exit taxiway. The authorization for the start of taxiing will be by means of a traffic light, which will be found at the floor level of the platform, which will be controlled by the ground control personnel, who will turn on a green light, to indicate that he is authorized to taxi. , the pilot when receiving this information, all he will have to do is collate (take it for granted), giving him the information of his flight number, in this way we avoid the great problem of radio communications, because all the traffics they want to leave first, polluting the frequency by calls, because they all speak at the same time, which causes great delays in the exits, in this way the sequence of the exits is respected. The movement of departure until takeoff and arrival to the waiting rooms (Fig. 6, A), the start of taxiing originates from the beginning of this point called stby position, from which taxiing is authorized; with a green light, the start of taxiing is authorized, taking into account the pilot simply by giving the flight number (Fig. 6, B), the traffic taxi until close to the central platform (Fig. 6, C); contact is made with the control tower which will give you track information in use and if free to position (Fig. 6, D), once in the position of the track in use, it will give you free wind information to take off and make contact in the air with control center and radio frequency, example: 120.5 (Fig. 6, E), landed traffic and authorized to the central platform to make contact with ground control example: 121.9 (Fig. 6, F), the ground control, will indicate the number of the arrival room that was authorized by the arrival taxiway, for example, either north or south, depending on the case (fig.6, G).

The arrival halls (Fig. 7), luggage conveyor belt direct from the plane to the arrival room (Fig. 7, 1), luggage delivery carousel in the arrival room (Fig. 7, 2); passenger boarding and unloading corridor that goes up and down depending on the height of the plane, it is inside the airport building, this means that the movement of passengers between the plane and the waiting rooms, takes place inside the airport building, protecting them of inclement weather and avoiding the use of telescopic corridors that occupy too much space in the main platforms (Figure 7, 3); passenger arrival admission room for flights (Fig. 8, 4); waiting room for departing passengers (Fig. 7, 5). In necessary cases, if the aircraft has to be out of the way, through the rear doors that face the platform, there will be light roofs that will cover the back of the traffic, thus protecting passengers from the inclement weather. (Fig. 7, 1). This system consists in embedding the front part of the aircraft inside the waiting room (Fig. 8, l), ensuring the total braking of the aircraft, to avoid that the aircraft could collide against the interior part of the building, it has hydraulic or electrical or mechanical chocks that will ensure the total braking of the aircraft at the appropriate point, because there are different measurements and heights on different aircraft, there will be the same chocks at different distances, the chopped chock (Fig. 9, A) , distance between chocks according to the length of the aircraft (Fig. 9, A and B). and extended wedge (Fig. 9, C). Internal transportation system (Fig. 10), between the waiting rooms, the passenger traffic in this airport will be fluid, because it has a passenger transport system along the waiting rooms, this system raises the operation of two open light trains, which will run approximately the 8.0 kilometers that extend the waiting rooms, as well as, a series of electric corridors throughout. The control tower of the airport is located at the center of both runways in the waiting rooms building in order to have visual contact with all the tracks, the tower has a carousel of strobe lights, high intensity with circular operation with the purpose of providing the pilots with effective visual contact with the airport, even with low visibility (rain or fog), indicates the actual position of the airport without any confusion, because this system of lights does not exist anywhere in the world , therefore there is no way of confusion, as it happens with the rotating beacon that gives a momentary flash and is easily confused with the lights of position of the existing antennas in the big cities; the carrousel of lights, provides an identification of the position of the airport to the aircraft, the lights of the carousel will light at the request of the pilot, the control tower has specific areas, it will have a heliport, to carry out daytime operations, under the heliport, locate the control tower, is a large space that will house the radar control center, ground control and tower control, on the next floor down, a public restaurant will be located, with a large peripheral view, this will be rotating, in the next floor below will be located waiting rooms, for reservation crews, of the different operating lines, with first class services; the next floor down, the dispatch and flight control offices will be located in general, to give assistance to all operating airlines, or for charter flights, in the next floor down, will be the general customs and airport security offices and other offices that will be generated according to needs, with a medical corps for assistance in general, and others; under the tower the waiting rooms and airport corridors, the ground traffic lanes will be found, for the assistance of the aircraft, thus avoiding access to the main platform, where aircraft movements are made, there is a baggage band (Fig. 1 1, A) , arrival hall (Fig. 1 1, B), and baggage carousel (Fig. 1 1, C), access corridor to the waiting rooms with electric corridors (Fig. 11, D), interior mini train (fig. 1 1, E), corridor of public service counters and commercial area (Fig. 11, F), interior corridor of the airport's internal transport (Fig. 1 1, G), office of dispatch and flight control (fig. 11, H), crew reservation rooms in general with first class services (Fig. 11, 1), restaurant and public panoramic bar (Fig. 11, A), control tower, radar control and terrestrial control, etc. (lig.1 1). a heliport for daytime and visual operations (Figure I L). Carrousel of high intensity lights (Fig. 1 1. M). The cargo hangars are located parallel to the runways, just in front of the air terminal and after the runways, they consist of a central corridor that will serve as access to the vehicles or load bands, the platforms are rubicán to the level of the vehicles, to facilitate the work of loading and unloading that will be done by means of electromechanical bands, it will have more or less 320 loading and unloading hangars of +/- 50.0 meters wide by +/- 20.00 meters high. The project contemplates the necessary spaces for the growth of the area of cargo hangars that eventually may be required. These airports are designed to become the most important loading, unloading and distribution points in the country. Entrance to the loading circuit (Fig. 12, A), loading and unloading hangars (Fig. 12, B), fiscal inspection hangars (Fig. 12, C), storage hangars (Fig. 12, D) , departure from the airport loading circuit (Fig. 12, E). Loading and unloading areas (Fig. 13 and 14, C), cargo transport corridors, by means of trucks that move the containers through the cargo circuit, passing through the inspection of the fiscal and customs authorities ( Fig. 13 and 14, P). Hippodrome waiting, is a circumference that is generated from the center of the tracks, this circumference can be by DME (distance between the radio help (VOR) \ the plane) or by means of fixed stations that surround the airport, the racecourse of It expects to give security to the traffics that are integrated to this, at different altitudes, because within this, the aircraft are in a safety sector by orography, with the use of this racetrack the fuel costs are significantly reduced, due that traffic can maintain levels of flight, at a given time and thus avoid going to an alternate airport, when traffic arrival delays are significant, with respect to the fuel of each aircraft, since at that point the fuel consumption is minimal, in cases of going to an alternate airport, you avoid having to ascend again to fly to that alternative airport, in this case you simply fly to the alte rno and make a single descent, with this hippodrome of waiting, the physical discomforts of passengers are avoided (dizziness, caused by the small conventional waiting patterns). The waiting racecourse, its circumference will be determined by the control centers of the airport, from any point of the racecourse, the aircraft can begin their descent towards the central VOR, in a conical trajectory to intercept the approach procedure called mosquito arrival (arrival mosquito ), by the similarity of the four extended wings of a common mosquito, which are four turns of drop; the waiting racecourse and the arrival mosquito information, all pilots would use only a single sheet of arrival procedures. These approaches in international airports, have up to 20 sheets of the different procedures of JEPPESEN (AIRWAY MANUAL), is a manual that governs all aeronautical operations from the United States of America, for all of Latin America). From our waiting racecourse we are authorized by the arrival of the arrival mosquito. for example: track 23 in use to abandon 16,000.00 feet and cross the VOR to 1 1,000.0 feet, to start approaching mosquito arrival according to track in use, as well as the distance DME of the circumference (Figure 15, A). When taking off in case of loss of communication, the circumference of the racetrack will be intercepted, for example: ascend 14,000.00 feet, this circumference of the racetrack will be used only for traffic, taking off and when there is a communications failure (Figure 15. B); example, Failed approach, will be 500.00 feet, turn to the right, intercept exit racecourse 15,000.00 feet, with a circumference and distance that will be determined according to the orography of the airport, this circumference will be 15,000.00 feet, and can not be occupied by any traffic, is exclusive of failed approaches (Figure 15, C). Racetrack circumference at 16,000 feet, where the conical flight begins toward the center of the VOR, to cross at 11,000 feet (Figure 16, A); on the VOR, initiate arrival mosquito approach, and a failed approach that will be at 500.0 feet turn to the right to intercept the racetrack circumference at 15,000 feet; circumference assigned only for failed approaches (Fig. 16, C); at take-off in case of communication failure, traffic will intercept the circumference of 14,000 feet (Figure 16. B); and in this way, being in these circumferences will enjoy the security of not hitting with any orographic obstacle or traffics. This new airport complex, allows to adapt existing airports in all airports in Mexico, as throughout the world, the improvements and renovations that will be made at airports will be the following, to name a few, as well as not limiting the scope of This new airport complex: With this system applied to existing airports, efficiency is increased up to 100% in its capacity for landings, take-offs and movement in waiting rooms, and to have an airport for more than 100 years.

Example 1. Airport of Mexico City (Fig. 17), "Benito Juarez", the main problems of this airport are: 1. In the movement of aircraft on land, for lack of space. 2. The lack of waiting rooms, to receive aircraft, which cause large delays in that movement. 3. The terrestrial control in general is inoperative due to lack of spaces, it is disorderly. 4. The system of authorizations, for the start of taxiways, is ominous, because all the traffic, during peak hours, request at the same time authorizations to start the taxiing, in a single frequency, to have priority in the exit, without respecting a sequence. It is improved with (Fig. 18): 1. The main platform is extended, generating three streets; one is for the entrances of the planes to the waiting rooms (Fig. 18, 2); arrival platform (Fig. 18, 3); stby position, at this point the road starts, by means of a traffic light (Fig. 18, 4). 2. The extensions of the runway headers, to allow free transit of the aircraft, to the arrival platforms, without the need of taxiways, using the full length of the runway, for the landing (Figure 18, 5). 3. To achieve the extension of the platform of the left tracks 5, the head is traversed at the height of the right 5, being parallel in tangential form (Fig. 18, 6). 4. Platforms of the headers of the tracks (Fig. 18.7).

Example 2. Airport of the City of Monterrey (Fig. 19), the main problems of this airport are: 1. It is the movement of aircraft on land, for lack of space. 2. The lack of waiting rooms, to receive aircraft, which cause large delays in that movement. 3. The terrestrial control in general is inoperative due to lack of spaces, it is disorderly. 4. The system of authorizations, for the start of taxiways is ominous, because all traffic, during peak hours, request at the same time authorizations to start the taxiing, in a single frequency, to have priority in the departure, without respecting a sequence .

It is improved with (Fig. 20): 1. The waiting rooms occupy the total length of the tracks and the main platform is extended, generating three streets; one is for the entrances of the aircraft to the waiting rooms (Fig. 20, 2); another to keep the aircraft stopped for the start of turbines (Fig. 20, 3), by means of a traffic light, without the need to communicate with the ground control; the last one is for the beginning of taxiing, towards the head of the runway in use (Fig. 20. 4). 2. The generation of extensions in the runway headers, to allow the free movement of aircraft (Fig. 20, 5). 3. The update of the airport will allow you to have one more trail with the same orientation, that is, a tangential parallel (Fig. 21, 6).

Example 3: The current airport of Veracruz with all its problems, is shown in figure 22. Figure 23 shows, at the appropriate airport, according to the description of the new patent: 1. The waiting rooms occupy the total length of the tracks and the main platform is widened, generating three streets; one is for the entrances of the planes to the waiting rooms (Fig. 23, 2); another to keep the aircraft stopped for the start of turbines (Fig. 23, 3), by means of a traffic light, without the need to communicate with the ground control; the last one is for the beginning of taxiing, towards the head of the runway in use (Fig. 23, 4). 2. The generation of extensions in the runway headers, to allow the free movement of aircraft (Fig. 23, 5). 3. The update of the airport will allow you to have one more trail with the same orientation, that is, a tangential parallel (Fig. 24, 6).

Example 4: The Acapulco airport with all its problems, is shown in figure 25. Figure 26 shows, at the appropriate airport, according to the description of the new patent: 1. The waiting rooms occupy the total length of the tracks and the main platform is widened, generating three streets; one is for the entrances of the planes to the waiting rooms (Fig. 26, 2); another to keep the aircraft stopped for the start of turbines (Fig. 26, 3), by means of a traffic light, without the need to communicate with the ground control; the last one is for the beginning of taxiing, towards the head of the runway in use (Fig. 26, 4). 2. The generation of extensions in the runway headers, to allow free transit of aircraft (Fig. 26, 5). 3. The update of the airport will allow you to have one more trail with the same orientation, that is, a tangential parallel (Fig. 27, 6).

Example 5: The Cancun airport with all its problems, is shown in figure 28. Figure 29 shows, at the appropriate airport, according to the description of the new patent: 1. The waiting rooms occupy the total length of the tracks and the main platform is widened, generating three streets; one is for the entrances of the planes to the waiting rooms (Fig. 29, 2); another to keep the aircraft stopped for the start of turbines (Fig. 29. 3), by means of a traffic light, without the need to communicate with the ground control; the last one is for the beginning of taxiing, towards the head of the runway in use (Fig. 29, 4). 2. The generation of extensions in the runway headers, to allow free transit of the aircraft (Fig. 29, 5). 3. The update of the airport will allow it to have one more runway with the same orientation, that is, a tangential parallel (Fig. 30, 6).

Example 6: The Guadalajara airport with all its problems, is shown in figure 31.

Figure 32 shows, at the same suitable airport, according to the description of the new patent: 1. The waiting rooms occupy the total length of the runways and the main platform is extended, generating three streets; one is for the entrances of the planes to the waiting rooms (Fig. 32, 2); another to keep the aircraft stopped for the start of turbines (Fig. 32, 3), by means of a traffic light, without the need to communicate with the ground control; the last one is for the start of taxiing, towards the head of the runway in use (Fig. 32, 4). 2. The generation of extensions in the runway headers, to allow the free movement of aircraft (Fig. 32, 5). 3. The update of the airport will allow you to have one more runway with the same orientation, that is, a tangential parallel (Fig. 33, 6).

Example 7: Of the most important international airports, the international airport named "Houston Intercontinental" is cited as an example, which has a large number of arrivals and departures of planes to its runways, as well as a lot of movement of people (Fig. 34, as it is currently the airport): Disadvantages: 1. The great distance that the traffics have to travel to get to the take-off headers of the tracks in use. The same improved airport (Fig. 35): Fig. 35, A; they are the same changes, as in the previous tracks. Fig. 35, B; they are the same changes, as in the previous tracks. Fig. 35, C, is the circuit of the charging system. 1. It allows a number of waiting rooms. 2. Allows countless landings and takeoffs. 3. It saves on fuel consumption. 4. One of the tracks, for example 09-27, would be used only for freighter movements. 5. The traffic in general of arrival and departure aircraft is increased up to 100%.

Another great feature of the application of continuous tracks, is the application or use for military tactical operations, with the advantage of being able to use the first extension of runway, platform and head of the next runway with military aircraft that will achieve a massive takeoff in formation, achieving the takeoff and mobilization of a large number of combat aircraft (Fig. 37, 38 and 39).

Figure 37. shows the first track (Fig. 37, A); the central platform (Fig. 37, B); second track (Fig. 37, C); formation of the contingency of the aircraft in ready to take off position (Fig. 37, D). Figure 38 shows the first track (Fig. 37, A); the central platform (Fig. 37, B); second track (Fig. 37, C); formation of the contingency of the aircraft in the take-off run (Fig. 37, D). Figure 39. shows the first track (Fig. 37, A); the central platform (Fig. 37, B); second track (Fig. 37, C); formation of the contingency of the planes in flight (Fig. 37, D). In this way, as can be seen, massive takeoffs are achieved in the shortest time possible, occupying the full extent of both tracks.

Claims (44)

CLAIMS Having described the present invention, this is considered a novelty for which the contents of the following clauses are claimed:

1. NEW AIRPORT COMPLEX, the present invention consists of a new airport, which consists of: 1. Airport area in general, which will be extended according to the needs of the airport; It will have a large control tower; in front of the airport will have a commercial area of two levels; Immediately to the commercial zone, another corridor for the transit of the public, in the background the counters of the different companies will be found and in the center of this development the filters of security, migration and customs for the passengers are created, immediately after another one is located corridor, which will have two electric trains, which will move passengers from the center of the airport to the ends, that is, to the outer halls; It has two rows of electric corridors for the movement of passengers; that communicate with the waiting rooms, where the aircraft will be embedded, arrival and departure; all these components generate a large corridor, through which we avoid the loss of passengers;

2. the main platform, consists of three corridors: the first is to give entrance to the waiting rooms, of the landed aircraft; a second corridor called stby position, in which turbine start operations will be carried out and wait for the authorization to start taxiing, in this way the arrival and departure traffic is not blocked, a third corridor will be after the stby position , which will be used for taxiing to the center of the take-off platform;

3. the runways, from the central platform take off races with positive gradients that facilitate the acceleration of takeoff, landings with negative gradients, facilitate braking by inertia, and at the end of these, before the central platform, they find the zones of security zone, that is an extension of the same track, that when the landed traffic enters in this zone, the runway, will be free to receive the next traffic for landing; continuous landings, will have to be authorized by the control tower and will be used for emergency cases, for takeoffs with maximum weights, in order to avoid technical stops at other airports or in other countries;

4. hydraulic system, for emergencies, consists of a large cistern placed at the center of the tracks, the hydraulic system is conventional, will launch high pressure water jets, from the center line of the tracks, from the central part to the end of the runway, fighting the fire from the bottom of the aircraft, in case of emergency;

5. security zone, is an extension of the runway, in which traffic will use the braking of aircraft at very low speeds, saving on brake systems, in addition to giving access to the next landing, without the need to make any turns;

6. stby positions. it is the point where the start of turbines starts and the authorization of start of taxiways is expected, it is avoided to block the incoming and outgoing aircrafts, respecting 100% the takeoff sequences of the other aircraft;

7. waiting rooms, are generated along the length of the tracks, these waiting rooms, allow the aircraft to be embedded in these rooms for comfort and comfort, ascent and descent of passengers, all waiting rooms they will be protected from inclement weather, that is, the plane enters the protected area of the airport, for access to the aircraft is a large platform that goes up and down according to the height of the plane, allowing a comfortable movement of passengers to the leave, towards the waiting rooms;

8. National security, is a large space that is located at one end of the waiting rooms, which has all the elements to combat any type of incontinence, such as bombings, terrorism, riot on board on the part of the passengers, and others, at the same time, this space, for having all the security elements, will be the presidential hangar;

9. cargo hangars, will be generated along the length of the tracks, this large corridor will allow the entry of aircraft and may be made the loading and unloading, even in rainy season or other inclement weather, without affecting the loading procedures unloading under roof, at the center of this corridor you will find the access road of the loading and unloading trucks in only one direction, this street will be uneven from the platforms, to facilitate the maneuvers, at the end of these hangars, trucks make a U-turn, entering the second block of hangars, which will be for customs and tax inspection, then the continuity of these hangars, will be for storage warehouses for those who require it, after having passed customs, freight released and in If it is not necessary, the transports may go out into the street, in this way there will be an agility in less space, a large load movement susceptible to easy handling;

10. control tower, is a large building placed in front of the central platform of takeoffs, in this building will be located at the top a carrousel of flashing lights that give a range of high intensity lights, allow the location without confusion of the airport in VMC conditions and low and medium visibility, in the center of the tower,

11. racetrack, consists of imaginary circles, which are determined as DME arcs (distance from the center of a VOR, to the outside of the circumference or racecourse), will be determined by air traffic control according to the needs of the airport, as well as the heights or altitudes of these, for example, may be 10. 20 or 30 nautical miles or others, which originate from the VOR located in the center, but outside the central platform, from which the information of these arcs is generated, these arcs will be determined by the air traffic control authorities; 12. mosquito arrival, consists of four turns of drop, two of which allow us to approach a certain track and the other two to the opposite tracks, of these turns of drop that are generated, from the center of the V.O.R. (radio help and navigation) to determine the distances and intercept the final turn, towards the track in use by wind. 2. New airport complex, the floating tracks can be anchored by their own weight, structured in steel with lateral skids for supporting purposes in soft terrains or in water and for continuity of tracks on natural orographic faults. 3. New airport complex, in accordance with clause 1, characterized in that the gradients are negative in the landings, reducing the speed due to inertia. 4. New airport complex, in accordance with clause 1, characterized in that the upper mesh will be exposed very slightly for the resistance of the surface of the track in the area of the touch of wheels in the headers, serving as anti-skid. 5. New airport complex, in accordance with clause 1., characterized in that the runways can be built on lands with ravine orographic faults. 6. New airport complex, in accordance with clause 1, characterized because the take-off header for cargo aircraft with maximum weights at high airports, the continuous use of both runways will be authorized, and thus, technical scales will be avoided, for refueling made out of fuel. 7. New airport complex, in accordance with clause 1, characterized in that when crossing the security line, the runway is free for another landing, the time to reach from the touch of wheels is approximately 15 to 30 sec. therefore, approximately up to 240 landings per hour are achieved. 8. New airport complex, in accordance with clause 1, characterized in that in the center or central platform of the tracks, continuous traffic is achieved without problems, in the traffics that land and the traffics to take off. 9. New airport complex, in accordance with clause 1, characterized in that the take-offs are more efficient thanks to the positive gradients of the runways, that is, the take-off races are carried out in descent. 10. New airport complex, in accordance with clause 1, characterized in that inside the tracks there is a cistern, with hydraulic systems, for cases of emergency, which will launch water crashes in the event of aircraft fire conats. 1 1. New airport complex, in accordance with clause 1, characterized in that simultaneous take-offs and landings can be made, operating them as normal runways, from the center of the platform, a take-off will start and at the head of the previous runway will be made a landing

12. New airport complex, in accordance with clause 1, characterized in that in case of emergency, there will be the use of two continuous tracks and a platform.

13. New airport complex, in accordance with clause 1, characterized in that the emergency landing can be made using the full length of both runways.

14. New airport complex, in accordance with clause 1, characterized in that takeoffs with maximum weights can be made, using the full length of both runways.

15. New airport complex, in accordance with clause 1. characterized in that by using the full length of both runways for takeoff without exceeding the tire rotation speed, takeoffs with maximum weights are achieved, with full load of fuel and payload, achieving flights long range from the takeoff airport, to its destination, without technical stops.

16. New airport complex, in accordance with clause 1. characterized because the tracks may be from a single continuous track that are actually two tracks, and may have an infinite number of tracks.

17. New airport complex, in accordance with clause 1, characterized in that the buildings of the hangar section, the arrival and departure in the commercial section, will be armed with a steel structure type mechano, for any change or remodeling or expansion of this circuit.

18. New airport complex, in accordance with clause 1, characterized in that in case of emergency fire will be fought from below with the hydraulic systems controlled from the control tower.

19. New airport complex, in accordance with clause 1, characterized in that the high-pressure fire system is located in the last half of the runways, and below the airplanes.

20. New airport complex, in accordance with clause 1, characterized because the drainage systems will avoid aquaplaning and flooding.

21. New airport complex, in accordance with clause 1., characterized in that the hydraulic systems will throw curtains of treated and recycled water, in cases of emergency (in very cold places), it will be possible to bathe the airplanes with antifreeze liquids before their takeoff.

22. New airport complex, in accordance with clause 1, characterized because landings take approximately 15 to 30 seconds. In arriving at the security zone, at this time the runway is free for the next landing, achieving up to 240 landings per hour.

23. New airport complex, in accordance with clause 1, characterized in that in the position of start and wait (stby position), there will be no blockage of the entrance or of the exits of the aerial traffics.

24. New airport complex, in accordance with clause 1, characterized because the platform movements from the trailer, standby position and start of turbines, the authorization to start taxiing will be given by means of a traffic light that will be at ground level of the platform.

25. New airport complex. in accordance with clause 1, characterized in that the waiting positions (stby position), it will be possible to taxi with the green light of the traffic light from the stby position to the track in use.

26. New airport complex, in accordance with clause 1, characterized in that the baggage conveyor belt will be direct from the plane to the arrival hall.

27. New airport complex, in accordance with clause 1, characterized in that in the passenger boarding and unloading corridor, the aircraft is inside the protected area of the airport.

28. New airport complex, in accordance with clause 1, characterized in that the roofs are light for protection against weather effects, so that passengers leaving through the rear doors do not suffer from inclement weather.

29. New airport complex, in accordance with clause 1, characterized in that inside the platforms of arrival to the waiting rooms, at the bottom are the chocks that can be operated by hydraulic jacks or mechanical systems or manuals

30. New airport complex, in accordance with clause 1, characterized because the passenger traffic in this airport is fluid, due to the fact that it has an internal passenger transport system along the boarding and disembarkation rooms.

31. New airport complex, in accordance with clause 1, characterized in that it consists of two light trains that will travel along the tracks.

32. New airport complex, in accordance with clause 1, characterized in that it consists of a series of electric corridors that will facilitate the internal movement of passengers.

33. New airport complex, in accordance with clause 1, characterized in that continuous automatic landings are based on a system of electronic lights or traffic lights and intelligent systems based on the crossing of lazer rays.

34. New airport complex, in accordance with clause 1, characterized in that the automatic landing system, which when crossing the landing head becomes red light, at the crossing of the head of the runway activates the red light which means that the track is busy and landings are not allowed.

35. New airport complex, in accordance with clause 1, characterized in that the runways with the automatic landing system, while the landed traffic does not leave the runway or that it does not cross the security line, the red light will remain on. which means landing not allowed.

36. New airport complex. in accordance with clause 1, characterized because the tracks with the automatic landing system, the traffic landed at 15 sec., will cross the threshold of security line and will activate the green light of the landing header which means free track and authorized to attend the next traffic.

37. New airport complex, in accordance with clause 1, characterized in that the aircraft that land in case of emergency, unable to cross the securty line, will remain on the runway, since the safety line can not cross the traffic to land, The red light will be seen in the landing header.

38. New airport complex, in accordance with clause 1, characterized by short traffic with red light on, means unauthorized occupied runway landing, flight technique would say, short skidding at the minimum permitted altitude and runway in sight red light, failed approach, that is, go to the air (aborting the landing), because the track is occupied, by the damaged traffic.

39. New airport complex, in accordance with clause 1, characterized in that in security areas for any dangerous situation, such as explosives, terrorists, riot on board, or other incontinence, this hangar will be used for its security systems and have the necessary personnel and equipment for these events and also as a presidential hangar since it has all the security systems; In the event of an emergency, the entire length of the direct runway will invariably be used for the national safety position even with tailwinds, directly defoaming on the platform; At this point there will be specialized personnel and equipment.

40. A new airport complex, in accordance with clause 1, characterized in that the application of each of these systems can be used at current airports with minimal changes, creating airports with operational capacities of up to 100%.

41. New airport complex, in accordance with clause 1, characterized because the approximations given by the racecourse waiting, is a system that replaces the small and annoying patterns of waiting, which exist in all airport areas of the world.

42. New airport complex, in accordance with clause 1, characterized by avoiding the disorderly movement to which air traffics are subject, to their arrival at the airport control areas, which are addressed by the radar controllers that we are exposed to any human failure, as well as in collision between airplanes and against orographic obstacles, in this way finding ourselves inside the waiting racecourse, generated by a VOR that will allow us to maintain the necessary distance, to form the waiting racecourse; in conditions of no visibility, both pilots and controllers will have the peace of mind that being at the racetrack at the height levels assigned to us, we will be sure not to collide with other traffics, or with orographic obstacles and an order will always be maintained of rotation at different altitudes, with the minimum necessary separations between the traffics that are at the same level.

43. New airport complex, in accordance with clause 1, characterized in that the arrival mosquito, its starting point will be validated by the same VOR, from which four drop corners are generated, which allow us to fly from any point of the racetrack, towards the initiation of the mosquito arrival, for the runway in use.

44. New airport complex, in accordance with clause 1, characterized because in existing conventional airports, with only change the waiting rooms, it will be possible to have the new airport complex, improving: a) the arrival platform to the waiting rooms of landed aircraft, b) the stby position; c) the exit platform from the stby position to the runway headers in use for takeoff; d) Growth of the platforms at the head of the tracks to allow a continuous flow of traffic for takeoffs and landings; e) All the adjustments are possible, it should be taken into account that in these conventional airports we do not have a central platform; f) In this case, the central platform of the airport will become two lateral platforms, at the headwaters of the runways; g) up to 100% of the operations of any national and even international airport is made more efficient, and may have a useful life of up to more than 100 years.