Originally Posted by Kuvvaci
Sabiha Gökçen Airport is getting ready to open new horizons for Turkey, just like the woman combat pilot of Turkey that it is named after. The Airport which is the first step towards the "Advanced Technology Industry Park" project, which shall serve the country in numerous fields such as transportation, foreign trade, aviation and technology, shall act as a leader for conversion of the region into a technology base in the future. Just like Sabiha Gökçen leading the way to Turkish women in undertaking equal roles with men in all fields of business, years ago.
COMPUTER AND ELECTRONIC SYSTEMS
All computers and electronic systems at the Sabiha Gokcen Airport are state-of-the-art.
Operational information in our airport, defined as an "Airport in a Box" in terms of computer systems, functions with "real-time" integration in a synchronous manner with numerous systems over a single database. The main database, AirportCental" provides information to "FIDS", "BRS", Finance System and Internet "WEBFIDS", and particularly to the "Airport Resource Manager".
Security Systems are of highest level and X-ray machines (VIVID VIS-M) with explosive detection capability in luggage is applied for the first time in Turkey, in addition to the standard airport systems in our airport.
All kinds of cargo are scanned with Linescan-232 type XRAY machines prior to acceptance and said device is capable of viewing the interior of massive steel of 6.5 cm thickness.
Ion analysis (ITEMISER®) devices, which achieves result within a period of 3-8 seconds even in explosives and narcotic substances less than 30 pictograms, are used on all kinds of cargo.
The Radar System in the airport is a GCA-2000 Radar system, produced with " solid-state" technology and the final generation among the ground controlled approach systems. The system provides reliable, precision approach services even under the worst weather conditions.
Information about the power sources of the aerodrome
The Aerodrome has the below mentioned particulars;
a. Main Power Sources
Aerodrome primary power source is supplied by TEDAS, which is fed by the national energy system at Kurtköy Reduction Center with 154 KV / 34.5 KV. From TEDAS facility to Aerodrome Electricity Center there are two independent cable connections with dimensions of 3 x 240 / 25 mm2 YE3SV (XLPE). Thus, in case of any irregularity on one of the lines, the other line will be in charge.
b. Secondary Power Sources
Aerodrome secondary power source is supplied by two distinct systems. The first one is the diesel generator, which takes the load after 15 seconds automatically. This system feeds the secondary units and systems of the aerodrome. In case of the breakage of the voltage or exceeding of the standard values, it automatically feeds the system. When the voltage turns back to the standard values, it automatically synchronizes to the system and leaves the circuit without discrepancy.
There are three diesel generators with a power of 1600 KVA and 6.3 KV Output Voltage. According to the load volume of the system two or three generators can be in charge simultaneously.
The latter secondary power system is dynamic UPS, which feeds the system with zero passes. This system feeds the primary units of the aerodrome, such as runway lights, tower and traffic systems. Aerodrome private lighting system is also accepted as a primary system, which is fed by the dynamic UPS. The system takes the reference from 6.3 KV and in case of the breakage of the voltage or exceeding of the standard values it automatically feeds the system with zero passes. When the voltage turns back to the standard values, it automatically synchronizes to the system and leaves the circuit without discrepancy.
There are three dynamic generators with a power of 1600 KVA and 6.3 KV Output Voltage. Two of them are constantly in charge and a third one is on standby position.
The fuel for the generators and the dynamic UPSs are stored underground together near the building where the system is located. Daily fuel is stored in the building and fuel is automatically taken from the tanks. Total capacity is 64 tons, which is sufficient to feed the system continuously for 27 hours.
c. Distribution of energy
There are two rings from which the facilities of the aerodrome are fed. The first is the UPSs, which feed the primary loads; the latter is the system generators, which feed the secondary loads.
Ring voltage is 6.3 KV and is sent to the receivers with 25 secondary transformers having 0.4 KV. O.G. cables have the dimensions of 3 x 240 / 25 mm2 and YE3SV (XPLE) type. Approximately 4 km are laid from the galleries and the rest is laid underground according to the standards. The joints of the cables are made in joint rooms with original spare parts.
In the case of failure of the power feed of the H1 and H2, two 3 x 25 mm2 YE3SV (XLPE) cables are in standby position in the buildings where the runway lighting system circuits are gathered. These cable arrange the continuity of the energy. Apart from the spare cables there are also spare transformers in the system. In H1 building, there are two 250 KVA transformers; one of these transformers is the primary and the latter is on standby. In H2 building, there are two transformers with the power of 160 KVA and again one of these transformers is the primary and the latter
is on standby. In case of the failure of the primary, the second
transformer will be in charge automatically in order to avoid any
discrepancy in the energy flow.
The distribution of energy to the lighting system of the runway is done by the relevant neoprene type of cable and accessories. The circuits of the lighting is arranged in serial connection according to the standards of the standby provisions and designed to prevent two armatures out of the system at the same time. In case of the failure of one of the current, H1 and H2 regulator buildings do not affect the order of the system.
Sabiha Gokcen International Airport's covered area lighting plans
are kept in Electrical System Management.
HEATING AND COOLING SYSTEM:
Heating of all buildings within the whole airport coverage is realized through the heating central. The heating central contains 3 boilers of 5,000,000 kcal/h capacity, full of 90-120oC boiling water. In addition to the heating process, 6 cooling groups of 1.000.000 kcal/h capacity are available to fulfill the cooling requirements of the terminal buildings of international flights terminal, technical block and the tower building. This system is controlled through the automation system located at control room of the heating central.
The transfer of the water conditioned in the heating central is realized via pipes of approximately 4,500 meters in length, installed in the installation galleries constructed approximately 2-12 meters below the ground.
Installation galleries also accommodate the utilization and extinguisher water that supplies the whole airport, in addition to the heating and cooling system.
All mechanical installation works throughout the airport have been completed with air-conditioning/ventilation installation, fan-coil installation, heater installation, utilization hot and cold water installation, fire installation and automatic control systems in compliance with the ASHRAE, DIN, TSE norms
Utilization Water Installation:
The water is supplied to the current 3000 m3 tank from the current tank of ISKI located at Pendik via Ø300 ductile pipes. The water tank consists of 2 separate sections for fire and utilization water. Said systems are planned with auxiliary supplies.
Waste Water Treatment Plant:
The waste water of the airport is collected completely at the waste water treatment plant and utilized in the garden irrigation installation after treatment and storage in the clean water tank. The system includes 1 sand pool, 1 sludge condensing tank, 1 balancing tank, 1 nitrification and aeration pool, 2 settling pools and mechanical installations.
Fuel Facilities :
JET A-1 fuel is supplied to fuel facilities via a DN 150 NATO pipeline. Incoming fuel is stored in 3 fuel tanks of 5000 m3 capacity at the facilities. Fuel is supplied to the aircrafts with the fuel tankers or 22 hydrants located at the apron. Tankers are filled at the fuel filling shed located in the facility. The facility has an AV-Gas tank and installation in addition to the JET A-1 fuel.
SPECIAL ILLUMINATION SYSTEM
Ground Lights Detail:
Precision Approach Lighting System ( 06 direction ) :
The approach lighting system consists of a row of lights on the extended centre line of runway and displaced 900 m from runway threshold. The approach lights have been placed at longitudinal intervals of 30 m from the threshold.
The approach lighting system has two crossbar lights. First crossbar light has been placed 150 m away from the threshold. First crossbar has filled in the gaps between the centre line and side row lights. The second crossbar has been placed 300 m away from the threshold and it is extended on both sides of the centre lights to a distance of 15 m from the centre line.
The side row lights has been placed on each side of the centre line at longitudinal spacing equal to the centre line lights and first light located 30 m away from the threshold.The lateral spacing between the inner lights of side rows are 18 m , which is the same a spacing for the touchdown zone lights.
Barrettes are 4,5 m long and intervals of uniformly spaced light sources are 1,5 m. Barrettes beyond 300 m from the threshold are equipped with capacitor discharge light. Each discharge light flashes twice a second in second. Electrical circuits of the capacitor discharce light are operated independently from the other lighting systems.
Approach Lighting System ( 24 direction ) :
The approach lighting system consists of a row of lights on the extended centre line of runway 900 m from runway threshold. The approach lights have been placed at longitudinal intervals of 30 m from the threshold. Row of lights are 4,5 m long and intervals of uniformly spaced light sources are 1,5 m.
The approach lighting system has a crossbar light.It has been placed 300 m away from threshold.
Runway Touchdown Zone Lights ( 06 direction ) :
Touchdown zone lighting system consists of a row of lights on the extended from the threshold for a longitudinal distance of 900 m on runway.
Each row of lights has been composed of at least 3 lights with spacing between 1,5 m. The longitudinal spacing between row of lights is 30 m. The lateral spacing between inner lights of side touchdown zone lights is 18 m.All lights has been fixed, unidirectional lights showing white.
Runway Centre Line Lighting System :
Runway centre line lights have been located along 50 cm uniformly offset to the same side of the centre line of runway. The lights are located from the threshold to the end at longitudinal spacing of 15 m. Runway centre lights are fixed lights showing variable white from threshold to the point 900 m from the runway end, alternate red and variable white from 900 m to 300 m from the runway end , and red from 300 m to the runway end.
Runway End Lights :
Runway end lights have been placed on a line at right angles to the runway centre line. Runway end lighting system consists of eight lights. Lights are symmetrically disposed about the centre line in two groups with the lights uniformly spaced in each group. The spacing between runway end lights in each group is 5,85 m.
Runway Edge Lights :
Runway edge lights are placed along the full length of the runway.Intervals of uniformly spaced lights are 60 m.
Runway edge lights are fixed lights showing white, except that a section of the lights 600 m of the runway length from the end at which the take-off run is started showing yellow.
Taxiway Centre Line Lights :
Taxiway centre line lights are located on an exit taxiway, taxiway, apron and between runway centre line. Taxiway centre line lights are fixed lights showing green. The lights (alternate taxiway center light) which placed near the runway centre line are fixed and showing green and yellow.
Taxiway centre lights are located on the taxiway centre line and spaced at longitudinal interval between lights , min.50,42 m ,max.58 m.
Taxiway centre line lights on rapid exit taxiway are located between runway and taxiway centre line. It's commence at a point at least 60 m before the beginning of the taxiway centre line curve and continue intersection of end of curve and centre line of taxiway where an aeroplane reach normal taxiing speed. The light on that portion parallel to the runway centre line has been placed at least 60 cm from the runway centre line lights. Taxiway centre lights on rapid exit taxiway has been spaced at longitudinal intervals 14,26 m and 15,09 m.
Taxiway Edge Lights :
Taxiway edge lights are placed along the full length of taxiway. Intervals of the lights which placed straight side of taxiway is between 37 m and 60 m. Taxiway lights are fixed, elevated type lights and showing blue.
Interval of the lights which placed curve parts of the taxiway are between 7,5 m and 15 m. This lights are fixed, embedded type lights and showing blue.
Stop Bars :
The stop bars are located across the taxiway at the point where it is desired that traffic stops. Stop bars are consist of lights spaced at intervals of 3 m across the taxiway, showing red in the intended direction of approach to intersection point.
Each end of the stop bar is equiped with a pair of elevated type lights for where the normal stop bar lights might be obscured by snow, position or structure of aircraft.
Guard Lights :
Each taxiway and runway intersections has been equipped with guard lights. System consists of two pair of flashing yellow lights.
Threshold Lights :
Threshold lights has been placed on a line at right angle to the runway centre line. System consists of 16 lights. Threshold lights has filled in the gaps between runway edges.
Threshold lights are fixed and showing green. The lights are spaced uniformly and inteval of lights not more then 3 m.
REIL has been located symmetrically about the centre line , in the line with the threshold and 10 m outside each line of runway edge lights. REIL has been visible only in the direction of approach to the runway and flashing white lights.
The system consists of wing bar of 4 lamp units equally spaced ( 9 m. ). Wing bar has been located on both side of the runways.
Each light unit has been capable of adjustment in elevation between 1.30 and 4.30 above the horizontal.
PAPI system has been placed closely with glide path of ILS and adjusted 3.50 above the horizontal.
Identification Beacon :
An identification beacon has been located top of the aerodom control tower for use at night. It is showing flashing green and white.
Wind Direction Indicator :
A wind direction indicator has been located left side of runway (06 direction) for visible from aircrafts in flight and to be free from the effect of air disturbances caused by nearby objects. It has been illuminating for use at night.
Landing Direction Indicator :
A landing direction indicator has been located left side of runway (06 direction) for visible from aircrafts in flight It has been illumminating for use at night.
Signalling Lamp :
A signalling lamp has been provided in aerodrom control tower. It has been capable of producing red, green and white signal light. It is suitable for requirements of Annex 14.
This airport will serve during the F1-Turkey