TECHNOLOGY
AARMS
Vol. 3, No. 5 (2004) 695–705
The history of the development and improvement of
Hungarian airfields
PÉTER HALÁSZ
MOD Acquisition and Security Investment Bureau, Budapest, Hungary
The majority of the sites of Hungarian military airfields were assigned even between the
two world wars, so it was very similar to the present airfield network. Kecskemét and
Pápa have already occurred in the Hungarian Royal Military Air Force’s order of
battle as basic military airfields. By the end of 80’s airfields were developed
continuously or at least maintained at a good level.
The change of the economic situation of our country, the withdrawal of “guestcorps” did not affect the number of airfields. But it definitely had a negative effect on
their technical condition and operational level.
In the first part of my paper – by the help of a brief historic overview – I would like
to refer to the present, general infrastructural situation of the named objects.
Thereafter, I will let you inspect the order of NATO requirements relating to the
assigned airfields in Hungary and its general guidelines detailing the requirements for
the main facility categories.
Finally I would like to introduce the particular tasks determined by the
requirements, in regard of two of our airfields assigned for receiving NATO Reaction
Forces, which tasks – above the demands of NATO – should have been fulfilled partly
as domestic demand.
Brief historic overview on some of our main military airfields still operating or
formerly operated, and on Ferihegy Airport
Ferihegy
Following a traditional order, I should start with Ferihegy Civil Airport. Especially, as
Ferihegy is the largest, and most developed civil-purpose airport in Hungary, which has
already been used for receiving NATO aircraft as well.
The rapidly developing Hungarian air transport, and the increase of international
flights necessitated the construction of a new airport – the more so since the existing
airport in Budaörs – because of natural obstacles around it – was not suitable for further
development. So the geodesic survey of the territory and the drawing of the basic map
Received: October 4, 2004
Address for correspondence:
PÉTER HALÁSZ
MOD Acquisition and Security Investment Bureau
Budapest, Hungary
E-mail: [email protected]
P. HALÁSZ: Hungarian airfields
needed for planning started in summer of 1939 and moreover the building of the airport
started that year too. As a result of the outbreak of war the implementation works in
Ferihegy sped up. The industrial railway was fulfilled in 1940, the freeway in 1941, and
the other structures (bridge, underpass, foreground) in 1942. The ellipsoid-shape, gritty
service road surrounding the grassy runway was finished also in 1942. But the airport
occupied by the German on 13 April 1944 has suffered a heavy air attacks on 27 July
and 09 August. So the expectations, that Ferihegy could have been the centre of
international air transport in Eastern Europe seemed to ruin.
After the war the Hungarian civil aviation revived of its ruins. The removal of
wartime remains and the rebuilding of Ferihegy started in summer of 1947. The
reconstruction of the airport was finished by 1 st of May 1950. The first expansion of
the airport was made between 1958–60; and the second from 1974. The building of the
new runway – lying in parallel with the former one – was carried out in 1982. The new
terminal called Ferihegy-2 was opened to the public on 1 November 1985. The 2A
terminal was opened in December of 1988, and the 2B was opened thereafter.
The main data of the airport:
Dimensions (m)
3700 x 45 concrete
a)
3010 x 60 concrete
b)
Figure 1. Ferihegy: a) in 1945; b) Ferihegy 2 control tower
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Kecskemét
The construction of our still existing military airfield in Kecskemét was started in
March of 1935. The large-size grassy, plain territory was considered as suitable for the
planned purpose. The airfield was built rapidly because there were some squadrons to
be stationed in temporary and final buildings even the following year. The airfield in
Kecskemét was handed over to the Air Force early in 1937. The building of the first
three hangars was completed in 1940 and they were handed over for operation.
In 1944 the German Air Force used the airfield as transit airfield. In the summer of
that year the American Air Force bombed the airfield causing serious damages in the
airfield and its range of work. On 1 November 1944 the airfield was occupied by
Russian troops and till the end of war the Russian used it for supplying and transporting
their own military units. By the end of war the airfield was mostly destroyed due to the
continual land battles.
The removal of the ruins and the reorganization of the airfield started in 1948. The
modernization works were finished in autumn of 1951 in the framework of which the
1500 m length, so called huge-round taxiway and runway field built by the German was
expanded and lengthened. In 1975 the full personnel of regiment was stationed in
Mez kövesd because of the runway reconstruction. The concrete pavement was
renovated again in 1983.
After systematizing MIG-29 aircraft some new investments were started in the
airfield. An up-to-date hangar was built in 1995-1996, and the central supporting system
as well as the new zone building was finished in 1996. The central fuel storage system
was also rebuilt.
The main data of the airfield:
Dimensions (m)
a)
2560 x 60 concrete
b)
Figure 2. Kecskemét: a) long ago, and b) nowadays
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Pápa
The construction of the airfield started 1935, and it was opened in 1936.
In 1937 two bomber squadron of Aviation Bureau was stationed in Pápa with JU-86
type of aircraft. The 1st Paratrooper squadron of Hungarian Royal Air Force was
established on 1 October 1939 and was stationed in Pápa, and then the “Vitéz Bertalan
Árpád” Paratrooper Battalion was also organized. During the IInd World War the
airfield was used by different German and Hungarian flying units. In 1944–45 the
airfield in Pápa was the largest flying base of the Hungarian Royal Air Force. On 26
July 1962 the 47th Fighter Regiment was relocated from Sármellék to Pápa, and the
first supersonic aircraft, the MIG-21 was systematized just that year. Due to the
renovation of concrete of the first runway, the regiment was relocated to Taszár in 1962.
The renovation of concrete of the second runway and the building of shelter system
took place in 1984 – and the MIG-23s were stationed in Mez kövesd, and the MIG-21s
in Szentkirályszabadja.
The last take-off of MIG-21 aircraft from Pápa airfield was on 31 August 2000.
Finally the elimination of the 47th Pápa Tactical Air Regiment was completed on 30
June 2001.
The main data of the airfield:
Dimensions (m)
2400 x 80 concrete
a)
2400 x 100 grass
b)
Figure 3. Pápa: a) the old and b) the new hangar
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Tasks for the assigned Hungarian airfields in order to meet NATO requirements
General guidelines
The provided infrastructure should meet the NATO Minimum Military Requirements
and at the same time should comply with the technical demand of reliability as well as
provide a cost-effective operation during the life cycle. The whole construction should
be simple, operable and applicable taking into consideration the constructional
standards of Host Nation and the local environmental requirements. The local medical
and safety regulations are also to be kept in mind.
The stationary-type of equipment installed in the buildings (e.g. electrical
converters, switchboards, telephone sets etc.) is considered to be part of infrastructure,
and thus the provision of the first, initial supply of it is a NATO responsibility. But the
provision of mobile equipment necessary for operating the different buildings in
accordance with the requirements (e.g. workshop equipment, testing benches,
warehouse shelves etc.) is a national task.
Maintenance/Renovation/Life cycle
Equipment – following the construction – should be maintained continuously in order to
provide its expected life cycle. Maintaining the NATO equipment is the responsibility
of the user of airfield. In compliance with the regulations of C-M (56) 60 Document “ in
case of an airfield used by or assigned for NATO or its Navy, the financial
responsibility for maintenance is borne by the user(s). The used or assigned tactical
airfields are the responsibility of the users: the actual user’s in peacetime, and if it is not
used in peace, the assigned user’s in wartime.” According to the regulations of AC/4D/1757 “maintenance of NATO airfields not used and not assigned for NATO tasks is
the NATO’s financial responsibility as long as the user is not assigned.”
The duration of the applicability of buildings is the period from taking over it by the
user (following the building or renovation) up to that time the maintenance can be
continued cost-effectively. The duration of applicability is different, depending on the
nature of facility/building. However, according to practical experiences buildings can be
included in four overall groups as pavements, buildings, significant electromechanical
facilities, and public utilities. The average duration of applicability of these categories is
the following:
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Duration of applicability of pavements, buildings and equipment used by aircraft:
Flexible:
Rigid (concrete):
duration of applicability
duration of applicability
15 years
25 years
Roads
Flexible:
Rigid (concrete):
duration of applicability
duration of applicability
15 years
25 years
Buildings
Structure:
Internal equipment (electric cables etc):
duration of applicability
duration of applicability
30 years
20 years
Electromechanical equipment
Generator, refuelling equipment, A/F lighting
duration of applicability
30 years
Public utilities
Water supplying network:
Electric distributor
Draining/sewage
Heating, Ventilation, Air Conditioning
duration of applicability
duration of applicability
duration of applicability
duration of applicability
20 years
20 years
30 years
20 years
Pavements used by aircraft
General
In the course of planning an airfield, operation of aircraft with the largest bearing force
should be taken into consideration. Standards relating to pavements used for aviation
are included in Document AC/4-M (99) 001.
Runway
Requirements relating to the length of runway take account 15 °C temperature, a wind
of force 0 and 0.0 m height above sea-level. Requirements determined for aviation are
based on ordinary operational conditions. In justified cases if conditions are extreme, in
order to provide a safe flying, additional regulations should be required.
Classification of pavements by their weight- bearing capacity
Pavements used by aircraft are included in three groups of different in strength
according to their weight-bearing capability. During the determination of these
categories it was taken into account that the use of pavements belonging to different
categories is limited and the Load Classification Number of aircraft can exceed the
strength of the pavement by 10% only.
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Group “A”
The strength of pavement is LCN 50, which is enough to receive an aircraft having a
value of LCN 55 or smaller than that.
Group “B”
The strength of pavement is LCN 65, which is enough to receive an aircraft having a
value of LCN 71 or smaller than that.
Group “C”
The strength of pavement is LCN 75, which is enough to receive an aircraft having a
value of LCN 82 or smaller than that. (the strength of pavements belonging to this
group is allowed to exceed the value of LCN 75 exceptionally).
Classification of pavements by their structure
Pavements used by aircraft are included in three groups according to materials and
technology applied during the building. Except for resistance to fuel outflow – which
makes impossible automatically to use flexible pavements in certain cases – any type of
flexible pavements can be applied, and the final decision depends on the cost-efficiency.
Flexible pavement
It is such a cover built with the use of bituminous binding material, a surface covered by
a mixture of bitumen and additives, which – in the first place due to its resistance to
shearing stress – can spread the load. The only weak point of this kind of cover is the
fuel outflow, so it cannot be applied in places where there is a greater extend of danger
of fuel outflow e.g.: in aircraft parking platforms, runway ends etc.
Rigid pavement
It is such a cover, which – due to its bending rigidity – can spread the load. It is a
cement concrete cover of good quality, which is separated into slabs by structural and
shrinkage gaps in the way determined in advance. Dilatation gaps are also necessary.
Maintenance and later the change of slabs on spot become easy. Under normal
circumstances iron-banded concrete is not applied.
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Mixed pavement
This pavement is a mixture of flexible and rigid covers. Usually it is applied when a one
or more-layer bituminous mixture recovers the existing rigid pavement. Filling up with
bitumen is an important method for slowing the spread of appearing clefts and
renovating the old concrete slab gaps.
Shoulders
Shoulder is the territory joining directly to the edge of pavement used for flying, which
provides a transition between the cover and the bordering surface of the earth. The
minimum requirements during the building of shoulder are the clear territory, levelled
soil as well as the forming of necessary longitudinal and transversal slope on the clear
site. Moreover, it is required to provide a 3 m-wide, covered, medium-level strong
transitional lane alongside the pavement where aircraft is running at high speed (e.g.
runway). The transitional lane has to be strong enough to stand the occasional/incident
passing of the aircraft loading the cover to the highest degree or the critical wheel-load
of emergency or maintenance vehicles. During the planning of transitional lane the
minimum requirement is that its strength should reach, or exceed the 50% of the
strength of pavement.
Buildings
General
Host Nations shall construct the buildings in accordance with its own regulations relating
to – whether civilian or military – constructions, seismic values and other local building
regulations. Dimensions of buildings depend on its functions detailed in the military
requirements. The gross area includes the outside walling of building as well. The useful
area is the net, inside area of building, which can be counted after deducting the area of
bathroom, toilet, elevator shafts/staircases, laundries, and passages of public utilities from
the gross area. Useful area also includes the area of inside walling and corridor. Useful
area shall be – under normal circumstances – at least 75% of the gross area.
Main structural solutions
a) Foundations
Foundations depend on the bearing capacity of structure, the type of superstructure, and
the climatic conditions.
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b) Flooring structure
Usually the floor surface is made of concrete, which can be iron-banded concrete
surface placed on the floor supporting structure or a concrete slab laid directly on the
dehydrated, compacted foundation. These structures have to stand the planned load. In
warehouses, workshops and any other facilities where the use of trolley, forklift or other
heavy vehicles is expectable, the floor structure shall be planned regarding the heaviest
vehicle. The minimal load value for one wheel is 2,5 ton.
c) Roofing (both for office-type and workshop/warehouse-type of buildings)
Roofing can be flat, sloping or high//gabled roof. Gabled roof is preferred, the roofing
material of which is depending on the local production to a great extent. Both type of
roofing shall be water-proof and insulated.
d) Suspended ceiling
It is required only in office-type of buildings and precision workshops. Ceiling can be
made of a fireproof material. The use of plasterboard slabs, fibrous ceiling covering
slabs, or equivalent other material is suggested in the local practice. In the course of
determining the height of ceiling the minimal value corresponding with the function of
building shall be taken into account and harmonised with dimensions accepted in the
local practise.
e) Internal equipment
Every facility put into practise shall have lighting, HVAC (according to the
dimensions), drinking water, bathroom, toilet and sewage.
f) Lighting
The general requirements relating to the degree of lighting are determined by the function
of the building (or its parts). The requirements for using high-intensity lighting are
determined in accordance with the local conditions (usually mobile equipment is applied).
g) Heating, ventilation, air conditioning
Heating
Heating shall be provided in the whole area of the building put into use. In empty
vehicle storages, aircraft shelters and other similar buildings without personnel working
in them, heating shall be provided only to resist the exposure of weather and shall be
heated only when the temperature is extremely low and it has a harmful effect on the
stored equipment.
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Ventilation
It is a minimal, general rule that ventilation shall meet the local medical and safety
standards. Local ventilation (ventilator ventilating to the outside) can be necessary in
those premises (workshops and other rooms), where the level of smoke and gas
concentration is high.
Air conditioning
It should be provided only in those in geographic areas where the extreme and lasting
heat is characteristic. Air condition should be provided also in cases when the different
equipment in special workshops is producing heat and the level of heat generation
jeopardises the safe, reliable operation.
Spare parts (for 90 days)
Originally a spare part set necessary for a support of 90 days was determined to provide
the continuous operation of equipment needed during a military manoeuvre of 90 days.
According to that conception, a self-sufficiency of 90 days provides enough time for the
logistic system to fill up the warehouses. Nowadays maintenance demands have
decreased in a great extent especially since the greatest part of necessary spare parts
(generators, pumps) can be purchased from trade immediately. So the requirements of
today are limited to equipment, which are specially needed for military airfields (e.g.
arrestor gear, airfield lighting system) for which – due to its purpose – spare parts are
not stored in trade and therefore the necessary parts are to be stored in advance.
Public utilities
Agreement to be concluded with the Host Nation
Use of units of public utilities is regulated by NATO agreements concluded previously.
Details relating to this are included in C-M (85) 59 Document and AC/4-R/1388.NATO
Document. However there are some exceptions of this procedure method, when
negotiations are lasting for years, and which should be considered by NATO and the
authorities of the given Host Nation mutually.
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Execution of main investments for hosting of NATO reaction forces in the
designated military airbasis
Hungarian airbasis development – which provide reception of NATO Reaction Forces –
was approved by the North Atlantic Council in 27. July 1997. In the framework of the
NATO Security Investment Programme the planned developments touch the Kecskemét
and the Pápa military airbasis. The volume of the investments approach 130 million
EUR, which finance from the Alliance common budget. The planned finish deadline of
the development is the end of 2004.
During the investments the following main works have to implement both of two places:
Modify Runway
Provide Arrestor Gear
Provide Aircraft Parking Platforms
Provide Arm-Disarm Pad
Provide Maintenance Apron
Provide Engine Test Apron
Provide Airfield Lighting System
Provide Fuel Storage and Dispensing Facilities
Provide Ammunition Storage Facilities
Modify Squadron Operations Building
Provide Hangar and Workshops
Provide Warehouse
Provide LOX Facilities
Upgrade Airfield CIS
Until now, the development projects have been implemented or there are under
execution, tender and authorization procedure.
It can be ascertained, that the NATO Security Investment Programme developments
advance in appropriate rate. Part of the further works are the technological handing over
of finished investments and the procedure of the NATO Joint Formal Acceptance
Inspection. Further work the long period planned operation and maintenance tasks of
structure put in the ministry budget plan and these continuous implementation.
Bibliography
1. Criteria and Standards for Airfields (NATO MC 445, 31 August 1999, Bruxelles)
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