Airport Planning & Layout : Chapter 16

Airport Demand
- Factors determining demand:
1) population and density of city
2) economic characteristics of city: strength and type
e.g.
Riyadh :
Jubail :
Dammam:
Qatif :
a government center
an industrial center
a trade city
agricultural
3) Proximity of A/P to others
Dhahran & Bahrain  People in Saudi Arabia travel from Bahrain for
cheaper tickets.
- Approaches to estimate demand:
1) Judgment of experts
2) Utilization of national forecasts
3) Analytical methods  using models, e.g. regression model
e.g.
Trips per year= a0 + a1 (ave fare)+ a2 (ave travel time)+ a3 (population)+ .. ..
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Selection of Airport Site
Development of aviation is dynamic because of aircraft (A/C) design
 A/C design has developed rapidly in size and speed
 it has been difficult to forecast demand
 Improper forcast resulted in abandoned A/P’s, examples:
In Dhahran: the terminal was abandoned because of capacity,
then site was abandoned
In Riyadh: the old airport: the terminal was abandoned because of
increase in demand, then site was abandoned because of conflict
with city growth
 a comprehensive plan must be developed to account for “everything”
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Rwy Orientation
o Take-off (T/O) & landing are opposite to direction of wind
 it gives “lift” T/O
& “glide” in landing
 cross-wind is dangerous even in taxiing
~ max 12 mph for propeller driven A/c ( 12500 lb)
~ max 15 for others
o FAA standards : a runway must be useable at least 95% of the time without
exceeding the allowable x-wind.
o How? By “wind rose” method : template over a chart.
- Procedure:
1) At least a 10-year record of wind is collected classified by direction,
speed, and time. Table 16-2
2) Wind record is summarized as percentages. Table 16-2
2) The wind rose is used. Sum of percentages (or partial) outside top
template, which is scaled with twice the max cross wind. Counts should
be at most (5%). Fig 16-3
3) Azimuth is given to rwy
S
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o Number in rwy = magnetic Azimuth/ 10
What is it for KFA A/P?
S
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Airspace & Obstruction
o Federal Aviation Administration (FAA) & Internationl Civil Aviation
Organization (ICAO) are very strict on their regulations (FAA is more)
o Airspace must be reserved with no obstruction for T/O & landing activities
o Standards : objects are not to penetrate certain imaginary surfaces in the sky.
There are three types of standards:
1) Notice Requirements: Owner of A/P must notify FAA for any airport
construction – according to Fig. 16-4.
2) Standards for obstruction around A/P area is according to Fig. 16-5.
(ARP = point of critical (highest) elevation at A/P).
3) At the rwy area -Fig. 16-6 is consulted.
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Runway Capacity
- In design, different configurations must be considered for the best performance.
- Configuration  number of rwys & arrangements (Fig. 16-7)
- Criteria = operations (landings & take-offs)
FAA suggests practical capacity : operation with tolerable delay. (annual
or daily)- Table 16-3
What if x-wind is too high on a single rwy so it cannot be used 95 % of the
time?
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- Factors affecting capacity:
1)
traffic control measures : minimum safe separation between landings
and take offs.
2)
Aircraft mix = types and percentage of various groups of aircrafts.
as % of large A/C increases capacity is reduced
Classes A, B., C, D, E & F, p.534 (Table 17-1)
3)
Weather conditions
VFR – visual flight rules
IFR = instrument flight rules  in bad conditions.
Capacity of IFR is less than capacity at VFR
4)
Configuration of rwys
- Procedure to find capacity – (for long range planning)
1. Find mix = %C + 3 D% & use Table 16-3
a. C is A/C of weight 12 500 to 300 000 lb
b. DC is A/C of weight greater than 300 000 lb
2. Values in Table 16-3 are empirical, of long term planning.
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Chap. 17 : A/P Passenger Terminal Area
o Terminal Layout Concept
Objectives:
1) minimize difficulty of transfer movements for passengers,
luggage & aircrafts.
2) provide modular design – keeping-up with advancement
and demand for any future expansion.
3) provide layout that yields highest revenue
high capacity  hi revenue
more shops  hi revenue
4) economical designs with greatest efficiency in
processing and circulation.
o Terminal Schemes
- Fig. 17-2
- Walking is often a problem – the solution is: moving walkways
vehicle system
or/and
o Apron & Gates
- Gate : outside the door of boarding area
- Apron : area after gate leading to the taxiway used for maneuvering of the A/C
- Space requirements: two items are determined:
1) Size of gate positions depending on size of A/C & maneuverability
Table 17-1
2) Number of gate positions : depends on peak demand & how long
A/C occupies a gate position.
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Airport Design : Chap. 18
Definitions:
A
A
C
D
B
G
F
E
A) rwy
B) Twy
C) Holding Apron
D) Ramp
E) Terminal
F) Gate
G) Apron
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Rwy Length
o Length depends on A/C performance which is reflected by:
1) Elevation of A/P : air density & composition
higher elev.  longer rwy
2) Temperature : measured by ave. max. temp.
higher  longer
3) Rwy gradient :
g=
max difference in rwy center line elevation
rwy length
Δ
L
G=

 100
L
4) Weight range of A/C
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How to find Rwy Length
* Small Airports : No correction is req’d.
1)
A/P with A/C of max wt. of 5670 kg (12500 lb) or less with
approach speed of 50 knots or more AND with seats less than 10:
o Fig. 18-1, P 546
o % of fleet  the proportion of the A/C with this property &
remaining % are smaller.
o mean daily max temp, hottest month = avg of daily highest temp
during the hottest month.
2)
A/P with A/C of max wt. of 5670 kg (12500 lb) or less with
approach speed of 50 knots or more & with seats 10 or more, Fig.
18-2
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* For A/P’s with large A/C’s
 critical A/C is found
 FAA has “performance curves” or “performance tables” for each A/C.
- These are based on actual flight tests by the manufacturer.
- Tables 18-1 & 18-2 are examples for Boeing 757-232
- Fig. 19-2 & 19-3 (from old edition) are example for Boeing 707-300.
 How to use Table 18-1
- it is for landing
- landing length is shorter than the T/O length
- used to find location of exit ramp on rwy
L
- upper part max allowable landing wt. is checked (up) first; then length is
found (from down)
Steps:
1) Enter top part to find max wt.
2) Check this max wt. against wt. of A/C given. A/C weight while
landing should not exceed this wt. Because of the elevation and the
temperature
3) Enter lower part with t/o weight and get rwy length.
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 How to use Table 18-2
- It is for T/O
- 4 steps
1) max allowable T/O weight is checked against given wt.
2) “Reference factor” is found
3) Rwy length is found
4) Correction is applied.
FAA specifies rwy length is increased by 10 ft per foot of difference in
center line elevation btn the high & low points of the rwy elevations.
Lfinal = Ltable + 10 
 See Example 18-3, p548
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 How to use “performance curves”
RL
- find landing length
- find T/O length
Lrwy
Given Weight
RL
Lrwy
Given Weight
- note : elevation limit = at this elevation A/C cannot operate
for the given T/O weight or distance.
RL
Elevation Limit
Given Weight
Max wt. Governed
by the elevation
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- correction is used as follows:
 20% increase in length for each 1% increase if gradient
from 0 gradient for piton & turbo propeller A/C.
 10% from each 1% for turbo-jet A/C
 Lfinal = Lfig + [Lfig  grade  {.20 or .10}]
Grade is in percent, e.g. 3
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Airport Reference Code
 ARC relates A/P design criteria to the operational & physical
characteristics of the A/C’s.
 Determinants of ARC : they’re 2:
1. A/C approach category : A to E
The approach category = f (approach speed)
2. A/C design group : I to VI
DG = f (wing span)
 Rwy standards depends on approach speed, wing span & visibility standards.
 Twy standards are related to wing span (DG)
 See Table 18-3
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Longtitudinal Grade Design for Rwy
o Grade is desired to be “zero”
o More strict than Hwy
o Fig. 18-3a for aircrafts
A&B
Fig. 18-3b for aircrafts
C&D
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Rwy & Twy Cross-Section
o Similar to Hwy
o Components; in Fig. 18-4a and b
o Standards : Tables 18-4a and 18-4b for aircrafts
Tables 18-5 for aircrafts C and D
Table 18-6 for taxiway
A&B
See handouts for these Tables.
o Sides are treated for engine blast
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Turn Arounds (Ramps)
Examples
Fig. 18-5 when no rwy is used
Fig. 18-6
 curves must be smooth all the way
 90º exit at low volume < 30 operations/hr (peak hr)
30º expedite movements (allows exit at 60 mph)
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Holding Apron:
 Area near rwy entrance for A/C to park briefly in preparation
to take-off (or go back in break-downs)
 In small A/P, HA is recommended when activity  30 operations/hr
 Holding Apron Space : Table 18-7
- depending on gear & wing span
- Diameter = Factor × Wing Span of A/C
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Marking
- Numbers & stripes
- FAA classifies rwys into 3 classes for marking purposes:
Basic Rwy (visual)
Non-precision instrument rwy
Precision instrument rwy all weather
- Parts:
o numbers
o a dashed (centerline)
o threshold markers
o side stripes
o markings indicating distance from end of rwy
- Fig. 18-16
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