Preliminary Geometric Design of an Airport in
Palestine.
 The
importance of this research reflects the
need for Palestinian airport for:
 1)
Investment sector.
 2) Civilization.
 3) Politically advantages
 4) Necessity for the PNA.
 5) Tourism
 the
FAA (Federal Aviation Administration)
recommends a minimum site selection
analysis that includes the following factors:
 Operational capability
 Ground access
 Development costs
 Environmental consequences
 Socioeconomic factors
 Consistency with area-wide planning
Al-Buqaiaa site :
 The selected site away from any population
communities to avoid sound pollution.

The selected site does not affect the population
areas growth.

According to the wind rose extracted from the
wind movement in the proposed site showed
slight wind speed with (N/W) to avoid any cross
wind in the runway direction.
±
10m on mean sea level.
 Intermediate
 Sandy
 The
of the west bank.
soil.
weather is moderate and suitable
(ambient temp, humidity) .
 1
X:187470
 2 X:189446
 3 X:186898
 4 X:188882
Y:129505
Y:129446
Y:125544
Y:125262
NUMBER OF PASSENGERS (million)/YEAR
16
14
12
10
8
6
4
2
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
 regular
daily passengers (Dep/Arr)
 High season passengers.
 Transit passengers
 Omra pilgrims passengers
 Haj pilgrims passengers
 Christians pilgrims passengers
The following factors should be considered in
locating and orienting a runway:
 Wind
 Airspace availability
 Environmental factors (noise, air and water
quality)
 Obstructions to navigation
 visibility
 Wildlife hazards
provided Wind rose by ministry of transpiration
•The orientation of Runway will be 170o-350o (17-35) Runway. Which is
the orientation that satisfies 95% coverage (crosswinds below a critical
value) considering yearly wind conditions, with respect to the topography
of the airport selected site.



In this project one primary runway has been designed because the
following reasons:
1- Max capacity for one primary runway is 40-50 operation/hour that
means; if the average capacity of airplanes for the fleet mix is 125
passenger/operation. Then the hour capacity for the runway is:
45* 125 = 5625 pax/hour
As it cleared before the demand for the airport after 20 years will be
about 14 million/year, so the peak-hour-flow is:
Average monthly passengers =14000000*0.08417 = 1178380 pax
Average daily passengers=1178380 * 0.03226 =38014 pax
Peak-day-flow=1.26*38014 = 47898 pax
Peak-hour-flow= 0.0917* 47898= 4392 Pax/Hour < 5625 pax/hour
So one primary runway is sufficient to cover the demand for 20 years
coming.
2- The nature of topography for the selected site VS the provided wind
rose general orientation, make a conflicting to construct parallel runway,
because of non-satisfaction for FAR requirements.

Airplanes today operate in a variety of different
environments and available field lengths. However, the
suitability of those runway lengths is governed by the
existing and forecast fleet mix, critical aircraft operational
requirements, and the following variables:
1.
Airport elevation above mean sea level
Mean maximum temperature
Wind velocity
Aircraft operating weights
Takeoff and landing flap settings
Effective runway gradient
Runway surface conditions (dry, wet, contaminated, etc.)
Operational use.
Presence of obstructions within the vicinity of the approach and
departure path.
Locally imposed noise abatement restrictions and/or other
prohibitions
2.
3.
4.
5.
6.
7.
8.
9.
10.

Boeing 747-400 designate as the critical aircraft for
determining the primary runway length requirements of
this project.

Accordance with FAA guidance, the critical individual
aircraft takeoff and landing operating weights for the
B747-400, B737-300 and B747-700 were obtained from
Boeing’s Airplane Characteristics for Airport Planning
manuals associated with these specific aircraft (Table B-2)

To accurately determine takeoff length requirements, the
takeoff chart for the B747-400 with dry runway, zero wind,
and zero effective runway gradient conditions within the
airport’s mean daily maximum temperature of the hottest
month at the airport was used.

Landing length requirements were determined by obtaining
the landing chart for the B747-400 with the highest flap
setting (30 degrees), zero wind, and zero effective runway
gradients.
 Data:
 Airplane
Boeing 747-400 Mean daily maximum temperature of hottest
month at the airport 34.4 C
 Airport
elevation 0 (on MSL)

Maximum design landing weight (see table B-2)574,000
pounds (260,362 KG)

Maximum design takeoff weight (see table B-2)875,000
pounds (396,894 KG)

Maximum difference in runway centerline
elevations
10 feet














Proceed horizontally to the length axis to read 3352.8m. Interpolation
is allowed for this design parameter for (Takeoff length requirements
100% Useful Load)
– Adjust for non-zero effective runway gradient
11,000 + (10 x 10) = 11,000+ 100 = 11,100 feet (3383 m)
(5) The takeoff length requirement is 11,100 feet (3383 m)
(6) Step 5 – Adjust for temperature:
Because it its 0 on S.L  T1 =59° F
L2= (0.005*(94-59)*11,100) +11,100= 12931.5 feet  Takeoff length
requirements 100% Useful Load
Where T1 is standard temperature
L2 is adjusted length of Runway
For Takeoff length requirements 95% Useful Load:
– Adjust for temperature:
Because it its 0 on S.L  T1 =59° F
L2= (0.005*(94-59)*10,171) +10,171=11951 feet
Adjust for non-zero effective runway gradient=12051 feet OR(3700
m)  Takeoff length










As mentioned previously, the critical individual
aircraft is B747-400 which has touch-down speed is
141 Knots to 166 Knots.
Assume that the touch-down speed=150 Knots and Dth
approximate=1000 ft. and as explained before in the
text the suitable exit speed for 30o high speed exit is
60 mil/hr.
So:
Vth=150*1.687=253 ft/s
Ve= 60*1.466=87.98 ft/s
And a=3.3 ft/s2
Then..
Dc=(253)^2-(87.96)^2/(2*3.3)= 8526 ft
D=Dth+Dc= 1000+8526=9526 ft (From the edge of the
runway).
And equal about 2900m from the beginning of the
runway.
To be sure that the airport will serve all
categories, and in comfortable way, the exit
location for category (C) should be determined
then.
 Category (C)  touch-down speed= 121 knots
 Assume
 Dth=700 ft
 Ve= 40 mil/hr for 300 exit flap and.. a=5 ft/sec2
 Vth=121*1.687=204.13 ft/sec
 Ve=40*1.466=518.64 ft/sec
 And a=5 ft/sec^2
 Dc=(204.13)^2-(58.64)^2/ (2*5)= 3823 ft
 Dth=700 ft
 D=3823+700=4523 ft which is equal about 1378m
from the beginning of the runway.

 Because
of the runway is symmetry, the
separation between exits will be like shown
in figure:

Primary= aligned (longitudinally) with each runway
and extends 200 ft. from each runway end


Approach= longitudinally centered with the run way
and extends beyond the primary surface


Horizontal= horizontal plane 150 ft. above the
established airport elevation. Constructed by
swinging arcs around the end of the primary surface


Conical= 20:1 slope surface extending beyond the
horizontal surface


Transitional= constructed to join approach and
horizontal or approach and transitional surfaces
A = Utility runways
B = Runway larger than utility
C = Visibility minimums > 3/4 of a mile
D = Visibility minimums =< 3/4 of a mile
 From
the manufacturer airplane criteria see
appendix A:
 The speed Approach is 154 knots. So that the
speed is 141 knots or more but less than 166
knots, there for the Aircraft Approach
Category is (D).
 Wingspan is 213 ft and tail height is 64.3 ft
which they are within the flowing limits 171 <214 and 60 - <66 in order. There for the
Airplane Design Group (ADG) is (V)
 So that the Airport Reference Code is (D-V)
 Obstacle
Free Zone (OFZ)
 Runway Blast Pad
 Runway Protection Zone (RPZ):
 Runway Safety Area (RSA)
 Shoulder
 Taxiway Safety Area (TSA)
RPZ Area = 49.978 Acer = 198207 m2

Surface gradient standards:
Aircraft approach categories C & D:
 The longitudinal and transverse gradient standards for runways
and stop ways are as follows and as illustrated in following figure
1.
2.
3.
4.
The max longitudinal grade is ± 1.5 %; however, longitudinal
grades may not exceed ±0.8% in the first and last quarter of
the runway length. It is desirable to keep longitudinal grades
to a minimum.
The max allowable grade change is ±1.5%. use longitudinal
grade changes only when absolutely necessary.
Vertical curves for longitudinal grade changes are parabolic.
The length of the vertical curve is minimum of 1000 ft (300m)
for each 1 % change.
The minimum allowable distance between the points of
intersection of vertical curves is 1000 ft (300m) multiplied by
the sum of the grade changes ( in percent ) associated with the
two vertical.
 Taxiway
and Taxi lane Object Free Area (OFA)
 Taxiway Shoulders
 Taxiway safety area (TSA)
 Apron.
 Connector.
 Main
Terminal Building.
 Airport
Access System.
 Simple
Terminal Concept.
 Linear
Concept
 Pier
Concept.
 Satellite
Concept.
 To
estimate number of gates, a lot of data
is needed, for example:

Peak hour passengers

Equivalent airplane factor

Fleet mix  not available

Expected destinations at the same time.

Average monthly passengers =3440000*0.08417 = 289545 pax

Average daily passengers=289545 * 0.03226 =9341 pax

Peak-day-flow=1.26*9341 = 11769 pax

Peak-hour-flow= 0.0917* 11769= 1079. Pax
That means the capacity of airplane of 1 equivalent factor = about 125135 pax.


So that number of demand gates =1079/135 = 8 gates

In this project it seen recommended to add 4 gates ,for emergency
case

And 4 gates for ceremonial usage.
To be the Total estimated gates are ( 16 )