Air Transportation

Airport Engineering
Transportation Engineering-I
B.Tech - Civil, Semester - IV
Syllabus & Books
 Introduction: Civil Aviation, Authorities for airports.
 Airport Planning: Airport Site Selection- Factors Affecting Site Selection and Surveys;
Components of Airport, Typical Layouts.
 Geometric Design of Airport components: Runway- Runway Orientation, Wind Rose
Diagram, Basic Runway Length, Correction for Runway Length; Taxiway- Layouts and
Design standards.
 Books
 Airport Planning & Design by Khanna, Arora and Jain
 Airport Engineering by Rangwala

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Civil Aviation
 Civil aviation in India, the world's third-largest civil aviation market, traces its origin
back to 1911, when the first commercial civil aviation flight took off from a polo ground
in Allahabad carrying mail across the Yamuna river to Naini.
 British, French, and Dutch carried forward the aviation set up of India between 1920
and 1930.
 On 15 October 1932, J.R.D. Tata flew a consignment of mail from Karachi to Juhu
Airport. His airline later became Air India. Tata Airlines -> Air India in 1946.
 Air India entered into Jet age in 1960 when Boeing 707 services started between India
and London and subsequently extended to New York.
 India’s first Boeing 747 (Jumbo-Jet) which is 2.5 times in size of Boeing 707 was
procured in 1971.
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Civil Aviation
 Pawan Hans Limited was established in 1985. It provides helicopter services to the
petroleum sector including ONGC, Oil India Ltd. and Enron Oil and Gas, Mumbai High
and connects remote and inaccessible areas.
 International Airports Authority of India and National Airports Authority were merged
on 1 April, 1995 to form Airports Authority of India (AAI). This authority is responsible
for providing safe an efficient air traffic services and aeronautical communication
services for effective control of air traffic in the Indian air space.
 The International Civil Aviation Organization (ICAO) is a specialized agency of the
United Nations that coordinates the principles and techniques of international air
navigation, and fosters the planning and development of international air transport to
ensure safe and orderly growth.
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The Airport
 The airport forms an essential part of the air transport system because it is the physical
site at which a modal transfer is made from the air mode to the land mode or vice
versa. It is the point of interaction.
 Classification of Airports
 Based on Take-off & Landing
 Based on Aircraft approach speed
 Based on Function
 Based on Geometric Design
 Based on aircraft wheel characteristics
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The Airport
 Classification of Airports Based on Take-off & Landing
 Conventional Take-off and Landing Airport (CTOL)
 Runway Length > 1500 m
 Reduced Take-off and Landing Airport (RTOL)
 Runway Length 1000 to 1500 m
 Short Take-off and Landing Airport (STOL)
 Runway Length 500 to 1000 m
 Vertical Take-off and Landing Airport (VTOL)
 Operational Area: 25 to 50 sq.m.

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The Airport
 Classification of Airports Based on Aircraft Approach Speed:
 Approach Category A- < 91 knots
 Approach Category B - 91– 120
 Approach Category C - 120 – 140
 Approach Category D - 141 – 165
 Approach Category E - >165
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The Airport
 Classification of Airports Based on Function:
 Civil Aviation (Can be private or public)
 Domestic
 International
 Military Aviation
 The Air Force currently has over 60 air stations all over India. These are grouped into
seven commands: Western Air Command at New Delhi, Eastern Air Command at Shillong,
Central Air Command at Prayagraj, Southern Air Command at Thiruvananthapuram
(Trivandrum), South Western Air Command at Gandhinagar, Training Command at
Bengaluru and Maintenance Command at Nagpur. The largest airbase is in Hindon, UP.
 Joint Use (Civil Enclave)
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The Airport
 Domestic Airports in India: 123
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The Airport
 International Airports in India: 35
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The Airport
 Classification of Airports Based on Geometric Design:
 International Civil Aviation Organization (ICAO) Classification
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The Airport
 Classification of Airports Based on Aircraft Wheel Characteristics:
 International Civil Aviation Organization (ICAO) Classification
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Airport Planning
Airport Engineering
Airport Planning
 The airport is one node in a larger system. The planning of the airport has to carefully
consider its role, function, and interaction within the entire system.
 Unlike rail, road and water transportation, air transportation has yet not reached a
steady state in design. It is very complex to predict for the airport, the future needs,
shall prove adequate for the new types of aircrafts which may emerge in next 10-20
years and so.
 The planning of an airport should be done considering the needs of the nation or at-
least region as a whole rather than an individual locality.
 Before deciding to develop a new airport, full consideration should be given to the
possibility of improving the existing airport capacity so as to make it suitable for the
increased traffic needs.
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Airport Planning
 Airport planning includes…
 Facilities planning
 Financial planning
 Economic planning
 Environmental planning
 Organizational planning,
 Strategic planning
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Facility Planning
 It deals with infrastructural needs:
 Runways, taxiways, aircraft parking facilities,
 Airport lighting, communication and navigational systems
 Ground access infrastructure, and support facilities such as fuel farms, power plants
 Terminal buildings and facilities, vehicular parking,
 Non-aeronautical land uses such as office block, hotels, restaurants, or rental car
locations.
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Financial Planning
 It is concerned with predicting the generation of revenues and expenses to be
incurred,
 managing and budgeting available resources.
 It also focuses on the generation of financial assistance through grant programs, issue
of bonds, or private investments.
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Economic Planning
 It considers the future of economic activities, like import, export and domestic trade.
 Development of zones of economic importance, like tourism (General, Historical,

Religion, Medical, etc.)
 Development of new Institutional Areas, etc.
 The activities of industries that directly or indirectly affect the airport operations.
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Environmental Planning
 It focusses on maintaining or improving existing environmental conditions in view of
the changes in future airport activity.
 It basically includes:
 Land use planning
 Noise reduction
 Land Preservation and reclamation
 Conservation of wildlife
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Organizational Planning
 It deals with the management of staff and organizational structure for the airport
administration.
 Staff Includes:
 Flying Staff (Pilots, stewards, etc)
 Engineering
 Technical (Maintenance)
 Office
 Labour force.
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Development of New Airport
 Having decided to develop a new airport, first thought that comes to the design
engineer is regarding the selection of suitable site. Before this is done, following
information should be collected…
 Air traffic
 The present and future types of aircraft which may use the airport including their
characteristics: Size, turning radius, encircling radius, weight and wheel
configuration, etc.
 Facilities to be provided for passengers, baggage and cargo.
 This decides the type of airport to be developed. Based on classification of airport, the
geometric standards of the approaches, runways and taxiways are determined. Thus
the planner gets an idea of the approximate land size required. The limits of the
maximum altitudes of the topographical and man-made features in the approach zones
and turning zones can also be decided.
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Factors to be considered for Airport site selection
 Regional Plan and Use of airport
 Atmospheric & Meteorological Conditions
 Availability of land for Expansion and Availability of utilities
 Development of the Surrounding Area
 Economy of Construction
 Ground Accessibility
 Presence of other Airports
 Soil Characteristics
 Topography
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Regional Plan and Use of airport
 The site selected should be fit well into the regional plan, thereby forming an integral
part of the national network of airports.
 The airport site is decided also by the use of Airport, i.e. Civil or military.
 In case of an emergency like War, the civilian Airports are taken over by Military.
 It is therefore necessary to see that the Airport site Grants Natural Protection from
Possible Air Attacks during War.
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Atmospheric & Meteorological Conditions
 The presence of Fog, Haze & Smoke reduces the visibility & the Poor visibility Lowers
the traffic capacity of an Aircraft.
 The fog has a tendency to Settle into Areas where there is Little Wind.
 The lack of wind is caused by the Topographical Features of the Surrounding locality.
 In a similar way, the smoke & Haze are present at Sites very Near to the large industrial
Areas.
 Wind data (direction and speed) would be required to decide the orientation of the
runway.
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Availability of land for Expansion and Availability of utilities
 The field of Aviation is Expanding day by day. It is Therefore Necessary to acquire land
in advance for future expanding of Airport.
 As the volume of Traffic increases, it will be necessary to lengthen the runways to
provide additional support facilities & to expand the terminal facilities.
 An airport has to be Provided with utilities like Water electric power, Telephone, sewer
etc.
 For electric power, Most of the Major airports Provide their own generating plants to be
used in emergencies in the event when a commercial Source fails.
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Development of the Surrounding Area
 The study of the type of development of the Surrounding area is very important
because the airport activities, particularly from the Standpoint of Noise, are often Quite
objectionable to the Neighbours of the Airport.
 The proximity of Airport site to the residential areas, schools & hospitals should be
avoided whenever possible.
 Suitable zoning regulations should be Imposed to control the use of the land adjacent
to the airport so that conflicts in future are avoided.
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Economy of Construction
 It is clear that if alternative sites are available & equally well Suited, the site which is
more economical to construct should be Given preference.
 The sites having water logged areas or reclaimed lands are very costly to develop than
those of Natural Ground.
 The uneven terrain requires much more grading than flat or even terrain.
 The availability of local construction materials may also have a significant impact on the
cost of the Project.
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Ground Accessibility
 The site should be so selected that it is readily accessible to the users.
 The time to reach airport is an important consideration. The time required to reach an
airport in a passenger car from the business or residential centres, should normally not
exceeds 30 minutes.
 The best location is adjacent to the main highways.
 Availability of public transportation facility further qualifies the suitability of the site.
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Presence of other Airports
 The airports should be located at a sufficient distance Apart.
 This is necessary to prevent the aircrafts which are Manoeuvring for a landing at one
airport from interfering with the movements of the Aircrafts at other Aircrafts.
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Soil Characteristics
 The airport site with the favourable soil characteristic is desirable because it reduces
the cost of grading & drainage to a considerable extent.
 The area should as far as possible be self drained.
 The sites having water tables may require costly subsoil drainage.
 An elevated site provides better drainage & visibility.
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Topography
 The topographical features like ground contours, trees , streams, etc. should be avoided
while selecting the site for an Airport.
 A raised ground like a hill top is usually considered to be an ideal site for an Airport
because of the following facts.
 It grants better visibility due to less fog
 It permits easy Natural drainage
 The Approach & turning zones are less obstructed
 There is Natural drainage.
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Surveys for site selection
 Traffic Survey
 Metrological Survey
 Topographical Survey
 Soil survey
 Drainage Survey
 Material Survey
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Drawings to be provided
 Airport master plan showing the layout of proposed buildings, runways, taxiways, etc.
 Topographical plan showing original and proposed contours, location of trees, water
bodies, buildings, roads, property lines, etc.
 Obstruction map showing safe approach zones and turning zones for the aircrafts
 Drainage plan showing the drainage network. The proposed ground contours and the
cross sections and longitudinal profiles of runways and taxiways should also be made.
The sizes of pipes and gradients, should also be provided.
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 Airport master plan
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 Airport Obstruction Map
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Components of Airport
Airport Layout
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Airport Layout
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 Runway
 Taxiway
 Apron
 Terminal building
 Control tower
 Hanger
 Parking
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Components of Airport - Runway
 Runway is a paved land strip on which landing and take-off operations of aircrafts takes
place. It is in levelled position without any obstructions on it.
 Special markings are made on the runway to differ it from the normal roadways.
Similarly, after sunset, specially provided lightings are helped the aircrafts for safe
landing.
 Many factors are considered for design of runway. One of the important design factor is
direction of wind.
 There are different runway patterns are available and they are: Single runway, Two
runways, Hexagonal runway, 45-degree runway, 60-degree runway
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Components of Airport - Taxiway
 A taxiway is a path for aircraft at an airport connecting runways with aprons, hangars,
terminals and other facilities.
Runway
Taxiway
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Components of Airport - Taxiway
 Busy airports typically construct
high-speed or rapid-exit taxiways to
allow aircraft to leave the runway at
higher speeds. This allows the
aircraft to vacate the runway
quicker, permitting another to land
or take off in a shorter interval of
time. This is accomplished by
reducing the angle the exiting
taxiway intercepts the runway at to
30 degrees, instead of 90 degrees,
thus increasing the speed at which
the aircraft can exit the runway
onto the taxiway.
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Components of Airport - Apron
 Apron is a place which is used as parking place for aircrafts. It is also used for loading
and unloading of aircrafts. It is located in front of terminal building or adjacent to
hangers. The size of area to be allotted for apron and design of apron is generally
governed by the number of aircrafts expected in the airport.
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Components of Airport – Terminal Building
 Terminal building is a place where airport administration facilities takes place. In this
building, pre-journey and post journey checking’s of passengers takes place.
 Lounges, cafes, shops etc. are provided for the passengers.
 Passengers can directly enter the plane from terminal buildings through sky bridge,
walkways etc. Similarly, the passengers from plane also directly enter into the terminal
building.
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Components of Airport – Control Tower
 The control tower is a place where aircrafts
under a particular zone is controlled
whether they are in land or in air.
 The observation is done by the controller
through radars and information is carried
through radio.
 The controller from the control tower
observes all the aircrafts with in that zone
and informs pilots about their airport
traffic, landing routes, visibility, wind
speeds, runway details, etc. based on which
the pilot decides and attempts safe landing.
So, control tower is like nerve system of an
airport.
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Components of Airport – Hanger
 Hanger is a place where repairing and servicing of aircrafts is done. Taxiway connects
the hanger with runway so, when a repair needed for an aircraft it can be moved to
hanger easily. It is constructed in the form of large shed using steel trusses and frames.
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Geometric Design of Airport Components
Orientation of Runway
 Orientation of Runway is decided based on the wind coverage area.
 Effect of wind on Aircraft Movement:
Tail wind pushes the Head wind is good for

landing aircraft-needing both landing and take-off Dangerous!
longer runway to stop!
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 In landing, headwind provides necessary drag force to slow down aircraft
Drag Force
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 In take-off, headwind provides lift
Lift
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 Crosswind
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 Crosswind:
 It tends to drift the aircraft away from the

runway centreline.
 Its limiting values are prescribed by ICAO
and FAA on the basis of size of aircraft:
 Small: 15kmph
 Mixed: 25kmph
 Large: <35kmph
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 For runway orientation wind data is utilized
 Wind data comprises of:
 Wind intensity,
 Duration of movement of wind
 Direction of movement of wind
 Data collected over a period of, typically, 10 years.
 Systematically arranged on Wind Rose diagram.
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Orientation of Runway - Typical Wind Data
Total Percentage of
Duration of Wind (%)
time wind blew
Direction
6 -25 25-40 40-60 between 6 to 60
kmph kmph kmph kmph
N 7.4 2.7 0.2 10.3
NNE 5.7 2.1 0.3 8.1
NE 2.4 0.9 0.6 3.9
ENE 1.2 0.4 0.2 1.8
E 0.8 0.2 0 1
ESE 0.3 0.1 0 0.4
SE 4.3 2.8 0 7.1
SSE 5.5 3.2 0 8.7
S 9.7 4.6 0 14.3
SSW 6.3 3.2 0.5 10
SW 3.6 1.8 0.3 5.7
WSW 1 0.5 0.1 1.6
W 0.4 0.1 0 0.5
WNW 0.2 0.1 0 0.3
NW 5.3 1.9 0 7.2
NNW 4 1.3 0.3 5.6
Total 86.5 66
Orientation of Runway - Wind Rose Diagram
 It is a compass shaped diagram
 It exhibits wind direction, duration of wind movement at different speed ranges
 It shows wind speeds
 It is used in working out the orientation of runway
 Two types:
 Type-I Shows Direction and Duration of wind ONLY
 Type-II Shows Direction, Duration and Speed of wind
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Types:
 Type 1:
 Concentric Circles: Wind DURATION
 Radial Lines: DIRECTION
 Type-2:
 Concentric Circles represent: WIND SPEED
 Numbers in Sectors: DURATION
 Radial Lines: DIRECTION
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 Procedure to use Wind Rose
Diagram Type-I
 Step-1: Draw concentric circles
showing wind durations
 Step-2: Divide the circles into 16
segments
 Step-3: Plot the wind duration along
respective directions and join the
points
 Step-4: Runway is oriented along the
longest straight line in the diagram
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Duration of Wind
Direction (%)
N 10.3
NNE 8.1
NE 3.9
ENE 1.8
E 1
ESE 0.4
SE 7.1
SSE 8.7
S 14.3
SSW 10
SW 5.7
WSW 1.6
W 0.5
WNW 0.3
NW 7.2
NNW 5.6 70
Wind Rose Type-II
 Step 1: Draw concentric circles showing wind speed
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Wind Rose Type-II
 Step-2: Mark 16 directions, each with a wind coverage area of 22.5 degree
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 Step-4: Mark Calm Period
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 Step-5: Fill wind coverage in designated segment for each direction from the wind data
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 Step-6: Determination of orientation
 Place transparent strip of width equal to the crosswind component (at the same scale)
along a direction
 Add the wind coverage percentages superimposed by the strip + Calm period.
 Then place the strip along all other directions
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 Wind Coverage = Sum of the percentages under the strip for each direction + Calm
Period
 The direction with maximum wind coverage is the direction along which runway is
oriented
 In case wind coverage is less than 95% - Another runway is constructed
 For busy airports, the wind coverage may be increased to 98% or 100%.
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 Practice Example: The data given below refers to the direction, duration and intensity
of wind at a particular site over a period of 8 years. Draw the two types of wind rose
diagrams. Determine the calm period and the orientation of runway from each type.
Cross wind component may be taken as 25 kmph for mixed conditions.
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Runway Length
Actual Runway Length = Basic Runway Length + Corrections
 Basic Runway Length:
 It refers to the length of an airport runway under the following assumptions:
 Related to runway: No wind is blowing on runway & Runway is levelled (No effective
gradient)
 Related to Airport: Airport is at sea level & The temperature at the airport is 15
 Related to aircraft: Aircraft is loaded to its capacity
 Related to route to destination: No wind is blowing on the way to destination

Standard temperature prevails along the way
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Runway Length
Factors affecting Basic Runway Length:
 Aircraft characteristics
 Airport environmental conditions
 Safety requirements
 Normal landing case
 Normal take-off case
 Engine Failure Case
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Basic Runway Length for Normal Landing Case
 The aircraft should come to a halt within 60% of the landing distance. The runway of
full strength pavement is provided for the entire landing distance.
 Landing Distance = Stopping Distance * 1.667
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Basic Runway Length for Normal Take-off Case
 The take-off distance (TOD) must be equal to 115% of the actual distance the aircraft
uses to reach a height of 10.5m
 TOD should be equal to 115% of the distance to reach a height of 10.5m.
 Field Length (FL) = Full Strength (FS) runway + Clearway (CW)
 TOD = 1.15 x D10.5m
 CW = 0.5[TOD -1.15(LOD)]
 Take-off Run (TOR) = TOD – CW
 Length of full strength runway (FS) = TOR
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Basic Runway Length for Normal Take-off Case
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Basic Runway Length for Engine failure Case
 It is an emergency condition!
 This condition applies when the aircraft is speeding up on the runway to take-off and
pilots detect some problem in the engine(s):
 Two Options exist:
 Option 1: To abort the flight (This is permissible only if the speed of aircraft is below the
designated speed, or
 Option 2: Proceed with the take-off and turn the aircraft back from the turning zone
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Basic Runway Length and Width as per ICAO guidelines:
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Corrections to Basic Runway Length
 Three important assumptions that require correction are given below.
 Airport at mean sea level - Altitude correction
 Standard temperature of 15°C at MSL - Temperature correction
 Level gradient - Gradient correction
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 Altitude correction
 As we move up from the mean sea level, the air density decreases. Due to this
decreased air density, it becomes difficult for aircraft to generate enough lift within
basic runway length.
 7% increase in runway length for every 300m rise in elevation from the mean sea level
is the correction recommended by ICAO.
 For instance, if an airport is at 600m above mean sea level and has a basic runway
length of 2000m, then correction for runway length will be, = (7/100) * 2000 *
(600/300) = 280 m, and the corrected runway length will be, = basic runway length (i.e.,
2000m) + correction (i.e., 280m) = 2280m.
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 Temperature correction
 An increase in temperature again decreases the air density and as air density decreases,
a greater length of the runway is required for reasons as discussed in altitude
correction. Therefore, runway length ∝ temperature.
 To calculate temperature correction, the temperature at a given elevation must be
found as follows,
 Standard temperature at elevation (STE) = Temperature at MSL (i.e. 15°C) - (0.0065 *
Elevation),
 Note that this temperature is not the reference temperature at the airport. The airport
reference temperature is calculated as follows,
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 The airport reference temperature is calculated as follows:
 Airport reference temperature (Tr) = Ta + (1/3) * (Tm - Ta)
 Where, Ta - the average temperature of the hottest month and Tm - monthly mean of
the max daily temperature of the same month
 For instance, if April is the hottest temperature month at the proposed airport site,
then the average temperature of the hottest month (Ta) is the average of the average
daily temperature (the average daily temperature is the average of max temperature at
day time and minimum temperature at night time), and monthly mean of the max daily
temperature (Tm) is the average of max temperature at day during the same month.
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 1% increase in runway length for every 1°C rise in airport reference temperature (Tr)
above the standard temperature at elevation (STE) is the correction recommended by
ICAO.
 Temperature correction = Runway length * (1/100) * (Tr - STE)
 Note that gradient correction should be applied before temperature correction. The
Combined value of both altitude and temperature correction must not be greater than
35% of the basic runway length as per ICAO.
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 Gradient correction
 When a runway has ups and downs along its path, lift generation is affected. Therefore,
runways need to be corrected for gradients as well.
 20% increase in runway length for every 1% increase in effective gradient is the
correction recommended by ICAO.
 Gradient correction (in m) = (20/100) * Runway length * Effective gradient(in %),
 The effective gradient is the max difference in elevation between the highest point
and lowest point of the runway divided by total runway length.
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 Example: The elevation and the airport reference temperature of an airport are 535m
above the mean sea level and 22.65°C respectively. The length of the runway required
for a design-aircraft under the standard condition is 2000m. Apply the corrections
required in sequence as per ICAO and find the corrected runway length after applying
temperature correction.
Given Data:
 Basic runway length = 2000m
 Elevation = 535 m
 Airport reference temperature (Tr) = 22.65°C
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Altitude correction
 7% increase in runway length for every 300m rise in elevation from the mean sea level,
 Altitude correction = (7/100) * basic runway length * (535/300)
 Altitude correction = (7/100) * 2000 * (535/300) = 249.67 m
 Corrected runway length = 2000 + 249.67 = 2249.67 m
Temperature correction
 Standard temperature at elevation (STE) = Temperature at MSL (i.e. 15°C) - (0.0065 *
Elevation)
 Standard temperature at elevation = 15°C - (0.0065 * 535) = 11.52°C
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Temperature correction
 Temperature correction = 2249.67 * (1/100) * (22.65 - 11.52) = 250.39 m
 Corrected runway length = 2249.67 + 250.39 = 2500.06 m
 Corrected runway length = 2500 m (approx.)
 Check: Combined correction (i.e., 2500 - 2000 = 500 m) should be less than 0.35 * 2000
(i.e., 700 m). Therefore, corrected length is ok.
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 Practice Example: The runway length for an airport located at 450m above sea level
corrected for elevation is 3670m. The monthly mean of maximum and mean daily
temperature for the hottest month of the year are 27 °C and 18 °C respectively. Find the
corrected runway length after temperature correction.
 Answer: 4000 m
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Example:
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 Practice Example:
 The Longitudinal section of the runway provides the following data:
 Calculate effective gradient.
 Answer: 0.35%
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Geometry of Taxiway
 The speed of an aircraft on taxiway is much lower than its speed on a runway during
the landing or take-off.
Factors controlling taxiway layout
 Turning radius, Sight distance, Transverse gradient, Longitudinal gradient, Width of
safety area, Width of taxiway, Length of taxiway, Bypass taxiway, Holding apron,
Separation clearance, Fillets, Exit taxiways
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Geometry of Taxiway
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Geometry of Taxiway
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Geometry of Taxiway
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Geometry of Taxiway
Length of Taxiway:
 It depends upon the distance between terminal building and runway.
 Practically, it should be as short as possible to reduce the fuel cost.
Width of Taxiway and Gradient:
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Geometry of Taxiway
Radius of Curvature:
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Geometry of Taxiway
 The curve is so designed that the aircraft can negotiate it without skid and significant
reduction in the speed. Circular curve with high radius is preferable.
V2
 The radius is given by: R = , where f is co-efficient of friction (0.13-0.15), V is the
127 f
speed of aircraft in kmph and R is radius in m.
 Horonjeff formula:
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Geometry of Taxiway
 Example: What shall be the radius of exit taxiway with design exit speed is 90 kmph and
coefficient of friction is 0.13?
 Answer: 500 m.
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Geometry of Taxiway
Sight Distance:
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Geometry of Taxiway
Location of Exit Taxiway:
 Factors: Aircraft Traffic, Landing characteristics, Rate of deceleration and Number of
exists along the runway
 Distance from runway threshold (SE) to reach exit speed (VE):
111
Geometry of Taxiway
Location of Exit Taxiway:
 Example: Compute the location of exit from the runway threshold using following
information: Touchdown speed of aircraft: 200 kmph, Exit speed of aircraft: 90 kmph,
Touch down distance from threshold: 450 m and average declaration rate of aircraft on
runway: 1.2 m/s2. (Answer: 1492 m)
112

Air Transportation

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Airport Engineering

 Airport Planning & Design by Khanna, Arora and Jain

 Airport Engineering by Rangwala

 Based on Take-off & Landing

 Based on Aircraft approach speed

 Based on Geometric Design

 Based on aircraft wheel characteristics

 Conventional Take-off and Landing Airport (CTOL)

 Runway Length > 1500 m

 Reduced Take-off and Landing Airport (RTOL)

 Runway Length 1000 to 1500 m

 Short Take-off and Landing Airport (STOL)

 Runway Length 500 to 1000 m

 Vertical Take-off and Landing Airport (VTOL)

 Operational Area: 25 to 50 sq.m.

 Approach Category A- < 91 knots

 Approach Category B - 91– 120

 Approach Category C - 120 – 140

 Approach Category D - 141 – 165

 Approach Category E - >165

 Civil Aviation (Can be private or public)

 International Civil Aviation Organization (ICAO) Classification

 International Civil Aviation Organization (ICAO) Classification

 Runways, taxiways, aircraft parking facilities,

 Airport lighting, communication and navigational systems

 Terminal buildings and facilities, vehicular parking,

 Development of zones of economic importance, like tourism (General, Historical,

 Land use planning

 Land Preservation and reclamation

 Flying Staff (Pilots, stewards, etc)

 Atmospheric & Meteorological Conditions

 Availability of land for Expansion and Availability of utilities

 Development of the Surrounding Area

 Presence of other Airports

 An elevated site provides better drainage & visibility.

 It permits easy Natural drainage

 The Approach & turning zones are less obstructed

 There is Natural drainage.

 Effect of wind on Aircraft Movement:

Tail wind pushes the Head wind is good for

 It tends to drift the aircraft away from the

 Wind data comprises of:

 Duration of movement of wind

 Direction of movement of wind

 Data collected over a period of, typically, 10 years.

 Systematically arranged on Wind Rose diagram.

 It exhibits wind direction, duration of wind movement at different speed ranges

 It shows wind speeds

 It is used in working out the orientation of runway

 Type-I Shows Direction and Duration of wind ONLY

 Type-II Shows Direction, Duration and Speed of wind

 Concentric Circles: Wind DURATION

 Radial Lines: DIRECTION

 Concentric Circles represent: WIND SPEED

 Numbers in Sectors: DURATION

 Radial Lines: DIRECTION

 Then place the strip along all other directions

 It refers to the length of an airport runway under the following assumptions:

 Related to aircraft: Aircraft is loaded to its capacity

 Related to route to destination: No wind is blowing on the way to destination

 Airport environmental conditions

 Normal landing case

 Normal take-off case