Airport

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PART III
AIRPORT PLANNING AND

DESIGN
Objectives
At the end of this Chapter the student should be able to
• Explain the Different Aircraft System Components

• Discuss the Aircraft Characteristics Affecting the Design of
Airports
• Discuss the factors affecting planning and design of airport
terminal
• Discuss the different airport runway configurations
• Design flexible and rigid pavement of runways and
taxiways
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Historic Flight
Orville and Wilbur Wright
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Early Development
1916 - First air mail service (Army)
1918 - US Postal Service takes over the
mail system
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Early Development
• 1925 - Kelly Act (Air Mail Act) - allows
private operators into the air mail
service
• 1926 - President Coolidge signs the first
Air Commerce Act
- Establishes aids to air navigation
- Provided authority for traffic rules
- Mandatory registration of aircraft
providing air services
- Certification of airmen
1927 - Pan American World Airways

services Miami-La Habana
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1936 - The Douglas DC-3 goes into service
Cruise speed = 300 kph

21-32 passengers
11,000 built
Some still fly today
Runway length = 800m
1946 - The Douglas DC-6 is introduced
 Four engine, (piston) powered aircraft become the

mainstay of the commercial aircraft fleet

45-65 passengers
300 built
Some still fly today
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1945 - First radar equipped control tower

(Indianapolis)
Long-Range Aircraft Development (50-60’s)

The British Comet I

140-165 passengers
Runway length = 3,000 m
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Year of the Sonic Boom
Supersonic Aircraft (Late 60’s)
1968 - BAC/Aerospatiale introduce the

Concorde
• Only 20 aircraft are ever built
Top Speed = 2.04mac=2180 kph

90-110 passengers
7,000 km range
150,000 kg
Runway length = 3,200 m
Concorde (British Airways)
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Year of the Giants
Large Capacity Aircraft (60-70’s)

• 1969 - Boeing introduces the Boeing 747-100
• PanAm is the first airline to place it into
service
• Airports have to adjust to this aircraft
400 passengers

400 passengers
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First Flight: 27 April 2005

First Commercial Flight: 25 October 2007 with Singapore Airlines
Passenger: 525 people in a typical three-class configuration
or 853 people in an all-economy class configuration
Cruising Speed of 900kph (0.85mac)
Aircraft Characteristics
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Darkest Day in Aviation

History
September 11 Attack
•Four senseless act of terrorism destroyed 4 aircrafts and

thousands of lives.
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Darkest Day in Aviation

History
September 11 Attack
•Four senseless act of terrorism destroyed 4 aircrafts and

thousands of lives.
•More people killed than in all aircraft accidents combined a
decade before in the U.S. (this counts all civilian and military
casualties in the Pentagon and in New York)
•A turning point for airport security
•A turning point for airport infrastructure in the next century
•A turning point for how the public views transportation
infrastructure and aviation safety/security
From the humble beginning in 1903, This is

what we are in the present
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Airport Development
 An airport is a location where aircraft take off

and land and can also be a place where they
are maintained and stored
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Ordinary Grassy Runway
http://grassrootsairpark.com/
http://www.dubaichronicle.com/
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Airport Agencies
 FAA
 Federal Aviation Administration
= Is primarily responsible for the advancement,

safety and regulation of civil aviation, as well as
overseeing the development of the air traffic
control system and commercial space travel.
The FAA's Major Functions:
 Regulating U.S. commercial space transportation

 Regulating air navigation facilities' geometric
and flight inspection standards
 Encouraging and developing civil aeronautics,
including new aviation technology
 Issuing, suspending, or revoking pilot certificates
 Regulating civil aviation to promote safety,

especially through local offices called Flight
Standards District Offices
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Airport System Components
 Developing and operating a system of air

traffic control and navigation for both civil and
military aircraft
 Researching and developing the National
Airspace System and civil aeronautics
 Developing and carrying out programs to
control aircraft noise and other environmental
effects of civil aviation
The FAA's Major Functions:
 Carries out FAR (Federal Aviation Regulations)

FAR 23 and 25 (Certification of aircraft)
FAR 121 (Operation of aircraft by air carriers)
FAR 77 (Obstructions to navigation)
 Provides designers and planners with Advisory

Circulars (AC)
AC 150/5060-5 (Airport Capacity and Delay)
AC 150/5300-13 (Airport Design)
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Airport Agencies
 ICAO
 International Civil Aviation Organization
 Specialized agency of
the United Nations (191
member states including Philippines)
 Promotes and oversees aviation activities in

the world
Airport Agencies
CIVIL AERONAUTICS BOARD

(CAB)
FUNCTIONS:
• Establish and prescribe rules, regulations, and procedures for

the promotion and development of the economic aspect of air
transportation;
• Establish & prescribe the corresponding rules & regulations in
the enforcement and monitoring of compliance of the laws
governing stakeholders engaged in air commerce;
• Determine, fix and/or prescribe charges and/or rates pertinent
to the services in connection with air commerce
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Airport Agencies
Civil Aviation Authority of the

Philippines (CAAP)
is responsible for implementing policies on civil
aviation in order to ensure safe, economical, and
efficient air travel for the Philippine Aviation
Industry.
 Airside
 Runway – enables landing and takeoff of

airplanes
 Taxiway – provide a convenient means for

aircraft to enter and exit a runway
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Figure 3-1 Airport System Component
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 Landside
 Apron – provides loading and unloading of

passengers and cargo, refueling, servicing,
maintenance and parking of aircraft
 Terminal – building where the passengers

purchase tickets, transfer their luggage, and go
through security
 Transport facilities
Figure 3-1 Airport System Component
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 Aircraftis a vehicle that is able to fly by gaining

support from the air, or, in general, the
atmosphere of a planet
 A general knowledge of aircraft characteristics is

essential in planning airport facilities for their
use
 Aircraft Characteristics Affecting the Design of

Airports:
1. Weight
2. Size
3. Passenger Capacity
4. Required Length of Runway
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 Aircraft Weight
 Affectsdesign of thickness of runway, taxiway and

apron pavements, as well as runway length
 Components of Aircraft Weight:
1. Operating Empty Weight (OEW)
– Basic weight of the aircraft, including crew and all

the necessary gear required for flight except
payload and fuel
– Not constant for aircraft, but varies with the

seating configuration
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2. Zero Fuel Weight (ZFW)
– Total weight of the airplane and all its contents,

minus the total weight of the fuel on board
– As a flight progresses and fuel is consumed, the total

weight of the airplane reduces, but the ZFW remains
constant
3. Payload (P)
– Total revenue-producing load
– Includes the weight of passengers and their

baggage, mail, express, and cargo
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4. Maximum Structural Payload (MSP)
– Maximum load the aircraft is certified to carry,

whether this load be passengers, cargo, or a
combination of both
– MSP = ZFW - OEW
5. Maximum Ramp Weight (MRW)
– Maximum weight authorized for ground maneuver,

including taxi and run-up fuel
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6. Maximum Structural Takeoff Weight (MSTOW)
– Maximum weight authorized at brake release for

takeoff
– Includes the operating empty weight, trip and

reserve fuel, and payload except the taxi and run-up
fuel
7. Maximum Structural Landing Weight (MSLW)
– Structural capability of the aircraft in landing
– The main gear is structurally designed to absorb the

forces encountered during landing; the larger the
forces, the heavier must be the gear
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Aircraft Weight = OEW + P + Fuel (trip and reserve)
 Trip Fuel: distance to be travelled, speed, altitude

meteorological conditions and payload
 Reserve Fuel: distance to alternate airport, length
of trip, waiting time to land, and alternate flights
(During landing)
Aircraft Weight = OEW + P + Fuel (reserve)
 Shall not exceed the MSLW
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(During take-off)
Aircraft Weight = Landing weight + Fuel (trip)
 Shall not exceed the MSTOW
 All aircraft operating weight limits are established

during the certiﬁcation of the vehicle (FAR part 25
- for transport aircraft or FAR 23 for smaller
aircraft)
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 Aircraft Size:
 Size (wingspan and length) influences the

following:
 Width of the runway and taxiway (turning radius)

 Size of the parking aprons
 Configuration of the terminal building
 Aircraft Size:
Wingspan
Height of
Aircraft
Nose Gear Main Gear
Wheel Wheel Base

Tread
Front View Side View
Figure 3-5. Characteristics and dimension of an aircraft
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 Aircraft Size:
 Thegeometry of movement of an aircraft is very

important to determine the aircraft’s position on
the apron adjacent to the terminal buildings and
establishing the path of aircraft at other location
on the airport
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 Aircraft Size:
 Itshall be noted that the turning radius of an

aircraft is a function of the nose gear steering
angle
 The larger the angle, the smaller are the turning

radius
 Aircraft Size:
Figure 3-5. Characteristics and dimension of an aircraft (plan view)
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Principal characteristics of the variety of aircraft
 Passenger Capacity (Payload):
 Affects the design of terminal and facilities
 Payload influenced significantly the range
Range:
 the maximum distance an aircraft can fly
 usually inversely proportional to payload
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 Passenger Capacity (Payload):
D A
Pa
Pb B
C
Rd Ra Re Rb Rc
Figure 3-2. General Presentation of the relationship between Payload and

Range
REQUIRED LENGTH OF
RUNWAY
 Type of aircraft
 Maximum weight of aircraft
 Aircraft trip length
 Airport elevation
 Airport temperature
 Surface winds
 Runway gradient
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Four Basic Runway

Configuration
1. Single Runway – one take-off or

landing can occur at any one time,
capacity is very limited
Single Runway
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2. Parallel Runway – necessary when a

single runway will not suffice.
Spacing: 700ft
or less to
3,500ft or more
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3. Intersecting Runway – are used when

there is a likelihood of strong wind in
more than one direction.
TO L L TO
NAIA
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4. Open-V Runway –Similar case in

intersecting runway but provide more
flexibility in terms of aircraft movement
TO L
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RUNWAY ORIENTATION
Vh
Vc
(crosswind)
RUNWAY
Vc
X
Crab Angle, X Vh Flight Direction
Sin X = Vc/Vh
Reduce the crab angle to zero

before landing or touchdown.
Crosswind – wind components blowing perpendicular to the runway, wind blowing

across the path of the aircraft, critical during landings.
Aircraft Battling with Crosswind
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RUNWAY ORIENTATION
Runway should be oriented so that 95% of the time of
the crosswind is not greater than 13 knots ( 15 mph,
24 kph)
Data Requirements
 Record of 10 consecutive years of wind
observation
 Arrange wind data according to velocity,
direction and frequency of occurrence

 Use of Wind Rose
WIND ROSE
15 MPH
15 MPH
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Typical Wind Data

Wind Percentage of Winds
Direction 4-15 mph 15-31 mph 31-47 mph Total
N 4.8 1.3 0.1 6.2
NNE 3.7 0.8 - 4.5
NE 1.5 0.1 - 1.6
ENE 2.3 0.3 - 2.6
E 2.4 0.4 - 2.8
ESE 5.0 1.1 - 6.1
SE 6.4 3.2 0.19.7
SSE 7.3 7.7 0.3 15.3
S 4.4 2.2 0.1 6.7
SSW 2.6 0.9 - 3.5
SW 1.6 0.1 - 1.7
WSW 3.1 0.4 - 3.5
W 1.9 0.3 - 2.2
WNW 5.8 2.6 0.2 8.6
NW 4.8 2.4 0.2 7.4
NNW 7.8 4.9 0.3 13.0
Calms 0-4 mph 4.6
Total 100.0%
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Runway Layout
 Runway Components
 Structural Pavement
 Where aircrafts take-off and land
 Typically 150ft (45.72m) wide or 200ft wide to

facilitate larger aircrafts
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Runway Layout
 Shoulder
 stabilized strip of earth adjacent to both sides of

the runway pavement
 Typically 20-50 ft wide to accommodate

maintenance and emergency vehicles, and to resist
jet blast erosion
Runway Layout
 Blast Pad
 Same purpose as the shoulder but is located at the

end of the runway
 At least 200 ft (60.96 m) long
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Runway Layout
 Runway Safety Area
 pavement shoulders, blast pad and an area on the

side of the shoulder which is cleared, drained and
graded
 Typically 500 ft wide to accommodate maintenance

and emergency vehicles
RUNWAY GEOMETRY
800’
200’ Blast pad
PRIMARY SURFACE
Runway Safety Area

Extended
Runway
Safety Structural Pavement
Area
Shoulder
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FACTORS THAT AFFECTS THE CONFIGURATION

AND ORIENTATION OF RUNWAYS
1. Wind. The orientation of a runway depends greatly on wind

direction. The FAA specifies that runways should be oriented so
that 95% of the time of landing the crosswind component do not
exceed 15 mph (24.14 kph).
2. Neighboring airports and airways. To be able to maintain the
highest possible capacity, the new runway should be oriented away
from traffic from other airports
3. Topography. It is desirable to minimize the amount of earth
needed to be moved so that construction cost can be minimized.
FAA Guidelines: Runway surface gradients should not to exceed a
2% slope to provide maximum safety to aircraft.
4. Restricted areas. On some isolated occasion a restricted area
may be located near an airport where no aircraft is allowed to fly
over its boundaries.
5. Bird hazards. Birds can cause problems by getting into engines or
possibly breaking windshields upon impact.
FACTORS THAT AFFECTS THE CONFIGURATION

AND ORIENTATION OF RUNWAYS
6. Control tower Visibility. Air traffic controllers should be able to

observe aircraft traffic at all times from the control tower.
7. Jet Blast and Wind tip Vortices. It is known that the wind forces
created by jet engines can be harmful to people, buildings, and
other aircraft.
8. Obstructions. It is very desirable to have no obstructions on or
near the aircraft flight path.
9. Runway length. A certain runway orientation which is suitable for
one runway length may not be suitable if the runway is longer.
10. Environmental factors. The orientation can affect the overall
concentration of air, noise, and water pollution for a certain area. If
possible a runway should be oriented so that area-wide pollution
is least concentrated.
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THE EFFECTS AND TREATMENT OF

JET BLAST
Objectives of this Section
 To learn the operational areas affected by

Jet blast
 To be able to discuss the factors to be
considered in dealing with Jet Blast
 To suggests means of minimizing the
effects of jet blast.
Piston Engine (P)

Applies to all propeller-driven aircraft powered by
gasoline-fed reciprocating engines. It is common to most
small general aviation aircraft.
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Turboprop (TP)
refers to propeller-driven aircraft powered by turbine
engines.
Turbojet (TJ)
– refers to those aircraft which are not dependent on propellers for
thrust, but which obtain the thrust directly from a turbine engine. Its
engine are consists of a compressor, a combustion chamber, and a
turbine at the rear of the engine.
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Turbofan
refers to the addition of the fan in the front or rear of a
turbojet engine.
THE EFFECTS AND TREATMENT OF

JET BLAST
The forces of jet exhaust (jet blast) far exceed

the forces of propwash from the most powerful
propeller airplane. These high velocities are capable
of causing bodily injury to personnel and damage to
airport equipment or facilities.
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Operational areas affected by Jet blast
 Airport
Terminal areas
 Maintenance areas
 Cargo areas
Factors to be considered in dealing

with Jet Blast
a. Jet Blast Pressures
 Jet exhaust velocities are irregular and

turbulent
 Blast velocities greater than 30 m.p.h. (48
km/hr) can cause loose objects on the
pavement to become missiles.
 Sudden gusts averaging more than 20 m.p.h.
(31 km/hr) are hazardous when striking
moving vehicles or airplanes.
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b. Blast Velocity Distances
 Can occur over 2,000 feet (600 m) to the rear

of certain airplanes
 Capable of moving large boulders.
 Capable of lifting a 2-foot (0.6 m) boulder 35

feet (10 m) behind the airplane completely off
the ground.
 Decrease rapidly with distance
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c. Heat Effects
 Result to significant increase in the ambient

temperature of the surrounding area of the
airport.
 Heat effects are smaller compared to areas
subject to hazardous jet blast velocities.
 Contribute to early deteriorations of pavement
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Blast Fences
 Blast fences are temporary facilities used to
divert the directions of the damaging effect of
jet blast velocity including fumes and noise
which accompany jet engine operation.
 Blast fences should be constructed and

located so as not to produce obstruction or
endangered the operation of any aircraft.
Ideal Location of Blast Fences
 Fences are permissible near apron areas to protect

personnel, equipment, or facilities from the jet blast of
airplanes moving into or out of parking positions.
 Blast fences may be necessary near runway ends,
run-up pads, etc., to shield off-airport, as well as,
airport pedestrian or vehicular traffic.
 Generally, the closer the fence is to the source of
blast, the better it performs, provided that the
centerline of the exhaust stream falls below the top of
the fence.
 To the extent practicable, blast fences should be
located outside of the runway object free area.
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Obstructions
Obstructions are determined to exist if they fall
above levels of certain imaginary surfaces
defined by the FAA. The imaginary surfaces are
defined in the following manner:
 Primary surface
 Horizontal surface
 Conical surface
 Approach surface
 Transitional surface
RUNWAY GEOMETRY
800’
200’ Blast pad
PRIMARY SURFACE
Runway Safety Area

Extended
Runway
Safety Structural Pavement
Area
Shoulder
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Imaginary Surface
1. Primary Surface – A surface longitudinally centered on a runway.
It s surface usually extends beyond each end of the runway
by 200 ft.
Primary Surface
Imaginary Surface
2. Horizontal Surface. Is a horizontal plane 150 ft above the
established airport elevation. Its perimeter is established by
swinging an arc of specified radii from the center of each end
of the runway.
Horizontal Surface
Primary Surface
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Imaginary Surface
3. Conical Surface. A surface extending outward and upward from
the periphery of the horizontal surface at a slope of 20 to 1 for
a horizontal distance of 4000 ft.
Conical Surface
Horizontal Surface
Primary Surface
Imaginary Surface
4. Approach Surface. A surface longitudinally centered on the
extended runway centerline and extending outward and
upward from each end of the primary surface.
Conical Surface
Horizontal Surface
Approach Primary Surface

Approach
Surface Surface
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Imaginary Surface
5. Transitional Surface. These surfaces extend outward and
upward at right angle to the runway centerline extended at a
slope of 7 to 1 from the sides of the primary surface and from
the side of the approach surface.
Conical Surface
Horizontal Surface

Approach
Surface Surface
Transitional Surface
Conical Surface
Horizontal Surface

Approach
Surface Surface
Transitional Surface
Cross Section
A-A
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Obstruction Requirements
The Federal government requires that clear zones be provided
at the ends of runways (Fig. B). These are areas comprising the
innermost portions of the runway approach areas as defined by the
FAR Part 77.
Part 77 approach area
Runway
W1 W2
200’
Runway
Clear Zone
Fig. B Runway Clear Zone (FAA)
Category W1 W2 L*
1. Precision instrument 1000 1750 2500
2. Nonpresicion instrument for larger than utility 1000 1510 1700
with visibility min. as low as ¾ mi.
3. Nonpresicion instrument for larger than utility 500 1010 1700
with visibility min. greater than ¾ mi.
4. Visual approach for larger than utility 500 700 1000
5. Nonprecision approach utility 500 800 1000
6. Visual approach for utility 250 450 1000
* Length of clear zone is determined by the distance required to reach a

height of 50 ft. for the appropriate approach surface.
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A runway incursion
FAA defines Runway Incursion as any occurrence at a
runway involving the incorrect presence of an aircraft,
vehicle, or person on the protected area of the surface
designated for take off or landing. This adversely
affects runway safety, as it creates the risk that an
airplane taking off or landing will collide with the object.
Surface Incident is define as the unauthorized or

unapproved movement within the designated movement
area, or occurrence in that same area associated with the
operation of an aircraft or could affect the safety of flight.
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Establishing Length of Runway

DEFINITION OF TERMS
Full-strength pavement (FS) = same as “full strength runway” or just simply

“runway”, a term used in the regulations for both piston-engine aircraft and
turbine-powered aircraft.
Landing Distance (LD) = a distance sufficient to permit the aircraft to come to a

full stop and must be in full strength pavement.
Stop Distance (SD) = distance required to stop which must be equal to 60% of
the landing distance
Take-off Distance (TOD) = for a specific weight of aircraft, must be 115 percent
of the actual distance the aircraft uses to reach a height of 35 ft (D35).
Clearway (CL) = is defined as an area beyond the runway not less than 500 ft
wide, centrally located about the extended centerline of the runway and clear of
obstacles and under airport control.

DEFINITION OF TERMS
Liftoff Distance (LOD) = the distance required for an aircraft to takeoff from the
runway.
Takeoff run (TOR) = is a total distance of the full-strength pavement or runway.
Accelerate-stop Distance (DAS) = when engine-failure occur during takeoff, it

is the distance sufficiently needed to bring the aircraft to a full stop rather than
continue the takeoff.
Stopway (SW) = also known as partial strength pavement is defined as an area

beyond the runway, not less in width than the width of the runway, centrally
located about the centerline of the runway. Stopway is used as an extended
runway to accommodate aborted takeoff aircraft.
FIELD Length (FL) = is generally made up of three components, namely, the

full strength pavement FS, the partial strength pavement or the stopway SW, and
the clearway CL.
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 Three General Cases (Turbine Aircraft)
 Case I: Landing
Where sufficient runway is required to allow for

normal variation in landing technique, overshoots,
poor approaches
 Case I: Landing
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 Case I: Landing
FS = LD
Where LD = SD/0.60
 Case II-a: Engine Failure Take-off
Where sufficient runway is required to allow the

aircraft to continue the take-off despite the loss of
power, or else brake to a stop
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FL = FS +CL
Where CL = 0.50 * [TOD – LOD]

TOD = D35
FS = TOR = TOD - CL
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 Case II-b: Engine Failure Aborted Take-off
 Case II-b: Engine Failure Aborted Take-off
FL = FS + SW
FL = DAS
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 Case III: Normal Take-off
Where all engines are available and sufficient

runway is required to accommodate variations
in lift-off techniques and the distinctive
performance characteristics of these aircraft

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FL = FS +CL
Where CL = 0.50 * [TOD – 1.15*(LOD)]

TOD = 1.15*(D35)
FS = TOR = TOD – CL
 Equations mentioned must each be solved for

the critical design aircraft at the airport. This will
yield in finding each of the following values:
FL = max (TOD, DAS, LD)

FS = max (TOR, LD)
SW = DAS – max (TOR, LD)
CL = min (FL –DAS,CL)
Where the minimum value of CL is zero.
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 Sample Problem:
Determine the runway length requirement according to the
specifications of the Federal Aviation Regulations (FAR) for a
turbine-powered aircraft with the following performance
characteristics:
Normal takeoff liftoff distance LOD = 7000 ft.

Distance to height of 35 ft (D35) = 8000 ft.
Engine-failure takeoff liftoff distance = LOD = 8200 ft
Engine-failure distance to height of 35 ft (D35) = 9100 ft
Engine-failure aborted takeoff accelerate-stop distance (DAS) = 9500 ft
Landing stop distance SD = 5000 ft.
Solution
Case I. Landing
LD = SD/0.60
LD = 5000/0.60 = 8333 ft.
Therefore:
FS = LD =8,333ft.
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Solution
Case II: For engine-failure takeoff
TOD = D35 =9100 ft
CL = 0.50(TOD – LOD)
CL = 0.50(9100 – 8200) = 450 ft
TOR = TOD –CL

TOR = 9100 – 450 = 8650 ft
Solution
Case II: For Engine-Failure Aborted Takeoff:
DAS = 9500 ft
Case III: Normal Takeoff:
TOD = 1.15 (D35) = 1.15(8000) = 9200 ft.

CL = 0.50[TOD – 1.15(LOD)]
CL = 0.50[9200 – 1.15(7000)] = 575ft
TOR = TOD – CL
TOR = 9200 – 575 = 8,625ft
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Solution
Summary of Computed Values:
LD =8,333ft. (Landing Case)
DAS= 9,500ft. (For engine-failure Aborted)
TOD = D35 =9,100ft. (For engine-failure takeoff)
CL = 450 ft (For engine-failure takeoff)
TOR = 8,650ft. (For engine-failure takeoff)
TOD = 9,200ft. (Normal Takeoff)
CL = 575ft. (Normal Takeoff)
TOR = 8,625ft. (Normal Takeoff)
Therefore the runway component requirements become:
FL = max (TOD, DAS, LD) = 9500 FT

FS = max (TOR, LD) = 8650 FT
SW = DAS – max (TOR, LD) = 9500 - 8650 = 850 FT
CL = min (FL –DAS,CL)
CL= min [(9500 – 9500), 450, 575] =0FT.
Engine Failure Takeoff
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Engine Failure Takeoff
TAXIWAY LAYOUT
Taxiways should be arranged to results

in the shortest practicable distance from
the terminal area to the ends of the
runways used for takeoff.
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Entrance Taxiways
 Is used for entering the runway from
the terminal
 Designed to decrease delay by
allowing aircraft to accelerate while
entering the runway
 Should have greater separation
distance (SR min.)
 Must have longer turning radius (Rmin)
ENTRANCE TAXIWAY
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Exit Taxiway
– Desirable for busy airports
– Allow aircraft to vacate the runway
Two types of exit taxiway
1. Right Angle exit taxiways –only ideal for low-

traffic
2. High-speed exit taxiways – ideal for busy
airports; most efficient for the getting the
aircraft off the runway even at higher speed.
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Bypass Taxiway
To allow an aircraft ready to takeoff to
bypass preceding aircraft that are not yet
ready for takeoff and is blocking the taxiway.
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Dual Bypass
Holding Aprons
 Located at or near the runway entrance

 Designed to allow one or more aircrafts to
temporarily get refuge to make a final
check before takeoff
 Allow other aircraft to bypass any other
aircraft not yet ready for takeoff
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Holding Aprons
Location of Exit Taxiway
The locations of exit taxiways depends a great deal

on the following factors:
• mix of aircraft
• the approach and touchdown speeds
• the point of touchdown
• the exit speed
• the rate of deceleration
• pavement surface condition
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Distance to Reach Exit Speed

Computing for the total distance to reach exit speed after
touchdown (SE).
SE = touchdown distance + D
 VOT  VTD
2 2
  VTD  VE 
2 2
 DTD   VTDT2    D  
 2a   2a 
D = Distance traveled from touchdown speed to reach

exit speed VE
VTD = Touchdown speed , mph
VE = Exit Speed
Total Occupancy Time (Ri)

Ri = T1 + T2 + T3 + T4
The procedure is to divide the runway into 4 components:
T1 = the flight from the threshold to the touchdown of the main gear
T2 = the time required for the nose gear to make contact with the pavement
after the main gear has made contact. Usually in the order of 3s
T3 = the time required to reach exit velocity from the time the nose gear has
made contact with the pavement and brakes been applied
T4 = the time required to turn-off onto the taxiway and clear the runway.
Usually in the order of 10s
VOT  VTD VTD  VE

T1  T3 
2a1 2a 2
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OCCUPANCY TIME
Threshold
T1
VOT
VTD
OCCUPANCY TIME
Threshold
T1 T2
VOT
VTD VTD
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OCCUPANCY TIME
Threshold
T1 T2 T3 T4
VOT
Exit
Speed
VTD VTD VE
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PLANNING AND DESIGN OF THE

TERMINAL AREA
 Proper planning and design process of a terminal
area is one of the most essential steps in achieving
the goal of the overall airport master plan.
 The planning and design process of a terminal area

involves
(a) defining and determining problems and needs
(b) obtaining data and calculating capacity requirements
(c) evaluating data, and
(d) proposing optimal terminal configuration and proper
facility size.
The terminal area is the major interface

between the airfield and the rest of the
airport.
Its facilities includes:

 passenger and baggage processing
 cargo handling
 airport maintenance
 operation and administrative activities.
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Purpose of the Passenger Terminal

system
 provide the interface between the passenger

and the airport access mode
 process the passenger for the origination or

termination of an air transport trip
 convey the passenger and baggage to and

from the aircraft
Security Considerations In
Terminal Design
1. Building design separates airside from

groundside
2. Security Screening Requirements
3. Baggage Screening Requirements
4. Terminal Surveillance
5. Separation of Domestic from International
Passengers
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Type of objectives to be included in

the Terminal System Design Criteria
 Passenger’s Objectives
 Airline Objectives
 Airport Management Objectives
 Community Objectives
Passenger’s Objectives
 Responsive to the needs of the people relative to

convenience, comfort, and personal requirements
 Provision of effective passenger and access
orientation through concise, comprehensive
directional graphics
 Separation of enplaning and deplaning roadway and
curb fronts to ensure maximum operational
efficiency
 Provision of convenient access to public and
employee parking facilities, rental car areas,
ancillary facilities, and on-site non-aviation facilities.
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Airline Objectives
 Accommodation of existing and future aircraft

fleets with maximum operational efficiency
 Provision of direct and efficient means of
passenger and baggage flow for all
passengers
 Provision for economic, efficient, and effective
security
 Provision of facilities which will embrace the
latest energy-conservation measures
Airport Objectives
 Maintenance of the existing terminal

operations, access system, runway system,
and ancillary facilities during all stages of
construction
 Provision of facilities which generates
maximum revenues from concessionaires
and other sources
 Provision of facilities which minimize
maintenance and operating expense
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Community Objectives
 Render a unique and appropriate expression

and impression of the community
 Provision of harmony with the existing
architectural elements of the total terminal
complex
 Coordination with the existing planned off-
airport highway system
Where to Locate A Terminal
Key Considerations:
1. Proximity to Runways and Taxiways

2. Accessibility and Road Access
3. Room for Expansion
4. Availability of Services and Utilities
5. Impact on the Environment
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Components of Airport System
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PASSENGER TERMINAL SYSTEM
Access/ Access/Proces Processing Processing/

Flight Flight
Egress sing Interface Component Interface
Ticketing Assembling
Enplaning
Driving Checking in baggage Waiting
ACTIVITY Deplaning FLYING
Riding Checking passport Loading
Parking
Claiming baggage Unloading
Transferring
Circulating Checking customs
Highway
Ticket counter Hold Room
Rail ROW
Enplane curb
Transfer station Waiting Lounge
Baggage Deposit
PHYSICAL Auto Deplane curb Mobile Lounge AIRCRAFT
Passport counter
FACILITY Taxi Bus
Parking Garage
Bus Bag claim device Jetway
Train/transit Transit Platform Customs counter Stair/ramp
VTOL/STOL
Fig. D Components of the Passenger Terminal System
1. The access interface component:
This is where the passenger transfer from

the access mode of travel to the passenger-
processing component.
Activities that take place within this component:

 Circulation
 Parking
 Curbside loading and unloading of passengers.
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2. The processing component:

This is where the passenger is processed
in preparation for starting or ending an air trip.
The primary activities are the following:

 Ticketing
 Baggage check-in
 Baggage claim
 Seat assignment
 Federal inspection services and security.
3. The flight interface component:

This is where the passenger transfers
from the passenger processing component to
the aircraft.
The activities that occur here include:

 Assembly
 Conveyance to and from the aircraft
 Aircraft loading and unloading.
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Terminal Building
Two Primary Components
1. Apron and Gate System

2. Passenger and Baggage Handling
Systems
Apron and Gate System
Apron and Gates are the locations at which

aircraft park to allow the loading and unloading
of passengers and cargo, as well as for aircraft
servicing and preflight preparation.
The size of the aircraft, particularly their lengths

and wingspans, determines the area required for
individual gates and apron parking spaces.
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Apron Gate
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Aircraft Parking Position
Passenger & Baggage Handling

System
Major components:
1. Access/Processing Interface
2. Passenger Processing
3. Processing/Flight Interface
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Airport Ground Access Plans
Key Considerations:
1. Entry and Exit Road System

2. Parking – for passengers, staff, car rentals,
shuttle buses, taxis, etc
3. Curbside drop-off pickup
4. Public Transit
5. Rail Systems
Ground Transportation Layout
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Airport Terminal Design

Concepts
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Types of Terminal Concepts

1. The Linear Gate Terminal Concept
 consists of a common waiting and ticketing
area with exits leading to the aircraft-parking
apron
 adaptable to airports with low airline activity
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2. The Pier Concept

 Aircraft are usually around the axis of the pier
in a parallel or nose-in parking alignment.
 has an interface with aircraft along piers
extending from the main terminal area.
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3. The Satellite Terminal Concept

 consists of a building surrounded by aircraft, which
is separated from the terminal
 usually reached by means of a surface,
underground, or above ground connector.
 The aircraft are normally parked in radial or parallel
positions around the satellite.
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The Transporter Concept

 Aircraft and aircraft-servicing area remotely located
from the terminal.
 The connection to the terminal is provided by
vehicular transport for enplaning and deplaning
passengers.
Airport Bus
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Curvilinear
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STRUCTURAL DESIGN OF AIRPORT

PAVEMENT
An airport pavement must be able to support

loads imposed by aircraft without excessive
distortion or failure.
Important characteristics of an Airfield Pavement

 It should be smooth
 It should be firm
 It should be stable
 It should be free from dust or other particles
 It must be usable in all weather conditions.
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Structural Design of Airport Pavement
 Airport Pavement
 Pavement Loading
 Load on airport runway, taxiway or ramp area is

subjected to by the airplane’s main landing gear
 Example of Airport Pavement Failure Due to

Wheel Load
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 Example of Airport Pavement Failure Due to

Wheel Load
 Factors affecting pavement performance
1. Load Variables
 Aircraft gross load (95% to be carried by the Main Gear)
 Wheel load
 Number and spacing of wheels (Wheel Configurations)
 Tire contact pressure
 Number of application
 Duration of load application
 Distribution of lateral placement of loads
 Type of load (static or dynamic)
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 Basic Types of Wheel Configurations
a. Single trailer-truck unit

b. Single wheel landing gear
Cessna Aircraft
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c. Dual wheel landing gear
B727 Aircraft

d. Dual/twin-tandem landing gear
B707 Aircraft
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e. Double dual/twin-tandem landing gear

B747 Aircraft
Typical Main Landing Gear Dimensions and

Configuration
Main Landing Gear Dimensions, in Typical
Configuration inflation
Aircraft pressure
X Y Z U
s, psi
X
DC-9-80 28.1 170
B-737 30.5 148
B-727 34.0 168
DC-8-61 30.0 55.0 188

X DC-8-62 32.0 55.0 187
DC-8-63 32.0 55.0 196
DC-10-10 54.0 64.0 173
B-720B 32.0 49.0 145
Y
B-707-120B 34.0 56.0 170
B-707-320B 34.6 56.0 180
B-757 34.0 45.0 161
B-767 45.0 56.0 183
CONCORDE 26.4 65.7 184
L-1011-500 52.0 70.0 184
A-300B 35.0 55.0 168
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Main Landing Gear Typical inflation

Aircraft Dimensions, in
Configuration pressures, psi
X Y Z U
Y B-747A 44.0 58.0 121 142 204

X
B-747B, C, F 44.0 58.0 121 142 185
Z
Y DC-10-30 54.0 64.0 30.0 216 157

37.5
Z 216
DC-10-40 54.0 64.0 30.0 165
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Distribution of weight between

nose gear and main gear
The distribution of the load between the nose and

main landing gear depends on the following:
 type of aircraft
 locations of the center of gravity of the aircraft
For the design of the pavement it is normally

assumed that 5% of the total weight is supported
on the nose gear and the remainder on the main
gears.
Illustration of Distribution of Weight

Takeoff Weight
300,000-lb
47.5%= 142,500-lb 47.5%= 142,500-lb

5% = 15,000-lb
(142,500)/4 = 35,625-lb (142,500)/4 = 35,625-lb
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2. Environmental Variables
 Amount and distribution of rainfall

 Ambient temperature
 Aircraft blast and heat
 Fuel spillage
3. Structural Design Variables

 Number, thickness, and type of pavement layers
 Strength of materials
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4. Construction Variables
5. Maintenance Variables
DETERMINING THE THICKNESS OF

FLEXIBLE PAVEMENT
The CBR Method of Design for Flexible

Airport Pavements
The CBR test expresses an index of the

shearing strength of soil.
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The CBR design criteria for single-wheel load

could be expressed in the following parameters:
P A
t 
8.1(CBR) 
where t = design thickness, in

P = single-wheel load, lb
A = tire contact area, in2
Note: The above equations was modified in order to account for the
load repetitions and multiple-wheel load gear configuration
Modified Equation
ESWL A
t  i 
8.1(CBR) 
where i = load repetition factor, which is

dependent on number of wheels for each main
landing gear used to compute ESWL
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Composite plot of load repetition factors

versus passes
The Concept of ESWL

- was introduced by comparing the deflections versus
offset curves of both single and dual wheels with the use of
theory of elasticity.
The ESWL concept states that

“a single-wheel load, which yields the same
maximum deflection as for multiple-wheel load,
would produce equal or more severe strains in the
foundation in comparison with the multiple-wheel
load”.
”The contact area of ESWL is equal to the contact area of one of

the wheels on multiple-wheel assembly
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Equivalent Single Wheel Load

(ESWL)
 z 
0.301 * log10  
log10 ESWL  log10 P   d /2
 2S 
log10  
d /2
Where:
P is the wheel load,

S is the center to center distance between the two wheels,
d is the clear distance between two wheels, and
z is the desired depth.
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(ESWL)
Example: Find ESWL at depths of 5cm, 20cm and 40cm for a dual
wheel carrying 2,044 kN each. The center to center tire spacing is
20cm and distance between the walls of the two tires is 10cm.
Solution:
For z=20cm, d=10, S=20, P=2,044KN
For desired depth z=40cm, which is twice the tire spacing,
ESWL = 2P=2 2044 = 4,088kN.
For z=5cm, which is half the distance between the walls of

the tire,
ESWL = P = 2,044kN.

(ESWL)
Solution:
For z=20cm, d=10, S=20, P=2,044KN
 z 
0.301 * log 10  
log10 ESWL  log10 P  d /2
 2S 
log 10  
d /2
 20 
0.301log10  
log10 ESWL  log10 (2,044)   10 / 2 
 2 * 20 
log10  
 10 / 2 
log 10 ESWL  3.511
ESWL  3,244.49 KN
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 Determining pavement thickness (CBR & ESWL)
ESWL A
t  i 
8.1(CBR) 
where
t = design thickness, in
i = load repetition factor (Figure 3-23 or Table 3-8)
A = tire contact area, in2
CBR = CBR value of compacted soil (< 15)
 Design of Flexible Airport Pavement
Figure 3-23 Load Repetition Factor
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Table 3-8. Recommended Load Repetition Factor

Number of Tires Used to Compute ESWL
Number of Passes 1 2 4 12 24
1,000 0.72 0.7 0.68 0.65 0.64
5,000 0.83 0.77 0.73 0.69 0.67
10,000 0.88 0.81 0.76 0.70 0.68
100,000 1.03 0.88 0.79 0.72 0.69
1,000,000 1.14 0.93 0.82 0.73 0.69

(ESWL)
 z 
0.301 * log10  
log10 ESWL  log10 P   d /2
 2S 
log10  
d /2
Where:
P is the wheel load,

S is the center to center distance between the two wheels,
d is the clear distance between two wheels, and
z is the desired depth.
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 In the elastic theory the deflection W is
expressed as
prF
W
Em
Where: W = vertical deflection, in

p = load intensity or surface contact pressure, psi
r = radius of loaded circular area, in
F = deflection factor (Figure 3-22)
Em = Modulus of Elasticity
Illustration of Finding ESWL

Assume a dual tandem assembly. The total load on one assembly is
130,000 lb, the tire contact pressure and the pavement is 140 lb/in2.
The contact area of each wheel is 232 in2. Find the Maximum ESWL at
a depth equal to three times the radius of the contact area of each
wheel.
Note: The problem resolves

itself to finding the location
56”
where the maximum deflection
at a depth of 3r will occur
A
B
34”
D
C
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Procedure:
Step 1. Computing the radius of Step 2. Express all dimensions in terms
the contact area of radius of the contact area, r
A 232
r   8.6 in
 
56” = 6.51r
3r  25.8 in
Where:
r = is the radius of contact
area, in 6.81r
34” = 3.95r
A = contact area of wheel, in2 B A
1.98r
5.11r 3.80r
D
C
28” = 3.25r
Insert Deflection Factor Graph
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Step 3. Determine the values of deflection factor from Figure 12-8
Table 12-1 Deflection Factors for Dual-in-

Tandem Assembly
Deflection Factor
Depth 56” = 6.51r
@A @B @C @D
3r 0.21 0.34 0.25 0.47
3r 0.21 0.34 0.25 0.20
34” = 3.95r
6.81r
3r 0.21 0.10 0.16 0.12 B A
1.98r
3r 0.21 0.10 0.16 0.10 5.11r 3.80r
D
Total 0.84 0.88 0.82 0.89
C
Load Ratio
Depth Single-wheel Dual-wheel Single to one Entire assembly
in. deflection factor deflection factor wheel of
assembly
25.8 0.47 0.89 1.90 0.475
Step 4.
Compute for the ESWL that would give a maximum
deflection at a depth of 25.8-in.
ESWL = 0.475 x 130,000 = 61,750 lb
or it may be computed by multiplying the deflection factor of

1.90 by the load on a single wheel of the assembly (32,500lb)
ESWL = 1.90 x 32,500 = 61,750 lb. Answer
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Example
Suppose that from the previous example, the total number of aircraft
passes for the design is assumed to be 100,000 and the CBR value
of the compacted soil is 8. Determine the thickness of the flexible
pavement for a maximum deflection at a depth equal to three times
the radius of the contact area of each wheel using modified
equation..
Solution: The following were previously computed
r = 8.6in
3r = 25.8in
ESWL = 0.475 x 130,000 = 61,750 lb
61,750 232
t  i
ESWL

A t  0.79 
8.1(CBR)  8.1(8) 
t  23.42in say 24 - in
 i  0.79 (Table 3 - 5)
Main Landing Gear Dimensions and Configuration for

Typical Transport Aircraft
Main Landing Gear Dimensions, in Typical
Configuration Aircraft inflation
X Y Z U pressures, psi
X DC-9-80 28.1 170

B-737 30.5 148
B-727 34.0 168
DC-8-61 30.0 55.0 188
DC-8-62 32.0 55.0 187
X DC-8-63 32.0 55.0 196
DC-10-10 54.0 64.0 173
B-720B 32.0 49.0 145
B-707-120B 34.0 56.0 170
Y B-707-320B 34.6 56.0 180
B-757 34.0 45.0 161
B-767 45.0 56.0 183
X
DC-10-30 54.0 64.0 30.0 216 157
DC-10-40 54.0 64.0 30.0 216 165
37.5
Y Z
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THE DESIGN OF AIRFIELD RIGID

PAVEMENTS
The design of rigid pavement for airports is

based upon a vast amount of data which
have been compiled during many years of
research and observation of the behavior of
pavement.
Stress in a concrete pavement is

induced in several ways
 Wheel loads
 Change of shape of slab due to differential in
temperature between the top and bottom of
the slab. (commonly referred to as curling)
 Change of shape of slab due to differential in
moisture between top and bottom of slab
 Friction developed between slab and
foundation when the slab desires to change
its volume.
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For airports, Westergaard developed

formula for stresses and deflections from
two Load Case Scenarios
Case I: Load is in the interior of a slab

Case II: Load is applied at an edge of a slab or
joint that has no capacity for load transfer.
The formula for stresses

Case I. The load is applied in the interior of the area of
the panel at a considerable distance from any edge
or joint. The total load P is distributed uniformly over
an elliptical area defined by the expression.
x2 y2
 1
a2 b2
The maximum principle tensile stress at the bottom of the slab under the
center of the load may be computed by the following formula
 
 
3
 ( a  b)  
 i  2 (0.275)(1   ) log 10
P Ed
 239(1   )  ( a  b)  
d   ( a  b) 
4
 
 k  
  2  
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Where:
P = load transmitted through a tire to a panel of the pavement, lb
a,b = semi-axes of an ellipse which represents the footprint of a
tire. If the load is next to an edge or joint, a is the semi-axis
parallel to the edge or joint. Either a or b may be the greater
semi-axis, depending on whether the joint is longitudinal or
transverse.
x,y = horizontal rectangular coordinates. If the load is next to an
edge or joint; the axis of x is along the line of edge or joint; if the
footprint of the tire is represented by an ellipse, the axis of x is
in the direction of the semi-axis a.
d = thickness of slab, in
e = modulus of elasticity of concrete, lb/in3
 = Poisson’s ratio of concrete
k = modulus of subgrade reaction, lb/in 3
L = radius of relative stiffness, in
Case II. The load is applied adjacent to the edge or joint

that has no capacity for load transfer. The total load P
is distributed uniformly over an elliptical area, the
prolate edge of which is tangent to the edge or joint
and is defined by the equation:
x 2 ( y  b) 2
 1
a2 b2
The tensile stress at the bottom of the slab, along the edge or joint
directly under the point of tangency of the ellipse, may be computed
by
2.2(1   ) P Ed 3 3(1   ) P  4 a b ab b

e   (1.84)    (1   )   2(1   )  1.18(1  2 ) 
 (3   )d 2 
log 10
(3   )d 2  ( a  b) 
4
3 ab ( a  b) 2 L
100k 
 2 
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Airport Pavement Design and Evaluation

(FAA Advisory Circular, 1995)
The FAA Method make used of the design curves

derived from the Westergaard solutions for a jointed
edge loading and with the assumption that the load is
located either tangent or perpendicular to the joint.
Use of the design curves requires four design input

parameters:
1. concrete flexural strength
2. modulus of subgrade reaction
3. gross weight of the design aircraft, and
4. annual departure of the design aircraft.
INPUT PARAMETERS
 a. Concrete Flexural Strength. Concrete strength is assessed by the

flexural strength, as the primary action of a concrete pavement slab is
flexure. Concrete flexural strength should be determined by ASTM C78
test method.
 b. k Value. The k value is in effect, a spring constant for the material

supporting the rigid pavement and is indicative of the bearing capacity of
the supporting material.
 C. Gross Weight of Design Aircraft. The gross weight of the design

aircraft is usually shown on each design curve. The design curves are
grouped in accordance with either main landing gear assembly type or as
separate curves for individual aircraft.
 d. Annual Departures of Design Aircraft. The fourth input parameter is

annual departures of the design aircraft. The annual departures of the
design aircraft should be computed using the procedure explained under
the FAA guidelines.
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DETERMINATION OF EQUIVALENT ANNUAL

DEPARTURES BY THE DESIGN AIRCRAFT
Conversions.
Since the traffic forecast is a mixture of a variety of aircraft
having different landing gear types and different weights, the
effects of all traffic must be accounted for in terms of the design
aircraft.
First, all aircraft must be converted to the same landing
gear type as the design aircraft.
Factors have been established to accomplish this
conversion.
These conversion factors are constant and apply to both
flexible and rigid pavements.
They represent an approximation of the relative fatigue
effects of different gear types.
The following conversion factors should be used to

convert from one landing gear type to another:
To Convert From To Multiply Departures by
single wheel dual wheel 0.8
single wheel dual tandem 0.5

dual wheel dual tandem 0.6
double dual tandem dual tandem 1.0
dual tandem single wheel 2.0
dual tandem dual wheel 1.7
dual wheel single wheel 1.3
double dual tandem dual wheel 1.7
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Procedure:
(1) Determine Design Aircraft.
Determine the design aircraft from the forecasted types and volume
of aircraft traffics. Design Aircraft is usually based from weights and departure
levels of the forecasted aircraft .
(2) Group Forecasted Traffic into Landing Gear of Design

Aircraft. In this example the design aircraft is equipped with a
dual wheel landing gear so all traffic must be grouped into the
dual wheel configuration.
(3) Convert Aircraft to Equivalent Annual Departures of the

Design Aircraft. After the aircraft mixture has been grouped
into a common landing gear configuration, the equivalent annual
departures of the design aircraft can be calculated.
Formula for conversion to equivalent annual

departures of the design aircraft
1
W  2
log R1  log R2  2 
 W1 
where:
R1 = equivalent annual departures by the design aircraft
R2 = annual departures expressed in design aircraft landing
gear
W 1 = wheel load of the design aircraft
W 2 = wheel load of the aircraft in question
Note: The rule on 95% Wheel Load Distribution for the main
landing gear applies
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Example: Assume an airport pavement is to be

designed for the following forecasted traffic:
Average Maximum Takeoff
Aircraft Gear Type Annual Weight
Departures lbs. (kg)
B-727-100 dual 3,760 160,000 (72600)
B-727-200 dual 9,080 190,500 (86440)
B-707-320B dual tandem 3,050 333,600 (151371)
DC-9-30 dual 5,800 108,000 (49005)
DC-8-63* dual tandem 400 355,000 (161082)
B-737-200 dual 2,650 100,500 (45602)
L-1011-100* dual tandem 1,710 466,000 (211448)
B-747-100* double dual tandem 125 775,000 (351656)
* Wide body aircraft should always be treated as a 300,000-pound (136

100 kg) dual tandem aircraft when computing equivalent annual
departures. This should be done in every instance even when the design
aircraft is a wide body.
Step 1. Determine Design Aircraft
 Consider aircraft weights and departure

levels in the forecast that would require
the greatest pavement thickness.
In this example the 727-200 requires the

greatest pavement thickness and is thus
the design aircraft.
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In this example the 727-200 requires the greatest pavement

thickness and is thus the design aircraft.
Average Maximum Takeoff

Aircraft Gear Type Annual Weight
Departures lbs. (kg)
B-727-100 dual 3,760 160,000 (72600)
B-727-200 dual 9,080 190,500 (86440)

B-707-320B dual tandem 3,050 333,600 (151371)
DC-9-30 dual 5,800 108,000 (49005)
DC-8-63* dual tandem 400 355,000 (161082)
B-737-200 dual 2,650 100,500 (45602)
L-1011-100* dual tandem 1,710 466,000 (211448)
B-747-100* double dual tandem 125 775,000 (351656)
Step 2. Group Forecast Traffic into Same

Landing Gear of Design Aircraft.
Equiv. Dual
Average Gear Wheel Load, W2
Aircraft Gear Type Annual Departs.
Departures
R2 lbs. (kg)
B-727-100 Dual 3,760 3,760 38,000 (17,240)
B-727-200 Dual 9,080 9,080 45,244 (20,530)
DC-9-30 Dual 5,800 5,800 25,650 (11,640)
B-737-200 Dual 2,650 2,650 23,870 (10,832)
B-707-320B Dual Tandem 3,050 5,185 39,615 (17,976)
DC-8-63 Dual Tandem 400 680 35,625* (16,160)
L-1011-100 Dual Tandem 1,710 2,907 35,625* (16,160)
B-747-100 Dual Tandem 125 213 35,625* (16,160)
TOTAL 26,575 30,275
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Step 3. Convert Aircraft to Equivalent Annual

Departures (EAD) of the Design Aircraft using the
Formula 1
 W2  2
log R1  log R2  
 W1 
Equiv. Dual
Wheel Load of EAD
Gear Wheel Load, W2
Aircraft Gear Type Design Aircraft, W1 Design
Departs.
Aircraft
R2 lbs. (kg) lbs. (kg)
B-727-100 Dual 3,760 38,000 (17,240) 45,244 (20,530) 1,890
B-727-200 Dual 9,080 45,244 (20,530) 45,244 (20,530) 9,080
DC-9-30 Dual 5,800 25,650 (11,640) 45,244 (20,530) 682
B-737-200 Dual 2,650 23,870 (10,832) 45,244 (20,530) 307
B-707-320B Dual Tandem 5,185 39,615 (17,976) 45,244 (20,530) 2,992
DC-8-63 Dual Tandem 680 35,625* (16,160) 45,244 (20,530) 326
L-1011-100 Dual Tandem 2,907 35,625* (16,160) 45,244 (20,530) 1,184
B-747-100 Dual Tandem 213 35,625* (16,160) 45,244 (20,530) 116
TOTAL 30,275 16,577
Final Result.
For this example the pavement

would be designed for 16,577 of
equivalent annual departures of a dual
wheel aircraft weighing 190,500 pounds
(86 500 kg).
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USE OF RIGID PAVEMENT DESIGN

CURVES.
A number of design charts prepared by the
Portland Cement Association (PCA) can be used to
determine the REQUIRED total thickness of
pavement for the different types of jet aircraft. These
design relationships were developed using a
computer program based on the WESTERGAARD
ANALYSIS.
Use of the design curves requires four design

input parameters: concrete flexural strength,
subgrade modulus, gross weight of the design
aircraft, and annual departure of the design aircraft.
Given: Conc. Flex Strength =688psi

K = 50 pci
Gross Wt of Design Aircraft = 400,000lb
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PART II
VIDEO PRESENTATION
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Airport

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AIRPORT PLANNING AND

At the end of this Chapter the student should be able to

• Explain the Different Aircraft System Components

Orville and Wilbur Wright

1927 - Pan American World Airways

1936 - The Douglas DC-3 goes into service

Cruise speed = 300 kph

1946 - The Douglas DC-6 is introduced

 Four engine, (piston) powered aircraft become the

Cruise speed = 550 kph

1945 - First radar equipped control tower

Long-Range Aircraft Development (50-60’s)

Cruise speed = 950 kph

Year of the Sonic Boom

Supersonic Aircraft (Late 60’s)

1968 - BAC/Aerospatiale introduce the

Top Speed = 2.04mac=2180 kph

Concorde (British Airways)

Year of the Giants

Large Capacity Aircraft (60-70’s)

Cruise speed = 985 kph

First Flight: 27 April 2005

Darkest Day in Aviation

•Four senseless act of terrorism destroyed 4 aircrafts and

Darkest Day in Aviation

•Four senseless act of terrorism destroyed 4 aircrafts and

From the humble beginning in 1903, This is

 An airport is a location where aircraft take off

Ordinary Grassy Runway

= Is primarily responsible for the advancement,

The FAA's Major Functions:

 Regulating U.S. commercial space transportation

 Regulating civil aviation to promote safety,

Airport System Components

 Developing and operating a system of air

The FAA's Major Functions:

 Carries out FAR (Federal Aviation Regulations)

 Provides designers and planners with Advisory

 International Civil Aviation Organization

 Promotes and oversees aviation activities in

CIVIL AERONAUTICS BOARD

• Establish and prescribe rules, regulations, and procedures for

Civil Aviation Authority of the

Airport System Components

 Runway – enables landing and takeoff of

 Taxiway – provide a convenient means for

Airport System Components

Figure 3-1 Airport System Component

Airport System Components

 Apron – provides loading and unloading of

 Terminal – building where the passengers

Airport System Components

Figure 3-1 Airport System Component

 Aircraftis a vehicle that is able to fly by gaining

 A general knowledge of aircraft characteristics is

 Aircraft Characteristics Affecting the Design of

 Affectsdesign of thickness of runway, taxiway and

 Components of Aircraft Weight:

1. Operating Empty Weight (OEW)

– Basic weight of the aircraft, including crew and all

– Not constant for aircraft, but varies with the

 Components of Aircraft Weight:

2. Zero Fuel Weight (ZFW)