5,6 Lect Airport Engineering PDF

Introduction to
Airport Engineering
5. , 6. Lecture
26.. 10
26 10.. 2012
03.. 10
03 10.. 2012
Prof. Dr. Eng Shafik Jendia

Introduction to
Airport
p Engineering
g g
Text Books
- Planning and Design of Airports
Airports, Third
Edition Authors
Authors:: Robert Horonjeff and Francis
X.
X Mckevey,
Mckevey McGraw
McGraw--Hill Book Company
Company.
- Civil Engineering Hand Book , Author
Author:: W. F
Chen, Purdue University, West Lafayette,
Indiana.
Introduction to
Airport
p Engineering
g g
Guidelines & Regulations
Aerodromes, Annex 14 to the convention of
International Civil Aviation, International
Aviation Administration
Administration, Montreal
Montreal, Que
Que,
Canda. Second Edition-
Edition-July 1995
1995..
Airport Pavement Design and Evaluation,
Federal Aviation Administration. Washington,
D.C, Advisory Circular AC No.:
No.:150
150//5320-
5320-6D
Airport Design, Federal Aviation
Administration. Washington, D.C, Advisory
Circular AC No
No.::150
No.:150
:150//5300
5300--13
Introduction to
Airport
p Engineering
g g
A i ti Organizations
Aviation O i ti
Aircraft Characteristics Related to
Airport Design
Airport Configuration
Runway System
Structural Design of Airport Pavements

AVIATION ORGANIZATIONS
The Organizations directly involved in U.S.
U S and
international air-
air-carrier transportation and general
aviation activity have an important influence on
airport development as well as on aircraft
operations.
operations
These organizations can be classified into four

groups, namely,
international government agencies
agencies,, federal
agencies, state agencies and industry or trade
organizations
organizations.
INTERNATIONAL CIVIL AVIATION

ORGANIZATION
ICAO
FEDERAL AGENCIES OF U.S. GOVERNMENT
CIVIL AERONAUTICS BOARD CAB
FEDERAL AVIATION ADMINISTRATION FAA
NATIONAL TRANSPORTATION SAFETY BOARD NTSB

STATE AGENCIES
The States are involved to varying degrees in the many
aspects of aviation, including financial assistance, flight
safety enforcement,
safety, enforcement aviation education
education, airport
licensing, accident investigation, zoning, and
environmental
e o e ta co control
to
INDUSTRY AND TRADE ORGANIZATIONS

There are many groups involved in the technical and
promotional aspects of aviation. The following is a
partial list of those groups that are primarily concerned
with airport aspects of aviation.

INDUSTRY AND TRADE ORGANIZATIONS
1. Aerospace Industries Association of America (AIA)

2
2. Ai
Aircraft
ft O
Owners and
d Pilots
Pil t AAssociation
i ti (AOPA)
3. Air Line Pilots Association (ALPA)
4
4. Airport Operators Council International (AOCI)
5. Air Transportation Association of America (ATA)
6. American Association of Airport
p Executives ((AAAE))
7.

Aircraft Characteristics Related
to Airport Design
Landing
Area
Airport
Terminal
System Area

Airport Design
ICAO - Airport Classification
The ICAO uses a two element references code to
classify the geometric design standards for airports.
The code element consists of a numeric and
alphabetic designation.
The code number 1 through 4 classify the length of
the runway available and the code letters A
through E classify the wingspan and outer main
gear wheel span for the aircraft for which the airport
h b
has been ddesigned.
i d
Aircraft Characteristics

Aircraft Characteristics Related to Airport
Design
ICAO - Airport Classification
Code Element 1 Code Element 2
Code Runway Length Code Wing Outer main
Number (m) Letter Span (m) Gear Wheel
Span (m)
1 Less than 800 A < 15 < 4.5
2 800 - <1200
1200 B 15 - < 24 4.5 - < 6
3 1200 - < 1800 C 24 - < 36 6-<9
4 1800 and more D 36 - < 52 9 - < 14
E 52 - < 60 9 - < 14

Airport Design
Aircraft characteristics are essential for

th planning
the l i and dddesign
i off airports.
i t
Aircraft weight is important for
determining the thickness of the runway,
t i
taxiway, andd apron pavements,
t and d it
affects the takeoff and landing runway
length requirements at an airport.

The wingspan
ingspan and the ffuselage
selage length
influence the size of parking aprons, which in
turn influences the configuration of the
g
terminal buildings.
Size also dictates the widths of runway and
taxiways and the distances between these
y , and it affects the required
traffic ways, q
turning radius on pavement curves.


The passenger capacity

Th it has
h an
important bearing on facilities within and
adjacent to the terminal buildings.
The rrunway
n a length influences
infl ences to a large
part the land area required at an airport.

Components of Aircraft Weight
O
Operating
ti Empty
E t Weight
W i ht
The basic weight of the aircraft
aircraft, including
crew and all the necessary gear required for
flight b
flight, butt not incl
including
ding pa
payload
load and ffuel.
el The
operating empty weight is not a constant for a
passenger aircraft, but varies with the seating
configuration.
g

Zero Fuel Weight
The operating empty weight + Payload
Payload
A term which refers to the total revenue-

revenue
producing load. This includes the weight of
passengers and their baggage
baggage, mail express and
cargo.
Maximum Structural payload

The maximum load which the aircraft is certified
to carry, whether this load be passengers, cargo,
or a combination of both.
Theoretically, the maximum structural payload is
the difference between the zero fuel weight and
tthe
e operating
ope at g eempty
pty weight.
eg t
Maximum Structural Takeoff Weight
The maximum Weight authorized at brake

release for takeoff. It excludes taxi and
run-up fuel and includes the operating
p y weight,
empty g trip p and reserve fuel and
payload.


Ma im m Ramp Weight
Maximum
The maximum Weight authorized for ground

maneuver,, including g taxi and run-up
p fuel. As
the Aircraft taxis between the apron and the
end of the runway
runway, it burns fuel and
consequently loses weight. The difference
between the maxmax. structural takeoff weight and
the max. ramp weight is very nominal, only a
few thousand pounds.
Maximum Structural Landing Weight

j
jettison



Average Distribution of Weight Components
for Passenger
g Turbine-
Turbine-Powered Aircraft,, % of
Takeoff Weight
Operating
Fuel
Range empty Payload Trip fuel
reserve
weight
Short
Range 66 24 6 4
Medium
Range 59 16 21 4
Long
Range 44 10 42 5
Range = Distance thatProf.anDr. aircraft can fly without refueling

Eng Shafik Jendia
Ch
Characteristics
t i ti off Principal
P i i l Transport
T t
Aircraft

Ch
Characteristics
t i ti off Principal
P i i l Transport
T t Aircraft
Ai ft

Characteristics of Principal Transport Aircraft
An examination of the table reveals some

information:
The maximum takeoff weight varies from 79.000
lb (~36
(~36.000
000 kg) to 775.000
775 000 (~ 350.000
350 000 kg).
kg)
The maximum number of passengers varies from
65 to 500.
Runway lengths for typical airline aircraft vary
from
o 6000 ftt (~1800
( 800 m)) to 12.000
000 ftt (~3600
( 3600 m).)
Characteristics of Principal Transport Aircraft
It will be noted that the heavier an aircraft,

the longer it is and the greater is its
wingspan
And as the range of an aircraft is increased,
the proportion of trip fuel to takeoff weight
increases while the percentage of payload
increases,
decrease.
Wh l C
Wheel Configuration
fi ti

Wheel Configuration
Example 1: BOEING 747
747--200

Wheel Configuration
Example 2: BOEING 757
757--200

St ti W
Static Weight
i ht on th
the Main
M i Gears
G and
d the
th Nose
N
Gears
The distribution of the load between the main
gears and d th
the nose gear depends
d d on th
the ttype
of aircraft and the location of the center of
gravity of the aircraft.
For any gross weight
F i ht there
th is
i a maximum
i aft
ft
and foreword center of Gravity to which the
aircraft can loaded for flight in order to
maintain Stability.
St ti W
Static Weight
i ht on th
the Main
M i Gears
G and
d the
th Nose
N
Gears
The distribution of the weight between the
nose and main gears is not constant
constant.
For the design of pavements it is normally
assumed that 5 percent of the weight is
supported on the nose gear and the remainder
on the main gears.
Thus if there are two main gears, each gear
supports 47.5
47 5 % of the total weight
weight.
St ti W
Static Weight
i ht on th
the Main
M i Gears
G and
d the
th Nose
N
Gears
For example
example, if the takeoff weight of an aircraft
is 300,000 lb, each main gear is assumed to
support 142,500
142 500 lb.
lb
If the main gear has four tires
tires, it is assumed
that each tire supports an equal fraction of the
weight on the gear
gear, in the example 35,625
35 625 lb.
lb

M i Landing
Main L di Gear
G Dimensions
Di i


The number of runways depends on the

volume
l off traffic,
t ffi and d the
th orientation
i t ti
depends
depe ds o
on ttheeddirection
ect o o of tthe
e wind
daand
d
sometimes on the area available for
airport development
development.
The terminal buildings serving
passengers should be located so as to
provide easy and short access to the
runways
runways.
The airport
Th i t can b
be Landing
Area
divided into two
principal elements: Terminal
Area
The landing
Th l di area
(runways and
taxiways)
The terminal
Th t i l area
(apron, buildings,
car parking areas,
hangers, etc).
The airport system, however,

induces a third element,
element namely,
namely
the procedures and technique
governing the control of air traffic in
the air space surrounding the
airport (commonly referred to as
terminal air traffic control).
Together
T th these
th th
three elements
l t
constitute
co st tute tthe
eaairport
po t syste
system.
I general,
In l the
th runways and d the
th connecting
ti
taxiways should be arranged so as to:
1- provide adequate separations in the air traffic
pattern.
pattern
2- cause the least interference and delay in the
landing, taxiing, and takeoff operations.
3 provide the shortest taxi distance possible from
3-
the terminal area to the ends of runways.
4- provide
4 id adequate
d taxiways
i so landing
l di aircraft
i f
can leave the runway as quickly as possible to the
t
terminal
i l area
Runway Configurations & Runway System
Runway System
The Runway System at an airport consists

of the structural pavement,
pavement, the
shoulders,, the blast pad,
shoulders pad, and the runway
safety
f t area.
R
Runway S
System
t
Structural
St t l Pavement
P t
supports the aircraft with
respect to structural
load, maneuver ability,
control, stability and
other operational and
dimensional criteria

Distribution of the aircraft movements on the
Runway

Airport Zurich/ Switzerland

R
Runway S
System
t
The Shoulder
Th Sh ld adjacent
dj
to the end of the
structural pavement
resists jet blast erosion
and accommodates
maintenance and
emergency equipment.
R
Runway S
System
t
The blast pad is an area designed

to prevent erosion of the surfaces
adjacent to the end of the runways
which are subjected to repeated jet
blast The ICAO requires a 100 ft
blast.
(~30m) blast pad as a minimum
length It can reach 400 ft (120m)
length.
depending on the type of Aircrafts.

Runway System
The runway safety area is an area
which is cleared, drained. It includes
the structural pavement, shoulders and
blast pad. It must be capable of
supporting emergency and
maintenance equipment as well as
providing support for aircraft should be
veer off the pavement for one reason or
another. The minimum length of this
area required according to ICAO is 275
ft (~83m) beyond each end of the
runway. It can reach 1000 ft (300m)
depending on the type of Aircrafts
Aircrafts.
Runway Configuration
Many runway
configurations
g
exist.
Most
configurations
are
combinations
of several basic
configurations.
The basic
configurations
are:
Single Runway
Runway
This is the simplest of the runway configurations

Hourly Capacity (in VFR conditions) =
50 – 100 operations
In ((IFR)) conditions = 50 – 70 operations
p
VFR = Visual Flight Rule

IFR = Instrument Flight Rule
E
Examples
l for
f a Single
Si l Runway
R

Parallel Runways
Two and four parallel

runways are common
Spacing: Close = (700 –
2500 ft),
) Intermediate =
(2500 – 4300 ft), far =
((4300 ft and more).
)
threshold

E
Example
l for
f Parallel
P ll l Runways
R
Spacing = far (Staggered Threshold)

Intersecting Runways
Many of airports have two or more runway in different

directions crossing each other. They are necessary
when relatively strong winds blow from more than
direction. Strong winds (only one can be used), light
winds (both can be used)
E
Example
l ffor IIntersecting
t ti Runways
R

Open--V Runways
Open
They are necessary when relatively strong winds blow

f
from more than direction. Strong
S winds (only
( one can be
used), light winds (both can be used).

T i
Taxiways

Aprons
Aprons

Aprons
Aprons

The airport system

Structural Design
g of Airport
p Pavements
CBR- Method of Design for Flexible
CBR-
Airport Pavement
Pavement Design Using Elastic Layer
Theoryy
FAA Design Procedure for Flexible
Airport Pavements
Load Classification Number ((LCN))
Procedure
ICAO-- (CAN/ PCN) Procedure
ICAO
Runway Structural Design
FAA Design Procedure for Flexible Airport
Pavement
Flexible Pavement design is based upon the

CBR method, an essentially empirical
method.
th d
The Design assumes that 95% of the gross
aircraft weight is carried on the main landing
gear assembly
bl and d 5% on the
th nose gear
assembly
St
Steps off FAA -Design
D i P d
Procedure
Obtain forecasts of annual departures by

aircraft type
Determine for each type the required
pavementt thi
thickness
k using
i the
th appropriate
i t
design curve with the forecast number of
annual departures for the aircraft
Select the aircraft requiring the greatest
pavement thickness as the design aircraft

St
D i P d
Procedure
Convert the annual departures of all

aircrafts to equivalent annual
departures of the design aircraft by
the following formula:
Log Req = log (Ri x Fi) x {Wi/W}0.5

St
D i P Procedure
d

P
Pavement
t Thickness
Thi k Requirements
R i t
Fi
Figures 62 16 62 22 are the
62.16–62.22 th FAA design
d i charts
h t ffor
different aircraft types.
The charts have incorporated the effects of load
repetitions,
p , landingg gear
g assembly y configuration,
g ,
and the “wandering” (lateral distribution) effect of
aircraft movements.
With subgrade CBR, gross weight, and total
equivalent annual departures of design aircraft as
input, the total pavement thickness required can be
read from the appropriate chart
chart.
Pavement Thickness Requirements
FIGURE 62.16
Critical area
flexible pavement
thickness for
s ge
single-wheelee
gear. (Source:
Federal Aviation
Administration.
1978. Airport
Pavement Design
and Evaluation.
Advisoryy Circular
AC No. 150/5320-
6C. With
permission.)
FIGURE 62.17
Critical area
flexible pavement
thickness for dual-
wheel
ee gea
gear.
(Source: Federal
Aviation
Administration.
1978. Airport
Pavement Design
and Evaluation.
Advisoryy Circular
AC No. 150/5320-
6C. With
permission.)
FIGURE 62.18
Critical area
flexible pavement
thickness for dual-
tandem
ta de geagear.
(Source: Federal
Aviation
Administration.
1978. Airport
Pavement Design
and Evaluation.
Advisoryy Circular
AC No. 150/5320-
6C. With
permission.)
FIGURE 62.19
Critical area flexible
pavement thickness
for B-747-100, SR,
200B,
00 , 200C,
00C, and
a d
200F. (Source:
Federal
Aviation
Administration.
1978 Airport
1978.
Pavement Design
and Evaluation.
Advisory Circular AC
No. 150/5320-6C.

FIGURE 62.20
Critical area
flexible pavement
thickness for B-
747 SP (Source:
747-SP.
Federal Aviation
Administration.
1978. Airport
Pavement Design
and Evaluation.
Advisory Circular
AC No
No. 150/5320-
150/5320
6C..

FIGURE 62.21
Critical area
flexible pavement
thickness for DC
10 10 10CF.
10-10, 10CF
(Source: Federal
Aviation
Administration.
1978. Airport
Pavement Design
and Evaluation.
Advisory Circular
AC No. 150/5320-
6C.

FIGURE 62.22
Critical area
flexible pavement
thickness for DC
10-30,
0 30, 30C
30CF,, 40,
0,
and 40CF.
(Source: Federal
Aviation
Administration.
1978 Airport
1978.
Pavement Design
and Evaluation.
Advisory Circular
AC No. 150/5320-
6C.
P
Pavement
t Thickness
Thi k Requirements
R i t
Each design chart also indicates the required thickness
of bituminous (asphalt) surface course.
The minimum base course thickness is obtained from
Fig. 62.23.
The FAA requires stabilized base and subbase courses
to be used to accommodate jet aircraft weighing 100,000
100 000
lb or more.
These stabilized courses may be substituted for granular
courses using the equivalency
factors in Table 62.13.
FIGURE 62.23
Minimum base
course thickness
requirements.
(Sou
Source:
ce Federal
ede a
Aviation
Administration.
1978.
Airport Pavement
Design and
Evaluation.
Advisoryy Circular
AC No. 150/5320-
6C, p. 53. With
permission.)

St
D i P Procedure
d
The FAA suggests that the full design thickness T be

used at critical areas where departing traffic will be
using the pavement, 0.9T be used at areas receiving
arriving traffic such as high-speed turnoffs 0 7T
turnoffs, and 0.7
be used where traffic is unlikely.
Th
These reductions
d ti in
i thickness
thi k are applied
li d tto b
base
and subbase courses.
Figure 62.24 shows a typical cross section for
runwayy p
pavements.

St
D i P Procedure
d
For pavements receiving high traffic volumes and

exceeding 25,000 departures per annum, the FAA
requires that the bituminous surfacing be
increased by 1 in. (3 cm) and the total pavement
thickness be increased as follows: 104, 108, 110,
and 112% of design thickness (based on 25,000
annual departures) for annual departures of
50,000, 100,000, 150,000, and 200,000,
respectively.

Example for FAA -Design Procedure
1 Step:
1. St Obt
Obtain
i forecast
f t off annuall departures
d t by
b
aircraft type
Max. Take
Landing Av. Annual off Weight
W i ht
Aircraft
Ai ft
Gear Type Departure
Kips
B 727-
727-100 Dual 4500 160
B 727
727--200 Dual 9900 190..5
190
B 707-
707-320
320B
B Dual Tandem 3200 327
DC - 9 -30 Dual 5500 108
B 747
747--100 Double Dual 1200 700
Tandem
2 Step:
2. St D t
Determine
i for
f each
h aircraft
i ft type
t the
th
required pavement thickness
Assume:
Subgrade CBR = 10%
Base Course CBR = 80%
Sub Base CBR = 30 %

2 Step:
2. St D t
Determine
i for
f each
h aircraft
i ft type
t the
th
required pavement thickness
Max. Total
Landing Av
Av. Take of Pavement
Aircraft Gear Annual Weight thickness
Type Departure
kips in (cm)
B 727
727--100 Dual 4500 160 19 (48
48))
B 727-
727-200 Dual 9900 190..5
190 28..5 (72
28 72))
B 707
707--320
320BB Dual
D lT Tan 3200 327 26 (66
66))
DC - 9 -30 Dual 5500 108 19 (48
48))
B 747-
747-100 Dual DT Prof.1200
Dr. Eng Shafik Jendia
700 27 (69
69))
3 Step: Log Req = log (Ri x Fi) x {Wi/W}0.5
3.
Av. Max. Single
Landing A
Annual l Take
T k off Wheel
Aircraft
Gear Type Departure Weight Load (W ( W i)
Ri kips (kips)
B 727
727--100 Dual ((Fi = 1) 4500 160 Wi = 38
B 727
727--200 Dual (Fi = 1) 9900 190..5 W = 45.
190 45.24
B 707
707-- Dual Tan
320B
320B (Fi =1.7)
3200 327 Wi =38
38..83
DC - 9 -30 D l (Fi
Dual = 1) 5500 108 Wi =25
25..65
B 747
747--100 Dual DT (Fi = 1.7) 1200 700 Wi =41
41..25

Conversion Factors for computing

3 Step: Log Req = log (Ri x Fi) x {Wi/W}0.5
3.
Equivalent Single Equivalent
Dual Wheel Wheel Annual Depart.
Aircraft
Gear Depart. Load (W
( W i) By Design
Ri x Fi (kips) Aircraft Req
B 727
727--100 4500 x 1=4500 Wi = 38 2220
B 727
727--200 9900 x 1=9900 W = 45.
45.24 9900
B 707
707--
320B
320B
3200 x 1.7=5440 Wi =38
38..83 2890
DC - 9 -30 5500 x 1=5500 Wi =25
25..65 655
B 747
747--100 1200 x 1.7=2040 Wi =41
41..25 871
SUM 27380 16536
FIGURE 62.17
Critical area
flexible pavement
thickness for dual-
wheel
ee gea
gear.
(Source: Federal
Aviation
Administration.
1978. Airport
Pavement Design
and Evaluation. Pavement Thickness
~ 30 inch = 76 cm
Advisoryy Circular
AC No. 150/5320-
6C. With
permission.)
FIGURE 62.17
Critical area
flexible pavement
thickness for dual-
Asphalt + Base
wheel
ee gea
gear.
Thi k
Thickness ~ 13.5
13 5 inch
i h=
(Source: Federal 34 cm
Aviation Sub Base 16.5 ~ 42 cm
Administration.
1978. Airport
Pavement Design
and Evaluation.
Advisoryy Circular
AC No. 150/5320-
6C. With
permission.)
FIGURE 62.17
Critical area
flexible pavement
thickness for dual-
wheel
ee gea
gear.
(Source: Federal
Aviation
Administration.
Asphalt Thickness ~ 8
1978. Airportinch = 20 cm
PavementBase
Design
= 13.5
13 5 – 8 =
and Evaluation
5.5 in. ~ 14 cm
Advisoryy Circular
AC No. 150/5320-
6C. With
permission.)
FIGURE 62.23
Minimum base
course thickness
requirements.
Minimum Base
(Sou
Source:
ce Federal
ede a Thickness = 15 inch ~
Aviation 38 cm
Administration.
1978.
Airport Pavement
Design and
Evaluation.
Advisoryy Circular
AC No. 150/5320-
6C, p. 53. With
permission.)
Pavement:
Asphalt Layers = 8 in ~ 20 cm
Base Course = 15 in ~ 38 cm
Sub Base 30 – 13.5
13 5 = 16.5
16 5 in ~ 42 cm
Total Thickness = 39.5 in ~ 100 cm

Home Work for FAA -Design Procedure
Determine the thickness of Runway and
Taxiway
y of the Airport.
p Drawing
g is required
q
Assume:
Subgrade CBR = 12%, Base Course CBR = 80%,
Sub Base CBR = 25%.
25% (using several types of base
courses)
8 Types of Aircraft need to use the airport.
3 of them take off (10 – 15) a day
day.
3 of them take off (16 – 25) a day.
2 of them take off (26 – 40) a day.
‫ﺍﻷﺿﺤﻰ‬
‫ﺃﺃﻫﻨﺌﻜﻢ ﺑﻤﻨﺎﺳﺒﺔ ﺣﻠﻮﻝ ﻋﻴﺪ ﺍﻷﻷ ﻷ‬
‫ﻣﺘﻤﻨﻴﺎﹰ ﺃﻥ ﻳﻌﻴﺪﻩ ﺍﷲ ﻋﻠﻴﻨﺎ‬
‫ﻭﻗﺪ ﻭﺣﺪ ﻛﻠﻤﺘﻨﺎ‬
‫ﻭﺭﺹ ﺻﻔﻮﻓﻨﺎ‬
‫ﻭﺣﺮﺭ ﻗﺪﺳﻨﺎ‬
‫ﺇﻧﻪ ﺳﻤﻴﻊ ﻣﺠﻴﺐ‬
‫‪Prof. Dr. Eng Shafik Jendia‬‬

5,6 Lect Airport Engineering PDF

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Introduction to

Prof. Dr. Eng Shafik Jendia

Prof. Dr. Eng Shafik Jendia

These organizations can be classified into four

INTERNATIONAL CIVIL AVIATION

CIVIL AERONAUTICS BOARD CAB

FEDERAL AVIATION ADMINISTRATION FAA

NATIONAL TRANSPORTATION SAFETY BOARD NTSB

Prof. Dr. Eng Shafik Jendia

INDUSTRY AND TRADE ORGANIZATIONS

Prof. Dr. Eng Shafik Jendia

INDUSTRY AND TRADE ORGANIZATIONS

1. Aerospace Industries Association of America (AIA)

Prof. Dr. Eng Shafik Jendia

Prof. Dr. Eng Shafik Jendia

Prof. Dr. Eng Shafik Jendia

Prof. Dr. Eng Shafik Jendia

Aircraft characteristics are essential for

Prof. Dr. Eng Shafik Jendia

Prof. Dr. Eng Shafik Jendia

Prof. Dr. Eng Shafik Jendia

The passenger capacity

Prof. Dr. Eng Shafik Jendia

Components of Aircraft Weight

Components of Aircraft Weight

A term which refers to the total revenue-

Components of Aircraft Weight

Maximum Structural payload

Components of Aircraft Weight

Maximum Structural Takeoff Weight

The maximum Weight authorized at brake

Prof. Dr. Eng Shafik Jendia

Components of Aircraft Weight

The maximum Weight authorized for ground

Maximum Structural Landing Weight

Prof. Dr. Eng Shafik Jendia

Prof. Dr. Eng Shafik Jendia

Maximum Structural Landing Weight

Prof. Dr. Eng Shafik Jendia

Maximum Structural Landing Weight

Prof. Dr. Eng Shafik Jendia

Range = Distance thatProf.anDr. aircraft can fly without refueling

Prof. Dr. Eng Shafik Jendia

Prof. Dr. Eng Shafik Jendia

An examination of the table reveals some

It will be noted that the heavier an aircraft,

Prof. Dr. Eng Shafik Jendia

Prof. Dr. Eng Shafik Jendia

Prof. Dr. Eng Shafik Jendia

Prof. Dr. Eng Shafik Jendia

Prof. Dr. Eng Shafik Jendia

Prof. Dr. Eng Shafik Jendia

The number of runways depends on the

The airport system, however,

The Runway System at an airport consists

Prof. Dr. Eng Shafik Jendia

Prof. Dr. Eng Shafik Jendia

Prof. Dr. Eng Shafik Jendia

The blast pad is an area designed

Prof. Dr. Eng Shafik Jendia

This is the simplest of the runway configurations

VFR = Visual Flight Rule

Prof. Dr. Eng Shafik Jendia