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CE 563
Airport Design

  Airports  are  classified  based  on  aircraft  they  can  

accommodate  
  Critical  (design)  aircraft  
  Most  demanding  aircraft  on  airport  design  that  
operates  at  least  500  annual  itinerant  operations  
  Often  more  than  one  critical  aircraft  for  an  airport  
  FAA  and  ICAO  use  reference  codes  
  See  AC  150/5300-­‐13,  Airport  Design  
  ICAO  uses  runway  length  and  main  gear  width  

Category   Approach  Speed,  kn  

A   <91  
B   91-­‐120  
C   121-­‐140  
D   141-­‐166  
E   >166  

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Group   Tail   Wingspan,  

Number   Height,  ft   ft  
I   <20   <49  
II   20-­‐<30   49-­‐<79  
III   30-­‐<45   79-­‐<118  
IV   45-­‐<60   118-­‐<171  
V   60-­‐<66   171-­‐<214  
VI   66-­‐<80   214-­‐<262  

  B-­‐737-­‐200  
  Approach  speed,  129  kn  
  Wingspan,  93  ft   Airport Reference
  Tail  height,  37.3  ft   Codes?
  B-­‐747-­‐400  
  Approach  speed,  157  kn  
  Wingspan,  213  ft  
  Tail  height,  64  ft  

  Accommodates  approach  categories  A  and  B  

  Small  utility  airports  
▪  Takeoff  weights  12,500  lbs  or  less  
▪  Basic  utility  stage  I  
▪  Basic  utility  stage  II  
▪  General  utility  stage  I  
  Large  utility  airports  
▪  Takeoff  weights  in  excess  of  12,500  lbs  
▪ General  utility  stage  II  

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  Further  grouped  by  approach  operations  

  Visual  and  nonprecision  instrument  approaches  
▪  Basic  utility  stage  I  (B-­‐I)  
▪  Basic  utility  stage  II  (B-­‐I)  
▪  General  utility  stage  I  (B-­‐II)  
  Precision  instrument  approach  
▪  General  utility  stage  II  (B-­‐III)  

  Designed  to  accommodate  aircraft  in  approach  

categories  C,  D,  and  E  
  Design  specifications  based  upon  airplane  design  
group  

  Takeoff  and  landing  

  Oriented  to  provide  safe,  efficient  operations  
  Weather  conditions  
  Topography  
  Type  of  air  traffic  
  Noise  
  Least  amount  of  delay  
  Shortest  taxiing  distance  

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  Single  
  Parallel  
  Various  numbers  
  Staggered  thresholds  
  Separation  
  Intersecting  
  Intersection  as  close  to  takeoff  ends  as  possible  
  Open-­‐V  
  Diverging,  better  capacity  than  converging  

San Diego International, Figure 6-1

Orlando International, Figure 6-2

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  Close  (minimum  700-­‐<2,500  ft  center-­‐to-­‐center)  

  VFR  
▪  Simultaneous  arrivals  and  departures  
▪  Wingspans  must  be  less  than  171  ft  
▪  Spacing  must  be  1,200  ft  minimum  for  larger  
wingspans  
▪  Simultaneous  arrivals  or  departures,  not  allowed  
  IFR,  operations  dependent  
▪  Operate  as  dual-­‐lane  runway  

  Intermediate  (2,500-­‐<4,300  ft)  

  VFR  
▪  Simultaneous  arrivals  
  IFR  
▪  Simultaneous  arrivals  and  departures  
▪  Simultaneous  departures,  no  radar,  at  3,500  ft  
▪  Simultaneous  departures,  radar,  at  2,500  ft  
▪  Simultaneous  arrivals  not  allowed  

  Far  (at  least  4,300  ft)  

  VFR  
▪  Operate  independently  
  IFR  
▪  Operate  independently  for  arrivals  and  
departures  

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  For  simultaneous  arrivals  and  departures  

  Near  threshold  arrivals  
▪  Centerline  spacing  may  be  reduced  100  ft  for  
each  500  ft  of  stagger  down  to  
▪ 1,000  ft  for  wingspans  up  to  171  ft  
▪ 1,200  ft  for  wingspans  over  171  ft  
  Far  threshold  arrivals  
▪  Centerline  spacing  must  be  increased  100  ft  for  
each  500  ft  of  stagger  

AC 150/5300-13, Figure 2-2

AC 150/5300-13, Figure 2-2

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LaGuardia Airport
Figure 6-3

Jacksonville International, Figure 6-4

Chicago O’Hare,
Figure 6-5

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Chicago O’Hare,
Figure 6-6

  Provide  for  ground  movement  of  the  aircraft  

  Dual-­‐parallel  taxiway  
  Two  parallel  taxiways  where  aircraft  can  taxi  in  
opposite  directions  
  Apron  taxiway  
  On  apron  periphery,  through  taxiway  across  apron  
  Taxilane  
  Part  of  the  aircraft  parking  area  used  to  transit  
between  taxiways  and  aircraft  parking  

  Holding  pads  (bays)  

  Run-­‐up  
  Accommodate  2-­‐4  aircraft  
  Aircraft  should  be  able  to  pass  
  Aircraft  parking  
  Gates  
  Temporary  parking  
  Waiting  for  gates    

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Figure 6-40

Flow-through bypass holding pad

Figure 6-41

Terminal Aprons, Figure 6-42

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  Clear  line  of  sight  maintained  to  all  

  Traffic  patterns  
  Final  approach  paths  
  Runway  pavements  
  Apron  taxiways  
  Operational  surfaces  
  Taxilane  centerlines  (desirable)  
  About  1-­‐4  acres  for  tower  

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