Airport Project

UNIVERSITY OF KHARTOUM
FACULTY OF ENGINEERING
DEPARTMENT OF CIVIL ENGINEERING
Design of New Wad-Madani International Airport

(Al-Jazirah State Airport)
A Thesis Submitted as Partial Fulfillment for Degree BSC. In
Civil Engineering
Prepared by:
Mohamed Ahmed Mohamed Fadl-Almula

Email: mohamedah1005@gmail.com
Supervised by:
Dr. Ibrahim Mohamed Ahmed
May 2022
WAD MADANI NEW AIRPORT DESIGN
II
‫‪WAD MADANI NEW AIRPORT DESIGN‬‬
‫بسم هللا الرحمن الرحيم‬

‫قال تعالى‪:‬‬
‫ان ِه ْن‬‫اْل ْن َس َ‬ ‫ق ِْ‬‫ق * َخلَ َ‬ ‫ك الَّ ِذي َخلَ َ‬ ‫(ا ْق َز ْأ بِاس ِْن َربِّ َ‬
‫ق * ا ْق َز ْأ َو َربُّ َ‬
‫ك ْاْلَ ْك َز ُم * الَّ ِذي َعلَّ َن بِ ْالقَلَ ِن *‬ ‫َعلَ ٍ‬
‫ان َها لَ ْن يَ ْعلَ ْن) سورة العلق‬ ‫اْل ْن َس َ‬‫َعلَّ َن ْ ِ‬
‫‪III‬‬
Dedication
This thesis is dedicated to our mothers…
For their everlasting inspiration and
encouragement.
To our fathers…
Who scarified all their life for me and our
brothers and sisters.
To our brothers…
For just being so wonderful.
To our sisters…
To our teachers…
For being so united and supportive.
IV
Acknowledgement
We would like to specially thank our supervisor (Dr.

Ibrahim Mohamed Ahmed), for his useful remarks and
support all the way through our Bsc. Thesis, and also he
has been inspiration for us, we would like to show deepest
appreciation to our parents who supported us and kept us
motivated all the way, our families, and also special thanks
to all beloved ones who were there for us whenever we
needed them.
And also we send a special thanks to Dr. Omer Gurham
Omer for his support and help.
And we thank all the working staff in Sudan airport holding
company.
And also the thanks to University of Khartoum,
Faculty of Engineering, Civil Engineering
department for giving us this chance to work and
develop ourselves and our community in the
engineering field.
V
Table of content
Contents
Dedication………………………………………………….…II
Acknowledgement……………………………………………III
Abstract………………………………………………………XII
Table of content……………………………………………….IV
List of Tables………………………………………………….VII
Table of figures………………………………………………..IX
Chapter 1: Introduction to Air Transportation.................................................. 1

1.1 The importance of airports & air transportation: ...................................... 1
1.2 Research Problem:...................................................................................... 1
1.3 Research Objective: .................................................................................... 2
1.4 Thesis layout: .............................................................................................. 2
Chapter 2: Literature Review............................................................................... 3
2.1 Transportation: ............................................................................................ 3
2.2 The International Civil Aviation Organizations: ........................................ 3
2.3 Air transportation advantages: .................................................................... 7
2.4 Explanation of Terms .................................................................................. 7
2.4.1 Airport: ................................................................................................. 7
2.4.2 Airports types: ...................................................................................... 7
2.4.3 Airports consist primarily of: ............................................................... 7
2.4.4 Airside: ................................................................................................. 7
2.4.5 Landside: .............................................................................................. 7
2.4.6 Airport site selection factors: ............................................................... 8
Chapter 3: Wad-Madani new airport components, objectives & expected
benefits to the country of Sudan ........................................................................... 9
3.1 Al-Gezira state: ........................................................................................... 9
3.2 Wad Madani city: ...................................................................................... 10
3.3 Wad Madani new Airport location: .......................................................... 10
VI
3.4 Wad Madani new airport project main goals & benefits to the country of
Sudan: .................................................................................................................. 12
3.5 Wad-Madani new airport main components, facilities and infrastructures:
13
3.5.1 Air Side system main components (infrastructure): .......................... 13
3.5.2 Land side main components (infrastructure): .................................... 13
3.5.3 Technical and economic studies for the development of the
horticultural export: ......................................................................................... 14
Chapter 4: Design of Airside components (Runway, Taxiway and Apron) ... 16
4.1 Runway Orientation .................................................................................. 16
4.1.1 Airport configuration: ........................................................................ 16
4.1.2 The Wind Rose ................................................................................... 17
4.1.3 Analysis of Wind Data at Wad Madani City: ................................. 18
4.2 Runway length correction:........................................................................ 24
4.3 Structural Design for Airport Pavements: ................................................ 32
4.3.1 AIRPORT PAVEMENTS - their function and purposes: ................. 32
4.3.2 Types of Pavement: ............................................................................ 32
4.3.3 Pavement Structure: ........................................................................... 32
4.3.4 Pavement Courses: ............................................................................. 35
4.3.5 Design Methodology: ......................................................................... 35
4.3.6 Flexible Pavement Design using FAA CBR method ......................... 39
4.3.7 Pavement design using FAARFIELD (v 2.0.5) software: ................. 47
4.4 Geometric design and Physical characteristics of airside components: ... 55
4.4.1 RUNWAY .......................................................................................... 59
4.4.2 TAXIWAYS ...................................................................................... 64
4.4.3 APRONS ............................................................................................ 78
4.4.4 Important airport devices: Blast fences .............................................. 80
4.5 Visual Aids for Navigation in airport (Marking & Lighting): .................. 83
4.5.1 Indicators and Signalling Devices...................................................... 83
4.5.2 Markings ............................................................................................ 85
VII
4.5.3 Airport Lighting System: .................................................................. 101

4.6 Airport Drainage System (Storm Water collection & disposal):............ 115
4.6.1 Introduction: ..................................................................................... 115
4.6.2 ESTIMATION OF RUNOFF .......................................................... 115
4.6.3 Coefficient of Runoff ....................................................................... 115
4.6.4 Time of Concentration ..................................................................... 116
4.6.5 Design of airport drainage system: .................................................. 116
4.6.6 Rational Method ............................................................................... 117
4.7 Images: .................................................................................................... 138
Chapter 5: Conclusion and Recommendations............................................... 140
5.1 Summary of airport Design: ................................................................... 140
5.2 Recommendations: .................................................................................. 143
Apendix………………………………………………………
VIII
List of Tables
Table 4-1: Wad Madani city monthly mean wind speed in( knots): ...........18
Table 4-2 :Wad Madani city monthly mean wind direction: ......................18
Table ‎4-3 :Analysis of wind data to construct the wind rose diagram .........19
Table ‎4-4: Annual aircrafts movements for Khartoum Int. airport ...............26
Table 4-5: wad-madani monthly mean max temp in Co (hottest monthes) ...28
Table ‎4-6: Wad-madani mean monthly minimum temp (hottest monthes) CO
.......................................................................................................................28
Table 4-7: Gear type conversion factor .........................................................41
Table ‎4-8: Khartoum airport annual traffic according to data from airports
holding company: ..........................................................................................42
Table ‎4-9: Pavement Design :aircrafts required thickness ............................43
Table ‎4-10:Equivalent dual gear departure ...................................................44
Table ‎4-11: Recent amendment to Annex 14, Volume I ...............................56
Table ‎4-12: Aerodrome reference code: ........................................................58
Table ‎4-13: Runway width ............................................................................59
Table 4-14: Minimum distance between Airplane Outer Wheel and Taxiway
Edge ...............................................................................................................68
Table ‎4-15: Typical radius for Taxiway Curves: ..........................................68
Table 4-16: Width of Straight Portion of Taxiway .......................................69
Table ‎4-17: Taxiway Minimum Sight Distance ............................................69
Table ‎4-18: Taxiway Strip Width ..................................................................71
Table ‎4-19:Taxiway grader portion ...............................................................72
Table ‎4-20:Taxiway minimum separation distances: ....................................73
Table ‎4-21: Runway threshold marking strips number .................................91
Table ‎4-22:aiming point marking ..................................................................95
Table ‎4-23: Touchdown zone marking piers .................................................96
IX
Table ‎4-24: recommended values of the runoff coefficient C.....................116

Table ‎4-25:Turfed and Paved parts area .....................................................128
Table ‎4-26: Catchment area resulting discharge .........................................132
X
Table of figures
Figure ‎2-1: ICAO Headquarter ........................................................................3
Figure 2-2: IATA Headquarter ........................................................................4
Figure ‎2-3: FAA Headquarter..........................................................................4
Figure 2-4: Sudan civil aviation authority headquarter ...................................5
Figure 2-5: Sudan Airport Holding Company (SAHC) ..................................5
Figure 3-1: Al-Gezira state Location ...............................................................9
Figure ‎3-2: Wad Madani new airport site plan and Location........................11
Figure ‎3-3: Current Sudan airports map ........................................................15
Figure ‎4-1: Take-off stages............................................................................16
Figure ‎4-2: Wind rose diagram ......................................................................17
Figure ‎4-3:Wind rose diagram-Intensity of wind ..........................................20
Figure ‎4-4: Wind rose diagram- Average wind speed ..................................21
Figure ‎4-5: Events (%) VS Direction of wind ...............................................22
Figure ‎4-6: Runway after orientation..........................................................23
Figure ‎4-7:Wed Madani airport contour Map(at runway location ,3 points
altitude was taken for design) ........................................................................25
Figure ‎4-8: Runway cross-section at appoint 2.0 km(middle of runway) .....27
Figure ‎4-9: Typical Flexible pavement structure ..........................................33
Figure ‎4-10: Typical rigid pavement structure ..............................................33
Figure ‎4-11: Runway flexible pavement layers.............................................46
Figure ‎4-12:Annex 14, Aerodrome design and operations ,Volume 1, 8th
Edition, July 2018 ..........................................................................................55
Figure ‎4-13: Width of Runway ......................................................................60
Figure ‎4-14:Width of Runway include Shoulders .........................................60
Figure ‎4-15: Runway strip Length.................................................................63
XI
Figure ‎4-16: Runway strip width ...................................................................63

Figure ‎4-17: Runway end safety area (RESA) ..............................................64
Figure ‎4-18: Radio altimeter operating area ..................................................64
Figure ‎4-19: Minimum distance between Airplane Outer Wheel and
Taxiway Edge ................................................................................................67
Figure ‎4-20: Taxiway width ..........................................................................70
Figure ‎4-21: Separation distance between runway center line and taxiway
center lane ......................................................................................................74
Figure ‎4-22: Clearance distance on aircraft stand .........................................74
Figure ‎4-23: High speed exit taxiways ..........................................................75
Figure ‎4-24: Dual Parallel Taxiway Entrance ...............................................76
Figure ‎4-25: Holding bay ..............................................................................77
Figure ‎4-26: Detailed example of holding bay (source: ICAO Annex 14 Vol
1 , 8th edition) ................................................................................................78
Figure ‎4-27: Airport apron concept ...............................................................80
Figure ‎4-28: Types of blast fences ................................................................81
Figure ‎4-29: Aerodrome locations requiring blast fence...............................82
Figure ‎4-30: Wind sock (orange and white) ..................................................84
Figure ‎4-31: Landing direction indicator ......................................................85
Figure ‎4-32: Runway Designation Marking ..................................................88
Figure ‎4-33: Width Of The Strip ...................................................................89
Figure ‎4-34: Runway Designation , centerline and threshold markings .......90
Figure ‎4-35: Length Of Runway Strip...........................................................91
Figure ‎4-36: Transverse Strip ........................................................................93
Figure ‎4-37: Touchdown Zone Marking .....................................................96
Figure ‎4-38: Aiming point and touchdown zone markings ( for runway with
length 2400 or more) runway ........................................................................97
XII
Figure ‎4-39: Aerodrome beacon ..................................................................101

Figure ‎4-40: Simple approach lighting system............................................102
Figure ‎4-41: Simple approach lighting system & touch downzone lighting
.....................................................................................................................103
Figure ‎4-42: Touchdown zone lights ...........................................................104
Figure ‎4-43: Runway edge lights.................................................................105
Figure ‎4-44: Runway centerline lights ........................................................106
Figure ‎4-45: Threshold Lights .....................................................................108
Figure ‎4-46: Stopway edge lights ................................................................109
Figure ‎4-47: Taxiway edge lights & center line lights ................................111
Figure ‎4-48: Taxiway lighting .....................................................................112
Figure ‎4-49: Rapid exit taxiway indicator lights(RETILS).........................113
Figure ‎4-50: Runway lights .........................................................................114
Figure ‎4-51: Deviding airfield into catchment areas ...................................119
Figure ‎4-52:General airfield drainage system layout ..................................120
Figure ‎4-53: Main open Drain 1 Cross-section ...........................................127
Figure ‎4-54: Box culverts1 , 2 cross-section ...............................................127
Figure ‎4-55:Main open Drain 2 Cross-section ............................................134
Figure ‎4-56: Culverts (3, 4, 5 , 6, 7& 8) cross-section ................................134
Figure ‎4-57: Main open Drain 3 Cross-section ...........................................136
Figure ‎4-58: Culverts (9, 10, 11 ,12 , 13, 14, 15, & 16) cross-section ........136
Figure ‎4-59: 3D airfield cross-section through RW & TW shows the open
channels & culverts......................................................................................137
Figure ‎4-60: Wad Madani new Airport plan ...............................................138
Figure ‎4-61: Terminal inside .......................................................................139
Figure ‎4-62: Car Parking .............................................................................139
XIII
Abstract
Air transport is one of the most important tourism and economic incentives
for any country that wants to revive its economy, and there is no way to
achieve this without civil aviation standing on a solid ground and modern
airports.
Airports play a fundamental role in attracting direct and indirect economic
and investment activities to areas, whether remote or new. Hence, the
establishment of a new airport in these areas contributes effectively to the
development and development of the economic, social, cultural and tourism
environment, in addition to linking parts of the country to each other and to
the rest of the world, which contributes to Ease of transportation for citizens
and raising the efficiency of the transportation system in the country
The city of Wad Madani, the capital of Al-Gezira state (which is considered
one of the richest states in terms of agricultural resources and livestock)
includes Al- Gezira project, which is one of the largest irrigated agricultural
projects in the African continent and was the backbone of Sudan’s economy
The fact that the airport is located in the capital of the state in its strategic
location will be a starting point for air traffic serving the Al-Jazeera region
and central Sudan, which is densely populated, and will reduce pressure on
Khartoum Airport and will also open great prospects for the export of
Sudanese products due to its presence in the production areas.
The airport’s air traffic movement areas (Runway, Taxiway and Apron)
have been designed geometrically and structurally and , also The physical
and geometric properties , Marking and lighting system designed according
to ICAO specifications contained in Annex 14 Volume1 8th edition 2018 .
As for the structural design of airside areas, the design done by two
methods; First, using CBR charts for airport pavements contained in
Aerodrome Design Manual 3, the second way for design is by using the
FAARFIELD V2.0.5 software program for the design of pavement layers
for airports.
Finally the storm water drainage system designed by the rational method
and using rainfall intensity curves (mm/hr) 1998 for Singapore island
Rainfall – Duration – frequency .
XIV
Chapter 1: Introduction to Air Transportation

1.1 The importance of airports & air transportation:
Since its beginning in the early twentieth century, civil aviation has become
one of the most fascinating, important, and complex industries in the world.
The civil aviation system, particularly its airports, has come to be the
backbone of world transport and a necessity to twenty-first-century trade and
commerce.
The presence of civil aviation has affected our economic way of
Life, it has made changes in our social and cultural viewpoints, and
has had a hand in shaping the course of political history.
Civil aviation is typically considered in three sectors, commercial

service aviation (more commonly known as air carriers or airlines),
air cargo, and general aviation.
 The world of air transport in 2019 according to ICAO data

collection:
 The total number of passengers carried on scheduled service is 4.5
billion (which is 3.6% higher than 2018).
 The 4.5 billion passenger carried in 2019 are expected to grow about
10 billion by 2040.
 Freight Traffic: total tones carried by air is 57.6 million.
 Aircraft: The world’s major manufacturers delivered 1234 new
commercial aircraft and recorded 822 new aircraft net orders in
2019.
1.2 Research Problem:

The country of Sudan needs a new international airports because of the lake
in current airports specially Khartoum int. Airport to follow the world in the
huge development in the air transport and airports which now considered the
main factor in how much countries is developed and represent a big resource
for supplying national economy of a country
Al-Jazirah state considered one of the most rich states in Sudan in resources
and the center of agricultural products. And the countries now a days don’t
1
depend on one international airport due to the high increasing demand on the
air transportation for travel and economical consideration (export and import
of goods and products).
The major problem in Sudan is that Khartoum Int. airport does not satisfy
the country needs in both field transportation (of people and goods) and
economically due to its the limited abilities,
Another problem is that the location of the airport location is far away from
The production states (i.e Al-Jazirah , Sennar, White Nile, Al-Gadarif…) .
Due to these reasons came the idea to construct a new airport in Al-Jazirah
state at Wad-Madani city which can open the door for Sudan and Sudanese
people toward more development in all fields.
1.3 Research Objective:

To design Al-Jazirah new international airport at Wad-Madani city the
capital of the state with the international standards and specifications to
receive and serve all types of aircrafts and satisfy the needs of the country of
Sudan and its population in Transportation (international and interstate
travel) and international commerce (Export and Import of goods) and came
out with a proper design using the modern techniques and the latest
international specification of airports design organizations.
1.4 Thesis layout:

This Thesis consists of five chapters. The first chapter is a general
introduction about the importance of the air transportation now days. The
second chapter is a literature review of air transport general. The third
chapter discuss the benefits gained from constructing the airport at Al-
jazirah state and its main components and infrastructures. Chapter four is
the design of airside components of the airport. The fifth chapter is a
conclusion and recommendations for the official authorities.
2
Chapter 2: Literature Review

2.1 Transportation:
Transportation is the movement of people and goods from one place to
another by the modes of transport (air, road, rail, water, cable, pipeline,
space).
2.2 The International Civil Aviation Organizations:

 International civil aviation organization (ICAO):
It is a specialized agency of the United Nations. It codifies the principles and
techniques of international air navigation and development of international
air transport to ensure safe and orderly growth. Its headquarters are located
in Canada.
The ICAO Council adopts standards and recommended practices concerning
air navigation, its infrastructure, flight inspection, prevention of unlawful
interference, and facilitation of border-crossing procedures for international
civil aviation.
Figure ‎2-1: ICAO Headquarter
 International Air Transport Association (IATA):

It is a trade association of the world’s airlines. These 250 airlines, primarily
major carriers, carry approximately 84% of total Available Seat Kilometers
air traffic. IATA supports airline activity and helps formulate industry policy
and standards. It is headquartered in Montreal, Canada with Executive
Offices in Geneva, Switzerland.
3
Figure ‎2-2: IATA Headquarter
 Federal Aviation Administration (FAA):

It is the national aviation authority of the United States. As an agency of the
United States Department of Transportation, it has authority to regulate and
oversee all aspects of American civil aviation. The Federal Aviation Act of
1958 created the organization under the name Federal Aviation Agency.
Figure ‎2-3: FAA Headquarter
 In Sudan: Civil Aviation Authority (CAA):

The head office is in Khartoum. It was established after a 1996 seminar on
the future of air navigation held by the civil aviation authorities of Sudan.
The Air Accident Investigation Central Directorate, a part of the CAA, is the
air accident investigation agency of Sudan.
4
It is working to develop aviation services in Sudan and highlight the role of

Sudan in international and regional forums. Also undertake research, studies
and develop plans to upgrade air transport.
Figure ‎2-4: Sudan civil aviation authority headquarter

 Sudan Airport Holding Company (SAHC):
Figure ‎2-5: Sudan Airport Holding Company (SAHC)

Its goal is to develop the aviation industry in Sudan and it consists of the
following companies:
1- Aerodrome Engineering Consultancy Co.Ltd
5
2- Khartoum Airport Company

3- States Aerodrome Company
4- Aerodrome for contracting and construction Company
5- High Level Academy For Aviation science and Technology
 Sudan Airways Company
6
2.3 Air transportation advantages:

 High speed: It is the fast speed means of transport. Passengers and
goods can be transported easily from one place to the other
 Minimum cost: Unlike railways and road transport, there is no need
to spend money on the construction of any track or road, only airports
have to be constructed.
 Useful for Agriculture: Air transport is useful for aerial spray on

pests and insects which cause harm to crops
 Free from physical barriers: Air transport is free from physical
barriers like river, mountains and valleys etc.
2.4 Explanation of Terms

2.4.1 Airport:
An area of land (including buildings, runways and control towers) for the
arrival or departure of aircraft.
2.4.2 Airports types:

 Civilian airports (Domestic- International- Regional)
 Military airports
 Heliports
 Hydrobase
2.4.3 Airports consist primarily of:
 runways and taxiing areas
 air traffic control buildings
 aircraft maintenance buildings
 passenger terminals and car parks
 freight warehouses
2.4.4 Airside:
Area under government or airport control providing access to aircraft, and
prohibited to non-traveling public
2.4.5 Landside:
Area of airport terminal to which non-traveling public has access
7
 Runway : A rectangular land area prepared in the airport for flight

take-off and landing
 Taxiway: Taxiway is a paved route which connects each end of the
runway with terminal area, apron, hanger etc.
 Apron: Paved area on airside where aircraft are parked , It is also
used for loading and unloading of airplanes.
 Terminal Building: A building between landside and airside where
passenger and baggage processing takes place.
 Control Tower: The control tower is a site where airplanes under a
particular zone are controlled whether or not they are in land or in air.
The monitoring is done by the controller through radars and
information is carried through radio.
 Hanger: Hanger is a site where repairing and servicing of airplanes is
done. Taxiway connects the hanger with runway so, when a repair
needed for an airplane it can be moved to hanger smoothly
 Parking: This is a site provided for parking the vehicles of airport
staff or passengers which is outside the terminal building or
sometimes under the ground of terminal building.
2.4.6 Airport site selection factors:

 Development of the surrounding area
 Weather ,atmospheric conditions and wind direction
 Accessibility to ground transport
 Availability of land expansion
 Topography ,soil condition and drainage
 Presence of other near airports
 Economic considerations
8
Chapter 3: Wad-Madani new airport components,

objectives & expected benefits to the country of Sudan
3.1 Al-Gezira state:
Figure ‎3-1: Al-Gezira state Location

Al- Gezira is one of the 18 states of Sudan. The state lies between the Blue
Nile and the White Nile in the east-central region of the country. It has an
area about 26,000 km2 , Wad Madani is the capital of the state.
Coordinates: 14°30′ N 33°30′ E
It’s the second state after Khartoum state in population density (about 14%
of Sudan population)
Al-Gezira is the site of one of the largest irrigation projects in the world;
Al-Gezira scheme distributes the waters of the Blue Nile through a 2,700-
mile (4,300-km) network of canals and ditches to irrigate fields
growing cotton and other cash crops. This scheme has made Al-Gazira the
9
most productive agricultural area of Sudan. Water for the scheme is supplied
from the Sennar and Al-Ruṣayriṣ dams upstream on the Blue Nile. Most of
the population engages in agriculture, and crops include cotton, cereals,
oilseeds, peanuts (groundnuts), wheat, sesame, durra (sorghum), dukhn
(millet), and vegetables (which considered main economic crops and highly
demanded locally and globally because its produced naturally not
chemically).
At wad madani city there is an Industries produce ginned cotton, sesame and
peanut oils, cigarettes, leather goods, soap, and processed foods.
3.2 Wad Madani city:

The capital of Al-Gezira state , its located in the center of Sudan at an
altitude of 410 meters (1342 ft) above sea level, on the western bank of the
Blue Nile in the famous Al-Jazira agricultural project. It is about 190
kilometers (115 miles) south from the capital, Khartoum. It is considered
one of the largest Sudanese cities
3.3 Wad Madani new Airport location:

the airport site is located at the capital of Al-jazirah state Wad Madani city
in Um-Algurra municipality at about 24 km from center of wad madani city.
Location : Wad-Ulbayied Block No. 362 Registered done by the name of

(Wad-Madani new airport) at 1999 .
Owner: Sudan government ,Civil Aviation Authority
Total area specified for the airport =19,530.95 Feddan (82.03 km2)
The site was selected after making all soil investigations and experiments in
different locations in Al-Jazirah state and the suitable location was found to
be at Um-Algurra municipality at an area was a part of Al-Rahad scheme
project and its unusable for agriculture due to its rocky soil (region
topography)
10
Figure ‎3-2: Wad Madani new airport site plan and Location
11
3.4 Wad Madani new airport project main goals & benefits to
the country of Sudan:
Due the characteristics of Al-Gezira state and the neighboring states of
production in various industrial fields, the agricultural and animal wealth,
and after the highly increased of demand from the gardener and animal
exports from SUDAN to Arabic and European countries , came the idea of
constructing a new airport which become a necessary project in this strategic
location for many investment purposes that will come back to Sudanese
population with a lot of benefits in the increasing of individual income and
revitalization the total economy of the country , as discussed the main goals
summarized in:
 Opening new horizons towards Sudanese exports in the state and

neighboring states both animal and garden (export crops, fruits &
vegetables).
 Connecting production areas(zones) to local and global consumption
areas
 A center for agricultural aircrafts in the state and assembly of all spray
planes in Khartoum at this airport
 Training and maintenance center
 Carrying out accompanying activities related to aviation
 Establishment of hotels, markets, ,parking, and offices for airlines
companies
 The establishment of flight school and conference center
 Assembling spray planes that serve the agricultural projects in Al-Gezira
state and neighboring states (Sennar , White nile and Al-Gadarif) with
establishment of hangers to serve these planes in order to relieve pressure
on Khartoum airport
 Serve the passengers for internal and international travel
 This new airport considered to be alternative airport to Khartoum
international airport and Boli international airport (Addis Ababa) which
is the nearest airport in neighboring country in emergency situations.
 Increasing tourism activities in Sudan.
12
3.5 Wad-Madani new airport main components, facilities and

infrastructures:
3.5.1 Air Side system main components (infrastructure):
 Runways: the airport is planned to have two runways with 4Km
length (designed in chapter four).
 Two parallel taxiway to the runway so as to provide safety benefits
by simplifying operations and reducing air traffic control work load
and minimize risks.
 Holding Bays at runway ends
 Air traffic control tower
 Aprons for parking, fuelling, loading & unloading passenger &
cargo…
 Helicopter apron
 Al-Gezira scheme Spray airplanes apron
 Hangers for maintenance and check.
 Airport operation equipment
 Cargo city for export and import (Cold & Dry rooms to save food
products, Warehouses….)
3.5.2 Land side main components (infrastructure):

 Passenger Terminal building (arrival and departure Halls)
 Hajj and Umra Terminal
 VIP terminal
 Presidential terminal
 Free zone and commercial complex
 Vehicle parking for passenger , buses, visitors, taxi…
 Mosque
 Airlines companies offices
 Hotel
 Aviation School for training and conference center
 Fuel supply system
 Power supply and distribution
13
 Supply and disposal system

 Firefighting & rescue system
 Medical center
 Metro Station from/ to the city
 The establishment of the airport in the capital of the state, with its
strategic location, will be a starting point for air traffic serving the Al-
Jazeera region and central Sudan, which is densely populated, and will
reduce pressure on Khartoum Airport on travelers and departing
expatriates, students and academics, who constitute a large proportion
of travelers abroad, especially during holidays and holidays, in
addition to pilgrims and pilgrims. To the Holy Land, patients, visitors
and delegations visiting Sudan.
 Wad madani Airport will be an icon for air services and a support and
alternative to Khartoum International Airport, especially in emergency
situations due to its proximity to Khartoum and at times when it is not
possible for planes to land from Saudi Arabia and others at Khartoum
Airport due to bad weather, as these planes can be received
temporarily until those bad conditions clear up . Instead of returning
those planes to Saudi Arabia or landing at other airports that endanger
the lives of the passengers
3.5.3 Technical and economic studies for the development of

the horticultural export:
Now, compared to the rest of the states of Sudan, Gezira state enjoys very
important services in the field of scientific research, development of suitable
strains for export, and building a general base of technical and economic
information, due to the presence of the following specialized bodies in the
state’s capital, Wad Madani:
A - Agricultural Research Authority.

B - Faculty of Agricultural Sciences, University of Gezira.
14
C - The National Institute for the Development of Horticultural Exports,

University of Gezira.
The technical and economic study showed the huge potential of production
for the purpose of exporting crops
Other agriculturally rich states that will gain benefits from establishment of
the wad-madani airport in exporting goods:
- Al-Gadarif state
- Sennar State
- White Nile State
Figure ‎3-3: Current Sudan airports map
15
Chapter 4: Design of Airside components (Runway,

Taxiway and Apron)
4.1 Runway Orientation
Runways are oriented in the direction of prevailing winds which make a
lifting force to the aircraft wings to speed take-off process; while in the
landing the prevailing wind the decreases the speed of the aircraft till its full
stop.
The data on the parameters of wind namely, intensity (speed), direction and
duration are essential to determine the orientation of runways
Figure ‎4-1: Take-off stages in the opposite direction of wind
4.1.1 Airport configuration:

Airport configuration is defined as the number and orientation of runways
and the location of the terminal area relative to the runways.
Number of runways depends on air traffic volume.
Orientation of runways depends on the direction of wind, size and shape of
the area and land use and airspace use restrictions in the vicinity of airport.
The terminal building should be located so as to provide easy and timely
access to runway
16
4.1.2 The Wind Rose

The appropriate orientation of the runway or runways at an airport can be
determined through graphical vector analysis using a wind rose. A standard
wind rose consists of a series of concentric circles cut by radial lines using
polar coordinate graph paper. The radial lines are drawn to the scale of the
wind magnitude such that the area between each pair of successive lines is
centered on the wind direction
Figure ‎4-2: Wind rose diagram

By using wind rose method, we used a type which showing direction and
speed of the wind, according to wind direction, intensity & speed in (knot)
by month and meteorology stations for years 2015-2019 in Wad-Madani city
we analysis the wind to orient the runway.
17
4.1.3 Analysis of Wind Data at Wad Madani City:

Wind Data at Wad-Madani city according to the Sudan Metrological
Authority is shown below:
Table ‎4-1: Wad Madani city monthly mean wind speed in( knots):
YEAR\MONTH 2015 2016 2017 2018 2019
JAN 4 4 4 5 4
FEB 4 4 5 4 5
MAR 4 4 4 4 5
APR 6 3 4 4 4
MAY 6 5 4 5 4
JUN 7 7 6 5 6
JUL 7 6 7 6 7
AUG 6 4 5 4 4
SEPT 5 4 3 3 4
OCT 4 3 2 3 2
NOV 4 3 4 3 2
DEC 5 4 3 4 3
Table ‎4-2 :Wad Madani city monthly mean wind direction:

YEAR\MONTH 2015 2016 2017 2018 2019
JAN NW WWN N N N
FEB N WWN N N N
MAR N WWN N N N
APR WWN N N N N
MAY SSW S N SW CALM
JUN SSW SSW SSW SW SW
JUL S S S SW S
AUG S SSW S SW S
SEPT SSW SSW N SW S
OCT N WWN N S CALM
NOV N N WWN N N
DEC N N WWN N N
18
Directi Wind Speed (KNOTS) AVG Even Even

on & Number of events ts ts %
No Angle Direct 2 3 4 5 6 7 Num
(Deg) ion ber
1 0 N 2 5 15 5 0 0 3.85 27 45
2 22.5 NNE 0 0 0 0 0 0 0 0 0
3 45 NE 0 0 0 0 0 0 0 0 0
4 67.5 ENE 0 0 0 0 0 0 0 0 0
5 90 E 0 0 0 0 0 0 0 0 0
6 112.5 ESE 0 0 0 0 0 0 0 0 0
7 135 SE 0 0 0 0 0 0 0 0 0
8 157.5 SSE 0 0 0 0 0 0 0 0 0
9 180 S 0 1 2 2 2 3 5.4 10 16.6
10 202.5 SSW 0 0 2 1 2 2 5.6 7 11.6
11 225 SW 0 1 1 2 2 0 4.8 6 10
12 247.5 WSW 0 0 0 0 0 0 0 0 0
13 270 W 0 0 0 0 0 0 0 0 0
14 292.5 WNW 0 2 4 0 1 0 4 7 16.6
15 315 NW 0 0 1 0 0 0 4 1 1.6
16 337.5 NNW 0 0 0 0 0 0 0 0
17 --- Calm 1 0 1 0 0 0 3 2 3.3
TOTAL Events 60
Table ‎4-3 :Analysis of wind data to construct the wind rose diagram
19
After analysis we get the following wind rose diagrams which shows the
wind intensity in each direction (number of events):
Figure ‎4-3: Wind rose diagram-Intensity of wind
20
Figure ‎4-4: Wind rose diagram- Average wind speed
21
Events (%) VS DIRECTION

50
45
40
35
30
25
Events (%)
20
15
10
Figure ‎4-5: Events (%) VS Direction of wind
From wind analysis we find that is the north -south directions are the
dominate wind directions which are the best direction for take-off and
landing for the aircrafts
 RUNWAY DESIGNATOR N 36 – S 18
22
Figure 4-6: Runway after orientation
23
4.2 Runway length correction:

For the geometric design : data of annual aircrafts movements for KRT Int.
airport were taken as basic records to be used for the design of Wad Madani
new airport as shown in table(4-4)
From movement in the table below The most wide bodied have a frequency
greater than 250 is Airbus 330-300 with annual departure 264 and reference
field length 2500 m
A330-300 basic RFL =2500 m that required for take-off at sea level in
standard atmospheric conditions (Sea level =0 m and standard temperature
=15 Co)
This length should be corrected to capture the environmental influences

compared to the standard atmospheric at sea level:
- Airport altitude at the sea level

- Temperature at the airport is standard 15 C
- No wind is blowing on the runway (Zero wind)
- Runway is leveled in the longitudinal direction ( Zero slope)
- The design aircraft is loaded with its full capacity
24
Figure ‎4-7:Wed Madani airport contour Map (at runway location ,3 points
altitude was taken for design)
25
Table ‎4-4: Annual aircrafts movements for Khartoum Int. airport
Aircraft Code OMG MTO Departur Lengt Field Wing

(m) W (lb) e h (m) Length(m Span
) (m)
A320-100 4C 8.95 163142 1716 37.57 2200 34.1
A320-200 4C 8.95 171961 5063 37.57 2480 35.8
A321-200 4C 8.97 196211 220 44.5 2180 34.1
A319-100 3C 8.95 141096 50 33.84 1950 34.1
A300-600 4D 10.9 370400 11 54.08 2290 44.84
A330- 4E 12.9 513677 200 57.51 2220 60.3
200F
A330-300 4E 12.6 518086 264 63.69 2500 60.3
B747-300 4E 12.4 863000 40 70.4 3292 59.6
B747-400 4E 12.6 875000 134 70.7 2890 64.9
B737-500 4C 6.4 133500 1300 31 2470 28.9
B737-800 4C 7 174200 973 39.5 2090 34.3
B737-900 4C 7 187700 2552 42.1 2240 34.3
E170 4C 5.2 79344 18 29.9 1600 26
E190 4C 5.94 105381 330 36.2 1890 28.7
F50 3C 5.8 43982 97 25.3 1355 25.1
F70 3C 6.2 87998 158 30.9 1300 28.08
CRJ 200 3B 4 47443 751 26.8 1440 21.1
IL 76 3D 6 462971 413 53.2 1800 50.5
AN74- 4C 4.09 80469 130 28 1920 31.9
100
AN74- 4C 4.09 80700 166 30 2130 32.5
200
DHC-8 2C 8.7 41100 115 25.7 900 27.4
DHC-7 1C 7.8 27987 273 32.8 684 28.4
OMG= outer main gear | MTOW= max take off Weight
26
Input data:
Figure ‎4-8: Runway cross-section at appoint 2.0 km(middle of runway)
Runway elevation (highest point of the landing area) = 475.75 m

above sea level
Design aircraft : AIRBUS 330-300
Wing span : 60.3 m
Outer main gear = 12.6
Reference field length = 2500m
Design group of airplane : 4 E
Runway width = 60 m
Shoulder width = 7.5 m
Slope difference = 0.075%
 ( )
27
Temperature Data at Wad Madani City for the years (2015 to 2019)
according to the Sudan Metrological Authority
Table ‎4-5: wad-madani monthly mean max temp in Co (hottest monthes)
YEAR MAY JUN JUL

2015 42.5 41.2 39.6
2016 42.3 40.6 36.1
2017 41.0 40.8 38.0
2018 42.0 38.9 35.7
2019 41.6 39.0 37.3
Table ‎4-6: Wad-madani mean monthly minimum temp (hottest

monthes) CO
YEAR MAY JUN JUL

2015 25.9 26.0 24.8
2016 26.8 25.6 23.8
2017 25.2 25.3 24.0
2018 25.7 24.4 23.5
2019 25.7 24.4 23.7
From temperature data , May is the hottest month of the year at

WAD-Madani city.
Actual Runway length:
is the length obtained after applying the corrections of temperature,
elevation and slope. The actual runway length should be adequate to meet
the operational requirements of the aircrafts for which the runway is
designed and should not be less than the longest length determined by
applying the corrections for local conditions to the operations and
performance characteristics of the relevant aircraft. Local conditions that
have to be considered are temperature, elevation, slope and humidity and
runway surface characteristics. The length is calculated as follows:
28
1) The basic length selected for the runway should be increased

at the rate of 7% per 300m elevation:
Lc elevation = [ ]
2) The length of the runway determined should be further

increase at the rate of 1% for every 1°C in the aerodrome
reference temperature exceeds over standard atmosphere for
the aerodrome. If, however, the total correction for elevation and
temperature exceeds 35% then the required correction should be obtained by
means of specific study:
Aerodrome reference temperature (ART) =
T1=the monthly mean of the average daily temperature for the hottest month
of the year.
T2=the monthly mean of the maximum daily temperature for the hottest
month of the year.
29
YEAR May mean May mean Avg=

Maximum Minimum (max+min)/2
temp Co temp Co
2015 42.5 25.9 34.2
2016 42.3 26.8 34.55
2017 41 25.2 33.1
2018 42 25.7 33.85
2019 41.6 25.7 34.25
Avg 41.88 (T 2) 33.87 (T 1)
o
 [ ]
 Standard temperature = 15-0.0065* elevation
= 15-0.0065 * 415.75 = 12.298 Co
LElev + Temp =[2742.52*(36.54-12.298)*0.01]+2742.52

=3407.36 m
Check L (temp + elevation) = 664.84+242.52= 907.36m
(907.36 / 2500)*100% =36.29 (almost 35%)….ok

3) Slope correction: The runway length is increased at the rate of
10% for each of 1% of the runway slope, where the runway length
is greater than 900m. Runway take off length corrected for
elevation, temperature and slope:
=[Take off run × % runway slope × .10] + Take off runway
L slope = [3407.36 * .075 * 0.1] + 3407.36

= 3432.91 m
30
 3432.91 m is the corrected runway length due to local

condition at the airport site which obtained from basic
length of aircraft Airbus 330-300 (code 4C) this type of
aircraft need 2500 m to take-off in standard
atmospheric conditions .
But to serve aircrafts of the code 4F which may use the airport
(some aircrafts requires more than 3000m to take-off at standard
atmospheric conditions-Basic length , i.e A380 , B777 …) which
expected to arrive at the airport from neighboring countries
airports (Adiss Ababa –Ethiopia ) to land and take-off from
the airport , and for future consideration The length of the
runway will be taken as 4000 m (4 km)
All other components and the physical characteristic/geometric
design of the airport will be designed as the airport code 4F.
31
4.3 Structural Design for Airport Pavements:

4.3.1 AIRPORT PAVEMENTS - their function and purposes:
An airport pavement is a complex engineering structure. Pavement analysis
and design involves the interaction of four equally important components:
1. The subgrade (naturally occurring soil),
2. The paving materials (surface layer, base, and subbase),
3. The characteristics of applied loads (weight, tire pressure, location and
frequency), and
4. Climate (high/low temperatures, rainfall).
Airport pavements are designed and constructed to provide adequate support

for the loads imposed by aircraft and to produce a surface that is: firm,
stable, smooth, skid resistant, year-round all-weather surface, free of debris
or other particles that can be blown or picked up by propeller wash or jet
blast.
4.3.2 Types of Pavement:

 Flexible pavements are those in which each structural layer is supported
by the layer below and ultimately supported by the subgrade. Typically, the
surface course for flexible pavements is asphalt mix
 Rigid pavements are those in which the principal load resistance is
provided by the surface concrete layer. Typically, the surface course for
rigid pavements is cement concrete pavement
4.3.3 Pavement Structure:

A pavement structure consists of surface course, base course, subbase course, and
subgrade as illustrated Figure4-9 and Figure 4-10 , and described in Table 1-1.
1. Surface: Surface courses typically include cement concrete or asphalt mixture.
2. Base: Base courses generally fall into two classes: unstabilized and stabilized.
a. Unstabilized bases consist of crushed and uncrushed aggregates.
b. Stabilized bases consist of crushed and uncrushed aggregates stabilized with
cement or asphalt.
3. Subbase: Subbase courses consist of granular material, which may be
unstabilized or stabilized.
4. Subgrade: Subgrade consists of natural or modified soils.
32
Figure ‎4-9: Typical Flexible pavement structure
Figure ‎4-10: Typical rigid pavement structure
33
34
4.3.4 Pavement Courses:

(1) Surface. Surface courses include portland cement concrete, hot mix
asphalt, sand-bituminous
mixture, and sprayed bituminous surface treatments.
(2) Base. Base courses consist of a variety of different materials which
generally fall into two main classes, treated and untreated. The untreated
bases consist of crushed or uncrushed aggregates. The treated bases
normally consist of a crushed or uncrushed aggregate that has been mixed
with a stabilizer such as cement, bitumen, etc.
(3) Subbase. Subbase courses consist of a granular material, a stabilized
granular material, or a stabilized soil.
4.3.5 Design Methodology:

The Federal Aviation Administration provides guidance on the design
of airfield pavements within its Advisory Circular AC 150/5320-6E,
Airfield Pavement Design and Evaluation. Originally published in 1975,
this advisory circular was completely revised in 2008 to consider new
design methods that are based on recently developed computer software
models and appropriate for the heaviest of commercial air carrier aircraft
4.3.5.1 Equivalent Aircraft Method

Historical airfield pavement design methods recommended by the
FAA beginning in 1975 took into account the varying weights and
landing gear configurations of the fleet of aircraft that may regularly
utilize a given airfield’s pavement. This historical method involved
determining the number of total annual aircraft departures by each
type of aircraft and group them into ―equivalent annual departures‖
of each aircraft in terms of the landing gear configuration of a given
design aircraft, that is, the aircraft in the fleet mix that requires the
greatest pavement strength. This grouping is based on converting the
number of annual departures of all aircraft other than the design aircraft
to an equivalent number of annual departures by using the multipliers
given in Table 4-7.
The equivalent annual departures of the design aircraft were
determined by summing the equivalent annual departures of each
aircraft in the group, according to the formula given in 4.3.6.3
35
4.3.5.2 Cumulative Damage Failure Method

The current method of airfield pavement design and evaluation now
considers each type of aircraft that uses the pavement explicitly. The
―design aircraft‖ concept has been replaced by design for fatigue failure
expressed in terms of a ―cumulative damage factor‖ (CDF). The
CDF for a given aircraft is a value between 0 and 1 which expresses
the contribution to ultimate pavement failure of the projected number
of uses for each aircraft type that use the pavement. Based on Miner’s
rule, a traditional theory which estimates the amount of use until failure
of a pavement, the CDF for a given fleet of aircraft is determined
by Eq:
where ni is the expected number of annual departures of aircraft i and

Ni is the number of departures of aircraft i that would lead to pavement
failure for each aircraft i in the mix.
When CDF meets or exceeds 1, the cumulative predicted number of
operations for each of the aircraft in the mix will lead to failure of a given
pavement system. Any value less than 1 represents the fraction of pavement
life that has been effectively ―used up.‖ For example, a CDF of 0.75 would
indicate that the pavement has used 75 percent of its useful life, and has 25
percent of its life remaining under the predicted traffic usage before fatigue
failure.
For both the design of flexible and rigid pavements, the current
FAA pavement design method applies a computer software model to
estimate the appropriate thickness of designed pavement layers,
given the Young’s modulus E value of the subgrade and the expected
aircraft fleet mix, such that the CDF of the pavement equals 1 after a
20-year life of the designed pavement.
The FAA approved software, FAA Rigid and Flexible Iterative Elastic
Layered Design or FAARFIELD comes equipped with a library of
aircraft, their maximum gross weights, landing gear configuration,
and contribution to CDF for the given pavement design. Figure 7-4
illustrates the ―aircraft‖ window of FAARFIELD with user inputs of
each given aircraft’s estimated departures for the to-be-designed
pavement system.
36
We design the pavement first using CBR method (Equivalent Aircraft

Method) by CBR charts, than we design it again using FAARFIELD
software for airports pavement design
Design using CBR method, old FAA method (equivalent aircraft

method) discussed in Advisory circular AC 150/5320-6A/B/C released
before July 07, 1995
then updated to AC 150/5320-6D in July 07,1995
and due the development of knowledge and technology throughout the

recent years the FAA updated their Advisory circular for airport pavement
design to a new method called (Cumulative Damage Failure Method)
using a computer software (FAARFIELD) in a new Advisory Circular AC
150/5320-6 E released in September 30,2009
than released advisory circular version is AC 150/5320-6F
which released in November 10,2016 and submitted FAARFIELD

software as a design method for pavement,
and cancelled the previous version AC 150/5320-6D
The latest version is AC 150/5320-6G issued on 7 June 2021
and this also submitted FAARFIELD software for pavements design

and charts not included.
(This advisory circular (AC) provides guidance to the public on the design
and evaluation of pavements used by aircraft at civil airports.
Cancellation: This AC cancels AC 150/5320-6F)
37
Advisory Circular 150/5320 for airport pavements design and evaluation

editions since 1978 until now:
AC 150/5320-6A/B/C
1978
FAA CBR
Charts
AC 150/5320-6D
July 07,1995
AC 150/5320-6 E
September 30,2009
FAARFIELD
AC 150/5320-6F
Software November 10,2016
AC 150/5320-6G
June 2021
38
4.3.6 Flexible Pavement Design using FAA CBR method

The CBR design method is basically empirical; however, a great deal
of research has been done with the method and reliable correlations have
been developed. Gear configurations are related using theoretical concepts
as well as empirically developed data. The design curves provide the
required total thickness of flexible pavement (surface, base, and subbase)
needed to support a given weight of aircraft over a particular subgrade. The
curves also show the required surface thickness. Minimum base course
thicknesses are given in a separate table
4.3.6.1 Aircraft Consideration:

A. Load: maximum anticipated takeoff weight of the aircraft. The design
procedure assumes 95 percent of the gross weight is carried by the main
landing gears and 5 percent is carried by the nose gear.
B. Landing Gear Type and Geometry:

(1) Single Gear Aircraft.
(2) Dual Gear Aircraft.
(3) Dual Tandem Gear Aircraft.
(4) Wide Body Aircraft.
C. Tire Pressure. Tire pressure varies between 75 and 200 PSI (516 to 1380
kPa) depending on gear configuration and gross weight.
d. Traffic Volume. Forecasts of annual departures by aircraft type are needed
for pavement design. Information on aircraft operations is available from
Airport Master Plans, Terminal Area Forecasts.
4.3.6.2 Determination of Design Aircraft:

 The forecast of annual departures by aircraft type will result in a list
of a number of different aircraft.
 The design aircraft should be selected on the basis of the one
requiring the greatest pavement thickness.
 Each aircraft type in the forecast should be checked to determine the
pavement thickness required by using the appropriate design curve
with the forecast number of annual departures for that aircraft.
 The aircraft type which produces the greatest pavement thickness is
the design aircraft.
 The design aircraft is not necessarily the heaviest aircraft in the forecast.
39
4.3.6.3 Determination of Equivalent Annual Departures by the

Design Aircraft:
 Obtain forecast of annual departure by the aircraft type.
 The aircraft requiring the greatest pavement thickness is selected as the
design aircraft.
 Convert the annual departure of all aircraft to equivalent annual
departure of the design aircraft using the following formula:
Where:
Req = equivalent annual departures by the design aircraft
Ri = annual departures of aircraft type (i).
Fi = conversion factor.
W1 = Single wheel load of the design aircraft.
W2 = wheel load of aircraft (i).
40
All aircraft must be converted to the same landing gear type as the design
aircraft by using the following table:
Table ‎4-7: Gear type conversion factor
To Convert From To Multiply Departures

By
single wheel dual wheel 0.8

single wheel dual tandem 0.5
dual wheel single wheel 1.3
dual wheel dual tandem 0.6
dual tandem single wheel 2.0
dual tandem dual wheel 1.7
double dual tandem dual tandem 1.0
For pavement design : data of annual aircrafts movements for Khartoum Int.
airport were taken as basic records to be used for the design of Wad Madani
new airport as shown in table …..
4.3.6.4 Design Data:

Design based on CBR method
 Soil test results that Subgrade CBR value is about 3% to 5 % (the CBR
value will be taken as 5% after using ground improvement techniques to
the soil at airport runway site)
 Subbase materials CBR at least = 20%
 Base materials CBR at least = 80%
41
Table ‎4-8: Khartoum airport annual traffic according to data from

airports holding company:
Aircraft Gear type Annual MTOW (lbs)
departure
A320-100 Dual wheel 1716 163142
A320-200 Dual wheel 5063 171961
A321-200 Dual wheel 220 196211
A319-100 Dual wheel 50 141096
A300-600 Dual tandem 11 370400
A330-200F Dual tandem 200 513677
A330-300 Dual tandem 264 518086
B747-300 Double dual 40 863000
tandem
B747-400 Double dual 134 875000
tandem
B737-500 Dual wheel 1300 133500
B737-800 Dual wheel 973 174200
B737-900 Dual wheel 2552 187700
E170 Dual wheel 18 79344
E190 Dual wheel 330 105381
F50 Dual wheel 97 43982
F70 Dual wheel 158 87998
CRJ 200 Dual wheel 751 47443
IL 76 Dual tandem 413 462971
AN74-100 Dual wheel 130 80469
AN74-200 Dual wheel 166 80700
DHC-8 Dual wheel 115 41100
DHC-7 Dual wheel 273 27987
42
Table ‎4-9: Pavement Design: aircrafts required thickness

Aircraft Gear type Annual MTOW Pavement
departure (lbs) thickness(in)
A320-100 Dual wheel 1716 163142 38
A320-200 Dual wheel 5063 171961 40
A321-200 Dual wheel 220 196211 37
A319-100 Dual wheel 50 141096 31
A300-600 Dual 11 370400 45
tandem
A330-200F Dual 200 513677 44
tandem
A330-300 Dual 264 518086 46
tandem
B747-300 Double dual 40 863000 --
tandem
B747-400 Double dual 134 875000 --
tandem
B737-500 Dual wheel 1300 133500 30
B737-800 Dual wheel 973 174200 35
B737-900 Dual wheel 2552 187700 36
E170 Dual wheel 18 79344 23.5
E190 Dual wheel 330 105381 27
F50 Dual wheel 97 43982 Negligible
F70 Dual wheel 158 87998 25
CRJ 200 Dual wheel 751 47443 Negligible
IL 76 Dual 413 462971 40
tandem
AN74-100 Dual wheel 130 80469 23.5
AN74-200 Dual wheel 166 80700 23.5
DHC-8 Dual wheel 115 41100 Negligible
DHC-7 Dual wheel 273 27987 Negligible
Design Aircraft is A330-300 because it gives the biggest pavement thickness

(46 inch)
Annual departure of the design aircraft
43
 The design aircraft is A330-300 with landing gear type dual tandem and
MTOW: 518086 lbs.
 Convert all aircrafts to the same landing gear type as the design aircraft
by using conversion factor
Table ‎4-10:Equivalent dual gear departure
Aircraft Gear type Annual Conversion Equivalent
departure factor dual gear
departure
A320-100 Dual wheel 1716 0.6 1029.6
A320-200 Dual wheel 5063 0.6 3037.8
A321-200 Dual wheel 220 0.6 132
A319-100 Dual wheel 50 0.6 30
A300-600 Dual 11 1 11
tandem
A330-200F Dual 200 1 200
tandem
A330-300 Dual 264 1 264
tandem
B747-300 Double dual 40 1 40
tandem
B747-400 Double dual 134 1 134
tandem
B737-500 Dual wheel 1300 0.6 780
B737-800 Dual wheel 973 0.6 583.8
B737-900 Dual wheel 2552 0.6 1531.2
E170 Dual wheel 18 0.6 10.8
E190 Dual wheel 330 0.6 198
F50 Dual wheel 97 0.6 58.2
F70 Dual wheel 158 0.6 94.8
CRJ 200 Dual wheel 751 0.6 450.6
IL 76 Dual 413 1 413
tandem
AN74-100 Dual wheel 130 0.6 78
AN74-200 Dual wheel 166 0.6 99.6
DHC-8 Dual wheel 115 0.6 69
DHC-7 Dual wheel 273 0.6 163.8
44
Aircraft Gear type Annual Wheel Load Equivalent Equ.

departure (lb) dual gear Annual
departure dwp.
Des.
aircraft
A320-100 Dual wheel 1716 38746.2 1029.6 245.9
A320-200 Dual wheel 5063 40840.7 3037.8 687.8
A321-200 Dual wheel 220 46600.1 132 70
A319-100 Dual wheel 50 33510.3 30 12.3
A300-600 Dual 11 43985 11 7.6
tandem
A330-200F Dual 200 60999.1 200 195.5
tandem
A330-300 Dual 264 61522.7 264 264
tandem
B747-300 Double dual 40 42546.6 40 21.8
tandem
B747-400 Double dual 134 44531.4 134 65.6
tandem
B737-500 Dual wheel 1300 31706.2 780 119.2
B737-800 Dual wheel 973 41372.5 583.8 185.5
B737-900 Dual wheel 2552 44578.7 1531.2 514.3
E170 Dual wheel 18 18844.2 10.8 3.7
E190 Dual wheel 330 2527.7 198 29.2
F50 Dual wheel 97 10445.8 58.2 5.3
F70 Dual wheel 158 20899.5 94.8 14.2
CRJ 200 Dual wheel 751 11267.8 450.6 13.7
IL 76 Dual 413 54977.8 413 298
tandem
AN74-100 Dual wheel 130 191111.3 78 11.3
AN74-200 Dual wheel 166 19166.2 99.6 10.6
DHC-8 Dual wheel 115 9761.2 69 5.4
DHC-7 Dual wheel 273 6646.9 163.8 5.4
Example on the aircraft A320-200:

>>>
45
After summing, the Equivalent annual departures of the design aircraft equal
to 2786.3. (Take it 3000 departure)
And MTOW equal to 518086 lbs.
Design Data:
 Design aircraft: A330-300.
 MTOW: 518086 lbs.
 Gear configuration: dual tandem.
 Total equivalent annual departures: 3000
 Subgrade CBR: 5 % (after subgrade improvement)
 Subbase CBR: 20%
 From CBR design charts:

 Thickness of layer above subgrade = 47.5 in (120.65 cm)
 Thickness of layer above subbase = 20 in (50.8 cm)
 Subbase thickness = 47.5 – 20 = 27.5 in (70 cm)
 Surfacing for critical area= 10 cm
 Base thickness = 120.65 – 70 – 10 = 40.65 41 cm
(min base thickness is 14 in (35 cm)  ok
Take:
 Surface = 120 mm
 Base = 390 mm
 Subbase = 700 mm
 Total = 1210 mm (121 cm)
Figure ‎4-11: Runway flexible pavement layers cross section
46
4.3.7 Pavement design using FAARFIELD (v 2.0.5) software:

4.3.7.1 FAARFIELD Overview:
FAARFIELD 2.0 is the standard thickness design software accompanying
AC 150/5320-6F Airport Pavement Design and Evaluation. FAARFIELD
2.0 replaces all previous versions of FAARFIELD.
FAARFIELD stands for FAA Rigid and Flexible Iterative Elastic
Layered Design. FAARFIELD 2.0 incorporates full 3D finite element
responses to aircraft loads (for new rigid pavements and rigid overlays).
4.3.7.2 General design criteria in FAARFIELD:

FAARFIELD uses layered elastic and three-dimensional finite element-
based design procedures for new and overlay designs of flexible and rigid
pavements respectively.
4.3.7.3 Flexible Pavements

For flexible pavement design, FAARFIELD uses the maximum vertical
strain at the top of the subgrade and the maximum horizontal strain at the
bottom of all asphalt layers as the predictors of pavement structural life.
FAARFIELD provides the required thickness for all individual layers of
flexible pavement (surface, base, and subbase) required to support a given
aircraft traffic mix for the structural design life over a given subgrade.
When all aircraft are less than 60,000 pounds (27,200 kg) full-depth asphalt
pavements may be used.
FAARFIELD has the ability to analyze full depth asphalt pavements as a 2-

layer structure consisting of only the asphalt surface layer and a subgrade
layer. However, the preferred method of analyzing a full-depth asphalt
pavement is to use a 3-layer structure consisting of an asphalt surface layer
on top of an asphalt base (and a subgrade layer).
4.3.7.4 Rigid Pavements:

For rigid pavement design, FAARFIELD uses the horizontal stress at the
bottom of the concrete panel as the predictor of the pavement structural life
the maximum horizontal stress for design is determined considering both
edge and interior loading conditions. FAARFIELD provides the required
thickness of the rigid pavement panel required to support a given aircraft
traffic mix for the structural design life over a given base/subbase/subgrade.
47
FAARFIELD will check for minimum thicknesses of stabilized base, base

and subbase, but only analyzes the rigid panel.
4.3.7.5 Stabilized Base Course

When aircraft in the design traffic mix have gross loads of 100,000 pounds
(45,359 kg) or more, then use of a stabilized base is required. Full scale
performance tests have shown superior performance of both flexible and
rigid pavements that include bases stabilized with asphalt or cement.
4.3.7.6 Drainage Layer:

Drainage layers are recommended for pavements serving aircraft greater
than 60,000 pounds, constructed in areas with excessive subsurface moisture
and where existing soils have coefficient of permeability less than 20 ft/day
(6 m/day). Document and support the need for drainage layers in the
geotechnical report. General guidance on basic drainage layers is discussed
below
The use of drainage layers will protect pavements from moisture related
subgrade, subbase and base failures. Drainage layers facilitate the quick
removal of excess moisture from the pavement structure. Construct drainage
layers to be free draining, include outlets to ensure that water is not trapped
in the layer. Include a geosynthetic separation material when drainage layer
placed directly above subgrade. Regularly perform maintenance of drainage
outlets to ensure that they are functioning and that water is not trapped in the
drainage layer.
An effective drainage layer will attain 85 percent drainage in 24 hours for
runways and taxiways, and 85 percent drainage in 10 days for aprons and
other areas with low-speed traffic. Drainage layers that provide a
permeability of 500 – 1500 ft/day may be used without calculations.
For Rigid Pavements

Generally, place a stabilized drainage layer immediately beneath the
concrete panel in place of the stabilized base.
For Flexible Pavements: Place the drainage layer immediately above the
subgrade, except as noted below or when geotechnical engineer recommends
otherwise.
48
When the total thickness of the pavement structure is less than 12 inches
(300 mm), place the stabilized drainage layer directly beneath the surface
layer using the drainage layer in place of base and subbase.
Pavement Design Using FAARFIELD:

The FAA developed FAARFIELD using failure models based on full-scale
tests conducted from the 1940s through the present. Design thicknesses in
FAARFIELD are calculated using layered elastic and three-dimensional
finite element-based structural analysis for flexible and rigid airfield
pavements respectively.
4.3.7.7 Cumulative Damage Factor (CDF):

FAARFIELD is based on the cumulative damage factor (CDF) concept in
which the contribution of each aircraft type in a given traffic mix is summed
to obtain the total cumulative damage from all aircraft operations in the
traffic mix.
Thickness designs using FAARFIELD use the entire traffic mix.

FAARFIELD does not designate a design aircraft; however, using the CDF
method, it identifies those aircraft in the design mix that contribute the
greatest amount of damage to the pavement.
Note, using departures of a single ―design‖ aircraft to represent all traffic is

not equivalent to designing with the full traffic mix in the CDF method and
will generally result in excessive thickness.
4.3.7.8 FAARFIELD Pavement Design Process

Pavement design with FAARFIELD is an iterative process for both flexible
and rigid design. (See paragraphs 3.15 and 3.16 for specific information
regarding flexible and rigid design, see Appendix H for FAARFIELD
examples.) The basic FAARFIELD design steps include:
Step 1 After starting the program, select a pavement type.

Step 2 Modify the pavement structure by adding, deleting or changing layers
as needed.
Step 3 Create a traffic mix by selecting a stored mix, or by picking aircraft
from the aircraft library.
49
Step 4 If necessary, change the gross weight or number of departures of

aircraft in the traffic mix.
Step 5 Run Thickness Design.
Step 6 Run Compaction/Life to obtain subgrade compaction requirements
for new pavement construction.
Step 7 View or print the section design report.
4.3.7.9 Aircraft Traffic Considerations

Load: Design pavements using the maximum anticipated takeoff weights of
the aircraft that will be regularly operating on the pavement. FAARFIELD
provides manufacturer-recommended gross operating weights and load
distribution, for many civil and military aircraft. For generic aircraft, the
load is distributed to the landing gears with 95% to the main and 5% to the
nose. Using the maximum anticipated takeoff weight provides a
conservative design allowing for changes in operational use and traffic.
Where arrivals constitute 85% or greater of that runway’s operations, and for
high-speed exit taxiways, the use of aircraft landing weights for design is
permitted.
4.3.7.10 Departure Traffic

Generally, airfield pavements are designed considering only aircraft
departures. The main reason for disregarding arrivals in design is that,
typically, the arrival weights are much lighter than the departure weights
(due to fuel consumption). If airport operations are such that most aircraft
arrive and depart at essentially the same weight (for example, if refueling
does not take place), then double the number of departures in FAARFIELD
to reflect the number of times the pavement is loaded.
4.3.7.11 Cumulative Damage Factor (CDF)

CDF is the amount of structural fatigue life of a pavement that has been
used. It is expressed as the ratio of applied load repetitions to allowable load
repetitions to failure. FAARFIELD analyzes the damage to the pavement for
each aircraft and determines a final thickness for the total cumulative
damage of all aircraft in the evaluation for each 10-inch-wide strip over a
total width of 820 inches.
50
51
Input data: All Khartoum Int. airport annual traffic in table (4-8)
the following aircrafts which expected to arrive and use the airport
Aircraft code OMG Departure Wing MTOW Field

(m) Span lb Length
(m) (m)
A-380 4F 14.3 24 79.8 1,267,658 3350

B-777- 4E 12.9 90 61 537000 2390
200
B-777- 4E 12.9 90 60.9 660,000 3140
300
Annual growth of the traffic is assumed to be 5% for all types of aircraft

though out 20 years
Subgrade CBR in airport location after improvement = 5%
4.3.7.12
Khartoum Airport Traffic + Heavy Aircrafts expected to land and

take off from the airport (B777 and A380)
Rigid pavement + Flexible pavement
52
Flexible pavement layers by FAARFIELD after input the traffic mix
53
Rigid pavement layers by FAARFIELD after input the traffic mix
54
4.4 Geometric design and Physical characteristics of

airside components:
The geometric characteristics of the airport designed according to the ICAO
international standard and recommended practices in (Annex 14,
Aerodrome design and operations, Volume 1, 8th Edition, July 2018)
Figure ‎4-12: Annex 14, Aerodrome design and operations ,Volume 1, 8th
Edition, July 2018
55
Table ‎4-11: Recent amendment to Annex 14, Volume I
Characteristic Proposed amendment Formerly
Runway Width Reduced to 45m for large Was 60m for aircraft with
aircraft with OMGWS* wingspan over 65m (i.e.
from 9 to 15m. code F).
Width of Runway Reduced to 60m for code F was 75m for all code F
shoulders overall aeroplanes with OMGWS aeroplanes.
from 9 to 15 m and two or Annex 14 did not expressly
three engines 75m require shoulders to be
maintained for aircraft with paved
four engines.
New recommendation that
shoulders should be paved
to 60m, for Code F (but see
runway width above)
Runway strip width Reduced to 140m for ARC Was 150m.
number 3 or 4 (for
aeroplanes with reference
field length over 1200m).
Wheel to Edge clearance Reduced to 4m, based on Was 4.5m.
OMGWS from 9 to 15m.
Taxiway Width Reduced to 23m for Was 25m (for Code F).
OMGWS from 9 to 15m.
Refer Fig.2
Runway-Taxiway Reduced to 180m for Code Was 190m
separation 4 instrument runways.
Width of Taxiway Reduced to 44m for Code F. Was 60m
shoulders overall
Reduced to 38m for Code Was 44m
E.
Was 38m
Reduced to 34m for Code
D.
56
Aerodrome reference code:
ort i ht h T hrt ht tht tt tTet i hT lhTfiet t islpt sthrTe Th

i hthhtpthi hrt nsthTn specifications concerning the characteristics of
aerodromes so as to provide a series of aerodrome facilities that are suitable
for the aeroplanes that are intended to operate at the aerodrome. The code is
not intended to be used for determining runway length or pavement strength
requirements. The code is composed of two elements which are related to
the aeroplane performance characteristics and dimensions.
 Element 1 is a number based on the aeroplane reference field length

and .
 Element 2 is a letter based on the aeroplane wingspan
57
Table ‎4-12: Aerodrome reference code
ODE ELEMENT 1 CODE ELEMENT 2
Code Aero plane Code Wing span Outer main

number reference Letter gear
field length wheel span
(1) (2) (3) (4) (5)
1 Less than A Up to but Up to but
800 m not not
including 15 including
m 4.5 m
2 800 m up to B 15 m up to 4.5 m up to
but not but not but not
including 1 including 24 including 6
200 m m m
3 1 200 m up C 24 m up to 6 m up to
to but not but not but not
including 1 including 36 including 9
800 m m m
4 1800 m and D 36 m up to 9 m up to
over but not but not
including 52 including 14
m m
E 52 m up to 9 m up to
but not but not
m m
F 65 m up to 14 m up to
but not but not
m m
58
4.4.1 RUNWAY
The airport will be designed assuming that an aeroplanes with the code 4F
will land/ take-off from the airport
4.4.1.1 Runway width:

Airport code is 4F
Table ‎4-13: Runway width
4.4.1.2 Runway shoulders:

Shoulders are provided to minimize foreign object damage to airplanes, and
to buttress the full strength pavement.
The runway shoulders should extend symmetrically on each side of the

runway so that the overall width of the runway and its shoulders is not less
than:
 60 m where the code letter is F with two – or three – engined

aeroplanes and ;
 75m where code letter is F with four (or more) engined
aeroplanes.
59
Figure ‎4-13: Width of Runway
Figure ‎4-14:Width of Runway include Shoulders
 Overall Runway Width of 75m

Applicable to Aerodrome Reference Code 4F
60
4.4.1.3 Slopes on runways:

the slope computed by dividing the difference between the maximum and
si isns tptfthiT tpT hrt hn ota tt hht pi t na hrt hn ota
length should not exceed:
1% where code number is 3 or 4
Difference = 0.075% ……. Ok
Recommendation.— Along no portion of a runway should the longitudinal
slope exceed:
1.25% where code number lth tt h ortht hrt tTet nsnth i 4e thttlh hrth
Th hrt ih h t e pt h enthhth T hrt pt hr T hrt hn ota hrt longitudinal
slope should not exceed 0.8 per cent
4.4.1.4 Longitudinal slope changes:
Recommendation.— Where slope changes cannot be avoided, a slope
change between two consecutive slopes should not exceed:
1.5% where code number is 3 or 4
4.4.1.5 Distances between slope changes:
Recommendation.— Undulations or appreciable changes in slopes located
close together along a runway should be avoided. The distance between the
points of intersection of two successive curves should not be less than:
a)the sum of absolute numerical value of the corresponding slope changes
multiplied by the appropriate value as follows
- 30 000 m where code number is 4
b) 45 m
4.4.1.6 Transverse slopes :
Recommendation— To promote the most rapid drainage of water, the
runway surface should, if practicable, be cambered except where a single
crossfall from high to low in the direction of the wind most frequently
associated with rain would ensure rapid drainage. The transverse slope
should ideally be:
1.5% where code letter is C , D , E or F
nt nn ht hitppa hrt tst ort hht fth t pTlt rTnpe Tn rTnh hrt pt hr T
t hn ota except at an intersection with another runway or a taxiway where
61
an even transition should be provided taking account of the need for

adequate drainage.
4.4.1.7 Sight distance:

Recommendation.— Where slope changes cannot be avoided, they should
be such that there will be an unobstructed line of sight from:
nrtht pTlt trt t tt Th nt tfTietee hrta rTnpe nt ntr hrth hrtht oipp
nt t n Tn hhnthte line of sight from:
Any point 3m above a runway to all points 3m above the runway within a
distance of at least half the length of the runway where code letter is C , D, E
, or F
4.4.1.8 Slopes on runway shoulders:

ort nh ttt T hrt rTnpeth hrth tnnh hrt hn ota rTnpe nt pn r oihr hrt
nh ttt T hrt hn ota and its transverse downward slope should not exceed
2.5 per cent.
4.4.1.9 Surface of runway shoulders

A runway shoulder should be constructed so as to resist the ingestion of
surface material by aeroplane engines.
4.4.1.10 Runway strips

pnhlT t T t hn ota hhil : hn ota hhil thht e pththtppa hT t ltti ite
ei ht tt hTs hrt hn ota tt hht pi te pT ihnei tppa nt Tht hrt hrht rTpee
t e ntaT e hrt hn ota t e. dh lhTfiet t thtt tptth T Tnbtth oritr sta
t et th oritr rTnpe nt T tthTlpt t . ort hhil i tpnet t htete lThhiT
lhtlthte t hT Th ttn t hrt tTpptl t T the runway.
 Length: at least 60 m where code number 3 or 4
62
Figure ‎4-15: Runway strip Length
 Width: at least 150 (140 m in latest amendment of annex 14 V 1) m

where code letter 3 or 4
Figure ‎4-16: Runway strip width

Longitudinal slope along graded strip should not exceed: 1.5% where code
number 4
Transverse slope : should prevent accumulation of water on the surface but
should not exceed : 2.5% where code number 3 or
4.4.1.11 Runway end safety area (RESA)
Shall be provided at each end of runway strip where code number 3 or 4
Length: extend from the end of runway strip at least 90 m where code
number 3 or 4
63
Width: at least twice of the associated runway
Figure ‎4-17: Runway end safety area (RESA)
4.4.1.12 Radio altimeter operating area

Should be established in the pre-threshold area of precision runway
Length of the area : should extend before the threshold at least 300 m
Width : should be extend laterally on each side of the extended center line to
a distance 60 m
Longitudinal slope change :the rate of change between two consecutive
slopes should not exceed 2% per 30 m.
Figure ‎4-18: Radio altimeter operating area
4.4.2 TAXIWAYS
Maximum capacity and efficiency of an aerodrome are realized only by
obtaining the proper balance between the need for runways, passenger and
cargo terminals, and aircraft storage and servicing areas. These separate and
distinct aerodrome functional elements are linked by the taxiway system.
64
A taxiway is defined path on an aerodrome provided for the safe and

expeditious surface movement of aircraft between aprons and holding
bays, and runways.
The taxiway should be designed to minimize the restriction of aircrafts
movement to and from the runways and apron areas. A properly designed
system should be capable of maintain a smooth , continues flow of aircraft
ground traffic at the maximum practical speed with a minimum of
acceleration or declaration. This requirement ensures that the taxiway
system will operate at the highest levels of both safety and efficiency.
Taxiways located on aprons are divided into two types as follows:

a) Apron taxiway is a taxiway located on an apron and intended either to
provide a through taxi route across the apron or to gain access to an aircraft
sand taxi lane.
b) Aircraft stand taxi lane is portion of an apron designated as a taxiway
and intended to provide access to aircraft stands only.
In planning the general layout of the taxiway system the following

principles should be considered:
a) Taxiway routes should connect the various aerodrome elements by the
shortest distances, thus minimizing both taxiing time and cost.
b) Taxiway routes should be as simple as possible in order to avoid pilot
confusion and the need for complicated instructions.
c) Straight runs of pavement should be used wherever possible. Where
changes in direction are necessary, curves of adequate radii, as well as fillets
or extra taxiway width, should be provided to permit taxiing at the maximum
practical speed.
d) Taxiway crossings of runways and other taxiways should be avoided
Wt=Tm+2c whenever possible in the interests of safety and to reduce the
potential for significant taxiing delay.
e) Taxiway routings should have as many segments as possible to minimize
aircraft conflicts and delay. Taxiway segment flows should be analyzed for
each configuration under which runway(s) will be used.
f) The taxiway system should be planned to maximize the useful life of each
component so that future phases of development incorporate sections from
the current system.
Other important considerations when planning a taxiway system
including the following:
65
a) Taxiway routes should avoid areas where the public should have easy
access to the aircraft.
b) Taxiway should be planned to avoid interference with navigation aids by
taxiing aircrafts or ground vehicle using the taxiway.
c) All sections of taxiway system should be visible from the aerodrome
control tower.
d) The effect of jet blast on areas adjacent to taxiway should be mitigated by
stabilizing loose soils and erecting blast fences where necessary to protect
people or structures.
Stages in taxiway system development:
To minimize current construction costs, an aerodrome’s taxiway system
should be only as complex as needed to support the near-term capacity needs
of the runway. With careful planning, additional taxiway components can be
added to the system in stages to keep pace with the growth in aerodrome
demand.
a) A minimum aerodrome taxiway system, supporting a low level of runway
utilization, can consist of only turnaround pads or taxiway turnarounds at
both end of runway and a stub taxiway from the runway to the apron.
b) Traffic growth which results in a low to moderate level of runway
utilization may be accommodate by building a partial parallel taxiway to
connect one or both turnarounds.
c) As runway utilization increases, a full parallel taxiway can be provided by
completing the missing sections of the partial parallel taxiway.
d) Exit taxiways, in addition to the ones at each runway end, can be
constructed as runway utilization increases toward saturation.
e) Holding bays and bypass taxiways can be added to further enhance
runway capacity. These facilities seldom restrict the attainment of
full aerodrome capacity within the existing aerodrome property because land
is usually available to permit their construction.
f) A dual-parallel taxiway, located outboard of the first parallel taxiway,
should be considered when movement in both directions along the taxiway is
desirable. With this second taxiway, a one-way flow network can be
established for each direction of runway use. The need for dual parallel
system increases in proportion to the amount of development alongside the
taxiway.
66
4.4.2.1 Taxiway edge clearance:

A paved taxiway is to be wide enough at any point that, when an airplane
taxi on it, the distance (clearance) between the outer edge of the main wheels
of the airplane and the edge of the taxiway is to be not less than that
specified in the table below. This is to ensure that none of an aero plane’s
tires leave the pavement during taxying
Figure ‎4-19: Minimum distance between Airplane Outer Wheel and Taxiway
Edge
67
Minimum distance between Airplane Outer Wheel and Taxiway Edge

(From table 4-14, the distance = 4m)
Table ‎4-14: Minimum distance between Airplane Outer Wheel and Taxiway
Edge
4.4.2.2 Taxiway curves:

Any change in the direction of a taxiway is to be accomplished by the use of
a curve whose radius is determined by the way the taxiway design speed.
Change in direction should be small as possible
Typical minimum radii for various speeds are given in Table below
Transitional curves are normally not required except for rapid exit taxiways.
Table ‎4-15: Typical radius for Taxiway Curves:
Taxiway design speed Radius of curve

20 km/h 24m
30 km/h 54m
40 km/h 96m
50 km/h 150m
60 km/h 216m
70 km/h 294m
80 km/h 384m
90 km/h 486m
100 km/h 600m
68
4.4.2.3 Taxiway width:

The width of the straight portion of a taxiway is to be not less than that
specified in the table below:
Table ‎4-16: Width of Straight Portion of Taxiway
From table minium taxiway width = 23 m

4.4.2.4 Taxiway longitudinal slope:
Although not mandatory, it is recommended that the longitudinal slope of a
taxiway does not exceed the following:
(a) 1.5% where the reference code letter is C, D, E or F.
(b) 3.0% where the reference code letter is A or B.
Excessive longitudinal slope reduces aircraft stability during taxying and
also increases aircraft operating costs (fuel and tires).
4.4.2.5 Taxiway sight distance:

Sight distance is the distance at which the pilot of an airplane can see an
object of specified height on the taxiway ahead of the airplane, assuming
adequate light, visual acuity and clear atmospheric conditions, and is
affected by longitudinal slope change.
Table ‎4-17: Taxiway Minimum Sight Distance
Reference Code Letter Height of Viewing Clear Sight Distance

Point Above Taxiway Whole of Surface of
Taxiway
A 1.5 m 150 m
B 2m 200 m
C,D,E or F 3m 300 m
69
4.4.2.6 Taxiway transverse slope:

There is no mandatory requirement in respect of taxiway transverse slope.
However, it should be sufficiently flat to enable a high level of airplane
controllability to be achieved. At the same time, it should be sufficiently
steep to provide for adequate pavement surface drainage. To meet these
requirements, taxiway transverse slopes are typically not less than 1% and
not exceed:
(a) 1.5% where the reference code letter is C, D, E or F.

(b) 2.0% where the reference code letter is A or B.
4.4.2.7 Taxiway shoulder:

A taxiway shoulder is a prepared area adjacent to the edge of a paved
taxiway provided to minimize foreign object damage to airplanes, and to
buttress the full strength pavement. It is not mandatory that taxiway
shoulders be paved, but the surface treatment must be adequate for foreign
object damage (FOD) prevention purpose in all seasons.
Where a taxiway is required to have shoulders, the width of the shoulders is
not less than:
- 44 m where code letter is F

 Overall taxiway width = 44 m
Figure ‎4-20: Taxiway width
70
4.4.2.8 Taxiway strip:

A taxiway strip is the area surrounding a taxiway, kept free of obstacles
except. It is provided to minimize the possibility of serious damage to
airplanes accidentally leaving the taxiway pavement and to provide room for
maintenance, firefighting and rescue equipment under normal (dry)
conditions.
A taxiway strip is to be provided for each taxiway, extending symmetrically
on each side of the centerline of the taxiway throughout the length of the
taxiway. The overall taxiway strip with is to be not less than that specified in
Table below:
Table ‎4-18: Taxiway Strip Width
Reference Code Letter Taxiway Strip Width

A 32.5 m
B 43 m
C 52 m
D 81 m
E 95 m
F 115 m
71
4.4.2.9 Grading of taxiway stripes:

The width of graded taxiway strip is to be not less than that given in Table
below:
Table ‎4-19:Taxiway grader portion
Reference Code Letter Taxiway Graded strip Width

A 22 m
B 25m
C 25m
D 38m
E 44m
F 60m
4.4.2.10 Slopes on taxiway strips:

The surface of the strip should be flush at the edge of the taxiway, or
shoulder, if provided. The graded portion is not to have an upward
transverse slope exceeding:
a) 2.5% where the reference code letter is C, D, E or F.
b) 3% where the reference code letter is A or B.
4.4.2.11 Taxiway minimum separation distances:

Taxiways, other than at intersections, are to be separated from runways,
other parallel taxiways and objects such as fences and buildings by a safe
margin not less than the distances specified in Table below:
72
Table ‎4-20: Taxiway minimum separation distances:
From tables (14-20) design criteria for a taxiway and according to code letter
we find that:
For Design aircraft:
Wing span = 64.9 m

Outer main gear =12.6 m
Code letter = F
Taxiway strip = 115m.

Minimum width (paved) = 23m.
Graded portion of taxiway strip = 60 m.
Taxiway pavement and shoulders = 44 m
Minimum transverse slope of taxiway pavement = 1.5%
Minimum longitudinal slope of taxiway pavement = 1.5%
73
Separation distance between runway center line and taxiway center lane =
180 m. (was 190 m but reduced in latest Annex 14 edition)
Minimum distance between taxiway center line and other taxiway = 91m.
Minimum clearance distance of outer main wheel to taxiway edge =4.0 m.
Figure ‎4-21: Separation distance between runway center line and taxiway center
lane (180m)
4.4.2.12 Clearance distance on aircraft stand:

An aircraft stand should provide the following minimum clearance between
an aircraft entering or exiting the stand and any adjacent (building , aircraft
on another stand and other objects)
Code letter A,B C D,E and F

Clearance 3m 4.5 m 7.5 m
Take the clearance = 7.5 m
Figure ‎4-22: Clearance distance on aircraft stand
74
4.4.2.13 Exit taxiway:

These are taxiways provided at appropriate locations along the length of
runway so that the landing aircrafts can maneuver out of the runway
minimizing their runway occupancy time.
 Right angled exit taxiways:
These are exit taxiways placed at right angles to the runway. When
the design peak hour traffic is less than 30 operations (landings and
takeoffs), a properly located right- angled exit taxiway will achieve
an efficient flow of traffic.
 High speed exit taxiways:
These exit taxiways are placed at acute angle to the runway and are
designed to provide high exit (turnoff) speeds. These high speed
exit taxiways when properly designed in terms of their number,
location and exit speed can enhance the capacity of the runway.
Figure ‎4-23: High speed exit taxiways
75
4.4.2.14 Entrance Taxiway:

Entrance taxiways provide access to the takeoff end of the runway for the
departing aircrafts and it also serves as the final exit taxiway for landing
aircrafts on a bidirectional runway. It is normally in the form of an ―L‖
taxiway intersection with a right angle connection to the runway.
4.4.2.15 Parallel Taxiway:

The taxiway running parallel to the runway connecting all the exit and
entrance taxiways is called parallel taxiway.
Figure ‎4-24: Dual Parallel Taxiway Entrance
4.4.2.16 Holding Bays:

The designated place located adjacent to the ends of runways to allow check
of aircraft instruments and engine operation prior to takeoff in the case of
piston engine aircrafts and to enable all other aircrafts to wait for takeoff
clearance from ATC. These are also referred to as run-up or warm-up pads.
76
Holding bays are useful in such situations for aircrafts to bypass one another.
As per FAA guidelines a holding bay should be provided when runway

operations reach a level of 30 per hour.
A holding bay should be designed normally to accommodate two to four

aircrafts and with enough space for cleared aircrafts to bypass the parked
ones.
Figure ‎4-25: Holding bay
77
Figure ‎4-26: Detailed example of holding bay (source: ICAO Annex 14 Vol 1 ,
8th edition)
4.4.3 APRONS
An apron is a defined area intended to accommodate aircraft for purposes of
loading and unloading passengers, mail or cargo, fueling and parking or
maintenance. The apron is generally paved put may occasionally be
unpaved.
4.4.3.1 Types of aprons

Terminal apron: the area designed for aircraft maneuvering and pranking
adjacent to passengers’ terminal facilities. From terminal apron passengers
aboard the aircraft.
Cargo apron: aircrafts that carry only freight and mail may be provided a
separate cargo apron adjacent to cargo terminal building.
78
Parking apron: is apron where aircrafts can be parked for specific period of
time. It may be used for light periodic servicing and maintenance. Parking
aprons are located as close to the terminal apron as possible.
Service and hanger apron: it is an apron where maintenance and repairing
of an aircraft is carried out under hanger.
4.4.3.2 Design requirement for aprons:

1. Safety
2. Efficiency
3. Geometry
The planning and design of any apron type are dependent upon a number of
geometric consideration. For example, the length and width of a land parcel
available for apron development may preclude the choice of certain apron
layout concepts. For a new aerodrome it may be possible to develop the
most efficient arrangements, based upon the nature of the demand, and then
to set aside an area of land ideally suited to the plan. However, expansion or
addition of aprons at existing aerodromes will usually be less than ideal due
to the limitation imposed by the shape and size of available parcels. The
overall area needed per aircraft stand includes the area required for aircraft
stand taxi lanes as well as apron taxiways used in common with other
aircraft stands. Therefore, the overall area needed for aprons developments
is a function not only of aircraft size, clearance and parking methods, but
also of the geometric arrangement of aircraft stand taxi lanes, other
taxiways, blast fences, areas used for the stationing of service vehicles and
roads for movement of ground vehicles.
4. Flexibility
Planning for aprons should include an evaluation of the following flexibility
characteristics.
The size of the aprons depends upon the following factors:
1. The size and maneuverability characteristics of the aircraft using the
apron.
2. The volume of traffic using the apron.
3. Clearance requirement.
4. Aircraft ground activity requirement.
5. Taxiway services load.
Apron concept:
Use simple concept , below the required dimension are needed for aircraft
maneuvering and stand areas:
79
wing span = 64.9m

aircraft length = 70.7m.
outer main gear =12.6m
Apron separation distance:
1. Wing tip clearance
Code letter = F
Provide wing tip clearance = 7.5m
2. Separation distance:
Code letter = F
Provide separation distance from terminal building = 30m
Slope on Apron: 0.5 %
The slope on the aircraft Parking position =0.5%
Apron size: 600m x 150m

Assuming an aircraft will hold a space of 80 m
Figure ‎4-27: Wad madani Airport apron plan
4.4.4 Important airport devices: Blast fences

It’s a safety device that redirect the high energy exhaust from a jet engine to
prevent damage and injury . the structure must be strong enough to
withstand heat and high speed air streams as dust and debris carried by the
turbulent air
80
Figure ‎4-28: Types of blast fences
81
Figure ‎4-29: Aerodrome locations requiring blast fence
82
4.5 Visual Aids for Navigation in airport (Marking &

Lighting):
the physical characteristics required for Visual Aids For Navigation such as
Indicators and Signalling Devices, Markings and Signs
4.5.1 Indicators and Signalling Devices

 Wind Direction Indicators
 Landing Direction Indicator
 Signal Panels and Signal Area
4.5.1.1 Wind Direction Indicators

A wind direction indicator shall be located so as to be visible from aircraft
in flight or on the movement area and in such a way as to be free from the
effects of air disturbances caused by nearby objects.
Characteristics
Recommendation — The wind direction indicator should be in the form of a
truncated cone made of fabric and should have a length of not less than 3.6
m and a diameter, at the larger end, of not less than 0.9 m. It should be
constructed so that it gives a clear indication of the direction of the surface
wind and a general indication of the wind speed.
The colour or colours should be so selected as to make the wind direction
indicator clearly visible and understandable from a height of at least 300 m,
having regard to background. Where practicable, a single colour,
preferably white or orange, should be used. Where a combination of two
colours is required to give adequate conspicuity against changing
backgrounds, they should preferably be orange and white, red and
white, or black and white, and should be arranged in five alternate bands, the
first and last bands being the darker colour.
83
Orange and White
Figure ‎4-30: Wind sock (orange and white)
4.5.1.2 Landing Direction Indicator

Location: Where provided, a landing direction indicator shall be located in
a conspicuous place on the aerodrome.
Characteristics : Recommendation — The landing direction indicator
should be in the form of a “T”.
84
The shape and minimum dimensions of a landing ―T‖ shall be as shown in

ICAO Annex 14 Vol. I, Figure 5-1. The colour of the landing ―T‖ shall be
either white or orange, the choice being dependent on the colour that
contrasts best with the background against which the indicator will be
viewed. Where required for use at night, the landing ―T‖ shall either be
illuminated or outlined by white lights
Figure ‎4-31: Landing direction indicator

4.5.2 Markings
 Runway Markings
 Taxiway Markings
 Apron Markings
 Airfield Markings
Visibility: Markings must be clearly visible against the background upon

which they are placed. Where required, on a surface of a light color, a
contrasting black surround must be provided on a dark surface, a contrasting
white surround must be provided.
85
Color and conspicuity:
Runway markings shall be white.
- Taxiway markings, runway turn pad markings and aircraft stand markings
shall be yellow.
- Apron safety lines shall be of a conspicuous color which shall contrast

with that used for aircraft stand markings.
4.5.2.1 Runway Markings

 Runway Designation Marking
 Runway Centre Line Marking
 Threshold Marking
 Aiming Point Marking
 Touchdown Zone Marking
 Runway Side Stripe Marking
86
4.5.2.1.1 Runway Designation Marking

A runway designation marking shall be provided at the thresholds of a paved
runway.
Location
A runway designation marking shall be located at a threshold as shown in
ICAO Annex 14 Vol. I, Figure 5-2 as appropriate.
Note — If the runway threshold is displaced from the extremity of the
runway, a sign showing the designation of the runway may be provided for
aeroplanes taking off.
Characteristics
A runway designation marking shall consist of a two-digit number and on
parallel runways shall be supplemented with a letter. On a single runway,
dual parallel runways and triple parallel runways the two-digit number shall
be the whole number nearest the one-tenth of the magnetic North when
viewed from the direction of approach. On four or more parallel runways,
one set of adjacent runways shall be numbered to the nearest one-tenth
magnetic azimuth and the other set of adjacent runways numbered to the
next nearest one-tenth of the magnetic azimuth. When the above rule would
give a single digit number, it shall be preceded by a zero.
In the case of parallel runways, each runway designation number shall be
supplemented by a letter as follows, in the order shown from left to right
when viewed from the direction of approach:
— for two parallel runways: ―L‖ ―R‖ ;
— for three parallel runways: ―L‖ ―C‖ ―R‖ ;
— for four parallel runways: ―L‖ ―R‖ ―L‖ ―R‖ ;
— for five parallel runways: ―L‖ ―C‖ ―R‖ ―L‖ ―R‖ or ―L‖ ―R‖ ―L‖ ―C‖ ―R‖ ;
and
— for six parallel runways: ―L‖ ―C‖ ―R‖ ―L‖ ―C‖ ―R‖ .
The numbers and letters shall be in the form and proportion shown in ICAO
Annex 14 Vol. I, Figure 5-3. The dimensions shall be not less than those
shown in ICAO Annex 14 Vol. I, Figure 5-3, but where the numbers are
incorporated in the threshold marking, larger dimensions shall be used in
order to fill adequately the gap between the stripes of the threshold
markings.
87
Figure ‎4-32: Runway Designation Marking
4.5.2.1.2 Runway Centre Line Marking

Application
A runway center line marking shall be provided on a paved runway.
Location
A runway center line marking shall be located along the centre line of the
runway between the runway designation markings as shown in ICAO Annex
14 Vol. I, Figure 5-2, except when interrupted in compliance with paragraph
9.2.2.1.1 of this Manual.
Characteristics
A runway center line marking shall consist of a line of uniformly spaced
stripes and gaps. The length of a stripe plus a gap shall be not less than 50 m
or more than 75 m. The length of each stripe shall be at least equal to the
length of the gap or 30 m, whichever is greater.
The width of the stripes shall be not less than:
— 0.90 m on precision approach category II and III runways;
— 0.45 m on non-precision approach runways where the code number is 3
or 4, and precision approach category I runways; and
88
— 0.30 m on non-precision approach runways where the code number is 1

or 2, and on non-instrument runways.
*Please note that the bold italic words contains hyperlinks to diagrams for
graphical representation purposes.
Figure ‎4-33: Width Of The Strip
89
4.5.2.1.3 Threshold Marking
Figure ‎4-34: Runway Designation , centerline and threshold markings
Application
A threshold marking shall be provided at the threshold of a paved instrument
runway, and of a paved non-instrument runway where the code number is 3
or 4 and the runway is intended for use by international commercial air
transport.
Note — The ICAO Aerodrome Design Manual, Part 4, shows a form of
marking which has been found satisfactory for the marking of downward
slopes immediately before the threshold.
Location
The stripes of the threshold marking shall commence 6 m from the
threshold.
90
Characteristics
A runway threshold marking shall consist of a pattern of longitudinal stripes
of uniform dimensions disposed symmetrically about the centre line of a
runway as shown in ICAO Annex 14 Vol. I, Figure 5-2 (A) and (B) for a
runway width of 45 m. The number of stripes shall be in accordance with the
runway width as follows:
Table ‎4-21: Runway threshold marking strips number
Runway Width Number Of Strips

18m 4
23m 6
30m 8
45m 12
60m 16
except that on non-precision approach and non-instrument runways 45 m or

greater in width, they may be as shown in ICAO Annex 14 Vol. I, Figure 5-2
(C). 9.2.2.4.6 The stripes shall extend laterally to within 3 m of the edge of a
runway or to a distance of 27 m on either side of a runway centre line,
whichever results in the smaller lateral distance. Where a runway
designation marking is placed within a threshold marking there shall be a
minimum of three stripes on each side of the centre line of the runway.
Where a runway designation marking is placed above a threshold marking,
the stripes shall be continued across the runway. The stripes shall be at least
30 m long and approximately 1.80 m wide with spacings of approximately
1.80 m between them except that, where the stripes are continued across a
runway, a double spacing shall be used to separate the two stripes nearest the
center line of the runway.
Figure ‎4-35: Length Of Runway Strip
91
Where the designation marking is included within the threshold marking

this spacing shall be 22.5 m.
 Transverse Stripe
 Arrows
Recommendation — A threshold marking should be provided, so far as
practicable, at the thresholds of an unpaved runway.
Transverse Strip:
Recommendation — Where a threshold is displaced from the extremity of a
runway or where the extremity of a runway is not square with the runway
center line, a transverse stripe as shown in ICAO Annex 14 Vol. I, Figure 5-
4 (B) should be added to the threshold marking.
A transverse stripe shall be not less than 1.80 m wide
92
Figure ‎4-36: Transverse Strip
Arrows:
Where a runway threshold is permanently displaced, arrows conforming to
ICAO Annex 14 Vol. I, Figure 5-4 (B) shall be provided on the portion of
the runway before the displaced threshold.
When a runway threshold is temporarily displaced from the normal position,
it shall be marked as shown in ICAO Annex 14 Vol. I, Figure 5-4 (A) or 5-4
(B) and all markings prior to the displaced threshold shall be obscured
except the runway centre line marking, which shall be converted to arrows.
Note 1 — In the case where a threshold is temporarily displaced for only a
short period of time, it has been found satisfactory to use markers in the
form and colour of a displaced threshold marking rather than attempting to
paint this marking on the runway.
Note 2 — When the runway before a displaced threshold is unfit for the
surface movement of aircraft, closed markings, as described in paragraph
11.2.1.4 of this Manual, are required to be provided.
93
4.5.2.1.4 Aiming Point Marking

Application
An aiming point marking shall be provided at each approach end of a paved
instrument runway where the code number is 2, 3 or 4.
Location
The aiming point marking shall commence no closer to the threshold than
the distance indicated in the appropriate column of Table 9-1 of this Manual,
except that, on a runway equipped with a visual approach slope indicator
system, the beginning of the marking shall be coincident with the visual
approach slope origin.
An aiming point marking shall consist of two conspicuous stripes. The
dimensions of the stripes and the lateral spacing between their inner sides
shall be in accordance with the provisions of the appropriate column of
Table 9-1 of this Manual. Where a touchdown zone marking is provided, the
lateral spacing between the markings shall be the same as that of the touch-
down zone marking.
94
Table ‎4-22:aiming point marking
Location Landing Distance Available

and
Dimensions Less 800 m up to but 1200 m up to but 2 400
than 800 not not m
m including 1200 including 2400 and
m m above
(1) (2) (3) (4) (5)
Distance 150 m 250 m 300 m 400 m
from
threshold to
beginning of
marking
Length of 30-45 m 30-45 m 45-60 m 45-60
stripea m
Width of 4m 6m 6-10 mb 6-10
stripe mb
Lateral 6 mc 9 mc 18-22.5 m 18-
spacing 22.5
between
m
inner sides of
stripes
Table :Location and dimensions of aiming point marking
a. The greater dimensions of the specified ranges are intended to be used

where increased conspicuity is required.
b. The lateral spacing may be varied within these limits to minimize the
contamination of the marking by rubber deposits.
c. These figures were deduced by reference to the outer main gear wheel
space which is element 2 of the aerodrome reference code at Chapter 2,
Table 2-1.
4.5.2.1.5 Touchdown Zone Marking
Application
A touchdown zone marking shall be provided in the touchdown zone of a
paved precision approach runway where the code number is 2, 3 or 4.
Location and characteristics
A touchdown zone marking shall consist of pairs of rectangular markings
symmetrically disposed about the runway centre line with the number of
95
such pairs related to the landing distance available and, where the marking is
to be displayed at both the approach directions of a runway, the distance
between the thresholds, as follows:
Table ‎4-23: Touchdown zone marking piers

Landing distance available or the distance Pair(s) of
between thresholds markings
Less than 900 m 1
900m up to but not including 1 200 m 2
1 200m up to but not including 1 500 m 3
1 500m up to but not including 2 400 m 4
2 400m or more 6
A touchdown zone marking shall conform to either of the two patterns

shown in ICAO Annex 14 Vol. I, Figure 5-5. For the pattern shown in ICAO
Annex 14 Vol. I, Figure 5-5 (A), the markings shall be not less than 22.5 m
long and 3 m wide. For the pattern shown in ICAO Annex 14 Vol. I, Figure
5-5 (B), each stripe of each marking shall be not less than 22.5 m long and
1.8 m wide with a spacing of 1.5 m between adjacent stripes. The lateral
spacing between the inner sides of the rectangles shall be equal to that of the
aiming point marking where provided. Where an aiming point marking is
not provided, the lateral spacing between the inner sides of the rectangles
shall correspond to the lateral spacing specified for the aiming point marking
in Table 9-1 of this Manual (columns 2, 3, 4 or 5, as appropriate). The pairs
of markings shall be provided at longitudinal spacings of 150 m beginning
from the threshold except that pairs of touchdown zone markings coincident
with or located within 50 m of an aiming point marking shall be deleted
from the pattern.
Touchdown Zone Marking
Landing distance available or the distance between thresholds 2 400m or
more :
Figure ‎4-37: Touchdown Zone Marking
96
Figure ‎4-38: Aiming point and touchdown zone markings ( for runway with
length 2400 or more) runway
97
4.5.2.1.6 Runway Side Stripe Marking

Application
A runway side stripe marking shall be provided between the thresholds of a
paved runway where there is a lack of contrast between the runway edges
and the shoulders or the surrounding terrain.
Recommendation — A runway side stripe marking should be provided on a
precision approach runway irrespective of the contrast between the runway
edges and the shoulders or the surrounding terrain.
Location
Recommendation — A runway side stripe marking should consist of two
stripes, one placed along each edge of the runway with the outer edge of
each stripe approximately on the edge of the runway, except that, where the
runway is greater than 60 m in width, the stripes should be located 30 m
from the runway centre line.
4.5.2.2 Taxiway center line marking:

Application:
Taxiway center line marking shall be provided on a paved taxiway, de-

icing/anti-icing facility and apron where the code number is 3 or 4 in such a
way as to provide continuous guidance between the runway center line and
aircraft stands.
98
Location: On a straight section of a taxiway the taxiway center line marking

should be located along the taxiway center line. On a taxiway curve the
marking should continue from the straight portion of the taxiway at a
constant distance from the outside edge of the curve.
Characteristics:
A taxiway center line marking shall be at least 15 cm in width and

continuous in length except where it intersects with a runway holding
position marking or an intermediate holding position marking
99
4.5.2.3 Aircraft stand marking:

Application: Aircraft stand markings should be provided for designated
parking positions on a paved apron and on a de-icing/anti-icing facility.
100
4.5.3 Airport Lighting System:

In night where marking will not be visible to pilots lights will work as navigation
indicator for movement
4.5.3.1 Aeronautical beacons:

Application: Where operationally necessary an aerodrome beacon or an
identification beacon shall be provided at each aerodrome intended
for use at night.
Aerodrome beacon: An aerodrome beacon shall be provided at an aerodrome
intended for use at night if one or more of the following conditions
exist:
a) Aircraft navigate predominantly by visual means;
b) Reduced visibilities are frequent; or
c) It is difficult to locate the aerodrome from the air due to surrounding lights or
terrain.
Location: The aerodrome beacon shall be located on or adjacent to theaerodrome
in an area of low ambient background lighting
Figure ‎4-39: Aerodrome beacon
101
4.5.3.2 Simple approach lighting system:

Location:
A simple approach lighting system shall consist of a row of lights
on the extended center line of the runway extending, whenever
possible, over a distance of not less than 420 m from the threshold
with a row of lights forming a crossbar 18 m or 30 m in length at a
distance of 300 m from the threshold.
The lights forming the center line shall be placed at longitudinal
intervals of 60 m, except that, when it is desired to improve the
guidance, an interval of 30 m may be used. The innermost light shall
be located either 60 m or 30 m from the threshold, depending on
the longitudinal interval selected for the center line lights.
Figure ‎4-40: Simple approach lighting system
102
Figure ‎4-41: Simple approach lighting system & touch downzone lighting
103
4.5.3.3 Touchdown zone lighting:

Application: Touchdown zone lights shall be provided in the touchdown
zone of a precision approach runway.
Location: Touchdown zone lights shall extend from the threshold for a
longitudinal distance of 900 m
Figure ‎4-42: Touchdown zone lights
104
4.5.3.4 Runway edge light:

Application: Runway edge lights shall be provided for runway intended for
use at night or for a precision approach runway intended for use by day or
night.
Location: Runway edge lights shall be placed along the full length of the
runway and shall be in two parallel rows equidistant from the center line.
Color: The runway edge lights should be white light.
Figure ‎4-43: Runway edge lights
105
4.5.3.5 Runway center line light:

Applications: Runway centerline and touchdown zone lighting systems are
designed to facilitate landings, and takeoffs.
Location: The runway centerline lights are located along the runway
centerline at 30 m equally spaced longitudinal intervals.
Runway center line lights shall be located along the center line of the
runway, except that the lights may be uniformly offset to the same side of
the runway center line by not more than 60 cm where it is not practicable to
locate them along the center line. The lights shall be located from the
threshold to the end at longitudinal spacing of approximately 15 m.
color: Runway center line lights shall be fixed lights showing variable white
from the threshold to the point 900 m from the runway end; alternate red and
variable white from 900 m to 300 m from the runway end; and red from 300
m to the runway end, except that for runways less than 1 800 m in length,
the alternate red and variable white lights shall extend from the mid-point of
the runway usable for landing to 300 m from the runway end
Figure ‎4-44: Runway centerline lights
106
4.5.3.6 Threshold light:

Application:
Runway threshold lights shall be provided for a runway equipped
with runway edge lights except on a no instrument or non-precision
approach runway where the threshold is displaced and wing bar
lights are provided.
When a threshold is displaced from the extremity of a runway,

threshold lights shall be placed in a row at right angles to the runway
axis at the displaced threshold.
Location:
When a threshold is at the extremity of a runway, the threshold
lights shall be placed in a row at right angles to the runway axis as
near to the extremity of the runway as possible and, in any case, not
more than 3 m outside.
Characteristics:
at least six lights with 3m interval
Runway thresholds: Threshold lights emit green light outward
from the runway and emit red light toward the runway to mark
the ends of the runway. The green lights indicate the landing
threshold to arriving aircraft and the red lights indicate the end
of the runway for departing aircraft. The red and green lights are
usually combined into one fixture and special lenses or filters
are used to emit the desired light in the appropriate direction.
Displaced runway thresholds: When the runway threshold is
displaced, the lights located in the area before the threshold emit
red light toward the approach. The threshold lights located at the
displaced threshold emit green light outward from the runway
threshold.
107
Figure ‎4-45: Threshold Lights
108
4.5.3.7 Stopway edge lights:

application:
Definition of a stopway: A stopway is an area beyond the takeoff runway,
centered on the extended runway centerline, and designated by the airport
owner for use in decelerating an airplane during a rejected takeoff.
Location:
Stopway lights are placed along its full length in two parallel rows that are
equidistant from the runway centerline and coincident with the rows of
runway edge lights. The spacing between the lights and distance from the
edge is the same as runway edge lights. Lights must also be placed at the end
of the stopway (spaced symmetrically in relation to the extended runway
centerline) and no more than 10 ft. (3 m)
Color:
The stopway edge lights emit unidirectional red light in the takeoff direction
of the runway.
Figure ‎4-46: Stopway edge lights
109
4.5.3.8 Taxiway centerline lights:

Application:
Taxiway centerline lights provide taxi guidance between the
runway and apron areas.
Taxiway center line lights should be provided on an exit taxiway,
taxiway, de-icing/anti-icing facility and apron in all visibility
conditions where specified as components of an advanced surface
movement guidance and control system in such a manner as to
provide continuous guidance between the runway center line and
aircraft stands.
Location: Taxiway center line lights should normally be located on the
taxiway center line marking, except that they may be offset by not
more than 30 cm where it is not practicable to locate them on the
marking.
Characteristics:
- Taxiway center line lights on a straight section of a taxiway
should be spaced at longitudinal intervals of not more than
30m
- intervals less than 30 m should be provided on short straight
sections
Color: Taxiway centerline lights are green.
110
4.5.3.9 Taxiway edge lights:

Application:
Taxiway edge lights shall be provided at the edges of a runway
turn pad, holding bay, de-icing/anti-icing facility, apron, etc.
intended for use at night and on a taxiway not provided with taxiway
center line lights and intended for use at night.
Location:
The lights should be located as near as practicable to the edges of
the taxiway, runway turn pad, holding bay, de-icing/anti-icing
facility, apron or runway, etc. or outside the edges at a distance of
not more than 3 m.
Figure ‎4-47: Taxiway edge lights & center line lights
111
Figure ‎4-48: Taxiway lighting
112
Figure ‎4-49: Rapid exit taxiway indicator lights(RETILS)
113
Figure ‎4-50: Runway lights
114
4.6 Airport Drainage System (Storm Water collection &

disposal):
4.6.1 Introduction:
A well-designed airport drainage system is a prime requisite for operational
safety and efficiency as well as pavement durability. Inadequate drainage
facilities may result in costly damage due to flooding as well as constituting
a source of serious hazards to air traffic. Furthermore, inadequate drainage
systems may cause unsightly erosion of slopes and saturated and weakened
pavement function.
the more important drainage design principles and procedures, described in

the following sections, are as follows:
1. Estimation of runoff
2. Design of a basic system for collection and disposal of runoff
3. Provision for adequate subsurface drainage.
4.6.2 ESTIMATION OF RUNOFF

A number of formulas and analytical procedures have been developed for
the estimation of surface runoff. However, all the available estimation
techniques are fraught with imprecision and require the judicious
employment of engineering judgment. The method most commonly used for
airport drainage design is the rational method. To introduce this technique,
we describe briefly the factors that influence the magnitude of surface
runoff.
4.6.3 Coefficient of Runoff

Only a part of the precipitation that falls on a watershed flows off as free
water. Some of the precipitation evaporates, and some of it may be
intercepted by vegetation. A portion of the precipitation may infiltrate the
ground or fill small depressions or irregularities in the ground surface.
Therefore, the storm runoff, for which airport drainage channels
and structures must be designed, is the precipitation minus the various losses
that occur. These losses are strongly related to the various characteristics of
the watershed, such as the slope, soil condition, vegetation, and land use.
The designer should keep in mind that certain of these factors, especially
vegetation and land use, are likely to change with time. It is especially
115
important to consider possible effects of planned future airport development

on the quantity of runoff from the airport area.
Most analytical procedures for estimating runoff involve the use of a
coefficient of runoff or factor to account for the hydrologic nature of the
drainage area. As used in the rational method, the coefficient of runoff is the
ratio of the quantity of runoff to the total precipitation that falls in the
drainage area.
Table 4-20 gives recommended values of the runoff coefficient C for use in
the rational formula. If the drainage area under consideration consists of
several land use types:
Table ‎4-24: recommended values of the runoff coefficient C
Type of surface Factor C

For all watertight roof surfaces 0.75–0.95
For asphalt runway pavements 0.80–0.95
For concrete runway pavements 0.70–0.90
For gravel or macadam pavements 0.35–0.70
For impervious soils (heavy)a 0.40–0.65
For impervious soils, with turfa 0.30–0.55
For slightly pervious soilsa 0.15–0.40
For slightly pervious soils, with turfa 0.10–0.30
For moderately pervious soilsa 0.05–0.20
For moderately pervious soils, with turfa 0–0.10
a For slopes from 1 to 2%.
4.6.4 Time of Concentration
In the design of airport drainage facilities, a rainfall duration equal to the
time of concentration is chosen. The time of concentration is the maximum
time runoff from any point in a drainage area can take to flow to the outlet. It
consists of two components: the time of surface flow (sometimes referred to
as the ―inlet time‖ or time of overland flow) and the time of flow within the
structural drainage system.
4.6.5 Design of airport drainage system:

1- To work out the overall plan for entire airfield
2- To place the drainage system scheme layout
116
3- To draw the preliminary longitudinal section of proposed ground profile

along the drain route
4- To work out the catchment for various sections of drain route
5-To compute the runoff by rational method formula
Q =0.278 CIA Eq‎…..(4-1)

6- To the choose the appropriate size of drain by manning formula
𝐀
𝐐 𝒏
𝑹𝟐/𝟑 𝑺𝟏/𝟐 Eq‎…..(4-2)
4.6.6 Rational Method
The rational method is recommended for the calculation of runoff from
airport surfaces, The method is expressed by the equation:
Q =0.278 CIA
𝑪𝑰𝑨
𝑸
𝟑𝟔𝟎
Q = runoff m3/s
C = runoff coefficient (typical values are given in Table)
I = intensity of rainfall (mm/hr for estimated time of concentration)
A = drainage area km2 (ha); area may be determined from field surveys,
topographical maps, or aerial photographs
117
Assumptions for design :

Runoff coefficient for paved areas= 0.9
Runoff coefficient for turfed areas= 0.3
Manning coeff =0.015
Velocity of flow in channels= 2 m/s
Depth of flow(Y) = 1 m
Free board (Yn)= 0.15 Y
Surface gradient (Paved area=1.5% , Turfed area =2.5%)
Runway width =75m
Taxiway & Exit Taxiway width = 44m
Longitudinal Gradient =0.075% (3:4000) according to normal slope at
runway location.
Return Period of design storm =50 years
 First we divided the whole airfield area into a small catchment areas and
the storm water will be collected in a four main open drain channels and
then collected & disposed into a wide channel :
118
Figure ‎4-51: Deviding airfield into catchment areas
119
Figure ‎4-52: General airfield drainage system layout
120
121
Main Open Drain 1: this drain collects the water from apron area,
catchment A1 and catchment B1
122
Discharge from Apron area (Dimensions: 600 m * 150 m)

 To find the Discharge at Point B:
Inlet time into the Drain A-B :
Given: Flow distance to the drain =150 m
Runoff Coefficient=0.9 (for Paved area)
Apron Gradient= 0.5%
From surface flow time curve chart the inlet time = 11 min
Time of flow from point A to Point B = length / velocity of flow
= (140+75) /(2*60) =1.79 minute
Time of concentration at Point B = inlet time + flow time
Time of concentration = 1.79+ 11 = 12.79 minute
From rainfall intensity-Duration – Frequency curve
Intensity of rainfall= 240 mm/hr
Drain A-B serves half of the apron area
Apron area = 150*300= 45000m2 = 4.5 ha
𝑪𝑰𝑨
𝑸
𝟑𝟔𝟎
m3/s
123
Discharge contributed by Catchment Area A1:
124
2
Turfed Area = m
(=2.4486 ha)
2
Paved Area=350*22 + 200*22+ 150*22 + 212*22= 20,064 m (=2.0064ha)
Inlet time from catchment A1 to the drain:

Paved Part
Distance =22m
Runoff Coefficient =0.9
Slope =1.5%
From surface flow time curve chart , inlet time = 3 minute
Turfed Part
Distance to the main drain 1 =53 m (the drain is at middle of the
catchment area)
Runoff Coefficient= 0.3
Slope= 2.5%
 Total Inlet Time = 3+14 = 17 minute
Time of flow through the main open drain 1 to point 1

= 350/120 =2.9 min
Time of concentration =Inlet time + Flow time =2.9+17 =19.9 min
From chart Intensity = 210 mm/hr
125
The discharge contributes from Catchment A1 is obtained from

equation:
m3/s
Discharge at point 1 = Q apron + Q Catchment A1 =

3
2.7 + 1.48 = 4.2 m /s
 Discharge at point 2= 2*Q @point1 = 2* 4.2 = 8.4 m3/s (Discharge

from Catchment B1 is equal to A1 )
Main open drain 1, Culvert 1 & Culcvert2 Design:

3
Take 8.4 m /s as a design discharge for culverts 1,2 & main drain 1
through catchment A1 and B1:
Area of drain is obtained by manning’s equation:
𝐀 𝟐/𝟑 𝟏/𝟐
𝐐 𝑹 𝑺
𝒏
Area= Yn * B = 1 x B= B
Wetted Perimeter P = 2 Yn + B = 2+ B
𝐴 𝐵
𝐻𝑦𝑑𝑟𝑎𝑢𝑙𝑖𝑐 𝑅𝑎𝑑𝑖𝑢𝑠 𝑅
𝑃 𝐵
Substitute in Eq (4-2)
𝐁 𝑩 𝟐/𝟑
𝟖𝟒 𝟎 𝟎𝟎𝟎𝟕𝟓𝟏/𝟐
𝟎 𝟎𝟏𝟓 𝟐 𝑩
Solving we get the width B= 5.634 m , Take it 6 meters
For culverts 1 & 2 Use two Box culverts Dimension of one is

( 3m x 1.15m)
126
Figure ‎4-53: Main open Drain 1 Cross-section
Figure ‎4-54: Box culverts1 , 2 cross-section
127
Table ‎4-25: Turfed and Paved parts area
Catchment Turfed Area m2(ha) Paved Area m2(ha)

A1,B1 24,486 (4.486) 20,064 (2.0064)
A2,B2 64,236 (6.4236) 35,200 (3.52)
A3,B3 48,336 (4.8336) 28,600 (2.86)
A4,B4 85,436 (8.5436) 40,128 (4.0128)
A5,B5 95,533 (9.5533) 44,242 (4.4242)
A6,B6 66,400 (6.64) 31,460 (3.146)
A7,B7 83,000 (8.3) 40,480 (4.0480)
A8,B8 73,040 (7.304) 33,220 (3.322)
128
2- Runway & Taxiway Area

 Catchment Area A2
Turfed area = (650- 44)*(150-44) = 64,236 m2 (=6.4236 ha)

Paved area = (22*650*2) + (22*150*2) = 35,200 m2 (3.52 ha)
129
Inlet time from catchment A1 to the drain:

Paved Part
Distance =22m
Runoff Coefficient =0.9
Slope =1.5%
Turfed Part
Distance to the main drain 2 =53 m (the drain is at middle of the
catchment area)
Runoff Coefficient= 0.3
Slope= 2.5%
From surface flow time curve, inlet time = 14 minute
Inlet Time = 3+14 = 17 minute

Time of flow through the main open drain 1 to point 1
= 650/(2* 60) =5.4 min
Time of concentration =Inlet time + Flow time =5.4+17 =22.4 min
From rainfall intensity-Duration – Frequency curve
Intensity of rainfall= 200 mm/hr
130
131
After repeating the same steps to calculate the discharge

contributing by other catchments to the main drains we get:
Catchment Inlet Flow Concentration Intensity Discharge Q

Area time time Time of m3/s
(minute) (minute) (minute) rainfall
Tc=Te + Tf (I) Q=CIA/360
Te Tf
(mm/hr)
A1,B1 17 2.9 19.9 210 1.48
A2,B2 17 5.4 22.4 200 2.83
A3,B3 17 4.2 21.2 200 2.24
A4,B4 17 7.1 24.1 190 3.44
A5,B5 29 5.4 34.4 170 3.23
A6,B6 29 4.2 33.2 165 2.21
A7,B7 29 4.2 33.2 165 2.81
A8,B8 29 2.9 31.9 163 2.34
Table ‎4-26: Catchment areas discharges
132
Main open drain 2 & Culverts (3, 4, 5, 6, 7 & 8) Design:

Take the discharge at point 8 as a Design discharge for main drain 2 &
culverts (3,4,5,6,7,8) through catchments (A2,B2…A4,B4)
Discharge at point 8= QA2 + QA3+QA4+QB2+QB3+QB4
From values in table Discharge Q @point8 =

3
2 x (2.83+ 2.24+3.44)=17.02 m /s
133
Dimensions the drain is obtained by manning’s equation:
𝐀 𝟐/𝟑 𝟏/𝟐
𝐐 𝑹 𝑺
𝒏
𝐴 𝐵
𝑃 𝐵
𝐁 𝑩 𝟐/𝟑
𝟏𝟕 𝟎𝟐 𝟎 𝟎𝟎𝟎𝟕𝟓𝟏/𝟐
𝟎 𝟎𝟏𝟓 𝟐 𝑩
Solving we get the width B= 10.47 m , Take it 10.5 meters
Figure ‎4-55:Main open Drain 2 Cross-section
Figure ‎4-56: Culverts (3, 4, 5 , 6, 7& 8) cross-section
134
Main open drain 3 & Culverts (9,10,11,12,13,14,15,16) Design:

Take the discharge at point 16 as a Design discharge for main drain 3
& culverts (9,10,11,12,13,14,15,16) through catchments areas
(A5,A6,A7…B6,B5)
135
Discharge at point 16= QA5 + QA6+QA7+A8+QB5+QB6+QB7+B8
From values in table Discharge Q @point 16 =

3
2 x (3.23+2.21+2.81+2.34) =21.18 m /s
Dimensions the drain is obtained by manning’s equation:
𝐀 𝟐/𝟑 𝟏/𝟐
𝐐 𝑹 𝑺
𝒏
𝐴 𝐵
𝑃 𝐵
𝐁 𝑩 𝟐/𝟑
𝟐𝟏 𝟏𝟖 𝟎 𝟎𝟎𝟎𝟕𝟓𝟏/𝟐
𝟎 𝟎𝟏𝟓 𝟐 𝑩
Solving we get the width B= 12.78 m , Take it 13 meters
Figure ‎4-57: Main open Drain 3 Cross-section
Figure ‎4-58: Culverts (9, 10, 11 ,12 , 13, 14, 15, & 16) cross-section
136
Figure ‎4-59: 3D airfield cross-section through RW & TW shows the open

channels & culverts
137
4.7 Images:
Figure ‎4-60: Wad Madani new Airport general layout plan
138
Figure ‎4-61: Terminal inside
Figure ‎4-62: Car Parking
139
Chapter 5: Conclusion and Recommendations

5.1 Summary of airport Design:
After collecting all the necessary data about airport location at wad madani
city (Temperature , wind , soil…) and analyse it to design the airport
components (Runway, Taxiway, Apron) Geometrically and Structurally by
using the standard formulas and specifications of airports design ; Below the
results we get:
 Runway geometric design:
Item Characteristic
Length 4000m
Width 60m
shoulders 15m
Transverse slope 1.5%
Strip length 60
Strip width 140
 Runway structure design:
Pavement Thickness
Flexible pavement (manual CBR 1210 mm
method )
Flexible pavement (FAARFIELD 1244 mm(without HMA stabilized
software ) layer) –
( 1080 mm with HMA stabilized
layer)
Rigid pavement (FAARFIELD 717 mm
software )
140
 Runway marking:
Item Characteristic
Threshold Number 16
Length 30m
Width 1.8 m
Spacing 1.8 m
Center Line Strip length 30m
Strip width 0.45m
Spacing 30
Aiming point Distance from 400m
threshold
Length of strip 45-60m
Strip width 6-10m
Inner spacing 18-22.5
Spacing between 1.5m
strips
Touchdown zone Strips number 6 pairs
Strip length 22.5 m
Strip width 1.8n
Spacing 1.5m
Inner spacing 18m
Side strip Number 2
Width 0.9m
 Runway lighting:
Item Characteristic
Center line lights Spacing 30m
Color white
Offset from center line 30 cm
Edge light Spacing 60 m
Color White
Threshold Spacing 3m interval
No 6 lights
141
 Taxiway geometric design:
Item Characteristic
Taxiway width 23m
Taxiway shoulders 10.5m
Clearance distance 4m
Transverse slope 1.5%
Separation distance between 210m
runway center line and taxiway
center line
Min distance between taxiway 150m
center line and other taxiway
center line
 Taxiway marking:
Item Characteristic
Center line Width 15 cm (continuous
line) –Yellow color
Edge line No of strips 2
Strip width 15 cm
Spacing 15 cm
 Taxiway lighting:
Item Characteristic
Center line light Spacing 30 cm
Offset from center line 30 cm
Edge light Spacing 30 m
142
5.2 Recommendations:
• Repair and expansion of the roads that links Al Gazeera state with the
neighboring states , and the internal roads in Al Gazeera state to
ensure the safety and efficiency of transporting passengers and goods
from and into to the airport .
• Repair of railways and construction of a new railway network
• Increasing the productivity of the existing factories in (Al Khartoum -

Jazeera - White Nile - Gedaref and Sennar and establishing new
factories to convert raw materials into value-added products to be
exported.
• Develop Al Gazeera Scheme and creat an integrated plan for how to

exploit the resources of it after the establishment of the airport so as
to achieve self-sufficiency in Sudan’s needs of products and raw
materials, and then the needs of the exporting countries .
• Marketing the importance of the airport to local and foreign

companies, institutions and individuals who can support and have the
ability to finance the establishment of the airport project , because it is
one of the major development projects that achieve great economic
benefits for Sudan.
• Establishing an institute specialized in airport researches in

university of Khartoum , faculty of engineering.
• Include airport engineering as a basic course in the department of

civil engineering courses.
143
Appendix
144
References
-Aerodrome Design Manual Part1: Runway (third Edition 2006)

-Aerodrome Design Manual Part 2: Taxiway and Apron. (4th Edition 2005)
-Aerodrome Design Manual part3: Pavement Design. (2nd Edition 1983)
-Aerodrome Design Manual part4: Visual Aids (4th Edition 2004)
-Annex 14, Aerodrome design and operations, Volume 1, 8th Edition, July
2018.
- Advisory Circular 150/5320-6F (, Airport Pavement Design and
Evaluation. 2016)
- Advisory Circular 150/5320-6G (, Airport Pavement Design and
Evaluation 2021)
-Airport Engineering: Planning, Design, and Development of 21 century
Airports, Fourth Edition by Norman J. Ashford.
-Planning and Design of Airports, Robert Horonjeff ,Francis X. McKelvey
,William J. Sproule ,Seth B. Young , Fifth Edition
- Geometric Design images: caasref.wordpress.com
145

Airport Project

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Airport Project

Uploaded by

Copyright:

Available Formats

UNIVERSITY OF KHARTOUM

Design of New Wad-Madani International Airport

Mohamed Ahmed Mohamed Fadl-Almula

‫بسم هللا الرحمن الرحيم‬

We would like to specially thank our supervisor (Dr.

Chapter 1: Introduction to Air Transportation.................................................. 1

4.5.3 Airport Lighting System: .................................................................. 101

Table ‎4-24: recommended values of the runoff coefficient C.....................116

Figure ‎4-16: Runway strip width ...................................................................63

Figure ‎4-39: Aerodrome beacon ..................................................................101

Chapter 1: Introduction to Air Transportation

Civil aviation is typically considered in three sectors, commercial

 The world of air transport in 2019 according to ICAO data

1.2 Research Problem:

1.3 Research Objective:

1.4 Thesis layout:

Chapter 2: Literature Review

2.2 The International Civil Aviation Organizations:

Figure ‎2-1: ICAO Headquarter

 International Air Transport Association (IATA):

Figure ‎2-2: IATA Headquarter

 Federal Aviation Administration (FAA):

Figure ‎2-3: FAA Headquarter

 In Sudan: Civil Aviation Authority (CAA):

It is working to develop aviation services in Sudan and highlight the role of

Figure ‎2-4: Sudan civil aviation authority headquarter

Figure ‎2-5: Sudan Airport Holding Company (SAHC)

1- Aerodrome Engineering Consultancy Co.Ltd

2- Khartoum Airport Company

 Sudan Airways Company

2.3 Air transportation advantages:

 Useful for Agriculture: Air transport is useful for aerial spray on

2.4 Explanation of Terms

2.4.2 Airports types:

 Runway : A rectangular land area prepared in the airport for flight

2.4.6 Airport site selection factors:

Chapter 3: Wad-Madani new airport components,

Figure ‎3-1: Al-Gezira state Location

Coordinates: 14°30′ N 33°30′ E

3.2 Wad Madani city:

3.3 Wad Madani new Airport location:

Location : Wad-Ulbayied Block No. 362 Registered done by the name of

Owner: Sudan government ,Civil Aviation Authority

 Opening new horizons towards Sudanese exports in the state and

3.5 Wad-Madani new airport main components, facilities and

3.5.2 Land side main components (infrastructure):

 Supply and disposal system

3.5.3 Technical and economic studies for the development of

A - Agricultural Research Authority.

C - The National Institute for the Development of Horticultural Exports,

Figure ‎3-3: Current Sudan airports map

Chapter 4: Design of Airside components (Runway,

Figure ‎4-1: Take-off stages in the opposite direction of wind

4.1.1 Airport configuration:

4.1.2 The Wind Rose

Figure ‎4-2: Wind rose diagram

4.1.3 Analysis of Wind Data at Wad Madani City:

Table ‎4-2 :Wad Madani city monthly mean wind direction:

Directi Wind Speed (KNOTS) AVG Even Even

9 180 S 0 1 2 2 2 3 5.4 10 16.6

10 202.5 SSW 0 0 2 1 2 2 5.6 7 11.6

14 292.5 WNW 0 2 4 0 1 0 4 7 16.6

17 --- Calm 1 0 1 0 0 0 3 2 3.3

LElev + Temp =[2742.52(36.54-12.298)0.01]+2742.52