GEOMETRIC DESIGN

Runway
1. Runway orientation
2. Basic Runway length
3. Runway configuration
4. Runway Geometrics
Taxiway
Exit taxiway

Terminal Design

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 RUNWA
Y
A runway is a rectangular area on the airport surface prepared
for the takeoff and landing of aircraft.
 An airport may have one runway or several runways which
are sited, oriented, and configured in a manner to provide for
the safe and efficient use of the airport under a variety of
conditions.
 Several of the factors which affect the location,
orientation, and number of runways at an airport include
local weather conditions, particularly wind distribution and
visibility, the topography of the airport and surrounding
area, the type and amount of air traffic to be serviced at the
airport, aircraft performance requirements, and aircraft
noise.
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 RUNWAY ORIENTATION
Runway are always oriented in the direction of
prevailing winds.
The reason behind this is to utilize the maximum force
of the wind at the time of take-off and landing of an
aircraft.
Following points need to be considered while orienting the
runways:
Avoiding delay in the landing, taxing and take-off operations.
Providing the shortest taxi distance possible from the terminal
area to the ends of runway.
Making provision for maximum taxiways so that the landing
aircraft can leave the runway as quickly as possible to the
terminal area 3
Providing adequate separation in the air traffic pattern
Data required for runway orientation
Map of area and contours
Wind data
 Wind Direction: Tail Wind, Cross Wind & Head Wind
Fog characteristics
ICAO recommends maximum allowable wind
cross components as
Field Length Maximum CW component
1500 or over 37 km/hr
1200 to 1499 m 24 km/hr
Less than 1200 m 19 km/hr

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Wind Coverage
Wind coverage of airport is the percentage of time in a year
during which the cross wind component remains within the
limit or runway system is not restricted because of excessive
cross wind. ICAO recommends minimum wind coverage of
95%
Calm Period
This is the period for which the wind intensity remains below
6.4 km/hr
Wind Rose Diagram
Type 1: Duration and Direction of wind
Type 2: Duration, Direction and Intensity of wind

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Wind components
Type – 1 Wind Rose
Type
–2
Win
d
Rose
 BASIC RUNWAY LENGTH
The FAA’s procedure for estimating runway length is based
on the following data:
1. Designation of a critical aircraft.
2. The maximum takeoff weight of the critical aircraft at the
airport.
3. The airport elevation.
4. The mean daily maximum temperature for the hottest
month at the airport.
5. The maximum difference in elevation along the runway
centerline.
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 Correction for Elevation
 As the elevation increases, the air density reduces. This in

turn reduces the lift on the wings of the aircraft and the
aircraft requires greater ground speed before it can rise into
the air. To achieve greater speed, longer length of runway is
required.
 ICAO recommends that the basic runway length should be

increased at the rate of 7% per 300m rise in elevation above

MSL.

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 Correction for Temperature

 The rise in airport reference temperature has the same effect

as that of the increase in elevation. Airport reference

temperature is defined as the monthly mean of average daily
temperature (Ta) for the hottest month of the year plus one
third of the difference of this temperature and the monthly
mean of the maximum daily temperature (Tm)

 Airport reference temperature = Ta + [(Tm – Ta)/3]

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 ICAO recommends that the basic runway length after having been
corrected for elevation, should be further increased at the rate of 1%
for every 10 C rise of airport reference temperature above the
standard atmospheric temperature at that elevation.
 The standard atmospheric temperature at the site can be determined
by reducing the standard sea level temperature of 150 C at the rate of
6.50 C per 1000 m rise in elevation.

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 Check for Total Correction for Elevation and Temperature
 ICAO further recommends that, if the total correction for
elevation plus temperature exceeds 35% of the base runway
length, these corrections should then be further checked up by
conducting specific studies at the site by model tests.
 Correction for Gradient
 Steeper gradient results in greater consumption of energy and as
such longer length of runway is required to attain the desired
ground speed. FAA recommends that the runway length after
having being corrected for elevation and temperature should be
further increased at the rate of 20% for every 1% of effective
gradient.
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RUNWAY LENGTH CURVE

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 Basic Runway Length
Normal Landing
The aircraft should come to a stop within 60% of landing
distance assuming that the pilot makes an approach at the
proper speed and crosses the threshold of the runway at a
height of 15m.
The runway of full strength is to be provided for the entire
landing distance

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Normal Take-off
The take-off distance must be 115% of the actual distance
the aircraft uses to reach a height of 10.5 m.
It requires a clearway at the end of the runway in the
direction of take-off. This should not be less than 15m
wide. The upward slope of clearway from the end of the
runway shall not exceed 1.25%

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Stopping in Emergency
Require either clearway or a stopway, or both.
(Stopway: Used for decelerating the aircraft and bringing it
to a stop during an aborted take-off.)

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RUNWAY CONFIGURATION

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 RUNWAY GEOMETRICS
Length of runway
Width of runway
Sight distance
Longitudinal and effective gradient
Rate of Change of longitudinal
gradient
Transverse gradient
Safety area

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 Length and Width of Runway
Classifications of airports as per
ICAO
Basic Runway Length (m) Width of Maximum
Runway Longitudinal
Airport Type
Pavement Gradient
Maximum Minimum (m) (%)

A Over 2100 2100 45 1.5

B 2099 1500 45 1.5
C 1499 900 30 1.5
D 899 750 22.5 2.0
E 749 600 18 2.0 19
 Sight Distance
No sight distance restrictions, as the longitudinal gradients
for the runway are less.
Adherence to runway longitudinal gradient
standards provides adequate line of sight.

Airport Category Y (m) X

Half runway
ICAO code letter A 1.5
length
Half runway
ICAO code letter B 2.1
length
ICAO code letter C,D Half runway
3.0
and E length
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 Longitudinal Gradient
The longitudinal gradient increases in required
runway length.
It also affects the aircraft performance.

These should be as flat as possible to avoid

excessive engine thrust

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 Change of Longitudinal Gradient
The abrupt grade change may cause premature lift-off of

aircraft during take off.

The change in gradient should be smooth through
the provision of vertical curves.
No vertical curve is required if the grade change is
less than 0.4 %.

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 Transverse Gradient
Provided for quick disposal of surface water.

Ponding of water is hazardous for aircraft operation.

Minimum recommended transverse slope is 1%.

For rigid pavement it may be kept as low as 0.5.

Slope up to 2% are permitted for runways that serve smaller

classes of aircraft. For other runways maximum transverse slope
is 1.5%.
For shoulders slope of 3-5% is recommended.

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Typical lay-out of airport
 TAXIWAY
Taxiway are defined as paths on the airfield surface for the

taxing of aircraft and are intended to provide linkage

between one part of the airfield.
Aircraft movement on taxiways are essentially ground

movements and are relatively slow.

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Types of taxiway
Apron taxiway: Located on the periphery of an
apron to provide uninterrupted taxing of aircraft
across the apron.
Dual parallel taxiway: Two parallel taxiways on
which aircraft can taxi in opposite directions.
Terminal taxiway: It is a portion of an apron
intended to provide access to only aircraft stands or
gate positions.

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 Taxiway Geometrics
Length

 As short as possible
 It will increase as number of taxiways have to be provided along the
runway.
Longitudinal Gradient

 Level taxiways are operationally more desirable

 If gradient is steep it affects fuel consumption
 As per ICAO gradient of 3% for A and B types of airport and 1.5%
for C, D and E types of airport. 27
Width of taxiway

Width of taxiway is lesser than runway, as aircraft

is not airborne and speeds are small.
There is not much variability in the
maneuverability of aircraft and nose of aircraft follows
the taxiway centerline.
Width varies between 22.5 and 7.5

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Sight distance
As speed of aircraft on taxiway is lower than the speed on

runway, the smaller value of sight distance will be sufficient

on the taxiway.

Airport Type Y (m) X (m)

A 1.5 150

B 2.0 200

C, D and E 3.0 300

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Turning Radius

Change in aircraft path is done by providing a

horizontal
curve.
The design should be such that the aircraft can negotiate the

curve without significantly reducing the speed.

Relationship between exit speed and radius of curve

Radius = V2/125f;

V is in Kmph and f is coefficient of friction =0.13

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• ICAO has indicated the relationship between aircraft speed and the radius
of curvature of taxiway curves as illustrated in Table.

TAXIING SPEED(kmph) RADIUS OF EXIT CURVE

(m)
16 15
32 60
48 135
64 240
80 375
96 540

Source: International Civil Aviation Organization

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Radii of curvature and entrance curves for
Taxiways

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HIGH SPEED EXIT TAXIWAY

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FAA Taxiway Curvature Dimensional
Standards (ft)

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 TERMINAL
AREA
It is portion of an airport other than landing area.

It serves as a focal point for the activities on the airport.

Terminal area includes

Terminal and operational buildings

Vehicle parking area

Aircraft service hangars

Facilities for cargo handling and storage

Facilities for passengers

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Terminal building usually refers to a building mainly, used for

passengers, airline and administration facilities.

Its layout is such as to offer the enplaning passengers, the

convenient and direct access from the vehicle platform or street

side of the building, through booking and waiting rooms, to the
aircraft loading positions on the apron.
Deplaning passengers are also provided with a direct route from

the aircraft to the baggage claim counter and then to the vehicle
platform.

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 The operational category includes control tower, weather bureau and other

government services related to the aviation. In many cases terminal building

fulfils the function of the operational building as well
 The various facilities provided in the airport buildings are as follows:

• Booking counter • Weather bureau

• Baggage claim section • Post office and banking
• Enquiry counter facilities
• Space for cargo processing • Custom control
• Public telephone booth • Passport and health
• Waiting hall control
• Sanitation facilities • Control tower
• Restaurants/Hotels FAA suggests that the
• First aid room building area should be based on the
terminal
• General store and gift shops
• Space for magazines, news present and future peak-hour
papers etc passenger activities projected over a
• Office space for airport period of 10 years.
staff 49