CET438 Airport Seaport and harbour Engineering Module 1

MODULE 1
Introduction to Airport Engineering, Components of airport, selection of site for airport.
Requirements of an ideal airport layout. Aircrafts and its characteristics, airport classifications as
per ICAO. Location and planning of airport as per ICAO and F.A.A. recommendations, airport
Elements -airfield, terminal area
……………………………………………………………………………………………………….

Classification of Airport as per ICAO

The airports are classified by various agencies, the most popular one being by ICAO (International
Civil Aviation Organization). The airport classification aims at achieving the uniformity in the
design standards. The classification by ICAO is based in the following two ways:
i) Based on the runway length – the code letters A to E are used, indicate basic runway
length, width of runway pavement and maximum longitudinal grade.

Basic runway length (m) Width of Maximum

Airport
Maximum Minimum runway longitudinal
type
pavement (m) grade%
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

ii) BasedonESWL–thenumbers 1to7arementioned, as shown in tabl e

toindicatesingleisolatedwheelloadandtyre pressure.

Code No. Single isolated wheel load (kg) Tyre pressure (kg/cm2)

1 45000 8.5
2 34000 7.0
3 27000 7.0
4 20000 7.0
5 13000 6.0
6 7000 5.0
7 2000 2.5
Thus, an airport classified as B-2 would have basic runway length between 1500m to
2099 m and would be capable of handling single isolated wheel load of 34000 kg with a tyre
pressure of 7 kg/cm2.

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Component parts of Aeroplane

Following are the seven essential parts of an Aeroplane:
1. Engine
2. Flaps
3. Fuselage
4. Propeller
5. Three controls
6. Tricycle undercarriage
7. Wings

1. Engine
• The main purpose of providing an engine to the aircraft is to make available
the force for propelling the aircraft through the air.
• According to the method of propulsion, the aircrafts can be classified in to the
following three categories
• Piston engine – These are the conventional type of aircraft engines
which are suitable to operate at low altitudes with moderate speed.
• Jet Engine – The main advantage of jet engine is that it eliminates
propellers and thus, the aircraft can move at high altitudes at high
forward speeds.
• Rocket Engine – It does not depend on the oxygen in the atmosphere
for the combustion. It carries its own supply of oxygen and hence, it
can operate at high altitude or outside oxygen bearing atmosphere at
extremely high speed of about 4600 kmph.
• An aeroplane may have 1,2,3 or 4 engines. The engine is placed in the nose of
the aircraft for a single engined aircraft. If engines are 2 or 4 in numbers they

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are placed symmetrically about the nose of the aircraft. In case of aircraft with
three engines, one is placed in the nose and one on each side of the wings.
2. Flaps
• A flap is a hinged section of an airplane wing, used in landing or take off.Flaps
when projected into air, produce an immediate reduction in speed of the
aircraft and thus they are intended to serve as air brakes
• They are fitted only to the inner portion of the wing and it is so arranged that
flaps on either side are pulled down together
• They are somewhat similar to ailerons and it is so arranged that they can be
operated by the pilot from his cabin
• Flaps provide necessary lift at low speed and hence helpful for landing the
aircraft satisfactorily.
3. Fuselage
 It provides space for the accommodation of the cockpit, passengers, cargo,
service tables, bathroom , fuel etc.
It must following characteristics
• Shaped to a fine point at rear end, not to be too fine so as to make it unable to
resist twisting stresses due to wind
• Large enough to give sufficient tankage space , but same time small as
possible to reduce the wind resistance
• Enough depth for strength. Should not be very deep, because side may become
very large which is undesirable for safety and efficiency.
4. Propeller
• Propeller is provided in the conventional piston engine as well as in the turbo
propulsion engine.
• It has usually two or more blades which are driven round in circular path.
• The blades deflect air in backwards with an acceleration and thus forward
thrust is imparted to the aeroplane.
• When the engine and propeller are in front, the machine is described as
Tractor type
• When the engine and airscrew are behind the wing it is known as Pusher
installation. Generally, not preferred
5. Three controls
An aircraft in space can move in three principal axes, namely X axis, Y axis
and Z axis.

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• The movement of aircraft about X axis is called Lateral or rolling movement . This
axes passes through the centre line of nose and tail of the aircraft. A hinged flap
known as aileron fixed in the trailing edge of wing near the wing tip to serve as to
control of the aircraft along X axis or longitudinal axis. The function of aileron is to
enable the pilot to balance the aeroplane when it is tilted by the gust of wind.
• The movement of aircraft about Y axis is called the pitching. This axis passes through
the centreline of the wings and it as perpendicular to the x axis. The Elevatorin the
foem of two flaps provided at the extreme rear end of fuselage to control pitching or
up and down of the aircraft.
• The movement of aircraft about z axis is called the Yawning. This axes passes at right
angles through the meeting point of X axis and y axis. The turning or yawning
movement of the aircraft to the right or left of the vertical axis through an angle of 30
degree is achieved by the Rudder which consists of a stream lined flap hinged to a
vertical axis at the tail end of the fuselage
• Thus there are Three devices in an aircraft to control the movements in three
directions namely aileron, elevator, rudder
• Combined assemble of elevator and rudder provided at the tail end of the fuselage is
known as the empennage.
6 Tricycle undercarriage
Landing gear system which is provided to support aircraft while it is contact with
ground is known as tricycle undercarriage and it serves the following two main
purposes:
- To enable easy maneuvering, to perming smooth landing
There are generally two main gears which are provided in the fuselage or in the wings
near junction of fuselage and wings. The major portion of the load to the extent of
90% is carried by these two gears. Third wheel provided either at the tail or nose and

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it carries very small portion of about 10% of the total load. The provision of third
wheel at tail is not preferred.

7. Wings
An aircraft is provided with wings to support the machine in the air. The term aerofoil
is used to mean a winglike structure which may be flat or curved and is designed to
obtain reactions upon its surface from the air through which it moves.
The wing structure consists of the following:
Spars – two principal longitudinal members
Ribs – numerous cross members to maintain the curvature of upper and
lower covering area of the wing
Stringers – light spanwise members provided between the ribs to
provide attachment for the skin plating
Covering – light metal alloy like duralumin
• The wing structure is sufficiently strong enough to resist bending forces and it
must possess tortional stiffness.

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Aircraft characteristics
Following are the characteristics of a conventional type aircraft:
1) Aircraft capacity 7) Minimum turning radius
2) Aircraft speed 8) Noise
3) Aircraft weight and wheel arrangement 9) Range
4) Fuel spilling 10)Size of aircraft
5) Jet blast 11)Take off and landing distances
6) Minimum circling radius 12)Type of propulsion
13)Tyre pressure and contact area
1) Aircraft capacity: The capacity of aircraft willdetermine the number of passengers,
baggage, cargo and fuel that can be accommodated in the aircraft. The terminal facilities are
planned to receive the aircraft of the highest capacity likely to land.
2) Aircraft speed: The term air speed is used to mean the speed of the aircraft relativeto the
medium in which it is travelling. The ground speed which is referred to as the cruising speed
of the aircraft relative to the ground. The air speed indicates the speed that the aircraft wing
or airfoil encounters.
3) Aircraft weight and wheel arrangement: It is necessary to understand the components of
aircraft which make up its weight during take offs and landings because weight is one of the
major factors which will govern the length and thickness of a runway.
Following terms are used for different weight in the airline operations:
i) Maximum gross take off weight: it is the maximum load which the aircraft is
certified to carry during takeoff and the airport pavements are designed for this
load.
ii) Maximum structural landing weight: it is the difference between the gross
takeoff weight and the weight of fuel consumed during the trip.
iii) Operating empty weight: the weight of an aircraft including crew and all the
necessary gear required for flight is known as the operating empty weight and it
does not include pay load and fuel.
iv) Pay load: the term pay load is used to mean the total revenue producing load and
it includes the weight of passenger and their baggage, mail and cargo.
v) Zero fuel weight: it is the weight above which all additional weight must be fuel
so that when the aircraft is in flight, the bending moment at the junction of the
wing and fuselage do not become excessive.
The aircraft weight is thus composed of the operating empty weight and three variables of
pay load, trip fuel and fuel reserve.

4) Fuel spilling: the spilling of fuel and lubricants is usually found in the loading aprons
and hangers. The pavement of the bituminous pavement below the fuel inlets, the engines
and the main landing gears are kept under constant watch by airport authorities.
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5) Jet blast: the turbo jet and turbo prop aircrafts eject hot exhaust gases at relatively high
velocities. Several blast fences are available to serve as an effective measure for diverting
the smoke ejected by the engine. It is desirable to provide cement concrete pavement to
resist of jet blast in preference to the bituminous pavement. the bituminous pavement below
the fuel inlets, the engines and the main landing gears are kept under constant watch by
airport authorities.

6) Minimum circling radius: a certain minimum radius in space is required for the aircraft
to take smooth turn. It is known as the minimum circling radius and it depends upon the
type of aircraft, air traffic volume and weather conditions. The knowledge of minimum
circling radius helps in separating two nearby airports by an adequate distance so that the
aircrafts landing simultaneously on them do not interfere with each other.

7) Minimum turning radius: it is necessary to know the minimum turning radius of an

aircraft to decide the radius of taxiways and to ascertain its position in the landing aprons
and hangers. The line joining the centre of rotation with the tip of the fartherwing of the
aircraft is known as the minimum turning radius.

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8) Noise: the most serious problem facing aviation is the noise and effort are made to bring
it to the minimum possible level. The major sources of noise in a engine are the machinery
noise and the primary jet. The disturbance caused during takeoff is more severe than that
during landing.
9) Range: the distance that an air craft can fly without refueling is known as the range.
There are a number of factors which influence the range of an aircraft, the most important
one being the pay load. Usually, as the pay load increases the range decreases. The
relationship between pay load and range is also affected by factors such as metrological
conditions during flight, speed, fuel, wind, flight altitude and amount of reserve fuel.
10) Size of aircraft: some of the principal dimensions of an aircraft are:
a. Fuselage length: the length of aircraft decides the widening of taxiway on curves, size of
aprons and hangars.
b. Gear tread/wheel tread: it is the distance between the main gears and it governs the
minimum turning radius of the aircraft.
c. Height: it decides the height of the hangar gate and other miscellaneous installations
inside the hanger.
d. Tail width: it helps in deciding the size of the parking and apron.
e. Wheel base: it decides the minimum radius of the taxiway.
f. Wing span: it governs the width of taxiway, clearance distance between two parallel
traffic ways, size of apron and hangars, width of hangar gate, etc.

11) Take off and landing distance: the takeoff and landing distances for an aircraft will help
in determining the minimum runway length required for a particular type of aircraft.
These distances depends on the following factors: a. Altitude of the airport, b. Gradient of the
runway c. Intensity and direction of the wind d. Manner of landing and takeoff e.
Temperature f. Weight of the aircraft at the time landing and takeoff.
12) Type of propulsion: the types of engines used in aan aircraft are; a. Piston engine-to
operates at low altitude with moderate speeds.

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b. Jet engine – can move at high altitudes at high forward speeds

c. Rocket engine – it can operate at high altitude or outside oxygen bearing atmosphere at
extremely high speed. The method of propulsion adopted for a particular aircraft will decide
the size, speed, weight carrying capacity, noise nuisance, circling radius, etc.
13) Tyre pressure and contact area: the tyre pressure and the wheel load will give an
indication of the width, type and strength of pavement required for the different types of
aircraft.
Airport Planning
Airport planning mainly concerned with the following three aspects
1. Adequate access to metropolitan area
2. Securing sufficient airspace to access to the air
3. Sufficient land for carrying out ground operations
The International Civil Aviation Organization (ICAO) and the Federal Aviation
Administration (FAA) provide guidelines for the planning of airports. Here are the basic
principles of airport planning according to these organizations:

1. Site Selection: The selection of a suitable site for an airport is the first step in the
planning process. The site should be large enough to accommodate the airport and its
facilities, have good accessibility, be located away from populated areas, and be free
from any natural or man-made obstructions.

2. Airport Layout: The airport layout must be designed to ensure safety, efficiency, and
ease of operation. The layout should take into account the needs of all airport users,
including passengers, cargo handlers, aircraft operators, and emergency services.

3. Runway Design: The design of the runway should be in accordance with ICAO and
FAA standards to ensure the safe landing and takeoff of aircraft. The runway should
be long enough to accommodate the largest aircraft that will use the airport and
should be oriented to take into account prevailing wind patterns.

4. Terminal Design: The terminal design should take into account the expected volume
of passengers and their needs, including check-in, security, and baggage handling. The
design should also be accessible to all passengers, including those with disabilities.

5. Aircraft Parking and Maintenance Facilities: The airport should provide sufficient
parking space for aircraft, including space for maintenance and repair facilities. These
facilities should be located away from passenger areas to ensure safety.

6. Air Traffic Control: The airport must have a control tower to manage the flow of
aircraft in and out of the airport. The tower must be equipped with the latest
technology to ensure safety and efficiency.

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7. Environmental Impact: The airport must be designed and operated in a way that
minimizes its impact on the environment. This includes minimizing noise pollution,
reducing emissions, and managing waste.

The planning of an airport should take into account safety, efficiency, environmental impact,
and the needs of all airport users. These principles are essential to ensure that airports operate
smoothly and safely.
Improvement of existing airport
The possibility of improving the existing airport should be studied before the recommendation
of a new airport. Following factors should be considered
1. Capacity of airport – It is to be ascertained whether the existing airport can handle the
anticipated air traffic with respect to the following items:
i) Adequacy of aprons and servicing facilities
ii) Adequacy of terminal building for handling passengers and cargo
iii) Capacity of runways and taxiways to handle the peak hour traffic
iv) Suitable approaches etc.
2. Improving the existing capacity – The possible methods and measures to improve the
present capacity of the airport should be investigated and it may include various
criteria such as: construction of new runways, high speed exit taxiways, improving
traffic control devices, rearranging or revising the plan of terminal building and
loading apron.
3. Traffic forecast – the future volume of traffic including the new types of aircrafts
likely to visit the airport should be studies and it should be calculated whether such
traffic can be accommodated by reasonable improvements in the existing airport. The
period of traffic forecast may be from 15 to 20 years and it must be worked out as
much accuracy as possible.
4. Planning a new airport – If above three considerations are not favourable for the
improvements of an existing airport , the proposals for a new airport should be made.
Airport site selection
Following are the factors which influence the location or site selection of an airport:
1) Atmospheric and meteorological conditions
2) Availability of land for expansion
3) Availability of utilities 8) Regional plan
4) Development of the surroundings 9) Soil characteristics
5) Economy of construction 10) Surrounding obstructions
6) Ground accessibility 11)Topography
7) Presence of other airports 12)Use of airport

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1. Atmospheric and meteorological conditions

The presents of fog, haze and smoke reduces the visibility and poor visibility lowers the
traffic capacity of an aircraft. The smoke and haze are present at site very near to the large
industrial areas. The detailed analysis of available weather records of all the potential sites
will be helpful in recommending that site which has the characteristics with the aviation
needs. The wind data should also be studied and to have minimum blowing of smoke from
the city, the site should be located on the windward direction.
2. Availability of land for expansion
The field of aviation is expanding day by day. Therefore it is necessary to acquire land in
advance or to be able to acquire sufficient real estate in the future for expanding the airport.
As the volume of traffic increases, it will be necessary to lengthen the runways, to provide
additional support facilities and to expand the terminal facilities. For accommodating all
these new facilities, the provision of sufficient real estate must be made.
3. Availability of utilities
An airport, especially a large one, has to be provided with the utilities like water, electric
power, telephone, sewer, etc. for electric power, most of the major airports provide their own
generating plants to be used in emergencies in the event when a commercial source fails. For
a new site located far away from available sewers, the sewage disposal plant may have to be
constructed.
4. Development of the surroundings
The study of the type of development of the surrounding area is very important because the
airport activities, particularly from the stand point of noise, are often quite objectionable to
the neighbours of the airport. The proximity of airport site to the residential areas, schools
and hospitals should be avoided whenever possible. Suitable zoning regulations should be
imposed to control the use of land adjacent to the airport so that conflicts in future are
avoided.
5. Economy of construction
If alternative sites are available and equally well-suited, the site which is more economical to
construct should be given preference. The sites having waterlogged areas or reclaimed lands
are very costly to develop than those of natural ground. The uneven terrain requires much
more grading than flat or even terrain. The availability of local construction materials may
also have a significant impact on the cost of the project.
6. Ground accessibility
The location of airport should be such that it results in the shortest ground access time. The
location of airport at a considerable distance from the centre of the population may cause
great inconvenience to the users. All modes of transport should be considered for an easy
ground access to the airport. The access to airport is required not only by air passengers, but
also by other users of the airport such as employees, visitors, spectators, etc.

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7. Presence of other airports

The airports should be located at a sufficient distance apart. This is necessary to prevent the
aircrafts which are manoeuvring for a landing at one airport from interfering with the
movements of the aircrafts at other airports. The minimum distance between the adjacent
airports will depend upon the volume and type of air traffic, operating facilities, etc. if this
precaution is not taken, there will be severe air traffic congestion due to limited air space and
it will result in the reduction of airport capacity.
8. Regional plan
The airport site should be selected in such a way that it fits appropriately in the regional plan.
Such an airport will form an integral part of the national airport network.
9. Soil characteristics
The airport site with the favorable soil characteristics is desired because it reduces the cost of
grading and drainage to a considerable extent. The area should as far as possible be self
drained. The soil containing a reasonable amount of pervious material like gravel or sand
with a suitable natural binder is desirable for the air port site. The most undesirable type of
soil is the one having the property of becoming plastic when wet.
10. Surrounding obstructions
The airport site should be clear of the obstructions likely to interfere with the landing and
taking off operations of the aircrafts. If they are existing, it should be possible to clear t hem
easily. For any future erection of the obstructions, the steps should be taken to implement
height restrictions in the surrounding area of the airport. The zoning for height restrictions
should be initiated as soon as the site has been finally selected.
11. Topography
The topographical features like ground contours, trees, streams, etc., should be studied while
selecting the site for an airport. A raised ground like a hill top is usually considered to be an
ideal site for an airport because of the following facts: i) It grants better visibility due to less
fog. ii) It permits easy natural drainage. iii) The approach and turning zones are less
obstructed. iv) There is natural drainage.
12. Use of airport
The airport site is decided also by the use of airport i.e., civil or military. In case of
emergency like war, the civilian airports are taken over by the military. It is therefore
necessary to see that the airport site grants natural protection from possible air attacks during
war.
Airport Size
Following four factors affect the necessary size of an airport:
1. Elevation of airport site – The elevation of airport above mean sea level exerts a
significant influence on the runway requirements of the aircraft. The performance of
any airplane varies at different altitudes due to the variation in the temperature and

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density of air. The higher the site, the smaller will be the density of air and
consequently, the greater runway length will be required.
2. Meteorological conditions – The important meteorological conditions which
influence the size of an airport are wind and temperature. The direction of wind and
velocity decide the number of runways and their configuration and arrangement. The
temperature influences the runway length. The increase in temperature results in the
decrease of air density and hence, on a hot day an aircraft will require a considerable
larger run before taking off.
3. Performance characteristics of aircrafts– The knowledge of the performance
characteristics of the aircrafts likely to use the airport is most essential in determining
the runway lengths.
4. Volume of traffic – The volume and character of air traffic at the airport will have
influence on the numbers of runways required, the arrangement of taxiways and the
size of the ramp area.
Airport Obstructions
The airport obstructions which are to be considered for the safe air navigation are broadly
divided in the following two categories:
1. Imaginary surfaces
2. Objects with actual heights
1. Imaginary surfaces - Imaginary Surfaces are the established surfaces in relation to the
airport and to each runway above which no obstruction should project. Following are
the five types of imaginary surfaces:
1. Approach surface
2. Conical Surface
3. Horizontal Surface
4. Take off climb surface
5. Transitional surface
i) Approach surface: The approach surface is trapezoidal in shape. It is longitudinally
centered on the extended centre-line of the runway. It has upgrade from its beginning near
that extremity of the runway which is on the landing side. Its side diverges as they extend
away from the extremity of the runway. It is applied to each end of a runway.
ii) Conical surface: The conical surface extends upwards and outwards from the outer
circular edge of the horizontal surface to a point which is at some height above the horizontal
surface. The conical surface is circular in shape with its side slope in the upgrade direction.
Thus the radius of the conical surface at its top is more than its radius at its bottom. The
conical surface seems to be resting on the horizontal surface below.

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iii) Horizontal surface: The horizontal surface extends from the upper edge of the
transitional surface to the inner or lower circular edge of the conical surface. The outer edge
of the inner horizontal surface (IHS) is the same as the inner or lower edge of the conical
surface. The shape of the IHS need not be circular.
The outer horizontal surface (OHS) is circular in plan with its height 150m above the ARP
(airport reference point). It is not to be established for the aerodromes having runway of
length less than 900m. For runways of length between 900m to 1500m , the OHS extends to
9900m from the ARP elevation. For airports having runway length exceeding 1500m, the
OHS extends to 15000m from the ARP elevation. The structures protruding above the OHS
are not permitted.

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iv) Take off climb surface: This type of surface is trapezoidal in shape. It has upgrade from
its beginning near that extremity of runway which is on the take off side. Its sides diverge as
they extend away from the extremity of runway.
v) Transitional surface: the transitional surface is trapezoidal in shape. It has side or
inclination. It extends along the landing strip and upon part of the approach surface. It slopes
upwards and outwards to the HIS.
2. Objects with actual heights - Any objects which exceeds certain limit above the ground is
considered as an obstruction to the air navigation.
Approach Zone - The Approach Zone is all that land which lies directly under an imaginary
approach surface longitudinally centered on the extended center line at each end of a runway
• Any object within 4.5 km distance from the runway end is considered as an
obstruction , if its height is more the 30m above ground or above the level of
approach end of runway whichever is higher.
• Any object which is located beyond a distance of 4.5km from the runway end
is considered as an obstruction , if its height above 30m increases by more
than 7.5m for each additional 1.5km distance from the runway end or it
exceeds 75m within 15km distance from the runway end
• Any objects which projects above the minimum approach flight altitude or
whose height exceeds 150m above the ground is also to be considered as an
obstruction

• Clear Zone – clear zone is used to indicate the innermost portion of the approach
zone and it is provided at the end of runways. It should be preferable a level area and
except for fences, ditches and other minor obstructions, all major obstruction should
be removed from the clear zone. Length of clear zone is determine by the distance
required to reach a height of 30m for the appropriate approach surface.

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Turning Zone – The turning zone is the area of airport other than approach area and it is
intended for turning operations of the aircraft in case of emergencies like failure of engine or
trouble at the start of the takeoff.
• Any object located within a distance of 4.5km from the ARP is considered as an
obstruction, if its height exceeds 51m above the ground or the established airport
elevation whichever is more.
• Any object located beyond a distance of 4.5km from the ARP is considered as an
obstruction, if its height exceeds 51m plus 30m for each additional 1.5km distance
from the ARP or it exceeds 150m within a distance of 15km from the ARP.

ZONING LAWS
The forming of suitable zoning laws is an essential part of an airport master plan and they are
to be implemented as soon as the final selection of the airport site is made.
The airports are involved in the following two types of zoning: i) Height zoning ii) Land-use
zoning
1. Height zoning: the height or hazard zoning is mainly aimed to protect the approaches to
the airport from the obstructions. It regulates the height of the structures on the land
surrounding the airport. The standards of height are formed by keeping in mind the size
of the airport and the type of aircrafts using it.

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2. Land-use zoning: the land-use zoning governs the type of development. The uses can be
classified as either closely or remotely related to the aviation. The closely related users
include terminal building, parking, aprons, runways, taxiways and maintenance facilities.
The non-aviation uses relate to the commercial, industrial and recreational activates. It is
ensured by this zoning that such uses do not interfere with the aircraft operations. The
smoke obstructs visibility and hence, the industries giving out smoke and dust are not
allowed.
Factors with respect to zoning laws:
a) Legal Interests : Zonings laws should not interfere with legal rights of land owners
adjacent to airport site. Zoning laws protects the interests of both airport authority and land
owners.
b) Nature of ordinance: Zoning laws should be framed to promote welfare of public , their
comfort, morals, safety & health.
c) Zoning map: It is necessary to prepare zoning map showing property lines, land use
pattern, permissible height of structures etc. It helps the airport management in making
decisions concerning the land use requests.
Components of Airport

1. Runway
2. Taxiway
3. Apron
4. Terminal building

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5. Control tower
6. Hanger
7. Parking

1. Runway is a paved land strip on which landing and takeoff operations of aircrafts takes
place. It is in levelled position without any obstructions on it. Special markings are made on
the runway to differ it from the normal roadways. The direction of runway should be in the
direction of wind. Runway can be laid using bitumen or concrete. Bitumen is economic but
concrete runways have long span and requires less maintenance cost. The length of runway
is decided from different considerations like elevation of land, temperature, take off height,
gradients etc.
2. Taxiway is path which connects each end of the runway with terminal area, apron, hanger
etc. These are laid with asphalt or concrete like runways. In modern airports, taxiways are
laid at an angle of 30 degree to the runway so that aircrafts can use it to change from one
runway to other easily.
3. Apron is a place which is used as parking place for aircrafts. It is also used for loading and
unloading of aircrafts. Apron is generally paved and is located in front of terminal building or
adjacent to hangers. The size of area to be allotted for apron and design of apron is generally
governed by the number of aircrafts expected in the airport. The aircraft characteristics also
considered while design. Proper drainage facilities should be provided with suitable slope of
pavement. Sufficient clearances must be provided for aircrafts to bypass each other.
4. Terminal building is a place where airport administration facilities takes place. In this
building, pre-journey and post journey checking’s of passengers takes place. Lounges, cafes
etc. are provided for the passengers. Passengers can directly enter the plane from terminal
buildings through sky bridge, walkways etc. Similarly, the passengers from plane also
directly enter into the terminal building.
5. Control tower is a place where aircrafts under a particular zone is controlled whether they
are in land or in air. The observation is done by the controller through radars and information
is carried through radio. The controller from the control tower observes all the aircrafts with
in that zone and informs pilots about their airport traffic, landing routes, visibility, wind
speeds, runway details, etc. based on which the pilot decides and attempts safe landing. So,
control tower is like nerve system of an airport.
6. Hanger is a place where repairing and servicing of aircrafts is done. Taxiway connects the
hanger with runway so, when a repair needed for an aircraft it can be moved to hanger easily.
It is constructed in the form of large shed using steel trusses and frames. Large area should be
provided for Hanger for comfortable movement of aircrafts.
7. Parking is a place provided for parking the vehicles of airport staff or passengers which is
outside the terminal building or sometimes under the ground of terminal building.
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Questions
1. Give the classification of airports as per I.C.A.O
2. With a sketch, Describe aero plane components parts draw sketch
3. Requirements of an ideal airport layout

ICET 18
CET438 Airport Seaport and harbour Engineering Module 1

4. Explain the principles of planning of airport as per ICAO and F.A.A recommendations
5. Enlist and explain the components of an airport
6. Explain the various factors to be considered for selection of site for airport
7. List the different characteristics of aircrafts. How do they influence the planning of
airports?
8. Explain following aircraft characteristics and their influence in planning and design of
an airport: (i) Type and size of aircraft (ii) Weight and wheel configuration (iii) Speed
of aircraft (iv) Minimum turning radius

ICET 19