1. AIRPORT PLANNING

2. General Complex process Guidelines are available
Fits to development of entire region

3. Main Aspects Adequate access Sufficient airspace to access air
Sufficient land
Sufficient fund (developing nation)

5. Improvement of exiting airport
Sequential steps for recommending new airport:
Capacity of existing airport
Improving the existing capacity
Traffic forecast
Planning a new airport

6. Step 1 Capacity of Existing Airport
Adequacy of aprons/servicing facilities
Adequacy of terminal building
Capacity of runway/ taxiway during peak hour

10. Step 2 Improving Existing Capacity
Construction of new runway/ high speed exit taxiway
Improving traffic control devices
Revising plan of terminal building

13. Step 3 Traffic Forecast Future volume of traffic (15-20 years)
New type of aircraft/ technology
If it is satisfying – no new airport

14. Step 4 Planning a new airport
If above three conditions are not satisfied/go for new airport

15. Site Selection

16. 1-Atmospheric and Meteorological conditions
Fog in Delhi Airport

17. 1-Atmospheric and Meteorological conditions
Haze in Bangkok Airport
Haze means fine suspended particles/dust

18. 1-Atmospheric and Meteorological conditions
Smoke due to industries near airport

19. 2-Avialability of Land for expansion
passenger jet flies over houses as it prepares to land at Heathrow Airport

20. 2-Avialability of Land for expansion
The Civil Aviation Authority of Bangladesh has repossessed its 105 acres of land for expansion

21. 3-Availability of Utilities
Malta (Europe) International Airport saves €30,000 of the airport's electricity cost by utilising solar energy.

22. 4-Development of the Surrounding Area

23. 4-Development of the Surrounding Area
Suitable zoning regulation should be imposed to control the use of land adjacent to the airport so that conflicts in future may be avoided

24. 5-Economy of Construction
Hong Kong International Airport Hong Kong on reclaimed land

25. 6-Ground Accessibility
Road and rail infrastructure
As the new airport is 40km (25 miles) outside the city, a new high-speed rail link project has been proposed. A special purpose vehicle Bangalore Airport Rail Link Limited (BARL) is building the project on a build, transfer, operate model. The project is being funded by the Government of India and Government of Karnataka. It is expected to be completed by 2014.
Bangalore Metropolitan Transport Corporation runs eleven bus routes from locations in the city to connect to the new airport. The airport can be reached through Hebbal via Bellary Road, through NH-Yelahanka people can also reach BIAL through Yelahanka via Vidyaranyapura where traffic is less congested.
BMTC has 46 Volvo buses plying to the airport, and the number of buses on each route ensures a frequency of at least one every 30 minutes. The buses are equipped with luggage racks, and can carry up to 30 passengers on each trip. Tickets may be booked online.

27. 7-presence of other airports

28. Wind Rose Diagram

29. Wind Rose

30. Plotting Wind Rose Diagram
The plotting of the wind rose diagrams can be done in the following two ways:
Type I: showing direction & duration of wind
Type II: showing direction, duration and intensity of wind

31. Type I: Wind Rose Diagram
Fig. below shows the wind rose diagram of this type.

32. Type I: Wind Rose Diagram
The radial lines indicate the wind direction and each circle represents the duration of wind to a certain scale.
From the wind rose diagram, the total percentage of wind blowing in SW is 15.5% and, accordingly, this point is marked along SW direction.
Similarly, all other values are plotted and then joined by the straight lines.
The best direction of runway is indicated along the direction of the longest line on the wind rose diagram.

33. Type I: Wind Rose Diagram
From wind rose diagram, SW – NE is the best orientation for the runway.
This type of wind rose does not consider the effect of the cross wind component.

34. Type II: Wind Rose Diagram
Typical Wind Data
Wind direction
Percentage of Time
Total % in each direction
6-25 Kmph
25-50 Kmph
50-80 Kmph N
4.60
1.40
0.10
6.10
NNE
3.40
0.75
0.00
4.15 NE
1.80
0.03
1.93
ENE
2.80
0.02
2.85 E
2.10
2.20
4.30
ESE
5.40
4.75
10.15 SE
6.40
7.80
SSE
7.50
7.52 S
SSW
2.40
3.15 SW
1.20
1.33
WSW
3.60
3.65 W
4.00
WNW
6.00
10.75 NW
5.90
7.30
NNW
6.90
6.92
Total
66.40
21.14
0.46
88.00

35. Type II: Wind Rose Diagram
From the wind data, it is observed that the percentage of time during which the wind velocity is less than 6 Kmph works out to (100 – 88) = 12.
This period is called the calm period and it does not influence the operations of landing and take off because of low wind velocity.
Thus, the wind velocities below 6 Kmph have no effect on the fixing of orientation of a runway.

36. Construction Procedure
The concentric circles with radii corresponding to 6, 25, 50, and 80 kmph to some scale are drawn. Thus, each circle represents the wind velocity to some scle.
Concentric Circles

37. Construction Procedure
Starting with centre of the concentric circles, the 16 radial directions are shown on the outer circle. The mid points of 16 arcs on the outermost concentric circle are marked and they are given the cardinal directions of compass like N, NNE, NE, ENE, E, etc.

38. Construction Procedure
The recorded duration of winds and expressed as percentage are shown for each cardinal direction. It may be noted that the cardinal direction is central to sector.
A transparent rectangular template or paper strip is taken. Its length should be slightly greater than the diameter of the wind rose diagram and its width should be greater than twice the allowable cross wind component i.e. (2 × 25 =) 25 kmph.

40. Construction Procedure
The scale for cross wind component should be the same as that of the concentric circles of the wind rose diagram.
Along the centre of the length of this template, a line is marked corresponding to the direction of runway.
The two parallel lines, one on either side of the centre-line, is drawn at a distance equal to the allowable cross wind component i.e. 25 Kmph from the centre line. In other words, the two parallel lines are 50 Kmph away from each other.

41. Construction Procedure
The wind rose diagram is fixed in position on a drawing board.
A hole is drilled in the centre of the template and it is placed on the wind rose diagram such that its centre lies over the centre of the wind rose diagram.
In this position, the template is fixed by a pin passing through its centre so that the template can rotate about this pin as axis.

42. Construction Procedure
The template is rotated and is placed along a particular direction.
In this position of the template, the duration of 6-25, and Kmph winds are read for the cardinal directions (N, NNE, NE etc.) lying between the two extreme parallel line marked on the template.
The sum of all these durations is expressed as the percentage and it gives the total wind coverage for that direction.

43. Construction Procedure
The template is then rotated and placed in the next direction.
The total wind coverage is calculated and the process is repeated for all the directions.
The direction which gives the maximum wind coverage is the suitable direction for the orientation of the runway.

44. Atmospheric/ Correction factor Operational characteristics
Basic Runway Length
The length of runway based on the following assumed conditions is known as basic runway length:
No wind is blowing on the runway
The aircraft is loaded to its full loading capacity
The airport is situated at sea level
The runway is leveled i.e. zero effective gradient
Standard temperature maintained (15o C)
The manner in which an aircraft actually performs the landing and take off will decide to a large extent the length of a runway. Following three cases will be considered:
Atmospheric/ Correction factor
Operational characteristics

45. Basic Runway Length
Normal landing
Normal take off
Stopping in emergency

46. Basic Runway Length Normal landing Stop Runway Landing Distance 15 m
60% of Landing Distance

47. Basic Runway Length Normal landing
As shown in figure, the aircraft should come to a stop within 60 per cent of the landing distance assuming that the pilot makes an approach at the proper speed and crosses the threshold of the runway at a height of 15 m.
The beginning of the runway portion to be used as landing is known as the threshold (point of entry).
The runway of full strength pavement is provided for the entire landing distance.

48. Basic Runway Length LONGITUDINAL SECTION: Normal Take off Runway
TOD
10.5 m
LOD
115% of LOD
Distance to Reach height of 10.5 m

49. Basic Runway Length
PLAN: Normal Take off
Clearway
Runway
150 m (Min)

50. Basic Runway Length Normal Take Off
The take off distance (TOD) must be, for a specific weight of aircraft, 115 per cent of the actual distance the aircraft uses to reach a height of 10.5 m, as shown in figure.
The distance to reach the height of 10.5 m should be equal to 115 per cent of the lift-off distance (LOD)
The normal take off requires a clearway which is defined as an area beyond the runway not less than 150m wide, centrally located about the extended centre line of the runway and under the control of airport authorities.

51. Basic Runway Length Normal Take Off
It is expressed in terms of a clearway plane extending from the end of the runway with an upward slope not exceeding 1.25 per cent.
It is to be seen that the clearway is free from any obstructions.
The clearway should not be more than one-half the difference between 115 per cent of the LOD and TOD.

52. Basic Runway Length Stopping in emergency
For the engine failure case, the TOD is the actual distance required to reach a height of 10.5 m with no percentage applied.
It also incidentally recognizes the infrequency of occurrence of the engine failure.
In case of an engine failure, sufficient distance should be available to stop the airplane rather than continue the take off.
The distance is known as the accelerate-stop distance as shown in figure below:

53. Basic Runway Length LONGITUDINAL SECTION: Stopping in Emergency
Clear way should not be more than half this distance
Engine Failure
Runway
TOD
10.5 m
LOD
Stopway
Clearway
Accelerated Stop Distance

54. Basic Runway Length PLAN: Stopping in emergency Stopway Clearway
150 m (Min)

55. Basic Runway Length Stopping in emergency
It is required to provide a clearway or a stopway or both in this case.
The stopway is defined as a rectangular area at the end of runway and in the direction of take off.
It is a paved area in which an aircraft can be stopped after an interrupted take off due to engine failure.
Its width is at least equal to the width of runway and the thickness of pavement less than that of the runway, but yet sufficient to take the load of aircraft without failure.

56. Basic Runway Length Stopping in emergency
The clearway should not be more than one-half the difference between TOD and LOD.
All the above three cases are considered for the jet engine air crafts, and for the piston engine aircrafts, only the first and the third cases are considered.
The case giving the longest runway length is finally recommended.

57. Stopway & Clearway

58. RUNWAY

59. Emergency Stop

60. Correction to Basic Runway Length
To get actual length of the runway, the following three corrections are to be applied to the calculated basic runway length:
Correction for elevation
Correction for gradient
Correction for temperature

61. Correction to Basic Runway Length
Correction for elevation
As per the recommendation of ICAO, the basic runway length should be increased at the rate of 7% per 300 m rise in elevation of airport above the mean sea level.
This correction is required because the air density reduces as the elevation increases which in turn reduces the lift on the wings of the aircraft.
Thus, the aircraft will require more ground speed to rise to the air and for achieving more speed, the longer length of runway is required.

62. Correction to Basic Runway Length
Correction for gradient
As the gradient becomes steep, more consumption of energy takes place and longer length of the runway will be required to attain the desired ground speed.
The ICAO does not give any specific recommendation for the increase in length due to the effective gradient.
The maximum difference in elevation between the highest and lowest points of runway divided by the total length of runway is known as the effective gradient.

63. Correction to Basic Runway Length
Correction for gradient
According to FAA (Federal Aviation Administration) of U.S.A., the runway length after being corrected for elevation and temperature should further be increased at the rate of 20% for every 1% of the effective gradient.

64. Correction to Basic Runway Length
Correction for temperature
The rise in airport reference temperature has the same effect as that of the increase in its elevation above MSL.
After the basic length is corrected for the elevation of airport, it is further increased at the rate of 1% for every 1 0C rise in airport reference temperature above the standard atmospheric temperature at that elevation.

65. Correction to Basic Runway Length
Correction for temperature
The airport reference temperature is worked out by:
Airport reference temperature =
T1 = Monthly mean of the average daily temperature for the hottest month of the year
T2 = monthly mean of the maximum daily temperature for the same month

66. Correction to Basic Runway Length
Correction for temperature
The standard temperature at the airport site can be determined by reducing the standard MSL temperature of 15 0C at the rate of 6.5 0C per thousand meter rise in elevation.
Note: the ICAO recommends that if the total correction for elevation plus temperature exceeds 35% of the basic runway length, the specific studies at the site by model test should be carried out before finally adopting the runway length.

67. Imaginary Surfaces

68. Imaginary Surfaces
The imaginary surfaces are the established surfaces in relation to the airport and to each runway above which no obstruction should project.

69. Types of Imaginary Surfaces
Approach Surface
Conical Surface
Horizontal surface
Take off climb surface
Transitional surface

70. Approach Surface

73. Conical Surface Approach Surface Conical Surface Horizontal surface
Take off climb surface
Transitional surface

74. Types of Imaginary Surfaces
Approach Surface
Conical Surface
Horizontal surface
Take off climb surface
Transitional surface

75. Types of Imaginary Surfaces
Approach Surface
Conical Surface
Horizontal surface
Take off climb surface
Transitional surface

76. Types of Imaginary Surfaces
Approach Surface
Conical Surface
Horizontal surface
Take off climb surface
Transitional surface