CE-461 Runway Geometric Design

Transportation Engineering - II
Airport Classification
&
Runway Geometric Design

Dr. Indrajit Ghosh
Assistant Professor
Department of Civil Engineering
Indian Institute of Technology Roorkee
Lecture Outline
ICAO
FAA
Runway Geometric
Runway length
Runway Width
Transverse Grade
Longitudinal Grade
Rate of change of Longitudinal Grade
Sight Distance Requirements
In order to provide a guideline to airport

designers for a reasonable amount of
uniformity in airport landing facilities
Design criteria have been prepared by ICAO

and FAA through airport classification
ICAO classification
Employ an aerodrome reference code

consisting of two elements
Element 1: a number based on effective runway

length
Element 2: a letter based on aircraft wing span and

outer main gear wheel span
Code number or letter within an element

selected for design purposes is related to
critical airplane characteristics
For which facility is provided
ICAO Reference Code

Code element 1
Code element 2
Code no.
Aeroplane
reference field
length (m)
Code letter
Wing span
(m)
Outer main
gear wheel
span (m)*
<800
<15
<4.5
800 - < 1200
15 - < 24
4.5 -<6
1200 - <1800
24 - <36
6 -<9
>= 1800
36 - <52
9 - <14
52 - <65
9 - <14
* Distance between outside edges of main gear wheels
Code 1 - 4 Classify the runway length available

Code A E Based on aircraft characteristics
An airport designed to accommodate a

Boeing 767-200 with an outer main gear
wheel span of 10.44 m width, a wingspan of
48 m, at a maximum take off weight of 144
tonne, requiring a runway length of about
1830 m at sea level on a standard day will be
classified as _____________
FAA Airport Reference Code
Coding system used to relate the airport design

criteria to the operational and physical
characteristics of the aircraft intended to operate
at the airport
Based up on
Aircraft approach category
Approach speed
Airplane design group to which the aircraft is assigned
Based on wingspan and tail height
FAA Reference Code

Aircraft approach
category
Aircraft approach
speed (kn)
Airport category
<91
Utility Airport
91 -<121
Utility Airport
121 -<141
Transport Airport
141 -<166
Transport Airport
>=166
Transport Airport
FAA Airport approach category classification
FAA airport approach category classification
Two broad airport classes
Utility airports
Designed, constructed and maintained to

accommodate aircraft from approach categories A & B
Serve small aircraft with maximum take-off weight of

12500 lbs (up to 5000 kg)
Transport airports
Can accommodate large aircraft with maximum take off

weight in excess of 12500 lbs (above 5000 kg)
FAA Reference Code

Airplane design
groups
Aircraft wingspan (m)
Tail height (m)
< 14.9
<6.1
II
14.9 - <24.1
6.1 - <9.1
III
24.1 - <36.0
9.1 -< 13.7
IV
36.0 - <52.1
13.7 -<18.3
52.1 - <65.2
18.3 - <20.1
VI
65.2 - <79.9
20.1 - <24.4
FAA Airplane Design Groups for Geometric Design of Airports
Runway Geometric
ICAO gives various geometric standards for

airport design
Most of its member provide international air

service
To have uniformity in landing facility at

airports located in different countries
Desirable to follow common design standards

as recommended by ICAO
Runway Geometric
Following items are considered
Runway length
Runway width
Width and length of safety area
Transverse gradient
Longitudinal and effective gradient
Rate of change of longitudinal gradient
Sight distance
Runway Geometric
Runway Length
One of the most significant factor in deciding size

and cost of airport
Length should be sufficient for take off and

landing of CRITICAL AIRCRAFT DESIRING
SERVICE AT AIRPORT
Basic runway length
Modified for elevation, temperature and gradient

correction
Airports are classified according to reference

codes (ICAO) based on aeroplane reference field
lengths
Runway Geometric
Runway Width
Depends upon type of airport and largest aircraft

in operation
Studies have shown aircraft traffic is more

concentrated in central part of runway
Lateral distribution of traffic on runway can be

represented by a normal distribution
% wheel load applications vs. distance from centerline of

runway
Impact of factors like night operation, crosswind,

wet pavements is not significant on distribution of
aircraft traffic on runway
Runway Geometric
Runway Width
In case of large airport serving large aircrafts, the

central 30 m width of the runway pavement is
observed to take more concentrated air traffic load
It requires additional space of 15 m so as to keep

outermost part of jet engine aircrafts on paved
surface
To protect the possible damage to the farthest

machinery
Engine damage from ingestion of loose material of

shoulders
Runway Geometric
Runway Width
As per ICAO (in meters)

Code Letter
Code Number
1
2
3
4
-
A
18
23
30
-
B
18
23
30
45
C
23
30
30
45
D
45
45
E
-
Runway Geometric
Runway Width
In case of ICAO code number 1 and 2, if precision

approach runway is used then width should not be
less than 30 m.
Width of 45 m is sufficient for large airports.
Runway Geometric
Safety Area
Landing strip
Paved area + shoulder
Shoulders
Useful during emergency landing or take-off
Not meant for regular application of load
Are usually of lesser strength pavements and are

provided on both sides of the runway strip
Impart physiological improvement
Openness to the pilots
Runway Geometric
Shoulders
Sometimes stablised
To resist jet blast erosion
To accommodate maintenance/emergency equipment
Shoulders for small airports may be turfed
Safety area
Width of safety area as per ICAO
Non-instrumental runway 75 m (min.)
Instrumental runway 150 m (min.)
Runway Geometric
Blast pad
Area constructed at the ends of the runway that

serve jet operations
Extends across full width of runway and its both

side shoulders
To prevent erosion of surfaces adjacent to runway ends
Essentially non-traffic area
Varies in length from 30 m to 120 m
Depends up on type of aircraft to be served
Runway Geometric
Runway Gradient
Longitudinal grade and grade change
Level runway is ideal for safe aircraft operations
Cost of excessive earthwork precludes its design
Longitudinal gradients should be as flat as possible
To avoid excessive engine thrust
Should not restrict sight distance
Runway Geometric
Runway Gradient
Changes in longitudinal gradient should be smooth
Abrupt grade change
Through provision of vertical curves
Cause premature lift off of aircrafts during take-off
Grade changes should not be very frequent
Restrict sight distance and increase runway length
Runway Geometric
Runway Gradient
ICAO limits the maximum longitudinal gradient of

1.25 to 1.5 percent for runways that serve the
largest type of aircraft (Code 3 & 4)
2 percent for small aircrafts (Code 1 & 2)
Flatter grades should be provided in first and last

quarters of runways
0 to 0.8 percent
Runway Geometric
Runway Gradient
ICAO has specified minimum distance between

points of grade intersections of two successive
grade changes
Based on sum of absolute values of corresponding

grade changes
No vertical curve is required when grade change is

less than 0.4 percent
Runway Geometric
Rate of Change of Longitudinal Gradient
a
L1
y
D
L2
b
Runway Geometric
Rate of Change of Longitudinal Gradient
Grade Design Criteria (ICAO)
ICAO Max
Max grade Max.
Max.
Distance
Length
Grade
Bet. Points
of
vertical
code
Long. First & last Effec.
No
Grade quarter
Grade Change
of grade
grade %
intersection(m) curve (m)
1.25
0.8
1.0
1.5
300 (A+B)
300 A or B
1.5
0.8
1.0
1.5
150 (A+B)
150 A or B
2.0
1.0
2.0
50 (A+B)
75 A or B
2.0
2.0
2.0
50 (A+B)
75 A or B
Runway Geometric
Transverse Gradient
Provided for quick disposal of surface water
Ponding of water is hazardous for aircraft operation
Minimum recommended transverse slope is 1

percent for flexible pavement
For rigid pavement it may be kept as low as 0.5 percent
Runway Geometric
Transverse Gradient
Slope up to 2 percent are permitted for runways

that serve smaller aircrafts (ICAO Reference
Code A and B)
For others, maximum is 1.5 percent
Shoulders require steeper slopes
Slope of up to 5 percent is permitted for first 3 m

beyond pavement edge
1.5 3 percent thereafter
FAA recommends a 4 cm drop from the paved

runway surface to the graded shoulder surface
Runway Geometric
Transverse Gradient
Runway Geometric
Sight Distance
Should be as unrestrictive as possible
Generally no sight distance restrictions as the

longitudinal gradients for the runway are quite gentle
Adherence to runway longitudinal gradient standards provides

adequate line of sight
Hazardous locations are crossings of two runways or

runway and taxiway
Runway Geometric
Sight Distance (ICAO recommendation)

Airport category
Y (meter)
ICAO code letter A
1.5
half runway length
ICAO code letter B
2.1
Half runway length
ICAO code letter C,
3.0
Half runway length
D, E
Runway grade should be such that any two points Y

meters above runway centerline will be mutually visible
for a minimum distance of X

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What are the different classifications used for airports by ICAO and FAA?

What are the different classifications used for airports by ICAO and FAA?

What are the design criteria specified by ICAO for longitudinal grade of runways?

What are the design criteria specified by ICAO for longitudinal grade of runways?

Transportation Engineering - II

Runway Geometric Design

Rate of change of Longitudinal Grade

Sight Distance Requirements

In order to provide a guideline to airport

Design criteria have been prepared by ICAO

Employ an aerodrome reference code

Element 1: a number based on effective runway

Element 2: a letter based on aircraft wing span and

Code number or letter within an element

For which facility is provided

ICAO Reference Code

800 - < 1200

* Distance between outside edges of main gear wheels

Code 1 - 4 Classify the runway length available

An airport designed to accommodate a

FAA Airport Reference Code

Coding system used to relate the airport design

Aircraft approach category

Airplane design group to which the aircraft is assigned

Based on wingspan and tail height

FAA Reference Code

FAA Airport approach category classification

FAA airport approach category classification

Two broad airport classes

Designed, constructed and maintained to

Serve small aircraft with maximum take-off weight of

Can accommodate large aircraft with maximum take off

FAA Reference Code

Aircraft wingspan (m)

Tail height (m)

9.1 -< 13.7

FAA Airplane Design Groups for Geometric Design of Airports

ICAO gives various geometric standards for

Most of its member provide international air

To have uniformity in landing facility at

Desirable to follow common design standards

Following items are considered

Width and length of safety area

Longitudinal and effective gradient

Rate of change of longitudinal gradient

One of the most significant factor in deciding size

Length should be sufficient for take off and

Basic runway length

Modified for elevation, temperature and gradient

Airports are classified according to reference

Depends upon type of airport and largest aircraft

Studies have shown aircraft traffic is more

Lateral distribution of traffic on runway can be

% wheel load applications vs. distance from centerline of

Impact of factors like night operation, crosswind,

In case of large airport serving large aircrafts, the

It requires additional space of 15 m so as to keep

To protect the possible damage to the farthest

Engine damage from ingestion of loose material of