Airport Passenger Terminal Planning and Design, Volume 1: Guidebook (2010) / Chapter Skim
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Pages 96-137
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From page 96... ...
The interface between the passenger terminal building and the airside facilities of an airport is crucial to the achievement of safe and efficient aircraft operations. Accordingly, the terminal planner must be fully aware of and conform to specific airside planning regulations and requirements.
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From page 97... ...
V.1.1.1 FAR Part 77 Imaginary Surfaces The purpose of FAR Part 77 is to protect the airspace and approaches to each runway from hazards that could affect the safe and efficient operation of aircraft. These standards can also be used by local jurisdictions in controlling the height of objects in the vicinity of airports.
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From page 98... ...
98 Airport Passenger Terminal Planning and Design Source: CFR, Title 14, Part 77 – Objects Affecting Navigable Airspace. Figure V-1.
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From page 99... ...
appropriate to mark and light the obstruction in accordance with FAA AC 70/7460-1 (18)
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100 Airport Passenger Terminal Planning and Design and the "Y" OCS occurring on the sides of the "X" OCS and making up the exterior of the TERPS approach surface. A cross section of these surfaces is shown in Figure V-4.
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From page 101... ...
miles. The primary area OCS slope occurs at 40:1, and the secondary area (only applicable when positive course guidance systems are identified)
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will also need to be considered because they can result in line-of-sight shadows from the ATCT. The controller must be able, at a minimum, to see the fuselage of all aircraft operating on the airfield.
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From page 103... ...
maneuver through turns. Adequate separation between aircraft wingtips should be provided to allow vehicle access to all aircraft gate/stand positions and the terminal building.
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From page 104... ...
Video analytics however carries a very important caveat. The mathematical algorithms are complex, and very specific; they are written to address a specific concern at a given location within certain parameters.
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From page 105... ...
categorizing, collating, organizing, analyzing, and prioritizing in the context of rapidly changing security environments. • Domain awareness is the ability to see and understand one's total environment and to manage events -- possibly multiple simultaneous events -- as they continue to evolve.
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From page 106... ...
maintenance area, but is still within airport-protected boundaries such as the air operations area perimeter. Note: Therefore, a secured area is always a SIDA (requiring ID display)
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From page 107... ...
V.1.5.3 Planning for Vehicle Checkpoints TSA regulations do not require airports to carry out a comprehensive security program in public areas well removed from the terminal(s) and outside of the secure areas.
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From page 108... ...
their operational and infrastructure capabilities. In addition to technology options, additional operational items to be considered during the terminal design include the following: • Reduce the number of vehicles that require airside access.
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From page 109... ...
identification signs can be placed in close proximity of terminal buildings and are located alongside taxiway centerlines on the side that the aircraft should turn toward the gate. These markings may display one or more rows of gate designations, such as a range of gates located in a particular direction or area.
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From page 110... ...
navigational aid (glide slope, localizer, DVOR/DME, etc.) and airport surveillance radar (ASR)
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From page 111... ...
To maximize gate capacity, it is recommended to plan gates so that they are as flexible as possible. Various arrangements are used both in the United States and overseas to accomplish this goal.
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From page 112... ...
during the period of the day. Common-use aircraft gates are another means to maximize gate capacity.
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From page 113... ...
Several factors need to be considered when evaluating the need for a visual docking guidance system. Those factors include the number and type of aircraft using the aircraft gate/stand, weather conditions, the available space on the apron, and the degree of precision required for maneuvering due to aircraft servicing installations, passenger loading bridges, and other obstacles.
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From page 114... ...
114 Airport Passenger Terminal Planning and Design Source: Jeppesen Sanderson, Inc., 2009 Figure V-8. Visual docking system.
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From page 115... ...
to exist to prevent any unauthorized entrance from public or non-service vehicles to the area. Such points may consist of fencing, monitored gates, and/or manned entrances and would allow maintenance, fire and rescue, fuel, baggage, freight, and aircraft service vehicles access to the roads.
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From page 116... ...
V.2.6.2 Apron Safety Clearances The required safety clearances on the apron vary greatly depending on the type of operations being conducted. Safety clearances ensure that aircraft can maneuver into/out of gate/stands without colliding with other aircraft, terminal facilities, ground service vehicles, and pedestrians or causing damage from jet blast.
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From page 117... ...
Aircraft Lead-in Lines. Another form of guidance to a specific aircraft parking position is the use of lead-in lines that help to guide the aircraft into the parking position from the apron taxilane.
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From page 118... ...
comparative costs and benefits, including potential environmental benefit, before determining whether or not to install any fixed servicing systems at airports. The types of ground servicing typically required by aircraft include the following: • Supply of fixed ground power and preconditioned air (during servicing)
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From page 119... ...
V.2.7.1 Ground Power To avoid use of the aircraft's auxiliary power units (APUs) while parked at the gate, ground power units (GPUs)
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From page 120... ...
V.2.7.6 Fueling Airports should seek feedback from airlines and oil companies when planning fuel supply systems at the terminal gate area. Aircraft fueling can be conducted through fuel service vehicles or hydrant systems.
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and the nature of their operations. Airport size, terminal configuration, and amount of airline operational activity determine the number of GSE storage areas that should be planned.
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should be placed at a height of 25 to 50 feet (8 to 15 meters) with maximum spacing of 200 feet (60 meters)
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V.3 Aircraft Gate Requirements V.3.1 Aircraft Gate Types When planning an airport apron layout, an important aspect to consider is passenger loading and unloading between the terminal building and aircraft. The decision on which type of gate to use will depend largely on the level of aircraft traffic that is to be accommodated, the terminal layout, and local airport conditions.
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From page 124... ...
apron and aircraft parking locations, a fixed link section may be installed between the terminal and the rotunda. The rotunda is a fixed unit on the aircraft apron, and the main support mechanism for the loading bridge.
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From page 125... ...
includes restricted GSE movement around aircraft, more equipment in the gate area, and less general flexibility than single-service apron bridges. Also, utilization of dual- and triple-service loading bridges should not interfere with adjacent aircraft parking positions, and special striping for bridge movement should be present.
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From page 126... ...
less protection of the apron area is necessary compared to the apron drive bridge because the tunnel section moves over less apron space with the fixed bridge. Apron-Level or Ground-Loaded Gates.
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From page 127... ...
• Buses: Around the world airside buses are the most common means of transporting passengers to and from aircraft parked at remote gates. The size of the bus can be matched with the type of aircraft and range in capacity from less than 50 to approximately 130 passengers.
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From page 128... ...
depth should be adequate to position an aircraft such that it can power-out and not cause damage due to excessive jet blast. V.3.3 Power-out and Power-back Operations The two ways in which an aircraft can leave a gate position under its own power are referred to as power-out and power-back operations.
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From page 129... ...
operation the pilot brings the aircraft in under its own power following the lead-in line associated with each gate position. During this maneuver the pilot is typically assisted by wing walkers on the apron to ensure that the aircraft is clear of any obstacles out on the ramp.
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From page 130... ...
those terminals with apron areas having only one way in and out, dual parallel taxilanes are the recommended form of circulation when more than six or eight gates are served. As stated previously, dual taxilanes allow for uninterrupted access to all gates served by the apron.
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From page 131... ...
15 to 20 minutes is normally used. Longer buffer times may be used at international terminals, where on-time performance is likely to be more variable.
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132 Airport Passenger Terminal Planning and Design aircraft parking. From the existing passenger activity and annual departures, the current ratios of annual passengers per gate and enplanements per departure are calculated.
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The ratio of enplanements/gate for each forecast year is calculated by multiplying the current (2008 in this example) factor (Column E)
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From page 134... ...
Future gate requirements are estimated by dividing annual forecast departures (Column C) by the estimated departures per gate factor (Column F)
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From page 135... ...
Group IIIa has been added to more accurately reflect the B757, which has a wingspan wider than Group III but substantially less than a typical Group IV aircraft. In developing terminal facilities requirements, the apron frontage of the terminal, as expressed in NBEG, is a good determinant for some facilities, such as secure circulation.
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From page 136... ...
136 Airport Passenger Terminal Planning and Design A38 0-8 00 GP A38 0-8 00 GP B77 7-3 00 B77 7-3 00 B76 7-3 00 B76 7-3 00 B75 7-20 0 B75 7-20 0 Code A Code A CRJ200 CRJ -200 Feet Meters 15 24 36 41 52 65 80 Source: Hirsh Associates and Landrum & Brown Figure V-18. Narrowbody equivalent gate comparison.
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From page 137... ...
(and their bags) , the number of carts staged at any one time are generally based on the size of the aircraft.
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