CE-363

Lecture 10: Aprons and Aircraft Parking

Dr. Ankit Gupta, Assistant Professor
Department of Civil Engineering
National Institute of Technology Hamirpur
Lecture Outline
Holding Apron
Loading or Terminal Aprons
Gate Positions and Numbers
Aircraft parking

Holding Apron
These are placed adjacent to the ends of
runways where aircraft park briefly before
taking off. Aircraft is held due to:
runway being busy
engine run up or warming up
cockpit or instruments checkup before take off
Holding Apron - Shapes
Holding Apron - Design Criteria
Adequate space for
aircraft to maneuver
easily into the runway
irrespective of position
of adjacent aircraft on
the apron
Sufficient room for an
aircraft to bypass
parked aircraft on the
apron
Holding Apron - Working
Holding Apron Operation & Design
Holding Apron Operation & Design
Holding Apron Operation & Design
Holding Apron Design Details
Configuration
Area should be sufficient to accommodate three to
four aircrafts of the largest size expected to be
handled by the airport

Entry to the runway
The departing aircraft should enter the runway at
an angle less than 90
o
to permit rapid turn off from
taxiway
Holding Apron Design Details
Facility of Bypass
Apron size should be large enough so that if any
aircraft is unable to take off another aircraft ready
to take off can bypass it

Holding Bays
Small areas located conveniently to hold aircrafts
during the busy period until a gate becomes
available
Holding Apron Design Details
Location
The aircraft should be permitted to enter the
runway as close to the end of the runway as
possible.
Holding aircraft should be placed outside the
bypass route so that blast do not affect the
bypassing aircraft
Holding Apron Design Details
Holding Apron Design Details
Peak Demand
During peak periods traffic volume exceeds
holding capacity. This results in queuing
The clearance between the wing tips of the parked
aircraft should not be less than 7.5 m.
As far as possible, the entry into the runway should
be made with an angle of 30 degrees
Loading Apron
This is a paved area adjacent and in front of
terminal building
It is used for loading, unloading, fueling, minor
servicing or checkup of aircraft
The airplanes are berthed on the aprons before
they are loaded and unloaded. Hence, it is also
known as Parking Apron.
Loading Apron
Size of loading apron depends up on
Number of Gate Position
Size of Gates
Arrangement of Gate positions around
terminal building
System of Aircraft Parking
Loading Apron
Number of Gates
Gate position is defined as an area earmarked for
loading of and parking of each type of aircraft
The numbers of gate positions to be provided are
controlled by
Peak hour aircraft movements
Gate occupancy time

Loading Apron
Number of Gates
Estimated Peak hour volume
These are the number of aircraft to be handled
during the design hour
For balanced airport design, this volume should
not exceed the runway capacity
Loading Apron
Number of Gates
Estimated Peak hour volume
This design volume (aircrafts per hr) has to be
weighted depending upon the ratio of number
of arrivals and departures
If arrivals and departures are assumed to be
equal then this weighted factor will be 0.5.
Loading Apron
Number of Gates
Gate Occupancy Time
This is the amount of time an aircraft occupies a
gate
This is also known as Ramp Time.
Loading Apron
Number of Gates
Gate Occupancy Time
It includes
aircraft parking time
loading and unloading time of passengers
aircraft servicing
preparation of flight
Loading Apron
Number of Gates
Gate Occupancy Time
It depends upon
Aircraft type, i.e. size and characteristics
Number of enplaning passengers
Amount of baggage
Magnitude and nature of other services required,
cabin cleaning and refueling time
Efficiency of apron personnel
Type of operation - through or turn around flight
Loading Apron
Number of Gates
Gate Occupancy Time
In case of through flight no servicing is involved
and hence, it may take 20 to 30 minutes,
whereas, a turnaround flight requiring servicing
and maintenance, may take 40 to 60 minutes.
Mostly, 3 to 5 gates per million annual
passengers are provided
Loading Apron
Number of Gates
Computed as
Number of gate positions =
Aircraft design volume x weighted
factor x average occupancy time
Loading Apron
Number of Gates
Various models for finding number of gate
positions are:
Horonjeff model (US)
Piper model (Germany)
Snow and Partners model (UK)
Loughborough Model (UK)
Hart Model (US)
Loading Apron
Number of Gates
Stafford developed expression for future number
of gates
= (n

- 2) (future passenger demand / present

passenger demand) + 2
where,
n

= existing number of gate positions

Loading Apron
Size of Gate Position
Depends upon the following
Size and minimum turning radius of aircraft to be
served
Type of aircraft parking in the gate

The size of aircraft determines
The space required for parking as well as
maneuvering
The extent and size of servicing equipment needed
Loading Apron
Painted
guidelines
at Gate
Position
Aircraft Parking
Types of Aircraft Parking
Nose-in parking
Angled nose-in parking
Nose-out parking
Angled nose-out parking
Parallel parking

Aircraft Parking
Nose-in parking
Aircraft maneuvers into the parking space under its
own power and is towed out of position
Lower noise level (no power use in turning)
Front passenger loading
Smallest gate area required
No jet blast towards terminal building
Problem of using rear door
Large power requirement for towing the loaded
aircraft
Aircraft Parking
Angled Nose-in parking
Aircraft maneuvers into and out of the parking space
under its own power
Higher noise level
Front passenger loading
Medium gate area required
No jet blast towards terminal building
Problem of using rear door
Aircraft Parking
Nose-out parking
Aircraft maneuvers out of the parking space under
its own power
Higher noise level
Rear door passenger loading
Smallest gate area required
Jet blast towards terminal building
Problem of using front door
Less power required while maneuvering loaded
aircraft out of gate position
Aircraft Parking
Angled Nose-out parking
Aircraft maneuvers into and out of the parking space
under its own power
Higher noise level
Rear door passenger loading
Medium gate area required
Jet blast towards terminal building
Problem of using front door
Aircraft Parking
Parallel parking
Aircraft maneuvers into and out of the parking space
under its own power
Medium noise level
Front and Rear door passenger loading
Largest gate area required
Jet blast towards other aircraft
Requires long loading bridges
Aircraft Parking










Types of Aircraft Parking
Aircraft Parking Systems
System of Aircraft Parking
Affects grouping of aircrafts and simultaneous use
of gates (deciding traffic handling capacity)
Frontal or linear system (close-in parking, easy
access, short walking distance, high cost)
Open apron or transporter system (longer walking
distances under hazardous conditions, lower cost,
flexibility of operation and movement)
Aircraft Parking Systems
System of Aircraft Parking
Affects grouping of aircrafts and simultaneous use
of gates (deciding traffic handling capacity)
Pier or finger system (economical, expansion is
easy, longer walking distances)
Satellite system (common facilities, high cost,
discomfort to passengers, lack of flexibility)