Aircraft Classifications

Dr. Antonio Trani and Julio Roa

Department of Civil and Environmental Engineering.

January 22, 2017

1
Material Presented
The aircraft and the airport
Aircraft classifications
Aircraft characteristics and their relation
to airport planning
New large capacity aircraft (NLA) impacts

2
Relevance of Aircraft
Characteristics
Aircraft classifications are useful in airport engineering
work (including terminal gate sizing, apron and
taxiway planning, etc.) and in air traffic analyses
Most of the airport design standards are related to
aircraft size (i.e., wingspan, aircraft length, aircraft
wheelbase, aircraft seating capacity, etc.)
Airport fleet compositions vary over time and thus is
imperative that we learn how to forecast expected
vehicle sizes over long periods of time
The Next Generation (NextGen) air transportation
system will cater to a more diverse pool of aircraft
3
Airport Engineering and Aircraft
Characteristics
Imperative to know the performance aspects of the aircraft on the
ground (low taxiing speeds) as well as on takeoff and landing

Boeing 757-200 winglets rotates at LAX runway 25R ([Link]) 4

ICAO - International Civil Aviation
Organization
Provides guidance about airport design in all countries of the World
FAA design standards and ICAO standards are trending to the
same values with time

ICAO Documents 9157 - Aerodrome Design Manual

5
ICAO Aerodrome Reference Code
Code Element 1
ICAO Aerodrome Reference Code used in Airport Design

Code Number Aeroplane Reference Field Length

(meters)

1 Less than 800

2 800 but less than 1200

3 1200 but less than 1800

4 More than 1800

6
ICAO Aerodrome Reference Code
Code Element 2
ICAO Aerodrome Reference Code used in Airport Geometric Design
Outer Main
Design Wingspan Example
Landing Gear
Group (m) Width (m) Aircraft
A < 15 < 4.5 All single engine aircraft, 

Some business jets

B 15 to < 24 4.5 to < 6 Commuter aircraft, large business jets



 (EMB - 120, Saab 2000, Saab 340, etc.)

C 24 to < 36
 6 to < 9 Medium-range transports


(B727, B737, MD-80, A320)

D 36 to < 52 9 to < 14 Heavy transports


(B757, B767, MD-80, A300)

E 52 to < 65 9 to < 14 Heavy transport aircraft


(Boeing 747, A340, B777)

F 65 to < 80 14 to < 16 A380, Antonov 225 7

 Federal Aviation Administration
Aircraft Design Group (ADG)
Design Tail Height Wingspan Representative
Group (feet) (feet) Aircraft Types
I < 20 < 49 Cessna 172, Beech 36, 

Cessna 421, Learjet 35

II 20 to < 30 49 to < 79 Beech B300, Cessna 550,



 Falcon 50, Challenger 605

III 30 to < 45
 79 to < 118 Boeing 737, Airbus A320,


CRJ-900, EMB-190

IV 45 to < 60 118 to < 171 Boeing 767, Boeing 757, 


Airbus A300, Douglas DC-10

V 60 to < 66 171 to < 214 Boeing 747, Airbus A340,


Boeing 777

VI 66 to < 80 214 to < 262 Airbus A380, Antonov 225*

* The Antonov 225 has a wingspan of 290 feet (in a class by itself). Only one aircraft produced.
8
FAAAircraft Approach Speed
Classification (AAC)
Airport Terminal Area Procedures Aircraft Classification (FAA Scheme)
Approach a Example b
Group Speed (knots) Aircraft
A < 91 All single engine aircraft, 

Beechcraft Baron 58

B 91 to < 120 Business jets and commuter aircraft (Beech 1900, 


Saab 2000, Saab 340, Embraer 120, Canadair RJ, etc.)

C 121 to < 140
 Medium and short range transports


(Boeing 727, B737, MD-80, A320, F100, B757, etc.)

D 141 to < 165 Heavy transports


(Boeing 747, A340, B777, DC-10, A300)

E > 166 BAC Concorde and military aircraft

a. At maximum landing weight

b. See Appendix 1 in FAA Advisory Circular 150/5300-13A for a complete listing of
aircraft approach speeds 9
Source to Find Aircraft Approach
Speed and Aircraft Mass (weight) Data
FAA Advisory Circular AC/150 5300-13 Airport Design (Appendix I)

“
“
10
Presentation of Aircraft Characteristics
in Appendix I of AC 150/5300-13A
Table A1-1. Aircraft characteristics database - sorted by aircraft
manufacturer model

Aircraft Taxiway Design

Approach Class Group
Aircraft Design
Group 11
Taxiway Design Group (TDG)
Previous FAA guidance considered tail height and
wingspan as design factors for geometric design

New guidance implemented in September 2012

considers:
- Dimensions of the aircraft undercarriage

- Main gear width (MGW)

- Cockpit to main gear dimensions (CMG)

12
FAAAC 150/5300-13AAppendix I

Figure A1-1. Typical dimensions of large aircraft 13

FAAAC 150/5300-13AAppendix I

Figure A1-2. Typical dimensions of small aircraft 14

CMG Distance vs Wheelbase
Distance
FAA specifies:

Cockpit to Main Gear (CMG) dimension will be used

instead of the aircraft wheelbase for aircraft where the
cockpit is located forward of the nose gear (typically
applies to commercial aircraft)


For aircraft with the cockpit located aft of the nose gear,
use the wheelbase instead of CMG to determine the
Taxiway Design Group (TDG)

See figures in the previous slides

15
Examples : Small Aircraft
Many general aviation aircraft (called GA) typically have the nose gear
located in front of the cockpit (use the wheelbase distance for design)

Cirrus SR-20 Cessna Citation

4-seat single Excel 560XL Twin
engine piston turbofan powered
power aircraft aircraft 16
Examples - Commercial Aircraft
Most commercial aircraft have the cockpit located ahead of the
nose gear (use CMG distance)
Airbus [Link]-engine turbofan powered, commercial aircraft

Cockpit to Main Gear

Distance (CMG)
17
Special Landing Gear Configurations
Some aircraft have special landing gear configurations

Piper J-3 Cub
2-seat single engine
piston power aircraft
Tail Dragger
Configuration

BAC Concorde -
Supersonic
c Transport (very
long CMG
distance)

18
Taxiway Design Group Definitions
Figure 4-1. Taxiway Design Groups (TDGs) source: FAA AC
150/5300-13A

19
Runway Design Code (RDC)
Three parameters are combined to derive a so-called
Runway Design Code (RDC)

AAC, ADG and Approach Visibility Minimums

RDC provides three parameters needed to determine

design standards for an airport

Note: for most airport design projects the TDG

parameter is also critical to determine taxiway-to-runway
distances
Approach Visibility Minimums
Defined by a parameter called Runway Visual Range (RVR)

“RVR is the range over which the Pilot of an aircraft on the centre line
of a runway can see the runway surface markings or the lights
delineating the runway or identifying its centre line.” (ICAO)

RVR Equipment
Approach Visibility Minimums

Instrument Landing System Categories

 Aircraft Characteristics Databases
FAA site
⚡
[Link]
engineering/aircraft_char_database/
⚡
Our website, excel file http://
[Link]/courses/
cee4674/cee4674_pub/
aircraft_char_122009.xls
⚡ [Link]
engineering/ aircraft_char_database/
Eurocontrol site
⚡
[Link]
aircraftperformance/
23
 Sample Excel Database of Aircraft
Characteristics
Available at:
⚡
Excel file with aircraft data [Link] cee4674/
cee4674_pub/aircraft_char_1_2017.xls
⚡ [Link] aircraft_char_database/

24
Example Problem #1
An airport is to be designed to accommodate the Boeing 757-300
aircraft. Determine the airport reference code and the taxiway
design group to be used.
Solution:
Look at the FAA aircraft database:Approach speed is 143 knots
(AAC = D) and Wingspan is 124.8 feet and tail height 44.9 feet
(thus group IV)

25
Picture the Aircraft in Question (Sanity Check)
Boeing 757-300 taking off at Punta Cana International Airport
([Link])

Aircraft pictures are available at: [Link]

26
 Example Problem #1
Boeing 757-300 :Approach speed is 143 knots (AAC = D) and
Wingspan is 124.8 feet and tail height 44.5 feet (belongs to ADG
group IV)

Boeing 757-300
Belongs to Group
IV

Reason: tail height

falls into III group,
wingspan belongs
to group IV
Use the most Note: The most critical element for this aircraft is the wingspan
critical (tail height fits into III)
27
Example Problem #1
Boeing 757-300 has a wheelbase of 73.3 feet, a Main Gear Width of 28.2
feet (8.6 meters) and a Cockpit to Main Gear distance of 85.3 feet (26 m)

Boeing 757-300 Belongs to Taxiway

Design Group (TDG) 5

28
 Example Problem #1
Boeing 757-300 has a wheelbase of 73.3 feet, a Main Gear Width
of 28.2 feet (8.6 meters) and a Cockpit to Main Gear distance of
85.3 feet (26 m)

Boeing 757-300
Belongs to
Taxiway Design
Group (TDG) 5

29
Boeing 757-200/300 Document for
Airport Design
Aircraft Manufacturer documents provide another source of aircraft
data

30
Example Problem #2
An airport is to be designed to accommodate the Airbus A330-300
aircraft. Determine the ICAO airport reference code element 2 to
be used in design.
Solution:
Look at the aircraft characteristics
provided by Airbus

31
Example Problem #2
Solution:
The aircraft wingspan is listed
at 60.3 meters
Outer main gear width is 11.3 meters

Aircraft belongs to ICAO Code E

32
Picture the Aircraft in Question (Sanity Check)
Airbus A330-300 landing at Charlotte Douglas International
Airport ([Link])

Aircraft pictures are available at: [Link]

33
Wake Vortex
Every aircraft generates wakes behind the wing due to the strong
circulation required to generate lift

Circular
Strenght
Boundary

Wake vortices depend on

aircraft mass, wingspan and
atmospheric conditions 34
Legacy Wake Vortex Classification
Final Approach Aircraft Wake Vortex Classification

Superheavy

35
RECAT Wake Vortex Classification
FAA Introduced a new re-categorization (RECAT) procedure
at Memphis International Airport in 2012

Consult FAA Order N JO 7110.608

36
RECAT Wake Vortex Classification
The new Re-Categorization standards have been developed by FAA and ICAO

Aircraft groups have changed!

A = Superheavy aircraft, F = small aircraft

TBL 5-5-2. Wake Turbulence Separation for Approach
Follower
A B C D E F
A 5 MN 6 MN 7 MN 7 MN 8 MN

B 3 MN 4 MN 5 MN 5 MN 7 MN
Leader

3.5 MN 3.5 MN 6 MN
C
D 5 MN

E 4 MN

F 37
RECAT Phase 1 Wake Vortex Classification
Source: Tittsworth, et al., 2012 Wake Turbulence Program- Recent
Highlights

38
International Air Transport
Association (IATA) Classification
Used in the forecast of aircraft movements at an airport
based on the IATA forecast methodology.

39
Other Classifications that You Will
Read About in Trade Magazines
Aircraft classification based on the aircraft use
General aviation aircraft (GA)
Corporate aircraft (CA)
Commuter aircraft (COM)
Transport aircraft (TA)
Short-range
Medium-range
Long-range

40
General Aviation Aircraft
Typically these aircraft can have one (single engine) or two
engines (twin engine). Their maximum gross weight is below
14,000 lb.

41
Corporate Aircraft
Typically these aircraft can have one or two turboprop driven or
jet engines (sometimes three). Maximum gross mass is up to
40,910kg (90,000 lb)

42
Commuter Aircraft
Usually twin engine aircraft with a few exception such as
DeHavilland DHC-7 which has four engines. Their maximum gross
mass is below 31,818kg (70,000 lb)

43
Short-Range Transport Aircraft
Certified under FAR/JAR 25. Their maximum gross mass
usually is below 68,182kg (150,000 lb.)

44
Medium-Range Transport Aircraft
These are transport aircraft employed to fly routes of less then
3,000 nm (typical). Their maximum gross mass usually is below
159,090kg (350,000 lb.)

45
Long-Range Transport Aircraft
These are transport aircraft employed to fly routes of more than
3,000 nm (typical). Their maximum gross mass usually is above
159,090kg (350,000 lb.)

46
Aircraft Trends
Very large capacity aircraft (NLA or VLCA)

Airbus A380 and Boeing 747-8

New generation long-range transport

Boeing 787 and Airbus A350

New generation short range aircraft

Bombardier C-Series, Mitsubishi Regional Jet
(MRJ), Comac 919 and Irkut MC-21

47
Very Large Capacity Aircraft
(NLA/VLCA)
Airbus A380 was introduced into service in 2008 

Boeing 747-8 was introduced in 2012

A380-800 at LAX Airport ([Link]) 48

Tradeoffs in the Design of
Aircraft
Aircraft designed purely on aerodynamic principles
would be costly to the airport operator yet have low
Direct Operating Cost (DOC)
Aircraft heavily constrained by current airport design
standards might not be very efficient to operate
Adaptations of aircraft to fit airports can be costly
Some impact on aerodynamic performance

Weight considerations (i.e., landing gear design)49

Tradeoffs are needed to address all these issues

Impacts of Very Large Capacity
Aircraft
Large capacity aircraft requirements

Airside infrastructure impacts (taxiways and runways)

Runway capacity impacts

Airport terminal impacts (gates and aprons)

Pavement design considerations

Noise considerations

50
Very Large Capacity Aircraft: Airbus
A380-800

Source: Airbus
51
Comparative Size of Airbus A380
and Other Heavy Aircraft
Source: Airbus and Boeing documents for airport planning.
*Estimated by author

52
Aircraft Wing Aspect Ratio (AR)

AR = b2 / S
AR wing aspect ratio
(dimensionless) S

b 2 wingspan (ft2 or m2)

b
S wing area (ft2 or m2)
53
Evolution of Aircraft Wing Aspect
Ratio
Long range aircraft require very long and thin wings to be
aerodynamically efficient
Wing Aspect Ratio

Years in Revenue Service 54

Evolution of Aircraft Mass and Wingspan

55
Very Large Capacity Aircraft Runway
and Taxiway Requirements
Very large capacity aircraft require wider runways and wider taxiways

VCLA on DG VI VCLA on DG VI
Runway Taxiway
56
Large Capacity Aircraft Require
Larger Maneuvering Envelopes

57
Airport Terminal Impacts
Large capacity aircraft require more complex gate interfaces to
expedite the enplaning/ deplaning of passengers

Terminal
Dual-level Boarding Gates

Airbus A380 (A.A. Trani)

Two-level
configuration
Terminal
Dual-level Boarding Gates

Upper and lower

deck doors

58
Capacity Impacts of Very Large
Capacity Aircraft Operations
Runway capacity is influenced by larger in-trail
separations (i.e., reduction in runway capacity)

Airport terminal volume requirements could increase

due to the larger size of the aircraft (up to 850
passengers in a single class configuration)

59
 Runway Capacity Impact Analysis
The diagram shows that large capacity aircraft can reduce
the runway hourly capacity of the airport

Percent VCLA
Parallel Runway Configuration IMC
Weather Conditions
(aircraft/hr)

Independent Parallel Approaches

Departure Saturation Capacity (aircraft/hr)

60
 Airport Pavement Design Impacts
Very large capacity aircraft have complex landing gear
configurations that require careful analysis to understand their
impacts on airport pavements

Landing Gear 

Pavement Thickness (cm)

Configuration

Quadruple + Triple-in-Tandem

CBR Value

61