Description of A Nonhub Airport

Pendampingan / Supervisi Perancangan
AC 150/5360-9- Airport Terminal Facilities
CHAPTER 1
INTRODUCTION
1. DESCRIPTION OF A NONHUB AIRPORT.
The Civil Aeronautics Board (CAB) classifies geographic areas of
domestic air traffic in the United States by each area's percentage of
the total enplaned revenue passengers in all services and all
operations of the U.S. certificated route air carriers. Geographic
areas served by scheduled airlines which produce less than 0.05% of
the annual U.S. total enplaned passengers are termed "nonhub."
Airports within these geographic areas are referred to as "nonhub
airports." As an example, in Calendar Year 1978, geographic areas
generating less than approximately 132,000 domestic enplaned
passengers were in the nonhub category. Generally at nonhub
airports, enplaned passengers and deplaned passengers are equal in
number. Therefore, total annual passengers can be assumed to be
twice the enplaned figure.
2. FUNCTIONS OF A NONHUB AIRPORT PASSENGER TERMINAL.
The passenger terminal at an airport is the interface between ground
and air transportation. As such, its primary purpose is to provide for
the safe, efficient, and comfortable transfer of passengers and their
baggage to and from aircraft and various modes of ground
transportation. To accomplish this, essential elements such as
ticketing, passenger processing, baggage handling, and security
inspection are required. These are supported by food service, car
rental, shops, restrooms, airport management, and other ancillary
functions. An airport passenger terminal is similar in many ways to
other transportation terminals but has some distinctly different
characteristics. The ground time of aircraft is kept to a minimum; and
therefore, facilities must be able to accommodate compressed peak
passenger and baggage conditions. Airports are generally remotely
located from urban centers, requiring the use of private automobiles.
This creates the need for adequate roadway access and parking
facilities to a greater extent than at other urban transportation
terminals. The terminals at nonhub airports not only serve scheduled
airlines but, in most cases, also accommodate charter flights,
commuter airlines, air taxis, and general aviation activities. In
addition, some airports may handle international operations and be
designated an international airport of entry or landing rights airport
and thus require Federal Inspection Services and facilities in the
terminal.
3. USE OF THIS GUIDANCE MATERIAL.
This advisory circular is designed to be used as a general reference
by planners. The planning and design of a small terminal building
can be complicated since so many factors are involved. The
information presented is intended to make the planner aware of the
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most important considerations, to avoid major errors, and to aid in

providing a basis for the development of preliminary studies. The
guidelines set forth in this circular cannot take in all factors and may
require modification as individual project circumstances dictate.
4. PROJECT COORDINATION.
Building a new or expanding an existing airport terminal facility
requires considerable coordination and input involving a number of
airport users and other interested parties. Consequently, it is both
important and necessary that the architect/engineer develop and
maintain a line of communication with all these groups from the
earliest stages of the project to its ultimate conclusion. The
requirements and input of each group will differ somewhat and, in
some cases, may conflict with each other or with the design concept.
These differences require resolution and/or compromise prior to the
design stage. To avoid overlooking important user requirements
resulting in costly and time consuming design changes, it is often
prudent to establish a facilities development advisory committee for
the terminal project. This advisory committee should be composed of
airport management representatives, airline facilities planning
representatives, selected building tenants and concessionaires, and
other airport users and parties having particular interest in the
facility. The airport manager or a representative of the airport owner
should normally chair this committee. Regardless of whether or not
such a committee is established however, the architect/engineer, as
the designer of the facility, has a responsibility to insure that
coordination is achieved with those persons and/or organizations
having necessary input from the initial studies through final design.
Examples of interested groups include:
a. Airport Management. The airport manager and the staff are
usually the primary contacts for the architect/engineer in planning
and designing a terminal facility. Usually the manager of the
appointed representative will serve as the focal point for project
coordination. As the chief administrator of the airport, the airport
manager has detailed knowledge of airport activities and
operational requirements as well as other factors that will
influence the final design. In all likelihood, he/she is a source of
financial data on airport revenues and outlays; is aware of
budgetary
limitations
as
well
as
local
governmental
considerations; and can provide insight into local community
values and cultural characteristics that might influence the
building design and architecture. The airport manager may also
have a wealth of experience in prior airport design and
construction projects of a similar nature and thus can be
extremely helpful and contribute a great deal as an active
member of the design team.
b. Airlines. As the primary airport terminal building occupants, the
airlines have very specialized requirements for space and
facilities within the terminal area. It is therefore extremely
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c.
d.
e.
f.
important that their input, cooperation, and participation in the

review process be sought and maintained throughout the design
period. The airline facilities planner, in addition, can provide
valuable information on passenger and aircraft-type forecasts and
is a source of technical expertise on many aspects of airport
designs. For this information and assistance, the headquarters of
each airline operating into a particular airport should be
contacted directly.
Federal Aviation Administration (FAA). Federal funds are available
for the planning, design, and construction of airport facilities at
public airports (see paragraph 10). Whenever such funds are
utilized, there is a requirement that Federal standards and
environmental requirements be met. It is therefore suggested,
particularly when the architect/engineer is unfamiliar with FAA
grant procedures, that the appropriate FAA Airports District or
Regional Office having jurisdiction over the airport be consulted
during the early stages of the project. Also, where FAA air
navigation facilities are located on the airport, appropriate FAA
field offices should be contacted and consulted to insure that the
terminal design does not interfere with the operation of existing
or planned FAA facilities and that FAA facility requirements to be
furnished by the airport operator are incorporated in the design.
The airport manager will be cognizant of the appropriate FAA field
offices to contact. (See AC 150/5000-3, Address List for Regional
Airports Divisions and Airports District/Field Offices, current
edition.)
Local and Regional Public Agencies. In a case of a new terminal
facility, local and regional planning and public agencies should be
contacted to insure that the facility location does not conflict with
local plans and building code restrictions. Since airport access is a
major concern in locating a terminal facility, it is particularly
important that coordination with local and state highway
departments be maintained.
Terminal Building Occupants. In addition to airlines, a number of
tenants rent space in the terminal building or adjacent to it. They
include concessionaires, food service operators, air taxi and fixed
base operators, and rental car and parking lot operators. These
tenants have specialized needs and should be consulted as to
their facility requirements.
Others. Each airport's operating body, such as commissions or
authorities, will have particular characteristics that may impose
additional coordination requirements with individual or specialized
groups. In addition, the airport may employ terminal planning
and/or financial consultants to serve as part of the project team.
Close cooperation between team members is essential to the
success of the project..
5. REFERENCE DOCUMENTS.
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Before the planner/engineer commences the preparation of an

airport terminal development program, familiarization with the
following reference documents is essential.
a. Airport Master Plan. Most airports will have a current master plan
on file. Such a plan depicts the ultimate development of a specific
airport and serves as the basis for the detailed design and
engineering of all public airport improvements. It presents the
research and logic from which the plan evolved in a graphic form
and includes a written report. Master plans are applied to the
expansion of existing airports and to the site selection and
planning of new airports. They provide much useful information to
the terminal planner with respect to the airfield and associated
facilities. Included in the master plan are aviation activity
forecasts, dimensional layouts of existing and future runways,
taxiways, aprons, terminal areas, approach zones, air navigation
aids, and financial and environmental considerations. No major
airport expansion or terminal development should be undertaken
without having a current, comprehensive master plan. Details on
the contents of airport master plans are contained in AC
150/5070-6, Airport Master Plans, current edition.
b. Advisory Circulars. FAA issues advisory circulars as a means of
providing guidance materials and promulgating standards on
aviation and airport matters. These circulars provide essential
information on the design and construction of airport facilities,
particularly when Federal funds are involved in the development
of the airport. The advisory circulars which are considered most
relevant to the terminal planner and which provide necessary
supplemental guidance material are referenced in appropriate
paragraphs of this circular and in the Bibliography listed in
Appendix 1.
c. Federal Aviation Regulations (FAR). In some instances, FAA
advisory circulars may not adequately cover a subject sufficiently
in depth. Consequently, it sometimes is necessary to refer directly
to the pertinent FARs. FARs of interest to the terminal planner are
listed in Appendix 1.
d. FAA Reports. There are several Department of Transportation
(DOT) and FAA reports available which provide useful information
relating to terminal complex projects. These reports, together
with ordering information, are also listed in Appendix 1.
6. METRIC UNITS.
To promote an orderly transition to metric units, the text and
drawings include both English and metric units. The conversion to
metric units herein does not always result in exact equivalents
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Pendampingan / Supervisi Perancangan

AC 150/5360-9- Airport Terminal Facilities

Pendampingan / Supervisi Perancangan

AC 150/5360-9- Airport Terminal Facilities

most important considerations, to avoid major errors, and to aid in

Pendampingan / Supervisi Perancangan

AC 150/5360-9- Airport Terminal Facilities

important that their input, cooperation, and participation in the

Pendampingan / Supervisi Perancangan

AC 150/5360-9- Airport Terminal Facilities

Before the planner/engineer commences the preparation of an

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