A Report for the Aviation IndustryPrepared by Burns & McDonnell

What’s Your NLA?How Wil l New Large Aircraft Affect Your Airport Faci l i t ies?

NLA Revisited . . .NLA RevNI n 1994, Burns & McDonnell recognized that the advent of new large aircraft

could have a significant impact on the airport facilities we design and buildfor clients around the world. To address that impact and to inform our col-

leagues in the industry, we studied the issue in that year’s special report, "MakeWay! New Large Aircraft Are Coming!"

Since then, several developments have again made the new large aircraft a top avi-ation issue. Airbus has firmed up its plans to build the A380, which will be thelargest passenger aircraft in the world. With orders from several carriers, this"super-jumbo" jet is slated to move from the drawing board to the skies withinthe next three years — and into the world’s airports by early 2006. By 2019, Airbuspredicts, the demand for aircraft of this size will grow to more than 1,500.

Although Airbus is betting on the industry’s desire to reduce congestion by flyingbigger planes, rival aircraft manufacturer Boeing is placing its bets on the flyingpublic’s desire to bypass crowded hubs by flying farther and faster. Boeing hasshelved its plan for a stretched version of the 747 to focus on the development oflonger-range and higher-speed aircraft.

But the super jumbo is not the only new aircraft impacting the aviation industry.Recent years have brought the advent of other planes that can rightly be termed"new large aircraft." For the regional airline market, the larger aircraft is theregional jet, which is quickly replacing the turboprop as the aircraft of choice forcommuters. By 2005, the Regional Airline Association predicts, regional jets willaccount for more than 50 percent of the regional fleet and will carry 70 percent ofregional passengers.

At the same time, the growth of international commerce has spawned significantlylarger business jets that are flying executives farther and faster than ever before.

While all of these new aircraft promise to bring a higher level of service to passen-gers, they are also creating new requirements for your facilities. At Burns &McDonnell, we specialize in meeting the needs of the ever-changing aviation indus-try. As a leader in aviation facility design for more than 60 years, we’ve helpedhundreds of airline, airport and corporate clients accommodate bigger and betteraircraft and respond to the increasing demand for air travel. So whatever newlarge aircraft is heading for your facility, we have the experience and expertise youneed to be ready.

David M. GriffithPresidentAviation Group

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Eco-friendly Fueling

Commuters Take Flight

Regionals Rising

A Handle on HangarsBig Business

Room on the Ramp

Airfield Accommodations

Terminal Capacity

Table of Contents:

© 2001 Burns & McDonnellMarketing, Communications & Research

Corporate Marketing Manager: Kevin FoxContributing Editors: Joe Bathke,

Margaret Smith and Susan KleinPrinting Production Manager: Bill CrippenArt Direction & Design: Billie IsermanExecutive Coordinator: Jennifer Wilson

Photo Credits:Hong Kong Economic & Trade Office,

New York City, Page 6.

With an anticipated growth rate of 5 percent per year,air passenger traffic is predicted to double in 15years and triple in 20 years. To meet this demand,

aircraft manufacturers have developed the "super-jumbo"jet, an aircraft that will be capable of carrying from 555 upto 800 passengers.

The first of these aircraft is expected to be AirbusIndustrie’s A380, which is scheduled to enter into serviceearly in 2006. Since its commercial launch late in 2000, theEuropean aircraft manufacturer has announced firm com-mitments from an increasing number of the world’s majorairlines for what will be the world’s largest aircraft.Singapore Airlines, Air France, Virgin Atlantic, Emirates,Qantas Airways and Qatar Airways have all placed ordersfor the A380.

It is anticipated that the A380 will serve airports that cur-rently serve the B747-400, the largest commercial aircraftnow in operation. However, Airbus Industrie’s super jumbowill be 11 feet longer, 41 feet wider, 15 feet taller and400,000 pounds heavier than Boeing’s jumbo jet. So whilethese aircraft promise to relieve airport congestion by carry-ing more passengers with fewer flights, they will put a sig-nificant operational burden on the current airport infra-structure that can only be relieved with expansion and ren-ovations.

Introducing larger wing span aircraft will add to thealready complicated task of scheduling and parking aircraftat the gates, as maintaining the required wingtip/opera-tional separation between planes may prevent the use ofadjacent gates while loading and unloading the A380. Onesolution is to park the aircraft remotely on hardstands andtransport passengers via buses or vans to the concoursesand terminals. However, such operations — already beingused at many airports to avoid the expense of terminal andapron expansions — have proven to be quite expensive.This arrangement is also inconvenient for passengers andservice crews.

Most airlines have aircraft scheduling and capacity plan-ning/yield management programs to enhance gate efficien-cy and bottom line profits. Hypothetically, airlines couldschedule super-jumbo jet aircraft during off-peak times tolessen passenger volume during peak times. However, this

is contrary to the traditional "hub and spoke operation,"which tries to maximize aircraft use by converging to acontrol point (hub) during certain times of the day.Scheduling these aircraft during off-peak times mightalso be contrary to overseas time slots. Dramaticrescheduling of aircraft, unless proven profitable for theairlines, will never happen.

The double-decker design of the A380 may also presentproblems at some airports. To maintain competitive air-line schedules and restrictive takeoff/landing slots,these super large aircraft will need to be turned aroundin the same amount of time as the smaller jumbo air-craft. To facilitate the 90-minute turnaround demandedby the airlines and airports, the A380 has beendesigned to utilize three passenger bridges simultane-ously. While some recent terminal construction projectshave been designed to accommodate this type of con-figuration, the use of upper-level bridges would requiresignificant structural modifications to many existingterminals.

At airports with annual passenger volumes of 8 millionor more, the super-jumbo jet may bring a welcomerelief from airside operation congestion. However, theaircraft’s high passenger volume may contribute toincreased terminal and landside congestion. To accom-modate 555 to 800 passengers per flight, gate hold-rooms may have to double in size, concourses mayneed to be widened, and capacity of ticket processing,baggage handling and customs areas may need to beexpanded. Curb frontage, arrival and departure road-ways and automobile parking — already constrained atmany airports — may not be able to handle the peaksurges of arriving and departing passengers that willbe created by the large aircraft.

Capacity limitations at many major airports may forcethe use of these new large aircraft. While cities aremoving rapidly to provide the most direct and lowest-cost service with smaller aircraft, these tendencies arecausing operational and capacity problems at the busierairports. Delays continue to rise. The new large aircraftcould be the solution to some of these delays — as longas the airport infrastructures can be built in an afford-able and timely manner.

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Terminal Capacity

By David Yeamans✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈

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Airfield Accommodations

Although the maximum takeoff weight of the A380 willbe over 1.2 million pounds, new and better wingtechnology and higher performance engines will

allow the aircraft to operate from the same runway lengthsas existing B747-400s. In addition, more wheels have beenincorporated into the design of the landing gear to main-tain wheel loading similar to the heaviest aircraft now inoperation. However, accommodating the aircraft’swingspan of close to 262 feet may require significant modi-fications to airfields at airports intending to serve the newlarge aircraft. The A380’s wingspan makes it the first air-craft in Federal Aviation Administration (FAA) DesignGroup VI. To meet the requirements established for thiscategory, runway and taxiway widths, as well as runway-to-taxiway and taxiway-to-taxiway separations, will needto be increased.

Airfields that are designed to meet the criteria for FAADesign Group V, which includes the B747-400, have 150-foot-wide runways and 75-foot-wide taxiways. Althoughwaivers may be granted to allow the A380 to operate onGroup V runways, Design Group VI establishes 200-foot-wide runways as the standard for an aircraft with theA380’s wingspan. Additionally, the FAA mandates taxi-ways of 100 feet wide for aircraft in Design Group VI.However, some airports may avoid the complete renova-tion of taxiways by increasing the fillet radius at intersec-tions or by widening the taxiway just enough to maintainthe required taxiway edge margin. This might allow taxi-

ways to be widened to 80 rather than 100 feet. The useof judgmental oversteering — already a common prac-tice at many airports — may also reduce the need forfillet modifications.

Because many of the world’s airports have a limitedamount of space available for expansion, achieving theseparations between runways and taxiways requiredfor the new large aircraft may present the greatest chal-lenge to airports. Separation criteria for FAA Group Vaircraft is 400 feet for runway-to-taxiway and 267 feetfor taxiway-to-taxiway. Runway-to-taxiway and taxi-way-to-taxiway separation requirements for Group VIaircraft are 600 feet and 324 feet, respectively. Whenspeculation about the super-jumbo jet began in theearly 1990s, many predicted that folding wing technolo-gy might allow new large aircraft to operate at existingGroup V-compliant airfields. However, folding wings,which are available on Boeing’s 777, have not proven tobe popular with airlines. At this point, it does notappear that folding wings will be a feature of Airbus’A380.

Planning for new airports and expansions at existingairports are already taking the proposed new large air-craft into consideration. However, these aircraft may beable to operate at some facilities with modifications totaxiway fillets and operations.

By Renita Mollman, P.E.

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With the arrival of Airbus Industrie’s A380 slated for2006, some airports will need to evaluate their abili-ty to provide ramp services for the new large air-

craft. Although these airports will most likely be equippedto service the largest commercial aircraft now in operation— Boeing’s 747-400 — the "super-jumbo" jet will put newdemands on systems that provide aircraft with fuel,ground power and preconditioned air.

FuelEven though the fuel capacity of the A380 is 28,000 gallonsgreater than the 747-400, the super-jumbo jet should notcreate a significantly higher demand for fuel, since it prom-ises to reduce the total number of flights and will be morefuel-efficient. However, pumping 85,900 gallons into theA380 in the time necessary for the desired 90-minute turn-around may require some modifications to fueling systems.It will require more than two simultaneous connections,which means three to four hydrant carts and a similarnumber of hydrant pits will be needed at gates serving theA380. In addition, carts serving the large aircraft will needhigher lift gates. And while there may not be a need formore storage capacity, airports that anticipate servicingmore than one super-jumbo jet at the same time may needto examine the pumping capacity of their fueling systems.

Preconditioned Air and Ground PowerThe A380 will also put new demands on the systems thatprovide preconditioned air (PCA) and ground power.Because the aircraft will have more volume and more pas-sengers, heating and cooling requirements will be signifi-cantly higher. And, as for fuel, accommodating a 90-minuteturnaround will create periods of high demand. This maymake central PCA systems more desirable, since ice storagecan be built up during non-peak times and used duringperiods of high demand. The A380’s use of three 90-KVAplugs may also make central systems for providing 400-hertz ground power more attractive, since such a systemwould eliminate the problems with synchronization thatmight arise when attempting to provide power throughseparate point-of-use units.

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Room on the Ramp

By Mel Sehrt, P.E., and John Park, P.E.✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈

Although there are currently fewer than 70 orders forthe A380, Airbus Industrie predicts that the demandfor very large aircraft will grow to more than 1,500

by the end of the decade. If these predictions prove to betrue, there will be a corresponding demand for signifi-cantly larger maintenance facilities at many of theworld’s airports. Hangars built to service the B747-400are simply not large enough to accommodate the A380’stail height of 79 feet, wing span of 262 feet and length of2391⁄2 feet. Moreover, the cost of construction may not beproportionate to the additional floor space required. Theincreased size and weight of the aircraft may mean anexponential increase in the cost of these facilities.

Accommodating aircraft the size of the A380 will driveup the structural unit costs of maintenance facilities. Thetail height of the new large aircraft significantly increasesthe height requirement of the hangar doors and the interi-or clear height, resulting in a corresponding increase inthe overall height of the structure. In turn, an increase inheight increases structural load factors that buildingcodes require to be designed into the structure. Theseincreased factors increase the size requirements of the pri-mary structure, as well as all components and cladding atall heights.

To allow space for the jacking of the A380, the interiorclear height will need to be a minimum of 92 feet. Thiswill need to be achieved without violating the heightrestrictions placed on airport structures. In some cases,this may mean that owners will not be able to buildhangars on desired sites. However, with innovativedesigns that minimize structural depth in the tail area,achieving the required interior height may be possiblewithin the defined height parameter. Other solutions tolimit jacking height may also be desirable and cost-effec-tive.

The greater wingspan of the new large aircraft will mean agreater clear span, or column-free area. Increased steelsizes to span these longer distances will drive up the unitcost of steel for the entire facility as much as 20 percent.In addition, hangar floors will need to be stronger toaccommodate the jacking weight of the aircraft, which is300,000 pounds greater than the 747-400.

The increased size of the very large aircraft will also creategreater distances for the delivery of utilities such as startair, shop air, and electricity. However, in terms ofincreased costs, the modifications to fire protection sys-tems may be the most significant. Increased overhead and

In meeting the needs of global leadersflying farther to satisfy business require-ments, the Boeing Business Jet (BBJ) isthe new larger aircraft for corporateexecutives. Although only 10 percentlonger than other jets typically used forcorporate travel, the BBJ is 65 percenttaller and 25 percent wider than theGlobal Express or the Gulfstream V.Recently, Boeing introduced an evenlarger version of its new business air-plane. The BBJ II has 25 percent moreinterior space, twice the luggage space,and is 19 feet longer than the BBJ. Just asthe super jumbo will require largerhangars for commercial aircraft, these

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A Handle on HangarsBy Mike Fenske, P.E.✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈

Big BusinessBy Brian Tompkins and Bill McCully, P.E.✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈

larger business aircraft are generatingnew requirements for corporate hangars.

Hangars for the BBJ will need signifi-cantly more expensive fire protectionsystems. Under the National FireProtection Association’s 1995 regulationfor aircraft hangars, airplanes the size ofthe Global Express and the Gulfstream Vrequire Group II hangars. With a tailheight of 41 feet, the BBJ will require aGroup I hangar. This will result in largerpiping and larger storage areas for foamand water. Although regulations intro-duced in 2001 may relax the require-ments for Group I hangars somewhat, it

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may take several years for these to beadopted in all regions.

Another feature that distinguishes theBBJ from other corporate jets is its range.Capable of flying more than 6,000 nauti-cal miles, the aircraft can make trips ofup to 14 hours in length. Because of itssize, it can also carry more passengers.Providing flight support for internationaltravel or many passengers will create aneed for expanding the flight supportareas in hangars designed for the BBJ.

The BBJ is also significantly heavier thanother corporate jets. With a maximum

taxi weight of 171,500 pounds, almosttwice that of the Gulfstream V, Boeing’slarger business aircraft will require thick-er concrete in the hangar floor and apronarea.

The new larger business airplane hasproven to be a popular option for manyof the world’s leading companies. Sincethe first BBJ rolled off the assembly linein 1998, Boeing has delivered close to 60of the large business jets. And while it isnot nearly as large as the new superjumbo, this new larger aircraft will pres-ent similar challenges in the design andconstruction of the hangars that will beneeded to service them.

underwing system coverage areas will demand increasedpipe sizes, larger pumping capacities and larger storagerequirements for water and AFFF concentrate. Dependingon the final layout, the increased cost of the fire protectionsystem may approach 30 percent.

Regardless of the size of the aircraft, maintenance facilitiesrepresent a significant investment for owners. However,

the increased costs associated with constructing hangarsto accommodate very large aircraft will make carefulplanning even more crucial. To meet operational needswhile maintaining cost-effectiveness, it will be moreimportant than ever to fully analyze the availableoptions, as well as look for opportunities to value engi-neer these projects.

D espite the widespread attention given to the super-jumbo jet, it is not the only new aircraft affectingcommercial aviation. The other new large aircraft —

the regional jet — is rapidly changing the face of com-muter air travel.

As the FAA defines it, a regional jet (RJ) is a turbofan-powered airplane seating 100 or fewer passengers.According to a report by the United States GeneralAccounting Office, 86 percent of the RJs in operation atthe end of 2000 were 50-seat Bombardier or Embraer air-craft, with the remainder consisting mostly of 32- and 37-seat Fairchild or Embraer RJs. Currently, manufacturersare reporting high sales of regional jets with more than 70seats.

Since its introduction in the early 1990s, the regional jethas become an increasing presence in the fast-growingregional airline market. While only 78 RJs were in opera-tion in the United States in 1995, the FAA reports that thenumber had grown to 569 by 2000. With the growth ofcommuter airline enplanements outpacing that of largerdomestic carriers, the number of RJs in operation isexpected to top 2,190 within the next 10 years.

According to the FAA’s 2000 Aviation CapacityEnhancement Plan, regional jets are being used in a vari-ety of ways. In certain markets, they are replacing turbo-prop aircraft to provide the higher level of service desiredby commuters. In addition, regional jets allow airlines to

provide additional seatingcapacity on flights previ-ously served by turbo-props, eliminate the excesscapacity of larger jets ortake advantage of the RJ’sgreater fuel efficiency. RJsare also being used to pro-vide new service in existinghub-and-spoke operations,as well as to bypass hubsand provide direct flightsbetween smaller markets.

To be equipped for regionaljet service, many smallcommercial airports may

need modifications to their pavement systems. Movingfrom serving a turboprop such as the 19-seat Beechcraft1900D to serving a 50-seat Embraer 145 regional jet, forexample, would require an evaluation of the strength ofrunways, taxiways and apron areas. With a maximum take-off weight of 48,500 pounds, the Embraer is more than30,000 pounds heavier than the Beechcraft. The greaterweight of the Embraer also means that it requires a longerrunway. As specified by the manufacturer, the take-off fieldlength for the Beechcraft is 3,740 feet. For the Embraer, it is6,465 feet. Thus runways at airports designed for turbo-props like the Beechcraft may not be long enough forregional jets.

The requirement for longer runways for regional jets is notjust an issue for small airports. Many larger airports thatserve as hubs for commuter travel also have runways dedi-cated to commuter aircraft that were originally designedfor small turboprops. Of course, these airports have longerrunways that can accommodate RJs, but mixing regionaland larger jet traffic on the same runway can complicateaircraft landing schedules, since minimum aircraft separa-tions vary by mix.

According to the FAA, the main reason for the rapidincrease in the use of regional jets is their popularityamong passengers. With operational characteristics muchlike narrow body jets, RJs are quieter, more comfortableand faster than turboprops. Along with the increase in theuse of RJs is an expectation of a level of service similar tothat provided on larger jets. Passengers want to boardregional aircraft directly from the terminal rather than fromthe tarmac. At both small airports and commuter hubs, thismeans providing passenger boarding bridges, precondi-tioned air and ground power at the gate — something thattypically has not been done for regional flights. For someairports, meeting passengers’ expectations may require ter-minal modifications or perhaps construction of new termi-nals for commuter operations.

The GAO reports that while the number of mainline jetdepartures increased nine percent between 1997 and 2000,the number of RJ departures increased 735 percent duringthe same period. As this trend continues, both small andlarge airports will be faced with choices about the level ofservice they will provide for regional passengers.

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Regionals RisingBy Dave Hadel, P.E.✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈

The growth of regional air travel — and the higher levelof service being provided to commuters — is perhapsnowhere more evident than at Philadelphia

International Airport, where US Airways and the city ofPhiladelphia recently opened a new terminal specificallydesigned for regional flight operations. Terminal F, a190,000-square-foot, 38-gate facility, comprises $100 millionof a $700 million airport improvement program being man-aged by Burns & McDonnell.

With the new commuter terminal, US Airways Express pas-sengers are no longer bused to aircraft parked on the tar-mac, but board most flights directly from individual depar-ture lounges through boarding bridges that protect themfrom inclement weather. The bridges are designed specifi-cally for regional aircraft, including the 50-seat Canadairand Embraer regional jets that make up an increasing per-

centage of the regional carrier’s aircraft fleet. The newterminal also features a dedicated commuter ticketlobby, passenger support facilities, a US Airways Cluband baggage claim systems designed to accommodateterminating and connecting passengers. An enclosed,second-level pedestrian bridge connects Terminal F tothe existing Terminal E, while a shuttle bus link facili-tates passenger connections to US Airways’ mainlineflights.

The largest carrier in the growing regional air travelmarket, US Airways Express operates more than 150daily departures and serves 43 destinations nonstopfrom Philadelphia. During its first year of operation,the new commuter terminal is expected to serve morethan 2 million passengers.

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Commuters Take FlightBy David Yeamans and Chris Green✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈

To meet increasing demand for air travel, airlines arepurchasing many mid- to small-size aircraft and newlarger aircraft. Although purchases are of newer, more

fuel-efficient aircraft, the increased volume of air travel stillrequires airports to add fueling capacity.

Fueling systems across the country are quickly reachingtheir maximum operating capacity. Many systems are alsonearing the end of their designed life (approximately 30years). Due to these conditions as well as maintenance andfuel pit location changes, construction activity involvingfueling systems at airports is increasing, with more to comeas the new larger aircraft are delivered and put into service.

Like all major airport projects, demolition and constructionof fueling systems pose challenges, including security clear-ance for working on the Airport Operations Area (AOA)and night work in order to minimize impact on aircraft gateoperations. Fueling system projects also present uniquechallenges in management of environmental aspects.

The following is an overview of the key steps recommend-ed in planning and implementing an environmental pro-gram for a fuel hydrant system construction project.

• Establish Risk-Based Standards for Soil and GroundwaterCleanupWell in advance of construction, establish risk-based, site-specific cleanup standards for soil and groundwaterthrough negotiation and coordination with the airportauthority and regulatory agency. Risk-based standardswill minimize the amount of contaminated material thathas to be taken off site for disposal. The regulatory statusof the fueling system should also be clarified with theappropriate agency. In some instances, airport hydrantsystems are exempt from federal underground storagetank regulations; therefore, written clarification of the sys-tem’s regulatory status is recommended before construc-tion starts.

• Conduct Environmental Baseline AssessmentConduct a subsurface sampling program along the pro-posed alignment of the new fuel system to establish exist-ing conditions prior to fuel system construction. Thisdata set will serve as the baseline condition for which the

fuel system owner is taking responsibility. In addi-tion, a study of the existing fuel system may be nec-essary for regulatory closure, as permits may berequired for abandonment of fueling components andtreatment and disposal of contaminated soil or water.

• Implement Contracting Methods to ControlEnvironmental CostsDevelop special construction specifications for use inthe bidding process that provide advance notice tobidders regarding the environmental conditions like-ly to be encountered, and the procedures to be fol-lowed for handling impacted soil and groundwater.This step serves to control project costs and reducesthe possibility of change orders for unknown envi-ronmental conditions.

• Prepare Contaminated Soil and Contaminated WaterManagement PlanPlan and describe detailed procedures to be followedin removing, handling, storing, and disposing of con-taminated soil and water encountered during con-struction.

• Develop Environmental Cost Tracking SystemDevelop a system to track environmental costs dur-ing individual phases of the project. Identifyingpotentially responsible parties and involving or keep-ing them informed from the beginning of the projectmay help in deferring cost during the project and aidin cost recovery efforts after fuel system construction.

• Establish Communication With All Affected PartiesEstablish a system to ensure that proper communica-tion is maintained throughout the project with allparties, including the fuel consortiums or fuel systemowners, contractors, the airport authority, environ-mental regulators, and other affected tenants.

Environmental considerations present unique chal-lenges for airport fuel system construction projects.Careful planning, proper cost tracking and effectivecommunication can make the entire process run moreefficiently and cost effectively.

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Eco-friendly FuelingBy Grant Smith, P.G.✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈ ✈

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Our ServicesFor more than 60 years Burns & McDonnell has designed functional,efficient, flexible and cost-effective aviation facilities for clients aroundthe world. Services include program management, master planning, facilities design-build, and environmental planning and design. Our in-house team of experts specializes in:

• Passenger Terminals• Hangars• Aircraft Overhaul and Maintenance Facilities• Airfield Design

- Runway, Apron and Taxiway- NAVAIDS and Airfield Lighting- Storm Drainage- Pavement Management

• Ramp Services- Jet Fuel Storage and Distribution- Preconditioned Air- 400-Hertz Power- Deice/Anti-ice Glycol- Passenger Boarding Bridges

• Jet Engine Maintenance and Test Facilities• Control Towers• Rental Car Facilities• GSE Facilities

For more information contact:Randy D. Pope, P.E.Phone: (816) 333-9400Fax: (816) 333-3690

aviation@burnsmcd.com9400 Ward ParkwayKansas City, Missouri 64114