ra 

P378 
- .G85 

i BILLINGS LOGAN 
INTERNATIONAL AIRPORT 



wmmm 



STATEMENT OF PERMISSION TO COPY 

In presenting this thesis in partial fulfillment of 

the requirements for an advanced degree at Montana 

State University, I agree that the Library shall make 

it freely available for inspection. I further agree 

that permission for extensive copying of this thesis 

for scholarly purposes may be granted by my major 

professor, or, in his absence, by the Director of 

Libraries. It is understood that any copying or 

publication of this thesis for financial gain shall not 

be allowed without my written permission. 

Signature ~£mAfj AtWitc 

Date_ 



BILLINC.S LOGAN INTERNATIONAL AIRPORT 

by 

Dennis W. Greeno 

A thesis submitted in partial fulfil lment 
of the requirements for the degree 

of 

BACHELOR OF ARCHITECTURE 

Approved: 

Thesis Advisor 

hairrnan, Thesis Committee 

of Architecture Director, ?<rh 

MONTANA STATE UNIVERSITY 
Rozeman, Montana 

June 1984 



To my wife and friend, Nola, a person of love, 

patience, and encouragement. 

To my family, without whose love and support 

this goal in my life would not have been reached. 

To my advisor, David Matthews, whose concern 

goes beyond architecture. 

To Kellee, Randy, and Guy, friends who have 

made the journey brighter. 

To Bruce Putnam, and the airport staff, who 

were so will ing and eager to help. 

To God, the great architect and builder of the 

universe, whom I thank for allowing me to be here. 

ACKNOWLEDGEMENTS 



If one is to make observations about airports, it 

is important at the onset to define what an airport is. 

Webster defines airport as a "place where aircraft can 

land and take off, usually with facilit ies for repair."1 

In simplest but not inclusive terms this does describe 

one aspect of an airport. 

If we wish to define airport in more extensive 

words, it is first essential to set the parameters to 

establish what the term airport means. If Webster's 

definition were to be used, countless visual images 

surface. Does a gravel road constitute a runway or a 

toolbox in a pickup truck a repair facility? 

For the purpose of this project airport should 

include the following within its definition. Airports 

are transitional spaces between one mode of transpor­

tation and another; airports, therefore, act as links 

between earth and sky. Airports communicate in a 

unique language usually in graphic form. This 

language continually directs users in specific paths to 

desired locations. In this sense airports are much 

like organisms with specific internal circulation 

strategies. Airports also are educational devices 

which introduce to people technology manifested in 

the form of aircraft. Airports do indeed include 

runways and other- related support facilit ies, but 

these aspects will remain status quo and concentration 

INTRODUCTION 



will be placed on the space where machine and man 

converge. 

It is also important at this time to state a 

personal attitude. It is not the intention of this 

thesis project to redefine the mechanics of airport 

systems. Years have been expended by numerous 

professionals attempting to develop airport systems 

which work efficiently. It would be presumptuous 

and ignorant of one with so little hanas-on experience 

to attempt this feat with so few tools. Rather, the 

goal of my involvement in the design of an airport 

terminal for Billings is to examine their relationship to 

man and offer suggestions via the final design which 

might enhance and establish a more positive personal 

environment, one which can be enjoyed rather than 

endured. 

The strategy to develop the suggestions might 

best be achieved through an examination of airports 

in both positive and negative qualities. 

Airports are incredible mechanisms for pro­

cessing and manipulating people. Airports on a large 

scale are forced into dealing with catastrophic 

numbers of people, cars, aircraft, volumes of 

luggage, pounds of mail and freight all converging 

from different origins with specific and very rhythmic 

destinations. 

INTRODUCTION 



Often man is critical of a particular system when 

inconvenienced, which unfortunately frequently occurs 

at airports, but if for a moment we step back and 

view the entire situation, we might conclude that it is 

amazing it works as well as it does. 

Airports also deal with time in a unique way. 

Because of the speed of aircraft, time has become far 

more important in units not commonly stressed in the 

everyday world. Flight patterns, approaches, taxi of 

aircraft all become important events measured in 

minutes and sometimes seconds. The entire scenario 

experienced endeavors to become as a fine tuned 

watch and for this reason airports should be 

applauded. 

Is is perhaps from these efforts to maximize 

certain aspects of airport planning that other issues 

more directly related to the human experience have 

been neglected. The late Eero Saarinen, when asked 

to define in his opinion the purpose of architecture, 

stated "to shelter and enhance man's life on earth and 

to fulfil! his belief in the nobility of his existence. 

This statement offers to the architecture profession a 

challenge requiring an uncompromising sincerity to 

our fellow man. Because architecture should make a 

torceful effort to enhance man's life on earth, it 

should encourage, sympathize, reflect, with 

INTRODUCTION 



him. Airports, while succeeding in pragmatic and 

functional concerns, contribute minimally to an archi­

tectural fabric. 

"Airports are probably the ultimate of placeless-

ness. The traveler parks his car, enters a vast 

funnel, walks through one tunnel into another, does 

not meet anyone, goes through a small doorway, sits 

down in a long tube, and perhaps does not even see 
3 

the outside of the place in which he flies." 

Although the above statement might unfairly 

generalize the airport experience, it does occur in a 

very real sense for countless thousands of people who 

experience airports enroute to their destination where 

the space is encountered alone and little or no 

provision is made to welcome, much less comfort or 

uplift, a weary traveler. This situation becomes 

much more alarming when it occurs in smaller airports 

which could more readily create a positive architec­

tural environment. This situation occurs primarily 

because of the motivation in airport planning. "In 

the United States, we organize air transport around 

private, competitive airlines each striving for their 

own profit, and place more emphasis on economic 

efficiency than social amenities." Often the means to 

economic efficiency result in architecture that 

attempts to remain at the forefront of technological 

INTRODUCTION 



advancement and provides no recognizable language 

for the layman. The manifestation of this technology 

is often realized in materials, graphics and in a broad 

sense the entire airport system. "Geometric symmetry 

of the exterior shell is an abstraction prized mainly 

by designers; it is rarely even noticed by others who 
5 

are too busy trying to find their way around." 

Airports are without a doubt complex circulation 

problems, but clearly defined circulation schemes 

present an incomplete architectural environment. 

Airports provide an excellent opportunity for cities or 

regions to inform and invite passengers to discover 

them. A goal of the design is to create an inviting 

atmosphere, one that does more than simply move 

people to and from aircraft. 

Airports are very dynamic spaces; to some, this 

dynamic quality brings with it excitement, to others 

fear. A goal of the design is to introduce this 

movement to peopie in terms that they will enjoy. 

In a very real sense it is easier to state one's 

desires than it is to accomplish them, and I am 

certain that the final product will carry with it some 

of the weaknesses inherent to existing solutions. 

This occurs because design is a conglomeration of 

parts which are generated from past experience and 

examples. Personally, the important issue is not 

INTRODUCTION 



whether the product solves all the problems but that 

t offers a direction to the ultimate solution. 

INTRODUCTION 



Until only recently man has been held captive of 

the earth. But in the mere span of a lifetime man 

has not only been liberated from the earth but has 

soared higher and faster than would have been 

believed. Perhaps as long as man has walked upon 

the earth he has gazed heavenward at the birds and 

imagined floating on the invisible wings of air. Creek 

mythology tells us of a father, Daedulus, fashioning 

wings for his son, Icarus. Acting against his 

father's advice, Icarus flew too close to the sun 

melting the wax used to fasten the wings and 

plunging to his death. 

"Leonardo da Vinca between the years of I486 

end 1490 sketched imaginative ideas of how man could 

fly. Replacing a traditional method of strapping 

wings to a man's arms, he envisioned a mechanical 

mechanism with wings powered by human energy." 

These mechanisms came to be called ornithopters, 

derived from the Greek word "ornitho" meaning of or 

related to birds. Because of the structural differ­

ences that inherently exist between man and birds, 

these mechanisms were destined to fail. 

"It wasn't until November 21 , 1783 that man first 

experienced a true but comparatively speaking 

rudimentary form of flight. Joseph and Etienne 

Montgolfier designed and constructed the first hot-air 

FLIGHT 



balloon which carried Pilatre de Rosier and Marquis 

d'Arlandes five miles across Paris on a fl ight which 

lasted twenty-five minutes.11  ̂  Although the hot-air 

balloon offered no technical advancement to an under­

standing of heavier than air fl ight, it proved that 

man could fly and would provide the only method of 

fl ight for the next 100 years. 

Although heavier than air fl ight would not occur 

until the dawn of the twentieth century, many 

advancements were necessary to bring this dream to 

fruition. "A British scientist, Sir Ceorge Cayley, 

was the first to conceptualize a flying device with a 

fixed wing used to generate l ift and a separate 
g 

mechanism for propulsion." In a sense Cayley 

discovered the essence of modern aircraft. In 1853 

he accomplished a portion of the dream as he built 

and flew the world's first human carrying glider. 

Although the glider was yet uncontrollable, George 

Cayley's work in the development of aeronautics was 

perhaps the single greatest impetus in liberating man 

from the earth. Except for a few, the scientific 

world was not eager to carry the torch lit by Cayley 

because his work became obscure soon after his death 

in 1857 and would not be util ized until the end of the 

century. 

PLIGHT 



The year of Cayley's death brought success to 

another aeronautic engineer, a Frenchman by the 

name of Felix du Temple. "In 1857 he flew the first 

successful model airplane in history, it had swept-
9 

forward wings and was powered by clockwork." In 

1874 he then expanded his model version into a life-

size aircraft powered by a steam engine. Although 

the aircraft left the ground momentarily, it did not 

achieve any form of sustained flight. 

The interest in flight was worldwide. In July 

of 1884 in St. Petersburg, Russia, Alexander F. 

Mozhaisk.i was the second to attempt powered but 

assisted takeoff. It too did not accomplish sustained 

flight. 

With all of the efforts to free man from earth in 

a heavier than air aircraft, it was not until 1891 that 

someone literally jumped into the air with wings and 

flew in a controlled fashion. "Otto Lilienthal, a 

German, developed and flew gliders based on exten­

sive study, and in a five year span flew 2500 

successful glider flights.On August 9, 1896 Otto 

I ilienthal would encounter a gust of wind stalling his 

glider and plunging him to tho ground where he 

would suffer a broken spine resulting in his death. 

It has been speculated that, had he not died so 

untimely, he would have been the first, to accomplish 

FLIGHT 



rnmsGxss!*'̂ :s 

flight due to his ongoing research with powered 

engines. 

"Aeronautics finally came to America in 1896 as 

Octave Chaute, a naturalized Frenchman, developed 

and flew a biplane glider which introduced a Pratt 

truss that would greatly influence the design of the 

Wright brothers."11 

There exists one other noteworthy event prior to 

the success of the Wright brothers. "Samuel Pierpont 

Langley, an American, built a series of powered 

aircraft which culminated in two attempted piloted 

flights, both in 1903 just weeks before the Wrights' 

historical flight."1 ' ' 

"On December 17, 1903 Orville Wright, witnessed 

by his brother Wilbur and five others, was the first 

to voyage in a heavier than air aircraft. His maiden 

voyage encompassed a distance of 120 feet at an 
13 altitude of 10 feet and lasted a mere 12 seconds." 

The historical information concerning man's 

endeavors to fly is purely academic, but it does 

display the courage and desire man has exerted in 

the pursuit cf a dream. The truly amazing realization 

is the speed in which events have occurred since the 

Wrights' maiden flight. For instance, in the early 

1960's a rocket powered airplane, the X-15, flew at a 

speed of 4,100 mph at an altitude of 314,750 feet. it 

FLIGHT 



is incredible to consider that the time lapsed between 

the Wright Flyer I and the X-15 was less than the 

lifespan of a man. Not only have aircraft soared 

higher and faster, but the weight of aircraft and the 

number of people able to fly per aircraft have 

increased manifold times. 

Flying has certainly changed and challenged our 

concept of time and distance, perhaps more than any 

other single event. It is because of this fascination 

with flight than an airport terminal building was 

considered. As a child, no greater excitement was 

experienced than a visit to the airport. The immen­

sity of the aircraft, the noise, the hustle and bustle 

of passengers carry with it an excitement experienced 

in few environments. No other building enjoys such 

a dynamic movement of people and machines. It 

offers a tremendous challenge both in function and 

atmosphere. The terminal is the interface between 

man and sky. Because it is a transition zone, special 

consideration must be given to the user. Due to the 

inherent qualities of the space, it becomes necessary 

to determine which aspects should be emphasized and 

which should be minimized. The airport terminal 

provides an intriguing environment which is perhaps 

not yet fully understood by the passenger or the 

architectural profession. 

FLIGHT 



Since its founding in 1882 Bill ings has developed 

an intimate association with transportation. As in 

most western cities, the railroad initially played the 

single greatest role in establishing urban centers. 

Prior to the railroad, which began passenger service 

in August 1882, the Yellowstone River, located south 

of the city, boasted a fleet of river boat steamers. 

Transportation has increased in importance since 

the city's inception. Bill ings has established itself as 

a transportation hub serving Montana, Wyoming, 

North and South Dakota via railroad, highway, and 

air facilit ies. 

Although railroad passenger service is not 

available in the Bill ings area today, Burlington 

Northern Railroad has maintained an active role in the 

transportation of coal, grain and other goods to and 

from Bill ings. A major switching yard is located in 

neighboring Laurel, and Burlington Northern operates 

an industrial park in Bill ings to meet specific needs 

of rail users. 

"Four interstate highways connect Bill ings 

directly with metropolitan areas in the west and 

midwest. Interstate 90 provides a direct route to 

Chicago, Spokane, and Seattle. Interstate 94 is a 

direct route to Minneapolis. interstate 25, via Inter­

state SO, l inks Denver and Bill ings. Los Angeles ano 

BILLINGS 



Salt Lake City can be easily reached by Interstate 15 
14 

and 90." The interstate system and central location 

of Bill ings has aided in the establishment of eight 

interstate and seven intrastate freight carriers. 

Since the decline of railroad passenger service, 

the airport's role within the region has experienced 

consistent growth. With 342,000 enplaning passengers 

in 1983 Bill ings Logan International Airport accounted 

for nearly fifty percent of all air travel within the 

state. Bill ings is currently served by four commer­

cial air carriers: Northwest Orient, Frontier, 

Western, and United. Big Sky Airlines, a Bill ings 

based commuter airline, serves cities in Montana, 

Wyoming, North Dakota, and Minnesota. In addition 

to airlines, three fixed based operators, Corporate 

Air, Gi 11 is Aviation, and Lynch Flying Service, 

operate in Bill ings. Air freight carriers in addition 

to services provided by commercial carriers are: CsC 

Airfreight, Montana Air Cargo, Logan Air Freight, 

and recently added Federal Express, which serve in 

mail and cargo capacities. 

Transportation has acted as a catalyst in pro­

viding growth in industrial, commercial, cultural, 

medical, and entertainment areas. Bill ings' trade area 

of nearly 300,000 square miles provides services in a 

four state region. This growth has enabled the local 

BILLINGS 



economy to expand into numerous areas resulting in a 

diverse economic base. 

Transportation has and will continue to be 

a significant force in the future development of 

Billings. As air traffic continues to grow, a 

substantial challenge is established. This challenge 

can be an opportunity for the city to address in 

architectural form an environment that is sensitive 

and informative of the regional qualities and atti­

tudes. This environment will not only inform people, 

be they the people of Billings, potential business 

clients or visitors, but will offer to the city an image 

not removed from its residents but rather a reflection 

of its people. 

BILLINGS 



Canada 

Turner £ Eureka > Plentywood 
Chinook 

Cut Bank # . 

# Shelby # Libby Havre Wolf 
Point 

Malta Harlem Culbertson 
Chester East Glacier # Valier 

Poplar 
Kalispell Big Sandy Conrad Glasgow 

ND 0 Choteau Thompson Falls Poison Sidney Fort Benton 

Plains Benchmark 

Winifred Circle Ronan 
Great Falls Jordan 

Superior Glendive 

Stanford 
£ Lincoln 

Lewistown 
Missoula 

White Sulphur 
Springs £ 

Roundup Oeer 
Lodge Baker #| f Stevensville 

Helena Forsyth \ Miles City 
Harlowton 

Phiiipsburg 
Hamilton Townsend 

! Ekaiaka • Anaconda 

Three a 
Forks 

Butte 

Hardrn Big Timber 
SD Ashland Bozeman 

Livingston Columbiis'. Twin Bridges 
Broadus i 

O Ennis Lodge Grass 
Dillon # Red Lodge 

Gardiner 

WY figure 5 
West Yellowstone Statute Miles 

Commuter Air Carrier Reliever General AV 

EXISTING 

PROPOSED 

BILLINGS 



international 
airport 

hway 3 

_S 

A 
WS 

f *• yel lowstone 
river 

BILLINGS 



The site located on a plateau approximately 500 

feet above the city enjoys probably the single most 

prominent location in the Yellowstone valley. The 

airport and support facilities are essentially the only 

structures occupying the plateau resulting in a limited 

contextual fabric. The site analysis consists of five 

diagrams that help establish important issues affecting 

potential design decisions. 

Diagram - Existing Facilities. The existing 

facilities diagram is an attempt in a brief manner to 

establish areas occupied by specific functions. 

Airport support facilities are those directly utilized 

by airport operations. These structures and fuel 

storage facilities are used to store materials and 

equipment for airport, aircraft, and runway opera­

tions. Airport tenant functions are spaces the 

airport leases to approximately 90 tenants. The 

lessees near the terminal are presently occupied by 

private hangars and Lynch and Cillis Aviation. As 

airport needs increase, leased functions would 

undoubtedly be relocated, perhaps to the west end of 

the airport complex where potential development of 

private hangars appears most appropriate. Parking is 

shown in an attempt to indicate the amount of area 

necessary to accommodate present parking needs for 

SITE 



long- and short-term automobile, employee, and car 

rental. 

Diagram - Runways and Vehicular Access. Air 

carrier runway shown in black is the runway utilized 

by commercial air carriers and general aircraft. The 

runway is 150 feet wide by 10,500 feet long and is 

capable of accommodating larger aircraft, i.e., 747's. 

Basic transport and general utility runways are used 

exclusively by general aircraft. Taxi is space 

required for aircraft to maneuver to and from the 

terminal and hangars, to runways. Aircraft land and 

takeoff in directions dictated by current weather 

conditions. 

Vehicular access to the site is realized from 

three routes: Highway 318 from the east, Highway 3 

from the west, and 27th Street from Interstate 90 

south of the city. The point where the three con­

verge has developed into a problem with serious 

potential and will therefore be considered in the 

design. Because of the expected increase in airport 

usage, the entrance issue becomes an important 

element within the airport design and should be 

addressed in a manner which will provide a positive 

solution to meet future demands. 
15 

Diagram - Noise. Noise is without a doubt an 

expected issue at airports. This diagram denotes the 

SITE 



severity of the problem, though the duration of noise 

is related to air traffic at specific times of the day. 

Through proper location of the building a buffer 

could be generated allowing the possibility of exterior 

space. Because noise is an inherent characteristic of 

airports, the building envelope must be given special 

care, especially in detail to insure appropriate 

control. 
1 fi 

Diagram - Sun Path and Wind. The site, due 

to its vertical location and absence of surrounding 

structures, enjoys ample sunlight. This character­

istic might support large areas of glazing or atrium 

space within the terminal. The site also is not 

buffered in any sense from winter storms and wind. 

Care, therefore, needs to be exerted to provide 

barriers via walls or plantings to protect passengers 

as they enter and leave the building envelope. 

Diagram - Views to Surrounding Landscape. 

There exist views in two senses at the airport site, 

though only one, views to surrounding landscapes, is 

diagrammed. Views in close proximity to the site, 

particularly toward runways, provide site occupants a 

very dynamic visual involvement with the airport. 

The terminal should provide ample visual links toward 

runways, internally. 

SITE 



The site, due to its unique vantage point, 

provides views to distant landscapes perhaps not 

experienced from a less elevated location. From the 

control tower the city and entire valley unfold 

providing a unique experience. This can provide an 

excellent opportunity architecturally to provide an 

elevated observation space from the airport. 

Views have been described as desirable, neutral, 

and undesirable. Neutral views are those which, 

apart from the aircraft activity, represent visual 

access toward unbroken plains or residential develop­

ment. These views to the north are in no sense 

negative but assume a secondary position in relation­

ship to views toward the south into the city. 



legend EXISTING FACILITIES 

airport support Hi 
airport tenant 
parking Y//A 



legend RUNWAYS & VEHICULAR ACCESS 

primary access-27th st. 

secondary access- hwy.3 &318 
air carrier 

basic transport 
general utility 
taxi 

/ 

A 

••• 
\ 

27th st. to Interstate 90 



legend NOISE 

ZONE 1-less than 65 dB 
ZONE 2-65 to75dB 
ZONE 3-greater than 75dB 

lltlS wmmm 



frrrD<rrnTrn>dTr>ii ii iir>v 

legend SUN PATH & WIND 

winter winds 12.4 mph ave. 
summer winds 9.9 mph ave. 



legend VIEWS TO SURROUNDING LANDSCAPES 

desirable 1 1 
neutral ImM 



Due to the elevated and rather obstruction-free 

location of the site, climatic characteristics might 

offer valuable information affecting design develop­

ment. 

"Billings, Montana, at an elevation of 3100-3600 

feet above mean sea level, is situated in the border­

line area between the great plains and the Rocky 

Mountains and has a climate which takes on some of 

the characteristics of both regions. Its climate may 

be classified as semiarid, but with irrigation and the 

favorable distribution of the precipitation during the 

spring and autumn months, it is possible to raise a 

variety of crops in the area." 
1 P 

Diagram - Precipitation and Snowfall. Billings 

receives on the average a little more than 14 inches 

of precipitation a year with the majority of it falling 

in the spring and fall months. Although the amount 

of precipitation is low, there does exist the possibility 

of substantial snowfall in winter months. The winters 

are generally interrupted with mild periods resulting 

in thawing of snow accumulations, but adequate space 

should be considered for snow removal from parking 

and pedestrian paths. 
19 

Diagram - Temperature and Humidity. * The 

temperature in Billings is uncommonly mild for the 

region, especially in winter, as it frequently enjoys a 

CLIMATE 



"drainage wind moving down the Yellowstone Valley 

which transports warmer air of Pacific origin to the 
2 0  

area." Summer temperatures are comfortably warm 

with mild nighttime temperatures. Humidity does not 

pose as a detrimental condition of the site but rather 

helps maintain a comfortable environment, particularly 

during summer and early fall. In part due to tem­

perature^ and site orientation, interior green space 

might be explored in an attempt to provide an 

inviting environment during winter months. 

Diagram - Clear, Partly Cloudy, and Cloudy 
21 

Pays. This diagram reveals that the expected 

conditions for Billings skies is partly cloudy, 

although generally these clouds are not low lying. In 

the summer months Billings enjoys azure blue skies 

which provide a dynamic backdrop for a strong visual 

image architecturally displayed in the control tower. 

Sky conditions also give impetus to interior green 

space, though insulating thermal loss during winter 

months would be necessary. 

CLIMATE 



PRECIPITATION & SNOWFALL 

.snowfall 

CO <1) 
JZ o 
c 

precipitation 

dec june july aug sept oct feb nov mar jan 

CLIMATE 



TEMPERATURE & HUMIDITY 

100 

•daily max. temp. 

Li. 

'aaily min.temp. 

feb jan aug sept oct dec mar apr nov 

CLIMATE 



CLEAR, PARTLY CLOUDY & CLOUDY DAYS 

cloudy 

CO 

ca •O 

^^partly cloudy 

clear 

apr may june july aug sept oct jan feb dec mar nov 

CLIMATE 



Programming is much more than providing 

required square footage for specific areas; it allows a 

designer the opportunity to analyze information 

gathered to develop an appropriate attitude or course 

in which to respond architecturally. Because airports 

tend to exhibit anonymous space, there has been an 

attempt to first define the space and establish a 

quality desired to provide direction as the design 

process continues. Included within the program are 

conceptual sketches which provide initial direction for 

the airport's internal character. These sketches were 

an exercise to aid me in graphically expressing verbal 

intentions for a space; they are not intended to 

depict the final architectural form, but rather the 

mood or quality of space. 

There does exist within the program assumptions 

which were made due to the extensive research neces­

sary to address needs for specific airports. For 

instance, airline operation space was treated in a 

generic sense, and in actuality considerable time 

would need to be spent with each airline establishing 

an appropriate program which would most adequately 

serve specific airline needs. Also waiting and holding 

space were considered as lump sums of space and will 

be more directly influenced by the terminal concept 

adopted. 

PROGRAM 



The number of airlines now serving Billings is 

five. The addition of three more airlines with twelve 

gate positions was assumed so as to create a program 

which would be challenging and require innovation on 

my part to solve site issues resulting from increased 

spatial requirements. 

It is important to address the means by which 

the program spaces were sized. According to the 

accompanying diagram, a conservative growth rate for 

the rest of this decade was assumed, which is con­

siderably less than the Federal Aviation projection, 

which generally have proven to be generous and 
22 

unreliable. 

From the 4% growth rate assumed, a figure of 

450,000 enplaning passengers was calculated for the 

year 1990. From this figure and information provided 
23 

by the Federal Aviation Administration, along with 

an inventory of the existing facility, a hybrid 

program was developed. Due to the relative instabil­

ity of the airline industry, considerable effort would 

be necessary to project a usable document for a 

future airport facility, and the program to be utilized 

can in no reliable sense be validated. 

The program was in a personal sense a difficult 

area of the design to resolve. In part this was due 

to conflicting data and theories on sizing airports. 

PROGRAM 



Extrapolating the existing airport or utilizing a theory 

of airport planning carry with them problems and 

biases which are inherent. The most appropriate 

decisions can only be made by someone who invests 

much time and effort in understanding not only the 

problem but specific needs of the people involved. It 

is my hope that the final design reflects some under­

standing of the problems and provides a positive and 

inviting architectural environment. 

PROGRAM 



PASSENGER GROWTH PROJECTIONS 

Assumed 

1990 

PROGRAM 



PROGRAM SUMMARY 

Lobby 

Restaurant 
Dining 
K i tchen 

Coffee Shop 
Dining 
Ki tchen 

Flight K i tchen 

Pilot's Lounge 

Lounge 

Gift Shop 

Retail Space 

Ticket Lobby 

Airline Operations (8 Airlines) 

Baggage Claim 

Car Rental 

Customs 

Airport Security 

Office Space 

Weather Bureau 

Sq. Ft. 

5 , 4 0 0  

5 , 0 0 0  
4 , 5 0 0  

3 , 0 0 0  
2 , 5 0 0  

1 , 5 2 5  

1 , 1 5 0  

9 2 5  

1 , 8 0 0  

1  ,800  

7 , 8 0 0  

1 9 , 6 0 0  

1 2 , 0 0 0  

4 0 0  

3 0 0  

4 0 0  

3 , 0 0 0  

2  , 0 0 0  

PROGRAM 



F l i g h t  S e r v i c e  S t a t i o n  2 , 5 0 0  

A i r p o r t  M a n a g e r / R e l a  t e d  A c t i v i t i e s  1 , 8 0 0  

W a i t i n g  5 , 2 0 0  

D e p a r t u r e  G a t e s  ( 1 2 )  2 1 , 6 0 0  

C o n c o u r s e  C i r c u l a t i o n  2 7 , 2 3 0  

P u b l i c  R e s t r o o m s  3 , 0 0 0  

L o a d i n g  &  S e r v i c e  4 , 9 0 0  
M e c h a n i c a l  1 4 , 7 0 0  

T o t a l  S q u a r e  F o o t a g e  1 5 4 , 0 3 0  

P a r k i n g  N o .  o f  S p a c e s  
S h o r t T e r m  *  2 2 5  
L o n g  T e r m  4 7 0  
H a n d i c a p p e d  4  
R e s t a u r a n t  9 6  
E m p l o y e e  2 0 0  
C a r  R e n t a l  1 6 5  

T o t a l  P a r k i n g  S p a c e s  1 , 1 6 0  

PROGRAM 



^PACE DESCRIPTION LOBBY „ _ .. evJTK^MCE AMT=> -3F*£e. PeoXlMnT "» â Z- ̂ ~^UC-
Z&eer e&->enOHS> encou? Ee visi &LE nsoM THE, use&r. 

QUALITY uM2<*e ve^Me , iM^MATive, S*«e*r, WAEM , tuvmMG, , OX^FOU, 

TIME OF USE -AU_ AlJ^F f̂CT -HOUES. 

FUNCTIONAL CONCERNS IPOULJPEP WrrWM adjacency ^MBAJZ. ewoui*=> ee uacrets, 
t e*rwec50M& VIEWS 

in -weru->ei i WArnMê  com$ ,qipr 

out pESnaABue. 

ORIENTATION -SOUTH 

LIGHTING IVJCAMPe££-€>jr" 

ACOUSTICS oOeT& LC&&f's> k̂s'rt ACTIVITY 
yW2)etv->tM€| €*TACê > MHSf TZ> BC. 
MATERIALS eeiOS- F*Y«2&| GV-Y^T <X-

y/o&p <StZ f=jTE=*si .Tgcgfe^>f AreiuM VOdP OCCUPANCY 

AREA REQUIRED 

Mio-nue; 

«b4oc?4t 

m 

n^»! 

2*4 

y\ <AY riKpf 

/ 
161 ie nv «e» 

-S; 
nc 

*• 

fcn 

-4 > 

U 
»SS|( ->«C>C 

— 
"1 

— 
> 

tz& 5M 6i\ FT e4-bp » 

4 1— q ; — 
—*•» 

V' 
r ' > 

i-1 

\ p 3M M> -S.V PC 

ej-IT* -V" 1 

1 

PROGRAM 



OiM 

LOBBY 



SPACE DESCRIPTION RESTAURANT -r-̂  
agetauaAMr-to ee-HDOSEPJ IM coMreou-rovveE. L^Wk^e^TO-reeMiMAL-
^n^piMa- viev^s -to c-irf i Aiepieup. 

miAi ITY GesraueAMT v/HoejB /MFu^Mce i£» CI1X^^59J^V*U '̂ ĴCWtJ-
pt>&M4u, exrevive-! uMisfcc.. gxc*nvȣi TSOCJP) 

USER e<0-«stt<- tv&uc** f?*gfieHfe»ee-

TIME OF USE 

functional concerns tono*®-1 to to 
IDCAÎ P I pur BgL<=w. ©eeviaeTo 
vu. com&H*iiwzs» 
VIEWS 

JACENCY 

in 
out-"t£> crry^AteP>*eUP 

orientation >J<5i3m ^sccmA 

LIGHTING t-W>EAU)ltJcA»J,:3e£,aa'Jr 

ACOUSTICS T=AlMT 

MATERIALS e*eAS&, WCCC?, CA£FW", 
vaPHouSTEey, i_Ame£ eaz&&j£'j Mwau 

OCCUPANCY 'tpe «eSW& 

istji/seAr 
AREA REQUIRED 

(̂C>OC>tjl c'lt-,!t-J<5> 
460041 la-re^esM 

yi** 
cdMSvww 

-pAiig 

ftwurftlw 

TDOTY 

12 

PROGRAM 



RESTAURANT 



tw-onef, ease, f»«a= stccw, eauowKHES-, IALAP aw 

QUALITY CASOAU ©WeiMT, V&J-X&C 
USER **»*.,««—• -̂ut® f—t-wu 

time of use ^am.-Uf.m. 

FUNCTIONAL CONCERNS PpGXIMrff"!15 
$02VK£. ceiv .̂ 
VIEWS 

in LC0ef* 
out pLAH6«lPe 

ORIENTATION EA®T C£- UTT VIA £>VJ.YU6*,",T£> 
c«. Areu*/i 
LIGHTING fMTUpAL ,̂ ptOueeS6€MT 
iPCAMPeeasMr 
ACOUSTICS 

MATERIALS PUJ2A&U& W&CX- R4V^P&; 
MeiAL ,̂ y/odPl cgjEWMlo 
OCCUPANCY 16C «6*I& 

iz.t>tjr/©6Ar 
AREA REQUIRED 

«c>e>oifi - PlHlMfit 

ADJACENCY 

3 3 

BsWH ~Wm 

uowr 

PROGRAM 





SPACE DESCRIPTION FLIGHT KITCHEN 
fTzepAEArioM c*p wx> Ffce <*-> ®o4po 

pî nJEl F^vsiHrs-. AT -TUB paee-Jr-riWfc ffetiAA0Lf 0£*a  ̂iSf 
cPW" AIJ2UME&. 

quality e*?Fie*3pr. 

USER Ail̂ razr F^g^cHHSL--

TIME OF USE \v-» T2»^noM "TT> pU^-te» 
M^AU  ̂feMEOLTTTS 

FUNCTIONAL CONCERNS ccouc? Be ue^r? 
«-> ccvi)Ouerva-» Wrru ccw0& S^CP PCPP 
fCJBP. 
VIEWS 

ADJACENCY 

in 

out pesuzawjb 

ORIENTATION 

LIGHTING v^TOEAL. OE-APnPICr4U  ̂

acoustics e+A«-><-c> 0& e>oppe03  ̂
PjzctvA aoi&ipe ce- y4c?>»ceMr >acnvrne£> 

MATERIALS r» V/gi g 

OCCUPANCY 

AREA REQUIRED \SZS4 

m Ait; LCI 54* T 
_ 

f be 1 ex. *1 •fcfc F» ue MT y i 
CA nfci 

>nc 
tz* 

> 
«* w 

i- Û3 es 

* 

nfci 
>nc 
tz* 3P 

. 

• i i 

PROGRAM 



SPACE DESCRIPTION _ PILOTS LOUNGE 
£fAce Ftoiz. piu=>T!& ̂ FU£,nrr c-eeW -rt> eclv^x fterWBeM /Mea&Apr . 

QUALITY 6X?lET CA"6CAL-) taeUAXlMd ( W4JZM-

USER f\U7t&  ̂ tt-W3|ftT CJ2ESN' 

TIME OF USE ^VseiC) AIB3ZAFT C^PAienJ(Je-

FUNCTIONAL CONCERNS ©Ffcce P6BCS T& 0C ADJACENCY AUUOCAVSD Foe. ge&receM& , petSUM®" A COMMBMTCM ie tt-rcweM oe. vcm ALcewout- eeveizAyer VIEWS 
in 
out cw&nzAeue. «orHor-ro Aie»»f0Lc 

ORIENTATION ©O'-TH 

LIGHTING HATOfZA*-. ACTWU 

ACOUSTICS AucW ^oier tXMveESATlcM 

MATERIALS W0e<? tA^T/M-' CAWS" 
CVKacnaweue pcibjrroEfe 
OCCUPANCY 

-20 
AREA REQUIRED . lIBOf 

' 1 1 
i 1 \ \ r̂ -11 

I 
1 . < .>j 

f &TC+ J 
U: m-

J 
< 

.d J • 1 1 
L-̂ 4. 

1 

PROGRAM 



ADJACENCY 

SPACE DESCRIPTION LOUNGE 
wweee. rveoc- VZW «€>c«ze pue»tfr 

e>0e>A> A^ccvchc  ̂eevssAaî  

QUALITY 00LAX; IvVfTl MBj , <^6U4t_ 

USER P^MC-

TIME OF USE iVA.HA- 11 f.M. 

FUNCTIONAL CONCERNS 

VIEWS 

in 
out WOT pe.sib*b<je 

ORIENTATION 

LIGHTING ,4I2-TIP*^AL-

ACOUSTICS MXOrt G^V&X Cc&4&e&#rKX~i 

MATERIALS polSA£>lE. if eASIUf 

OCCUPANCY 173 \2..̂ loccxyeP)r*r-

AREA REQUIRED <=lZZ>ty 

i 
! 

r 
_ 

1 1 1 

1 
! 

i 
\ 

|
 i j .. 

— — i j I j 
I i 

PROGRAM 



SPACE DESCRIPTION GIFT SHOP _ 
swue foe eetupei ecovfeHies», HEV^FWfeizs, vUe îM®' | crwejz, 

Vjcv0--rves»i \ iMFazMAnve. f̂ BucAno-fe 

quality iMvrnvJS' • 

TIME OF USE 2>^».M.-9pJYi. 

FUNCTIONAL CONCERNS fteACK^«E ADJACENCY 
cî ux>rt<=M -r& RzevteMr ceeoJt=>iMs* 
crfcxZA&te-
VIEWS 

in 

out hot ce îtzAecE. 

ORIENTATION 

LIGHTING ^n«CAU-

ACOUSTICS AU-^vV JJCPMAL  ̂

MATERIALS cotzAg>u£ fefeiur MAn-n*J Mer> 

OCCUPANCY 2P-30 

AREA REQUIRED î Goodt 

\tzoo noc&AjzeA 
î cc 'StazAb̂ . 

'i f 
\ 

at pi­ ie* > 

1 
= 
H > 

« ?n< ft A 1 

< 
i i 

1 
< 2CJL •*-»4 ne H 

i 

PROGRAM 



SPACE DESCRIPTION RETAIL 
e*'five. &>e- orwat gteouu- puwa-iops. AS>: aAgĝ -̂ *40̂  > 
cfi>v>C (̂ -CRTTSPE- S ^V*OE- <9HIVVTOWEA SHEF  ̂ INEOJZAPCE V*AS*OII-,6I) ®RC-. 

QUALITY OP-R& P>ISAAENO-« <=P ^EIXII— OCCVJ^AMT- GOR* COT^F=,AR.4F3C& WMTH 
Axvecer 

USER FCSWIU P^PECMMEU 

TIME OF USE DD.IVX* 3.̂ .VW. 

FUNCTIONAL CONCERNS ADJACENCY 

VIEWS 
IN 
OUT VS ̂  PEJS»L®A®TE' 

ORIENTATION 

LIGHTING ,4|2RN?TEAU 

ACOUSTICS AU-CWM=EVUL- OCMVECSAR»-> 

MATERIALS CORABU&  ̂EASU-Y MALMWMEO 

OCCUPANCY 

AREA REQUIRED I.FCSOTJT *MR PIVIC^P 
\YTFC> ^K^ALU£J2- OMNI=» 

PROGRAM 



F&ERAIZE VW- -NA^ERIHFT  ̂ WAETAS<E REOA&S&W** AR ^JBHCOUAE. 

QUALITY i>JVRNKJ6», E^M-.V/AEM, LMR5CMAR'VB 

USER CER*EN»JE* FASSEHSTRAAS AMP -RHOSE SEETIIMEI 
PUIEIRTR IM«MZM4MOM 
TIME OF USE P\SAE--IR> ATEUÎ E. TAE^RROCE 

FUNCTIONAL CONCERNS ECOM MOST EE 
AUUS>CAI>5P  ̂A^OEOIMFI*, CIEEOUANOM 
AT-*> AEADMET 
VIEWS 

ADJACENCY 

IN TO \FCATHMFIT, 
OUT-V»<?R JJECEFÎ P  ̂

ORIENTATION - SC-FH PCEFIFTRMUM 
UU2^NN»-EI 
LIGHTING - MATUIB4L- <32 |»JCAL-,P,EECEMR 

ACOUSTICS 'FTN^NAUL-Y A VWZ-Y' 
UDCC SWXAE., C^EE -SHCUMP EE. -RA^EN -R» 
AULC^VECEWMJ EENRECM 
MATERIALS WVEE!& WCE*? 1 T«»*+« 
WWAU, <2IIAIE<5», CMSAIFCLE ̂  AJB*F-,4JAE. sxfpp&. 

OCCUPANCY -RFFLCAU 9tAX- VCAJt- eHTlAMlMtj 

N^W. 4«O-FA66»MEIE^> 
AREA REQUIRED , . «. 
MIMIMÎ /L £>,©£>0<P OX®001?,) 

| i j 

I 
! 

-R| pd ER RFJKL N 

1 M t 
/ 

ATF R6 
.— 

• 

-J 
/ K 

LW 

I .— 

• K, S 
—I J 

/" 
' 

r — S.I \J *** \ 
— 

E 1 I I 
' I 

— 

U 50 *R 
J 

J 
1 

-»E> 
V R 

' / 
-Y 

I 

PROGRAM 



TICKET LOBBY 



LIGHTING Aenf®1C4L-

ACOUSTICS Au-otf j-iceMAL- auveesAtw-i 

MATERIALS MAtWWAL  ̂ WW Yfli-1-
Mcn€>e eeit-fcr ejeMazAreo ©f' AnwccMr 

CCUPANCY  ̂

AREA REQUIRED 

9 AI&UW0& ItAodf -twgU-

PROGRAM 

SPACE DESCRIPTION RESERVATIONS 
omas ut-Jfceo -to FfteeeHfitee. s<s«zv\ee ccuj-rnse-
r t J V / W C W  I M P O K - M A T ' O P  f E J P T A I M i V J C » T O  f ^ n - ? e e  

cj0CXJZ£>. >iE>MiM ismZAnve:  ̂eoemvJei cp FL-IQWIS. 

QUALITY pefsvoeMT op=M .wnucfc CP 

AiCuAiJB--

USER AII2UMS ffce£C**-Jei_--

TIME OF USE AlEK^sf ftCOES, 

FUNCTIONAL CONCERNS GOMP-*^" CX£<3UT' ADJACENCY 
pgrtsBS wiul- ee o&eo 

VIEWS 
in f»££>eM902- CCOMn^-

out t-ier pSl€&£»4EY' 

ORIENTATION 



SPACE DESCRIPTION OPERATIONS , _ 
o^ceePAce ueeo iv» cc*ooMcneK» vfrm e*s,fi,A£»e 

Ar Ac t̂MisreA-riv  ̂STCGA^  ̂

QUALITY eJ^aeHr, pu*Jcr\0->Aî  

USER Airzx-ipeP^ze^JMHBU-

TIME OF USE cCFeUPSMT UR=M AlEUME- AMP 

tUeiHT PH2C<^JE>-*Uf 
FUNCTIONAL CONCERNS BflOf ACC&&TO 

COuMTdt-

VIEWS 
in - it> eAe^Aeje osuMiee. 
out- per \Jexx££>*&>C 

ADJACENCY 

ORIENTATION 

LIGHTING ^LOOtaeSCEMr 

acoustics F&reMnAL-if ee a l-ooc? 
QMeoMME ,̂ 0L?ppe  ̂Hsus&Aer' -no 
acuoimim  ̂SPACES. 
MAiERIALS C0l2A®US.AMP©«eiUY' 
OJeAMET? 
OCCUPANCY 1,' 2> 

AREA REQUIRED ^C^[mxzU^ 
© Aitz.upe£» - rz4©  ̂

1 \ 
a >5? 

'•/ 
©i pfepw m 

< 361 2.. 
I < 7 * ll I / s. 

•*V i 
Ttr 

"" 

H 1 jji 
-

k DO 

V W AS e MC VIs -MF smIT 

PROGRAM 



coACf- DESCRIPTION CUSTOMER SERVICE 
^»JP co*-»Mn£i2£3pAcLe vmejze IMPOP-NAATICM AMP G -̂ieVAj-̂ e  ̂

OCX^V-. 

quality tvJvmwc, nor iMr.M.mnwe, 

USER Aieuj-e peia&c^M®-, F^uc.\AieutJ© FACfeeMaos. 

TIME OF USE AH2FC*=T eo£>nJeS£> *toU2£» 

©a.m.-©p.m. 

FUNCTIONAL CONCERNS ADJACENCY 

VIEWS 
in -to poeuc- service aseetece 

out uct 

ORIENTATION j 

LIGHTING F=U3->e.e€CE»Jr 

ACOUSTICS AUU5W tJC®M4L» COM VBESATî  

•Tb oocxjz . 

MATERIALS PU^euS- CCU»-*THE MAI€tUL£. 

OCCUPANCY 

S!£SSLRED ISO'f/AieuMe 

lo+ocjt 

! 

! 

— 1 
. i 

| 

. | 

<=SB-

CA ys [OK feE r 
J 

/•* •ar?t 
?TC 
rfg 

6r-
J C-T Ti 

/ 5 _ i 
— b— 1 '-i 

h-i H H rq OK. iM ej 

V 
3 V ( 

Pbe «-v ̂ 7 Vt 3fel £e 
1 
OC m >12. i * «-v ̂ 7 1 
OC m >12. 

PROGRAM 



SPACE DESCRIPTION PASSENGER S^V^OYN^ER 

SSSI£R£££G «WMP A^MT  ̂» 
^GUU A& <5FV*c& COOV-T^Z--

QUALITY 

ISFB A1I2UM6 T^ASOVJHKL, PA££*S-M£*5E£> 

TIME OF USE FY4AZ--IR> A1EJCJ2APT PBPAPNJ^E 
#Z> V/SGUU A=> ALCF»T2JT F5U£=IVE9& HCOES 
FUNCTIONAL CONCERNS E>F/£6 O0 *=E*Z' ADJACENCY 
CC*/IN*^P-"T»ZMII-MU E<S>OIPV»TG»-»R 
GRWAVANAAS 

IN UX&Y 
OUT TTSVEA&JZ 

ORIENTATION 

LIGHTING (4VTVJEAU CE- IMJ -̂T^CEMT 

ACOUSTICS SFAOE HA& PORO-'NAT-' 
1T) ©6 V®2Y MOST AU JX< Y>C0MAL̂  
COPVFEE^R(£>J T& OCCCE. 
MATERIALS ^^YZATXJ .̂  ̂GA&HJF T/MLHT4L»-̂ C> 

OCCUPANCY ISD PR CF UMEAE Q2A-UREC-
SEOOTEER? 
AREA REQUIRED GAIEUMEFO" ̂ /̂AIEUPE 

£4© ^*" • 
TO CUAN -̂ARVFL-J CCOMREE^ACAJL. 
IS1 GTOEJ-AT-JFET IGOE>CJR-9AIEU»JE& 

| ! 
-

1 
u ' 

\ > . . . .  (  - .  

I Pff m 2VJ4 TTEL OI 24ff 
I 

L , 

• 

/ \ 

/• 10/ 

H H y 
£-

/ 
I*C»« 

— 

( ' 

M —J B' 
— —i— I I 

i 
— 

! &4 46* t> •7. E> 

*/ 
N 4 

V 
M \y$* C4 0U XJ-ttv >* 

-  I / I  
1 I 

PROGRAM 



SPACE description airline man. 
ZrP\c&. POJZ. <a*Q4 A1EUIJ© epeaPICALUf 
p5  ̂APM i M *&TBA-nve- owes 

QUALITY C^riCT fMAfiie AfPPORKWTe 
-twe PA^rlCuLAe- A! MS-

USER AlEUMB F15EeoV>M©-

TIME OF USE AtER**" 0U&IMeB6> HOOpS. 

©a.m.-©p.m. 

FUNCTIONAL CONCERNS 

VIEWS 

in 
out 

ORIENTATION -ro AHZWeUP ̂ MOETH) 

LIGHTING lyJCAMeaSSCeHT, HATUeAL. dZ-
v<"AtzM pux>xvee&a-n 
acoustics alu>w viosmac- caJvezsancM 

MATERIALS tseFteMP^MT AlEUME 

pgepeize^Jie. 

OCCUPANCY KIAM^SE-, pUS&UC- £j0 

AREA REQUIRED iSotjj/̂ ^upe 
©AJIZJUVJe. -

ADJACENCY 

1 1 

/ \ 
r 

1 r 
Ki -J >• —^ 

3C/ t. K Aq 

L? 
1 

— — 

\ /{ l<\ zc EC yc 0)2 • 
• '  

PROGRAM 



SPACE DESCRIPTION SECRETARY TO AIRLINE MAN. 
S G J 2 F O E M  C X J & Z A C A l -  ̂ C O T L C S ?  

QUALITY IPVMMGL EOT NVAM*RALPLM£J A 
OWIZACRE -̂

USER EXZC&&TARZ>(  ̂ PT_»UC  ̂

TIME OF USE AIE^&LBT G#J6»M«££» HCOGS» 
©AM.-6 P.M. 

FUNCTIONAL CONCERNS cju&e* PTZCSCIMRRY 
-FT, FMS-UC. COEJE-ICEE- AMP AIE-MME' 
(MHAFITEIZ' 
VIEWS 

IN -TTJ MAMA6TE  ̂
OUT TAE>S>IEA®LE 

ORIENTATION 

LIGHTING TJATOBAL- , IPCAMCC&CEMT, OE-
PUOOTZESOSMT 

ACOUSTICS M^FET AUJOW MOEMAL-' 
COHV^EE^ANOH 
MATERIALS L&XZK&VE) 

OCCUPANCY 1-2. 

AREA REQUIRED LSO$/AIEJ-JMS 
8AIPUMB& - L2RFOTJR 

ADJACENCY 

1 

£U 
R =IR, ^AJ £U 

<4-̂  'UAU. 
K A r 
L_ -/-J 

PROGRAM 



SPACE DESCRIPTION BAGGAGE PROCESSING. . „ _ Z*at cegptfec. uecoim£i jecenvJe* feyoe--roijc*̂ iMe* 
cMtc-Aiiaciaw. 33J -me moot pus usvbu -to ee Aoongp 
Aaedwvsi© wDce££>\vJ£t ocx^ces.OHTH»& Am*1iga .̂ e^siA  ̂Apteit̂  

IM gy'twe. R«jae»eM6iQz. M.ofor ©& uyNE t̂> i uc^ct- Yi4 AH escAiAigt? 
QUALITY pdJCnO-VM-̂  06L3* 9"[*fleM 

user AieMv»e. pozsoM-»eL-

TIME OF USE ptWCG t̂O AX&&2AFC PeTFAErrUZE 

FUNCTIONAL CONCERNS MOST e&,ASR4^E ADJACENCY -t«AT easr' MAMcveeiue» CF &&&*&• VeHlC4-E£>. VIEWS 
in 
out 

ORIENTATION -to AteOaVT AHZ^V1 

Cmoe^THJ 
LIGHTING MATWPAL- <=»& AiSTIWCKL  ̂

ACOUSTICS LOOP e^Vt03MME^_ ,r . ywouo eeeavr t=12a»A MOYlVJca 
ivj iyooor CP e>RA6e 
MA! ERIALS ** AUO ©4S>IL-5f Cî MEP 

<&y&etovGS> 
OCCUPANCY 

AREA REQUIRED \̂ qo /̂AIfcUMfc 
8 AtEUM^» " )2-J4COCp'Tc,W  ̂

/ 
• IC 

\ 
« 
T k_x 

m H2 AP r 
LT li -i J" • k /> / | 5»4 Sie^stfe i 

\ «c :ai or v=u*/ 
eta e*4 s?e f! I 

r 
• 

* 
c* 05 

_... .. L 
* 

j v I i 
, -i 1 i e Ae G* r- \ 3® 

/ &c vt 

PROGRAM 



SPACE DESCRIPTION BAGGAGE CLAIM . . A R—R-RU 
IMI, VWE DEPUIUIMS* F̂ EMASZS CLAIM AMO CFTCM 
Y\4£E ATZTAMSTCMEMRS. ^T^AT-FEFOIARA-NCM-

USER PE^PLAMU-1̂  fV&s&JHeZ** 1H=EFE05MIMT| "TO 
K««R AP ATAAVIPE I%EEMEEJ2. 
TIME OF USE &COH APR«Z- AEGFTFLL- F OSPT>4K|UE» CP AFKOZAPT. 

FUNCTIONAL CONCERNS QA|2E MJCST BEIAB&J ADJACENCY 
-R& AU-O/ AC/OX/RCM -TWIACOE»K -RWE GR4EE . 

IN OA|!L2EU»  ̂,A<^  ̂
out /*i£Fosr ©or. Pazw>Jet 

ORIENTATION 

LIGHTING MATUFCAL-  ̂AIENPKTTT— 

ACOUSTICS - SFFNJT- WHT£H VFU- ̂  
H««R 
MATERIALS CUZAECE, P^OI- CS -̂XVCE- •MTEES>L 
\ticoo) , NAMNPET AZ&&-

OCCUPANCY Jfrc>(u<CZ.. 

AREA REQUIRED C=ER3MD0-»R OFFCM 2<*4EME 
INUTER PAA 
L2.,CCOC}I (_5,FCO«|J EXU&RIP  ̂AIWETR) 

WEEE. 
UUSNV Z ,< -̂PEATAE»: MIPS*-,4 

C€M 

FCUOETB* 
F^5MSFE 

"HFESMF . . 

PROGRAM 



SPACE DESCRIPTION CAR RENTAL 
ctf,Ate qae. ias*-*r At>n>MoeiMg. TBA*j"SFt»j*ncM 

-fjp 'I FOEMC-. 
AVte>j fiejsrz., j-u-ucmal-, ®uoe*er. 

QUALITY OR5M IWPMOA-' tei&-xY 

USER £AIZ- PCMTAU' F^SeM-HSU 

TIME OF USE M6UpS» M4r VAOr' &JT SHCJLJW4P ftJCUjpS TIME-
^ce-itj V^ocm ApfBe. t?ug,Mis. op-re r>&ceencH OF specific  ̂
asi®*** 1 

FUNCTIONAL CONCERNS A BOOTH V/I1H AMfLS ADJACENCY 
ax^vext- ec/ve MBAE e^a -̂wie claim . 

VIEWS 
in - "lt> pA<^A6t& CLAJM 

out ©err 

ORIENTATION 

LIGHTING jJARW-'CC.AieflPtCAc-

ACOUSTICS- U^VWET  ̂U-» aa£afit*S<B CLAt M 
vwcu wiuu p&A Mctef' ei-vtEoMMa-*--

MATERIALS C\5|MBUS 

OCCUPANCY 

AREA REQUIRED \cA)a&6  ̂

/f V N r~ 

1 ZA te 
c UA IM 

c J2£ AH >-* 

— — 

\— \— 

X 
& Cl-e 

I 
I 

PROGRAM 



SPACE DESCRIPTOR h^^ACC^ADATON At̂ MSteMEHTe 

pĵ , Ao^^v<rri£?pe>-

QUALITY iPPOEMOT  ̂

user pea^Jiua meeesHeieE. 

TIME OF USE APVSZ. A\XZe=X2Apr A&TtVAL̂  

FUNCTIONAL CONCERNS £5t-fcX>UP> Be 
cteACMr' vi&i&ce wi-rn WALL- SRV^POP-
HOTW, More -̂ Ac^znseMei-fî -
VIEWS 

in 
out 

ORIENTATION 

LIGHTING 

acoustics cAtze Mx^sr e&iAiieM 90 
fW« cop\̂ 3Z-̂ Ttc»-J CAM occoiz IM 
-ttte ftse»<aAaea-̂ M Azsi -
l,STERIALS CUBABLE 

OCCUPANCY 

AREA REQUIRED iC>vr. ooCMrtsĵ . 

9R4£B . 

ADJACENCY 

PROGRAM 



SPACE DESCRIPTION CUSTOMS A(2S4 OMCeE-

QUALITY 

USER 

TIME OF USE 

FUNCTIONAL CONCERNS Btt-UMe '̂ADJACENCY 
iMSPecr mo Maze -thou to p»£«. amp i® v*sr a gpr 
«3PeMtlz£ iMjVg AlEC®»Pr AMP VCT 

VIEWS " " 
-r-H<6 T0ZHIW*U- BOIL-PlUfi*. 

in 

out 

ORIENTATION 

LIGHTING UAaaZAC^ce-AlonPJCAt--

ACOUSTICS AM-^V MCCMAU-

MATERIALS eTAMCWK^ a^f^oe \AAT&&Al£, 

OCCUPANCY 
\-3 

AREA REQUIRED 
2ce>4* 

PROGRAM 



SPACE DESCRIPTION SECURITY 
c^qce AMP sracjb FOR. Ane-rasr 

l€>-rt5 .ACT A£> CQJTEAL> &/X&&2. F&IMT C£" IHfZ^MAncP, Fe£s=M-eL-
V-agcv^ny c»s>f%rcpes 

QUALITY cp^cieMT pcpcm-WL-' 

USER AlEfqa* ̂ SU-WlY F©2SCMHEL-

TIME OF USE 

FUNCTIONAL CONCERNS COMPCRSE- ADJACENCY 
cnefATttt ^veticex2& 

VIEWS 
in 

out pe&te®J3L£. 

ORIENTATION 

LIGHTING t-WvjaAL-c*z. Aiwiwcal-

ACOUSTICS ALU*/ W«2Mi4C- COMV^pSAftjJ 

MATERIALS t?0®A»J£ 

OCCUPANCY — — 

AREA REQUIRED —, — 

PROGRAM 

QLCgBMfe I /CffeffgtCU 

i ̂
JgQX^TV:̂  



SPACE DESCRIPTION OFFICE SPACE 
opwcg; s>f=ace tg e>e oriuteo F^McrjoM  ̂Mor sphhwcau-Y J4PPEb£S5C>. 

QUALITY iJf Tt> Di&CJEBTUV1 CP ^JPPKft OC£J-̂ F?^Mr" gWT M<df MtAtV1 A CCMfWACî  

keaxrrecxveA  ̂gfMEo^MeK' 

USER 

TIME OF USE AnZroW BCfi>U-«S6 »-V3L«S> 

as.nr».-6«rn. 

FUNCTIONAL CONCERNS Opr>ic& S&CS& 
shcoup ee- uoc*i€D I»-J cusee n&cxiMtrr' 
•to &M-W (srv+eiz. 
VIEWS . 

in - Lceer' £3Aec«H) 

out- c^eie^eur 

ORIENTATION OZ- SCt̂ TW 

LIGHTING M«rc&4UceAPT1WCAU 

ACOUSTICS p\AMP,«P OF&P6 A^XJ&Tfc-

ise^oiejeMeMr 

MATERIALS UTTO CISOEen  ̂̂  C6Jg .̂. 

OCCUPANCY 

AREA REQUIRED ® OPWOS eR4c^> 
z.-4co£ 
Z- 2«o* a-zasotp "T2TAL-' 

ADJACENCY 

v 

J 

Of T. c • 

<-
I 
i / 

H c* f- CO) ST. £ MT2 CL >U4 nq H 
4 H 

1 

r. csbc. 
I 
j 

i—  ̂ i, • 1  ̂ k. „, 
1 1 

r •r 

——— 1 

-*h 

Uqi *c m -i 

2>P M z> 1 i 

PROGRAM 



SPACE DESCRIPTION WEATHER BUREAU SrAUt 11ui\ vvtAmch DUhtAU _ Ar~-
eRA6J& A0COT CUE-EEMT 

AWP NWoe. AVAiuA0JE-P> f̂ euc NieciA  ̂ ««* 

QUALITY- pernor 0F**> ©^PME*-* AMP F^HCrtoHAL— 

ccp&ieC2*neM£:> 

USER V^ATVeje- pejZfiCMHCL-

TIME OF USE Z.+W06 

FUNCTIONAL CONCERNS <WAce fOg-a^ew-*r ADJACENCY 
9B*n& Cp-IMC Aer cUKUtTCxxS|ICAU pevitc£> iMOW 
Bemcvic3er> POE-
VIEWS 

in te> f=-uetw aeEVioe  ̂srsfiflM 
out "Ca&eilZABUE. 

ORIENTATION VW« fP ecurtt 

LIGHTING MATUEAU ^AlcntncALv 

ACOUSTICS ALUW cci-NeeSATtO-4 

MATERIALS C^ZABUB 

OCCUPANCY 

AREA REQUIRED 
ZOoodj 

... . 

— 
/ l 

-
— 

% U* • <40 As i 
-

4 rVA ia J 
As 

> 
i i i 

1 

/ 
! I 

i 

\ i / 
" 

— 

L / K J V A k 

c 
r "V 

V 
\ / 

L. 

PROGRAM 



AVlAnoJi AlB CA îe  ̂̂  Miww-r «"««• **3  ̂
, M n^A M C >^ O F  •  

QUALITY lt-»K>e-MAT]Vfc 

USER AHZ»!®W  ̂P|LCrT̂ ' 

TIME OF USE Z*W13& 

FUNCTIONAL CONCERNS CLDse 4RWceVOf ADJACENCY 
Tb W€A»4etZ. \?YV-YUS£> CCWf̂ JQcZ- B̂ P' . » I 
VIEWS | 

in -tt>We*TH«£-©^05*0 —I— 1 I ' I ! I I  ̂ I—L-i—•—^—i—1 1—^— out pe£,t0ABU5 
: L— ORIENTATION aZ-S& r̂# —1 1 I  ̂ I j | | 

LIGHTING MATUC2AU- \CP- AjWirĵ U 1 1 i  ̂  ̂ ~|  ̂ | 
• I 

ACOUSTICS AU£V< JJO -̂WU CSeweZ£»*ruv» ! 1  ̂
1 —[— r 

MATERIALS OU&AWJ& tfAAWUB? j J~H 

OCCUPANCY I | f~| 1 1 ' | 
1 I ' I 

AREA REQUIRED £5CO(jl j ] | | ( J-' j 

PROGRAM 



SPACE DESCRIPTION AIRPORT MANAGER 
li/pnt)t->temzA-n\*z- pumchcvjs. OP THE: Aief&er OOCA-XZ. u&tze 

QUALITY ipvm»->£», ̂ exAxao) ĉ j&exzvAr̂  IZCWCV6D ictzoM -me Acnvrrr of--me. 

USER AlKF®<ST f*V4W4St€E-, PUSUC-

TIME OF USE AHZfOKX wot-aae> 

Ss.rA.'&p.rn-

FUNCTIONAL CONCERNS lajz&c PBOXIMmV 
if eoMRazeMiC. ÎWEE. ADMimenzArive a 
Amd «ecJeec-
VIEWS 1 

in <3ec-/ (2ec-
out oez*xzA&js 

ORIENTATION Mcpm fTC>AilZ*>VgXjp 

LIGHTING MATUCAU CE-AiariFtCAL  ̂

ACOUSTICS MCKM  ̂Ccv>v«a*ncH 

MATERIALS O/igFter. z/OCC  ̂ r̂1=ScM BO«3=> 
vwit ccpsm  ̂ PAIMT ccMFWztAecB pupp. 
ftoo'p ce&v«-, 
OCCUPANCY 

ADJACENCY 

1-4 

AREA REQUIRED 

— 

c 
A 

i i 
1 

A 

•p 

1 |ST| \ i 
; 

A 

•p | 
\° 
fj 

h* i i I i 1 j 
k 

\° 
fj f ! i i 1 

i 
e w wt N / ( 

r 

PROGRAM 



SPACE DESCRIPTION SEC./REC. , 
&epcj& wVeee eeceetApf CAM Ftĉ siopM C.USP-IO*L-- F=C?MCOSM£> J eecepncM 

fUexAC- *\ BU&IVJC» CU®M1S> 

QUALITY pgL̂ xetP, tMVrriMfci. 

USER 6ec«srAi2f, FCPUC. , eos>»Mc&e> cubpis 

TIME OF USE AiB#5|8r 0O&1VJGE »̂ A&z&f* 
<3 ̂ .m. —6pm. 

FUNCTIONAL CONCERNS <g>tt*ae ft*- SeAnMe? ADJACENCY 
A& wcû  As awfwR e®btr T«aa«<t(B 
etus& 
VIEWS 

in Aiera»r MAMA!<e& 
out C*0WTZA©(JE 

ORIENTATION 

LIGHTING vWTWZAUCe-AIBriHCAL-

acoustics aul£v/ adversaria-' 

MATERIALS cAWOT , VOtfP, pUZABtE- f 
€A&lUf TMlpT l̂l-tp. p/UMt-
OCCUPANCY , _ I-to 

AREA F'EQUIRED 
\fi<X> 

PROGRAM 

] "  
A 

JE2 

ĉ s# jjsse. 

4 £ 

7 

4 

AiizffcgrMAMAaee 

V 

: 

^SIEt a; efiAPF 

PLBUCl erMTlSA 

'̂Jggg)Cfe£;. 

JOE 



SPACE DESCRIPTION OFFICES (ADMINISTRATIVE) 
opfice ©fAce pop Atceeier MAMA&®IZ< As»\erAMT AMO 
Ac NA IV-1 peeeoMV-®---

QUALITY- ^AM€< A£> 
ccwee 

USER Ave*=&e*" i=vnz<e=c>HM«u ^pceuc^ 

TIME OF USE AlCfCPr EOSlJ-tS^ «OJES 
g-a.m. -e> p.m. 

FUNCTIONAL CONCERNS 

VIEWS 

in <aet-lKs£-
out ipeev^ACus-

ORIENTATION 

LIGHTING MAtueAu- <3E. AeTtltGAL-

ACOUSTICS VceMAL^ CCHvSKAnc*-' 

MATERIALS CAS&ee p<OOP{ rAiv-T, 

C£MR32trtRJlE. 
OCCUPANCY 

l-2> 

AREA REQUIRED /Loye\ce£> 

lP°4f (©ACM 

A\wt*ar 

ADJACENCY 

/i IP cfl no 
\ p 

K IP? * 

—^ U 
7 

* 

lap «• 
r JB • • t 

PROGRAM 



SPACE DESCRIPTION CONFERENCE 
1 - t o  A a j c x / a c i K m  A D M u - ^ r r z A n v e .  v t 0 e r i M £ * = >  " f  c r t - t e E -
go«Me6s» coMng2ejJtei>. 

QUALITY ^gp <S^?Av-rtY" «MCM@44Lue ,̂ VftSeo 
f»iMnM6r<9> V«UL- t3&>*=+*s& iHnspwse. 

USER Ajjzjpeer p«abo»-wEU  ̂ c îo->ps> 

TIME OF USE AlTZP&er W ĵMe5C» HCOK&.. 
"& A.m. -®pm. 

FUNCTIONAL CONCERNS «3*?A=e. wz. 
aewaZAefi? ««zv»Mei LAB&B c£HPeze*-*fe 
-mete ^>x \z-

VIEWS 
in t-v»pe©iB4e>us 

out deotKAisce 

ORIENTATION HDESH* -TBAfPieUP 

LIGHTING SWTUI3AL-AMO At2nn<V(t— 

ACOUSTICS M\»TAUjcW MsevWt̂ Tb 

paiht c^Mv^aaancM. 
MATERIALS WCT*  ̂ B>t2AS& PUJ&W pjpMtTCte 
<3LAssy voce? c«jpee. -r*gee; R4iMnM6f=> 

OCCUPANCY __ 

ADJACENCY 

AREA REQUIRED 
46041 

/| .m 
MJ 

fcr 
IK-

, 
Vtt iW -to 

/ 

r* 

fcr 
IK-

, 
Aft tot MP £= n 

k 
a < f j n 

I '' 
f 

„ 
r"i Ml 

1 
. „ 
r"i II. L  t  » r-r  ̂I ra«G 

nJ >« 
ra«G \ n  51. 

1 
i 
i 

PROGRAM 



SPACE DESCRIPTION HOLDING ^ eMPU*JlM£» F*S&eMae&=> WArT 
PAST êcxxxrf J^S^Tcwa  ̂ sew A®a«*-»MeMT 

peu^-to Airzf^He cjerauzn^e. -no^aer cwew«»-^ 

acx&e-

QUALITY cj>weo&cAB*j£> OAfiMAu-

USER fA^teMecE- ^Pun-tePgSScHf^L-

TIME OF USE V&ae-'1C> A\X2C&^ xx&&xvr& 

FUNCTIONAL CONCERNS £U2V*ire- ADJACENCY 

in 

out to 

ORIENTATION HW14 

LIGHTING M4TU2AL. j 

ACOUSTICS ci-^ee=5r epAoe.-rc> AIBC^APT MasR£> 
TC> tae- weu^e*jp**jasc2 

MATERIALS 

OCCUPANCY 
^Me*(kq) 

AREA REQUIRED /-SEAT « !,6aC<£ 
£*Tfe ucoMcyB 

nzv V*X>f 
13T7 -

A?glV\Ufci 

TfeA ECEggT 

view 
^aeî e/rr 

^cqiizaxJfArt^ 
0^3 

^gOLWTY-

PROGRAM 



SPACE DESCRIPTION WAITING 
FASEE»-<«»ACS.  ̂FTMJC- TO WAIT R&CE. RO EETX^SRRY" 

YVCKJPW*** AEX*E> 

QUALITY 0gLAXH-'6l jCAtfoAV*, B-ffCCMATf^) KrtZte»W ( 
soft, PLAfjVt' 

USER \ 

TIME OF USE l-'/z re*x-T° yttP^AFT t®iW® 

FUNCTIONAL CONCERNS eweuuD ee- *^<S^ADJACENCY 
gnx wrrH -rv*e cp-cjaBAnvgr 

VIEWS 
in *Tb v^cMPiv^ ___ 

out -TO AltZ^^AFT* 

ORIENTATION 

LIGHTING MTOBAL- ^ ih-^AMOes<«-«r-

ACOUSTICS Atu»W M<*fAAu oaJMSa&ArW-f 

MATERIALS Woop, c+x2*ttxC* }̂easxf**si 

ipoizH>«MiMSt^ fAenfcU' _ 

OCCUPANCY * IT© , 
1 / oeoopAMT-

AREA REQUIRED 

PROGRAM 



big sky cousitrj 

mm. 
f, ~ ^ -

WAITING 



SPACE DESCRIPTION RESTROOMS . . . .  
foeuo e©£»TtZ<»M!b !2ECU3MMaJCeO. per IMU-U&ivfej 0S&VZC*M& 

_r<?  ̂lvĵ c©p«ze«E3  ̂-tweeo^neor AU2R»r ACCC^oiuci -it> Megp. 

QUALITY 

USER F'A9©®-j<=*®2z- f 

TIME OF USE 

FUNCTIONAL CONCERNS F^eU  ̂eE«1?DCMS ADJACENCY 
0ueow£> ee evfevAY c^s»p«29en> -mta-oeinajr 
Aiefwr i BAm/pusoe. shouuo na®v*c© spAt© 
VIEWS p%>e. uutaeazjf' 

in 
out 

ORIENTATION 

LIGHTING AtanttcAL-' 

ACOUSTICS 

MATERIALS ApC ©e-IUf 
£UBAMSC 

OCCUPANCY 

AREA REQUIRED fe?00A MlP M®"1 

0,00 «p MiM WOMCH 

t=>i to £> 

UJK ra 3g I? ; 
_OI Z\Y 4Al 15 
_£J 1? , 

i 

! 
1 

j 
1 1 

j 
i _ 4 

u 
1 1 1 

—J 
I 
! 1 ! i VVOMB u QCT02 & 

1 1 
—J 

I 
! 1 ! 

i_, trr ?ea EE i_l 
* 

| ! 

_£ U2 as II 
~~J 

_£ 

1 

! 
1 
1 
| 

1 

PROGRAM 



GATE-ARRIVAL 
Gate arrival is the simplest terminal concept. It 

is an attempt to consolidate all airline functions into 

one building while minimizing walking distances for 

passengers. In major airport systems multiple drive 

to gate terminals are utilized resulting in a decentral­

ized airport system. 

PIER FINGER 
The pier finger concept is the most frequently 

used presently. Processing occurs in a centralized 

building with aircraft gate positions located along a 

corridor. The pier finger concept allows easy 

expansion without disruption to the processing area 

by the addition of another pier finger. This concept 

provides large passenger-processing capacity without 

excessive land requirements. 

PIER SATELLITE 
The pier satellite concept is a modification of the 

pier finger concept with the finger terminated in a 

rotunda structure with aircraft gate positions encir­

cling. The advantage of this system is that more 

space is available for easy assembly of passengers 

and is an attempt to reduce horizontal distances 

traveled by passengers. 

TERMINAL CONCEPTS 



REMOTE SATELLITE 

In the remote satellite concept allowance for 
aircraft to park around units separate from the main 
terminal occurs. Some processing (ticketing, passen­
ger assembly, aircraft loading and unloading) are 
performed at these units while the rest of the 
activities (baggage check-in, baggage claim, etc.) 
occur at the main terminal. This concept allows 
partial decentralization of processing activities. It 
permits flexible aircraft movement. Conveyance of 
passengers occurs below grade. 

MOBILE CONVEYANCE 

Mobile conveyance systems allow aircraft to be 
parked at remote stations away from the main 
terminal. A mobile conveyance system utilizing 
special buses or mobile lounges is used to take 
passengers to and from aircraft. The main feature of 
this system is independence between aircraft opera­
tions and terminal, and it allows flexibility in future 
aircraft modifications. 

COMMENTS 

These concepts, while simplistic, define in 
essence contemporary airport schemes.^ Most air­
ports incorporate a number of systems or utilize one 
in multiples, resulting in terminology such as consoli­
dated, decentralized, etc. There does not exist, 
though, much information about appropriateness of 
these schemes for specific airport needs. 

TERMINAL CONCEPTS 



curb 

processing 

A. ^ ̂  ^ 
GATE-ARRIVAL 

curb 
x 

processing 

* 
4r 

•> 

* PIER FINGER 

TERMINAL CONCEPTS 



curb 
\ 

processing 

PIER SATELLITE 

curb 
x 

processing 

i r 
I i 

+C/*• 

REMOTE SATELLITE 

TERMINAL CONCEPTS 



curb 

processing 

MOBILE CONVEYANCE 

TERMINAL CONCEPTS 



As airport passenger volumes increase circulation 

becomes an issue of greater importance, particularly 

in vertical stratification of the building. In the 

accompanying diagram three simplified vertical 

schemes are examined. 

In the one level scheme which is presently 

employed in the Billings airport, airport passengers 

after checking in and baggage processing proceed to 

a second level via ramps, stairs, escalators, or 

elevators to waiting and gate positions. This scheme 

is advantageous and widely used because passengers 

are on the same level as aircraft entry which occurs 

through jetways, which are mobile telescopic circulation 

devices. Baggage remains on the apron level to and 

from aircraft. 

The multiple level system A is a scheme which 

provides minimum vertical movement for passengers as 

they enter the terminal at the same level as aircraft 

entry. Baggage after processing must be brought to 

the apron level. This scheme is useful if inherent to 

the site is a grade change of sufficient slope to help 

alleviate unnecessary site excavation. The site at 

the Billings airport is relatively flat and would not 

adapt to this scheme readily. 

VERTICAL CIRCULATION 



Multiple level system B is an attempt to separate 

arriving and departing passengers. This scheme 

separates opposing streams of traffic. Enplaning 

passengers arrive via an automobile ramp-up system 

to the same level as aircraft loading. Baggage as in 

the previous scheme must be lowered one level to an 

the apron. Deplaning passengers entering on aircraft 

level proceed one level down to baggage claim and 

parking, which can occur on grade or underground. 

The advantage of this scheme is the separation of 

traffic flow. 

VERTICAL CIRCULATION 



ONE LEVEL SYSTEM 

passenger flow 

curb Baggage 

/ 
apron 

MULTIPLE LEVEL SYSTEM A 

curb ^ —B— 

apron 

MULTIPLE LEVEL SYSTEM B 

w/mmmy////////////////////̂ ^̂ ^̂  

enplaning passenger flow 

"7 
w////////////////////y;:w//̂ ^̂  

deplaning passenger \ 

underground 
park. 

s 

<L " 

apron 

VERTICAL CIRCULATION 



Aircraft utilizing the Billings airport are of two 

types; general aviation and air carrier. General 

aviation aircraft are not explicitly examined because 

all classes are represented at the Billings airport and 

their dimensions and passenger capacities are not 

crucial elements to the airport design. These aircraft 

do not dock at the terminal, though they account for 

a substantial amount of traffic; 400 aircraft operations 

per day. Air carrier aircraft are those flown by 

commercial airlines and become very important 

elements in the terminal design. Within the infor­

mation provided is data and development of aircraft 

presently serving Billings. The Boeing 757, though 

not presently utilized, is believed to be in operation 

by Northwest Orient Airline later in the year. Also 

included is a brief synopsis of the major airlines 
26 

serving Billings.^ 

Aircraft directly influence the terminal in regard 

to gate positions. For the purpose of the design the 

gate position will be designed to accommodate the 

larger aircraft, although Big Sky's MetroTiners and 

Cessnas would utilize gate positions. This decision 

will, therefore, result in an airside terminal interface 

of greater length than would be necessary. 

AIRCRAFT 



nnw»,m 

Fairchild-Swearingen Metro 
USA 

AIRCRAFiT 

The following specification refers to the Metro III. 
Power Plant: Two Garrett AiResearch TPE 331 -11 U-601G turboproos 
each rated at 1,100shp for take off. using alcohol/water injection. 
Performance: Design operating speed. 285mph (459km/h) CAS/Mach = 
0 52, max speed, 345mph (555km/h); max cruising speed, 319mph 
(513km/h) at 10.000ft (3050m); initial rate of climb, 2,440ft/min (12 4 
m/sec); range, 19 passengers, baggage and 45-min reserve. 714mls 
(1149km). 
Weights: Typical operating weight empty (with two crew, avionics and 
unusable fuel), 8.737lb (3963kg): max useful load, 5,463lb (2478kg); max 
take-off and landing weight, 14,0001b (6350kg); max zero fuel weight, 
12,5001b (5670kg) 
Dimensions: Span, 57ft Oin (17 37m); length 59ft 4^in (18 09m); height 
16ft 8in (5 08m); wing area, 309sq ft (28.71m2). 

Above: Three-view drawing of the Metro III. which introduces a 
wing of greater span than that of the Metro II previously built. 

modification of the aircraft was required. This led to introduction of the 
Metro III. the major new features of which were uprated engines and a 
longer, stronger wing, associated with a gross weight of 1 4,000lb (6350kg) 
There was no change in fuselage size or passenger accommodation; as 
before, the aircraft was approved for up to 20 passengers, but in US opera­
tions the effective limit is 19. since a cabin attendant has to be carried if 20 
or more passengers are enplaned. 

The new wing of the Metro III was 10ft (3 05m) longer than that of the 
original Merlin, with conical-cambered wing tips to reduce drag and 
structural strengthening matched to the new weights and flight loads The 
engines were Garrett AiResearch TPE 331-11U-601G turboprops. with an 
optional continuous alcohol/water injection (CAWI) system for those 
operators requiring the best field performance in hot and high conditions, 
respective dry and wet ratings of 1,000 and 1,100shp were each 1 60shp 
higher than those of the TPE 331-3UW-304G engines in the Metro II 

New Dowty-Rotol supercritical four-bladed propellers were adopted and 
the nacelle lines were refined to reduce drag and to improve accessibility 
for rapid engine changes Another drag-reducing modification concerned 
the main landing gear doors, which now close after gear extension, as 
well as retraction. As a further development of the basic Metro III, the 
company announced during 1981. for 1983 delivery, the Metro MIA with 
Pratt & Whitney PT6A-45R engines and gross weight increased to 14.5001b 
(6576kg) 

Left: A Metro II in 
the markings of 
Tejas Airlines, a 
Texas-based local 
airline that was 
among the first to 
use this commuter 
airliner. Progressive 
development led to 
the Metro III in 1981, 
with extended wing 
span, and to the 
Metro III A (first 
flown on 31 Decem­
ber 1981). 

The Metro was designed by Ed Swearingen to meet the needs of the thiid 
level airlines, and was the first product of wholly original concept produced 
by the Swearingen company, which had taken the Beechcraft Queen Air 
to provide the basis for a series of business aircraft named the Merlin I, 
IIA and 11B. When the Metro was developed, as a 19-passenger transport, 
a version was also offered for business use, with up to 12 seats in an 
executive interior. Swearingen was acquired by Fairchild Industries as a 
subsidiary in November 1971 and the company name has subsequently 
changed to Fairchild Swearingen. 

The Metro first flew on 26 August 1 969 and entered service early in 1971, 
the first major operator being Air Wisconsin, which had a fleet of 10 by 1 977. 
Progressive improvements have kept the Metro in the forefront of the US 
commuter market and more than 200 had been sold bv 1981. 

During 1974, the Metro 2 was introduced, with square windows and 
some internal refinements, plus optional installation of a small rocket unit 
n the tail to improve take-off performance in hot and high conditions. 
Like the original model, however, this was confined by the provisions of 
FAA regulations (SFAR 23) that restricted to 12,5001b (5670kg) the gross 
weight of aircraft to be operated by US commuter airlines 

This weight restriction was relaxed by Special Federal Aviation Regula­
tion (SFAR) 41, and, on 23 June 1980. the Metro became the first aircraft 
to be approved by the FAA under the provision of SFAR 41. As the Metro 
IIA, with a number of additional safety features as prescribed by the FAA, a 
maximum weight of 13,1001b (5941 kg) was approved, but to obtain full 
benefit from the new regulations for commuter operations, a more extensive 



Boeing 727 
USA 
The following specification relates to the Advanced 727-200: 
Power Plant: Three 15.0001b st (6804kgp) Pratt 8- Whitney JT8D-11 or 
15.500 lb st (7030kgp) JT8D-15 or 16.000lb st (7257kgp) JT8D-17 turbo-
fans. 
Performance: Max cruising speed. 599mph (964km/h) at 24,700ft 
(7530m), economy cruise. 570mph (917km/h) at 30.000ft (9145m); initial 
rate of climb, 2.600ft/min (13-2m/sec); service ceiling, 33,500ft (10,210m); 
range with max payload over 2.800mls (4500km). 
Weights: Operating weight empty, 100,0001b (45,360kg); max payload, 
42,8001b (19.414kg); max take-off. 209.500lb (95.027kg). 
Dimensions: Span, 108ft Oin (32 92m); length. 153ft 2in (46 69m); 
height. 34ft Oin (10-36m); wing area. 1,700sq ft (1 57-9m2). 

Design studies to evolve a medium-to-short range partner for the Model 707 
were begun by Boeing as early as February 1956, two years before the first 
707 entered service. Many configurations were studied, with nearly 70 
alternatives actually reaching the stage of wind-tunnel testing, but maximum 
commonality with the 707 was one of the major design objectives, in order 
to achieve economy in first cost and operating cost. Boeing designers 
eventually concluded that a three-engined configuration best suited the size 
and performance requirements, and the new type therefore evolved along 
lines closely resembling those of the de Havilland 121 Trident which was 
intended for the same segment of the airline market. 

After three years in Preliminary Design, during which time the designation 
727 was adopted to continue the family series begun with the 707, the new 
transport became an active project early in 1959 and all major design 
decisions had been finalized by 18 September in that year. For another 
twelve months or so the favoured engine was the Allison-built version of the 
Rolls-Royce Spey, but the Pratt & Whitney JT8D was eventually chosen, and 
in this form the Boeing 727 moved from project to production on 5 Decem­
ber 1960 when United Airlines and Eastern Air Lines each ordered 40 exam­
ples. Boeing expressed its confidence in the future market for medium-sized 
aircraft of the 727 type with an estimate of sales totalling at least 300; by 
late 1981, however, the sales total stood at 1,815, making the 727 the 
world's best-selling jet airliner by a substantial margin. More than 100 
airlines had by then purchased examples of the 727 from Boeing, three of 
these each having acquired fleets of more than 100, and many other 
operators had acquired examples on lease or through second-hand 
purchases. 

Commonality with the Boeing 707 included the entire upper lobe of the 
fuselage, based on a cabin floor of identical width and therefore permitting 
the use of the same interior arrangements, and similar flight decks. Special 
attention was paid to the field performance, and the wing design incorporated 
the most advanced high lift devices ever adopted for a commercial transport 
at the time the 727 was launched. With a sweepback of 32 deg, the Ill's 
wing had leading-edge slats and flaps, triple-slotted trailing edge flaps, 
inboard (high-speed) and outboard (low-speed) ailerons and flight and 
ground spoilers. With accommodation for up to 125 passengers (high-
density) the 727 was designed to operate over stage lengths of up to 

! JP. / r -r n s , n I 

fln M. Jill 

<ru 

Above: The Boeing 727-200. developed as a stretched-fuselage 
version of the original design and soon established as the most 
popular of the two. 

1.700mls (2736km) and to be able to fly from 5,000ft (1524m) runways. 
The first Boeing 121. in United colours, flew on 9 February 1963 from 

Seattle, followed by a company demonstrator in Boeing's canary yellow and 
brown house colours on 12 March. With two more production aircraft soon 
joining the flight test programme, FAA Type Approval was obtained on 24 
December 1963 and the first commercial service was operated on 1 February 
1964 by Eastern between Miami, Washington and Philadelphia, followed by 
United's first service on 6 February. Later in the same month, the first export 
delivery was made, to Lufthansa, and the German airline flew its first service 
with the type on 16 April. Thus, the Boeing 727 completely eroded the lead 
that the D.H.121 Trident had gained with its go-ahead in 1958, and was 
quickly to achieve ascendance in the sales battles that were to follow, not 
least because of the larger capacity and greater range offered by Boeing 
from the outset. 

Following the precedent set with the 707, Boeing offered the 727 in a 
number of variants. At first, these were concerned primarily with fuel 
capacity and operating weights, the original certificated gross weight of 
152,0001b (68.950kg) soon being increased to 160.0001b (72.575kg) and 
then, in the 727C version, to 169,0001b (76,655kg). Progressive increases in 
engine thrust also became available, starting with the 14,000lb st (6350kgp) 
JT8D-1 or -7. followed by the 14.5001b st (6577kgp) JT8D-9. The 727C 
was announced in July 1964 as a convertible passenger/cargo version, with 
the same side-loading freight door and cargo handling systems already de­
veloped for the Boeing 707-320C. Northwest Orient was the first to order the 
727C; the first example flew on 30 December 1 965, Type Approval was ob­
tained on 13 January 1966 and Northwest flew the first service with the 
type on 23 April. A further refinement of the convertible idea was to mount 
passenger seats and galleys on pallets to achieve fast conversions, allowing 

Below: A Boeing 727-206 of 
AirAlgerie, one of about 100 
airlines that have bought this 
best-selling tri-jet. 



the same aircraft to fly passengers by day and freight by night, although there 
was a weight penalty. This became known as the QC (Quick Change) version 
and was in service by May 1 966, with United. 

Meanwhile, in August 1 965, Boeing had announced a "stretched' version 
as the 727-200 (the original production version then becoming the 727-100, 
or 727-100C or QC in convertible form) The "stretch" comprised exactly 
20ft (6 10m) in two equal sections fore and aft of the wing, which remained 
unchanged, and maximum accommodation increased to 189. The JT8D-7 
or -9 engines were specified at first, the gross weight being 169,0001b 
(76,655kg). but 15.0001b st (6804kgp) JT8D-11s became available in 
1972 and the 15.5001b st (7030kgp) JT8D-15 was offered as a further 
alternative in later models. The first customer for the Boeing 727-200. which 
was to become the most important variant, was Northeast Airlines, with an 
order placed on 10 August 1965; the first example flew on 27 July 1967. 
Type Approval was obtained on 29 November and the first service was 
flown on 14 December 1967. 

During 1970. when sales of the 727 were temporarily at a low ebb, 
Boeing began to plan a series of additional improvements, which led to 
introduction of the Advanced 727 with a wide option of gross weights, fuel 
capacities, engine powers and other features. Basic to the Advanced model 
iwere an increase in fuel capacity, new and improved aircraft systems, a 
"wide-body look" interior modelled on that of the Boeing 747 and additional 
:noise reduction features to comply with new FAA regulations. First orders 
for the Advanced 727 were placed in December 1970 by TAA and Ansett of 
Australia, and the first example, destined for All-Nippon Airways, flew on 3 
March 1972, with JT8D-15 engines and a gross weight of 191,0001b 
(86.636kgp). Type Approval was obtained on 14 June and All-Nippon flew 
the first service in July 1972. 

On 26 July 1973, Boeing made the first flight of an Advanced 727 at a 

new gross weight of 207.500lb (94,120kg), this being destined for delivery 
to Sterling Airways before the end of 1 973. with sufficient range to fly a full 
189-passenger payload on routes from Scandinavia to the Canary Islands. 
Yet another option became available in 1974 with the introduction of 
16.0001b st (7260kgp) JT8D-17 engines, first flown in a 727 in March of 
that year and first delivered, on 24 June, to Mexicana Boeing also intro­
duced, in 1 976, the JT8D-1 7R engine with automatic thrust reserve, operat­
ing normally at 16,4001b st (7440kgp) with an extra 1,0001b (454kg) avail­
able from the remaining engines in the event of one engine failing during a 
critical stage of the flight. The first 727 with ATR flew on 27 May 1976 and 

was later delivered to Hughes Airwest. Another variant emerged in 1981 
when Federal Express ordered the Boeing 727F, a pure cargo version with 
cabin windows blanked off. side-loading freight door, cargo restraint and 
handling systems and a maximum cargo payload of 62,OOOIb (28,118kg). 

Between 1 974 and 1 978, Boeing studied a number of possible "stretched" 
versions of the 727, initially as the 727-300A and 727-300B with 18ft 4in 
(5 59m) more fuselage length and either JT8D-1 7R or JT8D-21 7 engines. 
These projects were eventually superseded by the decision to develop the 
Boeing 7N7, which was launched as the Boeing 757 During 1981, 
however, Boeing was actively considering launching a programme to 
convert 727-200s to the new 727RE configuration, in which two Pratt & 
Whitney PW2037 or Rolls-Royce RB 21 1-535 turbofans (the engines 
selected to power the Boeing 757) would replace the three JT8Ds Con­
version would require structural modification of the rear fuselage and would 
provide a 150-seat airliner with modern fuel and noise characteristics at 
relatively low cost. 

Below: Icelandair's Boeing 727-108C. a passenger/cargo 
convertible version of the original short-fuselage model. 

.  n  0  © 8 0 8 0 0 0 8 8 0 ®  
0 0 0 8 0 0 0 0 9 0  3  Q  0  0 0 0 6 0 * 1 '  

.. . 

AIRCRAFT 



Boeing 737 
USA 
The following specification relates to the Advanced 737-200: 
Power plant: Two 14.0001b st (6350kgp) Pratt & Whitney JT8D-7 or 
14.5001b st (6577kgp) JT8D-9 or 15.5001b st (7030kgp) JT8D-15 or 
16.0001b st (7257kgp) JT8D-17 turbofans 
Performance: Max cruising speed, 576mph (927km/h) at 22,600ft 
(6890m); best economy cruise, 553mph (890km/h): initial rate of climb, 
3,760ft/min (19-1m/sec); range with max payload, 2.370mls (3815km); 
range with max fuel. 2,530mls (4075km). 
Weights: Operating weight empty, 59.300lb (26,898kg); max payload, 
35.700lb (16.193kg); max take-off. 119.5001b (54,195kg) 
Dimensions: Span, 93ft Oin (28 35m); length, 100ft Oin (30-48m); height, 
37ft Oin (11 -28m); wing area, 980sq ft (91 05m2). 

Boeing's decision to add a short-haul airliner to its family of jet transports 
including the various models of 707 and 727 was taken in November 1964, by 
which time the BAC One-Eleven was already in flight test and the DC-9 was 
nearing first flight. With what became known as the Model 737, Boeing was 
competing for, broadly, the same portion of the airline market as that 
covered by the One-Eleven and DC-9, but the design approach was quite 
different. Whereas both BAC and Douglas had chosen a rear-engined, T-tail 
layout, Boeing decided to keep an underwing engine location and a con­
ventional tail unit; not only did this keep the 737 clear of the aerodynamic 
problems associated with T-tails, but it also helped to achieve maximum 
commonality between the "baby" Boeing and its big brother. Most im­
portantly, Boeing decided to retain the same overall fuselage width as that 
used in the 707/727; this resulted in a somewhat stubby appearance for the 
aircraft when the cabin length was sized to carry about 100 passengers, but 
provided for relatively spacious seating arrangements and permitted airlines 
already using the 707 or 727 to standardize on seats, galleys, etc. 

The "launching order" for the Boeing 737, announced on 19 February 

Right: A Boeing 
737-2M9 of Zambia 
Airways. The 737 is 

the smallest of the 
extensive family of 
Boeing jetliners 
available in 1982, and 
is the second best­
seller. exceeded in 
sales total only by 
the 727. The "M9" 
in the designation 
indicates Zambia 
Airways configura­
tion: Boeing originally 
used two digits for its 
customer designa­
tors but was forced 
to introduce letter/ 
number combina­
tions as the custo­
mer list grew. The 
"• 2" indicates that 
this is a -200 model 
of the 737. 

Above: Three-view drawing of the Boeing 737-200. The Advanced 
737. incorporating numerous new features, is externally the same 
as the basic -200; the original -100 has a shorter fuselage. 

1965, came from Lufthansa in Germany, marking the first occasion on which 
an airline outside the USA had ever been the initial customer for a new airliner 
put into production in the USA. Although passenger capacities of 60-85 
had been projected for the 737 during most of the early stages of design, 
the size was increased to allow for 100 seats in the final stages of negotiation 
with Lufthansa; powered by Pratt & Whitney JT8D-1s at 14,0001b st (6350 
kgp) each, the Model 737 was to have a gross weight of 85.0001b (38,535kg) 
and a full-payload range of 700mls (1,1 26km). 

This aircraft was to emerge in due course as the Boeing 737 Srs 100, with an 
initial gross weight of 97,800lb (44.360kg) and up to 111,000lb (50.350kg) 
eventually in a special model produced for Malaysia-Singapore Airlines. The 
JT8D-7, with the same power as the -1 but flat rated for higher tem­
peratures, was also introduced instead of the initial engine variant, and the • 

AIRCRAFT 

yambia Airways 



14,5001b st (6577kgp) JT8D-9 was offered for use in later versions of the 
737-100 Boeing soon discovered, however, that there was a strong demand 
for slightly larger passenger capacity, and to meet this need the 737-200 
was announced on 5 April 1965 when United Air Lines ordered 40. this also 
being the first order from a US airline for the type The fuselage was length­
ened by 6ft (1 -82m) to provide two more seat rows, which, with some inter­
nal redesign, increased accommodation to 119 or eventually, in high-density 
layouts, 130. With JT8D-7 engines, the 737-200 began its life at a gross 

weight of 97,000lb (43,998kg) with two centre-section fuel tanks, which 
were optional. Subsequent developments have taken the gross weight of 
the standard 737-200 to 117.0001b (53.070kg). with either the JT8D-9, 
JT8D-15 or JT8D-17 turbofans also being available 

First flight of the Boeing 737 was made at Seattle on 9 April 1967, this 
aircraft being a company demonstrator, followed about a month later by the 
first of Lufthansa's 737-100s. The first 737-200 in United configuration was 
the fifth 737 to fly. on 8 August 1 967. Full FAA Type Approval was obtained 
for the 737-100 on 1 5 December 1 967, and for the 737-200 on 21 December 
1967, services being inaugurated with the two models, respectively, by 
Lufthansa on 10 February and by United on 28 April 1968. 

Sales of the Boeing 737 proceeded somewhat more slowly than those of 
the earlier Boeing jetliners, but the company pursued a concentrated pro­
gramme of improvement and refinement to keep abreast of the competition. 
A passenger/cargo convertible version of the 737-200 was soon offered, 
with side-loading freight door and other features similar to those in the 727C. 
The first 737-200C was flown in August 1968 and after certification in 
October entered service with Wien Consolidated before the end of the year. 

Because of some deficiencies in the specific range of the 737 as first 
delivered, plus poor efficiency of the thrust reversers on the JT8D engines, 
Boeing introduced a series of modifications commencing with aircraft No 
135 delivered (to United) in March 1969, and offered conversion kits for 
earlier customers who wished to update their aircraft. The changes included 
target-type thrust reversers instead of clamshell design, with redesign of the 
aft engine nacelle; some drag-reduction modifications to the wing and 
changes in the flap settings and structure. Another series of changes was 
offered by Boeing later in 1 969, and these were combined in the specification 
of what became the Advanced 737-200, with deliveries starting in 1971. 
The new features comprised changes to the leading edge flaps and slats, 
wider nacelle struts, optional use of JT8D-15 engines and optional nose-
wheel brakes. 

The first Advanced 737-200 flew on 15 April 1971; certification was ob­
tained on 3 May and All Nippon Airways inaugurated service in June 1971. 
Later that year, a "wide-body look" interior was also developed for the 737, 
the first example being delivered to Air Algerie in December 1971, and this 
eventually became widely adopted by customers for the Advanced 737. A 
"Quiet Nacelle" modification was added to the Advanced 737 specification 
in 1 973, to allow compliance with latest FAA regulations, the'first delivery 
being made in October to Eastern Provincial Airways. Later options on the 
Advanced 737 introduced the JT8D-17 engine at 1 6,000lb st (7264kgp) and 
a gross weight of 117,0001b (53,070kg) or 119,5001b (54,253kg), the 
first example at the latter weight going to Braathens SAFE in Norway in 
latfe 1977. 

A separate series of modifications was also developed by Boeing to 
permit the 737 to operate from gravel and dirt runways, so that full advantage 
could be taken of its short field performance These modifications comprised 
gravel deflection shields on the main and nosewheel gears, blow-away jets 
beneath the engine intakes to prevent debris ingestion, fuselage abrasion 
protection, flap protection and other features. 

By the end of 1981. Boeing had sold over 950 Boeing 737s. including a 
few for military and non-commercial use. of the total, only 30 were 737 100s. 
and 64 of the remainder were 737 -200Cs. Included in the sales total were 20 
Boeing 737-300s, this being the designation of a new variant launched by 
Boeing on 26 March 1981 when US Air and Southwest Airlines each 
ordered 10. The 737-300, to fly in April 1984 with first deliveries at the end 
of that year, features an 8ft 8in (2 64m) fuselage stretch to increase seating 
capacity by up to 20 seats; a 1ft 10in (56cm) increase in wing span; a 
revised leading edge and extended dorsal fin and a pair of 20.000Tb st 
(9072kgp) turbofans in revised nacelles. Variants at gross weights of 
124,5001b (56,473kg), 130,0001b (58.968kg) and 135.0001b (61.236kg) 
are on offer, with varying fuel capacities. 

Above: A Boeing 737-2H4 in the 
very striking orange, red and 
ochre livery of Texas-based 
Southwest Airlines. 

Below: "White Nile" 
is one of a pair of Boeing 
737-2J8C convertible 
passenger/ cargo ver­
sions used by Sudan 
Airways, the other 
being named "Blue Nile 

/A 

B C C C C G B C E C C  C  

-AFK BOEING TST 

"»1 'w)»' 

AIRCRAFT 



Boeing 757 
USA 
Power Plants: Two Rolls-Royce RB.211-535C turbofans each rated at 
37,400lb st (16,980kgp). 
Performance: Max cruising speed, 569mph (915km/h) at 29,000ft 
(8840m); long-range cruise, 5?8mph (850krn/h) at 37,000ft (11,280m); 
range with max payload, no reserves, 1.380mls (2220km), range with max 
fuel, no reserves, 5,600mls (8631km). 
Weights: Typical operating weight empty, 130,6701b (59,270kg), max 
take-off weight, 220,0001b (99,880kg); max zero fuel weight, 184,0001b 
(83.536kg); max landing weight, 148,0001b (67,120kg). 
Dimensions: Span, 1 24ft 6in (37-95m); overall length, 1 55ft 3in (47-32m); 
overall height, 44ft 6in (13 56m); wing area, 1,951 sq ft (181 -25m2). 

After several years during which various "stretched" versions of the Boeing 
727 were studied and attempts were made to obtain sufficient airline orders 
to launch production. Boeing finally was able to launch the Boeing 757 in 
mid-1 978. This new airliner retains the fuselage width of the 707/727/737 
series and therefore maintains commonality with the 727, but it has a new 
wing, with two engines in underwing pods, and a low-mounted tailplane. 
After it had been launched, the Boeing 757 design was further revised to 
incorporate the same nose and flight deck as the Boeing 767, with the result 
that it ended up having greater commonality with the latter than with the 
727 on which it was originally based. 

As finally launched, the Boeing 757 was designed to carry a maximum of 
233 passengers six-abreast in a high-density layout at 29 - in (73-7-cm) 
seat pitch, or, more typically, 196 in all-tourist or 178 in two-class layouts, 
and to have a maximum range of 2,300mls (3700km) with a full passenger 
load. With some 13,2001b (6000kg) of cargo, the maximum payload was 
64.0001b (29,025kg). The 757 was designed primarily as a replacement foi the 
Boeing 727 tri-jet and with the Rolls-Royce RB 21 1 -535C engines initially 
specified was claimed to offer the best fuel efficiency Der passenger carried 
of any aeroplane in its class. 

The two launching airlines, British Airways and Eastern Air Lines, 
announced their intention cf ordering Boeing 757s in August 1978. at 
which time Boeing confirmed its decision to offer the new aircraft with the 
Rolls-Royce engines, these being smaller-fan derivatives of the RB.211 
already in production for the Lockheed TriStar and the Boeing 747. 

British Airways signed a definitive order for 1 9 Boeing 757s on 2 March, 
valued at some £300m, later taking an option on 18 more, and the Eastern 
Air Lines contract was signed on 23 March, covering 21 aircraft with an 
option on 24. Although Boeing had been proceeding with preliminary 
activities for production of the 757, the formal decision to initiate full-scale 
production was not taken until the Eastern contract had been signed. 
Subsequent to the launch. Boeing offered increased gross weight options 
of 230.000lb (104,328kg) and 240.000lb (108,863kg), and the 36,330lb st 
(16.480kgp) CF6-32C was nominated as an alternative engine However, 
the third and fourth major customers for the Boeing 757, Delta and American 
Airlines, both selected the Pratt & Whitney PW2037 and the CF6-32 was 
subsequently withdrawn from development by General Electric. By the 
end of the 1981, seven airlines had ordered 1 36 757s, with 61 more on 
order First flight was made on 19 February 1982, with customer deliveries 
starting on December 1982 at the time of certification. 

Right: The Boeing 757 was rolled out at Ronton. Washington, on 13 
January 1982 to become Boeing's sixth major jet transport. Four 
aircraft were being used for flight test and development leading to 
certification and entry into service before the end of 1982. 

Above: Three-view drawing of the Boeing 757-200, which is the 
basic version as launched in mid-1978; the projected 757-100 was 
shorter. 

I - ml"" 1 
! 

twHriWiri.,. 

AIRCRAFT 



N-UUUPS-'M" 

N734-IF 

?  i B  i  i  i  a  i n i i r i i i [ • ! w  

TORTHWEST OaiEWT <g 

Boeing 747 

Northwest Orient Airlines 
Northwest Airlines (Northwest Orient 
Airlines) is the second oldest airline in the 
USA with a continuous identification and 
was formed on 1 August 1926 as North­
west Airways. The airline commenced 
operations on 1 October 1926 providing 
air mail service between Minneapolis/St 
Paul and Chicago, and passenger services 
were started in July of the following year. 
On 16 April 1933 the airline adopted its 
present title and acquired Northern Air 
Transport. Lockheed 10A Electras entered 
service in August 1934 and in March 
1939 the DC-3 commenced operations 
with Northwest On 1 June 1945 Northwest 
became the fourth US transcontinental 
airline when service was extended eastward 
from Minneapolis/St Paul to Newark and 
New York City via Milwaukee and Detroit. 
Northwest began to expand its routes 
through Canada, Alaska and the Aleutian 
Islands, and on 15 July 1947 a new Great 
Circle route through Anchorage to Tokyo, 
Seoul, Shanghai and Manila was inaugu­

rated with DC-4 aircraft. Services to 
Washington D.C. from Detroit via Cleveland 
and Pittsburgh began on 15 March 1948, 
and to Honolulu from Seattle/Tacoma and 
Portland on 2 December, making Northwest 
the first airline certified to link Hawaii with 
the Pacific North-West. The airline initiated 
service to Taiwan on 30 June 1950 and 
began operations with Boeing Strato-
cruisers. Northwest subsequently intro­
duced DC-6A/B aircraft and by 1957 had 
also acquired Super Constellations and 
DC-7C aircraft. Services to Florida started 
in 1958 and Atlanta was added to the 
route system on 27 September 1959. 

Lockheed Electra turboprop services 
began on 1 September 1959, and pure jet 
operations on 8 July 1960 on Far East 
routes with DC-8-32 aircraft, which were 
replaced by Boeing 707-351B aircraft 
from June 1963. Northwest also took 
delivery of Boeing 720-05IBs in May 
1961 and the airline's first 727-51s were 
acquired in November 1964. Services to 

AIRCRAFT 

Frontier Airlines 
The Denver-based carrier has its roots in 
Monarch Airlines, which was formed early 
in 1946 and inaugurated local service 
from Denver on 27 November of that 
year. In December 1949 Monarch absorbed 
Challenger Airlines, and Arizona Airways, 
an intra-state operator, was taken over in 
April 1950. Monarch formally became 
Frontier Airlines on 1 June of that year. 
The effect of the mergers was to give 
Frontier an extensive north-south operation 
between Montana and Mexico, serving40 
points in 7 states. During the subsequent 
decade the carrier expanded its route 
system throughout the states between the 
Rocky Mountains and the midwest. DC-3 
aircraft were supplemented by former 
United Convair 340s in 1959. Frontier 
undertook a re-engining programme in­
volving the installation of Allison 501 
turboprop engines in the Convair 340 
aircraft, which were redesignated Convair 
580s. The first of the Convair turboprops 

Boeing 737 

entered service on 1 June 1964, and 
eventually Frontier operated a total of 32 
Convair 580s. 

Jet operations were inaugurated with 
the first of 5 Boeing 727-191 aircraft in 
September 1966 and Boeing 727-291s 
were acquired in February 1968. These 
aircraft, however, did not entirely suit the 
carrier's route network and were replaced 
with Boeing 737 aircraft, the first of which 
(a 737-2CO) was acquired in May 1969. 
Another major phase of expansion was 
accomplished when Fort Worth-based 
Central Airlines merged with Frontier on 1 
October 1967. Central had been formed 
in March 1944 and operated services in 
Texas and surrounding states with DC-3 
and Convair 600 equipment. By 1974 
Frontier was carrying in excess of 3 million 
passengers annually and serving some 
100 destinations (more than United), though 
many of these were small communities. 

Frontier Airlines currently provides flights 

to 86 points in 27 US states, Canada and 
Mexico. RKO General (a subsidiary of the 
General Tyre and Rubber Company) took 
control of the carrier in 1964. Under the 
new designations laid down by the CAB, 
Frontier is now defined as a national 
carrier (le a carrier with an annual revenue 
of 75-1,000 million US dollars). 5,893 
personnel work for Frontier and over 5 
million passengers are carried annually. 

Fleet Data 
4 Boeing 737-214 
3 Boeing 737-222 
2 Boeing 737-247 
5 Boeing 737-291 
5 Boeing 737-2C0 
1 Boeing 737-2H4 
1 Boeing 737-212 Advanced 

22 Boeing 737-291 Advanced 
2 Boeing 737-2A1 Advanced 

16 Convair 580 

Hong Kong were inaugurated in October 
1966 and to Osaka in April of the following 
year. Wide-bodied operations began fol­
lowing delivery of Bofing 747-151 aircraft 
in April 1970. The first DC-10 40 was 
delivered to Northwest at the end of 1972. 
Passenger operations to Europe began 
with the inauguration of transatlantic 
services on the New York-Copenhagen-
Stockholm route in March 1979 and 
Northwest commenced services from 
Minneapolis/St Paul to London on 2 June 
1980. 

Based at Minneapolis/St Paul, Minnesota, 
Northwest Orient presently operates a 
38,278 mile (61,600km) system encom­
passing 22 states in the USA and services 
to Canada, Japan. Korea, Taiwan, Hong 
Kong, the Philippines, Sweden, Denmark, 
Norway, the Netherlands, Ireland, Germany 
and the United Kingdom. Over 11,501,000 
passengers were carried in 1980 and the 
airline currently employs 12,748 per­
sonnel. 

On Order 
6 Boeing 737-291 Advanced 
3 McDonnell Douglas DC-9-82 

Fleet Data 
3 Boeing 727-
1 Boeing 727-
4 Boeing 727-51 

23 Boeing 727-251 
29 Boeing 727-251 Advanced 
2 Boeing 747-135 

10 Boeing 747-151 
12 Boeing 747-251B 
5 Boeing 747-251F (SCD) 

22 McDonnell Douglas DC-10-40 



Western Airlines 
Western Airlines (WAL) was incorporated 
on 13 July 1925 as Western Air Express 
(WAE) and is the oldest US carrier. 
Operations began with air mail services 
between Los Angeles and Salt Lake City 
via Las Vegas on 17 April 1926 using 
Douglas M-2 aircraft. Passenger services 
on the route began on 23 May of thatyear, 
and this represented the first scheduled 
passenger service in the USA. By early 
1930 WAE had taken over Colorado 
Airways, Pacific Marine Airways, West 
Coast Air Transport and Standard Air 
Lines. On 16 July of that year, under 
pressure from the Postmaster General, 
WAE merged with Transcontinental Air 
Transport to form TWA in order to gain 
the mail contract for the Los Angeles-
Kansas City section of the transcontinental 
route which had previously been flown by 
both airlines. In 1934 WAE was bought 
out from TWA and operated for a while as 
General Air Lines. On 17 April 1941 the 
carrier officially changed its title to Western 
Airlines. By this time Boeing 247-D and 
DC-3 aircraft had been acquired, and 

National Parks Airways been absorbed. 
Services on the carrier's old Los Angeles-
San Francisco route were restarted in 
1944 and extended to Portland and Seattle 
in 1947. DC-4 aircraft entered service in 
January 1946 and Convair 240s com­
menced operations in September 1948. 
Western became the first operator of the 
DC-6B on 11 April 1951. 

The first of twelve Lockheed Electra 
turboprops flew on the Los Angeles-Seattle 
route in August 1959, and jet services 
were inaugurated on 1 June 1960 with 
Boeing 707-139 aircraft leased from the 
manufacturer prior to delivery of the 
carrier's first Boeing 720-047Bs in April 
1961. Western received its Boeing 727-
247 aircraft from October 1969 to replace 
the Electras. On 1 July 1967 Seattle-
based Pacific Northern Airlines (PNA) was 
merged into Western. Founded in 1932 as 
Woodley Airways, PNA operated services 
linking southern Alaska with Washington 
State and Oregon. Western commenced 
wide-bodied operations following delivery 
of its first DC-10-10inApril 1973 Service 

between London and Honolulu via Anchor­
age was inaugurated in October 1980 but 
was terminated a year later. However, 
Western inaugurated a Denver-London 
service on 24 April 1981 with a former Air 
New Zealand DC-10-30. 

Western, headquartered in Los Angeles, 
currently operates scheduled passenger 
and cargo services to 33 destinations in 
the USA (including Honolulu and Anchorage), 
to several points in Canada, Mexico and to 
London. 9,130,000 passengers flew with 
Western in 1980 and the carrier employs 
10,657 personnel. 

Fleet Data 
6 Boeing 727-247 

40 Boeing 727-247 Advanced 
1 Boeing 727-208 Advanced 

(leased from Interlease) 
11 Boeing 737-247 
10 McDonnell Douglas DC-10-10 

1 McDonnell Douglas DC-10-30 
(leased from Interlease). 

On Order 
6 Boeing 767-247 

Boeing 727 

Westt rn 

N20871V 

United Airlines 
United traces its origin to Varney Air Lines 
which began air mail services between 
Paso, Washington and Elko, Nevada on 6 
April 1926. Varney Air Lines was later 
merged with Pacific Air Transport and 
National Air Transport, both of whom 
were air mail carriers, into Boeing Air 
Transport which was part of a combine 
that included the Boeing Airplane Company 
and Pratt and Whitney, the engine manu­
facturer. United was organised on 1 July 
1931 as the management company for 
the airline division. Three years later the 
combine broke up and the corporate 
divisions became separate entities. By this 
time United was operating the Boeing 247 
which had entered service in March 1933 
and established regular coast-to-coast 
operations. DC-3 operations began in 1937 
and DC-4 aircraft entered United service 
on the New York-Chicago route in March 
1946 with the DC-6 following in April 
1947 By May 1947 the route network 
had been expanded to include Boston, 

Denver, Washington D.C. and Hawaii. 
DC-6B services began in 1951 and the 
Convair 340 was introduced on short haul 
routes in 1952. Transcontinental services 
with the DC-7 began in April 1954 a nd jet 
operations with DC-8 aircraft were inaugu­
rated on 18 September 1959. Boeing720 
aircraft were introduced in July 1960 
initially between Chicago, Denver and Los 
Angeles. United made its first purchase of 
a foreign aircraft when a fleet of twenty 
Caravelle Vl-R aircraft was ordered. The 
type commenced services between New 
York and Chicago on 14 July 1961 

United's size increased significantly on 
1 June 1961 when the carrier took over 
Capital Airlines, founded in November 
1936 as Pennsylvania Central Airlines. As 
a result of the merger United's route 
system was increased by 7,200 miles 
(11,600km) and the carrier became the 
world's largest privately-owned airline in 
terms of annual passengers carried and 
passenger miles flown. The Caravelles and 

former Capital Viscount 745 aircraft were 
progressively replaced by Boeing 727 and 
737 aircraft from 1964 and 1967 res­
pectively. Wide-bodied services were 
introduced by the carrier following delivery 
of Boeing 747 aircraft in June 1970 and 
DC-10-10 aircraft in July 1971. In keeping 
with its tradition of being among the 
launch customers for new'aircraft. United 
was the first airline to order the Boeing 
767 (pictured below) 

United now operates an extensive 
scheduled passenger and cargo route 
network linking well over 100 points in the 
USA alone. United currently employs 
46,440 personnel and operates an all-jet 
fleet of 315 aircraft 

Fleet Data 
54 Boeing 727-22 
28 Boeing 727-222 
76 Boeing 727-222 Advanced 
49 Boeing 737-222 
18 Boeing 747-122 

14 McDonnell Douglas DC 
29 McDonnell Douglas DC 
47 McDonnell Douglas DC 

On Order 
39 Boeing 767-222 

8-54F 
8-61 
10-10 

7 

N601U 

AIRCRAFT 



DESIGN 



m 
[umuLLium 

[--Ii [ fi ni t4i t=i j 

hiohway 3 

BILLINGS 
LOGAN INTERNATIONAL AIRPORT ®s SITE,PARKING 



, -4 

•if-

flight Kitchen 

pilots lounge 

• airport administration 

: T •' II• 
T-17^. irJ- I 

E 

w < 

LEVEL 3 

-O O— 

key 
baggage claim jrestrooms 
baggage cart circulation amechanical 
baggage processing 

LEVEL 1 - ARRIVAL,BAGGAGE CLAIM 



' • — 

r J"-' 

:.--T '•> 

i irii i iwqiirijLivz 

Lr iL. 

uEl 

>' 

r.. .r • -x.. 
"C3 " 

:r 

lobby 

iticket lobby 

a queuing 

4 customer ser. / reservations 

soperat 

osecretary 

TURE 
r 30 

•ogift shop 

user vice 

umechanical 

.uwaiting 

«4security 

isholding 

waircraft access 



iBMM 



SOUTH ELEVATION 

J 



n 









FOOTNOTES 

1  David B. Guralnik, ecL, Webster's New World 

Dictionary (New York: The World Publishing Co., 

1978), p. 14. 

2  Aline B. Saarinen, Saarinen on His Work (New 

Haven: Yale University Press, 1962), p. 5. 

^ Cathy B. Ailgeier, "The Someplace Airport," 

Interiors, January 1977, p. 86. 

^ Richard de Neufvil le, Airport Systems 

Planning; A Crit ical Look at the Methods and 

Experience (Cambridge: MIT Press, 1976), p. 16. 

5  Ibid., p. 103. 

6  John D. Anderson, Jr., jntroduction to Flight 

(New York: McGraw-Hil l ,  1978), p. 4. 

7