Errors in book: Airport Systems Planning, Design and Management                                Last update:    September, 2004

Please send notices of possible errors and misprints to Prof. de Neufville:   ardent @
Thank you!

Thanks so far due to:
Sudheer Dhulipala, Associate at TransSolutions LLC
Ashraf Jan, AICP, FAA Headquarters, Washington, DC
Joakim Karlsson, Division of Aviation, Daniel Webster College, New Hampshire
Derek Wilson, P. Eng., TRANSform Canada, Port Moody, BC, Canada

Suggested Addional References
Chapter 6
FAA (1983) "Policies and Procedures for Considering Environmental Impacts,"  Order 1050, FAA Office of Environment and Energy, Washington, DC (in process of being updated)

FAA (1985) "Airport Environmental Handbook," Order 5050.4A, FAA Office of Airport Planning, Washington, DC  (being updated with Order 1050)

Chapter 21
FAA (1999) "FAA Airport Benefit-Cost Analysis Guidance,"  FAA Office of Aviation Policy and Plans, Washington, DC.

Major Errors

None detected so far

Minor Typographical Errors

Page 9:           3rd. paragraph, 3rd line from bottom should read:  "uses a wider range of tools..."

Page 44:        Last lines, last full paragraph should read:  "...National Association of State Aviation Officials..."

Page 99:        Third bullet        Should read as "such as FedEx"

Page 101:      4th line from bottom        Should read: "...government owners have been..."     Omit "of"

Page 110:      Last paragraph, 3rd line    Should read "They expand..."        not "expend "

Page 114:      Figure 4.1, the legend does not distinguish which line refers to what.
                        The "1964-77 Trend Line" refers to the line through those years
                        The "Displaced Trend" refers to the years after 1978

Page 176       3rd paragraph, line from bottom:  Second "Leq"  should be "Ldn"

Page 193:      Source of table should be: "...FAA AC..."   (not FAR)

Page 256       1st. paragraph, 4th line from bottom, should read:  "...Airport and Airway Trust Fund,"
                         instead of "Aviation Trust Fund (ATF)"
Page 257        2nd line from bottom -- same comment as above:  
"...Airport and Airway Trust Fund,"

Page 300        3rd paragraph, line 3, should read "...visual aids and markings..."

Page 301       In Table, row C, the aircraft approach speed should read:  121 < AS < 141.   The "15m" is a typo

Page 278        Table 8-6, Right hand side column, delete redundant "Passenger transport to/from"

Page 301       Line 11:   change "pause" to "pose"

Page 302       Table 9-2,
                       *  under Reference code element 1, Aircraft approach category C, change "15 m" to "121 m"
                       *  Right hand side block title should read:  "FAA reference code element 2"   (instead of 1)

Page 423       Figure 10-13:  The source of this diagram is the Husni Idris, Doctoral dissertation (2001), cited
                        at end of Chapter.

Page 453      line 3:  read "6 to 17 percent"  not "6 to 25..."

Page 475      line 6 should read:  "This was the pre-deregulation..."    instead of "preregulation"

Page 501      2nd line from bottom, words inverted:  should be "which currently" instead of inverse

Page 524      2nd paragraph, line 3:  should read   "... (VOR) stations..."   instead of "...(VOR) finders..."

Page 591:     Table 14.6
                       The entry under Point 1 to Point 4 should be "15" instead of "10"
                       This does not affect later calculations, tables and figures.  These are based on correct entry.

Page 598      Example 14..3.  There should be an " = " sign before "4000/(annual flights at gate)"

Page 716      Table 17-10:  Title should read:  " cost per space..."

Page 853      2nd line from bottom:  "two" instead of 4 years, as Winter and Summer games alternate.

Miscellaneous Comments

Page 302      3rd paragraph, line 3:  In FAA termininology, the "most demanding airplane type" is known as
                        the "critical aircraft"

Page 320       2nd paragraph, line 3:  In FAA terms, the three categories are known as "close", "intermediate" and "far"

Page 321       1st  paragraph, last line:  For clarity, read "However, IFR arrivals..."  -- the discussion above is all about IFR.

Page 321        2nd paragraph, line 7:  Note that for small planes, flying VFR in daytime, the FAA allows simultaneous
                          operations with 500 ft separations.  

Page 388       These are the precise weather definitions used at Boston/Logan.

Page 396-7    Note that runway occupancy times may also be the determining factor for runway capacity when
                        visual separation is used and no wake turbulance separation is required.

Page 419       Figure 10-10:  As noted in text, point 3 is on a 45 degree line from origin.

Page 519       4th line from bottom:  Note that it is also possible to have ILS with no approach lighting systems,
                         in which case the best possible minima are 200 ft. and 0.75 mi.

Page 520      Table 13.1 -- these are the best possible minima.  Often the minima at an airport are higher due to
                        various constraints, such as obstructions.  This is particularly true for Category I ILS systems.