FACULTY OF ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

ADVANCED TRANSPORTATION

ENTEBBE AIRPORT FIELD REPORT

BY:

MATHEGI OBRIAN MATHENGE 14/KE/453/BSCE-S

VEKARIA VIVEK MUKESH 14/KE/013/BSCE-S

MUGISA BAKABONA JUSTIN 14/CG/238/BSCE-S

OJABILE ALVIN ANDREW 14/UG/369/BSCE-S

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Declaration

Acknowledgement

We would like to thank the administration of International University of East Africa for organizing and
allowing us to go to this really educating field trip to the Entebbe airport. We also want to thank the official
at the airport for having us and taking us around the airport and explaining to us how airports operate.

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TABLE OF CONTENTS
1 ENTEBBE INTERNATIONAL AIRPORT ..................................................................................................... 4
HISTORY ........................................................................................................................................ 4
TODAY ........................................................................................................................................... 4
AIRSIDE .......................................................................................................................................... 5
1.3.1 RUNWAY ELEMENTS ............................................................................................................. 6
LAND SIDE ..................................................................................................................................... 7
1.4.1 Terminal building .................................................................................................................. 7
1.4.2 Parking service ...................................................................................................................... 7
1.4.3 AIRPORT ................................................................................................................................ 8
.................................................................................................................................................................. 8
AIR TRAFFIC CONTROL .................................................................................................................. 9
1.5.1 Instruments used that are located at the airfield ................................................................. 9
1.5.2 PAPI - Precision Approach Path Indicator lights: .................................................................. 9
1.5.3 DVOR-Doppler Very High Frequency Omni Range.............................................................. 10
1.5.4 DME (Distance Measuring Equipment).............................................................................. 11
1.5.5 Nondirectional Beacon (NDB) ............................................................................................. 11
1.5.6 Localizer Antenna................................................................................................................ 11
1.5.7 Glide path ............................................................................................................................ 11
1.5.8 VASI- Visual Approach slope indicator. ............................................................................. 11
METEOROLOGICAL INSTRUMENTS USED IN ENTEBBE AIRPORT ................................................ 11
1.6.1 Meteorological Garden ....................................................................................................... 12
1.6.2 Automatic Weather Observation Stations (AWOS) ............................................................ 12
1.6.3 Wind Measurement System ............................................................................................... 12
1.6.4 Data collection and exchange Weather Forecasting .......................................................... 12
RADAR system: ............................................................................................................................ 13
1.7.1 Civilian section: ................................................................................................................... 13
1.7.2 Military section: .................................................................................................................. 13
2 Recommendations .............................................................................................................................. 14
3 Conclusion ........................................................................................................................................... 15
4 Appendix 1 .......................................................................................................................................... 16

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TABLE OF FIGURES

Fig. 2 showing google map of Entebbe airport layout .................................................................................. 8

Figure 3 showing DVOR used for air navigation ....................................................................................... 16
Fig.4 A hemispherical cup anemometer ..................................................................................................... 16

Table 1 showing runway ............................................................................................................................... 6

Table 2 showing runway elements ................................................................................................................ 6

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1 ENTEBBE INTERNATIONAL AIRPORT

HISTORY
Entebbe International Airport is the main airport link that links Uganda to the rest of the world. The airport
is located near the town of Entebbe which is situated on the shores of Lake Victoria. Entebbe airport is
located at a distance of 45 kms away from Ugandan’s Capital Kampala.

The airport was first constructed in 1928/1929. The first aircraft to use the new airfield were RAF Fairey
IIIs of the Cairo-Cape flight which landed on the 900 yards (820 m) grass runway on 17 February 1929. In
January 1932 Imperial Airways began to use Entebbe on their Cape-to-Cairo mail services: at this stage,
radio was installed. By 1935, the grass runway surfaces had been replaced by murram. In 1944-45 the main
runway (12/30) was asphalted and extended to 1,600 yards (1,500 m).

In 10 November 1951 the airport was formally re-opened after the facilities had been extended further:
runway 12/30 was now 3,300 yards (3,000 m), in preparation for services by the de Havilland Comet.
Finally, the existing control tower of the “old airport” was constructed in 1957/58.

The current passenger terminal building was constructed in the mid to late 1970s, together with runway
17/35: the old runway 12/30 was shortened to its current length. The Old Entebbe airport is now used by
Uganda's military forces and was the scene of a hostage rescue operation by Israeli Sayeret Matkal, dubbed
Operation Entebbe, in 1976, after an Arab-German hijacking of Air France Flight 139 out of Tel Aviv.

The scene of that particular rescue was "the old airport", which was recently demolished except for its
control tower. In late 2007, the run up to the Commonwealth Heads of Government Meeting (CHOGM)
was held in Kampala Uganda. In spite of this domestic terminal was constructed at the site of the old airport,
leaving the "new airport" to handle International flights exclusively. Entebbe International Airport served
720,000 International passengers in 2007. (+10.7% vs. 2006). The unofficial figure of arrivals in 2008 is
estimated at 850,000 (+18.1% vs. 2006)

Entebbe Airport is a Cooperative Security Location of the United States military. Entebbe airport uses the
jetway boarding bridge system.

TODAY
The current terminal building constructed in the mid 1970’s, together with the runway 17/35 and the old
runway 12/30 are still in operation. The 17/35 runway serving international and domestic flights and 12/30
runway serving for military and VIP guests into the country.

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The control tower that was painted grey despite very conspicuous ‘bullet scars’, sustained when a group of
200 Israel commandos attacked in 1976 and freed hijacked hostages, the 3789 ft control tower at the old
Entebbe International Airport stands thick, defying time and modern architecture. Structures that stand few
yards from the old structure next: meteorological garden and instruments and water tanks that serve the
whole airport. More information is detailed below about the airport.

AIRSIDE
Airport type Joint (Civilian and Military)

Operator Civil Aviation Authority of Uganda

Serves Entebbe, Kampala.

Location Entebbe, Uganda

Elevation AMSL 3,782 ft / 1,153 m

Coordinates 00°02′40″N 32°26′33″E / 0.04444°N 32.4425°E

Airfield Data: Navigational Aids: VOR-DME (At Field), NDB

Runway 1: Heading 12/30, 2 408m (7 900ft), Aircraft size max: All types, No ILS

Runway 2: Heading 17/35, 3 658m (12 001ft), ILS

Fuel Jet A1, without icing inhibitor, pipe runs underground up to the apron for
. supplying the aircrafts with fuel.

Markings White markings used on runway and centerline marking.

White and Red for safety envelope on the apron.

Yellow line used on taxiway path edges.

Red marking used to separate taxiway and Apron.

Hangers Available on the Military service providers by Airserv for light aircrafts and

Eagle air for heavy aircrafts up to Boeing 747.

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Table 1 showing runway

Runways Length(m) Length(ft) Shoulders(m) Width(m) Surface

17/35 3,658 12,000 Asphalt
12/30 2,408 7,900 Asphalt

1.3.1 RUNWAY ELEMENTS

Table 2 showing runway elements

Runway 17 Runway 35

Elevation 3780 3745

Latitude 0.055597 0.022914

Longitude 32.4359 32.4411

Visual Glide Slope 4-Light PAPI On Left Side 4-Light PAPI On Left Side
Indicators Of Runway Of Runway

Runway Markings Non-precision approach Non-precision approach

Condition: markings markings

Approach Light System None None

Touchdown Lights None None

Runway Edge Lights Yes Intensity No edge lights Intensity

Centerline Lights None None

Runway Threshold Available to standard Available to standard

lighting 600ft apart lighting 600ft apart

Taxiway Threshold Available to standard Available to standard

lighting blue 600ft apart lighting blue 600ft apart

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 LAND SIDE
1.4.1 Terminal building
This where passengers transfer between ground transportation and the facilities that allow them to board
after being processed and disembark from aircraft and it where the immigration service for international
flight is done, security check and ticket checking are done.

1.4.2 Parking service

At Entebbe there are two sections for parking; where we have short time parking for people who are being
driven to airport and for people who are leaving the airport. And section for long time parking for people
who are traveling for days and are willing to leave their car there and pick it in the time of their return from
the journey. The cars in this section are insured by the CIA.

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 1.4.3 AIRPORT

J
A
I
H

K
B

Fig. 1 showing google map of Entebbe airport layout

A-35R: heading side of the airport with proper threshold marking an aiming point for aircraft.

B- Runway 2: Heading 17/35, 3 658m used for domestic and international flights with center line markings
for aircraft alignment. Flexible pavement 100-110mm thick.

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C-17L: heading side of the airport with proper threshold marking.

D-Taxiway: to landing aircrafts.

E-Cargo: ongoing construction to cater for aircraft cargo. New construction Grade 40,with thickness of
350mm concrete pavement is to cater for aircraft cargo CODE F aircraft Wingspan 65 m but < 80 m, Outer
main gear wheel span 14 m but < 16 m, Typical aero plane BOEING 747-8/AIRBUS A-380-800 at the
meantime the airport serves CODE E aircrafts Wingspan 52 m but < 65 m, Outer main gear wheel span 9
m but < 14 m, Typical aero plane, B777/B787 Series/A330.CCCC(Chinese Communication Construction
Company) are the main contractors of the upgrade.

F-ATC control tower: Located on the highest ground of the airport to view all landing and take-off fights,
taxiway movement, Apron and all maneuvering areas.

G-Fire-station: It’s in the vicinity of 3-5 minutes response within the airport incase of an emergency. Water
tanks are installed few meters away from the fire station.

H- Runway 1: Heading 12/30, 2 408m flexible pavement.

I-Apron: having two surfaces flexible and rigid pavement. The rigid pavement is used during loading both
fuel and cargo so as not to damage the pavement of oil spills and stress due to loading. Entebbe airport has
got 4 Aprons. Apron 1and 2 is the main apron to the terminal building. Apron 3 has limited access and used
by the military. Apron 4 is for heavy aircrafts of up to category C and it is also the presidential apron and
has a 2.4km threshold to the main runway

J-Taxiway to taking off aircrafts. These are denoted using the roman numeric system and they include
taxiway fox, Juliet, H and E.

K-Terminal building: caters for passengers and customs.

AIR TRAFFIC CONTROL

1.5.1 Instruments used that are located at the airfield

1.5.2 PAPI - Precision Approach Path Indicator lights:

consists of four sets of lights mounted in a line perpendicular to the runway a visual aid that provides
guidance information to help a pilot acquire and maintain the correct approach (in the vertical plane) to an
airport or an aerodrome.

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 1.5.3 DVOR-Doppler Very High Frequency Omni Range.

DVOR is a standard International Civil Aviation Organisation (ICAO) ground-based radio navigational
aid that provides bearing information to aircraft to define air traffic control routes for en-route, terminal and
instrument approach/departure procedures. DVOR when collocated with DME (Distance Measuring
Instrument) provides both the angle and slant distance of aircraft with respect to ground station.

1.5.3.1 Accuracy.
The predicted accuracy of the VOR system is ±1.4°. However, test data indicate that 99.94% of the time a
VOR system has less than ±0.35° of error. Internal monitoring of a VOR station will shut it down or change
over to a standby system if the station error exceeds some limit. A Doppler VOR beacon will typically
change over or shut down when the bearing error exceeds 1.0° .

Doppler VOR beacons are inherently more accurate than conventional VORs because they are less affected
by reflections from hills and buildings. The variable signal in a DVOR is the 30 Hz FM signal; in a CVOR
it is the 30 Hz AM signal. If the AM signal from a CVOR beacon bounces off a building or hill, the aircraft
will see a phase that appears to be at the phase centre of the main signal and the reflected signal, and this
phase centre will move as the beam rotates. In a DVOR beacon, the variable signal, if reflected, will seem
to be two FM signals of unequal strengths and different phases. Twice per 30 Hz cycle, the instantaneous
deviation of the two signals will be the same, and the phase locked loop will get briefly confused. As the
two instantaneous deviations drift apart again, the phase locked loop will follow the signal with the greatest
strength, which will be the line-of-sight signal.

1.5.3.2 Testing and calibrating.

Before using a VOR indicator for the first time, it can be tested and calibrated at an airport with a VOR test
facility, or VOT. A VOT differs from a VOR in that it replaces the variable directional signal with another
omnidirectional signal, in a sense transmitting a 360° radial in all directions. The NAV receiver is tuned to
the VOT frequency, then the OBS is rotated until the needle is centred. If the indicator reads within four
degrees of 000 with the FROM flag visible or 180 with the TO flag visible, it is considered usable for
navigation. The FAA requires testing and calibration of a VOR indicator no more than 30 days before any
flight under IFR and at Entebbe international airport they have to bring expert for outside to it and cost a
lot of money. DVOR used for air navigation it is showing in appendix 1.

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 1.5.4 DME (Distance Measuring Equipment)

Distance Measuring Equipment (DME) provides pilots with a slant range measurement of distance to the
runway in nautical miles. DME’s provide more accurate, continuous monitoring of correct progress during
precision approaches. DME’s are also used in conjunction with NDB’s for non-precision approach
procedures. DME’s are also employed on board vessels and oil rigs for helicopter operations

1.5.5 Nondirectional Beacon (NDB)

The nondirectional beacon (NDB) radiates a low or medium frequency signal which provides directional
guidance to and from a transmitting antenna. A pilot whose aircraft is properly equipped can determine his
bearing and “home” on the station. A NDB is normally mounted between two 55-foot poles forming a
symmetrical “T” Antenna and may be located on or off the airport. It is preferable for the NDB to be located
off the airport on the runway extended centerline between 4 to 6 nautical miles from the runway threshold.

1.5.6 Localizer Antenna

The localizer (LOC) antenna emits a signal which is used to establish and maintain the aircraft’s
horizontal position until the pilot visually confirms the runway alignment and location.

1.5.7 Glide path

This is an instrument that gives vertical ascend to a plane when landing using the instruments.

1.5.8 VASI- Visual Approach slope indicator.

This is a visual landing instrument used to indicate slope using lights (three on each side).

METEOROLOGICAL INSTRUMENTS USED IN ENTEBBE AIRPORT

Technically, Meteorological Instruments are the equipment used to sample the state of the atmosphere at a
given time. The equipment varies in type and numbers according to airport size and operation.
Meteorological Instrument do more than just observe weather. Without these instruments it will be
impossible for aircrafts around the world to land safely.

In aviation world; wind speed, wind direction, pressure, temperature, humidity, noise level and air quality
are all information without which the industry cannot function The Meteorological Instruments used in
Entebbe Airport:

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 1.6.1 Meteorological Garden
An area protected by fence where most of the weather instruments are installed to measure vital parameters.

1.6.2 Automatic Weather Observation Stations (AWOS)

Automatic recording instruments were developed to measure varying weather conditions such as cloud
height, visibility, wind speed and direction in order to alert pilots of severe or dangerous weather. Where
at Entebbe airport the weather station sends a weather update to the control tower every 30 minutes so
they can inform the pilot that is planning to land or take off about the weather condition.

1.6.3 Wind Measurement System

As the name indicates, this system calculates the wind speed and direction. The anemometer consists of
four hemispherical cups mounted on horizontal arms, which are mounted on a vertical shaft. The air flow
past the cups in any horizontal direction turned the shaft at a rate that was roughly proportional to the wind
speed. Therefore, counting the turns of the shaft over a set time period produced a value proportional to the
average wind speed for a wide range of speeds. the hemispherical cup anemometer is shown in the appendix
1.

Weather Surveillance Radar-Weather Radar used to locate precipitation, calculate its motion, and
estimate its type (rain, hail etc.).

Low Level Wind Shear Alert System-These instruments are kept near runway to detect micro-bursts or
wind shear, very dangerous for aircraft. These winds are heavy and can cause the aircraft to change its
intended path leading to worst-case scenarios

1.6.4 Data collection and exchange Weather Forecasting

The NMC (National Meteorological Centre) is a division of (UNMA)Uganda National Meteorological
Authority that issues weather forecasts that include daily 24-hour forecasts and tailored forecasts for
public weather services, aviation, warnings of hazardous weather and warnings about impacts of severe
weather such as floods.

The NMC through its National Telecommunication center collects and exchanges observational data at
national, regional and international level by using the Global Telecommunication System (GTS). The
Centre is equipped with the African Meteorological Environmental diagnostic Integrated System
(AMEDIS), which is integrated with the Satellite Distribution System (SADIS) and the Meteorological
Data Distribution (MDD). The NMC also links the national data exchange with the GTS Regional

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Telecommunication Hub (RTH) Nairobi. At present the speed between Entebbe and Nairobi is 9.6 kilo
bytes per second (kbps)

The Pilot briefing office is equipped with the Satellite Aviation data Distribution System (SADIS), a
dedicated data reception system for a variety of meteorological products for aviation.

Upper Air observations

There is one Upper Air station at Entebbe International Airport (EIA) that is fully operational for monitoring
vertical atmospheric profile for meteorological purposes. The station is equipped with a latest model of a
Hydrogen generator as well as a DigiCora model MW41 for relay and display of the captured upper air data
in real-time.

RADAR SYSTEM:
At Entebbe the radar system used at airports to detect and display the presence and position of aircraft in
the terminal area and the airspace all over Uganda and some kilometers around Ugandan airspace where by
we were told that if the weather is good it can detect aircraft that is around Juba S. Sudan. The Entebbe
airport radar has a shield that protects it from harsh weather. The Entebbe airport radar system has two
sections, civilian section and military section.

1.7.1 Civilian section:

The civilian radar cannot detect aircrafts fling at very low altitude but covers all Ugandan airspace and
some surrounding area in the neighboring country.

1.7.2 Military section:

The military radar detects all aircraft in Ugandan airspace even the aircraft fling at very low altitude and
also the see want the civilian radar see on their screen and if the detect an aircraft that is not detected by the
civilian radar they have to take action to fin out if it is not a treat to the nation security.

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2 RECOMMENDATIONS
The bird control system used at Entebbe airport is effective but it can be improved upon. Birds are the
biggest threat to aircrafts mostly when taking off and landing. These improvements may include creating a
sonic net surrounding the airport facility. These sonic nets disrupt the communication between the birds
and put them in an uncomfortable environment. These nets are said to reduce the number of birds in an area
by 85% in a week. And the efficiency improves to up to above 90% as time passes by. For the remaining
birds an automated ground laser beam technology and a handheld laser beam can be used to disrupt the
birds.

The pavement at the parking area of the airport was in a really bad condition and it was also the case in
some of the internal roads used on the land side of the airport. An airport is a first impression of a country
for foreigners visiting the country for the first time and that is why most airports are located in areas with
nice scenery. However, having such poor-quality pavements at an international airport may be a turn off as
the first impression may be a bad one.

Entebbe airport does not have hanger facilities for public and private organisations. It only has hangers for
the army of Uganda. It doesn’t offer much servicing in case of a major problem with the aircraft. This means
that the air service provides have to bring in experts and parts for repairing from their base country and this
is a waste of time and money for the air service providers.

Entebbe airport doesn’t have a calibrating machine for the Doppler VHF Omni-directional Range (DVOR)
equipment in the airport. They have to call experts from other neighboring countries like Kenya to bring
their calibrating machines and work on the DVOR. This is not only expensive but also has to be done after
every six months.

There is no availability of a railway network linking to and from the Airport. The railway service has proven
to be very effective for ensuring the people reach the airport in time and to ensure that people coming to
the country can easily be transported to the city. Only road transport is used for transporting the people to
and from the airport and this has led to many people missing their flights due to traffic jam. Though the
government has recently constructed the Entebbe expressway road to reduce these problems.

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3 CONCLUSION

All in all, it was a wonderful experience learning about the facilities in the airport that are used for safe
movement of planes in the airport, while taking off and landing and also while it is flying else where on the
radar. Most of the student are well versed with airports since there are so many international students but
this trip also intrigued them since this was the first of them to see the Air Traffic Control center, DVOR
and other facilities of the airport.

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4 APPENDIX 1

Figure 2 showing DVOR used for air navigation

Fig.3 A hemispherical cup anemometer

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5 APPENDIX 2

Fig.5. Metrological and Air traffic control building.

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