Marshall Islands International Airport Marshall Islands Washington Metropolitan Airports Authority USA Sunshine Coast Airport Australia. Niamey Diori Hamani International Airport, Niger Norman Manley International Airport, Jamaica North Las Vegas Airport, USA.
CHAPTER 1 The Airport as an Operational System
The Airport as a System
This is not surprising, as a major airport can be one of the largest generators of employment in a metropolitan region. If we put this in the context of urban scale, the number of employees at a large airport can be more than equal to the number of workers in a city of more than half a million inhabitants.
National Airport Systems
Ownership of the large and medium-sized airports is almost entirely in the hands of local communities. An economic assessment of the performance of the UK airport system found that most airports were loss-making facilities that were unlikely to be able to recoup previous investments made in the hope of attracting traffic (Doganis and Thompson 1973; Doganis and Pearson 1977).
The Function of the Airport
The operation of the airport is not significantly more complex than a railway station or a bus station in the cities. Companies that provide services to passengers and are necessary for the financial stability of the airport (eg concessionaires, leasing companies, etc.).
Centralized and Decentralized Passenger Terminal Systems
Where an airport company has chosen a centralized operation, there is a tendency for administration to become very closely involved in the day-to-day operations of the terminal area. At Madrid Barajas, for example, prior to the commissioning of the new terminal in 2006, airport management studied how best to use the large new facility in conjunction with the three existing terminals on site.
The Complexity of the Airport Operation
In general, the organizational structure of the airport company is changing to reflect the increasing importance of commercial income with increasing passenger throughput. At most airports, it goes directly to the airport and contributes to the airport's profitability.
Management and Operational Structures
Public-private consortium using build-own-operate-transfer (BOOT): Athens Spata Airport (55 percent Greek government, 45 percent consortium led by Hochtief) The organizational structure of an airport depends on the role it plays the airport company assumes responsibility for the operation of the facility. The organization of the Los Angeles World Airports organization, shown in Figure 1.8, and that of the Sacramento and San Francisco airports, is shown in Figures 1.9 and 1.10.
CHAPTER 2 Airport Peaks and Airline Scheduling
The Problem
At many of the larger airports, cargo operations are becoming increasingly important, in part because cargo traffic continues to outpace passenger traffic in terms of growth rate. Regarding the peak, the objectives of the airline and the airport operator do not necessarily agree.
Methods of Describing Peaking
It is the hourly rate over which 5 percent of the traffic at the airport is handled. The Federal Aviation Administration (FAA) uses a peak load measure called the typical peak passenger load (TPHP), which is defined as the peak time of the average peak day in the peak month.
Implications of Variations in Volumes
Factors and Constraints on Airline Scheduling Policies
The short-term economic benefit to the airport can place a long-term economic strain on the finances and competitiveness of based carriers. The withdrawal of services, the movement of the airline's base, or even the decline of the carrier will have a serious financial impact on the airport.
Scheduling Within the Airline
When schedule planning is satisfied that all overall planning considerations have been satisfactorily resolved, the service is transferred to current planning, which is charged with implementing the relevant service schedule. The final implementation of the service is carried out under operational control, which deals with daily operations and the need to provide service in terms of problems of crew sickness, fog, ice, delays, aircraft readiness status, and so on.
Fleet Utilization
IATA Policy on Scheduling
Timetables are set on a worldwide basis at the bi-annual IATA planning conferences for the summer and winter seasons. More than 100 IATA and non-IATA airlines meet at these huge conferences, where airport coordinators can ultimately establish an agreed schedule for the airports they represent by repeated presentation of proposed schedules.
The Airport Viewpoint on Scheduling
It is recommended that the airport coordinator is the national carrier, the largest carrier or an agreed coordinating agent. As already mentioned, the airport's interests are represented by the major carrier at the airport.
Hubs
In the case of airlines, the goals of the individual company are not necessarily the same as the interests of the industry group. This operational capacity is monitored by a flight planning committee consisting of representatives of scheduled airlines serving the airport.
CHAPTER 3 Airport Noise Control
Introduction
Noise, which can be defined as unwanted sound, is a necessary by-product of the operation of transport vehicles. While air mode is not the only transport noise generator, it can be considered the source of the loudest and most disturbing sound.
Aircraft Noise
Another cumulative incident measure that is widely cited in the airport noise literature is the noise and number index (NNI). There are several versions of the A-weighted equivalent continuous sound level measurements in use in Europe (LEQ or LAEQ).
- Community Response to Aircraft Noise
- Noise-Control Strategies
- Noise Certification
- Noise-Monitoring Procedures
- Night Curfews
- Noise Compatibility and Land Use
The airport is one of the world leaders in noise monitoring and noise control procedures. Based on the results documented in the Manchester Airport Noise Information and Tracking System (MANTIS), the airport's advisory committee publishes a monthly summary report of the noise monitoring system.
CHAPTER 4 Airport Influences on Aircraft Performance
Introduction
Noise Abatement Procedures: Review of Research, Development and Implementation Projects - Discussion of Survey Results, Issue 1. Review of take-off noise limits at Heathrow, Gatwick and Stansted Airports: Effects of take-off weight and operating procedure in noise displacement (R&D Report 9841).
Aircraft
Along this section, cargo and fuel masses are exchanged and the aircraft is at MTOW. This information is published in the aircraft flight manual (and in the generic data in ACAP publications).
Departure Performance
Because the required takeoff weight is a function of payload and fuel requirements, the payload will ultimately be matched to the takeoff weight available by offloading that component. Thus, on short-haul flights, reserves may exceed primary fuel requirements, and this leads to an increase in the required take-off weight, which is especially significant when one realizes that in an extreme case of diversion, a long-haul aircraft could burn up. an amount of fuel equal to a quarter of the reserve fuel, simply to carry the reserves.
Approach and Landing Performance
The design of the aircraft is rigorously tested in this phase of flight, however the pilot can rarely compromise in favor of sparing the structure. The most vital consideration is accurately achieving the correct threshold conditions (ie, altitude, airspeed, rate of descent, runway, and power).
Safety Considerations
Civil Aviation Authority (CAA) Safety Notice SN 30 March 2012) states: "The annual requirement for aerodrome license holders to review and determine the RESA distance, even if there were no actual changes to operations at the aerodrome, has now been withdrawn. A critical example is the requirement to climb after an engine failure, especially at an airport with a mountain at the end of the runway.
Automatic Landing
The approach path is determined by the need to maintain clearance over obstacles, both on the expected flight path and in the general aerodrome environment. A more generalized version of the procedure was later adopted by the International Air Transport Association (IATA), and it is now widely used in the continuous descent approach (CDA) procedure which is preferred for minimizing fuel and noise in air traffic management procedures (ATM). .
Operations in Inclement Weather
First, there is the difficulty, already discussed, of a consistent assessment of pollution on aircraft performance. For some years, the two methods in use have been feedback from pilots who have just used the runway and measurement of precipitation depth (the depth and type of precipitation is calibrated to give a percentage increase in takeoff and landing distance).
Specific Implications of the Airbus A380 (New Large Aircraft)
It is believed that there should be no inherent risk in terms of structural stress or disruption to the flight path, but the aircraft has relatively small capacity reserves during cruise and this is a phase of flight where cabin activity can be significant. The decision speed proposed by the pilot is the one that meets all safety rules and above which the takeoff will continue even if the engine fails.
CHAPTER 5
Introduction
One of the criteria for judging the efficiency of an airport is the availability of operational facilities: runways, instrument approach aids, lighting, fire and rescue services, mechanical and electrical systems, people movement devices, baggage handling systems, air bridges, etc. on. The target availability of all five pieces of equipment this year was 98.5%.
Aerodrome Certification
In the case of the United States, they are found in Part 139 of the Code of Federal Regulations (CFR 2004), which specifies certain criteria to be met with respect to pavements (i.e. runways, taxiways and aprons) and safety areas (i.e. overpasses areas); marking and lighting of runways, thresholds and taxiways; airport fire and rescue services; handling and storage of hazardous articles and materials; emergency plan; self-inspection program; ground vehicles; obstructions; protection of navaids; public protection; reduction of bird hazard; and assessment and reporting of airport conditions, including work-in-progress areas and other unserviceable areas. The management organization and key personnel are competent and appropriately qualified to manage the aircraft flight safety aspects of the airport.
Operating Constraints Visibility
In other words, the transition from one category to another represents a significant investment that affects various elements of the airport system. Note that estimates of the partial areas of the rose had to be made when compiling Table 5.3.
Operational Areas
In summary, they include the occasions when runway surface condition assessment may be necessary. The dry track box - infrequent measurements to monitor texture and wear throughout the normal life of the track.
Airfield Inspections
In apron areas, the cleanliness of the airline operators and other users determines the amount of litter and debris present. In view of the variety and complexity of all those aspects of an airport that need to be inspected, it is advisable to use a checklist, together with a map of the airport, so that a systematic record can be made of the results of the inspection.
Maintaining Readiness Maintenance Management
Standby power must be available to provide a secondary power supply for these essential services in the event of a failure of the main supply. There is one essential element of the operating system – the rescue and firefighting service (RFFS) – where maintaining readiness applies as much to personnel as to machinery.
CHAPTER 6 Ground Handling
Introduction
Within these diagrams, the movement of passengers, baggage and cargo through the terminals and the turning of the aircraft on the apron is achieved with the help of those involved in airport ground handling activities (IATA 2012). These activities are carried out by some mixture of the airport authority, airlines and special handling agencies, depending on the size of the airport and the operational philosophy adopted by the airport operator.
Passenger Handling
Airport passenger transfer steps (Figure 6.3) and loading bridges (Figure 6.4) may be operated by the airline on a long-term lease agreement or by the airport authority or handling agency at a fixed hire rate for the airlines. Where a more sophisticated means of transfer is used, such as the mobile lounges shown in Figure 6.7, it is usual for the operation to be entirely in the hands of the airport authority.
Ramp Handling
When the aircraft has to spend an extended period of time on the ground, the shunting procedure includes arranging a remote parking spot or a hangar space. Security measures on the apron include the provision of appropriate fire-fighting equipment and other necessary protective equipment, provision of security personnel as required, and reporting to the carrier of any damage to the aircraft observed during the period that the plane is on the apron. .
Aircraft Ramp Servicing
Many airports can also supply power from central power supplies that are connected to the aircraft via an apron cable (Figure 6.13) or a cable in the airbridge structure. With rising fuel costs and environmental concerns, much interest is focused on centralized compressed air units that supply air to aircraft doors (commonly called fixed air supply or preconditioned air, Figure 6.15) and to mobile door compressors (known simply as on-board systems compressed air).
Ramp Layout
In addition to normal problems of wear and tear, mobile apron equipment is subject to increased damage from minor collisions and abuse that does not occur to the same extent with static equipment. Successful apron handling may require a program of preventive maintenance on apron equipment and adequate backup in the inevitable event of equipment failure.
Departure Control
The ramps of the passenger and cargo terminal areas are high activity locations with lots of heavy moving equipment in a noisy environment. Very careful training of the operating personnel is required, and strict adherence to appropriate safety procedures is necessary to prevent serious accidents (IATA 2012; CAA 2006).
Division of Ground Handling Responsibilities
In theory, some economies of scale can be expected from centralized ground handling operations. In general, the ground handling function is not an area of significant profit for an airport authority.
Control of Ground Handling Efficiency
On a monthly basis, the manager responsible for ground handling prepares a report of all delays attributable to the ground handling operation. The airport operator should maintain a similar checklist for all major airlines that operate through the airport and do their own handling, omitting the issues related to administration and accounting.
General
CHAPTER 7 Baggage Handling
Introduction
Context, History, and Trends
A total of 3.8 percent of complaints can be attributed to third parties - airlines and their operators - and only 0.3 percent can be attributed to terminal operations - the baggage handling systems themselves. The scope and complexity of baggage handling has changed over the past few decades, leading to a spectrum of baggage handling solutions ranging from simple to highly sophisticated, based on the needs of airline customers.
Baggage-Handling Processes Overview
Transfer bags arriving at a terminal will be entered into the baggage system and sent to the terminal of departure. In the vast majority of cases, no threat will be present, and the operator will clear the bag.
Equipment, Systems, and Technologies
A bag can be identified once and then linked in the baggage system to a given box. Laterals (Figure 7.15) can be set at an optimal height for operators and are compatible with modern manual handling aids.
Process and System Design Drivers Appearance Profiles
The transfer ratio is calculated by dividing the number of transfer passengers by the total number of passengers per flight. The number of devices required to serve a given demand depends on the processing time associated with that particular installation.
Organization
Where premium service is requested and paid for, a special effort can be made and a high level of staffing is allocated. There are fewer problems in this regard if an airline carries out its own handling, but information can easily be delayed or forgotten when it has to be passed on to another organisation.
Management and Performance Metrics
Such times become an important part of a minimum check-in time of, say, 30 minutes before departure or a minimum connection time of, say, 45 minutes and should therefore be monitored. They are simply held within the system until they are ready to be submitted and processed.
CHAPTER 8 Passenger Terminal Operations
Functions of the Passenger Terminal
