future of airport management 1. though, we cannot predict precisely what airport management be in...
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FUTURE OF AIRPORT MANAGEMENT
CHAPTER-12
• Though, we cannot predict precisely what airport management
be in next 100 years, but it will evolve with changes in
technologies, business policies, and governmental regulations
• A/P mgt will develop to address future operational issues,
ranging from capacity and delay to safety and security
FUTURE OF AIRPORT MANAGEMENT
• Recent history reveals the operational inefficiencies that resulted
in poor financial performance of air carriers during periods of a
slower economy
• As a result, air carrier ops have begun to restructure, resulting in
more direct, “point-to-point” service between markets, and the
formation of rolling hubs, indicated by flight ops that are
distributed more uniformly throughout the day
RESTRUCTURING OF COMMERCIAL AIR CARRIERS
• These operational strategies require less need for large-hub A/Ps and
need to operate smaller commercial service A/P facilities
• To accommodate this distribution of demand, future govt funding
programs may shift focus from the addition & expansion of relatively few
very large A/Ps to a wider array of capital improvement projects at
greater numbers of smaller A/Ps
• For A/P mgt, this may result in a larger number of A/Ps serving air
carriers as air carriers continue to seek reduced costs
• Desire to reduce costs offers the opportunity for A/P mgt to become
increasingly less dependent on aeronautical revenues, and more
dependent on other revenue sources, ranging from A/P concessions to
A/P property leases for non-aeronautical uses, such as light industrial or
commercial properties
RESTRUCTURING OF COMMERCIAL AIR CARRIERS
• Latest such effort is the A-380, being produced by Airbus Industries.
This “superjumbo” A/C has specifications in length, wingspan, weight,
and passenger-and cargo-carrying capabilities significantly greater
than that of the next-largest A/C in common existence, the Boeing 747
• Because of its sheer size, additional design accommodations such
as lengthening and widening of runways, the widening of taxiways
and parking spaces, and the thickening of any airfield pavements are
required
NEW LARGE AIRCRAFT
• Additionally, the mgt of A/P terminals, from A/C parking at gates to
the mgt of over 1,500 enplaning and deplaning passengers per A-380
operation, will require significant planning, and perhaps changes in
A/P terminal ops to ensure as efficient service as possible
• For passenger loading ops, design efforts are to create “double-
decker” boarding, which may require the creation of new loading
bridges, or perhaps multilevel boarding lounges at aircraft gate areas
NEW LARGE AIRCRAFT
• In contrast to the A-380, new technologies have encouraged the
development of smaller A/C, as well as advanced navigation and
communication technologies, to facilitate air travel between
thousands of general aviation A/Ps
• Small aircraft transportation system (SATS) is joint program of
NASA, FAA, US aviation industry, and universities
• They intend to relieve the current problems of traffic jam and delays
associated with the current airline hub-and-spoke system
SMALL A/C TRANSPORTATION SYSTEMS
• SATS program developed concept for operational capability to be demonstrated in four major areas:
• Higher volumes of air traffic will be accommodated at non radar, non-towered small airports
• Lower landing minimums will be established at minimally equipped small airports.
• Flight systems for improved safety and efficiency will be established.
• Procedures for integration of SATS aircraft into existing air traffic management systems and the National Airspace System will be developed
SMALL A/C TRANSPORTATION SYSTEMS
Advantages
• Take advantage of underutilized A/Ps
• Increasing capacity at each A/P
Requirements
It involves the relaxation of many current regulations imposed on A/Ps
by advancements in automated A/C control, navigational capabilities,
and collision avoidance technologies that come along with SATS
SMALL A/C TRANSPORTATION SYSTEMS
• One of the advantages of SATS A/C will be the navigational
capability to fly “virtual VFR.”
• Virtual VFR relates to the concept that despite weather conditions
that would force IFR flight plans and approaches, SATS pilots will be
able to navigate similar to that during VFR conditions
• Flying virtual VFR may allow for increased capacity because of
• Reduced longitudinal separations for A/C ops on a single R/W
• Reduced required lateral separations between parallel R/Ws for
multiple R/W ops
• Availability of A/F under any weather conditions without the need
for traditional instrument NAVAIDs & procedures
VISUAL APPROACH PROCEDURE DURING IFR CONDITIONS
Possibilities that may contribute to increased capacity at A/Ps
• Because of the dynamic nature of SATS navigation technologies, SATS A/C approaching a given R/W may do so simultaneously from varying, and perhaps uniquely defined, approaches• Currently, every A/C approaching a R/W tends to fly the same published approach procedure, which limits the capacity of ops to A/P• With multiple instrument approaches, there is great potential for increasing capacity
MULTIPLE INSTRUMENT APPROACHES AT AIRPORTS
PERMISSIBLE LAND & HOLD SHORT OPS ON BROADER RANGE OFENVIRONMENT, INCLUDING UNDER IFR CONDITIONS• Increase in precision when it comes to tracking of A/C, along with more highly accurate collision avoidance systems, might allow for reduced restrictions on land and hold short procedures• Allowing multiple ops on converging R/Ws, especially during IFR conditions, would certainly have a positive effect on airfield capacity
• A/C with high navigation precision on A/Fs with sufficiently long
R/Ws may be able to regularly allow multiple takeoffs and/or landings
simultaneously on a single R/W ( e.g. air shows special landing
procedures )
SIMULTANEOUS OPERATIONS ON A SINGLE RUNWAY
• SATS will continue development through the next decade
• During that time, federal regulations, airspace procedures, and industry
products will be developed to accommodate SATS traffic
• System’s full-deployment phase is scheduled to occur in 2015
• SATS advocates forecast that a SATS system should be mature and
fully operational by 2020
CONCLUSION
Although much investigation and testing would be necessary to prove
that such ops would be safe on a regular basis, the technology
associated with SATS navigation may indeed make such ops
possible, thereby providing great increases in airfield capacity