exam 3 Flashcards
Airport Master Plan
Airport Requirements
Site Selection
Airport Layout Plan
Financial Plan
Inventories
Collection of data pertaining to the designated area of service
Forecasting
A quantitative projection of future demand for the services to be offered by an airport
Traditional Forecast Methods:
- Judgmental forecast
- time series or trend analysis forecast
- casual models
Forecasts of aviation demand:
- air carrier traffic and passenger count
- general aviation traffic and support needs
- military flight operations
- air cargo operations
Demand Capacity Analysis:
Assessment of facility needs against demand and the cost of capacity improvement
Environmental Impact Study:
Req’d by ADAP-1970 and the NEPA-1969. An EIS involves analyses of the impact of the airport’s operations on the quality of the environment and ways to minimize its adverse impact on the surrounding community.
- aircraft noise (most severe problem)
- Air pollution
- Natural environmental values-parks, wildlife
- water pollution- sewage produced by airport facility, runoff water, industrial wastes, etc.
- Federal environmental policies
Site Selection is Affected by following factors:
- airspace analysis
- surrounding obstructions
- expansion potential
- availability of utilities
- meteorlogical conditions
- economy of construction
- convenience to the population: never more than 40 mins travel time from majority of potential users
- noise: impact of aircraft engine on local residents and environment
- cost comparison of alternate sites
Airport Layout Plan
a graphical presentation to scale of existing and proposed airport facilities and land uses. It should be regularly updated to reflect changes in land use
- Location map
- vicinity map
- basic data table
- wind information
- airport terminal complex
Airport Terminal Complex
The interface between ground and air modes of transportation
Airside facilities (Airfield):
- runways for takeoff and landing
- taxiways for movement between runways and the apron of gate areas around terminal buildings
- apron/gate areas for aircraft staging servicing
Land-side Facilities
- Terminal buildings
- Air cargo areas/mail handling facilities
- tenant facilities
- ingress and egress facilities
Single Runway
simplest configuration, allows up to 99 operations per hour in VFR weather, and 42-53 operations per hour in IFR weather
Parallel Runway (4 types)
Close: less than 3500 feet apart
Intermediate: 3500-4999’ feet apart
Far: 5000 or more apart
Dual Lane: two sets of parallel runways that are 5000’ apart
Intersecting Runways
two or more runways which cross each other. Used when strong surface winds blow from more than one direction in a year and additional land for airport expansion is constrained.
Open V Runways
Diverge into different directions and do not intersect.
Runway edge lights color
white, except last 2000 feet/half down an instrument runway whichever is less, to which they turn yellow
centerline lights color
white until last 3000’ which they become white and red, till last 1000’ which they become red
taxiway centerline lights color
green
taxiway edge lights color
blue
Centralized Terminal Advantages
- centralized set up of all functions, which in turn reduces costs
- centralized set up of passenger processing functions, reduces costs
- facilitates passenger control
- provides simplified vehicular and pedestrian information and signage system
- Centralized passenger service and amenities
Centralized terminal disadvantages
- excessive curbside congestion
- overcrowding and congestion inside terminals
- constraints on expansion and creates adhoc growth
- may result in long walking distances for passengers
Decentralized terminal advantages
1.decreases curbside congestion
2. supports systemized facility expansion and growth
3. less overcrowding and better distribution of passengers inside terminal
decentralized terminal disadvantages
- high capital cost per gate
- high operating and maintenance costs
- decentralization and duplication of passenger services causes increased personnel costs
Simple Terminal
A single common passenger services building with direct access through exits or gates to the aircraft parking apron. Grade level building. No connectors. Ideal for GA with low passenger volume. (Example 1g3)
Linear Terminal
Extension of the simple terminal concepts with connectors. Passenger services may be separated by levels. Aircraft gate positions are aligned along the airside face of the terminal building and are joined by connectors to boarding areas of the terminal.
Satellite Terminal:
Consists of a building surrounded by aircraft gate positions that is structurally separated from the central terminal structure and is usually reached by grade level, underground, or an elevated connecting structure in the form of a concourse.
Pier Terminal:
Designed to provide interface between with aircraft gate positions along concourses, piers, or finger-like structures extending from the main terminal area. Concourses are typically connected to parked aircraft by jetways or loading bridges.
Transporter Terminal:
The main terminal building is connected by vehicular transportation to remotely parked aircraft at an island boarding facility or gate complex. Transportation to parked aircraft may be provided by mobile lounges or fixed guideway systems.
Fixed Pedestal Loading Bridge (1/3)
a loading bridge with an immobile base rigidly attached to the apron with a retractable upper section. Mostly supports push back operations.
Apron Drive Loading Bridge (2/3)
Loading bridges with retractable upper sections and wheeled bases which allow additional mobility in different directions. Supports pushback and power back operations
Suspended (3/3)
Relies solely on its attachment to the concourse structure for support without any attachment to the pavement. Can operate in a vertical plane with a chain drive mechanism. Mostly supports pushback operations. Becoming obsolete.
Methods of bond sales
negotiated sale
competitive bidding
Two main components of financial plan
Economic Evaluation
Financing Methods
The Break Even Need (1/5)
Amount of money needed to cover costs for capital investment and the costs for administration, operation and maintenance
Non depreciable investment (2/5)
assets with permanent value even if the airport converted to another use
Depreciable investment (3/5)
Cost of capital used to acquire plant and equipment. Depreciation schedule depends on the source of funding for the project and applicable tax code provision (accelerated and straight line)
Operating Expenses (4/5)
Includes administration, operation and maintenance costs.
Sources of revenue (5/5)
a. AoA
b. Terminal Building
c. Airport facilities
d. Commercial Facilities
e. Commercial Services
Financing Methods
- taxes
- federal or state grants
- general obligation bonds
- self liquidating general obligation bonds
- revenue bonds
- private financing
Precision CAT 1
MIN RVR: FAA: 1800 ft; ICAO 2500 ft
Decision Height: 200 ft
Precision Cat 2
Min Rvr: 1200ft
Decision height 100 ft
CAT III A
Mrvr: 750
Decision height: 0
Cat III B
Mrvr 150
Decision height 0
Cat III C
0, 0
