Introduction to Airports Flashcards
In this module you will learn to: distinguish between the various forms of airport ownership and operation. identify key legal considerations regarding airport management. describe the applicable regulations, grant assurances, FAA Orders, Advisory Circulars and other airport management guidance and regulatory documents. differentiate airport categories. explain the different regulatory agencies and trade organizations that affect airport management. identify and assess aeronautical re
Civil airports are
almost always locally operated entities, but they must
operate under federal
regulations, advisory documents, best practices, Grant Assurances to the federal
government, FAA Orders, and Security Directives
Airport Executives are
responsible for a variety of issues over which they have little control, such as
local zoning and non-compatible land development around the airport, aircraft
noise, and changes in commercial airline operations, mergers and route structures,
and corporate air travel habits and trends
Airports represent a variety of perspectives to a community
economic
development, employment, and a source of environmental concern (e.g., noise, air
pollution)
The steady growth of airports and the vision that a national airspace system was vital to the economic growth of the nation created
the need for government grant funding and, eventually, the development of the professional Airport Executive.
Key stakeholders in government positions sometimes use airports for political advantage. This often prevents
adequate
citizen participation in
decision-making related to
airport operations or policies.
Airports have traditionally served as
evacuation centers
during national disasters.
Airports are highly complex organizations to manage. An airport is the agent of
public service, a business, a community resource, and an essential stakeholder to
commerce.
a successful Airport Executive must be both a
“jack-of-alltrades”
and a highly competent administrator.
An Airport Executive routinely
manages tasks, such as
negotiating a lease with a new tenant,
resolving an air carrier dispute, filling out the paperwork for a federal grant
application, giving an interview to the local press, attending a homeowners
meeting to discuss airport noise, overseeing construction of a taxiway or runway
extension, and responding with turnout gear and a fire truck to an airport
emergency.
Airports have various
characteristics that prevent a one-size-fits-all approach to management. Airports
have different
geography, purposes (e.g., general aviation [GA], commercial,
cargo, military), airfield layouts, and limitations due to surrounding development,
topography and political infrastructures
In most cases, government regulations
provide
standards for each airport operator to meet. However, how the airport
meets those standards is up to the airport operator along with federal government
approval.
In many ways, the local airport is a
mirror of the community it serves.
Airport Executives and policy-makers must understand and balance two
dichotomous philosophies:
(1) the airport is a public entity and must be managed
as such, and (2) the airport is a business enterprise and must be managed as such.
the simplest understanding is
that an airport is a
public entity that is run like a business.
Local government agencies operate most of the nation’s airports, which
which generally
do not understand the unique nature of the airport and attempt to put the airport
into a category or frame-of-reference that they can better understand.
airports may be viewed similarly to
public utilities, such as power, water
and sewage treatment, or like the U.S. Post Office, a government-run organization
that must operate as a business entity.
much of the capital
development money for many airports comes from
the federal government, and
local government entities may not understand the implications of receiving such
funding.
Public airports are generally owned by
governmental entities and do not exist for
the purpose of creating a profit, though self-sufficiency may be their financial
goal.
The distinction for airports as public entities could become less clear,
however, if
airport privatization becomes more acceptable as a means of operation
and potential ownership.
Public airports represent a major investment by a community and the government
in the air transportation system. Their purpose often attracts
private and
commercial investment
The Federal Aviation Administration
(FAA) encourages airports to be self-sufficient, with all operational expenses
covered by airport revenues; however, many small or GA airports
remain partially
funded by local taxpayers through the general fund
Some airports may engage in
profit making ventures, such as providing fuel. However, monies generated on
airport property by using airport assets, such as fire trucks, snow plows, and
personnel are required
to be used for the operation of the airport
Airports are often characterized as being
monopolies because of their location and
purpose
Merriam-Webster defines a monopoly as
having exclusive control of the
supply of a product or service in a particular market, or an exclusive privilege to
engage in a particular business or provide a particular service granted by some
authority.
In some cases, an airport is considered a monopoly because
it has
exclusive control over the supply of a service, in this case air transportation or
airline service.
Small towns and cities with only one commercial service airport
within hundreds of miles can
claim monopoly status, but cities with multiple
airports, and thus multiple options for travelers, cannot.
Unfortunately, while most believe that airports are essential to the commerce of
the United States, some GA airports
have been closed throughout the nation.
Flight restrictions put into place after the events of September 11, 2001 have
resulted in
aviation businesses being forced to close and airspace around airports
continues to be threatened by poor land use planning and residential
encroachment.
Kelly Air Mail Act
of 1925
U.S. Government pays private contractors to carry the mail by air; represents the start of commercial aviation
Air Commerce Act
of 1926
Passed to promote the development and stability of commercial aviation; aviation under the Secretary of Commerce who issues and enforces air traffic rules; establishes pilot and aircraft licensing; establishes airways and maintain aids to navigation
Civil Aeronautics
Act of 1938
Transferred the federal government’s civil aviation role from the Department of Commerce to a new, independent agency, the Civil Aeronautics Authority (CAA); placed all aviation regulations under an authority Begins economic regulation; creates the Administrator position; creates the Air Safety Board (predecessor to the NTSB)
The
Reorganization
Act of 1940
Splits the CAA into two agencies: the Civil Aeronautics Authority and Civil Aeronautics Board (CAB) CAA continues regulation enforcement; airman and aircraft certification; development of the airway system CAB responsible for economic regulation of the airlines; safety rulemaking and accident investigation
Federal Airport
Act of 1946
CAA charged with managing an aid program to facilitate the improvement and construction of airports (predecessor to AIP) Helps local governments build airport infrastructure; Federal Aid to Airports Program (FAAP) offers 50/50 cost share grants for airport improvements for airports essential to the U.S. as part of the National Airport Plan (predecessor to the NPIAS)
Federal Aviation
Act of 1958
The introduction of jet aircraft and a series of midair collisions spurred passage of this act CAB becomes an independent office (outside of Dept., of Commerce) Safety rulemaking transferred from CAB to newly named Federal Aviation Agency (formerly the CAA) FAA organized into nine regional offices
Department of
Transportation
Act of 1966
DOT created; Federal Aviation Agency becomes Federal Aviation Administration; National Transportation Safety Board (NTSB) created to investigate accidents; FAA also gradually assumes responsibility for aviation security (FAR Parts 107,108) and aircraft engine noise (FAR Part 36)
Airport and Airways Development Act and Revenue Act of 1970
Establishes Airport Development Aid Program (ADAP) to provide funding to airports for development projects and equipment acquisition, and the Planning Grant Program (PGP) to provide funding to airports for master plans Establishes FAR Part 139, airport certification
Aviation and
Airway Revenue
Act of 1970
Establishes aviation trust fund; revenues from airline fares (fee), air freight, general aviation fuel)
Airline
Deregulation of
1978
Phases out the Civil
Aeronautics Board’s
economic regulation
of the airlines
Airport and
Airways
Improvement Act
of 1982
Establishes Airport Improvement Program (AIP); establishes the National Airspace System Plan (NAS), which will eventually become the NPIAS. NPIAS is reflected at the local airport level in the Capital Improvement Program (CIP) Establishes FAR Part 150 noise studies (rulemaking would follow in 1985)
Aviation Noise and Capacity Act of 1990 and Airport & Aviation Safety and Capacity Expansion Act of 1990
ANCA establishes Part 161 noise standards; Capacity Act establishes Passenger Facility Charges at $3.00 max Airports must be in compliance with ANCA to receive PFC funding through the ASCEA
Military Airport
Program
Authorized as part of Avt. Safety & Capacity Exp. Act: set-aside of discretionary AIP funds for current and former military airports
Aviation
Investment and
Reform Act for the
21st Century
Increase PFC cap to $4.50; Large & Medium hub airports that accept max PFC must reduce AIP funding by 75%
Aviation and
Transportation
Security Act 2001
Creates the Transportation Security Administration (TSA); transfers FAA security responsibilities to the TSA; government takes over passenger and baggage screening
Homeland Security
Act
Creates the Department of Homeland Security; TSA transferred from DOT to DHS
Vision 100 Century of Aviation Reauthorization Act
Reauthorizes FAA
funding; launches
NextGen
Implementing Recommendations of the 9/11 Commission Act of 2007
Requires threat assessments on airports; strengthened incident management requirements; requires air cargo screening
