The characteristics of an aircraft are vital to determining airport management provisions. Aircrafts are defined as medium, large or heavy, depending on their ability to take off at certain weights. The Federal Aviation Authority (FAA) is responsible for setting the limits related to the Maximum Certified Takeoff Weight (MTOW). For larger aircrafts, the MTOW should be between 41,000 and 300,000 pounds. The management of an airport implements restrictions on large aircrafts by designating them to specific runways as well as terminals. These restrictions can lead to congestions or possible delays. Considering the increase in the number of new large aircrafts, airports might be forced to upgrade the infrastructure, making it possible for the management of the airports to enhance the effectiveness of the airport management process.
In light of the concerns provided, it would be vital to address the impact with which the newer larger aircrafts have on the management of an airport. In this regard, the paper addresses several fundamental design as well as operational characteristics that should be considered by the management of an airport before the introduction of new large aircraft in the current airport environment. For this reason, it will be vital to look into the elements of the planning and design of an airport that can affect the management procedures of the airport characters. In addition to addressing the issues emanating from the new large aircrafts, other provisions considered include the effects that the aircrafts can have on airport design, pavement replacement, and possible repairs. Additionally, the assessment will look into the effects of the aircrafts on taxiway as well as apron settings, including the effects on the gate capacity, baggage handling operations, as well as aircrafts servicing operations.
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Problem or Situation
Following the introduction of larger planes by different organizations in the industry, it is anticipated that in future, the organizations are likely to develop new large aircrafts. Even though the ultimate size of the new large airlines is unknown, it is expected that their tail height, wheelbase, weight, length, and their wingspans are likely to increase (Mane & Crossley, 2012). The desire of companies such as Airbus, Boeing, as well as McDonnell Douglas to enter the new large aircraft niche should fit essential range and passenger capacities, including the operating characteristics. These provisions are essential for making the new large aircrafts attractive to prospective airline customers. The primary target for the companies in developing the new large aircrafts would be to provide service on the long-range and providing airlines with high-capacity international routes.
Regardless of the desires of the aircraft manufacturing companies, airports have to alter their airport design to fit the physical as well as operational characteristics of the new large aircrafts. Currently, the FAA guides the design standards that different airport operators in the United States should follow. The standards given by the organization include the airport design, operational provisions, maintenance standards, as well as the standards that airports should use in the expansion process (Ashford, Mumayiz, & Wright, 2011). However, considering the development of the new large aircrafts, the standards have to change. According to Ashford, Mumayiz, and Wright (2011), the new large aircrafts will significantly alter almost all the aspects of the airports in the U.S., specifically those that accept the new large aircrafts. In this case, airports have to implement the different changes in their planning and design, considering the presentation of airside as well as landside issues. FAA will be forced to revise airport standards as well as required practices, which might call for the provision of supplemental information to the airports operating in the country.
The Effects of Airport Design As Well As the Frequency of Airport Pavement Replacement and Repairs
Among the design elements that will have to be changed includes the runway shoulders. According to the FAA (2017), the runway shoulders should be wide enough to support the possible veering of the aircraft. For this reason, this design should be changed to support the weight of the aircraft. Considering the provision that the weight is bound to increase, the FAA would be required to make essential changes to the pavement standards to support the increased weight. Furthermore, the strength of the pavements would have to be investigated and standardized, based on the weight of the new large aircrafts. Since the wheelbase dimensions of the new large aircrafts would be bound to change with the introduction of the new large aircraft, adjustments have to be made.
For the adjusted pavement to serve its purpose most suitably, the load-carrying ability should be adequate, it should be reliable, and should allow the safe operation of the aircraft, regardless of the condition being faced. Considering the pavement management provisions, given the changes for making the necessary accommodation, it would be vital to rationalizing the need for putting in place maintenance activities. The provisions should not only be technical in nature but should also be economical (Stet, 2006). Through the use of a Pavement Maintenance Management System (PMMS), it would be possible to predict the pattern with which the pavement will be deteriorating over a given period. The predictions will determine the rate with which the pavement will be replaced or repairs done to it.
Once the pavement has been upgraded to accommodate the expected design changes, the PMMS will be included to provide predictive models on the frequency of repairs and replacement. The level of distress, pavement behavior, and its performance will determine the performance prediction model. The model will be suitable for predicting the development of distress or the time it takes for the pavement to deteriorate (Stet, 2006). Figure 1 provides two types of distress that could be obtained from the model. Type A focuses on the continual and gradual deterioration, and type B focuses on progressive deterioration, which is characterized by a sharp decline in the condition of the pavement towards the final point of its life of service. The example of the model provided through the figure could be used to determine the rate with which airports could replace or repair the pavement.
Figure 1: A Performance Condition Model
Retrieved from: Stet (2006)
The Effect on Taxiway and Apron Separations
A considerable number of airports that might be planning to accommodate new large aircrafts are characterized by significantly large hub airports. Such airports have a complicated taxiway system, which is used to provide direct routing to aprons, runways, as well as terminals, among other structures within the airport. However, it is essential not to disrupt the programmed flow of the implemented traffic patterns in the airport because of the introduction of the new large aircrafts. Currently, a considerable number of airports have developed numerous taxiways as well as aprons, considering the provision that most of these airports have limited space available to do so (Bishop, 2012). The lack of space can make it virtually impossible for the airports to provide suitable separation of the taxiway distances. For this reason, a possible solution to the issue might involve restricting the movements of the new large aircraft to specified taxiway routings (Clare & Richards, 2011). On the other hand, the management of the airport might be forced to ensure that there is no traffic, as this provision might clear the area for the new large aircraft to reach their destination (Clare & Richards, 2011). Regardless of the solution selected, there is a possibility that congestion might occur, thereby creating issues for air traffic control personnel.
It would be vital for an aircraft to maintain a required separation clearance between the craft and the terminal, including the separation from another craft. For instance, for gate type A, the clearance required for an aircraft's nose should be 30 feet. For gate types B and C, the separation clearance should be about 20 feet, whereas, for gate type D, the separation clearance should be 50 feet (Bishop, 2012). Bishop (2012) further reveals that the wingtip-to-wingtip clearance of adjoining aircrafts for gate type A should be 15 feet and 25 feet for all the other gate types. All the other extremities of an aircraft should maintain a 20-feet distance from buildings for all the different gate-type groups. Considering the infrastructural provisions provided for by the FAA, it would be difficult, if not impossible, to include new gate separations for the new large aircrafts. The reason for the exclusion emanates from the provision that the classifications for the different gate types were not included to accommodate the metrics of new large aircrafts. For this reason, the airports have to make suitable changes to account for the accommodations. However, it would be possible that the clearing standards applicable to gate type D can provide the new large aircrafts with sufficient clearance.
The Effects on Gate Capacity, Baggage Handling Operations, As Well As Aircraft Servicing Operations
In determining the amount of space needed for the accommodation of new large aircraft, it would be essential to make preliminary calculations, considering that the aircrafts will be using the typical terminal gates. Based on the current standards, a considerable number of airports cannot accommodate the parking of the new large aircrafts in the number of gate locations. New dimension standards have to be included for the apron area separations in gate types A through D. Currently, and the dimension standards are yet to be provided for the new large aircrafts. However, the dimensions have to be significantly higher than the dimension provided for B747-400, which currently holds the highest values (Bishop, 2012). For this reason, a considerable number of airports might not accommodate maneuvers by new large aircrafts between different terminal piers. For this reason, new clearance standards have to be set, particularly for the terminal apron areas, which is necessary for accommodating the new large aircrafts. Without the new standards, the airports will not have the proper guidance for the provision of appropriate clearance for new large aircrafts in the current terminals.
Many of the new large aircraft will cater for international or long route flights. For this reason, the passenger loading characteristics of the airports that handle international flights will be similar to the standards being observed currently (Givoni & Rietveld, 2009). The airports should expect to create accommodation and present suitable ratios for leisure as well as business travelers, the baggage spaces, including the parking requirements. However, concerning baggage handling operations, the proportion and size of the new large aircrafts will call for the need to increase the required room baggage clearance, as the number of passengers will be expected to increase. Regardless of the expectation, the current FAA design standards for baggage clearance can be sufficient, even though the airports have to use the available space for possible expansions. On the other hand, the design trends of the new large aircrafts will call for the need to increase the space required for servicing operations, as they should be compatible with the loading bridges intended for serving them.
Conclusion
Specifications of the new large aircrafts can have a significant impact on the design elements of the different airports. Since the FAA is responsible for providing the specifications, it would be essential to adjust the existing standards and encourage the use of new standards. The elements covered in the report include the impact that the new large aircrafts will have on the design provisions and standards in the current airport. Considering the provision that the new large aircraft is likely to be bigger than the capacity of the current airports, the design standards have to be altered. Conversely, the FAA has to provide new standards that can be used in accommodating the changes. The primary provisions covered include changes in pavement management, taxiway and apron separations, as well as new accommodations for gate capacity, baggage handling operations, and the aircraft servicing operations.
References
Ashford, N. J., Mumayiz, S., & Wright, P. H. (2011). Airport engineering: planning, design, and development of 21st-century airports . John Wiley & Sons.
Bishop, K. K. C. (2012). Assessment of the ability of existing airport gate infrastructure to accommodate transport category aircraft with increased wingspan for improved fuel efficiency (Ph.D.) . Massachusetts Institute of Technology.
Clare, G., & Richards, A. G. (2011). Optimization of taxiway routing and runway scheduling. IEEE Transactions on Intelligent Transportation Systems , 12 (4), 1000-1013.
FAA. (2017). Airport Obligations: Pavement Maintenance – Central Region. Retrieved from https://www.faa.gov/airports/central/airport_compliance/pavement_maintenance/#pmp
Givoni, M., & Rietveld, P. (2009). Airline’s choice of aircraft size–Explanations and implications. Transportation Research Part A: Policy and Practice , 43 (5), 500-510.
Mane, M., & Crossley, W. A. (2012). Allocation and design of aircraft for on-demand air transportation with uncertain operations. Journal of aircraft , 49 (1), 141-150.
Stet, M. (2006). Pavement maintenance management tools. Retrieved from https://www.internationalairportreview.com/article/1573/pavement-maintenance-management-tools/
