Airport Capacity (2)

8/6/2019 Airport Capacity (2)

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AIRPORT CAPACITY


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What is Airport Capacity?

It is defined as the number of aircraft

movements which an aircraft can process

within a specified period of time, with anaverage delay to the departing aircraft

within the acceptable time limit.

Each aircraft makes two movement i.e.

landing and takesoff.


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Airportcapacity will include :

Aircraft movements

Terminal Capacity

Apron capacity Runway Capacity

Taxiway Capacity

Gate Capacity etc.


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Factors affecting Airport Capacity

Runway configurations and the connectedtaxiways.

Aircraft characteristics and their arrival to

departure ratio. Weather conditions.

Terrain and manmade obstruction.

Loading apron space.

Navigational aids

Aircraft processing techniques.


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Runway Capacity

Runway Capacity is defined as the ability

of a runway system to accommodate

aircraft landings and take-offs.

It is expressed in operations per unit time,

i.e. operations per hour or operations per

year.

Reasonably acceptable delay leveldepends on the aircraft mix for precise

estimates of capacity


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Measures ofRunway

Capacity Maximum throughput Capacity (Saturation

capacity)

Practical hourly Capacity Sustained Capacity

Practical Annual Capacity


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Saturation capacity

It is defined as the maximum number ofaircraftsthat can be handled during a given period under

conditions of continuous demand.

Mathematical model are available for the computation

of saturation of capacity.

Practical hourly CapacityIt is defined as the expected number of movements that

can be performed in 1hr. On a runway system with an

average delay per movement of 4 min.PHC of a runway system is approximately equal to 80-90

percent of its maximum saturation capacity, depending

on the specific conditions at hand.


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Factors Affecting Runway

Capacity Air traffic control.

Characteristics of demand.

Environmental factors.

Layout and design of the runway system.


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Airtrafficcontrol

FAA specifies minimum vertical, horizontal andlateral separations for aircraft in the interest of

air safety.

In the vicinity of an airport, the minimum

allowable horizontal separation is typically 3.6 to

8 nautical km depending on the aircraft size,

availability of radar and the sequencing of

operations.

Since two airplanes are not allowed on the

runway at the same time, the runway occupancy

time may also influence the capacity


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Separation is the dominant ATC

factoraffecting capacityOthers factors are:

Length of the common path from the ILS gate to

be threshold, normally varies from 6.4 to 12.8km.

Scheduling/ sequencing of aircraft (FCFS/speed

class sequence)

Allowable probability of violation of the

separation rule recognizes, that, it is not possible

to maintain the allowable separation with perfect

precision at all times.


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Characteristics ofdemand The FAA has introduced air traffic control rules to

increase the separation between small aircraft following

a heavy jet to 8 nautical km. This regulation decreases

the capacity of runways that serves significant numbers

of heavy jets and small aircrafts. Touchdown speed, braking capability and ground

maneuverability affect the runway occupancy time for

landing, which, in turn, determines the time that a

departing aircraft can be released.

Percentage of all aircraft arrival operations is another

characteristic of demand that can significantly affect the

capacity of a runway. A runway used exclusively for

arrivals have a capacity different from one used for

departure or mixed operations.


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Environmental Factors

Environmental factors influencing runway

capacity are

Visibility Runway surface conditions

Winds and noise abatement requirements.

Poor visibility conditions


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Layoutand design runway

system Number, spacing, length and orientation of

runways.

Number, locations and design of exittaxiways.

Design of ramp entrances.


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Taxiway Capacity

The overall capacity of the taxiway system can

be determined, in theory, by the number of

aircraft per hour that the taxiway system can

deliver from the apron areas to the runwaysystem and vice-versa.

Capacity of the taxiway system of major airports

almost always exceed the capacity of the

runway system and does not constitute a

significant constraint on runway capacity.


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Apron Capacity

Aprons consist of areas reserved forremote and

contactaircrafts stands and for the taxi lines that

transverse these areas.

A good indication about the available aproncapacity is given by number of stands at hand.

This is sometimes referred to as the static

capacity of the apron, because it indicates the

maximum number of aircraft that can be

occupying simultaneous the apron at any given

instant.


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Gate Capacity

The gate is generally the term used for aircraft

parking space, adjacent to the terminal and this

is generally used for the purpose of loading and

unloading of passengers, baggage,mail andcargo.

On the other hand as the name suggests the

gate capacity is simply the capacity of the gate.

It is the ability of a specified number of gates toaccommodate aircraft loading and unloading

operations under conditions of continuous

demand.


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Gate occupancytime depends on the

following factors:

The type of aircraft.

Whether the flight is an originating, turn around, or

through flight.

The number of deplaning and enplaning

passengers.

The amount of baggage and mail.

The efficiency of apron personnel. Whether each gate is available to all users or is

allocated for exclusive use of one airline or class of

aircraft.


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EVALUATING GATE CAPACITY

Aircraft Class Mix (%) Average Occupancy

Time (min)

1 15 25

2 35 45

3 50 60

Gate Capacity = 1 = 1

weighted service time (0.15 x 25)+(0.35 x 45)+(0.5 x 60)

= 0.0215 aircraft/min/gate.

If G = the total number of gates,the capacity for all gate is Gate CapacityG = 10.

Gate Capacity = 10 X 0.0215 = 0.215 aircraft/min.

or 0.215 X 60 = 13 aircraft/hour.


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Terminal Capacity

The passenger building is the major

connection between airport access and the

aircraft. The purpose of the passenger

building is to

Interface with the passenger mode of aircraft

access.

Process departing and arriving passengers. Convey the passengers to and from the

aircraft.


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Nature of loads

Arriving passengers, terminating their travel at theairport.

Transfer passengers going on to other flights.

Originating passengers starting their trip at the airport

and needing check-in facilities.

Departing passengers who will need waiting areas.

International and domestic passengers.

Passengers on charter or cheap fare airlines who will

use special facilities.

Shuttle or commuter passengers needing minimal check-

in lounge, and baggage facilities.


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Its just the beginning

AN EFFORT BY:

Atin Rawat (R120108010)

Chandra Prakash (R120108013)

Danish Mohd. Khan (R120108015)

Manish Yadav (R120108025)

Airport Capacity (2)

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