Solar Panel Heated Runways - Part 1 - Complete

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Marco ChiechiDavid HojbergJanine MauriceKyle ShortJanelle WaltersNatalie Wintermute

SOLAR PANEL HEATED RUNWAYS 2

Solar Panel Heated Runways

Marco Chiechi, David Hojberg, Janine Maurice, Kyle Short, Janelle Walters, Natalie Wintemute

Operations Management – AVIA1004-01

Professor Andrew Jacobs

Thursday, February 19, 2015


Table of Contents

1.0 Introduction……………………………………………………………………………………………………………………………….4

2.0 Service/Product & Consumer Description………………………………………………………………………………….4

2.1 Product Analysis…………………………………………………………………………………………………………….4

2.2 Customer Analysis………………………………………………………………………………………………………….5

2.3 Competitive Analysis……………………………………………………………………………………………………..6

2.4 SWOT…………………………………………………………………………………………………………………………….8

3.0 Product Design………………………………………………………………………………………………………………………….10

3.1Research and Development…………………………………………………………………………………………10

3.2 Services Design…………………………………………………………………………………………………..........12

3.3 Operations Strategy………………………………………………………………………………………………………14

4.0 Capacity…………………………………………………………………………………………………………………………………...16

4.1 Manufacturing Design…………………………………………………………………………………………………..16

4.2 Determine Effective Capacity……………………………………………………………………………………….19

4.3 Capacity Requirements…………………………………………………………………………………………………21

4.4 Capacity Alternatives…………………………………………………………………………………………………...22

5.0 Quality………………………………………………………………………………………………………………………………………23

5.1 What to Measure………………………………………………………………………………………………………….23

5.2 How to Measure…………………………………………………………………………………………………………..25

5.3 Inspection Criteria………………………………………………………………………………………………………..26

5.4 TQM…………………………………………………………………………………………………………………………..…27

6.0 Conclusion……………………………………………………………………………………………………………………………..…28

References……………………………………………………………………………………………………………………………………..29

Appendix A……………………………………………………………………………………………………………………………………..34

Appendix B…………………………………………………………………………………………………………………………………....36


1.0 INTRODUCTION

Over 505,152 flights were delayed and 54,139 flights were cancelled in North America from

January 17, 2015 to February 18, 2015 (Flight Stats, 2015). Icing on the runways is the largest

contributing factor causing these delays and flight cancellations. Airports are currently applying

anti-icing chemicals to keep the surface above freezing point. Even though these chemicals can be

washed away, they are causing some environmental concerns. SOLARavia is a new Canadian

company providing customers with energy-efficient and revenue solutions for their daily needs.

SOLARavia’s mission is to provide the finest and most energy efficient products for all airports.

SOLARavia is now offering a solution to reduce all airport flight delays and cancellations due to

weather conditions.

2.0 PRODUCT & CONSUMER

2.1 Product Analysis

SOLARavia is introducing the interlocking, triangular solar power units to replace asphalt,

concrete and tarmac in airports. SOLARavia’s solar units will replace roadways, parking lots,

sidewalks, driveways, recreational surface, and, for the aviation sector, runways, aprons, taxiways.

The current asphalt surface being used at airports, groundside and airside, requires non-stop

maintenance due to cracking, potholes and varying temperatures (due to Canada's climate). During

the winter season, snow removal and winter maintenance causes a significant amount of damage.

SOLARavia’s panels offer LED lights embedded in a protected surface of polycarbonate. The

LED lights will be used as a replacement of pavement markings and runway edge lights. According

to Richard Guinot (2015), this product would provide instant centre line lighting required for

category 2 and 3 operations. The airport will be able to control the lighting intensity, colour,


location and more through a software SOLARavia has designed. If there are any complications with

the LED lights or damage occurs to the unit, the airport has the ability to change the unit in less

than ten minutes. This efficiency will require special training, supplied by SOLARavia during the

purchase of our product, for the airport operations department.

Our solar unit will also house a heating unit, held in the dialead composite casing (same

material as the Boeing 787 fuselage), which will allow the top layer of polycarbonate to stay above a

freezing level. This would allow the prevention of accumulating snow or freezing rain (up to a

certain point), thus delaying outbound and inbound traffic. The solar units require minimal

employee maintenance, and reduced capital invested into snow removal equipment. Airport

vehicles can be converted to solar panel friendly vehicles by switching from metal blades and

sweeper bristles to rubber blades and polypropylene bristles.

Foreign object debris (FOD) and wildlife awareness has been increasing significantly over the

years. The solar panels have a pressure sensitive feature which identifies when wildlife or heavy

debris have been detected on the runway. This pressure sensitivity will be tracked through the

same software which controls the LED lights. This feature will notify any operations employees of

debris on the runway and its exact location. This pressure sensitivity feature can also be multi

purposed for runway incursion preventions and runway accident information. If an aircraft has

landed on the solar panel surface(s) and has any complications, the investigation team will be able

to access the data collected as part of the investigation. Information such as velocity, impact

pressure and location of contact are constantly monitored and saved to a temporary hard drive.

2.2 Customer Analysis

SOLARavia’s solar units can be marketed to all airports across the world. Each airport may

require highlighting different advantages of our product and small modifications, but it will always


comes down to cost. SOLARavia’s priority is to ensure the product meets the regulatory

requirements, brought forth by Transport Canada, IATA and ICAO. As the initial product

introduction is occurring in Canada, SOLARavia will need to meet all the international requirements

for inbound traffic of international flights.

During the initial stage of the product life cycle SOLARavia will approach airports reaching

the runway rehabilitation/resurfacing stage. “Not many airports will be willing to rip up 12 million

dollars of pavement they just laid down a few years ago” (Guinot, 2015). SOLARavia will be

approaching airports with moderate to heavy traffic, multiple runways and a variety of weather,

including snow and ice. SOLARavia will be able to accommodate airports who do not experience

snow and icing conditions by marketing the solar units without the heating feature. SOLARavia will

then later target the remaining airports.

Due to global warming many industries are trying to be environmentally conscious. Airports

investing in this product are investing in a better, green future. These units helps reduce the carbon

footprint and provides clean energy. The energy produced will be a return on the airport’s

investment by converting the energy on site and to bring in capital.

2.3 Competitive Analysis

SOLARavia’s main competitor is geothermal runway heating. The idea was introduced at

Heathrow Airport in London, England. In 2010, Heathrow encountered a severe snow and ice storm

causing 4,000 flight cancellations, stranding 9,500 passengers at the airport. This storm cost British

Airways £25 million (Snow and Ice disrupt Heathrow Airport again, 2014).

During the summer months, geothermal runway heating gathers heat produced on the

tarmac and stores it underground. Once the winter months have approached, the energy is slowly

released in order to warm the piping, and heat the asphalt to a temperature just above zero. This


process can be used as a prevention and solution method during winter conditions. In order for the

underground system to gather the warmth from the sun, the airport’s asphalt will need to be

replaced with concrete slabs and piping. Installing this new technology, with the vision of

preventing future delays and cancellations, British Airways lost £50 million (Gammell, 2011).

In addition to Heathrow Airport, geothermal runway heating was installed at the Oslo

Gardermoen Airport in Norway. For years, this system has also proven successful heating bridges,

roadways and sidewalks around the world. Due to this success, Saint Cloud State University in

Minnesota has shown our competitor’s system will pay for itself within two to five years of

investment (Athmann, Bjornsson, Borrell, & Thewlis).

Due to the continued usage of concrete, the airport will be required to invest sufficient

money on repairs, including crack sealing, runway maintenance, runway repainting, etc. To fulfill

these requirements, the airport will need to shut down the runway for long periods of time in order

to replace the concrete. Depending on the circumstances, the piping will need to be replaced

simultaneously.

The underground piping will routinely require maintenance to ensure it remains sealed. If

an unforeseen circumstance occurs, the pipes could burst and will require immediate attention.

Customers of the geothermal system will have difficulty completing this task. They will be forced to

tear apart the concrete, fix the piping and pour more concrete. These steps will require ample time

and the runway to remain closed for long periods.

Due to the piping and energy storing location, the units will need to be installed further

underground requiring adequate initial funding and continued investment to maintain the

equipment.


Evaluating this company has proven the efficiency our product can provide. This technology

eliminates the cost of runway replacement, crack filling and runway painting etc. Additional to the

runway maintenance, asphalt is required to be resurfaced after 20 years and sometimes more

frequently due to wear and tear. Our product provides the airport staff the feasibility to change a

unit if required using minimal time, requiring the runway to be closed for ten minutes or less. Our

units include multipurpose services including LED lighting, energy production and runway surface

heating. The airport will only have to invest money during the initial stage of installation, due to the

replacement of their previous runway. Post-installation of the solar runway, only a general

maintenance cost is required for upkeep of the solar panel. The chemicals used at the airport could

create a hazard to the water system; however, SOLARavia’s units provide the ability to separate the

chemicals from the water sources, providing a cleaner water system. The energy that can be

provided through SOLARavia’s panels, can be consumed for the airport’s energy needs. If any

additional power is present, the airport is able to claim it as capital.

2.4 SWOT

To achieve the strategy and mission, SOLARavia has put together a SWOT analysis.

2.4.1 Strength

The energy gathered by the solar panels will provide sufficient benefits to the airport,

allotting the energy towards the electricity required at the airport, which may result in a return on

the capital gained. Not to mention, the environmental impact involved with the new technology will

be a game changer in the industry--providing clean energy, repaying airport assets, reducing and

possibly eliminating the usage of anti-icing fluid. The airport will no longer have to spend the

taxpayers’ money on asphalt maintenance (crack sealing, rehabilitation every 20 years, and more).


Line painting and above the ground lighting will no longer be required due to the LED lighting

provided.

2.4.2 Weakness

SOLARavia’s biggest road block is the initial capital cost required from the airport. The

airport will have to either build a new runway with the technology, tear apart an existing runway, or

invest in the technology once the runway has reached the rehabilitation stage. If no airport is willing

to invest until their runway reaches the rehabilitation stage, SOLARavia will experience a very slow

start and lack start-up capital. Alongside the initial cost, the airport will require to purchase some

new features for their current equipment. For instance, they will require a different type of bristle

for their current sweeper as well as replace the bottom plow strip with a softer edge to prevent

damage to the units.

All products and services provided in the aviation industry will require approval by all

regulators in the industry. For example, Transport Canada, International Civil Aviation Organization,

International Air Transport Association and more.

2.4.3 Opportunity

SOLARavia’s panels were developed for the primary use on airport runways. In the long

term, these panels will provide SOLARavia with the opportunity for future development. These

opportunities include taxiway, apron, helipads, roadways, sidewalks, driveways and many more.

Once SOLARavia’s customers has analyzed or used the product, they will provide feedback

and request any additional features. Our possible product development will depend on the

feedback provided by airports using our panels.

2.4.4 Threat


Competition is one of the biggest threats to any business. Competition includes companies

already in existence with a product in place. For instance, our geothermal competitors have

installed their system at Heathrow Airport and Oslo Gardermoen Airport. SOLARavia’s competition

will also include companies with the technology and ability to develop a competing product and

steal market share. The fast paced development of technology is an increasing threat to SOLARavia.

Airports in locations of minimal sunlight may have difficulty committing to SOLARavia. With

this limitation, airports might not see the return on investment as quickly due to less energy

obtained. This fear of commitment makes it difficult to forecast possible demand. This balance will

force SOLARavia to estimate how many to produce and how much to store in the warehouse.

3.0 PRODUCT AND DESIGN

3.1 Research & Development

SOLARavia has taken the concept of solar panels and applied a unique spin on the item with

the development of solar powered runways. Immense research and development is necessary to

test and implement this revolutionary product. SOLARavia has already secured the required

materials necessary to implement the solar powered runways. In conjunction with securing all

required materials necessary, SOLARavia has set up a warehouse for high impact testing of all

materials and panels. Other inhouse activities consist of training initiatives on how to operate,

maintain and repair the panels. SOLARavia is in stages of developing computer software to remotely

program and operate the panels. This will allow consumers to program LED displays, notification of

runway contamination (FOD, wildlife, etc.) and access information regarding aircraft accidents.

Our next focus is developing test runways in well researched locations, understanding

feasibility of runways in variable conditions and analyzing the data collected in regards to wear, tear


and general maintenance. As a key element of the solar runways is their ability to reduce snow and

ice build up by having a heated surface.

SOLARavia has chosen to launch its test market at the Region of Waterloo International

Airport, located in Southwestern Ontario, Canada. Waterloo Airport is an appropriate candidate as

the airport encounters a variety of weather conditions ranging from dry summer days to heavy

snow falls in the winter. Another key element that makes Waterloo Airport compatible is the airport

has a lower priority Taxiway that is closed during winter months, with moderate traffic during

spring, summer and fall months. The closure of Taxiway Bravo during the winter months will allow

SOLARavia to apply the technology to the Taxiway and then commence testing without any

detrimental impact to airport operations.

Once SOLARavia has established its primary test location at the Region of Waterloo

International Airport it will branch out into hotter climate locations, such as Arizona, to test the

durability and sustainability of the panels in a much different environment. Testing our product in

Arizona will not only advance our research on how these panels operate in warm-hot weather, it

will also introduce an entire new market segment in the United States. The panels will be built,

designed and tested to incorporate the need of the differing climate. This would include elements

such as the elimination of the heated surface from the panels to reduce cost and increase usability.

The target range for testing is one full year. This will allow us to research the impact of

varying weather conditions, as well as record wear and tear of the infrastructure and equipment.

Key areas we will be closely analyzing are as follows:

How the panels react to changing weather conditions such as extreme cold/heat - will the

materials expand/contact in varying conditions?


How a variety of aircraft types affect the material of the solar panels? Can the panels

withhold the weight of larger aircraft? Will the panels need to be comprised of different

material for heavier equipment?

Will the material of the panels affect the aircraft or operating equipment tires? Can aircraft

and operating equipment safely operate on the surface of the panels in varying conditions?

How feasible is maintenance on surfaces made of of solar panels? What equipment will

need to be acquired or changed out in order to perform all necessary maintenance?

Is the learning curve of implementing such a system at this time too great? What

requirements are necessary for companies and employees to introduce this revolutionary

technology?

It is necessary to carry out thorough tests under the trial period of a year to eliminate any

deficiencies or defects in the product in the early stages. This will also help SOLARavia determine

and repair any critical steps to ensure our product is of excellent quality and a necessity in the

coming year of aviation progression.

3.2 Outline Service

The services supplied by SOLARavia outside of the tangible solar panels will be geared

towards environmental concerns, training employees on the proper procedures for installation and

maintenance, help to reduce energy used, as well as the implementation of the software used to

operate the solar panels.

Environmental Concerns: Upon completion of the solar paneled runway/taxiway, the design

will incorporate two channels that run parallel along the full length of the runway/taxiway. The

channel is a two layer design. The top section will consist of any wiring and electronic components.


The lower section will allow for any rainwater and/or deicing fluid to be carried away to a

designated treatment area set out by the airport. On current asphalt/concrete runways, the

majority of waste water and deicing fluid is subject to enter the community's water possibly

contaminating the communities’ drinking water.

With any highly used road surface, contaminants such as machine oils and fuels are subject

to collection and being carried away by rainwater and snow melt. Small amounts of contamination

could build up causing issues over time.

Figure 1 – De-icing (Deicing Fluid, 2015)

The most serious environmental issue comes from aircraft deicing/anti-icing fluid. Types I

and IV are the most common found at medium and large airports. While type I is used to de-ice

aircraft and does not last long on the aircraft surface, type IV is more viscous and adheres to the

aircraft longer. When an aircraft rolls on the runway, the anti-icing fluid sheers of onto the ground.


This can be seen by the light green colouring left behind (Chapter 3 - Deicing/Anti-icing Fluids,

2010). See Figure 1 – De-icing.

With these two are a possible cause for environmental concerns, our system will allows for

contamination to be carried away to designated treatment facilities. This will result in a great

improvement on both the environmental impact that the airport would otherwise have to look

after as well as increase the positive outlook that the public has on the airport.

Training: Due to the complexity of this groundbreaking technology, SOLARavia has a

program in place to train airport personnel on the proper procedure to installing, maintaining and

using the product by means of in house and hands on methods. The focus of the training will be on

how to replace old panels with new ones fast and efficiently as to not hinder operations and how to

do minor repairs on broken panels. The training will also be directed to ground control personnel on

proper procedures for using the paneled runways.

Reduce Energy usage: The whole reasoning behind the implementation of solar runways is

to harness the sun's energy to use instead of the traditional energy used from the cities grid power.

The airport would have control of whether they wanted to use the power on the property or sell it

back to the city as profit or any variation of the two.

3.3 Operation Strategy

Due to the costly implementation, time commitments, detailed equipment and personnel

training on solar powered runways, SOLARavia is aware it will not be easy or feasible to roll out this

technology to many airports immediately. Our future customers will want to see and hear about the

benefit of our product from test airports. After the inaugural year test period we are initiating first

at the Region of Waterloo International Airport and then in Arizona, we are confident and positive

airports will be looking to invest in the long term benefits of solar powered runways.


Our target market will be airports with runways, taxiways or aprons in the process of

development, rehabilitation or resurfacing. It would be wasteful for any airport to tear up perfectly

good infrastructure in order to incorporate new costly technology. That being said, when the time

comes to add, repair or expand the runway it can be extremely feasible to construct the solar

runways at this time. Our initial target airport will be Billy Bishop Toronto City Airport. There are

currently talks and studies taking place in regards to Billy Bishop extending its runway in order to

allow C Series jets to fly in and out of the airport. The runway expansion would include a 200 meter

expansion on each end, totalling 1632 meters (Yuen, 2015). This is an ideal location as the panels

can be added easily without effecting previous infrastructure.

SOLARavia’s operational strategy incorporates the Porter's Five Forces Model into its

strategy development process. This includes analyzing the immediate rivals in the industry, any

potential new entrants to the market, the customers, suppliers and any substitute products in the

market. In conjunction with the previous operational strategy SOLARavia will be focusing on the

following steps:

Step 1: Analyzing the Environment - this takes into account our company’s SWOT analysis as

previously mentioned in this report. It also focusing on understanding customers, the environment,

industry and competitors.

Step 2: Determine the Corporate Mission - this covers the purpose of our company and the

value we provide to the industry.

Step 3: Form a Strategy - this incorporates building a competitive advantage, what does

SOLARavia do to set our company apart?


Incorporating all of the above steps will allow SOLARavia to stay efficient, productive, and

competitive in the markets while ensuring product quality and delivery needs are met.

4.0 CAPACITY

4.1 Manufacturing Design - Where is it produced?

SOLARavia has decided to outsource all materials from other companies, however, we are

assembling the casing for the internal electronics in our warehouse. We are choosing to do this

because the infrastructure and cost to build all materials would be very expensive. All the products

we have found to build this solar runway all have been known to make quality items and are ISO

9000 certified.

We are choosing to outsource the polycarbonate materials for our surface from Curbell

plastics. Polycarbonate is a transparent thermoplastic material with good strength and stiffness and

outstanding impact resistance. (Curbell Plastics Inc, 2015) For each solar runway panel we will need

one triangular cut polycarbonate piece to fit over all of our components. We have chosen Curbell

because they have been serving other companies and the United States government and several

military departments for over 70 years in the United States. The polycarbonate we have chosen to

use has 20% of it’s volume filled with glass that strengthens the material dramatically. It has a

tensile strength of 16,000 psi and a flexural modulus of 800,000 psi (see chart below). We have

chosen to have a thickness of 1” because that will give us the most strength for the shape of our

panel.


For our lighting we have been in contact with a supplier in Hong Kong called Chinavasion

that have multiple options for LED lights. These lights are waterproof and have colour changing

capabilities to any specifications that is required by reprogramming. Their warehouse is located in

China and can be imported to us within four business days (Chinavasion, 2015). Each individual

panel will require 12 2.5”-1” (L x D) LED circular light.

In order to regulate and program the lights there will be one circuit board required for each

light so we can control all aspects of the panel. For this we have K & F Electronics supplying a single


sided 8 x 15” circuit board composed of aluminum core materials. K & F’s circuit boards are certified

under the ISO 9001: 2008 certifications and they have also been an industry leader since 1972

located in the United States. K & F Electronics manufacture boards using high temperature

materials and they have engineers on staff that are able to help us with all our questions (K & F

Electronics, 2015). This is why we have chosen K & F to supply us with their boards.

So that the airports we supply to can make a return on investment, we have incorporated a

solar panel within our product. Instead of manufacturing the solar panels ourselves, Sundance Solar

is providing us with a PowerFilm 15V 100mA flexible solar panel that we have retrofitted into our

design, using one panel in each. Sundance Solar from the United States, was established in 1999

and are consistently trying to build newer and better products for their consumers (Sundance Solar,

2015). Even though Sundance Solar has not been around for a very long time, we feel that 16 years

of experience is more than qualified when trying to find a reliable solar panel supplier.

As for the casing of our product, we are building a 6” triangle base made of carbon fiber

reinforced plastic, created by a DIALEAD™ composite which is what the majority of the Boeing 787

Dreamliner is composed of (The Boeing Company, 2008). We are being supplied the composite from

Mitsubishi Plastics in Japan and will then manufacture the casing to our exact specifications. This

composite is lightweight, high in stiffness, has a high thermal conductivity and has a low coefficient

of thermal expansion (Mitsubishi Plastics Inc, 2015). We trust with a name like Mitsubishi that they

have a very dependable product that will be supplied to us which was established in 1943. Infused

within the plastic we will have six metallic heating elements supplied to us by Kanthal in Sweden.

These specific heating elements that are Nikrothal nickel-chromium alloys can reach a temperature

from 50 - 1425°C (Sandvic, 2015). With these elements that will be controlled through our software

and circuit boards there will be no problem keeping runways and taxiways clear of snow, ice or rain.


To hold it all together we have found that a sample product, such as bolts, should be

imported. The bolts that we have found are called Ti-Matic® Blind Bolts manufactured by Alcoa in

the United States. This bolt is lightweight because of the titanium materials and the large bulb that

is formed during installation makes this bolt the best choice for our composite product. The Ti-

Matic® Blind Bolt is a high strength, vibration resistant, cost effective lightweight blind fasteners

that have been used in many critical aerospace structural applications. The spindle is mechanically

locked to provide vibration resistant foreign object debris free installations (Alcoa, 2015). Since

Alcoa now have a partnership with Firth Rixson, a global leader in aerospace jet engine components

we have decided to get all of our fasteners from them. Alcoa has been developing the aluminum

industry for over 125 years, they now have approximately 62,000 employees in 30 countries (Alcoa,

2015). So we are safe to say they are a reliable source for our bolts.

4.2 Determine Effective Capacity

During the prototype stages of our solar units we had 6 employees specialized in each

requirement of construction. These six skilled employees will move into management and quality

control positions as we expand into our markets and start to take on contracts. Because we expect

only one airport to introduce our units before a second contract, we have started with one hundred

employees for the construction of our first order. Twenty-five of these employees will be skilled

labourers with SOLARavia specific training for the complex stages of production. The other 75

employees will be general labour to complete the final stages of putting the units together.

There are a variety of different engineers/technicians that are required to build our product.

We have two Electrical Engineers that are also serving as our IT department. We also have one

Mechanical Engineer that helped us look at how our product will function once all parts are

assembled by our Manufacturing Engineer which is our Production Specialist. Our Materials


Engineer chose what type of surface our product would be made of. He came to the conclusion that

polycarbonate was the best choice. Our Environmental and Power Engineer looked at how the solar

runway panel would impact the environment and also how our panel will generate power.

This is the team that helped us achieve the next step which was manufacturing. Now that

we are in this phase, we have 100 assemblers dedicated to compiling all components together

working 8 hour shifts. Some of these labourers will be creating the carbon fiber base of our product

with a cast iron form so that all materials can fit inside. We also have 10 skilled electricians working

for us to complete any wiring that needs to be done as instructed by one of our engineers. As for

the installation these workers will be subcontracted out to the airport employees since our product

is simple to install. At the airport there will need to be an onsite manager from SOLARavia to act as

a liaison for our company. We also have two quality control personnel who are serving our

company as testers of the panel. These members have chosen polycarbonate over another

material like tempered glass for our surface because of its durability, weight and cost. Tempered

glass can be very costly. It also does not diffuse sunlight very well allowing the sun to glare into

the pilot’s eyes, which is undesired for obvious reasons. Polycarbonate on the other hand is

nearly indestructible and and inexpensive. Also when installed it creates a seal that is

watertight (Campbell, 2013).

Effective Capacity is the capacity a firm can expect to achieve, given its product mix,

methods of scheduling, maintenance, and standards of quality (Heizer & Render, 2014). With our

staff at the moment we would not be able to fulfill an entire order for a runway. We would need

multiple assembly lines and a lot more general labourers, so that more than one panel can be

produced at a time. Which brings us to requirements.


4.3 Capacity Requirements

As our demand increases and we get more and more contacts with airports, we will need to

hire more workers to assemble the product at a higher pace. This means dedicating a specific area

where our assemblers can have multiple lines to produce the panels more efficiently. Once 50

panels have been made then stacked on a skid, our quality and control specialists will pick random

panels to be tested for quality assurance and the remainder of the skid will go into the storage

section of our warehouse. The engineers we have will have their own section of the warehouse

where they will be implementing the compatible software into the circuit boards.

We at SOLARavia believe that once one airport adapts our product into their runway many

airports will want us to introduce our product to their airport as well, so that they can see for

themselves how much money they can save. This is all part of our demand forecast. Airports will

want to see other airports try our product first because they can be withdrawn from a solar runway

because it is new and has never been done before. Now because of this our inventory will be

reduced as we wait and see how our customer reacts to the product. Once that customer approves

us to implement our panels into their runway, we will be manufacturing at full capacity to get the

order out to them as quickly as possible.

As we look at our short term forecasts for the next three months, we should see a few

airports testing out our product on one or more of their taxiways and aprons. For this, our

production level will be in the small to medium range because we do not want to build up too much

inventory. Once we have a second or third airport we are supplying their taxiways and aprons it will

be time to step up production level. This is because within our first year we will be working out how


many labourers and assembly lines we require and we will not need as nearly as much to supply a

full 5000’ runway.

For our medium and long range forecasts we find that within three years we will be already

supplying a few airports with runways. We state this because by that time the airports that have

had their aprons and taxiways for roughly one to two years and will be very motivated to upgrade

their main runway. These airports will see how much money they are saving and will realize how

much money they could be saving. We will need to either acquire an existing storage facility or

build onto our warehouse to store these panels. We will also need to hire more skilled labourers

and technicians to keep up with demand. If we should face a supplier constraint, we have made

alternate arrangements with other suppliers, so that it can be resolved without delay.

4.4 Capacity Alternatives

As we all know, constraints can and most likely happen even with the best companies in the

world. The trick here is to have a contingency plan in place, if something were to happen we could

deal with it without hesitation. One of our largest constraints could be a manufacturer we use, can

no longer supply us with their product for any number of reasons. For this we have found alternate

suppliers we can reach out to and protect us from a major loss.

The top layer of our product is the polycarbonate sheet, the manufacture that we can use

should our supplier not keep up with demand is called ePlastics. ePlastics are located in the United

States and have been supplying other companies since 1914 (ePlastics, 2015). The materials to

make the shell casing that we manufacture is made up of Carbon Fiber Reinforced Plastic. This can

be supplied to us by TEIJIN who are located in Japan and was established in 1918 (TEIJIN, 2015). Our

LED lights can be shipped to us from superbrightleds in the United States who were founded in


2002 (superbrightleds, 2015). The part that will control the entire panel can be sent to us via a

different supplier as well. Our circuit boards could be sent from Cir-Q-Tek in the United States, who

is a leader in manufacturing circuit boards (Cir-Q-Tek, 2015). The solar panels that are supplied to us

are manufactured well, we have found another supplier located in the US as well called Flex Solar

Cells. They have been building solar panels since 1996 (FlexSolarCells, 2015), so we feel that they

will be a great alternative. As for the heating element, it was fairly easy to find another supplier but

Induceramic is located in Canada and was founded in 2006 (Induceramic, 2015). If needed these

elements can make it to our facility rather quickly. Finally for our titanium bolts we use, United

Titanium has been manufacturing titanium fasteners since 1962 in the United States (United

Titanium, 2015).

The only other constraint we might have is defective parts. If materials should break while

being assembled, we are able to use defective parts should they be sent to us from suppliers. Now

instead of sending back those parts we are able to repurpose them.

5.0 QUALITY

SOLARavia is a company committed to the standards of quality set forth by ISO 9000. Our

company looks to achieve this certification within the next 5-7 years to better achieve a new level of

quality for our product. Furthermore, all products currently used in our solar panels are created

according to ISO 9000 standards.

5.1 What to measure

Solar panels are a relatively new way for residential and commercial real estate to generate

extra revenue, year round. As more and more companies are investing in this venture, it has

become easier to innovate and build upon the initial production of solar panels. Our company has


done extensive research and development to alter this product, in order to create our solar panels

that are ideal for use at an airport.

Our test area on taxiway Bravo will consist of 2,222 solar panels for our 50002 ft test area

will generate $138,281.25 per year based on 15KW per square foot and 12 hours of sunlight per day

and 295 (Current Results, 2015) days of sunlight per year in Waterloo. The amount of money

generated per year on just this test bed will generate 2,812,500.00 KWh per month at $0.80 KWh

(Weather Underground, 2015).

The solar panels created at SOLARavia are created with airport authorities in mind. Our goal

is to provide airports with a product that generates enough electricity to take care of all of their

electrical needs. As most airports will soon realize, solar energy is a clean, natural, and profitable

energy source that benefits parties at an airport. Our product allows for advanced LED runway and

taxiways lights, ensuring there is never a time the airfield is without lights. During the average 12

hours of daylight that the Region of Waterloo International Airport receives, the airfield will receive

15 KWh per square foot, for a total of 75000 KWh per day (Green Building, 2009).

Our system is designed to recover costs previously incurred using a regular asphalt runway.

SOLARavia has innovated our solar panels to best facilitate the active daylight hours to generate

enough revenue to create a 10 year Return on Investment. Our ROI allows for airport planners to

adequately complete their 25 year forecasting when creating a master plan for the airport.

Asphalt runways are now a thing of the past. Solar energy is wasted on asphalt on the

airfield because nothing is being absorbed and used to benefit the airfield, and the maintenance

alone on the runways to the airfield up to Transport Canada standards costs an airport authority

millions of dollars per year. Within the last decade, airport authorities all of the world are noticing


an increase in pricing when building a brand new runway. In 2006, Hartsfield-Jackson Atlanta

International Airport opened runway 10-28, nearly five years after the start of the project. Facing

delays in weather, cost, and time constraints, the runway was built for no little than $1.284 billion-

the most expensive runway to be built in the United States (Washington Post, 2006).

5.2 How to measure

Solaravia focuses on the consistency in craftsmanship produced in their product.Our solar

panels have been created with the customers in mind; these customers are not just the staff at each

airport authority, but also the millions of passengers that will travel across our innovation each

year. SOLARavia demands quality from each of our manufacturers, therefore, it is pertinent that all

shipments we receive containing parts for our product contain zero defects.

It is understood that consistency is not always 100% possible when working with people

creating parts. For that reason, SOLARavia has put a procedure in place to handle any defect

products we may receive in a shipment from our manufacturers. Any part is that identified as a

defect, whether through our inspection process, or from a customer, is stripped for it’s working

features and stored for future use. If there is ever a need for parts and there is a delay with our

“Just-in-Time” shipment of parts, our company has a small selection of parts put away for quick and

timely assembly and repair of a part for our solar panels.

Airport authority managers will take into effect the cost per year to maintain the quality of

an asphalt runway. They’ll consider the cost to seal cracks, fill potholes, paint lines, fix lights and the

cost to labor and equipment. Airports around the world spend millions of dollars each year just to

maintain their runways and taxiways. After the initial wave of contracts are built and tested, we

expect to have airport signing agreements to start planning for a solar panel runway or taxiway


once the life cycle of their asphalt runway has run out. After we receive contracts for our solar

panels, airport managers will be eager to start a new runway life cycle- only instead of asphalt,

they’ll be replacing it with solar panels. Ripping up a runway and replacing the runway with solar

panels will take a shorter time length than building a brand new runway, therefore shortening the

time length to have an unserviceable portion of an airfield.

5.3 Inspection criteria

As aviation is such a safety-sensitive industry, it is crucial to mitigate any preventable errors.

SOLARavia is committed to the safety and wellbeing of its customers. To achieve this, our company

is taking a source inspection approach, this meaning doing the job properly from the start while in

production stage to ensure there will be no costly or irreversible processes later and that the high

standard of quality can be achieved. There is little room for variation in regards to the process, this

will lead to an increased overall standard expected. It is the vital goal of our operations managers to

ensure inspections are performing to our standard of exceptional. As our goal is to produce a

product of unparalleled quality is if important to identify any defects or deficiencies early in the

manufacturing stages so appropriate steps can be taken to correct these and repair any defects or

deficiencies. The process of carrying out an inspection mid-manufacturing or post production has

been created and can be extremely costly; therefore, it is critical to monitor progress closely and

correct any flaws early. Our products will undergo a multitude of testing procedures and any bad

processes will quickly be altered and eliminated. Employees will be trained in inspection criteria and

required to adhere by checklists to ensure compliance and consistency in a task (Heizer & Render,

2014).


5.4 Total Quality Management

Total Quality Management: an approach to the management of an organization that

integrates the needs of customers with a deep understanding of the technical details, costs, and

human-resource relationships of the organization (Dictionary.com, 2015).

Total Quality Management (TQM) is the importance of quality throughout an entire

organization, it is the commitment by management to produce excellence in all aspects of products

and services within a company. SOLARavia fully embraces the idea, acception and implementation

of TQM. The goal of our company is to show commitment in regards to excellence with everyone

from suppliers to customers (Heizer & Render, 2014).

Businesses fall under the realm of never ending improvement. Every aspect of a business

can always improve in some regard, this includes company personnel, materials, producers,

suppliers and equipment. SOLARavia is no exception to this business practice. As the company

progresses there will be room for improvement in every facet. A continuous goal for our company is

to make sure we stay up-to-date on new improvements. This includes training employees on new

advancements, enrolling personnel in seminars, ensuring we implement the use of quality materials

while staying up-to-date with new materials in the market, using efficient equipment, updating and

implementing improvements to machinery and ensuring and maintaining quality partnerships with

our producers and suppliers. SOLARavia is setting a high standard in the industry in relation to our

quality, personnel and unparalleled technology. Our goal is to practice excellence in every

department throughout our organization to ensure total quality management, in doing so

SOLARavia is sure to set the precedence in the industry and stay on top as competitors enter the

fast paced marketplace.


6.0 CONCLUSION

As a monopoly in the Canadian market, SOLARavia can penetrate the market and introduce the

product to be successful in various climates. Implementing SOLARavia’s technology will keep the snow

and ice from causing any further delays and flight cancellations. Airports will save money on winter

maintenance, reduce the use of chemicals, receive capital, be energy efficient and be environmentally

conscious. Although, airports are not responsible for airline delays, a small fee, $1 - $2 per passenger,

for the installation and operations will increase the likelihood of flights to depart/arrive safely and on

time (Guinot, 2015). SOLARavia has the potential to grow in various markets as well as the technology to

expand in many industries.


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Appendix A

This appendix represents the e-mail conversation between Natalie Wintemute (group member), Steve Buckles and Brad Fowles from Transport Canada in Ottawa, Ontario.

From: Natalie Wintemute <[email protected]>Date: Wed, Feb 11, 2015 at 2:35 PMTo: Steve Buckles <[email protected]>

Good afternoon Steve,

I hope you had a good holidays and things are going well at TC.

I was wondering if you had the time to give your opinion on a school project I am working on in my Operations Management Course at the college.

My group project was asked to create a new aviation product or service for the industry.

My group has decided to create solar panel runways and taxiways. We have hypothetically chosen Waterloo International Airport as our test airport for the project because the size of YKF is large enough to produce enough traffic on the taxiway to make the investment worth it, but small enough that building the taxiway wouldn't impede quite so much traffic.

The goal is to start with a taxiway, and eventually move to an entire runway and then an airfield full of custom solar panels. These solar panels would be created to withstand the weight of a 737-800- Waterloo's critical aircraft. We are assuming the city has already approved funding and the airport is interested in proceeding with the plans.From Transport Canada's point of view, we were wondering two things.1. What type of critical aircraft would you recommend we take into consideration when building the taxiway to withstand the weight of and why?2. Do you see any short comings with the idea?

Thank you so much for your help, we appreciate the help you can lend to us in this project and your opinion will greatly aid us in our efforts to complete the project before our February 19th due date.

Thank you once again,

----------From: Buckles, Steve <[email protected]>Date: Tue, Feb 17, 2015 at 9:08 AMTo: Natalie Wintemute <[email protected]>


Hi Natalie.

For clarity, is this idea of solar panels to run lighting connected with taxiways and runways or something else? I don’t see the word “lighting” in your proposal. Or is it to make these surfaces of solar panels as the load bearing surface for aircraft taxiing? What would the purpose of the solar panels be in your proposed application?

Either way it is outside my area of expertise. I would recommend you contact the local airport authority regarding the airport itself and NavCanada regarding approach aids and the like. It seems to me that the use of infields and areas surrounding runways and taxiways could be used as a solar panel farm and the power used by the airport for lighting, charging batteries, the terminal and clients etc with any excess power to be fed into the local grid. This approach could possibly offset airport operating costs and perhaps generate some income.

From: Fowles, Brad <[email protected]>Date: Mon, Feb 16, 2015 at 3:28 PMSubject: RE: Georgian College student project and your opinion.To: Natalie Wintemute <[email protected]>

Hi Natalie,

Sorry for the late reply. Today is my first day back in the office and I am just reading your email. I am probably too late to assist you with the project given your due date so I won’t go into too much depth. From an operational p[point of view a couple of things come to mind quickly.

1) Surface friction. Will the surface be slippery compared to a traditional runway surface? Coefficients of friction are critical to aircraft operations. How would it be affected by snow, rain, standing water, reverted rubber?

2) What size of aircraft might be expected to hold YKF as an alternate or perhaps use it in an emergency? Sometimes this may be bigger than what normally uses the field.

3) What about light reflection from the surface during all weather and day/night conditions?

4) Will runway plowing, sweeping and chemicals affect the surface over time?

5) If an aircraft crashes into the surface could the power generating capabilities of the panels act as an ignition source in any way?

Let me know how it goes. I have 2 group projects due myself within 2 weeks

Cheers,

Brad


Appendix B

This appendix is a disucussion between Janine Maurice (group member) and Richard Guinot from the Region of Waterloo International Airport. Richard Guinot is the Airport Operations Coordinator, often assisting with many construction assignments and many more.

From: Richard Guinot Sent: Friday, February 13, 2015 12:06 PMTo: Janine Maurice Cc: [email protected]

Hi Janine, How are you doing? How is school coming along, almost done from the looks of it? I am actually doing a research paper on Alternative methods of snow removal for my IAAE accreditation paper and have been doing a lot of research and thus Currie has asked me to assist you with your questions below. 1 – First off anything is possible, it all comes down the same thing over and over again – COST!!!! For electrical based heat you need to first take into consideration that you need approximately 35 Watts/per sq foot of electricity to even have a chance to melt snow on pavement. When you look at YKF 08/26 you have 7002ft X 150ft = 1,050,300 sq feet X 35 Watts/600volts (grid voltage) = 61,267.7 AMPs. The amount of solar panels needed would be massive. Let’s just say for the moment that you didn’t want to go solar that you wanted to connect to the grid, you would literally have to install a hydro substation at YKF just to de-ice the runway and that doesn’t include the cost of hydro itself. Solar panels also reflect light and in the northern hemisphere they need to be turned south while control towers are turned to the north so the sun is at their backs, the reflectivity would most likely be an issue also unless we have enough land to the south. There is a company from Idaho called Solar Roadways (http://www.solarroadways.com/intro.shtml) and I have been meaning to contact them, from the website I gather that their system might work here at the airport it’s a question whether Transport Canada would allow such an installation at an airport here. They have a new approach one that would allow the airport to make money by selling hydro back into the grid and melt snow on the runway by activating heaters in the panels during the winter months using the solar energy they capture. They have built in LED lights which would give us centre line lighting and all runway markings at night but don’t know how it would work during that day, might have to paint over them for daytime ops. You would never have to rehab you runway again since the system they use is made of glass with some sort of abrasive material for friction, would just have to replace one of the squares when needed. 2 – Cost and feasibility will always be the short comings plus who wants to be “the guinea pig” of such a technology, any airport would be taking a huge chance that it may not work. Might be very difficult to find an airport willing to do such an undertaking, plus for solar panels you would need vast amounts of land like Denver airport has, even then it probably wouldn’t be enough to de-ice just one runway. Don’t forget that whatever technology you decide on you will always have to rip up the runway to do it, so it may only make sense to do when the Runway is in need of rehabilitation, not many airports will be willing to rip up 12 million dollars of pavement they just laid down few years ago.


3 – Whatever product you install the airport wants to know what the return on investment period will be. To do that you need to figure out the current cost of equipment, operating costs, maintenance and de-icing chemical costs which are very expensive also. Plus is there any government funding for such an endeavour, you can scratch of ACAP for sure. I am also looking at it from an environmental factor, how does vast amount of Urea, potassium acetate and potassium formate used by airports affect the environment. There are a few US studies and they are finding that there are ground water issues and fish habitat issues if airport discharge storm water into local streams/rivers/lake/ponds etc. 4 – I would probably introduce it first on a GA apron/taxiway with not so much traffic to see how it preforms. One we were comfortable with the results and how it works than I would say all of our priority 1 snow removal areas would be next. One thing is for sure, you would never be able to get rid of plows period, the main goal of such a system should be to make sure we never get any ice on the runway and nothing adheres to the surface by keeping the pavement around 3-5 degrees Celsius. We can always push the snow off but if the system is able to melt it in very low OAT economically than we would be the “kings of the world” and every airport would be purchasing these things. Reality is it takes a large amount of heat in very low temperatures to do so and heat does not come cheap. 5 – The main thing is whatever system is installed it should always have a fast return on investment rate and low operating cost. A good example of this is retrofitting the runway with LED lights versus the current halogen, the cost per fixture is more expensive but the ROI is only a few years thanks to the large amount of energy savings. A few airports in Canada and US have already had them installed with lots of success. Sometimes companies and certain government agencies will help fund such endeavours to see if it really works. I like the solar roadways idea because you can make money by selling energy to the grid, de-ice you runway (don’t know how cost effective) , have instant centre line lighting for CAT 2 & 3 ops and you never have to worry about replacing asphalt or crack sealing a runway. You would literally only need a resident electrician to change out the units when needed a few maintenance guys to clear the snow off when accumulation is too much for the system to handle. Also, Heathrow and some other airports where looking into Geothermal Heating for runways. There is a study online somewhere from a University in Minnesota I think that has come to the conclusion that geothermal will work effectively from a cost and operating perspective. Bigger airports will find it much easier to justify that type of expenditure but smaller low commercial traffic airports will find it difficult. YYZ has way more flights and lots more equipment to maintain and operate it will probably be easier to justify. Airlines would love you because you would have way less delays and they would not be airport related. But at the end of the day the Airport does not pay for Airline delays and it comes down to feasibility and cost. My approach is to charge passengers a small fee like $1 - $2 to justify the installation & operating cost; it could be buried in the ticket or in the AIF. Feel free to call me if you want and I can talk your ear off about the subject. Cheers, Richard


Richard J. Guinot C.M. | Coordinator, Airport Operations | Region of Waterloo International Airport 1-4881 Fountain St. N | Breslau, ON NOB 1MO | 519.648.2256 ext. 8513 | [email protected] | 519.648.3540 | www.waterlooairport.ca

From: Currie Russell Sent: February-13-15 10:36 AMTo: Richard GuinotSubject: FW: Assistance on an assignment Hey dude: Can you take a look at Janine’s email below? Since this is the sort of thing you’re researching for your paper, I thought you might have more knowledge/info on it than me. Are you able to answer her questions and respond? Would be really appreciated. Thanks. Currie From: Janine Maurice [mailto:[email protected]] Sent: Thursday, February 12, 2015 9:13 AMTo: Currie RussellSubject: Assistance on an assignment Good morning Currie! How are you? How are things going at the airport? As you know, I’ve returned to school for my fifth (of six) semester and currently taking an Operations Management class. We are required to introduce a new product and my group chose to introduce the “Solar Panel Heated Runway”. We are wanting to use Region of Waterloo as our hypothetical airport. We were wondering if you could take a few minutes to answer a few questions.

1. What are your thoughts?2. What are the possible shortcoming?3. What would you expect from this product?4. If you were to introduce this product at the airport, where would you introduce it?5. What would you require and is there any additional features you would like?

Should you require any additional information or have any questions, please do not hesitate to contact me. Thank you, Janine MauriceAviation Management Student Georgian College

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