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Environmental impacts and mitigation
Published in Lucy Budd, Stephen Ison, Air Transport Management, 2020
Concerns about local air quality have resulted in tighter regulatory standards being imposed. Although air quality regulation varies by country, airport operators increasingly record and report emissions in terms of Scope 1, 2, or 3 emissions (these are not to be confused with Scope 1, 2, and 3 emissions reduction for CO2): Scope 1. Direct emissions from sources owned and/or controlled by the airport, including airside vehicles or airport buildings.Scope 2. Indirect emissions, predominantly from off-site electricity generation (for use at the airport).Scope 3. Indirect and/or optional emissions that result from the airport’s operation. This includes aircraft and ground access transport emissions. Scope 3 emissions represent the largest share of an airport’s total emissions (as much as 95 per cent). They are also the ones over which the airport operator generally has the least control. This is due to the numerous different tenant companies, government agencies, public transport operators, ground handling agents, airlines, and passengers involved in airport operations. This can make the task of reducing Scope 3 emissions challenging.
System
Published in Sasho Andonov, Bowtie Methodology, 2017
One of the most important characteristics of the system is how big the system is. This is important because it will determine the external boundaries of the system. If I want to use the BM on a system of aviation navigation, it will consist of two segments: aircraft (equipment in aircraft) and ground (equipment which is installed on the ground). In between is the air (a medium for the transferring of the radio signals). This system is operated and maintained by humans (pilots and maintenance people) that are following particular procedures. The equipment in both the aircraft and the ground are paired with transmitters and receivers, but there is also an Inertial Navigation System (INS) in the aircraft that is autonomous (not paired with a ground segment). So, will I need to include the INS into my analysis because it functions quite differently than the paired navigational equipment? If I decide to deal with aircraft segments only, then I will assume that the signal sent by the ground segment is error-free and I will analyze only the equipment in the aircraft, the operations by the pilots, and the procedure used.
Aircraft supply and MRO
Published in Gert Meijer, Fundamentals of Aviation Operations, 2020
Aircraft MRO is divided between Line maintenance versus Base maintenance. When the aircraft is in service it will need light checks and servicing like oil replenishment. This is done at the ramp during the TAP or at night, and all this is Line maintenance. A special responsibility for Line maintenance is repairing an aircraft with a technical failure in operation. Such aircraft is declared AOG (Aircraft On Ground). When the failing part is an LRU (Line Replaceable Unit), Line maintenance can repair the aircraft at the ramp. If the replacement part is not an LRU, the repair must be performed inside a hangar, often with a test programme to be performed after the repair.
Optimising Gate assignment and taxiway path in a discrete time–space network: integrated model and state analysis
Published in Transportmetrica B: Transport Dynamics, 2023
In reality, gate assignment and taxiway planning are optimised sequentially. Airport Operation & Control center (AOC) seldom consider taxiway planning when they make gate assignment plans. Consequently, the optimised gate plan is helpful to improve gate utilisation but may cause inconvenience to taxiing aircraft. That is, the possibility of two aircraft being exposed to conflict in taxiways increases. For example, one taxiing aircraft has to wait until another aircraft is pushed back if the two aircraft use the same gate. Also, aircraft may be trapped into congestion until the intersections are cleared. The inconvenience wastes considerable aircraft-on-ground time, especially in special circumstances. Flow control, which usually occurs in Nanjing Lukou Airport, will make majority of flights unable to follow the original plan in a short time. In this circumstance, gate assignment and taxiway planning need to be optimised.
High temperature and pressure regime soot: Physical, optical and chemical signatures from high explosive detonations
Published in Aerosol Science and Technology, 2022
Allison C. Aiken, Rachel C. Huber, Andrew M. Schmalzer, Mark Boggs, James E. Lee, Kyle J. Gorkowski, David W. Podlesak, Manvendra K. Dubey
To study climate impacts, soot size, mass, and number concentrations are measured in real-time from aircraft and ground sites. Their long-range transport in the troposphere and stratosphere from large fuel and energetic sources, such as wildfires and oil fires, has been observed over distances of thousands of kilometers and timelines of weeks to months (Middlebrook et al. 2012; Zheng et al. 2020). Chemical and microphysical properties of ambient soot particles depend on fuel, source conditions, and the environment. These dependencies are well-characterized for biomass burning and fossil fuel combustion. In contrast, analogous dynamic aerosol processes of explosions and high fluence fires have been less well-studied. Here, we contrasted detonation soot physical, optical and chemical properties with biomass burning and fossil fuel emission sources that have been more extensively studied over the last decade. Detonation soot properties were analyzed using online field-deployable aerosol instrumentation.
Analysis of skid resistance and braking distance of aircraft tire landing on grooved runway pavement
Published in International Journal of Pavement Engineering, 2022
The objective of this study is to evaluate the skid resistance and braking distance of aircraft tires during the aircraft landing process using tire-water-pavement interaction modelling. The three-dimensional (3-D) finite element (FE) model of an aircraft tire was built and validated by the contact footprints and the load-deflection curve at different loads. The tire-water-pavement interaction was simulated using the Coupled Eulerian-Lagrangian (CEL) method in the FE model. The friction coefficients of two tire wear conditions on the grooved runway pavement were calculated based on model outputs. The mechanistic interpretation method was used to compute the braking distance of landing aircraft during ground rolling, considering the controlled tire slip ratio and aerodynamic force of the aircraft. The maximum friction coefficients of new and worn aircraft tires at a 15% slip ratio were compared at different water film thicknesses and speeds. The hydroplaning speeds of aircraft tires were further predicted and analysed to recommend the maximum approach speed during aircraft landing. The flowchart for developing the tire-water-pavement interaction model and calculating friction coefficient and braking distance is shown in Figure 1.