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Regulatory Constraints
Published in Steven D. Jaffe, Airspace Closure and Civil Aviation, 2016
But Emirates—the largest A380 operator, with 59 in service as of early 2015 and a total order book for 81 more—thinks it can do better. Tim Clark, the airline's CEO, has proposed a method by which Heathrow could extend the night curfew which severely limits operations between 11:30 pm and 6 am, permitting only 18 operations, most of which are long-haul arrivals. By flying a steeper approach (5.5 degrees instead of the current 3), the A380s would stay higher, longer, reducing the noise footprint considerably. Clark proposes that, in turn for reduced noise on an already-quiet airplane, the Civil Aviation Authority (CAA) allow Emirates to operate A380s until 1 am and after 4 am, enabling the airline to increase its daily services to Heathrow from five to seven. Additionally, Clark suggests that a virtual displaced threshold (which has the effect of landing farther down the runway) would further reduce the noise impact (Parker, 2012).
Flights of Fancy: The Art and Science of Flight Simulation
Published in Pamela S. Tsang, Michael A. Vidulich, Principles and Practice of Aviation Psychology, 2002
Mary K. Kaiser, Jeffery A. Schroeder
Some visual activities of the pilot are obvious. Instruments are read; these readings are cognitively integrated to extract desired information concerning the aircraft’s state. Of course, far more than instruments are included in the pilot’s visual scan. Much time is spent looking out the windscreen at the surrounding world. Here, too, the pilot reads alphanumeric data and symbols (e.g., runway numbers, taxiway signs, displaced threshold markings). But in addition to such artificially structured information, the visual world provides the pilot with a wealth of information concerning the aircraft’s heading, altitude, attitude, speed, glide slope, and other flight-relevant parameters (Flach & Warren, 1995; Kleiss, 1995).
Modelling Transport Systems—II
Published in Milan Janić, Transport Systems, 2017
The term (εkl/vj/k) in Equation 4.14 (a, b) takes the positive sign (“+”) if the leading aircraft (i) lands on the closer and the trailing aircraft (j) on the staggered runway (Fig. 4.11a(i), 4.11b(i)), and the negative sign (“–”), if otherwise (Fig. 4.11a(ii), 4.11b(ii)). If the variable dkl = 0, the aircraft (i) and (j) are assumed to land on the same runway at a displaced threshold. If both variables dkl = 0 and εkl = 0 in Equation 4.14 (a, b), both aircraft (i) and (j) land at the same runway threshold.
Evaluating the operational performance of airside and landside at Chinese airports with novel inputs
Published in Transportation Planning and Technology, 2018
Baocheng Zhang, Lili Wang, Zhijian Ye, Jianzhong Wang, Wenpeng Zhai
The overall performance of Chinese airports is still far from satisfactory (Barros and Dieke 2008; ShaoWei Lam, and Low 2009; Merkert et al. 2012; Fung et al. 2008). Fung et al. (2008) examined patterns of productivity change at 25 regional airports between 1995 and 2004 and found average annual growth in productivity to be above 3%. They also identified major sources of productivity growth in technical progress, rather than improvements in efficiency. Chang, Yu, and Chen (2013) found that airports located in cities with populations of more than two million were more efficient than those for other city sizes. Further, airports that were able to accommodate A380 or Boeing 747 aircraft are operationally more efficient than other categories, and airports’ efficiency improves with the number of airlines using them. Only overall efficiency (both airside and landside) is evaluated in the above works. Airside efficiency and landside efficiency are evaluated separately in several works (Gillen and Lall 1997; Yu 2010a; Curi, Gitto, and Mancuso 2011; Zhang et al. 2012; Scotti et al. 2012). To the best of our knowledge, Gillen and Lall (1997) is the first paper which, separately, conducted airside and landside efficiency analysis. Zhang et al. (2012) introduced take-off distance available (TODA) and landing distance available (LDA) as inputs into airside efficiency evaluation. The introduction of stopways and clearways and the use of displaced thresholds on runways have created a need for accurate information regarding the various physical distances available and suitable for the landing and takeoff of aircraft. Clearway is important to an aircraft's take-off and displaced threshold is essential to an aircraft's landing. Hence, TODA and LDA illustrate the operational status of the airside of an airport better than distance of runway.