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Airport capacity management
Published in Gert Meijer, Fundamentals of Aviation Operations, 2020
Customs deals with the import and export of goods. Regarding passengers, customs checks the luggage of arriving passengers on the basis of existing import regulations on import tax duties, and on import restrictions on certain goods. Immigration deals with the passenger’s identity and travel documents, such as their passport and visa. Every international airport has an immigration check upon arrival, while many countries perform such check upon departure as well. At hub airports, the custom- and immigration check is required for passengers arriving from an international flight and connecting to a domestic flight, as custom and immigration is performed at the first airport of entry into the destination country.
Energy and Transport
Published in Clive Beggs, Energy: Management, Supply and Conservation, 2010
Table 4.4 shows similar data for aviation transport [6]. These data are presented in terms of CO2 emissions per passenger-kilometre for domestic, short-haul and long-haul flights, respectively. From these data it can be seen that longer flights tend to produce fewer CO2 emissions. The reason for this is that large amounts of fuel are consumed during take-off and landing, which makes up a greater component of a domestic flight compared with a long-haul international flight.
International Aviation
Published in John G. Wensveen, Air Transportation, 2018
The conference specified that an aircraft engaged in international flight must carry certain documents, including certificates of registration and airworthiness, licenses for crew members, a logbook, and passenger or cargo manifests. The carriage of munitions was prohibited, and it was specified that a state might restrict the carriage of other articles if these regulations are applied uniformly to the aircraft of all other states.
Flexibility and adaptability within the context of decision-making in infrastructure management
Published in Structure and Infrastructure Engineering, 2022
Mauricio Sánchez-Silva, Wilmar Calderón-Guevara
For runways, a factor of safety approach was implemented so that the relationship between capacity and demand should always satisfies with Once an airplane has landed, it should be served at a gate (for passenger boarding and disembarking). This service period takes some predefined time, which depends of several factors including airplane size, or whether it is a domestic or international flight, among others. In the example, it is assumed that aircraft delays in being served can be associated with two situations: (i) an airplane lands and wants to park at the terminal (international or domestic) but there are not gates available –in this case it must wait until the first plane leaves a gate–; or (ii) an airplane has been serviced at gate and it is ready for take-off, but runways are busy with other operations and it has to wait its turn.
Developing a fatigue questionnaire for Chinese civil aviation pilots
Published in International Journal of Occupational Safety and Ergonomics, 2020
Jing Dai, Min Luo, Wendong Hu, Jin Ma, Zhihong Wen
Above all, the international flight pilots’ score for sleep quality was slightly higher than that of the domestic flight pilots, but it did not reach statistical difference. This result might be related to civil aviation policies for international flight pilots, which provide them sufficient opportunity to sleep [45]. But some international flight pilots had taken some sleep medications to improve sleep, which suggested that these pilots might suffer from sleep disorders (e.g., dyssomnia). If the pilots suffered from serious sleep disorders, this would endanger flight safety [37]. Through the data analysis, we found that the sleep quality of pilots who had taken sleep medications was significantly lower than those who had not. This indicated that transmeridian flights affected pilots’ sleep quality and some pertinent measures or strategies should be taken to prevent fatigue-related risk, and the civil aviation pilots' fatigue questionnaire may play a role in identifying and preventing this risk.
The cost of abatement options to reduce carbon emissions from Australian international flights
Published in International Journal of Sustainable Transportation, 2018
Kwong-sang Yin, Adrian Ward, Paul Dargusch, Anthony Halog
In 2012, 13.1Mt of CO2 emissions was generated on Australian international routes transporting 21.4 million passengers and 1.68 MT freight (Yin et al., 2015). This was estimated using a carbon calculator that was based on the ICAO Carbon Calculator with modified Core Inventory of Air Emission (CORINAIR) fuel burn tables and does not take into consideration the class of travel (European Environment Agency, 2006; Horton, 2010; ICAO, 2014; Yin et al., 2015). The modified CORINAIR fuel burn tables are more accurate and there are additional fuel burn tables for newer aircraft (European Environment Agency, 2006; Horton, 2010). The calculator assumes that aircraft will fly the great circle distance route between airports, and to account for air traffic congestion an additional 50–125 km was added to distance flown (ICAO, 2014). Payload is made up of the weight of passengers, luggage, and freight where the average passenger weight is 85 kg with luggage of 15 kg on single-aisle aircraft that are used mainly on short-haul international flight and 25 kg on twin-aisle aircraft. Qantas was the largest emitter and Air Asia X and Cathay Pacific were two of the most CO2-efficient airlines while flying identical aircraft types to and from Australia in 2012 (Yin et al., 2015). Low-cost carrier Air Asia X achieved a CO2 efficiency of 0.59 grams (g) of CO2 for each kilogram (kg) of payload transported over a kilometer (km) by carrying more passengers whereas the traditional network carrier Cathay Pacific achieved a CO2 efficiency of 0.6 g of CO2 for each kg of payload transported over a km by carrying more freight on each flight (Yin et al., 2015).