Developing a practical and theoretical transition from Pavement Classification Number to Pavement Classification Rating for regional airports

All runways used by civil aircraft are classified according to their strength and they are given a load classification number (LCN) or single wheel loading (SWL) of its weakest point. Currently, the load bearing strength of a runway is reported using empirical approaches recommended by the International Civil Aviation Organisation (ICAO). The ICAO has adopted a pavement classification system for reporting airfield strength known as aircraft classification number (ACN) and pavement classification number (PCN). This system reports a unique PCN, which indicates that an aircraft with an ACN equal to or less than the PCN can operate on the runway. ACN/PCN method enables evaluation of interaction between the aircraft landing gear and the runway pavement without a reference to the pavement thickness and it does not take potential runway deflection into account for this reporting. This paper presents an argument to include analytically calculated potential deflection for runway bearing strength reporting. It may be considered as a step towards rationalising the ACN-PCN system. The study reviews and analyses the suitability of the international practice of LCN reporting system. In conclusion, it is suggested that the bearing strength of a runway pavement should be reported using analytically calculated potential deflection.

Aircraft Classification Rating-Pavement Classification Rating (ACR-PCR) is a system to determine the PCR value of runway pavement strength and recommended for runway maintenance issued by International Civil Aviation Organization (ICAO) based on ICAO Advisory Circular (AC) 150/5335-5D of 2022, as a replacement for the Aircraft Classification Number - Pavement Classification Number (ACN-PCN) system that has been used since 1980. The implementation of the ACR-PCR Method is determining the strength value of runway pavement can be used as a reference in holding the load of aircraft that have a lower or the same ACR value. The ACR-PCR system was published in order to plan a more rational pavement structure strength by analyzing the response of the pavement structure to the weight of aircraft movement on the runway. The calculation was carried out using the modulus of elasticity of each layer on the runway pavement structure with a more specific type of material. Sultan Mahmud Badaruddin (SMB) II Airport is one of the airports in Indonesia that is currently in the process of transitioning using the ACN-PCN system to ACR-PCR system for runway strength reporting. Base on data of aircraft movement at SMB II airport management in 2024 and calculated by using FAARFIELD 2.1 software, PCR value for the critical runway strength of SMB II Airport was 890 F/C/X/T with a critical aircraft is Boeing B747-400.

<p>Since the reform and opening up, the civil aviation industry has accelerated its pace of development and achieved world renowned achievements. It has been the world’s second largest civil aviation transportation market for many years. With the rapid development of the civil aviation industry, the construction of transportation airports has always maintained a rapid development trend, the number of airports and business volumes continue to increase, and the annual passenger throughput has basically maintained a double-digit rapid growth. However, at present, the popularity of China’s aviation market is not high, the situation of insufficient capacity of regional airports and large losses has not changed, and a balanced and coordinated development of the airport system has not really taken shape. If China is to move from a major aviation country to an aviation power, it must make up for the shortcomings of insufficient regional airport development as soon as possible. The regional tourism airport is the main component of the regional airport and the most active part of the development of regional airports. It complements the development of regional airports and focuses on accelerating the development of regional airports. Airport A was completed and opened to traffic in May 2017. It is a young and distinctive regional tourist airport. The annual passenger throughput has jumped from more than 100,000 passengers to more than 500,000 passengers in 2019. In the operation process, there are many worth learning from local. Especially in terms of cost control, Airport A creates “airport+” tourist traffic to improve passenger throughput, promotes a transition to management to adjust and optimize the cost structure, green planning and construction to reduce resource and energy consumption, and combines supervision with services to enhance the effectiveness of financial supervision, all of which give a good inspiration for other regional tourism airports to improve cost control.</p>

In a modern society, connectivity is the basis for economic competitiveness, social reform, regional development and cultural exchange. City airports serving mature markets have already expanded to meet existing and future demand and the challenge for the airport industry is now focused on the development of the secondary and regional airports to accommodate further air transport demand. Consequently, regional airports attract the interest of investors by providing new business opportunities. Although airports bring significant benefits to local and national economy, their contribution to environment disturbance in local and global scale is significant. As a result of the growing environmental sensitivity, airport environmental management is a crucial element of the aviation industry development. This is for reasons related to the control of community and nongovernmental organisations (NGOs) complaints on one hand, and to meet the regional and national targets set by the civil aviation and local authorities on the other hand. Especially for regional airports, the need to identify the environmental issues is essential, because their business development is directly linked to disturbance in the environment and to the local/national communities’ level of tolerance. Although environmental management process is crucial to regional airport development, there is little research related to measuring the efficiency and the performance of their environmental management systems. Nevertheless, not many regional airports, especially those serving fewer than 5 million passengers, annually, have set specific targets for their environmental performance. This paper presents the results of the evaluation of 10 European regional airports’ environmental plans. Conventional wisdom is to provide some key messages, in order to improve the planning and decision process in airport environment management, as well as highlight some recommendations for further research in the future. The key research finding is that the national legislation framework and resident’s ethics along with the airport business factions (such as the management scheme, the location topology and the airport size) are essential elements strongly related to regional airport’s environmental efficiency.

In 2022, the International Civil Aviation Organization (ICAO) introduced the Aircraft Classification Rating – Pavement Classification Rating (ACR-PCR) system, replacing the globally adopted Aircraft Classification Number – Pavement Classification Number (ACN-PCN) system for airfield pavement rating. This paper examines the performance of airfield rigid pavements using Federal Aviation Administration methodologies, analysing two airports with rigid pavements as case studies in the published literature. The study compares results from the ACR-PCR and ACN-PCN methods across 36 types of aircraft. The ACN and ACR values of various aircraft were calculated using different subgrade categories. For a single rigid pavement layer, varying thickness was considered to determine the PCN and PCR values. The results reveal that the ACN-PCN method produces more moderate outcomes than the ACR-PCR method. In addition, rigid pavement thickness significantly influences PCN values compared with PCR. These findings can assist airport administrators in preparing for the transition from the ACN-PCN system to the ACR-PCR system.

Pavement performance of airport runway plays a key role in the process of aircraft landing and takeoff. To predict runway pavement performance in life cycle, a novel artificial neural network (ANN) has been developed since 2011 by Civil Aviation University of China (CAUC). Evaluation data of 33 runways were used to train, validate and optimize the ANN by a series of heavy weight deflectometer (HWD) tests. By estimating the simplified pavement damage index (ξ) in ANN, investigations on the influences of service life and air traffic on runway pavement performance were analysed. The outcomes from our analysis lead to a novel method of estimating and classifying runway pavement performance in entire service life. Besides ANN analysis, in situ experiments on runway pavement from 2014 to 2018 were also conducted to verify the predicted results. It demonstrates that ANN is an efficient and alternative tool in predicting runway pavement performance. The results show that the service quality of runway pavement decreases in a linear (non-linear) way for regional (hub) airport. In the process of runway pavement deterioration, service life plays a key role in all airports, while air traffic has the greatest contributions to the hub airport. Then runway pavement performance can be classified according to the simplified pavement damage index. In this way, the runway pavement performance in life cycle can be divided into four zones from excellent, good, poor to dangerous. It is possible to help airport agencies to make scientific decisions on runway pavement maintenance, rehabilitation and reconstruction.

The presented article is focused on funding options of regional airports. It describes the provision of state aid to regional airports, and it defines the regional airport, its specifications, and problems. From the view of the present legislation, it evaluates the European Union legislation and its application, it also analyses the state aid provision in civil aviation. In the context of the ongoing Covid-19 pandemic, it describes the situation in air transport and solves the provision of state aid to regional airports in Slovak Republic. Based on acquired knowledge and information, it suggests the changes in the legislation, and it brings a new vision how to improve the situation of regional airports not only in Slovak Republic, but also in the world.

The International Civil Aviation Organization (ICAO) is an important institution that mandates the world's civil aviation authorities to play a role in reforming Standards and Recommended Practices (SARPs) of civil aviation. SARPs are the main reference for all parties related to the issue of international civil aviation. Indonesia's relationship and cooperation with the ICAO is therefore, important and should be a priority. ICAO is an organization where Indonesia is able to protect and defend its national interests. Relations and cooperation with ICAO are priorities in order to help and improve Indonesian civil aviation safety and security. This study was based on observations made by the Permanent Delegation of Republic of Indonesia on the diplomatic role played in ICAO during 2020 by studying the latest aspects of ICAO governing bodies, development of specific issues, pending issues and follow-up of Indonesia diplomatic role in ICAO. In general, the aim of the diplomatic role in ICAO is focused on supporting the achievement of three items; 1) securing Indonesia's national interest in international civil aviation cooperation; 2) support international civil aviation programs and issues that are ICAO's priority; and 3) improve Indonesia's position in ICAO, especially in order to prepare for Indonesia's candidacy to the ICAO Council.

The goal of this research was to quantify emissions of carbon dioxide (CO(2)), nitrogen oxides (NO(x)), particle number, and black carbon (BC) from in-use aircraft and related activity at a regional airport. Pollutant concentrations were measured adjacent to the airfield and passenger terminal at the Roanoke Regional Airport in Virginia. Observed NO(x) emission indices (EIs) for jet-powered, commuter aircraft were generally lower than those contained in the International Civil Aviation Organization databank for both taxi (same as idle) and takeoff engine settings. NO(x) EIs ranged from 1.9 to 3.7 g (kg fuel)(-1) across five types of aircraft during taxiing, whereas EIs were consistently higher, 8.8-20.6 g (kg fuel)(-1), during takeoff. Particle number EIs ranged from 1.4 × 10(16) to 7.1 × 10(16) (kg fuel)(-1) and were slightly higher in taxi mode than in takeoff mode for four of the five types of aircraft. Diurnal patterns in CO(2) and NO(x) concentrations were influenced mainly by atmospheric conditions, while patterns in particle number concentrations were attributable mainly to patterns in aircraft activity. CO(2) and NO(x) fluxes measured by eddy covariance were higher at the terminal than at the airfield and were lower than found in urban areas.

The Civil Aviation Authority's (CAA) modelling of UK airport traffic intentionally concentrates on the South East capacity issues. Its treatment of regional airports therefore is less rigorous, yet attempts have been made by others to use the regional forecasts as a basis for planning regional airports. A review of the CAA's modelling shows that there are characteristics, in the form and calibration of the models and also in the indiscriminate treatment geographically of trip generation, which make it less suitable for modelling regional airport choice in its present form. (A)

Established by the Convention on International Civil Aviation, which resulted from the Chicago Conference on International Civil Aviation of 1944, the International Civil Aviation Organization (ICAO) is charged with responsibilities regarding both air navigation, which relates principally to the technical and operational aspects of aircraft movement, and air transport, which relates to the transportation by air of passengers, baggage, cargo and mail. In ICAO s sixty years of operation, the prime objective of promoting and enhancing aviation safety (technical and operational safety of flight), has been supplemented by the objective of promoting and ensuring aviation security (safeguarding civil aviation against acts of unlawful interference).In this book, one of the world's foremost authorities on aviation law well-known as a major mover in numerous ICAO initiatives and projects, and as teacher, author, and lecturer describes and analyzes, in comprehensive detail, the entire legal regime contemplated by ICAO. Among the topics and issues covered are the following:functions of the various ICAO organs; standard setting procedure; membership and adherence; judicial and quasi-judicial competence; standards for airports and air navigation facilities; ICAO relations with states and other international organizations; economic regulation and aspects of economic planning; aircraft noise, land use, and other environment-related issues; and dispute settlement.The author gives in-depth attention to the ICAO standards and recommended practices (SARPS) governing such elements as meteorological service, aircraft registration, airworthiness of aircraft, aeronautic telecommunications, air traffic services, search and rescue procedures, accident investigation, environmental protections, and transport of dangerous cargo. Of special value is his description of the new integrated global satellite-based system, in process of gradual implementation, designed to support communications, navigation, surveillance, and air traffic management for the needs of commercial and non-commercial aviation. Useful appendices include the text of the Convention on International Civil Aviation and a list of ICAO member states. With up-to-date commentary and analysis, this book is a fundamental resource for all professionals, legal and other, concerned with civil aviation.

With the continuous enhancement of state support, China’s civil aviation has ushered in an unprecedented period of development. At the same time, along with the continuous expansion of urban construction land and the large number of new urban infrastructure building, the existing land use of regional airports in some small and medium-sized cities in China has contradicted the urban development direction and non-airport infrastructure construction. The more cities began to relocate the existing regional airports. Taking the Nanyang Airport relocation project as an example, this paper starts from the four aspects which are civil aviation status and development constraints, the influencing factors and necessity analysis of airport relocation, civil aviation development prospects and scale prediction, and the factors affecting the site selection of airport relocation. Based on the above analysis, we propose the basic framework, research methods and implementation strategies for the location of the relocation of the regional airport, which are expected to provide a reference for the relocation of other regional airports.

No Country Left Behind (NCLB) is a proactive initiative of International Civil Aviation Organization (ICAO) that is confined to the nineteen Annexes to the Chicago Convention and ICAO’s safety and security audits. This gives one the impression that, beyond assisting Member States on complying with the Standards and Recommended Practices (SARPs) of the Annexes, ICAO has no further responsibility to its Member States. History and common sense show otherwise as this article argues. Repeatedly, sessions of the ICAO Assembly have linked this initiative to air transport in Resolutions adopted on the economic development of air transport. A fortiori, the ICAO Strategic Objective on the economic development confirms a ‘leadership’ role for ICAO requiring that ICAO focuses on taking the lead in guiding and assisting States in their economic policies, particularly in adapting them to market forces. Although this is by no means a prescriptive role, it nonetheless behoves ICAO to engage in studies on trends in air transport and guide, inform and educate States on achieving equality of opportunity to compete economically and use air transport as an engine of development. As this article argues, a viable tool exists in the form of the Technical Assistance Programme of ICAO. In the least, the glaring conundrum presented between ICAO’s approach to air transport and the direction set by its own Strategic Objective bears a compelling need for further study. No country left behind, air transport, leadership, ICAO Assembly, Chicago Convention, competition

สารนิพนธ์ฉบับนี้มีวัตถุประสงค์การวิจัย สองข้อ คือ หนึ่ง การวิเคราะห์เหตุปัจจัยที่ทำให้องค์การการบินพลเรือนระหว่างประเทศ (International Civil Aviation Organization : ICAO) ทำงานด้านการกำกับดูแลมาตรฐานความปลอดภัยได้อย่างมีเข้มแข็งและมีประสิทธิภาพ โดยพิจารณาจากการที่ประเทศต่างๆ ยอมรับและปฏิบัติตาม ข้อกำหนดต่างๆ ที่เกี่ยวข้องกับมาตรฐานความปลอดภัย และ สอง เพื่อแสดงให้เห็นการทำงานของ ICAO และการปฏิบัติตามข้อกำหนดของประเทศสมาชิกจากปัจจัยที่ได้วิเคราะห์ไว้ โดยใช้กรณีประเทศไทยที่ ICAO เข้ามาตรวจสอบและได้รับเครื่องหมายธงแดงเป็นกรณีศึกษา สารนิพนธ์มีข้อเสนอหลักตามกรอบแนวคิดทฤษฎี Neoliberal Institutionalism ว่า ICAO สามารถช่วยรัฐสมาชิกบรรลุความร่วมมือและผลประโยชน์ร่วมกันในด้านการบินพลเรือนด้วยการทำหน้าที่วางข้อกำหนดเกี่ยวกับมาตรฐานและมาตรการด้านความปลอดภัยให้รัฐสมาชิกรับไปปฏิบัติ และจัดระบบตรวจสอบการรักษามาตรฐานของสมาชิก ความเข้มแข็งของ ICAO มาจาก สามปัจจัยสำคัญ ปัจจัยแรกมาจากการที่ ICAO เป็นกลไกเชิงสถาบันทำหน้าที่เป็นจุดประสานการกำหนดและตรวจสอบมาตรฐานความปลอดภัยของกิจการการบินพลเรือนระหว่างประเทศ ทำให้การดำเนินการของแต่ละประเทศเป็นไปอย่างสอดคล้องและมีประสิทธิภาพสม่ำเสมอกัน ปัจจัยที่สอง การปฏิบัติตามข้อกำหนดและคำวินิจฉัยของ ICAO มาจากการที่แต่ละประเทศมุ่งรักษาผลประโยชน์ของตนเอง ไม่ต้องการนำเรื่องความปลอดภัยของการบินพลเรือนไปเสี่ยงกับประเทศที่ ICAO ตรวจสอบพบว่าการดำเนินการไม่ได้มาตรฐาน และปัจจัยที่สาม มาจากข้อเสนอของ Ian Hurd เกี่ยวกับความสัมพันธ์ระหว่างความชอบธรรมขององค์การระหว่างประเทศกับการปฏิบัติตามของรัฐสมาชิก สารนิพนธ์เสนอว่า ICAO ได้รับการยอมรับจากรัฐสมาชิกเพราะกฎข้อบังคับและมาตรฐานด้านความปลอดภัย ICAO มีความน่าเชื่อถือ ได้รับการพัฒนาอย่างต่อเนื่อง และแนวทางดำเนินการตรวจสอบของ ICAO มีความชัดเจน โปร่งใส และปฏิบัติต่อทุกประเทศด้วยมาตรฐานและแบบแผนอย่างเดียวกัน กรณีศึกษาประไทยกับ ICAO สะท้อนให้เห็นถึงความสำคัญของปัจจัยทั้งสามอย่างชัดเจน ดังจะเห็นได้ว่าหลังจากไม่ผ่านการตรวจสอบและได้รับธงแดง ทางการไทยได้เร่งแก้ปัญหานี้อย่างเร่งด่วนโดยถือเป็นวาระระดับชาติเพื่อปรับปรุงระบบกำกับดูแลกิจการการบินพลเรือนของไทยให้ได้ตามมาตรฐานของ ICAO จากกรณีศึกษานี้ สารนิพนธ์มีข้อเสนอแนะให้หน่วยงานที่เกี่ยวข้องกับด้านการบินควรมีการพัฒนามาตรฐานความปลอดภัย ปรับปรุงและแก้ไขข้อกำหนดต่างๆ อีกทั้งควรมีการประชาสัมพันธ์และให้ความรู้ที่เป็นมาตรฐานเพื่อประสิทธิภาพสูงสุดในการปฏิบัติงาน

Regional governance under State responsibility is an undeniable necessity in ensuring safety in air transport. However, since international air transport crosses boundaries and all regions of the world, a certain stringent global regulatory system is required, and this objective cannot be reached unless the safety oversight system is decentralized into safety agencies in each region. This is because although air transport is still considered the safest mode of travel, constant and diligent vigilance in ensuring the safety of aviation is required. The International Civil Aviation Organization (ICAO), which is the global forum for aviation, provides this guidance and direction and encourages States to form regional civil aviation bodies in regions where they do not exist. Since almost all regional civil aviation bodies have their own Constitutions, these Constitutions should recognize the need for increased cooperation with ICAO and ICAO should actively seek such an inclusion. Cooperation could include assignment of tasks related to oversight, accident investigation, sharing of information, and the conduct of training in collaboration with ICAO. Some of the measures that are suggested in this article include the initiation by ICAO, where appropriate, of periodic meetings with regional civil aviation bodies and the setting up of panels that include members from ICAO and each regional body on a selective basis. These panels is could recommend and monitor issues of cooperation, including cooperation between the various regional organizations. There is also the compelling need to define the role that regional organizations and regional civil aviation bodies would play in working closely with ICAO; and the adoption of a policy with regard to cooperation with regional organizations and regional civil aviation bodies. ICAO should also ascertain the role to be played by its regional offices in coordinating ICAO cooperation with such bodies. Consideration should be given to providing appropriate resources in regional offices where necessary. This article discusses in some depth the various regional safety oversight organization (RSOO) agencies and examines the legal and regulatory basis of ICAO’s role with regard to the establishment and functions of RSOOs with reference to selected regional oversight organizations around the world.