Abstract
Due to the uncertainty and difficulty of estimating the investment payback period of the airport bridge facility, a model for calculating the investment payback period of bridge facility is proposed in this paper from the perspective of airport routine operation. Based on the actual operational data of Kunming Changshui Airport, Wuhan Tianhe Airport, and Lijiang Sanyi Airport in 2018, the factors influencing the payback period of bridge facility are the number of bridge facilities and service time, which have been discussed in this paper. According to the simulation, it is concluded that the number of bridge facilities and service time are the key points to the length of the investment payback period, and the annual operating cost of the airline can be saved quite a lot. The research results can be used to assist the leaders’ decision-making of airports and airlines for the promotion of the service of bridge facilities.
Highlights
Auxiliary power unit (APU) can supply the aircraft with power and air source
Since its fuel consumption rate is lower than that of main engines, APU can often be used as an alternative to the main engines for providing lighting, air condition, and air source when the aircraft is in the process of maintenance and transition
With the “energy-saving emission reduction” work promoted by CAAC recently, Guangzhou Baiyun International Airport, Chengdu Shuangliu International Airport, and Xi’an Xianyang Airport have installed the bridge facility on the gallery bridge to provide the lighting, air condition, and air source for the aircraft instead of using APU, which can reduce the exhausted gas emission and noise pollution to a certain extent
Summary
Auxiliary power unit (APU) can supply the aircraft with power and air source. Since its fuel consumption rate is lower than that of main engines, APU can often be used as an alternative to the main engines for providing lighting, air condition, and air source when the aircraft is in the process of maintenance and transition. Due to the cost of installation and maintenance of the bridge facility, the lack of strong promotion policy and standard operation process and other factors such as airline company and pilot’s incompatibility, there appears uncertainty of the investment recovery period and the annual operating profit of these facilities. Erefore, the popularization of bridge facilities in domestic trunk and hub airports will meet with many difficulties, and the research on the operation cost, income, and payback period of investment of the bridge facilities will be imperative. There have been no related research studies such as the operating cost of the bridge facilities and the payback period from the view of the airport. The number of bridge facilities of the hub, trunk, and feeder airports was predicted based on the shortest payback period and the maximum annual profits. e research results can be used to assist the leaders’ decision-making of the airports and airlines for the promotion of the service of the bridge facilities
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