General Aviation Airports Research Articles

A normative framework for assessing the economic impacts of general aviation airports

AbstractDespite the significant contribution of general aviation airports to the economic development of communities and regions, very little wok has been done to realistically measure the economic benefits of these airports. This paper presents a normative framework to forecast the economic impacts of general aviation airports. It also presents a conceptual design of a management information system to enhance the role of general aviation airports in the future economic development of regions.

Promoting General Aviation Transportation in Community Economic Development Through General Aviation Public Airport Managers and State Department of Aeronautics Officials

It is very difficult to pinpoint the specific Wtransportation development needs of general aviation airports and their surrounding communities. Often, insufficient management expertise at individual airports, coupled with the state's occasional unfamiliarity with specific community problems, hinders the state's effective administration of airport assistance programs. Therefore, state officials would benefit from the airport administrators' opinions concerning how state programs might be modified to best meet individual airport needs. This paper describes a study which reveals wdifferences in perceptions· between the Alabama Department of Aeronautics (DOA) and individual general aviation public airport managers. This study examines qualitative perceptions of 15 airport factors, such as paved runway length, adequate taxiways, approach aids, hangar/tie-down space, and strong airport management, plus community support areas, such as nearby hotel/motel, industrial park, and ground transportation. Airport managers judged these factors at their own airports, ideal airport, and at several chosen as a control mechanism. Airport managers were also asked to reveal sources and amounts of funding received for capital projects and operational needs. When compared with funding data from official sources, significant discrepancies were observed. Data were obtained through a mail survey. Of the 79 strictly general aviation public airports surveyed, 54 responses were returned (68% response rate). Analysis revealed many significant differences in perception factor scores. Not only were there differences in perceptions between airport managers and DOA officials, but also between the managers' perceptions of their own airports versus the widea1 airportW revealing 10 areas where improvements are recommended (including the perception factor of strong airport management).

Aircraft noise annoyance at three joint air carrier and general aviation airports.

The results of social surveys conducted near three airports that support both general aviation and scheduled air carrier operations are presented and discussed. Inferences supported by these data include: The nature of noise exposure and community reaction at smaller airports may differ from that at larger airports; survey techniques are capable of identifying changes in annoyance associated with numerically small changes in noise exposure; changes in the prevalence of annoyance are causally produced by changes in noise exposure; and changes in annoyance associated with changes in exposure vary with time.

Community response to noise: is all noise the same?

There have been nearly a dozen papers published in the last 5 years which compare community response to noise from several different sources such as road and rail traffic. This paper draws on those and other studies to address three questions. First, is the variation in results simply due to random sources or measurement error, such that use of an "average" dose-response curve is appropriate, or is there some identifiable systematic variation? Second, what characteristics of the noise or community might lead to systematic variation, if there is any? Third, under what conditions is it reasonable to use an average function, even if there are systematic variations? Both of the first two questions receive only tentative answers on the basis of available studies. Although the evidence shows different functions for different sources (e.g., rail and road noise), for different types of one source (e.g., air carrier airports and general aviation airports), and even for different studies at the same location (e.g., Heathrow), the evidence is not sufficiently strong to totally reject the idea that all of this is just random variation about an "average" response. As yet, there is no clear identification of what acoustical or community factors explain the differences in response, so it is sensible simply to use the type of source (i.e., road, rail, or air traffic noise) to categorize the differences. The answer to the third question, then, is that an "average" dose-response curve is useful in the face of limited information--that is, when we cannot specify precisely the conditions calling for different functions.

A survey of community attitudes towards noise near a general aviation airport

This paper describes a community attitudinal noise survey performed in the vicinity of the Decatur, Illinois Airport. Two hundred thirty-one respondents were drawn from four distinct noise zones in populated areas near the airport. The day/night average sound levels (DNL) ranged from 44-66 dB. The area is otherwise quiet, residential with large (1/2 acre) lots. The primary analysis arrayed the percent of respondents highly annoyed versus DNL. Good agreement was found between the results of this survey and the general relation developed by Schultz from surveys worldwide, primarily in the vicinity of large commercial airports and highways. In addition, reasonable comparisons were found between respondent estimates of the number of aircraft operations and actual traffic counts. It was also found that respondents who were highly annoyed by aircraft noise were three to four times as likely to be highly annoyed by some other noise than were other respondents.

Noise monitoring in the vicinity of general aviation airports

In order to examine issues related to noise monitoring in the vicinity of moderate-sized airports, monitoring was performed for 5 months at three sites in the vicinity of the Decatur, Illinois Municipal Airport. The study issues included (1) comparison of predicted and measured day/night average sound levels (DNL), (2) comparison of individual aircraft levels with prediction, (3) temporal sampling requirements for monitoring, and (4) validation that the measured noise is aircraft noise and not other community noise. The measured DNL and the computer predictions compare quite favorably, and most individual aircraft levels compare favorably with data in the FAA computer models. In terms of temporal sampling requirements, it appears that one can use a strategy of choosing four random weeks throughout the year (one from each quarter) to achieve a +2 to −3-dB tolerance. It was not possible to differentiate ‘‘airport’’ noise from other ‘‘community’’ noise. The results show that it may be better (and far less complex) to choose quiet sites where the airport noise predominates and measure only the total daily DNL values.

Flight Test Results for an Experimental GPS C/A-code Receiver in a General Aviation Aircraft*

This paper describes the design and flight test results of an experimental Global Positioning System receiver installed in a general aviation aircraft. These tests were part of a GPS test and evaluation project conducted for the Federal Aviation Administration by M.I.T. Lincoln Laboratory. The purpose of the project was to design a GPS C/A-code receiver that: 1) meets the current FAA requirements for two-dimensional area navigation (RNAV) systems, 2) employs techniques which could potentially lead to low-cost commercial avionics, and 3) is operationally compatible with existing ATC procedures and aircrew practices. Novel features of the design are: 1) the use of a dual-channel C/A-code receiver, and 2) the tracking of all visible satellites in view rather than a minimum set of four satellites. The system employs two DEC LSI-11/23 computers, one to perform position fixing and receiver control, and the other to perform navigation and data recording tasks. Pilot displays include a conventional course deviation indicator (CDI), omni-bearing selector (OBS), and intelligent control and display unit (CDU). The GPS receiver was flight tested at a large urban airport, at several small general aviation airports, and over mountainous terrain. The horizontal system accuracy during typical aircraft flight profiles was measured to be 333 feet (95% confidence). This level of accuracy meets the FAA's current accuracy requirements for two-dimensional area navigation systems and is consistent with future navigational accuracy requirements.

Comparison of aircraft and ground vehicle noise levels in front and backyards of residences

Investigation of aircraft overflight and ground vehicle noise around a general aviation airport provided the opportunity to measure the frontyard to backyard noise reduction afforded by residential structures for these two types of noise sources. The measured average noise reduction for two residences using passing street vehicles as noise sources was found to be 17 and 21 dBA. For aircraft overflights using identical measurement instrumentation and microphone locations, as were used for the street traffic noise, the average measured noise reduction (i.e., difference between frontyard and backyard noise levels) was found to be 0.2 and 0.4 dBA. The results of the measurements show that acoustical factors around residences are such as to generally cause substantial frontyard to backyard noise reduction for street traffic noise, but not for the noise from aircraft overflights.

Flight Evaluation of Loran-C for General Aviation Area Navigation

This paper reports on a flight evaluation of Loran-C which was part of a long range study of area navigation systems for general aviation. Tests involved two different Loran-C receivers, 6 different aircraft, and a variety of antennas. Uncorrected position fixes were typically accurate to one quarter mile. With measured corrections, repeatability was good to within 200 ft. Signal reliability was 99.7%. The receiver was not sensitive to atmospheric noise. The time difference grid demonstrated a long term stability of 0.3 microsecond. Vertical whip and ADF E-field antennas were found suitable for airborne use. Loran-C was found satisfactory for instrument approaches to runways at general aviation airports where published latitude-longitude coordinates were available. Accuracy was further improved by using locally measured Loran-C time difference coordinates.

Community Response to Noise from a General Aviation Airport

The paper provides relationships between noise level and response variables through an analysis of social survey and physical data collected around a small general aviation airport. The responses investigated included annoyance, activity interference, health effects, and non-noise effects of general aviation traffic, such as fear of crashes, air pollution, aircraft lights, house vibration, and television interference. Results indicate a much higher response than that predicted by Schultz (1978), e.g., at 30 NEF, Schultz predicts approximately 15% highly annoyed, compared with 28% in this study.

Rural industrialization and community action: New plant locations among Missouri's small towns

Abstract Small communities in Missouri can influence their attractiveness for new manufacturing plants, according to this study of new plant locations during 1972 through 1974 among Missouri towns of less than 5,000 population. Major location factors subject to community control include sewer capacity, zoning, general aviation airports, vocational‐technical schools, fire protection, and an active industrial development organization.

Noise Abatement at General Aviation Airports

Noise Abatement at General Aviation Airports

Formulation of Iowa State Airport System

An adaptation of the map method was used to identify general aviation airports appropriate for inclusion in the Iowa State Airport System. In this analysis, direct economic benefits were compared with capital costs of development for each airport as an incremental addition to the system. Economic benefits were calculated based on operating cost and travel time savings to candidate airports, if these were developed to system standards, rather than to more distant airports. Additional airports were included in order to increase geographical coverage, although the total system retained a favorable relationship between benefits and costs. The analysis was useful not only in formulating the state system, but also in establishing priorities for development among system airports.

Estimating the Noise Environment in the Vicinity of Small General Aviation Airports

Noise is of growing concern at many smaller airports particularly when expansion or new airport development is planned. To aid in evaluating the noise impact of changes in airport operations, sets of noise exposure forecast (NEF) contours have been developed for a generalized small airport. Design charts for estimating changes in the size of the NEF contours with increases in volume of operations or the introduction of business jet aircraft are also presented. The potential for drastically reducing the deterioration in the noise environment which often accompanies the introduction of business jet aircraft at small airports by use of small jet aircraft equipped with new design high bypass ratio turbofan engines is illustrated. [Work supported by the Regional Airport Systems Study, Association of Bay Area Governments.]

General Aviation's Urban Airport Capacity Problem

The characteristics of peak hour traffic are discussed, and a concept that might substantially increase the potential service capability of existing major urban general aviation airports is described. Peak hour traffic demand may be modified by allocating airport use by either week or time of day. If some of the touch and go operations which account for a high proportion of peak hour traffic could be diverted to other facilities during these hours, congestion would be reduced, and make available sizeable amounts of capacity for itinerant operations. The results of diverting peak hour training traffic to outlying airports is discussed with special reference to Buchanan-Field, Concord, California.

Planning Airports System in Paris Area

Cities need airports as they need expressways, but conflicts arise between urban development and airport planning due to the nuisances created by air traffic and the land requirements for housing and industry expansion. The solution lies in joint planning done by airport and urban authorities, which leads to proper allocation of the land and air space available, to advanced evaluation of the airports accesses capacity and of airports social and economic impact on the community. In the Paris Metropolitan Area such a systems approach has been successfully implemented and has resulted in a long term airport plan. Under this plan a new large commercial airport is under construction, general aviation airports are developed, and land reservations are made for future needs.

Operational planning for general aviation facilities at airports

Airborne Instruments Laboratory (AIL), under contract FAA/BRD-403 has developed guidance material useful in determining when separate secondary runway facilities for general aviation are beneficial and what will be the resulting increase in airport capacity. Tabular and graphic material has been prepared to show the runway layouts that are practical and the resulting increase in airport capacity as the secondary runway is increased in length from a minimum of 2200 ft, to a length equaling the primary runway. The study concludes that decisions regarding the provision of a separate runway for general aviation should be based principally on the economic benefit resulting from reduced delay with separation of types of aircraft as a secondary benefit. Major benefit occurs to the larger and heavier aircraft through reduction of delay to operations. The study also analyzes the need for instrument flight rule (IFR) capability at general aviation airports and demonstrates that a good general aviation airport should have IFR approach capability. Then, based on analysis of airspace studies in various metropolitan areas, the study presents dimensioned criteria for the airspace needed around a major airport that will accommodate the heavier general aviation and air carrier type aircraft and, for an airport that serves only general aviation of the twin-engine or smaller types.