Number Of Aircraft Operations Research Articles

Modeling the air quality impact of aircraft emissions: is area or volume the appropriate source characterization in AERMOD?

AbstractModeling dispersion of aircraft emissions is challenging because aircraft are mobile sources with varying emissions rates at different elevations depending on the operating mode. Aircraft emissions during landing and take-off cycle (LTO) influence air quality in and around the airport, and depending on the number of aircraft operations and location of the airport, this influence may be significant. AERMOD (v22112) incorporates a variety of conventional source types to characterize the intended emissions source, leaving the question of which conventional source type(s) best characterizes aircraft activities across the four modes of LTO cycle, unanswered. Currently, the publicly released version of FAA’s Aviation Environmental Design Tool (version 3e) models aircraft emissions as a set of AREA sources for all flight segments. A research version of AEDT allows users to model aircraft sources—both fixed wing and rotorcraft—as a series of VOLUME sources in AERMOD. However, both source treatments do not account for plume rise of aircraft jet exhaust. This paper compares AERMOD’s performance in describing SO2 concentrations associated with airport sources by comparing model results from the two source options during the summer campaign of the Air Quality Source Apportionment study conducted at the Los Angeles International Airport. We conclude that both VOLUME source and AREA treatments overestimate the highest observed SO2 concentrations despite not accounting for background sources. The VOLUME source option reduces this overestimation by using a higher initial plume spread than the AREA option does, and through the inclusion of meander. Our results suggest the need to include the plume rise of jet exhaust when using AERMOD for airport air quality studies.

항공기 소음 총량제를 이용한 공항 활성화에 관한 연구

Airports want to revitalize airport use by increasing the number of flights. Residents of aircraft noise-affected areas believe that an increase in aircraft operation leads to an increase in aircraft noise. As the distance from the aircraft decreases or the engine thrust increases, the noise increases. However, in the opposite situation, aircraft noise is reduced. The efficient management of aircraft operating conditions can increase the number of flights without increasing aircraft noise, this management of the amount of noise generated by aircraft is defined as an aircraft noise limiting system. In airports, it is necessary to use the aircraft noise limiting system, which does not increase the aircraft noise even if the number of aircraft operations is increased, as it can increase the number of passengers using aircraft and revitalize the airport.

Towards resilient infrastructure systems for winter weather events: Integrated stochastic economic evaluation of electrically conductive heated airfield pavements

The impact of ice and snow on transportation infrastructure adds significant expense to the U.S. economy through the cost of snow removal, pavement deterioration, and profit lost due to travel delays, particularly for airport travel. Therefore, alternative snow removal practices are needed to reduce the costs and increase resiliency of communities when faced with harsh snowfall conditions. This study investigates the economic viability of electrically conductive concrete (ECON) heated pavement systems (HPS), based on construction and operational experiences with the first full-scale ECON HPS at a U.S. airport (Des Moines International Airport (DSM)). Monte Carlo simulation-based analysis was also conducted to quantify the most significant variables influencing the overall economic viability of ECON HPS. The results of analysis indicate that benefits of implementing this system would outweigh its costs with more than 70% reliability. The results of sensitivity analysis indicate that number of aircraft operations would strongly affect the benefit-cost ratio (BCR). The simulation was also designed and run for the Minneapolis-St. Paul International Airport, MN (MSP), which has six times more enplanements than DSM. The simulation results showed a 92% relative likelihood that the BCR ratio of implementing ECON HPS in MSP would be greater than one.

Aircraft Repair and Withdrawal Costs Generated by Bird Collision with the Windshield

According to available data released by the European Aviation Safety Agency (EASA) in the period from 1990 to 2007, more than 94,743 collisions with birds occurred on the territory of US, UK and Canada. In some parts of the world bird population is significantly growing. Also, the number of aircraft operations has increased in recent decades, and more importantly, their increase is expected in the future as well. In these conditions, the number of aircraft collisions with birds is expected to grow. Bird strikes are affecting safety and also generate additional costs in air traffic. This paper will show what type of bird strike costs exist with focus on repair and withdrawal of bird strike costs. Repair and withdrawal costs due to bird strike are specific because they could vary from insignificant amount up to millions of dollars and because of its unpredictability.

Development of an Airport Choice Model for General Aviation Operations

The general aviation airport choice model is used to estimate general aviation (GA) person trips and number of aircraft operations through a set of airports given initial trip demand (GA person trips) from a set of counties. A pseudogravity model embedded in the model is used to distribute the intercounty person trips to the set of airports. The interairport person trips are then split into person trips by aircraft type (single, multiple, or jet engine). To split the trips, an attractiveness factor is developed on the basis of average occupancy, level of use, a distance distribution factor, and number of operations of each aircraft type. The person trips by aircraft type are then converted to aircraft operations with the use of occupancy factors for each aircraft type. The final model output is the number of aircraft operations by each aircraft type, in the form of three interairport trip tables. The estimated GA operations provide a means of assessing the impact of GA activities on the National Airspace System. The model output may also be used to assess the viability of GA aircraft as a competitive mode of transportation for intercity travel.

Development of an Airport Choice Model for General Aviation Operations

The general aviation airport choice model is used to estimate general aviation (GA) person trips and number of aircraft operations through a set of airports given initial trip demand (GA person trips) from a set of counties. A pseudogravity model embedded in the model is used to distribute the intercounty person trips to the set of airports. The interairport person trips are then split into person trips by aircraft type (single, multiple, or jet engine). To split the trips, an attractiveness factor is developed on the basis of average occupancy, level of use, a distance distribution factor, and number of operations of each aircraft type. The person trips by aircraft type are then converted to aircraft operations with the use of occupancy factors for each aircraft type. The final model output is the number of aircraft operations by each aircraft type, in the form of three interairport trip tables. The estimated GA operations provide a means of assessing the impact of GA activities on the National Airspace System. The model output may also be used to assess the viability of GA aircraft as a competitive mode of transportation for intercity travel.

Deterministic Models for Degraded Airside Capacity and Delays

This paper presents deterministic models for estimating airspace and airport capacity and delays during equipment outages. The National Airspace System (NAS) is very complex and consists of almost 48,000 reportable facilities and services that support air traffic control with very diverse functions and technologies. To better understand NAS performance and develop a methodology for estimating degraded capacity, previous studies about equipment outages and about airspace and airport performance are first reviewed. A deterministic aircraft separation model is used to estimate degraded capacity. It is useful for quick estimates of the number of aircraft operations per facility under some predefined conditions (i.e., mile-in-trail separation and aircraft mix), but does not estimate delays. A deterministic queuing approach is used for estimating delays due to single outages for a hypothetical airport and terminal airspace area. It can also estimate the number of aircraft experiencing queuing and the queue duration, while considering arrival and service rates that vary over time.

Method for evaluating trends in airport noise impacts

A method was developed for determining the area exposed to airport noise by J. Watson Noah, Inc. for the CAB. Based upon the relationship between the magnitude of a contour area and the number of aircraft operations at an airport, the method permits the rapid estimation of the area contained within the Ldn = 65‐dB contour. This paper discusses the validity of applying this method to various size airports and its use in determining trends in noise impact at airports.

Community response to aircraft noise: level versus number relationship

Response behavior in terms of a typical scale of individual annoyance was examined for various categories of level and number of aircraft operations. The data base was obtained from social surveys and acoustical measurements around nine airports in the USA during the period 1967–1971. For the sample as a whole, adverse response tended to increase with the energy-mean perceived noise level of aircraft operations; in relation to numbers of operations, however, response tended to peak in the 100–200 operations per day category rather than increase monotonically. This result does not conform to certain accepted response models, suggesting a need to develop and test other models. [Work supported by NASA.]

Terminal air traffic flow and collision exposure

The actual incidence of midair collisions and near midair collisions in terminal areas between controlled and uncontrolled traffic can be expected to depend on the number of aircraft operations, the relative location and utilization of airports and runways in each terminal, the restrictions on the use of the terminal airspace imposed by topographical features and arrival/departure routes, the incidence of marginal visibility, and the effectiveness of traffic advisories warning of potentially conflicting traffic. This paper shows that the relative incidence of collision exposure in the various terminals, as measured by the number of hazardous near midair collisions reported in these terminals during the 1968 FAA Near Midair Collision Study, is accounted for to a remarkable extent by the relative number of operations and the relative degree to which controlled and uncontrolled aircraft share the same airports. Only a very few specific terminals, where the unequal influence of the other factors cited is believed to be significant, depart somewhat from this finding.