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Issue 5 2010 / 1 October 2010 /
From January 2012, aircraft operators whose flights arrive in and depart from EU27 (plus Norway, Iceland and Liechtenstein airports) will have to comply with a CO2 emissions cap, as part of an expanded EU Emissions Trading Scheme (ETS). While IATA recognises that some economic measures can help to mitigate emissions, IATA remains opposed to national and regional cap-and-trade schemes for international civil aviation. This article presents the airline industry objectives and targets for addressing its emissions, the challenges faced in complying with the EU ETS requirements, and measures to be taken to find suitable outcomes. (more…)
Issue 2 2010 / 5 April 2010 /
2.3 million m2 must be kept free of snow and ice
Vienna International Airport is well equipped for the coming winter. In addition to roughly 500 employees who are prepared for any emergency, this ready-to-act status is supported by continuous contact with the weather service, runway and taxiway sensors and high-tech equipment.
All these preparations are important because a snowstorm with only five centimetres of accumulation means roughly 115,000 m3 of snow that must be cleared. About 64,000 m3 of snow must be taken off the runway system to prevent snowdrifts from building, and a further 51,000 m3 must be removed from the aprons. The docking positions are kept clear by loading the snow onto lorries with special equipment, and then transporting it to one of three large holding areas. In order to guarantee smooth operations, the aprons, taxiways and both runways – with a combined area of 2.3 million m2 – must be kept free of snow and ice. That compares with the space on roughly 320 football fields. Five centimetres of snowfall at the airport mean nearly 700 lorry runs for snow removal. This is the responsibility of the winter services and aircraft de-icing workforce, who operate under the motto: winter services make flight operations possible in spite of the weather.
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Issue 2 2010 / 5 April 2010 /
There are many parameters that have an impact on the aircraft traffic at an airport. Wind and runway conditions are some of the parameters needed for the pilot to calculate if he or she can take off or land at an airport. The friction value is one of the parameters used.
The friction value varies due to many different conditions. Low friction values on runways often occur in winter conditions with snow, ice or frost on the runway. But there can also be low friction values at other times of the year, for example, if there is a lot of rubber from the wheels of landing aircraft on the runway, or if the runway is wet due to rain. (more…)
Issue 6 2008, Past issues / 3 December 2008 /
Even at the world’s smaller airports, the airside environment can be a challenging place to work. For an airside driver the task of completing your duties safely, complying with safety instructions and restrictions, and maintaining a watchful eye on aircraft and other vehicles on the manoeuvring area can be particularly daunting.
An airside driver could be operating a tug responsible for towing tonnes of aircraft, worth millions of pounds, around and in-between similarly valuable and sizeable aircraft. Equally he could be an operations driver checking the runway surface and lighting, or driving a fire and rescue vehicle responding to an emergency and preparing himself for what that might bring.
Airside drivers are trained to be aware of the potential dangers of driving a relatively small vehicle behind or in front of a jet engine or in close proximity to an aircraft such as a Boeing 747, which at its highest point is nearly 20 metres tall. However, some of the biggest risks can occur in situations that do not involve operating close to an aircraft and that may appear straightforward or routine. In 2007 there were 228 runway incursions, when an aircraft or a vehicle entered an active runway without permission. Of those occurrences, over 20% happened due to airside drivers failing to follow procedures. (more…)
Issue 1 2007, Past issues / 6 February 2007 /
Munich Airport’s impressive, recent growth shows no sign of slowing. Over 30 million passengers were recorded in 2006, the first time that the airport has broken the barrier in a single operating year, and expansion plans are already in place to accommodate future demand. However, as Michael Zaddach explains, success can’t be achieved or sustained through construction alone. IT underpins Munich’s growth, invisibly smoothing operations and the processing of ever greater numbers of passengers and volumes of baggage.
Just days before Christmas 2006, Munich Airport welcomed its 30 millionth passenger for the year, cementing its claim to a permanent spot among Europe’s major air transport hubs. This milestone marked the start of the latest chapter in Munich Airport’s success story, which saw its most recent high point with the opening of Terminal 2 in 2003. Airport planners are already at work on new infrastructure projects, responding to the unabated growth in passenger numbers, take-offs and landings, and cargo volume at Munich Airport. In 2007, construction will start on a new freight facility, and an additional hotel is in the planning stage. (more…)
Issue 4 2006, Past issues / 1 December 2006 /
Security at Domodedovo International Airport is no case of Russian roulette. Lessons were learned from the terrorist events of 2004 and a commitment to innovative technology, training and technique has seen the Moscow hub exceed international standards and become a model for other airports.
The modern airport is a super-technological enterprise of increased risk, whose security complex encompasses a number of measures and activities. All other factors being equal, security of such enterprises is primarily ensured by professionalism and a high level of training of security services on the one hand, and technologies and equipment on the other.
Domodedovo International Airport is the principal air gate of Russia. Some of the largest foreign and Russian airlines fly here, such as British Airways, Thai International Airways, China Eastern, Iberia, Singapore Airlines, EL AL Israel Airlines, Royal Jordanian Airlines, BMI, Transaero, S7 Airlines and Russian AirUnion Alliance airlines. When choosing an airport, an airline considers conditions that ensure the security of its flight operations. The fact that the list of Domodedovo’s client airlines keeps growing indicates that our airport is trusted. Today, according to independent experts, Domodedovo is one of the safest European airports. (more…)
Issue 2 2005, Past issues / 10 June 2006 /
Instances of airports switching to the digital TETRA mobile radio systems are on the increase, but does this system offer a worthwhile improvement over existing technologies?
The current increase in demand at many airports makes now an appropriate time to examine improving the use of existing resources and systems. A good place to start efficiency improvements may well be the communications system. When looking at an existing system, your motives may either be to continually replace faulty parts, or to upgrade and utilise new technology for the potential operational benefit of the entire airport.
Communications are undoubtedly an important factor in running an efficient and effective business. However an airport can be considered unique in that it contains many different companies and teams, each with individual communication requirements. For example, air traffic control, airport management, security staff and catering businesses. Although working to the same goal; the smooth and timely departure and arrival of aircraft, these groups will often benefit from the increased sharing of knowledge and easier, faster and more reliable communications. (more…)
Issue 3 2005, Past issues / 16 September 2005 /
After an exceptionally lengthy development phase, the controversial plans to expand Chicago O’Hare will finally become reality later this year.
The concept of modernising O’Hare International Airport has been debated in the Chicago region for more than three decades now. Currently, the City of Chicago is preparing to move forward with the O’Hare Modernization Programme. Mayor Richard M. Daley’s solution to the problem of delays and congestion at O’Hare can be described as the most anticipated airport improvement project in the world.
O’Hare is a vital hub in our nation’s transportation system. In 2004 O’Hare set an all-time record for flight operations with more than 992,000 flights and once again held the title of the world’s busiest airport. However, the world’s busiest airport is also known as the nation’s most delayed airport. (more…)
Issue 2 2005, Past issues / 10 June 2005 /
Comprehensive surveillance of the airfield surface is coming of age in Europe with the deployment of A-SMGCS (Advanced Surface Movement Guidance and Control Systems).
Many of Europe’s major airports are now deploying co-operative sensors to complement their Surface Movement Radars (SMRs). The catalyst for this has been the deployment of Mode-S transponders on commercial aircraft, together with the development of Multilateration systems, a series of receivers that can be used to determine an aircraft’s position to great accuracy by measuring the difference in the arrival time of a transmission from the aircraft’s Secondary Surveillance Radar (SSR) transponder.
These two developments have allowed for the comprehensive surveillance coverage of the airport surface and a degree of accuracy that would be impossible with a conventional SSR (the equipment that has provided for the cooperative surveillance of airborne aircraft over the last few decades). (more…)
Issue 1 2005, Past issues / 16 March 2005 /
How web-based application software is helping the airport operator Unique to carry out its management role at Zurich Airport.
Depending on the airport, operators and airlines take on different roles. Passenger growth, carriers’ demands for reduced charges or government’s growing reluctance to subsidise airports may be reasons for an airport operator to shift its responsibility from supplying infrastructure to acting more like the conductor of an orchestra. In the wake of the bankruptcy of SAir Group in 2002 corporate affiliates were individually sold. Among them were also the companies supplying services at Zurich airport. The coordination of their activities, which was until then carried out by Swissair’s Operation Control Centre, ceased to exist. In order to fill the void Zurich airport was forced to transform its role from infrastructure supplier to active manager of airport operation. The challenge was to find a way to coordinate elements of the value chain now owned by different companies and still ensure a consistently high, cost-effective level of service. (more…)
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