DOCSLIB.ORG

Chapter 3 – Projections of Aviation Demand

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Chapter 3 – Projections of Aviation Demand Chapter 3 – Projections of Aviation Demand Chapter 3 Projections of Aviation Demand This chapter contains aviation activity forecasts for the University Park Airport (Airport) over a 20-year planning horizon. Aviation demand forecasts are an important step in the master planning process. Ultimately, they form the basis for future demand-driven improvements at the Airport, provide data from which to estimate future off-airport impacts, such as noise and traffic, and are incorporated by reference into other studies and policy decisions. This chapter, which presents aviation activity forecasts through 2030, is organized as follows: 3.1 Forecasting Approach 3.2 Enplaned Passengers 3.3 Based Aircraft 3.4 Based Aircraft Fleet Mix 3.5 Total Operations 3.6 Commercial Aircraft Operations 3.7 General Aviation Operations 3.8 Military Operations 3.9 Instrument Operations 3.10 Cargo Activity 3.11 Peak Operations 3.12 Design Aircraft 3.13 Forecast Summary and FAA TAF Comparison 3.14 Revised Enplanement Forecast The Federal Aviation Administration (FAA) projects future aviation activity through its Terminal Area Forecasts (TAF) which were used to compare projections prepared for this master plan. Forecasts that are developed for airport master plans and/or federal grants must be approved by the FAA. It is the FAA’s policy, listed in Advisory Circular (AC) 150/5070-6B, Airport Master Plans, that FAA approval of forecasts should be consistent with the TAF. Master plan forecasts for operations, based aircraft and enplanements are considered to be consistent with the TAF if they meet the following criteria: • Forecasts differ by less than ten percent in the five-year forecast and 15 percent in the ten- or 20- year period If the forecast is not consistent with the TAF, differences must be resolved prior to using the forecast in FAA decision-making. This may involve revisions to the airport sponsor’s submitted forecasts, adjustments to the TAF, or both. FAA decision-making includes key environmental issues (e.g., purpose and need, air July 2016 Page 3-1 Chapter 3 – Projections of Aviation Demand quality, noise, land use), noise compatibility planning (14 CFR Part 150), approval of development on an airport layout plan and initial financial decisions. This chapter examines data that pertains to aviation activities and describes the projections of aviation demand. It should be noted that projections of aviation demand are based on data through the year 2012, as this was the most recent calendar year for which a full 12 months of historical data was available at the time these forecasts were developed in May 2013. 3.1 Forecasting Approach A number of forecasting techniques that range from subjective judgment to sophisticated mathematical modeling may be used to project aviation activity. These forecasts incorporate local and national industry trends in assessing current and future demand. Socio-economic factors such as local population, retail sales, and employment have also been analyzed for the effect they may have had on historical and may have on future levels of activity. The comparison of the relationships among these various indicators provided the initial step in the development of realistic forecasts for future aviation demand. The following sections provide an assessment of historical trends of aviation activity data at the local and national level. Aviation activity statistics on such items as passenger enplanements, aircraft operations and based aircraft are collected, reviewed and analyzed. Since a large number of variables affect a facility plan, it is important that each one be considered in the context of its use in the plan. In statistical analysis, correlation (often measured as a correlation coefficient) indicates the strength of a linear relationship between two independent variables. In this analysis, the Pearson product-moment correlation coefficient is calculated for some methodologies. The closer the correlation coefficient is to 1.0, the stronger the correlation between the variables. Methodologies used to develop forecasts described in this section include: • Time-series methodologies • Market share methodologies • Socio-economic methodologies 3.1.a Time-Series Methodologies Historical trend lines and linear extrapolation are widely used methods of forecasting. These techniques utilize time-series types of data and are most useful for a pattern of demand that demonstrates a historical relationship with time. Trend line analyses used in this chapter are linearly extrapolated using the least squares method to known historical data. Growth rate analyses used in this chapter examined the historical compounded annual growth rates (CAGR) and extrapolated future data values by assuming a similar CAGR for the future. Page 3-2 July 2016 Chapter 3 – Projections of Aviation Demand 3.1.b Market Share Methodologies Market share, ratio, or top-down methodologies compare local levels of activity with a larger entity. Such methodologies imply that the proportion of activity that can be assigned to the local level is a regular and predictable quantity. This method has been used extensively in the aviation industry to develop forecasts at the local level. Historical data is most commonly used to determine the share of total national traffic activity that will be captured by a particular region or airport. The FAA develops national forecasts annually in its FAA Aerospace Forecasts document, the latest edition of which is the FAA Aerospace Forecasts Fiscal Year (FY) 2013-2033. 3.1.c Socio-economic Methodologies Though trend line extrapolation and market share analyses may provide mathematical and formulaic justification for demand projections, there are many factors beyond historical levels of activity that may identify trends in aviation and its impact on local aviation demand. Socio-economic or correlation analyses examine the direct relationship between two or more sets of historical data. Local market conditions examined in this chapter include population, total employment and total retail sales for Centre County and its surrounding counties of Blair, Cambria, Clearfield, Clinton, Huntingdon, Mifflin and Union. Historical and forecasted socio-economic statistics for this service area were obtained from the economic forecasting firm Woods & Poole Economics, Inc. Projections of population for Centre County were also obtained from the Centre Regional Planning Agency and it is these population projections for Centre County population that are utilized in this analysis. Based upon the observed and projected correlation between historical aviation activity and the socio-economic data sets, future aviation activity projections were developed. Table 3-1 presents forecasts of socio-economic indicators that are utilized in various locations of this chapter. July 2016 Page 3-3 Chapter 3 – Projections of Aviation Demand Table 3-1: Projected Socio-Economic Indicators Regional Population Regional Employment Regional Total Retail Sales Year (Thousands) (Thousands of jobs) (mil, 2005$) Historical 2000 672,165 366,113 7,937.64 2001 672,152 366,730 7,915.59 2002 673,850 368,606 7,924.97 2003 674,519 368,938 8,038.32 2004 674,975 372,741 8,267.87 2005 675,320 377,206 8,447.15 2006 679,805 382,061 8,610.37 2007 680,445 383,977 8,591.87 2008 681,998 383,267 8,181.62 2009 682,768 375,844 7,515.43 2010 682,992 371,093 7,793.78 2011 683,543 370,999 8,157.95 2012 684,371 375,139 8,242.96 Projected 2017 695,476 398,733 8,695.08 2022 704,968 423,797 9,200.45 2027 715,174 450,077 9,750.43 2032 725,151 477,799 10,354.12 CAGR (2012-2032) 0.29% 1.22% 1.15% Note: Region includes Centre County and its surrounding counties of Blair, Cambria, Clearfield, Clinton, Huntingdon, Mifflin, and Union. Source: Woods & Poole Economic Inc., except for projections of Centre County Population from the Centre Regional Planning Agency 3.2 Enplaned Passengers Enplanements are defined as the activity of passengers boarding commercial service aircraft that depart an airport and include both revenue and non-revenue passengers on scheduled commercial service aircraft or unscheduled charter aircraft. Passenger enplanement data is provided to Airport management and the FAA by commercial passenger service carriers, who maintain counts on the number of people that are transported to and from an airport. This section examines the passenger enplanement data and describes future passenger projections. 3.2.a Enplanement History At the time of this analysis in May of 2013, FAA enplanement totals for 2012 were not currently available. Therefore, the 2012 enplanement total was estimated based upon the number scheduled passenger enplanements reported for 2012 by the carriers to the Centre County Airport Authority (134,452), combined with the average number of charter enplanements reported to the FAA for 2008 through 2011 (4,036), for an estimated 2012 total of 138,488 enplanements. Between 1994 and 2012, passenger enplanements at the Airport have fluctuated between a low of 94,343 in 1995 and a high of 144,160 in 2007. From 1994 Page 3-4 July 2016 Chapter 3 – Projections of Aviation Demand through 2012, enplanements have increased from 94,427 to an estimated 138,488, at a CAGR of 2.15 percent. Table 3-2 presents the historical enplanements at the Airport since 1994. Table 3-2: Historical Enplanements Year UNV Enplanements 1994 94,427 1995 94,343 1996 97,801 1997 104,748 1998 109,516 1999 126,945 2000 125,659 2001 116,113 2002 120,938 2003 123,871 2004 137,066 2005 143,800 2006 132,543 2007 144,160 2008 133,777 2009 130,527 2010 143,531 2011 144,054 2012 138,488 ESTIMATED CAGR (1994-2012) 2.15% Notes: 1. CAGR = Compounded Annual Growth Rate Notes: CAGR = Compounded Annual Growth Rate 2. 2012 Estimated based upon 2012 schedule 2012 Estimate based upon 2012 schedule airlines from CCAA plus 2008 to 2011 average charter enplanements as reported airlines from CCAA plus 2008 to 2011 average by FAA ACAIS charter enplanements as reported by FAA ACAIS Sources:Sources: HistoricalHistorical Enplanements Enplanements – FAA ACAIS- FAA ACAIS 3.2.b Federal Aviation Administration Forecast The FAA records passenger enplanements for all commercial service airports and releases an updated version of the TAF every year.
Load more

Recommended publications
  • Business & Commercial Aviation
    BUSINESS & COMMERCIAL AVIATION LEONARDO AW609 PERFORMANCE PLATEAUS OCEANIC APRIL 2020 $10.00 AviationWeek.com/BCA Business & Commercial Aviation AIRCRAFT UPDATE Leonardo AW609 Bringing tiltrotor technology to civil aviation FUEL PLANNING ALSO IN THIS ISSUE Part 91 Department Inspections Is It Airworthy? Oceanic Fuel Planning Who Says It’s Ready? APRIL 2020 VOL. 116 NO. 4 Performance Plateaus Digital Edition Copyright Notice The content contained in this digital edition (“Digital Material”), as well as its selection and arrangement, is owned by Informa. and its affiliated companies, licensors, and suppliers, and is protected by their respective copyright, trademark and other proprietary rights. Upon payment of the subscription price, if applicable, you are hereby authorized to view, download, copy, and print Digital Material solely for your own personal, non-commercial use, provided that by doing any of the foregoing, you acknowledge that (i) you do not and will not acquire any ownership rights of any kind in the Digital Material or any portion thereof, (ii) you must preserve all copyright and other proprietary notices included in any downloaded Digital Material, and (iii) you must comply in all respects with the use restrictions set forth below and in the Informa Privacy Policy and the Informa Terms of Use (the “Use Restrictions”), each of which is hereby incorporated by reference. Any use not in accordance with, and any failure to comply fully with, the Use Restrictions is expressly prohibited by law, and may result in severe civil and criminal penalties. Violators will be prosecuted to the maximum possible extent. You may not modify, publish, license, transmit (including by way of email, facsimile or other electronic means), transfer, sell, reproduce (including by copying or posting on any network computer), create derivative works from, display, store, or in any way exploit, broadcast, disseminate or distribute, in any format or media of any kind, any of the Digital Material, in whole or in part, without the express prior written consent of Informa.
    [Show full text]
  • Aviation Activity Forecasts BOWERS FIELD AIRPORT AIRPORT MASTER PLAN
    Chapter 3 – Aviation Activity Forecasts BOWERS FIELD AIRPORT AIRPORT MASTER PLAN Chapter 3 – Aviation Activity Forecasts The overall goal of aviation activity forecasting is to prepare forecasts that accurately reflect current conditions, relevant historic trends, and provide reasonable projections of future activity, which can be translated into specific airport facility needs anticipated during the next twenty years and beyond. Introduction This chapter provides updated forecasts of aviation activity for Kittitas County Airport – Bowers Field (ELN) for the twenty-year master plan horizon (2015-2035). The most recent FAA-approved aviation activity forecasts for Bowers Field were prepared in 2011 for the Airfield Needs Assessment project. Those forecasts evaluated changes in local conditions and activity that occurred since the previous master plan forecasts were prepared in 2000, and re-established base line conditions. The Needs Assessment forecasts provide the “accepted” airport-specific projections that are most relevant for comparison with the new master plan forecasts prepared for this chapter. The forecasts presented in this chapter are consistent with Bowers Field’s current and historic role as a community/regional general aviation airport. Bowers Field is the only airport in Kittitas County capable of accommodating a full range of general aviation activity, including business class turboprops and business jets. This level of capability expands the airport’s role to serve the entire county and the local Ellensburg community. The intent is to provide an updated set of aviation demand projections for Bowers Field that will permit airport management to make the decisions necessary to maintain a viable, efficient, and cost-effective facility that meets the area’s air transportation needs.
    [Show full text]
  • Aircraft Tire Data
    Aircraft tire Engineering Data Introduction Michelin manufactures a wide variety of sizes and types of tires to the exacting standards of the aircraft industry. The information included in this Data Book has been put together as an engineering and technical reference to support the users of Michelin tires. The data is, to the best of our knowledge, accurate and complete at the time of publication. To be as useful a reference tool as possible, we have chosen to include data on as many industry tire sizes as possible. Particular sizes may not be currently available from Michelin. It is advised that all critical data be verified with your Michelin representative prior to making final tire selections. The data contained herein should be used in conjunction with the various standards ; T&RA1, ETRTO2, MIL-PRF- 50413, AIR 8505 - A4 or with the airframer specifications or military design drawings. For those instances where a contradiction exists between T&RA and ETRTO, the T&RA standard has been referenced. In some cases, a tire is used for both civil and military applications. In most cases they follow the same standard. Where they do not, data for both tires are listed and identified. The aircraft application information provided in the tables is based on the most current information supplied by airframe manufacturers and/or contained in published documents. It is intended for use as general reference only. Your requirements may vary depending on the actual configuration of your aircraft. Accordingly, inquiries regarding specific models of aircraft should be directed to the applicable airframe manufacturer.
    [Show full text]
  • ATP® Libraries Catalog
    2 ATP® Libraries Catalog Revision Date May 24 2016 ATP 101 South Hill Drive Brisbane, CA 94005 (+1) 415-330-9500 www.atp.com ATP® Policies and Legal www.atp.com/policy © Copyright 2016, ATP. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form by any means, electronic, mechanical, photocopying, recording or otherwise, without prior written permission of ATP. The information in this catalog is subject to change without notice.ATP, ATP Knowledge, ATP Aviation Hub, HubConnect, NavigatorV, and their respective logos, are among the registered trademarks or trademarks of ATP. All third-party trademarks used herein are the property of their respective owners and ATP asserts no ownership rights to these items. iPad and iPhone are trademarks of Apple Inc., registered in the U.S. and other countries. App Store is a service mark of Apple Inc. All original authorship of ATP is protected under U.S. and foreign copyrights and is subject to written license agreements between ATP and its subscribers. Visit www.atp.com/policy for more information ATP Customer Support Please visit www.atp.com/support for customer support information ATP® Libraries Catalog – Revision Date: May 24 2016 3 CONTENTS CONTENTS ...................................................................................................................................................................... 3 REGULATORY LIBRARIES .............................................................................................................................................
    [Show full text]
  • Anexo Ii: Datos De Tráfico Y Trayectorias
    MAPAS ESTRATÉGICOS DE RUIDO DE LOS GRANDES AEROPUERTOS. FASE III. MEMORIA TÉCNICA ANEXO II: DATOS DE TRÁFICO Y TRAYECTORIAS Julio 2017 AEROPUERTO DE TENERIFE SUR MAPAS ESTRATÉGICOS DE RUIDO DE LOS GRANDES AEROPUERTOS. FASE III. MEMORIA TÉCNICA 1. COMPOSICIÓN DE LA FLOTA. AEROPUERTO DE TENERIFE SUR Tabla AII. 1. Composición de la flota INDICATIVO TIPO DE AERONAVES CÓDIGO INM % OACI A310 AIRBUS A-310 A310-304 0,0575 A319 AIRBUS A-319 A319-131 1,0164 A320 AIRBUS A-320 A320-211 20,0208 A321 AIRBUS A-321 A321 14,2917 A332 AIRBUS A-330-200 A330-301 0,2653 A333 AIRBUS A-330-300 A330-301 0,9077 A343 AIRBUS A-340-300 A340-211 0,0160 AN12 ANTONOV An-12 C130 0,0128 AN26 ANTONOV An-26 AN26 0,0032 ASTR IAI 1125 Gulfstream G100 IA1125 0,0703 AT45 AEROSPATIALE ATR-42-500 ATR42 0,0016 AT46 AEROSPATIALE ATR-42-600 DHC830 0,0016 AT72 AEROSPATIALE ATR-72 ATR72 0,1055 AT75 AEROSPATIALE ATR-72-500 ATR72 1,5949 AT76 AEROSPATIALE ATR-72-600 ATR72 0,0447 B190 BEECH 1900 BEC190 1,4447 B350 BEECH 300 (B300) Super King Air 350 BEC300 0,0368 B712 BOEING 717-200 717200 0,4794 B733 BOEING 737-300 737300 0,8198 B734 BOEING 737-400 737400 0,2269 B735 BOEING 737-500 737500 0,0975 B737 BOEING 737-700 737700 2,5154 B738 BOEING 737-800 737800 47,4311 B739 BOEING 737-900 737900 0,1231 B744 BOEING 747-400 (international winglets) 747400 0,0016 B748 BOEING 747-8 7478 0,0032 B752 BOEING 757-200 757RR 3,7555 B753 BOEING 757-300 757300 1,6380 B762 BOEING 767-200 767CF6 0,0096 B763 BOEING 767-300 767300 0,6984 B772 BOEING 777-200 777200 0,0128 Julio 2017 AEROPUERTO DE TENERIFE SUR AII.1 MAPAS ESTRATÉGICOS DE RUIDO DE LOS GRANDES AEROPUERTOS.
    [Show full text]
  • Griffiss Airport Business Plan.Pdf
    TABLE OF CONTENTS SECTION 1: INTRODUCTION ................................................1 1.1 Vision and Key Issues..............................................1 1.2 Desired End Products ...............................................3 1.3 Report Outline ....................................................4 SECTION 2: AIRPORT MISSION AND MANAGEMENT STRUCTURE ............5 2.1 Airport Mission ...................................................5 2.2 Airport Management Structure .......................................6 2.3 Other Participating Agencies.........................................8 SECTION 3: EXISTING AIRPORT CHARACTERISTICS ........................10 3.1 Introduction .....................................................10 3.2 Existing Aviation Activity..........................................18 3.3 Existing Facilities ................................................18 3.4 Existing Tenants and Users.........................................22 3.5 Airport Development Plan..........................................25 3.6 Market Analysis..................................................34 SECTION 4: BASELINE FINANCIAL OUTLOOK ..............................41 4.1 Historical Revenues and Expenses ...................................41 4.2 Baseline Forecast of Revenues and Expenses ...........................42 SECTION 5: BUSINESS PLAN ALTERNATIVES ...............................45 5.1 Area-wide Factors Supporting Growth and Development of the Airport ......45 5.2 Obstacles to Airport Performance and Goal Attainment...................50
    [Show full text]
  • April 2019 Vol
    BUSINESS & COMMERCIAL AVIATION PILOT REPORT: GLOBAL 7500 CABIN APRIL 2019 $10.00 www.bcadigital.com Business & Commercial Aviation PILOT REPORT OZONE WORK/LIFE BALANCE APRIL 2019 VOL. 115 NO. 4 Global 7500 A bespoke, personal flying flagship without equal ALSO IN THIS ISSUE Bad Ideas Distracted, Disoriented and Wrongly Determined Balancing Work and Life in Business Aviation Cabin Ozone Digital Edition Copyright Notice The content contained in this digital edition (“Digital Material”), as well as its selection and arrangement, is owned by Informa. and its affiliated companies, licensors, and suppliers, and is protected by their respective copyright, trademark and other proprietary rights. Upon payment of the subscription price, if applicable, you are hereby authorized to view, download, copy, and print Digital Material solely for your own personal, non-commercial use, provided that by doing any of the foregoing, you acknowledge that (i) you do not and will not acquire any ownership rights of any kind in the Digital Material or any portion thereof, (ii) you must preserve all copyright and other proprietary notices included in any downloaded Digital Material, and (iii) you must comply in all respects with the use restrictions set forth below and in the Informa Privacy Policy and the Informa Terms of Use (the “Use Restrictions”), each of which is hereby incorporated by reference. Any use not in accordance with, and any failure to comply fully with, the Use Restrictions is expressly prohibited by law, and may result in severe civil and criminal penalties. Violators will be prosecuted to the maximum possible extent. You may not modify, publish, license, transmit (including by way of email, facsimile or other electronic means), transfer, sell, reproduce (including by copying or posting on any network computer), create derivative works from, display, store, or in any way exploit, broadcast, disseminate or distribute, in any format or media of any kind, any of the Digital Material, in whole or in part, without the express prior written consent of Informa.
    [Show full text]
  • Bird Strike Damage & Windshield Bird Strike Final Report
    COMMERCIAL-IN-CONFIDENCE Bird Strike Damage & Windshield Bird Strike Final Report 5078609-rep-03 Version 1.1 EUROPEAN AVIATION SAFETY AGENCY COMMERCIAL-IN-CONFIDENCE COMMERCIAL-IN-CONFIDENCE Approval & Authorisation Prepared by: N Dennis (fera) D Lyle Approved for issue R Budgey (fera) by: P Kirrane Authorised for issue A M Whitehead by: Record of Revisions Version Description of Revision 0.1 First Draft for review by EASA 0.2 Second Draft responding to EASA Comments 1.0 Draft Final Report 1.1 Final Report This document was created by Atkins Limited and the Food & Environment Research Agency under Contract Number EASA.2008.C49 Copyright vests in the European Community. ATKINS Limited The Barbican, East Street, Farnham, Surrey GU9 7TB Tel: +44 1252 738500 Fax: +44 1252 717065 www.atkinsglobal.com 5078609-rep-03, Version 1.1 Page 2 COMMERCIAL-IN-CONFIDENCE COMMERCIAL-IN-CONFIDENCE Executive Summary Background to the Study This report presents the findings of a study carried out by Atkins and the UK Food & Environment Research Agency (FERA). The study was commissioned in 2009 by the European Aviation Safety Agency (EASA), under contract number EASA.2008.C49 [1.]. Its aim was to investigate the adequacy of the current aircraft certification requirement in relation to current and future bird strike risks on aircraft structures and windshields. Bird strikes are random events. The intersection of bird and aircraft flight paths, the mass of the bird and the part of the aircraft struck are all random elements that will determine the outcome. In managing risk all that can be controlled are the design and testing of the aircraft driven by certification specifications, the aircraft’s flight profile and, to a limited extent, the populations of birds near airports.
    [Show full text]
  • Joe Foss Field Airport Master Plan
    Sioux Falls Regional Airport Joe Foss Field Airport Master Plan Sioux Falls Regional Airport Authority SIOUX FALLS REGIONAL AIRPORT Joe Foss Field Sioux Falls, South Dakota DRAFT AIRPORT MASTER PLAN Prepared By Coffman Associates Airport Consultants December 2006 AThe contents of these documents reflect the views of Coffman Associates, Inc., which is responsible for the parts and accuracy of the data contained herein. The contents do not necessarily reflect the official views or policy of the FAA. Acceptance of these documents by the FAA does not in any way constitute a commitment on the part of the United States to participate in any development depicted herein nor does it indicate that the proposed development is environmentally acceptable in accordance with Public Laws 90-495, 91-190, 91-258, 94-343, and/or 100-223.@ Sioux Falls Regional Airport Authority TABLE OF CONTENTS SIOUX FALLS REGIONAL AIRPORT Sioux Falls, South Dakota Airport Master Plan Update PREFACE Chapter One INVENTORY REGIONAL SETTING..................................................................................... 1-1 Infrastructure........................................................................................ 1-2 Climate .................................................................................................. 1-2 Utilities.................................................................................................. 1-3 AIRPORT SYSTEM PLANNING ROLE......................................................... 1-4 AIRPORT HISTORY AND ADMINISTRATION...........................................
    [Show full text]
  • History of Aircraft Designation Systems
    UNITED STATES NAVAL AVIATION 1910–1995 451 APPENDIX 5 Aircraft Designations and Popular Names Background on the Evolution of Aircraft Designations Aircraft model designation history is very complex. by a number to indicate the individual plane of that In order to fully understand the designations, it is type-manufacturer. Under this system: important to know the factors that played a role in developing the different missions that aircraft have been “A” was used for Curtiss hydroaeroplanes “B” for Wright hydroaeroplanes called upon to perform. Technological changes affect- “C” for Curtiss flying boats ing aircraft capabilities have resulted in corresponding “D” for Burgess flying boats changes in the operational capabilities and techniques “E” for Curtiss amphibian flying boats employed by the aircraft. Prior to World War I, the Navy tried various schemes for designating aircraft. This system had been established in 1911 by Captain In the early period of naval aviation a system was Washington I. Chambers, Director of Naval Aviation. developed to designate an aircraft’s mission. Different The following is a list of the types of aircraft and their aircraft class designations evolved for the various types designations in existence from 1911–1914: of missions performed by naval aircraft. This became known as the Aircraft Class Designation System. Aircraft Designation System 1911–1914 Numerous changes have been made to this system since the inception of naval aviation in 1911. A-1 Curtiss hydroaeroplane (originally an amphib- While reading this section various references will be ian, and the Navy’s first airplane) made to the Aircraft Class Designation System, A-2 Curtiss landplane (rebuilt as a hydroaeroplane) Designation of Aircraft, Model Designation of Naval A-3 Curtiss hydroaeroplane Aircraft, Aircraft Designation System, and Model A-4 Curtiss hydroaeroplane Designation of Military Aircraft.
    [Show full text]
  • Cockpit Avionics Nextgen Upgrade Pace and STC Approvals
    For business aircraft operators, there are a few ways to approach the upcoming NextGen mandates. In cockpit avionicsby Matt Thurber many cases, upgrading to the latest version of Fans (Fans 1/A+) makes ADS-B OUT compliance much NextGen Upgrade Pace easier. This is because ADS-B requires an accurate position source (generally equivalent to SBAS or and STC Approvals Waas GPS), and once that is installed as part of a Fans upgrade and coupled to an ADS-B-OUT- compliant transponder and required indicators, the ADS-B requirement is met. An important consideration for ADS-B compliance is that owners/operators should plan on meeting the latest RTCA standard. Some early ADS-B upgrades were to the DO-260A standard, but DO-260B is now applicable, and any DO-260A systems must be he most restrictive aircraft equipped to receive upgraded to the -B configuration. While some ADS-B OUT mandate in traffic information via ADS-B regions of the world still accept DO-260A, the the world takes effect IN technology. U.S. and Europe mandates require DO-260B. in U.S. airspace after Other NextGen capabili- Generally, the current Australian and other midnight on Dec. 31, 2019, ties that will affect business Asia-Pacific ADS-B OUT requirements start and installation centers, STC aviation operators include above FL290. Canada’s Hudson Bay region developers and equipment future air navigation system inclusive of FL350-FL400 offers direct rout- manufacturers are scram- (Fans), for automatic provision ing for ADS-B-equipped aircraft; while not bling to help aircraft owners of position information and mandatory, it is an example of preferential and operators meet the dead- text-type messaging with ATC NextGen Mandates Retrofit deadline New-aircraft deadline line.
    [Show full text]
  • 033 BADA 2 5 Equivalences
    EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION EUROCONTROL EUROCONTROL EXPERIMENTAL CENTRE EQUIVALENCES REPORT FOR THE BASE OF AIRCRAFT DATA (BADA) REVISION 2.5 EEC Note No. 30/96 EEC Task D09 EATCHIP Task SPT Issued: December 1996 The information contained in this document is the property of the EUROCONTROL Agency and no part should be reproduced in any form without the Agency’s permission. The views expressed herein do not necessarily reflect the official views or policy of the Agency. REPORT DOCUMENTATION PAGE Reference: Security Classification: EEC Note 30/96 Unclassified Originator: Originator (Corporate Author) Name/Location: EEC - APO EUROCONTROL Experimental Centre (Aircraft Performance and Operations) B.P.15 F - 91222 Brétigny-sur-Orge CEDEX FRANCE Telephone : +33 1 69 88 75 00 Sponsor: Sponsor (Contract Authority) Name/Location: EEC EUROCONTROL Agency Rue de la Fusée, 96 B -1130 BRUXELLES Telephone : +32 2 729 9011 TITLE: Equivalences Report for the Base of Aircraft Data (BADA) Revision 2.5 Author Date Pages Figures Tables Appendix References A.Bos 12/96 vi + 6 0 4 1 2 EATCHIP Task EEC Task No. Task No. Sponsor Period Specification SPT D09 2/96 to 12/96 Distribution Statement: (a) Controlled by: Head of APO (b) Special Limitations: None (c) Copy to NTIS: YES / NO Descriptors (keywords): aircraft model, total-energy model, BADA, equivalences Abstract: The Base of Aircraft Data (BADA) provides a set of ASCII files containing performance and operating procedure coefficients for 69 different aircraft types. These are the so-called directly supported models. Besides these 69 aircraft models there are an additional 96 models that are considered to be equivalent to one of these directly supported models.
    [Show full text]