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Airport Planning Overview PowerPoint Presentation

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  • Slide 1 - Airport Planning Overview FAA Eastern Region Airport Conference March 4, 2009
  • Slide 2 - Planning Topics National Plan of Integrated Airport Systems (NPIAS) Aviation Forecast NextGen Airports Overview
  • Slide 3 - Aviation Activity 624,000 active pilots 222,000 GA aircraft 7,600 commercial aircraft 61 Million aircraft operations (494 arpts w/ATCT) More than 763 million passengers enplaned US Airport System
  • Slide 4 - Federally Funded US Airport System (3,356 NPIAS Airports)
  • Slide 5 - Purpose and Uses of NPIAS Legal Requirement, due every other year, to Congress Defines national airport system & individual airport’s role to Congress, public, and international representatives Identifies development needed at these airports to meet their role as shown in our Plan Utilized by Congress in discussions of total airport development needs Examined by federal auditors and industry Condition & Performance Report for Airport System Airports’ Capital Improvement Plan (ACIP) is drawn from NPIAS
  • Slide 6 - How is the NPIAS developed? Work with airport sponsors, local communities, states, metropolitan planning organizations to develop short and long term plans for the airport Plans are based on aeronautical forecasts, follow FAA guidelines, and have been reviewed and accepted by FAA planners As a result of the planning efforts, needed development is identified (near, mid-term, and long-term) Airport sponsor works with local FAA office to develop a plan Development is entered for timeframe it is needed to meet demand (when it will be operational) not when it is expected to be funded Report and Order available at: Order 5090.3C http://www.faa.gov/airports_airtraffic/airports/planning_capacity/npias/
  • Slide 7 - What are NPIAS development needs? It is in on an Approved ALP or included in a Master Plan (ALP Narrative) or System Plan accepted by FAA that: can be funded under AIP (eligible), is supported by forecast (warranted), and Is reasonable development for the airport (feasible) It is Noise Mitigation identified in Part 150 or EIS It is Obstruction Removal It is identified as a result of an airport inspection (pavement, lighting/marking, etc) It is Infrastructure to Support WAAS Approaches Needs are constrained by project eligibility, feasibility, and justification. Not by funding availability or Likelihood of Funding. Included If :
  • Slide 8 - Development Needs Examples Runways, Taxiways, Aprons Lighting, Marking, Rehabilitation Extension Terminals Rehabilitation, Expansion, New Noise Mitigation ARFF Equipment, SRE Roadways Access, Service Other Safety Areas, RPZ’s, etc
  • Slide 9 - What is the schedule? Spring/Summer 2009: ADOs/ROs work with airports/states to identify development needs for 2011-2015 and update planning-level costs for all NPIAS locations Summer/Fall 2009: ROs and Headquarters will review and provide feedback on development Mid-January 2010: Development in SOAR will be captured for Report to Congress September 30, 2010: NPIAS Report transmitted to Congress October 2010: Report posted on-line
  • Slide 10 - Forecasts Why do we review aviation forecasts? Basis for planning and funding decisions Environmental documents BCA’s Who reviews and approves? FAA Airport District Office or Regional Airports Division
  • Slide 11 - Review of Forecasts When does FAA Headquarters need to review a forecast? When not consistent with the Terminal Area Forecast (TAF) In the five-year forecast period, differs by 10 percent or more In the ten-year forecast period, differs by 15 percent or more For projects that are expected to require an EIS and/or BCA, even if forecasts are consistent with the TAF
  • Slide 12 - Headquarters Review of Forecasts Forecasts submitted for Headquarters review should include the following: Completed Checklist – “Request for FAA Headquarters Review of Airport Forecasts” Historic and forecast levels of enplanements, aircraft operations, and based aircraft (as appropriate) Completed Appendix B and C templates from “Forecasting Aviation Activity by Airport Clearly stated and documented forecast assumptions Appropriate Methodology (regression analysis, trend analysis, share analysis)
  • Slide 13 - Headquarters Review of Forecasts If forecast is not consistent with TAF, differences must be resolved. May involve revisions to the airport sponsor’s submitted forecasts, adjustments to the TAF, or both. The TAF is only adjusted if sponsor can show its data (not assumptions) is better: Aircraft operations-airports with no ATCT New airline service unknown to APO Additional information may be requested to explain or support the forecast HQ will take up to 45 days to review Comments provided to Regional Office. RO works with sponsor to incorporate comments
  • Slide 14 - Approach that saves time ADO/Region need to review all forecasts for reasonableness of assumptions, proper application of methods, calculations (effort proportional with complexity) Use APP/APO checklist as guide We need to know that you support the forecasts APO’s role is to give you a complete technical review including all assumptions and calculations APP-400 reviews planning assumptions (i.e. new design aircraft) and applies APO comments to our situation We discourage APO planning interpretations What our true goal is: thorough sponsor forecast consistent with TAF (10%/15%)
  • Slide 15 - Findings so far… Prior to guidance (pre-April 2008) Headquarters saw about 4-5 sponsor forecasts per year Since the draft guidance was issued, about 20 forecasts have been sent to Headquarters for review Aviation Forecasting Guidance found at: http://www.faa.gov/airports_airtraffic/airports/planning_capacity/ Changing Gears
  • Slide 16 - NextGen Transformation From… To…
  • Slide 17 - NextGen Benefits - Better Use of Existing Capacity The Wide Area Augmentation System (WAAS) will provide vertically-guided approach capability to many airports where previously not practical. Area Navigation (RNAV) and Required Navigation Performance (RNP) will allow aircraft to fly more direct and narrowly defined routes. Reduced lateral and in-trail separation standards for approaching aircraft will increase capacity. Airports will be able to more efficiently use their existing infrastructure and maintain VMC-like capacity during IMC conditions.
  • Slide 18 - NextGen Benefits - Greater Design Flexibility Design standards for runway separations will change. Airports may be able to add significant capacity without the need to acquire land for new runways. Will allow better use of existing runway layouts. Increased flexibility in terminal designs and access should increase efficiency and may allow landside facilities to adequately keep pace with airside capacity improvements.
  • Slide 19 - NextGen Benefits - Increased Safety Pilots, controllers, and ground personnel will have greater situational awareness, using moving maps and other displays, likely resulting in fewer runway incursions. Enhanced Surface Management – increased use of Automatic Dependent Surveillance – Broadcast (ADS-B), Airport Surface Detection Equipment, Model X (ASDE-X), Low Cost Ground Surveillance Systems, etc… Multilateration will reduce “blind-spots” on the airfield and provide a safer operational environment.
  • Slide 20 - NextGen Benefits – Reduced Environmental Impact Environmental impacts will be reduced, providing benefits to airports and surrounding communities. Optimized Profile Descent Arrivals allow aircraft to descend with the shortest route and at a minimum power setting, thereby reducing fuel consumption and emissions. RNAV/RNP approaches can be designed to minimize noise impacts on residential areas surrounding airports.
  • Slide 21 - FAA Airports – NextGen Coordination New technologies, standards, and procedures, in addition to new airside and landside infrastructure, will allow airports to realize the benefits of NextGen. FAA Airports is working closely with the FAA NextGen Integration & Implementation Office and the Joint Planning and Development Office (JPDO) to coordinate both near/mid term and long term (2018+) goals Existing mechanisms include: FAA NextGen Implementation Plan JPDO NextGen Planning Documents Enterprise Architecture Concept of Operations Integrated Work Plan JPDO Airports Working Group Etc… Such coordination is ongoing…
  • Slide 22 - Airports Working Group One of nine working groups at the Joint Planning and Development Office (JPDO) Development of long-term NextGen vision (2018+) for airports Airport Working Group Organization/Structure Government and Industry Co-Chairs Nearly 60 members from government, state aviation, airport operators and planners, academia, and trade organizations Provide Input/Direction for JPDO NextGen Planning Documents
  • Slide 23 - Questions?
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