Aviation Management PDF

1. INTRODUCTION TO THE AVIATION SYSTEM. 1.1 HISTORY OF AVIATION: - 15th Century: Leonardo Da Vinci - flying machine - no take off good contribution - Otto Lilienthal: flying device heavier than air (wood + fabrics), 250 meters x 50 km/h - December 1903: Orville and Wil...

1. INTRODUCTION TO THE AVIATION SYSTEM. 1.1 HISTORY OF AVIATION: - 15th Century: Leonardo Da Vinci - flying machine - no take off good contribution - Otto Lilienthal: flying device heavier than air (wood + fabrics), 250 meters x 50 km/h - December 1903: Orville and Wilbur Wright, Kitty Hawk Flyer (controlled flight with pilot on board), 12 seconds x 55 meters THE YEARS BETWEEN THE WARS After WWI: - airplanes → reconnaissance flights (check the enemy), engine in the front → not carry weapons (fucili) - surplus airplanes + pilots 1918: first airmail service (France and overseas territories) - -> NYC and Washington beginning: only during the day → no lights - -> during night 1923: first postal night flights (Cheyenne and Chicago) → lighted airway, emergency landing fields with lights First: US postal Service - airplanes low prices - -> 1920: + demand → department: bids (offerte) airplanes (+ 500 pounds) 1919 Paris Convention: rights over the space 1920: - Civil Aviation (privileged people) - Flying boats (barca volante), land anywhere, water landings. ex: Dornier J + Dornier X (12 engines, up to 169 passengers < - -> only 3) Late 1920, early 1930: airplanes manufacturers (own airlines) until prohibited Boeing + United Airlines (UA) Avco + American Airlines (AA) North American + Trans World Airlines (TWA) General Motors + Eastern Airlines + Western Airlines 1930: airlines - passengers → + manufacturers - Germany: Junkers - UK: Vickers + De Havilland Outbreak WWII: resources - war (pilots + airplanes) → civil airplanes - military ex. Douglas DC-3 - -> Douglas C-47 → Candy Bombers 1944 - US - 100 000 airplanes product POST-WAR YEARS End WWII: surplus airplanes + pilots → new airlines 1944: Chicago Conference - 52 states (traffic rights, rates + fares, capacity controls) 1950: marketing travels European countries - regulated industry → airlines re-emerge Us: biggest airlines → dominate world FREEDOMS OF THE AIR: 1. overfly a foreign state 2. land in a foreign country for technical purpose 3. carry traffic (cargo + passengers) between home state and foreign state 4. carry traffic (cargo + passengers) between foreign state and home state 5. carry local traffic between two foreign countries on a service, originating or destined for the home country 6. carry traffic (cargo + passengers) between two foreign state + combining 3rd, 4th freedom via home state 7. carry traffic (cargo + passengers) between two foreign states on a stand-alone service 8. carry traffic (cargo + passengers) between two points in the same foreign state on a service, originating or destined for the home state (CABOTAGE) 9. carry traffic (cargo + passengers) between two points in the same foreign state on a stand-alone service Chicago Conference beginning - fail < - -> agree Chicago Convention (International Civil Aviation) - 96 articles - air navigation procedures + equipment - non -discrimination (charges to foreign carriers) - carriage of passengers lists - cargo manifests (bolle di accompagnamento) - investigation of accidents - creation ICAO (International Civil Aviation Organization) ICAO - administration + governance Chicago Convention military aircraft → civil aircraft combustion-engine-powered airplanes → turboprop airplanes pressurized cabins A NEW ERA OF AIR TRANSPORT Jet engine (motore a reazione) 1950: DH. 106 Comet: first civil aircraft - jet engine - -> Boeing 707 - operate profitably, safely - 181 passengers Between 1957 and 1969: Boeing - 4 airplanes - 727, 737: from 707, medium-short haul - 1969: 747- symbol for industry - 490 passengers, transport cargo → large cargo door in the front (cockpit upwards), highest profit 1960: Some people - US Air Force - military transporter - nose resemblance INTERNATIONAL GOVERNMENTAL AGREEMENTS suitable aircraft < - - > regulation IATA TARIFF-FIXING STRUCTURE IATA: International Air Transport Association: competition pricing - traffic conferences (annually) → 3 Traffic Conference Areas - control fares (unanimity rule) → airlines agree on fares particular routes seating layouts services 1970: non-IATA-members → + attractive prices, lower fares (tariffe) → IATA members - discounts immunity from ANTITRUST- LEGISLATION (guarantee competition) 1978: reform itself creation separate category IATA: airlines befit without participating in the tariff-conferences → unanimity rule abandoned abolishment IATA tariffs → UK Indian market - fares between Europe Countries and India set < - -> lower UK and India → higher competition DEREGULATION IN THE UNITED STATES US market - deregulated → stabilize industry competition fluctuating prices unreliable (non sicuri) services high rates - carriers financial difficulties all industries regulated → aviation - air safety inflation + technological development: airlines reduce costs, generate yields (guadagni) Early 1970s: critics to American Civil Aeronautics Board (CAB), regulates domestic market (capacity + price) < - -> air transport unattractive 1973: oil crisis → increase oil price 1975: airlines reduce fares → additional services 1977: cargo market deregulated (no rules) 1978/1981: Airline Deregulation Act pass American Congress - no restrictions on routings, capacity, fares - bring lower fares, increase pricing + service options CAB: monitor fares → undercut/exceed standard industry fare levels by certain percentages EFFECTS OF DEREGULATION - run trunk routes (+ important) - mergers in the industry 1979 Republic Airlines Southern Air Lines + merges with North Central Airlines 1980 Republic Airlines buy Hughes Airwest 1980 Pan American (PanAm) National Airlines 1 merges with 1982 Texas International Continental merges with - bankruptcies (10 years post deregulation) → shrank 30% - Hub Networks: focus high-density-routes → operate profitably ex: regional airlines (smaller cities and hub airports) DEREGULATION IN EUROPE Bilateral agreements (USA vs European Countries) 1993: any carrier European Union operate any international route between states EU (no controls pricing + capacity) domestic routes - regulation (until 1997) EU airlines - cabotage services < - - > 50% airline’s capacity - sale Since 1997: any route EU - any airlines EU < - - > 3rd + 4th freedom flights (local airlines) 1 airlines (domestic, international routes) < - -> domestic missing → National Airlines according to airport capacity → slots: predetermined time for take off and landing ex: airline operates major european airports 1.2 THE AVIATION MARKET AND THE AEROSPACE INDUSTRY: aerospace industry: manufacture aircraft, spacecraft - non-space-items (airplanes, helicopters, gliders2, balloons)3 - space-items (spacecraft, spacecraft launch vehicles, satellites, planetary probes4, orbital stations, shuttles5) - manufacturing parts, accessories used in civil/military applications These products: high performance, reliability6, technology, unit value THE AVIATION INDUSTRY one of the most regulated Since 1977: - number passengers - doubled every 15 years - amount goods7 transported - increased significantly industry: symbol of global developments → 1% world economic growth - 2,5/3% air traffic PASSENGER NUMBERS decrease 1979: Second Oil Crisis → decrease 1980,1981 1990 : First Gulf War (fear of terrorist attack) 9/11/2001: Terrorist attack Twin Towers 2003: SARS pandemic 2008: Financial Crisis Financial stress → airlines USA - bankruptcy protection under Chapter 118 CARGO NUMBERS: indicator economic developments (up or downturns) 1998: issues → Asian Pacific Financial Crisis 2008: Financial Crisis → people not travel (fear) < – > always consume NORTH AMERICA: limited to US Market liberal - -> regulated market → all carriers - merged together - American Airlines - Delta Airlines 2 aircraft without motor, used for specific sports 3 mongolfiere 4 sonde spaziali (strumenti per esplorazione spaziale) 5 navicelle con equipaggio 6 affidabilità 7 beni 8 non avevano soldi < – > stare business - -> pagare debiti  - United Airlines + Southwest Airlines: largest low cost-carriers9 ( 85% domestic US market ) 2017 EUROPE: - Air France/Klm - Transavia - IAG - Vueling and Level - Lufthansa Group - Germanwings + Eurowings Lufthansa closes all bases except for hubs Frankfurt + Munich Norwegian Air Shuttle: long-haul, major European Airline between Europe vs New York —> major airlines: own long-haul low cost brands - Air France/KLM - Joon - IAG - Level - Lufthansa Group - Eurowings < – > Norwegian - no money (long-haul + european flights) → Wow Air (6th freedom) EU and North America (stop in Reykjavik) < – > no profit taxes + high costs: impact airline’s performance ASIA PACIFIC - Chinese market: biggest (new airlines) - Indian market: domestic market, passengers increasing < – > low yields → Jet Airways + Kingfisher Airways (bankruptcy) - -> Air India issues - Japan: Hong Kong (Cathay Pacific) + Singapore (Singapore Airlines) → both global financial centers, specialized 6th freedoms flights (Europe, Southeast Asia, Australia) < – > improve - - -> cargo operations + important (good production Asia) MIDDLE EAST Gulf Carriers: Emirates, Qatar Airways, Etihad (long- haul → direct flights) - Europe (Asia/Australia) - Africa (Asia) - Asia (United States) Low cost carriers: point-to-point-service (Wizz-Air Abu-Dhabi, Air Arabia, Flynas) Flydubai with Emirates unprofitable before pandemic SOUTH AMERICA: financial crises (Argentina, Brazil, Venezuela) Avianca - bankrupt → LATAM Airlines Brasil < - -> bankruptcy protection under chapter 11 9 low cost structures, point-to-point networks, uniform fleets (gruppo veicoli), unbundled fares (biglietti + bassi) Copa Airlines: hub-spoke network out Panama city → connections ( good geographical location) - Latin America - North America - not many competitors → Copa (56% total profits Latin American, in 2016) AFRICA: infrastructural, economic, poor airline management issues - Ethiopian Airlines (6th freedom flights): Africa and USA, Europe and Asia - South African Airways: disappeared CIVIL AVIATION MANUFACTURES: market aircraft (125 seats) duopoly → 2019: Airbus + Boeing = 91% global commercial fleet - Boeing: losses pre-Covid (737 MAX + 787 Dreamliner) - Airbus: penalties corruption → accusing each others illegal subsidies10 - Embraer ( Brazil) + Bombardier (Canada) right after Boeing + Airbus → merge < - -> not possible - Russian + Chinese manufactures: gain in the market BEFORE: building + assembling in house AFTER: hundreds of suppliers for aircraft parts → put together at the manufacture lines MILITARY AVIATION: (Boeing + Aircraft profit from governmental expenditures (state aid, research funding, development new technologies, military contracts) < – > military expenditure ( ground vehicles, rifles11, IT spending12) decreases GDP13 - - - > reduce expenditure → 1. less jobs 2. bankrupt 3. 2 manufacturers merged together military profit from crisis vs civil suffers from wars and vice versa → airplanes manufacturers (civil + military aircraft) SPACE: 20th century: high expenditures - space missions today: NASA14 stopped space shuttle program (moon not attractive anymore) 10 traffico illegale denaro 11 fucili 12 spese per information technology 13 gross domestic product (PIL) 14 National Aeronautics and Space Administration focus on: defense + civil programs telecommunication: essential role in life → focus on satellites, search traces of life Nasa work with Space x (develop Shuttles + rockets) ex: project Blue Origin (space tourism for public) 1.3 INTERNATIONAL AVIATION REGULATORY ACTORS AND ROLES GOVERNMENTS: IATA Traffic Conferences: setting tariffs - respective routes AIR SERVICE AGREEMENTS: (ASA) - basis for international air travel bilateral/multilateral agreement (how many states concerned, how many states agree) - traffic rights - capacity - designation - ownership - control - tariffs (fares + prices) requires government approval + others such as - competition policy - safety - security standards - charter traffic15 Main issue: foreign airlines own main-capacity restricted gateways ex: London Heathrow - -> service between India + UK (112 services per week) < - -> not because of - poor infrastructure - high aviation taxes - British airlines operating maximum amount services → Gulf Carriers took the place Brexit → Uk out ASA STATE AID: government involved aviation policy → manufactures big benefit crisis time: aviation industry - financial support government ex: Air France COVID-19 - -> bankruptcy under chapter 11: help < - -> merges as new company ICAO: (government) consequence Chicago Convention 1944 2020: 193 states (not Holy See + Liechtenstein) members ICAO → agree Chicago Convention → 5 strategic objectives 1. Safety: global civil aviation safety (focus on state’s capabilities) 2. Air Navigation Capacity and Efficiency: upgrade air navigation, develop new 15 flights for special use procedures, optimize system performance 3. Security and facilitation: ICAO leadership, border security 4. Economic development of Air Transport: ICAO leadership on economic policies + support activities 5. Environmental protection: minimize environmental effects, ICAO leadership on environmental activities, policies, practices ICAO description: ASSEMBLY: - Representative member states - meet every 3 years - Political direction - Reviews work organization - Set policies for coming years - Votes a budget - Elects member states (represented by Council) - Decisions → resolution COUNCIL: - governing body - 36 members elected every 3 years - adopt SARPS (standards and recommended practices ) - direction Assembly - administration finances - appoints16 Secretary General - collects + share infos (air navigation, international air services) - reports infractions Convention - submit annual report to Assembly - supported by Committee on Joint Support of Air Navigation Services + Finance Committee Air Navigation Commission: assist council with technical matters Air Transport Committee assist council with economical matters SECRETARIAT: headed Secretary General (CEO of ICAO), divided into 5 divisions 1. Air Navigation Bureau 2. Air Transport Bureau 3. Technical Co-operation Bureau 4. Legal Affairs and External Relations Bureau 5. Bureau of Administrations and Services IATA: (represents airline) from 57 members to 290 (83% world’s air traffic) - trade association airlines - formulate industry policy on critical aviation issues - cooperation airlines 16 assign a specific role  - promote safe, reliable, profitable, secure + economical air services for consumers - value + innovation creation - sustainability 2022 priorities - environment and sustainability: SAF 17(Sustainable aviation fuels), secure support governments - industry climate’s strategy - safety: ground operations, lithium batteries, IOSA 18on pilots - diversity: increase participation for gender balance - commercial: covid-19 requirements - effective IATA operations: efficient settlement systems ex: passengers and cargo airlines + publishment statistics, recommendations related to issues ex: safe air travel in pandemic 2. AIRCRAFT IN COMMERCIAL AVIATION INTRODUCTION: airline operates right aircraft, right route, right time, right price, right product 2.1 AIRCRAFT FAMILIES AND TYPES: BOEING: aircraft named 7XT - 300, 400 → commercial aircraft - 500 → turbo engines - 600 → rocket and missile departments - 700 → jet engines airplanes named: launch date ascending order (707 to 787), 717 exception BOEING 707: (commercial airplane) initially called 700 < - - > 707 + exciting - 1957: first flown (success because financial difficulties with models before) jet engines19 → operates safely, reliably, profitably - - 4 versions: from 707-100 to 707- 400 (size, engine types, aerodynamic specifications) - initially medium-haul - -> 707-300,400 long haul - 707- 300C: passenger airplanes - -> cargo airplanes - 720: shorter version 707-100 + aerodynamic adjustment - 1957 and 1994: 1,010 (707, 720) manufactured → military versions still operating BOEING 727: (medium-haul market) 17 convert water and CO2 → aviation fuel (using electricity) 18 IATA operational safety Audit → evaluation system for operational management + control systems airline 19 motore a reazione  - 1963 first flown - operate airports not suitable 707 → smaller + 3 engines (+ powerful) - alternative to four-engine aircraft (long-haul) - Between 1962 and 1984: 1832 aircraft (727-100/200 and 727F) ICAO 90 mins ETOPS20 (before 60 mins) 1964: Federal Aviation Administration (FAA)21 waives ETOPS: three-four engines aircraft → any route without consider distance to airfield 1980s: no ETOPS twin engine aircraft (burn less fuel) - -> 3 engine aircraft removed MCDONNELL DOUGLAS: - 1967: Douglas + Mc Donnell (military part) - late 1990s: Mc Donnell merged with Boeing DC-8: - constructed before companies together - similar Boeing 707 - performance data - first flight: 6 month after B707 - 1950s: 4 variants (differents engine type, MTOW22) - 60s and 70s: differ fuselage lengths - not successful as Boeing (long-range models - Qantas Airways - Australia; larger engines - South American Routes) → financial risk increase DC-9/MD-80/MD-90/BOEING 717 - 1965: DC-9 - -> MD-80 (stretched airframe) - -> larger variant MD-90 - Between 1965 and 2006: 2439 aircraft produced - short to medium-haul - some still operative today - US named Mad dog (noisy engines) DC-10/MD-11 - 1970: Douglas aircraft - 1991: first flew MD-11 - 3 engines→ long-haul US domestic market and intercontinental services - Late 1980: avoid ETOPS - Between 1970 and 1990: 446 DC-10s - Between 1991 and 2001: 200 MD-11 - still in service - Cargo airlines Aérospatiale-British-Aircraft Corporation 20 Extended-range Twin-engine Operation Performance Standards, maximum distance minutes at which an aircraft can operate away from a suitable diversion airfield. 21 responsible US Department of Transportation - Air Transport 22 maximum takeoff weights Concorde (20 but everybody think just one) - Between 1965 and 1979: France + Uk: 20 aircraft (14 - commercial services British Airways, Air France) - never big success: 74 aircraft order < - - > 4 airlines: Braniff International Airway, Singapore Airlines (short-haul) - Boeing + Tupolev : supersonic aircraft - Tupolev 144: first flight 3 months before Concorde - 1969: first took off Concorde < - - > not safety standards - Until 2003: in commercial - 1996: fastest flight across Atlantic, 6035 km (NY JFK and LHR), 2 hours, 52 minutes - Concorde retired —> backwards AIRBUS: A300 (medium-haul) - integrated with A310 (smaller + long-haul market) - 1972: first flew (medium-haul → 3-4 engines) → low operating costs - conventional cables Fly-by-wire technology: transmission of Inputs with electronic signals processed by computer and then sended to control units instead of physically signals THE CURRENT GENERATION OF AIRCRAFT: 2020: 91% total operative fleet = Airbus + Boeing - - > Embraer, Bombardier: manufacture airplanes (short-medium-haul market) - - > ATR = Airbus + Leonardo AIRBUS: portfolio 5 different models A220 (short-medium-haul) - initially manufactured as Bombardier as C-Series - -> sell Airbus (financial difficulties) - 2 airframes sizes -100 and -300 - Air Baltic - short-haul flights (Baltic Countries); medium-haul (european countries); long-haul Dubai (A220-300) Reasons because Bombardier no success < – > Airbus yes: 2008: Airbus - launched new generation engines (mounted under airplane’s wings), C-series gone → re-engine A320 and B737 family C-Series Bombardier: - 160 seats → competition A319, B737-700 (less fuel burned) - airlines operate derivatives A319, B737-700 → pilots, technicians no extra training - different spare parts23 ( extra costs) 23 pezzi di ricambio  - A320 neo + B737 MAX pushed customers away from Bombardier - narrow- wide body aircraft 24 A320 family: more 8600 orders - first narrow body aircraft - 1988: 1 generation: A318, A319, A320, A321 - 2016: 2 generation (NEO25): A319neo, A320neo, A321neo (new winglets, engines, 20% fuel reduction ) - between 160 and 244 seats - A321neo XLR: new aircraft A330/A340 family: early 1990s in service A330: 2 engines, response to B767 (ETOPS still big issue), great success 2021: more 1800 ordered + delivered 2017: A330-200 A330-300 replaced by A330neofamily - long-haul A340: 4 engines, long-haul flights avoid ETOPS → same fuselage, same wings, 2 engines < - - > -200 -300 -500 -600 no success 2012: production ceased (370 built) A350 (long-haul) - response B787, B777 - 440 (A350-900) or 480 passengers (A350 - 1000) - bigger B787 but not as B777 - great success A380 - similar A340 (lost for Airbus) - between 2005 and 2021: built - solve issue: increasing passenger numbers → reduce congestion airports Airbus: runway capacity26 global hubs not able expand as increase passengers → bigger aircraft needed < - - > smaller + fuel-efficient (direct routes) → no hub airports - Emirates: transport passengers through Dubai hub, profitably - Etihad: profitably - Qatar Airways: profitably - John Leahy (earlier head sales Airbus): combination wrong assumptions future → develop great version A380-800, -900 (increase weight), engines outdated OAG (official airline guide) July 2011: 4 airlines, 10 airports - China and Europe July 2019: 12 airlines, 29 airports 24 aircraft with 1/2 aisles (corridoi) 25 New engine option 26 number takeoff and landings a runway can accommodate per hour airports in the market: away from existing gateways - regional hubs (new aircraft introduced) BOEING: B737: most popular commercial airplane → end 2021: 13 500 orders - 1967: first took off - 737-100 - -> completed with 737-200 - early 1980s: second generation: Classic -300, -400- 500 - late 1990s: third generation: -700 -800 -900 - 2017: B737 MAX (4 generation): -7 -8 -9 - 10 - initially: short-haul < - -> operate big airports (transatlantic services Air Canada) - next generation: no extra equipment - aircraft bellies (lower on the ground) AIRBUS vs Boeing (competition) both success A320: clean-sheet aircraft, 10-30 yo BOEING “Next generation” + MAX (30-50 yo platform) B747: final model introduced between 1957 and 1969 - 4 engine, first long-haul boeing - difference in range, size, cargo, passenger capacity - B747-100 - -> -200, -SP, -300, -400, -8 - every new version: increase in size - B747SP: fly thinner-long-haul routes + compete smaller widebody aircraft (others manufactures) B747-8: current version (14 000 km) - 605 passengers, answer A380, no big success - new engines + big capacity as cargo airplane - + 1500 airplanes built B757: - 1982: replacement 727s - medium-haul - 80% more fuel efficient - 757-200: small version B757-300 B757-300: flying pencil (long and thin) - 280 passengers - longest narrow body aircraft - short-medium haul + thin transatlantic routes - 2005: production ceased < - -> re-engineering program - expensive to build compared to B737 → BOEING clean-sheet replacement thin long-haul routes - operate passengers US B767 developed with B757 (save money + commonality)  - both fly same type-rating 27 - twin aisle, medium-long haul market - first two engine aircraft ETOPS 120 - -200 -300 -400 + extended range - still in production as cargo, military tanker aircraft B777 same time A340 (no success) - long haul - 2 engines - lower operating costs (maintenance) - spare engines, fuel burn - ETOPS 330 → any route - +2000 ordered B77-200 + extended ranges, B77-300 + extended ranges 2022 B777-200LR ( longest flight passengers = Honk Kong - London 22h) B777-8 and B777-9 ( soon in service) - new engines, new wings B787 Dreamliner: - similar size B767 Dreamliner - smallest, thin long-haul - -8 -9 -10 growth passengers between Asia and Europe July 2011: to July 2021: 1. spoke-to-spoke services 2. hub-to-spoke services 3. hub-to-hub services Dreamliner: 86% hub airports, 1% spoke to spoke BOMBARDIER: financial difficulties → issue with C-series - -> CRJ (Mitsubishi CRJ) - regional aircraft - 50-104 passengers - tail-mounted engines CRJ 100-200-700-900-1000 - related to Challenger (still being manufactured) - -> Mitsubishi stop production CRJ < - -> focus maintenance, support, renovation marketing, sales activities DHC-8 or DASH-8: - known as De Havilland Canada < - -> early 1990s Bombardier purchase program - 37 and 90 passengers - -100 -200 -300 -400 - later programs suspended (Covid -19) 27 specific pilots license EMBRAER: 2 jet aircraft families ERJ family (popular in USA) - ERJ 135 - ERJ 140 - ERJ 145 - 37 - 50 passengers - popular US domestic market routes - turboprop aircraft required + speed jet → long distance E JET - 1 generation: E170, E175, E190, E195 - 78 and 124 passengers - regional, short-haul market E2-jet family - E175-E2, E 190-E2, E195-E2 - new engines, new wings → reduced fuel burn 17% - clean-sheet aircraft, shares 19% parts E1-JET - up to 146 passengers (under capacity A220) Boeing acquisition Embraer's commercial program < - -> 2020:negotiation terminated ATR: ATR 42 + ATR 72 (popular Asia) → operate airports difficult access - several variants - 74 passengers - designed for regional services (low demand) - short, regional routes (not speed < - -> lower operating costs) CARGO AIRPLANES: indicator economic developments - different trends as passenger airplanes - 2008: financial crisis → cargo market down - -> passengers market - covid-19 crisis: cargo well < - -> decrease lack supply → passenger airplane (50% cargo) < - -> pandemic (80%) - 50 % cargo worldwide: passenger’s airplanes - -> rest cargo - reliability + low costs - increase fuel consumption < - -> lower capital costs AIRBUS: A330, A350 BOEING: B747F, B767F, B777F, B777-8F, B747 (front cargo door) ATR: ATR 72-600 F P2F(passenger-to-freighter) conversion programs28 (da passeggeri a cargo) A330P2F - apply window plugs - cargo doors - reinforce floor grid (pavimento) - add freighter floor panels 28 adattare aerei al mercato  - install new seatings + rest areas AIRBUS: A321P2F, A330P2F BOEING: B737-800 BCF, B767-300BCF + B777-300ERSF - offered cooperation GE Capital Aviation Services (GECAS) + Israel Aerospace Industries Group (IAI) - + volume than B777F - replace larger freighter DEHAVILLAND: Dash-8s → remove seats + installation nets29 (not real conversion) EMBRAER: E1 jets: no decisions until 2022 FUTURE TRENDS: seats to range-ratio AIRBUS (from A319 to A380 + a220): 440 seats maximum - A380 not over 800 seats - A321neo XLR: short-haul, 120-250 seats - derivatives A220, A321neo, A321neoLR, A321neoXLR → will avoid hub airports BOEING (from B737-700 to B777-9): 396 seats maximum - gap between A321neo and B787-10 → B767 < - - > Boeing still researching EMBRAER (E2-jets) RADIUS OPERATED: (operare specifiche rotte in quel raggio) A321neo XLR: ( London and Delhi ), new markets (Asia + Africa) → US market from London → Europe, Western Australia, majority Africa from Delhi + Air Service Agreements → + hub airports avoided A350: around London A380: no market → disappear < - -> big miss LHR, DUBAI A350 ULR: Singapore Airlines + Qantas (ultra-long-haul) high yields 30 Singapore to US - Australia to Europe/US cost new airplanes - China: Comac C919, ARJ Jet - Russia: Irkut MC-21 strong domestic markets - -> political tensions → own aircraft 2022: Ukraine war → Sukhoi - Russia (Superjet program), self-made → sell Iran The FUTURE GENERATION OF AIRPLANES: supersonic travel + climate-friendly technology 29 sicurezza del velivolo 30 alta richiesta BOOM (american manufacturer) commercial supersonic travel (same time Concorde) < - - > issues - sonic booms over land - high fuel consumption - high ticket prices compensate higher costs - environmental considerations New aircraft (different energy as fuel): - 3% climate change (air transport) - ⅓ : C02 - ⅔ : contrails (scie condensazione) power current aircraft generation SAF: sustainable aviation fuels —> reduce C02 - not enough SAF - 2021: price 8 times higher jet fuel → problem small profit < - -> current generation fly SAF (no adjustments) alternatives next generations aircraft: - battery-powered electric aircraft - short-haul flights (Eviation Alice)31+VTOL32 - hydrogen-powered aircraft - - current generation batteries: too heavy + too much space - BATTERIES future Air taxis, Unmanned Aerial Vehicles (UAV)33 - hydrogen: planning A380 (hydrogen tanks + hydrogen powered engine) < - -> new structure (hydrogen bigger tanks) + structure resist 300-500 bar pressure 2.2 AIRCRAFT OPERATION field operations: COO (chief operating officer) GROUND OPERATIONS, FLIGHT OPERATIONS, AIRCRAFT MAINTENANCE Block time: time seen flight plan Flight attendants + pilots paid in block times Ground operations: on-blocks aircraft to off-blocks. catering, cargo, luggage loading, passenger handling, fueling (coordinated by ramp agent34) + positioning of aircraft small airport (1 ground operator) vs bigger airports (+ ground operators) Legal requirements - stand width (min distance 2 aircraft parked next to each other) 31 aereo completamente elettrico made in Israele 32 aereo che decolla senza pista (vertical takeoff and landing aircraft) 33 aircraft for individual transport 34 link between ground crew + flight crew  - pre-defined procedures when fueling while boarding (no-smoking signs on; flight attendants close emergency exits, fasten seat belt sign off) Airline requirements - board/deboard aircraft - remote stands ex bus (commercial reasons) → airport provide them - airlines requests cones front of engine (aircraft full stop) Aircraft requirements: - airliners NOT board/deboard jet bridges → airport: staff guide passengers - aircraft NOT pushed back (technical reasons) → airport: stands where aircraft power out on their own (no necessità ulteriori veicoli) Airport requirements: - environmental restrictions → switched off APU (auxiliary power unit)35 → powered by ground power unit (wing walkers required) What else? - busses + tankers lower height (special driver’s license) → under wings without issues - special markings tarmac (asfalto) - special rules (way aircraft, ask tower permission for certain areas) - lights - communicate (normal warning light roof vehicle, controlled by tower, taxi lights airplane → taxi or wait Cut TURNAROUND TIME36 → - costs + productivity ground operations vary from airlines - LCC no board menu → no need truck before/after flight - tankering: carry fuel for + 1 flight (fuel cheap → save money) Flight operations START: aircraft pushed back from stand/ brake blocks removed from landing gear END: aircraft at the stand, brake blocks placed again - issuing operations manual respective aircraft type - crew training - crew planning - flight plan filling (overflying rights, closed airspaces, NOTAMS37, weather) NOT ALWAYS FLIGHT DEPARTMENTS - landing, overflying rights - risk evaluation new airports network - investigation past incidents → future training benefit 35 generator inside aircraft, converts fuel into electricity, helps engine start up + other procedures 36 time between going on-blocks and off-block (tempo arrivo stand e tempo ripartenza) 37 notifications indicate special circumstances (closed runways, closed airways( usually temporary Example one: Airport Central America: complex landing procedure required related to wind → only specially trained crews operate flights - -> risk analysis, reduce risk accident Example two: airline flights airport southern part South America - code F aircraft 38 → specific airports, alternate airport (airline benefit → less fuel as possible) Example three: ground operations issue: new type aircraft introduced to fleet - -> tow-bar 39failures increases → ground operator + flight operator departments - defer engine start procedure decrease environmental impact: new procedures - remote-controlled electrical vehicles (1 operator): LHR - TaxiBot (push back + aircraft runway) engines off → controlled pilots (85% CO2 reduction + 60% noise) - one-engine-out taxiing: < - - > decrease speed, mobility, long warmup time engines (switch on engine on time), operative engines increase < - -> jet blasts40 risk 2.3 AIRCRAFT MAINTENANCE: safest industries world, safety mechanism Maintenance Intervals: determined MPD (maintenance planning document) manufacture: airframe, engines, landing gears, other components - different checks (letter checks): flight hours, flight cycles41, fixed dates airlines + flexibility → line maintenance checks during night (- ground time + profit) LINE MAINTENANCE EASA (European Aviation Safety Agency): maintenance before flight → aircraft fit flight - pilot’s final walk around - A, B checks - small checks A CHECK(60 hours labor) - light maintenance: 400 to 600 flight hours, 200 and 300 flight cycles - filter changes - check + greasing systems intervals determined by manufacturers, differ from models B737 Classic: every 250 hours flight A320: every 750 hours flight B CHECK (120-150 hours labor) 38 ICAO biggest aircraft commercial for wingspan < - -> wings folded down (A380, B747-8, B777X) 39 gancio traino per aerei 40 turbolenza in fase decollo prodotta dai motori 41 one takeoff and landing  - every 6 to 8 months - fluid checks - inspection of panels and cowlings (ciò che ricopre motore) Boeing, Airbus: B check included in A check BASE MAINTENANCE: - C, D checks - differ manufactures, airplane types C CHECK (base check) → 5000 labor hours - every one to three years - system checks - thorough cleaning - structure + surface controls - after 6 years: heavy maintenance check (corrosion, wings) A320: low-middle amount labor hours - change cabin interior design - in-flight internet - always new updates D-CHECK → find structural damages (1 to 3 months) - aircraft completely dismantled - removing engines, livery, landing gear MCF (maintenance check flight): after some C checks, D check → components properly installed, systems working accordingly different strategies - maintain aircraft A330, A340: several C checks before D check A380: combination C + IL (intermediate Layover) check before D check (after 12 years) → + small checks over time → reduce ground time = equalizing maintenance MAINTENANCE COST: single-aisle aircraft - A-C checks: 6% - Line Maintenance: 14% - Higher checks: 15% - Components: 30% What influences maintenance costs? Fleet age - first 4 years (low maintenance) - -> increase - after 12 years (latest D check): costs increase - older aircraft → delicate Fleet commonality:  - benefit from commonality: age, airplane families → Lufthansa: always same production, same standard modifications during years Route network: airlines short-haul routes: high costs maintenance - take off, landings (8 times for day): stress engines, landing gear, cabin - lower productivity than long-haul (+ costs fuel than maintenance) service bulletins (SB) 42 only ETOPS be respected Geographical location: - Middle East: sand + dust (polvere) - stress engines, airframe → Qatar Airways issues A350 (paint quality) - hot/high airports (Bogota, Mexico City, Madrid) vs cold/low temperature: + power take off → increase wear engines43, maintenance costs - spare part supply44(remotely located airline): costly, time consuming → reduce costs, airlines outsourced 45 maintenance (positive and negative) Maintenance providers: airlines reduce maintenance costs → countries low costs - British Airways: A380 fleet (Manila/Philippines) - Lufthansa: long-haul aircraft (Malta, Jordan, Philippines) MRO (maintenance, repair and overhaul): + predictability maintenance costs - contracts: monthly/yearly payments (also customized airline’s needs) - - younger aircraft (no big need maintenance) → higher rates than need (monthly/yearly) - low usage = low maintenance costs < - - > not always - smaller airlines: no priority, low revenue Lufthansa: reintegrating line maintenance hub Frankfurt - limited availability maintenance slots → issues airlines dispatch rate (consegna velivoli) 3. AIRPORT MANAGEMENT passengers - main purpose airport → satisfy needs 42 doc issued aircraft manufacturer/component manufacturer → communicate modifications 43 deterioramento motore 44 fornitura pezzi ricambio 45 trasferire ad altre aziende 3.1 ELEMENTS OF AIRPORT: LANDSIDE (opposite AIRSIDE): area outside security area airport, marked by fences, crossed security controls surface access - how people go/come from airport BERLIN BRANDENBURG AIRPORT: passengers - car: Autobahn → car parks walking distance terminals - car parks - shuttle bus - private car parks (popular US → prefer use private car) - public transport: bus lines, urban/regional trains (city center) - national train: north/east Germany solve congestions airports → + sustainable ways transport - pick-up/drop off fees - STOCKHOLM ARLANDA AIRPORT: only full electric “Eco-taxis” 2014: Uk airport handle additional 4,3% passenger (meeters, greeters) LHR: 4,5 million - Major european airport (Copenhagen Kastrup, Zurich, Frankfurt): 40/60% passengers - public transport - Secondary airport: lack infrastructure → passenger - car Future surface access: driverless cars, air taxis TERMINAL BUILDING: boundary (CONFINE) between landside and airside - marked T1 - handle departing/arriving passengers - check-in counters, passport control, customs46, baggage conveyor belts - restaurants, retail47, car rental booths Non-aviation-revenues (sometimes 50%): rents, commissions, events, conferences, parking-fees APRON (NA - tarmac and ramp): area surrounding terminal building - flight preparations conducted - gate, parking positions, cargo area, area surrounding maintenance facilities BOARDING GATES: - jet bridges - Walking distance from terminals - remote stands → bus shuttle to/from aircraft 46 dogana 47 vendita al dettaglio airport charges: no jet bridges → lower - -> increase performance boarding/deboarding front/rear doors GOVERNMENT TERMINAL: capital airports MILITARY APRONS TOWER: coordinates ground/air traffic - + 1 tower (Frankfurt) - traffic controller: always see aircraft (no bad weather conditions) - → apron controller: advise traffic on the ground, split several towers not every parking bay seen from tower AMSTERDAM SCHIPHOL: second tower: not seen a runway LONDON CITY AIRPORT: Swanick - remote towers: screen simulate tower (+ safety, efficiency, less costs) AIRCRAFT HANGARS: not small airports - usually base maintenance checks - Hamburg, Malta, Sofia, Budapest (homes Lufthansa Technik- MRO) - also heavy maintenance checks - Berlin airport: Easyjet + Lufthansa, MRO facilities Larger airports: hangars base-maintenance check < - - > not heavy-maintenance? space, costs - larger airports: restricted space, fees/costs landing, take off → higher - heavy maintenance: check flights, ground tests → no time, no space < - -> BEIJING INTERNATIONAL AIRPORT: Ameco - MRO - Boeing aircraft DUBAI AIRPORT: Emirates - heavy maintenance checks CARGO APRON: majority of airports (not really small ones) - airports high amount cargo: cargo facilities - handles cargo, freighter aircraft FRANKFURT: terminals - animals (horses) + pharmaceutic FIREHOUSE: - smaller airports: 1 vs larger airport: more than 1 - ICAO: firefighters arrive 120-180 seconds - some airports: airplane mockups48 → training ground firefighters TAXIWAYS: yellow lines (mark center taxiways) → roll on the ground RUNWAYS: red - take off, land - 2000 to 4000 meters 48 modelli aerei per esercitazioni  - minor airport: 1 vs bigger airport 2 or more CHICAGO O’HARE: 8 runways taxi-runways → safety standards - runway lighting: visual guidance - ILS:49 instrument landing systems: based on radio navigation, send aircraft info vertical/horizontal position of runways → glide slope transmitter50 - near touchdown zone runway - -> horizontal transmitter - end runway ADDITIONAL AIRPORTS ELEMENT DEICING PADS: - aircraft free of ice - special fluids before take off - special deicing pads → used parking position SECURITY AREAS: - military/government areas LDN - STN: flights potential threat 51 → attract hijacks + bomb threat WHY STN? proximity Royal Air Force Base - Suffolk, low traffic volume AIRCRAFT STORAGE: crises times → important airports offer extensive parking spaces - Victorville + Marana - US - Teruel + Châteauroux - Europe - Alice Springs - Australia - lack terminal buildings + facilities (baggage handling, immigration etc) - specialized storing aircraft indefinite period of time: hangars, parking spaces, maintenance staff, facilities 3.2 RUNWAY SISTEMS AND OPERATIONS: groundspeed: cars airspeed: airplanes wings generate lift52 influenced by speed airflow (flusso d’aria) - takeoff opposite direction windflow: increase airspeed → shorter distance takeoff direction influenced by wind speeds, directions → airliners takeoff under headwind conditions (controvento) < - -> avoid headwind during cruise flight53 (save fuel) How are runways named? 49 help landing - poor visibility conditions 50 trasmettitore di pendenza pianata 51 minaccia → gestisce dirottamenti 52 sollevamento 53 phase after climb and before descendent WIND FROM SOUTH → TAKE OFF TOWARDS SOUTH WIND FROM NORTH → TAKE OFF TOWARDS NORTH always under headwinds - one runway: no letter - two parallel runways: L/R → left, right - three parallel runways: L/C/R→ left, center, right SINGLE RUNWAY: - small airports < - -> LDN - STD: 1 runway - constructed according wind directions → avoid cross wind54 → decrease aircraft performance + add complexity operations - between 180 000 and 230 000 aircraft movements - year PARALLEL RUNWAYS: - second runway added: double capacity < - - > not always - sometimes: increase capacity < - -> not double TWO PARALLEL RUNWAYS: - minimum distance: 1500 mt BERLIN-TEGEL: airport 2 runways: no operate independently: distance between them < - -> increase capacity Single-runway-occupancy-requirements (busy airport): 1 aircraft runway takeoff, landing < - -> BERLIN-TEGEL time intervals reduced: departing aircraft lines up instead waiting aircraft landed LONDON HEATHROW: take off, land simultaneously both runways (double capacity) 54 vento che arriva di traverso SEPARATION: lateral/vertical distance between aircraft in the air maintain separation air: turn shortly after departure THREE PARALLEL RUNWAYS: FRANKFURT AIRPORT: northern runway independently vs other 2 simultaneously FOUR PARALLEL RUNWAYS: or more - 2 named: rounded-up values - 2 named: rounded-down values PARIS CHARLE DE GAULLE: northern, southern not operate independently (1-1, 2-2) 1- 2 2-1 INTERSECTING RUNWAYS: - airports without prevailing wind direction (change directions) (L) - if only one orientation: capacity limited cross winds MALTA AIRPORT: - windless times: both take off, landings → increase capacity - capacity: depends location intersection (+further + higher capacity) - airplanes convergence: challenging → strong winds: 1 runway only - no taxiways: terminal to threshold55 and vice versa → heavy airplanes (full runway): turning pad56 southern end runway: decrease capacity LONDON CITY AIRPORT: increase capacity 40 to 45 hour adding a taxiway V-SHAPED RUNWAY SYSTEMS: - similar intersecting runway < - -> runways do not cross - increase capacity, takeoff away from converging traffic (lontano punto incontro) ZÜRICH AIRPORT: - take off, land specific runway - noise avoidance measures - continual frequency changes ground, runway crossing (also in LHR) Challenges air traffic controllers: keep separation between airplanes ground/air Challenges pilots: be attentive, follow instructions air traffic controller ZURICH, FRANKFURT: noise avoidance → take off under tailwind 57 3.3 AIRPORT SLOT MANAGEMENT: slot: landing/take off right certain airports 55 beginning, end runway 56 extension runway, allows airplanes to turn on the runway 57 vento in coda coordinated (level 3): slot restricted → majority european airports LHR, AMSTERDAM, PARIS, MADRID, MALAGA, OSLO, VENICE Worldwide Airport Slot Guidelines (IATA) uncoordinated (level 2) WHAT FACTORS AFFECT AIRPORT CAPACITY? RUNWAYS CAPACITY: - runway configuration (BEST: 1 runway independently from one another) - number taxiways: limited factor - width runway - length runway: heavy airplanes longer landing/takeoff - size airplanes → bigge airplanes: + passengers A380: width 45 to 60 mt (outboard engines) → narrow58 runways: dust, sand → cleared always LHR capacity + than MUNICH → airplanes bigger LHR GATES CAPACITY: - gate acces - lack gates jet bridges → remote stands, shuttle busses LISBON AIRPORT APRONS CAPACITY: - apron availability: costly, impracticable, inefficient airplanes ground waiting → slot regulation amount airplanes TERMINAL CAPACITY: BERLIN-TEGEL-AIRPORT: - handle 9 million passengers < - - > 24 million 2019 - + capacity: + parking positions, terminals - -> overloaded → dissatisfaction passengers, airlines - easier adapt terminal capacity despite runway capacity SURFACE ACCESS: no example < - -> can be limiting factor OTHER FACTORS: - Covid-19 crisis: staff shortages59 → impact system’s capacity - night curfews60: environment, cargo airplanes → less passengers 58 stretta 59 carenza di personale 60 flight ban night → avoid noise SLOT ALLOCATION: EUROPE: - natural/legal person < - - > UK, Netherlands: Non-profit- organizations - granted landing, take off + summer, winter → weather, changing flight plans, destinations - slot application: airlines lost them/ increase capacity - change use slot: choose where < - -> problem change aircraft model → different separation landing/aircraft → approval slot coordinator European Slot Regulation Act 95/93: 50 % available slots new entrants initially: 4 slots day or 3% total slots airport (only maximum 2 competitors) 2008: 5 % total slots airport other 50%: capacity maximization, aircraft type, quality service (qualità dei servizi) airline hold slot: use least 80% (use-it-or-lose-it - 80-20 rule) → + 20% unused loses it airline use least 80%: grandfather rights → can use next year some slots: part ring-fencing61: regional routes, public service obligations (PSOs)62 other slots: slottery → grant slots LONDON: Norwegian airlines 14 slots LHR < - -> slottery granted 3 slots - -> Norwegian Airlines back (not enough) slot trading: 2016:OMAN AIR: purchased 1 LHR slot from Air France: 75 million euros value slot: return/investment, slot leasing THE UNITED STATES: only Chicago O’hare, Washington Ronald Reagan, Los Angeles (LAX), San Francisco, New York (La Guardia, John F. Kennedy, Newark) → slot regulated slot trading: + common → allowed DELTA AIRLINES: trades from 75 to 100 slots → 80/90% competitors do same benefit - transparency slot granting process - + efficient use slots → airlines hold slots paid for → use efficient way CRITICISM: - lack of transparency - loss efficiency → loss profit (caused by grandfather rule) - lack capacity airport: < - -> objective airport→ only certain domestic routes 9/ - lack slot mobility → lack new airlines, new services 61 delimitazioni 62 route not available airlines < - - > benefiting people, local economies, subsidized (per dare servizio, ti aiutano economicamente) FUTURE: balance profit maximization, connectivity, increase capacity FLYBE (airline): couple LHR slots domestic services - turboprop jet - -> never less 80% → keep over years Issue: airport, stakeholders (retail companies) wanted long-haul, wide-body aircraft → more passengers suspend “use-it-or-lose-it” → protect environment, airlines (empty flights) - 9/11 - 2008: financial crisis - covid-19 crisis 3.4 TERMINAL CONCEPTS: terminal design OPEN APRON: low passenger volumes - airplanes park close terminal building → passengers walk - airplanes power in/out on their own (no need tow truck) - distance aircraft large → maneuver safely → decrease capacity - a lot passengers walking apron: security issue, increase security staff → limited capacity MALTA, BERLIN TEMPELHOF AIRPORT LINEAR TERMINALS: - main, south pier: jet bridges → easier boarding/deboarding - airplanes park closer → increase capacity (tow-truck for push-back) - easy accessibility for aircraft - high length terminal(+ passengers + long terminal) → walk a lot (- confort + transfer times) NEW BERLIN AIRPORT PIER CONCEPT: (1950) - + passenger capacity < - - > reduced length (compared linear terminals) - increase size → long walking distances - accessibility terminal buildings for airplanes → some gates - bays accessible from 1 site → inbound traffic 63 wait departing aircraft left bay FRANKFURT T1 (lufthansa + Star Alliance64), AMSTERDAM, MADRID BARAJAS T2, COPENHAGEN SATELLITE DESIGN: 63 traffico in circolazione 64 partner airlines Lufthansa → aligned schedules, ticket sales, share terminal facilities → generate synergies  - connected subsurface - main terminal(immigration, customs, check in counters) - LHR T5: 1 linear terminal + 2 satellite terminals (follow linear design < - - > no landside access) LHR T2: satellite terminal LHR T3: pier terminal LHR T4: mix linear terminal + pier terminal ATLANTA: (7 councourses) - world’s largest airport - passengers: 2019 over 110 million passengers - doesn’t follow linear design - central terminal: customs, baggage claim conveyors, check in counters - airplanes park: 1 of 7 satellites - complex < - -> practical → narrow-body aircraft power in-out on their own (A380) TRANSPORTER DESIGN: early 1960s: mobile busses - raised/lowered65 suit height terminal floor, aircraft sill66 - airplane parked remote stand - -> passengers reduced mobility (PRMs) not climb - boarding/deboarding time long → delays, heavy vehicles (damage airplane) no right-wrong for transporter design ATLANTA AIRPORT, WASHINGTON DULLES, JEDDAH BEIJING DAXING AIRPORT - -> NEW AIRPORT ISTANBUL, NEW HAMAD AIRPORT DOHA - handle + 100 million passengers - + curvilinear terminals not sure - design for mega-hub airports Future: everything will have large impact (probably) - when airport, terminal design evolution? How? Big changement or not? - growing need: protect environment, people - Vertiports, small/local airports - flying cars, flying taxis, cargo drones short-haul travels: - still necessary? - security aspects? (maybe outsourced) → less space - -> + space facilities 65 alzato/abbassato 66 davanzale aereo