AE 424 - AERODROME

ENGINEERING & MANAGEMENT

LESSON 3: AERODROME
PLANNING
PREPARED BY: ENGR. ROY TRISTAN S. ROSALES
AERO INSTRUCTOR I
 SCOPE OF THE LESSON…
Aerodrome Planning
The Nature of Civil Aviation & Airports
Commercial Service Aviation
*Passenger Air Carriers
*International Air Transportation
* Air Cargo
General Aviation
Civil Aviation Airports
Historical Review of the Legislative Role
State Roles in Aviation & Airports
 SCOPE OF THE LESSON…
Aerodrome Planning
Aviation Organizations & their Functions
*Federal Agencies
*Federal Aviation Administration
*Transportation Security
Administrations
*Environmental Protection Agency
*National Transportation Safety Board
*State Agencies
*The International Civil Aviation
Organization
*Industry & Trade Organization
 SCOPE OF THE LESSON…
THIS LESSON FOCUSES ON STUDYING THE
HISTORY, UNDERSTANDING THE
FUNCTION OF ALL AUTHORITIES AND
THEIR RULINGS, CATEGORIZING THE
AIRPORTS, AND BRIEFLY DEFINING THE
STUDY DONE IN CREATING AN
AERODROME IN ORDER TO AFFECT YOU
CONSTRUCTION IN YOUR AERODROME
PLANNING
 SCOPE OF THE LESSON

Note: All significant parts use in this lesson came from

Planning & Design of Airports by – R. Horonjeff et.al. for you
to see the bigger picture kindly read chapter 1 – aerodrome
planning of the same book.
 THE NATURE OF CIVIL AVIATION AND AIRPORTS
Since its beginning in the early twentieth
century, civil aviation has become one of the
most fascinating, important, and complex
industries in the world. The civil aviation system,
particularly its airports, has come to be the
backbone of world transport and a necessity to
twenty-first-century trade and commerce.
The sociological changes brought about
by air transportation are perhaps as important
as those it has brought about in the economy.
People have been brought closer together and
so have reached a better understanding of
interregional problems. Industry has found new
ways to do business. The opportunity for more
frequent exchanges of information has been
facilitated, and air transport is enabling more
people to enjoy the cultures and traditions of
distant lands.
 THE NATURE OF CIVIL AVIATION AND AIRPORTS
Civil aviation is typically considered
in three sectors, commercial service
aviation (more commonly known as air
carriers or airlines), air cargo, and general
aviation. Although the lines between these
traditional sectors are becoming
increasingly blurred, the regulations and
characteristics regarding their individual
operations are often mutually exclusive,
and as such, those involved in airport
planning and design should have an
understanding of each sector.
 COMMERCIAL SERVICE AVIATION

Commercial Service Aviation

Supported by the world’s airlines, is by
far the most well known, most utilized,
and most highly regulated segment of
civil aviation. It is the segment of the
industry responsible for providing
public air transportation between the
world’s cities
Commercial Service Aviation can be
categorize into three:
• Passenger Air Carriers
• International Air Transportation
• Air Cargo
 COMMERCIAL SERVICE AVIATION
Passenger Air Carriers
International air carriers receive operating
certificates as prescribed by standards set by the
International Civil Aviation Organization (ICAO)
and defined by the country in which the airline is
based. Historically, international air carriers were
owned and operated by their nations, hence the
term “flag” carriers. In recent years, most of the
traditional international carriers have been
transferred to private ownership. In addition,
there has been an emergence of new
international air carriers, most following the LCC
(Low-Cost Carrier) model of serving point-to-point
markets for fares that are on the whole far lower
than their historical airline counterparts. The
emergence of the LCC models in Europe and more
recently in the Far East and India are resulting in a
tremendous growth in aviation activity in these
regions.
 COMMERCIAL SERVICE AVIATION

International Air Transportation

Although international air
transport was inaugurated in the mid-
1930s, rapid growth did not begin until
1950. Since that time the average annual
growth rate in the number of worldwide
passengers was nearly 14 percent in the
1960s, slightly less than 7 percent in the
1970s, and slightly less than 5 percent in
the 1980s. As illustrated in Figure
worldwide growth in air transportation
has increased by more than 60 percent
between 1990 and 2005.
 COMMERCIAL SERVICE AVIATION/ AIR CARGO

Air Cargo
Originating as the transport of mail
by air in the early part of the twentieth
century, air cargo has come to be defined
as a $40 billion industry focused on the air
transport of mail, bulk freight, high-value
goods, and all other revenue generating
payload other than passengers and their
luggage. As illustrated in the figure, the
transport of air cargo has increased
tremendously since the mid-twentieth
century, with its greatest rate of growth
occurring since the late 1980s.
 COMMERCIAL SERVICE AVIATION

Air Cargo
The top 50 carriers of air cargo in the global air
cargo industry carried nearly one-hundred billion freight-
ton-miles of cargo in 2008. Approximately 15 percent of the
air cargo transported globally is performed by industry
leaders and exclusive cargo carriers FedEx and UPS. The
majority of air cargo is transported by air carriers, using
aircraft designed exclusively for air cargo carriage, as well as
on commercial passenger aircraft. Cargo carried on
commercial passenger aircraft is often referred to as “belly
cargo” as the cargo is stowed in the belly of the passenger
aircraft. Cargo carried on aircraft designed exclusively for
the carriage of cargo is often referred to as “palette” or
“containerized” cargo, describing the containers within
which cargo is stowed and the palettes used to load and
unload cargo. Cargo operations using each type aircraft pose
unique challenges for airport planning and design.
 GENERAL AVIATION

General Aviation
General aviation is the term used to designate all
flying done other than by the commercial air service
carriers. General aviation operations range from local
recreational flying to global business transport, performed
on aircraft not operating under the federal aviation
regulations for commercial air carriers.
While, by definition, general aviation operations
carry no “commercial” passengers, it is estimated that more
than 166 million people traveled by general aviation on
nearly 20 million flights in 2008. During 2007, general
aviation accounted for nearly 75 percent of all aircraft
operations in the United States (source: FAA TAF). General
aviation supports more than 1.3 million jobs and contributes
more than $103 billion annually to the United States
economy.
 CIVIL AVIATION
CIVIL AVIATION
Airports serving civil aviation range from private
nonpaved strips that serve less than one privately operated
aircraft per day to major international airports covering tens
f thousands of acres, serving hundreds of thousands of
flights and hundreds of millions of passengers annually.
Airports currently serving at least 2500 enplaned
passengers using commercial air service are known as
commercial service airports. Primary airports are
designated as those commercial airports serving at least
10,000 annual enplaned passengers. Airports serving less
than 2500 annual enplaned passengers are considered
general aviation airports. General aviation airports
designed to accommodate smaller single and twin-engine
aircraft are considered basic utility airports. Those general
aviation airports that accommodate larger aircraft are
considered general utility airports.
 CIVIL AVIATION
CIVIL AVIATION
Primary airports are further classified into what
are known as “hub classifications” (not to be confused with
the airline “hub and spoke” route models). The hub
classifications used by the FAA are large hub primary,
medium hub primary, small hub primary, and nonhub
primary airports. Large hubs are those airports that account
for at least 1 percent of the total annual passenger
enplanements in the United States. Medium hubs account
for at least 0.25 but less than 1 percent of the total
passenger enplanements. Small hubs account for at least
0.05 percent but less than 0.25 percent, and nonhubs
account for less than 0.05 percent but at least 10,000
annual enplaned passengers. The number of airports, by
hub classification, is illustrated in the Table.
 CIVIL AVIATION
CIVIL AVIATION
Reliever airports are airports not currently serving
regular commercial service but have been designated by the
FAA as “general aviation-type airports that provide relief”
when necessary to commercial service airports, typically by
accommodating high volumes of general aviation activity
within a metropolitan area and accommodating commercial
service operations when the nearby commercial service
airport is closed or otherwise cannot accommodate normal
operations. Airports are typically given “reliever” status if
they are located within an SMSA (Standard Metropolitan
Statistical Area) of population of at least 5,000,000 or where
passenger enplanements exceed 50,000 annually. In
addition, the airport must have at least 100 aircraft based at
the field or handle at least 25,000 itinerant operations
annually. Reliever airports, although not serving regular
commercial service operations, are among the busiest
airports in the United States.
 HISTORICAL REVIEW OF THE LEGISLATIVE ROLE IN AVIATION

Both in the United States and

internationally, legislative actions taken by
federal and state governments have had a
profound impact on the growth of civil
aviation and the planning and design of its
airports.
As early as 1911, the Post Office
Department showed an interest in civil
aviation, particularly the transportation of
mail by air, and from then on the department
did much to encourage civil aviation.
From this Continuous Legislations have
been made and reformed in order to get to
the regulations we have now.
 HISTORICAL REVIEW OF THE LEGISLATIVE ROLE IN AVIATION

Air Commerce Act of 1926

The first year of the carriage of mail also saw the
passage of the first federal law dealing with air commerce,
the Air Commerce Act of 1926 (Public Law 64-254).
Although this law provided regulatory measures, it did more
to aid and encourage civil aviation than to regulate. The
principal provisions of this act were as follows:
1. All aircraft owned by United States citizens operating in
common-carrier service or in connection with any business
must be registered.
2. All aircraft must be certificated and operated by certified
airmen.
3. Authority was given to the Secretary of Commerce to
establish air traffic rules.
4. The Secretary of Commerce was authorized to establish,
operate, and maintain lighted civil airways.
 HISTORICAL REVIEW OF THE LEGISLATIVE ROLE IN AVIATION

Civil Aeronautics Act of 1938

The Air Commerce Act of 1926 had been
passed before the carriage of mail and passengers
had developed into a substantial business
enterprise. The failure of this legislation to provide
adequate economic control led to wasteful and
destructive competitive practices. The carriers had
little security in their routes and therefore could
not attract private investors and develop traffic
volumes sufficient to achieve economic stability.
These particular weaknesses in the existing
legislation led to the enactment of the Civil
Aeronautics Act of 1938 (Public Law 76-706).
 HISTORICAL REVIEW OF THE LEGISLATIVE ROLE IN AVIATION

Civil Aeronautics Act of 1938

This act defined in a precise manner the role
of the federal government in respect to the economic
phases of air transport. It created one independent
agency to foster and regulate air transport in lieu of
the three agencies operating under the Air Commerce
Act. This new agency was called the Civil Aeronautics
Authority (not to be confused with the Civil
Aeronautics Administration). It consisted of a five-
member authority, a three-member air safety board,
and an administrator. The five-member authority was
principally concerned with the economic regulation of
air carriers; the safety board was an independent body
for the investigation of accidents; and the concerns of
the administrator dealt primarily with construction,
operation, and maintenance of the airways.
 HISTORICAL REVIEW OF THE LEGISLATIVE ROLE IN AVIATION

Federal Airport Act of 1946

At the end of World War II, over 500 airports
constructed for the military by the CAA were declared
surplus and were turned over to cities, counties, and states
for airport use. The interest in adequate airport facilities by
various political subdivisions of government continued. The
needs were made known to Congress by various interests.
As a result, the House of Representatives passed a
resolution (H.R. 598, 78th Congress directing the CAA to
make a survey of “need for a system of airports and landing
areas throughout the United States” and report back to
Congress.
On May 13, 1946, President Harry Truman signed
the Federal Airport Act that established the Federal-Aid
Airport Program, the first peacetime program of financial
aid aimed exclusively at promoting development of the
nation's civil airports.
 HISTORICAL REVIEW OF THE LEGISLATIVE ROLE IN AVIATION

Federal Aviation Act of 1958

For a number of years there had been a growing
concern about the division of responsibility in aviation
matters among different agencies of the federal
government. Unlike highway or other forms of transport,
aviation is unique in its relation to the federal government.
It was historically the only mode whose operations are
conducted almost wholly within federal jurisdiction, and
one subject to little or no regulation by states or local
authorities. Thus, the federal government bears virtually
complete responsibility for the promotion and supervision
of the industry in the public interest. The military interest
and the entire national defense concept are also intimately
related to aviation.
Thus on August 23, 1958, the President signed the
Federal Aviation Act, which transferred the Civil Aeronautics
Authority's functions to a new independent Federal
Aviation Agency responsible for civil aviation safety.
 HISTORICAL REVIEW OF THE LEGISLATIVE ROLE IN AVIATION

Airport and Airway Development Act of 1970

In the mid-1960s, as air traffic was expanding at a
fairly rapid pace, air traffic delays getting into and out of
major airports began to increase rapidly. Along with the
delays in the air, congestion was also taking place on the
ground in parking areas, on access roads, and in terminal
buildings. It was evident that to reduce congestion
substantial financial resources would be required for
investment in airway and airport improvements. For airports
alone it was estimated that $13 billion in new capital
improvements would be required for public airports in the
period 1970 to 1980.
The Airport and Airway Revenue Act of 1970 (P.L.
91-258) created the Trust Fund to provide a dedicated
source of funding for the U.S. aviation system, independent
of the General Fund.
 HISTORICAL REVIEW OF THE LEGISLATIVE ROLE IN AVIATION

Airline Deregulation Act of 1978

The Airline Deregulation Act (Public Law 95-504)
was passed by Congress in October 1978. This legislation
eliminated the statutory authority for the economic
regulation of the passenger airline industry in the United
States. It provided that the Civil Aeronautics Board would be
abolished in 1985. The legislation was intended to increase
competition in the passenger airline industry by phasing out
federal authority to exercise regulatory controls during the
period of time between 1978 and 1985.
The Airline Deregulation Act of 1978 prohibits
states from regulating the price, route or service of an air
carrier for the purposes of keeping national commercial air
travel competitive. Air carriers that provide air ambulance
services are also protected from state regulation of their
price, route and service as well.
 HISTORICAL REVIEW OF THE LEGISLATIVE ROLE IN AVIATION

The Airport and Airway Improvement Act of 1982

In 1982, Congress enacted the Airport and Airway
Improvement Act (Title V of the Tax Equity and Fiscal
Responsibility Act of 1982, Public Law 97-248). This act
continued to provide funding for airport planning and
development under a single program called the Airport
Improvement Program (AIP). The Act also authorized
funding for noise compatibility planning and implementing
noise compatibility programs contained in the Noise
Abatement Act of 1979 (Public Law 96-193).
A program that provides grants to plan and develop
private-use airports, established by the Airport and Airway
Improvement Act of 1982 (Pub. L. 97-248). The AIP is
administered by the Federal Aviation Administration (FAA)
and provides improvement-grants to public-use airports.
 HISTORICAL REVIEW OF THE LEGISLATIVE ROLE IN AVIATION

The Aviation Safety and Capacity Act of 1990

In response to issues concerning the provision of limited
AIP funds to the largest airports, thereby leaving the smaller
airports with little in capital improvement funding support, in
1990, Congress passed the Aviation Safety and Capacity Expansion
Act. This act established the policy of allowing airports to impose a
passenger facility charge (PFC) to supplement their capital
improvement programs, while allowing greater amounts of AIP
funding to be allocated to smaller airports with capital
improvement needs. Under this Act, an airport applied to collect a
$1, $2, or $3 charge, on any passenger enplaning at the airport.
The fee would be collected by the air carriers, upon purchase of a
ticket. Revenues generated by PFCs would then be spent by the
airport that generated the revenue on allowable costs associated
with certain capital improvement projects approved by the FAA
that enhance safety, security, or capacity, or increase air carrier
competition.
 HISTORICAL REVIEW OF THE LEGISLATIVE ROLE IN AVIATION

AIR-21: The Wendell Ford Aviation

Investment Act for the 21st Century
In April 2000, funding for airport planning
and design through the AIP and PFC programs was
increased with the Wendell H. Ford Aviation
Investment and Reform Act for the Twenty-
FirstCentury, known as AIR-21 (Public Law 106-
181). This funding increase was designed to assist
larger airports which have become highly
congested, as well as smaller airports struggling to
preserve commercial air service.
 HISTORICAL REVIEW OF THE LEGISLATIVE ROLE IN AVIATION

The Aviation and Transportation Security

Act of 2001
In response to the terrorist attacks involving
the hijacking of four U.S. airliners used in suicide attack
missions on Washington, D.C. and New York City, on
September 11, 2001, The Aviation and Transportation
Security Act (Public Law 107-071) was signed into law.
President Bush signed the Aviation and
Transportation Security Act into law requiring
screening conducted by federal officials, 100 percent
checked baggage screening, expansion of the Federal
Air Marshal Service and reinforced cockpit doors.
Transportation Security Administration (TSA) is
created to oversee security in all modes of
transportation.
 HISTORICAL REVIEW OF THE LEGISLATIVE ROLE IN AVIATION

NextGen Financing Reform Act of 2007/

FAA Reauthorization Act of 2009
The NextGen Financing Reform Act focused funding
on creating the Next Generation Air Traffic Management
System to replace nearly 50-year-old air traffic control
technology.
The NextGen Financing Reform Act of 2007 was
ultimately discarded with the new presidential
administration in 2009. In March 2009, a new
reauthorization bill, the FAA Reauthorization Act of 2009,
was introduced as H.R. 915. As of publication of this text
there is continued debate on how the federal government
of the United States will fund the modernization of the
national airspace system, particularly in the face of the
economic downturn of beginning in late 2007.
STATE ROLES IN AVIATION AND AIRPORTS
STATE ROLES IN AVIATION AND AIRPORTS
 AVIATION ORGANIZATIONS AND THEIR FUNCTIONS (USA)

Federal Aviation Administration (FAA)

The Federal Aviation Administration
is the agency within the U.S. Department
of transportation responsible for the safe
and efficient operation of the nation’s civil
aviation system. The FAA is headed by the
chief executive known as the administrator
who is appointed by the President. The
FAA performs the following functions:
AVIATION ORGANIZATIONS AND THEIR FUNCTIONS (USA)
 AVIATION ORGANIZATIONS AND THEIR FUNCTIONS (USA)

Transportation Security Administration

(TSA)
The Transportation Security Administration (TSA) is the
agency within the U.S. Department of Homeland Security
responsible for the security nation’s transportation systems,
including civil aviation. The TSA was formed in 2001 in response to
the terrorist attacks of September 11, 2001. In 2003, the TSA
moved from the Department of Transportation to become part of
the newly formed Department of Homeland Security. The TSA is
led by an administrator appointed by the President.
With the formation of the TSA, all federal regulations
pertaining to the security of the civil aviation system were moved
from Title 14 of the Code of Federal Regulations to Title 49—
Transportation, and have become commonly known as
Transportation Security Regulations (TSRs).
 AVIATION ORGANIZATIONS AND THEIR FUNCTIONS (USA)

Environmental Protection Agency (EPA)

Established in 1970 as part of the National
environmental Policy Act (NEPA), the Environmental
Protection Agency (EPA) is responsible for preserving
the environment with the goal of protecting human
health.
The EPA has directed many of its efforts to
minimizing environmental damage resulting from civil
aviation activities, with focus on aircraft noise levels,
emissions, air quality, and water runoff. Most of the
EPA requirements pertaining to civil aviation are
incorporated into the FAA’s Federal Aviation
Regulations and policies regarding mandatory
environmental impact evaluation of any proposed
airport planning projects.
AVIATION ORGANIZATIONS AND THEIR FUNCTIONS (USA)

National Transportation Safety Board (NTSB)

AVIATION ORGANIZATIONS AND THEIR FUNCTIONS (USA)

National Transportation Safety Board (NTSB)

AVIATION ORGANIZATIONS AND THEIR FUNCTIONS (USA)

State Agencies
 AVIATION ORGANIZATIONS AND THEIR FUNCTIONS (USA)

The International Civil Aviation

Organization (ICAO)
Perhaps the most important international agency
concerned with airport development is the International
Civil Aviation Organization (ICAO), which is now a specialized
agency of the United Nations with headquarters in
Montreal, Canada. One hundred and eighty-eight nations
were members of ICAO in 2009.
The ICAO concept was formed during a conference
of 52 nations held in Chicago in 1944. This conference was
by the invitation of the United States to consider matters of
mutual interest in the field of air transportation. The
objectives of ICAO as stated in its charter are to develop the
principles and techniques of international air transportation
so as to
AVIATION ORGANIZATIONS AND THEIR FUNCTIONS (USA)
 AVIATION ORGANIZATIONS AND THEIR FUNCTIONS (USA)

Industry and Trade Organizations

There are many groups involved in
the technical and promotional aspects of
aviation. The following is a partial list of
those groups which are primarily
concerned with the airport aspects of
aviation, most of these professional
organizations serve as lobbying groups
promoting the perspectives of the industry
groups they represent.
AVIATION ORGANIZATIONS AND THEIR FUNCTIONS (USA)
AVIATION ORGANIZATIONS AND THEIR FUNCTIONS (USA)
TO BE CONTINUED….