Impact Of Runway Capacity On Flight Efficiency And Delay

Impact Of Runway Capacity On Flight Efficiency And Delay

Abstract

Traffic and detention at the field are used in measuring the performance index( PI) of an field. One crucial determinant of the anticipated conditioning at a given airdrome is the airport element and characteristic in which the runway is of great significant. According to ICAO Annex 14 which addresses Aerodrome, runway is defined as blockish area on a land airdrome prepared for the wharf and take- off of aircraft. This exploration looked at the current status of runways at Murtala Muhammed field and the part the runway plays in icing flight effectiveness and reduction in flight detention. The instruments of data collection include; the current airdrome map collected from the Nigerian Airspace Management Agency( NAMA) which helped understand the colorful airport element and their characteristic in the understudied airdrome, interview were made to cover airman and air business regulator as the crucial players in flight effectiveness and detention, and compliances of flight conditioning at Murtala Muhammed field, especially as it concern aircraft appearance and wharf were made by the experimenter. Grounded on the current layout of the Murtala Muhammed airport and its strategic position in Lagos state, Nigeria, exploration question was erected to consider the need to produce addition runway to help grease flight effectiveness and reduction of flight detention. This question was presented in form of a academic statement and was tested. With emphasis on appearance detention which includes approach and wharf of an aircraft at the understudied airdrome, the suppositions stipulateddefinedthe volume of time for an aircraft to land and exit the runway which determine the runway residency time in other to expedite wharf for other arriving aircraft. This exploration thus quantified the anticipated detention at Murtala Muhammed field and proffer result to how best it can be managed. The thesis were tested and the correlation between the figures of runway presently available at Murtala Muhammed was made against the recorded detention as determined in this exploration.

Chapter One

Preface

Background to the Study

Transportation is a vital exertion in moving both freight and passengers around the world. It’s one of the tools that cultivated societies need soas to bring order out of chaos, because it cuts across every phase and hand of our actuality. Air transport is fairly precious when compared with other modes of transport likewater, road and rail system independently.

still, air transport is the fastest of thesemodes. Aviation assiduity plays important part in furnishing for the world husbandry. One of the main challenges facing the aeronautics assiduity is to develop capacity to meet demand; by reducing flight detention which is one of the crucial performance pointers( KPI) for aeronautics assiduity. Business detention is endured whether in the departure, enrouteor appearance stage of flightoperations.However, the delayed inbound flight may not only be delayed on its coming flight leg but it may also affect other breakouts within the airline network, If an aircraft arrives late at its destination. Delay as defined by the oxford slender’s wordbook is a period of time when notoriety or commodity has to stay because of a problem that makessomething slow or late. Air business detention may be appertained to as appearance or departure flight in excess of the estimated time on the flight plan. The root cause of detention can be either manmade or natural. The former is caused by birdmen( labor force involved in flight movement) which could range from slow facilitation process, specialized or conservation problems, airspace cognition, movement breakdown while the latterly is caused by natural circumstance similar as bad rainfall, natural disaster like powder keg eruption, tornados. The unproductive effect of these factors is that goods and passengers won’t get to their destination has listed. piecemeal from adding the functional cost on the airline, it also increases fatigue on birdmen, passengersetc. hence, in all ramification, air business detention boilsdown to loss of coffers.

Prompt performance of airlines schedule is keyfactor in maintaining satisfaction of both current and new guests in airline assiduity. Also, maintaining provident operations during irregular conditions is essential to achieve anticipated earnings. These bear clever operation of the different operation coffers( aircraft, aviators and flight attendants) to insure their on- time readiness for each flight in the planned schedule. still, flight schedules’ are frequently subordinated to multitudinous sources of irregularity. According to Rosenberger, Schaefer, Goldsman, Johnson, Kleywegt and Nemhauser, rainfall accounts for nearly 75 of system detainments. In an air business inflow operation( ATFM) action for each controlled flight, a controlled time of appearance or appearance niche is assigned at the regulated area or appearance field. thus, it’s good to note that ATFM approach introduces a controlled flight system as a way to manage flight detainments through proper sequencing of flight strip.

Grounded on filed flight plans and rainfall vaticinations, trip times( total time it takes a flight to move from origin field to destination field) can be estimatedwith reasonable delicacy and accordingly, the controlled time of departure( CTD) at the origin field. therefore, the control time of departure( CTD) is equal to the control time of appearance( CTA) minus the trip time, and the total detention assigned( D) is the control time of departure( CTD) minus the estimated( listed) time of departure( ETD).

colorful studies made on field traffic have linked several factors which induce flight detainments. similar factors include;

Achromatism of field capacity( includingair transportation control conditioning), airline problems, archconservative detainments, passengers and weight, rainfall and other changeable dislocations(e.g. strikes). Among all these factors, detention time endured by breakouts and passengers can be substantially attributed to problems caused by airtraffic control, airfields structure, and airlineoperations. In addition stormy rainfall causes detainments not only at airfields passing the tempestuous rainfall, but also at airfields with breakouts connecting from the airfields passing tempestuous rainfall. During stormy rainfall, field capacity is reduced due to increased aircraft separations. Because of this rainfall condition, instrument wharf systems( ILS) are needed for aircraft navigation in these conditions, this situation is called Instrument Meteorological Conditions( IMC). In a Clear rainfall, this condition is known as Visual Meteorological Conditions( VMC). likewise, studies have linked the stages of flight in which detainments do and the causalfactors that affect in detainments. In a exploration conducted by Mueller the data shows that 84 of all detainments do on the ground( gate, hack- eschewal, hack- heft), out of which 76 are previous to takeoff( gate, hack- eschewal), suggesting that fastening on ground detention vaticination will have the most impact on perfecting soothsayingalgorithms.Air business detention has come a major problem for air rubberneck and airline drivers. Occasional detainments are part of air trip moment, as much as we dislike detainments; we can not avoid them indeed by well run airlines. Murtala Muhammed transnational field encounters the loftiest quantum of business movement in Nigeria. lately, there have been series of reports related to detainments in air business at Murtala Muhammed field. This detention frequently results in the increase in energy consumption of aircrafts, affects passengers getting to their destination on time. In utmost cases the connecting flight is missed and the airline drivers have no other option order than to take their passengers back to their point of departure and the ticket fair reimbursed back to them. Airtraffic detention can not be prevented but can be managed. Arising from the below script, this, study attempts to examine the relationship between field detention and field capacity and how best this relationship can be managed.

Statement of Problem

piecemeal from the direct costs assessed on the airline assiduity and its guests, flight detainments have circular goods on the public frugality. Specifically, the part it plays toward inefficiency in the air transportation sector thus increases the cost of doing business for other sectors, making the associated businesses less productive.

There are vase records of flight detainments at numerous marketable airfields each over the world. At Sao Paolo’s Guarulhos and Congonhas transnational airfields only 41 and 43 of all breakouts, independently, left on time, making them the third and fourth worst metropolises for departures. Sao Paolo is also one of the worst places in the world for advents. Just 54 of the breakouts at Congonhas and 59 of the breakouts at Guarulhos arrived as listed.

Brazil, of course, is n’t the only country with a poor track record for flight detainments. At Beijing Capital International Airport just 33 of its breakouts took off on time in 2007, putting it just behind Brasilia on list of worst departure airfields. Egypt’s Cairo International, Africa’s second busiest field behind Johannesburg, only saw 47 of its breakouts take off utmost time with the average delay of 43 twinkles. And at sprawling Charles de Gaulle Airport in Paris – the worst place in Europe to catch a timely flight – slightly 50 of its marketable passenger aeroplanes left as listed.

field authorities generally use appearance times when tracking late breakouts, which are considered delayed if they reach their destination at least 15 twinkles behind schedule. According to conventional wisdom, aviators can make up for lost time on the ground a conception appertained to as Ground holding program which is one of the introductory styles of lowering the cost problem that generally do during detention and traffic dodge due to query of unborn wharf capacity It means to have a flight stay on the ground at its point of origin than to have it circle the field at its destination, unfit to land formerly they ’re in the air. But trippers find many effects more frustrating than having to stay further than necessary at their gate or on the runway. So thus we can have detention at departure, appearance and enroute as factors of flight detention.

In theU.S., New York City has come synonymous with delayed breakouts as marketable and commercial spurts crowd limited airspace over the megacity. With just 58 of its breakouts arriving on time in 2007, LaGuardia field beat out Newark International( slightly further than 58 arrived as listed) for the worst field in theU.S. for advents. They round out the top five of the world’s worst airfields for delayed advents. Apropos, JohnF. Kennedy International – New York’s largest field with 44 million passengers annually – was slightly behind them, with further than 40 of its breakouts arriving late.

Robert Poole, author of the Reason Foundation and a frequent counsel to theU.S. government on transportation issues, says that, in New York, airlines have caused the detention problem by substituting lower aeroplanes for larger bones . At JohnF. Kennedy International, the number of aeroplanes with lower than 100 seats has grown by 128 during the last 5 times.

In this exploration we’re looking at the appearance detention grounded on available airdrome structure presently at Murtala Muhammed field. with the following questions in mind; if an aircraft departing from origin airdrome as listed why should there be appearance detention at the destination field? How can this detention be best managed?

Aim and Objects

The Aim of this design is to study the presently available field architectures, there goods on flight appearance detention at Murtala Muhammed field and to proffer result to stylish manage this appearance detainments.

The objects of this exploration is as follows

1. To study the available field structure in Murtala Muhammed field.

2. To relate these available field structure to appearance detention by creating and testing academic statements( suppositions).

3. Proffer possible result to the Arrivaldelay at Murtala Muhammed field.

exploration Questions

1. Does the number of runway determines the flight effectiveness and or the detention at Murtala Muhammed field?

2. Does the accretive runway residency time directly responsible for appearance detention at Murtala Muhammed field?

exploration Hypotheses

Accordingly, the following suppositions were supposed

1. The number of runway determines the flight effectiveness and detention at Murtala Muhammed field.

2. The accretive runway residency time is directly responsible for the appearance detention at Murtala Muhammed field

Compass of the Study

The study area is the Nigerian Airspace which is appertained to as Kano Flight Information Region( Kano FIR) according to International Civil Aviation Organization( ICAO). The airdrome of study is Murtala Mohammed International Airport located at Ikejain Lagos state. It’s also important to note that the Nigerian Airspace is divided into two sectors by transnational civil aeronautics association( ICAO) which are the Northern and Southern sector. Lagos field( Murtala Mohammed field) takes over the governance of all airdromes in the Southern sector, while Kano field( Aminu Kano International field) takes control of all airdromes in the Northern sector. Below is a pictorial representation of Nigerian Airspace( Kano FIR) as published by Nigerian Airspace Management Agency( NAMA).

Figure1.1 Kano FIR enroute map.

Study Area

Murtala Muhammed Airport( MMIA).

Murtala Muhammed International Airport is an transnational field located in Ikeja, Lagos State, Nigeria. It was firstly known as Lagos International Airport and was renamed in the medial 1970s during the construction of the new transnational terminal, after the former Nigerian military head of state, General Murtala Muhammed. The Murtala Muhammed International outstation was modeled after Amsterdam Airport. This new outstation was opened officially on the 15th March, 1979. It’s the main base for Nigeria’s flag carrier airlines similar as Aero Contractor and Arik Airline.

Figure1.2 snap of Murtala Muhammed Airport, Ikeja.

Murtala Muhammed Airport consists of an transnational and a Domestic terminal, located about one kilometer from each other. Both outstations partake the same runways. The International operations moved to the new transnational field when it was ready while domestic operations moved to the Ikeja field, which came the domestic field. the domestic operations were dislocated to the old Lagos domestic outstation in 2000 after a fire outbreak. a new domestic intimately funded terminal known as MMA2 has been constructed and was commissioned on 7th April 2007.

The airport parameter of Murtala Muhammed airdrome correspond the runway and the taxiway. The runway is designated as 18R/ 36L which is for the runway on the transnational sect of the field. On the original sect of the field is the runway 18L/ 36R. The runway at the transnational outstation has a resemblant taxiway attached to it while the runway at the original outstation has two resemblant taxiways east and west of the runway. There’s also an connection taxiway which links both the runways at the original terminal and the runway at the transnational terminal together. These taxiways are designated as western( A), central( B), connected( F) and eastern taxiway( C) with their assigned ABC as signage.

Each parallel taxiway has links to the runway. for the eastern taxiway to the original runway, a total number of seven links are available to the runway. each runway is binary designated( 18R/ 36L); this means that a single wharf strip can be landed into through the two ends of the runway.

Figure1.3 Chart of Ikeja showing Murtala Muhammed Airfields

Runway

According to ICAO Anne 14, runway is defined as a defined blockish area on a land airdrome prepared for the wharf and take- off of aircraft

There are two type of runway base on the available nautical aids

1. perfection approach runway

2. non-precision approach runway

Precision approach runway is defined grounded on the presence of instrument wharf system( ILS) coupled with veritably high frequence omini- directional radio range and distance measuring outfit( VOR/ DME) nautical aids to help grease safe wharf at the particular airdrome.

Non- perfection approach runway on the other hand isbased on the operation of veritably high frequence omini- directional radio range and distance measuringequipment( VOR/ DME) or locator for safe wharf at the particular airdrome.

The significance of ILSis to grease wharf indeed in Instrument Meteorological Condition( IMC) where the viability at the airdrome is veritably poor. ILSconsists of both the Glide path and the Localizer. Together they give an aircraft an angular dimension in order for the aircraft to touch down safely on a runway indeed in a veritably bad visibility condition.

Both the transnational runway and the original runway at Murtala Muhammed field are equipped withILS making the runway to belong to a perfection approach runway order.

A runwayconsists of two runway directions. In MMIA the original runway has 18R and 36L, thus giving the runway designation as 18R/ 36L. The transnational runway hasalso 18L and 36R, thus giving the runway designation as 18L/ 36R.

Table1.1 Murtala Muhammed Runway characteristics

RUNWAY

LENGTH

WIDTH

STRENGTH

face TYPE

18R/ 36L

2 745

45

PCN 91/ F/ B/ W/ T

asphalt