Identification of key aircraft and operational parameters affecting airport charges

Plötner, Kay; Wesseler, Philipp; Phleps, Peter

doi:10.1504/ijam.2013.053051

Cited by 7 publications

(9 citation statements)

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“…Airport charges and ground handling charges are based on the methodology of Ploetner et al [39]. Airport charges are composed of landing charges, passenger charges, navigation aid charges, lighting charges, terminal charges and service charges.…”

Section: Airport Chargesmentioning

confidence: 99%

“…Additional direct operating costs refer to environmental airport noise and NO x charges, as well the emission trading scheme (ETS) charges [26]. The charges were computed based on functions from Ploetner et al [39]. The noise charges are based on defined levels of aircraft noise values for arrival as well as sideline and flyover as given by the ICAO [46].…”

Section: Additional Direct Operating Costsmentioning

confidence: 99%

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Increasing the Emission Mitigation Potential by Employing an Economically Optimised Transport Aircraft Retirement Strategy

Oguntona¹

2020

Environmental Impact of Aviation and Sustainable Solutions

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This study investigates the emission mitigation potential of retiring passenger aircraft economically at the global fleet level. In an integrated model of the air transport system, fleet turnover aspects of the global passenger aircraft fleet are defined using aircraft lifetime direct operating costs. Two fleet renewal strategies are compared in the study. The growth strategy (the baseline scenario) prioritises aircraft allocation for serving demand growth and replacing aircraft retired at the end of their design lives, before replacing those that are retired because of their operating cost disadvantage. Conversely, the replacement strategy allocates global aircraft production capacity first for replacing aircraft that are retired based on their operating cost disadvantage and those retired on reaching their design life limit, before serving growth in air travel demand. Results show that in year 2024, emission savings of three percent were achieved at the global fleet level using the Replacement Strategy, when compared to the baseline. Afterwards, due to the unavailability of newer efficient aircraft, emission savings diminish to two percent (around 40 million tonnes of CO 2 ). This research is useful to aviation stakeholders in having an overview of expected emission savings of the proposed strategic measure.

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Section: Airport Chargesmentioning

confidence: 99%

Section: Additional Direct Operating Costsmentioning

confidence: 99%

Increasing the Emission Mitigation Potential by Employing an Economically Optimised Transport Aircraft Retirement Strategy

Oguntona¹

2020

Environmental Impact of Aviation and Sustainable Solutions

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“…For purposes of this study, the handling of battery modules was taken to be analogous to that of cargo containers. The cargo container handling cost constituent model is expressed as a function of MTOW (44) ; and since VJB-based aircraft concepts have a tendency of generating higher MTOW candidates compared to any baseline or seed aircraft, it was argued such an approach would serve as a suitable proxy for capturing incremental costs associated with battery module handling.…”

Section: Multi-disciplinary Design and Analysis Of Aircraft Utilisingmentioning

confidence: 99%

Pre-design of a commuter transport utilising Voltaic-Joule/Brayton motive power systems

et al. 2017

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This investigation surveyed the potential and established outcomes for future 19-passenger fixed-wing commuter transport aircraft concepts employing battery-based Voltaic-Joule/Brayton motive power systems with no additional electrical energy drawn from generators mechanically coupled to thermal engines. The morphological approach was that of a tri-prop (two on-wing podded turbo-props and one aft-fuselage mounted electric motor configured as a pusher-on-pylon installation). A Battery System-level Gravimetric Specific Energy (referred to as “battery energy density”) of at least 500 Wh/kg yielded 39%, 25% and 10% block fuel reductions for 150-nm (Design Service Goal), 430-nm (85th percentile) and 700-nm (maximum range) stage lengths, respectively. All quoted comparisons are against a suitably projected turbo-prop only year-2030 aircraft. In contrast to the reference Beech 1900D, block fuel reductions of up to 44-49% were predicted, which could facilitate a significantly lower deficit in relation to the Advisory Council for Aviation Research and Innovation in Europe (ACARE) Strategic Research and Innovation Agenda (STRIA) 55% target for year 2030. This investigation also indicated that, in the future, suitably flexible hybrid-electric architectures could be fashioned allowing possibility for the aircraft to complete any required city-pair operations (within the legitimate payload-range working capacity) irrespective of exchangeable batteries being available at a given station. Finally, it was also established, assuming such a tri-prop morphology, Normal conducting machines delivering maximum shaft power output of 1.1 MW would be required.

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“…Airport charges vary between airports, region and time of day, and these charges typically cover expenditures such as landing or ground handling fees. They are determined using parametric cost functions based on MTOW and number of passengers (54) . The Direct Maintenance Cost (DMC) covers labour and material cost associated with airframe and engine.…”

Section: Operating Economics Evaluationmentioning

confidence: 99%

“…NO x calculations are based on the pollutants of engine emissions defined by the ICAO engine database (57) or computed using specialised prediction methods (see Section 6.2.2 for results of 2035R, DMFC and PFC designs). The noise charge model uses aircraft specific standardised noise values for arrival and departure (58) .…”

Section: Operating Economics Evaluationmentioning

confidence: 99%

Distributed propulsion and ultra-high by-pass rotor study at aircraft level

et al. 2015

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This technical article discusses design and integration associated with distributed propulsion as a means of providing motive power with significantly reduced emissions and external noise for future aircraft concepts. The technical work reflects activities performed within a European Commission funded Framework 7 project entitled Distributed Propulsion and Ultra-high By-Pass Rotor Study at Aircraft Level, or, DisPURSAL. In this instance, the approach of distributed propulsion includes a Distributed Multiple-Fans Concept driven by a limited number of engine cores as well as one unique solution that integrates the fuselage with a single propulsor (dubbed Propulsive-Fuselage Concept) -both targeting entry-in-service year 2035+. Compared to a state-of-the-art, year 2000 reference aircraft, designs with tighter coupling between airframe aerodynamics and motive power system performance for medium-to-long-range operations indicated potentially a 40-45% reduction in CO 2 -emissions. An evolutionary, year 2035, conventional morphology gas-turbine aircraft was predicted to be -33% in CO 2 -emissions.

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Identification of key aircraft and operational parameters affecting airport charges

Cited by 7 publications

References 0 publications

Increasing the Emission Mitigation Potential by Employing an Economically Optimised Transport Aircraft Retirement Strategy

Increasing the Emission Mitigation Potential by Employing an Economically Optimised Transport Aircraft Retirement Strategy

Pre-design of a commuter transport utilising Voltaic-Joule/Brayton motive power systems

Distributed propulsion and ultra-high by-pass rotor study at aircraft level

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