Guidebook for Preparing and Using Airport Design Day Flight Schedules (2016)

Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

11 C H A P T E R 2 This chapter describes DDFSs, their key elements, and current uses. It is directed to both users and preparers. A DDFS is a constructed schedule showing individual aircraft arrivals and departures by time of day and aircraft type, which can also include several other elements depending on avail- able information and intended use. Section 2.1 provides additional background information on DDFSs, Section 2.2 describes the key DDFS elements in more detail, and Section 2.3 describes some common DDFS uses. 2.1 Background The core of a DDFS is a set of airline schedules. For the base year, the schedules repre- sent airline plans to provide service, including markets served, aircraft equipment, and scheduled flight times. For future DDFSs, the schedule represents the preparer’s estimate of how airlines would plan to provide service. As not all flights are scheduled, a representa- tive sample of nonscheduled passenger and cargo, air taxi, GA, and military aircraft opera- tions is added. Many DDFS uses require estimates of passenger flows. In those instances, estimates of total passengers and passenger characteristics (O&D or connecting, etc.) must be added. Finally, the relationship between the DDFS and specific airport facilities must be defined. This often includes gate or parking assignments and can also include runway assignments. 2.2 Key Elements The layout and format of a DDFS can vary depending on the preparer and the requirements of the analysis. Exhibit 2.1 shows a section of a sample DDFS. Some DDFS elements are common to all DDFSs, whereas others are optional depending on the intended DDFS use. Key elements include the following and are designated by an alphabetical character on Exhibit 2.1. Reference Number/Record Identifier (A): This is a unique identifier applied to each record or row in the DDFS. It is useful for sorting and for pairing arrivals and departures when they appear on separate records. Arrival/Departure Designation (B): Although the left or right placement within a DDFS can often be used to determine whether a flight is an arrival or a departure, a separate field specifying a flight’s arrival or departure status is often used to prevent confusion among new users. Arrival/Departure Pairing or Matching: Most DDFSs pair or match an arriving flight with a succeeding departing flight. The pairing is typically denoted by placing the arriving What Is a DDFS

A – Reference Number/Record Idenfier B – Arrival/ Departure Designaon C – Acvity Category D – Flight Time E - Airline F – Flight Number G –Gate Assignment H – Remain Overnight Status I – Domesc/Internaonal/Precleared Designaon J – Origin/Desnaon K –Aircra… Equipment Type L - Seats M – Load Factor N – Enplaned/Deplaned Passengers O – O&D Percentage P – Originaons/Terminaons Rec. Type Arr. Arr. Air- Flt. Equip- Arr. Arr. Type Dept. Dept. Air- Flt. Equip- Dept. Dept. No. Cat Gate RON D/I Origin Hour Min. line No. ment Seats L.F. OD % Depl Term RON D/I Dest. Hour Min. line No. ment Seats L.F. OD % Enp Orig 1074 PAX D09 D PHF 17 25 FL 900 73G 137 97% 41% 133 54 D LAS 18 30 FL 764 73G 137 100% 62% 137 84 1075 PAX D09 D ICT 19 35 FL 686 717 117 74% 35% 87 30 D DTW 20 10 FL 132 717 117 78% 50% 91 46 1076 PAX D09 D FLL 20 50 NK 142 319 138 83% 100% 114 114 Y NK '319 138 1077 PAX D10 Y CO 735 104 D EWR 8 15 CO 1154 '735 104 59% 81% 61 49 1078 PAX D10 D EWR 10 33 CO 1167 735 104 74% 79% 77 61 D EWR 11 15 CO 1148 '735 104 84% 81% 87 71 1079 PAX D10 D EWR 13 28 CO 1149 735 104 88% 79% 92 73 D EWR 14 5 CO 1160 '735 104 95% 81% 99 80 1080 PAX D10 D EWR 16 40 CO 1161 735 104 93% 79% 97 77 D EWR 17 30 CO 1152 '735 104 96% 81% 100 81 1081 PAX D10 D IAH 19 11 CO 1820 735 104 81% 79% 85 68 D EWR 20 0 CO 1158 '735 104 84% 81% 87 71 1082 PAX D10 D EWR 20 27 CO 85 735 104 79% 79% 82 65 Y CO '735 104 1083 PAX D11 Y AC CRJ 50 I YYZ 6 0 AC 8621 'CRJ 50 60% 100% 30 30 1084 PAX D11 Y NW D95 125 D MEM 7 40 NW 819 'D95 125 54% 86% 67 58 1085 PAX D11 Y FL 717 117 D CAK 8 24 FL 204 717 117 57% 63% 66 42 1086 PAX D11 D DFW 8 35 FL 342 73G 137 58% 26% 80 21 D PHL 9 15 FL 342 73G 137 75% 52% 103 54 1087 PAX D11 I YYZ 9 45 AC 1000 E75 73 64% 100% 47 47 I YYZ 10 20 AC 1003 'E75 73 72% 100% 52 52 1088 PAX D11 I YYZ 12 35 AC 8622 CRJ 50 80% 100% 40 40 I YYZ 13 10 AC 8625 'CRJ 50 86% 100% 43 43 1089 PAX D11 I YYZ 16 10 AC 1004 E75 73 88% 100% 64 64 I YYZ 16 45 AC 1007 'E75 73 91% 100% 67 67 1090 PAX D11 D PIT 16 58 FL 997 717 117 91% 32% 107 34 D MSP 17 36 FL 857 717 117 96% 21% 113 24 1091 PAX D11 I YYZ 19 30 AC 1006 E75 73 78% 100% 57 57 I YYZ 20 5 AC 1009 'E75 73 77% 100% 56 56 1092 PAX D11 D DAY 20 33 FL 709 717 117 74% 41% 86 35 D RSW 21 20 FL 709 717 117 82% 1% 96 1 1093 PAX D11 I YYZ 23 0 AC 8628 CRJ 50 65% 100% 33 33 Y AC 'CRJ 50 1094 PAX D12 Y CO 735 104 D IAH 7 0 CO 1621 '735 104 57% 81% 59 48 1095 PAX D12 D EWR 9 1 CO 1169 735 104 70% 79% 72 57 D EWR 9 45 CO 1164 '735 104 73% 81% 76 62 1096 PAX D12 D EWR 11 50 CO 1165 733 124 79% 79% 98 78 D EWR 12 30 CO 84 '733 124 90% 81% 112 91 1097 PAX D12 D EWR 14 55 CO 1159 735 104 91% 79% 95 76 D EWR 15 45 CO 1150 '735 104 97% 81% 100 81 1098 PAX D12 D EWR 18 14 CO 1151 733 124 92% 79% 115 91 D EWR 19 0 CO 1156 '733 124 88% 81% 109 88 1099 PAX D12 D EWR 22 27 CO 1155 735 104 71% 100% 73 73 Y CO '735 104 1100 PAX D13 Y NW D95 125 D DTW 9 0 NW 476 'D95 125 72% 86% 90 77 1101 PAX D13 D MEM 11 39 NW 818 D95 125 73% 87% 91 79 D DTW 12 22 NW 466 'D95 125 89% 86% 112 96 Arrivals Departures A C D D E E F F G H I IJ J K K L L M P O N M N O P B B Exhibit 2.1. Example of a design day flight schedule.

What Is a DDFS 13 and departing flights on the same record. However, this is not required; sometimes arrival/ departure pairings are identified by adding an extra field to the arrival record that denotes the record number associated with the departure record with which it is paired. In Exhibit 2.1, the pairing is indicated by showing the arrival and departure on the same record. Activity Category (C): This element designates the general activity category of the aircraft operation, such as scheduled or nonscheduled passenger, cargo, air taxi, GA, or military. In some instances, the required level of detail, flight time definitions, or simulation rules may vary depend- ing on the activity category. If a DDFS is limited to a single category (e.g., passenger aircraft), as may be the case for terminal building analysis, the activity category designation becomes redundant. Flight Time (D): This is the scheduled time of arrival for aircraft arrivals and the time of departure for aircraft departures. This element typically refers to gate time for passenger flights, as that is how flight times are listed in published airline schedules. For other, nonscheduled flights, flight time is often defined as the time of runway contact. In some instances, arrival flight time is defined as the time a flight enters the local airspace. It is essential that the flight time be accurately defined in the DDFS so that the analyst can make the appropriate adjustments in the analysis or simulation. Day of Week: In some instances, DDFSs are prepared for an entire week, and a specific field is used to indicate which days of the week each flight operates. The example in Exhibit 2.1 represents a DDFS prepared for a single day and therefore does not include a day of the week indicator. DDFSs prepared for multiple days include an additional column indicating whether the flight in the record operates in a given day of the week. Airline (E): Identifying the airline operating the flight helps when estimating gate assign- ments, load factors, connecting percentages, and new flight times. Flight Number (F): Although not essential, airline flight numbers can help tie a DDFS flight to an existing flight schedule. Gate Assignment (G): In many DDFSs, individual arrival/departure flight pairs are assigned to gates. When the DDFS is used for airfield analyses and gate assignments are not critical, flights are assigned to super gates, which can encompass a given area within an airport, such as a ter- minal concourse. In some instances, DDFSs are used in conjunction with gating models, which determine gate assignments and requirements as outputs. Remain Overnight Status (H): When an aircraft departs for the first time during a day, an indicator is often used to show that it was parked overnight at either a contact gate or RON parking position. Likewise, when an aircraft arrives for the last time during the day, an indicator is used to show that it will be parked overnight at a gate or RON posi- tion. In some instances, flights are paired with arrivals or departures from the previous or succeeding day. Domestic/International/Precleared Designation (I): Not all gates are equipped with the secure environments required for U.S. CBP; therefore, a flight’s domestic, international, or precleared status helps determine its gate assignment or requirement. Origin/Destination (J): In a DDFS, the origin and/or destination designations help determine runway use, arrival/departure routes, and sometimes load factors and originating/connecting passenger distributions. Aircraft Equipment Type (K): Aircraft equipment type is very important in determining which gates can be used, numbers of passengers and their requirements, and runway and airspace use. In some instances, general aircraft size categories are substituted for specific aircraft types. Seats (L): The number of seats associated with each aircraft determines the maximum number of passengers per flight and, coupled with load factor, determines the number of enplaned or deplaned passengers.

14 Guidebook for Preparing and Using Airport Design Day Flight Schedules Load Factor (M): Load factor, coupled with aircraft seats, determines enplaned or deplaned passengers on each flight. Depending on the level of detail needed, airport average load factors can be used, or they can be segmented by any combination of airline, market, and time of day. As the load factor is an intermediate element used to generate numbers of enplaned or deplaned passengers that are then used to determine many terminal build- ing requirements, it does not need to be listed in a DDFS. However, it is often included for reference. Enplaned/Deplaned Passengers (N): Enplaned and deplaned passengers are associated with each departing and arriving flight, and are typically estimated using the number of seats per aircraft and load factor. The enplaned and deplaned passenger estimates are typically used to determine post-security terminal requirements. Pre-security terminal requirements are depen- dent on originations and terminations. O&D Percentage (O): The O&D percentage is used to determine the share of enplaned and deplaned passengers that consists of local passengers, as distinguished from connecting pas- sengers. This percentage helps determine most nonsecure terminal building requirements. At airports without significant connecting activity, the same O&D percentage is sometimes used for all flights. At major connecting hub airports, O&D percentages are usually differentiated by air- line because, typically, a single airline accounts for most of the connecting activity at an airport. As the O&D percentage is an intermediate element used to generate numbers of originating and terminating passengers, it does not need to be listed in a DDFS. However, similar to load factor, it is often included for reference. Originations/Terminations (P): Numbers of originating passengers on departing flights and terminating passengers on arriving flights are estimated by applying the O&D percentage to the enplaned and deplaned passenger estimates. The originating and terminating passenger esti- mates are used to estimate most security screening checkpoint and pre-security terminal and landside requirements. In detailed analyses where passenger movements between concourses and terminals need to be estimated, numbers of connecting passengers are further disaggregated by terminal/concourse destination. Runway Use Designation: Preferred runway use is sometimes listed in a DDFS, but it is gen- erally more practical to make runway use determinations during the airfield modeling phase of the analysis. Arrival/Departure Fixes: Similar to preferred runway use, arrival/departure fixes are some- times listed in the DDFS, but are usually determined during the airfield/airspace modeling phase of the analysis. The key elements will vary depending on the intended use of the DDFS. For example, airfield analyses will not require passenger loading information, such as enplaned and O&D passengers by flight. 2.3 Current Uses In general, DDFSs are used when detailed analysis is required for: (1) planning, design, and operation of airports when complex master planning and facility alternatives need to be evalu- ated; (2) decision-making support to resolve airport facility or operational issues and formu- late strategies; and/or (3) programming and design of new large projects. Often these analyses involve airfield or terminal building simulation models that require input at an individual flight level of detail and therefore a DDFS. DDFSs are typically prepared sporadically on an as-needed basis, and are prepared for longer-term planning horizons, such as five, 10, or 20 years. In many instances, DDFSs prepared for one purpose are used for multiple additional purposes that were not envisioned at the outset.

What Is a DDFS 15 DDFSs are often used at large and rapidly growing airports that need to address expensive or controversial capacity issues. DDFSs are much less commonly used at small or slow-growing airports, or for less detailed planning based on annual or peak hour forecasts. These airports often do not have capacity issues and, therefore, do not need DDFS levels of detail to plan and justify facility modifications or expansion. Airport operators are also increasingly using real-time or short-term DDFSs to address operational and management issues, such as gate allocation, staffing, and noise monitoring. More detailed guidance on when to prepare and apply DDFSs is provided in Chapter 3. Current DDFS uses include: • Detailed analysis of complex master planning and facility alternatives • Decision-making support to resolve airport issues and formulate strategies • Detailed project programming and design