By Norman J. Ashford at al.
Аэропорт инжиниринг: планирование, проектирование и развитие аэропортов 21-го века. Издание 4-е.
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Extra resources for Airport Engineering. Planning Design and Development of 21st Century Airports (4th edition)
A general utility (GU) airport accommodates virtually all general aviation aircraft with maximum takeoff weights of 12,500 pounds or less. 20 The Structure and Organization of Air Transport General Utility Stage I. General utility airports are primarily intended to serve the fringe of metropolitan areas or large, remote communities. General Utility Stage I airports are designed to accommodate all aircraft of less than 12,500 pounds. These airports are usually designed for aircraft with wingspans of less than 49 ft and are not intended to accommodate precision approach operations.
In the contiguous United States, 99% of the states’ apportionments is for nonprimary airports. 5% for commercial service airports that are not primary airports and for public noncommercial service airports that had scheduled service in 1981. 5% remaining to be used at the discretion of the secretary. The 1982 Act was amended by the Airport Safety and Capacity Expansion Act of 1987 (Public Law 100-223), which increased program authorizations. The Airport Safety and Capacity Expansion Act of 1990 permitted airports to levy the previously prohibited passenger facility charges (PFC), with some restrictive clauses.
Average airfare per mile per-capita income of catchment area 2. 4 INTEGRATED DEMAND FORECAST FRAMEWORK In order to have accurate forecasts for the airport in the future (whether existing or new airport) a comprehensive forecast framework that integrates three distinct levels of forecasting is warranted. This comprehensive framework integrates the following forecasting approaches: • • • • Top-down approach that essentially relates the airports with the larger airport system of the region, country, and region.