AIRPORT OPERATION

AIRPORT OPERATION

Air traffic Control

The majority of the world's airports are non-towered, with no air traffic control presence. However, at particularly busy airports, or airports with other special requirements, there is an air traffic control (ATC) system whereby controllers (usually ground-based) direct aircraft movements via radio or other communications links. This coordinated oversight facilitates safety and speed in complex operations where traffic moves in all three dimensions. Air traffic control responsibilities at airports are usually divided into at least two main areas: ground and tower, though a single controller may work both stations. The busiest airports also have clearance delivery, apron control, and other specialized ATC stations.

Ground Control is responsible for directing all ground traffic in designated "movement areas", except the traffic on runways. This includes planes, baggage trains, snowplows, grass cutters, fuel trucks, and a wide array of other vehicles. Ground Control will instruct these vehicles on which taxiways to use, which runway they will use (in the case of planes), where they will park, and when it is safe to cross runways. When a plane is ready to takeoff it will stop short of the runway, at which point it will be turned over to Tower Control. After a plane has landed, it will depart the runway and be returned to Ground Control.

Tower Control controls aircraft on the runway and in the controlled airspace immediately surrounding the airport. Tower controllers may use radar to locate an aircraft's position in three-dimensional space, or they may rely on pilot position reports and visual observation. They coordinate the sequencing of aircraft in the traffic pattern and direct aircraft on how to safely join and leave the circuit. Aircraft which are only passing through the airspace must also contact Tower Control in order to be sure that they remain clear of other traffic.

Traffic pattern

All airports use a traffic pattern (often called a traffic circuit outside the U.S.) to assure smooth traffic flow between departing and arriving aircraft. Generally, this pattern is a circuit consisting of five "legs" that form a rectangle (two legs and the runway form one side, with the remaining legs forming three more sides). Each leg is named (see diagram), and ATC directs pilots on how to join and leave the circuit. Traffic patterns are flown at one specific altitude, usually 800 or 1,000 ft (244 or 305 m) above ground level(AGL). Standard traffic patterns are left-handed, meaning all turns are made to the left. Right-handed patterns do exist, usually because of obstacles such as a mountain, or to reduce noise for local residents. The predetermined circuit helps traffic flow smoothly because all pilots know what to expect, and helps reduce the chance of a mid-air collision.

At extremely large airports, a circuit is in place but not usually used. Rather, aircraft (usually only commercial with long routes) request approach clearance while they are still hours away from the airport, often before they even takeoff from their departure point. Large airports have a frequency called Clearance Delivery which is used by departing aircraft specifically for this purpose. This then allows airplanes to take the most direct approach path to the runway and land without worrying about interference from other aircraft. While this system keeps the airspace free and is simpler for pilots, it requires detailed knowledge of how aircraft are planning to use the airport ahead of time and is therefore only possible with large commercial airliners on pre-scheduled flights. The system has recently become so advanced that controllers can predict whether an aircraft will be delayed on landing before it even takes off; that aircraft can then be delayed on the ground, rather than wasting expensive fuel waiting in the air.

Navigational aids

Here are a number of aids available to pilots, though not all airports are equipped with them. A Visual Approach Slope Indicator (VASI) helps pilots fly the approach for landing. Some airports are equipped with a VHF omnidirectional range (VOR) to help pilots find the direction to the airport. VORs are often accompanied by a distance measuring equipment (DME) to determine the distance to the VOR. VORs are also located off airports, where they serve to provide airways for aircraft to navigate upon. In poor weather, pilots will use an instrument landing system (ILS) to find the runway and fly the correct approach, even if they cannot see the ground. The number of instrument approaches based on the use of the Global Positioning System (GPS) is rapidly increasing and may eventually be the primary means for instrument landings.

Larger airports sometimes offer precision approach radar (PAR), but these systems are more common at military air bases than civilian airports. The aircraft's horizontal and vertical movement is tracked via radar, and the controller tells the pilot his position relative to the approach slope. Once the pilots can see the runway lights, they may continue with a visual landing.

Guidance signs

Airport guidance signs provide direction and information to taxiing aircraft and airport vehicles. Smaller airports may have few or no signs, relying instead on airport diagrams and charts.

There are two classes of signage at airports, with several types of each:

  Location Sing For A Taxi Way

 Direction Sing To Taxi Way Bravo

         No Entry Sing             

                                                                                                               

                                                                                                                                                                                                                                          

Operational guidance signs

Mandatory instruction signs are white on red. They show entrances to runways or critical areas. Vehicles and aircraft are required to stop at these signs until the control tower gives clearance to proceed.

(1) Runway signs – White text on a red background. These signs simply identify a runway intersection ahead.

(2) Frequency Change signs – Usually a stop sign and an instruction to  change to another frequency. These signs are used at airports with different areas of ground control.

(3) Holding Position signs – A single solid yellow bar across a taxiway indicates a position where ground control may require a stop. If two solid yellow bars and two dashed yellow bars are encountered, this indicates a holding position for a runway intersection ahead; runway holding lines must never be crossed without permission. At some airports, a line of red lights across a taxiway is used during low visibility operations to indicate holding positions. An "interrupted ladder" type marking with an "ILS" sign in white on red indicates a holding position before an ILS critical area.

Lighting

 

Many airports have lighting that help guide planes using the runways and taxiways at night or in rain or fog.

On runways, green lights indicate the beginning of the runway for landing, while red lights indicate the end of the runway. Runway edge lighting consists of white lights spaced out on both sides of the runway, indicating the edge. Some airports have more complicated lighting on the runways including lights that run down the centerline of the runway and lights that help indicate the approach (an Approach Lighting System, or ALS). Low-traffic airports may use Pilot Controlled Lighting to save electricity and staffing costs.

Along taxiways, blue lights indicate the taxiway's edge, and some airports have embedded green lights that indicate the centerline.

Obstruction Lighting

Used to mark hazards

Gives pilots a visual aid (usually creates a lane)

Meant to be visible to pilots and not a disturbance to people on ground.

Weather observations

Weather observations at the airport are crucial to safe takeoffs and landings. In the US and Canada, the vast majority of airports, large and small, will either have some form of automated airport weather station, whether an AWOS, ASOS, or AWSS, a human observer or a combination of the two. These weather observations, predominantly in the METAR format, are available over the radio, throughAutomatic Terminal Information Service (ATIS), via the ATC or the Flight Service Station.

Planes take-off and land into the wind in order to achieve maximum performance. Because pilots need instantaneous information during landing, a windsock is also kept in view of the runway.