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Airport tower control plays an instrumental role in ensuring airport safety. However, obtaining objective, quantitative safety evaluations is challenging due to the unavailability of pertinent human operation data. This study introduces a probabilistic model that combines aircraft dynamics and the peak-over-threshold (POT) approach to assess the safety performance of airport controllers. We applied the POT approach to model reaction times extracted from a radiotelephony dataset via a voice event detection algorithm. The model couples the risks of tower control and aircraft operation to analyze the influence of human factors. Using data from radiotelephony communications and the Base of Aircraft Data (BADA) database, we compared risk levels across scenarios. Our findings revealed heightened airport control risks under low demand (0.374) compared to typical conditions (0.197). Furthermore, the risks associated with coupling under low demand exceeded those under typical demand, with the final approach stage presenting the highest risk (4.929× 10 7). Our model underscores the significance of human factors and the implications of mental disconnects between pilots and controllers for safety risks. Collectively, these consistent findings affirm the reliability of our probabilistic model as an evaluative tool for evaluating the safety performance of airport tower controllers. The results also illuminate the path toward quantitative real-time safety evaluations for airport controllers within the industry. We recommend that airport regulators focus on the performance of airport controllers, particularly during the final approach stage. [ABSTRACT FROM AUTHOR]

Airports are the latest means of transport to reflect the progress of human civilization and reflect the distinctive identity of each country. In addition to expressing the identity of the time of its creators and its specificity as representing the country's international entrance and its distinctive cultural confrontation over time Interior design is an important part of the design of the airport building. It contributes to its integration and success. It is an integral part that coincides with the entire design process. It is not a separate part or an addition to the architectural work. The tasks assigned to the interior design are revealed at the level of the design transformation mechanisms, which perform a useful functional qualifications. "What design transformation mechanisms reflect the formatting of expressive data?". The objective of the research included the detection of shifts of systems in the design of general internal spaces and the diagnosis of their intellectual mediums and expressive associations in the light of contemporary trends. For the purpose of the research, the researcher conducted a study consisting of four chapters that dealt with the problem, relevance and purpose of the research, as well as its limits and the definition of terminology contained therein. Design transformations and the second: structural dimensions and their expressive implications for interior design. The researcher then came up with a set of indicators that included the objective data and the starting points in a clear and accurate manner. Chapter III covered: Research methodology and procedures if the descriptive approach is adopted in the description and analysis of research models The chapter also included the research community, its intentional sample and its tools, most notably the Analysis Axes Form, The researcher designed an analysis form that included a set of axes to cover the analysis mechanisms of the models. Chapter IV finally included the findings of the research through the analysis process and discussed them. and then a set of conclusions and recommendations, one of the most important findings of the research is:- 1- The shift in the design Systems of the airport is linked to the realization of the (virtual and deep) idea It has several objectives, including those related to the desire for renewal, reorganization or development commensurate with the guaranteed meaning and is not built out of thin air, but extends a range of strategies, intellectual skills and successive ideological trends, Transformation is not a case, it is an act and its expression is reflected in the self-desire and will of the investigator herself through thought, machinery, style, form and direction towards achieving their goals. 2- The transformation of synthesis requires a new language that combines homogeneity and heterogeneity to achieve a balance with a view to removing contexts affected by previous regimes to establish new systems that revisit the organization of elements and relationships that manifest their implications when achieving a balanced and forward-looking design format that dismantles everything that is familiar with rebuilding design elements as achieving performance and expressive ends. 3- Transformation in the intellectual value of design patterns is achieved within multiple possibilities to be present in a variety of configurations, each of which is an effective feature that achieves an interconnected transformation depending on the factors surrounding it that establish the design decision of the patterns:- a. "Combining new ideas and expressive insights with previous traditional forms with modern and innovative materials is a hallmark of achieving a positive transformation that aims to cause surprise in the recipient. This is what is generated by a sense of joy and visual pleasure and gets as much acceptance as possible. b. The effectiveness achieved is represented by the article's expression of the pattern through the partial, total or expressive shift in the formulation of the recipient's sense of self and society in general and deepens the sense of influence of the place. [ABSTRACT FROM AUTHOR]

This study considers the aircraft placement problem in aircraft hangar shops (AHS) encountered by aircraft service companies. AHSs usually have irregular shapes, and aircraft, too, have special shapes. Moreover, frequent operations involving moving aircraft in and out are complicated. For these reasons, aircraft placement is difficult. The present study deals with operations management in AHS to optimize space utilization by placing a greater number of aircraft, which would greatly benefit aircraft services companies. Herein, a novel genetic algorithm (GA) based approach is applied to optimize space utilization. To exactly express the problem, practical and operational principles, including both in AHS and in outdoor areas, are abstracted based on interviews with the staff of an aircraft service company. Then, the placement space is modeled in an x–y coordinate system. In addition, a two‐dimensional geometry model for aircraft, consisting of seven parameters, is developed. Based on these works, a novel GA for solving the aircraft placement problem is developed. Finally, a practical instance with eight aircraft serviced by a company is tested. All eight aircraft are placed well by using the proposed approach. Compared to the previous scenario, where at most seven aircraft could be placed well, the proposed approach will greatly benefit aircraft service companies. [ABSTRACT FROM AUTHOR]

Corporate governance broadly refers to the mechanisms, relations and processes by which a corporation is controlled and directed; it involves balancing the many interests of a corporation's stakeholders. Since the financial crisis of 2008, much of the literature dealing with corporate governance has focused on the financial welfare of its stakeholders. Following 9/11, however, civil aviation corporations have also had to take account of the physical welfare of their stakeholders when assessing the risks of terrorist attacks. After the recent attacks at Brussels and Istanbul airports, there is little evidence that significant changes have occurred to secure safety in the public areas of airports in the UK, known as 'landside',2 leading to the check-in gates. This raises the question of whether, should the risk of terrorist attacks materialise and lead to the death of victims, there can be criminal liability on the part of airport operators. This paper will consider the possibility of one form of criminal liability, corporate manslaughter, for airport operators who operate under a risk assessment model known as security management systems (SeMS). In this paper, the following example will be used to highlight that potential possibility. An airport in the UK has adopted SeMS but the individual senior manager responsible devolves the responsibility of implementation to a junior manager who fails to take additional precautions despite recent intelligence reports that suggest the likely imminence of a Brussels Airport-style attack in the UK. The attack is carried out by an airport employee, who had not been properly vetted due to staff shortages. In the attack 7 members of the public are killed and 50 are injured. The police and owners of the airport assumed all employees had been security vetted. The Crown Prosecution Service (CPS) considers the liability of the airport operator when it becomes clear the attack could have been prevented. [ABSTRACT FROM AUTHOR]

Passengers usually spend hours in the airport terminal buildings waiting for their departure. During the long waiting period, ambient fine particles (PM 2.5 ) and ultrafine particles (UFP) generated by airliners may penetrate into terminal buildings through open doors and the HVAC system. However, limited data are available on passenger exposure to particulate pollutants in terminal buildings. We conducted on-site measurements on PM 2.5 and UFP concentration and the particle size distribution in the terminal building of Tianjin Airport, China during three different seasons. The results showed that the PM 2.5 concentrations in the terminal building were considerably larger than the values guided by Chinese standard and WHO on all of the tested seasons, and the conditions were significantly affected by the outdoor air (Spearman test, p < 0.01). The indoor/outdoor PM 2.5 ratios (I/O) ranged from 0.67 to 0.84 in the arrival hall and 0.79 to 0.96 in the departure hall. The particle number concentration in the terminal building presented a bi-modal size distribution, with one mode being at 30 nm and another mode at 100 nm. These results were totally different from the size distribution measured in a normal urban environment. The total UFP exposure during the whole waiting period (including in the terminal building and airliner cabin) of a passenger is approximately equivalent to 11 h of exposure to normal urban environments. This study is expected to contribute to the improvement of indoor air quality and health of passengers in airport terminal buildings. [ABSTRACT FROM AUTHOR]

Operating an airport is fraught with risks. Identifying, assessing and managing these risks should therefore be an important part of strategic planning. This paper outlines the key elements of enterprise risk management (ERM) and how it can be used by an airport. It describes both well-known, and less well known, exposures experienced by a major North American aviation facility and ranks these based on their likelihood and potential impact. The risks identified requiring immediate attention included problems with commercial airlines, terminal tenants, property taxes, government intervention, viral epidemics, inter-modal transportation and vehicle parking. The majority of the risks noted were financial or operating in nature. The most commonly identified concern related to major capital projects, while the activities of the airlines were also frequently mentioned. Of the 220 risks noted, 74 were considered to be above the risk tolerance threshold. The information in this pa per can be used by airport operators to help identify, assess and mitigate the potentially negative effects of threats in their internal and external environment. [ABSTRACT FROM AUTHOR]

This paper investigates the traffic and financial performance of smaller UK regional airports between 2001 and 2014. Fourteen airports that typically serve less than 5 million passengers per annum were selected for the analysis. A period of strong growth in passenger demand was experienced from 2001 to 2007, driven largely by low cost carriers. The period from 2007 to 2014 was characterised by declining demand, resulting in signifcant losses for many of the airports. Airline strategies, such as the use of an increased unit feet size and average sector length, may further limit future prospects for smaller UK regional airports in favour of larger ones with greater local demand. The relationship between traffic throughput and the generation of aeronautical revenues seems to vary at airports. There is generally a strong and signifcant relationship between traffic throughput and the generation of commercial revenues and total operating costs at airports serving 3-5 million passengers, but the situation for airports serving fewer than 3 million is less certain. [ABSTRACT FROM AUTHOR]

The aviation industry is growing fast and will need more business interoperability to manage the challenge of growth efficiently over the coming years. This paper shows how the Airports Council International (ACI) World working group, Aviation Community Recommended Information Services (ACRIS), supports the need for more business interoperability by defining standardised information services and their representations as WebServices' using state-of-the-art world wide web technologies. The ACRIS WebServices already support various business-to-business (B2B) and business-to-consumer (B2C) scenarios all over the aviation industry, such as self-service bag drop off and self-boarding processes, Airport Collaborative Decision Making (A-CDM) implementations and airports' mobile passenger app strategies. In the next steps the ACI ACRIS Working Group will facilitate a digital transformation of the airport business by supporting open data and open API (Application Programming Interface) strategies through an 'ACRIS API Shop'. [ABSTRACT FROM AUTHOR]

Airport managers are in the business of safely, effectively and efficiently operating airports. Amid the daily work of airport operations, negative and potentially damaging issues can arise in very public ways. How does an airport manager navigate these issues in the most positive manner possible? Do stakeholders in the community stand in support of the airport because of the community trust in the organisation? Or, does the community present obstacles and perpetuate negative feedback when less-than-positive issues arise? The airport's relationship with its community is important. The airport's customers have the power to derail important projects, impact operations, erode community trust and impede the airport manager's ability to operate as effectively as possible. However, the public's trust and perception of the airport can be an amazing asset. This paper focuses on the concept of airports purposefully establishing and building their Goodwill Bank, and the strategic importance of public goodwill. Specifically, the paper will discuss a suggested structure to develop airport-specific strategies and a case study involving a plan that Asheville Regional Airport implemented. [ABSTRACT FROM AUTHOR]

This paper summarises • why the Government of Nunavut used a public-private partnership (P3) model to modernise a key piece of strategic infrastructure; • why a Canadian Tier I airport would join a consortium to design, build, finance, operate and maintain an airport in the Canadian Arctic for more than 30 years; • why this consortium won the contract; • what challenges are presented working in a remote location; • what innovations were implemented; and • what lessons were learned for application elsewhere. [ABSTRACT FROM AUTHOR]

Airports are critical infrastructures entailing intense human, commercial and economic activity. As such, they are preferred targets for criminal and terrorist groups, who are attracted by the promisingly high revenues they might get from an attack. Every year, airport authorities worldwide have to face, with limited resources, attacks arising from different adversaries. There are several sensible areas within an airport organization that are especially vulnerable to the terrorist threat, including, among others: (1) those related to human lives (of passengers or staff); (2) airport infrastructure (airport perimeter, main terminal, Air Traffic Control Tower, runways, hangars, etc.); (3) aircrafts and other ground vehicles; and (4) IT systems and services. Besides the more traditional ones, we are particularly concerned with attacks launched against the last type of targets, an emerging and increasingly worrisome threat. Specifically, we analyze the impact of cyber-attacks launched by organized groups whose main goal is to take hold of airport operations. In some cases, in order to have more chances to achieve their purpose (and take advantage of its eventual success), cyber attackers may be backed up by a terrorist group who will try to interfere with the Air Traffic Management network. In this paper, we aim at supporting airport authorities in their fight against both threats, by devising a security allocation plan. We provide an adversarial risk analysis model to address the problem, and apply it to obtain the optimal portfolio of preventive measures in an illustrative case study. The model is open to extensions, as e.g. larger and more complex technical infrastructures, new threats, or additional recovery measures deployed by different defensive agents. [ABSTRACT FROM AUTHOR]

In this paper we will explore the key functions and features of the post-security airport departure concourse. These concepts should be considered in order to underpin the passenger experience in future terminal design. In addition to catering to passenger needs and expectations, they must also serve as a significant non-aeronautical revenue-generating area of the terminal building. Providing for customer needs will improve the experience in this area of the airport with the greatest passenger dwell time, while also potentially boosting an airport's financial performance. Some of the features and amenities available to passengers when they arrive on the post-security airport departure concourse are rapidly evolving as a result of increased individual focus on modern technology. This drives airport operators to meet a changing set of needs and expectations, without forgoing the basic demands that must be satisfied. This paper will examine the spectrum of concourse features, from wi-fi and location-based services to the basics of concourse restrooms. Ultimately, meeting traveller needs and expectations serves to alleviate passenger stress, creates a pleasant airport experience and increases airportgenerated revenues. [ABSTRACT FROM AUTHOR]

Ambient monitor and phantom studies were carried out in the international arrival hall of Taichung Airport, Taiwan. A total of 172 thermoluminescent dosimeters (TLDs) were used for ambient monitoring. The sites of the export conveyor, the outward face of the x-ray scanning chamber, and the x-ray image monitor were assessed as low-radiation areas because the possible annual effective doses were 0.12, 0.39, and 0.16 mSv, all less than 1 mSv per year. In addition, a phantom filled with 126 TLDs was used to simulate a 10-year-old child being exposed by the x-ray baggage scanner. The effective dose was evaluated as 3.39 ± 0.33 μSv/scan, using the tissue weighting factor of the International Commission on Radiological Protection (ICRP) 103 report. This figure is a useful reference should a person be accidentally scanned by the x-ray baggage scanner. [ABSTRACT FROM PUBLISHER]

Even if one could eliminate carbon emissions right now, the delay in the atmospheric response would--according to scientific projections--make the future climate significantly different from that of today. But as the effects of climate change will vary throughout the world, there is no single approach to take. Although we are already experiencing some of the results of climate change, the main effects will be much more evident three or four decades from now, and it is worth bearing in mind that much of the airport infrastructure erected today will be there in the new climate. All airports should carry out risk assessments of existing and new infrastructure in order to think ahead, reduce risks and costs and ensure future punctuality and regularity in the aviation sector. The experience of Avinor--Norway's main airport operator--is that minor adaptation investments in already planned and/or ongoing projects can have a positive impact on punctuality and regularity and save on future resources. This paper sheds light on some of the main future climate effects in the world's regions, shares experiences from Norway, and outlines some of the aspects that could be included in an airport climate change risk assessment. [ABSTRACT FROM AUTHOR]

In large space buildings such as check-in halls and departure halls in airports, the envelope is dominated by glass façades, skylights, and metal ceilings. A radiant floor is an effective sensible heat removal terminal due to its direct longwave radiant heat exchange with high-temperature wall surfaces and absorption of solar radiation. The emissivities of metal ceilings and many advanced materials (e.g., low-e coating) in large spaces range from 0.2 to 0.9, markedly different from that of traditional building materials (0.9–0.95), which affects the indoor longwave heat exchange. Moreover, the number of transient solar radiation incidents on the floor surface can vary tremendously, resulting in remarkable differences in cooling capacity of the radiant floor, e.g., from 30 to 40 W/m 2 to more than 100 W/m 2 . In this paper, a new simple calculation method for longwave radiant heat exchange that considers emissivity is proposed, and the location and duration of transient solar radiation through skylights and side windows in large spaces are depicted quantitatively. Based on this new method, a typical case study is presented, in which the cooling capacity of a radiant floor in the large spaces of an airport is calculated. The case study also showcases designs of radiant floors in large spaces with different material emissivity and transient solar radiation values. [ABSTRACT FROM AUTHOR]

Large-eddy simulations (LES) of radiation fog were performed over an airport area to study the effect of urban canopy on fog. These LES were performed with the Meso-NH research model at very high resolution: 1.5 m in the horizontal and 1 m in the vertical and over a domain 4.5 km × 1.5 km. The blocking effect of the airport buildings led to strong wind shear and consequently to the production of turbulent kinetic energy (TKE). The airport buildings also had a strong effect on vertical velocity, with a subsidence region behind the buildings. The increase of both turbulence and vertical velocity strongly modified the fog formation. The fog layer took more time to form in the airport area, but the increase in turbulence facilitated the vertical development of the fog layer. The fog took 1.5 h to form over the whole simulated airport area. The fog height was heterogeneous during the formation phase, with the formation of very low clouds locally. The effect of airport buildings on vertical velocity could explain these heterogeneities of the fog height. During the mature phase of the fog, the buildings had little impact on the fog layer characteristics. The fog dynamics were mainly controlled by processes at its top. These results suggest that the inclusion of high levels of detail in the building representation remains important for the local forecasting of fog formation. Particularly, small-scale heterogeneities can explain the spatial variability of fog formation. It seems necessary to take small-scale variability of the urban canopy into account for local and accurate forecasts of fog formation over airport areas. [ABSTRACT FROM AUTHOR]