AirPort Classification

AirPort Classification I. Abdoreza Sheikholeslami INTRODUCTION The diversity in the flow of supply-demand and the performance of airports has created complex conditions and made it difficult to make decisions and plan about this transportation terminal, and the diversity in the attitude of legal authorities and national regulations also doubles this complexity. Sustainable development policies of transportation and multimodal transportation with a view of the impact and effectiveness of the airport to and from the region, and its role as a general center for providing comprehensive air transportation services as well as a part of the multimodal transportation network, development, decision It defines the planning and planning of this transportation terminal in the framework of sustainability. Civil Engineering Iran University of Science and Technology Tehran, Iran Sheikh@iust.ac.ir Amir Hossein Tabbakhpour Langeroodi Civil Engineering Iran University of Science and Technology Tehran, Iran a_tabbakhpour@civileng.iust.ac.ir It is not possible to make policy about network components without prioritization, and prioritization without classification, and classification without identifying the components, and it is necessary to go through this process in order to achieve the mentioned goals. Airports due to diversity in demand such as type, dimensions, and weight of the air fleet requesting to use air transportation services and the type and amount of user travel demand, diversity in service supply such as number and capacity of reception lines, type and capacity of fleet services, Passengers and cargo and the difference in the performance of the airport in the transportation network as a node of the network and an air transportation terminal have significant characteristics and differences. Therefore, it is not possible to provide a single management solution for all airports, and it is necessary to separate and classify them in order to provide a solution that is appropriate to the performance level of each airport. In this article, by reviewing, reviewing and completing the studies conducted on the classification and identification of airports, an attempt is made to present a complete set for this issue, so that with its help 1) the airports of a network can be accurately identified, separated and classified, 2) adapted different methods of classification and output of different studies, and 3) accurately determined the role, performance level and position of each airport and made decisions, planning, and policies accordingly. Omid Khorshidi Civil Engineering Iran University of Science and Technology Tehran, Iran Omid_khorshidi@vu.iust.ac.ir Abstract: The airport or air transportation terminal is one of the most important special uses in any region and a special node of the transportation network. Identifying and classifying these terminals is a fundamental step in planning and planning air transportation and transportation engineering, which allows the possibility of prioritizing and general policy regarding the airports of a network as well as local and regional development plans. Provide in a controlled manner. Diversity in the classification and local attitude in compiling relevant regulations is an obstacle for international activities in this field, and due to the major share of the origin-destinations of air travel outside the borders of the countries, it is necessary to conduct studies to match and the equalization of these items should be done. In this article, by analyzing, reviewing, and completing the studies conducted on airports, various conventional and required methods for classifying and identifying airports are presented as a tool for identifying, designing, planning, and policymaking airports. A worldwide transportation network in the hands of engineers, consultants, and planners. Keywords: Airport, Air Transportation, Transportation Terminals, Aerodrome Engineering, Classification. 1 II. Malighetti et al. in [2] by stating the need to classify airports and the need for precision in this process, emphasize that understanding and identifying the behavior of airports in the transportation network, planning airport development plans in the transportation network, and Providing development strategies for priority airports requires a precise and detailed classification of airports. METHODOLOGY Different international organizations and national management and legislative institutions and targeted studies by companies and specialized researchers in the field of air transport and aviation in their laws, guidelines, reports, research, and different classification methods for airports. presented, which is analyzed in this article. The research method and approach compared to the methods and output of previous studies are not uniform and are presented according to the conditions of each one. In short, the following approaches can be presented for different airport classification authorities depending on the conditions. • The airport classification method provided in the reference is complete and can be used without change for all new airports at the international level, such methods can be used without change. • The classification method of the airport presented in the reference is complete and correct, but it needs to be modified and updated. Such methods can be accepted without change, but the classification limits and the number of floors should be completed and updated according to the new airport conditions. • • Chen et al. in [3] classify airports in two ways: 1) simple (single criteria) and 2) composite (multiple criteria). In the initial studies, the beginning of which can be seen as the study achievements in [4], the classification of airports in three classes: 1) transport terminal with minimal services only to access the air transport fleet, 2) airport with medium service level and 3) the air transportation service center as well as the control and planning place of other airports were provided. The most important drawback of such classifications is the generality and lack of appropriate separation of airports, and the attempt to solve this problem led to the provision of more accurate classification methods based on various variables affecting the performance of airports. In the following, nineteenth classification methods are presented for better identification and separation of airports in a transportation network from each other based on the basic variables affecting the difference in the behavior of airports, which can be used in future studies and matching existing studies with each other be placed. The classification method of the airport presented in the reference is complete and correct, but it is designed with a special measurement and evaluation scale, such methods can be used after standardization and conversion to the SI scale. A. Classification of Airports based on Usage The first method of classification airports or air transport terminals is classification based on the use of the airport or the type of services that can be offered on demand. Based on this, airports can be classified into the following five groups. The airport classification method presented in the reference is complete and correct, but only in a specific local area or a limited air transport network, such methods can be used after fundamental and globalized reforms. • There are ambiguities in the identification and accurate separation of airports by the existing airport classification methods. In such a situation, new airport classification methods are presented. • The classification method of the airport presented in the reference is incorrect and flawed, and its application results in errors in the studies, such methods are ignored and removed. III. • Passenger airport: It is an airport where only passenger air transport services are available, including access to the air transport fleet, passenger reception and dispatch, flight allocation, ticket sales, passenger guidance, and transfer, stop and rest, receiving, and transfer passenger luggage, air transport fleet services, etc. are provided and only the passenger air fleet stops there. • Cargo airport: It is an airport where only cargo air transport services are available, including access to the air transport fleet, cargo acceptance and dispatch, flight allocation, calculation and receipt of fares, cargo transfer, and routing, cargo storage, cargo control, package Cargo classification, air transport fleet services, etc. are provided and only the cargo air fleet stops there. • Military airport: It is an airport where only military transportation services are available, including access to the air transport fleet, supplying, equipping, and feeding the military air fleet, loading and unloading ammunition, embarking and disembarking military forces, and specialized services of the air fleet. AIRPORT CLASSIFICATION Airport classification is a basic step in separating and identifying the airports in a transportation network, with the help of which the performance level of the airport can be determined and then the airports can be classified and prioritized using a correct and accurate criterion. After that, it is possible to implement the overall policy and the development plan of the transportation network for each of the network components, and based on this prioritization, planning and rational and fair decisions can be made regarding the existing airports. [1] 2 military and... are presented and only the military air fleet stops there. • • urban areas, the management and operation of these airports will usually be under the supervision of the largest city nearby. Research Airport: It is an airport where only air transport services are provided for carrying out research, exploratory, imaging, filming, etc. activities, and only the research and exploratory air fleet stops there. D. Classification of Airports based on site Geography Airport services may be provided to the air transport fleet in different geographical conditions, which will have a significant impact on their behavior in the network and region, and also affect the amount and method of access to them. Therefore, it is necessary to pay special attention to this classification in locating airports. Complex Airport: It is an airport where services related to more than one mentioned user are provided and different air fleets stop there depending on the type and receive the relevant services. B. Classification of Airports based on Transportation Systems The most important structural difference factor of a transportation terminal is in the transportation system where it is supposed to stop and use its services. Therefore, the airport as an air transport terminal can be classified according to the following types of air transport systems. [5] • Airport: To serve Airplanes, Aircrafts, and Jets • Heliport: To serve Helicopters • Seaplane Base: To serve Seaplanes • Ultralight: To serve Light Flying Vehicles, Drones, and Quadcopters • Glider port: To serve Gliders • Balloon port: To serve Balloons • • Hinterland airport: It is an airport that is located in the land area and has free land access from all sides. • Island airport: It is an airport that is located in the land area in the middle of the sea is surrounded by water on both sides and has free water access. • Marine airport: It is an airport that provides air transport services for supply, feeding, landing, and take-off of the air transport fleet due to the need for a large sea vessel. The location of this airport changes in all connected waterways. • Flying airport: It is an airport that provides air transport services for supply, feeding, landing, and take-off of the air transport fleet due to the need for a wide range of aircraft. The location of this airport changes in all flyable areas. E. Classification of Airports based on Covering Area In an effective multimodal transportation network, all elements and components, including nodes and links, have never worked at the same level, and each one is designed to cover a certain range, so as to avoid overlapping between nodes while providing maximum coverage, and also guide Traffic flow should be done hierarchically. Based on this, airports can be classified into four categories. [6] C. Classification of Airports based on Location The location of the airport is one of the main components in the relative performance of the airport, which is vital in planning and deciding future development projects. Based on this, airports can be classified into the following three groups. • • Urban airport: It is an airport that is located inside the urban area and is known as a special urban use. In future development plans, such airports are usually removed and moved to a place far from the city or their activity is limited. Suburban airport: It is an airport that is located on the edge of the urban boundary and is known as a sensitive use and an important artificial barrier. In urban development plans, development in the vicinity of the airport is usually avoided, but in future transportation development plans, airport activity is usually limited. Inter-city airport: It is an airport that is located outside the urban area and far from big cities and is known as one of the important uses in the region. In future development plans, multimodal transportation links are usually considered and developed for these airports. Although these airports are not located in • Local airport: It is an airport whose origin and destination of the trips are defined in a small area and the coverage is limited to one or more cities. • Regional Airport: It is an airport where the origin and destination of its trips are defined in an average range and the coverage area is considered to be several provinces. • National Airport: It is an airport where the origin and destination of its trips are defined in a large area and the coverage area at the country level is considered for it. • International airport: It is an airport where the origin and destination of the trips are defined in the entire network and the coverage area is considered for it at the level of one or more countries. Sub classes are given by Texas A&M Transportation Institute in (Figure 1). [7] 3 TABLE I. BASELINE AIRPORT CATEGORY DEFINITION USED WITHIN THIS PAPER ADOPTED FROM THE AIRPORT CATEGORIZATION COMPILED BY MUNICH AIRPORT [10] Airport Type International Hubs Secondary Hubs Figure 1. New Category Definitions of General Aviation Airports [7] International O&D F. Classification of Airports based on Function in the Transportation Network Airports will have different behaviors due to their relative location in the transportation network and the country and the level of performance in the transportation network and air transportation network, therefore, their classification and separation are necessary. • • • • • Regional O&D Secondary O&D Characteristics Transfer hub for intercontinental traffic; global service area; major node for alliances; more than 40 million passengers per year Hub with mainly traffic within Europe; Service area mainly concentrated to Europe, partially global possible; secondary node for alliances; more than 15 million passengers per year Traffic mainly within Europe; regional service area; few long-range destinations; more than 5 million passengers per year Feeding traffic to hubs, several direct destinations and/or low-cost destinations; local service area; less than 5 million passengers per year Significant low cast traffic; product differentiation against other airports; Local to regional service area a. O&D: Origin and Destination The Committee of the Regions, for its part, proposed five categories of European airports in its Outlook opinion of 2 July 2003 on regional airport capacities: [11] Central Airport: It is an airport that is located in the central region of the country and is known as the center for management, planning, and coordination of other airports. • Border Airport: It is an airport located at the end and border area of the country and is known as the domestic travel terminal. major hub airports (over 25 million passengers, four airports), accounting for approximately 30 % of European air traffic • Terminal airport: It is an airport where most of the trips are of the initial or final type and a small share of the accepted flights are transits. national airports (10 to 25 million passengers, 16 airports), accounting for approximately 35 % of European air traffic • 15 airports of 5 to 10 million passengers accounting for approximately 14 % of European air traffic • 57 airports of 1 to 5 million passengers accounting for approximately 17 % of European air traffic • 67 airports of 200 000 to 1 million passengers accounting for approximately 4 % of European air traffic Intermediate airport: It is an airport where most of the trips are in transit and a small share of the accepted flights are in transit. Having these airports in the network is necessary to handle long journeys. Hub Airport: It is the airport where most of the air travel in the region starts, ends, or passes through and is known as the center of air activities. • Complementary airport: It is an airport that is created with the aim of decentralization from the hub airport in its vicinity and accepts a share of the hub airport's trips instead. • Access Airport: It is an airport that is built at a specific point that cannot be accessed except by air transportation. (like some pole points) • Interchange terminal: It is an airport where cargo and passengers can be exchanged with other types and transportation systems, and by integrating air transportation and other types of transportation, it is possible to use transportation services. Multimodality and combined transportation are provided. [8] G. Classification of Airports based on Ownership and Possiblity of Use Airports are classified into four groups based on the type of ownership and usability. [12] Another airport classification by same method were given in (Table I) by Munich airport. [9] 4 • Public airport: It is an airport that is owned by the public (for example, the people of a country) and anyone can use it if they pay for the service. • Private airport with free use: It is an airport owned by an organization that anyone can use if they pay for the service. • Private airport with exclusive use capability: It is an airport owned by an organization that other than defined users, no user is allowed to use its services. • Private airport: It is a privately owned airport that can provide access to air transportation services within the framework of local and international aviation laws, and its use depends on the opinion of the owner and legal restrictions. H. Classification of Airports based on Supply able Capacity Airports can use a wide range of services based on the number and capacity available and can be provided, i.e. cargo, passenger, and air fleet from these classifications on the number and number of runways, transit gates, and transfer facilities. Can be presented. And i.e. it is presented in various Technical Codes, which are briefly mentioned in this paragraph. Number of Flights 1st Class Airport 10-29 Number of Take-off and Landing (per month) More than 3000 2nd Class Airport 5-9 600-3000 3rd Class Airport Below 5 Under 600 Airports can be Classified by Airport Passing Capacity based on number of the Gates. See (Table III) TABLE III. 8 • General services: Land/Air Access, Take-off and Landing, Elevated Access Platform, Multimodal Access, and i.e. • Air Navigation services: Air Management, Air Transportation Navigation Signaling, and i.e. • Vehicle services: Parking, Maintenance, Supply system, Fueling, emergency services, and i.e. • Passenger services: Ticketing, Information systems, Guidance systems, Passenger and baggage Control, Rest area, public services, and i.e. • Cargo services: Packaging, Loading and unloading, modal shift, Keeping cargo, and i.e. • Military services: Special services based on type and local manuals. Small 1-15 15-45 Large 45-90 Very Large More than 90 AIRPORT CLASSIFICATION BASED ON AIRPLANE WING LENGTH [15] 0-9 Maximum fuselage width (m) 2 2 9-12 2 3 12-18 3 4 18-24 4 5 24-28 4 6 28-39 5 7 39-49 5 Airplane over-all length (m) Transportation Control, Air Classification of Airports based on Operational Duration Airports are divided into four groups based on the length of service and operation period. ICAO classified the airport based on acceptable airplane size to ten categories. See (Table IV) Airport Category 1 76-91 • Temporary airport: Airports that are built to provide specific services in a certain period of time and then dismantled or deactivated are included in this group. • Permanent Airport: Airports that are continuously operated as the main nodes of the network and will serve in future development plans are included in this group. • Periodic airport: Airports that serve only during certain periods of time are included in this group. • Emergency Airport: Airports that provide services at one point of the network due to emergency or crisis conditions are included in this group. Number of Gates Medium TABLE IV. 7 10 J. AIRPORT CLASSIFICATION BASED ON AIRPORT PASSING CAPACITY [14] Airport Class 7 61-76 Classification of Airports based on Level of Services An airport or an air transportation terminal is a place to provides comprehensive air transportation services, and based on this, they can be classified according to the number and type of services that can be provided. GENERAL AIRPORT CLASSIFICATION IN CHINA [13] Airport Class type 49-61 9 I. There are three kinds of general airport classifications used in China, namely, the impact of the airport on the public interest, the frequency of use of the airport and the location of the airport. According to the above three classification requirements, airports can be divided into three categories. The categories and requirements are shown below in the form of a chart. See (Table II) for details. [13] TABLE II. 8 K. Classification of Airports based on Main Building Architecture Usually, in airports, the terminal building is known as the main building of the airport, and in order to focus and increase the activities in it, it will have a larger size and dimensions. Therefore, its architecture will be more impressive compared to other buildings, and based on this, airports can be classified 5 airspaces: 1) Controlled airspace, 2) Uncontrolled airspace, 3) Special use airspace and 4) Other space areas. [12] from the perspective of the architecture of the main building or the terminal building. • Classic Architecture Airport: These airports are designed and constructed in a traditional or historical architectural style, reflecting a sense of classical aesthetics. • Modern Architecture Airports: These airports are characterized by contemporary architectural designs and features, incorporating modern materials, technologies, and innovative concepts in their construction. A towered airport has an operating control tower. Air traffic control (ATC) is responsible for providing the safe, orderly, and expeditious flow of air traffic at airports where the type of operations and/or volume of traffic requires such a service. Pilots operating from a towered airport are required to maintain two-way radio communication with ATC and to acknowledge and comply with their instructions. A nontowered airport does not have an operating control tower. Two-way radio communications are not required, although it is a good operating practice for pilots to transmit their intentions on the specified frequency for the benefit of other traffic in the area. The key to communicating at an airport without an operating control tower is selection of the correct common frequency. L. Classification of Airports based on The Amount of Demand Passenger and cargo airports can be classified according to travel demand, which is measured by the number of passengers and cargo tonnage, respectively. This method is one of the conventional ways of classifying airports, and similar examples have been presented in many countries. Controlled airspace different classifications within which air traffic accordance with the airspace consists of: European Parliament classified the airport based on annual trip demand to six categories. See (Table V) TABLE V. Airport Category 1 2 Class A: Class A airspace is generally the airspace from 18,000 feet mean sea level (MSL) up to and including flight level (FL) 600. Unless otherwise authorized, all operation in Class A airspace is conducted under instrument flight rules (IFR). • Class B: Class B airspace is generally airspace from the surface to 10,000 feet MSL surrounding the nation’s busiest airports in terms of airport operations or passenger enplanements. The configuration of each Class B airspace area is individually tailored, consists of a surface area and two or more layers (some Class B airspace areas resemble upside-down wedding cakes), and is designed to contain all published instrument procedures once an aircraft enters the airspace. ATC clearance is required for all aircraft to operate in the area, and all aircraft that are so cleared receive separation services within the airspace. • Class C: Class C airspace is generally airspace from the surface to 4,000 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower, are serviced by a radar approach control, and have a certain number of IFR operations or passenger enplanements. Although the configuration of each Class C area is individually tailored, the airspace usually consists of a surface area with a five NM radius, an outer circle with a ten NM radius that extends from 1,200 feet to 4,000 feet above the airport elevation. Each aircraft must establish twoway radio communications with the ATC facility providing air traffic services prior to entering the airspace and thereafter must maintain those communications while within the airspace. Number of Passenger Carried (per year) 5-10 million 3 1-5 million 4 500000-1 million 5 100000-500000 6 15000-100000 In practical terms, the Decision of the Council and of the European Parliament on Community guidelines for the development of the trans-European transport network defined three categories of airport: [11] • International connecting points (generally with an annual passenger volume of no less than 5 000 000) • Community connecting points (generally with an annual passenger volume of between 1 000 000 and 4 999 999) • Regional connecting points and accessibility points (generally with an annual passenger volume of between 250 000 and 999 999). M. Classification of Airports based on Control Methods and Airspace Airports are divided into two general groups based on the control method: 1) control with a watchtower and 2) control without a watchtower, and two general groups based on four 6 covers the dimensions provided in Controlled • AIRPORT CLASSIFICATION BASED ON ANNUAL TRIP DEMAND [16] More than 10 million is a generic term that of airspace and defined control (ATC) service is airspace classification. • • information is available on one of the end panels. Special use airspace usually consists of: Class D: Class D airspace is generally airspace from the surface to 2,500 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower. The configuration of each Class D airspace area is individually tailored and, when instrument procedures are published, the airspace is normally designed to contain the procedures. Arrival extensions for instrument approach procedures (IAPs) may be Class D or Class E airspace. Unless otherwise authorized, each aircraft must establish two-way radio communications with the ATC facility providing air traffic services prior to entering the airspace and thereafter maintain those communications while in the airspace. Class E: Class E airspace is the controlled airspace not classified as Class A, B, C, or D airspace. A large amount of the airspace over the United States is designated as Class E airspace. An example of a prohibited area. This provides sufficient airspace for the safe control and separation of aircraft during IFR operations. Chapter 3 of the Aeronautical Information Manual (AIM) explains the various types of Class E airspace. Sectional and other charts depict all locations of Class E airspace with bases below 14,500 feet MSL. In areas where charts do not depict a class E base, class E begins at 14,500 feet MSL. In most areas, the Class E airspace base is 1,200 feet AGL. In many other areas, the Class E airspace base is either the surface or 700 feet AGL. Some Class E airspace begins at an MSL altitude depicted on the charts, instead of an AGL altitude. Class E airspace typically extends up to, but not including, 18,000 feet MSL (the lower limit of Class A airspace). All airspace above FL 600 is Class E airspace. • Prohibited areas contain airspace of defined dimensions within which the flight of aircraft is prohibited. Such areas are established for security or other reasons associated with the national welfare. • Restricted areas are areas where operations are hazardous to nonparticipating aircraft and contain airspace within which the flight of aircraft, while not wholly prohibited, is subject to restrictions. Activities within these areas must be confined because of their nature, or limitations may be imposed upon aircraft operations that are not a part of those activities, or both. Restricted areas denote the existence of unusual, often invisible, hazards to aircraft (e.g., artillery firing, aerial gunnery, or guided missiles). IFR flights may be authorized to transit the airspace and are routed accordingly. Penetration of restricted areas without authorization from the using or controlling agency may be extremely hazardous to the aircraft and its occupants. ATC facilities apply the following procedures when aircraft are operating on an IFR clearance (including those cleared by ATC to maintain VFR on top) via a route that lies within jointuse restricted airspace: 1) If the restricted area is not active and has been released to the Federal Aviation Administration (FAA), the ATC facility allows the aircraft to operate in the restricted airspace without issuing specific clearance for it to do so. 2) If the restricted area is active and has not been released to the FAA, the ATC facility issues a clearance that ensures the aircraft avoids the restricted airspace. • Warning areas are similar in nature to restricted areas; however, the United States government does not have sole jurisdiction over the airspace. A warning area is airspace of defined dimensions, extending from 3 NM outward from the coast of the United States, containing activity that may be hazardous to nonparticipating aircraft. The purpose of such areas is to warn nonparticipating pilots of the potential danger. A warning area may be located over domestic or international waters or both. The airspace is designated with a “W” followed by a number (e.g., W-237). • Military Operation Areas (MOAs) MOAs consist of airspace with defined vertical and lateral limits established for the purpose of separating certain military training activities from IFR traffic. Whenever an MOA is being used, nonparticipating IFR traffic may be cleared through an MOA if IFR separation can be provided by ATC. Otherwise, ATC reroutes or restricts nonparticipating IFR traffic. MOAs are depicted on sectional, VFR terminal area, and en route low altitude charts and are not numbered (e.g., “Camden Ridge MOA”). Uncontrolled airspace • Class G: Uncontrolled airspace or Class G airspace is the portion of the airspace that has not been designated as Class A, B, C, D, or E. It is therefore designated uncontrolled airspace. Class G airspace extends from the surface to the base of the overlying Class E airspace. Although ATC has no authority or responsibility to control air traffic, pilots should remember there are visual flight rules (VFR) minimums that apply to Class G airspace. Special use airspace or special area of operation (SAO) is the designation for airspace in which certain activities must be confined, or where limitations may be imposed on aircraft operations that are not part of those activities. Certain special use airspace areas can create limitations on the mixed use of airspace. The special use airspace depicted on instrument charts includes the area name or number, effective altitude, time and weather conditions of operation, the controlling agency, and the chart panel location. On National Aeronautical Charting Group (NACG) en route charts, this 7 • • Alert Areas Alert areas are depicted on aeronautical charts with an “A” followed by a number (e.g., A211) to inform nonparticipating pilots of areas that may contain a high volume of pilot training or an unusual type of aerial activity. Pilots should exercise caution in alert areas. All activity within an alert area shall be conducted in accordance with regulations, without waiver, and pilots of participating aircraft, as well as pilots transiting the area, shall be equally responsible for collision avoidance. O. Classification of Airports based on Airport Generation Airports can be classified based on airport generation during the time history into the following five generation as shown in (Table VI). CFAs contain activities that, if not conducted in a controlled environment, could be hazardous to nonparticipating aircraft. The difference between CFAs and other special use airspace is that activities must be suspended when a spotter aircraft, radar, or ground lookout position indicates an aircraft might be approaching the area. There is no need to chart CFAs since they do not cause a nonparticipating aircraft to change its flight path. 2nd Generation TABLE VI. Airport Generation 3rd Generation • • • • • • • • • • 4th Generation 5th Generation Land Access Take-off & Landing Air services Military, Passenger, and Freight Air Transportation Air Transportation Hub Air Navigation service Air Control Center Common Terminal Multimodal Transportation Hub Smart Transportation Terminal P. Classification of Airports based on Federal Aviation Administration (FAA) Method Federal Aviation Administration classified the airports in two basic and seven sub categories. [5] N. Classification of Airports based on Airport Role Airport roles identify the function that airports serve within the state aviation system as well as the general types of aircraft an airport is capable of supporting. Airports in the 2004 Iowa State Aviation Plan were categorized into five airport roles. The 2010 Iowa State Aviation Plan update maintains five airport roles, with slight modifications to the names and descriptions identified in the 2004 plan. [17] • Functional Roles • • • • 1st Generation See (Figure 9) at the end of this article. AIRPORT GENERATION [8] • Commercial Service Airports: These airports support some level of scheduled commercial airline service and have the infrastructure and services available to support a full range of general aviation activity. These facilities meet most needs of the aviation system and serve as essential transportation and economic centers of the state. Enhanced Service Airports: These airports have runways 5,000 feet or greater in length with facilities and services that accommodate a full range of general aviation activity, including most business jets. These airports serve business aviation and are regional transportation centers and economic centers. • General Service Airports: These airports have runways 4,000 feet or greater in length with facilities and services customized to support most general aviation activity, including small to mid-size business jets. These airports serve as a community economic asset. Basic Service Airports: These airports have runways 3,000 feet or greater in length with facilities and services customized to meet local aviation demands. Local Service Airports: These airports support local aviation activity with little or no airport services. 8 Primary: Public airports that have more than 10,000 enplanements each calendar year and receive scheduled passenger service. Hub categories for primary airports (i.e., large, medium, small, or non) are determined by the number of annual enplanements handled by each airport and are defined as a percentage of total annual enplanements within the U.S. as follows: o Large hub: One percent or more of U.S. enplanements o Medium hub: At least 0.25 but less than 1.0 percent of U.S. enplanements o Small hub: At least 0.05 but less than 0.25 percent of U.S. enplanements o Non-hub: Less than 0.05 percent of U.S. enplanements but more than 10,000 Non-primary: Public or primary airports mainly used by GA aircraft. Categories within the non-primary classification include: o Commercial Service: Public airports receiving scheduled passenger service and at least 2,500 but no more than 10,000 enplaned passengers per year o Reliever: Public or private airports designated by the FAA to relieve GA traffic congestion at nearby commercial service airports and provide improved GA access to the overall community o General Aviation (GA): Public-use airports that do not have scheduled air carrier service or have less than 2,500 enplanements Non-primary airport classification changes many times and include different categories in each version of National Plan of Integrated Airport Systems (NPIAS). Q. Classification of Airports based on Oregon Method Oregon airport functional categories are given in (Table VII). [18] TABLE VII. Category a 1 Commercial Service 2 Business or High Activity General Aviation OREGON AIRPORT FUNCTIONAL CATEGORIES [18] Significant Function b Accommodate scheduled major/ national or regional/commuter commercial air carrier service Designation Criteria c • Scheduled commercial service • 30,000 or more annual operations, of which a minimum of 500 are business related aircraft. Business use heliports Generally less than 30,000 operations Geographically significant location with multiple communities in the service area. Nearest Category 1 or 2 Airport is more than 90 minutes average travel time by road. 2,500 or more annual operations or more than ten based aircraft Accommodate corporate aviation activity, including business jets, helicopters, and other general aviation activities • 3 Regional General Aviation Accommodate a wide range of general aviation users for large service areas in outlying parts of Oregon. Many also accommodate seasonal regional fire response activities. 4 Community General Aviation Accommodate general aviation users and local business activities 5 Low Activity General Aviation Accommodate limited general aviation use in smaller communities and remote areas of Oregon. Provide emergency and recreational use function. • • • Figure 2. Aerodromes Mapping Symbols [19] S. Classification of Airports based on Airport Plan Airports can be classified into the following six groups based on airport plan. Figure 3. Simple concept [20] Less than 2,500 annual operations and ten or fewer aircraft a. Category 1 airports are divided into two groups based on the level of air service provided and the forecast design aircraft. b. Significant Function identifies the most demanding function associated with each airport. Most airports have multiple functions. It is recognized that in addition to the highest primary function identified, each airport also provides many of the functions identified in the subsequent categories. c. Activity breakdowns or thresholds listed in the Criteria column reflect existing distributions among Oregon airports. Among Oregon’s *101 public use airports, only 22 have more than 30,000 annual operations; nearly half of Oregon’s 101 public use airports have less than 2,500 annual operations and ten or fewer based aircraft. *EDITOR’S NOTE: As of June 2002, 101 airports have been reduced to 98 public use airports. Figure 4. Linear concepts and its variations [20] R. Classification of Airports based on Airport Symbol The airports can be classified by the symbols that uses in maps as shown in (Figure 2). Figure 5. Pier (finger) concept [20] 9 REFERENCES [1] [2] [3] [4] [5] Figure 6. Satelite concept [20] [6] [7] [8] [9] [10] [11] Figure 7. Transporter (open apron) concept [20] [12] [13] [14] [15] Figure 8. Hybrid concept [20] IV. [16] CONCLUSION AND RESULTS [17] The classification of airports is a fundamental step in the accurate identification of the behavior of the airport in the transportation network and the key to the correct planning and politicization of the network's sustainable development plans. Due to the fact that many origins and destinations of air travel are formed in different countries with different air transportation laws; It is necessary to provide an international style sheet for the classification of airports or at least a guide model for equating airport classification methods so that air travel can be planned in different conditions. [18] [19] [20] 10 R. D. Hector, P. Suau-Sanchez, and A. Voltes-Doeta, “Regulatory airport classification in the US: the role of international markets,” Edinburgh Research Explorer, 2014. P. Malighetti, S. Paleari, and R. 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Sakhaeifar, “Field Guide for the Airport Pavement Maintenance Recommendation Tool for ACRP Report 159,” Transportation Research Board, and Federal Aviation Administration. M. Ahmadinejad, A. H. Tabbakhpour L.,“ Common Terminals in Multimodal Transportation Network,” 1st International Conference on Applied Researches in Civil Engineering, Architecture and Urban Planning, Munich, Germany, Jul 11, 2023. G. Ottle, and P. Bock, “An Approach to Airport Categorization – Category Definition and Quantification for Air Traffic Related Simulation Purposes,” ResearchGate, Nov. 2011. P. Trautmann, “TUM lecture notes: Flughafenplanung und –betrieb, Typen von Airports,” Compilation by Munich Airport, 2009, p. 18. European Commission, “COMMUNITY GUIDELINES ON FINANCING OF AIRPORTS AND START-UP AID TO AIRLINES DEPARTING FROM REGIONAL AIRPORTS,” Official Journal of the European Union, 2005. Federal Aviation Administration (FAA), “Pilot's Handbook of Aeronautical Knowledge,” U.S. Department of Transportation Federal Aviation Administration, Flight Standards Service, 2023. X. Zhang, “Current Situation and Thinking of General Airport Construction and Operation Management in China,” Advances in Economics, Business and Management Research, 2019, volume 68. V. Adikariwattage, A. G. de Barros. S.C. Wirasinghe, and J. Ruwanpura, “Airport classification criteria based on passenger characteristics and terminal size,” Journal of Air Transport Management, Elsevier, 2012, vol. 24, page: 36-41. International Civil Aviation Organization (ICAO), “AIRPORT SERVICES MANUAL PART 1 RESCUE AND FIRE FIGHTING,” International Civil Aviation Organization (ICAO), 14th ed. 2014. European Parliamentary Research Service (EPRS), “Airports in the EU, Challenges a head, In-depth Analysis,” European Union, 2016. Iowa State Aviation M. Hirano, “IOWA Aviation System Plan 20102030,” IOWA Aviation. Chap. 4, Oregon, “Oregon Aviation Plan,” Oregon Department of Transportation Aeronautics Division, Feb. 2000. D. Harley, “Aeronautical Chart User Guide,” Airservices Australia, CGuide0824, Version 3, Jul. 2023. International Civil Aviation Organization (ICAO), “Airport Planning Manual, part 1 master planning,” International Civil Aviation Organization (ICAO), 2nd edition, doc. 9184-AN/902 Part 1. Figure 9. Airspace profile [12] 11