4 replies to this topic

[mastacheifa118]

Physical traffic restrictions at airports

 

The average airliner uses roughly 1 minute for its takeoff roll. Add another 9 minutes for wake turbulence to disperse, and add on another 5 minutes due to other factors (weather, someone spilling the coffee all over ATC, late passengers, etc) and we get 672 departures/week. However, landings take much longer, so we can use the rather conservative rate of 1 arrival/departure every 15 minutes, which means the maximum amount of flights that a single airline can operate to an airport with 1 runway per week would be 336. 

 

Why have independent restrictions for all airlines?

http://www.airline-e.../8161-atnt71eb/

Any more questions needed?

 

Passenger movement at connecting airports should also be limited, unless we are willing to accept that thousands (or millions) of passengers can disembark an aircraft, run through the terminal, which is many times past full capacity, due to the spam-like nature of some airlines, and board their connecting flight, without completely destroying the airport in a massive stampede that never ceases due to the constant flights.

 

Of course, 336 flight cycles/week is more than enough for most airlines, it would at least somewhat restrict the most extreme spamlines from earning a boatload of money from 30 mile hops. This is where the next set of restrictions would come in:

 

Maintenance rates grow exponentially with use

 

Let's all face it: an aircraft that flies for 19 hours in a 20 hour day would break down incredibly quickly. The maintenance costs of an aircraft should be based both on aircraft age but also aircraft usage. An airline that operates planes for 10 hours a day would be rewarded with lower maintenance costs than the airline that runs its planes for 19.98 hours a day.

 

The number of mechanics an airline has should also affect maintenance costs, but this should be generally conservative except for 2 cases:

-Aircraft are running over 18 hours a day 

-Mechanic reserves are under 10%

 

Simply put, a mechanic cannot service hundreds of aircraft a day. And yes I know that mechanic numbers rise as your airline gets larger, but we have to be somewhat realistic here.

 

[Ryan_D96]

Physical traffic restrictions at airports
 
The average airliner uses roughly 1 minute for its takeoff roll. Add another 9 minutes for wake turbulence to disperse, and add on another 5 minutes due to other factors (weather, someone spilling the coffee all over ATC, late passengers, etc) and we get 672 departures/week. However, landings take much longer, so we can use the rather conservative rate of 1 arrival/departure every 15 minutes, which means the maximum amount of flights that a single airline can operate to an airport with 1 runway per week would be 336. 
 
Why have independent restrictions for all airlines?
http://www.airline-e.../8161-atnt71eb/
Any more questions needed?
 
Passenger movement at connecting airports should also be limited, unless we are willing to accept that thousands (or millions) of passengers can disembark an aircraft, run through the terminal, which is many times past full capacity, due to the spam-like nature of some airlines, and board their connecting flight, without completely destroying the airport in a massive stampede that never ceases due to the constant flights.
 
Of course, 336 flight cycles/week is more than enough for most airlines, it would at least somewhat restrict the most extreme spamlines from earning a boatload of money from 30 mile hops.

Your logic is just flat out wrong?:

“Daily average air transport movements: 1,299”

https://www.heathrow...cts-and-figures

That’s a two runway airport. Your wake turbulence reasoning doesn’t hold water, I personally have been in a queue at Heathrow multiple times with aircraft departing in less than 2 minute/90 second intervals.

[PingPong]

Your logic is just flat out wrong?:
“Daily average air transport movements: 1,299” https://www.heathrow...cts-and-figures
That’s a two runway airport. Your wake turbulence reasoning doesn’t hold water, I personally have been in a queue at Heathrow multiple times with aircraft departing in less than 2 minute/90 second intervals.

I fly regularly out of Heathrow. I can tell you that they do what’s known as a “wheels up departure”. In other words, after an aircraft is cleared for takeoff, the next one is immediately given a line up clearance. If the wake category allows, so basically so long as the plane isn’t a tiny thing behind an A380, the moment an aircraft lifts off, the next one is cleared for takeoff. This works because, by the time an aircraft gets around to applying takeoff power, the other has already cleared the airport boundary and is retracting its gear.

[Stevphfeniey]

I mean he does still have a point regardless of whether his example is bad or not. There is an upper limit to the number of departures and arrivals an airport can handle per day. AE's limit is gate space, but often in major international airports the real constraint are runway slots. A wheels up departure is basically a clever accounting trick to pack in more departure slots that you otherwise would have.

[KJS607]

I see the point and it's an interesting one that could be a nice addition, but so many factors come into play and yeah...you need to not maths.