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Arrival to Kyiv □ Airplane: airport/terminal __ □ Train: terminal ______ Date: Time Flight No. (...) Departure from Kyiv □ Airplane: airport/terminal □ Train: terminal _____ Date: Time Flight No.
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Score: 1329106.1 - https://www.itu.int/ITU-D/tech..._Sept12_RegistrationForm_E.doc
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As data communications become available, the controller tools will apply knowledge of flights’ estimates of time of arrival at upcoming waypoints, and altitude and speed constraints, to create efficient manoeuvres for optimal throughput. 21.2 Terminal automation will also sequence flights departing busy airports more efficiently than today. This capability will be enabled as a result of PBN and flow management tools. Flights arriving and departing busy terminal areas will follow automation-assigned PBN routes. 22. (...) This will improve the sequencing and spacing of flights and the efficiency of terminal operations. 26.11 Uniform use of RNP for arrivals and departures at busy airports will optimize management of traffic and merging streams.
Language:English
Score: 1328092.6 - https://www.icao.int/WACAF/Doc...PBN_GNSS_I_TF2/Docs/wp%203.pdf
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The statement from the fire personnel indicated the terminals on one battery came in contact with the other, arced, then caused a fire. 15-May-2006 Lithium-ion (VGP-BPL2/VGP- BPS2 or equivalent) Laptop with spare battery Pax Shortly before flight departure, a burning smell was detected in the first-class cabin of a Lufthansa ORD- MUC flight. (...) It spewed shrapnel and ignited a fire in the seat which was extinguished by flight attendants and others. The flight crew declared an emergency and returned to Raleigh-Durham airport without further incident. 14-SEP-2004 Two 12-volt, nonspillable, sealed rechargeable lead- acid batteries Cargo One of the batteries was packaged so that its terminals were able to come into contact with metallic sensor tape that was packed with it. (...) Burnt package discovered at Airborne sort center after first flight and prior to trans-Pacific cargo flight. 09-JUN-1996 Nickel cadmium battery Power pack belt, lamp Passenger Checked bag One of three passenger checked bags discovered smoldering and burning in air carrier baggage make-up area.
Language:English
Score: 1322618.4 - https://www.icao.int/safety/Da...f%20the%20Whole%2006/WP.27.pdf
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Conventional FAF Wake Vortex Separation 4 - 6 nm SpacingSpacing Metering Point Descent to Runway Top-of- Descent Continuous Descent Arrival (CDA)Continuous Descent Arrival (CDA) ICAO Colloquium on Aviation Emissions with Exhibition 14 – 16 May 2007 CDA for 2004 SDF Flight TrialsCDA for 2004 SDF Flight Trials ICAO Colloquium on Aviation Emissions with Exhibition 14 – 16 May 2007 LAQ, Noise, and Economic BenefitsLAQ, Noise, and Economic Benefits Local emissions reduced • CO below 3,000 ft reduced by 12.7% (B-767) and 20.1% (B-757) • HC below 3,000 ft reduced by 11.0% (B-767) and 25.1% (B-757) • NOx below 3,000 ft reduced by 34.3% (B-767) and 34.4% (B-757) Noise impact reduced • Lower per aircraft noise levels (3 to 6 dBA; 7 to 15 NM from runway) • Impact concentrated in narrow corridors Economic costs reduced • Fuel to fly last 180 nm to runway reduced by 364 lbs/flight (B-767) and 118 lbs/flight (B-757) • Time to fly last 180 nm to runway reduced by 147 seconds/flight (B-767) and 118 seconds/flight (B-757) ICAO Colloquium on Aviation Emissions with Exhibition 14 – 16 May 2007 Challenge: Getting the “Right” SpacingChallenge: Getting the “Right” Spacing Spacing (nm) Pr ob ab ili ty D en si ty Target spacing at metering point Required separation at runway Range of spacing at runway for a given target spacing at metering point; Shaded area equal to confidence that descent to runway can be completed without controller intervention; Shape of distribution depends on target spacing. (...) Final Separation Separation at Metering Point Intermediate Metering Point Runway Threshold Tim e Along Track Distance Trailing ACTrailing AC Leading ACLeading AC • Shaded area indicates trajectory variation • Final separation will be a probability distribution • Shaded area indicates trajectory variation • Final separation will be a probability distribution Initial Position of Trailing AC Initial Position of Leading AC Separation at Metering Point in Time Separation at Metering Point Pr ob ab ili ty D en si ty Feasible Separation, p1 AC Type A – Type B Feasible Separation, p2 AC Type B – Type A A small slice of traffic at separation s Actual Traffic Unadjusted, pT Actual Traffic Adjusted, pTa Target Separation SI Separation at Metering Point Pr ob ab ili ty D en si ty Feasible Separation, p1 AC Type A – Type B Feasible Separation, p2 AC Type B – Type A A small slice of traffic at separation s Actual Traffic Unadjusted, pT Actual Traffic Adjusted, pTa Target Separation SI Trajectory Fast-Time Aircraft Simulator Fast-Time Aircraft Simulator C on vo lu tio n Monte Carlo Tool Procedure DefinitionAircraft / Flap Schedule Weight Distribution Pilot Response Local Wind Variation Wind Forecast 45/270, 40000 30/256, 20000 21/252, 9000 10/249, 450 Tool for the Analysis of Separation and Throughput (TASAT) Tool for the Analysis of Separation and Throughput (TASAT) ICAO Colloquium on Aviation Emissions with Exhibition 14 – 16 May 2007 R&D Activities in AtlantaR&D Activities in Atlanta Flight test of time-based arrival fix metering* • Demonstrate ability to set initial spacing based on aircraft type, weight, and wind, and deliver aircraft on final approach with very high accuracy in terms of both time and spacing • Began on 16 April 2007 Time-based metering of arrivals from NE and NW destined to 8L/26R* • Build upon results of 2007 flight test • Starting in 2008 or 2009 Metroplex design for 2015 and 2025 • JPDO project to develop a concept of operations for 2015 and 2025 at ATL * Partnership between Delta, Georgia Tech, FAA (HQ, ZTL, ZTL-A80) ICAO Colloquium on Aviation Emissions with Exhibition 14 – 16 May 2007 CDA for 2007 ATL Flight TrialsCDA for 2007 ATL Flight Trials ICAO Colloquium on Aviation Emissions with Exhibition 14 – 16 May 2007 Reduced Low Altitude VectoringReduced Low Altitude Vectoring ICAO Colloquium on Aviation Emissions with Exhibition 14 – 16 May 2007 Surface Movement OptimizationSurface Movement Optimization What’s wrong with this picture? ICAO Colloquium on Aviation Emissions with Exhibition 14 – 16 May 2007 Growth Rates versus Phase of FlightGrowth Rates versus Phase of Flight ICAO Colloquium on Aviation Emissions with Exhibition 14 – 16 May 2007 Airport & Terminal Area Traffic FlowAirport & Terminal Area Traffic Flow ICAO Colloquium on Aviation Emissions with Exhibition 14 – 16 May 2007 Airport & Terminal Area QueuesAirport & Terminal Area Queues Taxiway Ramp GatesDeparture Runway (22R) Arrival Runways 27/22L Arrival routes Departure routes Local Controller Local Controller Ground Controller Ground Controller Gate ControllerControl actions Resource utilization Fixes Landing queues Exit fix queues Takeoff queues Departure runway crossing queues Arrival runway crossing queues Departure taxi queues Arrival taxi queues Departure ramp queues Ally blocked or gate occupied queues Turnaround Pushback queues ICAO Colloquium on Aviation Emissions with Exhibition 14 – 16 May 2007 “ N Control”“ N Control” 0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5 0 5 10 15 20 25 30 No. of Aircraft Taxiing Out Ta ke of f R at e (p er m in ut e) • Saturation point beyond which there is no significant gain in takeoff rate • Gate release control may be used to provide the desired number of aircraft • Meets objectives of • Maximizing throughput • Reducing engine-run times • Reducing fuel burn • Reducing emissions ICAO Colloquium on Aviation Emissions with Exhibition 14 – 16 May 2007 Two-Stage Optimization AlgorithmTwo-Stage Optimization Algorithm ICAO Colloquium on Aviation Emissions with Exhibition 14 – 16 May 2007 37.44 34.73 39.92 38.74 20 25 30 35 40 45 50 Unrestricted Restricted Traffic Scenario D ep ar tu re s / H ou r WITHOUT Planning WITH Planning 40.98 48.89 55.3 51.4 15 25 35 45 55 65 75 85 Unrestricted Restricted Traffic Scenario D el ay (M in ) WITHOUT Planning WITH Planning decreased delayincreased throughput Operational Benefits of OptimizationOperational Benefits of Optimization FCFS with EWR & JFK Miles In Trail active Runway Idle Time EWR: 35 MIT JFK: 30 MIT Availability Seq. @ Rwy (also FCFS with NO Active Restrictions) Time ICAO Colloquium on Aviation Emissions with Exhibition 14 – 16 May 2007 LAQ Benefits of OptimizationLAQ Benefits of Optimization ICAO Colloquium on Aviation Emissions with Exhibition 14 – 16 May 2007 ConclusionsConclusions Operational procedures can provide (and are providing) much needed LAQ benefits: • Well designed CDA’s significantly reduce (in many cases eliminate) low altitude vectoring and reduce the time in the mixing layer • Surface movement optimization significantly reduces taxi time and thus the emissions from surface operations (fastest growing emissions segment) Development of operational procedures will also provide solutions to some fundamental air traffic control questions: • How does terminal area trajectory prediction accuracy vary as a function of uncertainties in wind, aircraft weight, pilot performance?
Language:English
Score: 1321702.3 - https://www.icao.int/Meetings/...7-Colloquium/Clarke_Panel3.pdf
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Terminal automation will also sequence flights departing busy airports more efficiently than today. (...) To ensure predictability and integrity of aircraft flight path, RNP will be mandated in busy en route and terminal airspace. (...) This will improve the sequencing and spacing of flights and the efficiency of terminal operations.
Language:English
Score: 1319958.6 - https://www.icao.int/safety/pb...BN%20Implementation%20Plan.pdf
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As part of its mandate, the AFI PBN Task Force is to develop guidance material and facilitate training to assist States with RNAV/RNP implementation in the en-route, terminal, and approach flight phases, taking into account the PBN concept, according to the relevant ICAO Strategic Objectives and Global Plan Initiatives (GPI) on this matter. 2. (...) ATS/AIS/SAR SG10 WP 15 Page - 2 - AFI Flight Procedures Office 2.3. SP AFI RAN (2008) noted ICAO was working to establish flight procedures offices (FPO) in each region to assist and accelerate the implementation of PBN (Recommendation 6/10 — Support for establishment of an Africa ICAO flight procedures office). (...) Table 1 - Gaps in Required SARPs and Guidance Material for PBN OPS ATM CNS PANS-OPS PANS-OPS QA MAP AIS -Annex 6 1terminology -PBN manual -Operational Approval -Pilot guidance on PBN IFPs -APV-OPS / RWYs -New Nav Specs and Additions to current Nav Specs -Annex 11 and PANS-ATM terminology -Route spacing requirements2 -Phraseology -Controller guidance -Annex 10 terminology -Flight inspection -Annex for IFP -PANS-OPS Flight procedure design criteria -RNP AR approach design criteria -RNP AR departure design criteria -Update to PANS- OPS to reflect new Nav Specs -FOSA for PBN IFPs -IFP QA for regulators (Doc 9906) -QA for procedure design (Doc 9906) -Ground and flight validation (Doc 9906) -Competency Framework for flight validation pilots -Approval of 3rd party designers (Doc 9906) -QA Manual V. 1, 2 & 3 -QA Manual V.4 -Annex 4 terminology -Charting requirements for PBN approaches -Charting requirements for PBN en-route/ terminal -Update to charting manual -Annex 15 terminology -Aeronautical database harmonization -Data chain quality 2.5.
Language:English
Score: 1308426.6 - https://www.icao.int/WACAF/Doc...ATS_AIS_SAR_SG10/docs/wp15.pdf
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Microsoft Word - Doc.9906.Vol.02.alltext.en.doc First Edition — 2009 Doc 9906 AN/472 International Civil Aviation Organization Approved by the Secretary General and published under his authority Quality Assurance Manual for Flight Procedure Design Volume 2 Flight Procedure Designer Training (Development of a Flight Procedure Designer Training Programme) Doc 9906 AN/472 Approved by the Secretary General and published under his authority First Edition — 2009 International Civil Aviation Organization Quality Assurance Manual for Flight Procedure Design ________________________________ Volume 2 Flight Procedure Designer Training (Development of a Flight Procedure Designer Training Programme) Published in separate English, French, Spanish, Russian, Arabic and Chinese editions by the INTERNATIONAL CIVIL AVIATION ORGANIZATION 999 University Street, Montréal, Quebec, Canada H3C 5H7 For ordering information and for a complete listing of sales agents and booksellers, please go to the ICAO website at www.icao.int First edition 2009 ICAO Doc 9906, Quality Assurance Manual for Flight Procedure Design Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedure Designer Training Programme) Order Number: 9906-2 ISBN 978-92-9231-352-4 © ICAO 2009 All rights reserved. (...) Date Entered by (v) PREFACE The Quality Assurance Manual for Flight Procedure Design (Doc 9906) consists of four volumes: Volume 1 — Flight Procedure Design Quality Assurance System; Volume 2 — Flight Procedure Designer Training; Volume 3 — Flight Procedure Design Software Validation; and Volume 4 — Flight Procedures Design Construction. (...) Standard terminal arrival (STAR). A designated instrument flight rule (IFR) arrival route linking a significant point, normally on an ATS route, with a point from which a published instrument approach procedure can be commenced.
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Score: 1305711 - https://www.icao.int/Meetings/.../Documents/9906_v2_cons_en.pdf
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Microsoft Word - Summary of NFPL Meeting- rev final INTERNATIONAL CIVIL AVIATION ORGANIZATION ICAO NACC REGIONAL OFFICE FOLLOW-UP MEETING/WORKSHOP ON THE IMPLEMENTATION OF THE NEW ICAO MODEL FLIGHT PLAN FORM FOR THE NAM/CAR REGIONS (Mexico City, Mexico, 26-28 March, 2012) SUMMARY OF DISCUSSIONS 1. Introduction 1.1 According to GREPECAS Conclusion 16/39, and Conclusion 3/2 of the NACC/WG endorsed by the NACC/DCA/4 Meeting, ICAO organized a Follow-up Meeting/Workshop on the Implementation of the New ICAO Flight Plan Form for NAM/CAR Regions, held in Mexico City, from 26 to 28 March 2012. (...) Also affected the development of flight plans by the flight dispatcher. On going / En curso N/A May Are being tested in test environment.
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Score: 1305426.6 - https://www.icao.int/NACC/Docu...2/SummaryNFPLMeeting-final.pdf
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You can also find other hotels nearby in booking.com or ctrip.com. 4 Travel Information 4.1 From airport to Hotel (Tianfu Sunshine Hotel) There are two terminals in Chengdu Shuangliu International Airport (CTU), Terminal 1 for all the international flights and domestic flights of Sichuan Airlines, Terminal 2 for other domestic flights. (...) Taxi pick-up Point for Terminal 1: Outside arrival hall gate 2 Taxi pick-up Point for Terminal 2: Outside arrival hall gates 4 and 5 http://www.cdairport.com/front_en/images/terminal1_en.jpg http://www.cdairport.com/front_en/index.jsp http://www.cdairport.com/front_en/images/terminal1_en.jpg - 5 - http://www.cdairport.com/front_en/images/terminal2_en.jpg Please show the following card to the taxi driver whenever you want to go to the hotel. 4.2 From the hotel to the meeting site (Shahe Campus of UESTC). 4.2.1 Taxi Taxi is the preferred option.
Language:English
Score: 1304416.5 - https://www.itu.int/wftp3/av-a...du%20General%20Information.pdf
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The Conditional ATS routes are only available for operators during a time period in which no training or testing flights were conducted. 4 RNAV procedures using FMS in terminal areas started in March 1999 at Tokyo International Airport, targeting midnight arrivals. (...) About 100 flights operate between Tokyo and Shin-Chitose and between Tokyo and Fukuoka each day. (...) Even at altitudes below 29,000 feet, for routes connecting to departure and arrival procedures and medium distance routes, the airspace capacity will be increased by introducing RNAV and RNP routes that allow double-tracking or, if possible, quadruple-tracking. Terminal Areas: Although flights enter a terminal area from more than one direction, they must all finally converge onto courses that correspond to landing runways.
Language:English
Score: 1303100.8 - https://www.icao.int/safety/pb...0roadmap%20-%20July%202009.pdf
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