Common Performance Metrics for Airport Infrastructure and Operational Planning (2018)

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75 A P P E N D I X B Performance Metrics Database

76 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Adverse Weather Suspended Operations Total Time Operations Suspended Due to Adverse Weather—Annual Purpose of Metric: Measure impact of adverse weather. Description: Total length of time airport operations are suspended for adverse weather annually. User User User Info Only Airport Data Adverse Weather Suspended Operations Airport Operations Suspended for Snow/Ice Events— Number of Annual Go back to Chapter 3— System Issues—Primary Go back to Chapter 3— System Issues—Primary Purpose of Metric: Measure impact of snow/ice events. Description: Number of annual suspensions of airport operations for snow/ice events. User User User Info Only Airport Data Adverse Weather Suspended Operations Average Time Airport Operations Are Suspended for Snow/Ice Events Go back to Chapter 3— System Issues—Primary Purpose of Metric: Measure impact of snow/ice events. Description: Average length of time airport operations are suspended for snow/ice events. Averaged over the snow/ice season. User User User Info Only Airport Data Adverse Weather Suspended Operations Operations Suspended for Adverse Weather—Number of Annual Go back to Chapter 3— System Issues—Primary Purpose of Metric: Measure impact of adverse weather. Description: Number of suspensions of operations for adverse weather annually. User User User Info Only Airport Data Adverse Weather Deicing Deicing Throughput in Aircraft per Hour Go back to Chapter 3— System Issues—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of deicing throughput efficiency. Description: Number of deicing operations completed per unit hour. User User User Info Only Airport/ Airline/ Consortium Data

Performance Metrics Database 77 Weblink of Data Sources Unit of Measurement Guidance Citation N/A Hours Could also measure total time each runway is closed due to adverse weather annually. This would be more complex to determine than total time operations are suspended but may also be more useful. SME input (variation on API Metric AO 0-1, Adverse Weather—Average Closing Time, found on p. 27 in ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011.) N/A Number of Annual For airport management purposes, the annual number of suspended operations for snow/ice events is likely most useful. Operations personnel may be interested in further breakdown of these events. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AO O-4, Airport Closures for Snow/Ice Events—Number of, p 27. SME input. N/A Hours The annual average measured in hours is a general indication of degree of weather disruption for a winter season. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AO 0-7, Average Time Airport Closed for Snow/Ice Events, p 27. SME input. N/A Number of Annual “Closures for adverse weather are normally caused by snow and ice, although other severe weather such as hurricanes and thunderstorms may also result in closure. The number of closures is related both to the severity of weather and the airport’s ability to keep runways, taxiways and roadways clear. This indicator may reflect variations in weather more than variations in airport performance. The FAA Flight Delay Information—Air Traffic Control System Command Center tracks airport closures on a real time basis. http://www.fly.faa.gov/flyfaa/usmap.jsp Important for self-benchmarking. For peer benchmarking, be careful to compare with other airports experiencing similar weather conditions.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AO K-1, Closures for Adverse Weather, p. 21, Research Team modified the name of the metric to include “Number of Annual.” N/A Number per Hour From a planning standpoint, consider this metric in balancing throughput with runway capacity to avoid secondary deicing operations (aircraft exceeds holdover time waiting to take off). This metric could be segregated by type of event: anti-icing, frost deicing, freezing rain deicing, light snow deicing, and heavy snow deicing. SME input.

78 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Adverse Weather Airfield Snow/Ice Removal Primary Runway/ Taxiway Clearing Time—Average for Snow/Ice Go back to Chapter 3— System Issues—Primary Go back to Chapter 3— Safety Issues—Secondary Purpose of Metric: Measure the ability to respond to a snow/ice event. Description: Average time to clear primary runways and related taxiways of snow/ice accumulation. User User User N/A Airport Data Adverse Weather Airfield Snow/Ice Removal Snow Removal Resources Identified in FAA-Approved Snow and Ice Control Plan Go back to Chapter 3— Safety Issues—Secondary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure the ability to respond to a snow/ice event. Description: Number of pieces of snow removal equipment (by type) in FAA-approved snow and ice control (removal) plan for Part 139 Certificated airports. User Info Only Info Only N/A Airport Data Adverse Weather Deicing Amount of Deicing or Anti- Icing Agent Applied to Airfield (by type)—Per Season Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure deicing efficiency and respond to stormwater management and industrial discharge permit regulations. Description: The amount of deicing agent used for airfield deicing in gallons applied per season. User Info Only Info Only N/A Airport Data Adverse Weather Deicing Dedicated Deicing Positions—Number of Go back to Chapter 3— System Issues—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure the ability to respond to a snow/ice event. Description: Number of available dedicated deicing positions. User User Info Only N/A Airport Data Adverse Weather Deicing Average Time to Deice an Aircraft Go back to Chapter 3— System Issues—Primary Go back to Chapter 3— Airport Geometry—Primary Purpose of Metric: Measure of deicing efficiency. Description: Average time to complete an aircraft deicing operation in minutes. User User User N/A Airport/ Airline/ Consortium Data

Performance Metrics Database 79 Weblink of Data Sources Unit of Measurement Guidance Citation N/A Minutes “Average time to clear primary runways and related taxiways of snow & ice is a function of the amount of snow & ice to be cleared, the rate of snowfall or other winter precipitation, and the manpower, equipment and communication tools employed. This API [Airport Performance Indicator] is best used for self benchmarking as an airport acquires new equipment or adopts different procedures and technologies. It may also be used for peer benchmarking with airports that experience similar weather conditions.” May be useful to measure clearing time for “Priority 1” area defined in AC 150/5200-30D. Priority 1 area is defined as follows: “Areas appropriate for this category are those that directly contribute to safety and the re- establishment of aircraft operations at a minimum acceptable level of service. Priority 1 will generally consist of the primary runway(s) with taxiway turnoffs and associated taxiways leading to the terminal, portions of the terminal ramp, portions of the cargo ramp, airport rescue and fire fighting (ARFF) station ramps and access roads, mutual aid access points (including gates), emergency service roads, access to essential NAVAID, and centralized deicing facilities”. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AO K-4—Runway Clearing Time—Average for Snow/Ice, p. 24, and Airport Field Condition Assessments and Winter Operations Safety Advisory Circular, (AC 150/5200-30D, Change 1) Federal Aviation Administration, 3/8/2017, p. 1-3. N/A Count “§139.313 Snow and ice control. (a) As determined by the Administrator, each certificate [Part 139] holder whose airport is located where snow and icing conditions occur must prepare, maintain, and carry out a snow and ice control plan in a manner authorized by the Administrator.” “FAA Advisory Circulars contain methods and procedures for snow and ice control equipment, materials, and removal that are acceptable to the Administrator.” AC No: 150/5200-30D, Airport Field Condition Assessments and Winter Operations Safety, can be used to determine airfield clearing priorities and airfield target clearance times. Minimum equipment requirements can then be determined by applying the guidance in AC No. 150/5220-20A, Airport Snow and Ice Control Equipment. 15 CFR Part 139, Certification of Airports, §139.313: Snow and Ice Control, Feb. 10, 2004. SME and Advisory Committee Input. N/A Gallons SME input, 40 CFR Protection of Environment, Part 449—Airport Deicing Point Source Category §449.20: Monitoring, reporting and recordkeeping requirements. May 16, 2012. N/A Count SME Input. N/A Minutes The average time to complete deicing an aircraft is relatively easy to determine when deicing takes place at dedicated deicing positions. However, this metric could be more difficult if deicing takes place at the gate. Also, this metric could be segregated by type of event: anti-icing, frost deicing, freezing rain deicing, light snow deicing, and heavy snow deicing. SME Input.

80 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Adverse Weather Deicing Amount of Deicing or Anti- Icing Agent Applied to Aircraft (by type)—Per Season Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure deicing efficiency and respond to stormwater management and industrial discharge permit regulations. Description: Measure quantity of deicing agent used for aircraft deicing in gallons applied per season. User User Info Only N/A Airport/ Airline/ Consortium Data Adverse Weather Deicing Deicing % Fluid Recovered Go back to Chapter 3— Regulations—Primary Purpose of Metric: Respond to SWM and industrial discharge permit regulations. Description: Percent of aircraft deicing fluid that is captured/recovered. Deicing operations include removal of ice from aircraft, application of chemicals to prevent initial icing or further icing (anti- icing), and removal of (and preventing) ice from airfield pavement (runways, taxiways, aprons, and ramps). This indicator measures the percentage of undiluted aircraft deicing fluid (ADF) that is captured after being sprayed. User User Info Only N/A Airport/ Airline/ Consortium Data Adverse Events Including Weather IROPS Delays with Passengers on Aircraft that Exceed DOT Tarmac Delay Duration Standards Annually (Domestic) Go back to Chapter 3— System Issues—Primary Go back to Chapter 3—Gate Management—Secondary Purpose of Metric: Measure of compliance with Federal standards. Description: Number of annual domestic tarmac delays with passenger on aircraft for more than three hours. User User User Info Only Bureau of Transportati on Statistics (BTS)— Tarmac Times Adverse Events Including Weather IROPS Delays with Passengers on Aircraft that Exceed DOT Tarmac Delay Duration Standards Annually (International) Go back to Chapter 3— System Issues—Primary Go back to Chapter 3—Gate Management—Secondary Purpose of Metric: Measure of compliance with federal standards. Description: Number of annual international tarmac delays with international passengers on aircraft for more than four hours. User User User Info Only BTS— Tarmac Times

Performance Metrics Database 81 Weblink of Data Sources Unit of Measurement Guidance Citation N/A Gallons The Airport may be required to monitor the amount of aircraft deicing fluid applied in their NPDES permit. “A requirement may be included in the permit for the permittee to collect, and maintain on site during the term of the permit, up to five (5) years of data on the annual volume of ADF [Aircraft Deicing Fluid] used.” Advisory Committee, 40 CFR Protection of Environment, PART 449—Airport Deicing Point Source Category §449.20: Monitoring, reporting and recordkeeping requirements. May 16, 2012. N/A Percent “EPA promulgated the Airport Deicing Effluent Guidelines in 2012 (40 CFR Part 449). The requirements generally apply to wastewater associated with the deicing of airfield pavement at commercial airports. The rule also established New Source Performance Standards for wastewater discharges associated with aircraft deicing for a subset of new airports. These requirements are incorporated into NPDES permits.” “Existing and new primary airports with 1,000 or more annual jet departures (“non-propeller aircraft”) that generate wastewater associated with airfield pavement deicing are to use non-urea-containing deicers, or alternatively, meet a numeric effluent limitation for ammonia.” “New airports with 10,000 annual departures located in cold climate zones are required to collect 60 percent of aircraft deicing fluid after deicing. Airports that discharge the collected aircraft deicing fluid directly to waters of the U.S. must also meet numeric discharge requirements for chemical oxygen demand. The rule does not establish uniform, national requirements for aircraft deicing discharges at existing airports. Such requirements will continue to be established in general permits, or for individual permits on a site-specific, best professional judgment basis.” “Regulatory implications may make obtaining peer data difficult. Apart from complying with minimum standards that may be set by federal law, this API [Airport Performance Indicator] is a useful environmental measure, which may be used for self-benchmarking and to peer-benchmark with similarly-situated peer airports. The facilities used for deicing and deicing fluid recapture vary from airport to airport, and must be considered in any comparison of fluid recovery between airports.” Advisory Committee and ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric EV K-2, Deicing—% Fluid Recovered, p. 83 and SME input. 40 CFR Protection of Environment, PART 449— Airport Deicing Point Source Category §449.20: Monitoring, reporting and recordkeeping requirements. May 16, 2012. EPA Airport Deicing Effluent Guidelines, https://www.epa.gov/eg/airport- deicing-effluent-guidelines, accessed 8/25/17. EPA, Fact Sheet Effluent Guidelines for Airport Deicing Discharges, April 2012, p.1. https://www.rita.d ot.gov/bts/sites/rit a.dot.gov.bts/files/s ubject_areas/airline _information/taxi_ out_and_other_tar mac_times/index.ht ml Count 14 CFR Part 244—Reporting Tarmac Delay Data, requires covered carriers to report all passenger operations that experience a tarmac time of 3 hours or more at a U.S. airport. SME input. https://www.rita.d ot.gov/bts/sites/rit a.dot.gov.bts/files/s ubject_areas/airline _information/taxi_ out_and_other_tar mac_times/index.ht ml Count 14 CFR § 259.4 Contingency Plan for Lengthy Tarmac Delays. Covered carrier shall adopt a Contingency Plan for Lengthy Tarmac Delays. The Contingency Plan will include the following: “(1) For domestic flights, assurance that the covered U.S. air carrier will not permit an aircraft to remain on the tarmac for more than three hours before allowing passengers to deplane unless:..” “(2) For international flights operated by covered carriers that depart from or arrive at a U.S. airport, assurance that the carrier will not permit an aircraft to remain on the tarmac at a U.S. airport for more than four hours before allowing passengers to deplane, unless:...” Advisory committee input.

82 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Adverse Events Including Weather IROPS Diversions to Other Airports- Number of Annual Go back to Chapter 3— System Issues—Secondary Purpose of Metric: Measure of impact of adverse events including weather. Description: Number of aircraft diverted to other airports annually. User User User Info Only BTS Airline On-Time Performance Data Adverse Events Including Weather IROPS Diversions into Airport— Number of Annual Go back to Chapter 3— System Issues—Primary Go back to Chapter 3—Gate Management—Secondary Purpose of Metric: Measure of impact of adverse events including weather. Description: Number of aircraft diverted to subject airport annually. User User User Info Only FAA Air Traffic Control, Aviation System Performance Metrics (ASPM) for ASPM Airports Airfield Runway Runway Pavement Condition Go back to Chapter 2—Intro Go back to Chapter 3— Safety Issues—Secondary Purpose of Metric: This metric allows the FAA to closely monitor the condition of the runways, thus ensuring runway availability throughout the system. Description: FAA-harmonized metric. Percentage of runways with pavement in fair or better condition. Should Know/ Understand Info Only User N/A FAA Operational Metrics

Performance Metrics Database 83 Weblink of Data Sources Unit of Measurement Guidance Citation Refer to Guidance Count Total number of annual diversion to Other Airports can be computed using BTS Airline On-Time Performance Data. Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_ID=1&Mode_Desc= Aviation&Subject_ID2=0. Step 2: Click on Airline On-Time Performance Data. Step 3: On the next page click on On-Time Performance. Step 4: On the next page scroll down to Cancellations and Diversions section and click on the Analysis link for Diverted field name. Step 5: On the next page, set the Filter Categories to “Dest,” set the Filter Variables to “Diverted,” set the Filter Statistics to “Sum,” and select the appropriate year for Filter Years. Step 6: Click on Recalculate. Step 7: Once the page updates, the table below will show diversion counts by airports. Download the result to spreadsheet using the “Download results” option above the filter categories. SME input. Refer to Guidance Count For ASPM airports, this metric can be computed using ASPM diversion module. To access this data, the user must register using the following form and request for user login: https://aspm.faa.gov/Control/Users/sysMailTo.asp. Once registered and logged in, the user can access the diversion module using the following URL: https://aspm.faa.gov/apm/sys/diversions.asp. The diversion module has two types of reports: (1) ASPM Diversions: Detail Report: Provides flight-specific information about flights that were diverted from their intended destination due to adverse conditions at the intended arrival airport or a situation on board the aircraft that required the flight to land at a nearby airport. URL: http://aspmhelp.faa.gov/index.php/ASPM_Diversions_:_Detail_Report. (2) ASPM Diversions: Summary Report: Provides counts of diversions by date, by airport, or other specified grouping. URL: http://aspmhelp.faa.gov/index.php/ASPM_Diversions_:_Summary_Report. The diversions into an airport can be computed using the summary report. This metric could also be calculated using BTS data. The user will have to download the data for each month of the year, use a pivot table to get sum of Diversion into airports for each month’s dataset and then sum up across all 12 months to arrive at the annual number of diversions into airports. SME input. https://www.faa.go v/air_traffic/flight_i nfo/aeronav/aero_ data/Airport_Data/ Qualitative FAA reports annually. As part of airport inspections, FAA updates airport master records for public-use airports and reports the results through the Airport Safety Data Program. Runway pavement conditions are classified as excellent (no visible deterioration); good (e.g., all cracks and joints sealed); fair (e.g., mild surface cracking, unsealed joints, some slab edge spalling); poor (e.g., large open cracks, slab surface and edge spalling, vegetation growing through cracks and joints); or failed (e.g., widespread, severe cracking with raveling and deterioration). The FAA’s goal is to maintain runway pavement in excellent, good, or fair condition for at least 93 percent of the paved runways in the National Plan of Integrated Airport Systems (NPIAS). The Runway Pavement Condition for a specific airport may be found at FAA—Aeronautical Information Services / Airport Data https://nfdc.faa.gov/xwiki/bin/view/NFDC/Airport+Data. National Plan of Integrated Airport Systems (2017-2021), Federal Aviation Administration, September 2016, p. 35. FAA Operational Metrics, https://www.faa.gov/data_rese arch/aviation_data_statistics/o perational_metrics/, accessed 6/23/17.

84 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Airfield Runway Pavement Condition Index (PCI)—by Runway Go back to Chapter 3— Safety Issues—Primary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Evaluating runway pavement. Description: “The PCI [Pavement Condition Index] is a numerical rating of the surface condition of a pavement and indicates functional performance with implications of structural performance.” It is based on an objective measurement of the type, severity, and quantity of distress. “PCI values range from 100 for a pavement with no defects to 0 for a pavement with no remaining functional life.” User User User N/A Airport Records, Pavement Management Program Airfield Runway Pavement Classification Number—by Runway Go back to Chapter 3— Regulations—Primary Purpose of Metric: Standardized method of reporting pavement strength. Description: “PCN is a number that expresses the load- carrying capacity of a pavement for unrestricted operations.” User User User N/A FAA Form 5010— Airport Master Record Airfield Runway Runway Occupancy Time Go back to Chapter 3— Airport Geometry—Primary Purpose of Metric: Measure of operational efficiency. Description: “Runway occupancy time [ROT] refers to the time interval that an aircraft occupies a runway. This time interval is usually expressed in seconds.” User User Info Only N/A ASDE-X

Performance Metrics Database 85 Weblink of Data Sources Unit of Measurement Guidance Citation N/A 0 to 100 “Federally obligated airports must perform a detailed inspection of airfield pavements at least once a year for the PMP [Pavement Management Plan]. If a pavement condition index (PCI) survey is performed, as set forth in ASTM D5340, Standard Test Method for Airport Pavement Condition Index Surveys, the frequency of the detailed inspections by PCI surveys may be extended to three years.” “Periodic PCI determinations on the same pavement will show the change in performance level over time. Distress intensity recorded over time helps determine how the pavement is performing. Airports can use the pavement condition survey to develop pavement performance data. Distress intensity recorded over time helps determine how the pavement is performing. The rate at which the distress intensity increases is a good indicator of the pavement performance.” “By projecting the rate of deterioration, a life-cycle cost analysis can be performed for various M&R [maintenance and rehabilitation] alternatives. Not only can the best alternative be selected, but the optimal time of application can also be determined.” “Computer pavement management programs such as MicroPAVER or FAA PAVEAIR can be used to calculate a PCI.” The FAA also tracks pavement condition using the Runway Pavement Condition metric— refer to this metric for additional information. U.S. Department of Transportation Federal Aviation Administration, AC No: 150/5320-6F, Airport Pavement Design and Evaluation, 11/10/2016, p. 5-1.; AC No: 150/5380-6C, Guidelines and Procedures for Maintenance of Airport Pavements, 10/10/2014, p. 8.; AC No: 150/5380-7B, Airport Pavement Management Program (PMP),10/10/2014, p. 13. http://www.gcr1.co m/5010WEB/ Number The Aircraft Classification Number—Pavement Classification Number (ACN- PCN) method is the international method of reporting pavement strength for pavements with bearing strengths of 12,500 pounds (5 700 kg) or greater. With the ACN-PCN system, an aircraft’s ACN can be compared to the published PCNs to determine if pavement strength limits aircraft operations at an airport. Aircraft manufacturers provide the official ACN for an aircraft. “The PCN for a pavement is reported as a five-part number where the following codes are ordered and separated by forward slashes: Numerical PCN value / Pavement type / Subgrade category / Allowable tire pressure / Method used to determine the PCN.” “...[T]he FAA requires all public-use paved runways at all Part 14 CFR 139 certificated airports be assigned gross weight and PCN data.” Airport must update the Form 5010 Gross Weight and PCN data after completing projects funded through the Airport Improvement Program (AIP) or Passenger Facility Charge (PFC) program. Refer to FAA AC No: 150/5335-5C Standardized Method of Reporting Airport Pavement Strength for information on how to determine PCNs. FAA AC No: 150/5335-5C Standardized Method of Reporting Airport Pavement Strength—PCN, 8/14/2014, pp. i, ii, 2-1, 4-5 and 4-8. N/A Seconds “For arrivals, runway occupancy time refers to the time an arriving aircraft takes between crossing the runway threshold until it is clear of the runway, meaning it is outside the Runway Safety Area (RSA). For departures, runway occupancy time refers to the time a departing aircraft takes from the moment it occupies an active runway, meaning the time it enters the RSA, until it clears the departure end.” The runway occupancy time is influenced by traffic mix, weather conditions, and for arrivals, the runway exit locations. ASDE-X data can be used to measure (ROT) which can be used to evaluate benefits achieved by any technological or procedural changes implemented to reduce ROTs. ROTs can be averaged by aircraft type and used in capacity modeling. The FAA uses the average ROT to determine when reduced separation between aircraft on the final approach course is acceptable. “ROT is the length of time required for an arriving aircraft to proceed from over the runway threshold to a point clear of the runway. The average ROT is calculated by using the average of the ROT of no less than 250 arrivals. The 250 arrivals need not be consecutive but must contain a representative sample of the types of aircraft that use the runway. Average ROT documentation must be revalidated within 30 days if there is a significant change in runway/taxiway configuration, fleet mix, or other factors that may increase ROT.” ACRP Report 79: Evaluating Airfield Capacity, 2012, p. 27. Center for Air Transportation Systems Research Department of Systems Engineering and Operations Research George Mason University, Runway Occupancy Time Extraction and Analysis Using Surface Track Data, July 31, 2009, p. 2. Tamas Kolos-Lakatos and R. John Hansman, The Influence of Runway Occupancy Time and Wake Vortex Separation Requirements on Runway Throughput, August 2013, p. 39. FAA, JO 7210.3AA, Facility Operation and Administration, October 12, 2017 p. 10−4−8.

86 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Airfield Runway Runway Queue for Maximum Throughput Conditions Go back to Chapter 3— Airport Geometry— Secondary Go back to Chapter 3—Gate Management—Secondary Purpose of Metric: Measure of operational efficiency. Description: The number of departing aircraft waiting to use a runway that are on taxiways or holding bays for a given time interval. User User Info Only N/A SWIM (ASDE-X) Airfield Runway Runway Configuration Use Go back to Chapter 3— Airport Geometry— Secondary Purpose of Metric: Input for capacity, delay, and environmental analysis. Description: The percentage of time a certain runway configuration, such as east or west flow, is used for a given period time. User User User Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports Airfield Runway Pavement Usage (number of passes over segments) Go back to Chapter 3— Airport Geometry— Secondary Purpose of Metric: Calculation of Pavement Classification Number (PCN) for pavements and implementing pavement maintenance. Also used for input to airfield simulation modeling. Description: number of passes over airport pavement. For runways, usage data is available from FAA at towered airports. For taxiways, it is estimated. Data from ASDE-X and/or multilateral tracking systems can be available at larger airports. Info Only Info Only User Info Only ASDE-X data Airfield Design Critical Aircraft Go back to Chapter 3— Benchmarking—Primary Go back to Chapter 3— Airport Geometry—Primary Purpose of Metric: Airport design. Description: The most demanding aircraft type, or grouping of aircraft with similar characteristics, that make regular use of the airport. Regular use is 500 annual operations, including both itinerant and local operations but excluding touch-and-go operations. An operation is either a takeoff or landing. User User User N/A Critical aircraft designations can be found on FAA- approved Airport Layout Plans

Performance Metrics Database 87 Weblink of Data Sources Unit of Measurement Guidance Citation N/A Number of Aircraft Commonly measured as average per hour time period. If considering maximum may want to consider a different timeframe. Lisa Kosanke and Michael Schultz, Air Transport and Operations Symposium, Delft University of Technology, Delft, The Netherlands, July 2015. Refer to Guidance Percentage of Time Using Each Runway Configuration The runway configuration use metric is used in capacity, delay and environmental impact modeling and analysis. Runway configuration use can be determined using ASDE-X data. Also, for ASPM airports, this metric can be computed using ASPM Efficiency: Frequency Report. To access this data the user must register using the following form and request for user login: https://aspm.faa.gov/Control/Users/sysMailTo.asp. Once registered and logged in, the user can access the Airport Efficiency module using the following URL: https://aspm.faa.gov/apm/sys/Efficiency.asp. ASPM Efficiency: Frequency Report: Provides operations frequency report by weather category and runway configurations URL: http://aspmhelp.faa.gov/index.php/ASPM_Efficiency:_Frequency_Report. ACRP Report 79: Evaluating Airfield Capacity, Transportation Research Board, Washington D.C., June 2012. N/A Count Pavement is divided into segments, and traffic on each section is estimated. It is important to capture both the number of passes over the segments and the types of aircraft. In the past, an observer in the ATC would tally aircraft on taxiway segments to estimate usage on those pavements. It may be possible to use multi-lateral or ASDE X data to estimate both the number of passes by aircraft type on each section. SME input. N/A Varies “Different aircraft may define separate elements of airport design. Therefore, effective planning of an airport may need to consider different and multiple Critical Aircraft as listed below: - Critical Aircraft or grouping of aircraft in the most demanding Aircraft Approach Category (approach speed), expressed as Aircraft Approach Category (AAC) A, B, etc. - Critical Aircraft or grouping of aircraft in the most demanding Airplane Design Group (ADG) [wingspan], expressed as ADG I, II, etc. - Critical Aircraft Runway Design Code (RDC)—the combination of the most demanding AAC and ADG. - Critical Aircraft or grouping of aircraft for runway length. - Critical Aircraft or grouping of aircraft in the most demanding Taxiway Design Group (TDG), expressed as TDG 1, 2, etc. - Critical Aircraft for Engineered Material Arresting Systems (EMAS).” FAA AC 150/5000-17 “Critical Aircraft and Regular Use Determination” provides guidance on acceptable methods for establishing “Critical Aircraft” for existing and forecast operations at the airport. FAA, AC 150/5000-17, Critical Aircraft and Regular Use Determination, 6/20/2017, p. 3-1.

88 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Airline Fares Average Airfare Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Economic optimization. Description: Average domestic origin and destination airfare at airport. User User User N/A Bureau of Transportation Statistics Airline Airline Capacity Average Load Factor Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Economic optimization. Description: “A measure of airline production equal to revenue passenger miles divided by available seat miles.” User User Info Only Info Only Bureau of Transportation Statistics Airline Airline Capacity Average Number of Seats per Airline Departure Operation Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Economic optimization. Description: “Average number of seats per airline departure operation.” Info Only User Info Only Info Only Bureau of Transportation Statistics

Performance Metrics Database 89 Weblink of Data Sources Unit of Measurement Guidance Citation https://www.transt ats.bts.gov/Average Fare/ Dollars per Ticket It may be useful to compare the airport’s average airfare to the U.S. average airfare or a competing airport’s average airfare. Also, it may be useful to monitor the change in the airport’s average airfare. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011—derivation of API Metric AS O-4 Airfare Average vs U.S. Average Airfare at airport compared with U.S. average (domestic O&D) and API Metric AS O-5 Airfare Change over Prior Period Airfare change over prior period (domestic O&D), p. 40. https://www.transt ats.bts.gov/Data_El ements.aspx?Data= 5 Average of Percent Loaded “The number of Revenue Passenger Miles (RPMs) expressed as a percentage of ASMs [Available Seat Miles], either on a particular flight or for the entire system. Load factor represents the proportion of airline output that is actually consumed. To calculate this figure, divide RPMs by ASMs. Load factor for a single flight can also be calculated by dividing the number of passengers by the number of seats.” The monthly and annual average load factors for scheduled service based on origin or destination airport are provided at https://www.transtats.bts.gov/Data_Elements.aspx?Data=5. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AS O-9 Average Load Factor, p. 40. MIT Global Airline Industry Program—Airline Data Project— Glossary, http://web.mit.edu/airlinedata/ www/Res_Glossary.html, accessed 8/19/2017. Refer to Guidance Average Count of Seats Available Can be computed using BTS Air Carrier Statistics (Form 41 Traffic)- All Carriers. Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_ID=1&Mode_Desc=Avia tion&Subject_ID2=0. Step 2: Click on Air Carrier Statistics (Form 41 Traffic)—All Carriers. Step 3: On the next page click on T-100 Segment (All Carriers). Step 4: On the next page under the Summaries section, click on the Analysis link corresponding to the Seats field name. Step 5: On the next page, set the Filter Categories to “Origin,” set the Filter Variables to “Seats,” set the Filter Statistics to “Sum,” and select the appropriate year for the Filter Years. Step 6: Click on Recalculate. Step 7: Once the page updates, the table below will show Seat counts by airports. Download the result to spreadsheet using the “Download results” option above the filter categories. Step 8: Change the Filter Variable to DepPerformed and click on Recalculate. Step 9: Once the page updates, the table below will show departure counts by airports. Download the result to spreadsheet using the “Download results” option above the filter categories. Step 10: Open the downloaded files and divide the Seat Count by the corresponding airport’s Departure Count to arrive at the Average Number of Seats per Airline Departure Operations. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AS O-10 Average Number of Seats per Airline Operation, p. 40. SME input.

90 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Airline Airline Efficiency Minimum Flight Connecting Times Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Scheduling optimization. Description: “Minimum published times for the particular airport.” Info Only User Info Only Info Only Airlines Operations Based Aircraft Based Aircraft Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Estimate operational demands— primarily applicable to general aviation airports. Description: “Number of aircraft based at a particular airport. Helpful to track by aircraft type—piston, turboprop, jet, since utilization, fuel usage, and facilities requirements differ.” User Info Only User N/A Airport records Capacity Airport Capacity Airport Arrival Rate (AAR) Go back to Chapter 3— System Issues—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of capacity. Description: “The facility determined arrival rate that it can handle given the current weather conditions, traffic mix, and runway configuration. Facilities update the arrival rate when conditions change. When the AAR is reduced due to traffic management initiatives, it is referred to as the Efficiency AAR. When no traffic management initiatives are in effect it is referred to as the Capacity AAR. ” User User User Info Only http://www. fly.faa.gov/oi s/ Capacity Airport Capacity Airport Departure Rate (ADR) Go back to Chapter 3— System Issues—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of capacity. Description: “The number of departures an airport can support, per unit of time.” User User User Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports

Performance Metrics Database 91 Weblink of Data Sources Unit of Measurement Guidance Citation N/A Minimum Amount of Time An airport may be able to obtain this information from the airlines. Airlines generally have standards for a specific airport because of walking time between gates. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric SQ O-32 Minimum Flight Connecting Times, p. 243. SME input. N/A Number of Aircraft “Based aircraft counts are one criterion used to determine eligibility for inclusion in FAA’s National Plan of Integrated Airport Systems (NPIAS). An airport must be included in the NPIAS in order to receive federal funds. In addition, the number of based aircraft drives operational demands on airport facilities like runways, lighting and navaids, as well as ground facilities such as hangar storage, fueling facilities, and aircraft service and repair facilities.” “Very important for self-benchmarking and peer benchmarking.” The FAA defines a based aircraft as the following: “A based aircraft at your facility is an aircraft that is operational & air worthy, which is typically based at your facility for a MAJORITY of the year.” “Having accurate based aircraft information will help the FAA in planning and forecasting the growth in the general aviation community, especially as the FAA looks at LPV (Localizer Performance with Vertical Guidance) approaches and other system-wide improvements.” “In the past, based aircraft counts were reported by individual airport managers to the FAA and state airport inspectors during the course of annual Form 5010-1 inspections. Little guidance was provided on how the numbers should be derived and no validation was required which resulted in unreliable counts. BasedAircraft.com provides the most consistent and verifiable counts of based aircraft found to date.” Based aircraft information is reported in the NPIAS and the Airport Master Record (5010-1) forms at http://www.gcr1.com/5010WEB/advancedsearch.cfm. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric GA C-18 Based Aircraft, p. 126. National Based Aircraft Inventory Program—Frequently Asked Questions, FAA, https://www.basedaircraft.com/ public/FrequentlyAskedQuesti ons.aspx, accessed 7/30/17. http://www.fly.faa. gov/ois/ Number of Operations per Hour AARs are reported by runway configuration for VMC, (2500/5), LOW VMC, IMC, and LOW IMC conditions on the Air Traffic Control System Command Center (ATCSCC) Operational Information System (OIS) Website. The OIS provides current information to customers about the status of the National Airspace System (NAS). ASPM Efficiency: Definitions of Variables, FAA, http://aspmhelp.faa.gov/index. php/ASPM_Efficiency:_Definitio ns_of_Variables, accessed 07/31/17. Refer to Guidance Number of Operations per Hour For ASPM airports, this metric can be computed using ASPM Efficiency: Data Download Module. To access this user must register using the following form and request for user login: https://aspm.faa.gov/Control/Users/sysMailTo.asp. Once registered and logged in, the user can access the ASPM Efficiency: Data Download Module using the following URL: https://aspm.faa.gov/apm/sys/dataorders.asp. The hourly ADR Airport-Supplied Departure Rate can be obtained from ASPM Data Download: Detail By Hour download option. ASPM Efficiency: Definitions of Variables, FAA, http://aspmhelp.faa.gov/index. php/ASPM_Efficiency:_Definitio ns_of_Variables, accessed 07/31/17.

92 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Capacity Airport Capacity Average Daily Capacity (ADC) Go back to Chapter 2—Intro Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of airspace capacity. Description: This is an FAA harmonized metric. “Sum of the number of flights the FAA facilities plan as capability for landings and take-offs in a month(s), divided by the number of days in the month(s).” Info Only Info Only User Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports Capacity Throughput Peak Hour Operations Throughput in IMC Go back to Chapter 3— System Issues—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Estimate capacity of an airport during IMC conditions. Description: Peak numbers of operations in an hour for an airport in IMC conditions. User User User Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports

Performance Metrics Database 93 Weblink of Data Sources Unit of Measurement Guidance Citation Refer to Guidance Number of Operations per Day The Average Daily Capacity is computed using daily hourly-called arrival and departure rates at airports, also known as “published rates.” FAA facilities continuously monitor and adjust these rates to reflect airport capability. Per ASPM, “[t]he Average Daily Capacity, calculated as the sum of the Airport Departure Rates (ADR) and the Capacity Airport Arrival Rates (AAR) divided by the number of days in the period under consideration.” FAA reports a systemwide ADC based on published rates at the Core Airports during certain busy hours. “This metric is part of the Re-Authorization Bill Section 214 performance metrics requirements. To increase the impact of the ADC metric, the ATO focuses on the hours of the day during which capacity matters the most. These hours capture periods when well over 90% of Core Airports’ operations take place.” “This measures the use of capacity in the NAS and how it is managed to accommodate air travel demand. A key benefit of NextGen is reduced delay through better capacity management. The FAA tracks how an airport manages available capacity during the time of day when the vast majority of operations occur. Since 2011, FAA realigned its reporting to use Core Airports as a good representation of the NAS, for several of its key performance measures, including airport capacity and operations.” (Core Airports—ATL, BOS, BWI, CLT, DCA, DEN, DFW, DTW, EWR, FLL, HNL, IAD, IAH, JFK, LAS, LAX, LGA, MCO, MDW, MEM, MIA, MSP, ORD, PHL, PHX, SAN, SEA, SFO, SLC, TPA). “While this metric will help us understand the use of capacity at busy airports and during busy times, it can be misleading at less busy airports. For example, a low value may indicate that the airport capacity is not being effectively utilized. Alternatively, the demand may not reach the capacity in the first place.” The FAA compares the average daily operation rates and the ADC for an overall assessment of NAS capacity, in terms of actual versus published rates. For ASPM airports, this metric can be computed using ASPM Efficiency: Data Download Module. To access this, the user must register using the following form and request for user login: https://aspm.faa.gov/Control/Users/sysMailTo.asp. Once registered and logged in, the user can access the ASPM Efficiency: Data Download Module using the following URL: https://aspm.faa.gov/apm/sys/dataorders.asp. The ADC can be computed from the published AAR and ADR obtained from ASPM Data Download: Detail By Hour download option. Note: If the ASPM Data Download: Detail By Hour data is downloaded in the DBF format, use column ADR to get the Airport-Supplied Departure Rate, and column AAR to get the Airport-Supplied Arrival Rate. For all other download formats use column DEP_RATE to get the Airport-Supplied Departure Rate and column ARR_RATE to get the Airport-Supplied Arrival Rate. ASPM Efficiency: Definitions of Variables, FAA, http://aspmhelp.faa.gov/index. php/ASPM_Efficiency:_Definitio ns_of_Variables, accessed 07/31/17. FAA Operation Metrics, https://www.faa.gov/data_rese arch/aviation_data_statistics/o perational_metrics/, accessed 07/31/17. “Report on NextGen Performance Metrics Pursuant to FAA Modernization and Reform Act of 2012, H.R. 658, Section 214,” Federal Aviation Administration, 2013. Refer to Guidance Number of Operations For ASPM airports, the data can be queried from ASPM, which provides peak hourly arrivals and departures for a defined time period and weather condition (in this case IMC). The Operations reported are Efficiency Flights— all traffic reported by TFMS and any flights reported by ARINC or ASQP that were missing from TFMS (typically very few). It includes all IFR flights and may include some but not all VFR flights. This metric can be computed using ASPM Efficiency: Data Download Module. To access this user must register using the following form and request for user login: https://aspm.faa.gov/Control/Users/sysMailTo.asp. Once registered and logged in, the user can access the ASPM Efficiency: Data Download Module and download the ASPM Data Download: Detail By Hour using the following URL:https://aspm.faa.gov/apm/sys/dataorders.asp. The Peak Hour Operations Throughput in IMC can be computed as the max of the MetricDep field (i.e., Count of ASPM Departures) + MetricArr field (i.e., Count of ASPM Arrivals) across all the instances where the MC (i.e., Meteorological Conditions Flag) is “I.” Note: If the ASPM Data Download: Detail By Hour data is downloaded in the DBF format, use column MetricDep field (i.e., Count of ASPM Departures) and MetricArr field (i.e., Count of ASPM Arrivals). For all other download formats use column DEP_CNT field (i.e., Count of ASPM Departures) and ARR_CNT field (i.e., Count of ASPM Arrivals). SME input. ASPM Throughput Analysis Manual, http://aspmhelp.faa.gov/index. php/ASPM_Throughput_Analysi s_Manual#Definitions_of_Varia bles, accessed 8/25/17.

94 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Capacity Throughput Peak Hour Operations Throughput in MVMC Go back to Chapter 3— System Issues—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Estimate capacity of an airport during MVMC conditions. Description: Peak numbers of operations in an hour for an airport in marginal VMC conditions. MVMC conditions are defined as ceiling and visibility below visual approach minimums, but better than instrument conditions. User User User Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports Capacity Throughput Peak Hour Operations Throughput in VMC Go back to Chapter 3— System Issues—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Estimate capacity of an airport during VMC conditions. Description: Peak numbers of operations in an hour for an airport in VMC conditions. User User User Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports Capacity Airport Capacity Peak Period Go back to Chapter 3— System Issues—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Identify the period of time of highest utilization. Description: “Time of maximum aircraft operations at airport. May use seasonal framework, monthly, other.” User User Should Know/ Under- stand User Derived— Refer to ACRP Report 82: Preparing Peak Period and Operational Profiles— Guidebook for detailed information on data sources related to the peak period.

Performance Metrics Database 95 Weblink of Data Sources Unit of Measurement Guidance Citation Refer to Guidance Number of Operations For ASPM airports, this metric can be computed using ASPM Efficiency: Data Download Module. To access this, the user must register using the following form and request for user login: https://aspm.faa.gov/Control/Users/sysMailTo.asp. Once registered and logged in, the user can access the ASPM Efficiency: Data Download Module and download the ASPM Data Download: Detail By Hour using the following URL: https://aspm.faa.gov/apm/sys/dataorders.asp. The Peak Hour Operations Throughput in IMC can be computed as the max of the MetricDep (i.e., Count of ASPM Departures) + MetricArr (i.e., Count of ASPM Arrivals) across all the instances where the Visibility and Ceiling correspond to MVMC (i.e., Ceiling 1,000 to 3,000 feet and/or visibility 3 to 5 miles inclusive). Note: If the ASPM Data Download: Detail By Hour data is downloaded in the DBF format, use column MetricDep field (i.e., Count of ASPM Departures) and MetricArr field (i.e., Count of ASPM Arrivals). For all other download formats use column DEP_CNT field (i.e., Count of ASPM Departures) and ARR_CNT field (i.e., Count of ASPM Arrivals). SME input. ASPM Throughput Analysis Manual, http://aspmhelp.faa.gov/index. php/ASPM_Throughput_Analysis_ Manual#Definitions_of_Variables, accessed 8/25/17. Refer to Guidance Number of Operations The data can be queried from ASPM, which provides peak hourly arrivals and departures for a defined time period and weather condition (in this case VMC). The Operations reported are Efficiency Flights—all traffic reported by TFMS and any flights reported by ARINC or ASQP that were missing from TFMS (typically very few). It includes all IFR flights and may include some but not all VFR flights. This metric can be computed using ASPM Efficiency: Data Download Module. To access this, the user must register using the following form and request for user login: https://aspm.faa.gov/Control/Users/sysMailTo.asp. Once registered and logged in, the user can access the ASPM Efficiency: Data Download Module and download the ASPM Data Download: Detail By Hour using the following URL: https://aspm.faa.gov/apm/sys/dataorders.asp. The Peak Hour Operations Throughput in VMC can be computed as the max of the MetricDep field (i.e., Count of ASPM Departures) + MetricArr field (i.e., Count of ASPM Arrivals) across all the instances where the MC field (i.e., Meteorological Conditions Flag) is “V.” Note: If the ASPM Data Download: Detail By Hour data is downloaded in the DBF format, use column MetricDep field (i.e., Count of ASPM Departures) and MetricArr field (i.e., Count of ASPM Arrivals). For all other download formats use column DEP_CNT field (i.e., Count of ASPM Departures) and ARR_CNT field (i.e., Count of ASPM Arrivals). SME input. ASPM Throughput Analysis Manual, http://aspmhelp.faa.gov/index. php/ASPM_Throughput_Analysis_ Manual#Definitions_of_Variables, accessed 8/25/17. N/A Timeframe “Interval of time, often defined as 60 minutes, that represents the typical busy flow of passengers or aircraft operations that must be accommodated by a given airport facility. A peak period is defined with the intention of striking a balance between providing capacity at an acceptable service level for most of the time without incurring the cost of building for the single busiest time of the year.” “The appropriate peak period (defined time interval) for some facilities such as security screening, may differ from other facilities, such as Customs and Border Protection. Also, some airport functions, such as ticketing, may peak at different times than other functions, such as baggage claim.” Refer to ACRP Report 82: Preparing Peak Period and Operational Profiles—Guidebook for additional information and guidance. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AO O-12 Peak Period, p. 27. ACRP Report 82: Preparing Peak Period and Operational Profiles—Guidebook, 2013, pp. 1 and 2.

96 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Capacity Airport Capacity Maximum Sustainable Throughput Go back to Chapter 3— NextGen (L & M Airports)— Primary Go back to Chapter 3— System Issues—Primary Go back to Chapter 3— Airport Geometry—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of airfield capacity. Description: The number of aircraft operations an airfield can reasonably accommodate in a given period of time when there is a continuous demand for service during that period. User Should Know/ Under- stand Info Only Derived Capacity Air Traffic Control System Airport Efficiency Rate (SAER) Go back to Chapter 3— System Issues—Secondary Purpose of Metric: Air traffic control measure of how well demand is met on a system basis. Description: Weighted average (by demand) of arrival and departure efficiency rate. Info Only Should Know/ Under- stand User Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports Capacity Air Traffic Control Terminal Arrival Efficiency Rate (TAER) Go back to Chapter 3— System Issues—Secondary Purpose of Metric: Air traffic control measure of how well arrival demand is met in the terminal area. Description: The actual number of arrivals divided by the arrival demand or Airport Arrival Rate, whichever is less. Info Only Should Know/ Under- stand User Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports Should Know/ Under- stand

Performance Metrics Database 97 Weblink of Data Sources Unit of Measurement Guidance Citation N/A Operations per Time Period (usually hourly) The capacity of an airport in terms of maximum sustainable throughput may be estimated in accordance with the guidance in ACRP Report 79: Evaluating Airfield Capacity. “The maximum sustainable throughput definition of capacity is most useful for comparing demand and capacity and as input to analytical models for estimating aircraft delay. This definition of capacity is most relevant to the objectives of this guidebook [ACRP Report 19A], for two reasons. 1. Capacity, by itself, is not a very useful measure unless it is compared with some measure of demand. 2. The most useful demand–capacity comparisons are the ones that provide decision makers additional performance metrics, such as aircraft delay, the ability of the airfield to accommodate existing and projected airline schedules, and, in extreme cases, cancellations and diversions. As a result, ACRP Report 79 includes guidance on defining and estimating airfield capacity on an hourly basis for use in making appropriate demand–capacity comparisons and for input to currently available analytical models used to estimate aircraft delay.” Refer to ACRP Report 79 Chapter 5, for guidance on selecting the appropriate airfield capacity model. ACRP Report 79 also provides information on data sources. Also, Maximum Sustainable Throughput can be determined for visual, marginal and instrument weather conditions. ACRP Report 79: Evaluating Airfield Capacity, Transportation Research Board, Washington, D.C., 2012, pp. 3 and 5. Refer to Guidance Percentage The ASPM Airport Efficiency module of ASPM provides data on the System Airport Efficiency Rate (SAER) and Terminal Arrival Efficiency Rate (TAER) metrics. Access to this module is restricted. “The system airport efficiency rate (SAER) is a good indicator of overall system performance. It measures the extent to which the airport facility handles the number of aircraft they indicated they could accommodate, and how well the demand is met. The best employment of available ground resources (e.g., airport runways and taxiways, landing and takeoff procedures, and air traffic control resources) will result in the highest available airport efficiency rate.” The SAER can be obtained from the Efficiency: Standard Report The user can access this metric by using the following url: https://aspm.faa.gov/apm/sys/Efficiency.asp and then under the Output tab select Efficiency: Standard Report option and running a query for the required airport and timeframe. Refer to http://aspmhelp.faa.gov/index.php/SAER for additional information. FAA Operations & Performance Data, SAER, ASPM Airport Efficiency Manual, http://aspmhelp.faa.gov/index. php/SAER, accessed 8/27/17. Refer to Guidance Percentage The ASPM Airport Efficiency module of ASPM provides data on the System Airport Efficiency Rate (SAER) and Terminal Arrival Efficiency Rate (TAER) metrics. Access to this module is restricted. The Terminal Arrival Efficiency Rate (TAER) measures the arrival efficiency of flights from 100 miles out to Wheels On (aircraft touches down) for a given time period. It is calculated by dividing the actual number of arrivals by the lesser of the facility set arrival rate or the number of demand units and is reported as a percentage not to exceed 100. The facility set arrival rate is the maximum rate that the airport can safely handle given the current conditions. Therefore, the airport’s TAER score is not penalized when demand exceeds the facility set arrival rate. The TAER score is reported by hour and rolled up for larger periods. The Daily TAER is the sum of the Hourly TAER weighted by Demand. The TAER can be obtained from the Efficiency: ADC and TAER for Reportable Hours Report. The user can access this metric by using the following url: https://aspm.faa.gov/apm/sys/Efficiency.asp and then under the Output tab select Efficiency: ADC and TAER for Reportable Hours Report option and running a query for the required airport and timeframe. Refer to http://aspmhelp.faa.gov/index.php/TAER for additional information. FAA Operations & Performance Data, ASPM Airport Efficiency Manual, TAER, http://aspmhelp.faa.gov/index. php/TAER, accessed 8/27/17.

98 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Capacity Airport Capacity Annual Service Volume Go back to Chapter 3— Airport Geometry—Primary Purpose of Metric: Measure of airfield capacity. Description: According to FAA AC 150/5060-5, Airport Capacity and Delay, Change 2, “ASV [Annual Service Volume] is a reasonable estimate of an airport’s annual capacity. It accounts for differences in runway use, aircraft mix, weather conditions, etc., that would be encountered over a year’s time.” ACRP Report 79: Evaluating Airport Capacity, states that “practical capacity (or service volume) answers the question, ‘How many aircraft operations can an airfield accommodate at a specified level of service?’ Level of service typically is defined in terms of a threshold level of average annual aircraft delay (e.g., 7 minutes per aircraft operation).” User Info Only User Info Only Derived Capacity Airport Capacity Practical Hourly Capacity Go back to Chapter 3— Airport Geometry—Primary Purpose of Metric: Measure of airfield capacity. Description: Maximum aircraft movements per hour assuming average delay of no more than four minutes, or such other number of delay minutes as the airport may set. User Should Know/ Under- stand Info Only Derived Should Know/ Under- stand

Performance Metrics Database 99 Weblink of Data Sources Unit of Measurement Guidance Citation N/A Annual Aircraft Operations The FAA’s advisory circular AC 150/5060-5, Airport Capacity and Delay, Change 2, can be used for long-range planning purposes for simple capacity calculations of ASV. The last update to AC 150/5060-5 was in 1995. ACRP Report 79 includes a new Prototype Airfield Capacity Spreadsheet Model that allows the analyst to update certain characteristics and ATC procedures when calculating hourly capacity and ASV. The FAA’s Future Airport Capacity Task (FACT) FACT3 analysis was based in part on ASVs. “In 2003, FAA convened a team to assess the Nation’s future airport capacity needs. This effort, which became known as the Future Airport Capacity Task (FACT), represents a strategic approach to identify the airports that have the greatest need for additional capacity in the future. The identification is based on a macro-level analysis of the factors and trends contributing to congestion and delay at the busiest airports in the Nation.” According to FACT3, “ASV calculates the yearly demand that results in a given level of average delay in simulated operations. ASV studies are conducted by the Capacity Analysis Group (AJR-G5) at the FAA’s William J. Hughes Technical Center. ASV analysis considers multiple runway configurations, weighted by the annual frequency of occurrence, and utilizes an annual estimation of weather conditions for each configuration in its calculation. The resulting demand–delay curve can be used to estimate the average annual delay that results at a given level of annual demand.” AC 150/5060-5, Airport Capacity and Delay, Change 2, FAA, 12/01/95, paragraph 1-3. ACRP Report 79: Evaluating Airport Capacity, 2012, p. 3. ACRP Report 104: Defining and Measuring Aircraft Delay and Airport Capacity Thresholds, 2014, p. 39. FACT3: Airport Capacity Needs in the National Airspace System, FAA, January 2015, pp. 1 and 10. N/A Number of Movements per Hour “Practical hourly capacity is largely a function of runway capacity which is determined by the number of runways, their configuration and separation, taxiway access and capacity, air traffic system restrictions, weather and terrain, type and mix of aircraft, arrival/departure mix. Many of these factors are fixed until new infrastructure is added.” “There is no consensus on the best measure of runway capacity, which is a fundamental airport metric along with terminal capacity. Practical Hourly Capacity (PHC) is a useful measure because it incorporates a level of service requirement. The standard definition of PHC uses a maximum delay of 4 minutes, although individual airports may calculate PHC based on other maxima, such as 8 minutes, depending on individual circumstances and air carrier planning criteria. Runway capacity, expressed in movements per hour, is generally higher during optimum conditions than during IFR conditions when radar separation between aircraft is required. The magnitude of the difference varies from airport-to-airport depending on the airfield configuration and other drivers listed above. Other measures of runway capacity include declared runway capacity and maximum hourly capacity.” “Useful for internal benchmarking as part of the process of determining whether additional airfield capacity is required.” “Its annual equivalent, Practical Annual Capacity (PANCAP), is also used by the FAA and airports in capacity studies. Another measure, Maximum Throughput Capacity, assumes no limits on delays.” Airports Council International (ACI) World Economics Standing Committee, Guide to Airport Performance Measures, Prepared by Robert Hazel of Oliver Wyman, Inc., Reston, VA, February 2012, p. 22. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. Metric AO K-3 Practical Hourly Capacity, p. 23.

100 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Capacity Throughput Airfield Throughput During Peak Periods Within Hour Go back to Chapter 3— Airport Geometry—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of airfield demand. Description: Actual total number of aircraft operations accommodated during a specified time interval with emphasis on peak periods within an hour (10 or 15 minutes). User Should Know/ Under- stand Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports Delay Airport Average Annual Delay Go back to Chapter 3— Airport Geometry— Secondary Purpose of Metric: A measure of airport delay. Description: Estimated average annual delay per operation at an airport. User User User Info Only Derived Should Know/ Under- stand

Performance Metrics Database 101 Weblink of Data Sources Unit of Measurement Guidance Citation Number of Aircraft This metric was the underlying metric at LGA and other airports when analyzing voluntary “peak-spreading” strategies and is key in recognizing demand patterns such as an ideal hub push-back schedule. To access this data, the user must register using the following form and request for user login: https://aspm.faa.gov/Control/Users/sysMailTo.asp. Once registered and logged in, the user can access the Airport Efficiency module using the following URL: https://aspm.faa.gov/apm/sys/Throughput.asp. ASPM Throughput Analysis: Standard Report can be used to generate throughput count for every quarter hour by weather category and runway configurations. For additional information refer to http://aspmhelp.faa.gov/index.php/ASPM_Throughput_Analysis_Manual#My _Reports. Advisory committee input. N/A Minutes of Delay/Aircra ft “Delay is typically expressed in minutes per aircraft operation, which can be translated into hours of annual delay and easily converted into dollar estimates to be used as a basis for comparison. Traditionally, four to six minutes of average delay per aircraft operation is used in ASV calculation. This can be considered as an acceptable level of delay. When the average annual delays per aircraft operation reaches four to six minutes, the airport is approaching its practical capacity and is generally considered congested.” “The FAA’s AC 150/5060-5 Airport Capacity and Delay and the subsequent Airport Capacity Model (ACM) provide straightforward calculations to estimate average delays for particular runway layouts, based on fleet mix and several other items. Using this approach, average hourly, daily, and annual delays can be estimated. The calculations were based on ATC rules and procedures that were in place when the model and advisory circular (AC) were developed. Analysts are not able to adjust the delay estimates as new procedures, technology, and/or separation rules are implemented.” “When calculating aircraft delays for airport infrastructure projects, analysts often use computer simulation tools to evaluate delays and delay savings. Capacity driven delays can be predicted very accurately using these models.” “To easily compare airport development alternatives, having a single value [Average Annualized Delay] for each option is useful. Analysts often will calculate a weighted average delay, based on the percent of time each wind/weather configuration is used throughout the year. The average annualized delay is a weighted average of the delays in the various wind/weather operating configurations used at an airport. Commonly, analysts will run entire days of flight demand for each of the typical wind/weather scenarios that occur at an airport. Then the average daily delay for each particular wind/weather configuration is multiplied by the annual percentage of time that wind/weather configuration is in use at that airport. This results in a weighted average annualized delay, which is the usual measure for comparing airport development alternatives.” “Whether using simulation or spreadsheet or other analytical methods, delay analyses will typically be run for several wind/weather configurations that are used at an airport to evaluate delays in the various configurations.” “For airlines, average delay information is not as meaningful as individual flight delay information.” For additional guidance, refer to ACRP Report 104. AC 150/5070-6B Change 2, Airport Master Plans, FAA, 1/27/2015, p. 51. ACRP Report 104: Defining and Measuring Aircraft Delay and Airport Capacity Thresholds, 2014, pp. 31, 32.

102 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Delay NAS NAS On-Time Arrivals Go back to Chapter 2—Intro Go back to Chapter 3— System Issues—Secondary Purpose of Metric: Measure of airspace efficiency. Description: FAA harmonized metric. “National Airspace System (NAS) On-Time Arrivals is the percentage of all flights arriving at the Core Airports less than 15 minutes late, based on the carrier flight plan filed with the FAA, and excluding minutes of delay attributed by air carriers to extreme weather, carrier circumstances, security delay, and prorated minutes for late arriving flights at the departure airport.” Info Only Info Only User Info Only Airline Service Quality Performance (ASQP): Airport: On- Time NAS Report Delay NAS Number of Arrival and Departure Delays Go back to Chapter 2—Intro Go back to Chapter 3— System Issues—Primary Purpose of Metric: Measure of delays. Description: Delays of 15 minutes or more for arrivals and departures, captured by airport, for any number of days. This metric is one of FAA’s harmonized metrics that is reported for the entire NAS. In this case, the FAA reports the annual Number of Arrival and Departure Delays on a systemwide basis (includes average of arrival and departure delays at all of the 30 Core Airports). User User User Info Only FAA Operations Network (OPSNET) Delay Arrival Average Gate Arrival Delay Go back to Chapter 2—Intro Go back to Chapter 3— System Issues—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of arrival efficiency. Description: “The arrival delay is computed as the gap between scheduled arrival (gate in) time and actual arrival time, whenever the actual arrival is later than the scheduled arrival time. Arrival Delays are averaged over a period of time.” This is one of FAA’s harmonized metrics. In this case, the FAA reports annual Average Gate Arrival Delay on a systemwide basis (includes average of gate arrival delay for all 30 Core Airports). User User User Info Only FAA/MITRE/ Airline Service Quality Performance System (ASQP) data derived from Aviation System Performance Metrics (ASPM) data

Performance Metrics Database 103 Weblink of Data Sources Unit of Measurement Guidance Citation Refer to Guidance NAS-Wide Time-Based Average “Every month, DOT reporting carriers include the cause of arrival delay, along with the duration of all delays of 15 minutes or more. This metric captures delays that have been attributed to NAS and FAA related events. It is continuously monitored and used to take proactive action and reduce delays throughout the National Airspace System (NAS).” “This measure is based on arrival delays at the Core Airports reported by the Aviation System Quality Performance (ASQP) carriers for domestic flights.” This metric can be computed using ASQP: Airport: Standard Report. To access this, the user must register using the following form and request for user login: https://aspm.faa.gov/Control/Users/sysMailTo.asp. Once registered and logged in, the user can access the ASPM Select output, “Airport: Standard Report” using the following url: https://aspm.faa.gov/asqp/sys/Airport.asp. The NAS On-Time Arrivals can be obtained from % On-Time Gate Arrivals field. FAA Operational Metrics, https://www.faa.gov/data_rese arch/aviation_data_statistics/o perational_metrics/, accessed 6/23/17 and 08/03/17. https://aspm.faa.go v/opsnet/sys/Delay s.asp Total Count of Delays “The number of both arrival and departure delays is a meaningful indicator of efficiency. It conveys meaningful information to all operators, FAA, airline, aviation service providers and airport authority.” Data may be obtained from OPSNET. “OPSNET Delays provides information about reportable delays provided daily through FAA’s Air Traffic Operations Network (OPSNET). A reportable delay recorded in OPSNET is defined in FAA Order 7210.55F as, ‘Delays to instrument flight rules (IFR) traffic of 15 minutes or more, which result from the ATC system detaining an aircraft at the gate, short of the runway, on the runway, on a taxiway, or in a holding configuration anywhere en route, must be reported. The IFR controlling facility must ensure delay reports are received and entered into OPSNET.’ These OPSNET delays are caused by the application of initiatives by the Traffic Flow Management (TFM) in response to weather conditions, increased traffic volume, runway conditions, equipment outages, and other causes.” FAA Operational Metrics, https://www.faa.gov/data_rese arch/aviation_data_statistics/o perational_metrics/, accessed 6/23/17 and 08/03/17. OPSNET user manual, http://aspmhelp.faa.gov/index. php/Delays, accessed 08/03/17. https://www.faa.go v/nextgen/snapsho ts/airport/ Minutes per Flight “The average minutes of arrival delay represent a fundamental metric for all National Airspace System (NAS) operators and for the public. This metric is part of the Re-Authorization Bill Section 214 performance metrics requirements. The Department of Transportation (DOT) requires carriers to report both scheduled and actual gate in times as Airline Service Quality Performance (ASQP) data.” The FAA measures and reports this metric on airport performance at locations where NextGen technologies have been implemented—the FAA’s Core 30 Airports. The definition for this purpose is as follows: “During reportable hours, the yearly average of the difference between the Actual Gate-In Time and the Scheduled Gate-In Time for flights to the selected airport from any of the ASPM airports. The delay for each fiscal year (FY) is calculated based on the 0.5th–99.5th percentile of the distributions for the year. Flights may depart outside reportable hours, but must arrive during them. The reportable hours vary by airport.” Refer to the NextGen Performance Snapshots Reference Guide for more information (https://www.faa.gov/nextgen/snapshots/guide/). FAA Operational Metrics, https://www.faa.gov/data_rese arch/aviation_data_statistics/o perational_metrics/, accessed 08/03/17. FAA NextGen Performance Snapshots Reference Guide, https://www.faa.gov/nextgen/s napshots/guide/, accessed 08/03/17.

104 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Delay Departure Average Gate Departure Delay Go back to Chapter 3— System Issues—Primary Go back to Chapter 3— Benchmarking—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of service quality. Description: Average gate departure delay per flight in minutes—measured from scheduled departure time at average and peak times. The FAA uses the following definition: “The sum of minutes of Gate Departure Delay of 1 minute or more, divided by all departures. Gate Departure Delay is the difference between the Actual Gate Out time and Scheduled or Flight Plan Gate Out time, in minutes.” User User User Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports Delay Taxi Average Taxi-In Delay Go back to Chapter 3— Airport Geometry—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of efficiency of taxi operations. Description: The FAA defines this metric as the sum of minutes of Taxi-In Delay of 1 minute or more, divided by all arrivals. Taxi-In Delay equals actual Taxi-In Time minus Unimpeded Taxi-In Time. User User User Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports Delay Taxi Average Taxi -Out Delay Go back to Chapter 3 — Benchmarking —Primary Go back to Chapter 3 — Airport Geometry —Primary Go back to Chapter 3 —Gate Management —Primary Purpose of Metric: Measure of efficiency of taxi operations. Description: The FAA defines this metric as the sum of minutes of Taxi -Out Delay of 1 minute or more, divided by all departures. Taxi-Out Delay equals actual Taxi-Out Time minus Unimpeded Taxi-Out Time. User User Info Only Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports

Performance Metrics Database 105 Weblink of Data Sources Unit of Measurement Guidance Citation https://aspm.faa.go v/apm/sys/Analysis AP.asp Minutes per Flight “Multiple delay measures are used by airports, airlines, and others to compare airports across countries; delay measures first should be standardized. It is important to determine the causes of gate departure delays, which may be largely beyond the airport’s control and may vary by season. Related operational measures include flight cancellations and airport closures.” “Useful for internal benchmarking and external benchmarking as the first step in analyzing the causes of delay.” The user can access this metric by using the following url: https://aspm.faa.gov/apm/sys/AnalysisAP.asp and then under the Output tab select Analysis: All Flights and running a query for the required airport and timeframe. The metric is the “Average Gate Departure Delay” fields in the table generated. Refer to http://aspmhelp.faa.gov/index.php/ASPM:_Analysis:_All_Flights for additional information Airports Council International (ACI) World Economics Standing Committee, Guide to Airport Performance Measures, Prepared by Robert Hazel of Oliver Wyman, Inc., Reston, VA, February 2012. Metric-Gate Departure Delay—Service Quality 2, p. 23. FAA, ASPM Airport Analysis: Definitions of Variables, http://aspmhelp.faa.gov/index. php/ASPM_Airport_Analysis:_D efinitions_of_Variables, accessed 08/28/17. https://aspm.faa.go v/apm/sys/Analysis AP.asp Minutes per Flight The definition for Average Taxi-In Delay is from the ASPM Airport Analysis User Manual. According to the ASPM Taxi Times: Definitions of Variables, Taxi In is defined as “the difference between the Wheels On time [Aircraft touches down] and Gate In time [Aircraft arrives at gate or parking position], in minutes.” Unimpeded Taxi In Time is defined as “the estimated Taxi In Time for an aircraft by carrier under optimal operating conditions (when congestion, weather, or other delay factors are not significant). This number is estimated by calendar year for each carrier and airport based on observed values in the previous year.” The user can access this metric by using the following url: https://aspm.faa.gov/apm/sys/AnalysisAP.asp and then under the Output tab select Analysis: All Flights and running a query for the required airport and timeframe. The metric is the “Average Taxi In Delay” fields in the table generated. Refer to http://aspmhelp.faa.gov/index.php/ASPM:_Analysis:_All_Flights for additional information. ASPM Airport Analysis: Definitions of Variables, http://aspmhelp.faa.gov/index. php/ASPM_Airport_Analysis:_D efinitions_of_Variables, accessed 08/28/17. ASPM Taxi Times: Definitions of Variables, http://aspmhelp.faa.gov/index. php/ASPM_Taxi_Times:_Definiti ons_of_Variables, accessed 08/18/17. https://aspm.faa.go v/apm/sys/Analysis AP.asp Minutes per Flight The definition for Average Taxi Out Delay is from the ASPM Airport Analysis User Manual. According to the ASPM Taxi Times: Definitions of Variables , Taxi Out is “the d ifference between the Wheels Off time [ Aircraft takes off] and Gate Out time [Aircraft leaves gate or parking position], in minutes.” Unimpeded Taxi Out Time is “the estimated Taxi Out Time for an aircraft by carrier under optimal operating conditions (when congestion, weather, or other delay factors are not significant). This number is estimated by calendar year and season for each carrier and airport reporting OOOI data.” The ACI Guide to Airport Performance Measures discusses a similar metric—Taxi Depar ture Delay defined as follows: “Average taxi delay for departing aircraft per flight in minutes—measured by comparing actual taxi time versus unimpeded taxi time at average and peak times. Taxi departure delays may be a function of airport capacity constraints, limited air traffic system capacity, airline scheduling practices, airline operational issues, adverse weather, and other factors.” “It is important to determine the causes of gate departure delays, which may be largely beyond the airport’s control and may vary by season.” “Related operational measures include flight cancellations and airport closures.” “Useful for internal benchmarking and external benchmarking as the first step in analyzing the causes of delay.” Metric applies to all commercial service airports. The user can access this metric by using the following url: https://aspm.faa.gov/apm/sys/AnalysisAP.asp and then under the Output tab select Analysis: All Flights and running a query for the required airport and timeframe. The metric is the “Average Taxi Out Delay” fields in the table generated. Refer to http://aspmhelp.faa.gov/index.php/ASPM:_Analysis:_All_Flights for additional information. ASPM Airport Analysis: Definitions of Variables, http://aspmhelp.faa.gov/index. php/ASPM_Airport_Analysis :_D efinitions_of_Variables, accessed 08/28/17. ASPM Taxi Times: Definitions of Variables, http://aspmhelp.faa.gov/index. php/ASPM Taxi Times: Definitions of Variables, accessed 08/18/17. Airports Council International (ACI) World Economics Standing Committe e, Guide to Airport Performance Measures, Prepared by Robert Hazel of Oliver Wyman, Inc., Reston, VA, February 2012, Metric Taxi Departure Delay Service Quality 3, pp. 23 and 24.

106 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Delay Airport Number of Delays by Cause Go back to Chapter 3— System Issues—Primary Purpose of Metric: Air system optimization. Description: Delays by cause, such as weather, volume, and equipment. User User User Info Only FAA Operations Network (OPSNET) Delay Departure Number of Late Departures Go back to Chapter 3— System Issues—Primary Purpose of Metric: Gate optimization. Description: Total count of aircraft departing late from the gate. User User User Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports

Performance Metrics Database 107 Weblink of Data Sources Unit of Measurement Guidance Citation https://aspm.faa.go v/opsnet/sys/Delay s.asp Count OPSNET Delays provides information about reportable delays provided daily through FAA’s Air Traffic Operations Network (OPSNET). A reportable delay recorded in OPSNET is defined in FAA Order 7210.55F as “[d]elays to instrument flight rules (IFR) traffic of 15 minutes or more, which result from the ATC system detaining an aircraft at the gate, short of the runway, on the runway, on a taxiway, or in a holding configuration anywhere en route, must be reported.” “These OPSNET delays are caused by the application of initiatives by the Traffic Flow Management (TFM) in response to weather conditions, increased traffic volume, runway conditions, equipment outages, and other causes.” The categories of delay causes resulting in a reportable delay are: Weather: The presence of adverse weather conditions affecting operations. This includes wind, rain, snow/ice, low cloud ceilings, low visibility, and tornado/ hurricane/thunderstorm. Volume: Delays must only be reported as volume when the airport is in its optimum configuration and no impacting conditions have been reported when the delays were incurred. Runway/Taxiway: Reductions in facility capacity due to runway/taxiway closure or configuration changes. Equipment: An equipment failure or outage causing reduced capacity. Other: All impacting conditions that are not otherwise attributed to weather, equipment, runway/taxiway, or volume, such as airshow, aircraft emergency, bomb threat, external radio frequency interference, military operations, nonradar procedures, etc.” “Non-reportable delays are delays incurred by IFR traffic, but which should not be reported in OPSNET. These include delays caused by the aircraft operator/company (such as mechanical problems, pilot refusal to depart when weather conditions are below category (CAT) I/II minima, pilot requests for a nonstandard departure operation, and pilot refusal to accept an available route); delay for taxi time controlled by non-FAA entities; delays attributed to special traffic management programs; delays incurred because of initiatives imposed by non-FAA facilities.” The user can access this metric by using the following url: https://aspm.faa.gov/opsnet/sys/Delays.asp and then under the Output tab select Standard Report and running a query for the required airport and timeframe. Refer to http://aspmhelp.faa.gov/index.php/OPSNET_Delays:_Standard_Report for additional information. FAA, OPSNET: Delays, http://aspmhelp.faa.gov/index. php/Delays, accessed 08/29/17. https://aspm.faa.go v/apm/sys/Analysis AP.asp Count For ASPM airports, the Number of Late Departures can be computed using: http://aspmhelp.faa.gov/index.php/ASPM:_Analysis:_All_Flights Direct link: https://aspm.faa.gov/apm/sys/AnalysisAP.asp = (1-% On-Time Gate Departures)*Departures For Metric Computation. Note that % On-Time Gate Departures is the number of flights that departed within 15 minutes past Scheduled Gate Out time, expressed as a percent of the total number of Departures for Metric Computation. SME input. FAA, ASPM Airport Analysis: Definitions of Variables, http://aspmhelp.faa.gov/index. php/ASPM_Airport_Analysis:_D efinitions_of_Variables, 08/28/17.

108 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Go back to Chapter 3— System Issues—Primary Description: Average arrival delay per flight—measured at average and peak times. Performance Data [Aviation System Performance Metrics (ASPM) for ASPM Airports] Delay Departure Average Minutes of Delay per Delayed Gate Departure Go back to Chapter 3— System Issues—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of efficiency. Description: The average delay for all flights with an actual Gate Out Time (Aircraft leaves gate or parking position) delayed 15 minutes or more compared to the schedule or flight plan Gate Out Time. User User Info Only Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports Delay Arrival Average Minutes of Delay per Delayed Gate Arrival Go back to Chapter 3— System Issues—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of efficiency. Description: The average delay for all flights with an actual Gate In Time (Aircraft arrives at gate or parking position) delayed 15 minutes or more compared to the schedule or flight plan Gate In Time. User User Info Only Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports Delay Arrival Arrival Delay per Flight Purpose of Metric: Measure of efficiency. User User User Info Only BTS Airline On-Time

Performance Metrics Database 109 Weblink of Data Sources Unit of Measurement Guidance Citation es.asp?Mode_ID=1 &Mode_Desc=Aviat ion&Subject_ID2=0 departure delays may be the most relevant. DOT delay measures do not count an aircraft as delayed until it is 15 minutes late.” “Very important for self-benchmarking and peer benchmarking, as poor performance signals airfield capacity or ATC issues.” The FAA discusses average delay per flight and provides the average arrival delay for the core airports in the NPIAS report. “The FAA monitors the day-to-day operations of the air traffic control system. Airport planners and designers use the average delay per aircraft operation as a measure of congestion. Through the Aviation System Performance Metrics (ASPM) system, FAA tracks delay indicators at the 30 busiest airports, referred to as ‘core airports,’” “...using reporting from participating airlines. Delays can be measured against the scheduled flight time or against the flight plan. For purposes of this analysis, FAA used flight plan data.” The average arrival delays can be computed using BTS Airline On-Time Performance Data. Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_ID=1&Mode_Desc=Avia tion&Subject_ID2=0. Step 2: Click on Airline On-Time Performance Data. Step 3: On the next page click on On-Time Performance. Step 4: On the next page scroll down to Arrival Performance section and click on the Analysis link for ArrDelayMinutes field name. Step 5: On the next page, set the Filter Categories to “Dest,” set the Filter Variables to “ArrDelayMinutes,” set the Filter Statistics to “Avg,” and select the appropriate year for Filter Years. Step 6: Click on Recalculate. Step 7: Once the page updates, the table below will show Average delay per flight by airports. Download the result to spreadsheet using the “Download results” option above the filter categories. For ASPM airports, the user can access this metric by using the following url: https://aspm.faa.gov/apm/sys/AnalysisAP.asp and then under the Output tab select Analysis: All Flights and running a query for the required airport and timeframe. The arrival delay per flight can be computed as [(Average Gate Arrival Delay * Arrivals For Metric Computation)—(Average Taxi In Delay * Arrivals For Metric Computation)]/ Arrivals For Metric Computation. Refer to http://aspmhelp.faa.gov/index.php/ASPM:_Analysis:_All_Flights for additional information Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric SQ K-3 Arrival Delay per Flight, p. 233. National Plan of Integrated Airport Systems (2017-2021), FAA, September 2016, pp. 21 and 22. https://aspm.faa.go v/apm/sys/Analysis AP.asp Minutes per Flight For ASPM airports, the user can access this metric by using the following url: https://aspm.faa.gov/apm/sys/AnalysisAP.asp and then under the Output tab select Analysis: Delayed Flights option and running a query for the required airport and timeframe. FAA, ASPM Airport Analysis: Definitions of Variables, http://aspmhelp.faa.gov/index. php/ASPM_Airport_Analysis:_D efinitions_of_Variables, accessed 08/28/17. https://aspm.faa.go v/apm/sys/Analysis AP.asp Minutes per Flight For ASPM airports, the user can access this metric by using the following url: https://aspm.faa.gov/apm/sys/AnalysisAP.asp and then under the Output tab select Analysis: Delayed Flights option and running a query for the required airport and timeframe. FAA, ASPM Airport Analysis: Definitions of Variables, http://aspmhelp.faa.gov/index. php/ASPM_Airport_Analysis:_D efinitions_of_Variables, accessed 08/28/17. https://www.transt ats.bts.gov/databas Minutes per Flight “From the passenger’s standpoint, arrival delays are usually more important than departure delays. However, in assessing an airport’s delay performance, ACRP Report 19A: Resource Guide to Airport Performance

110 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Delay Departure Departure Delay per Flight Go back to Chapter 3— System Issues—Primary Purpose of Metric: Measure of service quality. Description: “Average departure delay per flight— measured at average and peak times. DOT delay measures do not count an aircraft as delayed until it is 15 minutes late.” User User User Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports Delay Arrival Delayed Gate Arrivals Go back to Chapter 3— System Issues—Primary Purpose of Metric: Measure of efficiency. Description: Number of flights with a Gate In Time delayed 15 minutes or more compared to the schedule or flight plan Gate In Time. User User Info Only Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports Delay Departure Delayed Gate Departures Go back to Chapter 3— System Issues—Primary Purpose of Metric: Measure of efficiency. Description: Number of flights delayed 15 minutes or more compared to the schedule or flight plan Gate Out time. User User User Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports

Performance Metrics Database 111 Weblink of Data Sources Unit of Measurement Guidance Citation https://aspm.faa.go v/apm/sys/Analysis AP.asp Minutes per Flight Metric applies to airports with passenger flights. “From the passenger’s standpoint, arrival delays are usually more important than departure delays. However, in assessing an airport’s delay performance, departure delays may be more relevant. Departure delays may be a function of limited airport capacity, limited ATC capacity, airline scheduling practices, airline operational issues, adverse weather and other factors. Measurement during peaks is typically more meaningful than at other times. Degree of airport control is likely to be very limited, though important in those instances, e.g., snow removal from runways and taxiways.” “Very important for self-benchmarking and peer benchmarking, as poor performance signals airfield capacity or ATC issues.” “A variety of delay data is available from the Bureau of Transportation Statistics, including delay and arrival delay data, and causes.” The FAA discusses average delay per flight and provides the average departure delay for the core airports in the NPIAS report. “The FAA monitors the day-to-day operations of the air traffic control system. Airport planners and designers use the average delay per aircraft operation as a measure of congestion. Through the Aviation System Performance Metrics (ASPM) system, FAA tracks delay indicators at the 30 busiest airports, referred to as ‘core airports,’ using reporting from participating airlines. Delays can be measured against the scheduled flight time or against the flight plan. For purposes of this analysis, FAA used flight plan data.” For ASPM airports, the user can access this metric by using the following url: https://aspm.faa.gov/apm/sys/AnalysisAP.asp and then under the Output tab select Analysis : All Flights and running a query for the required airport and timeframe. The metric is the “Average Airport Departure Delay” fields in the table generated. Refer to http://aspmhelp.faa.gov/index.php/ASPM:_Analysis:_All_Flights for additional information ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric SQ K-5 Departure Delay per Flight, p. 235. National Plan of Integrated Airport Systems (2017-2021), FAA, September 2016, pp. 21 and 22. https://aspm.faa.go v/apm/sys/Analysis AP.asp Count For ASPM airports, the user can access this metric by using the following url: https://aspm.faa.gov/apm/sys/AnalysisAP.asp and then under the Output tab select Analysis: Delayed Flights option and running a query for the required airport and timeframe. FAA, ASPM Airport Analysis: Definitions of Variables, http://aspmhelp.faa.gov/index. php/ASPM_Airport_Analysis:_D efinitions_of_Variables, accessed 08/28/17. https://aspm.faa.go v/apm/sys/Analysis AP.asp Count For ASPM airports, the user can access this metric by using the following url: https://aspm.faa.gov/apm/sys/AnalysisAP.asp and then under the Output tab select Analysis: Delayed Flights option and running a query for the required airport and timeframe. FAA, ASPM Airport Analysis: Definitions of Variables, http://aspmhelp.faa.gov/index. php/ASPM_Airport_Analysis:_D efinitions_of_Variables, accessed 08/28/17.

112 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Delay Arrival Percentage of Arriving Flights Delayed Go back to Chapter 3— System Issues—Secondary Purpose of Metric: Measure of efficiency. Description: Percentage of arriving flights delayed by 15 or more minutes. User User User Info Only Aviation System Performance Metrics (ASPM) for ASPM Airport and BTS on-time performance data Delay Departure Percentage of Departing Flights Delayed Go back to Chapter 3— System Issues—Secondary Purpose of Metric: Measure of efficiency. Description: Percentage of departing flights delayed by 15 or more minutes. User User User Info Only Aviation System Performance Metrics (ASPM) for ASPM Airport and BTS on-time performance data

Performance Metrics Database 113 Weblink of Data Sources Unit of Measurement Guidance Citation Refer to Guidance Percentage Metric applies to all commercial service airports. “From the passenger’s standpoint, arrival delays are usually more important than departure delays. However, in assessing an airport’s delay performance, departure delays may be the most relevant. DOT delay measures do not count an aircraft as delayed until it is 15 minutes late.” “A variety of delay data is available from the Bureau of Transportation Statistics, including delay and arrival delay data, and causes.” “Very important for self-benchmarking and peer benchmarking, as poor performance may signal airfield capacity or ATC issues.” For ASPM airports, the user can access this metric by using the following url: https://aspm.faa.gov/apm/sys/AnalysisAP.asp and then under the Output tab select Analysis: Delayed Flights option and running a query for the required airport and timeframe. To compute the metric for a year using BTS on-time performance data: Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_ID=1&Mode_Desc=Avia tion&Subject_ID2=0 Step 2: Click on Airline On-Time Performance Data. Step 3: On the next page click on On-Time Performance. Step 4: On the next page scroll down to Arrival Performance section and click on the Analysis link for ArrDel15 field name. Step 5: On the next page, set the Filter Categories to “Dest,” set the Filter Statistics to “Proportion,” set the Filter Variables to “ArrDel15,” select the appropriate year for Filter Years. Note: Setting the Filter Statistics after the Filter Variable sometime resets the Filter Variable. Step 6: Click on Recalculate. Step 7: Once the page updates, the table below will show Percentage of Arriving Flights Delayed by airports. Download the result to spreadsheet using the “Download results” option above the filter categories. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric SQ K-7, Percent of Arriving Flights Delayed, p. 237. Refer to Guidance Percentage Metric applies to all commercial service airports. “From the passenger’s standpoint, arrival delays are usually more important than departure delays. However, in assessing an airport’s delay performance, departure delays may be the most relevant. DOT delay measures do not count an aircraft as delayed until it is 15 minutes late.” “A variety of delay data is available from the Bureau of Transportation Statistics, including delay and arrival delay data, and causes.” “Very important for self-benchmarking and peer benchmarking, as poor performance may signal airfield capacity or ATC issues.” For ASPM airports, the user can access this metric by using the following url: https://aspm.faa.gov/apm/sys/AnalysisAP.asp and then under the Output tab select Analysis: Delayed Flights option and running a query for the required airport and timeframe. To compute the metric for a year using BTS on-time performance data: Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_ID=1&Mode_Desc=Avia tion&Subject_ID2=0. Step 2: Click on Airline On-Time Performance Data. Step 3: On the next page click on On-Time Performance. Step 4: On the next page scroll down to Departure Performance section and click on the Analysis link for DepDel15 field name. Step 5: On the next page, set the Filter Categories to “Dest,” set the Filter Statistics to “Proportion,” set the Filter Variables to “DepDel15,” select the appropriate year for Filter Years. Note: Setting the Filter Statistics after the Filter Variable sometime resets the Filter Variable. Step 6: Click on Recalculate. Step 7: Once the page updates, the table below will show Percentage of Departing Flights Delayed by airports. Download the result to spreadsheet using the “Download results” option above the filter categories. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric SQ K-8, Percent of Departing Flights Delayed, p. 238.

114 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Delay Departure Late Arriving Aircraft Go back to Chapter 3 – System Issues—Secondary Purpose of Metric: Measure of delay propagation. Description: The minutes of delay caused by previous flights arriving late, causing the next flights to depart late. User Info Only Info Only Info Only BTS Airline On-Time Performance Data Environme ntal Emissions/ Fuel Burn Carbon Footprint Go back to Chapter 3—Gate Management—Secondary Purpose of Metric: Measure of environmental impact. Description: “The carbon footprint is the total set of greenhouse gases (GHG) emissions caused by activities at the airport, expressed in terms of the amount of carbon dioxide or its equivalent in other GHGs, emitted.” “Excludes emissions caused by airline/tenant operations and the public.” User User User N/A Analysis Environme ntal Emissions/ Fuel Burn Emissions Exposure (CO2 Emissions) Go back to Chapter 2—Intro Go back to Chapter 3—Gate Management—Secondary Purpose of Metric: A measure of aviation’s contribution to greenhouse gas emissions. Description: FAA Harmonized Metric. Quantity of carbon dioxide (CO2) emitted by aircraft engines. Shoul d Know /Un- derst and Should Know/Un- derstand User N/A FAA Operational Metrics

Performance Metrics Database 115 Weblink of Data Sources Unit of Measurement Guidance Citation https://www.transt ats.bts.gov/databas es.asp?Mode_Desc =Aviation&Mode_I D=1&Subject_ID2=0 Minutes This metric can be compared to the total delay to determine the percentage of airport delays due to propagation of system disruptions in the NAS. To compute the metrics in BTS on-time performance data: Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_Desc=Aviation&Mode_I D=1&Subject_ID2=0 Step 2: Click on “Airline On-Time Performance Data” link Step 3: Click on “On-Time Performance” link Step 4: Click on any of the “Analysis” links Step 5: Set the filters as follow Filter Categories “Origin” Filter Variable “LateArrivalDelay” Filter Statistics “Sum” Filter Years—select years Step 6: Click on the “Recalculate” button BTS Airline On-Time Performance Data N/A Metric Tons Carbon Dioxide Equivalents [MT CO2e] “Tracking this PI [performance indicator] requires airports to periodically conduct an inventory of greenhouse gas emissions which requires the use of industry models for which there is not yet an industry standard. In addition, airports control a relatively small portion of total GHG emissions associated with the use of their facilities. (GHG emissions from airlines and public vehicles may be tracked separately from airport-controlled emissions.) Because the Carbon Footprint of an airport depends on the activities it controls, airports that provide ground handling using internal resources will have larger Carbon Footprints than airports that outsource this function— without any resulting difference in total greenhouse emissions from the airport premises. Many European airports use the methodology prescribed by the Airport Carbon Accreditation (ACA) program established by ACI Europe, which defines the set of emissions sources included and requires that airports have their carbon footprints independently verified in accordance with iSo 14064.” Drivers include “[e]missions from sources within the airport’s control, such as airport vehicles, heating and cooling equipment, lighting and other electrical uses. Emissions vary with total energy consumption, use of cleaner and more efficient energy sources, use of lower emission vehicles, emission control technology, and climate factors.” Applies to all airports but particularly important for larger airports. “Useful for internal benchmarking.” “See ACRP Report 11: Guidebook on Preparing Airport Greenhouse Gas Emissions Inventories, which provides a framework for identifying and quantifying specific components of airport contributions to greenhouse gases.” Airports Council International (ACI) World Economics Standing Committee, Guide to Airport Performance Measures, Prepared by Robert Hazel of Oliver Wyman, Inc., Reston, VA, February 2012, Metric Carbon Footprint—Environmental 1, p. 46. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric EV K-1, Carbon Footprint, p. 82. https://www.faa.go v/data_research/av iation_data_statisti cs/operational_met rics/ Kilograms of CO2 Emitted As part of measuring and tracking the National Airspace System (NAS) fuel efficiency from commercial aircraft operations, the FAA quantifies annual aircraft fuel burn using FAA’s Aviation Environmental Design Tool (AEDT). AEDT is a FAA-developed computer model that estimates aircraft fuel burn and emissions for variable year emissions inventories and for operational, policy, and technology-related scenarios. FAA Operational Metrics, https://www.faa.gov/data_rese arch/aviation_data_statistics/o perational_metrics/, accessed 08/0517, FAA NextGen Performance Snapshots Reference Guide, https://www.faa.gov/nextgen/s napshots/guide/, accessed 08/05/17.

116 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Environme ntal Noise Noise Exposure Go back to Chapter 2—Intro Go back to Chapter 3— NextGen (L & M Airports)— Primary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure of noise impact. Description: Number of people exposed to significant noise. Significant aircraft noise levels are defined as values greater than or equal to Day- Night Average Sound Level (DNL) 65 decibels (dB). Airports conduct studies to determine the number of people within the DNL 65 dB as part of environmental and compatible land use analysis. User Info Only User N/A Analysis Financial Airline Airline Cost per Enplanement Go back to Chapter 3— Benchmarking—Primary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Economic optimization. Description: Commonly referred to as CPE (Cost per Enplanement). Average of what airlines pay per enplanement to the airport for use of airfield (landing fees, ramp/apron fees) and terminal space (space rentals net of any credits and reimbursements, plus gate charges). User User User N/A Form 127— Certification Activity Tracking System (CATS)

Performance Metrics Database 117 Weblink of Data Sources Unit of Measurement Guidance Citation N/A Number of People Both individual airports and the FAA currently use the FAA’s approved noise model, Aviation Environmental Design Tool (AEDT), to analyze aircraft noise. For environmental review of proposed development and noise compatibility planning, airports use AEDT to map noise exposure contours and determine the number of people residing within those contours including the DNL 65 dB contour. This metric is useful for self-benchmarking. However, “[b]ecause each airport is situated differently with respect to nearby homes, its use for peer benchmarking would be mainly on a macro level to highlight airports with similar noise issues.” For additional information, refer to FAA Order 1050.1—Policies and Procedures for Considering Environmental Impacts and Title 14 CFR PART 150—Airport Noise Compatibility Planning. The FAA reports the number of persons exposed to significant aircraft noise (regardless of whether their houses or apartments have been sound-insulated) for the National Airspace System. “For calendar year 2015, the AEDT model calculates individual DNL contours for the top 121 U.S. airports using detailed flight tracks, runway use and track utilization. The contours are superimposed on year 2010 Census population densities projected to the current year being computed to calculate the number of people within the DNL 65 dB contour at each airport. For the remaining 597 smaller airports with at least 365 jet departures for the year, AEDT uses less detailed information consisting of flight tracks that extend straight-in and straight-out from the runway ends. The contours areas are then used to calculate people exposed using 2010 Census population densities projected to the current year being computed. The projection is used to account for population growth between 2010 and the computed year. The individual airport exposure data are then summed to the national level. Finally, the number of people relocated through the Airport Improvement Program (AIP) is subtracted from the total number of people exposed.” 14 CFR Part 150, Airport Noise Compatibility Planning, September 2004, Appendix A to Part 150—Noise Exposure Maps, Sec. A150.101 Noise contours and land usages. FAA Order 1050.1F—Policies and Procedures for Considering Environmental Impacts, July 2015, p. B-3. FAA Performance Snapshots Reference Guide, https://www.faa.gov/nextgen/s napshots/guide/#environment_ noise_exposure, accessed 8/5/17. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric EV K-8, Noise— Number of Homes within 65 dB DNL, p. 89. https://cats.airport s.faa.gov/ Dollars per Enplanement Includes payments for aircraft parking positions (e.g., hard stands, tie-downs), federal inspection fees, and security reimbursements paid by the airline whether to the airport or another agency. Typically excludes special airline facilities self-financed by an airline (e.g., terminal facilities to be operated by the airline). Excludes ground or facility rentals for ancillary buildings (e.g., cargo buildings, hangars); airline self-funded construction (e.g., build-out of terminal space); other costs incurred by the airline to operate at the airport (e.g., fuel, maintenance, personnel, services, supplies, and equipment) except where the airport provides these services directly (e.g., deicing services at some airports). Does not include delay costs. “Becomes a difficult measurement where airlines self-invest in terminal facilities—including entire terminals or partial (e.g., certain concourses) and differing levels of airline investment in fit-up and equipment. Such practices remove significant parts of the terminal from the rate base. Can attempt to add back the nominal cost of such excluded rental fees to approach a meaningful API [Airport Performance Indicator] for the airport. Airport CPEs are often a function of the airport’s capital development phase, as expansion programs are most likely to increase an airport’s CPE when initially completed. CPE is highly sensitive to changes in the level of enplanements.” “Very important for self- benchmarking, including the trend over time. Because difficult to obtain true ‘apples-to-apples’ measure, less reliable for peer benchmarking, but this API [Airport Performance Indicator] is one of the most widely used comparative measure among airports.” Applicable to all commercial service airports. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric FN C-9, Airline Cost per Enplanement, p. 96.

118 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Financial Airline Airline Cost per Operation Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Measure of financial performance. Description: Average of what airlines pay in airport fees per operation at the airport. User User Info Only N/A Airline and Airport Data Financial Airline Airline Cost per Terminal Square Foot Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of cost of airline to operate. Description: Airline square foot rental rate—average and by type of space. User User Info Only N/A Airline and Airport Data Financial Airline Airline Costs per Gate Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of cost of airline to operate. Description: Average airline gate rental payments to the airport, per gate. User User Info Only N/A Airline and Airport Data Financial Airport Debt Service Coverage Ratio Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure the ability to service debt. Description: “Net revenues as defined in an airport’s bond ordinance divided by principal and interest requirements for the fiscal year.” Individual airport calculations may differ based on the terms of bond indentures or airline agreements. User Info Only Info Only N/A Airport Records or FAA Form 5100-127 Financial Airline Airport Cost per Enplanement Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Measure of total airport costs on a unit basis. Description: Airport total costs per enplanement; i.e., operating cost plus non- operating cost divided by enplanements. User User Info Only N/A Airport Records or FAA Form 127

Performance Metrics Database 119 Weblink of Data Sources Unit of Measurement Guidance Citation N/A Dollars per Operation Has many of the same issues as Airline Cost per Enplanement (ACE). Guidance for ACE is also applicable to this metric. “In lieu of enplanement levels, over which airports have little control, this indicator substitutes operations, over which airports also have little control. Becomes a difficult measurement where airline self-investment in terminal facilities—including both entire terminals and differing levels of airline investment in fit-up and equipment— removes significant parts of the terminal from the rate base. Can attempt to add back the nominal cost of such excluded rental fees to approach a meaningful API for the airport. The Airline Cost per Operation (CPO), like the Airline Cost per Enplanement, is often a function of the airport’s capital development phase, as expansion programs are most likely to increase an airport’s CPO when initially completed. CPO is highly sensitive to changes in the level of operations, which may vary with changing equipment types as well as anticipated demand patterns.” “May be used both to self-benchmark operating costs and for peer benchmarking.” Applicable to “[a]ll commercial service airports, and also may be applied to cargo and general aviation airports.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric FN K-2, Airline Cost Per Operation, p. 106. N/A Dollars per Operation ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. Metric FN O-2, Airline Cost per Terminal Sq. Ft. p. 116. N/A Dollars per Gate ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric FN O-3, Airline Costs per Gate, p. 116. https://cats.airport s.faa.gov/ Percentage “Definition is same as Moody’s ‘Debt service coverage per bond ordinance.’ The Debt Service Coverage Ratio measures an airport’s ability to service its debt, and shows the cash flow cushion available to meet debt serve obligations. May also be measured on a GAAP [Generally Accepted Accounting Principles] basis, as opposed to per bond ordnance. The airport’s type of coverage -- whether a funding requirement (and if so, one-time or annual funding) or a revenue sufficiency test—affects its financial reserves and the level of rates and charges needed to generate the funding. Should also differentiate between required minimum coverage and actual coverage at a given time.” “As defined above [in the Description], the Debt Service Coverage Ratio is an important factor in the bond rating process and is useful for self- benchmarking. It is not useful for peer benchmarking because of differences in the definition of net revenues.” “In the broader corporate finance context, the Debt Service Coverage Ratio is typically defined as net operating income (earnings before interest and taxes) divided by total debt service. Using that definition, peer benchmarking may be conducted using Form 127 data. Care should be taken to compare airports with similar types of coverage.” Applicable to all airports with outstanding revenue bonds. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric FN C-14, Debt Service Coverage, p. 101. https://cats.airport s.faa.gov/ Dollars per Enplanement “Provides a measure of total airport costs on a unit basis, which must be paid from aeronautical and non-aeronautical sources. Important for self- benchmarking and peer benchmarking. Reasonably straightforward for peer benchmarking because use of Total Costs avoids definition and allocation differences between airports that arise when considering Operating and Non- Operating Costs, Direct and Indirect Costs, etc.” Applicable to “[a]ll commercial service airports.” “Cargo airports will use a different divisor, such as Operations. General aviation airports may track change in total airport costs over prior period.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric FN C-10, Airport Cost per Enplanement, p. 97.

120 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Financial Airport Average Annual T-Hangar Space Rental Cost Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Measure of financial performance. Description: Average annual T- hangar space rental cost per square foot. User N/A Info Only N/A Airport Records Financial Airport Average Annual Tie-Down Space Rental Cost Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Measure of financial performance. Description: Average annual tie-down space rental cost. User N/A Info Only N/A Airport Records Financial Airport Maintenance Cost per Square Foot of Terminal Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of cost of maintaining the terminal. Description: “Maintenance cost per square foot of terminal maintained by airport. Measures terminal building maintenance costs including preventive and remedial maintenance.” User Info Only Info Only Info Only Airport data Financial Airport Runway/ Taxiway Maintenance Cost Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of cost of maintaining runways and taxiways. Description: Total annual cost of maintaining runways and taxiways. User Info Only Info Only N/A Airport Records Financial Fuel Average Cost per Gallon Paid by General Aviation for Jet Fuel Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Measure of financial performance. Description: Average cost per gallon paid by general aviation for jet fuel. User Info Only Info Only N/A AirNav

Performance Metrics Database 121 Weblink of Data Sources Unit of Measurement Guidance Citation N/A Dollars per Square Foot Applicable to general aviation airports. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric FN O-25, Average Annual Hangar Space Rental Cost, p. 116. SME input. N/A Dollars per Tie Down Applicable to general aviation airports. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric FN O-26, Average Annual Tie-Down Space Rental Cost, p. 116. SME input. N/A Dollars per Square Foot “Maintenance work is typically done using both internal and external resources. In addition, maintenance costs may be divided between standard and exceptional costs. For example, a roof repair would be considered a standard maintenance cost, whereas a roof replacement could be considered an exceptional maintenance cost.” “Different types of terminal space have different maintenance requirements. Heavily-trafficked public areas such as hold rooms will need more intensive maintenance and upkeep than (e.g.) back office areas. In addition to tracking maintenance cost on a square foot basis, the maintenance cost of major terminal building systems can be tracked separately—including HVAC, electrical, plumbing, energy management, security, mechanical, water treatment, elevators, roofing, and flooring.” “Can also measure terminal maintenance costs against the number of passengers using the particular facility.” Also, for benchmarking purposes need to define maintenance consistently. “This API [Airport Performance Indicator] may be used for self-benchmarking and for peer benchmarking airports with similar facilities profiles. Maintenance costs are dependent on building age, so maintenance costs for a new terminal shouldn’t be compared with those of an old one." ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric MN K-5, Maintenance Cost per Square Foot of Terminal, p. 166. SME input. N/A Dollars “An important part of the cost of operating an airport. FAA Form 127 includes the cost of repairs and maintenance for the entire airport, but does not break down the results for airfield versus terminal. May be important to differentiate between concrete and asphalt runways. This will assist in choice- of-materials decisions during construction of new runways and taxiways and at the time of major repair/renovation.” Maintenance costs include rubber removal, minor patching, joint sealing, light-bulb replacement, minor electrical repairs, etc. Maintenance costs do not include the costs of periodic major pavement resurfacing or rehabilitation which are considered capital costs. “This API [Airport Performance Indicator] may be used for self- benchmarking and may also be used for peer benchmarking airports with similar airfield configurations and similar weather conditions.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric MN K-6, Runway/Taxiway Maintenance Cost, p. 167. http://www.airnav. com/fuel/ Dollars Applicable to airports with significant general aviation activity. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric FL O-1, Average Cost per Gallon Paid by General Aviation for Jet Fuel, p. 123.

122 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Financial Fuel Average Cost per Gallon Paid for Aviation Gasoline Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Measure of financial performance. Description: Average cost per gallon paid for aviation gasoline—monthly. User Info Only Info Only N/A AirNav Safety Emergency ARFF Equipment versus ARFF Index Requirements Go back to Chapter 3— Safety Issues—Secondary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure of emergency preparedness. Description: ARFF equipment compared with federal requirements for the airport’s index. User Info Only User N/A Airport Data

Performance Metrics Database 123 Weblink of Data Sources Unit of Measurement Guidance Citation http://www.airnav. com/fuel/ Dollars Applicable to airports with significant general aviation activity. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AFL O-2, Average Cost per Gallon Paid for Aviation Gasoline, p. 123. N/A Count Many airports have equipment in excess of ARFF Index to accommodate equipment down time. “§139.317 Aircraft rescue and firefighting: Equipment and agents. Unless otherwise authorized by the Administrator, the following rescue and firefighting equipment and agents are the minimum required for the Indexes referred to in §139.315: (a) Index A. One vehicle carrying at least— (1) 500 pounds of sodium-based dry chemical, halon 1211, or clean agent; or (2) 450 pounds of potassium-based dry chemical and water with a commensurate quantity of AFFF to total 100 gallons for simultaneous dry chemical and AFFF application. (b) Index B. Either of the following: (1) One vehicle carrying at least 500 pounds of sodium-based dry chemical, halon 1211, or clean agent and 1,500 gallons of water and the commensurate quantity of AFFF for foam production. (2) Two vehicles— (i) One vehicle carrying the extinguishing agents as specified in paragraphs (a)(1) or (a)(2) of this section; and (ii) One vehicle carrying an amount of water and the commensurate quantity of AFFF so the total quantity of water for foam production carried by both vehicles is at least 1,500 gallons. (c) Index C. Either of the following: (1) Three vehicles— (i) One vehicle carrying the extinguishing agents as specified in paragraph (a)(1) or (a)(2) of this section; and (ii) Two vehicles carrying an amount of water and the commensurate quantity of AFFF so the total quantity of water for foam production carried by all three vehicles is at least 3,000 gallons. (2) Two vehicles— (i) One vehicle carrying the extinguishing agents as specified in paragraph (b)(1) of this section; and (ii) One vehicle carrying water and the commensurate quantity of AFFF so the total quantity of water for foam production carried by both vehicles is at least 3,000 gallons. (d) Index D. Three vehicles— (1) One vehicle carrying the extinguishing agents as specified in paragraphs (a)(1) or (a)(2) of this section; and (2) Two vehicles carrying an amount of water and the commensurate quantity of AFFF so the total quantity of water for foam production carried by all three vehicles is at least 4,000 gallons. (e) Index E. Three vehicles— (1) One vehicle carrying the extinguishing agents as specified in paragraphs (a)(1) or (a)(2) of this section; and (2) Two vehicles carrying an amount of water and the commensurate quantity of AFFF so the total quantity of water for foam production carried by all three vehicles is at least 6,000 gallons.” SME, 14: CFR, Part 139— Certification of Airports, Subpart D—Operations, §139.317 Aircraft rescue and firefighting: Equipment and agents, June 4, 2004.

124 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Safety Emergency ARFF Responses within Mandated Response Times (%) Go back to Chapter 3— Safety Issues—Secondary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure of airport safety. Description: Percentage of ARFF responses to emergencies within mandated response times. User Should Know/ Under- stand User N/A Airport Records Operation Times Taxi Taxi Time—Gate to Runway End, Peak vs. Unimpeded Go back to Chapter 3— Airport Geometry—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of taxi delay. Description: “Average time to taxi from the gate to the runway end during peak periods, compared with unimpeded taxi time.” User User User Info Only Aviation System Performance Metrics (ASPM) for ASPM Airports Operation Times Taxi Average On-to-In Go back to Chapter 3— Airport Geometry— Secondary Purpose of Metric: Measure of efficiency of taxi operations. Description: “The time it takes for an aircraft to travel from landing on the runway until the aircraft has park[ed] in its gate/parking position.” Also referred to as average arrival taxi time. User User User N/A Aviation System Performance Metrics (ASPM) for ASPM Airports Operation Times Taxi Average Out-to-Off Go back to Chapter 3— System Issues—Primary Go back to Chapter 3— Airport Geometry— Secondary Purpose of Metric: Measure of efficiency of taxi operations. Description: “The time it takes for an aircraft to travel out from a gate until the aircraft has lifted off the runway.” Also known as average departure taxi time. User User User N/A Aviation System Performance Metrics (ASPM) for ASPM Airports

Performance Metrics Database 125 Weblink of Data Sources Unit of Measurement Guidance Citation Percent Required ARFF response times are provided in 14 CFR Part 139—“§139.319 Aircraft rescue and firefighting: Operational requirements. The response required by paragraph (h)(1)(ii) of this section must achieve the following performance criteria: (i) Within 3 minutes from the time of the alarm, at least one required aircraft rescue and firefighting vehicle must reach the midpoint of the farthest runway serving air carrier aircraft from its assigned post or reach any other specified point of comparable distance on the movement area that is available to air carriers, and begin application of extinguishing agent. (ii) Within 4 minutes from the time of alarm, all other required vehicles must reach the point specified in paragraph (h)(2)(i) of this section from their assigned posts and begin application of an extinguishing agent.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AR K-4 ARFF Responses within Mandated Response Times (%), p. 47. 14 CFR, Part 139— Certification of Airports, §139.319 Aircraft rescue and firefighting: Operational requirements., June 4, 2004. https://aspm.faa.go v/apm/sys/TaxiTim es.asp Minutes “Unimpeded taxi time from gate to runway end is compared with average time during peak periods to provide measure of taxi time delay. Although operational changes may improve performance, primary drivers of taxi time will be airfield and taxiway design. This API [Airport Performance Indicator] may be used for self-benchmarking and peer benchmarking.” Applicable to all commercial service airports. For ASPM airports, the user can access this metric by using the following url: https://aspm.faa.gov/apm/sys/TaxiTimes.asp and then under the Output tab select Taxi Times: Unimpeded Times Report option and running a query for the required airport and timeframe. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AO K-5, Taxi Time—Gate to Runway End, Peak vs. Unimpeded, p. 25. https://aspm.faa.go v/apm/sys/TaxiTim es.asp Minutes “Data commonly used for evaluating aircraft travel times and delays at an airport is the out-off-on-in (OOOI) data. Many airlines use onboard systems, such as the Aircraft Communications Addressing and Reporting System (ACARS) to automatically record these times,” defined as follows: “Wheels ‘on’ the runway is the actual time an aircraft landed on the runway. Wheels ‘in’ the gate or parking position is the time an aircraft arrived at the gate, typically measured when the parking brake is set. Also called the actual time of arrival (ATA), which can be compared to the scheduled time of arrival (STA).” For ASPM Airports, the user can access daily averages of this metric by using the following url: https://aspm.faa.gov/apm/sys/TaxiTimes.asp and then under the Output tab select Taxi Times: Standard Report option and running a query for the required airport and timeframe. This metric corresponds to field “Average Taxi In Time.” ACRP Report 104: Defining and Measuring Aircraft Delay and Airport Capacity Thresholds, Transportation Research Board, Washington, D.C., 2014, pp. 9 and 63. https://aspm.faa.go v/apm/sys/Analysis AP.asp Minutes “Data commonly used for evaluating aircraft travel times and delays at an airport is the out-off-on-in (OOOI) data. Many airlines use onboard systems, such as the Aircraft Communications Addressing and Reporting System (ACARS) to automatically record these times,” defined as follows: “Wheels ‘out’ of the gate/parking position is the time an aircraft departed from the gate, typically measured when the parking brake is released. Also called the actual time of departure (ATD), which can be compared to the STD. Wheels ‘off‘ the runway is the time an aircraft departed from the runway.” For ASPM Airports, the user can access daily averages of this metric by using the following url: https://aspm.faa.gov/apm/sys/TaxiTimes.asp and then under the Output tab select Taxi Times: Standard Report option and running a query for the required airport and timeframe. This metric corresponds to field “Average Taxi Out Time.” ACRP Report 104: Defining and Measuring Aircraft Delay and Airport Capacity Thresholds, Transportation Research Board, Washington, D.C., 2014, pp. 9 and 63.

126 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Operation Times Taxi Taxi-In Time Go back to Chapter 2—Intro Go back to Chapter 3— Airport Geometry—Primary Purpose of Metric: Measure of efficiency of taxi operations. Description: FAA harmonized metric—Annual average Taxi- In Time for flights into the Core 30 Airports. The Taxi-In time is computed as the duration between landing (wheels on) time and gate in time, as reported by carriers. A system value is obtained by averaging these durations over a period of time. Info Only Info Only User N/A FAA Harmonized Metrics (System Metrics) and NextGen Performance Snapshots (Core Airports) Operation Times Taxi Taxi-Out Time Go back to Chapter 2—Intro Go back to Chapter 3— Airport Geometry—Primary Purpose of Metric: Measure of efficiency of taxi operations. Description: FAA harmonized metric—Annual average Taxi- Out Time for flight departing from the Core 30 Airports. The Taxi-Out Time is computed as the duration between gate out time and take off (wheels off) time. A system value is obtained by averaging these durations over a period of time. Info Only Info Only User N/A FAA Harmonized Metrics (System Metrics) and NextGen Performance Snapshots (Core Airports) Operations Aircraft Number of Operations Go back to Chapter 2—Intro Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of NAS activity. Description: FAA harmonized metric. This metric is a count of all departure and arrival operations by airport, for all flights where FAA captured a flight plan record. [By fiscal year for FAA Core Airports Only]. Info Only Info Only User N/A FAA Operational Metrics

Performance Metrics Database 127 Weblink of Data Sources Unit of Measurement Guidance Citation https://www.faa.go v/data_research/av iation_data_statisti cs/operational_met rics/ and https://www.faa.go v/nextgen/snapsho ts/airport/ Minutes per Flight “The Taxi-In Time metric is calculated as the average over all flights in the fiscal year (FY) defined within the scope.” The Taxi-In Time for a flight is defined as the time the aircraft pulls into the gate minus the time the aircraft wheels touch the ground. This value is added to all the other flights within scope and divided by the number of flights. The scope is restricted to domestic ASQP flights departing from an ASPM airport and traveling to the selected airport by an ASQP reporting carrier. To be included, a flight needs to arrive within the reportable hours, but may depart the origin outside reportable hours. “This calculation may include time an aircraft spends in a non-movement area (defined in the Aeronautical Information Manual as taxiways and apron (ramp) areas not under the control of air traffic).” “Reporting carriers (operators) may use slightly different starting and/or ending points when gathering performance data.” FAA Operational Metrics— Efficiency, https://www.faa.gov/data_rese arch/aviation_data_statistics/o perational_metrics/, accessed 8/3/2017. NextGen Performance Snapshots Reference Guide, https://www.faa.gov/nextgen/s napshots/guide/, accessed 8/5/2017. https://www.faa.go v/data_research/av iation_data_statisti cs/operational_met rics/ and https://www.faa.go v/nextgen/snapsho ts/airport/ Minutes per Flight “The Taxi-Out Time metric is calculated as the average over all flights in the fiscal year (FY) defined within the scope.” The Taxi-Out Time for a flight is defined as the time the aircraft takes off minus the time the aircraft pushes back from the gate. This value is added to all the other flights within scope and divided by the number of flights. The scope is restricted to domestic ASQP flights departing from the selected airport and traveling to an ASPM airport. To be included, a flight needs to depart within the reportable hours, but may arrive at the destination outside the reportable hours. “This calculation may include time an aircraft spends in a non-movement area (defined in the Aeronautical Information Manual as Taxiways and apron (ramp) areas not under the control of air traffic). Reporting carriers (operators) may use slightly different starting and/or ending points when gathering performance data.” FAA Operational Metrics— Efficiency, https://www.faa.gov/data_rese arch/aviation_data_statistics/o perational_metrics/, accessed 8/3/2017. NextGen Performance Snapshots Reference Guide, ttps://www.faa.gov/nextgen/sn apshots/guide/, accessed 8/5/2017. https://www.faa.go v/data_research/av iation_data_statisti cs/operational_met rics/ Count of Operations "The count of both arrival and departure operations [at the FAA Core Airports] provides a good foundation for assessing the overall level of National Airspace System (NAS) activity." FAA Operational Metrics— Efficiency, https://www.faa.gov/data_rese arch/aviation_data_statistics/o perational_metrics/, accessed 6/23/17.

128 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Operations Aircraft Annual Aircraft Operations Go back to Chapter 3— Benchmarking—Primary Go back to Chapter 3— Airport Geometry— Secondary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure airport aircraft activity. Description: Total annual takeoffs and landings (counted separately) including passenger, cargo, and noncommercial (general aviation and military). User Info Only User Info Only Airport records or FAA’s OPSNET for Towered Airports Operations Aircraft Average Daily Operations Go back to Chapter 2—Intro Go back to Chapter 3—Gate Management—Secondary Purpose of Metric: Measure of airspace capacity. Description: FAA harmonized metric. “Sum of the number of flights the FAA facilities actually land and take-off in a month(s), divided by the number of days in the month(s). These average daily operation rates can be compared to the average daily capacity (ADC). The average daily actual operation rates for Core Airports are often compared to the ADC, or published rates.” This metric is part of the Re-Authorization Bill Section 214 performance metrics requirements. Info Only Info Only User Info Only FAA Operational Metrics

Performance Metrics Database 129 Weblink of Data Sources Unit of Measurement Guidance Citation https://aspm.faa.go v/opsnet/sys/Airpo rt.asp Number of Operations Applicable to all airports. However, for general aviation airports this metric is one of their most important since they do not track enplanements. For towered airports, operations information is available through FAA’s OPSNET at https://aspm.faa.gov/opsnet/sys/Airport.asp. OPSNET records include the following information and data under Airport Operations: IFR itinerant and VFR itinerant operations (arrivals and departures), and local operations at the airport as reported by Air Traffic Control Towers (ATCTs). It does not include overflights. “Other sources for non-towered airports include: (1) asking the airport manager, FBO, or other airport personnel, (2) extrapolating a sample count into an annual estimate, and (3) assigning each based aircraft an assumed number of operations. For general aviation airports, see ACRP publication, Report 129 Evaluating Methods for Counting Aircraft Operations at Non- Towered Airports. Categories of GA aircraft operations are often divided into Based versus Transient, and Local versus Itinerant: Based operations: total operations made by aircraft based at the local airport regardless of purpose. Transient operations: total operations made by aircraft other than those based at the airport. Typically consist of business or pleasure flights originating at other airports, with termination or a stopover at the local airport. Local operations: aircraft movements for training, pilot currency or pleasure flying within the immediate area of the local airport. These typically consist of touch-and-go operations, practice instrument approaches, flights to and within practice areas, and pleasure flights originating and terminating at the local airport. Itinerant operations: arrivals and departures other than local operations that generally originate OR terminate at another airport. Important for self-benchmarking and peer benchmarking, especially for general aviation airports. For general aviation airports, total aircraft operations (along with based aircraft) impacts landing fee revenues, fuel sales, FBO sales, airside personnel required, hangar space, etc.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AO C-1, Annual Aircraft Operations, p. 20. https://www.faa.go v/data_research/av iation_data_statisti cs/operational_met rics/ Number of Operations per Day “A comparison between these average daily operation rates and the ADC allows for an overall assessment of NAS capacity, in terms of actual versus published rates. To allow for proper comparison with the ADC metric, ATO focuses on the hours of the day during which capacity matters the most. These hours capture periods when well over 90% of Core Airports’ operations take place.” “While this metric [comparison of average daily operation rates and the ADC] will help us [FAA] understand the use of capacity at busy airports and during busy times, it can be misleading at less busy airports. For example, a low value may indicate that the airport capacity is not being effectively utilized. Alternatively, the demand may not reach the capacity in the first place.” The FAA reports the average daily operations for the Core Airports—ATL, BOS, BWI, CLT, DCA, DEN, DFW, DTW, EWR, FLL, HNL, IAD, IAH, JFK, LAS, LAX, LGA, MCO, MDW, MEM, MIA, MSP, ORD, PHL, PHX, SAN, SEA, SFO, SLC, TPA. FAA Operational Metrics— Capacity, https://www.faa.gov/data_rese arch/aviation_data_statistics/o perational_metrics/, accessed 08/07/17. “Report on NextGen Performance Metrics Pursuant to FAA Modernization and Reform Act of 2012, H.R. 658, Section 214,” Federal Aviation Administration, 2013, p. 4.

130 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Operations Aircraft Operations—Traffic Counts per FAA ATCT Go back to Chapter 3— Airport Geometry— Secondary User Info Only User Info Only FAA Operations Network (OPSNET) Operations Aircraft Cancellations Go back to Chapter 3— System Issues—Primary Go back to Chapter 3—Gate Management—Secondary Purpose of Metric: Measure the number of canceled operations. Description: Count of operations that were canceled. User User User Info Only BTS On Time Performance data or Aviation System Performance Metrics (ASPM)— ASQP Purpose of Metric: Measure of aircraft activity at FAA-funded airports, including Federal Contract Towers (FCT). Description: Number of arrivals and departures at an airport—includes IFR itinerant, VFR itinerant and local operations at the airport as reported by Air Traffic Control Towers (ATCTs). It does not include overflights. Monthly and annual counts are available.

Performance Metrics Database 131 Weblink of Data Sources Unit of Measurement Guidance Citation https://aspm.faa.go v/opsnet/sys/Airpo rt.asp Count of Operations FAA ATCT Traffic Counts are provided in OPSNET. OPSNET reports operations as IFR and VFR Itinerant Operations and Local Operations. IFR and VFR Itinerant Operations include operations by air carrier, air taxi, general aviation, and military aviation arriving from outside the airport traffic pattern or departing the airport traffic pattern. Air carrier is defined as aircraft with seating capacity of more than 60 seats or a maximum payload capacity of more than 18,000 pounds, carrying passengers or cargo for hire or compensation. Air Taxi is defined as aircraft designed to have a maximum seating capacity of 60 seats or less or a maximum payload capacity of 18,000 pounds or less, carrying passengers or cargo for hire or compensation. General aviation is defined as takeoffs and landings of all civil aircraft, except for air carriers or air taxis. Military is defined as operations by all classes of military takeoffs and landings at FAA and FTC facilities. Note that the definitions of air carrier and air taxi are not the same as those used for air carrier and operator certification in Part 121 Operating Requirement: Domestic, Flag and Supplemental Operations and Part 135 Operating Requirements: Commuter and On Demand Operations and Rules Governing Persons on Board Such Aircraft. Local Operations include “operations by civil and military aviation remaining in the local traffic pattern, simulated instrument approaches at the airport, including the following subcategories, and operations to or from the airport and a practice area within a 20−mile radius of the tower. 1.Civil: All civilian operations, including local flights by air carrier and air taxi aircraft. 2.Military: All classes of military operations.” OPSNET Reports: Definitions of Variables, http://aspmhelp.faa.gov/index. php/OPSNET_Reports:_Definitio ns_of_Variables, accessed 08/07/17. OPSNET: Airport Operations, http://aspmhelp.faa.gov/index. php/Airport_Operations, accessed 09/06/17. Refer to Guidance Count of Operations According to the Bureau of Statistics Glossary, a Canceled Flight is defined as a “flight that was listed in a carrier’s computer reservation system during the seven calendar days prior to scheduled departure but was not operated.” ASQP includes data from carriers with one percent or more of total domestic scheduled service passenger revenues who are required to report data for their flights involving any airport in the 48 contiguous states that account for 1% or more of domestic scheduled service passenger enplanements. The reporting carriers have uniformly elected to report data on their entire domestic system operations. To compute the metric for a year using BTS on- time performance data (includes domestic flights only): Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_ID=1&Mode_Desc=Avia tion&Subject_ID2=0. Step 2: Click on Airline On-Time Performance Data. Step 3: On the next page click on On-Time Performance. Step 4: On the next page scroll down to Cancellations and Diversions section and click on the Analysis link for Cancelled field name. Step 5: On the next page, set the Filter Categories to “Dest,” set the Filter Variables to “Cancelled”, set the Filter Statistics to “Sum” and select the appropriate year for Filter Years. Step 6: Click on Recalculate. Step 7: Once the page updates, the table below will show canceled counts by airports. Download the result to spreadsheet using the “Download results” option above the filter categories. ASQP: Definitions of Variables, http://aspmhelp.faa.gov/index. php/ASQP:_Definitions_of_Vari ables, accessed 08/07/17.

132 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Operations Aircraft Landed Weight Go back to Chapter 3— Benchmarking—Secondary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure of total aircraft landed weight. Description: “The total amounts of [max gross landing] weight of aircraft landings … at the airport for domestic, international and cargo carriers (lbs) … depending on the basis for charging landing fees (i.e., by take-off or landing). Does not include landed weights for GA and Military aircraft.” User User User Info Only FAA Form 5100-127 Operations Cargo Cargo Tons Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Measure of the cargo market. Description: Cargo tons including both domestic and international, and both freight and mail. User User Info Only N/A Computed using BTS— T100 Segment

Performance Metrics Database 133 Weblink of Data Sources Unit of Measurement Guidance Citation https://cats.airport s.faa.gov/Reports/r pt127.cfm Lbs Provides measure of total aircraft landed weight at the airport, which is important for calculating weight-based landing fee budget and fee rate. “Most airports apply the landing fee rate to aircraft based on the maximum certificated landed weight of the aircraft.” “The landing fee rate is typically derived from a formula in the airport use/operating agreement designed to recover the airport’s cost of operating the airfield.” “The formula for calculating the landing fee rate on a cost-recovery basis is common to most airports: airfield costs (collected in the Airfield Cost Center) are divided by landed weight (or takeoff weight, as applicable). However what ‘Airfield Costs’ includes can vary from airport to airport.” A related metric, Average Landed Weight—Change over Prior Period may also be useful. This metric “[p]rovides measure of changing aircraft mix at the airport, which is important to determine facilities requirements as well as to calculate weight- based landing fee budget and landing fee rate. Airports will track not only change in average landed weight (takeoff weight, where applicable), but specific numeric changes in the number of operations by each aircraft type.” This metric is applicable to all commercial service airport and is useful for self- benchmarking and peer benchmarking. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric FN O-67, Landed Weight (000 Lbs) p. 118, Metric PC C-26, Landing Fee Rate, p. 200, API Metric AS K-1, Average Landed Weight— Change over Prior Period, p. 39. Refer to Guidance. Tons “Changes in cargo volume are tracked by virtually all airports with significant cargo activity.” “Carriers must report cargo tons to DOT including belly cargo and freighter cargo. T-100 cargo data contains a breakdown of freight and mail, along with origin, destination, airline, aircraft type, and miles. Segment - based data means actual origin and destination cannot be tracked. Cargo data issues include questions about the completeness of mail volume reporting. Careful for consistency in use of the U.S. Short Ton (2000 lbs.), which is prevalent in the U.S., and the Metric Ton or ‘Tonne’ (1000 kg or 2204.6 lbs.) of the metric system, converting where necessary.” “Some airports point out that cargo volume itself may not be a good indicator of revenue to the airport due to the value of shipments, and that overall cargo economic impact to the region may be of equal or greater importance. Other airports note that they primarily track cargo landing fee revenue, which in the absence of freighter service, is generated solely by integrators such as FedEx and UPS, and does not capture landing fee revenue from belly cargo.” “A volume of cargo/express moves in and out of airport facilities exclusively by truck, never seeing the inside of an aircraft. This is particularly true at airports serving as integrator hubs for cargo carriers. It is useful to measure and track these volumes, as they can affect the amount and type of cargo space required by the carriers and the airport.” “Useful for self -benchmarking and peer benchmarking. Useful to track over different reporting periods to spot trends —e.g., annual, monthly, rolling 12 months.” To calculate this metric using BTS data: Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_ID=1&Mode_Desc=Avia tion&Subject_ID2=0. Step 2: Click on Air Carrier Statistics (Form 41 Traffic)—All Carriers. Step 3: On the next page click on T -100 Segment (All Carriers). Step 4: On the next page under the Summaries section, click on the Analysis link corresponding to the Freight field name. Step 5: On the next page, set the Filter Categories to “Dest,” set the Filter Variables to “Freight ,” set the Filter Statistics to “Sum,” and select the appropriate year for the Filter Years. Step 6: Click o n Recalculate. Step 7: Once the page updates, the table below will show Seat counts by airports. Download the result to spreadsheet using the “Download results” option above the filter categories. Step 8: Change the Filter Variable to “Mail” and click on Recalculate. Step 9: Once the page updates, the table below will show departure counts by airports. Download the result to spreadsheet using the “Download results” option above the filter categories. Step 10: Open the downloaded files and add the Freight and Mail sums for each airport to arrive at the total Cargo Tons for Arrivals at airports. To determine the Cargo for Departing flight at airports, the process is repeated by setting the Filter Categories to “Origin.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AS C-2, Cargo Tons—Change over Prior Period, p. 30.

134 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Operations Cargo Domestic Flights—Number of All Cargo Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of the cargo market. Description: Number of domestic flights—all cargo. User User Info Only Info Only Computed using BTS— T100 Domestic Segment Operations Cargo Domestic Landed Weight— All-Cargo Aircraft Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of the cargo market. Description: Domestic landed weight (maximum landing weight) of all-cargo aircraft. User User Should Know/Un derstand Info Only Computed using BTS— T100 Domestic Segment Operations Cargo International Cargo Flights— Number of Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of the cargo market. Description: Number of international cargo flights. User User Should Know/Un derstand Info Only BTS—T100 International Segment

Performance Metrics Database 135 Weblink of Data Sources Unit of Measurement Guidance Citation Refer to Guidance Number of Flights May be useful to monitor the increase or decrease in number of domestic cargo flights over the prior reporting period(s). “To receive AIP funding, airports must report All-Cargo Flights to the FAA on an annual basis. The airport-filed report lists arrivals by cargo carrier and equipment during each month; however, it does not distinguish between domestic and international flights. Unlike passenger flights, limited schedule information is available for cargo flights.” “Useful for self-benchmarking. Utility of peer benchmarking is limited by data availability.” To calculate this metric from BTS data: Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_ID=1&Mode_Desc=Avia tion&Subject_ID2=0. Step 2: Click on Air Carrier Statistics (Form 41 Traffic)—All Carriers. Step 3: On the next page click on download link for T-100 Domestic Segment (All Carriers). Step 4: On the next page set Filter Geography to “All.” Select Filter Year and set Filter Period to “All Month.” Check Select all fields and click on the Download button. Step 5: Unzip the downloaded file and open in Excel. Step 6: For the required origin (ORIGIN field) or destination (DEST field) sum DEPARTURE_PERFORMED field for which AIRCRAFT_CONFIG field value is “2.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AS O-15, Domestic Flights— Number of All Cargo, p. 40, API Metric AS K-3, Domestic Cargo Flights—Change over Prior Period, p. 36. Refer to Guidance 1000 Pounds May be useful to monitor the change in total domestic cargo tons enplaned and deplaned over the prior period. “Domestic cargo includes both freight and mail. T-100 cargo data contains a breakdown of freight and mail, along with origin, destination, airline, aircraft type, and miles. Segment based data means actual origin and destination cannot be tracked. Domestic cargo data from the T-100 is available on a monthly basis approximately 3 months after the end of the month. Careful for consistency in use of the U.S. Short Ton (2000 lbs or .906 of the Metric Ton), which is prevalent in the U.S., and the Metric Ton or ‘Tonne’ (1000 kg or 2204.6 lbs) of the metric system, converting where necessary. May be useful to track O&D cargo tonnage and transit tonnage separately. A volume of cargo/express moves in and out of airport facilities exclusively by truck, never seeing the inside of an aircraft. This is particularly true at airports serving as integrator hubs for cargo carriers. It is useful to measure and track these volumes, as they can affect the amount and type of cargo space required by the carriers and the airport. Useful for self-benchmarking and peer benchmarking.” To calculate this metric based on BTS data Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_ID=1&Mode_Desc=Avia tion&Subject_ID2=0. Step 2: Click on Air Carrier Statistics (Form 41 Traffic)—All Carriers. Step 3: On the next page click on download link for T-100 Domestic Segment (All Carriers). Step 4: On the next page set Filter Geography to “All.” Select Filter Year and set Filter Period to “All Month.” Check Select all fields and click on the Download button. Step 5: Unzip the downloaded file and open in Excel. Step 6: For the required origin (ORIGIN field) or destination (DEST field) sum FREIGHT and MAIL fields for which AIRCRAFT_CONFIG field value is “2.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric CA K-3, Domestic Cargo Tons— Change over Prior Period, p. 54. Refer to Guidance Number of Flights To calculate this metric based on BTS data: Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_ID=1&Mode_Desc=Avia tion&Subject_ID2=0. Step 2: Click on Air Carrier Statistics (Form 41 Traffic)—All Carriers. Step 3: On the next page click on download link for T-100 International Segment (All Carriers). Step 4: On the next page set Filter Geography to “All.” Select Filter Year and set Filter Period to “All Month.” Check Select all fields and click on the Download button. Step 5: Unzip the downloaded file and open in Excel. Step 6: For the required origin (ORIGIN field) or destination (DEST field) sum DEPARTURE_PERFORMED field for which AIRCRAFT_CONFIG field value is “2.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric CA O-24, International Cargo Flights, p. 57.

136 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Operations Cargo International Landed Weight—All-Cargo Aircraft Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of the cargo market. Description: International landed weight (maximum landing weight) of all-cargo aircraft. User User Should Know/Un derstand Info Only BTS—T100 International Segment Operations Passenger Domestic Passenger Flights—Number of Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of passenger traffic. Description: Number of domestic flights—passenger. User User Info Only Info Only “Airport records, individual airline schedules and reports, and industry flight information from vendors including OAG.” Also, BTS data.

Performance Metrics Database 137 Weblink of Data Sources Unit of Measurement Guidance Citation Refer to Guidance Tons May be useful to track the change in total international cargo tons enplaned and deplaned over the prior period. International cargo includes both freight and mail. “T-100 cargo data contains a breakdown of freight and mail, along with origin, destination, airline, aircraft type, and miles. Segment based data means actual origin and destination cannot be tracked. International cargo data from the T-100 is available on a monthly basis approximately 6 months after the end of the month. Careful for consistency in use of the U.S. Short Ton (2000 lbs or .906 of the Metric Ton), which is prevalent in the U.S., and the Metric Ton or ‘Tonne’ (1000 kg or 2204.6 lbs) of the metric system, converting where necessary. May be useful to track O&D cargo tonnage and transit tonnage separately using airport records. Useful for self-benchmarking and peer benchmarking. A volume of cargo/express moves in and out of airport facilities exclusively by truck, never seeing the inside of an aircraft. This is particularly true at airports serving as integrator hubs for cargo carriers. It is useful to measure and track these volumes, as they can affect the amount and type of cargo space required by the carriers and the airport.” To calculate this metric based on BTS data: Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_ID=1&Mode_Desc=Avia tion&Subject_ID2=0. Step 2: Click on Air Carrier Statistics (Form 41 Traffic)—All Carriers. Step 3: On the next page click on download link for T-100 International Segment (All Carriers.) Step 4: On the next page set Filter Geography to “All.” Select Filter Year and set Filter Period to “All Month.” Check Select all fields and click on the Download button. Step 5: Unzip the downloaded file and open in Excel. Step 6: For the required origin (ORIGIN field) or destination (DEST field) sum FREIGHT and MAIL fields for which AIRCRAFT_CONFIG field value is “2.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric CA K-5, International Cargo Tons— Change over Prior Period, p. 56. Refer to Guidance Number of Flights Applicable to airports with commercial service and charter flights. “Airports closely track the number of flights overall and in individual markets because: (1) more flights generally mean more passengers, and (2) having a greater number of flights in individual markets creates more options for passengers and makes air service more attractive, particularly to business travelers. The number of daily flights required to establish a useful air service pattern varies depending on the type of market served, with short-haul business markets often considered to require a minimum of three flights per day, while longhaul international flights are often considered to require only a single daily or even less (e.g., four or five flights per week). Tracking charter flights is more difficult because published schedule information is often not available. Substitution of smaller aircraft in a market (even with more frequency) may mask a decline in available seats. Very important for self-benchmarking, also important for peer benchmarking with airports seen as competitive.” To obtain this metric from BTS data: Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_ID=1&Mode_Desc=Avia tion&Subject_ID2=0. Step 2: Click on Air Carrier Statistics (Form 41 Traffic)—All Carriers. Step 3: On the next page click on download link for T-100 Domestic Segment (All Carriers). Step 4: On the next page set Filter Geography to “All.” Select Filter Year and set Filter Period to “All Month.” Check Select all fields and click on the Download button. Step 5: Unzip the downloaded file and open in Excel. Step 6: For the required origin (ORIGIN field) or destination (DEST field) sum DEPARTURE_PERFORMED field for which AIRCRAFT_CONFIG field value is “1.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AS C-5, Passenger Flights—Change in Number of Domestic & International, p. 33, Metric AS O-16 Domestic Flights—Number of Passenger, p. 40.

138 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Operations Passenger International Passenger Flights—Number of Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of passenger traffic. Description: Number of international flights— passenger. User User Info Only Info Only “Airport records, individual airline schedules and reports, and industry flight information from vendors including OAG.” Also, BTS data. Operations Passenger International Arriving Passengers Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of passenger traffic. Description: Number of international arriving passengers. User User Info Only Info Only Airport records, BTS data Operations Passenger International Passengers to Total Passengers (%) Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Measure of passenger traffic. Description: International passengers as percentage of total international and domestic enplanements. User User Info Only Info Only Airport records, BTS data

Performance Metrics Database 139 Weblink of Data Sources Unit of Measurement Guidance Citation Refer to Guidance Number of Flights Applicable to airports with commercial service and charter flights. “Airports closely track the number of flights overall and in individual markets because: (1) more flights generally mean more passengers, and (2) having a greater number of flights in individual markets creates more options for passengers and makes air service more attractive, particularly to business travelers. The number of daily flights required to establish a useful air service pattern varies depending on the type of market served, with short-haul business markets often considered to require a minimum of three flights per day, while longhaul international flights are often considered to require only a single daily or even less (e.g., four or five flights per week). Tracking charter flights is more difficult because published schedule information is often not available. Substitution of smaller aircraft in a market (even with more frequency) may mask a decline in available seats. Very important for self-benchmarking, also important for peer benchmarking with airports seen as competitive.” To obtain this metric using BTS data: Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_ID=1&Mode_Desc=Avia tion&Subject_ID2=0. Step 2: Click on Air Carrier Statistics (Form 41 Traffic)—All Carriers. Step 3: On the next page click on download link for T-100 International Segment (All Carriers). Step 4: On the next page set Filter Geography to “All.” Select Filter Year and set Filter Period to “All Month.” Check Select all fields and click on the Download button. Step 5: Unzip the downloaded file and open in Excel. Step 6: For the required origin (ORIGIN field) or destination (DEST) sum DEPARTURE_PERFORMED field for which AIRCRAFT_CONFIG field value is “1.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AS C-5, Passenger Flights—Change in Number of Domestic & International, p. 33, API Metric AS O-24 International Flights— Number of Passenger, p. 40. Refer to Guidance Number of Passengers To obtain this metric using BTS data: Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_ID=1&Mode_Desc=Avia tion&Subject_ID2=0. Step 2: Click on Air Carrier Statistics (Form 41 Traffic—All Carriers. Step 3: On the next page click on download link for T-100 International Segment (All Carriers). Step 4: On the next page set Filter Geography to “All.” Select Filter Year and set Filter Period to “All Month.” Check Select all fields and click on the Download button. Step 5: Unzip the downloaded file and open in Excel. Step 6: For the required destination (DEST field) sum PASSENGERS field to get total International Arriving Passengers. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AS O-21, International Arriving Passengers, p. 40. Refer to Guidance Percentage To calculate this metric using BTS data: Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_ID=1&Mode_Desc=Avia tion&Subject_ID2=0. Step 2: Click on Air Carrier Statistics (Form 41 Traffic)—All Carriers. Step 3: On the next page click on download link for T-100 International Segment (All Carriers). Step 4: On the next page set Filter Geography to “All.” Select Filter Year and set Filter Period to “All Month.” Check Select all fields and click on the Download button. Step 5: Unzip the downloaded file and open in Excel. Step 6: For the required destination (DEST field) sum PASSENGERS field to get total International Arriving Passengers. Step 7: Repeat Steps 1 through 6 for T-100 Segment (All Carriers) data to get Total Passenger count. Step 8: Divide Total International Passengers by Total Passengers. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AS O-27, International Passengers to Total Passengers (%), p. 40.

140 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Operations Passenger Enplaned Passengers— Annual Go back to Chapter 3— Benchmarking—Primary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Track the number of enplaned passengers because the majority of airport revenues are generated directly or indirectly from enplaned passengers. Description: Enplaned passengers are passengers boarding a plane at a particular airport. This includes origin and destination passengers and connecting passengers. User User Info Only User FAA Form 5100-127 Operations Passenger Origination and Destination (O&D) Passengers—Annual Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Differentiate portion of enplanements from the total count that includes connecting passengers. Description: Annual number of passengers that either begin or end their trip at the subject airport (as contrasted with total enplanements which includes connecting passengers). A passenger is counted as “origination” at the airport where they begin their air travel on the itinerary and “destination” at the airport where they finish their travel for that itinerary. User User Info Only User BTS data Operations Passenger Connecting Passengers— Annual Go back to Chapter 3— Benchmarking—Primary Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Differentiate portion of enplanements from the total count that includes origin and destination passengers. Description: Connecting passengers—these are passengers boarding at an intermediate point on their itinerary (i.e. a point that is not the start or end of their trip). User User Info Only Info Only Calculate Operations Passenger Air Carrier Concentration Go back to Chapter 3— Benchmarking—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of market concentration. Description: Percentage of enplanements by each air carrier. User User User Info Only BTS—T100 Segment

Performance Metrics Database 141 Weblink of Data Sources Unit of Measurement Guidance Citation https://cats.airport s.faa.gov/Reports/r eports.cfm Number of Passengers “At commercial service airports, the number of enplanements largely drives production of airport revenue (e.g., aeronautical charges, concessions, PFCs, grant funding) and the facilities and services required. Therefore, airports closely monitor the number and trend of enplanements and take steps to attract additional air service.” When used for peer benchmarking, the number of enplanements measures the trend and vitality of the airport’s passenger market. “Useful to track over different reporting periods to spot trends—e.g., annual, monthly, rolling 12 months.” Note that the FAA uses a different metric, “Revenue Enplanements,” to determine the amount of Airport Improvement Program passenger entitlement funds for primary airports. Each year, the FAA asks on-demand air carriers to report the number of revenue passengers they transported in the previous calendar year. The FAA uses this data to help allocate Airport Improvement Program funds to eligible airports. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AS C-3, Enplanements—Change over Prior Period, p. 31. SME input. Refer to Guidance Number of Passengers This metric is applicable primarily to airports with a significant number of connecting passengers. “For other airports, the number of O&D passengers will be approximately the same as the number of total passengers.” Used for sizing pre-security terminal and ground access facilities. Also used in air service development to indicate strength of demand for service to the market, which is important at connecting hubs. O&D traffic is the traffic that is expected to continue to use the airport, even if an airline shifted their connecting activities over a different hub. To calculate this metric using BTS data: Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_ID=1&Mode_Desc=Avia tion&Subject_ID2=0. Step 2: Click on Air Carrier Statistics (Form 41 Traffic)—All Carriers. Step 3: On the next page click on download link for T-100 Segment (All Carriers). Step 4: On the next page set Filter Geography to “All.” Select Filter Year and set Filter Period to “All Month.” Check Select all fields and click on the Download button. Step 5: Unzip the downloaded file and open in Excel. Step 6: Select the required airport under Origin (ORIGIN field) and the required airport under destination (DEST field), and sum PASSENGERS field to get total O&D passenger counts. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric FN O-82 O&D Passengers, p. 118. Airports Council International (ACI) World Economics Standing Committee, Guide to Airport Performance Measures, Prepared by Robert Hazel of Oliver Wyman, Inc., Reston, VA, February 2012, Metric, Origination and Destination Passengers (total annual)— Core 2, p. 12. SME input. N/A Number of Passengers Connecting passengers is equal to total passengers minus O&D passengers. SME input. N/A Percent This metric is used to determine if an airport is required to provide a Competition Plan. Medium or large hub airports with one or two air carriers controlling more than 50% of the passenger boardings fall under the Competition Plan Requirements in 49 USC § 47106(f). “49 USC § 47106(f) prohibits the FAA from issuing an AIP grant to a covered airport unless the airport has submitted a written Competition Plan.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AS O-1 Air Carrier Concentration, p. 40. FAA Order 5100.38D, Airport Improvement Program Handbook, Appendix X. Competition Plans, September 30, 2014, p. X-1.

142 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Operations Passenger Herfindahl-Hirschman Index (HHI) Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of market concentration. Description: The Herfindahl- Hirschman Index (HHI) is a commonly used measure of the extent of market concentration for individual airport air service studies. “The HHI is calculated by squaring the market share of each firm competing in the market and then summing the resulting numbers. For example, for a market consisting of four firms with shares of 30, 30, 20, and 20 percent, the HHI is 2,600 (302 + 302 + 202 + 202 = 2,600).” User Info Only Info Only Info Only Analysis Operations Other Operations Average Daily Operations— Military Go back to Chapter 3—Gate Management—Secondary Purpose of Metric: Measure of military activity and characterization of airport. Description: Average daily operations for military flights. User Info Only Info Only Info Only FAA Operations Network (OPSNET) Operations Other Operations Charter Flights—Number of Annual Go back to Chapter 3—Gate Management—Secondary Purpose of Metric: Measure of charter activity and characterization of airport. Description: Number of annual charter flights. User Info Only Info Only Info Only Airport/Airline Records Operations Passenger Destinations -Nonstop— Annual Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Measure of economic benefits. Description: “Number of airports with nonstop service, including destinations with only seasonal service, measured over the course of a year.” User User User Info Only Airports/ Airlines Records/BTS Air Carrier Statistics

Performance Metrics Database 143 Weblink of Data Sources Unit of Measurement Guidance Citation N/A Number The HHI may be calculated using the air carrier concentration for each airline. “The HHI takes into account the relative size distribution of the firms in a market. It approaches zero when a market is occupied by a large number of firms of relatively equal size and reaches its maximum of 10,000 points when a market is controlled by a single firm. The HHI increases both as the number of firms in the market decreases and as the disparity in size between those firms increases.” Relevant for Airport Competition Plan requirements and review. SME input. U.S. Department of Justice, Antitrust Division, https://www.justice.gov/atr/her findahl-hirschman-index, accessed 08/09/17. https://aspm.faa.go v/opsnet/sys/main. asp Average Count of Operations This data can be queried from the OPSNET website (https://aspm.faa.gov/opsnet/sys/main.asp). The average daily operations is then calculated by taking the total number of operations from the queried divided by the number of days queried. Military flights are included in ATC counts, but from the airport’s perspective they may present different challenges. Do they use gates? Servicing them (passenger disembarking; transportation to the terminal; fueling) presents different challenges to the airport. SME input. N/A Count of Operations Charter flights are included in ATC counts, but from the airport’s perspective they may present different challenges. Servicing them (passenger disembarking; transportation to the terminal: fueling) presents different challenges to the airport. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AS O-13, Charter Flights—Number of, p. 40. SME input. Refer to Guidance Count of Destinations Applicable to all commercial service airports. “Airports closely monitor the number of nonstop destinations and typically track the number of domestic and international destinations separately. Having a greater number of nonstop destinations, especially those involving long-haul international flights, generates regional economic benefits.” To obtain this metric using BTS data: Step 1: Go to https://www.transtats.bts.gov/databases.asp?Mode_ID=1&Mode_Desc=Avia tion&Subject_ID2=0. Step 2: Click on Air Carrier Statistics (Form 41 Traffic)—All Carriers. Step 3: On the next page click on download link for T-100 Segment (All Carriers). Step 4: On the next page set Filter Geography to “All.” Select Filter Year and set Filter Period to “All Month.” Check Select all fields and click on the Download button. Step 5: Unzip the downloaded file and open in Excel. Step 6: Select the required airport under Origin (ORIGIN field). Step 7: Copy all records in the destination (DEST field) to another sheet. Step 8: Under Data option in Excel, select Remove Duplicates to get list of Nonstop destinations. Airports Council International (ACI) World Economics Standing Committee, Guide to Airport Performance Measures, Prepared by Robert Hazel of Oliver Wyman, Inc., Reston, VA, February 2012, Metric, Destinations —Nonstop—Core 5, pp. 14, 15.

144 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Safety Airfield Annual Part 139 Inspection Results Go back to Chapter 3— Safety Issues—Primary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure of airport safety. Description: “Number of deficiencies identified in airport’s annual Part 139 inspection by FAA.” User Info Only User N/A Airport Records— Part 139 Inspection Report Safety Wildlife Wildlife/Bird Strikes Go back to Chapter 3— Safety Issues—Primary Purpose of Metric: Count of wildlife/bird strikes. Description: Number of reported bird/wildlife strikes at the airport. User User User N/A Airport Records and the FAA Wildlife Hazard Database Safety Incursion Runway Incursions Vehicle /Pedestrian Go back to Chapter 3— Safety Issues—Primary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure of airport safety. Description: Annual number of runway incursions classified as vehicle or pedestrian deviation (VPD). User User User N/A FAA, FAA Runway Safety Office— Runway Incursion Database

Performance Metrics Database 145 Weblink of Data Sources Unit of Measurement Guidance Citation N/A Count “Airports strive for continuous compliance with Part 139 and to achieve a zero discrepancy rating. This metric tracks the number of deficiencies identified in the annual inspection, and provides guidance to the airport on areas that need focus.” Inspections occur annually, but may also include surprise inspections “useful for self-benchmarking and for peer benchmarking.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric SR K-3, Annual Part 139 Inspection Results, p. 218. SME Input. https://wildlife.faa. gov/ Count The FAA Wildlife Strike Database contains records of reported wildlife strikes since 1990. Strike reporting is voluntary. Therefore, this database only represents information received from airlines, airports, pilots, and other sources. “The database contains key information for each wildlife strike, including the date, airport, airline, aircraft, and species involved. This API [Airport Performance Indicator] may be used for self-benchmarking, as well as peer benchmarking with other airports having similar wildlife populations. Although probably too complex for peer benchmarking, individual airports may find it useful to measure and track the direction and distance of bird strikes from the airport.” For Part 139 Certificated Airports, wildlife strikes may trigger a requirement to prepare a wildlife hazard assessment. “(b) In a manner authorized by the Administrator, each certificate holder must ensure that a wildlife hazard assessment is conducted when any of the following events occurs on or near the airport: (1) An air carrier aircraft experiences multiple wildlife strikes; (2) An air carrier aircraft experiences substantial damage from striking wildlife. As used in this paragraph, substantial damage means damage or structural failure incurred by an aircraft that adversely affects the structural strength, performance, or flight characteristics of the aircraft and that would normally require major repair or replacement of the affected component; (3) An air carrier aircraft experiences an engine ingestion of wildlife; or (4) Wildlife of a size, or in numbers, capable of causing an event described in paragraphs (b)(1), (b)(2), or (b)(3) of this section is observed to have access to any airport flight pattern or aircraft movement area.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric AO K-6, Wildlife/Bird Strikes, p. 26. SME Input. https://www.asias.f aa.gov/apex/f?p=10 0:28:::NO:28:: Number Runway incursions are classified by cause: “a. Operational Incident. A surface event attributed to ATCT action or inaction. b. Pilot Deviation (PD). A surface event caused by a pilot or other person operating an aircraft under its own power (see FAA Order 8020.11, Aircraft Accident and Incident Notification, Investigation and Reporting, for the official definition). c. Vehicle or Pedestrian Deviation (VPD). A surface event caused by a vehicle driver or pedestrian (see FAA Order 8020.11, Aircraft Accident and Incident Notification, Investigation and Reporting, for the official definition). d. Other. Surface events which cannot clearly be attributed to a mistake or incorrect action by an air traffic controller, pilot, driver, or pedestrian will be classified as ‘other.’ These events would include incursions caused by equipment failure or other factors.” VPD incursions may be of particular interest to airports because they may involve airport-operated vehicles. FAA, Order 7050.1B, Runway Safety Program, 11/07/13, p. A-1. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric SR C-28, Runway Incursions, p. 215.

146 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Safety Incursion Runway Incursions Go back to Chapter 3— Safety Issues—Secondary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure of airport safety. Description: Annual number of occurrences at an aerodrome involving the incorrect presence of an aircraft, vehicle, or person on the protected area of a surface designated for the landing and takeoff of aircraft. User User User N/A FAA, FAA Runway Safety Office— Runway Incursion Database Safety Incursion Runway Incursions Rate (A&B) Go back to Chapter 2—Intro Go back to Chapter 3— Safety Issues— Secondary Purpose of Metric: Measure of airport safety. Description: FAA harmonized operational metric. Annual (fiscal year) number of Category A & B (most serious) runway incursions per million operations. Includes all airports with an air traffic control tower. User User User Info Only FAA Operational Metrics Safety Airfield Surface Incidents Go back to Chapter 3— Safety Issues—Primary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure of safety. Description: Number of annual surface accidents and incidents. User User User N/A Airport/Air Traffic Control records Safety Airfield Runway Excursions Go back to Chapter 3— System Issues—Primary Go back to Chapter 3— Safety Issues—Primary Purpose of Metric: Measure of safety. Description: Number of annual veer-offs or overruns off the runway surface. User User User N/A Airport Records Safety Airfield Hot Spots—Number Go back to Chapter 3— System Issues—Primary Go back to Chapter 3— Safety Issues—Primary Go back to Chapter 3— Airport Geometry—Primary Purpose of Metric: Measure of airport safety. Description: Number of locations on an airport movement area with a history of potential risk of collision or runway incursion, and where heightened attention by pilots and drivers is necessary. User User User N/A FAA

Performance Metrics Database 147 Weblink of Data Sources Unit of Measurement Guidance Citation https://www.asias.f aa.gov/apex/f?p=10 0:28:::NO:28:: Number Runway Incursions classified by severity of the event. The Severity Classifications are: “a. Accident. An incursion that results in a collision. For the purposes of tracking incursion performance, an accident will be treated as a Category A runway incursion. b. Category A. A serious incident in which a collision was narrowly avoided. c. Category B. An incident in which separation decreases and there is a significant potential for collision, which may result in a time critical corrective/evasive response to avoid a collision. d. Category C. An incident characterized by ample time and/or distance to avoid a collision. e. Category D. An incident that meets the definition of a runway incursion, such as incorrect presence of a single vehicle/person/aircraft on the protected area of a surface designated for the landing and take-off of aircraft, but with no immediate safety consequences. f. Category E. An incident in which insufficient or conflicting evidence of the event precludes assigning another category.” “Runway incursions occur for multiple reasons, and the airport must focus on those within its control. Certain incursions are within airport control, e.g., when caused by an airport- operated vehicle. In other situations control may be less evident or only partial, but still significant, e.g., where faulty signage contributes to an incursion.” FAA, Order 7050.1B, Runway Safety Program, 11/07/13, p. B- 1. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric SR C-28, Runway Incursions, p. 215. https://www.faa.go v/data_research/av iation_data_statisti cs/operational_met rics/ Incursions per Million Operations “Runway Incursions involve the incorrect presence of an aircraft, vehicle or person on the airport surface designated for takeoffs and landings. Category A and B runway incursions have significant potential for a collision or require extreme action to avoid a collision. This metric is part of the Re-Authorization Bill Section 214 performance metrics requirements.” FAA, Operational Metrics, https://www.faa.gov/data_rese arch/aviation_data_statistics/o perational_metrics/, accessed 08/31/17. N/A Number The FAA defines a Surface Incident as an “Unauthorized or unapproved movement within the designated movement area (excluding runway incursions) or an occurrence in that same area associated with the operation of an aircraft that affects or could affect the safety of flight. ” FAA, Order 7050.1B, Runway Safety Program, 11/07/13, p. 3. N/A Number “The Civil Air Navigation Services Organization (CANSO) defines a runway excursion as ‘An event in which an aircraft veers off or overruns the runway surface during either take-off or landing.’ Runway excursions lead to more runway accidents than all the other causes combined.” Factors that can contribute to runway excursions include runway contamination, adverse weather conditions, mechanical failure, pilot error and unstable approaches. Of these factors, airports have the most influence on runway contamination because they are responsible for snow and ice removal. The FAA is developing a system to collect and classify runway excursions. FAA, Runway Excursions Support Tool, https://runwayexcursions.faa.g ov/content.html?id=c, accessed 09/04/17. FAA, National Runway Safety Plan, 2015—2017, p. 13. https://www.faa.go v/airports/runway_ safety/hotspots/hot spots_list/ Number “By identifying hot spots, it is easier for users of an airport to plan the safest possible path of movement in and around that airport. Planning is a crucial safety activity for airport users—both pilots and air traffic controllers alike. By making sure that aircraft surface movements are planned and properly coordinated with air traffic control, pilots add another layer of safety to their flight preparations. Proper planning helps avoid confusion by eliminating last- minute questions and building familiarity with known problem areas.” FAA, Runway Safety, Hot Spots List, https://www.faa.gov/airports/r unway_safety/hotspots/hotspot s_list/, accessed 08/31/2017. Advisory Committee Input.

148 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Safety Airfield Runway Incursion Mitigation (RIM) Locations—Number Go back to Chapter 3— System Issues—Primary Go back to Chapter 3— Safety Issues—Primary Go back to Chapter 3— Airport Geometry—Primary Purpose of Metric: Measure of airport safety. Description: Number of locations on an airport identified as Runway Incursion Mitigation (RIM) Locations. User Should Know/ Under- stand User N/A FAA Safety Emergency Emergency Responses— Annual Go back to Chapter 3— System Issues—Primary Go back to Chapter 3— Safety Issues—Primary Purpose of Metric: Measure of airport safety. Description: Annual number of emergency responses. User Info Only User Info Only Airport Records Safety Incursion Vehicle Runway Crossings Per Day Go back to Chapter 3— System Issues—Primary Go back to Chapter 3— Safety Issues—Primary Purpose of Metric: Measure of risk for runway incursions. Description: Number of vehicle runway crossings per day. User Info Only User N/A Airport Records Security Airfield Air Operations Area (AOA) Violations Go back to Chapter 3— System Issues—Primary Go back to Chapter 3— Safety Issues—Secondary Purpose of Metric: Measure of airport security. Description: Annual number of security rules violations that apply to the Air Operations Area (AOA). AOA refers to a portion of an airport, specified in the airport security program, in which security measures specified in Title 49 of the Code of Federal Regulations are carried out. This area includes aircraft movement areas, aircraft parking areas, loading ramps, and safety areas for use by aircraft and any adjacent areas (such as general aviation areas) that are not separated by adequate security systems, measures, or procedures. User Info Only User Info Only Airport Data Security Terminal Number of Security Lanes Staffed at Peak Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of security screening availability. Description: Number of staffed public security lanes during peak period. User Info Only Info Only User TSA

Performance Metrics Database 149 Weblink of Data Sources Unit of Measurement Guidance Citation https://www.faa.go v/airports/special_ programs/rim/medi a/RIM-Inventory- 2017-9-29.pdf Number “Airfield geometry has been identified as a primary contributing factor for runway incursions. After analyzing more than six years of national runway incursion data between 2007 and 2013, we [the FAA] developed a preliminary inventory of locations (initial version released in July 2015) at airports where risk factors might contribute to a runway incursion.” FAA, Runway Incursion Mitigation (RIM) Program Airports, https://www.faa.gov/airports/s pecial_programs/rim/, accessed, 10/16/2017. N/A Number Emergency responses may be broken down by type—hazmat, medical emergencies, fires, and aircraft incidents. Advisory committee input. N/A Number Each vehicle runway crossing is an opportunity for an incursion and/or an incident/accident with an aircraft. Vehicle runway crossings also increase workload for ATC ground control. FAA and airports coordinate to minimize vehicle runway crossings. Changes in infrastructure (e.g., perimeter road) and/or procedures to access facilities may be necessary. SME input. N/A Count Minimizing AOA violations requires constant vigilance by airport management and tenants. Useful for self-benchmarking or peer benchmarking ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric PS K-1, Air Operations Area (AOA) Violations, p. 190. N/A Count SME Input.

150 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Security Terminal Total Number of Security Lanes Available Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of security screening availability. Description: Number of public security lanes. User Info Only Info Only User TSA Security Terminal Federal Inspection Service (FIS) Lanes Staffed at Peak Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of FIS availability. Description: Number of staffed FIS lanes during peak period. User Info Only Info Only Info Only U.S. Customs and Border Protection Security Terminal Federal Inspection Service (FIS) Service Volumes /Throughput Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of FIS capacity. Description: Average and peak number of people per hour passing through FIS. User Info Only Info Only Info Only U.S. Customs and Border Protection Security Terminal Total Federal Inspection Service (FIS) Lanes Available Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure of FIS availability. Description: Number of FIS lanes. User Info Only Info Only Info Only U.S. Customs and Border Protection Security Terminal Security Breaches that Force Rescreening—Annual Go back to Chapter 3— System Issues—Primary Purpose of Metric: Measure of airport security. Description: Annual number of security breaches that force rescreening. User Info Only Info Only User Security/ Facility Records Security Terminal Wait Times at Security Checkpoints Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Measure of security efficiency. Description: Wait times at security checkpoints— measured at average and at peak times. Info Only Info Only Info Only User TSA Terminal Facilities Remote Parking Aircraft Remote Parking— Remain Overnight Positions Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of ability to accommodate aircraft parking remote from gates. Description: Number of remain overnight positions— will vary depending on the size of aircraft. User User Info Only Info Only Airport Data Terminal Facilities Terminal Escalators, Moving Walkways, Baggage Claim Equipment and Elevators— Percentage of Time in Service Go back to Chapter 3— Benchmarking—Secondary Purpose of Metric: Measure reliability of terminal transit. Description: Percentage of time that escalators, moving walkways, baggage claim equipment, and elevators are in service. User Info Only Info Only Info Only Airport Maintenance Records

Performance Metrics Database 151 Weblink of Data Sources Unit of Measurement Guidance Citation N/A Count SME Input. N/A Count SME Input. N/A People per Hour SME Input. N/A Count SME Input. N/A Count Security breaches could include failure to display badge, piggybacking, and failure to challenge. Understanding of reason behind breach or violation could increase metric usefulness and information. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric PS O-32, Security Breaches and Violations, p. 198. SME Input. https://apps.tsa.dh s.gov/mytsa/wait_ti mes_home.aspx Time Availability of real-time data may help identify and correct problems. Comparative information may highlight need for additional staffing. The TSA public “Wait Time” web site is active. In addition, airports have access to TSA wait time data at their own airport. Airports also frequently conduct their own studies of wait times. Although wait times at security checkpoints are a function of TSA staffing levels, passengers tend to hold airports responsible, including wait times, in their evaluation of airports. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric SQ K-10, Wait Times at Security Checkpoints, p. 240. N/A Count SME input. N/A Percent Escalators, moving sidewalks, baggage claim equipment, and elevators are highly visible and heavily-used facilities. “High out-of-service time reflects poorly on the airport maintenance and its customer care program. Should measure each type of facility separately. Useful for self-benchmarking and for peer benchmarking.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric MN K-3, Escalators, Moving Walkways, and Elevators— Percent of Time in Service, p. 164. SME input.

152 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Terminal Facilities Operations Enplanements per Gate Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of gate usage. Description: Annual enplanements divided by number of gates. User User Info Only Info Only Airport Records Terminal Facilities Operations Contact Gate Usage—Turns per Day Go back to Chapter 3— Benchmarking—Primary Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of contact gate usage. Description: For an individual contact gate, the number of aircraft served on the contact gate on a given day. An empty aircraft towed onto the gate prior to a departure or towed off after arrival is typically considered as a 1/2 turn. User User Info Only Shoul d Know /Und er- stand Proprietary Airline Data Terminal Facilities Terminal Contact Gates—Number of Go back to Chapter 3—Gate Management—Primary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure of contact gate availability. Description: Number of contact gates (those gates directly adjacent to terminal/concourse building and accessible from the building) usable by aircraft of any size. User User User Shoul d Know /Und er- stand Airport data Terminal Facilities Operations Contact Gate Utilization Go back to Chapter 3— System Issues—Primary Go back to Chapter 3—Gate Management—Primary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure of contact gate usage. Description: Number of departures per contact gate. User User User Info Only Airport Data Terminal Facilities Terminal Number of Jet Bridges on Airport Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of jet bridge availability. Description: Number of jet bridges on the airport. User User Info Only Info Only Airport Data

Performance Metrics Database 153 Weblink of Data Sources Unit of Measurement Guidance Citation N/A Number per Gate “Provides a measure of the intensity of gate usage and, at a more detailed level, is also used as a service level indicator. As the number of enplanements per gate increases, airports must consider whether to add more gates or to restrict carriers from adding service except during non-peak or unused time slots. Further analysis of gate utilization during the schedule peak is also required. As with other gate-based measures, gate utilization requires an understanding of gate capacity by aircraft type. The arrangement under which carriers use gates varies from airport to airport, often even gate to gate within a particular airport. Some gates are leased by the carrier for its exclusive use or preferential use; others are designated common-use. Accommodation and recapture provisions are often employed by airports. This indicator is useful for self-benchmarking and peer benchmarking. Gate utilization by low-cost carriers is often higher than that of legacy network carriers.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric TO K-1, Enplanements per Gate, p. 246. N/A Number of Turns per Day Used in gate planning analysis and often in airfield and terminal simulations. Data may be available from airports with gate management. Could calculate turns per day for individual carriers by using OAG data and their total number of leased gates. SME input. N/A Count May be useful to identify the number of common use, preferential use, and exclusive use gates. When a Competition Plan is required, the plan must identify the number of gates available at the airport by lease arrangement, i.e., exclusive, preferential, or common-use, and current allocation of gates. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric TO O-6 Gates—Number of, p. 249. FAA Order 5100.38D, Airport Improvement Program Handbook, Appendix X. Competition Plans, September 30, 2014, p. X-3. N/A Count Often measured as the average number of flight departures per gate per day, typically separate for weekdays and the weekend. “As the number of departures per gate increases, airports must consider whether to add more gates or to restrict carriers from adding service except during non-peak or unused time slots. Further analysis of gate utilization during the schedule peak is also required. As with other gate-based measures, gate utilization requires an understanding of gate capacity by aircraft type. This indicator is useful for self-benchmarking and peer benchmarking. Gate utilization by low- cost carriers is often higher than by legacy network carriers.” Per FAA policy, a Competition Plan must provide gate utilization to meet the requirements in 49 USC § 47106(f). For Competition Plans, gate utilization is reported (departures/gate) per week and month for each gate. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric TO K-3, Gate Utilization, p. 248. FAA Order 5100.38D, Airport Improvement Program Handbook, Appendix X. Competition Plans, September 30, 2014, p. X-3. SME input. N/A Count May be useful to track the number of jet bridges with pre-conditioned and 400 Hz power as measures of environmental sustainability. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric TO O-12, Number of Jet Bridges on Airport, p. 249. Advisor Committee input.

154 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Terminal Facilities Terminal Usable [Contact] Gates in Service—Number Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of contact gate availability. Description: Number of usable contact gates being used during a specified period. User User Info Only Info Only Airport Data Terminal Facilities Terminal Inter-Terminal Transportation—Wait Times at Peak Periods Go back to Chapter 3— Internal Benchmarking Purpose of Metric: Measure of inter-terminal transportation efficiency. Description: Inter-terminal transportation—wait times at peak periods. User Info Only Info Only Info Only Airport Data Terminal Facilities Terminal Baggage Claim Utilization Go back to Chapter 3— Internal Benchmarking Purpose of Metric: Measure of baggage claim usage. Description: Average number of baggage carousels/conveyor systems in use during average and peak period. User User Info Only Info Only Airport Data Terminal Facilities Terminal Baggage Claim Availability Go back to Chapter 3— Internal Benchmarking Purpose of Metric: Measure of baggage claim availability. Description: Number of baggage claim carousels/ conveyor systems available. User User Info Only Info Only Airport Data Terminal Facilities Terminal Originating Passengers/ Square Foot Ticketing Check- in Space Go back to Chapter 3— Internal Benchmarking Purpose of Metric: Measure of ticketing area efficiency. Description: Number of originating passengers/square foot of ticketing check-in space on an average day. User Info Only Info Only Info Only Airport Data Fuel Storage Jet Fuel Number of Days Jet Fuel Supply On Site Go back to Chapter 3— Internal Benchmarking Purpose of Metric: Measure of fuel availability in the event of disruption to supply chain. Description: Number of days of jet fuel supply on site available based on average daily pumped. User N/A N/A N/A Airport Data Fuel Storage Avgas Number of Days Avgas Supply On Site Go back to Chapter 3— Internal Benchmarking Purpose of Metric: Measure of fuel availability in event of disruption to supply chain. Description: Number of days of Avgas supply on site available based on average daily pumped. User N/A N/A N/A Airport Data Fuel Storage Jet Fuel Average Daily Jet Fuel Pumped Go back to Chapter 3— Internal Benchmarking Purpose of Metric: Measure of fuel usage. Description: Average gallons of jet fuel pumped per day. User N/A N/A N/A Airport Data

Performance Metrics Database 155 Weblink of Data Sources Unit of Measurement Guidance Citation N/A Count ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric TO O-8 Usable Gates in Service— Number, p. 249. N/A Time ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric SQ O-31 Inter-Terminal Transportation—Wait Times at Peak Periods, p. 243. N/A Count SME input. N/A Count SME input. N/A Passengers per Square Foot SME input. N/A Days This metric is useful for benchmarking jet fuel storage capacity and planning for future needs. SME input. N/A Days This metric is useful for benchmarking Avgas storage capacity and planning for future needs. SME input. N/A Gallons per Day This metric is useful for benchmarking jet fuel flowage, estimating the adequacy of jet fuel storage capacity (see metric Number of Days Jet Fuel Supply On Site), and for tracking fuel flowage revenues, where applicable. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric GA C-19, Fuel Use/Sales—Change over Prior Period, p. 127. SME input.

156 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Fuel Storage Avgas Average Daily Avgas Pumped Go back to Chapter 3— Internal Benchmarking Purpose of Metric: Measure of fuel usage. Description: Average gallons of Avgas pumped per day. User N/A N/A N/A Airport Data Terminal Facilities Terminal Baggage Delivery Time Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Measure of customer service. Description: Average time in minutes for delivery of first bag and last bag—measured over the course of a year. User User Info Only Info Only Airport Data Capacity Airport Capacity Percent Visual Meteorological Conditions Go back to Chapter 3— NextGen (S Airports)— Primary Go back to Chapter 3— System Issues—Primary Purpose of Metric: Measure of percentage of time that Visual Meteorological Conditions (VMC) are present. Description: Percentage of time that airport visibility conditions are VMC—annual average. User Info Only User N/A Weather Data Capacity Airport Capacity Percent Instrument Meteorological Conditions Go back to Chapter 3— NextGen (S Airports)— Primary Go back to Chapter 3— System Issues—Primary Purpose of Metric: Measure of percentage of time that Instrument Meteorological Conditions (IMC) are present. Description: Percentage of time that airport visibility conditions are IMC—annual average. User Info Only User N/A Weather Data Financial Airport Airport Concession Revenue per Enplaned Passenger Go back to Chapter 3— Benchmarking—Primary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure of passenger spending in terminal concessions as non- airline revenue centers to indicate success/health of an airport’s revenue enhancement program. Description: Gross revenue to the airport per enplanement (or for total passenger) for spending on terminal retail. User Info Only User N/A Airport Records or FAA Form 127

Performance Metrics Database 157 Weblink of Data Sources Unit of Measurement Guidance Citation N/A Gallons per Day This metric is useful for benchmarking Avgas flowage, estimating the adequacy of Avgas storage capacity (see metric Number of Days Avgas Supply On Site), and for tracking fuel flowage revenues, where applicable. ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric GA C-19, Fuel Use/Sales—Change over Prior Period, p. 127. SME input. N/A Time This metric applies to all commercial service airports and is useful for internal and external benchmarking. Drivers include “airline or ground handling company operational performance, airline scheduling practices (which determine volume of connections and connecting times), security screening issues (often driven by government agency management of screening), and airport layout, facilities, and equipment.” “Baggage delivery time is an important service quality metric, although one that is largely beyond the control of airports and within the control of airlines or their designated ground handling companies. In its Baggage Improvement Programme, the International Air Transport Association (IATA) lists over 70 performance issues to be tracked over the course of baggage check-in, security screening, transfer, and re-delivery to the passenger. The airport role in these issues is largely limited to providing necessary facilities and equipment. Airports Council International (ACI) World Economics Standing Committee, Guide to Airport Performance Measures, Prepared by Robert Hazel of Oliver Wyman, Inc., Reston, VA, February 2012, Metric Baggage Delivery Time—Service Quality 5, p. 25. Percent This metric is important for conducting capacity analysis. However, the percentage of time that an individual airport can actually conduct Visual Meteorological Conditions (VMC) operations may be affected by local procedures, obstructions, or other factors. SME input. Percent This metric is important for conducting capacity analysis. However, at a given airport, the percentage of time that Instrument Meteorological Conditions (IMC) operations are in effect may be affected by local procedures, obstructions, or other factors. SME input. https://cats.airport s.faa.gov/reports/r pt127.cfm Dollars per Enplanement Applicable to all commercial service airports. “General aviation airports will look at total concession revenue, and change from prior period.” “Revenue to the airport is a function of both gross sales and the airport’s contractual arrangements with concessionaires. International airports may have large duty free sales, which should be isolated before comparing to domestic airports. Also, in benchmarking, group airports by size, but medium and large airports may have similar concession profiles. Careful to be consistent on concessions included, e.g., advertising, telecommunications, and other services. Important for self-benchmarking and peer benchmarking because concession revenues are a key contributor to airport operating revenues. Useful to track over different reporting periods to spot trends—e.g., annual, monthly, rolling 12 months.” Regarding data sources, “Airport Revenue News Annual Factbook provides more detailed information on concession sales for many U.S. airports. FAA Form 127 and ACI-NA Benchmarking Survey divide Concessions into Food and Beverage, Retail & Duty Free, and Services and Other Terminal Concessions.” ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric CN C-7, Concession Revenue to the Airport per Enplanement, p. 61. Advisory Committee input.

158 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Financial Airport Non-Aeronautical Operating Revenue as % of Total Operating Revenue Go back to Chapter 3— Benchmarking—Primary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure of airport dependence on airline charges to support the budget and effectiveness of an airport’s non-aeronautical revenue program. Description: Total annual non- aeronautical operating revenue as a percentage of total annual operating revenue. User User User N/A Airport Records or FAA Form 127 Safety Emergency ARFF Index Go back to Chapter 3— Safety Issues—Secondary Go back to Chapter 3— Regulations—Primary Purpose of Metric: Determine Aircraft Rescue Firefighting (ARFF) requirements for Part 139 Certificated Airports. Description: The ARFF Index is an alphabetic letter (A, B, C, D, or E) that is tied to federal requirements for ARFF equipment. User Info Only User N/A Airport Records Safety Accidents /Collisions Serious Injuries/Fatalities of Employees and Passengers on Aircraft Aprons Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of airport ramp safety. Description: Number of annual serious/fatal injuries of employees and passengers in the ramp areas. User User User N/A Airport Data, NTSB (National Transportati on Safety Board) Safety Accidents /Collisions Accidents /Incidents per Ramp—Number of Go back to Chapter 3—Gate Management—Primary Purpose of Metric: Measure of airport ramp safety. Description: Number of annual accidents and incident in ramp area. User User User N/A Airport Data

Performance Metrics Database 159 Weblink of Data Sources Unit of Measurement Guidance Citation https://cats.airport s.faa.gov/reports/r pt127.cfm Percent “Applicable to all airports. Measures success in diversifying revenue source away from aeronautical charges. Typically includes revenues from concessions, parking, rental cars, land and other business development. Excludes aeronautical operating revenues and non- operating revenues (such as PFCs and interest income).” Useful for self-benchmarking and peer benchmarking." ACRP Report 19A: Resource Guide to Airport Performance Indicators, Transportation Research Board, Washington, D.C., March 2011. API Metric FN C-15, Non-Aeronautical Operating Revenue as % of Total Operating Revenue, p. 102. Advisory Committee input. N/A Letter §139.315 Aircraft rescue and firefighting: Index determination. (a) An index is required by paragraph (c) of this section for each certificate holder. The Index is determined by a combination of— (1) The length of air carrier aircraft and (2) Average daily departures of air carrier aircraft. (b) For the purpose of Index determination, air carrier aircraft lengths are grouped as follows: (1) Index A includes aircraft less than 90 feet in length. (2) Index B includes aircraft at least 90 feet but less than 126 feet in length. (3) Index C includes aircraft at least 126 feet but less than 159 feet in length. (4) Index D includes aircraft at least 159 feet but less than 200 feet in length. (5) Index E includes aircraft at least 200 feet in length. (c) Except as provided in §139.319(c), if there are five or more average daily departures of air carrier aircraft in a single Index group serving that airport, the longest aircraft with an average of five or more daily departures determines the Index required for the airport. When there are fewer than five average daily departures of the longest air carrier aircraft serving the airport, the Index required for the airport will be the next lower Index group than the Index group prescribed for the longest aircraft. 14 CFR Part 139—Certification of Airports, §139.315 Aircraft rescue and firefighting: Index determination. N/A Number Use National Transportation Safety Board Definitions found in 49 CFR § 830.2 “Serious injury means any injury which: (1) Requires hospitalization for more than 48 hours, commencing within 7 days from the date of the injury was received; (2) results in a fracture of any bone (except simple fractures of fingers, toes, or nose); (3) causes severe hemorrhages, nerve, muscle, or tendon damage; (4) involves any internal organ; or (5) involves second- or third-degree burns, or any burns affecting more than 5 percent of the body surface. Fatal injury means any injury which results in death within 30 days of the accident.” SME input and 49 CFR Part 830—Notification and Reporting of Aircraft Accidents or Incidents and Overdue Aircraft, and Preservation of Aircraft Wreckage, Mail, Cargo, and Records, Aug. 24, 2010, § 830.2. N/A Number This metric could be tracked by who is involved or cause to better understand the safety problems including: • Number of aircraft and aircraft accidents/incidents per ramp area per year • Number of aircraft and vehicle accidents/incidents per ramp area per year • Number of aircraft and ground personnel accidents/incidents per ramp area per year • Number of aircraft and equipment accidents/incidents per ramp area per year • Number of accidents/incidents where gate adjacency was a causal factor • Number of accidents/incidents where wingtip clearance was a causal factor • Number of accidents/incidents where insufficient coordination was a causal factor • Number of accidents/incidents where infringement on the movement area was a causal factor SME input.

160 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Airspace /Air Traffic Procedural PBN Procedures—Number of and Use Go back to Chapter 3— NextGen (L & M Airports)— Primary Go back to Chapter 3— NextGen (S Airports)— Primary Purpose of Metric: Measure of NextGen implementation. Description: The number of Performance Based Navigation (PBN) procedures and usage of each PBN procedure at an airport. User User User N/A FAA Performance Based Navigation (PBN) Dashboard Airport Characteristic National Plan of Integrated Airport System (NPIAS) Classification Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Categorize airports by type of activity and activity levels. Description: the Regulatory and Policy Classifications of airports in the National Plan of Integrated Airport Systems (NPIAS) Should Know /Und erstand Info Only User N/A FAA— Current Version of the annual Report to Congress National Plan of Integrated Airport Systems (NPIAS) Airport Characteristic Instrument Approaches— Number of Go back to Chapter 3— Benchmarking—Primary Purpose of Metric: Measure airport’s capability to support operations in Instrument Meteorological Conditions. Description: The number of instrument approaches available at an airport. User User User N/A FAA Approach Plates NextGen Equipage Airport Operator Equipage Go back to Chapter 3— NextGen (L & M Airports)— Primary Go back to Chapter 3— NextGen (S Airports)— Primary Purpose of Metric: Measure the potential for benefits from NextGen. Description: The percentage of aircraft operations equipped for Performance Based Navigation operating at the airport. User User User N/A Performance Based Navigation (PBN) Dashboard NextGen WakeCat Heavy Jets and B757s— Percentage Go back to Chapter 3— NextGen (L & M Airports)— Primary Go back to Chapter 3— NextGen (S Airports)— Primary Purpose of Metric: Measure the potential for benefits from NextGen. Description: The percentage of operations by heavy jets and B757s at an airport User Info Only User N/A Airport Data NextGen Minimums Lowest Minimums Go back to Chapter 3— NextGen (L & M Airports)— Primary Go back to Chapter 3— NextGen (S Airports)— Primary Go back to Chapter 3— Airport Geometry—Primary Purpose of Metric: Measure the potential for benefits from NextGen. Description: The lowest visibility minimums available for approaches to an airport. User User User User FAA Approach Plates

Performance Metrics Database 161 Weblink of Data Sources Unit of Measurement Guidance Citation https://www.faa. gov/nextgen/pbn/ dashboard/ Number and Percent “The Performance Based Navigation (PBN) Dashboard provides implementation and usage statistics for all major airports in the National Airspace System with published PBN procedures. The data is captured on a periodic basis and displayed in an easy to interpret format for interested parties.” FAA Performance Based Navigation (PBN) Implementation and Usage, https://www.faa.gov/nextgen/ pbn/dashboard/, accessed 08/05/17. N/A Classification Refer to FAA Airport Categories, https://www.faa.gov/airports/planning_capacity/passenger_allcargo_stats/ca tegories/ descriptions of the classifications. Airports in the NPIAS are grouped into two major categories: primary and nonprimary. “Primary airports are defined as public airports receiving scheduled air carrier service with 10,000 or more enplaned passengers per year.” Primary airports are grouped into four categories defined in statute: large, medium, small, and nonhub.” Nonprimary airports, including general aviation airports, are classified as “national,” “regional,” “local, basic,” and “unclassified.” These classifications may be particularly useful for general aviation airports when selecting airports for external benchmarking. FAA, Report to Congress National Plan of Integrated Airport Systems (NPIAS) 2017– 2021, 9/30/2017, p. 3 and Appendix C. https://www.faa. gov/air_traffic/flight_ info/aeronav/Aero_ Data/Airport_Data/ Count May be useful to smaller general aviation airports when selecting airports for external benchmarking. SME input. https://www.faa. gov/nextgen/pbn/ dashboard/ Percent The estimated percentage of the airport operations that are PBN equipped (by type) is available on the FAA’s PBN Dashboard. “The equipage levels for the airport are based on the actual equipage of individual flights where possible, and supplemented with the equipment suffix filed by the airline when the equipment information is not available. The equipage shown in the chart may not reflect the actual equipage operating at the airport.” SME input and FAA, Performance Based Navigation (PBN) Implementation and Usage, https://www.faa.gov/nextgen/ pbn/dashboard/, accessed 10/17/17. N/A Percent The percentage of operations by heavy jets and B757s may be considered in determining the benefits of Wake Turbulence Recategorization. SME input. https://www.faa. gov/air_traffic/flight_ info/aeronav/Aero_ Data/Airport_Data/ Height above Threshold and Statue Miles The lowest available minimums may be of interest when considering the potential benefit of a PBN procedure. SME input.

162 Common Performance Metrics for Airport Infrastructure and Operational Planning Metric Category Metric Sub- Category Metric Name Purpose of Metric & Description User Information Data Sources Airports Airlines FAA TSA Go back to Chapter 3— Safety Issues—Primary capacity optimization and safety. Description: Percentage of operation hours that installed non-federal NAVAIDs are available. Capacity Deicing Taxi Time—Deicing Pad to Departure Runway Go back to Chapter 3— Airport Geometry—Primary Purpose of Metric: Measure of impact of deicing operations on taxi time and airfield capacity. Description: Average time for aircraft to travel from deicing pad to departure runway. User User Info Only N/A Analysis Capacity Deicing Taxi Time—Gate to Deicing Pad Go back to Chapter 3— Airport Geometry—Primary Purpose of Metric: Measure of impact of deicing operations on taxi time and airfield capacity. Description: Average time for aircraft to travel from gate to deicing pad. User User Info Only N/A Analysis Capacity Airport Capacity Modifications to Standards for Group VI Aircraft Go back to Chapter 3— Airport Geometry—Primary Purpose of Metric: Measure impact of Group VI Aircraft on airport operations. Description: Number of Modifications of Standards (MoSs) for Design Airplane Design Group VI Standards. User User User N/A ALP Airfield Throughput Total Number of Runway Crossings by Aircraft to Access Runway Ends Go back to Chapter 3— Airport Geometry— Secondary Purpose of Metric: Measure of complexity of airfield operations. Description: Total number of runway crossings from the terminal gate to arrive at the departure runway. User Info Only Info Only N/A ALP Environ- mental Emissions Criteria Pollutant Emissions Go back to Chapter 3— Regulations—Primary Purpose of Metric: Measure the impact of a proposed project on air quality. Description: Criteria Pollutant Emissions are the quantities of Criterial Pollutants (carbon monoxide (CO), nitrogen dioxide (NO2), ozone (O3), particulate matter (PM), sulfur dioxide (SO2), and lead (PBS)) that would be emitted due to a proposed project. User Info Only User N/A Analysis Airfield Runway NAVAID Availability Purpose of Metric: Airfield User User User N/A NOTAMs

Performance Metrics Database 163 Weblink of Data Sources Unit of Measurement Guidance Citation faa.gov/PilotWeb/ notamRetrievalByIC AOAction.do?meth od=displayByICAOs N/A Minutes SME input. N/A Minutes SME input. N/A Number Modifications to design standards for Group VI aircraft may affect airport operations. FAA, Order 5300.1G Modifications to Agency Airport Design, Construction, and Equipment Standards, 9/29/17, pp. 1, 9. N/A Number Runway crossing add to the complexity of airfield operations. SME input. N/A Tons per Year The EPA regulates these pollutants under the Clean Air Act. Airport and aircraft criteria pollutant emissions are inputs to state and regional State Implementation Plans (SIPs) that are required under the Clean Air Act. In addition, under NEPA, an analysis of a proposed project’s impact on attainment and maintenance of the National Ambient Air Quality Standards (NAAQS) for criteria air pollutants is included in Environmental Assessments, Environmental Impact Statements, and, if appropriate, Categorical Exclusions. Therefore, particularly for airport improvement projects, it is important to consider how emissions of Criteria Pollutants may be affected. Both individual airports and the FAA currently use the FAA’s approved noise model, Aviation Environmental Design Tool (AEDT), to prepare an emissions inventory of criteria pollutants. FAA, 1050.1F Desk Reference, July 2015, p. 1-5. https://pilotweb.nas. Percent Important metric for state or local funded NAVAIDs at smaller airports. Advisory Committee input.