Guidebook for Preparing and Using Airport Design Day Flight Schedules (2016) / Chapter Skim
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Pages 101-105
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From page 101... ...
B-1 A p p e n d i x B To date, little attention has been devoted to how the various elements of DDFSs vary over time. In general, it has been assumed that DDFS elements will grow or decline in step with annual activity, sometimes with allowances for peak spreading.
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From page 102... ...
B-2 Guidebook for preparing and Using Airport design day Flight Schedules • Total operation schedules are more stable than arriving/departing seat schedules; however, the gap in variability between scheduled operations and scheduled seats decreases as airport size decreases. This is because the type of aircraft and number of seats per aircraft become more uniform as airport size decreases.
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From page 103... ...
Stability and predictability of Critical ddFS Factors B-3 originating passengers than a mid-morning peak with the same number of scheduled seat departures. Likewise, a late evening arriving peak is likely to have more terminating passengers than an afternoon arriving peak with the same number of scheduled seat arrivals.
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From page 104... ...
B-4 Guidebook for preparing and Using Airport design day Flight Schedules of flights to individual markets and the number of nonstop markets served by airport category. The analysis determined: • Large airports were more stable than medium or small airports in terms of the number of markets served.
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From page 105... ...
Stability and predictability of Critical ddFS Factors B-5 A likely reason for the difference in market and carrier load factor stability is that while market demand may have seasonality, resulting in lower load factors in certain months and higher overall variability, carriers can compensate for this seasonality on a system-wide basis by reallocating their capacity to other markets. Load factors tend to be increasing at the same time that the standard deviation associated with load factors is decreasing.
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