7754 Vol 1 Flyleaf - ICAO Public Maps

AOP III-7
parties involved for each component
(terminal/apron/aircraft operations) using agreed methods
and criteria for level of delays.
Note 1.— The result of the aerodrome capacity
assessment, as required by and detailed in paragraphs 56
to 59 should be reflected in Table AOP of the FASID
against each airport entry listed in this table.
Note 2.— The figures used to reflect this assessment,
together with the updating process of these elements, are
detailed in the explanation of Table AOP of the FASID.
61. Where restrictions in aerodrome capacity are
identified, a full range of options for their reduction or
removal should be evaluated by the aerodrome authority,
in close cooperation with the operators and other involved
parties. Such options should include
technical/operational/procedural and environmental
improvements and facility expansion.
62. At many aerodromes, airspace capacity has
influence on the aerodrome capacity. If the declared
capacity of a specified airspace has influence on airport
operations, this should be indicated and action undertaken
to reach a capacity in this airspace corresponding to the
airport capacity.
63. Major research and development programmes
should be undertaken in order to implement new initiatives
for increasing airport capacity.
64. Due to lack of capacity at many international
airports, a better and more efficient utilization of existing
runways is required. Runway selection procedures and
standard taxi routes at aerodromes should ensure an
optimum flow of air traffic with a minimum of delay and a
maximum use of available capacity. They should also, if
possible, take account of the need to keep taxiing times for
arriving and departing aircraft to a minimum.
65. Extreme traffic peaking at aerodromes generates
Physical characteristics
69. Even though at specific aerodromes CAT II or III
operations may not be a requirement during the period
covered by the plan, account should nevertheless be taken
in the planning for such aerodromes of possible future
requirements in order to avoid costly and disruptive
modifications at a later date. This applies in particular
whenever replacement or improvement programmes are
undertaken. However, investments needed to prepare for
congestion and severe economic penalties, such as
under-utilization of costly aerodrome facilities and services,
inefficient facility design criteria and delays to aircraft and
passengers. Improvements should be obtained from
effective consultation between the airlines, aerodrome and
government authorities to achieve maximum capacity
utilization.
66. The possibility of overcoming capacity limitations
should also take the use of other aerodromes in the vicinity
into consideration.
Note.— Guidance material on capacity and level of
service is presented in Attachment C to Part III — AOP of
the EUR FASID. Issues related to the management of
critical areas for navigation aids needs to be taken into
account when assessing aerodrome capacity.
PLANNING CONSIDERATIONS
Alternate aerodromes
67. Requirements for alternate aerodromes should, if
at all possible, be satisfied by existing regular aerodromes.
However, where in specific cases the designation of
another aerodrome in close proximity to a regular
aerodrome would result in appreciable fuel conservation or
other operational advantages, this aerodrome may be
designated for use as an alternate aerodrome only.
68. Planning of alternate aerodromes should be made
on the basis of the following objectives:
a) to ensure that at least one suitable alternate is available
for each international operation;
b) to ensure that the facilities at the designated alternate
aerodrome(s) are appropriate for the alternate operation.
future CAT II or III operations at specific aerodromes
should always be subject to cost-benefit analysis.
Non-visual aids for aerodrome operations
70. When developing implementation and/or
decommissioning plans for all weather operations at
international aerodromes, due consideration should be
given to specific operations requirements of general
avaiation.