Aeroporturi din lume

[iuli]

https://www.youtube.com/v/4hAhNSVzRZE

[iuli]

Munich Airport and Lufthansa open a new satellite terminal

The successful joint venture between Munich Airport and Lufthansa continues with the launch of a new satellite terminal. Europe's only five-star airport is again setting new standards for excellent service, passenger comfort and sustainability.

The new facility will give Munich Airport 27 new gate positions where passengers can board aircraft directly without bus transportation. With the new satellite facility, the capacity of Terminal 2, which is used by Lufthansa and its Star Alliance partners, will be increased by 11 million to 36 million passengers per year. As one of the world's most advanced passenger facilities, the satellite terminal will offer passengers pleasant surroundings with a wide range of shopping and dining options in attractive and spacious areas flooded with natural light. Passengers will also have five new Lufthansa lounges to choose from.



The satellite has no direct landside transportation links. Check-in will take place in Terminal 2. Passengers will then undergo passport screening and hand baggage checks before boarding the airport's own underground transport system that will take them to the satellite terminal in barely a minute. Here they will experience the same high standards of quality they have come to expect in Terminal 2. Of course they will have free access to the airport-wide Wi-Fi network, and can plug their devices into USB and power outlets in the waiting areas.



Awaiting passengers in the satellite terminal will have an entirely new dining and shopping experience, with 15 retail areas, seven restaurants and cafes and three duty free zones in a spacious, 7,000 square meter setting.

The satellite also features plenty of services to meet the needs and desires of the modern traveller, including quiet areas with reclining chairs, play areas for children, changing tables in the men's and women's washrooms, and four showers. All services are situated at the center of the new building for quick and convenient access by customers. From here the five new Lufthansa lounges are just steps away. With an area of 4,000 square meters, this nearly doubles the total area of the Terminal 2 lounge facilities. The new concept features a roof terrace, panoramic windows and a bar overlooking the airport apron.

Forming the heart of the new passenger facility is the central marketplace, which is flooded with natural light. Market stands, each with a theme, are an authentic tribute to the Viktualienmarkt, Munich's renowned open-air market.

The satellite also sets new standards for environmentally friendly operations and energy efficiency. Advanced building materials and innovative heating, cooling and lighting technologies reduce energy consumption to a minimum. A 40 percent reduction in CO2 emissions in the new facility as compared with the airport's existing terminal buildings is achieved partly through special "climate-optimized facades": These 4.5 meter wide zones separate the air conditioned interior of the satellite from the outdoor space, acting as a climate buffer while providing usable space with escalators for passengers to change levels. The facade is made of a newly developed type of glass with a special coating that allows sunlight to enter while keeping out the heat.

The satellite terminal was built within budget and on schedule: Total investments in the satellite terminal amount to about 900 million euros, including the costs for the new building itself, the expansion of the baggage sorting facility and the construction work on the ramps and taxiways near the terminal. The costs for the building and expanding the baggage sorting facility are being shared on a 60:40 basis by Munich Airport and Lufthansa, The entire cost of the improvements to the ramp was covered by the airport.

Sursa

Munich Airport's showpiece new satellite terminal opens

At the heart of the pedestrians-only center of Munich lies a huge open-air food market where you can buy almost any kind of food you can name. Having purchased food at the market, on a nice day you can also consume it there, sitting outdoors at one of many rows of communal benches and tables, in true biergarden style.

And the market has a sizable biergarden too, where Bavarians meet old friends and make new ones over a stein of beer made at any one of the six traditional breweries located in Munich.

This 240,000-square-foot open space is the Viktualienmarkt, a Munich jewel which dates back to 1807. You would think it couldn't be more different from Munich's newest jewel, the €900 million ($1.01 billion) Terminal 2 Satellite facility at Munich Airport, which was inaugurated in a dazzling ceremony on April 22 and opens for business on April 26.

kontron newestBut it turns out the T2 Satellite isn't so different from the Viktualienmarkt after all. In homage to the old market, Munich Airport and Lufthansa – which together financed, built and operate Terminal 2 and its new, 11-million annual passenger-capacity satellite in a 60:40 joint venture (JV) – designed the satellite's central area as a natural light-filled market square where food stalls, restaurants and shops surround bench-and-table communal seating.

This must be one of the most uniquely pleasant airport-terminal dining areas anywhere. On the benches, passengers boarding flights from any of the satellite's 52 gates (which feed 27 aircraft contact points, each with an airbridge) can eat food and quaff beer or beverages purchased from the square's food stalls (each has a different theme), restaurants and shops. Or they can just sit there while waiting to board, if they wish: several gates are located near the market square.

The floor of the satellite's market square is on the fourth of the satellite's six floors. To make the square feel very open within the satellite's 1.35 million square feet (125,800 square meters) of overall floor space, the square's ceiling is more than 60 feet above its floor. All around, the satellite's fifth and sixth floors look down on the market-square – but each floor has a three-meter-high wall of thick glass reaching to within a meter of its ceiling.

According to Philipp Ahrens, the joint Satellite project leader from Munich Airport, these high glass walls were installed to comply with state regulations aimed at preventing anyone from being able to throw passports, boarding cards or weapons from one floor to another to circumvent security and immigration checks.



The eastern side of the market square looks on to a glassed-off area through which the thick column of the East Apron Control Tower rises, between the six-floor satellite's inner glass wall and its outer glass wall. During its construction, the satellite terminal – which started life in 2003 as a two-level midfield baggage-sorting facility serving the aircraft remote-parking stands located on the apron's eastern edge – was integrated with the tall control tower, which is operated by apron controllers employed by the Munich Airport T2 operating JV.

Ahrens says it was necessary to drill into the tower's column during construction of the satellite's four passenger floors. All the drilling had to be performed at night: drilling during the day would have made the apron controllers unable to hear communications with aircraft and even among themselves.

Together, the satellite's outer and inner glass walls – both of which were treated with a coating which allows sunlight to pass, but not its associated heat – create a climate barrier which allows the operating JV to cool (or heat) each satellite floor's gate, lounge and walking areas in a much more energy-efficient way than it can in Terminal 2.

When passengers change floors in the satellite, which many have to do because passenger boarding and disembarkation on flights to and from Schengen Area, EU non-Schengen and intercontinental destinations are separated by floor level, they do so using escalators located between the inner and outer glass walls.

This allows further energy-efficiency: because passengers only spend seconds changing floors, the area between the satellite's walls isn't cooled or heated as much as the area within the inner glass wall. The T2/Satellite operating JV estimates that the satellite's power generation creates 40 percent less CO2 per square meter than does T2's power generation.



The T2 Satellite exactly mirrors Terminal 2 – which opened in 2003 – in that all Schengen-area arrivals and departures are at gate entrances and exits on the fourth floor. All non-Schengen European passengers use gate entrances/exits on the fifth floor. All intercontinental passengers use gate entrances/exits on the sixth floor.

All T2 Satellite origin-and-destination passengers have to pass through Terminal 2 itself: they check in, pass through security checkpoints and exit there. So the separation of arriving Schengen, non-Schengen and intercontinental passengers extends to their being guided into separate cars in the automated passenger transport rail system which, running under the apron, whisks passengers the 400-meter distance between T2 and the satellite in less than a minute.

Although the satellite's total floor area is much less than half that of T2, it boasts 44,131 square feet of premium-class lounge space, very nearly as much as does T2, which has 50,375 square feet of lounge space. Lufthansa operates five lounges in the new satellite: Business Class and Senator Lounges on both levels four and five and a First Class/HON Circle lounge on level six. Other Star Alliance carriers' premium-class passengers also can use these lounges.

Sursa

[iuli]

St Helena Airport is now certified

Another major milestone for St Helena Airport was achieved yesterday afternoon, Tuesday 10 May 2016, when Air Safety Support International (ASSI) issued an Aerodrome Certificate to St Helena Airport – having been satisfied that the Airport infrastructure, aviation security measures and air traffic control service complies with international aviation safety and security standards. This follows a final inspection of the Airport by an ASSI team last month.

Airport Certification is a significant achievement for any airport and even more so for a brand new airport. But it is an ongoing process.  St Helena's first Aerodrome Certificate is valid until 9 November 2016, at which point the Airport will need to be re-certified.

Airport Certification from ASSI and operational readiness are parallel processes – so wind shear and turbulence mitigation is a separate issue which does not affect the certification of St Helena Airport.
The commencement of flights is an operational readiness issue. Work is continuing in parallel on operational readiness at St Helena Airport, including the work that is now underway to manage issues of turbulence and wind shear experienced by the Comair Implementation Flight.

Sursa

Saint Helena Airport (IATA: HLE, ICAO: FHSH) is an international airport that has been under construction since early 2012 in the British Overseas Territory of Saint Helena, a remote island in the south Atlantic Ocean. Scheduled air services from Johannesburg were scheduled to commence on 21 May 2016. However, on 26 April 2016 the St. Helena Government announced an indefinite delay to the opening because of concerns about wind shear.[3] After the airport opens, the ship RMS Saint Helena, the only other transport that regularly serves the island, is due to be retired.

Saint Helena is more than 2,000 kilometres (1,200 mi) from the nearest major landmass, and can only be reached by sea. This takes five days from Cape Town, with departure once per three weeks, making Saint Helena one of the most remote populated places on earth, measured as travel time from major cities.

The airport is being built on Prosperous Bay Plain, on the east side of Saint Helena, entailing a concrete runway of 1,850 metres (6,070 ft) with taxiway and apron, approximately 8 million cubic metres (280 million cu ft) rockfill embankment through which a 750-metre (2,460 ft) long reinforced concrete culvert will run, an airport terminal building of 3,500 square metres (38,000 sq ft) and support infrastructure, air traffic control and safety, bulk fuel installation for six million litres of diesel and aviation fuel, a 14-kilometre (9 mi) airport access road from Rupert's Bay to the airport, and all related logistics.

Due to the short runway and the long distance to South Africa, a Boeing 737-700 flying to Johannesburg will not be able to use its full seat and cargo capacity. Only flights to and from Namibian and Angolan destinations would allow using a Boeing 737-700 near its full load capacity. The operator for the other planned destination, London, plans a fuel stop in the Gambia, at almost the same distance as Johannesburg.

Sursa: Wikipedia

[MRS]

Am zburat saptamana asta de pe BRU..
Doar in Israel mai vezi asa nivel de securitate: verificare masina inainte de intrare in aeroport, prima verificare bagaje intr-un cort in fata aeroportului si apoi filtrele "normale" de securitate in cadrul aeroportului. Extra: nu poti intra pe la Arrivals daca ai parcat in P1 sau P2 (parter). Soldatii te redirectioneaza prin parcare neaparat la etajul 1

[iuli]

https://www.youtube.com/v/hJJS1_WRDgA

[iuli]

Heathrow runway 'within EU pollution laws'

New, independent research seen by the BBC suggests Heathrow airport could build a new runway without breaking European pollution laws.

The study measured poisonous nitrogen dioxide (NO2) levels using 40 sensors in and around the airport.

It then used modelling to predict what would happen in the future.

However, the Aviation Environment Federation (AEF) said the research was "highly speculative" and there was no guarantee pollution levels would fall.

Ministers will decide within weeks whether to enlarge Heathrow or rival Gatwick and the environmental impact will play a big part in that decision.

The work was led by the University of Cambridge and has no formal links to any airport or the government.

Prof Rod Jones from the University of Cambridge told the BBC: "If there is the development of a third runway, we expect there to be a marginal increase in NO2 coming from the airport itself, but that would be against the background of reduced NO2 from other traffic, because of Euro 6 engines and electrification of the traffic fleet."

In other words, it comes down to traffic on the roads, rather than planes in the air, because that is where the bulk of the poisonous nitrogen dioxide gases come from.

As new, cleaner car, lorry and bus engines become more common, pollution levels should decline, wiping out any increase from a bigger Heathrow.



However, Cait Hewitt, deputy director of the AEF, said that the plan was for the third runway to be operational by the 2020s.

"The assumption would have to be that over the next decade, we'd move from having something like 57% of London's vehicles fleet being diesel vehicles to instead having ultra-clean electric vehicles throughout the capital. There just isn't evidence to suggest that's going to happen," said Ms Hewitt.

Prof Jones said using lots of smaller sensors, dotted in hard to reach places, gave them a clearer picture of what was going on.

"By deploying a network of sensors we can tell directly from the measurements, what's been emitted locally from Heathrow airport and what's been blown in, mostly from central London. That's the real strength of the sensor network," he said.

"The major result from this study is that we have tested the models far more critically than you can from a single measurement site."

Currently, the air has climbed above European health limits at several sites near Heathrow. This work suggests that as cleaner engines kick in levels will fall again.

It is a conclusion that tallies broadly with previous research for the government, but that research relied on estimates, whereas this latest work used more accurate, real-world measurements.

Opponents think air quality is the Achilles heel for Heathrow expansion and could be where it is challenged in the courts. That is what happened the last time they wanted to build a third runway.

Airport expansion has been shoved under a carpet in Downing Street for decades, but now the Conservatives say they want to get on with it.

The current "hot date" for a decision is 18 October, but it could change.

Picking Heathrow would put the cat among the pigeons, because a number of high-profile ministers, including Foreign Secretary Boris Johnson and Education Secretary Justine Greening, are against the scheme. Chancellor Phillip Hammond has also favoured Gatwick in the past.



Prime Minister Theresa May could give her MPs a free vote on the issue to avoid anyone having to resign.

Interestingly, Mrs May's constituency sits under the flight-path but it's hard to find her openly opposing expansion. Opponents at the Heathrow Association for the Control of Aircraft Noise managed to dig out this from her website on May 2010, when the coalition came in and cancelled Labour's third runway scheme. It's not on the website now, they had to use a special archiving service to find it.

Ms May said at the time: "Like many local residents, I strongly welcome [the] cancellation of the third runway at Heathrow. Expanding Heathrow in this way would have had a detrimental effect on the Maidenhead and Twyford areas by increasing levels of noise and pollution, and today's announcement is a victory for all those who have campaigned against it."

Her predecessor David Cameron painted himself into a corner over the issue in the run-up to the 2010 election, when he said he would never expand Heathrow if he became PM.

Ministers still have three options: a third runway at Heathrow, a second at Gatwick, or a third scheme that would double the length of one of Heathrow's existing runways.

[...]

Sursa: BBC

[Ionut]

Hamad International, Doha.









Aeronews

[frunzaverde]

Hamad International, Doha.

In poze arata mult mai bine decat experienta pentru mare parte din pasageri (experienta tipica a mea e chior de somn, la 2:05 dimineata, dupa n-spe ore de zbor si inainte de alte n-spe ore de zbor, fugind sa-ti prinzi conexiunea spre "mai departe").

Aeroporturile din Orientul Mijlociu (Doha, Dubai, Abu Dhabi...) se umplu seara tarziu (aproape de miezul noptii) cu bancul dinspre Europa, si se golesc la loc dimineata devreme (2-3-4) odata ce pleaca bancul spre Asia. Apoi iar se umple dimineata devreme (4-5-6) cu cursele care vin din Asia si se goleste la loc pe la pranz cand pleaca cele spre Europa.

P.S. Daca zbori cu Qatar si ai escala suficient de lunga, si e o ora decenta, poti face si turul orasului pe gratis (n-ai nevoie nici de viza, rezolva ei totul). Si daca ai o escala de peste 8 ore, te baga la ceva hotel (la fel, n-ai nevoie de viza), complet gratis. Eu am nimerit la Best Western - 11 ore escala dupa un zbor de 15.

[Ionut]

Hong Kong...



Aeronews

[Ionut]

380 si 737, in Tijuana.


Air Brasil

[Ionut]

Mda, fara comentarii... DXB atunci si acum...



Aeronews

[Ionut]

Changi Airport

[Ionut]

Dubai vrea să construiască cel mai mare aeroport din lume

Emiratul Dubai intenţionează să cheltuie 35,7 miliarde de dolari pentru a construi un al doilea aeroport, Al Maktoum International, şi un centru logistic în sudul oraşului, iar o parte semnificativă din finanţarea proiectului se va face pe bază de datorii, au declarat joi două surse din apropierea acestui dosar pentru Bloomberg.

Potrivit surselor, investiţiile vor fi făcute în următorii 12 ani în Dubai World Central şi facilităţile asociate, inclusiv aeroportul Al Maktoum International. Planurile de cheltuieli sunt detaliate în documentele care invită băncile să facă oferte pentru un credit de trei miliarde de dolari pe care guvernul din Dubai vrea să îl contracteze pentru prima fază a proiectului, adaugă sursele. Creditul, care ar urma să fie strâns de o companie dedicată acestui proiect, va fi rambursat de Departamentul de Finanţe din Dubai pe baza unei formule care ţine cont de numărul de pasageri care vor tranzita prin cele două aeroporturi din Dubai, mai susţin sursele. De asemenea, în viitor compania va strânge finanţare pentru acest proiect prin emiterea de datorii.

Potrivit informaţiilor publicate pe pagina de Internet a companiei Dubai Airports, viitorul aeroport Al Maktoum International va fi construit în centrul Dubai World Central, un proiect de dezvoltare pe şase zone, care acoperă o suprafaţă totală de 140 de kilometri pătraţi, incluzând spaţii pentru logistică, rezidenţiale, birouri şi terenuri de golf. Costurile de dezvoltare pentru întregul proiect Dubai World Central sunt estimate la peste 32 de miliarde de dolari.

La finalizare, Al Maktoum International va fi cel mai mare aeroport din lume, cu o capacitate de peste 220 de milioane de pasageri şi 16 milioane tone de marfă pe an. Viitorul aeroport este în apropierea zonei unde se va desfăşura Expoziţia Mondială din 2020, în sudul oraşului Dubai, iar autorităţile intenţionează să facă din acest aeroport baza de operaţiuni a companiei aeriene Emirates până în 2025. Luna trecută, guvernul din Dubai a anunţat că master planul pentru cea de a doua fază de dezvoltare a aeroportului Al Maktoum International a fost aprobat în condiţiile în care Dubai International, deja cel mai mare aeroport din lume în funcţie de traficul internaţional, se apropie de capacitatea maximă şi nu dispune de spaţiu suplimentar.

Capital

[dr4qul4]

Stai asa, Aeroportul Al Maktoum exista de cel putin 2 ani.
Parca Wizz Air acolo aterizeaza/ateriza.

harta google

Nu e inca tot gata, dar e operational si e mai tot timpul gol.

[cezar-mario2012]

 Parcă are mai mult de doi ani de când este construit. Este o investiție începută dinaintea crizei din 2007, au renunțat o perioadă la proiect. Se încearcă resuscitarea lui odată cu Expoziția Mondială. Când am fost acolo în februarie, au semnat extinderea metroului până la noul aeroport. Treburile nu mai merg chiar așa de bine pe acolo, au o mulțime de proiecte abandonate, chiar și Earth.