Hay aeropuertos en todo el mundo destinados al aparcamiento de aeronaves por largo tiempo y cuyo modelo de negocio nada tiene que ver con los aeropuertos convencionales.
Existe un grupo de aeródromos que podríamos denominar como “no convencionales”. Resultan especialmente interesantes pues, por así decirlo, “se salen de lo corriente” y, si se tienen ganas de aprender, investigar o conocer “algo nuevo”, resultan especialmente “atractivos” en lo que a su diseño o planificación se refiere. Cuentan con características propias, peculiaridades que los diferencian de aquellos que se destinan a lo que se podría denominar como “aviación convencional” (o comercial). Entre ellos, se pueden citar los denominados long-stay" airportshydro-airports" and "STOL" airports. The latter two, for example, are intended for aircraft incorporating different "than usual" design criteria, such as seaplanes and aircraft with STOL (short runway) capabilities.
En este artículo se abordan aquellos aeropuertos que prestan servicio al segmento de negocio denominado “estacionamiento (o parking) de larga estancia”.
At present, the world commercial aircraft fleet is experiencing strong growth. The major aircraft manufacturers (Boeing and Airbus) even predict a 100% increase in the world's aircraft fleet over the next 20 years. Airbus estimates that the current commercial aircraft fleet will increase by 39,000 units over the next 20 years. The long-term outlook is simply unbeatable.
Logically, as the fleet of aircraft grows, the need to "store" some of them will increase correspondingly. Currently, about 2,000 aircraft are idle and parked for a "long time".. There is therefore a demand for this market segment.
On the other hand, despite good prospects, events may temporarily make it more profitable to withdraw some aircraft than to keep them operational: economic crises, 9/11, Brexit?
Depending on the circumstances, the period of withdrawal from service can vary from "a couple of days" to "several years". However, the longer aircraft are "dry-docked", the more difficult it is to return them to "active" service. When an aircraft is "stored", it must be preserved to eliminate the adverse effects of remaining inoperative, as well as to ensure an adequate return to operational status.
From the point of view of the business model of this type of airports, one of the most striking aspects is that this market segment is developing worldwide y, por lo tanto, está absolutamente globalizado. Quiere decirse que un aeropuerto dedicado a este tipo de negocio puede ser competidor de cualquier otro, independientemente del lugar del mundo en el que se encuentre. Un aeropuerto de este tipo ubicado en Australia o en Estados Unidos, es competidor directo de otro situado en Europa o Asia, aunque físicamente se encuentren muy alejados. Puede darse el caso de que, tras una negociación, el aeropuerto destinatario del avión se avenga a rebajar los costes de traslado. Al final, la compañía aérea, si la tarifa es ventajosa, decide estacionar su avión allí donde le resulta más conveniente, en cualquier parte del mundo. No importa que el avión vuele hasta su destino en varias etapas, en caso de ser necesario.
The negotiation period leading up to an order is sometimes complicated and to a certain extent "handcrafted", requiring a very close relationship with the client. It is a very competitive business. There are cases of aircraft arriving at the airport two years after negotiations began.
For this business segment, it is particularly important to advantageous for the airport to simultaneously carry out maintenance activities at the airport (MRO of aircraft, helicopters, wide-body aircraft, etc.). There is a synergy This is clear with maintenance activities, which should always be carried out by a company with solvency and even a certain prestige in this type of task. The commissioning of an aircraft that has been parked for a long period of time requires maintenance services that can only be provided by highly specialised companies. Airlines do not take risks in this area and are wary of companies that do not demonstrate a high degree of knowledge of the sector and, in their opinion, do not offer guarantees.
Another interesting activity that can be carried out in this type of airport is that of aircraft recycling (colloquially: "scrapping", sale of "second-hand" spare parts). Further examples are: business and general aviation, UAV-RPA, and even research and development and aerospace activities (suborbital flights, space shuttle emergency runway, etc.); sometimes also combined with commercial aviation (e.g. Lourdes-Tarbes Airport, France).
Income usually comes from several sources: tasas de aterrizaje, alquiler de campa, alquiler de hangar, venta de suelo industrial, etc. Algunos gobiernos (nacionales o autonómicos) conceden ayudas e incentivos a la implantación de empresas en este tipo de aeropuertos.
In terms of design and planning, some general guidelines can be given:
When choosing a site for such airports, whenever possible, it is advisable to select places with dry and sunny climates, de escasa pluviometría, incluso desérticos, ideales para la preservación de aeronaves, pero siempre alejados del mar (fuente de corrosión). Se pueden citar, además, la ausencia de obstáculos y un relatively flat relief in its vicinity. It is advantageous for it to have a completely open airspace and without any limitation for the development of aeronautical activities. Having a rail connection is also another competitive advantage.
As far as the regulatory framework refers, in principle, its design is subject to ICAO (or EASA in the European Union) specifications in all areas where aircraft move under their own power. However, it has its particularities. For example, long-stay aprons are slightly different from those intended for commercial operation. To build a parking apron, it is not strictly necessary to pave large areas. Sometimes only a "strip" is built on which aircraft pushed by tractors travel, the width of which is in accordance with ICAO requirements (23 m wide). The margins are in principle optional, provided that aircraft are operated with their engines shut down. However, it is recommended that gondolas travel on paved areas. Access roads are usually paved with flexible pavement and parking areas with rigid pavement.
The number of annual operations or transits with which the section of pavement to be built is calculated is quite small. Handling equipment is probably more critical to the ground than the aircraft themselves.. Sometimes they are even parked directly on the natural ground if their bearing capacity allows it.
It is curious that it is not strictly necessary for aircraft to be parked within the ICAO wingtip clearance margins. In reality, the criterion is more akin to "playing Tetris with care". This is because aircraft do not move by their own meansbut assisted by a tractor.
Another relevant aspect of this type of airports is related to the dimensioning of the runways con las que deben ser dotados. Para calcular la longitud necesaria no es necesario, en principio, considerar la carga de pago (PL). Más bien, se debe emplear el peso operativo en vacío (OEW) más el combustible y la reserva (FW+RF) necesarios para que el avión crítico de cálculo cubra la etapa de vuelo al destino seleccionado. No son necesariamente “cortas”. Por ejemplo, el Aeropuerto Internacional de Upington (IATA: UTN, ICAO: FAUP, Sudáfrica), en el desierto del Kalahari, cuenta con una pista de 4900 m.
As far as AGL, Nav aids, aeronautical easements or flight procedures are concerned, there are no variations with respect to ICAO regulations. Some airports, such as Alice Springs Airport (IATA: ASP, ICAO: YBAS, Australia) are equipped with an ILS, others, such as Teruel, operate visual approaches.
A modo de conclusión, podemos ver una tabla que resume las características más significativas de algunos de los aeropuertos más importantes del mundo que se dedican a este segmento de mercado.
