Bae Automated Systems Case Study Essay

At first glance, the circus themed Denver International Airport looks like any other 53 square mile complex in Denver. The airport that serves over 50 million passengers a year is quickly becoming of the busiest in the U.S. With marijuana tourism on the rise and Colorado's famed outdoor sports, the popular airport is looking to expand even further. Will the secret government lair underneath expand too? Many may be hearing of this evil alien airport lair for the first time but local residents are all too familiar with the strange events surrounding it.

As the research data was collected, especially with the case study comparative analysis’ between the Texas airports, the statistical occurrences began to detail flight/economic improvements, not only at Love Field, but also at Austin, DFW, Houston, and San Antonio. As seen by the data below all the major airports saw an increase in airline ridership, flights and overall operations.

South Lake Tahoe airport is located three miles southwest of Lake Tahoe in El Dorado County. The aviation airport covers 348 acres with only one runway. The City of South Lake Tahoe has an airport master plan. There have been no passenger flights at the airport since 2001. There are previous master plans prepared and completed for upgrading the airport. A master plan settlement agreement was also supported to provide framework for commercial services in the airport. However, it expired in 2012. In 2013, the city initiated the Airport Master plan update with funding from FAA to know the current and future potential of this airport. The steps of this planning process are documented in phase one to four of the report. This essay analyses this

In the mid 1960’s, Rollin King, an owner of a small commuter air service from San Antonio Texas realized the inconvenience and expense of travelling between San Antonio, Dallas, and Houston. Through the urging of his banker and his own vision, Rollin King decided to start an intrastate airline. King first pitched his plan to Herb Kelleher – a San Antonio attorney who had performed previous legal work for King. King’s proposal was to focus on the three-city, Golden Triangle of San Antonio, Dallas, and Houston, all of which were experiencing rapid growth and development. King’s research determined that the three cities were far enough apart in

Having a strong and efficient airport is essential to the Pittsburgh regional economy. There are now more options both for business and leisure travelers in the past two years. There has been an expansion of new carriers such as Allegiant, Frontier, OneJet, Southern, and Condor. These airlines are recognized for their strong regional economic growth and a demand for more nonstop service. The continuous growth in both air service development and real estate development around the airport is very well known. Costs to the airlines have continued to decrease and the airport’s finances have stabilized. The outstanding momentum seen at Pittsburgh International Airport is building, from the increase in air services to the decreasing debt and having a strong foundation for finances. The airport is matching the region’s economic success, and also the airport’s vision of being a global leader in

Let’s fast forward to 1993, as Continental Airlines scaled back its Denver hub operations. (Fortney, n.d.) Former executives of the first Frontier Airlines saw this as a high potential moment for strategic advantage and began to develop a business plan. By July 1994, like a phoenix rising from the ashes, Frontier Airline was restored. They began operations with two planes previously used by Continental. By 2001, the airline was being featured in Fortune magazine's list of fastest-growing companies. (Fortney,

Regional system planning addresses the allocation of traffic among the airports in a region. State-level system planning involves issues that are somewhat different from those of local or regional agencies. It encompass a planning period of 20 to 30 years which are divided into short, medium, and long-term planning horizons. Airport master plan is system planning at local level. It charts the proposed evolution of the airport to meet future needs. It provides guidelines for future development that will satisfy aviation demand and be compatible with the environment, community development, other modes of transportation, and other airports.

Although there is no doubt that the presence of an airport has greater positive impacts on a surrounding community from an economic standpoint, the presence of an airport, much like any large industrial complex, unfortunately impacts the community and surrounding natural environment in what many consider a negative manner. These effects are a result of activity whose sources is the airport itself and of vehicles, as well as both aircraft and ground vehicles, which travel to and from the airport (Alexander T. Wells, 2004).

The Airport and Airway Act of 1982 chartered the FAA to address the growing aviation traffic flying through major airports in the United States. The FAA generated the National Plan of Integrated Airport Systems (NPIAS). The NPIAS modernized and replaced the 1970 National Airport System Plan. The NPIAS focuses on the metric of enplanements, the number of boarding passengers at an airport, to aid in the delineation among airports categorized as a Commercial Service (Primary), General Aviation (GA), or Reliever Airport (Young, p. 11). The FAA generates a NPIAS report and delivers it to “…Congress with a 5-year estimate of AIP [Airport Improvement Plan] eligible development every two years” (“Federal Aviation,” para.1). The NPIAS report provides a current assessment and the projected development growth of airports, these airports and/or proposed airports could receive Federal grants for development and infrastructure improvements from the FAA (“Federal Aviation,” para.1).

paper, I will be discussing the followings; The problem, including the cause and effect, Midway

The Automated BAE Baggage Handling System is one of the best illustrations of how ineffective decision-making, and arbitrary project management can lead to one of the largest economical disasters in the history of airport handling systems. The case study Denver International Airport Baggage Handling System – An Illustration of Ineffectual Decision Making, illustrates how the DIA Project Management team fails to plan an efficient system where technological advances in baggage handling systems can be implemented. The DIA and the Boeing Airport Equipment Automated Systems Incorporated (BAE) underestimation of the baggage handling system led to a lack of risk management. This research paper address the influence on technology on the BAE Handling system, the information that was available to the BAE project manager, major decisions that was made by the DIA project management team, the consequences of those decisions, and how I would have approached this project as a Project Manager (PM).

The main objective behind the Automatic baggage handling system was to reduce the delay of luggage transportation and passenger waiting time at the baggage carousel. Key stake holders for every project are Project manager, consumers, Performing organizations, PMO, Project team members, Project Management team, Project sponsors and influences (PMI, 2004) .For this project clients were the Airlines and passengers. Performing organization i.e. Airport authorities also got affected by the project; as the project was failure they suffered during the managing the travelers on the airport. Project management team led by Walter slinger was one of stakeholder of this project. The

Allegiant Air’s main focus area and home base location is Las Vegas, Nevada. McCarran International Airport services the Las Vegas area, but it is nearing capacity. Since McCarran is an urban area, expansion is not a viable option. This case study shows that McCarran International Airport can implement short term improvements to handle additional capacity, but the airport has a capacity ceiling that will be hit in the next 5 to 15 years. A supplemental airport is needed to prevent McCarran International Airport from reaching maximum capacity.

Built in 1997 as the solution to relieve the once-congested Lambert-St. Louis International Airport, MidAmerica Airport in St. Clair County, sits quiet and empty. The airport has everything its big brother has 25 miles away in St. Louis, everything except passengers. With 38.6 million potential passengers within in a 300 mile radius, it’s unknown what members of the St. Clair County Public Building Commission are doing to attract new business to the facility. But with air travel booming again, passengers are bargain hunting for alternatives to the industry giants that use Lambert-St. Louis International. One solution to this problem would be to market MidAmerica Airport as the only low cost alternative in the region. This type of marketing paired with its already low facility charges, could be the answer to attracting new carriers like Sprit, JetBlue, and Sun Country to the region. To fully understand how this solution could be implemented, first the history of MidAmerica Airport must be discussed, next why marketing the facility as the only low cost alternative in the region should be explored, and finally how to get the governing body of the facility, the St. Clair County Public Building Commission, to consider the solution.

The aviation industry is one that is consistently changing and the demand in air travel is on the rise. With the rise in air travel, airports need to be able to handle the traffic. But the problem is that service quality in an airport declines when the airport has reached its design peak hour or even exceeded it. This simply means the airport cannot handle the amount of passengers it has thus customer satisfaction decreases.