Evaluating Methods for Counting Aircraft Operations at Non-Towered Airports (2015) / Chapter Skim
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Pages 12-49
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12 C H A P T E R 3 As detailed in the previous chapters, this research involved testing three different methods of estimating an airport's annual operations and also testing five different aircraft traffic counting technologies (that can be used to take samples that are then extrapolated into an annual operations estimate for the airport)
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13 non-towered airports. AvgOPBA was used in the following regression analyses.
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14 Table 3-2 summarizes the OPBAs for the 205 STAD airports that were used in this study. Analysis Regression analysis was performed to determine if there is a consistent number(s)
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15 Based on the statistical analyses detailed in Appendix A, the data for AvgOPBA and AvgBA were changed algebraically in a way that the statistical assumptions could be met. Instead of AvgOPBA and AvgBA, the logarithms of these numbers were used.
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16 be used to estimate annual operations nationally or by climate region at non-towered airports, even when considering the number of flight schools based at the airport. From all the models analyzed, only the full and reduced model using transformed data (i.e., log10AvgOPBA and log10BA)
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17 Extrapolation Methods to Estimate Annual Airport Operations The third method analyzed for estimating operations is expanding a sample count into an annual estimate. The counting of operations is time consuming.
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18 This exercise included the following four elements: 1. Following FAA-APO-85-7, take random samples from 2010 FAA historical data for two randomly selected airports from the STAD in each climatic region for the following time periods.
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19 airports from that region in the dataset. This occurs because there are no airports from the West North Central region that meet the selection criteria for airports to be included in the dataset.
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20 Conclusion. Based on this analysis of the objectives and the dataset, the best statistical extrapolating method for these 16 airports is the 2 weeks per season because it provides the overall lowest variations from estimated to actual operations.
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21 of annual operations developed using seasonal factors. It is important to note, however, that in practice, climatic conditions may vary widely between regions and even within each region.
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Airport Region 1 Week each Season 2 Weeks each Season 1 Month Spring, Summer, or Fall Season Selected 1 Month Winter Month in Winter Selected Actual Operations (OPSNET) 1 Week each Season 2 Weeks each Season 1 Month Spring, Summer, or Fall 1 Month Winter CPS Central 113,764 126,605 97,938 Fall 126,909 Feb.
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23 Aircraft Traffic Counters Evaluated As detailed under Task 3 in Chapter 2, four different aircraft counting technologies were evaluated in a multiple case study using four airports. The technology included the following: • AAC (portable acoustic counter)
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COUNTER Automated Acoustical Sound-Level Meter Acoustical Security/Trail Camera Video Image Detection (VID) Service Provider VID Supplemental ADS-B Transponder Receiver Service Provider Principle(s)
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Table 3-9. (Continued)
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26 Figure 3-2.) The system had an embedded 32, bit, 72 megahertz, ARM 7 microprocessor and system software that was programmed to detect the sounds associated with a takeoff.
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27 Ease of Installation and Airport Impacts The FAA determined that any equipment installation on the airport, even if it were temporary and outside the runway safety area (RSA) , required an FAA approval (through the filing of FAA Form 7460)
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28 Cost Per Unit The cost of the AAC will vary depending on when it is purchased since the prices of its composite pieces vary based on their respective markets. At the time of acquisition, two units were purchased for $4,800 each.
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29 loaned a third counter for the case study to help find the optimal locations. When located in the middle of the runway, the counter almost always picked up at least half of the takeoffs, but many takeoffs were missed because the point of rotation was either too far beyond or behind the counter.
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30 AAC Percent Error Result when Placed 250 ft. from Runway Centerline Location A = 1,800 ft.
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31 Table 3-13. Overall results for Eagle Creek Airport -- runway 3-21 (4,200 ft.
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32 A case study on the AAC was also completed at I42. This airport was chosen for its shorter runway and narrower RSA, which would allow for the counter to be located closer to the runway.
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Table 3-17. Overall results for Purdue University Airport -- two runways (runway 10-28: 2,793 ft.
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34 locations C and D or locations B, C, and D achieved the manufacturer's claimed error rate, and while it may be tempting to assume they would achieve this universally, these locations only work if the winds favor them, which they did over the six days the units were tested. Again, when the winds did not favor them, error rates of 100% were reached.
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35 Computer System Requirements A typical Microsoft Windows®-based computer with a SD memory card reader and Microsoft Excel® is needed to access and manipulate the data. The ASNL software reads the files from the SD card, computes the number of takeoffs, and then saves the results in an electronic database Data Provided The SMAC provided the user with the date and time of the event (i.e., takeoff)
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36 quarters, which was almost impossible to do while wearing gloves. When the wing nut is removed with cold fingers, it can easily be dropped and lost in the snow.
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37 was reduced to 83% for both counters. (See Table 3-21.)
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38 allowed the counters to be located 75 feet from the runway centerline, which was 175 feet closer than at TYQ. EYE's runway is also 1,300 feet shorter than TYQ, so different locations were selected to determine if the runway could be counted with one counter, or if more would be needed.
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39 the runway. This airport better represented the type of runway at which the SMAC was initially tested in Maryland.
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40 SMAC Percent Error Location A = Midpoint of Runway 10-28, 250 ft. from Centerline Location B = 2,000 ft.
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41 away in daylight and 70 feet at night. These claims were either met or exceeded during our evaluation.
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42 Ease of Portability The S/TC was completely portable. The camera could be mounted on a stake or inside the optional cable box.
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43 Figure 3-8b. Images captured by the S/TC.
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44 the cameras functioned in the field only up to about two weeks with lithium batteries at below freezing temperatures. Without any type of rechargeable lithium AA batteries sold on the market, battery usage would be expensive in cold weather because each camera requires 12 batteries.
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45 camera, it did not always catch aircraft. The instruction manual also indicated that as the ambient temperature approaches the temperature of the subject, the strength of the signal decreases and the range of the camera is reduced.
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46 VID System/ADS-B Transponder Receiver Principle(s) of Operation and Intended Use The VID system tested was originally developed to automate the billing process for landing fees.
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47 Computer System Requirements A typical computer with Internet access was used for viewing the VID web portal and downloading data. Data Provided Detailed information about the aircraft was made available on a web portal, including the date, time, aircraft registration number, call sign if applicable, activity type (e.g., arrival, departure)
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48 The ADS-B transponder receiver did not perform as expected. During actual visual observations, the transponder receiver had a 100% error rate.
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49 Table 3-35. Indianapolis Executive Airport.
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