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From page 49... ... 47 New Airfield Capacity Evaluation Tools and Guidance One of the main objectives of this ACRP research project was to identify gaps in existing models and recommend new or enhanced models to fill those gaps. Based on the review of the existing models discussed in Chapter 3, two major gaps were identified: 1. Read the entire page →
From page 50... ... 48 evaluating airfield Capacity much less effort than required to apply aircraft delay simulation models like the Simulation Model (SIMMOD) and Total Airspace and Airport Modeler (TAAM) Read the entire page →
From page 51... ... New airfield Capacity evaluation tools and Guidance 49 The Airfield Capacity Spreadsheet Model can be used when limited data are available. Many of the base default parameters that can be used for simple single or dual runway airfields without significant unique restrictions are contained in the spreadsheet model. Read the entire page →
From page 52... ... 50 evaluating airfield Capacity For Level 1, the model file includes an example of a new lookup table that presents five airfield configurations comparable to those in the AC. Figure 4-2 presents a screen shot of a lookup table generated using the Airfield Capacity Spreadsheet Model. Read the entire page →
From page 53... ... New airfield Capacity evaluation tools and Guidance 51 Source: Landrum & Brown. Figure 4-2. Read the entire page →
From page 54... ... 52 evaluating airfield Capacity Source: Landrum & Brown. Figure 4-3. Read the entire page →
From page 55... ... New airfield Capacity evaluation tools and Guidance 53 Testing and Validating the Airfield Capacity Spreadsheet Model During the development of the Airfield Capacity Spreadsheet Model, comparison testing was conducted against actual data from FAA's Aviation System Performance Metrics (ASPM) database and capacity estimates and the lookup tables in the 2012 Capacity Benchmark Report, and runwaySimulator. Read the entire page →
From page 56... ... 54 evaluating airfield Capacity Validation of the Airfield Capacity Spreadsheet Model outputs showed acceptable and comparable results in hourly capacity between the spreadsheet model and runwaySimulator (e.g., 62 operations per hour versus 59 operations per hour is regarded as an acceptable variation) Read the entire page →
From page 57... ... New airfield Capacity evaluation tools and Guidance 55 reflect a total combined hourly capacity. The model's results present the following information for VMC, IMC, and an average weather condition: • Arrivals-only capacity (with and without touch-and-go activity) Read the entire page →
From page 58... ... 56 evaluating airfield Capacity The runwaySimulator is rapidly becoming FAA's model of choice for evaluating current airfield capacity. For example, MITRE is using the model in updating (1) Read the entire page →
From page 59... ... New airfield Capacity evaluation tools and Guidance 57 • Unique runway dependencies, approach procedures, or departure procedures • Runways that can only be used by certain aircraft types because of runway length or noise abatement policies • Limited departure fixes or headings that restrict operations • Unique approach procedures that involve nonstandard dependencies between runway operations, such as Simultaneous Offset Instrument Approach (SOIA) , Converging Runway Display Aid (CRDA) Read the entire page →
From page 60... ... 58 evaluating airfield Capacity The hourly observations that resulted from this procedure were expected to reflect situations in which (1) demand at the airport was sufficient for it to be considered operating at or near capacity, and (2) Read the entire page →
From page 61... ... New airfield Capacity evaluation tools and Guidance 59 Source: University of California, Berkeley. 0 10 20 30 40 50 60 0 10 20 30 40 50 60 A rr iv al s Departures LaGuardia Airport, VMC Arrive Runway 04, Depart Runway 13 Pure Arrival Priority Pure Departure Priority Observed Observed Cluster Called Rates Figure 4-7. Read the entire page →
From page 62... ... 60 evaluating airfield Capacity Overall, the results of the analysis revealed that realized counts, even in periods of relatively high demand, were generally lower than the capacities estimated by the runwaySimulator. To quantify this difference, the research team examined each selected cluster centroid and compared the total operations for that point with those for the point on the runwaySimulator-generated Pareto curve with the same mix of arrivals and departures. Read the entire page →
From page 63... ... New airfield Capacity evaluation tools and Guidance 61 is based on flight plans and, because of upstream disturbances, some demand does not materialize at the anticipated time. Demand must, therefore, be very high for it to be certain that enough flights will actually be available to arrive or depart during any given time period in order to make full use of the available capacity. Read the entire page →
From page 64... ... 62 evaluating airfield Capacity geometry, aircraft performance, and aircraft separation data. However, these data must be verified to confirm that they reflect actual operating procedures at the airport. Read the entire page →
From page 65... ... New airfield Capacity evaluation tools and Guidance 63 • AROT begins when an arriving aircraft passes over the runway threshold and ends when it exits the runway. Without an available parallel taxiway, AROT includes time for the aircraft to taxi to the end of the runway, turn around, and taxi back on the runway until it reaches one of the centrally located taxiways leading to the aircraft parking ramp. Read the entire page →
From page 66... ... 64 evaluating airfield Capacity the clearance of arrivals and departures. A factor of 1 is used with a full parallel taxiway, a factor of 0.7 is used with a partial taxiway, and a factor of 0.5 is used when no parallel taxiway exists. Read the entire page →
From page 67... ... New airfield Capacity evaluation tools and Guidance 65 runway crossings occur or not. If runway crossings noticeably affect airfield capacity, the user inputs the average time (30 seconds, for example) Read the entire page →
From page 68... ... 66 evaluating airfield Capacity the ground as well as in the airspace within 5 nautical miles of the airport. Most of the world's airports are non-towered. Read the entire page →
From page 69... ... New airfield Capacity evaluation tools and Guidance 67 departing aircraft, procedural separation is used (e.g., the one-in, one-out rule or time-based separation requirements such as 10 minutes between successive arrivals) Read the entire page →
From page 70... ... 68 evaluating airfield Capacity Effects of Aircraft-Specific Runway Use Restrictions At many airports, and for a variety of reasons, the same aircraft fleet mix does not use all runways. When only small differences exist in the fleet mix using the different runways, the variations do not significantly affect overall airfield capacity. Read the entire page →
From page 71... ... New airfield Capacity evaluation tools and Guidance 69 Following the estimation of fleet mix by runway, capacity is estimated for each runway using that runway's fleet mix. The estimated capacities of Runways 1 and 2 in this example are shown in Table 4-6. Read the entire page →
From page 72... ... 70 evaluating airfield Capacity required navigational performance (RNP) approach procedures where multiple instrument landing system (ILS) Read the entire page →

From page 49...

... 47 New Airfield Capacity Evaluation Tools and Guidance One of the main objectives of this ACRP research project was to identify gaps in existing models and recommend new or enhanced models to fill those gaps. Based on the review of the existing models discussed in Chapter 3, two major gaps were identified: 1.