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Transcript of 1 LONG BEACH, CALIFORNIA. 2 Kent Duffy Senior Airport Planner Federal Aviation Administration...
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LONG BEACH, CALIFORNIA
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Kent DuffySenior Airport PlannerFederal Aviation [email protected]
Airport Capacity Session
LONG BEACH, CALIFORNIA
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Agenda
• FAA Airport Capacity Guidance• Airport Capacity and Delay AC Replacement• NextGen and Airport Capacity Planning
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FAA Airport Capacity Guidance
• Methods, approach, data sources, and coordination for capacity analysis will vary substantially with airport complexity and project scope
• Multiple FAA sources for capacity guidance:– AC 150/5070-6B Airport Master Plans– AC 150/5060-5 Airport Capacity and Delay– FAA Airport Benefit Cost Analysis Guidance– FAA JO 7110.65T Air Traffic Control– AC 150/5300 Airport Design
• Goal is to develop a capacity analysis that is reasonable, defensible, and adequate to inform project decisions
Plan for the Capacity Analysis supporting multiple needs
Master PlanCapacity Analysis
Method/Approach
BaselineCapacity
Alternatives Screening and
Selection
NEPA Noise/Emissions
Document
BCA Delay Savings
Choose an appropriate Method/Approach
Method/Approach Example Model Types
Rules of Thumb/Handbook Capacity and Delay AC
Analytical/Spreadsheets Airport Capacity Model
Airport Delay Model
Queuing Models DELAYS
Step-Event Models TAAM, SIMMOD
ADSIM, RDSIM
Human-in-the-Loop Tower Simulators
Reach consensus with Sponsor, FAA, operators, and other stakeholders in advance on approach
Reach consensus with Sponsor, FAA, operators, and other stakeholders in advance on approach
Less
More
Dat
a, le
vel o
f de
tail,
co
mpl
exity
, tim
e/co
st
Data Sources
• Operational Data– Surveillance data: FAA ASR, PDARS, airport systems (e.g., ANOMS)
– Aviation System Performance Metrics (ASPM) @ aspm.faa.gov• Air Carrier movements: Gate Out, Wheels Off, Wheels On, Gate In (OOOI)• ETMS, ASQP, and other sources
• ATC and Operators– Coordination with the ATCT and/or TRACON is vital, early and
throughout the project
– Airline Chief Pilots can be excellent resources
– Airline Gate Schedules
• Other– National Climatic Data Center – hourly weather observations
– Bureau of Transportation Statistics – Airline Performance/Delays/Costs
Comprehensive, detailed data sources exist to support capacity analysis
Comprehensive, detailed data sources exist to support capacity analysis
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Metrics and Limitations
• Range of potential metrics:– Annual Capacity/Annual Service Volume (ASV)– Hourly Capacity/Throughput– 15-minute demand/capacity throughput can be helpful in
examining impact of schedule peaks– Pareto curves can be useful in showing capacity ranges during
Arrival Push, Departure Push, and Mixed Operations – Average Delay and 90th or 95th Percentile Delay
• Recognize Limitations, particularly for runway-centric models– Ability of the airspace to move aircraft to/from the runway– Taxi movements, runway crossings, and gates can be significant
constraints– Weather: VFR/MVFR/IFR and Minimum Vectoring Altitude
Typical Metrics
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Key Points
• In an era of airline schedule uncertainty, evaluate demand levels not specific years
• Recognize effect of airline schedule peaks on results• ASV is a screening tool not project justification• Identifying airports as ‘congested’ or having
‘unacceptable delay’ is a moving target• Recognize limitations of data and models in interpreting
results• Be wary of inadequate analysis – there is never time to
do it right, but there is always time to do it over• Adequate coordination with ATC and operators can
substantially improve confidence in the analysis
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Capacity and Delay AC Replacement
AC 150/5060-5
Legacy150/5060-5
~1983
New AC -6~2012?
ACRP 3-17Capacity
ACRP 3-20Delay
Data Sources
NextGen Performance
Factors
NPIAS Order Update
Tech CenterDraft AC +
Rules of Thumb
Policy and Technical Guidance
Airside/Airspace Capacity and Delay Factors
NextGen: Evolution of ATC
Surveillance Based Control Where we know the aircraft is
Procedural Based Control
Where we think the aircraft is
Trajectory Based Control Where we know the aircraft
will be
• Landmark Navigation
• Radio Beacons
• Position Reports • VOR/DME
• RADAR • Performance Based Navigation
• Precise Aircraft Position
• 4DT Trajectory Based Operations
PastPastTodayToday
NextGenNextGen
Mid-Term NextGen Surveillance and Navigation Improvements
ServiceToday’s
(Legacy) ATCNextGen – Incremental Roll-Out
Airborne Surveillance
Radar • ADS-B Out• ADS-B In
• Precise aircraft position w/ADS-B out
• Traffic and Flight Information Broadcasts w/ADS-B In
Navigation VOR, DME • Area Navigation (RNAV)• Required Navigation
Performance (RNP)
• RNAV everywhere and RNP where beneficial
Instrument Approach Access
ILS, VOR • WAAS/LPV (near Cat I)• GBAS (potential Cat II/III)
• 500 LPVs per year to all qualifying runways
• GBAS can support 26 IAPs from single installation
Surface Surveillance
•Eyeball•Legacy ASDE
• ASDE-X with Data Distribution Units
• Multi-Lateration• ADS-B
• Surface Traffic Management• Surface Collaborative
Decision Making
NextGen systems provide various benefits to airports of different sizes and missions
NextGen systems provide various benefits to airports of different sizes and missions
Today’s Runway Capacity
Arrival +
Departure
Hourly C
apacity
Time
Optimum Capacity (VFR)
Reduced Capacity (IFR)
Delays
Recovery
NextGen Runway Capacity
Arrival +
Departure
Hourly C
apacity
Time
Optimum Capacity (VFR)
Reduced Capacity (IFR)
Maintain Capacity during Inclement Weather
Equivalent Visual
Operations
Mor
e pr
ecis
e m
ergi
ng a
nd
spac
ing
Reduced Separation?
Backup
NextGen is a system of systems that will provide benefits to
different sizes of Airports
Mid-Term NextGen Benefits Non-HubSmallHub
Medium & Large Hubs
Improved access with WAAS/LPV approaches
More precise surveillance with ADS-B
Improved safety and situational awareness with moving maps, TIS-B, FIS-B, and reduced runway incursions
Deconflict airspace in complex multi-airport regions with RNAV and RNP
Maintain visual capacity during inclement weather with Equivalent Visual Operations
More efficient surface movements with surveillance and Surface Trajectory Management
Enhanced flexibility in future airport development plans with revised planning standards for Closely Spaced Parallel Operations (CSPO) and NAVAIDs critical areas
Reduced environmental impact with Optimized Profile Descents and RNAV/RNP routes that are noise-sensitive
General use at Airports
Design FlexibilityDesign Flexibility
Capacity & Efficiency
Capacity & Efficiency
Access & SurveillanceAccess & Surveillance
SafetySafety
EnvironmentEnvironment
NextGen and Airport Capacity
PlanningNextGen improvements to precisely separate aircraft and redesign airspace should help airports to better maintain optimum (visual) runway throughput during most inclement weather
Several approaches to Closely Spaced Parallel Runway Operations (CSPO) that are enabled by ADS-B, RNAV/RNP, PRM-A, and new automation
– Increased use of dependent, staggered approaches can improve efficiency for runways spaced less than 2,500 feet apart using FAA Order 7110.308 criteria
– Revised blunder assumptions may lead to reductions in the runway separation needed for independent arrivals to as low as 3,000 feet with RNAV/RNP/LPV/GLS or ILS
– PRM-A may allow for independent arrivals to runways spaced as low as 2,500 feet
– In the long-term, ongoing research on paired or tandem approaches is aimed at further reducing runway spacing for simultaneous arrivals
NAVAID critical areas on the airport surface may be substantially reduced if ground-based NAVAIDS are decommissioned in favor of LPV and GLS approaches
Single RunwaySingle
Runway
GroundNAVAIDsGround
NAVAIDs
Parallel RunwaysParallel
Runways
As NextGen evolves, airport planning standards will be revised so that airports can integrate these factors
into their long-term planning
As NextGen evolves, airport planning standards will be revised so that airports can integrate these factors
into their long-term planning