Appendix B Ultimate Airport Capacity and Delay Simulation Modeling Analysis

Size: px
Start display at page:

Download "Appendix B Ultimate Airport Capacity and Delay Simulation Modeling Analysis"

Transcription

1 Appendix B

2

3 ULTIMATE AIRPORT CAPACITY & DELAY SIMULATION MODELING ANALYSIS B TABLE OF CONTENTS EXHIBITS TABLES B.1 Introduction... 1 B.2 Simulation Modeling Assumption and Methodology... 4 B.2.1 Runway Usage... 4 B.2.2 Airfield and Terminal Enhancements... 5 B.2.3 Demand Levels... 5 B.2.4 Weather Conditions... 6 B.2.5 FAA Separation Initiatives... 7 B.2.6 Statistical Evaluation Metrics... 9 B.3 Simulation Experiment Results and Analysis B.3.1 Present Day Separation B.3.2 Wake Recat B.4 Morning IFR then Simulation Experiment Results and Analysis B.4.1 Present Day Separation B.4.2 Wake Recat B.4.3 FAA JO B.5 Annualized Weighted Simulation Results B.6 Maximum Practical Capacity Analysis B.6.1 with Present Day Separation B.6.2 with Wake Recat B.6.3 Morning IFR then with Present Day Separation B.6.4 Morning IFR then with Wake Recat B.6.5 Morning IFR then with FAA JO B.7 Conclusion Exhibit B.1-1 Existing Airfield Configuration... 3 Exhibit B.2-1 Standard 28-1 Runway Configuration... 4 Exhibit B.2-2 Forecast Flight Schedule Rolling Hour Demand Comparison... 6 Exhibit B.2-3 FAA Dependent Approaches Parallel Runways Spaced Less Than 2,500 feet Apart Application... 8 Exhibit B.6-1 with Present Day Separation s by Hour Exhibit B.6-2 with Present Day Separation Percentage of Total Operations ed Exhibit B.6-3 with Wake Recat s by Hour Exhibit B.6-4 with Wake Recat Percentage of Total Operations ed Exhibit B.6-5 Morning IFR then with Present Day Separation s by Hour Exhibit B.6-6 Morning IFR then with Present Day Separation Percentage of Total Operations ed Exhibit B.6-7 Morning IFR then with Wake Recat s by Hour Exhibit B.6-8 Morning IFR then with Wake Recat Percentage of Total Operations ed Exhibit B.6-9 Morning IFR then Operation with FAA JO s by Hour Exhibit B.6-10 Morning IFR then with FAA JO Percentage of Total Operations ed Table B.1-1 Existing Runway Lengths... 2 Table B.2-1 Design Day Flight Schedule Fleet Mix Summary... 7 Table B.2-2 Forecast B757 and B767 Aircraft Fleet Demand Levels.. 8 Table B.3-1 Simulation Analysis Results Table B.3-2 Simulation with Wake Recat Analysis Results Table B.4-1 Morning ifr then Simulation Analysis Results Table B.4-2 Operation Morning IFR then with Wake Recat Simulation Analysis Results Table B.4-3 Morning IFR then with FAA Simulation Analysis Results Table B.5-1 Weighted Average Summary with Present Day Separation Table B.5-2 Weighted Average Summary with Wake Recat.. 15 Table B.5-3 Weighted Average Summary with Wake Recat And FAA JO AIRPORT DEVELOPMENT PLAN DRAFT FINAL Ultimate Airport Capacity & Simulation Modeling Analysis B - i

4 Appendix B Ultimate Airport Capacity and Simulation Modeling Analysis B.1 Introduction Evaluating the ultimate capacity of San Francisco International Airport (SFO) is necessary to understand the Airport s growth potential. In order to evaluate the ultimate capacity of the Airport, the SFO Bureau of Planning and Environmental Affairs (BPEA) tasked Landrum & Brown Inc. (L&B) with using the FAA s Airport and Airspace Simulation Model (SIMMOD) simulation software to evaluate the ultimate capacity and delays of the current runway system at SFO. In addition, various operational configurations were evaluated at increased demand levels to determine impacts on capacity and delays. Due to constraints which limit the ability for runway expansion at the Airport, future growth and success depends on new procedures and methods that increase capacity while using the existing airfield configuration. These were considered in the development of the model simulation. Exhibit B.1-1 depicts the existing runway configuration for SFO. Table B.1-1 provides the dimensions for each runway. The ultimate capacity and delay simulation analysis focuses primarily on the maximum capacity of the standard runway operating configuration. In this configuration, arriving flights use Runways 28L and 28R while departing flights use Runways 1L and 1R. Alternate runway configurations were not evaluated in this analysis as the 28-1 plan and the closely related plan are used over 95 percent of the time. Table B.1-1 Existing Runway Lengths Designation Length Width 1L-19R 7, R-19L 8, L-28R 11, R-28L 11, The following sections of this report provide a description of the simulation modeling experiments including: An overview of the simulation modeling methodology and assumptions Simulated weather and operating configurations o Visual flight rules () weather conditions pilots visually navigate and maintain separation from clouds and other aircraft o Morning instrument flight rules () weather conditions visibility less than 3 statute miles and ceiling less than 1,000 feet above ground level Explanation of various simulated runway operating configurations and airspace configurations which could potentially increase runway capacity at SFO o FAA Wake Turbulence Recategorization (Wake Recat) o FAA Job Order (JO) nautical mile Dependent Approaches to Parallel Runways Spaced Less Than 2,500 feet Apart arrival procedures on Runways 28L and 28R Evaluation of the maximum practical capacity of the airfield The results of the simulation analyses are intended to provide SFO and airport stakeholders with a realistic assessment of the maximum theoretical capacity of the Airport. The maximum capacity assessment in this report can be used to guide the Airport in planning future flight demand levels, thereby ensuring flight schedule integrity and minimizing delays. 1 Runway operation patterns at SFO are abbreviated using the code x-y, where x represents the primary arrival runway pair and y represents the primary departure runway pair. Draft Final: September 2016 Appendix B Page 1 Draft Final: September 2016 Appendix B Page 2

5 B.2 Simulation Modeling Assumption and Methodology This section provides an overview of the methodology and assumptions that were used in the simulation modeling analyses. B.2.1 Runway Usage Exhibit B.1-1 Existing Airfield Configuration As stated in Section B.1, the standard 28-1 operation was the primary runway configuration simulated in this analysis. In conditions, the standard runway usage consists of two paired arrivals on Runways 28R and 28L and two departures on Runways 1L and 1R between each arrival pair. Departures that cannot use Runways 1L or 1R due to aircraft performance requirements use Runways 28L or 28R instead. Following a 2013 extension of Runway 10R-28L, the majority of long-haul international departures use this runway. In the standard 28-1 runway operation, the majority of general aviation and cargo departures use Runways 1L and 1R for departures. Exhibit B.2-1 depicts the standard 28-1 runway usage configuration which was evaluated in the simulation modeling analysis. Exhibit B.2-1 Standard 28-1 Runway Configuration Source: SFO Bureau of Planning and Environmental Affairs, SFO Airport Layout Plan, 2014; Landrum & Brown, Inc., 2016 Draft Final: September 2016 Appendix B Page 3 Draft Final: September 2016 Appendix B Page 4

6 B.2.2 Airfield and Terminal Enhancements Exhibit B.2-2 Forecast Flight Schedule Rolling Hour Demand Comparison The future configuration of B/A B was simulated with 18 gates, which does not account for multiple aircraft ramp system (MARS) gates in the new boarding area which will allow additional aircraft to park at some gates. Existing airline gating assignments were used, and those aircraft which currently park at B/A B were assigned to the reconfigured boarding area. B.2.3 Demand Levels Previous SIMMOD analyses conducted for the Runway Safety Area (RSA) improvement project simulated demand levels up to 1,300 daily operations, which represented a 2014 forecast demand level. During peak summer months, the Airport currently operates demand levels that occasionally exceed 1,300 daily operations. To evaluate the impacts of increased aircraft operations on the capacity of the airspace and runway system at SFO, several forecast aircraft demand levels were simulated. As part of the update to the Airport s ultimate forecast, L&B prepared forecast flight schedules for 2016, 2018, and 2021 demand levels. The simulated operations in the flight schedule are as follows: 2016 demand level 1,336 daily operations 2018 demand level 1,369 daily operations 2021 demand level 1,435 daily operations In addition to these three forecast demand levels, a 5 percent flight schedule increase of the 2021 demand level was evaluated. This demand level simulated approximately 1,504 daily operations. Military and helicopter operations which were identified in the original design day flight schedules (DDFS) were not simulated in the analysis. Exhibit B.2-2 depicts a rolling hour comparison based on 10 minute time intervals (bins) of the current day 2013 demand levels as well as the three forecast demand levels which were simulated for this analysis. The rolling hour comparison of the 2016, 2018, and 2021 demand levels indicates the following peak hour demand rates anticipated at SFO: 2016 (1,336 daily operations): 55 arrivals, 58 departures, 105 total operations 2018 (1,369 daily operations): 55 arrivals, 58 departures, 104 total operations 2021 (1,435 daily operations): 59 arrivals, 62 departures, 110 total operations The arrival, departure, and total operations peaks occur at different times of day, so the peak hour totals do not equal the sum of arrivals and departures. B.2.4 Weather Conditions Each demand level was evaluated under conditions and morning IFR then () conditions. The condition is the result of a typical weather pattern where a layer of cool marine air draws fog through the Golden Gate and down the coast of the Bay. Usually this lasts until 10:30 am when the sun begins to evaporate the fog and visibility improves. The Airport is reduced to a single arrival runway (Runway 28R) when operating under IFR conditions. With only one primary arrival runway available, Airport capacity decreases, resulting in a greater number of delays. Draft Final: September 2016 Appendix B Page 5 Draft Final: September 2016 Appendix B Page 6

7 B.2.5 FAA Separation Initiatives FAA Wake Recat As part of its NextGen air traffic modernization initiatives, the Federal Aviation Administration (FAA) is reevaluating aircraft wake turbulence categorizations in a program known as Wake Recat. Analysis of certain aircraft fleets has determined that existing wake turbulence separation requirements for lead-to-trail aircraft combinations may be excessive during IFR operations. Wake Recat increases runway capacity by reducing the lead-to-trail aircraft separations for various aircraft types. Table B.2-1 provides a summary of the DDFS fleet mix by Wake Recat category. Table B.2-1 Design Day Flight Schedule Fleet Mix Summary DDFS Fleet Mix (% Of Total Aircraft Operations) Wake Category Common A/C CAT A A % 0.6% 0.7% CAT B B747, B777, A % 7.9% 8.6% CAT C B767, A310, MD11 1.6% 1.4% 0.9% Table B.2-2 Forecast B757 and B767 Aircraft Fleet Demand Levels B757/B767 Operations in Forecast Flight Schedules B B Total Flights FAA JO In an effort to increase arrival capacity during IFR conditions at SFO, the FAA JO Nautical Mile Dependent Approaches to Parallel Runways Spaced Less Than 2,500 feet Apart arrival procedure was simulated. During IFR operations, the Airport is ordinarily reduced to a single arrival runway which reduces capacity to operations per hour. The FAA procedure allows ILS approaches to be operated simultaneously on Runways 28L and 28R using a staggered arrival procedure. Exhibit B.2-3 depicts the basic guidelines for the application of the FAA JO procedure when conducted on Runways 28L and 28R. Exhibit B.2-3 FAA Dependent Approaches Parallel Runways Spaced Less Than 2,500 feet Apart Application CAT D B757, B737, A % 62.0% 62.5% CAT E CRJ2, CRJ7, E % 20.8% 21.4% CAT F E120, E190, H25B 9.7% 7.4% 6.0% Total 100.0% 100.0% 100.0% Daily ops 1,336 1,369 1,435 Wake Recat primarily benefits the B757 and B767 aircraft fleets by allowing reduced in-trail separation requirements in IFR conditions. As proposed in Wake Recat, B757 aircraft are grouped with other narrowbody aircraft including the B737 and A320. The B767 is removed from the heavy aircraft category which contains aircraft including the B747 and B777 and placed in its own category with new in-trail separation requirements. Table B.2-2 provides a summary of the forecast B757 and B767 aircraft demand levels in the 2016, 2018, and 2021 flight schedules. The B757 is estimated to be phased out of SFO operations by the year 2021 and replaced with more efficient narrowbody aircraft such as the B ER. Usage of the B767 is also expected to decline in future years, and that aircraft type will be replaced with new models such as the A350 and B787. Draft Final: September 2016 Appendix B Page 7 Draft Final: September 2016 Appendix B Page 8

8 The FAA JO arrival procedure requires the lead aircraft in a staggered pair to use the lower approach to the near end of a runway or the lower glide slope angle. Since the runway thresholds for Runways 28L and 28R are abeam each other, Runway 28L is considered the lower approach as a result of the 2.85 degree glide slope angle for instrument approaches on the runway. Narrowbody and small aircraft can always be the lead aircraft in a staggered pair. However, heavy and super heavy category aircraft are required to be the trailing aircraft to mitigate the impacts of wake turbulence on the paired aircraft. For simulation purposes, heavy and super heavy aircraft were assigned to Runway 28R. Rules dictate that arrivals can be diagonally staggered using a minimum of 1.5 nm of separation. However, given the complexity of implementing the staggered operation at SFO, this operation will most likely not achieve the 1.5 nm separation on a consistent basis during the initial implementation. It is estimated that staggered separations would range between 1.5 nm and 2.0 nm; therefore, a separation of 1.8 nm was used in the simulation. B.2.6 Statistical Evaluation Metrics The simulation analysis used the following statistical metrics in evaluating the final results of each simulation experiment: Average arrival delays Average departure delays Average overall delays Peak hour arrival delays Peak hour departure delays Weighted average delays Demand hour delay profiles for and morning IFR simulations Percentage of total operations delayed by more than 15, 30, 45, and 60 minutes The following sections of this report will discuss the statistical analysis results of the various simulation experiments. The results of the simulation analysis are used to estimate the maximum practical capacity and acceptable levels of delay for the Airport which is the primary focus of this analysis. B.3 Simulation Experiment Results and Analysis This section presents the results of the two simulation experiments, one operating under the present day separation criteria and other under the Wake Recat separation criteria. Although Wake Recat is intended primarily to reduce in-trail separations during IFR operations, this analysis simulated it in a environment to determine if any delay improvements or capacity gains could be achieved. FAA JO was not simulated, as this procedure affects only IFR operations. B.3.1 Present Day Separation Table B.3-1 presents a summary of some of the standard delay evaluation metrics from the simulation model. The delays in each of these categories increase when operating at higher demand levels. Table B.3-1 Simulation Analysis Results % Total Operations 1,336 1,369 1,435 1,504 Average Arrival Average Departure Average Peak Hour Arrival Peak Hour Departure B.3.2 Wake Recat Table B.3-2 represents a summary of the simulated delay results of the Wake Recat simulation experiments operating in conditions. For comparison purposes, the delay results from the simulation experiments under present day separations are included to show the differences in delays. In general, the application of Wake Recat provides minimal delay savings under conditions. The primary reason is that lead-to-trail aircraft in-trail separations at SFO are typically larger than minimum IFR separations because departures from Runways 1L and 1R are sequenced in between arrivals on Runways 28L and 28R. A previous analysis of SFO radar data indicates that in conditions, the minimum in-trail separation between narrowbody arrival pairs is approximately 3.8 nm, which is considered the minimum required to sequence departures from Runways 1L and 1R in between arrivals. Due to the dependent nature of arrivals and departures at SFO, Wake Recat may only yield minimal benefits in delay reductions and capacity gains. In general, Wake Recat would not provide significant benefit to SFO under operating conditions. Draft Final: September 2016 Appendix B Page 9 Draft Final: September 2016 Appendix B Page 10

9 Table B.3-2 Simulation with Wake Recat Analysis Results Total Operations Average Arrival Average Departure Recat Recat Recat % 1,336 1,369 1,435 1, % Recat Average Peak Hour Arrival Peak Hour Departure B.4 Morning IFR then Simulation Experiment Results and Analysis This section presents the results of the morning IFR then () simulation experiments. This weather pattern was simulated using each of the four demand levels and both of the FAA air traffic procedure improvements. B.4.1 Present Day Separation The morning IFR period typically occurs during the morning peak arrival push and ends around 10:30 am. With present day separation requirements, the Airport is reduced to a single arrival runway during the morning IFR period, which reduces arrival capacity to approximately operations per hour. For simulation purposes, dual departures on Runways 1L and 1R were sequenced between the single arrival stream on Runway 28R. When the morning IFR period ends, simultaneous paired arrivals commence on Runways 28L and 28R. Table B.4-1 presents a comparison of the simulated delay results for the four demand levels of the modeling experiments. Increased demand levels when operating in IFR conditions result in significantly higher delays, particularly for arrivals. Late arrivals typically shift the peak departure banks to the mid to late afternoon periods, overlapping with the peak international departure push and thereby resulting in higher than normal departure delays. Table B.4-1 Morning IFR then Simulation Analysis Results % Total Operations 1,336 1,369 1,435 1,504 Average Arrival Average Departure Average Peak Hour Arrival Peak Hour Departure B.4.2 Wake Recat Table B.4-2 presents a summary of the simulated delay results of the Wake Recat simulation experiments operating in morning IFR then conditions. For comparison purposes, the delay results from the simulation experiments under present day separations is included to show the differences in delays between the various experiments. Draft Final: September 2016 Appendix B Page 11 Draft Final: September 2016 Appendix B Page 12

10 Under Wake Recat separation criteria, significant gains are achieved with B757 and B767 aircraft, resulting in noticeable arrival delay improvements. However, reduced arrival in-trail separation results in fewer gaps for departures on intersecting Runways 1L and 1R, thus resulting in higher departure delays. Table B.4-2 Operation Morning IFR then with Wake Recat Simulation Analysis Results Total Operations Average Arrival Average Departure Recat Recat Recat % % Recat 1,336 1,369 1,435 1, Average Peak Hour Arrival Peak Hour Departure B.4.3 FAA JO Table B.4-3 presents a summary of the simulated delay results of the morning IFR then conditions using the FAA JO procedure. For comparison purposes, the delay results from the simulation experiments under existing separations is included to show the differences in delays between the various experiments. The simulation results show a significant delay savings at each of the demand levels when operating the FAA JO stagger arrival procedures. The ability to operate two arrival runways during morning IFR conditions increases arrival capacity and reduces delays. In addition, implementation of FAA improves the recovery and transition back to a operation because the procedure reduces extended delays that typically occur under existing morning IFR conditions. Table B.4-3 Morning IFR then with FAA Simulation Analysis Results % % Total Operations 1,336 1,369 1,435 1,504 Average Arrival Average Departure Average Peak Hour Arrival Peak Hour Departure B.5 Annualized Weighted Simulation Results Weighted average delays were computed using the results of the and morning IFR then () simulation results for each of the four simulated demand levels. The delay results in each statistical category were multiplied by the annual estimated percentage in which the Airport operates in each weather condition (approximately 60%, 40% ). Annualizing delays provides a more realistic estimate of the expected delays on an annual basis versus using the statistical results from individual operating conditions ( or morning IFR then ). Table B.5-1, Table B.5-2, and Table B.5-3 summarize the weighted arrival, departure, and average overall delays based on the and morning IFR simulation results for the present day, Wake Recat, and JO separation standards, respectively. When compared with the present day and Wake Recat separation simulations, operating the FAA JO provides noticeable delay reductions as well as increased capacity in the morning IFR period. Draft Final: September 2016 Appendix B Page 13 Draft Final: September 2016 Appendix B Page 14

11 Table B.5-1 Weighted Average Summary with Present Day Separation % Total Operations 1,336 1,369 1,435 1,504 Average Arrival Average Departure Average Table B.5-2 Weighted Average Summary with Wake Recat % Total Operations 1,336 1,369 1,435 1,504 Average Arrival Average Departure Average Table B.5-3 Weighted Average Summary with Wake Recat and FAA JO % Total Operations 1,336 1,369 1,435 1,504 Average Arrival Average Departure Average B.6 Maximum Practical Capacity Analysis The airfield/airspace simulation analysis considered not only the maximum theoretical capacity of the existing SFO airfield, but also its maximum practical capacity. Maintaining airline schedule integrity is the primary operational goal of defining maximum practical airfield capacity. While delays during certain peak periods in certain IFR operating conditions or runway uses is expected, high peak hour delays should dissipate in the hours following to avoid excessive cancellations and missed connections. Extended delays throughout the day during predominant operating conditions are not acceptable. Therefore, (1) average daily delay levels, (2) delays in each hour of the day, and (3) percentage of flights delayed were all considered in defining the maximum practical capacity. From the maximum practical capacity analysis, a daily operations level was defined which was used to develop the constrained schedule. Based on the simulation modeling, the existing Airport runway system has a maximum practical capacity between 1,400 and 1,425 daily operations. Certain NextGen procedures could potentially allow for additional throughput with similar or lower aircraft delays. Wake Recat may provide an estimated increase of approximately 20 daily operations. Implementation of the FAA JO procedure could reduce overall delays and increase arrival capacity during morning IFR periods, allowing for an additional 30 operations over the already increased throughput enabled by Wake Recat. The following analysis assumes a design day capacity of 1,475 daily operations. According to the unconstrained operations forecast, the Airport is anticipated to reach this demand level between the years 2021 and The maximum practical capacity of an airport is the maximum demand an airport can sustain while maintaining an acceptable level of service. The acceptable level of service can vary between airports and is custom defined for each airport. In this analysis, the following metrics were considered at different demand levels to evaluate the level of service: Maximum peak hour arrival and departure delays Time it takes for peak hourly delays to dissipate and return to lower acceptable delay levels Airline operations delayed by more than 15, 30, 45, and 60 minutes Maintaining airline schedule integrity The four demand levels that were modeled were used in this analysis 2016, 2018, 2021, and percent. In this section, each demand level is referred to by its number of daily operations: 1,336, 1,369, 1,435, and 1,504, respectively. At each demand level, both all-day and morning IFR then conditions were modeled. No flight cancellations were taken into account in the morning IFR then simulation experiments and the full flight schedule was operated. In reality, the airlines would cancel some flights to avoid both excessive delays and schedule degradation during inclement weather. For each demand level, weather condition, and separation procedure combination, an analysis was conducted based on two delay metrics: hours: The number of hours spent with average arrival or departure days exceeding either 15 minutes () or minutes (morning IFR then ) Percentage of total operations delayed: The proportion of flights delayed by more than 15 minutes Draft Final: September 2016 Appendix B Page 15 Draft Final: September 2016 Appendix B Page 16

12 B.6.1 with Present Day Separation Exhibit B.6-2 with Present Day Separation Percentage of Total Operations ed Exhibit B.6-1 depicts the simulated hourly delays for the experiments using present day separation criteria. The figure presents both arrival and departure delays for each of the four simulated demand levels. Peak hour delays in excess of 15 minutes do not typically span more than two hours at any given time for arrivals when operating at demand levels between 1,435 and 1,504 daily operations. Average departure delays remain below the 15 minute threshold for all demand levels except the 1,504 demand level; however, the delay dissipates within one hour. Exhibit B.6-1 with Present Day Separation s by Hour Exhibit B.6-2 depicts the percentage of total operations delayed for each of the four simulated demand levels. At each demand level, a small percentage of flights experience average delays in excess of 15 minutes. When demand levels increase, a larger percentage of flights will experience these higher average delays. Draft Final: September 2016 Appendix B Page 17 Draft Final: September 2016 Appendix B Page 18

13 B.6.2 with Wake Recat Exhibit B.6-4 with Wake Recat Percentage of Total Operations ed Exhibit B.6-3 depicts the simulated hourly delays for the 28-1 experiment with the Wake Recat separation criteria. Application of the Wake Recat separation criteria provides some overall average peak hour delay reduction in comparison to present day separation criteria (Exhibit B.6.1). Exhibit B.6-3 with Wake Recat s by Hour Exhibit B.6-4 depicts the percentage of total operations delayed for each of the four simulated demand levels in conditions and with Wake Recat separation criteria applied. s when using Wake Recat are slightly lower for arrivals and departures when compared with present day separation criteria (Exhibit B.6-2). Draft Final: September 2016 Appendix B Page 19 Draft Final: September 2016 Appendix B Page 20

14 B.6.3 Morning IFR then with Present Day Separation Exhibit B.6-5 depicts the simulated demand hour delays for the morning IFR then weather condition under present day separation criteria. The morning IFR then experiments were evaluated based on peak delays in excess of 30 minutes and 60 minutes for arrivals and departures, respectively. In each of the four demand levels, the capacity limitations during morning IFR conditions caused cascading arrival delays in excess of 1.5 to 7.0 hours. These cascading delays would degrade airline schedule integrity and result in excessive delays or cancelled flights. Exhibit B.6-6 Morning IFR then with Present Day Separation Percentage of Total Operations ed As a result of the delayed arrivals during the morning IFR period, the corresponding departure flights for those aircraft would be shifted into the early afternoon/evening period, overlapping with the peak international departure push. This higher departure demand yields higher delays and longer periods of cascading delays. Exhibit B.6-5 Morning IFR then with Present Day Separation s by Hour Exhibit B.6-6 depicts the percentage of total operations delayed for each of the four simulated demand levels in morning IFR then conditions under current day separation criteria. Exhibit B.6-6 depicts the impact of cascading arrival and departure delays and the resulting higher percentage of aircraft delayed more than 15 minutes. Draft Final: September 2016 Appendix B Page 21 Draft Final: September 2016 Appendix B Page 22

15 B.6.4 Morning IFR then with Wake Recat Exhibit B.6-8 Morning IFR then with Wake Recat Percentage of Total Operations ed Exhibit B.6-7 depicts the simulated demand hour delays for the morning IFR then weather condition with the application of Wake Recat separation criteria. When compared to the simulation using present day separation criteria (presented in Exhibit B.6-7), Wake Recat slightly reduced arrival delays. Cascading delays in excess of 30 minutes for departures are reduced in all demand levels when compared with present day separation criteria. Exhibit B.6-7 Morning IFR then with Wake Recat s by Hour Exhibit B.6-8 depicts the percentage of total operations delayed for each of the four demand levels in morning IFR then conditions with the application of Wake Recat separation criteria. The application of Wake Recat provides some delay benefits; however, the results did not indicate significant delay reductions. Draft Final: September 2016 Appendix B Page 23 Draft Final: September 2016 Appendix B Page 24

16 B.6.5 Morning IFR then with FAA JO Exhibit B.6-10 Morning IFR then with FAA JO Percentage of Total Operations ed Exhibit B.6-9 depicts the simulated demand hour delays for the morning IFR then weather condition with the application of the FAA JO arrival procedure. The ability to operate two ILS approaches with staggered arrivals on Runways 28L and 28R during IFR conditions reduces arrival delays and increases throughput. As a result, the application of this procedure provides significant peak arrival and departure delay improvements when compared to the present day and Wake Recat separation criteria. Because arrival delays do not build as significantly during the morning IFR period, corresponding departing flights are not shifted into the early afternoon period and so there is no overlap with the international departure push. This scenario results in lower peak departure delays when the airport transitions back to a operation. Exhibit B.6-9 Morning IFR then Operation with FAA JO s by Hour Exhibit B.6-10 depicts the percentage of total operations delayed for each of the four demand levels in morning IFR then conditions with the application of the FAA JO arrival procedure. The procedure provides significant delay reduction benefits and reduces the percentage of total operations delayed 15 minutes or more. Draft Final: September 2016 Appendix B Page 25 Draft Final: September 2016 Appendix B Page 26

17 B.7 Conclusion The ultimate capacity and delay simulation modeling analysis provides the Airport and the airlines with guidance for determining the maximum practical capacity of the existing runway system when operating at higher demand levels. The results of the simulation analysis indicate that the maximum practical capacity for the Airport is 1,475 daily operations. It is estimated that the Airport operates in conditions 60 percent of the time and IFR conditions 40 percent of the time annually. With such a high percentage of IFR operating conditions on an annual basis, increasing capacity and reducing delays is imperative to reaching the maximum practical capacity of the existing runway system at the Airport. Key NextGen airspace improvements, especially the FAA JO arrival procedure, would need to be implemented to reduce the average arrival delays during morning IFR periods, which will increase capacity of the Airfield to its maximum practical capacity. Key findings from the simulation modeling analysis include: The application of the FAA JO arrival procedure during morning IFR periods significantly reduces delays so that they do not cascade past when the Airport transitions back to a operation. Wake Recat separation criteria provides some benefit in IFR conditions for reduction of delays. However, due to the dependent nature of the arrival and departure operation and the increased arrival separation required to sequence departing flights, Wake Recat does not provide significant gains in capacity and delay reductions. Draft Final: September 2016 Appendix B Page 27

According to FAA Advisory Circular 150/5060-5, Airport Capacity and Delay, the elements that affect airfield capacity include:

According to FAA Advisory Circular 150/5060-5, Airport Capacity and Delay, the elements that affect airfield capacity include: 4.1 INTRODUCTION The previous chapters have described the existing facilities and provided planning guidelines as well as a forecast of demand for aviation activity at North Perry Airport. The demand/capacity

More information

The purpose of this Demand/Capacity. The airfield configuration for SPG. Methods for determining airport AIRPORT DEMAND CAPACITY. Runway Configuration

The purpose of this Demand/Capacity. The airfield configuration for SPG. Methods for determining airport AIRPORT DEMAND CAPACITY. Runway Configuration Chapter 4 Page 65 AIRPORT DEMAND CAPACITY The purpose of this Demand/Capacity Analysis is to examine the capability of the Albert Whitted Airport (SPG) to meet the needs of its users. In doing so, this

More information

Wake Turbulence Standards

Wake Turbulence Standards Recategorization of ICAO Wake Turbulence Standards RECAT Phase I Overview Joint FAA/EUROCONTROL Project Three year study (25 meetings) RECAT Team Comprised of worldwide wake turbulence and aviation experts

More information

Las Vegas McCarran International Airport. Capacity Enhancement Plan

Las Vegas McCarran International Airport. Capacity Enhancement Plan Las Vegas McCarran International Airport Capacity Enhancement Plan Las Vegas McCarran International Airport Capacity Enhancement Plan September 1994 Prepared jointly by the U.S. Department of Transportation,

More information

Washington Dulles International Airport (IAD) Aircraft Noise Contour Map Update

Washington Dulles International Airport (IAD) Aircraft Noise Contour Map Update Washington Dulles International Airport (IAD) Aircraft Noise Contour Map Update Ultimate ASV, Runway Use and Flight Tracks 4th Working Group Briefing 8/13/18 Meeting Purpose Discuss Public Workshop input

More information

Chapter 3. Demand/Capacity & Facility Requirements

Chapter 3. Demand/Capacity & Facility Requirements Chapter 3. Demand/Capacity & Facility Requirements Chapter 3. DEMAND/CAPACITY & FACILITY REQUIREMENTS This chapter provides an assessment of future airport development requirements based upon the forecasts

More information

CHAPTER 4 DEMAND/CAPACITY ANALYSIS

CHAPTER 4 DEMAND/CAPACITY ANALYSIS CHAPTER DEMAND/CAPACITY ANALYSIS INTRODUCTION The demand/capacity analysis examines the capability of the airfield system at Blue Grass Airport (LEX) to address existing levels of activity as well as determine

More information

Analysis of Operational Impacts of Continuous Descent Arrivals (CDA) using runwaysimulator

Analysis of Operational Impacts of Continuous Descent Arrivals (CDA) using runwaysimulator Analysis of Operational Impacts of Continuous Descent Arrivals (CDA) using runwaysimulator Camille Shiotsuki Dr. Gene C. Lin Ed Hahn December 5, 2007 Outline Background Objective and Scope Study Approach

More information

APPENDIX D MSP Airfield Simulation Analysis

APPENDIX D MSP Airfield Simulation Analysis APPENDIX D MSP Airfield Simulation Analysis This page is left intentionally blank. MSP Airfield Simulation Analysis Technical Report Prepared by: HNTB November 2011 2020 Improvements Environmental Assessment/

More information

FORT LAUDERDALE-HOLLYWOOD INTERNATIONAL AIRPORT ENVIRONMENTAL IMPACT STATEMENT DRAFT

FORT LAUDERDALE-HOLLYWOOD INTERNATIONAL AIRPORT ENVIRONMENTAL IMPACT STATEMENT DRAFT D.3 RUNWAY LENGTH ANALYSIS Appendix D Purpose and Need THIS PAGE INTENTIONALLY LEFT BLANK Appendix D Purpose and Need APPENDIX D.3 AIRFIELD GEOMETRIC REQUIREMENTS This information provided in this appendix

More information

Wake Turbulence Evolution in the United States

Wake Turbulence Evolution in the United States Wake Turbulence Evolution in the United States Briefing to WakeNet Europe Paris May 15, 2013 Wake Turbulence Program ATO Terminal Services May 2013 Outline Operational overview of wake turbulence effect

More information

Chapter III - Demand/Capacity and Facility Requirements

Chapter III - Demand/Capacity and Facility Requirements Chapter III - Demand/Capacity and Facility Requirements The facility requirements identified in this chapter are summarized on Exhibit III.1. The future requirements serve to determine which airport facilities

More information

Airfield Capacity Prof. Amedeo Odoni

Airfield Capacity Prof. Amedeo Odoni Airfield Capacity Prof. Amedeo Odoni Istanbul Technical University Air Transportation Management M.Sc. Program Air Transportation Systems and Infrastructure Module 10 May 27, 2015 Airfield Capacity Objective:

More information

Key Purpose & Need Issues

Key Purpose & Need Issues Key Purpose & Need Issues Efficiently meet demand through the 2025 planning horizon 864,000+ annual operations 180-200 operations during peak daytime hours Balance peak hour arrival/departure capability

More information

RSAT RUNUP ANALYSIS 1. INTRODUCTION 2. METHODOLOGY

RSAT RUNUP ANALYSIS 1. INTRODUCTION 2. METHODOLOGY RSAT RUNUP ANALYSIS 1. INTRODUCTION The FAA Runway Safety Action Team (RSAT) is a team of FAA staff that works with airports to address existing and potential runway safety problems and issues. The RSAT

More information

Appendix C AIRPORT LAYOUT PLANS

Appendix C AIRPORT LAYOUT PLANS Appendix C AIRPORT LAYOUT PLANS Appendix C AIRPORT LAYOUT PLANS Airport Master Plan Santa Barbara Airport As part of this Airport Master Plan, the Federal Aviation Administration (FAA) requires the development

More information

Draft Concept Alternatives Analysis for the Inaugural Airport Program September 2005

Draft Concept Alternatives Analysis for the Inaugural Airport Program September 2005 Draft Concept Alternatives Analysis for the Inaugural Airport Program September 2005 Section 3 - Refinement of the Ultimate Airfield Concept Using the Base Concept identified in Section 2, IDOT re-examined

More information

B GEORGIA INFRASTRUCTURE REPORT CARD AVIATION RECOMMENDATIONS DEFINITION OF THE ISSUE. Plan and Fund for the Future:

B GEORGIA INFRASTRUCTURE REPORT CARD AVIATION RECOMMENDATIONS DEFINITION OF THE ISSUE. Plan and Fund for the Future: 2014 GEORGIA INFRASTRUCTURE REPORT CARD B + RECOMMENDATIONS Plan and Fund for the Future: While the system continues to enjoy excess capacity and increased accessibility it still needs continued focus

More information

Draft Concept Alternatives Analysis for the Inaugural Airport Program September 2005

Draft Concept Alternatives Analysis for the Inaugural Airport Program September 2005 Draft Concept Alternatives Analysis for the Inaugural Airport Program September 2005 Section 1 - Introduction This report describes the development and analysis of concept alternatives that would accommodate

More information

TABLE OF CONTENTS. General Study Objectives Public Involvement Issues to Be Resolved

TABLE OF CONTENTS. General Study Objectives Public Involvement Issues to Be Resolved TABLE OF CONTENTS Description Page Number LIST OF ACRONYMS... a CHAPTER ONE INTRODUCTION General... 1-1 Study Objectives... 1-1 Public Involvement... 1-2 Issues to Be Resolved... 1-2 CHAPTER TWO EXISTING

More information

SIMMOD Simulation Airfield and Airspace Simulation Report. Oakland International Airport Master Plan Preparation Report. Revised: January 6, 2006

SIMMOD Simulation Airfield and Airspace Simulation Report. Oakland International Airport Master Plan Preparation Report. Revised: January 6, 2006 Table of Contents SIMMOD Simulation Airfield and Airspace Simulation Report Oakland International Airport Master Plan Preparation Report Revised: January 6, 2006 Produced For: 1. Simmod PRO! Description...

More information

NextGen Priorities: Multiple Runway Operations & RECAT

NextGen Priorities: Multiple Runway Operations & RECAT NextGen Priorities: Multiple Runway Operations & RECAT May 2018 Presented by Paul Strande & Jeffrey Tittsworth Federal Aviation Administration National Airspace System Today Air traffic services for the

More information

LEYELOV I I ... ** L 8. I *~~~~~...i DATA PACKAGE IVM, 8~ AIRPORT IMPROVEMVENT TASK FORCE DELAY STUDIES

LEYELOV I I ... ** L 8. I *~~~~~...i DATA PACKAGE IVM, 8~ AIRPORT IMPROVEMVENT TASK FORCE DELAY STUDIES R DAO99 871 PEAT MARWICK MITCHELL AND CO SAN FRANCISCO CALIF F/S 1/2 NEW YORK AIRPORTS DATA PACKAGE NUMBER A, JOHN F KENNEDY INTERN--ETC(U) DEC 79 DOT-FA77WA- 3961 INCLASSIFI ED NL ED LEYELOV I I DATA

More information

Crosswind-based wake avoidance system approved by the FAA for operational use. Clark Lunsford (MITRE) & Dr. Edward Johnson May 15-16, 2013

Crosswind-based wake avoidance system approved by the FAA for operational use. Clark Lunsford (MITRE) & Dr. Edward Johnson May 15-16, 2013 Crosswind-based wake avoidance system approved by the FAA for operational use Clark Lunsford (MITRE) & Dr. Edward Johnson May 15-16, 2013 Outline WTMD Concept Order signed authorizing WTMD operations WTMD

More information

Raleigh-Durham International Airport Airport Capacity Enhancement Plan. August 1991

Raleigh-Durham International Airport Airport Capacity Enhancement Plan. August 1991 ii Raleigh-Durham International Airport Airport Capacity Enhancement Plan August 1991 Prepared jointly by the U.S. Department of Transportation, Federal Aviation Administration, Raleigh-Durham Airport

More information

Current practice of separation delivery at major European airports ATM R&D Seminar, June 2015, Lisbon

Current practice of separation delivery at major European airports ATM R&D Seminar, June 2015, Lisbon Current practice of separation delivery at major European airports ATM R&D Seminar, June 2015, Lisbon Gerben van Baren (NLR) vanbaren@nlr.nl Catherine Chalon Morgan (Eurocontrol) Vincent Treve (Eurocontrol)

More information

Wake Turbulence Recategorization (RECAT) ATC Human Factors Issues During Implementation. Terminal Services

Wake Turbulence Recategorization (RECAT) ATC Human Factors Issues During Implementation. Terminal Services Wake Turbulence Recategorization (RECAT) ATC Human Factors Issues During Implementation Presented to: WakeNet Europe By: Joel Forrest, Human Solutions, Inc. Date: May 13, 2014 Terminal Services Overview

More information

CATCODE ] CATCODE

CATCODE ] CATCODE Runways. FAC: 1111 CATCODE: 111111 OPR: AFCEC/COS OCR: AF/A3O-A 1.1. Description. The runway is the paved surface provided for normal aircraft landings and take offs. Runways are classified as either Class

More information

1.0 Project Background Mission Statement and Goals Objectives of this Sustainable Master Plan

1.0 Project Background Mission Statement and Goals Objectives of this Sustainable Master Plan TABLE OF CONTENTS CHAPTER 1 INTRODUCTION 10 Project Background 1-1 11 Mission Statement and Goals 1-1 12 Objectives of this Sustainable Master Plan 1-2 CHAPTER 2 INVENTORY 20 Airport Background 2-1 201

More information

LONG BEACH, CALIFORNIA

LONG BEACH, CALIFORNIA LONG BEACH, CALIFORNIA 1 LONG BEACH, CALIFORNIA Airport Capacity Session Kent Duffy Senior Airport Planner Federal Aviation Administration kent.duffy@faa.gov 2 Agenda FAA Airport Capacity Guidance Airport

More information

Assignment 10: Final Project

Assignment 10: Final Project CEE 4674: Airport Planning and Design Spring 2017 Assignment 10: Final Project Due: May 4, 2017 (via email and PDF) Final Exam Time is May 5 Requirements for this assignment are: a) Slide presentation

More information

Abstract. Introduction

Abstract. Introduction COMPARISON OF EFFICIENCY OF SLOT ALLOCATION BY CONGESTION PRICING AND RATION BY SCHEDULE Saba Neyshaboury,Vivek Kumar, Lance Sherry, Karla Hoffman Center for Air Transportation Systems Research (CATSR)

More information

Merritt Island Airport

Merritt Island Airport TABLE OF CONTENTS CHAPTER 1 INTRODUCTION... 1-1 INTRODUCTION AND PROJECT OVERVIEW... 1-1 General Guidelines... 1-1 Prior Planning Documentation... 1-2 Key Issues... 1-2 Goals and Objectives... 1-2 Regulatory

More information

SECTION 4 DEMAND/CAPACITY ANALYSIS AND FACILITY REQUIREMENTS

SECTION 4 DEMAND/CAPACITY ANALYSIS AND FACILITY REQUIREMENTS SECTION 4 DEMAND/CAPACITY ANALYSIS AND FACILITY REQUIREMENTS This Section compares the projected demand and the existing capacity for the major elements of the Airport and establishes the facility requirements

More information

Draft Concept Alternatives Analysis for the Inaugural Airport Program September 2005

Draft Concept Alternatives Analysis for the Inaugural Airport Program September 2005 Section 10 Preferred Inaugural Airport Concept 10.0 Introduction The Preferred Inaugural Airport Concept for SSA was developed by adding the preferred support/ancillary facilities selected in Section 9

More information

Time-series methodologies Market share methodologies Socioeconomic methodologies

Time-series methodologies Market share methodologies Socioeconomic methodologies This Chapter features aviation activity forecasts for the Asheville Regional Airport (Airport) over a next 20- year planning horizon. Aviation demand forecasts are an important step in the master planning

More information

Agenda: SASP SAC Meeting 3

Agenda: SASP SAC Meeting 3 Agenda: SASP SAC Meeting 3 Date: 04/12/18 Public Involvement Plan Update Defining the System Recommended Classifications Discussion Break Review current system Outreach what we heard Proposed changes Classification

More information

FACILITY REQUIREMENTS

FACILITY REQUIREMENTS FACILITY REQUIREMENTS In order to ensure that Bradley International Airport (BDL) is capable of supporting the expected increase in passenger traffic, care must be taken to ensure that the recommendations

More information

Airport Master Plan. Brookings Regional Airport. Runway Runway 17-35

Airport Master Plan. Brookings Regional Airport. Runway Runway 17-35 Runway 17-35 Airport Master Plan Runway 12-30 Brookings Regional Airport Table of Contents Table of Contents Chapter 1: Master Plan Goals... 1-1 1.1. Introduction... 1 1.2. Objective 1 Identify improvements

More information

Wake Vortex R&D. Status Briefing. NBAA Convention. Federal Aviation Administration. By: Steve Lang Date: September 2007

Wake Vortex R&D. Status Briefing. NBAA Convention. Federal Aviation Administration. By: Steve Lang Date: September 2007 Wake Vortex R&D Status Briefing NBAA Convention By: Steve Lang Date: September 2007 Topics for Today Wake Turbulence Program Overview Near Term Achievements The Future Wake Program Activities Near-Term

More information

Automated Integration of Arrival and Departure Schedules

Automated Integration of Arrival and Departure Schedules Automated Integration of Arrival and Departure Schedules Topics Concept Overview Benefits Exploration Research Prototype HITL Simulation 1 Lessons Learned Prototype Refinement HITL Simulation 2 Summary

More information

APPENDIX X: RUNWAY LENGTH ANALYSIS

APPENDIX X: RUNWAY LENGTH ANALYSIS APPENDIX X: RUNWAY LENGTH ANALYSIS Purpose For this Airport Master Plan study, the FAA has requested a runway length analysis to be completed to current FAA AC 150/5325-4B, Runway Length Requirements for

More information

Enhanced Time Based Separation

Enhanced Time Based Separation Enhanced Time Based Separation (etbs) Enhanced Time Based Separation (etbs) Evolving TBS from SESAR research TBS tool for Heathrow developed with Lockheed Martin (now Leidos) TBS tool deployed at Heathrow

More information

STAFF REPORT. Airport Land Use Plan Consistency Review: Santa Barbara Airport Master Plan. MEETING DATE: November 19, 2015 AGENDA ITEM: 7D

STAFF REPORT. Airport Land Use Plan Consistency Review: Santa Barbara Airport Master Plan. MEETING DATE: November 19, 2015 AGENDA ITEM: 7D STAFF REPORT SUBJECT: Airport Land Use Plan Consistency Review: Santa Barbara Airport Master Plan MEETING DATE: AGENDA ITEM: 7D STAFF CONTACT: Peter Imhof, Andrew Orfila RECOMMENDATION: Adopt findings

More information

Runway Length Analysis Prescott Municipal Airport

Runway Length Analysis Prescott Municipal Airport APPENDIX 2 Runway Length Analysis Prescott Municipal Airport May 11, 2009 Version 2 (draft) Table of Contents Introduction... 1-1 Section 1 Purpose & Need... 1-2 Section 2 Design Standards...1-3 Section

More information

3. Aviation Activity Forecasts

3. Aviation Activity Forecasts 3. Aviation Activity Forecasts This section presents forecasts of aviation activity for the Airport through 2029. Forecasts were developed for enplaned passengers, air carrier and regional/commuter airline

More information

Saint Petersburg-Clearwater International Airport. Airspace & Instrument Approach Analysis

Saint Petersburg-Clearwater International Airport. Airspace & Instrument Approach Analysis Saint Petersburg-Clearwater International Airport Airspace & Instrument Approach Analysis February 23, 2005 Jeppesen Boeing Jeppesen Government / Military Services Group Airspace Services Division AIRSPACE

More information

Airport Master Plan for Montgomery-Gibbs Executive Airport PAC Meeting #3

Airport Master Plan for Montgomery-Gibbs Executive Airport PAC Meeting #3 Airport Master Plan for Montgomery-Gibbs Executive Airport PAC Meeting #3 Agenda > Introductions > Public Meetings Overview > Working Paper 3 - Facility Requirements > Working Paper 4 - Environmental Baseline

More information

SPADE-2 - Supporting Platform for Airport Decision-making and Efficiency Analysis Phase 2

SPADE-2 - Supporting Platform for Airport Decision-making and Efficiency Analysis Phase 2 - Supporting Platform for Airport Decision-making and Efficiency Analysis Phase 2 2 nd User Group Meeting Overview of the Platform List of Use Cases UC1: Airport Capacity Management UC2: Match Capacity

More information

Chapter 5 Facility Requirements

Chapter 5 Facility Requirements Chapter 5 Facility Requirements 50 INTRODUCTION This chapter describes the airside and landside facility requirements necessary to accommodate existing and forecasted demand in accordance with Federal

More information

Appendix D Airfield Ongoing Projects Alternatives

Appendix D Airfield Ongoing Projects Alternatives Appendix D Appendix D D.1 Introduction The set of alternatives for each of the airfield facilities was compared with respect to each other and the existing condition. 1 The screening and evaluation process

More information

Outmaneuvered AIRFLOW

Outmaneuvered AIRFLOW Today s portable sensors and data-analysis techniques enable scientists worldwide to visualize dimensions, measure velocities and track positions of wake vortices generated by specific variants of large

More information

1.1.3 Taxiways. Figure 1-15: Taxiway Data. DRAFT Inventory TYPICAL PAVEMENT CROSS-SECTION LIGHTING TYPE LENGTH (FEET) WIDTH (FEET) LIGHTING CONDITION

1.1.3 Taxiways. Figure 1-15: Taxiway Data. DRAFT Inventory TYPICAL PAVEMENT CROSS-SECTION LIGHTING TYPE LENGTH (FEET) WIDTH (FEET) LIGHTING CONDITION 1.1.3 Taxiways EWN has an extensive network of taxiways and taxilanes connecting the terminal, air cargo, and general aviation areas with the runways as listed in Figure 1-15. A 50-foot wide parallel taxiway

More information

NextGen: New Technology for Improved Noise Mitigation Efforts: DFW RNAV Departure Procedures

NextGen: New Technology for Improved Noise Mitigation Efforts: DFW RNAV Departure Procedures NextGen: New Technology for Improved Noise Mitigation Efforts: DFW RNAV Departure Procedures DFW International Airport Sandy Lancaster, Manager Noise Compatibility October 13, 2008 OUTLINE About DFW Airport

More information

Appendix F International Terminal Building Main Terminal Departures Level and Boarding Areas A and G Alternatives Analysis

Appendix F International Terminal Building Main Terminal Departures Level and Boarding Areas A and G Alternatives Analysis Appendix F International Terminal Building Main Terminal Departures Level and Boarding Areas A and G Alternatives Analysis ITB MAIN TERMINAL DEPARTURES LEVEL & BOARDING AREAS A & G ALTERNATIVES ANALYSIS

More information

ANALYSIS OF THE CONTRIUBTION OF FLIGHTPLAN ROUTE SELECTION ON ENROUTE DELAYS USING RAMS

ANALYSIS OF THE CONTRIUBTION OF FLIGHTPLAN ROUTE SELECTION ON ENROUTE DELAYS USING RAMS ANALYSIS OF THE CONTRIUBTION OF FLIGHTPLAN ROUTE SELECTION ON ENROUTE DELAYS USING RAMS Akshay Belle, Lance Sherry, Ph.D, Center for Air Transportation Systems Research, Fairfax, VA Abstract The absence

More information

Appendix 6.1: Hazard Worksheet

Appendix 6.1: Hazard Worksheet Appendix 6.1: Appendix 6.1: Ref. Condition, real or potential; that can cause injury, illness, etc. This is a prerequisite for an Airfield Hazards 1. Taxiway Geometry Direct access to runway from ramp

More information

CEE Quick Overview of Aircraft Classifications. January 2018

CEE Quick Overview of Aircraft Classifications. January 2018 CEE 5614 Quick Overview of Aircraft Classifications Dr. Antonio A. Trani Professor Civil and Environmental Engineering January 2018 1 Material Presented The aircraft and its impact operations in the NAS

More information

Lake Tahoe Airport Master Plan Public Meeting March 16, 2015

Lake Tahoe Airport Master Plan Public Meeting March 16, 2015 Lake Tahoe Airport Master Plan Public Meeting March 16, 2015 What is an Airport Master Plan? a comprehensive study of an airport [that] usually describes the short, medium, and long term development plans

More information

CANSO Workshop on Operational Performance. LATCAR, 2016 John Gulding Manager, ATO Performance Analysis Federal Aviation Administration

CANSO Workshop on Operational Performance. LATCAR, 2016 John Gulding Manager, ATO Performance Analysis Federal Aviation Administration CANSO Workshop on Operational Performance LATCAR, 2016 John Gulding Manager, ATO Performance Analysis Federal Aviation Administration Workshop Contents CANSO Guidance on Key Performance Indicators Software

More information

Prepared By: Mead & Hunt, Inc Port Lansing Road Lansing, MI 48906

Prepared By: Mead & Hunt, Inc Port Lansing Road Lansing, MI 48906 Master Plan The preparation of this document was financed in part through a planning grant from the Federal Aviation Administration (FAA) as provided under Section 505 of the Airport and Airway Improvement

More information

2. CANCELLATION. AC 90-23F, Aircraft Wake Turbulence, dated February 20, 2002, is canceled.

2. CANCELLATION. AC 90-23F, Aircraft Wake Turbulence, dated February 20, 2002, is canceled. U.S. Department of Transportation Federal Aviation Administration Advisory Circular Subject: Aircraft Wake Turbulence Date: 2/10/14 Initiated by: AFS-400 AC No: 90-23G Change: 1. PURPOSE. This advisory

More information

Facility Requirements

Facility Requirements 4. This chapter presents the airside and landside facility requirements necessary to accommodate existing and forecasted demand at Erie International Airport (ERI or the Airport) in accordance with Federal

More information

Westover Metropolitan Airport Master Plan Update

Westover Metropolitan Airport Master Plan Update Westover Metropolitan Airport Master Plan Update June 2008 INTRODUCTION Westover Metropolitan Airport (CEF) comprises the civilian portion of a joint-use facility located in Chicopee, Massachusetts. The

More information

TABLE OF CONTENTS. Washington Aviation System Plan Update July 2017 i

TABLE OF CONTENTS. Washington Aviation System Plan Update July 2017 i TABLE OF CONTENTS Chapter 1 Overview... 1-1 1.1 Background... 1-1 1.2 Overview of 2015 WASP... 1-1 1.2.1 Aviation System Performance... 1-2 1.3 Prior WSDOT Aviation Planning Studies... 1-3 1.3.1 2009 Long-Term

More information

DRAFT MASTER PLAN UPDATE

DRAFT MASTER PLAN UPDATE DRAFT MASTER PLAN UPDATE CHAPTER VI: AIRPORT LAYOUT PLAN NARRATIVE DRAFT REPORT APRIL 2017 PREPARED BY: Table of Contents WESTCHESTER COUNTY AIRPORT 6 AIRPORT LAYOUT PLAN NARRATIVE REPORT... 6-1 6.1 AGIS

More information

Airport Master Plan for. Brown Field Municipal Airport PAC Meeting #3

Airport Master Plan for. Brown Field Municipal Airport PAC Meeting #3 Airport Master Plan for Brown Field Municipal Airport PAC Meeting #3 Public Meeting #1 > 8/24/17 from 5:30 to 8:00 pm > 41 attendees signed-in > Comments: > EAA area > Environmental constraints > Focus

More information

Time-Space Analysis Airport Runway Capacity. Dr. Antonio A. Trani. Fall 2017

Time-Space Analysis Airport Runway Capacity. Dr. Antonio A. Trani. Fall 2017 Time-Space Analysis Airport Runway Capacity Dr. Antonio A. Trani CEE 3604 Introduction to Transportation Engineering Fall 2017 Virginia Tech (A.A. Trani) Why Time Space Diagrams? To estimate the following:

More information

Washington Dulles International Airport (IAD) Aircraft Noise Contour Map Update. Ultimate Operations 5th Working Group Briefing 9/25/18

Washington Dulles International Airport (IAD) Aircraft Noise Contour Map Update. Ultimate Operations 5th Working Group Briefing 9/25/18 Washington Dulles International Airport (IAD) Aircraft Noise Contour Map Update Ultimate Operations 5th Working Group Briefing 9/25/18 Meeting Purpose Discuss methodology of Ultimate build scenario operations

More information

Executive Summary. MASTER PLAN UPDATE Fort Collins-Loveland Municipal Airport

Executive Summary. MASTER PLAN UPDATE Fort Collins-Loveland Municipal Airport Executive Summary MASTER PLAN UPDATE Fort Collins-Loveland Municipal Airport As a general aviation and commercial service airport, Fort Collins- Loveland Municipal Airport serves as an important niche

More information

FAA RECAT Phase I Operational Experience

FAA RECAT Phase I Operational Experience FAA RECAT Phase I Operational Experience WakeNet-Europe Workshop 2015 April 2015 Amsterdam, The National Aerospace Laboratory (NLR) Tittsworth (FAA Air Traffic Organization) Pressley (NATCA / IFATCA) Gallo

More information

FORECASTING FUTURE ACTIVITY

FORECASTING FUTURE ACTIVITY EXECUTIVE SUMMARY The Eagle County Regional Airport (EGE) is known as a gateway into the heart of the Colorado Rocky Mountains, providing access to some of the nation s top ski resort towns (Vail, Beaver

More information

Hartford-Brainard Airport Potential Runway Closure White Paper

Hartford-Brainard Airport Potential Runway Closure White Paper Hartford-Brainard Airport Potential Runway 11-29 Closure White Paper June 2012 In recent years there has been discussion regarding the necessity of Runway 11-29 to the Hartford- Brainard Airport (HFD)

More information

System Oriented Runway Management: A Research Update

System Oriented Runway Management: A Research Update National Aeronautics and Space Administration System Oriented Runway Management: A Research Update Gary W. Lohr gary.lohr@nasa.gov Senior Research Engineer NASA-Langley Research Center ATM 2011 Ninth USA/EUROPE

More information

USE OF RADAR IN THE APPROACH CONTROL SERVICE

USE OF RADAR IN THE APPROACH CONTROL SERVICE USE OF RADAR IN THE APPROACH CONTROL SERVICE 1. Introduction The indications presented on the ATS surveillance system named radar may be used to perform the aerodrome, approach and en-route control service:

More information

FACILITY REQUIREMENTS SUMMARY OF KEY ISSUES OVERVIEW

FACILITY REQUIREMENTS SUMMARY OF KEY ISSUES OVERVIEW FACILITY REQUIREMENTS SUMMARY OF KEY ISSUES OVERVIEW This summary is intended to provide a brief overview of the key issues associated with conformance to FAA standards at Methow Valley State Airport.

More information

Technical Memorandum. Synopsis. Steve Carrillo, PE. Bryan Oscarson/Carmen Au Lindgren, PE. April 3, 2018 (Revised)

Technical Memorandum. Synopsis. Steve Carrillo, PE. Bryan Oscarson/Carmen Au Lindgren, PE. April 3, 2018 (Revised) Appendix D Orange County/John Wayne Airport (JWA) General Aviation Improvement Program (GAIP) Based Aircraft Parking Capacity Analysis and General Aviation Constrained Forecasts Technical Memorandum To:

More information

Indianapolis International Airport Capacity Enhancement Plan

Indianapolis International Airport Capacity Enhancement Plan Indianapolis International Airport Capacity Enhancement Plan 2 Indianapolis International Airport Capacity Enhancement Plan Indianapolis International Airport Capacity Enhancement Plan May 1993 Prepared

More information

March 2016 Safety Meeting

March 2016 Safety Meeting March 2016 Safety Meeting AC 61 98C Subject: Currency Requirements and Guidance for the Flight Review and Instrument Proficiency Check Date: 11/20/15 AC No: 61-98C Initiated by: AFS-800 Supercedes: AC

More information

ARCHERFIELD AIRPORT MASTER PLAN TECHNICAL PAPER TP 03/10 RUNWAY CAPACITY

ARCHERFIELD AIRPORT MASTER PLAN TECHNICAL PAPER TP 03/10 RUNWAY CAPACITY ARCHERFIELD AIRPORT MASTER PLAN TECHNICAL PAPER TP 03/10 (Revision 2) RUNWAY CAPACITY An Investigation of Practical Capacity with Class D Airspace Procedures and the Proposed Runway Configuration JULY

More information

Airport Simulation Technology in Airport Planning, Design and Operating Management

Airport Simulation Technology in Airport Planning, Design and Operating Management Applied and Computational Mathematics 2018; 7(3): 130-138 http://www.sciencepublishinggroup.com/j/acm doi: 10.11648/j.acm.20180703.18 ISSN: 2328-5605 (Print); ISSN: 2328-5613 (Online) Airport Simulation

More information

Table of Contents. Overview Objectives Key Issues Process...1-3

Table of Contents. Overview Objectives Key Issues Process...1-3 Table of Contents Chapter One Introduction Overview...1-1 Objectives...1-1 Key Issues...1-2 Process...1-3 Chapter Two Inventory of Existing Conditions Airport Setting...2-1 Locale...2-1 Airport Surroundings...2-5

More information

Tallahassee International Airport Master Plan. Technical Advisory Committee Meeting #2 October 19, 2016

Tallahassee International Airport Master Plan. Technical Advisory Committee Meeting #2 October 19, 2016 Tallahassee International Airport Master Plan Technical Advisory Committee Meeting #2 October 19, 2016 Agenda Welcome / Introductions Master Plan Process and Project Status Forecast of Aviation Demand

More information

Regional Jets ,360 A319/ , , , ,780

Regional Jets ,360 A319/ , , , ,780 Excel Tab Name: Seats (18 MAP) PASSENGER AIRLINE FLIGHT SCHEDULE CALCULATION RECORD Summary 17.2 MAP flight schedule* (with Southwest Airlines B737-800s changed to B737-700s) Number of Total Seats Avg.

More information

Technical Report. Aircraft Overflight and Noise Analysis. Brisbane, California. December Prepared by:

Technical Report. Aircraft Overflight and Noise Analysis. Brisbane, California. December Prepared by: Aircraft Noise Abatement Office Technical Report Aircraft Overflight and Noise Analysis Brisbane, California Prepared by: P.O. Box 8097 San Francisco, California 94128 (650) 821-5100 Introduction In response

More information

Have Descents Really Become More Efficient? Presented by: Dan Howell and Rob Dean Date: 6/29/2017

Have Descents Really Become More Efficient? Presented by: Dan Howell and Rob Dean Date: 6/29/2017 Have Descents Really Become More Efficient? Presented by: Dan Howell and Rob Dean Date: 6/29/2017 Outline Introduction Airport Initiative Categories Methodology Results Comparison with NextGen Performance

More information

APPENDIX H 2022 BASELINE NOISE EXPOSURE CONTOUR

APPENDIX H 2022 BASELINE NOISE EXPOSURE CONTOUR APPENDIX H 2022 BASELINE NOISE EXPOSURE CONTOUR This appendix sets forth the detailed input data that was used to prepare noise exposure contours for 2022 Baseline conditions. H.1 DATA SOURCES AND ASSUMPTIONS

More information

DRAFT. Airport Master Plan Update Sensitivity Analysis

DRAFT. Airport Master Plan Update Sensitivity Analysis Dallas Love Field Sensitivity Analysis PREPARED FOR: The City of Dallas Department of Aviation PREPARED BY: RICONDO & ASSOCIATES, INC. August 201 Ricondo & Associates, Inc. (R&A) prepared this document

More information

WakeNet3-Europe Concepts Workshop

WakeNet3-Europe Concepts Workshop WakeNet3-Europe Concepts Workshop Benefits of Conditional Reduction of Wake Turbulence Separation Minima London, 09.02.2011 Jens Konopka (jens.konopka@dfs.de) DFS Deutsche Flugsicherung GmbH 2 Outline

More information

4. Demand/Capacity Assessment and Facility Requirements

4. Demand/Capacity Assessment and Facility Requirements 4. This chapter presents an evaluation of the existing airfield facilities, buildings, and other facilities at the Airport and an assessment of their potential use under the demand scenarios defined for

More information

ATM Network Performance Report

ATM Network Performance Report ATM Network Performance Report 2019 Page 1 of 20 Table of contents Summary... 3 Network Wide Performance... 4 Airborne delay... 4 Sydney... 7 Airborne delay... 7 Notable events... 7 CTOT (Calculated take

More information

Name of Customer Representative: Bruce DeCleene, AFS-400 Division Manager Phone Number:

Name of Customer Representative: Bruce DeCleene, AFS-400 Division Manager Phone Number: Phase I Submission Name of Program: Equivalent Lateral Spacing Operation (ELSO) Name of Program Leader: Dr. Ralf Mayer Phone Number: 703-983-2755 Email: rmayer@mitre.org Postage Address: The MITRE Corporation,

More information

1. Background and Proposed Action

1. Background and Proposed Action 1. Background and Proposed Action This chapter describes Hillsboro Airport and the planning background for the proposed project. The Port of Portland (the Port) is the sponsor for the Hillsboro Airport

More information

RECAT-EU. European Wake Turbulence Categorisation and Separation Minima on Approach and Departure

RECAT-EU. European Wake Turbulence Categorisation and Separation Minima on Approach and Departure EUROCONTROL RECAT-EU European Wake Turbulence Categorisation and Separation Minima on Approach and Departure Edition: 1.1 Edition date: 15/07/2015 Status: Released Issue Intended for: Stakeholders DOCUMENT

More information

6.C.1 AIRPORT NOISE. Noise Analysis and Land Use Impact Assessment FORT LAUDERDALE-HOLLYWOOD INTERNATIONAL AIRPORT ENVIRONMENTAL IMPACT STATEMENT

6.C.1 AIRPORT NOISE. Noise Analysis and Land Use Impact Assessment FORT LAUDERDALE-HOLLYWOOD INTERNATIONAL AIRPORT ENVIRONMENTAL IMPACT STATEMENT 6.C.1 AIRPORT NOISE The existing land uses are described in Chapter Five, Affected Environment. The methodologies used to develop the Geographic Information System (GIS) land use database, the estimated

More information

CHAPTER 1: INTRODUCTION

CHAPTER 1: INTRODUCTION CHAPTER 1: INTRODUCTION Purpose and Scope The information presented in this report represents the study findings for the 2016 Ronan Airport Master Plan prepared for the City of Ronan and Lake County, the

More information

FUTENMA REPLACEMENT FACILITY BILATERAL EXPERTS STUDY GROUP REPORT. August 31, 2010

FUTENMA REPLACEMENT FACILITY BILATERAL EXPERTS STUDY GROUP REPORT. August 31, 2010 FUTENMA REPLACEMENT FACILITY BILATERAL EXPERTS STUDY GROUP REPORT August 31, 2010 MANDATE AND SCOPE OF WORK: In order to achieve the earliest possible relocation of Marine Corps Air Station Futenma, the

More information

TECHNICAL REPORT #3 Palm Beach International Airport Demand/Capacity and Facility Requirements

TECHNICAL REPORT #3 Palm Beach International Airport Demand/Capacity and Facility Requirements TECHNICAL REPORT #3 Palm Beach International Airport Demand/Capacity and Facility Requirements Technical Report #3 Palm Beach International Airport Demand/Capacity and Facility Requirements Palm Beach

More information

Simulation Analysis of Dual CRDA Arrival Streams to Runways 27 and 33L at Boston Logan International Airport

Simulation Analysis of Dual CRDA Arrival Streams to Runways 27 and 33L at Boston Logan International Airport MTR 00W0000128 MITRE TECHNICAL REPORT Simulation Analysis of Dual CRDA Arrival Streams to Runways 27 and 33L at Boston Logan International Airport November 2000 Brian Simmons Linda Boan Dr. Patricia Massimini

More information

Operators may need to retrofit their airplanes to ensure existing fleets are properly equipped for RNP operations. aero quarterly qtr_04 11

Operators may need to retrofit their airplanes to ensure existing fleets are properly equipped for RNP operations. aero quarterly qtr_04 11 Operators may need to retrofit their airplanes to ensure existing fleets are properly equipped for RNP operations. 24 equipping a Fleet for required Navigation Performance required navigation performance

More information