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Approach arrivals are assumed to fly direct to the IAF and then initiate the approach. For our purpose of exploring a mix of approach speeds, three aircraft types are used; a light single engine piston, an Eclipse Jet, and a Transport/Regional jet. Arrivals are assigned a speed profile based on type. The operation duration is then calculated for each aircraft in the simulation as .(path, speed).
Sequencer events consist of aircraft approach and departure clearance requests, though only unscheduled approaches have been implemented to date. An arrival can find the system locked (airport in use) or unlocked. If the system is free, requests are en-queued for a short time (a study variable) and one aircraft is selected for service (given priority). The rest of the requests in the queue are rescheduled and merged with the arrival stream with a higher priority, an updated position and a re-request time. The re-request positions can be modeled differently than initial requests because delayed aircraft may be more likely to re-request while near an IAF (altitude separated from the initial approach altitude) rather than scattered randomly about the airport perimeter. The simulation can model the re-request arrivals either way. Figure 3 shows a typical 10 hour-aggregate traffic sample as generated.
If necessary, charted holding could be added to the procedure to facilitate safe and easily selectable waiting areas for delayed aircraft. Holding has not been modeled, as our purpose was to determine the size and scope of delays we could expect given differing rates and mixes of arrival traffic. Human-in-the-loop studies will be necessary to determine feasibility of free flight and self separation in this region vs. a more
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A METHOD OF SEPARATION ASSURANCE FOR INSTRUMENT FLIGHT PROCE(11)
