A six factorial response surface text matrix was generated, varying the size of the sequence queuing window, the lateral limits of the ACV boundary, the outer limits of ADS_B reception (and therefore when an approach request could be received), the average arrival Rate (λ), the time of re-request relative to the estimated airport use time, and the mix of aircraft (approach speeds). Independent variable levels chosen to be representative of the design space can be seen in Figure 4. A six factorial response surface text matrix was generated, varying the size of the sequence queuing window, the lateral limits of the ACV boundary, the outer limits of ADS_B reception (and therefore when an approach request could be received), the average arrival Rate (λ), the time of re-request relative to the estimated airport use time, and the mix of aircraft (approach speeds). Independent variable levels chosen to be representative of the design space can be seen in Figure 4.
Independent Variable Independent Variable
UnitsUnits
Levels Levels
Request window
min
0.1
0.7
1.1
1.4
2.0
ACV boundary
NM
12.0
14.6
16.0
17.4
20.0
ACV annulus
NM
3.0
8.5
11.5
14.5
20.0
Arrival interval (λ)
min
4.0
22.1
32.0
41.9
60.0
Re-request delay
min
0.0
0.7
1.0
1.4
2.0
% GA
%
1
33
51
68
100
Figure 4: Variables Limits
Using a balanced central composite experimental design, 86 samples, each simulating 10 hours of airport arrivals were taken. For each sample, the simulation was allowed to continue to run until all arriving traffic had been serviced. Arrival data were collected for selected responses and averaged over the sample period. A summary of the data is shown in Figure 5.
3.3 Results and Discussion
Some delays are inevitable due to the nature of the service an automated one-in-one out airport would provide. Before we can field such a system, we must determine what level of delay is operationally feasible. By looking at the summary statistics
Response
Mean
Median
Min
Max
Sim Duration
616.4
600.0
600.0
1446.9
Airport Utilization
44%
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