New Capacity Model:runwaySimulator	

REDAC Airport Subcommittee

Kent Duffy, APP-400

31-March-2015

Presented to:

By:

Date:

Federal Aviation

Administration

Federal Aviation

Administration

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Overview

ARP has worked with MITRE for tech transfer of the runwaySimulator model for public release

Released in December 2014

https://www.faa.gov/airports/planning_capacity/runwaysimulator/

Validation report available online

Mid-level model: not as complex as SIMMOD/TAAM, but better than the Airfield Capacity Model (ACM)

Calculates sustainable hourly runway capacity

Availability and Training plans

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Federal Aviation

Administration

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Model Levels

SIMMOD

Airfield Capacity Model (ACM)

TAAM

ADSIM/RDSIM

runwaySimulator

ASPM Data (Statistical)

Greater fidelity / More time and expense

Simulation

Less fidelity / Less time and expense

To fill a niche between quick but less flexible tools like ACM, and robust but time-consuming tools like TAAM or SIMMOD

Analytical

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Federal Aviation

Administration

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runwaySimulator can model complex Airport and ATC Operations

Fast-Time Simulation Model Developed Under MITRE’s Research Program

Model quantifies the number of arrivals and departures an airport is able to sustain

Given a set of operating assumptions

Under various weather conditions

A prototype of runwaySimulator was first developed between 2004-2006

runwaySimulator has been used extensively for MITRE’s sponsored work with FAA

FACT3, Airport Capacity Profiles, NextGen Systems Analysis, Future Concepts

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Federal Aviation

Administration

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The Objective: Analyze Runway System Capacity for Complex Airport Operations and ATC Procedures

30% (Small)

52% (Large)

18% (Small)

18% (Small)

10% (Small)

23% (Large)

10% (Small)

29% (Large)

10% (Small)

vs ACM

HOU

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Administration

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An Example of Complex Runway Interaction to Model

Departures from Runways 34R and 05 use same departure fixes

Must be separated by a minimum time

Departures on 05 must wait for arrivals on 34R to pass over runway

34L

34R

05

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1 minute crossing time separation for dependent operations

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HANEDA Airport (Tokyo) with out RW 04/22.

For North flow operations, figure D, it was assumed that independent arrivals would use runways 34L and 34R while independent departures would use runways 34R and 05. To estimate the runway’s maximum capacity it as assumed that all aircraft could use either runway for departure. Because arrivals on 34R interact with departures on 05, the runwaySIMULATOR model does not release a departure until the arrival has passed the runway. In addition the runwaySIMULATOR model was used to estimate the capacity when the arrivals and departures were dependent, and for the most restrictive case when traffic from the north was restricted to runway 34R and southerly traffic was restricted to 34L and 05.

Fig D

Example of a Complex Separation Rule to ModelFAA Order 7110.308

FAA Order 7110.308 approved special dependent approaches at specific airports with runway spacing < 2500 ft

1.5 NM diagonal separation 

Only behind lead aircraft

Only if lead aircraft is Small or Large

Otherwise standard radar and wake vortex separations apply

Arrival separation depends on sequence of aircraft

18R

18L

1.5 NM

Reference: FAA Order 7110.308, November 2008

  < 2500 ft

Standard separation

Standard separation

1.5 NM

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Model captures tradeoffs between arrivals, departures, and  operational changes

Output may be validated from  ATC called rates and historic data

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Federal Aviation

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runwaySimulator inputs are modular

Default inputs are provided for most components, but all can be tailored depending on the fidelity and depth of the modeling desired

Component-based design allows efficient re-use for additional simulations

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Federal Aviation

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This is an rS execution file, or rsx file.  The user can swap various components to modify the scenario by selecting the “Select File” button and selecting the new file.  This allows the user to reuse pre-existing components, which increases rS’s usability.  The user can also open any component file from this view, allowing for easy access to each file for modifications or review.

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Animation

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This is a playback tool that can help the user ensure that the rules they are modeling are being enforced as the user wishes.  Flights can be color coded by certain criteria which can also help the user identify what is happening.

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Capacity is the hourly throughput a runway system is able to sustain during periods of high demand

Provide capacity inputs to delay models

E.g., NASA Delay Model, or system wide model

Give insight into what constrains capacity

Arrival/departure tradeoffs, effects of weather and various modeling assumptions

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These are examples of the main output of rS – a capacity curve! The user can either see the information graphically or in a table format, which can be easily copied into Excel.

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FACT3: VMC Capacity for CLTwith Actual Hourly Traffic from ASPM

2011 VMC Baseline

Near Term NextGen

Wake Re-Categorization (RECAT) Phase 1

Reduced wake vortex separation behind many Heavy (new Class C) aircraft

Mid-term NextGen

Diverging departures

RNAV departure routes allow reduced divergence

Metering to Fixes within Terminal

Assumed more accurate delivery to runway

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Federal Aviation

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2011 IMC Baseline

FACT3: IMC Capacity for CLT (< 1000-3)with Actual Hourly Traffic from ASPM

Near Term NextGen

Wake Re-Categorization (RECAT) Phase 1

Reduced wake vortex separation behind many Heavy (new Class C) aircraft

Mid-term NextGen

Diverging departures

RNAV departure routes allow reduced divergence

Metering to Fixes within Terminal

Assumed more accurate delivery to runway

* Actual implementation subject to standard decision processes, including environmental reviews as required

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Federal Aviation

Administration

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License and Training

runwaySimulator available

Domestic public use, as well as FAA and government use

Requests for model from airports, airlines, consultants

No cost for model, but must sign software license (except FAA) and attend training before getting software

Training:

3-day training sessions held at MITRE in Virginia

Begin in late March, with 8 sessions planned in FY15

Web-based training possible for development in FY16

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Federal Aviation

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