# Airport Field Path Optimization Method Based on Conflict Hotspot Avoidance Mechanism
## 4 Example Analysis
The taxiing time of each aircraft before and after the optimization of the field hotspot area is shown in Figure 9. After optimization, the taxiing time of aircrafts YZR7537, CES2558, and CSZ9806 is reduced, and the taxiing time of aircrafts CSN6310 and CSN3210 is increased because of avoiding the conflict hotspot area; secondly, the number of aircraft passing through the key conflict hotspot area is reduced, which prevents the occurrence of taxiing conflicts and reduces the risk level of the key hotspot area effectively, and the \begin{table}
\begin{tabular}{c c c} \hline \hline
**Flight Number** & **Taxing Path** & **Moment of Aircraft Crossing Point** \\ \hline CES2558 & [10, 9, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 40, 107, 106, 109, 111, 140, 138, 117, 118, 136, 169] & [2474-2483-2497-2513-2527-2543-2553-2563-2577-2602-2609-2616-2623-2648-2671-2679-2686-2690-2694-2708-2716-2722-2726] \\ CES5348 & [171, 133, 120, 130, 66, 65, 64, 63, 62, 109, 108, 41, 42, 43, 44, 45, 46, 47, 48, 49, 11, 10] & [2698-2703-2711-2721-2726-2737-2764-2788-2795-2820-2843-2868-2875-2900-2927-2937-2953-2967-2983-2991-2998-3013] \\ CSN6310 & [167, 137, 117, 118, 135, 64, 63, 62, 109, 108, 41, 42, 43, 44, 45, 46, 47, 48, 49, 11, 10] & [2765-2768-2771-2780-2777-2804-2829-2836-2861-2884-2909-2916-2941-2968-2978-2994-3008-3024-3032-3039-3054] \\ CSN3210 & [10, 9, 8, 7, 6, 5, 4, 24, 25, 37, 38, 150, 158] & [3516-3525-3554-3581-3606-3653-3660-3685-3696-3703-3726-3734-3738] \\ CCA4314 & [10, 9, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 37, 151, 157] & [3516-3545-3559-3575-3589-3605-3615-3625-3639-3664-223,24,25,37,151,157] & \\ \hline \hline \end{tabular}
\end{table} 
Table 3: Optimized routes and crossing times for selected aircraft. total aircraft taxiing time is reduced by 53 s after optimization, which improves the airport field operation efficiency to a certain extent. After the optimization, the total taxiing time of aircraft is reduced by 53 s, which improves the airport field operation efficiency to a certain extent. Although the absolute savings of 53 s may seem limited, it is worth pointing out that this experimental window only covers 29 trips and 60 min of peak hours, and the baseline scenario has already been pre-optimized once by the first-come-first-served rule. On this basis, 53 s can still be squeezed out, which translates to an average of 1.8 s for a single sortie, equivalent to a 0.8% compression on the average taxiing time of 225 s. In the case of a high-density operation at 10 million airports, the average taxiing time can be reduced by 0.8%. Under the high-density operation conditions of 10 million airports, even if a single airplane saves only 1-2 s, it is still enough to advance the tail flights in the taxi sequence to the previous control instruction, thus reducing the number of \"stop-and-go\" times and energy-intensive acceleration segments. In addition, the simulation records show that the savings are mainly concentrated in the three hotspot segments of HS23, HS62, and HS64, which are also the most frequent conflict alarms in the history of operation, indicating that the optimization is not averaged out, but accurately cuts down the waiting time of the high-risk nodes, which has obvious safety spillover benefits.