## 4 Discussion  
In this paper, the sensitivity of the oversized floating body of an offshore airport under the action of wind and waves was analyzed in terms of rigid body displacement, the distribution law along the length of the floating body and vertical displacement, using the single module of the offshore airport as a model and innovatively introducing the motion response of different waves on the floating body. There exists a certain contribution to the hydro-elastic response and structural strength analysis of offshore airports, which has some significance to the stability design of offshore airports. A lot of literature reading and research has been done before writing the paper, which is described in the introduction of the previous paper. The trends of stiffness displacement and vertical displacement amplitude changes of floating bodies under different waves of regular waves are more consistent with [PERSON] et al. [3] and other studies, because this paper only analyzes the motion response of a single module of a marine airport under different sea conditions, and fails to consider the multi-floating body motion and flexible connector load values [21; 22], so the conclusions have some limitations, and the aspects not considered in this paper will be used as future research directions. The main findings are as follows:  
1. The location where the column is connected to the upper and lower pontoons, and the location where the lower cross brace is connected to the lower pontoon have large stresses. Therefore, it is necessary to design to increase the strength of the structure at these locations to ensure the safety of the floating airport. 2. The dynamic response of the offshore airport under wind and wave fields shows significant nonlinearity; for both regular and irregular waves, vertical shock is dominant. The difference between the two pendulum response curves is large. The hydroelastic response of floating bodies under irregular wave conditions is more sensitive to the wave direction angle than that of regular waves; when the wave direction angle is 90\({}^{\circ}\), the stabilization trend of the droop response is not obvious. The difference in the hydroelastic response of the offshore airport along the length of the floating body varies less under different wave angles. The stress concentration in the floating body at 50 m in the direction of incoming waves is triangularly distributed and extremely unfavorable. At wave angles of 22.5, 67.5, and 86.25\({}^{\circ}\), the floating body shows a large stress, and at an angle of \(\pm\)3.75\({}^{\circ}\) the stress symmetrically decreases in distribution. For this reason, the strength of the suspension line can be strengthened in the design  
Figure 15: Magnitude of vertical displacement under different incident irregular waves. (**a**) Elastic deformation; (**b**) Total displacement; (**c**) Rigid displacement. and the rotation angle can be reasonably set to adapt to the influence of different wave angles on the sea airport. * The total vertical displacement amplitude of the marine airport cannot be regarded as a simple superposition of the vertical displacement amplitude of the rigid body and the elastic deformation amplitude, because the two often cannot reach the maximum value at the same time. Methodology, W.L. and J.C.; Resources, S.K. ; Writing--original draft, L.W. ; Writing--review & editing, S.K. All authors have read and agreed to the published version of the manuscript. This research was funded by Natural Science Foundation of Jiangsu Province, \"Typhoon-wave coupled driving mechanism and nonlinear load model of large semi-submersible offshore airport platform\" (No. BK20210309), Jiangsu Provincial Postgraduate Research and Practice Innovation Program, \"Study on the nonlinear vibration mechanism of offshore floating airport with typhoon-wave-aircraft coupling\" (No.