Miguel Mujica Mota Paolo Scala Nico de Bock Aviation Academy Amsterdam University of Applied Sciences 1 International Conference on Air Transport 2015 INAIR15 Development of a Multi ID: 475171
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Slide1
Identification of Operative Problems using a model-based approach for Lelystad Airport
Miguel Mujica Mota, Paolo Scala, Nico de BockAviation Academy, Amsterdam University of Applied Sciences
1
International Conference on Air Transport
2015 (INAIR’15)Slide2
Development of a Multi-
Airport System
Including:
Rotterdam
Airport
Eindhoven
Airport
Lelystad
Airport
importance
2Slide3
Lelystad AirportSlide4
Research questions for Lelystad
What is the most attractive configuration?
What is the best cost/effective configuration from Airport and Airline perspective?Potential problems?
How to make it flexible enough?
4Slide5
Challenges and Objectives
Develop a model to assess the future performanceVerify that attractive PIs can be obtained by the AirportIdentify potential problems for the future airport and/or airspaceIdentify the capacity of the systemAnalyze the impact of uncertainty within the system
5Slide6
Approach: Model-based analysisSlide7
Ground MODEL CHARACTERISTICS
7Slide8
Configuration A
Gate 1
Gate 16
Configuration A:
L-shaped linear terminal with partial parallel taxiway (original), runway configuration 05
8Slide9
Configuration B
Gate 1
Gate 16
9
Configuration
B: Linear
terminal with
parallel taxiway. Nose In-Nose outSlide10
Configuration c
Gate 1
Gate 16
10
Configuration C
: Linear
terminal with
parallel taxiway. Taxi In- Taxi OutSlide11
11
Experimentall designSlide12
Results (1)
12Slide13
Results (2)
13Slide14
AIRSPACE MODEL CHARACTERISTICS
TAT Vehicles
- 1 fueling truck
- 1 bus for boarding
- 1 bus for
deboarding
- 2 stairs (for dual boarding)
- 1 water truck
- 1 cleaning truck
- 1 baggage cart for baggage in and out
14
Separation
minima(NM) ICAO
Aircraft
speed
rangeSlide15
Description of the Simulation model of Lelystad airport TMA
15Lelystad Airspace (TMA)
The airport is included in the Schiphol TMA 1 (Class A, Max FL 095-Min 1500 AMSL) Aircraft fly below it.
Incoming(outgoing) flow of aircraft come(go) from(to) east, aircraft fly in the NW Milligen TMA (Class B, Max FL065-Min 1500 AMSL)Slide16
Description of the Simulation model of Lelystad airport TMA
16
Routes
for RWY 23 and 05
taken
into
account in the model
Alders H., ”Presentatie en toelichting van de in het MER te onderzoeken routevarianten”
Routes in the TMASlide17
Description of the Simulation model of Lelystad airport TMA
17Holding pattern procedure
Aircraft are diverted into the holding patter due to congestion (number of aircraft on the ground and along the route) or disruption (crosswind)
Multiple layers (stack) separated vertically by a safe distance (1000 ft)
Used as a
congestion indicator:
Number of aircraft in the holding
Average number of turns by Aircraft
Holding pattern Entry point/IAF
Holding pattern
Holding pattern Slide18
Description of the Simulation model of Lelystad airport TMA
18Ground operations assumptions
They refer to the number of gates*,Taxiing times, runway occupancy time and turnaround
time
*
Schiphol
Group, ”
Ondernemingsplan Lelystad
Airport”, March 2014In the simulation model, ground side was modeled with a server object with:
Initial Capacity (number of gates) Processing time (Taxiing times, runway occupancy time and turnaround time) Slide19
Scenario&Results
19Scenarios were based on the volume of incoming aircraft, and they take into account peak hours at Schiphol airport (Original flight schedule)*
1°
scenario
2° scenario
3° scenario
60 % Original flight schedule
Original
flight schedule
(Schiphol peak hours)
200% Original flight schedule
Experiments:One day of operations
10 replications*Schiphol Group, ”Ondernemingsplan Lelystad Airport”, March 2014
These three scenarios were evaluated in order to test how the TMA can absorb different amount of traffic
In the first scenario a limited amount of traffic was tested
In the third scenario a higher volume of traffic was tested
Slide20
Scenario&Results
20Results obtained:Total number of incoming/outgoing aircraft
Number of aircraft diverted into the holding pattern
Number of turns made into the holding pattern
Average number of turns made in the holding pattern for each aircraft
1° Scenario
ATMs
Aircraft diverted into the HPSlide21
Scenario&Results
21Results obtained:Total number of incoming/outgoing aircraft
Number of aircraft diverted into the holding pattern
Number of turns made into the holding pattern
Average number of turns made in the holding pattern for each aircraft
2° Scenario
ATMs
Aircraft diverted into the HPSlide22
Scenario&Results
22Results obtained:Total number of incoming/outgoing aircraft
Number of aircraft diverted into the holding pattern
Number of turns made into the holding pattern
Average number of turns made in the holding pattern for each aircraft
3° Scenario
ATMs
Aircraft diverted into the HP
Number of turns into the HPSlide23
Scenario&Results
23In average 9 aircraft diverted into the holding pattern, 41% of the cases betweeen 5 and 15 aircraft delayed into the holding pattern
Average number of turns made in the holding pattern for each aircraft (1,33), 11% of the cases 1 turn and 89% 2 turns
Results from scenario 3 (High volume of incoming aircraft)Slide24
24
Response
surface with Apron’s enteringmode fixed at level 1 (Left-Right)
Surface
REsponseSlide25
25
Response
surface with Apron’s enteringmode fixed at level 2 (
Center
-Out)
Surface
REsponseSlide26
26
Lessons learned&Future workGROUND
The stability of the system impacts the performance on the airport
Taxi-in Taxi-out (
Config
. C) has good potential when using an efficient allocation
algorithm if not segregated operation will be more stable.
Airspace
We could identify tresholds for good performance of the systemScenario 1 and 2 are not congested
Scenario 3 starts to be congestedCapacity limit of the system is found between scenario 2 and 3Slide27
Thank
you for your
attention!
Identification of Operative Problems using a model-based approach for Lelystad Airport
Miguel Mujica Mota, Paolo Scala, Nico de Bock
(a)
Aviation Academy,
Amsterdam University of Applied Sciences
Aviation
Academy
www.hva.nl/aviation