A system level study of new wake turbulence separation concepts and their impact on airport capacity
A system level study of new wake turbulence separation concepts and their impact on airport capacity
复制标题
新尾流湍流分离概念及其对机场容量影响的系统级研究
DOI：
--
复制
发表时间：
2017
期刊：
影响因子：
--
通讯作者：
R. Hansman
中科院分区：
文献类型：
--
作者：
Tamás Kolos;R. Hansman
航空运输业在全球范围内持续增长，但需求往往受到可用空域和机场容量的限制。本论文的重点是评估新的空中交通程序：具体来说，新的和正在出现的尾流湍流分离规则可能会根据当今对尾流涡流的知识和技术能力增加跑道容量。虽然传统的尾流分离规则根据飞机的重量建立飞机类别，但这些新的分离规则可以通过考虑其他飞机参数和动态风条件来定义分离标准。开发了一个快速跑道系统模型，用于研究这些尾流分离规则，使用蒙特卡罗模拟，根据到达和出发操作的随机性提供准确和现实的跑道容量估计。总共详细分析了九种新提出的尾流分离规则，其中包括基于距离和基于时间的方法，以及静态和动态概念。选择美国最繁忙和延误最严重的七个机场作为案例研究，以说明这些新的尾流间隔规则带来的跑道容量效益：波士顿 (BOS)、纽约肯尼迪 (JFK)、纽约拉瓜迪亚 (LGA)、纽瓦克 (EWR)、旧金山 (SFO)、洛杉矶 (LAX) 和芝加哥奥黑尔 (ORD)。为了进行详细的容量分析，新的尾流分离规则在每个机场最受限的跑道配置下进行了测试。结果表明，增加飞机尾流类别的数量可以增加跑道容量，但随着每个新类别的增加，增加的收益会变小。五类或六类尾流分离系统可以捕获静态成对系统可以实现的大部分跑道容量。此外，根据当地机队组合改变机场之间的尾流类别边界可以提供额外的跑道容量优势，这意味着机场特定的尾流分离规则可以增加通用分离规则系统的容量。在新的尾流间隔规则中，结果表明，从当前的最小间隔（间隔值2海里或更小）进一步减少尾流间隔可以将运行瓶颈从进场路径转移到跑道，因为跑道占用时间成为到达间间隔的限制因素。基于时间的间隔规则的研究结果表明，在强逆风条件下从基于距离的间隔切换到基于时间的间隔可以恢复显着损失的容量。基于时间的分离规则可能具有很大的价值
The air transportation industry continues to grow worldwide, but demand is often limited by available airspace and airport capacity. This thesis focuses on evaluating new air traffic procedures: specifically, new and emerging wake turbulence separation rules that could potentially increase runway capacity based on today’s knowledge of wake vortex turbulence and technological capabilities. While legacy wake separation rules establish aircraft-classes based on weight of aircraft, these new separation rules can define separation standards by considering other aircraft parameters and dynamic wind conditions. A fast-time runway system model is developed for studying these wake separation rules, using Monte-Carlo simulations, to provide accurate and realistic runway capacity estimates based on the randomness of arrival and departure operations. A total of nine new proposed wake separation rules are analyzed in detail, which include both distance-based and time-based methods, as well as static and dynamic concepts. Seven of the busiest and most delayed U.S. airports are selected as case studies for the illustration of runway capacity benefits enabled by these new wake separation rules: Boston (BOS), New York J.F. Kennedy (JFK), New York LaGuardia (LGA), Newark (EWR), San Francisco (SFO), Los Angeles (LAX), and Chicago O’Hare (ORD). For a detailed capacity analysis, the new wake separation rules are tested under the most constraining runway configurations at each of these airports. The results indicate that increasing the number of aircraft wake categories can increase runway capacity, but the added benefits become smaller with each new category added. A five-or six-category wake separation system can capture most of the runway capacity that can be achieved with a static pair-wise system. Additionally, shifting wake category boundaries between airports as a function of local fleet mix can provide additional runway capacity benefits, meaning that airport specific wake separation rules can increase capacity over a universal separation rule system. Among the new wake separation rules, the results indicate that reducing wake separations further from current minimum separations (separation values of 2NM or less) can shift the operational bottleneck from the approach path to the runway, as runway occupancy time becomes the limiting factor for inter-arrival separations. The findings from the time-based separation rule demonstrate that switching from distance-based separations to time-based separations in strong headwind conditions can recover significant lost capacity. Time-based separation rules can be of great value