Analysis of Air Transportation Systems

Descriptions of Airport and Airspace Simulation

Models

Drs. Antonio A. Trani and Hojong Baik

Civil and Environmental Engineering
Virginia Polytechnic Institute and State University

June 9-12, 2003

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 Material Presented in this Section

• Review of current large-scale simulation models

• Review some of their strengths and weaknesses
• Provide you with some information to better
understand various large-scale airport and airspace
simulation models

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Basics on Airport and Airspace Simulation
Models

• These models mimic the behavior of aircraft in

complex airspace and airport systems
• Typically these models use a discrete event simulation
approach (see another handout on this) to move aircraft
among airport and airspace resources
• Airport and airspace resources are considered objects
like runways, taxiways, gates and airspace links
• These models employ some sort of link-node structure
to move aircraft entities between resources

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Sample Airport and Airspace Simulation
Models

SIMMOD - the FAA airport and airspace simulation

model
RAMS - Eurocontrol’s reorganized mathematical
simulator model
TAAM - Australian developed simulation model (the
Preston Group is now part of the Boeing Company)
Several in-house simulation models exist (VPI_asim)

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 Common Goals of Large-Scale Airport
Simulation Models

• To estimate airport measures of effectiveness to

estimate delays curves for an airport subject to some
airport schedule (or demand) scenario
• Delays are usually defined as the difference between
unimpeded and actual travel times
• Estimate utilization of airport resources (such as gates,
runways, taxiways, etc.)
• NOTE: These models do not measure capacity directly.
Capacity is a non observable variable in an airport
system (can be estimated measuring delay)

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 SIMMOD

• An airspace and airfield simulation model developed by

the FAA in the last two decades
• Good airfield and airspace logic
• Gate-to-Gate simulator (important for some
applications)
• 2D graphics (except for workstation version)
• Validated in the period 1985-1991
• Cost: $5,900 per copy for SIMMOD Plus! version 5.0
• Large learning curve (in general for SIMMOD)

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 TAAM

• An airspace and airfield simulation model developed by

the Preston Group (Australia) - a Boeing Company
• Good airfield and airspace logic
• Gate-to-Gate simulator (important for some
applications)
• Excellent graphics
• Not validated although in use by many airlines and
research organizations
• Cost: $300,000 per copy
• Large learning curve

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TAAM Model

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 RAMS

• An airspace simulation model developed by

Eurocontrol (equivalent of FAA ar traffic services in the
US)
• Only airspace simulation
• Developed using MODSIM - a simulation language
developed by CACI
• Good aircraft conflict detection and resolution
• Price is around $7,500 Euros (v. 3.0 version)
• Large learning curve

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 Sample Screen of RAMS

The figure illustrates the conflict detection and

resolution in RAMS

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 Principles of Discrete-Event Simulation
(Applies to all three models)

• The simulation moves from one scheduled event to the

next one
• Keeps track of simulation events in an orderly fashion
• Many internal events are generated for each external
event.
• The simulation clock is based on the current event’s
scheduled initiation, not elapsed clock time
• Events that are simultaneous, I.e., events with the same
initiation times, are processed sequentially but there is
no time change to the simulation clock.

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 Typical SIMMOD/TAAM Studies

• Runway closure impacts

• Analysis and delays of airfield ground operations
• Taxiway closures and upgrades
• Cargo and passenger terminal impact studies
• Pavement management
• Terminal traffic analysis
• Arrival/departure terminal operations
• New in-trail aircraft separation procedures
• Multi-airport interactions

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 Description of SIMMOD/TAAM

SIMMOD and TAAM are computer modes used in

airport operations and planning
Simulates airport airside operations (i.e., airfield and
airside)
Estimates capacity, travel time, delay and fuel
consumption resulting from aircraft operations
Allows the investigation of causal links between airport
technological improvements, aircraft operational
procedures and their effect on aircraft delay

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 Justification of Large-Scale Models

Computer models are:

• Safe in ascertaining the impact of operational changes
• Inexpensive to use
• Flexible to account for special airport/airspace
conditions
• Provide answers to airspace and airport operational
analysts
• Help to understand complex operational phenomena
• Improve decision-making ability

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 SIMMOD’s History

• Development of the Airport/Airspace Delay Model

(ADM)(1978-1979)
• Development of SIMMOD fuel consumption post-
processors (1983)
• Validation of the SIMMOD Simulation Model (1985-
1991)
• IBM and Compatible version 1.2 available in late1992
• Virginia Tech implements runway and HS runway exit
logic changes (1995)
• SIMMOD Plus! from the ATAC Corporation

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Large Scale Model as Decision Analysis Tools

Airspace and Airport

Physical Layout

Flight ATC Policies

Schedules and
Procedures

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 How SIMMOD/TAAM and Work

• Builds airspace and airports from inputs that describe

the physical layout.
• Simulates all flights plane-by-plane.
• Uses external data to initiate flights.
• Resolves all conflicts.
• Monitors time and fuel consumed along each segment.
• Generates reports of some of the following: Statistical
Summaries, Graphics and Animation

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 Sample Application (SIMMOD)

• Raleigh-Durham International Airport (RDU) in North

Carolina represents a typical example of a medium size
hub airport in the US
• Given a baseline aircraft demand during a two hour
peak period you will be asked to modify the airspace
and run some baseline simulations

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 Graphical Description of RDU Terminal
Airspace

Node 294
Node 295 Arrival Track 1 30 Degrees
Node
296 10 n.m.
4 n.m.

4 n.m.
RDU Airport
5 n.m. Node
Node Departure Track 1 305
297
LOM 1 Node
Node 267 6 n.m. 05L 23R 304 20 Degrees
6 n.m.

Node 271 6 n.m. 6 n.m.

05R 23L Node 20 Degrees
LOM 2 280
Node
302 Departure Track 2
5 n.m. 4 n.m. Node
307

Node 4 n.m.
301 10 n.m. Node 299

Node 300 Arrival Track 2

30 Degrees

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 Graphical Depiction of RDU Airfield
Configuration
Node 17
G 201 (American)
G 165 Runway 5L-23R
(USAir) Node 16
C
Proposed Cargo
A B Terminal
Runway 5R-23L Node 245
Node 11 G 181 (Delta)

RDU Airport with Supergates Shown

Gate Capacities
Concourse A - 15 aircraft Concourse B - 10 aircraft
Concourse C - 30 aircraft Cargo Complex - 30 aircraft

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RDU Baseline Input Parameters (Aircraft
Demands during a Two Hour Peak Hour)
Flight Type of Aircraft Departure Time Gate
(hours + decimal)

1 AA 231 B 727-200 7.15 G 201

2 AA 450 B 727-200 7.20 G 201
3 AA 120 B 737-200 7.23 G 201
4 AA 003 F28 MK 2000 7.24 G 201
5 AA 052 F28 MK 2000 7.26 G 201
6 AA 2231 DC9-30-50 7.32 G 201
7 AA 123 B 727-200 7.41 G 201
8 DEL 200 F28 MK 4000 7.45 G 181
9 USA 125 F28 MK 4000 7.50 G 165
10 AA 454 B 727-200 7.52 G 201
11 DEL 560 F28 MK 4000 7.55 G 181
12 AA 320 B 727-200 7.58 G 201
13 USA 178 F28 MK 4000 7.60 G 165
14 DEL 678 F28 MK 4000 7.62 G 187
15 AA 2311 DC9-30-50 7.64 G 201
16 AA 2323 DC9-30-50 7.65 G 201
17 AA 2345 DC9-30-50 7.66 G 201
18 USA 780 B 727-200 7.70 G 165
19 AA 356 DC-10-10 7.79 G 201
20 AA 430 B 727-200 7.82 G 201

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Aircraft Demands during a Two Hour Peak
Hour - Continuation
Flight Type of Aircraft Departure Time Gate
(hours + decimal)

21 AA 579 B 727-200 7.83 G 201

22 AA 122 A 300-600 7.85 G 201
23 AA 065 A 300-600 7.88 G 201
24 DEL 032 F 28 MK 4000 7.90 G 181
25 AA 012 DC-10-10 7.93 G 201
26 USA 005 F 28 MK 4000 8.00 G 165
27 AA 4543 B 727-200 8.13 G 201
28 DEL 563 F 28 MK 4000 8.20 G 181
29 AA 3200 B 727-200 8.24 G 201
30 USA 103 F 28 MK 2000 8.30 G 165
31 DEL 6782 F 28 Mk 4000 8.32 G 187
32 AA 2314 DC9-50 8.40 G 201
33 AA 2327 DC9-50 8.43 G 201
34 AA 2305 DC9-50 8.52 G 201
35 USA 781 B 727-200 8.56 G 165
36 AA 357 DC-10-10 8.70 G 201
37 AA 5784 B 727-200 8.75 G 201
38 AA 053 B 727-200 8.80 G 201
39 AA 1222 A 300-600 8.84 G 201
40 AA 865 A 300-600 8.92 G 201

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RDU Input Aircraft Schedule (Departures
During Two Hour Peak Period)

Flight Type of Aircraft Departure Time Gate

(hours + decimal)

1 AA 002 B 727-200 (29) 6.68 G 201

2 AA 087 B 737-200 (45) 6.73 G 201
3 AA 149 B 737-200 (45) 6.76 G 201
4 DEL 096 F 28 MK 2000 (38) 6.80 G 201
5 AA 3290 DC9-50 (46) 6.85 G 201
6 AA 4670 DC9-50 (46) 6.88 G 201
7 AA 274 B 727-200 (29) 7.03 G 201
8 DEL 466 F 28 MK 4000 (39) 7.11 G 181
9 USA 102 F 28 MK 2000 (38) 7.27 G 165
10 AA 338 B 727-200 (29) 7.45 G 201

Numbers in Parenthesis are the aircraft number according to SIMMOD

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SIMMOD Aircraft Number Equivalents
Partial List

Aircraft SIMMOD Number Aircraft Engine

Airbus A 300 31 GE CF6-50C

Boeing 727-200 29 PW JT8D-15QN
Boeing 737-200 45 PW JT8D-9QN
Boeing 747-200 2 PW JT9D-FL
Boeing 747-100 1 PW JT9D-BD
Boeing 757-200 52 PW 2037
MD-83 50 PW JT8D-219
Douglas DC9-50 46 PW JT8D-17
Douglas DC10-10 19 GE CF6-6D
Fokker F28 MK 2000 38 RR 183-2
Fokker F28 MK 4000 39 RR 183-2P
Saab SF 340 72 GE CT7-5
Canadair CL 600 58 ALF 502L
Cessna 500 57 PW JTD15-1
GASEPV 74 Generic

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 IFR Aircraft Intrail Separation Matrix

Leading Aircraft

Aircraft 1 2 3 4
Group

1 3.0 4.0 5.0 6.0

2 3.0 3.0 4.0 5.0

3 3.0 3.0 3.0 4.0

4 3.0 3.0 3.0 3.0

Use the following parameters to estimate actual (stochastic separations)

σ0 = 18 Standard deviation of intrail delivery error (seconds) for manual ATC

qv = 1.65 Value of cumulative standard normal at P v = 5% (prob. of violations)

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 Sample Results (RDU)

Average Aircraft Delay vs. Number of Operations

10
RDU File
9
8
Delay (minutes)
Average Aircraft

7
6
Ground Delay
5 Air Delay
Total Delay
4
3
2
1
0
20 30 40 50 60 70 80 90
Aircraft Operations (Aircraft/Hour)

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 Sample Results for RDU (IFR Weather
Conditions)
Average Aircraft Delays for RDU Under IFR Conditions
15

12
Average Aircraft
Delay (minutes)

9 Air Delay (IFR)

Ground Delay (IFR)
Total Delay (IFR)
6

0
56 76 96
Operations per Hour

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 Sample Results for RDU (VFR Weather
Conditions)

Average Aircraft Delay for RDU Under VFR Flight Conditions

12

10
Average Aircraft
Delay (minutes)

8
Air Delay (VFR)
Ground Delay (VFR)
6
Total Delay (VFR)

0
56 76 96
Aircraft Operations per Hour

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Sample Results for RDU and ATC Sector
Study
RDU Sector Capacity/Delay Sensitivity Study

10

8
Average Aircraft
Delay (minutes)

6 Ground Delay
Air Delay
Total Delay
4

0
3 4 5 6
Sector Capacity
(Simultaneous Aircraft)

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Creating Application with Multiple Airports

• All large-scale simulation models allow the creation of

scenarios with multiple airports
• Discuss the implications of multiple airport analysis in
airport engineering and planning
• Airport interfences
• Airspace planning studies
• Traffic issues

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México City International Airport (México)
RWY 23R

500 m. RWY 23L

Supergate for 50 aircraft

440 m.

0 500 1000 RWY 13

Scale in meters 440 m.

North
Airline Terminal 3,400 m.

530 m.

183 m.

3,050 m. 1,950 m.
500 m.

183 m.

350 m.
440 m.

350 m.
200 m.
RWY 33
350 m.
General Aviation
Terminal
RWY 5L 183 m.

RWY 5R
250 m.

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 Acapulco International Airport (Mexico)

Airline Terminal

GA Terminal

400 m.
RWY 24 North
183 m.
RWY 10
400 m.
550 m.
550 m.
250 m. 350 m.
250 m.
600 m.
250 m.
3,050 m. RWY 28
1,600 m. 200 m.

122 m. RWY 06 Supergate for 50 aircraft

0 500 1000
Scale in meters

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 México City Terminal Area (Sketch)
1A
5 nm Departure Track

2A 12 nm 1D
10 nm
5 nm
4 nm 10 nm DME Arc
5 nm
5 nm 6 nm 8 nm
7 nm
6 nm
MEX VOR
3A
LOM
2D
4 nm

Departure Track
Arrival Tracks to MEX 30 nm

4A

TEQ VOR

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 Acapulco Airport Terminal Area (Sketch)
To INT SFC From INT CAN
to TEQ VOR

Departure
4 nm
Track VOR Arrival Arrival
Departure Track Track
1D Track on
4 nm V-15 2A
1A
2D 4 nm 4 nm
4 nm

4 nm 4 nm
4 nm
6 nm

5 nm
5 nm 4 nm
ACA VOR

3 nm
8 nm

3 nm
4 nm

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 MEX-ACA Airway System

MEX VOR Departure Tracks

on RWY 5R and 5L

40.0 nm
Arrival Tracks
to RWY 5R or 5L TEQ VOR

89.0 nm North
J-21 W 89.0 nm V-15
(ACA Departure Route)

J-21 E
INT SFC (Arrival ACA Route)
INT CAN

Air Distance between 60.0 nm 60.0 nm Air Distance between

ACA and MEX VOR's INT CAN and SFC is
via J-21 E or J-21 W 20.0 nm
is 189.0 nm.
ACA VOR

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 Large-Scale Model Inputs (Typical)

• Airspace files (link and node structures)

• Airfield files (link and node structures)
• Aircraft file (demand or schedule files)
• Ancilliary files (for other tasks like fuel consumption
etc.)

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 Large-Scale Model Outputs (Typical)

• Aircraft delays (in the airfield and in the airspace)

• Fuel consumption (TAAM and RAMS)
• Arrivals vs. Departures
• Runway utilization patterns
• Travel times and delays (air and ground)
• Hourly delay metrics
• Animation of aircraft operations (a selling point to
show decision makers what will happen)

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Use of Animation in Airport Modeling and
Simulation

• Serves to identify potential airspace/runway logic

problems
• Analysts can examine the simulation in real time or
faster
• Identifies visually potential queueing problems at
various airfield spots
• Helps non-technical people to understand airport
operations (specially good for airport facilities with
community complaints)

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Aircraft Move Checks (Ground and Airspace)

Scheduled at a node by the following:

• Aircraft arriving at current node
• Aircraft departing from current node
• Estimated release time for aircraft in holding queue at
the current node
• Aircraft departing from an approaching node to current
node
• Aircraft leaving holding queue from an approaching
node to current node

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 Sample SIMMOD Airspace Logic
Description:

Aircraft holding at node 2.

3 Aircraft at node 3 must hold until node 2 has

Route 1 an empty holding queue.

Node 2
Link 2 Holding Queue
Airport
Interface
Node
Link 3 Link 1
4 2 1
Route 2

Link 4

5
Route 3

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Order of Actions to Impose Delays (SIMMOD)

• Reduce aircraft speed based on node strategy (i.e., ATC

speed change request)
• Vectors where wake turbulence on link is not a
consideration..
• System cannot track wake during vectoring (ATC
responsibility)
• Vector time must be specified for each link
• Hold at node

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New SIMMOD Interface (SIMMOD Plus 5.0)

• Two version of SIMMOD have been developed by the

ATAC Corporation (SIMMOD systems integrator for
FAA):
• SIMMOD Plus! 5.0
• SIMMOD Pro (based on work done for the Navy)
• The new version of SIMMOD Plus! 5.0 has a very
detailed Java-based interface

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Sample SIMMOD Plus! (Builder GUI)
Source:ATAC Corporation

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Sample SIMMOD Plus! Interface

Source:ATAC Corporation

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Sample SIMMOD Plus! (Animation)

Node delays shown

Source:ATAC Corporation

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SIMMOD Plus! Aircraft Monitor

Source:ATAC Corporation

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Sample Airspace Study in RAMS (CSSI)

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 RAMS Atlanta Airspace Study

ATL
Airport

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 TAAM

• An airspace and airfield simulation model developed by

the Preston Group (Australia) - a Boeing Company
• Good airfield and airspace logic
• Gate-to-Gate simulator (important for some
applications)
• Excellent graphics
• Large learning curve
• Limited stochastic behavior (only the aircraft
performance is somewhat stochastic in this model)

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TAAM Data Directory Organization

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 TAAM Relation to Aircraft Performance

• TAAM uses table functions to approximate the

performance of aircraft in the airspace and on the
ground
• Currently, 60 aircraft are included in the TAAM
database (version 1.2 under Solaris 2.8)
• Transport aircraft and GA vehicles are included in the
database
• Technically, it is not difficult to add an aircraft to the
TAAM aircraft definition file

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 Sample TAAM Aircraft Data

57 # SUPER KING AIR -SHORT/LONG -

BE20 S 4 4 M M # Type, Haul, Wake [Link]., Classif.,
Performance Cat (SID, STAR)
030 280 350 # Preferable levels (Low, High), Ceiling (FL)

015 104 114 126 0.0 0.0 0.0 12 # Below level... Min,Norm,Max
[Link](kt) Mach, Fuel C.
030 110 160 210 0.0 0.0 0.0 12
050 110 160 200 0.0 0.0 0.0 12
100 110 160 195 0.0 0.0 0.0 12
150 110 140 190 0.0 0.0 0.0 12
190 110 140 190 0.0 0.0 0.0 12
230 110 130 180 0.0 0.0 0.0 12
260 110 130 160 0.0 0.0 0.0 12
310 110 120 140 0.0 0.0 0.0 10
350 110 120 120 0.0 0.0 0.0 10

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 TAAM Studies

• Berlin multi-airport and airspace simulation

• Delta Airlines Atlanta simulation
• FEDEX cargo hub modeling
• FAA ARTCC modeling (Kansas City)
• FAA Super TRACON modeling (Potomac metroplex
study)
• NASA Ames studies of advanced ATM concepts
• VPI SATS enroute analysis
• GMU SATS enroute analysis

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 DFS Case Study

• Optimization of a complex airspace structure and

arrival/departure procedures for the approach control
unit serving the three airports of Berlin (Germany)
• Developed a new airspace sectorization scheme with
departure routes representing more optimal flight
profiles
• This resulted in a reduction of the controllers'
coordination “workload” by almost 35%
• Shorter arrival routes and optimized descent profiles
• Reduced fuel burn (due to shorter flying time).

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 FEDEX Use of TAAM

• Construction work at Memphis (FEDEX Hub) runways

required a change of operating procedures and forced
the use of an alternate runway.
• TAAM simulation showed that a 30% delay reduction
could be achieved through the use of a new parking
plan and departure order
• Revised departure plan produced estimated annual
savings in fuel costs of $5 - $10 million for two
projects.

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 TAAM Study of SATS Enroute Traffic

• A non-funded study was performed at Virginia Tech to

study the impacts of SATS traffic in the enroute
airspace above the State of Virginia Boundaries
• SATS = Small Aircraft Transportation System (a NASA
langley initiative to bring General Aviation aircraft to
the masses)
• Limited study of baseline conditions (no SATS), 5%
and 10% enplanements in NAS shifting mode to SATS.
(Performed by Baik, Farrell, Trani and Koelling)
• Another more comprehensive study being done by
George Mason for the Virginia SATS Alliance with
inputs from LMI and Virginia Tech

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Scenario Modeled

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Statistics of Scenario Modeled

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Modeled Scenario (Part of ZDC)

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 Results of Study (Baik et al., 2002)
Region of Interest = Size of ZDC ARTCC
18000
Number of Daily Conflicts

Current NAS
16000 TAAM simulations
Analytical Results (AEM model) (baseline)
14000

12000

10000 10 nm
Numbers indicate minimum
8000
separation criteria
5 nm NAS
6000 Current Traffic Level 3 nm with SATS
4000
2 nm
2000

0
0.6 0.8 1 1.2 1.4 1.6 1.8 2 2.2
4
x 10

Number of Daily Flights (all types)

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 Other Results (Baik et al., 2002)

Conflicts (100-120% Required Separation)

12000
10106
10000
Number of Conflicts

8931

8000
5962
6000 5035
4483
4000 3200

2000 1167 1255

936

0
2000 2010 2015 0% SATS
5% SATS
Year 10% SATS

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The Virginia Tech Airport Simulation Model

• Hybrid simulation model

• Microscopic in nature (second-by-second output if
required)
• Models aircraft operations around the airport terminal
area (includes sequencing)
• Models ATC-pilot interactions explicitly (voice and
datalink)
• Dynamic taxiing plans (true dynamic traffic
assignment)
• Developed under the auspices of the FAA NEXTOR
basic research funding (ATM agenda)

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 Framework for VTASIM
Nominal Schedule Separation Nominal Schedule
for Arrivals Rule for Departures

Aircraft Sequencing Problem

(ASP)

Optimal sequence and schedule

Time-dependent O-D
(between gates and runways)

Taxiing Network Network Assignment Problem Simulation

Configuration (NAP) (VTASM)

Optimal taxiing routes

for arrivals and departures

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Development of a Simulation Model: VTASIM

• Existing microscopic simulation models for airport

studies:
• SIMMOD, TAAM (airfield and airspace analyses)
• Airport Machine (airfield analysis)
• RAMS (airspace analysis)
• These models are:
• discrete-event simulation models,
• less accurate in describing the aircraft movement,
• do not describe communication process (ATC-pilot).

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VTASIM is a Hybrid-type Simulation Model

• A discrete-event simulation model

• Represents a system by changing the system status at the
moments when an event occurs
• A discrete-time simulation model
• Represents a system checking and changing the system
status at every step size (dt).
• VTASIM is a hybrid-type simulation model
• Movement: represented by discrete-time simulation
model
• Communication: represented by discrete-event
simulation model

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Entities and State Variables in VTASIM

Entities:
• Two types of controllers (i.e., local and ground
controllers),
• Two types of flights (i.e., departing and arriving flights),
and
• Facilities including gates, taxiways, runways, etc.

State Variables:
• Controllers: controlling state, next communication time,
• Flights: communication state, next communication time,
movement state, next movement time, speed,
acceleration, position, etc.,

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• Gates, taxiways, runways: current flight(s).

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 Ground Control Model Features

• Communication interactions between ATC controllers/

data link and each aircraft is explicitly modeled
• Delay analysis. There are two types of delay:
• Traffic delay due to the traffic congestion on taxiway/
runway
• Communication delay due to the controller/data link
communications
• Dynamic aircraft-following logic
• Static and dynamic route guidance for taxing

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 State Diagram for COM (Voice Channel)

Start Communication

Sending Waiting Receiving Sendin

Put this flight strip to
Is controller busy? No Request Command Command Confirm
progressing box.
(t1) (t2) (t3) (t4)

Yes

WaitNext
Comm.
(t0)

Wait
Sendin g Receiving
Ready to Contact
End Communication Confirm. Command Received clea
comm. from No
(t4) (t3)
Controller (i.e., Delayed)

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State Diagram for Controller’s Data Strips

Completed Completed
Flight Strips Flight Strips

Processing Processing
Flight Strips Flight Strips

Pending Pending
Flight Strips Flight Strips

Ground controller’s Local controller’s

flight strip organization flight strip organization

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 Algorithm: Dynamic Taxiing Route Plan
n=1

Find TDSP
for the n th aircraft
(by using
TDSP algorithm)
Considers time-dependent
network loading
Assign the nth
aircraft on the
Employs an incremental links involved in
the TDSP over

time-dependent time intervals

network assignment strategy

Update

Based on time-dependent link travel times

shortest path algorithm

n = last vehicle? No n = n+1

Yes

End

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 Algorithm: Dynamic Taxiing Route Plan
1006 1006

1007 1008 1007 1008

2005 2005
21 21

1009 2006 1009 2006

1010 1013 1010 1013
1 1011 1 1011
2009 2009
2 1012 2008 2 1012 2008
1014 1014
3 2007 3 2007
1015 1015
4 1016 4 1016
5 2011 5 2011
1017 1017
2010 2010
1018 1018
6 1019 6 1019

7 2012 7 2012
1020 1021 1020 1021
2015 2015

8 1023 8 1023
12
2013 2014 33 12
2013 2014 33
10 10

1024 1025 1024 1025

9 9
11 1027 2016 11 1027 2016
1026 1026
1028 1030 1028 1030
1029 1029
1031 1031
1032 2017 1032 2017

2018 2018
1033 2019 1033 2019

2020 2021 2020 2021

3 3
01 01
Statically assigned path Time-dependent assigned path

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 Aircraft Following Model

Ht

vt+dt

Basic equations of motion to characterize the aircraft

taxiing following model
Hj
vtd+ ∆t = v f (1 − ) Speed equation of motion
Ht

ant ++∆1 t = (vtd+1 − vt ) / ∆t Acceleration equation of motio

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Conflict Detection and Resolution Model
Second or later flights on this link First flight on this link
(do follow the leading flight (Need to check
by car-following logic) the potential collision) Conflicting flights coming
toward thecommon intersection

15.6(sec) 20.8(sec)

F1 F3

Current position Start point

of flight of Intersection 30.7(sec) Legend :
the current operation direction

Expected arrival time to

the common intersction
(ET i)

F2

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 Four Phases of the Landing Procedure
Exit point

Touchdown Point

Air Speed
Altitude Disatan

Runw

CO
Exit
BR

FR
FL

FL : Flare
FR: Free-rolling
BR: Braking
CO: Coasting

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 Example of Output File (1): Log File

Second-by-second statistics can be obtained in VTASIM

Time = 320.000
DEP_1 (4.27860, 7.23847) Aircraft ID and Positi
readyToCommunicate Acft. COMM State
clearToTakeOff rolling Acft. Permission
228.557 5.65931 2006 -> 2005 Acft. speed, accel. an
347.582 322.875 8907.85 link information

DEP_2 (3.44770, 3.71363)

readyToCommunicate
clearToTaxi taxiingToDepQue
27.3409 0.000000 1031 -> 2018
782.058 727.237 3832.22

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Example of Output File (2): Summary File

------------------------------- SUMMARY -------------------------------

Flight (Departure DEP_1, B727-100, Gate 1, Runway 36)
Enters into the simulation at : 1 sec.
Taxiing Duration : 73 - 217
Taxiing Delay : 2.22827
Nominal Takeoff Time (= NTOT) : 186
Sequenced Takeoff Time (= STOT) : 268
Actual Takeoff Time (= ATOT) : 289
Runway Occupancy Time (= ROT) : 289 - 328
Sequenced Delay (= ATOT - STOT) : 21
Runway Delay (= ATOT - NTOT) : 103

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 Local Controller Workload Metric
Local controller’s workload (2)
(Utilization factor = 0.607)

10

9
No. of aircraft contacting controller

8
Aircraft Under Control

0
0 200 400 600 800 1000 1200 1400 1600 1800
1800
TimeTime
(seconds)
(second)

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Delay Curves for Mixed Runway Operations
900

Average Aircraft Delay (seconds) 800 Simulation +

Average o
700
Average Delay per Aircraft (seconds)

600

500

400

300

TextEnd
200

100

0
10 15 20 25 30 35 40 45 50 55 60
Number of Operations
Aircraft Operations per Hour

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 Sample Aircraft Delays Curves

Voice channel - three assignment techniques studied

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Sample Delay Curves (datalink analysis)

Datalink active - three assignment techniques studied

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