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There are many factors that influence the capacity of an airfield In general, capacity depends on the configuration of the airfield, the environment in which aircraft operate, the type and performance characteristics of the aircraft operating on the airfield, the availability and sophistication of aids to navigation, and air traffic control facilities and procedures A listing of the most important factors includes 1 The configuration, number, spacing, and orientation of the runway system 2 The configuration, number, and location of taxiways and runway exits 3 The arrangement, size, and number of gates in the apron area 4 The runway occupancy time for arriving and departing aircraft 5 The size and mix of aircraft using the facilities 6 Weather, particularly visibility and ceiling, since air traffic rules in good weather are different than in poor weather 7 Wind conditions which may preclude the use of all available runways by all aircraft 8 Noise abatement procedures which may limit the type and timing of operations on the available runways 9 Within the constraints of wind and noise abatement, the strategy which air traffic controllers choose to operate the runway system 10 The number of arrivals relative to the number of departures 11 The number and frequency of touch and go operations by general aviation aircraft 12 The existence and frequency of occurrence of wake vortices which require greater separations when a light aircraft follows a heavy aircraft than when a heavy follows a light aircraft 13 The existence and nature of navigational aids 14 The availability and structure of airspace for establishing arrival and departure routes 15 The nature and extent of the air traffic control facilities The most significant factor which affects runway capacity is the spacing between successive aircraft This spacing is dependent on the appropriate air traffic rules, which are, to a large extent, functions of weather conditions and aircraft size and mix
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In l960, the FAA contracted with Airborne Instruments Laboratory to develop mathematical models for estimating runway capacity [3] These models relied on steady-state queuing theory Essentially there were two models, one for runways serving either arrivals or departures and the other for runways serving mixed operations For runways used exclusively for arrivals or departures the model was that of a simple Poisson type queue with a first come, first served service discipline The demand process for arrivals or departures was characterized as a Poisson distribution with a specified mean arrival or departure rate The runway service process was a general service distribution specified by the mean service time and the standard deviation of the mean service time For mixed operations, when runways are used for both takeoffs and landings, the process is more complicated, and a preemptive spaced arrivals model was developed In this model, arrivals have priority over departures for the use of the runways The takeoff demand process was assumed to follow a Poisson distribution; however, the landing process encountered at the end of the runway is not Poisson but more like the output of an airborne queuing system It was recognized that steady-state conditions are rarely achieved at airports; however, it was argued that time-dependent solutions, although possible, were quite complex and were out of the question for the large number of situations required for the preparation of a runway capacity handbook to be used by airport planning and design professionals Additional support for the use of steady-state solutions came from observations which showed that average delay times yielded by the models were in general agreement with measured delays under a wide variety of operating conditions
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The calculation of delay for runways used exclusively by arrivals was computed from Eq (12-1): a ( 2 + 1/ 2) a a 2(1 a / a )
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