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PHARE Demonstration 2 Experimental Design |
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As for PHARE Demonstration 1 three system ‘organisations’ (ORGs) were defined for PHARE Demonstration 2: a baseline (ORG 0); ORG 1, which examined the effect of the introduction of the PHARE Advanced Tools to assist the controller in implementing the PHARE Demonstration 2 operational concept of ‘advanced planning’; and ORG 2, which examined the effect of introducing aircraft equipped with 4-D Flight Management System and datalink.
Two independent variables were defined in PD/2: system organisation and traffic volume.
Analysis of ORG 0 against ORG 1 data focused differences due to effects of introducing computer assisted tools (PATs) and GHMI. Whereas the effects of increasing proportions of 4D FMS/datalink aircraft were shown by a comparison of ORG 1 data against ORG 2/ 30%, and a further comparison against ORG 2/ 70% data.
The characteristics of the different organisations were as follows:
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- Conventional Planning, reference system with paper strips, no 4D Flight Management System
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- PHARE Advanced Tools trajectory based planning, advanced Ground HMI without paper strips, no 4D Flight Management System
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- PHARE Advanced Tools trajectory based planning, advanced Ground HMI without paper strips, 30 % of aircraft in traffic sample 4D Flight Management System equipped
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- PHARE Advanced Tools trajectory based planning, advanced Ground HMI without paper strips, 70 % of aircraft in traffic sample 4D Flight Management System equipped
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Two traffic samples were developed:
- a ‘medium traffic‘ sample in which traffic volume, mix of aircraft weight categories, and distribution over the arrival routes were tuned to represent a typical today’s situation of Approach controller workload in peak traffic periods, and,
- a ‘high traffic’ sample with an increase of more than one third of the 'medium' traffic. Actually, the sample had 37% more aircraft, with linear increases of both the number of aircraft per weight category and the number of aircraft on different arrival routes.
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By using the two traffic samples in each ORG two different volumes of inbound traffic were employed:
- 'medium', corresponding to a traffic demand of 48 inbound aircraft per hour, and
- 'high', corresponding to an increased demand of 66 inbound aircraft per hour.
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These figures were not further varied because the aim of PHARE Demonstration 2 was not to increase runway capacity but to determine the effect of introducing computer assistance tools and 4D Flight Management System/datalink. The experiment was based on repeated measurements of eight teams with four controllers in each team. All teams performed the same experimental programme. Four different ORGs, each performed under high and medium traffic load, resulted in eight measured runs per team.
The sequences of runs were balanced between teams, which meant that the order of the tasks was systematically varied to avoid any bias by learning, fatigue, or other order effects. Within a team's trials the Approach Pickup and Feeder controller rotated their positions, in conjunction with alternating between high and medium traffic volume in consecutive runs. This kind of repeated measurement design allowed a quantitative analysis of data that was supported by statistical significance tests of non-parametric statistics using matched pairs of observations.
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The design of the PHARE Demonstration 2 experiment is described in more detail in:
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