Figure 7: Average Delay .(λ, %GA)
yet in the analysis of the response Average Operation Duration, λ again appears significant.  Though not immediately obvious, the result is due to the system’s preferential selection of shorter operations, and the increasing availability of a range of predicted operation times as the queues grow with decreasing inter-arrival times (Figure 8).

 
Figure 8:  Average Operation Duration .(λ, %GA)
4 Conclusion

Some years ago a bumper sticker reading “THINK GLOBALLY, ACT LOCALLY” was popular.  It was understood to mean revolutionary social change can be accomplished through action at the grass roots level, even when attempts to impose change from above are sure to fail.  Removed from its political context, this notion has some relevance to the task of revising the air transport system.  Structural changes such as significantly increasing the mobility of the system, or instituting technological innovations like distributed air traffic management or automating air traffic control functions represent revolutionary change; to impose these changes on a large-scale or system-wide basis would be a difficult and risky proposition at best.   The alternative is to demonstrate new methods and procedures initially on a small scale, taking great care to conform to the fullest possible extent to the existing regulatory and procedural framework. If the new techniques are found to have  merit on the basis of operational experience, they can be replicated elsewhere in the system and extended to larger-scale applications on an incremental basis. 
The AACV concept is an ideal model for implementing a number of highly innovative technologies and procedures in a low-cost, safe and conservative manner.  An operational AACV would be compatible with today’s ATC structure, but it would readily accommodate the introduction of self-separation technologies and it represents a platform upon which more sophisticated automated approach and departure traffic management systems could be deployed.  Experience with these systems in the low volume environment of the AACV could be used to validate the technology before attempts are made to adapt these systems to higher-volume terminal areas.
Analysis of the results of a purpose-built simulation has validated the basic premise of an AACV operating under one-in-one-out protocols at low traffic volumes.  The next step in the development of the AACV concept involves additional simulation studies to resolve a number of issues such as traffic management outside the AACV.  This research would be followed by development of a full-scale system simulation of sufficient fidelity to permit pilot-in-the-loop studies.  If the concept continues to show promise, a field study involving an operating AACV system prototype should be undertaken at a suitable airport.  All of this research can be conducted relatively quickly and at reasonable cost because of the small-scale nature of the proposed system.
　
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