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significant, the transfer of demand from Minneapolis-St. Paul International to the <br />relievers and other airports could improve its operational capacity. Through this type <br />of demand management, slots now used by general aviation operations could be used <br />to accommodate commercial operations. While additional facilities aze not provided <br />in this type of scenario, additional operating capacity is provided for a larger segment <br />of commercial activity. <br />(4) Aircraft Delavs <br />Annual aircraft delay, expressed in minutes per aircraft operation, is an <br />important measure of an airport's ability to accommodate projected aircraft <br />operations. The relationships between the ratio of annual demand to ASV and <br />average annual aircraft delay for general aviation airports are shown below: <br />Ratio of <br />annual demand Estimated average annual aircraft delay <br />to ASV (minutes per o ratio <br />0.1 0.0 <br />02 0.1 <br />03 0.2 <br />0.4 0.3 <br />os oa <br />0.6 0.6 <br />0.7 0.8 <br />0.8 1.2 <br />0.9 1.8 <br />1.0 2.8 <br />1.1 5.6 <br />1,2 10.0 <br />1,3 15.0 <br />These relationships were derived from FAA Advisory Circular 150/5060-5, "Airport <br />Capacity and Delay," and aze based on traffic records and typical operational <br />conditions for a number of high-capacity airports in the United States. As shown, <br />when annual aircraft operations equal ASV (ratio of 1.0), average annual aircraft <br />III-10 <br />