A layout planning method and layout planning system for regional general airports

Abstract

The present application discloses a layout planning method and a layout planning system for a regional general airport, wherein the layout planning method for the regional general airport firstly predicts the general aviation business volume of the area to be processed to obtain the general aviation business volume prediction information, and then calculates the number of general airports required for the area to be processed to obtain the number of general airport layouts in the area to be processed, and finally, based on the general aviation dominant demand of the area to be processed, the restrictive conditions of the airport layout and the supporting elements of the airport layout, a multi-level evaluation is performed on the spatial layout of the general airport in the area to be processed to obtain the optimal layout plan for the area to be processed, and a method for constructing a functional system of the general airport in the area to be processed is proposed, thereby achieving the purpose of providing a layout planning method for a regional general airport that is systematic, scientifically reasonable and feasible.

Description

Technical Field

[0001] The present application relates to the technical field of building planning, and more specifically, to a layout planning method and a layout planning system for a regional general airport. Background Art

[0002] A general airport refers to an airport that provides take-off, landing and other services for civil aircraft engaged in operational flights in industry, agriculture, forestry, fishery and construction, as well as medical and health care, emergency and disaster relief, meteorological detection, ocean monitoring, scientific experiments, education and training, culture and sports.

[0003] With the continuous improvement of economic level, the demand for general airports in various places is increasing. How to rationally plan general airports has become an urgent problem to be solved in various provinces and cities. Summary of the invention

[0004] In order to solve the above-mentioned technical problems, the present application provides a layout planning method and a layout planning system for a regional general airport, so as to achieve the purpose of providing a feasible layout planning method for a general airport, and to improve the systematicity, scientific rationality and feasibility of the layout planning method for a regional general airport.

[0005] To achieve the above technical objectives, the present application provides the following technical solutions:

[0006] A layout planning method for a regional general airport, comprising:

[0007] Performing general aviation business volume forecasting in the area to be processed to obtain general aviation business volume forecasting information, wherein the general aviation demand business volume forecasting information includes transportation service business volume forecasting information, production service business volume forecasting information, consumer entertainment business volume forecasting information, and public service business volume forecasting information, thereby obtaining the general aviation dominant demand in the area to be processed;

[0008] Calculating the number of general airports required for the area to be processed to obtain the number of general airport layouts in the area to be processed;

[0009] Based on the dominant general aviation needs of the area to be processed, the restrictive conditions of the airport layout and the supporting elements of the airport layout, a multi-level evaluation is conducted on the general airport spatial layout of the area to be processed to obtain the optimal layout plan of the area to be processed;

[0010] According to the dominant general aviation needs of the area to be processed and the characteristics of the regional general aviation dominant business network, a regional general airport functional system is constructed in accordance with the "center-base-node" structure;

[0011] The present application also provides a layout planning system for a regional general airport, including:

[0012] A business volume forecasting module is used to forecast the general aviation business volume in the area to be processed to obtain general aviation business volume forecast information, wherein the general aviation demand business volume forecast information includes traffic service business volume forecast information, production service business volume forecast information, consumer entertainment business volume forecast information and public service business volume forecast information, thereby obtaining the general aviation dominant demand in the area to be processed;

[0013] A quantity calculation module is used to calculate the number of general airports required for the area to be processed, so as to obtain the number of general airport layouts in the area to be processed;

[0014] A layout evaluation module, used to perform a multi-level evaluation on the general airport spatial layout of the area to be processed based on the general aviation dominant demand of the area to be processed, the airport layout restriction conditions and the airport layout support elements, so as to obtain the optimal layout plan of the area to be processed;

[0015] The operation system module builds a regional general airport functional system according to the general aviation dominant needs of the area to be processed and the characteristics of the regional general aviation dominant business network in accordance with the "center-base-node" architecture.

[0016] It can be seen from the above technical scheme that the embodiment of the present application provides a layout planning method and layout planning system for a regional general airport, wherein the layout planning method for the regional general airport first predicts the general aviation business volume of the area to be processed to obtain general aviation business volume information, and then calculates the number of general airports required for the area to be processed to obtain the number of general airport layouts in the area to be processed; finally, based on the general aviation dominant demand of the area to be processed, the airport layout constraints and the airport layout supporting elements, a multi-level evaluation is performed on the general airport spatial layout of the area to be processed to obtain the optimal layout plan for the area to be processed, and a method for constructing a functional system of the general airport in the area to be processed is proposed, thereby achieving the purpose of providing a layout planning method for a regional general airport that is systematic, scientifically reasonable and feasible. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0018] Figure 1 A schematic flow chart of a method for layout planning of a regional general airport provided for one embodiment of the present application;

[0019] Figure 2 A schematic diagram of the structure of a method for planning the layout of a regional general airport provided in one embodiment of the present application;

[0020] Figure 3-Figure 5 A schematic diagram of region division based on hexagonal grid theory provided for one embodiment of the present application;

[0021] Figure 6 A schematic diagram of the structure of a general airport space layout multi-level evaluation system provided for one embodiment of the present application. DETAILED DESCRIPTION

[0022] As described in the background technology, how to plan the layout of regional general airports has become an urgent problem to be solved by provinces and cities. In the existing technology, there are methods such as multi-factor analysis method, gray clustering method, heuristic algorithm, regional resource method, comprehensive evaluation method, functional zoning method, and business demand method for the layout of regional general airports.

[0023] Zhou Xiaohui and Meng Huifang proposed a general airport layout planning idea based on multi-factor analysis. Combining influencing factors such as regional economic development level, industrial structure characteristics, and general airport positioning, they can adopt a variety of methods such as airport density method, aviation demand method, and coverage method to predict the scale and layout of general airports.

[0024] Zhao Mingming and Wang Long proposed to evaluate the layout planning of general airports in Shandong Province through the grey clustering method. First, they summarized the layout of existing and planned general airports in Shandong Province, selected appropriate evaluation indicators, and used the grey clustering method to evaluate their layout planning. Finally, they compared the evaluation results with the existing general airport planning and put forward reasonable suggestions. The focus is on the evaluation and improvement of the existing general airport layout plan.

[0025] He Xin and Gong Xianxin proposed a research idea for the preliminary layout of general airports based on heuristic algorithms. Based on the airport site selection alternatives, they established a general airport network coverage model with the goal of minimizing costs and maximizing benefits, and used heuristic algorithms to solve the model. The rationality of the model and algorithm was verified through examples, and a general airport layout plan was proposed.

[0026] Feng Xiaoping proposed a resource-based development idea for regional general airports. Using the life cycle theory and resource-based theory, on the basis of adjusting the airport development idea, he proposed a general airport development strategy framework based on regional resources, and proposed a development path for subsequent transport airports to be upgraded to general airports.

[0027] Min Dongli proposed a general airport layout planning idea based on the comprehensive evaluation method, taking into account the possible diversified service functions of future airports, selecting evaluation indicators based on the selection of regional general aviation functions, and applying a multi-indicator comprehensive evaluation method based on a key analysis of general aviation service functions. Finally, the comprehensive scores of each city and county were obtained, and a general airport layout plan was proposed.

[0028] Feng Guangdong proposed a three-stage general airport planning method based on functional zoning. According to the requirements for the provincial general airport layout and combined with the characteristics of the functional zoning within the province, he carried out analysis and research in three stages: supply and demand analysis, layout planning, and site optimization. Finally, he proposed a provincial general airport layout plan.

[0029] Lu Renli and Yu Yi proposed a two-stage general airport planning method based on business needs. In the first stage, based on industry analysis or special industry planning, the number of airports and potential layout site selection plans are determined according to business needs, thereby forming a set of alternative general airport layout plans; in the second stage, based on the situation of existing airports, the site selection and layout plans are optimized from the three dimensions of fairness, business support, and safety and feasibility.

[0030] The above-mentioned general airport layout planning methods mainly have problems such as lack of demand analysis, overly theoretical and mechanical evaluation methods, lack of systematic analysis, and lack of functional system construction. Specifically:

[0031] First, there is a lack of demand analysis. Methods such as heuristic algorithms and regional resource methods analyze the layout of general airports based on the basic conditions for regional construction of general airports. They lack general airport demand analysis and are difficult to meet the needs of regional general airport layout.

[0032] Second, the methods are too theoretical and mechanical. The multi-factor analysis method and comprehensive evaluation method are all based on the establishment of calculation models to obtain the general airport layout plan. The model cannot fully reflect the main needs of regional general airports. The evaluation method is not sufficiently integrated with the actual situation in the region and is too theoretical and mechanical.

[0033] Third, there is a lack of systematic analysis. Methods such as business demand method and grey clustering method mainly consider the layout requirements of general airports, but fail to take into account the construction conditions of general airports such as land, airspace, and environmental protection, which easily leads to the difficulty in implementing the layout plan of general airports.

[0034] Fourth, insufficient consideration is given to the operation of general airports. The existing general airport layout planning methods generally lack the link of building a general airport functional system. After the general airport layout is completed, the final layout plan is obtained, without considering subsequent issues such as whether the general airport system structure is reasonable and whether the functions are complete.

[0035] In view of this, an embodiment of the present application provides a layout planning method for a regional general airport, including:

[0036] Predicting the general aviation business volume in the area to be processed to obtain general aviation business volume information, wherein the general aviation business volume information includes transportation service demand information, production service demand information, consumer entertainment demand information and public service demand information, thereby obtaining the dominant general aviation demand in the area to be processed;

[0037] Calculating the number of general airports required for the area to be processed to obtain the number of general airport layouts in the area to be processed;

[0038] Based on the dominant general aviation needs of the area to be processed, the restrictive conditions of the airport layout and the supporting elements of the airport layout, a multi-level evaluation is conducted on the general airport spatial layout of the area to be processed to obtain the optimal layout plan for the area to be processed.

[0039] Based on the dominant general aviation needs of the area to be processed and combined with the characteristics of the regional general aviation dominant business network, a regional general airport functional system will be constructed in accordance with the "center-base-node" architecture.

[0040] The layout planning method of the regional general airport first predicts the general aviation business volume of the area to be processed to obtain general aviation business volume information, then calculates the number of general airports required for the area to be processed to obtain the number of general airport layouts in the area to be processed, and finally, based on the general aviation dominant demand of the area to be processed, the airport layout constraints and the airport layout supporting elements, a multi-level evaluation is performed on the general airport spatial layout of the area to be processed to obtain the optimal layout plan for the area to be processed, thereby achieving the purpose of providing a regional general airport layout planning method that is systematic, scientifically reasonable and feasible.

[0041] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0042] The present application embodiment provides a layout planning method for a regional general airport, such as Figure 1 As shown, including:

[0043] S101: performing a general aviation business volume forecast for the area to be processed to obtain general aviation business volume forecast information, wherein the general aviation demand business volume forecast information includes transportation service business volume forecast information, production service business volume forecast information, consumer entertainment business volume forecast information, and public service business volume forecast information, thereby obtaining the general aviation dominant demand for the area to be processed;

[0044] S102: Calculating the number of general airports required for the area to be processed to obtain the number of general airports in the area to be processed;

[0045] S103: Based on the dominant general aviation demand of the area to be processed, the restrictive conditions of the airport layout and the supporting elements of the airport layout, a multi-level evaluation is performed on the general airport spatial layout of the area to be processed to obtain an optimal layout plan for the area to be processed;

[0046] S104: Based on the dominant general aviation needs of the area to be processed and the characteristics of the regional general aviation dominant business network, a regional general airport functional system is constructed in accordance with the "center-base-node" architecture.

[0047] refer to Figure 2 , Figure 2 The schematic diagram of the layout planning method of a regional general airport provided by the embodiment of the present application is shown, and the layout planning method of the regional general airport includes four parts: general aviation business volume forecast, general airport quantity calculation, general airport space layout and general airport function system. Among them, the general airport space layout supports the general airport function system, and the general airport quantity calculation is constrained by the general aviation business volume forecast and the general airport quantity calculation; the general aviation business volume forecast and the general airport quantity calculation can be adjusted in a small range according to the actual situation of the general airport space layout; the dominant business of the general aviation operation system is affected by the general aviation business volume forecast, and the general airport layout can be appropriately adjusted according to the needs of its own system construction.

[0048] The following describes the feasible implementation methods of each step of the regional general airport layout planning method provided in the embodiment of the present application.

[0049] Optionally, the predicting of general aviation business volume for the area to be processed includes:

[0050] S1011: Analyze the general aviation demand types of the area to be processed to obtain transportation service information, production service information, consumer entertainment information and public service information of the area to be processed.

[0051] There are many types of general aviation activities, and the influencing factors vary. To predict the market demand for regional general aviation, we should first determine the classification method of general aviation activities based on the region's own characteristics and actual needs, and conduct a preliminary screening of general aviation activities suitable for the region. Based on the types and contents of general aviation activities, this study divides general aviation activities into four categories: transportation services, production services, consumer entertainment, and public services.

[0052] General aviation activities in the transportation service category reflect the transportation attributes of general aviation, and mainly include short-distance transportation and official flights.

[0053] General aviation activities in the production service category are traditional businesses in the general aviation field, mainly including industrial aviation services and agricultural and forestry aviation services. Among them, industrial aviation services include aerial photography, aerial remote sensing, aerial prospecting, aerial inspections, oil services, power operations, helicopter external loads and other activities; agricultural and forestry aviation services include artificial precipitation, aerial forest protection, fishery flights, aircraft seeding, pest control and other activities.

[0054] Consumer and entertainment general aviation is the main direction of future development, including private flights (including charter, business, and special flights), low-altitude tourism, aviation sports, flight training, short-distance transportation, aerial advertising and other activities.

[0055] Public service general aviation plays an increasingly important role in the development of general aviation in my country, including police flights, emergency rescue, medical rescue, fire fighting and other activities.

[0056] Drawing on the basic laws of general aviation development abroad and the development trends of the domestic general aviation market, combined with the current development status and industrial foundation of regional general aviation, urban system planning, its own resource conditions and preliminary ideas for medium- and long-term industrial development plans, we have preliminarily selected general aviation activities suitable for regional development from four aspects: transportation services, production services, consumer entertainment, and public services.

[0057] S1012: Calculate the traffic service information, production service information, consumer entertainment information and public service information of the area to be processed to obtain the general aviation business volume information, and then obtain the general aviation dominant demand of the area to be processed.

[0058] Based on the preliminary selection of general aviation operation activities, a general aviation activity market demand forecasting model is constructed. Combined with regional economic and social development plans, tourism development plans, agriculture and forestry development plans, etc., a combination of qualitative and quantitative methods is used to estimate the business volume and fleet size of each general aviation activity in the transportation service category, production service category, consumer entertainment category, and social public service category.

[0059] a. Forecast of general aviation business volume for transportation services

[0060] From the perspective of service objects, general aviation transportation services are mainly aimed at two types of needs. One is to solve the basic travel problems in areas with inconvenient ground transportation, and the other is to provide diversified, personalized and efficient transportation methods. From the perspective of service content, regional transportation general aviation needs mainly include two major flight businesses, one is short-distance transportation, and the other is business flights.

[0061] Business aviation: Taking into account the regional industrial foundation, the number and distribution of large enterprises above a certain scale, the number and distribution of wealthy people, etc., based on the international general aviation development experience and combined with my country's actual situation, if the proportion of billionaires who intend to purchase business jets or private aircraft is 13%, the business volume and fleet size of business aviation flights in the target year are predicted.

[0062] Short-distance transport: Combining domestic short-distance transport experience, according to the volume and future development trend of regional comprehensive transportation or air transport, the population ratio method in remote areas and areas with inconvenient ground transportation, the short-distance transport and comprehensive transportation ratio method and the short-distance transport and air transport ratio method are comprehensively adopted to calculate the regional short-distance transport forecast business volume and fleet size.

[0063] b. Forecast of general aviation business volume for production services

[0064] Based on the distribution of regional agricultural, forestry, animal husbandry and fishery resources and industrial development, combined with the general aviation agricultural, forestry, animal husbandry and fishery operations and industrial aviation operations that have been carried out in recent years, future regional agricultural, forestry, animal husbandry and fishery aviation operations will mainly include aerial forest protection, aircraft seeding, pest control, artificial rainfall, power line inspection, aerial photography, aerial prospecting, aerial inspections, etc.

[0065] Agriculture and forestry operations: Based on the distribution of regional agriculture and forestry resources, the area suitable for aviation operations, and the needs of agriculture and forestry protection, the volume of general aviation operations per unit area of ​​regional agriculture and forestry, and the development trend of general aviation agriculture and forestry operations, the business volume of regional agriculture and forestry aviation operations in the target year is predicted respectively, and the required general aircraft fleet size is determined based on the performance of mainstream agriculture and forestry operation models.

[0066] Industrial operations: Based on the proportion of my country's industrial operations in general aviation operations, the total number of flights of my country's aviation industry operations in the target year is estimated, thereby predicting the proportion of regional aviation industry operations in the country. Combined with the regional industrial base, the business volume of regional industrial operations and the size of the general aircraft fleet in the target year are predicted respectively.

[0067] c. Forecast of consumer and entertainment general aviation business volume

[0068] The demand for consumer and entertainment general aviation is highly correlated with the local economic foundation, tourism resources, transportation conditions, etc. Most consumer and entertainment general aviation activities are closely linked to the market, and most of them are newly developed or expanded general aviation project types. It is necessary to consider the changes in the main influencing factors of various general aviation activities and their impacts.

[0069] Low-altitude tourism: Based on the demand analysis for regional low-altitude tourism, first select the scenic spots suitable for low-altitude tourism from all tourist attractions, and then sort out the suitable low-altitude tourism projects and analyze them separately. Based on the ratio of low-altitude tourism within and outside the region to the annual number of tourists, and based on the future development forecast of the annual number of regional tourists, the demand for regional low-altitude tourism in the target year is predicted, and the size of the general aircraft fleet is determined in combination with the mainstream aircraft models for low-altitude tourism.

[0070] Aviation sports: With reference to similar aviation sports and their competition scales at home and abroad, combined with factors such as the regional economic situation and the status of the general aviation industry, the number of potential general aviation enthusiasts in the region is estimated, and the annual flight volume of aviation sports and the scale of general aviation aircraft are predicted.

[0071] Flight training: The sum of the future demands for the size of other types of general aviation fleets minus the number of existing general aviation aircraft can be used to obtain the future demand for new general aviation aircraft. The regional pilot demand is calculated based on my country's current man-machine ratio. The total demand for regional pilot flight time is calculated based on the number of pilots and my country's current flight training regulations, and the future flight training business volume and general aviation aircraft scale are then predicted.

[0072] Other activities: Among consumer and entertainment general aviation activities, except for low-altitude tourism and aviation sports, the flight volume of other general aviation activities is relatively small. By referring to the proportion of this part in consumer and entertainment flight activities in similar regions, and combining the demand for regional low-altitude tourism, aviation sports, etc. calculated above, the flight business volume and general aircraft fleet size of other general aviation activities in the consumer and entertainment category in the region are predicted in the target year.

[0073] d. Forecast of public service general aviation business volume

[0074] Public service general aviation activities are of many types, sudden and accidental, and flight time prediction is difficult. According to international effective rescue standards, such as 15-minute and 30-minute aviation emergency rescue circles, combined with the regional emergency rescue requirements of "general aviation service scope covers emergency rescue along major highways and medical rescue in tertiary hospitals", the regional aviation emergency rescue targets are preliminarily determined, and the estimated business volume and fleet size of public services are predicted based on the targets.

[0075] Finally, the forecast business volume and fleet size of four types of general aviation activities, including transportation services, production services, consumer entertainment, and public services, are summarized to clarify the main demand and leading business of regional general aviation. Based on the business volume of general airports in my country, a preliminary estimate is made of the number of general airports required in the future.

[0076] For calculating the number of regional general airports, optionally, calculating the number of general airports required for the area to be processed to obtain the number of general airport layouts in the area to be processed includes:

[0077] S1021: Calculate the area to be processed by using the general airport density method to obtain the general airport density and the number of general airports per capita in the area to be processed, and determine the first airport number according to the general airport density and the number of general airports per capita in the area to be processed;

[0078] The method of measuring the area to be processed by using the general airport density method to obtain the general airport density and the number of general airports per capita in the area to be processed, and determining the first number of airports according to the general airport density and the number of general airports per capita in the area to be processed includes:

[0079] Dividing the area to be processed into a plurality of sub-areas, and calculating the general airport density and the number of general airports per capita in each sub-area;

[0080] Determine the general airport density interval and the general airport number interval per capita for the area to be processed according to the general airport density and the general airport number per capita for all the sub-areas;

[0081] Determine a recommended value or an average value within the interval of the general airport density and the interval of the number of general airports per capita in the area to be processed as the general airport density and the number of general airports per capita in the area to be processed;

[0082] The recommended value of the number of general airports is calculated as the first number of airports according to the general airport density of the area to be processed, the number of general airports per capita, and the population and area of ​​the area to be processed.

[0083] Specifically, the number of regional general airports is calculated by the general airport density method and the general aviation coverage method. The general airport density method calculates the number of regional general airports by the general airport density and the number of general airports per capita; the general aviation coverage method calculates the number of regional general airports by regional coverage, population coverage, and economic coverage.

[0084] For the generic airport density method:

[0085] The general airport density method is to compare the current and planned layout of general airports in similar countries, regions, provinces and cities at home and abroad, select regions with similar population density (population / area) and economic development level (GDP per capita) for comparison, and calculate the general airport density of each region by dividing the number of general airports in the region by the area of ​​the region, and the number of general airports per capita by the number of general airports in the region by the population of the region. 1 , a2 , ..., a n ) and the number of general airports per capita (b 1 , b 2 , ..., b n ), and obtain the regional general airport density interval [a min , a max ] and the range of the number of general airports per capita [b min , b max ], in [a min , a max ] and [b min , b max ]According to the actual situation of the region, the recommended value or average value is obtained from it. 推 、b 推 Finally, the recommended number of general airports n is calculated by the area S and population P of the layout area. 1 (i.e. the number of the first airport).

[0086] n 1 =F 1 (a 推 ×S,b 推 ×P)

[0087] S1022: Analyze the area to be processed by regional coverage, economic coverage, and population coverage using a general aviation coverage method to determine the number of second airports;

[0088] Specifically, the method of using the general aviation coverage method to analyze the area to be processed through regional coverage, economic coverage and population coverage to determine the number of second airports includes:

[0089] Determine the spacing between general airports based on the optimal rescue time;

[0090] Dividing the area to be processed into hexagonal grids according to the setting spacing and the service radius of the general airport, so as to divide the area to be processed into a plurality of hexagonal grids, wherein the plurality of hexagonal grids completely cover the area to be processed;

[0091] Dividing the area of ​​the area to be processed by the area of ​​the hexagonal grid to determine the area coverage amount;

[0092] The economic coverage quantity of the area to be processed is determined by setting up one general airport for each first-category county-level administrative district in the area to be processed and one general airport for every two second-category county-level administrative districts in the area to be processed; the first-category county-level administrative districts are county-level administrative districts with a per capita GDP of more than US$4,000, and the second-category county-level administrative districts are county-level administrative districts with a per capita GDP of less than US$4,000;

[0093] The population coverage of the area to be processed is determined by setting 1.5 general airports for each third-category county-level administrative area in the area to be processed, setting 1 general airport for each fourth-category county-level administrative area in the area to be processed, and setting 0.5 general airports for each fifth-category county-level administrative area in the area to be processed; the third-category county-level administrative area is a county-level administrative area with a population exceeding a first preset value, the fourth-category county-level administrative area is a county-level administrative area with a population less than the first preset value and greater than the second preset value, and the fifth-category county-level administrative area is a county-level administrative area with a population less than the second preset value;

[0094] The second number of airports is determined according to the regional coverage number, the economic coverage number and the population coverage number.

[0095] As mentioned above, the aviation coverage method is analyzed through three dimensions: regional coverage, economic coverage, and population coverage.

[0096] Regional coverage: Based on the international experience of general airport spatial layout, the distance between two general airports is generally 50 kilometers. Among all general aviation activities, general aviation emergency rescue has the most stringent time requirements. According to the experience of international aviation rescue, the best rescue time is within 15 minutes after the accident. Referring to the radiation capacity of the international 15-minute helicopter flight, the corresponding general airport radiation radius is calculated within a range of 50-60 kilometers. After determining the distance between general airports, in order to achieve coverage of the entire area, the central place theory is used as a reference. Figure 3 , assuming that a series of circles with a service radius of r and centered on the general airport are evenly distributed on the ideal surface of the region, and the distance between two adjacent airports is 2r. Because the service range of each airport is circular, the general aviation needs of those living in the empty corners formed by the tangent of three circles will not be met. Therefore, according to the theory of hexagonal network, some modifications are made to the above figure to overlap all the circular coverage areas. After overlapping, the airport centers are still arranged in a regular equilateral triangle network, but the intervals are more compact, and the distance is d, such as Figure 4 In addition, since the overlap area is segmented, the circular coverage area is replaced by a hexagonal coverage area (as shown in Figure 5 As shown in FIG. 1 , the area of ​​the coverage area is the area of ​​the hexagon. At this time, the required number of airports N (i.e., the number of regional coverage) = geographical area S / hexagon area, and the side length of the hexagon is r.

[0097] Economic coverage: According to the development experience of the world's general aviation industry, a GDP per capita exceeding US$4,000 is the economic standard for the rapid development of general aviation. Based on the per capita GDP of each county-level administrative region, with US$4,000 as the boundary, c 1Each county-level administrative region with a per capita GDP of more than $4,000 shall have a general airport. 2 For every two county-level administrative regions with a per capita GDP of less than US$4,000, one general airport is planned. The number of general airports required for economic coverage (E) is calculated as follows:

[0098] E=c 1 ×1+c 2 ×0.5

[0099] Population coverage: divided into three levels according to the population of each county-level administrative area, totaling d 1 Counties with large populations, 2 Counties with moderate populations and d 3 For counties with small populations, the coefficients for counties with large populations, counties with moderate populations, and counties with small populations are 1.5, 1, and 0.5 respectively, and the number of general airports required for population coverage (i.e., the number of population coverage) is calculated as:

[0100] P=d 1 ×1.5+d 2 ×1+d 3 ×0.5

[0101] Finally, considering the regional coverage, population coverage, and economic coverage factors, the recommended value n of the number of general airports calculated by the aviation coverage method is obtained. 2 (i.e. the second airport number).

[0102] n 2 =F 2 (N, E, P)

[0103] S1023: Based on the first number of airports and the second number of airports, determine the number of general airport layouts in the area to be processed by combining the average value method and the recommended value method.

[0104] That is, according to the regional characteristics of the area to be processed, a comprehensive analysis and comparison of the recommended number of general airports n 1 、n 2 The rationality of n 1 、n 2 Based on the numerical value, the final number of regional general airport layout is determined by combining the average value method and the recommended value method.

[0105] The following describes the process of conducting a multi-level evaluation of the general airport spatial layout of the area to be processed based on the general aviation dominant needs of the area to be processed, the airport layout constraints and the airport layout supporting factors to obtain the optimal layout plan for the area to be processed.

[0106] In this embodiment, the basic meaning of the multi-level evaluation system for the spatial layout of general airports is: first, taking the county-level administrative districts under the jurisdiction of the region as the evaluation unit, starting from the regional general aviation service demand, and ranking the strength of general aviation demand in each county-level administrative district with demand as the main factor. Secondly, the restrictive conditions of the layout of general airports are superimposed and considered, excluding county-level administrative districts with greater difficulty in building general airports, and reducing the layout level of general airports in county-level administrative districts with certain restrictive factors; thirdly, superimposing the supporting factors for the layout of general airports, arranging runway-type general airports for county-level administrative units with better economic and social foundations, engineering construction conditions, and preliminary work foundations, and arranging helicopter airports or water airports for others. Finally, according to the results of the layout of general airports after demand, restriction, and support analysis, the region is reasonably divided into several sub-regions, and the construction of the general airport system in the sub-region is analyzed. Combined with the strength of the demand of each evaluation unit, the spatial layout is optimized from the perspectives of the number of general airports, airport function positioning, and the relationship between airports in the surrounding areas, and the optimal layout plan is obtained.

[0107] That is, step S103 includes:

[0108] S1031: Taking the county-level administrative districts under the jurisdiction of the area to be processed as evaluation units, starting from the dominant general aviation demand of the area to be processed, and ranking the strength of general aviation demand of each county-level administrative district based on demand;

[0109] S1032: Consider the restrictions on the layout of general airports in an overlapping manner, exclude the preset county-level administrative areas, and reduce the general airport layout level of the county-level administrative areas with preset restrictions;

[0110] S1033: Superimpose airport layout support elements, and layout runway-type general airports for county-level administrative units that meet the preset conditions in terms of economic and social foundation, engineering construction conditions, and preliminary work foundation; and layout helicopter airports or water airports for other county-level administrative units;

[0111] S1034: Based on the results of the general airport layout after demand, restriction and support analysis, the preset area is divided into multiple sub-areas, and the construction of the general airport system in each sub-area is analyzed. Combined with the strength of the demand of each evaluation unit, the spatial layout is optimized from the perspectives of the number of general airports, airport functional positioning, and the relationship between airports in surrounding areas, and the optimal layout plan for the area to be processed is obtained.

[0112] refer to Figure 6 , Figure 6 The schematic diagram of the structure of the multi-level evaluation system for the spatial layout of general airports is shown, which mainly includes the demand layer, restriction layer, support layer and overall adjustment.

[0113] Among them, 1) Demand layer: General airport layout demand evaluation

[0114] The general airport layout needs evaluation mainly includes transportation service needs evaluation, low-altitude tourism needs evaluation, public service needs evaluation, industrial, agricultural and forestry operations needs evaluation and flight training needs evaluation.

[0115] General aviation has the characteristics of wide service areas and diverse functions, and is widely used in the primary, secondary and tertiary industries. In combination with the "Opinions of the National Development and Reform Commission and the Civil Aviation Administration on Promoting the Orderly Development of General Airports", it is proposed that general airports have five main functions: transportation services, social public services, general aviation consumption, aviation flight training, and industrial, agricultural and forestry production operations. Corresponding influencing factors are proposed for each function, and an evaluation index system for the layout demand of general airports is constructed.

[0116] That is, in the process of conducting a multi-level evaluation of the general airport spatial layout of the area to be processed based on the general aviation dominant demand, airport layout constraints and airport layout supporting factors of the area to be processed, so as to obtain the optimal layout plan of the area to be processed, the general airport layout demand evaluation indicators adopted include:

[0117] Table 1 General airport layout demand evaluation index system

[0118]

[0119] In the process of performing a multi-level evaluation on the general airport spatial layout of the area to be processed based on the general aviation dominant demand of the area to be processed, the restrictive conditions of the airport layout and the supporting elements of the airport layout to obtain the optimal layout plan of the area to be processed, all evaluation indicators are converted into dimensionless relative evaluation values ​​based on the first preset formula;

[0120] The first preset formula includes:

[0121]

[0122] in:

[0123] Y ij is the standardized score of the jth indicator in the i-th county-level administrative area;

[0124] X ij is the actual value of the jth indicator in the i-th county-level administrative area;

[0125] X max，j is the maximum value of the jth indicator of all county-level administrative areas;

[0126] n is the number of county-level administrative divisions in the region;

[0127] m is the number of evaluation indicators.

[0128] ① Transportation services

[0129] In the analysis of transportation service demand, the current status of ground transportation in each county-level administrative area is taken as the starting point to investigate the shortcomings of ground transportation services in each county-level administrative area, and then explore the demand for general aviation transportation services. The transportation service demand index T of each county-level administrative area includes the location advantage index t 1 , External traffic superiority index t 2 and the distance index to the transport airport t 3 Three sub-indicators, transportation service demand indicator T is:

[0130] T=f 1 (t 1 , t 2 , t 3 )

[0131] a. Location advantage index of the central city t 1

[0132] Location advantage refers to the accessibility of a place to key regional nodes, which is mainly affected by the size and distance of the central city. The index calculation method is defined as:

[0133]

[0134] Where: They are the transportation distance index and the central city influence index, respectively. x is the shortest land transportation distance (km) from the county-level government seat to the nearest prefecture-level city’s main urban area. The transportation distance a is converted according to the 1h, 2h, and 4h transportation time to the central city. 1 、a 2 and a 3 (calculated according to the average speed v) as the boundary value, on this basis, the inverse of the critical traffic time is taken as the basis for assignment. 0 、p 0 They are respectively the total GDP and total population of the main urban areas of the neighboring prefecture-level cities, and the average GDP and population of the main urban areas of all prefecture-level cities in the province.

[0135] b. External traffic superiority index (t 2 )

[0136] Based on the technical type and number of external channels in the county-level administrative area, the value calculation method is adopted. 2 Based on the calculation method of traffic trunk line influence in relevant literature, the external accessibility index of county-level administrative areas is defined as t 2 The formula is:

[0137]

[0138] Where: C i is the value corresponding to the external transportation mode of the county-level administrative area i, mi The number of external transportation modes of type i. The proposed external ground transportation modes are determined in combination with the availability of relevant information. The various types of assignments are scored from low to high in accordance with the idea of ​​comprehensive comparison of different technical levels and line accessibility effects. The assignment plan is comprehensively considered and improved to obtain the external ground transportation mode assignment table.

[0139] Table 2 Value table for external ground transportation modes

[0140] External ground transportation Assignment High-speed rail 2 highway 2 Conventional railway 1 national highway 1

[0141] c. Distance index to transport airport (t 3 )

[0142] Areas with weak transport airport coverage need to be supplemented by general aviation transportation services. The transportation distance a is calculated based on the 1h, 2h, or 4h travel time to the transport airport. 1 、a 2 and a 3 (calculated according to the average speed v) as the boundary value, on this basis, the reciprocal of the critical traffic time is taken as the distance index t from the transport airport 3 Assignment basis

[0143]

[0144] ② General aviation consumption

[0145] In the analysis of general aviation consumption demand, the general aviation consumption demand J of the i-th county-level administrative area is mainly taken as the i , based on the county-level administrative area's tourism resources ζ, number of tourists j 1 , tourism income 2 Analyze based on.

[0146] J i =f 2 (ζ i , j 1i , j 2i )

[0147] The number of tourists and tourism income are derived from the county’s statistical data. Tourism resources are mainly reflected in tourist attractions. Based on the grade and quantity of tourist attractions in the county-level administrative area, the value assignment method ζ is used to define the formula for the county-level administrative area tourism resource index ζ:

[0148] ζ i =∑D i ×m i , i∈(1,2,...n)

[0149] Where: D i is the value corresponding to the tourism resources of type i in the county-level administrative area, m iis the number of tourism resources of type i. The proposed external ground transportation mode is determined in combination with the accessibility of relevant information. The various values ​​are assigned in accordance with the idea of ​​comprehensive comparison of different levels and tourism attraction, from low to high, and the overall consideration and improvement of the value assignment scheme are obtained in the following table.

[0150] Table 3 Tourism resource assignment

[0151] Tourism resources Assignment 5A-level scenic spot 5 4A-level scenic spot 4 World Natural and Cultural Heritage 5 National tourist resort 4 National Sports Industry Demonstration Base 3

[0152] ③Social public services

[0153] The specific business forms of general aviation social public services include search and rescue after natural disasters and medical care for critically ill patients. The emergency rescue demand index R of each county-level administrative region is i for:

[0154] R i =f 3 (d i ,h i )

[0155] Where: d i is the natural disaster relief demand of county-level administrative area i, h i To meet the medical rescue needs of county-level administrative areas.

[0156] a. Natural disaster relief needs

[0157] Natural disasters mainly include typhoons, earthquakes, avalanches, mountain torrents, mudslides, landslides, heavy rains, heavy snow, etc. The demand for natural disaster relief is mainly based on the natural disaster information in recent years provided by various cities and the ranking of disaster-prone counties in the county-level administrative regions under their jurisdiction. Each county-level administrative region is assigned a score of 0-100.

[0158]

[0159] Where: d i is the natural disaster relief demand of the i-th county-level administrative district, i is the natural disaster ranking of the county-level administrative district in the prefecture-level city, and n is the number of county-level administrative districts under the jurisdiction of the prefecture-level city.

[0160] b. Medical assistance needs

[0161] Medical rescue demand indicators for each county-level administrative area i Including the location advantage index of tertiary hospitals h 1 and the index of existing medical conditions h 2 , medical care demand index h i for:

[0162] h i =f 4 (h 1 ,h2 )

[0163] The location advantage of tertiary hospitals refers to the degree to which residents in a certain area receive services from tertiary hospitals, which is mainly affected by the distance to tertiary hospitals and the population of the county-level administrative area. The index calculation method is defined as:

[0164] h 1 =η 1 ×η 2

[0165] Where: η 1 , η 2 They are the distance between the county seat and the tertiary hospital, and the population of the county administrative area.

[0166] The medical resources of each county-level administrative region are mainly reflected in hospitals at all levels. According to the factors such as the level and number of external hospitals in the county-level administrative region, the value calculation h is adopted. 2 , define the county-level administrative district tourism resource index h 2 The formula is:

[0167] h 2 =∑H i ×m i , i∈(1,2,...n)

[0168] Where: H i is the value corresponding to the medical resources of category i in the county-level administrative area, m i The number of medical resources of category i is given by adopting the idea of ​​comprehensive comparison of various types of assignments according to different levels, scoring them from low to high, and comprehensively considering and improving the assignment scheme to obtain the following table.

[0169] Table 4 Method of assigning value to medical rescue demand

[0170] Hospital Type Assignment Grade A tertiary hospital 5 Grade tertiary hospital 3 Grade II Grade A Hospital 3 Second-class B hospital 2 Grade A hospital 1

[0171] ④Industrial, agricultural and forestry operations

[0172] Industrial, agricultural and forestry operations include aviation plant protection, aerial forest protection, forest firefighting, and line patrol operations. They are affected by the cultivated land area, forest area, power grid, and oil and gas pipeline length within the county. The industrial, agricultural, and forestry operations demand A of the county-level administrative area is i The cultivated land area C in the county-level administrative area i 、Forest area F i , power grid and oil and gas pipeline length L i Determined by other factors.

[0173] A i =f 5 (C i , F i , L i )

[0174] ⑤ Aviation flight training

[0175] The demand for aviation flight training is affected by the level of regional economic and social development and other general aviation needs. Generally speaking, the higher the level of regional economic development, the stronger the demand for private flight training, the stronger the demand for other general aviation, and the stronger the demand for pilots engaged in general aviation operations. i The demand for aviation flight training in county-level administrative areasλ i It is determined by the county-level administrative region’s GDP ρ and factors such as transportation services T, general aviation consumption J, social public services R, and industrial, agricultural, and forestry production operations A.

[0176] λ i =f 6 (ρ,T i , J i , R i , A i )

[0177] ⑥Demand evaluation summary

[0178] Demand for short-distance transportation i , low-altitude tourism demand i 、Emergency rescue needs i 、Agricultural and forestry operation needs i , Aviation flight training needs i , assign Z values ​​according to their importance 1 , Z 2 , Z 3 , Z 4 , Z 5 , the general airport layout demand G of each county-level administrative area is calculated according to the following formula: i :

[0179] G i =T i ×Z 1 +J i ×Z 2 +R i ×Z 3 +A i ×Z 4 +λ i ×Z 5

[0180] In n county-level administrative regions, according to the general airport layout demand G i The value is divided into county-level administrative areas with strong demand for general airport layout and county-level administrative areas with general airport layout demand. The general airport layout focuses on the strong demand for general airport layout. In the case of insufficient general aviation service coverage, consider laying out general airports in county-level administrative areas with general airport layout demand.

[0181] 2) Restriction layer: superposition of general airport layout restriction factors

[0182] The superposition of restriction factors for general airport layout mainly includes airspace condition screening, environmental protection screening and transport airport coverage screening.

[0183] Based on the demand analysis of general airport layout, the impact of restrictive factors such as airspace, environmental protection, and distance to transport airports are considered, and three situations are handled according to the degree of influence of restrictive factors. For county-level administrative areas without the influence of restrictive factors, layout is based on demand; for areas with less restrictive influence, the level of general airport layout is appropriately reduced (for example, reducing A1 to A2); for areas with greater restrictive factors, no general airport is laid out or general airport layout is considered in the long term.

[0184] ①Airspace conditions

[0185] The layout and construction of general airports require good airspace conditions. The airspace conditions mainly consider the impact of airport adjacent areas and airspace restricted areas. All airport adjacent areas and airspace restricted areas in the region are superimposed on the administrative division map to analyze the restricted airspace coverage of each county-level administrative area. County-level administrative areas without airport adjacent areas and airspace restricted areas are unaffected areas, county-level administrative areas where the coverage of airport adjacent areas and airspace restricted areas is less than α% of the total area are relatively less affected areas, and county-level administrative areas where the coverage of airport adjacent areas and airspace restricted areas exceeds α% of the total area are relatively affected areas.

[0186] ② Environmental impact

[0187] Environmental protection has an important impact on the layout and construction of general airports. Key environmental protection areas include nature reserves, marine reserves, water source protection areas, national forest parks, etc. County-level administrative areas without key environmental protection areas are considered to have no impact, county-level administrative areas with key environmental protection areas covering less than β% of the total area are considered to have a small impact, and county-level administrative areas with key environmental protection areas covering more than β% of the total area are considered to have a large impact.

[0188] ③ Areas covered by existing and planned airports

[0189] Existing and planned airports can meet certain general aviation needs. In order to improve the efficiency of airport use and avoid waste of resources, no new general airports will be built if the general aviation service coverage of the existing airport within a radius of 50 kilometers can meet the needs. County-level administrative areas without airport service coverage are unaffected areas, county-level administrative areas with airport service coverage of less than γ% of the county-level administrative area are relatively less affected areas, and county-level administrative areas with airport service coverage of more than γ% of the county-level administrative area are relatively more affected areas.

[0190] 3) Support layer:

[0191] Similarly, the support layer includes the superposition of supporting elements for the general airport layout, including population coverage, economic coverage, engineering construction conditions and construction intentions and preliminary work.

[0192] After screening the limiting factors, the type of general airport to be laid out is determined by comprehensively considering supporting factors such as population, economy, engineering construction conditions, construction intentions, and preliminary work foundations. For county-level administrative regions with a good population scale and economic foundation, certain engineering construction conditions and preliminary work foundations, and strong construction intentions, runway-type general airports are mainly laid out. For county-level administrative regions with a good population scale and economic foundation, but poor engineering construction conditions and weak preliminary work foundations, helicopter airports are laid out; for county-level administrative regions with poor economic foundations and small populations, general airports are laid out together with adjacent evaluation units, and no longer laid out separately.

[0193] ① Population coverage

[0194] For county-level administrative regions with a population above the average, high-level general airports will be prioritized for layout, while for county-level administrative regions with a population below the average, low-level general airports or take-off and landing points will be prioritized for layout.

[0195] ② Economic coverage

[0196] For county-level administrative regions with a regional GDP above the average level, high-level general airports will be prioritized for layout, while for county-level administrative regions with a regional GDP below the average level, low-level general airports or take-off and landing points will be prioritized for layout.

[0197] ③Construction conditions

[0198] For county-level administrative regions with less mountainous and hilly areas and more abundant construction land, runway-type general airports will be arranged according to demand; for county-level administrative regions with more mountainous and hilly areas and more limited construction land, heliports will be mainly arranged. For county-level administrative regions with the intention and conditions for the layout of water airports, the layout of water airports can be appropriately increased according to the existing layout.

[0199] ④Construction intention and preliminary work

[0200] For county-level administrative regions with strong construction intentions and a good foundation for preliminary work, general airports can be arranged according to demand; for county-level administrative regions with weak construction intentions, a weak foundation for preliminary work, or those that are struggling to carry out preliminary work, the level and scale of general airports should be appropriately lowered.

[0201] 4) Overall analysis of general airport layout

[0202] The overall adjustment includes the overall analysis of the layout of general airports, which specifically includes the adjustment of the number of general airports, the construction of the general airport system, the functional positioning of general airports and coordination with surrounding areas.

[0203] Based on the evaluation of general airport layout needs, analysis of supporting factors and analysis of limiting factors, the preliminary general airport layout results are obtained. The general airport layout area is divided into several sub-areas, and the regional characteristics and general aviation needs of each sub-area are analyzed.

[0204] ① Adjustment of the number of general airports: Based on the existing general airport layout plan, in accordance with the general aviation demand results and the general airport number calculation results, compare with the existing number of general airports in the existing layout, appropriately adjust the number of general airports in the layout, and ensure that the scale of the layout of general airports is within a reasonable range.

[0205] ② Construction of the general airport layout system: Combined with the layout and planning of transport airports in the region, the construction of the general airport layout system in the sub-region is comprehensively considered. The existing or planned transport airports in the county-level administrative region are mainly considered to have both general aviation service functions and regional comprehensive service guarantee functions; for county-level administrative regions with existing or under-construction general airports, they will try their best to rely on the general airports and carry out renovation and expansion in a timely manner, and usually no new layout points will be added; county-level administrative regions with low general airport layout indicators and county-level administrative regions with small areas and small populations will consider the layout of general airports together with adjacent county-level administrative regions.

[0206] ③ Determination of the functional positioning of general airports: The functional positioning of general airports is mainly determined based on the general aviation needs of each county-level administrative region in the general airport layout demand evaluation part, and at the same time, the general airports in the sub-regions are coordinated to avoid overlapping or gaps in functional positioning. According to the layout of general airports, transport airports or high-level general airports are used as general aviation comprehensive service support bases in each sub-region to improve the general airport system in the sub-region.

[0207] ④ Coordinate and coordinate the layout of general airports with surrounding areas: When planning the layout of general airports in county-level administrative regions adjacent to other provinces, full consideration should be given to the layout of general airports in adjacent provinces and regions and the progress of nearby general airport construction projects. The airspace resources and land resources around provincial boundaries should be comprehensively considered, and the feasibility of co-construction and sharing should be studied to achieve coordinated and orderly development of general aviation between provinces.

[0208] (4) Construction of regional general airport function system

[0209] According to the dominant general aviation needs of the area to be processed, combined with the characteristics of the regional general aviation dominant business network, a regional general airport functional system is constructed in accordance with the "center-base-node" architecture, including:

[0210] S1041: In combination with the dominant general aviation needs of the area to be processed, the general aviation short-distance transportation network, general aviation low-altitude tourism network and general aviation emergency rescue network in the area to be processed are clarified, and a regional general airport function system is constructed according to the "center-base-node" structure;

[0211] Specifically, for the general aviation short-haul transport network, the process includes:

[0212] Select county-level administrative areas without expressways or railways, county-level administrative areas whose travel time to regional central cities exceeds the target time of comprehensive transportation planning, county-level administrative areas more than 100 kilometers away from transport airports and other remote and inconvenient ground transportation areas, as well as regional central cities with frequent external economic and transportation activities, as key areas for the construction of short-distance transportation networks;

[0213] Collect statistics on the distribution and business volume of existing short-distance transport routes, and analyze the operating results of short-distance transport routes;

[0214] Sort out the development plans of regional economy, society, integrated transportation, logistics, etc., combine with the future development trend of the region, and clarify the key directions of future regional short-distance transportation development;

[0215] Based on the development foundation, current status and development plan, clarify the significance of general aviation short-distance transportation and the main problems it solves;

[0216] Based on the characteristics of general aviation, relying on the transport airport and general airport system, we will build a regional short-distance transport route network, identify the regional short-distance transport core hubs and important nodes, plan short-distance transport routes between remote areas and areas with inconvenient ground transportation and regional central cities, explore short-distance transport routes between feeder airports and feeder airports, feeder airports and general airports, and general airports and general airports, and improve the level of comprehensive transportation services within the region;

[0217] For the General Aviation Low-Altitude Tourism Network, the process includes:

[0218] Analyze the regional tourism development positioning, tourism resource distribution, high-quality tourism product system, major tourist source areas, etc. to explore potential areas suitable for the development of general aviation low-altitude tourism, and analyze the necessity of building a low-altitude tourism network system;

[0219] Collect statistics on the distribution and business volume of existing low-altitude tourism projects in the region, and analyze the advantages and shortcomings of regional low-altitude tourism development;

[0220] Sorting out the development plans for tourism development, global tourism, low-altitude tourism, sports, etc., analyzing the key directions for the future development of tourism in various sectors in the region, and sorting out the requirements of various plans for the development of regional low-altitude tourism;

[0221] Based on the development foundation, current status and development planning, clarify the significance and key development direction of general aviation low-altitude tourism;

[0222] For the General Aviation Emergency Response Network, the process includes:

[0223] Analyze the types and number of emergency events such as natural disasters and safety accidents in the region in recent years, sort out the distribution and planning of emergency rescue reserves, and explore potential application areas of general aviation emergency rescue;

[0224] Collect statistics on the volume of emergency rescue, medical rescue and other services in the region, and analyze the development advantages and shortcomings of regional general aviation emergency rescue;

[0225] Sort out the relevant planning and policy documents on emergency management, natural disaster relief, etc. in the region, analyze the key development directions of emergency relief in the region in the future, and sort out the requirements of various plans and policies for the development of emergency relief in the region;

[0226] Based on the development foundation, current status and development plan, the supply and demand situation of regional general aviation emergency rescue is sorted out, and key considerations for building a general aviation emergency rescue system are proposed.

[0227] More specifically, this process combines the dominant general aviation needs of the area to be processed, clarifies the dominant business types of regional general aviation, such as short-distance transportation, low-altitude tourism, emergency rescue, etc., and gradually conducts in-depth analysis and research on the construction of various general aviation networks in accordance with the "center-base-node" architecture.

[0228] ① General aviation short-distance transportation network

[0229] Development basis: select county-level administrative areas without expressways and railways, county-level administrative areas where the travel time to regional central cities exceeds the target time of the comprehensive transportation plan, county-level administrative areas more than 100 kilometers away from transport airports and other remote and ground transportation-inconvenient areas, as well as regional central cities with frequent external economic and transportation activities, as key areas for the construction of short-distance transportation networks.

[0230] Development status: Statistics on the distribution and business volume of existing short-distance transport routes, and analysis of the operating results of short-distance transport routes.

[0231] Development plan: Sort out the development plans of regional economy, society, comprehensive transportation, logistics, etc., combine with the future development trend of the region, and clarify the key directions of future regional short-distance transportation development.

[0232] Development ideas: Based on the development foundation, development status and development planning, clarify the significance of general aviation short-distance transportation and the main problems to be solved

[0233] Implementation plan: Based on the characteristics of general aviation and relying on the transport airport and general airport system, a regional short-distance transport route network will be constructed, regional short-distance transport core hubs and important nodes will be identified, short-distance transport routes between remote areas and areas with inconvenient ground transportation and regional central cities will be planned, short-distance transport routes between feeder airports and feeder airports, feeder airports and general airports, and general airports and general airports will be established to improve the level of comprehensive transportation services within the region.

[0234] When constructing the short-distance transport route network within the region, combined with the layout of general airports and the staggered development of transport aviation and high-speed railways, general aviation short-distance transport mainly considers the construction of "air express lines" between urban agglomerations within the region and major urban agglomerations and key tourist cities within 500 kilometers outside the region, so as to expand the radiation range of the region.

[0235] ② General aviation low-altitude tourism network

[0236] Development basis: Analyze the regional tourism development positioning, tourism resource distribution, high-quality tourism product system, major source of tourists, etc. to explore potential areas suitable for the development of general aviation low-altitude tourism, and analyze the necessity of building a low-altitude tourism network system.

[0237] Development status: Statistics are collected on the distribution and business volume of existing low-altitude tourism projects in the region, and the advantages and shortcomings of regional low-altitude tourism development are analyzed.

[0238] Development Plan: Sort out development plans for tourism development, global tourism, low-altitude tourism, sports, etc., analyze the key development directions of tourism in each sub-region in the future, and sort out the requirements of each plan for the development of regional low-altitude tourism.

[0239] Development ideas: Based on the development foundation, development status and development planning, clarify the significance and key development direction of general aviation low-altitude tourism

[0240] Implementation plan: Identify key areas and routes for the development of regional low-altitude tourism, build a regional low-altitude tourism system based on the general airport system, propose high-quality low-altitude tourism projects based on tourism resources, plan low-altitude tourism, aviation sports festivals and events, and key projects, design a diversified product lineup for general aviation tourism, and design cross-regional low-altitude tourism routes in combination with surrounding tourism resources.

[0241] ③ General Aviation Emergency Rescue Network

[0242] Development basis: Analyze the types and number of emergency events such as natural disasters and safety accidents in the region in recent years, sort out the distribution and planning of emergency rescue reserves, and explore potential application areas of general aviation emergency rescue.

[0243] Development status: Statistics on the business volume of emergency rescue, medical rescue, etc. in the region, and analysis of the development advantages and shortcomings of regional general aviation emergency rescue.

[0244] Development Plan: Sort out the relevant plans and policy documents on emergency management, natural disaster relief, etc. in the region, analyze the key development directions of emergency rescue in the region in the future, and sort out the requirements of various plans and policies for the development of emergency rescue in the region.

[0245] Development ideas: Based on the development foundation, development status and development planning, sort out the supply and demand situation of regional general aviation emergency rescue, and put forward key considerations for the construction of the general aviation emergency rescue system.

[0246] Implementation plan: In accordance with the service standard of "30-minute response, 50-kilometer service radius", relying on the transport airport and general airport system, set up regional emergency rescue cores, secondary centers, and terminal nodes to form a regional general aviation emergency rescue system, and put forward development suggestions in terms of system construction, military-civilian integration, technical support, and financial guarantee.

[0247] In summary, the regional general airport layout planning method provided in the embodiment of the present application mainly includes a general aviation business volume forecasting method, a regional general airport quantity demand estimation method, a general airport space layout theory system and a general airport function system.

[0248] (1) General aviation business volume forecasting method: First, general aviation operating activities are preliminarily selected based on the regional economic and social foundation. Based on the preliminaries, a general aviation activity market demand forecasting model is constructed. Combined with basic data such as economic society, tourism, agriculture and forestry, a combination of qualitative and quantitative methods is used to estimate the market demand scale and fleet size of each general aviation activity in the transportation service category, production service category, consumer entertainment category, and social public service category.

[0249] (2) Method for calculating the number of regional general airports: Based on quantifiable basic data, the method combines quantitative analysis with qualitative adjustment, and uses the general airport density method and general aviation coverage method to comprehensively calculate the number of regional general airports.

[0250] (3) Theoretical system of spatial layout of general airports: First, the region is divided into county-level administrative districts, and short-distance transportation, low-altitude tourism, emergency rescue, agricultural and forestry operations, and flight training (including calculation methods) are calculated for each county-level administrative district. Finally, a comprehensive score comparison is conducted to screen out county-level administrative districts with strong demand for general airport layout. Secondly, the restrictions on the layout of general airports are superimposed and considered, and county-level administrative districts with greater difficulty in building general airports are excluded, and the general airport layout level of county-level administrative districts with certain restrictions is reduced; thirdly, the supporting factors for the layout of general airports are superimposed, and runway-type general airports are laid out for county-level administrative units with good economic and social foundations, engineering construction conditions, and preliminary work foundations, and helicopter airports or water airports are laid out for others. Finally, the remaining evaluation units are reasonably divided into regions, and the spatial layout is optimized from the perspectives of airport function positioning, surrounding regional airport relations, and the number of general airports based on the concepts of groupization and regionalization, combined with the strength of the needs of each evaluation unit, to obtain the optimal layout plan.

[0251] (4) General airport function system: Based on the dominant general aviation needs of the area to be processed, clarify the dominant business types of regional general aviation, such as short-distance transportation, low-altitude tourism, emergency rescue, etc. In the construction of various general aviation systems, clarify the dominant business types of regional general aviation, such as short-distance transportation, low-altitude tourism, emergency rescue, etc., and follow the "center-base-node" structure to gradually conduct in-depth analysis and research on the construction of various general aviation networks.

[0252] The layout planning method of the regional general airport makes the layout planning of the general airport systematic, scientific, reasonable and logical. Specifically,

[0253] (1) Systematicness of general airport layout planning. The present invention includes the prediction of regional overall general aviation business volume, calculation of regional general airport quantity, spatial layout of regional general airports, and construction of regional general airport functional system in the study of regional general airport layout planning. It comprehensively considers the interaction between general airport demand, general airport functional system and general airport layout. It has clear logical relationship and complete planning system, and can formulate regional general airport layout planning in a more comprehensive and integrated manner.

[0254] (2) Scientific rationality of general airport layout planning. The present invention quantifies the demand for the number of regional general airports from a macro perspective through general aviation business volume forecasting and general airport quantity measurement, accurately grasps the required number of regional general airports, and avoids the problem of overly advanced or overly conservative planning caused by too many or too few general airports in the region. The multi-level general airport layout evaluation system proposed in this plan formulates evaluation indicators according to the main types of general aviation business, which can more accurately reflect the general airport layout needs of various county-level administrative regions and is more scientific and reasonable.

[0255] (3) Feasibility of general airport layout planning. The multi-level evaluation system for general airport spatial layout proposed in this paper combines the general airport layout with the restrictive factors and supporting elements of county-level administrative regions, comprehensively considers air, ground, economic and social factors, and conducts further analysis for the smooth construction and implementation of general airport projects, thereby enhancing the feasibility of general airport layout planning.

[0256] The following is a description of the layout planning system for a regional general airport provided in an embodiment of the present application. The layout planning system for a regional general airport described below can be referenced in correspondence with the layout planning method for a regional general airport described above.

[0257] Accordingly, the embodiment of the present application provides a layout planning system for a regional general airport, including:

[0258] A business volume forecasting module is used to forecast the general aviation business volume in the area to be processed to obtain general aviation business volume information, wherein the general aviation business volume information includes transportation service demand information, production service demand information, consumer entertainment demand information and public service demand information, thereby obtaining the general aviation dominant demand in the area to be processed;

[0259] A quantity calculation module is used to calculate the number of general airports required for the area to be processed, so as to obtain the number of general airport layouts in the area to be processed;

[0260] The layout evaluation module is used to perform a multi-level evaluation on the general airport space layout of the area to be processed based on the general aviation dominant needs of the area to be processed, the airport layout constraints and the airport layout supporting elements, so as to obtain the optimal layout plan for the area to be processed.

[0261] The business volume prediction module is specifically used to analyze the general aviation demand types of the area to be processed to obtain the transportation service information, production service information, consumption and entertainment information and public service information of the area to be processed;

[0262] The transportation service information, production service information, consumer entertainment information and public service information of the area to be processed are calculated to obtain the general aviation business volume information, and then obtain the general aviation dominant demand of the area to be processed.

[0263] Optionally, the quantity calculation module calculates the number of general airports required for the area to be processed to obtain the number of general airport layouts in the area to be processed, which specifically includes:

[0264] The area to be processed is measured by using a general airport density method to obtain the general airport density and the number of general airports per capita in the area to be processed, and the first airport number is determined according to the general airport density and the number of general airports per capita in the area to be processed;

[0265] Using the general aviation coverage method, the area to be processed is analyzed through regional coverage, economic coverage and population coverage to determine the number of second airports;

[0266] Based on the first number of airports and the second number of airports, the number of general airport layouts in the area to be processed is determined by combining the average value method and the recommended value method.

[0267] Optionally, the quantity calculation module uses a general airport density method to calculate the area to be processed to obtain the general airport density and the number of general airports per capita in the area to be processed, and the process of determining the number of first airports according to the general airport density and the number of general airports per capita in the area to be processed specifically includes:

[0268] Dividing the area to be processed into a plurality of sub-areas, and calculating the general airport density and the number of general airports per capita in each sub-area;

[0269] Determine the general airport density interval and the general airport number interval per capita for the area to be processed according to the general airport density and the general airport number per capita for all the sub-areas;

[0270] Determine a recommended value or an average value within the interval of the general airport density and the interval of the number of general airports per capita in the area to be processed as the general airport density and the number of general airports per capita in the area to be processed;

[0271] The recommended value of the number of general airports is calculated as the first number of airports according to the general airport density of the area to be processed, the number of general airports per capita, and the population and area of ​​the area to be processed.

[0272] Optionally, the quantity calculation module uses a general aviation coverage method to analyze the area to be processed through regional coverage, economic coverage, and population coverage, and the process of determining the number of second airports specifically includes:

[0273] Determine the spacing between general airports based on the optimal rescue time;

[0274] Dividing the area to be processed into hexagonal grids according to the setting spacing and the service radius of the general airport, so as to divide the area to be processed into a plurality of hexagonal grids, wherein the plurality of hexagonal grids completely cover the area to be processed;

[0275] Dividing the area of ​​the area to be processed by the area of ​​the hexagonal grid to determine the area coverage amount;

[0276] The economic coverage quantity of the area to be processed is determined by setting up one general airport for each first-category county-level administrative district in the area to be processed and one general airport for every two second-category county-level administrative districts in the area to be processed; the first-category county-level administrative districts are county-level administrative districts with a per capita GDP of more than US$4,000, and the second-category county-level administrative districts are county-level administrative districts with a per capita GDP of less than US$4,000;

[0277] The population coverage of the area to be processed is determined by setting 1.5 general airports for each third-category county-level administrative area in the area to be processed, setting 1 general airport for each fourth-category county-level administrative area in the area to be processed, and setting 0.5 general airports for each fifth-category county-level administrative area in the area to be processed; the third-category county-level administrative area is a county-level administrative area with a population exceeding a first preset value, the fourth-category county-level administrative area is a county-level administrative area with a population less than the first preset value and greater than the second preset value, and the fifth-category county-level administrative area is a county-level administrative area with a population less than the second preset value;

[0278] The second number of airports is determined according to the regional coverage number, the economic coverage number and the population coverage number.

[0279] Optionally, the layout evaluation module performs a multi-level evaluation on the general airport space layout of the area to be processed based on the general aviation dominant demand of the area to be processed, the airport layout restriction conditions and the airport layout support elements to obtain the optimal layout plan of the area to be processed, which specifically includes:

[0280] Taking the county-level administrative districts under the jurisdiction of the area to be processed as the evaluation unit, starting from the dominant general aviation demand of the area to be processed, the strength of general aviation demand of each county-level administrative district is ranked based on demand;

[0281] The restrictions on the layout of general airports are superimposed and considered, excluding the preset county-level administrative areas, and reducing the general airport layout level of the county-level administrative areas with preset restrictions;

[0282] Superimpose airport layout support factors, and layout runway-type general airports for county-level administrative units that meet the preset conditions in terms of economic and social foundation, engineering construction conditions, and preliminary work foundation, and layout helicopter airports or water airports for other county-level administrative units;

[0283] According to the results of the general airport layout after demand, restriction and support analysis, the preset area is divided into multiple sub-areas, and the construction of the general airport system in each sub-area is analyzed. Combined with the strength of the needs of each evaluation unit, the spatial layout is optimized from the perspectives of the number of general airports, airport functional positioning, and the relationship between airports in surrounding areas, and the optimal layout plan for the area to be processed is obtained.

[0284] Optionally, the layout evaluation module performs a multi-level evaluation on the general airport spatial layout of the area to be processed based on the general aviation dominant demand of the area to be processed, the restrictive conditions of the airport layout and the supporting elements of the airport layout to obtain the optimal layout plan of the area to be processed. The general airport layout demand evaluation indicators adopted include:

[0285]

[0286]

[0287] Optionally, the layout evaluation module converts all evaluation indicators into dimensionless relative evaluation values ​​based on a first preset formula in a process of performing a multi-level evaluation on the general airport spatial layout of the area to be processed based on the general aviation dominant demand of the area to be processed, the restrictive conditions of the airport layout and the supporting elements of the airport layout to obtain the optimal layout plan of the area to be processed;

[0288] The first preset formula includes:

[0289]

[0290] in:

[0291] Y ij is the standardized score of the jth indicator in the i-th county-level administrative area;

[0292] X ij is the actual value of the jth indicator in the i-th county-level administrative area;

[0293] X max，j is the maximum value of the jth indicator of all county-level administrative areas;

[0294] n is the number of county-level administrative divisions in the region;

[0295] m is the number of evaluation indicators.

[0296] Optionally, the operation system module builds a regional general airport function system according to the general aviation dominant needs of the area to be processed, combined with the characteristics of the regional general aviation dominant business network, in accordance with the "center-base-node" architecture, and specifically includes:

[0297] In combination with the dominant general aviation needs of the area to be processed, for the general aviation short-distance transport network, general aviation low-altitude tourism network and general aviation emergency rescue network in the area to be processed, according to the dominant general aviation business types in the region, combined with the characteristics of the dominant general aviation business network in the region, a regional general airport function system is constructed in accordance with the "center-base-node" architecture;

[0298] Specifically, for the general aviation short-haul transport network, the process includes:

[0299] Select county-level administrative areas without expressways or railways, county-level administrative areas whose travel time to regional central cities exceeds the target time of comprehensive transportation planning, county-level administrative areas more than 100 kilometers away from transport airports and other remote and inconvenient ground transportation areas, as well as regional central cities with frequent external economic and transportation activities, as key areas for the construction of short-distance transportation networks;

[0300] Collect statistics on the distribution and business volume of existing short-distance transport routes, and analyze the operating results of short-distance transport routes;

[0301] Sort out the development plans of regional economy, society, integrated transportation, logistics, etc., combine with the future development trend of the region, and clarify the key directions of future regional short-distance transportation development;

[0302] Based on the development foundation, current status and development plan, clarify the significance of general aviation short-distance transportation and the main problems it solves;

[0303] Based on the characteristics of general aviation, relying on the transport airport and general airport system, we will build a regional short-distance transport route network, identify the regional short-distance transport core hubs and important nodes, plan short-distance transport routes between remote areas and areas with inconvenient ground transportation and regional central cities, explore short-distance transport routes between feeder airports and feeder airports, feeder airports and general airports, and general airports and general airports, and improve the level of comprehensive transportation services within the region;

[0304] For the General Aviation Low-Altitude Tourism Network, the process includes:

[0305] Analyze the regional tourism development positioning, tourism resource distribution, high-quality tourism product system, major tourist source areas, etc. to explore potential areas suitable for the development of general aviation low-altitude tourism, and analyze the necessity of building a low-altitude tourism network system;

[0306] Collect statistics on the distribution and business volume of existing low-altitude tourism projects in the region, and analyze the advantages and shortcomings of regional low-altitude tourism development;

[0307] Sorting out the development plans for tourism development, global tourism, low-altitude tourism, sports, etc., analyzing the key directions for the future development of tourism in various sectors in the region, and sorting out the requirements of various plans for the development of regional low-altitude tourism;

[0308] Based on the development foundation, current status and development planning, clarify the significance and key development direction of general aviation low-altitude tourism;

[0309] For the General Aviation Emergency Response Network, the process includes:

[0310] Analyze the types and number of emergency events such as natural disasters and safety accidents in the region in recent years, sort out the distribution and planning of emergency rescue reserves, and explore potential application areas of general aviation emergency rescue;

[0311] Collect statistics on the volume of emergency rescue, medical rescue and other services in the region, and analyze the development advantages and shortcomings of regional general aviation emergency rescue;

[0312] Sort out the relevant planning and policy documents on emergency management, natural disaster relief, etc. in the region, analyze the key development directions of emergency relief in the region in the future, and sort out the requirements of various plans and policies for the development of emergency relief in the region;

[0313] Based on the development foundation, current status and development plan, the supply and demand situation of regional general aviation emergency rescue is sorted out, and key considerations for building a general aviation emergency rescue system are proposed.

[0314] In summary, the embodiments of the present application provide a layout planning method and a layout planning system for a regional general airport, wherein the layout planning method for the regional general airport first predicts the general aviation business volume of the area to be processed to obtain general aviation business volume information, and then calculates the number of general airports required for the area to be processed to obtain the number of general airport layouts in the area to be processed; finally, based on the general aviation dominant demand of the area to be processed, the restrictive conditions of the airport layout and the supporting elements of the airport layout, a multi-level evaluation is performed on the spatial layout of the general airport in the area to be processed to obtain the optimal layout plan for the area to be processed, and a method for constructing a functional system of the general airport in the area to be processed is proposed, thereby achieving the purpose of providing a layout planning method for a regional general airport that is systematic, scientifically reasonable and feasible.

[0315] The features described in the embodiments of the present specification may be replaced or combined with each other. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments may be referenced to each other.

[0316] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A layout planning method for a regional general airport, characterized in that: include: Performing a general aviation business volume forecast for the area to be processed to obtain general aviation business volume forecast information, wherein the general aviation business volume forecast information includes transportation service business volume forecast information, production service business volume forecast information, consumer entertainment business volume forecast information, and public service business volume forecast information, thereby obtaining the general aviation dominant demand for the area to be processed; Calculating the number of general airports required for the area to be processed to obtain the number of general airport layouts in the area to be processed; Based on the dominant general aviation needs of the area to be processed, the restrictive conditions of the airport layout and the supporting elements of the airport layout, a multi-level evaluation is conducted on the general airport spatial layout of the area to be processed to obtain the optimal layout plan of the area to be processed; According to the dominant general aviation needs of the area to be processed and the characteristics of the regional general aviation dominant business network, a regional general airport functional system is constructed in accordance with the "center-base-node" structure; The multi-level evaluation of the general airport space layout of the area to be processed based on the general aviation dominant demand of the area to be processed, the restrictive conditions of the airport layout and the supporting elements of the airport layout to obtain the optimal layout plan of the area to be processed includes: Taking the county-level administrative districts under the jurisdiction of the area to be processed as the evaluation unit, starting from the dominant general aviation demand of the area to be processed, the strength of general aviation demand of each county-level administrative district is ranked based on demand; The restrictions on the layout of general airports are superimposed and considered, excluding the preset county-level administrative areas, and reducing the general airport layout level of the county-level administrative areas with preset restrictions; Superimpose airport layout support factors, and layout runway-type general airports for county-level administrative units that meet the preset conditions in terms of economic and social foundation, engineering construction conditions, and preliminary work foundation, and layout helicopter airports or water airports for other county-level administrative units; According to the results of the general airport layout after demand, restriction and support analysis, the preset area is divided into multiple sub-areas, and the construction of the general airport system in each sub-area is analyzed. Combined with the strength of the demand of each evaluation unit, the spatial layout is optimized from the perspectives of the number of general airports, airport functional positioning, and the relationship between airports in surrounding areas, and the optimal layout plan for the area to be processed is obtained.

2. The method according to claim 1, characterized in that The general aviation business volume forecasting for the area to be processed includes: Conducting a general aviation demand type analysis on the area to be processed to obtain transportation service information, production service information, consumer entertainment information, and public service information of the area to be processed; The transportation service information, production service information, consumer entertainment information and public service information of the area to be processed are calculated to obtain the general aviation business volume forecast information, and then obtain the general aviation dominant demand of the area to be processed.

3. The method according to claim 1, characterized in that The calculating the number of general airports required for the area to be processed to obtain the number of general airport layouts in the area to be processed includes: The area to be processed is measured by using a general airport density method to obtain the general airport density and the number of general airports per capita in the area to be processed, and the first airport number is determined according to the general airport density and the number of general airports per capita in the area to be processed; Using the general aviation coverage method, the area to be processed is analyzed through regional coverage, economic coverage and population coverage to determine the number of second airports; Based on the first number of airports and the second number of airports, the number of general airport layouts in the area to be processed is determined by combining the average value method and the recommended value method.

4. The method according to claim 3, characterized in that The method of measuring the area to be processed by using the general airport density method to obtain the general airport density and the number of general airports per capita in the area to be processed, and determining the first number of airports according to the general airport density and the number of general airports per capita in the area to be processed includes: Dividing the area to be processed into a plurality of sub-areas, and calculating the general airport density and the number of general airports per capita in each sub-area; Determine the general airport density interval and the general airport number interval per capita for the area to be processed according to the general airport density and the general airport number per capita for all the sub-areas; Determine a recommended value or an average value within the interval of the general airport density and the interval of the number of general airports per capita in the area to be processed as the general airport density and the number of general airports per capita in the area to be processed; The recommended value of the number of general airports is calculated as the first number of airports according to the general airport density of the area to be processed, the number of general airports per capita, and the population and area of ​​the area to be processed.

5. The method according to claim 3, characterized in that: The method of using the general aviation coverage method to analyze the area to be processed by regional coverage, economic coverage and population coverage to determine the number of second airports includes: Determine the spacing between general airports based on the optimal rescue time; Dividing the area to be processed into hexagonal grids according to the setting spacing and the service radius of the general airport, so as to divide the area to be processed into a plurality of hexagonal grids, wherein the plurality of hexagonal grids completely cover the area to be processed; Dividing the area of ​​the to-be-processed area by the area of ​​the hexagonal grid to determine the area coverage amount; The economic coverage quantity of the area to be processed is determined by setting up one general airport for each first-category county-level administrative district in the area to be processed and one general airport for every two second-category county-level administrative districts in the area to be processed; the first-category county-level administrative districts are county-level administrative districts with a per capita GDP of more than US$4,000, and the second-category county-level administrative districts are county-level administrative districts with a per capita GDP of less than US$4,000; The population coverage of the area to be processed is determined by setting 1.5 general airports for each third-category county-level administrative area in the area to be processed, setting 1 general airport for each fourth-category county-level administrative area in the area to be processed, and setting 0.5 general airports for each fifth-category county-level administrative area in the area to be processed; the third-category county-level administrative area is a county-level administrative area with a population exceeding a first preset value, the fourth-category county-level administrative area is a county-level administrative area with a population less than the first preset value and greater than the second preset value, and the fifth-category county-level administrative area is a county-level administrative area with a population less than the second preset value; The second number of airports is determined according to the regional coverage number, the economic coverage number and the population coverage number.

6. The method according to claim 1, characterized in that In the process of conducting a multi-level evaluation of the general airport spatial layout of the area to be processed based on the general aviation dominant demand of the area to be processed, the restrictive conditions of the airport layout and the supporting factors of the airport layout, so as to obtain the optimal layout plan of the area to be processed, the general airport layout demand evaluation indicators adopted include:

7. The method according to claim 6, characterized in that In the process of performing a multi-level evaluation on the general airport spatial layout of the area to be processed based on the general aviation dominant demand of the area to be processed, the restrictive conditions of the airport layout and the supporting elements of the airport layout to obtain the optimal layout plan of the area to be processed, all evaluation indicators are converted into dimensionless relative evaluation values ​​based on the first preset formula; The first preset formula includes: in: Y ij is the standardized score of the jth indicator in the i-th county-level administrative area; X ij is the actual value of the jth indicator in the i-th county-level administrative area; X max，j is the maximum value of the jth indicator of all county-level administrative areas; n is the number of county-level administrative divisions in the region; m is the number of evaluation indicators.

8. The method according to claim 1, characterized in that: According to the dominant general aviation needs of the area to be processed, combined with the characteristics of the regional general aviation dominant business network, a regional general airport functional system is constructed in accordance with the "center-base-node" architecture, including: Combined with the dominant general aviation needs of the areas to be processed, and in the areas to be processed, combined with the characteristics of the regional general aviation dominant business network, in accordance with the "center-base-node" structure, a general aviation short-distance transportation network, a general aviation low-altitude tourism network and a general aviation emergency rescue network are established; Specifically, for the general aviation short-haul transport network, the process includes: Select county-level administrative areas without expressways or railways, county-level administrative areas whose travel time to regional central cities exceeds the target time of comprehensive transportation planning, remote areas with inconvenient ground transportation and county-level administrative areas more than 100 kilometers away from transport airports, and regional central cities with frequent external economic and transportation activities as key areas for the construction of short-distance transportation networks; Collect statistics on the distribution and business volume of existing short-distance transport routes, and analyze the operating results of short-distance transport routes; Sort out the development plans of regional economy, society, integrated transportation and logistics, and clarify the key directions of regional short-distance transportation development in the future in combination with the future development trends of the region; Based on the development foundation, current status and development plan, clarify the significance of general aviation short-distance transportation and the main problems it solves; Based on the characteristics of general aviation, relying on the transport airport and general airport system, we will build a regional short-distance transport route network, identify the regional short-distance transport core hubs and important nodes, plan short-distance transport routes between remote areas and areas with inconvenient ground transportation and regional central cities, explore short-distance transport routes between feeder airports and feeder airports, feeder airports and general airports, and general airports and general airports, and improve the level of comprehensive transportation services within the region; For the General Aviation Low-Altitude Tourism Network, the process includes: Analyze the regional tourism development positioning, tourism resource distribution, high-quality tourism product system, and major tourist source areas to explore potential areas suitable for the development of general aviation low-altitude tourism, and analyze the necessity of building a low-altitude tourism network system; Collect statistics on the distribution and business volume of existing low-altitude tourism projects in the region, and analyze the advantages and shortcomings of regional low-altitude tourism development; Sorting out the development plans for tourism, global tourism, low-altitude tourism, and sports, analyzing the key future development directions of tourism in various sectors in the region, and sorting out the requirements of various plans for the development of regional low-altitude tourism; Based on the development foundation, current status and development planning, clarify the significance and key development direction of general aviation low-altitude tourism; For the General Aviation Emergency Response Network, the process includes: Analyze the types and numbers of natural disasters and safety accidents in the region in recent years, sort out the distribution and planning of emergency rescue reserves, and explore potential application areas of general aviation emergency rescue; Collect statistics on the volume of emergency rescue and medical rescue operations in the region, and analyze the development advantages and shortcomings of regional general aviation emergency rescue; Sort out the relevant plans and policy documents on emergency management and natural disaster relief in the region, analyze the key development directions of emergency relief in the region in the future, and sort out the requirements of various plans and policies for the development of emergency relief in the region; Based on the development foundation, current status and development plan, the supply and demand situation of regional general aviation emergency rescue is sorted out, and key considerations for building a general aviation emergency rescue system are proposed.

9. A layout planning system for a regional general airport, characterized in that: include: A business volume forecasting module is used to forecast the general aviation business volume in the area to be processed to obtain general aviation business volume forecast information, wherein the general aviation business volume forecast information includes traffic service business volume forecast information, production service business volume forecast information, consumer entertainment business volume forecast information and public service business volume forecast information, thereby obtaining the general aviation dominant demand in the area to be processed; A quantity calculation module is used to calculate the number of general airports required for the area to be processed, so as to obtain the number of general airport layouts in the area to be processed; A layout evaluation module, used to perform a multi-level evaluation on the general airport spatial layout of the area to be processed based on the general aviation dominant demand of the area to be processed, the airport layout restriction conditions and the airport layout support elements, so as to obtain the optimal layout plan of the area to be processed; The operation system module builds a regional general airport function system according to the "center-base-node" architecture based on the general aviation dominant needs of the area to be processed and the characteristics of the regional general aviation dominant business network; The multi-level evaluation of the general airport space layout of the area to be processed based on the general aviation dominant demand of the area to be processed, the restrictive conditions of the airport layout and the supporting elements of the airport layout to obtain the optimal layout plan of the area to be processed includes: Taking the county-level administrative districts under the jurisdiction of the area to be processed as the evaluation unit, starting from the dominant general aviation demand of the area to be processed, the strength of general aviation demand of each county-level administrative district is ranked based on demand; The restrictions on the layout of general airports are superimposed and considered, excluding the preset county-level administrative areas, and reducing the general airport layout level of the county-level administrative areas with preset restrictions; Superimpose airport layout support factors, and layout runway-type general airports for county-level administrative units that meet the preset conditions in terms of economic and social foundation, engineering construction conditions, and preliminary work foundation, and layout helicopter airports or water airports for other county-level administrative units; According to the results of the general airport layout after demand, restriction and support analysis, the preset area is divided into multiple sub-areas, and the construction of the general airport system in each sub-area is analyzed. Combined with the strength of the demand of each evaluation unit, the spatial layout is optimized from the perspectives of the number of general airports, airport functional positioning, and the relationship between airports in surrounding areas, and the optimal layout plan for the area to be processed is obtained.

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