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As a first step, “we must bring the meteorological and ATM
communities together, so they can better understand their
respective needs and capabilities,” explains Ken Reid.
ATM requires accurate, readily available, tailored
aeronautical meteorological information, capable of
supporting the activities of a variety of users for all phases of
flight. The scope of the requisite services ranges from longterm
forecasting – up to six months ahead – for airline
operations planning, to very short-term microclimate
‘nowcasting’ at specific airports.
In an ideal, seamless system, ATFM would draw up and
control a daily airspace utilisation plan on the basis of expected
traffic and weather, which could be subsequently fine-tuned to
accommodate concurrent events, such as significant weather
phenomena. From the airline’s perspective, accurate and realtime
weather information would allow operations centres to
consider alternative routes and, whenever appropriate, re-plan
aircraft whilst in flight. On board, the timing of the service
could be adapted to meteorological circumstances, so as to
avoid turbulence, thereby improving passenger comfort as well
as cabin crew safety.
The quality of meteorological data will need to be
upgraded, in an effort to meet the air transport industry’s
operational needs more accurately. Enhanced precision and
reliability of forecasting will help planners and controllers make
better decisions. “You can improve the system efficiency by
reducing the amount of lost capacity due to uncertainty,”
notes Ken Reid. For instance, fine-tuned information at a given
airport could help reduce the size of the virtual ‘safety bubble’
created around each aircraft and consequently increase airport
throughput, efficiency and economy. In certain wind
conditions, the wake-vortex (the turbulence which trails each
departing aircraft) will be broken up earlier, allowing
controllers to reserve shorter intervals between take-offs, while
ensuring an appropriate level of safety.
A new kind of relationship
“What we need is a system capable of delivering the right
information in the right place, to the right people, at the right
time, with the right quality and reliability, in the new ATM
context,” says Reid.
Traditionally, the connection between ATM and MET was
essentially limited to ensuring a link between meteorological
services and flight crews, and the provision of basic Flight
Information Services as regulated by Annex 11 of the
Convention on International Civil Aviation.
Within Europe’s future ATM environment, a new kind of
ATM requires
accurate, readily
available, tailored
aeronautical
meteorological
information
© Birmingham International Airport
THE ENVIRONMENT
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relationship will have to materialise, based on the smooth flow
of harmonised information that can be exploited by all users.
At the outset, this would require substantial efforts to create a
model where digital meteorological data, specifically
formatted for ATM use, could circulate freely within an open
exchange model, between MET service providers, airlines, ATM
operators, airports and aircraft crews.
The MET community itself may have to evolve, as it is facing
challenges similar to those that ATM has had to tackle: a
fragmented operational and institutional environment, with at
least one weather information provider in each of
EUROCONTROL’s 37 Member States.
At the operational level, the key to the MET capabilities
improvement will be the intelligent use of increasingly
accurate forecasting of weather events, including terminal
area short-term forecasting. Meeting high-level ATM
requirements will necessitate a more thorough and coherent
use of available technologies and equipment – radar, satellite,
wind profilers, etc. “Present MET capacities are probably
sufficient to sustain ATM today,” reckons Reid. “But they are
certainly not capable of sustaining ATM tomorrow,” he adds.
Future requirements
The supply of complete, up-to-date and tailored MET
information to the aviation community in the future will also
require, among other things, improved instruments for local
weather observation, data processing and communication, as
well as the development of a new means to exchange
meteorological data. Locally, the performance of MET systems
could, for instance, be improved through greater use of
automatic remote observation sensors.
The smooth circulation of data between all ATM users will
　
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