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vehicles and systems that will provide it with turnaround
services. That way, decisions about what is needed, and
where and when it is needed, can be made seamlessly and
without any interruption to the functioning of the whole
system, cutting out delay, waste, and ensuring support
services are provided as soon as they are required. The
seemingly established recent rise in the price of fuel provides
another motive for improving system efficiency. Objectives of
“Europe’s airports are
currently the main
bottleneck in the air
transport chain”
ATM AND AIRPORTS: CHALLENGES FOR EUROPE
42
CDM, says Joppart, are accuracy and predictability, from which
the product will be punctuality. The military refer to such a
CDM system as network-centric, and they use it for battlefield
tactical management.
Another essential product of such a system is flexibility and
responsiveness: as soon as an unplanned event – like an
aircraft going unserviceable – is notified within the system,
another aircraft can use its movement slot; ensuring time and
capacity are not wasted. This is achieved today by having a
queue of aircraft awaiting take-off, all burning fuel and
sacrificing time with the aim of getting maximum runway
utilisation. For arriving aircraft the equivalent is being ‘stacked
in the hold’ awaiting a space in the arrival pattern. Under the
collaborative system, there would be no need for queues and
stacks – aircraft would arrive at the runway as it was vacated
by the preceding movement, and each arrival would be fed
straight onto final approach from a continuous descent from
cruising level toward the destination runway.
Flexibility in the face of unplanned events or those over
which you have no direct control – like weather – constitute
another challenge. CDM systems enable an airport to recover
from disruption faster than before, but minimising any
disruption in the first place is the ideal aim. “The impact of
weather has to be diminished”, says Joppart. The greatest
problem in poor visibility is keeping off-runway surface
movements flowing efficiently and safely. Runway operations,
given the right aircraft and approach aid equipment, are less
affected by poor visibility at present than taxiway and parking
ramp movements. One of the technological tools that will
address this problem is the Advanced Surface Movement
Guidance and Control System (A-SMGCS). Joppart predicts
that the system, under trial now at London Heathrow and
Paris Charles de Gaulle airports, will be ready for operation
within three to five years. It uses Mode S multi-lateration
technology that identifies every transponder-equipped aircraft
or vehicle, and this is combined with surface radar for the
detection of non transponder-equipped vehicles. It is, explains
Wilson, a data-fusion system that will also have a conflict or
incursion alert function for pilots. In its first stage, A-SMGCS
will still be a controller-managed conflict prevention and
surface flow management tool, and the pilot’s role would
remain much the same as it does today – but with a reduced
need for voice position reporting. The second stage would
give the pilots the predictive information to take a more
active role in determining the best safe route to runway or
stand, and take part in conflict and incursion avoidance.
As well as all the efficiency and capacity enhancements, the
issue of runway safety is not being sidelined. It is too
important for that. The worst air accident of all time is still, to
this day, a collision between two Boeing 747s, one taking off
and one crossing the runway (Tenerife, Canary Islands, 27
March 1977). Since then, one of the world’s worst recent
collision accidents was caused by a runway incursion by a
business jet into the path of an SAS Boeing MD-80 on its takeoff
run (Milan Linate, Italy, 8 October 2001); and even in 2005
there have been on-runway near-disasters in several countries,
including America.
EUROCONTROL has a comprehensive European Action Plan
for the Prevention of Runway Incursions (EAPPRI), which takes
International Civil Aviation Organisation (ICAO) Annex 14
standards as a basis for its recommendations. However, it
goes into greater detail at an operational level, with
recommendations for all users of airside manoeuvring areas
and runways, whether vehicles or aircraft, as well as the
companies responsible for the training of the drivers and the
pilots. EUROCONTROL has produced an interactive
instructional CD for all airside operators, which is an eyeopener
　
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本文鏈接地址：A vision for European aviation(8)