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EUROCONTROL / IFATCA 2008: a collaborative approach to the future > Designing the network
cockpit, as it does with a traffic collision
advisory system.
IFATCA supports a solution where the
situational awareness would be the same
for tower controllers as for pilots and
vehicle drivers operating in the
manoeuvring area. “We would have
displays with maps, and aircraft position
information, similar to a radar screen,” he
says. “New aircraft like the A380 have
cockpit tools, and more new-generation
aircraft will follow.”
The Airport Surface Management and
Safety project published a cost benefit
analysis for A-SMGCS in 2006. Based on
two generic airports, handling 450,000
movements and 150,000 movements a
year, the study demonstrated that an
airport that introduced basic A-SMGCS
could cut the risk of runway incursion
accidents by as much as 50 per cent. There
is an additional benefit of up to 14 per
cent increase in efficiency. Additional
benefits are expected as A-SMGCS is
further developed.
Paul Adamson believes that while
A-SMGCS does not set out to deliver
more capacity, it certainly gives controllers
better situational awareness, and enables
more efficient control of traffic on the
airport surface, particularly at night and in
adverse weather. He says: “A-SMGCS also
delivers confidence in the system, and that
in itself can lead to small incremental
improvements in the capacity of the
system. We take a step-by-step approach,
to improve what we have now, improve on
the systemic errors, and at all times we are
working to the ultimate goal outlined in
the roadmap.”
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“A-SMGCS also delivers confidence in
the system, and that in itself can lead
to small incremental improvements
in the capacity of the system”
Paul Adamson
Airport Surface Management and Safety Project Manager for EUROCONTROL
The UK Civil Aviation Authority Civil
Air Publication 393, the Air Navigation
Order, has the following to say about an
aircraft commander’s responsibilities with
regard to the avoidance of collisions:
“Notwithstanding that a flight is being
made with air traffic control clearance, it
shall remain the duty of the commander
of an aircraft to take all possible measures
to ensure that his aircraft does not collide
with any other aircraft.” Clear enough,
and essentially the same directive given to
pilots all over the world.
‘All possible measures’ covers many
aspects, including adherence to the Rules
of the Air and prompt and accurate
compliance with Air Traffic Control
(ATC) instructions when in controlled
airspace. For its part, ATC has a
fundamental obligation to maintain
adequate separation between aircraft and
thus to prevent collisions. Under normal
circumstances, the partnership of pilot and
ATC, in combination with detailed and
robust flight planning and clear and
concise communications, is sufficient to
ensure separation between aircraft, even in
the crowded skies of Europe. However, the
consequences of a breakdown in this
partnership can be catastrophic.
Since 1 January 2005, all civil fixedwing
turbine engine aircraft operating in
European airspace (with a take-off mass
exceeding 5,700kg or a maximum
approved passenger seating configuration
of more than 19) are mandated to carry an
Airborne Collision Avoidance System
(ACAS) system, to the current ACAS II
standard, the associated hardware known
as TCAS II. TCAS II provides a ‘last line
of defence’ against mid-air collision via
pilot alerts known as Traffic Advisories
(TA), which identify possible conflicting
traffic, and Resolution Advisories (RA),
which provide positive guidance, in the
vertical plane, to one or both conflicting
aircraft to avert a possible collision.
TCAS operates by interrogating
ICAO-compliant transponders of aircraft
in the vicinity and, based on the replies
received, calculating a time for the
aircraft to reach the Closest Point of
Approach (CPA) with the intruder. This
time value (or Tau) is the basis for
issuing alerts to the crew. Furthermore, if
a transponder reply from a nearby
aircraft includes altitude, TCAS also
computes the time to reach co-altitude.
A TA may be issued between 20-48
seconds from CPA, with an RA between
15-35 seconds from CPA.
The latest significant change to TCAS II
was the introduction of Version 7.0, which
　
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