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means that it is much easier to locate all of the aircraft and
vehicles on the airport surfaces, enabling controllers to give
advanced warning of potential conflicts and, by acting quickly,
maintain an unbroken flow of traffic.
EUROCONTROL’s A-SMGCS Project Manager, Paul Adamson,
stresses the need for thorough training of air traffic
controllers and clear guidelines for pilots of how to operate
the system for it to work to its optimum. Airports already
implementing the A-SMGCS system have learned that it must
be a complete implementation and that all vehicles and
aircraft need to be fitted with transponders to achieve best
results. He goes on to explain that Level 1 implementation is
quite straightforward, but that Level 2 implementation
requires a considerable amount of work, which, in his words,
should not be underestimated. For example, Charles de Gaulle
airport has completed implementing Level 2, and like
Heathrow, which is currently implementing Level 2, has had to
install additional surface movement radars to give the
required all-round situational awareness.
ACE is an enabling package, which helps to identify and
consequently release latent airside capacity. It consists of a set
of guidelines and software tools for runway, taxiway and apron
operations based on best practice developed at European
airports. The guidelines come in the form of a set of manuals
entitled Enhancing Airside Capacity; Measurement of Pilot
Reaction Times and Runway Occupancy Times; and the
Airside Capacity Planning Method. The software tools consist
of the Commonly Agreed Methodology for Airport airside
Capacity Assessment (CAMACA) and the Performance Indicator
Analysis Tool (PIATA). CAMACA was developed using
EUROCONTROL’s own expertise whereas PIATA was outsourced
to the UK’s NATS.
Airport Collaborative Decision Making guarantees
enhancements to operational efficiency and infrastructure
usage, which in turn can lead to increased efficiency. The
system works by getting all of the partners in it – aircraft
operators, airport operators, local ATC, ground handlers,
EUROCONTROL’s Central Flow management Unit (CFMU) and
other service providers – to share information with each other
in a more transparent way. By letting everyone know when an
aircraft will arrive and when it will be ready to depart,
predictability is increased and any delays highlighted as soon
as they become apparent. This leads to a common situational
awareness and with it, greater opportunity to react to the
changing situation. Having received positive feedback from
initial users of the system, who confirm that a much better
localised picture is created, EUROCONTROL is now looking to
the future and how to leverage the system even further. David
Hogg, part of the A-CDM team at EUROCONTROL explains,
“What is required next is a system which will network airports
“What is required next is a
system which will network
airports together so that
information on a particular
aircraft is relayed to that
aircraft’s next destination”
65
together so that information on a particular aircraft is relayed
to that aircraft’s next destination.” EUROCONTROL is
examining the feasibility of developing a system capable of
allowing airports to share their information via the CFMU.
Although designed primarily as a safety tool to prevent
runway incursions, which lead to injury or loss of life, the Runway
Safety Programme has heightened the awareness of airport
operators of the best practices developed throughout Europe to
prevent these incidents. Fewer incidents mean less delay,
throughout the air traffic network, not just at the airport where
an incident may have occurred, but further afield to the other
airports and ANSPs that may have suffered a knock-on effect.
According to Yvonne Page, the Runway Safety Project
Manager, the interdependency of the projects has highlighted
how lessons learned in one area can have significant
implications on another. It has become apparent that a further
stage of development to improve the communications
between the tower, the apron and the pilot is necessary. There
is a real need to speed up the A-SMGCS alerting system by
integrating the three key stakeholders, the vehicle driver, the air
traffic controller and the pilot, into a single communications
loop. It is not yet clear whether such a system is possible, but,
as pilots require between 4 to 40 seconds to react to an alert,
anything that can be done to get an alert to the pilot in as
short a time as possible is to be encouraged.
　
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