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of runway incursions, the pilot is unaware
that he/she is lost or has not received a clearance
to enter the runway,” adds Page.
EUROCONTROL is examining ways to use
technology and has begun trials to incorporate
the alerts generated by the A-SMGCS
into electronic flight progress strips on the
ground controller’s display. The electronic
data includes flight-planning information
that, in turn, allows pre-tactical de-confliction
possibilities. The information contained
in the electronic flight strip can be used by
the controller to resolve potential conflicts.
A-SMGCS is still primarily a surveillance
tool, but its role as a guidance and control
system is slowly making headway. In March
2009, ICAO gave its approval for the A-SMGCS
synthetic display to be used to identify
aircraft, without visual observation, in low
visibility conditions. “This is a major step
forward to maintaining capacity in Visibility
2 conditions and we are expecting the ICAO
approval for Visibility 3 and 4 conditions in
the course of 2010 as well,” says Birenheide.
Airlines are also looking at new technology,
both Air France and Lufthansa have
installed Honeywell’s Runway Awareness
Alerting System (RAAS) in the cockpit. RAAS
provides a moving map of the airfield, based
on GPS data, to improve pilots’ situational
awareness. The airlines say the system has reduced
ground navigation errors to near-zero.
Cost is an issue at many smaller airports,
and EUROCONTROL is examining low-cost
surveillance technology that can enhance
controllers’ situational awareness without
investing in costly A-SMGCS technology.
The Agency is validating work being carried
out by the DFS to simulate non-cooperative
sensors at a generic aerodrome. The aim is
to define a concept and investigate whether
the use of information from non-cooperative
sensors can provide the required
level of safety at a small airport. The work
includes a range of different technologies,
including surface movement radar, optical
sensors and induction loops.
Meanwhile, trials at Bordeaux have demonstrated
that airfield vehicles equipped
with a moving map and radio link lead to
improved driver situational awareness. EUROCONTROL
is working on a pan-European
concept that is designed to alert drivers
to location errors and does not rely on ASMGCS
data.
“Increasing the situational awareness of
only one actor is beneficial for safety,” says Birenheide.
Furthermore, understanding ICAO
standard phraseology is essential for these
drivers who need to hear, and be heard by,
the air traffic controller.
Keeping the number of driver licences to a
minimum has proved a successful way to ensure
all drivers adhere to standard practices.
At Munich, only 11 licences are in use, while
Frankfurt has reduced its licences from more
than 2,000 down to 200. This has led to lower
training costs and improved airfield safety.
By establishing the main functionality of
these low-cost safety nets, smaller airports
can opt for the most appropriate technology
according to traffic-type and complexity.
Joppart adds: “Once the awareness is there,
and the understanding of the issues, the
local situation may not call for high-end
expensive solutions.”
Indeed, introducing a basic level of surface
movement guidance at Europe’s smaller
airports would go a long way towards raising
safety standards across the whole region.
Improving
situational
awareness on
the airfield is the
first priority
Anne Paylor explains how the Dynamic Management
of the European Airspace Network is helping to
pave the way for the Single European Sky
AS THE LONG-HELD ambition of a Single
European Sky (SES) began its journey
towards realisation in the late 1990s, it was
evident that some serious measures were
needed in the interim to provide short- to
medium-term capacity boosts for the European
air traffi c management (ATM) system.
These measures would also lay the foundation
on which the framework of the SES
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Reaching for the Single European Sky(83)
