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the system will greatly increase the situational awareness of
controllers, allowing them to be completely sure of the
position of aircraft and vehicles, and alerting them to
potential conflicts on the runway.
• Airside Capacity Enhancement (ACE)
ACE helps airports release latent airside capacity by
implementing guidelines – based on best practices
developed at European airports – for runway, taxiway and
apron operations. Software tools available to help airports
determine and identify airside capacity gaps include the
Commonly Agreed Methodology for Airport airside Capacity
Assessment (CAMACA), Performance Indicator Analysis Tools
for Airports (PIATA), the Data Measurement System and the
Pilot Reaction Times and Runway Occupancy Times
Measurement Systems.
CAMACA allows airports to measure and correlate the
potential of runways, taxiways, aprons and stands in terms of
capacity and demand. Using CAMACA, airport planners can
detect possible bottlenecks and safety hazards and estimate
the best scenario for improving capacity and safety. The
system is based on a mixture of stochastic and analytical
models, calculating outputs from a set of input parameters,
By 2025, annual demand
is forecast to have
increased to as many as
21 million flights per year,
a growth factor of 2.5
compared to 2003 levels
such as traffic mix and a physical description of the airport.
Pilot Reaction Times and Runway Measurement Methods
focus on the efforts of flight crews to optimise runway
utilisation. Fundamental to this is the ability to measure and
analyse pilot reaction times to ATC clearances.
PIATA is a software tool, based on Microsoft Excel and
Palisade Corporation’s ‘@RISK,’ to evaluate the impact on airside
capacity of a wide range of performance indicators, such as
ROT (runway occupancy times), arrival/departure demand, push
back delay, departure/arrival sequence efficiency and
departure/arrival separation efficiency. Having analysed the
data, PIATA then explores alternative scenarios, helping airports
to identify and then ‘unlock’ or release existing capacity.
• Runway Safety
The latest available data indicates that more than one runway
incursion a day takes place within the ECAC region. They are
responsible for at least two actual collisions with significant loss
of life, and a number of serious incidents.
To standardise interpretation, ICAO has now formally defined
a runway incursion as “any occurrence at an aerodrome
involving the incorrect presence of an aircraft, vehicle or person
on the protected area of a surface designated for the landing
and take off of aircraft.”
In April 2004, a European Action Plan for the Prevention of
Runway Incursions (EAPPRI) was drawn up by EUROCONTROL,
the Joint Aviation Authorities, the Group of Aerodrome Safety
Regulators, and a number of professional organisations
encompassing airport operators, air navigation service
providers, aircraft operators, safety regulators, air traffic
controllers and pilots.
The plan includes 56 recommendations for immediate
action and each member of the aerodrome community
involved in runway operations has a specific set of
recommendations to implement.
Key actions for individual airports include development of a
Runway Safety Programme that includes creating a local
runway safety team to review implementation of ICAO
provisions, improve runway safety occurrence reporting and
analysis, establish a risk-based approach to change
management, ensure existing safety management systems
explicitly incorporate runway operations and join the SAForum
secure site as a means of sharing information about common
problems and exchanging common solutions.
ATM AND AIRPORTS: CHALLENGES FOR EUROPE
74
SECURING
EUROPE’S SKIES
Bernard Fitzsimons looks at how maintaining and enhancing
ATM security remains an essential focus for EUROCONTROL
wo of the four initiatives developed by EUROCONTROL
together with NATO, conceived in response to the
September 2001 hijackings, are reaching the stage of
pre-operational trials.
The first of these is an effort to provide a high-capacity airground
downlink that would support the transmission of
encrypted voice, flight data and on-board video from the
cockpit of an aircraft that was the subject of a security alert.
The purpose is to give those responding to the alert on the
ground a clearer idea of what is happening on board.
T Developed with support from the European Commission
using Trans-European Transport Networks (TEN-T) funding, the
　
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