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will bear fruit, and others will fall by the wayside.”
Looking beyond the current situation and the tools and
procedures developed to unlock latent capacity in the shortterm,
Philippe Joppart, ACI EUROPE Policy Manager points to
the strategic research agenda developed by the Advisory
Council for Aeronautical Research in Europe (ACARE) as a
principal signpost to the future air transport system.
“What we have now is a system based on advanced
planning, with a number of discrepancies,” Joppart says.
“Flights are planned long in advance, slots are allocated at
airports on a six-month basis: those are strategic goals, they
are not designed to solve punctuality problems or tactical
problems and they barely address operational problems.”
Indeed, slots at crowded airports are not so much
© Flughafen München GmbH
ATM AND AIRPORTS: CHALLENGES FOR EUROPE
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operational tools as commercial assets.
Another component of the planning is aircraft flight plans,
which are filed but not always adhered to or even flown at all.
But they have to be input to the system and consequently
add to congestion even if the aircraft never takes off. Another
frequent occurrence is that the aircraft which arrives at the
destination airport is a different type from that specified in
the flight plan: much ground support equipment is typespecific,
so the result is further delay.
Those discrepancies can be compounded by the Central
Flow Management Unit (CFMU) issuing tactical air traffic flow
management (ATFM) slots to regulate traffic because of an
en-route problem. “It all piles up and at the end of the day
you have a system which is full of discrepancies and
inaccuracies,” Joppart says.
His alternative vision of European air transport ten years
from now is a totally integrated system where planning plays a
role but which also permits tactical adjustment: “What we are
looking at is a seamless 4D system in which the airport and
en-route elements operate under a full collaborative decision
making system.”
That will put air traffic controllers and operations directors
in a position to tactically react to problems. “There will always
be problems, but if the information was available and the
system could be used to make modifications on the spot – to
runway assignments and so on – that would be a quantum
leap." His vision is not one of total automation, Joppart
stresses, "but a future system should be as smart, as open, as
collaborative as possible and as integrated as possible.”
One requirement is network-wide capacity planning: “Today
you have a Europe-wide capacity planning through
EUROCONTROL for en route, but airports aren’t included. It’s
absolutely staggering that in the 21st century you have
airports planning for capacity development and those
parameters aren’t taken into account when en-route capacity
is planned.”
Joppart does not underestimate the scale of the task. It has
taken ten years and a huge effort to get the various
participants working together rather than doing their best in
isolation, he says, and to meet the challenges posed by future
traffic growth another cultural shift will be needed: “The way
that air traffic is managed and the way the network is
managed in the future will be quite different to what we have
now, but that’s what we’ve got to achieve. Flights have to be
managed as processes, with airports totally integrated into
the entire air traffic flow management system, and not as
single occurrences as they are today.”
A lot of research and development will be needed, which
means a lot of money. That indicates a role for the
European Commission working through the Single European
Sky (SES) initiative, for example. Adequate legislation is
another requirement. And environmental aspects will have
to be addressed.
“There are a number of environmental constraints that
won't go away,” Joppart concedes, “but there are a number of
areas where technology can help, such as accurate routing on
take-off or arrival, and accurate taxiing to reduce fuel burn
and noise emissions.”
One of the concepts on which the ACARE Strategic
Research Agenda focuses is a highly time-efficient air
transport system. This involves such requirements for airport
airside operations as a runway management system able to
adjust for weather, with wind shear and wake vortex monitors,
and one that is able to adjust and minimise separation
distances in line with prevailing conditions.
　
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