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The only way forward is to plan and execute programmes
together. Everyone involved in the industry; airlines, airports,
Air Navigation Service Providers (ANSPs), manufacturers,
regulators and law-makers, have to ensure that everything
they do eases the pressure. This yearbook, ‘A vision for
European aviation’ is part of that process. By presenting the
efforts of those responsible for airports and ATM together in
one volume it is possible to show that the collaboration
required is in fact taking place and that a way forward is
being addressed.
ACI EUROPE is working tirelessly to improve the passenger
experience at airports, especially for Persons of Reduced
Mobility (PRMs), and looking at ways of limiting the affect
airports have on the local environment. Working with
EUROCONTROL and other stakeholders it is also engaged in a
continuous effort to improve airport security and safety,
particularly on the runway.
EUROCONTROL is playing a key part in the Single European
Sky (SES) initiative, which is at the forefront of efforts, not only
to open up the skies so that more efficient routes can be
used – reducing cost and pollution – but also to make the
business of controlling aircraft journeys and regulating ANSPs
a more pan-European process.
ATM AND AIRPORTS: CHALLENGES FOR EUROPE
36
AIRPORTS AND
EUROPEAN ATM
David Learmount looks at the work being carried out to
increase passenger and cargo throughput at Europe’s airports
and to address safety issues associated with runway incursions
37
urope’s Air Traffic Management (ATM) system can only
handle the traffic its airports can process. Since
physical expansion on the ground is difficult because
of planning and environmental and social constraints, the
managers of airports all over Europe – particularly the big
hubs – are looking for ways of getting more out of the
resources they already have.
Head of Airport Operations at EUROCONTROL, Paul Wilson,
calls this “unlocking latent capacity”. Meanwhile at ACI
EUROPE, Policy Manager Philippe Joppart explains where the
unlocking process begins: “You can only improve what you
can measure,” he says. He follows up this enigmatic
statement with a description of a process of measurement
and analysis. It is all about determining exactly how long
specific operational processes at airports take now, why they
take that long, and working out how they could be
shortened. This, says Joppart, can be any operational phase
E from the average runway occupation time to the precise
time its takes to taxi from a given stand to any of the
runway holding points.
This process is one part of the programme that ACI EUROPE
and EUROCONTROL call Airside Capacity Enhancement (ACE).
The Commonly Agreed Methodology for Airport airside
Capacity Assessment (CAMACA) provides an accurate means
of efficiency comparison that also helps when identifying best
practices. The two agencies then defined a tool for analysing
alternative ways of using the runway and taxiway assets they
have, and predicting the potential benefits of changes to
layout and configuration. The Performance Indicators Analysis
Tool for Airports (PIATA) can be used to devise an optimum
system for each airport that delivers precise movement
control, dovetailing all the movements with each other as
perfectly as possible to eliminate time wasted, whether
between pushback and take-off, or between touchdown,
ATM AND AIRPORTS: CHALLENGES FOR EUROPE
39
runway vacation and arrival at the stand. At the same time,
the means to reduce turnaround time can be analysed, so
each stand can do more work.
All this knowledge about how to improve surface
movement efficiency and capacity is reduced in value unless
it extends to a seamless interface between the airports and
the ATM system. Airports have to be ready to accept aircraft
delivered into their system by the Air Navigation Service
Provider (ANSP) without the delay that occurs so frequently
now at busy hubs before landing or on the way to the stand
after touchdown. Conversely, the ANSP has to be prepared
and ready with the capacity to accept each aircraft into its
system from the moment the flight crew changes frequency
from tower to the en-route frequency within a minute or so of
take-off, and deliver it to its destination at a predicted time
where it will make an arrival that slots seamlessly into the flow
of ground movements. This smooth traffic flow can only work
if it has at its centre a system for making all the necessary
　
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