曝光台 注意防骗
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SAFER SKIES
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Collision avoidance
Now, the same approach that was brought to runway safety is
being expanded to all of the airport movement areas.
Collisions – usually at relatively low speed – involving vehicles
and aircraft are frequent, expensive and avoidable, and can
be seriously disruptive to the whole airport operation. Some
of this is an issue of training and procedure, but in restricted
visibility it is a matter of technology. EUROCONTROL’s
Advanced Surface Movement and Guidance and Control
System (A-SMGCS) will provide a real-time display to
controllers of all aircraft and vehicles on the manoeuvring
area, with every aircraft and vehicle identified.
A study of the requirements A-SMGCS has to meet has
established that pilots are unable to comply with air traffic
Collisions – usually
at relatively low
speed – involving
vehicles and aircraft
are frequent, expensive
and avoidable
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control instructions to maintain safe separation by see-andavoid
while taxiing in visibility below 200m, and the limit may
be as high as 300m. Certainly, the EUROCONTROL study found,
at 300m pilots have to vary their taxiing technique. This entails
stopping more frequently if they become unsure of what they
have seen, or of their position. The risk of unintentional runway
incursion increases as the visibility decreases. This is not only
because of the pilot’s reduced visual perception, but also due
to the fact that air traffic control’s ability to monitor traffic,
without technical aids, is reduced to dependence on
procedural clearance. That, in turn, relies upon the pilot
providing correct position information when asked for it.
In advance of deployment, briefing material on the
techniques of working with A-SMGCS has been sent out to
airlines and pilots. Airports at which it is first being installed
include Amsterdam, Brussels, Copenhagen, Frankfurt, Geneva,
London Heathrow, Milan Malpensa and Milan Linate, Paris
Charles de Gaulle, Paris Orly, Prague, Rome Fiumicino, Vienna
and Zurich. Madrid and Palma de Majorca will later be
equipped, and the same technology is planned for wide
deployment within the US.
Runway excursions
While runway incursions have been in the spotlight,
EUROCONTROL has also been turning its attention to other
airport safety issues, including runway excursions, Wilson
reveals. There were 12 hull losses in 2005, resulting from
overruns or swerving sideways off the hard surface during
landing or abandoned take-off. “Previously,” says Wilson, “we
did no work on this.” Nor had anyone else, it seems. Now
EUROCONTROL is examining in detail the reports on damaging
excursions to determine the common factors and develop
preventative strategies for this frequent cause of serious – and
occasionally fatal – event. Whatever their outcome, excursions
are always disruptive to airport operations, and the existing
runway safety working group has extended its remit to cover
them. The International Federation of Airline Pilots’
Associations (IFALPA) is working with EUROCONTROL on this
subject, says Wilson.
The final airport safety area in which Wilson wants to see
the data analysed is controller misjudgement. This is the
situation, for example, when a controller judges that he can
fit in a departure on a single runway before the next arrival,
but a go-around for the approaching aircraft becomes
necessary because the decision is proved wrong.
New airport design and infrastructure
An obvious way of getting more out of airports is to design
them better in the first place. There are new airports
proposed in Europe that would benefit from taking the latest
thinking on the ICAO Aerodrome Design Manual into account.
Modifying existing aerodrome design can be more of a
challenge. Most airports that can benefit from rapid-exit
taxiways either have them now or are getting them, but
another type of change that can benefit safety and traffic
flow is ensuring that the need for vehicles or aircraft to cross
active runways is minimised by re-routing taxiways.
Meanwhile, EUROCONTROL has produced a manual for
airside capacity enhancement, and it relies on two main
factors: knowing precisely what assets an airport has, what its
capacities are, what precise taxi times are from the gate for
given runways in use, and joining this all up by using Airport
Collaborative Decision Making (A-CDM) to get the best out of
them. Having a system that flows smoothly with all the
components in harmony and under precise control is not only
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Partnership for Performance and Growth.(41)
