The Embraer Phenom 1000 is now a reality. With FAA certification and entry into service, our new jet has officially arrived. And it's here to stay. Offering premium comfort - more headroom than any other in its class. And exceptional legroom. Yet it still takes off from runways as short as 3,125ft. Travels 1,178nm. And delivers enviable speeds of up to 390 knots. All with low operating cost. The Phenom 100 is the product of a clean-slate design that has produced a truly revolutionary new business jet. One that both keeps and exceeds its promise.
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4 EMBRAER Executive Jets
Key challenges
at airports
Jill Taylor looks at how the Airport 0perations Programme is helping to reduce congestion at airports
The number of slot-con¬trolled airports has grown constantly over the last ten years, and small operators have struggled to keep their share of peak-time access. European Commission regulation gives priority to commercial airlines when it comes to access to slot-controlled airports. But airport capacity is a limiting factor for all users, whether corporate, cargo or commercial, and prompted the launch of EUR0C0NTR0L's Airport 0perations Programme in 2002.
The programme is focused on four key areas: airside capacity planning; Collabora¬tive Decision-Making (CDM); surface move¬ment guidance; and runway safety. All four influence short- and medium-term airport operations and aim to improve safety, capacity and cost-effectiveness. 0ver a five-year period EUR0C0NTR0L established best practice and endorsed new techniques in all these areas, and airports such as Munich, Brussels and Prague have all posted improvements in throughput capacity
and operational efficiency. EUR0C0NTR0L launched a successive programme of activi¬ties in 2007, under the Airport 0perations and Environment Division. The follow-on work aims to deliver further operational im¬provements and contributes to the Dynamic Management of the European Airspace Network concept of operations.
"The Airports Programme takes a holistic view. It links airports into the network, so they are not isolated opera¬tions but are part of the gate-to-gate system," explains Paul Wilson, Head of the Air Traffic Management Centre of Expertise which includes Airports and Environment. "Various elements of the Airports Programme have been imple¬mented across Europe. Some airports have focused on all areas; others have chosen one or two. For example, Mu¬nich has successfully implemented CDM, and has reduced delay by an average of two minutes. Prague has implemented capacity-enhancing measures, adding five slots an hour, and is now starting to implement CDM. At Zurich, without CDM implementation, the number of movements would be 5-10 per cent lower than it is today due to environ¬mental constraints."
As Wilson points out, it is not just about capacity. "You've got to build flexibility into the system because one of the sure things in life is aircraft do not always fl y to schedule. When they fl y off schedule, the system has to accommodate them. There is a common misunderstanding that building new runways will solve the problem. The reality is that in addition to new concrete you have to manage the traffic more effectively."
Two areas within the Airports Pro¬gramme are designed to generate flexibility: CDM and airport capacity enhancement. At Milan Malpensa, co¬operation between the airport, airlines and Air Navigation Service Provider (ANSP) has led to more accurate take-off times as a result of information sharing. The new process established a pre-departure se¬quence, based on estimated ready time, estimated push-back time and estimated taxi-out time. Significantly, this pre-depar¬ture sequence has resulted in better gate management practices.
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本文链接地址：EUROCONTROL EBAA IAOPA Yearbook 2009: The Business of Flying(25)
