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Document Title A-SMGCS Project Strategy
EWP DELIVERABLE REFERENCE NUMBER: PROGRAMME REFERENCE INDEX: EDITION: EDITION DATE: Abstract 1.0 30/09/2003
Keywords
CONTACT PERSON:
Paul Adamson
TEL:
UNIT:
DAP / APT
DOCUMENT STATUS AND TYPE STATUS Working Draft Draft Proposed Issue Released Issue CLASSIFICATION General Public EATMP Restricted
ELECTRONIC BACKUP INTERNAL REFERENCE NAME: HOST SYSTEM Microsoft Windows MEDIA Type: Hard disk Media Identification: SOFTWARE
DOCUMENT APPROVAL The following table identifies all management authorities who have successively approved the present issue of this document.
DATE
Paul Adamson
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DOCUMENT CHANGE RECORD The following table records the complete history of the successive editions of the present document.
REASON FOR CHANGE Comments from 11/09/2002 meeting Comments from Bengt Collin Correction of English Language Released Issue
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TABLE OF CONTENTS
1. INTRODUCTION...................................................................................................5
1.1 1.2 1.3 1.4 1.5 1.6 Scope of the document............................................................................................................. 5 Dependencies with other work ................................................................................................. 5 Structure of the document ........................................................................................................ 5 Acronyms.................................................................................................................................. 6 Reference Documents.............................................................................................................. 7 Explanation of terms................................................................................................................. 8
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Airports stakeholders acceptance ......................................................................................... 38 Certification............................................................................................................................. 38 Procedures ............................................................................................................................. 39 Improvement of Surveillance .................................................................................................. 39 Improvements in Conflict Detection and Alert ........................................................................ 39 Improvement of Planning and Routing. .................................................................................. 39 Improvement of Guidance and Control .................................................................................. 40
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Current Situation : SMGCS Chapter 2 provides the description of the Current Situation for SMGCS in the ECAC Area in 2002. Need for A-SMGCS Chapter 3 explains why the implementation of an Advanced SMGCS has become necessary. A-SMGCS Development in Europe Provides, in Chapter 4, an overview of the European work already performed on A-SMGCS. A-SMGCS Strategic Objectives and Benefits Provides, in Chapter 5, a detailed description of the Strategic Objectives and targets which are relevant to A-SMGCS. A-SMGCS operational vision Chapter 6 describes the main evolutions in ATS brought about by A-SMGCS. Risks and Implementation Issues Chapter 7 addresses the Implementation Issues through identifying the risks associated with the implementation of the A-SMGCS and suggests ways to removing or mitigating them.
1.4 Acronyms
ADP ADS ADS-B ANSPs AMAN AOP AOPG AOT A-SMGCS ATC ATCO ATHOS ATM ATOPS ATS BETA CDG CDM CFMU CNS DA VINCI Aroport de Paris Automatic Dependent Surveillance Automatic Dependent Surveillance Broadcast Air Navigation Service Provider Arrival Manager Airport Operations Unit Former ICAO EANPG Aerodrome Operations Group Airport Operation Team Advanced Surface Movement Guidance and Control Systems Air Traffic Control ATC Controller Airport Tower Harmonised Controller System Air Traffic Management A-SMGCS Testing for Operational Procedures by Simulation Air Traffic Services Operational Benefit Evaluation by Testing an A-SMGCS Charles De Gaulle Collaborative Decision Making Central Flow Management Unit Communication Navigation Surveillance Departure and Arrival Integrated Management System for Cooperative Improvement of Airport Traffic Flow
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DEFAMM DFS DMAN DNA EC ECAC ESARR EUROCAE FAA GBAS GLS GNSS GPS HMI ICAO LVP MASPS MLS RTF RVR SMGCS SMR SRC TMA
Development of Demonstration Facilities for Airport Movement Guidance Control and Management Deutsche Flugsicherung Departure Manager French Civil Aviation Agency European Commission European Civil Aviation Conference Eurocontrol Safety Regulatory Requirements European Organisation for Civil Aviation Equipment Federal Aviation Administration Ground based Augmentation System GNSS Landing System Global Navigation Satellite System Global Positioning System Human Machine Interface International Civil Aviation Organisation Low Visibility Procedures Minimum Aviation System Performance Specification Microwave Landing System Radio Telephony Runway Visual Range Surface Movement Guidance and Control Systems Surface Movement Radar Safety Regulation Commission Terminal Control Area
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Movement Guidance and Control Systems Concept Justification and User Requirements, AOT/10 WP3, June 2002 [SRC] Safety Regulation Commission, Aircraft Accidents/Incidents and ATM contribution: Review and Analysis of Historical Data, Edition 2.0, 19 October 2001. European Commission DG TREN, BETA Project Review of Existing Concepts (DERA), Edition 1.0, February 2001 European Commission DG TREN, ATOPS Final Report (DERA), Draft 0.3, September 2000
[EC-BETA] [EC-ATOPS]
Systems providing routing, guidance, surveillance and control to aircraft and affected vehicles in order to maintain movement rates under all local weather conditions within the Aerodrome Visibility Operational Level (AVOL) whilst maintaining the required level of safety. Aerodrome
[ICAO-Annex14] and [ICAO-A-SMGCS] definition
A defined area on land or water (including any buildings, installations, and equipment) intended to be used either wholly or in part for arrival, departure and surface movement of aircraft. Aerodrome movement
[ICAO-A-SMGCS] definition addresses only aircraft movement, we extended the definition to all mobiles.
The movement of a mobile (aircraft or vehicle) on the movement area. Aerodrome Visibility Operational Level (AVOL)
[ICAO-A-SMGCS] definition
The minimum visibility at or above which the declared movement rate can be sustained. Airport authority
[ICAO-A-SMGCS] definition
The person(s) responsible for the operational management of the airport. Alert
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[ICAO-A-SMGCS] definition
An indication of an existing or pending situation during aerodrome operations, or an indication of abnormal A-SMGCS operation, that requires attention/action. Alert Situation
[EUROCAE-MASPS] definition
Any situation relating to aerodrome operations which has been defined as requiring particular attention or action. Apron
[ICAO-Annex14] and [ICAO-A-SMGCS] definition
A defined area on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance. A-SMGCS capacity
[ICAO-A-SMGCS] definition
The maximum number of simultaneous movements of aircraft and vehicles that the system can safely support within an acceptable delay commensurate with the runway and taxiway capacity at a particular aerodrome. Conflict
[ICAO-A-SMGCS] definition
A situation when there is a possibility of a collision between aircraft and/or vehicles. Control
[ICAO-A-SMGCS] definition
Application of measures to prevent collisions, runway incursions and to ensure safe, expeditious and efficient movement. Cooperative mobile
Cooperative target [EUROCAE-MASPS] definition in which target is replaced by mobile (see mobile definition)
Mobile which is equipped with systems capable of automatically and continuously providing information including its Identity to the A-SMGCS. Note : as several cooperative surveillance technologies exist, a mobile is cooperative on an aerodrome only if the mobile and the aerodrome are equipped with cooperative surveillance technologies which are interoperable. Cooperative surveillance The surveillance of mobiles is cooperative when a sensor, named cooperative surveillance sensor, collects information about the mobiles from an active element of the transponder type which equips the mobiles. This technique allows to collect more mobile parameters than the non-cooperative surveillance, for instance the mobiles identity. The cooperative surveillance may be :
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Either dependant on the cooperative mobile, when the mobile automatically generates the information and transmits it to the surveillance sensor, for instance via ADS-B; Or Non-dependant on the cooperative mobile, when the mobile is interrogated by the surveillance sensor, for instance Mode S Multilateration. Data Fusion
[EUROCAE-MASPS] definition
A generic term used to describe the process of combining surveillance information from two or more sensor systems or sources. False Alert
[EUROCAE-MASPS] definition
Alert which does not correspond to an actual alert situation. Note : It is important to understand that it refers only to false alerts and does not address nuisance alerts (i.e. alerts which are correctly generated according to the rule set but are inappropriate to the desired outcome). Guidance
[ICAO-A-SMGCS] definition
Facilities, information and advice necessary to provide continuous, unambiguous and reliable information to pilots of aircraft and drivers of vehicles to keep their aircraft or vehicles on the surfaces and assigned routes intended for their use. Identification
[ICAO-A-SMGCS] definition
The correlation of a known aerodrome movement callsign with the displayed target of that mobile on the display of the surveillance system. Identity
Aircraft identification [ICAO-4444] definition extended to all mobiles.
A group of letters, figures or a combination thereof which is either identical to, or the coded equivalent of, the mobile call sign to be used in air-ground communications, and which is used to identify the mobile in ground-ground air traffic services communications. Incursion
[ICAO-A-SMGCS] definition
The unauthorized entry by an aircraft, vehicle or obstacle into the defined protected areas surrounding an active runway, taxiway or apron. Intruder Any mobile which is detected in a specific airport area into which it is not allowed to enter. Manoeuvring area
[ICAO-Annex14] and [ICAO-A-SMGCS] definition
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That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons. Mobile A mobile is either an aircraft or a vehicle. Note : when referring to an aircraft or a vehicle, and not another obstacle, the term Mobile will be preferred to Target. The term Target will only be used when considering an image of a mobile or other obstacle displayed on a surveillance screen. Modularity
[ICAO-A-SMGCS] definition
Capability of a system to be enhanced by the addition of one or more modules to improve its technical or functional performance. Movement area
[ICAO-Annex14] , [ICAO-4444] and [ICAO-A-SMGCS] definition
That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, consisting of the manoeuvring area and apron(s). Non-Cooperative mobile
Non-cooperative target [EUROCAE-MASPS] definition in which target is replaced by mobile (see mobile definition)
Mobile which is not equipped with systems capable of automatically and continuously providing information including its Identity to the A-SMGCS. Non-Cooperative surveillance The surveillance of mobiles is non-cooperative when a sensor, named noncooperative surveillance sensor, detects the mobiles, without any action on their behalf. This technique allows to determine the position of any mobile in the surveillance area and in particular to detect intruders. Examples of noncooperative surveillance sensors are the Primary Surveillance Radars. Normal Visibility Visibility conditions sufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance (correspond to visibility condition 1 defined by ICAO [ICAO-A-SMGCS]). Nuisance Alert
[EUROCAE-MASPS] definition
Alert which is correctly generated according to the rule set but are inappropriate to the desired outcome. Obstacle
[ICAO-Annex14] and [ICAO-A-SMGCS] definition extended to all mobiles.
All fixed (whether temporary or permanent) and mobile obstacles, or parts thereof, that are located on an area intended for the surface movement of mobiles or that extend above a defined surface intended to protect aircraft in flight. Participating mobile
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Mobile whose identity is known by the aerodrome authority, and likely to move on airport movement areas. As illustrated in the Figure 1-1, a participating mobile is either cooperative or non-cooperative.
ALL MOBILES
PARTICIPATING MOBILES
Figure 1-1 : Types of Mobiles Protection area A protection area is a virtual volume around a runway, a restricted area or a mobile. This protection area is used to detect an alert situation. For instance, an alert situation is detected when a mobile is on a runway and one or more mobiles enter the runway protection area. Reduced Visibility Visibility conditions insufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance (correspond to visibility conditions 2, 3, and 4 defined by ICAO [ICAO-A-SMGCS]). Restricted Area Aerodrome area where the presence of an aircraft or a vehicle is permanently or temporarily forbidden. Route
[ICAO-A-SMGCS] definition
A track from a defined start point to a defined endpoint on the movement area. Routing
[ICAO-A-SMGCS] definition
The planning and assignment of a route to individual aircraft and vehicles to provide safe, expeditious and efficient movement from its current position to its intended position. Runway Incursion EUROCONTROL Runway Incursion Task Force definition The unintended presence of an aircraft, vehicle or person on the runway or runway strip.
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Stand
[ICAO-A-SMGCS] definition
A stand is a designated area on an apron intended to be used for the parking of an aircraft. Surveillance
[ICAO-A-SMGCS] definition
A function of the system which provides identification and accurate positional information on aircraft, vehicles and obstacles within the required area. Target
[ICAO-A-SMGCS] definition (this definition has been preferred to the [EUROCAE-MASPS] definition)
An aircraft, vehicle or other obstacle, which image is displayed on a surveillance display. Note : when referring to an aircraft or a vehicle, and not another obstacle, the term Mobile will be preferred to Target. The term Target will only be used when considering an image of a mobile or other obstacle displayed on a surveillance screen.
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2.2 Control
Currently, the surveillance of the aerodrome is performed visually by the ground controller. The operational procedures on the surface of an aerodrome depend on pilots, air traffic controllers, and vehicle drivers using visual observation of the location of the aircraft and vehicles in order to estimate their respective relative positions and risk of collision. Handover of control of flights between ground and aerodrome controllers, where these are separate responsibilities, is done procedurally, by voice, telephone or by electronic means. The aerodrome controller performs taxiway/runway traffic control. The management of runway operations at European airports is currently achieved by a variety of techniques and procedures. Some are very much the product of local conditions and experience and the exploitation of best practices has yet to be fully introduced.
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2.3 Guidance
In the most elementary systems, guidance of movements on the aerodrome surface is manually performed by controllers by giving instructions or manually operating stop bars and taxiway lights. Ground controllers can instruct the flight crew through R/T messages either to take their own route, to follow a sequence of taxi lanes and taxiways or to follow a predefined route to the runway holding point for take off or from the runway exit to the stand after landing. Pilots and vehicle drivers rely on visual aids (lighting, signage and markings) to guide them along their assigned routes and to identify intersections and holding points issued by the controller.
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3.1.3 Technology Deficiencies The major airports in the ECAC area comply with chapter 8.9 of [ICAO-Annex14] which mentions that SMGCS shall be installed in airports according to the traffic density, operation visibility conditions, layout complexity and ground vehicle traffic. The most developed SMGCS in operation are currently based on a Surface Movement Radar to monitor ground traffic movements (see requirements concerning the provision of SMR [ICAO-Annex14]). This technology has presented some deficiencies (loss of the target due to masking, plot clutter due to rain or grass reflection, flight label overlap, etc.) and only a very small number of airports exploit the fusion of data from other surveillance sensors. An even smaller number benefits from flight tracking and correlation with flight plan data. Those elements render the SMGCS surveillance function not very effective which, combined with false alarms from any associated conflict detection and alerting system, cause the ATCO to express a lack of confidence in the system. 3.1.4 Technology Cost Equipment which tracks and displays non co-operative targets currently on the markets is expensive and ATM providers or airports operators tend to reserve such equipment for major airports. Mid-size airports are usually not equipped with a SMGCS which means that controllers and pilots should prevent runways incursions using visual observations and complying with RT reports. The technology cost puts a brake on SMGCS implementation and ATM providers or airports operators expect less expensive ASMGCS. They have high expectations in the actual experimentations, in particular concerning the average cost of marine radar as a non co-operative target sensor for A-SMGCS. 3.1.5 Capacity Optimisation Due to the current capacity shortfall in all the major ECAC airports, it is necessary to put into operation equipment that generates efficient flows of aircraft from/to the runway to allow optimum arrival and departure streams. The A-SMGCS planning / routing and guidance functions are intended to participate in the integration of airport scheduling with flow and capacity management. 3.1.6 ATC procedures In order to cope with the increasing traffic and to enable airports to make the best use of possible capacity set up by the aerodrome infrastructure, current ATCO working practices have evolved. Those local practices such as multiple line-up or conditional clearance have not yet been standardised. Consequently, they are not always taken into account by the current SMGCS. For instance, in a multiple lineup situation cleared by the controller, some conflict detection tools generate alarms. To avoid being continually disturbed by these false alarms, controllers tend to shut down this function in order to cope with the traffic. The new procedures should allow controllers to issue clearances and instructions on the basis of surveillance data alone. A-SMGCS will permit the implementation of these new procedures and shall be aware of them in order to generate alarm only in appropriate situations.
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3.1.7 Aerodrome Activities Coordination The improvement of coordination between all aerodrome activities requires the sharing of operations data between the ATC and all airport operators. In particular, there is a need from the flight dispatch/apron control service perspective to know the availability of stands/parking areas in order to reduce taxi delays to a minimum. A better coordination between ATCOs in charge of the manoeuvring area and the apron area operators will contribute to optimising the airport resources and the flows between both areas . 3.1.8 Conclusions The growing occurrence of runway incursions combined with the relentless traffic increase, the need to improve airport activities in low visibility conditions, the emergence of new ATC procedures associated with the evolution of technology lead to the necessary improvement in the current SMGCS. This improvement sets up the Advanced SMGCS (A-SMGCS). The approach to the implementation of the A-SMGCS technologies and the new procedures needs to be coordinated and harmonised in Europe. This coordination will make the ECAC members concentrate their efforts in aiming at the same objectives so as to faster achieve the A-SMGCS. The harmonisation will reduce the diversity of both embedded and ground equipment for A-SMGCS. It should have a considerable impact on costs. In that sense, EUROCONTROL acknowledged the need of A-SMGCS through its strategies for ATM and Airport Operations.
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quantitative operational benefits for A-SMGCS users have been demonstrated at significant airports and derived system requirements analysed in order to complete the [ICAO-A-SMGCS] manual. A number of other projects have contributed to A-SMGCS development, amongst them : DEFAMM : evaluation of co-operative surveillance sensors (Mode S multilateration) ; ATHOS : prototype of ATC controller HMI ; MANTEA : evaluation of decision support tools, in particular for hazardous situation detection ; DAVINCI : evaluation of sequencing tools integrating arrivals and departures.
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coordination with AMAN, DMAN and other airport actors or systems. The target is to provide, under normal circumstances, sufficient airport handling capacity to accommodate the demand at typical peak periods, as much as possible independently of the weather conditions, without imposing significant operational, economic or environmental penalties. This means enhancement of the overall number of aircraft movements at airports in the ECAC area. The measurement of airport delay due to ground taxiing and operations, especially during adverse ground visibility, will constitute an efficient key performance indicator of the A-SMGCS impact on capacity. 5.1.3 Economics/Cost-effectiveness The economic strategic objective is to minimise the direct and indirect airport and mobile A-SMGCS-related costs per aircraft operation. In particular, it means that each airport will not implement the same A-SMGCS in terms of cost according to the number of aircraft operations. The cost-effectiveness is the ability to provide an agreed level of service at the least cost over the long term, given safety and environmental constraints. The coordination and harmonisation of the A-SMGCS implementation in Europe will contribute to its cost-effectiveness. 5.1.4 Environment The steady growth in air travel demand leads to more intense aircraft operations at and around airports, where they are most noticeable to the public. Even though aircraft have become less noisy over the past two decades, the compounded effects of more movements over longer periods of the day and night have increased the disturbance. This has fuelled the resistance in the population living in the vicinity of an airport to further expansion of the facility and its operations. At the same time there is greater awareness of citizens rights and political influence through action groups. This trend is expected to become stronger in the near future. At a local level, this may turn into a volatile mix bearing a substantial risk for the sustainability of further airport expansion and traffic growth. If not handled with political skill, great care, courage and sincerity, the environmental factor will stand in the way of further growth until the advent of newer and quieter aircraft/engine combinations. It is important in this context that airports actively address the environmental issue before it becomes a real problem. Once the confidence and goodwill of those living within the vicinity of the airport have been lost it will take a long and costly battle to restore them. The environmental protection requirements are expected to become the most important constraint to the further growth of commercial aviation. The strategic objective is to sustain the expansion of airport airside capacity despite more stringent environmental requirements through : a) new technology application; b) improved procedures; c) better utilisation of improved aircraft operational capabilities. A-SMGCS will contribute to attaining the overall environmental target in order to mitigate the environmental impact of noise and gaseous emissions at and around
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airports. The key performance indicators shall be, for instance, the average taxiing time and the average holding time.
5.2.1.1 Safety
The utilisation of A-SMGCS contributes to the improvement of safety in the air traffic control service. The improvements made concern the following points: 5.2.1.1.1 Ground traffic picture The A-SMGCS aptitude of displaying on a screen the exact picture of the ground traffic provides the ground controller with an accurate traffic situation. This capability enhances the controllers situation awareness and improves overall ATC safety. In good weather conditions, the A-SMGCS can be used as a backup to what the ground controller sees from the tower window. It allows the ground controller to spot more easily the vehicles which could sometimes be difficult to detect with the naked eye especially when the taxiway and runway layouts are very intricate. In adverse visibility conditions, the use of a A-SMGCS allows the ground controller to provide the same quality of control as in good weather conditions. To illustrate the previous statements, there are reported cases of bad weather conditions during which collisions between aircraft and vehicles were or could have been prevented thanks to the use of a A-SMGCS . The most frequently quoted incidents related to adverse weather conditions are : Planes backtracking on a runway (without informing air traffic control) when others are cleared to land or takeoff, Aircraft and airport service vehicles lost on the runways, thus requiring the airport to close down for a time, Runway confusion by the pilots,
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A-SMGCS will reduce the number of accidents as mentioned above. 5.2.1.1.2 A-SMGCS additional information A-SMGCS-indicated parameters such as speed, heading and identification of moving aircraft and vehicles allow controllers to better anticipate the intentions of ground traffic. This enhanced anticipation is a factor in traffic conflict reduction and in ATC safety improvement. 5.2.1.1.3 Conflict detection function The A-SMGCS conflict detection function and notably the runway incursion monitoring will allow conflicts to be anticipated and the controller to focus his/her mind on the dangerous situations. The controller will have the possibility of communicating this conflict detection alarm to the moving mobiles. This will contribute to the improvement of ATC safety.
5.2.1.3 Capacity
The improvements in airport capacity due to the use of A-SMGCS are essentially experienced in low visibility conditions during which the ground controller with the support of a A-SMGCS could maintain a tactical control process and help to maintain throughput of the ground position to cope with the runway capacity increased by new landing systems (MLS, D-GPS, etc.). Since the procedures that would be developed as part of A-SMGCS will go handin-hand and will be compatible with the implementation of MLS or other landing procedures, the use of an A-SMGCS will reduce the ATC aircraft separation in adverse visibility conditions and thus the capacity limitations at the runways. In those visibility conditions, it has been noticed that the airport capacity given to CFMU is higher when an A-SMGCS is in use than the one given when the ASMGCS is not in operation. The magnitude of A-SMGCS on the capacity during adverse weather conditions has to be examined airport by airport as the ground capacity limitation depends
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greatly on the complexity of the ground layout (intricacy of airport tracks, taxiways and runways) and on the local LVP implementations. In standard weather and visibility conditions, progressive flow and capacity management improvements, bringing a gradual shift from demand management to capacity management through the use of CDM in which A-SMGCS is taking part, may enhance the use of available airport capacity. 5.2.2 Aircraft operators viewpoint
5.2.3.1 Safety
A-SMGCS will also provide safety benefits to drivers equipped with a surveillance and alert system. For instance, it could prevent ground drivers from entering airports hazardous or restricted areas without authorisation, such as taxiways and runways.
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Guidance, which gives pilots and drivers clear indications to enable them to follow an assigned route. This function provides guidance necessary for any authorised movement and is available for all possible route selections. It enables all pilots and ground vehicle drivers to maintain situational awareness of their position on the assigned route. It allows monitoring of the operational status of all guidance aids and provides on-line monitoring with alerts where guidance aids are selectively switched in response to routing and control requirements. Control, through which conflicts and collisions are prevented. This function provides alerts for incursions to runways and activates protection devices (e.g. stop bars or alarms). A-SMGCS, automated situation control is provided by the system detecting runway incursions, taxiway alert situations and other hazardous scenarios, and generating warnings to the controller and possibly directly to the pilots and/or vehicle drivers concerned. Where the system includes automated route planning, the Control function will have to compare the actual route of an aircraft or vehicle with its planned route and give an alert in the case of nonconformance. The Control function does not replace the controller, but gives him/her automatic assistance in his/her control task. As shown in Figure 6-1 taken from [EUROCAE-MASPS], a supporting planning function should be introduced in order to achieve the maximum benefits of each level of A-SMGCS implementation. This function provides strategic, pre-tactical and tactical planning.
Figure 6-1 : A-SMGCS functions (EUROCAE MASPS) A phased implementation of A-SMGCS will allow progressive improvements to all four A-SMGCS functions. The different levels of implementation of A-SMGCS are presented in another document (Ref. [D2]).
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Assigned routes
Guidance
Conflict resolutions
COntrol
MOBILES
Figure 6-2 : A-SMGCS Context 6.2.1 Surveillance Improvements in surface traffic management in all-weather operations require accurate and reliable surveillance data. This data is provided by independent or cooperative sensors, e.g. primary and/or secondary radar sources and/or ADS-B technology. 6.2.2 Navigation When A-SMGCS uses surveillance data coming from cooperative mobiles (for instance ADS-B), navigation systems like GNSS are required to provide an accurate position of each mobile. Moreover, A-SMGCS are dependent on the landing rate which will be increased thanks to new navigation systems like MLS, or GLS.
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6.2.3 Communication Communications are, of course, an important element in A-SMGCS. Communications will migrate to a mix of voice and data link capabilities with automated data communications between system components that move situation information between the users, including from the ground to the cockpit. While voice communications will continue to be used for manoeuvring traffic, where the inherent "party line" aspects are necessary for maintaining situational awareness and avoiding blunders, data link technologies will be used to collect surveillance data and to send alert, guidance and routing information to the pilots and drivers. 6.2.4 Collaborative Decision Making (CDM) Although A-SMGCS mainly concerns the manoeuvring area which is used by aircrew under the responsibility of the ATCO, A-SMGCS is not a stand-alone activity for ATM and pilot. Information has to be shared between the airport actors and systems in order to improve the efficiency of each one. For example, the following information could be of interest for the dispatch/apron management services: the identity, position and progress of aircraft including aircraft in tow ; the identity, position and progress of ground vehicles whose movements might conflict with aircraft movements ; the presence of temporary obstacles or other hazards ; the operational status of elements of the system in order to better manage the available stands/parking areas, by reducing taxiing delays to a minimum and optimizing the services offered by handling and dispatch companies to aircraft. Therefore, from the flight dispatch / apron control service perspective, there will be a need for improved sharing of information concerning situational awareness on the ground.. Consequently, A-SMGCS takes part in the Collaborative Decision Making process in an aerodrome. It means that the decision-making process at the airport is carried out through a collaboration between all actors and systems such as Arrival Management, or Departure Management. Surface traffic planning automation functions will be integrated with approach/departure operations and will support time-based air traffic management concepts. For arrivals, the arrival sequence for each runway and also the stand assignment will be used to make accurate estimates of arrival times at the stands. It is not clear today if the Route Planning function is part of A-SMGCS, DMAN or both. This information will improve aircraft handling and turn-around time. For departures, engine start-up and push-back times can be coordinated according to CDM applications turn around process and the milestones approach (events that determine the readiness of the aircraft and increase situational awareness) leading to optimum departure sequencing, taking into account the planned route and departure fix loading. Also, aerodrome configuration changes will be implemented more efficiently, thereby minimizing any impact on the aerodrome utilisation rate.
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Arrival Management
Departure Management
Airport Management
Airline Management
Figure 6-3 : Collaborative Decision Making For instance, in order to determine a more efficient route on the ground for each aircraft, the routing function of the A-SMGCS needs at least the following data : Times of arrival from the Arrival Management ; Times of departure from the Departure Management ; Stand allocations from the Airport Management ; Airport constraints (runway status,) from the Airport Management.
The ultimate A-SMGCS should be designed so that controllers, pilots, vehicle drivers, airlines, emergency services as well as airport and regulatory authorities draw useful information from it. It could be concluded from the previous elements that A-SMGCS has to be modular to adapt to the needs of different aerodromes, to make improvement easier and to be open to being capable of interfacing with other systems in order to exchange information with all parties concerned.
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the guidance function provided manually by ATCOs through R/T instructions and clearances and by operating stop bars and taxiway lights (when such a facility is provided).
The evolution from SMGCS to A-SMGCS implies re-assessing the role of the airport actors in A-SMGCS operations and the dividing up of operations into services achieved by actors and automated systems. This assessment is presented in the following tables: 6.3.1 Actors and respective role A-SMGCS actors represent airport stakeholders who take part in A-SMGCS operations as a user or contributor. The following table describes the current respective role of the actors in SMGCS and its evolution through A-SMGCS implementation.
Actor
Role in SMGCS
Evolution in A-SMGCS
Control of all vehicles and aircraft Sharing of the Monitoring/alerting tasks with movements in the manoeuvring area : pilot and ground vehicle drivers. ATCO ATCO clearances and instruction to all Delegate some of his tasks to pilots and mobiles for all movements, monitor drivers on the basis of surveillance data and traffic situation with respect to safety. through specific operational ATM procedures: conditional clearances, multiple Monitoring/alerting of the traffic alignment, situation mainly by visual means. Plan and sequence inbound / outbound traffic using automated support. Assistance to pilot for route planning with an automated tool. Possible delegation to an automated system
Co-ordination of the transfer of control responsibility with adjacent ATC Units Route planning not in operation.
ATCO
Aircrew / Pilot
Navigate aircraft in the manoeuvring area Increased decision role (delegation from following ATCO instructions and ATCO). Automated support for aeronautical aeronautical information provided by information (DL information). NOTAM, ATIS. Sharing the monitoring and alerting task with ATCO and the assistance of automated support. Situation awareness provided by real-time situation awareness tool. Monitor surrounding traffic to prevent collision by visual and R/T means. Taxiing in accordance with ATCO Taxiing in accordance with ATCO clearance. clearance. Guidance with the help of visual Guidance assisted by real- time guiding aids and paper documentation. system.
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Actor
Role in SMGCS
Evolution in A-SMGCS
Vehicle driver
Drive vehicle in the manoeuvring area Increased decision role (delegation from following ATCO instruction and ATCO). aeronautical information provided by ATIS. Sharing the monitoring and alerting task with ATCO and the assistance of automated support. Situation awareness provided by Monitor surrounding traffic to prevent real-time situation awareness tool. collision by visual and R/T means. Taxiing in accordance with ATCO Taxiing in accordance with ATCO clearance. clearance with the help of visual aids and Guidance assisted by real time guiding indications. system.
Airline
Collaboration decision making with ATC and Airport Operator to plan airport movements. Collaboration decision making with ATC and Airport Operator to plan airport movements, allocation of gates and assistance resources. Collaboration decision making with ATC and Airport Operator to plan airport movements.
Handling Plan assistance and handling to aircraft. and dispatch companies Airport Operator Plan stand / gate occupancy
The intermediate levels of implementation between SMGCS and A-SMGCS are presented in another document (Ref. [D2]). 6.3.2 Services The following services are the building blocks of A-SMGCS implementation. They result in a collaboration between actors and automated systems. Definition of A-SMGCS Services Control Guidance
Guidance of aircraft vehicle movements. Objective Provide a ground traffic situation, i.e. position and identification of all mobiles in all visibility conditions. Detection of potential hazardous situations and generating alert to the involved actors. and
Surveillance
Route Planning
Prepare and maintain a planning for aircraft movements from stands / gates to runway and vice-versa. Prevent potential conflicts (bottlenecks)
Advisory about best : safest, shortest routing. Support separation of mobiles on LVP conditions.
ATCO for the manoeuvring area as soon as possible. Pilot and ground vehicle drivers for manoeuvring area at a later stage of implementation. Handling and dispatch companies, airlines, airport operators for the apron area at a later stage of implementation.
ATCO Pilot and ground vehicle drivers through ATCO alert or through an automated system at a later stage of implementation. Pilot and driver ground vehicle
Users
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Surveillance
Combined Sensors : Independent sensors: SMR
Route Planning
Co-operative sensors: Mode-S multilateration Enabling Services or Systems ADS-B ground station, GNSS + Datalink equipped vehicles Other complementary sensors : video cameras, optical barrier Data Fusion: With FDPS, approach primary radar, secondary radar. HMI
Surveillance service Detection tools (hardware and software) Generations communications alarm. HMI and of
Surveillance service Enhanced with planning service Taxiway lighting On-board equipment and ground infrastructure HMI Route
Planning systems : AMAN, DMAN Stand / gate planning system Fleet planning HMI
Note : The technologies mentioned in the table above are not exhaustive, but are only examples.
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3. Pilot and ground driver in the safety loop From the pilots perspective, the challenge will be to provide improved guidance, particularly in low visibility conditions, without increasing the workload as the volume of traffic grows. However, the main contribution of an A-SMGCS is the increase in ground traffic situation awareness for aircrews and ground vehicle drivers who play the same role as the ATCO in the ground safety loop. Basically, a ground accident occurs when an aircraft is passing through the safety loopholes made by ATC procedures. When provided by A-SMGCS with a ground awareness situation, the pilot and ground vehicle driver could detect, and thus prevent, a ground accident situation which would not have been detected and prevented by ATC procedures. As shown in figure n3 below, pilots and ground drivers constitute a second protection shelter against ground accidents Since a ground accident situation occurs by the aircraft passing through the loopholes of both shelters, the pilot and vehicle drivers ground traffic situation complements the protection shelter already provided by the ATCO, ATC procedures and sundry sensors.
PROTECTION SHELTER
ACCIDENT
Figure 6-4 : Ground Movement Protection Shelters 4. Ground Safety Nets In circumstances when operational rules are broken, automated tools adapted to ground hazardous situation detection will inform ATCOs, pilots or vehicle drivers about potential hazardous situations and warn them in due time to take urgent actions. An important issue in order to avoid disturbing actors (false alarms) is the fine adaptation of decision support tools to the context of airport operations and to local adaptation to operational rules. This includes the automatic detection of : Unidentified or unauthorised aircraft / vehicle on the manoeuvring area, Prohibited movements : e.g. runway incursion, aircraft on a closed taxiway,
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Risk of collision between aircraft and vehicles 5. Efficiency of Ground Movements Implementation of A-SMGCS operations also aims at contributing to gate-to-gate operations as well as to other airport actors (airlines, airport operator). Therefore the introduction of a planning of ground movements is required. It would take into account needs from arrival departure ATC controllers (in particular CFMU slots), airport operator for stand / gate management, airlines for fleet planning (hub connections, turn around), as well as the needs for airport resource management (maintenance, capacity management).
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7.3 Certification
For aircraft operations and avionics systems installed on board, a certification process is well defined and universally applied. It has agreed regulatory objectives and common procedures. This certification process is not commonly adopted for ground ATS systems. Ground system service providers often specify the system with regard to available standards and recommended practices (SARPS) but will commission the system without independently agreed and harmonised safety objectives. An A-SMGCS, due to its potential technical complexity and radical procedure changes, emphasises the need to adopt a certification process that addresses the safety aspects not only of the equipment on board the aircraft, but also of the system or service as a whole. This totally new approach, referred to as end to end certification is being proposed for all new ATS system concepts where there is an integration of new technology in the airborne and ground elements and the utilisation of advanced
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automation techniques. However, the use of this new certification procedure for ASMGCS may result in implementation delays.
7.4 Procedures
The implementation of A-SMGCS requires the definition of new procedures for the system users such as controllers, pilots, drivers. These procedures may lead to a reassignment of responsibilities among the A-SMGCS actors. There is a significant risk related to the users acceptance of these procedures and the fact that these new procedures could have a negative impact on safety.
On the infrastructure side, new construction of taxiways or holding bays as well as new installation of signage equipment is liable to temporarily disturb operations but the long-term effects will be favourable.
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Technically this type of equipment will be on the market but there is a risk that aircraft operators will not install it due to a negative CBA and/or safety assessment outcome.
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