Global expertise

Ground traffic management using the example of Incheon International Airport (South Korea)

Ground Gr ound traffic traffic management (GTM)

Incheon airport (IIA) is the largest airport in South Korea, and one of the largest and most modern in Asia. The airport was opened in 2001, and has established itself as the international hub for passenger and cargo transport in East Asia in a relatively short period of time. It has received a number of international awards, such as the ‘Best Service’ prize at the first IATA and ICA International Conference on Airport Quality and Service, as well as being named the ‘World’s Best Airport’ by respondents of an AETRA passenger survey in 2008. Honeywell Airport Systems GmbH, based in Wedel, Germany, was contracted in 2005 to supply and install one of the most modern traffic management systems in existence, the Ground Traffic Management System for Airports. The system provides: Traffic situation display Taxiing traffic analysis A runway incursion alarm Taxiing conflict recognition and alarm, as well as individual taxiing traffic guidance

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To ensure the complete functioning of the system, the data for recording the traffic situation is processed with a digital target extractor via the ASTERIX (All-Purpose Structured Eurocontrol Radar Information Exchange) interface, along with the flight data (AODB, FIS, etc.) and the data from the Honeywell Control and Monitoring System for lighting with segmented TXC lighting. In close cooperation with Atrics, a network system was developed made up of the aforementioned components and the additional traffic analysis, conflict recognition and guidance functions through routing algorithms. The traffic situation display, alarm output and interaction for the GTM functions are currently carried out on Ethernet-linked workstations. System chart for GTM in conjunction with CMS

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GTM Ground traffic management AGL-CMS Control and monitoring system GTM

AGL-CMS

Ground Traffic Management

TWR HMI A-SMGCS

Control and Monitoring System

Integrated TWR HMI

TWR HMI A-SMGCS

A-SMGCS+AGL

TWR HMI AGL

TWR HMI AGL

Maintanance HMI and Log for AGL

Digital Radar Raw Data

(optional+A-SMGCS

Controler Working PositionÊ Server

SMAN

ODB & Interfacing

CMS

GuidanceÊ byÊ TXCÊ +Ê StopÊ BarÊ Control

Automatic AGL Control

Enviromental Sensors

(not yet existing)

(not yet existing)

General AGL

SurveillanceÊ System

ASDE

SensorÊ Fusion

MLAT

FlightÊ Data

AODB/FIS

External Systems MonitoringÊ and Control

SLCM

TXC

Traffic Sensors

Stop Bar

VDGS

GTM functions Ground Traffic Management Traffic situation display The digitised raw radar data is displayed on the tower’s monitors in the aerodrome chart in pixelated form. The radar data is received by a nonstandardised, manufacturer-specific interface. Aeroplane position display The aircraft and vehicle position displays are provided by an external surveillance system. A range of symbols are available for display on the tower monitors. With circle display, the ‘afterglow’ 4

effect displays the direction of movement through the former positions of the aircraft. With triangle and aircraft symbols, the direction the vehicle is heading in can be displayed, which is established via its movement (see also route matching). With aircraft symbols, three different sizes of symbol are employed to differentiate between the weight classes of light, medium and heavy. The weight class is automatically selected from the flight plan data.

Route matching and direction recognition During the position display of objects with lower speeds, usual jumps in position are minimised by radar surveillance route matching. Here, the symbol is constantly projected on to the taxiway centre line of the allocated individual route. Similarly, the direction of the symbol (with triangle or aircraft symbols) is aligned to the route, ensuring momentary changes in direction brought about by radar jumps are minimised.

To avoid incorrect position displays, this minimising is only carried out within a defined jump area, and only for objects with a set route. Route matching is not active on the runway or at parking positions.

Label

Label display and management A label is shown for each aircraft and vehicle. The label can be made up of one or three lines, and shows different flight strip information. Inbound and outbound traffic can be recognised by different colours. The label can be moved by the user via the mouse. Colours and font size can be modified by the user online. Approach radar window To control the traffic situation in the area around the airport, a separate window is employed for arriving and departing traffic. The display, view distance and height filter depend on the surveillance data used.

System and operating parameter management System parameter settings So that the system can be precisely adapted to the local situation, the parameters for the following areas can be modified online: ■ Surveillance Settings ■ Routing settings ■ Conflict detection settings ■ Guidance settings ■ Planning parameter ■ Alarm class assignment ■ Alarm sound assignment ■ Restricted areas parameter

include the current weather conditions (CAT I, II or III) and the runway operating directions, as well as the take off and landing allocations. Restricted areas management By drawing polygons on the aerodrome chart, the user can define and edit prohibited areas online. Prohibited areas are automatically observed during routing. Should any aircraft or vehicle enter the prohibited areas, an alarm is triggered.

These system parameters are defined as required by the system administrator, and are not usually accessible online for standard users. Airport operational mode window The settings for the current operational modes can be entered by the user in a separate window. Through this, the procedures and rules for taxiing traffic guidance are defined. These settings

Operational modes

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Flight strip management Flight strip display, editing and filtering The current flight strips are taken from the airport database (AODB), and shown to the user in a separate window. The contents of the flight

Flight strips

strips can be edited here or deleted. A filter at each workstation means flight strips can be clearly displayed according to area and responsibility.

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Assigning flight strips and radar objects Flight strips and radar objects can be manually assigned as necessary. The flight strip data is automatically adjusted with the object labels. Taxiing destination information is immediately converted into an individual taxiing allocation (routing).

Conflict recognition Constant traffic analysis with conflict surveillance Constant traffic analysis and conflict surveillance support the air traffic controllers in their work. The analysis recognises unusual occurrences in the current traffic situation, and reports them to the controller. Predefined conflicts are automatically identified, and trigger an immediate alarm with the identity of the causes, parties involved and location. So that it can be better modified according to the local airport, there are a host of parameterisation options for conflict recognition. The surveillance options and conflict types implemented are outlined below.

Runway incursion monitoring Critical traffic situations that compromise safety on the runway are monitored and immediately reported to the air traffic controller. In the runway occupation situations below, an aircraft entering the defined runway safety zone suffices. The following incursion conflicts are constantly monitored:

Runway status display Runway occupation is monitored. Runways with aircraft and vehicles on them are marked in a different colour on the airport image.

■ Start incursion An alarm is triggered should the runway be occupied when an aircraft has clearance to take off.

■ Touch-down incursion If the runway is still occupied at a set time before a touch down, or if another aircraft or vehicle is found on the high-speed exit, an alarm is triggered. The required runway clearance time before a landing can be fully parameterised.

■ Low-visibility incursion An alarm is triggered for double occupation of a runway when CAT II or III status is activated. ■ Misuse incursion An alarm is triggered whenever an aircraft taxis on or approaches a runway in the opposite direction to the defined operational direction, and whenever an aircraft taxis on or approaches a prohibited runway. ■ ILS area violation An alarm is triggered when an air craft enters the ILS prohibited area for its category within a specific period of time before a touch down. The ILS prohibited areas can be assigned to different aircraft classes. The required ILS clear ance times before a landing can be fully parameterised.

Runway occupation

Runway incursion

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Taxi conflict monitoring Taxiing traffic is monitored within the manoeuvring area for potential conflicts. Surveillance can be parameterised and defined according to airport category. Some conflict surveillance features require individual taxiing routes to be assigned to aircraft and vehicles. ■ Stop-bar overrun Taxiing over an activated stop bar generally triggers an alarm. It does not matter here whether the stop bar was turned on automatically via the routing system or manually.

■ Route deviation Leaving an assigned individual route triggers an alarm. ■ Deadlock Should two aircraft taxi along a section of taxiway in opposite

■ Holding-position overrun Taxiing over an assigned holding position without approval triggers an alarm. A holding position is a component of an assigned individual taxiing route. Holding positions can be runway holding points or other defined holding positions at the airport.

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■ Speeding Exceeding the maximum taxiing speed on a taxiway triggers an alarm. ■ Spacing An alarm is triggered if the safe distance between two aeroplanes is not adhered to.

Deadlock

directions, an alarm is triggered. Conflict recognition requires assigned individual routes.

Stop-bar overrun

■ Stand occupied An alarm is triggered when an aeroplane is assigned a parking position that is already occupied.

■ Intersection conflict An alarm is triggered when two aircraft enter an intersection area from different directions. This conflict is also monitored when aircraft are not assigned individual routes. ■ Restricted area violation An alarm is triggered when aircraft or vehicles enter a prohibited area, or when their route leads them through a prohibited area. Turning on taxiway lights manually within a prohibited area also triggers an alarm.

Automatic traffic guidance General functions and rules Guidance is based on calculated, manually entered or predefined taxi routes. During calculation, standard route models stored in the system are used as much as possible as preferred route segments. Route suggestions and activated routes are displayed on the air traffic controller’s aerodrome chart.

When the system is connected with the lights, activated routes are shown to the pilot automatically via the taxiway lights. Holding positions are shown to the pilot via stop bars. In addition, stop bars can be used to generally secure non-approved or prohibited areas. The routes and holding positions are prepared so that they can be transferred to

aircraft and vehicles for direct display on the cockpit glass panel. In the following descriptions, the system is linked directly to the lights. This is not imperative, though it offers the greatest benefits and practicalities, as well as safety, by automatically passing on guidance information to the pilots.

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Light routing The user is supported by the general routing algorithms, to make turning taxiway centre-line lights on and off easy. By inputting the beginning and end points, the shortest route over given midpoints is calculated. This route suggestion can be activated to turn on the taxiway centre-line lights. Taxiways selected in this manner are not assigned to individual aircraft or vehicles. Taxiways that are illuminated via this feature are not included in the route-related traffic analysis and conflict recognition systems.

Activating stop bars Each stop bar can be activated manually by the user at any time. If the stop bar is on an active route, the position is entered as an obligatory stopping point. If the route is displayed via the lights, the green line terminates immediately at the stop bar, while the remaining route behind the stop bar is not illuminated.

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Individuelles routing With individual routing, each vehicle or aircraft is assigned its own, individual route. The individual routes take the standard route model into account, as well as prohibited areas and the current traffic situation. The current flight strip entry is used as the taxiing destination. Changes to the destination in the flight strip immediately initiate a recalculation of the route from the current position of the aircraft. In the same way, midpoints can be entered at any time, with the route modified accordingly. A new or modified route is immediately displayed to the pilot via the lights. An individual route always ends at a stand, a line-up position or a predefined holding position. A route displayed by lights never crosses an activated stop bar. The green line terminates at the stop bar, with the lights of the remaining route after the stop bar turned off. Individual routes can also separate individual aeroplanes in taxiing direction, where necessary (block guidance with limited range of sight). Individual routes are required for certain taxiing conflict surveillance services.

Runway exit assignment As they come in to land, pilots are shown the unused runway exits to choose from. These exits are indicated via the lights. Leaving the runway is identified, and the exit taken by the pilot is used as the starting point for the immediately calculated route to the parking position. This route is immediately added to the already activated centre-line lights of the exit. All other non-selected exit taxiways are automatically deactivated. Runway safety through stop bars Each runway that cannot be taxied upon due to the current traffic situation is secured by the stop bars installed. Junction safety At junctions, the sides of the route being followed are automatically secured by stop bars to prevent any other aircraft entering the prohibited area in a lateral direction. Only one junction-crossing route is shown via the centre-line lights.

VDGS activation If Visual Docking Guidance Systems are employed at the parking positions, these can be automatically activated before the aircraft reaches the system. When A-VDGS is used, the necessary parameters from the flight plan are forwarded in good time for system parameterisation. A-VDGS reports regarding the successful reaching of the parking position are shown in the airport image.

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Honeywell Airports Honeywell AirportBusiness Systems GmbH Weiherallee 11a 23-33 Industriestraße CH- 8610 Uster 22880 Wedel Zurich, Switzerland Germany Tel: +41 44 943 44 65

Technical data and illustrations are non-binding for delivery. Subject to change. As at: 07/2009 © 2009 Honeywell Airport Systems GmbH

www.honeywell.de/airportsystems