地面碰撞是机场管理的主要担忧领域中的一个。来避免或碰撞时发出警报需优先发展A-SMGCS系统。唯一的问题是,不可能有一个好的没有良好监测系统的防撞系统。防撞模块称为“控制函数”A-SMGCS ICAO手册将使用监测数来检测潜在的危险情况。然而,错误的监测系统能引起假警报或入侵者,这可能导致混淆或甚至危险情况(当然应该是最小化)。
These modules can generate two types of messages: medium-term information that represents a potentially hazardous situation but which does not require immediate action (i.e. Information), and short-term alarms requiring immediate action (i.e. Alarm).
这些模块可以产生两种类型的消息:中期信息,表示一个有潜在危险的处境,但这并不需要立即采取行动(即。信息)和短期的警报,要求立即采取行动(即。警报)。
These modules can cover runway and runway strip areas to prevent runway incursions and/or prevent traffic entering closed areas on the manoeuvring area. Runway anti-incursion modules are presently installed and are operational at several airports. The runway areas are where surveillance is at its highest integrity and where there is the most risk due to the speed of aircraft.
这些模块可以覆盖跑道和跑道地带地区，防止其它交通工具进入封闭区域的操纵。跑道anti-incursion模块目前已在几个机场安装并运行。由于飞机的速度，使跑道区域监测需要最高的完整性，也使那里有最高的风险,。
2.8 Future Models
Future modules will enable the system to move towards a complete system (i.e. A-SMGCS Levels 3 & 4). These will include routing and guidance systems that do not exist at present, and also other types of automatic functions or data transmission to moving vehicles and aircraft.
未来的模块将把启用系统建成一个完整的系统(即。A-SMGCS级别3和4)。这些将包括目前并不存在的路由和制导系统,以及其他类型的拥有自动功能或数据传输的移动汽车和飞机。
In the area of guidance, modules that automatically switch centreline lights have been tested without much success to date. Other ideas under consideration are to transmit to aircraft system information to give routeing guidance to the parking stand.
在该方面的指导是可以自动切换灯光的技术已经测试了多次，但迄今为止没有很大的成功。其他的想法考虑通过传输到飞机的系统信息来指导停车站。
For routing, a system could be imagined that can propose the best route for each moving vehicle or aircraft, either given through the controller or directly.
路由是可以想象出来的最佳的通过控制器或直接来控制每个移动车辆或飞机的工具。
Much research is being carried out on all of this, but it still remains futuristic.
许多研究正在进行,但它仍然没成功。 2.9 A-SMGCS Operational Impact
A-SMGCS concepts have existed for around ten years but procedures for Levels 1 and 2 are still under development. However, there are some airports which do have experience of operational systems and there is evidence of the actual operational impact.
A-SMGCS概念已经存在了大约10年但程序级别1和2仍在发展。然而,也有一些机场,有经验的操作系统和有证据表明实际操作的影响。 A-SMGCS概念已经存在了大约10年但程序级别1和2仍在发展。然而,也有一些机场通过了很多有经验的操作作为证据来表明实际操作的影响。
The main impact is that controllers have increased situational awareness and can help the pilot in difficult circumstances. The \function\with the installation of anti-incursion alerts, also represents major progress in the safety area.
主要的负面影响是,控制器能增强态势感知能力,并且可以在困难的情况下帮助飞行员。“控制功能”,安装anti-incursion警报,也代表了在安全区域有了重大进展,
However, in the areas of capacity and efficiency, progress is more difficult to measure. Of course, for an airport with no surveillance system, the introduction of new equipment, such as SMR, will ease the controller?s workload. But, in order to observe an impact on efficiency such as a reduction in taxiing time, a limit in waiting time, or an improvement in the flow of traffic, a highly sophisticated system with all A-SMGCS functions
must be installed:
surveillance, control, routing and guidance.
然而,在以下领域的能力和效率方面的进步是更难以衡量的。当然,对于一个没有监视系统的机场通过引进新设备,如史隆管理评论,将能缓解控制器的工作负载。但是,为了观察对效率的影响如减少滑行时间,限制等待时间,或改善交通流,需要一个高度复杂的系统,所有A-SMGCS函数必须安装:监视、控制、路由和指导。
In the area of surveillance, the primary system to be used for the transmission of information from aircraft and the determination of position is likely to be Mode S for the foreseeable future. Mode S Mutilateration Systems are or will be installed at many major airports.
在该地区的监测,主系统S模式在可预见的未来将能在飞机和决心的位置之间传输信息。S模式Mutilateration系统或将被安装在许多主要机场。
Newer techniques such as ADS/B may also offer an improvement in the area of data transmission but there is unlikely to be a system for ATC use for some years to come.
Concerning the \function\runway anti-incursion alert modules already exist. Alert module performances should be improved and extended progressively to all the surface areas used by mobiles. Data transmission resources will enable the pilot to be warned immediately of a hazardous situation
更新的技术,如广告/ B可能还提供了一个改善该地区的数据传输的方式,但不太可能有一个使用多年的空中交通管制系统。
有关“控制功能”,跑道anti-incursion警报模块已经存在。警报模块性能应得到改进,并通过手机使用逐步扩展到所有的表面区域。数据传输资源能立即将飞行员警告危险情况传输。
Regarding routing and guidance functions, they will certainly be installed much more slowly and progressively. Guidance systems have not yet been clearly defined. The use of taxiway centreline lights, controlled by the system, in front of the aircraft requires a large and costly infrastructure and investment. This could be envisaged at a new airport, but would be difficult to implement at existing airports. The future seems to lean towards the development of on-board equipment that would enable the pilot to guide the aircraft on the airport surface.
关于路由和指导功能,他们肯定会被安装并逐步提高。指导系统尚有未明确定义的。,在前面使用滑行道科技灯、控制系统的飞机需要一个庞大而昂贵的基础设施和投资。这可能是在一个新的机场实现,但是很难实现在现有的机场。未来似乎倾向于车载设备的发展,使飞行员引导在机场地面的飞机。
As stated previously A-SMGCS is really right at the beginning of its implementation and still involves some uncertainties. In order to really be able to use it, regulations would have to evolve on an international basis, and controllers and pilots would have to adapt their working practice to the new agreed procedures.