Abstract

Runway incursions (RWYI) are a daily phenomenon in the world and is a threat to safety. The severity of a RWYI can be high and it is a problem that is subject to improvements. The purpose of this report is to present the findings after an investigation of RWYI in general and what is being done to prevent it in Sweden. The main focus is to present the problem from an air traffic controller (ATCO) and pilot perspective. However, we are also presenting all the different stakeholders involved in the problem followed with associated risks and means to prevent a RWYI from happening. We also present technical aids and working methodology used today in air traffic control towers in Sweden and in addition some technology implemented abroad. Some suggested improvements that the stakeholders can take into consideration when developing their work to reduce the risk for a RWYI is also presented. The method used during the investigation has mainly been literature studies, interviews with different stakeholders and study visits to Bromma tower, Arlanda tower and SAAB/Linköping tower. We have found that the pilots and vehicle drivers are the most contributing stakeholders to a RWYI in Sweden. The investigation also shows that ATCOs and pilots share some opinions regarding risks but also improvements. Both ATCOs and pilots agree that weather with bad visibility, as well as darkness, is increasing the risk for an incident or accident to happen. Furthermore, complacency, fatigue and tiredness are also risks that are shared between ATCOs and pilots. We have also found that airports have different means to prevent a RWYI. At Arlanda, the ATC system is well developed with electronic equipment and stop bars at the taxiways, which is not the case for either Bromma or SAAB/Linköping airport. Even pilots in different airlines operate differently when about to enter a runway and there is no standard operating procedure (SOP) developed in all companies. Some of the suggested improvements are to implement stop-bars on every airport and that it should be mandatory to equip vehicles operating on the maneuvering area with maps.

Abstract

Workload and complexity measures are, as of today, often imprecise and subjective. Currently, two commonly used workload and complexity measuring formulas are Monitor Alert Parameter and the “Bars”, both using the same measurement variables; amount of aircraft and time. This study creates formulas for quantifying ATC complexity. The study is done in an approach environment and is developed and tested on Stockholm TMA by the creation of 20 traffic scenarios. Ten air traffic controllers working in Stockholm TMA studied the complexity of the scenarios individually and ranked the scenarios in reference to each other. Five controllers evaluated scenario A1-A10. These scenarios were used as references when creating the formulas. The other half of the scenarios, B1-B10, ranked by another five controllers, was used as validation scenarios. Factors relevant to an approach environment were identified, and the data from the scenarios were extracted according to the identified factors. Moreover, a regression analysis was made with the ambition to reveal appropriate weights for each variable. At the first regression, called formula #1, some parameter values were identical. Also, some parameter weights became negative in the regression analysis. The basic requirements were not met and consequently, additional regressions were done; eventually forming formula #2. Formula #2 showed stable values and plausible parameter weights. When compared to a workload measuring model of today, formula #2 showed better performance. Despite the small amount of data samples, we were able to prove a genuine relation between three, of each other independent, variables and the traffic complexity.

Abstract

Today, many small aerodromes have a hard time surviving economically, and amongst the largest cost is air traffic control. Airlines are cutting costs where they can, and many times this affects the aerodromes as well, e.g. when airlines decide to park remotely instead of at the gate. The project called Remotely Operated Towers, initiated by SESAR and run by Saab and LFV, is aiming to address this problem. The project revolves around remotely providing ATS to aerodromes where it is deemed suitable. A big challenge in this project is how to assign aerodromes to remote tower modules in the remote control centre. There are many ways to do this, but there is only a few ways to do it to achieve the least amount of modules. This thesis aims to find an optimal solution to the challenge mentioned above. The thesis resulted in a model where the user can provide the input of choice, i.e. aerodromes with associated ATS operating hours and movements, for a specific period – and receive the assignment schedule for the modules, saying exactly which aerodrome are to be controlled by which module at what time.