The topography of the Ecuador presents areas without coverage called blind, in which the primary radars of the Ecuadorian Air Force (FAE) do not have coverage; making the surveillance in these areas, ...causing an increase of illegal flights aimed at drug trafficking. ...it is required to supplement the information with the signals of the civil radars in these areas; specifically the data provided by the Secondary Serveillance Radar (SSR), whose identification and monitoring of specific targets is done thanks to computers named transponders. Este sistema pretende tomar las señales de los radares de Galápagos, Manta, Cuenca, Quito y la Shell de la DGAC de manera individual y que convergen en un router en el cuarto de servidores del ACC- Guayaquil, y a través de la tecnología WiMAX, misma que permite prestar servicios en zonas de difícil acceso, cubriendo largas distancias y permitiendo materializar Puestos de Mando alternos en cualquier lugar dentro de la cobertura de la celda WiMAX, 8 mediante direccionamientos de canales de transmisión, capturar los datos de cada radar en forma individual y presentar en una consola utilizando el software VisualAST. 3.1. Además, el software VisualAST, presenta la información que una aeronave emite a través del transponder como la distancia, el azimut, el código, la identificación; estos datos permiten identificarlos y presentar la información, pasando a ser un track que ha sido localizado. EUROCONTROL, "EUROCONTROL STANDARD DOCUMENT FOR Part 13 Transmission of TIS-B Management Messages," no.
La lecture de l’espace aérien européen souligne tout le parti qui peut être tiré d’une approche juridique et historique de la construction des espaces régionaux et de leurs géographies. Le propos de ...l’article est ainsi de voir comment l’intégration européenne tend à redistribuer de manière dynamique le système institutionnel en charge de la gestion de l’espace aérien européen et de comprendre comment « l’ascendance croissante de l’EU » (Blavoukos, 2011) vient bousculer et réinterpréter divers héritages. Les principales organisations internationales du secteur (OACI, CEAC, Eurocontrol, AESA) opèrent à des échelles et selon des cadres différenciés et évolutifs. Elles s’inscrivent dans les séquences d’une histoire longue dont elles portent les marques. Mais par ailleurs, elles font preuve d’une forte capacité d’adaptation systémique dont la seule cartographie aurait bien du mal à rendre compte. Mais l’enjeu demeure bien géographique avec pour but l’organisation de l’espace aérien commun et du partage de sa souveraineté.
A legal and historical approach of European airspace highlights the advantage taken by observing the construction of regional entities from a geographer’s perspective. The European integration sheds ...a new light on the various historical and institutional legacies as they are involved in a dynamic system marked by "growing ascendancy of the EU" (Blavoukos, 2011). The main international organizations in charge of the European air space management (ICAO, ECAC, Eurocontrol, EASA) are operating at several geographical scales in an evolving geopolitical context that cartography on its own would have a hard time to render properly. However, such a challenge has an obvious geographical dimension in organizing a common airspace and in sharing the national sovereignties over it.
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•We propose a novel framework for Fuel Estimation in Air Transportation (FEAT).•FEAT combines computational efficiency and accuracy of fuel burn estimation.•Estimating CO2 emissions ...of all flights performed in one year takes 43 ms.•Total CO2 emissions of commercial aviation in 2018 was estimated to be 812 Mt.•The modelling error is validated against fuel burn reports and ranges below 5%.
Accurate fuel burn estimation models are required to assess potential reductions in CO2 emissions stemming from new aircraft technologies.
This study provides a novel framework for Fuel Estimation in Air Transportation (FEAT): a two-component approach comprising of (1) a high fidelity flight profile simulator based on the aircraft performance model from EUROCONTROL, and (2) a reduced order fuel consumption approximation with origin-destination airport pair and aircraft type as sole inputs. The latter allows for accurately estimating fuel consumption for global scheduled aircraft movements of an entire year in a matter of milliseconds. We calculate total CO2 emissions from scheduled commercial aviation in 2018 to be 812 Mt. The modeling error of fuel consumption is validated against fuel burn reports and ranges below 5%.
Current aircraft performance models either focus on fuel estimation accuracy or on computational efficiency. Combining both, FEAT enables rapid assessment of decarbonization strategies for commercial passenger aviation.
•We use DEA to assess efficiency of European air navigation service providers.•Technical efficiency does not vary much across providers, unlike allocative efficiency.•Since 2008, some prior ...efficiency gains have been erased.
This study uses EUROCONTROL data on operating performance of the national air navigation service providers over the 2002–2011 time period to document in detail the efficiency changes across providers and time using data envelopment analysis. Our results suggest that overall providers’ productivity improved over the time period covered by the data, driven by improvements in technical rather than allocative efficiency. However, some trend reversals in the post-2008 crisis period are also observed.
The Safety Occurrence Analysis Methodology (SOAM) developed for EUROCONTROL is an accident investigation methodology based on the Reason Model of organisational accidents. The purpose of a SOAM is to ...broaden the focus of an investigation from human involvement issues, also known as “active failures of operational personnel” under Reason's original model, to include analysis of the latent conditions deeper within the organisation that set the context for the event. Such an approach is consistent with the tenets of Just Culture in which people are encouraged to provide full and open information about how incidents occurred, and are not penalised for errors.
A truly systemic approach is not simply a means of transferring responsibility for a safety occurrence from front-line employees to senior managers. A consistent philosophy must be applied, where the investigation process seeks to correct deficiencies wherever they may be found, without attempting to apportion blame or liability.
We perform a multi-scale impact assessment of tephra fallout and dispersal from explosive volcanic activity in Iceland. A companion paper (Biass et al., 2014; "A multi-scale risk assessment of tephra ...fallout and airborne concentration from multiple Icelandic volcanoes - Part I: hazard assessment") introduces a multi-scale probabilistic assessment of tephra hazard based on selected eruptive scenarios at four Icelandic volcanoes (Hekla, Askja, Eyjafjallajökull and Katla) and presents probabilistic hazard maps for tephra accumulation in Iceland and tephra dispersal across Europe. Here, we present the associated vulnerability and impact assessment that describes the importance of single features at national and European levels and considers several vulnerability indicators for tephra dispersal and deposition. At the national scale, we focus on physical, systemic and economic vulnerability of Iceland to tephra fallout, whereas at the European scale we focus on the systemic vulnerability of the air traffic system to tephra dispersal. This is the first vulnerability and impact assessment analysis of this type and, although it does not include all the aspects of physical and systemic vulnerability, it allows for identifying areas on which further specific analysis should be performed. Results include vulnerability maps for Iceland and European airspace and allow for the qualitative identification of the impacts at both scales in the case of an eruption occurring. Maps produced at the national scale show that tephra accumulation associated with all eruptive scenarios considered can disrupt the main electricity network, in particular in relation to an eruption of Askja. Results also show that several power plants would be affected if an eruption occurred at Hekla, Askja or Katla, causing a substantial systemic impact due to their importance for the Icelandic economy. Moreover, the Askja and Katla eruptive scenarios considered could have substantial impacts on agricultural activities (crops and pastures). At the European scale, eruptive scenarios at Askja and Katla are likely to affect European airspace, having substantial impacts, in particular, in the Keflavík and London flight information regions (FIRs), but also at FIRs above France, Germany and Scandinavia. Impacts would be particularly intense in the case of long-lasting activity at Katla. The occurrence of eruptive scenarios at Hekla is likely to produce high impacts at Keflavík FIR and London FIRs, and, in the case of higher magnitude, can also impact France's FIRs. Results could support land use and emergency planning at the national level and risk management strategies of the European air traffic system. Although we focus on Iceland, the proposed methodology could be applied to other active volcanic areas, enhancing the long-term tephra risk management. Moreover, the outcomes of this work pose the basis for quantitative analyses of expected impacts and their integration in a multi-risk framework.
The fragmentation of the European air navigation system has been identified as a cause of inefficiencies and additional costs. One of the problems is that since the different national systems are not ...independent of their neighbours, there might be issues of spatial autocorrelation, where the efficiency of a system is dependent on the efficiency of others, and thus an inefficient system might negatively impact the economic efficiency of those around it. This article will explore that possibility by applying spatial autocorrelation techniques to data envelopment analysis efficiency results for 2010.
The pioneering work of Rasmussen, Reason and their colleagues has greatly improved our understanding of the longer term causes of adverse events in safety-critical systems. Far less attention has ...been paid to the organisational decision making that characterises the response to accidents and incidents. Therefore, this paper examines the interventions by national and international agencies after one of the most serious accidents in European Air Traffic Management. Insights from Naturalistic Decision Making (NDM) and Recognition Primed Decision Making (RPDM) are used to explain the complex ways in which technical, organisational and political constraints shape and support the decisions and actions taken by different agencies. These constraints affect national and international safety organisations in the aftermath of major accidents. In particular, this paper uses NDM and RPDM to assess the interventions made by Swiss Federal agencies and by the Air Navigation Service provider (ANSP) following the Überlingen mid-air collision in July 1st 2002. Later sections show that there are strong similarities between the technical, organisational and political constraints that informed their decisions and the factors that directed the work of the European Organisation for the Safety of Air Navigation (EUROCONTROL). Some of EUROCONTROL’s safety responsibilities (i.e. the safety regulation elements) will in the future pass to the European Aviation Safety Agency (EASA), an Agency of the European Commission. This transfer of responsibilities has the potential to increase the powers available to ensure the implementation of recommendations following future accidents. At the same time there is a danger that key aspects of existing safety and regulatory activities may be overlooked. It is critical, therefore, that the same level of audit and monitoring be conducted on the European agencies during the transition period as is proposed for service providers and national regulatory agencies. It is important to ensure that these changes do not inadvertently lead to the loss of insights from previous adverse events.
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