The forthcoming integration of Remotely Piloted Aircraft System (RPAS) is one of the cmost omplex challenges for aviation. Europe draws to allow operating RPAS and conventional aircraft in non-segregated airspace by 2025, but this demanding perspective entails a thorough analysis of the different aspects involved. The RPAS integration in non-segregated airspace cannot imply an increase in the safety levels. This paper assesses how the RPAS integration affects safety levels. The goal is to regulate the number of RPAS that can jointly operate with conventional aircraft regarding conflict risk. This approach benchmarks a Calculated Level of Safety (CLS) with a Target Level of Safety (TLS). Monte Carlo (MC) simulations quantify the TLS based on schedules of conventional aircraft. Then, different combinations of conventional aircraft and RPAS provide different CLS. MC simulations are performed based on probabilistic distributions of aircraft performances, entry times and geographical distribution of aircraft. The safety levels are based on a conflict-risk model because the primary metrics are average number of conflicts and average conflict duration. The methodology is applied to one flight level of en-route airspace. The results provide restrictions to the number of RPAS that can jointly operate with conventional aircraft. Particularly, the TLS is quantified for four conventional aircraft and MC simulations provide the combinations of conventional aircraft and RPAS that fulfil the CLS. The same number of RPAS than conventional aircraft shows an increase over 90% average number of conflicts and 300% average conflict time.
Summary This article considers the optimisation of the sequence for clearing snow from stretches of the manoeuvring area of an airport. This issue involves the optimisation of limited resources to remove snow from taxiways and runways thereby leaving them in an acceptable condition for operating aircraft. The airfield is divided into subsets of significant stretches for the purpose of operations and target times are established during which these are open to aircraft traffic. The document contains several mathematical models each with different functions, such as the end time of the process, the sum of the end times of each stretch and gap between the estimated and the real end times. During this process, we introduce different operating restrictions on partial fulfilment of the operational targets as applied to zones of special interest, or relating to the operation of the snow‐clearing machines. The problem is solved by optimisation based on linear programming. The article gives the results of the computational tests carried out on five distinct models of the manoeuvring area, which cover increasingly complex situations and larger areas. The mathematical model is particularised for the case of the manoeuvring area of Adolfo Suarez Madrid—Barajas Airport. Copyright © 2016 John Wiley & Sons, Ltd. Optimal sequence for clearing snow from the manoeuvring area of an airport. Contains optimising algorithms solved using CPLEX LP‐based tree search. Restrictions on partial fulfilment of operational targets applied to subsets of significant stretches, used for planning the operation of snow‐clearing machines. Model applied to the case of the manoeuvring area of Adolfo Suárez Madrid Barajas Airport. Conclusions are given on the results of the computational tests carried out. There are five models of the manoeuvring area which cover increasingly complex situations and larger areas.
Aeronautic Industry has a critical responsibility in facilitating European economic growth and social inclusion providing revenues to otherwise isolated regions and allowing people to enlarge their horizons. According to the EU, currently aeronautics and air transport are key drivers of European cohesion and competitiveness, representing 220 billions of Euros and providing 4,5 million of jobs in Europe, a figure that should double by 2020. Future developments in the sector, together with greater intra-European mobility of workers and population aging brings a greater need for new skills in the work force together with an urgency for a larger number of professionals. Therefore, to achieve the desirable sustained growth the EU needs to invest in high quality VET (Vocational Education and Training) in order to be able to supply the AI (Aeronautic Industry) with qualified workers. VET stands for education and training which aims to equip people with knowledge, know-how, skills and/or competences required in particular occupations or more broadly on the labour market. This paper presents the initial results of an "initiative" supported by the European Commission called AIRVET. Its main objective is to design, develop, evaluate and disseminate adapted/new AI curricula and VET courses in the specific fields of Maintenance and Information and Communications Technologies (ICT). The methodology followed included an analysis of a desk study, questionnaires completed by over five hundred people, focus group meetings held in four countries and individual interviews performed in the six partner countries. The project triangulates the results to establish clear areas that would benefit from the development of vocational training. Three subject areas were identified to be explored in terms of developing/adapting training curricula and developing multimedia training materials: maintenance, ground operations and human factors.
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