Quantitative evaluation method for emergency handling effect of airport air side area

Abstract

The invention discloses a quantitative evaluation method for an airport air side area emergency disposal effect. The method comprises the following steps: performing type division on airport airside area emergency events according to conditions and properties of the airport airside area emergency events; determining an evaluation index; setting a calculation method and an evaluation standard; extracting objective operation data; quantizing the numerical value of each evaluation index; and calculating a quantitative score of the emergency command capability of the controller. The method has the advantages that the evaluation method and process for quantitatively evaluating the emergency command ability of the controller under the unconventional operation condition of the air-side area are designed, and the problem that no unified regulations or technical standards for scientifically evaluating the work efficiency of the controller under the emergency event of the air-side area exists currently is solved. An air traffic control unit can use the method to comprehensively evaluate the emergency command capability of the air side area controller, and can apply the method to annual retraining of the controller, so that special skill training and targeted review training can be conveniently organized to improve the training effect and quality.

Description

Technical Field

[0001] The present invention relates to a quantitative evaluation method for the disposal effect of emergency events in the airport apron area, belonging to the technical field of civil aviation air traffic control. Background Art

[0002] As the main area during the take-off and landing phases of aircraft, the airport apron area is the main risk area for civil aviation accidents and incident reports. According to statistics from the International Air Transport Association (IATA), approximately 60%-70% of aircraft accidents worldwide occur in the airport apron area. When an emergency occurs, air traffic controllers responsible for airport control must contact the special situation aircraft in the first instance, understand the cause, real-time situation, and pilot's intention of the emergency, quickly notify the airport and relevant air traffic control service units of the information, and coordinate the disposal plan. Currently, air traffic control bureaus and airport control units in various regions of China have all constructed operation efficiency indicators for evaluating the airport apron area in accordance with relevant regulations to judge the professional capabilities of airport controllers. However, all these indicators are only applicable to performance evaluations under normal operating conditions. When emergencies such as a reduction in air traffic service capabilities or sudden special situations of aircraft occur, there is no unified regulation or technical standard to evaluate the emergency response capabilities of airport controllers. The Chinese invention patent "A Quantitative Evaluation Method for the Disposal Effect of Emergency Events in the Terminal Area" (Application No.: 202310437771.6) discloses a quantitative calculation method for the emergency command capabilities of controllers applicable to different types of emergency events in the terminal area, providing a reference for scientifically evaluating the skill levels of terminal area controllers; the Chinese invention patent "A Quantitative Evaluation Method for the Disposal Effect of Emergency Events in the High-Altitude Route" (Application No.: 202411766752.9) proposes a quantitative evaluation method for the disposal effect of emergency events in the high-altitude route, based on which the evaluation results of the emergency service capabilities and command levels of route controllers when dealing with special situations in the high-altitude route can be calculated. However, the above patents or other research results do not involve the calculation or evaluation of the disposal effect of emergency events in the airport apron area. Therefore, formulating a quantitative evaluation method applicable to the disposal effect of emergency events in the airport apron area is of great significance for scientifically evaluating the skill levels of controllers and ensuring the safe operation of the air traffic control system. Summary of the Invention

[0003] In order to solve the above problems, the purpose of the present invention is to provide a quantitative evaluation method for the disposal effect of emergency events in the airport apron area.

[0004] To achieve the above purpose, the quantitative evaluation method for the disposal effect of emergency events in the airport apron area provided by the present invention includes the following steps carried out in sequence:

[0005] Step A: Classify the emergency events in the airport apron area according to their situations and natures;

[0006] Step B: Determine the first- and second-level evaluation indicators applicable to the disposal of the above different types of emergency events;

[0007] Step C: Set the calculation methods and evaluation criteria for each of the above second-level evaluation indicators;

[0008] Step D: When an emergency event occurs in the airport apron area, first determine its type according to Step A, then select multiple relevant first- and second-level evaluation indicators for evaluating the emergency command ability demonstrated by the controller in disposing of the emergency event from the evaluation indicators determined in Step B according to the type, and then extract the objective operation data for calculating each of the above second-level evaluation indicators from the air traffic control automation system;

[0009] Step E: Based on the objective operation data obtained in the above Step D, use the calculation methods set in Step C to quantify the values of each second-level evaluation indicator;

[0010] Step F: According to the evaluation criteria set in Step C and the values of each second-level evaluation indicator calculated in Step E, calculate the quantified score of the controller's emergency command ability.

[0011] In Step A, the types of emergency events in the airport apron area are divided into 2 categories: Category I is an event that has occurred or may occur within the runway and its surrounding area in the airport apron area and has caused or may cause a decline in air traffic control operation efficiency or a negative impact on aircraft and requires immediate measures to be taken to respond, including but not limited to: runway incursion, interference by unidentified flying objects, inability to lower or retract the landing gear; Category II is an event that has occurred or may occur within the taxiway and apron area in the airport apron area and has caused or may cause a decline in air traffic control operation efficiency or a negative impact on aircraft and requires immediate measures to be taken to respond, including but not limited to: ground fire, ground scraping, brake system failure.

[0012] In Step B, the first-level evaluation indicators include overall safety indicators, overall efficiency indicators, and priority taxiing and avoidance indicators; among them, the overall safety indicators include 5 second-level evaluation indicators: flight duration violating takeoff safety interval, flight duration violating landing safety interval, taxiing safety interval violation duration, proportion of go-around aircraft, and airport recovery operation time; the overall efficiency indicators include 4 second-level evaluation indicators: runway occupancy duration, proportion of reduction in takeoff and landing flights, average delay time of departing aircraft, and average delay time of arriving aircraft; the priority taxiing and avoidance indicators include 5 second-level evaluation indicators: priority taxiing time, priority taxiing distance, additional taxiing time, additional taxiing distance, and proportion of aircraft avoiding.

[0013] In Step C, the calculation methods for each second-level evaluation indicator in the overall safety indicator are as follows: The formula for calculating the average duration X1 of non-compliance with the safety interval requirement between the departing aircraft and the preceding aircraft during the disposal of the emergency event is: Among them, is the starting moment when aircraft i does not meet the takeoff safety interval requirement; is the moment when aircraft i resumes meeting the takeoff safety interval requirement; N S is the number of aircraft that do not meet the takeoff safety interval requirement during the emergency handling; The formula for calculating the average duration X2 of the landing aircraft not meeting the safety interval requirement with the preceding aircraft during the emergency handling is: Among them, is the starting moment when aircraft i does not meet the landing safety interval requirement; is the moment when aircraft i resumes meeting the landing safety interval requirement; N H is the number of aircraft that do not meet the landing safety interval requirement during the emergency handling; The formula for calculating the average duration X3 of the taxiing aircraft not meeting the safety interval requirement during the emergency handling is: Among them, is the starting moment when aircraft i does not meet the taxiing safety interval requirement; is the moment when aircraft i resumes meeting the taxiing safety interval requirement; N Q is the number of aircraft that do not meet the taxiing safety interval requirement during the emergency handling; The formula for calculating the proportion X4 of the number of go-around aircraft to the number of all landing aircraft during the emergency handling is: Among them, N PA is the number of go-around aircraft; N P is the number of all landing aircraft; The formula for calculating the duration X5 from the start of the emergency to the airport's resumption of normal operation is X5 = T N - T C , where, T C is the starting moment of the emergency; T N is the moment when the airport resumes normal operation;

[0014] The calculation methods of the secondary evaluation indicators in the overall effectiveness index are as follows: The formula for calculating the average duration X6 of aircraft occupying the runway during the emergency handling is Among them, is the starting moment when aircraft j occupies the runway during the emergency; is the moment when aircraft j vacates the runway during the emergency; N D is the number of aircraft occupying the runway during the emergency handling; The formula for calculating the reduction ratio X7 of the number of aircraft takeoffs and landings adjusted to ensure aircraft safety during the emergency handling is Among them, N E is the number of takeoffs and landings per hour during the emergency; N Fis the number of takeoffs and landings per hour during normal operation; the formula for calculating the average delay time X8 of departing aircraft during emergency handling is where is the scheduled departure time of aircraft j; is the actual departure time of aircraft j; N T is the number of departing aircraft during emergency handling; the formula for calculating the average delay time X9 of arriving aircraft during emergency handling is where is the scheduled arrival time of aircraft j; is the actual arrival time of aircraft j; N M is the number of arriving aircraft during emergency handling;

[0015] The calculation methods of the secondary evaluation indicators in the above-mentioned preferential taxiing and avoidance indicators are as follows: The formula for calculating the time X 10 required for the aircraft preferentially taxiing to the parking position or runway to complete taxiing is where is the scheduled taxiing time of special situation aircraft k to the parking position or runway; is the actual taxiing time of special situation aircraft k to the parking position or runway; N G is the number of aircraft preferentially taxiing to the parking position or runway during emergency handling; the formula for calculating the distance X 11 required for the aircraft preferentially taxiing to the parking position or runway to complete taxiing is where is the scheduled taxiing distance of special situation aircraft k to the parking position or runway; is the actual taxiing distance of special situation aircraft k to the parking position or runway; N G is the number of aircraft preferentially taxiing to the parking position or runway during emergency handling; the formula for calculating the additional taxiing distance X 12 when non-special situation aircraft taxi to avoid dangerous areas or special situation aircraft is where is the actual taxiing distance for taxiing to avoid aircraft k; is the taxiing distance of taxiing to avoid aircraft k along the planned path; N PB is the number of aircraft affected by the emergency and taxiing to avoid; the formula for calculating the additional taxiing time X 13 when non-special situation aircraft taxi to avoid dangerous areas or special situation aircraft is where is the actual arrival time of taxiing to avoid aircraft k at the target position; is the planned arrival time of taxiing to avoid aircraft k at the target position; N PBThe number of aircraft flight operations that taxi and give way due to emergencies; calculate the percentage X of the number of aircraft flight operations that avoid dangerous areas or special situations among the number of normal taxiing aircraft 14 The formula is Among them, N PB is the number of aircraft flight operations that taxi and give way due to emergencies; N R is the number of normal taxiing aircraft

[0016] In step C, the evaluation criteria for each secondary evaluation index include: the allowable duration of aircraft not meeting the takeoff safety interval in an emergency, which is set according to the average duration X1 of takeoff aircraft not meeting the safety interval requirement with the preceding aircraft during the emergency handling; the allowable duration of aircraft not meeting the landing safety interval in an emergency, which is set according to the average duration X2 of landing aircraft not meeting the safety interval requirement with the preceding aircraft during the emergency handling; the allowable duration of aircraft not meeting the taxiing safety interval in an emergency, which is set according to the average duration X3 of taxiing aircraft not meeting the safety interval requirement during the emergency handling; the allowable value of the proportion of aircraft that go around during the emergency handling, which is set according to the proportion X4 of the number of aircraft that go around among all landing aircraft during the emergency handling; the allowable value of the airport recovery time during the emergency handling, which is set according to the duration X5 from the start of the emergency to the airport's return to normal operation; the allowable duration of aircraft occupying the runway during the emergency handling, which is set according to the average duration X6 of aircraft occupying the runway during the emergency handling; the allowable value of the reduction ratio of the number of aircraft takeoff and landing operations adjusted to ensure aircraft safety during the emergency handling, which is set according to the reduction ratio X7 of the number of aircraft takeoff and landing operations during the emergency handling; the allowable value of the average delay time of departing aircraft during the emergency handling, which is set according to the average delay time X8 of departing aircraft during the emergency handling; the allowable value of the average delay time of arriving aircraft during the emergency handling, which is set according to the average delay time X9 of arriving aircraft during the emergency handling; the ideal value of the time required for aircraft that taxi preferentially to the parking position or runway to complete taxiing, which is X 10 The ideal value of the time required for aircraft that taxi preferentially to the parking position or runway to complete taxiing during the emergency handling; the distance required for aircraft that taxi to the parking position or runway to complete taxiing, which is X 11 The ideal value of the distance required for aircraft that taxi preferentially to the parking position or runway to complete taxiing during the emergency handling; the additional taxiing distance of non-special situation aircraft when taxiing to avoid dangerous areas or special situation aircraft, which is X 12 The allowable value of the additional taxiing distance of aircraft during the emergency handling, which is set; the additional taxiing time of non-special situation aircraft when taxiing to avoid dangerous areas or special situation aircraft, which is X 13Permissible value of additional taxiing time of aircraft during emergency handling to be set; percentage X of the number of aircraft avoiding dangerous areas or special situations among the number of aircraft with normal taxiing 14 Permissible value of the proportion of aircraft to be avoided during emergency handling to be set.

[0017] In step D, the objective operation data for calculating various secondary evaluation indicators extracted from the air traffic control automation system includes: data required for calculating the overall safety indicator, specifically: the starting time when the aircraft does not meet the takeoff safety interval requirement, the time when the aircraft resumes meeting the takeoff safety interval requirement, the number of aircraft not meeting the takeoff safety interval requirement during emergency handling, the starting time when the aircraft does not meet the landing safety interval requirement, the time when the aircraft resumes meeting the landing safety interval requirement, the number of aircraft not meeting the landing safety interval requirement during emergency handling, the starting time when the aircraft does not meet the taxiing safety interval requirement, the time when the aircraft resumes meeting the taxiing safety interval requirement, the number of aircraft not meeting the taxiing safety interval requirement during emergency handling, the number of aircraft with a go-around, the number of all landed aircraft, the starting time of the emergency, the time when the airport resumes normal operation; data required for calculating the overall efficiency indicator, specifically: the starting time when the aircraft occupies the runway, the time when the aircraft vacates the runway, the number of aircraft occupying the runway, the number of takeoffs and landings per hour during the emergency, the number of takeoffs and landings per hour during normal operation, the planned departure time of the aircraft, the actual departure time of the aircraft, the number of departing aircraft during emergency handling, the planned arrival time of the aircraft, the actual arrival time of the aircraft, the number of arriving aircraft during emergency handling; data required for calculating the priority taxiing and avoidance indicators, specifically: the planned taxiing time of the special situation aircraft to the stand or runway, the actual taxiing time of the special situation aircraft to the stand or runway, the number of aircraft with priority taxiing during emergency handling, the planned taxiing distance of the special situation aircraft to the stand or runway, the actual taxiing distance of the special situation aircraft to the stand or runway, the number of aircraft with priority taxiing to the stand or runway during emergency handling, the actual taxiing distance of the taxiing avoidance aircraft, the taxiing distance of the taxiing avoidance aircraft along the planned path, the number of taxiing avoidance aircraft affected by the emergency, the actual arrival time of the taxiing avoidance aircraft at the target position, the planned arrival time of the taxiing avoidance aircraft at the target position, the number of taxiing avoidance aircraft affected by the emergency, the number of taxiing avoidance aircraft affected by the emergency, the number of aircraft with normal taxiing.

[0018] In step F, the method for calculating the quantitative score of the controller's emergency command ability based on the evaluation criteria set in step C and the values of each secondary evaluation index calculated in step E is as follows: The analytic hierarchy process is used to determine the weight value W of each secondary evaluation index, then a membership function is set to construct an evaluation matrix A, then the evaluation level V describing any secondary evaluation index is set, and finally, through the composite operation formula S = W × A × V T , the quantitative score S of the controller's emergency command level in handling airport emergency events is calculated, which is used to intuitively reflect the ability and effect of the controller in the airport apron area to handle unconventional emergency events.

[0019] The beneficial effects of the present invention are as follows: When an emergency occurs that causes a decline in the operating efficiency of aircraft in the airport apron area or has a negative impact on aircraft, the controller needs to safely and efficiently adopt an emergency plan to handle the special situation within a limited time to ensure the operating safety of aircraft on the runway and its surrounding areas, taxiways, and apron areas. The present invention designs an evaluation method and process for quantitatively evaluating the emergency command ability of controllers under unconventional operating conditions in the apron area, and solves the problem that there is currently no unified regulation or technical standard for scientifically evaluating the work efficiency of controllers in emergency events in the apron area. The air traffic control unit can use the method of the present invention to comprehensively evaluate the emergency command ability of controllers in the apron area, and can apply it to the annual retraining of controllers, so as to facilitate the organization of special skill training and targeted review training to improve the effect and quality of training. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a flowchart of the quantitative evaluation method for the disposal effect of airport apron area emergency events provided by the present invention;

[0021] Figure 2 It is a structural diagram of the evaluation index for the disposal effect of airport apron area emergency events formulated in the present invention;

[0022] Figure 3 It is a schematic diagram of the quantitative calculation method for the emergency command ability of controllers involved in the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0023] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0024] Embodiment:

[0025] When the controller was directing the aircraft within the control scope of a certain airport, at 15:06, the controller received a report from the pilot of an aircraft Z that was on the final approach. The report was that the left engine of the aircraft had failed due to a bird strike, and the pilot requested a priority landing. At this time, there was 1 aircraft in front of aircraft Z that had received the landing clearance and was ready to land. According to the emergency command plan, the controller immediately directed the aircraft in front to go around and contact the approach control unit. Subsequently, the controller asked the pilot of aircraft Z about the remaining fuel, the number of people on board, and whether there were any dangerous goods, and issued a landing clearance to the pilot. After issuing the above instructions, the controller immediately reported the situation to the shift supervisor, coordinated with the airport operation command center to immediately prepare fire trucks, ambulances and equipped with medical staff, coordinated with the approach control unit to immediately notify other incoming aircraft to be prepared for the runway being temporarily unavailable and possible delays, and coordinated with the area control unit to implement traffic flow control on the aircraft that subsequently entered the airport area. Aircraft Z landed at 15:10 and vacated the runway. The pilot reported to the controller that the people on board were safe and the on-board equipment was operating normally, and requested to taxi to the parking bay for inspection on a priority basis. The controller randomly issued a taxiing instruction to enable it to taxi to the parking bay on a priority basis. At 15:16, aircraft Z taxied into the parking bay, and the airport resumed normal operation, and all traffic flow control restrictions were cancelled. During the handling process of this emergency, there was no situation where any aircraft violated the take-off safety interval and the landing safety interval at this airport; a total of 3 aircraft were restricted from normal passage during the handling period, including: 1 incoming aircraft, which landed at 15:20 after going around; 2 departing aircraft, and the departure delays were 2 minutes and 3 minutes respectively, and the taxiing distance and time remained unchanged; the taxiing distance saved by aircraft Z was 1.5 km, and the interval between it and other aircraft during taxiing remained normal.

[0026] The quantitative evaluation method provided by the present invention for the disposal effect of emergency events in the airport airside area is used to evaluate the emergency command ability of the controller in the above-mentioned emergency.

[0027] As Figure 1 shown, first, according to step A, it is determined that this emergency belongs to Class I emergency.

[0028] According to step B, based on the type of the above-mentioned emergency, the first-level and second-level evaluation indicators applicable to evaluating such emergencies are selected as: overall safety indicators, including: the proportion of aircraft going around X4, the airport recovery operation time X5; overall efficiency indicators include: the reduction ratio of take-off and landing flights X7, the average delay time of departing aircraft X8, the average delay time of incoming aircraft X9; priority taxiing and avoidance indicators, including: priority taxiing time X 10 、priority taxiing distance X 11 、the proportion of aircraft avoiding X 14 .

[0029] According to step D, corresponding objective operation data are extracted from the air traffic control automation system to calculate the values of the above secondary evaluation indicators, as shown in Table 1.

[0030] Table 1

[0031]

[0032]

[0033] According to step E, the values of the above secondary evaluation indicators are calculated, and the results are shown in Table 2.

[0034] Table 2

[0035]

[0036]

[0037] According to step C, the evaluation criteria for the above secondary evaluation indicators are set according to the actual operation conditions of the terminal area, as shown in Table 3.

[0038] Table 3

[0039]

[0040] According to the evaluation criteria set in Table 3, combined with the calculation results of the secondary evaluation indicators in Table 2, a membership function is constructed to determine the evaluation matrix of each secondary evaluation indicator, and the results are shown in Table 4.

[0041] Table 4

[0042]

[0043] According to step F, the analytic hierarchy process is used to calculate the weight values of the secondary evaluation indicators extracted in this emergency event, as shown in Table 5.

[0044] Table 5

[0045]

[0046] The evaluation grades are divided into 5 grades: excellent, good, medium, passing, and failing. The 0-100 points are divided into five intervals according to the percentile system, corresponding to the corresponding grades respectively, and the evaluation grade is assigned the average value of the interval to determine the grade vector of the secondary evaluation indicators, as shown in Table 6.

[0047] Table 6

[0048] Level Excellent Good Medium Pass Fail Interval (90，100] (80，90] (70，80] (60，70] (0，60] Assignment <![CDATA[v1 = 95]]> <![CDATA[v2 = 85]]> <![CDATA[v3 = 75]]> <![CDATA[v4 = 65]]> <![CDATA[v5 = 30]]>

[0049] The weight values obtained from Table 5 W, the evaluation matrix A composed of the evaluation vector combinations of each secondary index obtained from Table 4, and the grade vector set in Table 6 V Perform a composite operation to calculate the quantitative score S of the emergency command ability demonstrated by the controller in handling emergency events, which is used to intuitively reflect the effect of the controller in handling this non-conventional emergency event in the airport apron area:

[0050]

Claims

1. A quantitative evaluation method for the disposal effect of emergency events in the airside area of an airport, characterized in that: The described quantitative evaluation method includes the following steps carried out in sequence: Step A: Classify the emergency events in the airport apron area according to their situations and natures; Step B: Determine the first-level and second-level evaluation indicators applicable to handling the above different types of emergency events; Step C: Set the calculation methods and evaluation criteria for the above second-level evaluation indicators; Step D: When an emergency event occurs in the airport apron area, first determine its type according to Step A, then select multiple relevant first-level and second-level evaluation indicators for evaluating the emergency command ability demonstrated by the controller in handling this emergency event from the evaluation indicators determined in Step B according to the type, and then extract the objective operation data for calculating the above second-level evaluation indicators from the air traffic control automation system; Step E: Based on the objective operation data obtained in Step D, quantify the values of the second-level evaluation indicators using the calculation methods set in Step C; Step F: Calculate the quantitative score of the controller's emergency command ability according to the evaluation criteria set in Step C and the values of the second-level evaluation indicators calculated in Step E.

2. The quantitative evaluation method for the emergency handling effect in the airside area of the airport according to claim 1, characterized in that: In Step A, the types of the emergency events in the airport apron area are classified into two categories: Category I is an event that has occurred or may occur within the runway and its surrounding area in the airport apron area and has caused or may cause a decline in air traffic control operation efficiency or a negative impact on aircraft and requires immediate measures to be taken to respond, including but not limited to: runway incursion, interference by unidentified flying objects, inability to lower or retract the landing gear; Category II is an event that has occurred or may occur within the taxiway and apron area in the airport apron area and has caused or may cause a decline in air traffic control operation efficiency or a negative impact on aircraft and requires immediate measures to be taken to respond, including but not limited to: ground fire, ground rubbing, brake system failure.

3. The quantitative evaluation method for the emergency handling effect in the airside area of an airport according to claim 1, characterized in that: In Step B, the first-level evaluation indicators include the overall safety indicator, the overall efficiency indicator, and the priority taxiing and avoidance indicator; among them, the overall safety indicator includes five second-level evaluation indicators: the flight duration violating the takeoff safety interval, the flight duration violating the landing safety interval, the taxiing safety interval violation duration, the proportion of the number of go-around aircraft, and the airport recovery operation time; the overall efficiency indicator includes four second-level evaluation indicators: the runway occupancy duration, the decline ratio of the number of takeoffs and landings, the average delay time of departing aircraft, and the average delay time of arriving aircraft; the priority taxiing and avoidance indicator includes five second-level evaluation indicators: the priority taxiing time, the priority taxiing distance, the additional taxiing time, the additional taxiing distance, and the proportion of the number of aircraft avoiding.

4. The quantitative evaluation method for the emergency handling effect in the airside area of the airport according to claim 1, characterized in that: In step C, the calculation methods for the secondary evaluation indicators in the overall safety index are as follows: The formula for calculating the average duration X1 during which take-off aircraft do not meet the safety interval requirements from the preceding aircraft during the emergency event handling is: where is the starting moment when aircraft i does not meet the take-off safety interval requirements; is the moment when aircraft i resumes meeting the take-off safety interval requirements; N S is the number of aircraft that do not meet the take-off safety interval requirements during the emergency event handling; The formula for calculating the average duration X2 during which landing aircraft do not meet the safety interval requirements from the preceding aircraft during the emergency event handling is: where is the starting moment when aircraft i does not meet the landing safety interval requirements; is the moment when aircraft i resumes meeting the landing safety interval requirements; N H is the number of aircraft that do not meet the landing safety interval requirements during the emergency event handling; The formula for calculating the average duration X3 during which taxiing aircraft do not meet the safety interval requirements during the emergency event handling is: where is the starting moment when aircraft i does not meet the taxiing safety interval requirements; is the moment when aircraft i resumes meeting the taxiing safety interval requirements; N Q is the number of aircraft that do not meet the taxiing safety interval requirements during the emergency event handling; The formula for calculating the proportion X4 of the number of go-around aircraft to the number of all landing aircraft during the emergency event handling is: where N PA is the number of go-around aircraft; NP is the number of all landing aircraft; The formula for calculating the duration X5 from the start of the emergency event to the moment when the airport resumes normal operation is X5 = T N -T C , where T C is the starting moment of the emergency event; T N is the moment when the airport resumes normal operation; The calculation methods for each secondary evaluation index in the overall performance index are as follows: The formula for calculating the average duration X6 of runway occupancy by aircraft during emergency incident handling is where is the starting time of runway occupancy by aircraft j during the emergency incident; is the time when aircraft j vacates the runway during the emergency incident; N D is the number of aircraft occupying the runway during emergency incident handling; The formula for calculating the reduction ratio X7 of the number of aircraft takeoffs and landings adjusted to ensure aircraft safety during emergency incident handling is where N E is the number of takeoffs and landings per hour during the emergency incident; N F is the number of takeoffs and landings per hour during normal operation; The formula for calculating the average delay time X8 of departing aircraft during emergency incident handling is where is the planned departure time of aircraft j; is the actual departure time of aircraft j; N T is the number of departing aircraft during emergency incident handling; The formula for calculating the average delay time X9 of arriving aircraft during emergency incident handling is where is the planned arrival time of aircraft j; is the actual arrival time of aircraft j; N M is the number of arriving aircraft during emergency incident handling; The calculation methods for each secondary evaluation index in the above-mentioned preferential taxiing and avoidance indicators are as follows: Calculate the time X required for an aircraft taxiing preferentially to a parking position or the runway to complete taxiing. 10 The formula is where is the planned taxiing time of special situation aircraft k to a parking position or the runway; is the actual taxiing time of special situation aircraft k to a parking position or the runway; N G is the number of aircraft taxiing preferentially to a parking position or the runway during the emergency handling period; Calculate the distance X required for an aircraft taxiing preferentially to a parking position or the runway to complete taxiing. 11 The formula is where is the planned taxiing distance of special situation aircraft k to a parking position or the runway; is the actual taxiing distance of special situation aircraft k to a parking position or the runway; N G is the number of aircraft taxiing preferentially to a parking position or the runway during the emergency handling period; Calculate the additional taxiing distance X when a non-special situation aircraft taxis to avoid a dangerous area or a special situation aircraft. 12 The formula is where is the actual taxiing distance for taxiing to avoid aircraft k; is the taxiing distance of taxiing to avoid aircraft k along the planned path; N PB is the number of aircraft affected by the emergency and taxiing to avoid; Calculate the additional taxiing time X when a non-special situation aircraft taxis to avoid a dangerous area or a special situation aircraft. 13 The formula is where is the actual arrival time of the aircraft taxiing to avoid aircraft k at the target position; is the planned arrival time of the aircraft taxiing to avoid aircraft k at the target position; N PB is the number of aircraft affected by the emergency and taxiing to avoid; The formula for calculating the percentage X14 of the number of aircraft avoiding a dangerous area or a special situation aircraft among the number of normal taxiing aircraft is where N PB is the number of aircraft affected by the emergency and taxiing to avoid; N R is the number of normal taxiing aircraft.

5. The quantitative evaluation method for the emergency handling effect in the airside area of the airport according to claim 1, characterized in that: In step C, the evaluation criteria for each secondary evaluation index include: the allowable duration for an aircraft not to meet the takeoff safety interval in an emergency, which is set according to the average duration X1 that the takeoff aircraft does not meet the safety interval requirement with the preceding aircraft during the emergency handling; the allowable duration for an aircraft not to meet the landing safety interval in an emergency, which is set according to the average duration X2 that the landing aircraft does not meet the safety interval requirement with the preceding aircraft during the emergency handling; the allowable duration for an aircraft not to meet the taxiing safety interval in an emergency, which is set according to the average duration X3 that the taxiing aircraft does not meet the safety interval requirement during the emergency handling; the allowable value of the proportion of the number of go-around aircraft to the number of all landing aircraft during the emergency handling, which is set according to the proportion X4 of the number of go-around aircraft to the number of all landing aircraft during the emergency handling; the allowable value of the time for the airport to resume normal operation from the start of the emergency, which is set according to the duration X5 from the start of the emergency to the airport's resumption of normal operation; the allowable duration for an aircraft to occupy the runway during the emergency handling, which is set according to the average duration X6 that an aircraft occupies the runway during the emergency handling; the allowable value of the decrease ratio of the number of aircraft takeoffs and landings adjusted to ensure aircraft safety during the emergency handling, which is set according to the decrease ratio X7 of the number of aircraft takeoffs and landings adjusted to ensure aircraft safety during the emergency handling; the allowable average delay time of departing aircraft during the emergency handling, which is set according to the average delay time X8 of departing aircraft during the emergency handling; the allowable average delay time of arriving aircraft during the emergency handling, which is set according to the average delay time X9 of arriving aircraft during the emergency handling; the time X 10 The ideal value of the priority taxiing time of an aircraft during the emergency handling to be set; the distance X that an aircraft takes to complete taxiing when taxiing to a parking position or the runway 11 The ideal value of the priority taxiing distance of an aircraft during the emergency handling to be set; the additional taxiing distance of a non-emergency aircraft when taxiing to avoid a dangerous area or an emergency aircraft 12 The allowable value of the additional taxiing distance of an aircraft during the emergency handling to be set; the additional taxiing time of a non-emergency aircraft when taxiing to avoid a dangerous area or an emergency aircraft 13 The allowable value of the additional taxiing time of an aircraft during the emergency handling to be set; the percentage X14 of the number of aircraft taxiing to avoid a dangerous area or an emergency aircraft to the number of normally taxiing aircraft, and the allowable value of the proportion of the number of aircraft avoiding to be set during the emergency handling 6. The quantitative evaluation method for the emergency handling effect in the airside area of an airport according to claim 1, wherein: In step D, the objective operation data for calculating various secondary evaluation indicators extracted from the empty tube automation system includes: data required for calculating the overall safety indicator, specifically: the starting time when the aircraft does not meet the takeoff safety interval requirement, the time when the aircraft resumes meeting the takeoff safety interval requirement, the number of aircraft that do not meet the takeoff safety interval requirement during the emergency event handling period, the starting time when the aircraft does not meet the landing safety interval requirement, the time when the aircraft resumes meeting the landing safety interval requirement, the number of aircraft that do not meet the landing safety interval requirement during the emergency event handling period, the starting time when the aircraft does not meet the taxiing safety interval requirement, the time when the aircraft resumes meeting the taxiing safety interval requirement, the number of aircraft that do not meet the taxiing safety interval requirement during the emergency event handling period, the number of aircraft that perform a go-around, the number of all landed aircraft, the starting time of the emergency event, the time when the airport resumes normal operation; data required for calculating the overall efficiency indicator, specifically: the starting time when the aircraft occupies the runway, the time when the aircraft departs from the runway, the number of aircraft occupying the runway, the number of takeoffs and landings per hour during the emergency event, the number of takeoffs and landings per hour during normal operation, the planned departure time of the aircraft, the actual departure time of the aircraft, the number of departing aircraft during the emergency event handling period, the planned arrival time of the aircraft, the actual arrival time of the aircraft, the number of arriving aircraft during the emergency event handling period; data required for calculating the priority taxiing and avoidance indicator, specifically: the planned taxiing time of the special situation aircraft to the parking position or runway, the actual taxiing time of the special situation aircraft to the parking position or runway, the number of aircraft with priority taxiing during the emergency event handling period, the planned taxiing distance of the special situation aircraft to the parking position or runway, the actual taxiing distance of the special situation aircraft to the parking position or runway, the number of aircraft with priority taxiing to the parking position or runway during the emergency event handling period, the actual taxiing distance of the taxiing avoidance aircraft, the taxiing distance of the taxiing avoidance aircraft along the planned path, the number of taxiing avoidance aircraft affected by the emergency event, the actual arrival time of the taxiing avoidance aircraft at the target position, the planned arrival time of the taxiing avoidance aircraft at the target position, the number of taxiing avoidance aircraft affected by the emergency event, the number of taxiing avoidance aircraft affected by the emergency event, the number of normal taxiing aircraft.

7. The quantitative evaluation method for the emergency handling effect in the airside area of an airport according to claim 1, characterized in that: In step F, the method for calculating the quantitative score of the controller's emergency command ability based on the evaluation criteria set in step C and the values of each secondary evaluation index calculated in step E is as follows: Use the analytic hierarchy process to determine the weight value W of each secondary evaluation index, then set the membership function to construct the evaluation matrix A, then set the evaluation level V for describing any secondary evaluation index, and finally use the composite operation formula S = W × A × V T , calculate the quantitative score S of the controller's emergency command level in handling airport emergency events, which is used to intuitively reflect the ability and effect of the airside controllers at the airport in handling unconventional emergency events.

Images