曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
validation of new ATM operational concepts
and controller support tools. As from 2002,
the business area was refocused around
two threads: air-ground integration, and
controller tools and roles. The results of
these are described below.
Air/Ground integration (AGI)
An important development during 2002
was the identification, by the CARE-ASAS
group, of a set of Airborne Separation
Assurance Systems applications known as
Package 1. This is a set of applications
including: enhanced ATC surveillance (enroute,
terminal and surface); use of aircraftderived
data for ATC tools; enhanced traffic
situational awareness (airborne and surface);
enhanced visual acquisition;
enhanced successive visual approaches;
enhanced sequencing and merging operations
and enhanced crossing and passing.
EEC strongly supports this initiative, and
many of the AGI projects have made, and
will continue to make, positive contributions
to the validation of Package 1.
The CoSpace project concentrated on the
partial delegation of separation assurance
from ground ATC to aircrew for the specific
application of sequencing and merging
in an extended TMA environment.
CoSpace showed a significant reduction
in the number of manoeuvring instructions
when using ASAS sequencing, together
with substantial reductions in controller
communication workload.
The Mediterranean Free Flight (MFF) project
conducted similar experiments, but in
an en-route environment, working with a
free-route to fixed-route interface. Valuable
and positive results were produced concerning
the feasibility of the free-route concept in the
Mediterranean area. As far as ASAS spacing was
concerned, the results were less clear. The transition
from free-route to fixed-route in level flight
posed no problems, with RVSM levels negating
the need for much longitudinal spacing. In addition,
there is no clear confirmation of the benefits
of using ASAS spacing for arrival flows due to
high traffic complexity in the airspace studied.
It is clear that if ADS-B is to be implemented then
benefits need to be substantial and global. These
will have to be demonstrated.
Another aspect of air-ground integration is datalink.
The DOVE (Datalink Operational Validation
Experiments) project conducted a substantial realtime
simulation in May 2002. This went further than
Link2000+, proposing additional services for flight
plan consistency checks and downlinked information,
including pilot preferences. As expected,
some services (e.g. downlink of turbulence information)
were highly valued. Results for other services
were generally more ambiguous. For example,
pilot preference indication for maximum flight
level is useful, but preferred speed less so. Flight
plan consistency check is generally appreciated,
but controllers were unsure as to how to respond
when an inconsistency was signalled. Work continues
with second DOVE simulation in early 2003.
Other EC-sponsored projects in which ACS participated
were AFAS (Aircraft in the Future ATM
System), MA-AFAS (simulation, preparation for
flight trials), Intent (support for real-time, part-task
and model-based simulations), NUP II (validation
lead and OSED development), ASAS Thematic
Network and Gate to Gate (platform development,
operational concept and validation lead).
Air/ground integration
is a priority for R&D
activities at the EEC.
Controller tools and roles
The European Validation Platform (EVP)
project is concentrating on live shadowmode
trials. This involves inserting a
simulation platform into an ATC centre
and feeding it with 憀ive?flight-plan and
surveillance data. A highly successful
shadow-mode trial was held at Malm?
in early 2002, in association with air
traffic service provider LFV
(Stockholm). Improved trajectory
prediction and conflict detection were
demonstrated to the Swedish
controllers, but there were not enough
conflicts to fully test the system.
However, the exercise was sufficiently
successful to serve as input for LFV抯
requirements for conflict detection.
Such trials will be increasingly important
in the future and they continue
in 2003 in Rome, examining conflict
detection integrated with arrival
management.
The Conflict Resolution Assistant
(CORA) project is highly demanding in
terms of implementation challenges,
acceptability, operational and safety
issues. Much emphasis was placed in
2002 on the development and refinement
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
EUROCONTROL Annual Report 2002(37)
