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
both ADS and CPDLC in the form of a comma delimited text file. Refer Appendix A
for an explanation of the data that is proposed for inclusion in these files. Regional
CRA should agree these reporting requirements with each ANSP and will maintain a
set of regional performance statistics aggregated from the individual ANSP reports. A
proposed set of regional performance statistics is attached at Appendix B.
2.4 Our RCP monitoring at an ANSP level is based on a monthly analysis of FANS1/A
data. For ADS we monitor the downlink latency using all received ADS reports from
which we can extract an aircraft timestamp and for CPDLC we measure ACTP, ACP,
and Crew Response for all sent uplink messages that receive both MAS and a WILCO
response. For CPDLC we initially just looked at intervention type uplinks that
received a WILCO response because in the application of reduced separation
standards you are interested in the performance of the communications media in an
intervention type situation. We have modified this to capture any CPDLC uplink that
receives a WILCO response e.g. by including frequency contact/monitor instructions,
mainly because we needed more data on our short sector routes and these were the
type of messages that are guaranteed. An analysis of the performance differences
between all CPDLC uplinks with a WILCO response and only intervention type
clearances showed little difference in the results obtained. The overall aim of our
analysis to date has been to determine the actual performance of aircraft against the
standard and to detect any variations from the standard to enable corrective actions to
be initiated. This reflects a culture of continuous performance improvement which is
where we want to be.
2.5 Currently, we are monitoring on a monthly basis individual airline fleet performance
for both CPDLC and ADS. For both applications we have been concentrating on data
received via SATCOM rather than VHF as SATCOM performance is of main interest
in our FIR. However, we are starting to look at the effect of HFDL on performance
now that we have the A388 operating long route segments in our airspace. Pure VHF
ISPACG/23
FIT16 WP-04
Page 3 of 10
performance is well within the requirements and we have spent little time in looking
at this. Performance analysis can be done for any media type and for all media
combined. A typical CPDLC ACTP analysis for a particular aircraft company and
type is illustrated below in Figure 1. An ADS latency assessment for an airline
aircraft type uses a graph of similar presentation. These graphs provide a clear visual
display of month to month performance and aggregated performance.
Figure 1: Typical monthly ACTP analysis for an airline type pairing in 2008
2.6 These monthly results are then consolidated into a year to date aggregate for each
airline and aircraft type pairing and can be done for any type of transmission media or
combination. Where deviations are detected from the normal expected performance
for a particular aircraft type further analysis may be completed for each aircraft tail in
a particular fleet in order to determine if one aircraft is responsible for the degraded
fleet performance.
2.7 A typical consolidated summary for a year to date ADS SATCOM is shown in Figure
2 below and some observations on the performance from different types observed are
noted on Figure 2 and are listed below:
Note 1: The performance seen here on airline III B777 is typical of the
degraded performance caused by the known problem with VHF transition
areas and the B777. This problem has been identified and fixed and will be
available to airlines in the third quarter 2009. The typical performance seen
from the B777 when delayed reports caused by VHF transition areas are
filtered is illustrated by airline DDD B772 filtered.
ISPACG/23
FIT16 WP-04
Page 4 of 10
Note 2: This is the typical degraded performance seen at an ANSP that is
caused by the degraded performance of a “rogue” aircraft in an airline fleet.
Observation of the delayed reports on a monthly basis is usually enough to
identify the “rogue” tail and enable corrective action to be initiated.
Note 3: a. This is typical performance of the A343 aircraft using high speed
ACARS channels.
b. This is typical performance of the A343 aircraft using low speed
ACARS channels.
Note 4: Typical performance of B744 fleets. Airline CCC uses the high
speed ACARS channel, and airline BBB changed from low speed to high
speed channels in August 2008.
Note 5: An example of a lower performing B744 fleet. Airline AAA
converted to high speed channel use in July 2008 and we are still
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
航空资料31(48)
