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in-flight situational awareness;
enhanced air traffic control
surveillance;
automatic terminal information service
broadcast;
extended helicopter surveillance; and
runway incursion monitoring.
Proposals for improvements in individual
applications have been provided.
The main recommendations at the
system level include:
accelerating the introduction of
ADS-Broadcast (ADS-B) in Europe,
which calls for close co-operation
with airframe, ATC and airport system
manufacturers;
initiating cost/benefit analyses and
developing operational procedures
with respect to ADS-B;
analysing certification issues and
promoting the development of
international standards for ADS-B;
initiating research on human factors
regarding cockpit layout of traffic
information; and
analysing safety, certification and
operational approval aspects of using
a common data link and a mix of
CNS applications.
New CNS applications 9
The contribution
of future communication systems
he International Civil Aviation
Organization has adopted
an integrated ATM/CNS concept
that envisages the use of data link
communications, satellite navigation
systems and Automatic Dependent
Surveillance (ADS) in upcoming ATM
systems.Today a range of dissimilar
Communication, Navigation and
Surveillance (CNS) systems support pilots
and controllers in different phases of flight.
The emergence of data link services creates
an opportunity to establish integrated,
seamless gate-to-gate services from
departure to arrival of an aircraft.
T
© Courtesy of NEAP project
SINGLE EUROPEAN SKY
10 11
Towards the stepwise introduction
of new ATM technology
The implementation of the necessary
changes to the current ATM system in
Europe will be gradual. Nevertheless, at
each step, the new ATM system has
to demonstrate advances in safety levels
over the current system.
This requires careful validation of
the new concepts and systems prior
to implementation.
Building blocks
of ATM validation10
The ATM validation process covers
regulatory issues (standards, legal
frameworks), management and
monitoring, and performance aspects
related to preparation, design
and reporting.
From a survey of several validation
activities, research has shown that many
validation needs are not yet being met
and that validation of a European ATM
system as a whole is not manageable.
A breakdown of the system into
components will be needed for
the purpose of validation.
Therefore one research study proposed
a system breakdown strategy for overall
validation, consisting of 22 validation
configurations corresponding to several
different operational contexts.This
breakdown has been assessed for two
European target ATM systems – the
current view of the system in 2005 and
in 2015. In addition, short-term actions
were identified relating to practical
issues, such as the identification and
implementation of validation platforms
for the proposed configurations.
A catalogue was compiled describing
available facilities for validation. Also,
inventories were made of validation
tools existing or under development,
and of gaps in system-level validation
facilities.
Member States of the European Civil
Aviation Conference undertake
validation of their ATM systems in
a fairly rigorous, but generally
inconsistent manner. Consequently,
there is a need to harmonise the
approaches and methodologies for
validation in Europe. Research has
recommended a validation process
covering three main areas:
a layered validation process
identifying the most significant
products of validation and providing
a step-by-step approach to tackle
validation in a harmonised manner;
a toolbox of methods, techniques,
tools and facilities for overall validation;
and
recommendations to harmonise the
validation process at the European
level in organisational terms.
© Courtesy of NEAP project
Safer aircraft
mong in-flight hazards related to
weather conditions, aircraft icing
has always been one of the biggest
issues in commercial aviation.
Following major efforts in the 1940’s and
50’s to investigate environmental
conditions prone to formation of ice on
aerodynamic surfaces, the resulting
regulations have not been re-assessed in
detail ever since. Due to a general increase
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SINGLE EUROPEAN SKY Results from the transport research prog(5)
