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ATC action related data
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workload
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conflicts
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aircraft related data
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flight time
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flight distance
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delays
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fuel consumption
4.5.2 PREPARING TEST CASES
4.5.2.1 Set up routes, holds and sectors
As explained in the para. 4.2, the representation of the routes, holds and sectors inside the simulator is subtly different from the one depicted on the drawing board of the design team.
The design team should ensure that for each Test Case the translation between the real airspace (existing or the new designs) and simulation Test Case airspace is done accurately.
4.5.2.2 Traffic sample
For the Base Case it is recommended to use as much as possible a real traffic sample (radar data recordings, flight plan system recordings, CFMU database, etc). A good traffic sample should be representative for the real operation, preferable an average day traffic sample, with normal operation and traffic distribution. It is preferably to use 24h (or longer) traffic samples (if it is feasible with respect to the simulation objectives). The use of short interval samples bears the risk of being non-representative for daily operation or of missing significant events.
4.5.2.3 Set up ATC Task parameters
The appreciation of the ATC workload and sector capacity evaluation is based on the assessment of the required time for the controllers to complete specified tasks. Air traffic controllers’ actions in real life are described in the simulation environment by various tasks. These tasks are basic actions which are triggered by specific events and have a time value associated with it (the nominal time required to the controller to perform that specific action).
The accuracy of the FTS result is directly related to how well the real life ATC actions (ATC modus operandi) can be described in a formalised way within the simulator protocols and of the accuracy of time values associated with the tasks.
The modalities to determine the task and their associated time values are:
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expert judgement based on experience
. operational controller interviews
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real life data collection (by observing and timing real life operations)
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After running the FTS a large amount of data is collected:
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Airport movements/delays.
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Sector movements/workloads
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Global Flight Data Record - 4D Position data
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Events logs (conflicts, sector changes, level changes, etc)
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Message File (Records terminations, errors reports, etc)
This data can be used directly for initial estimation or can be processed using various tool and produce more refined result in form of statistical data, charts and graphs.
The statistical data collected by FTS does not constitute a final product by itself. In order to have a realistic view of the performances of Test Cases assessed, all data resulted from FTS should be subjected to a qualitative assessment by ATC experts. The acceptance or rejection of one particular airspace design cannot be based only on the numerical data resulting from FTS without considering the ATC perspective on that particular case.
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本文链接地址：EUROCONTROL MANUAL FOR AIRSPACE PLANNING 2(102)
