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with the safety assessment method, is
recognised as a leading-edge safety development
which should generate improvements
in the overall safety of the Centre,
whilst supporting the required increases in
capacity.
The past must protect
the future
> Following the publication in May 2004 of
the report by the Bundesstelle fur
Flugunfalluntersuchung (BFU) on the tragic
mid-air collision at Uberlingen, action
was taken to mitigate any possible risks
identified in the report. Several practical
and operational recommendations were
contained in the report, which were evaluated
and applied to the Maastricht environment.
As a result of an internal safety audit
commissioned immediately after the accident,
a number of corrective actions had
already been taken in advance of the
results of the official investigation.
Refining contingency
planning
> Progress was made in developing contingency
arrangements and evacuation procedures
for the MUAC airspace. In the medium
term, the Test and Training Room (formerly
called 乬old operations room乭) will be
equipped for use as an on-site contingency
location. Discussions with Member States
and customers on the need for an off-site
contingency location will continue at a later
stage.
. . . . . . . . . . .
. . . . . . . . . . .
2004 Safety Highlights (cont乫d)
Implementing Mode S
The introduction of Mode S Elementary Surveillance
continued. The surveillance processing chain was
prepared to accept Mode S radar data. The track
server, together with the ATM Surveillance Tracker
and Server System (ARTAS), is now capable of distributing
Mode S-based tracks. The Operator Input
and Display System was upgraded to provide the
identification of aircraft to the controllers. The input
from Mode S sensors is planned for early 2005.
Looking ahead
The dramatic improvements in current safety and
capacity levels to accommodate a possible doubling
of traffic by 2015/2020 can only be achieved
by introducing a new generation of advanced ATC
systems.
Leading-edge technologies and ATM concepts
will be phased in over the next few years to give
controllers the ability to handle far more aircraft
than currently possible, with even higher levels of
safety. Since 1972 the MUAC has played a pivotal
role within Europe as a pilot centre for preoperational
trials of some of the new concepts and technologies,
validating them for operational use and
subsequently introducing them into dayto-day
operations.
71
Jan04 Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Messages
2 500
2 000
1 500
1 000
500
0
Flights
Jan04 Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
2 500
VCI
2 000
1 500
1 000
500
0
SSR ROUTE LEVEL
Controller-pilot data link communications
expand
In a bid to drive further developments of controllerpilot
data link communications (CPDLC), several
enhancements of the data link infrastructure and
procedures were implemented during 2004.
In line with the increasing numbers of CPDLC
flights, the CPDLC message set expanded,
increasing the choice available to controllers.
These include heading, turn and climb/descend/
maintain messages. Although all messages
require voice read-back by the aircrew, this
development still represents an efficiency gain,
since the controller will issue the instruction without
having to resort to the frequency in the first
place.
The next important development in data link in
Maastricht took place early in 2005, with the first
automation of CPDLC messages for new
72 Secondary Surveillance Radar (SSR) uplinks.
REGIONAL ATC
MAASTRICHT UAC:
EUROPE乫S ONLY
INTERNATIONAL ACC
Messages / Flights
The numbers of CPLDC
messages, types of
clearances and services
used increased
significantly in 2004
VCI: Voice change instructions
SSR: Secondary Surveillanc
Radar code changes
Route: Route/heading instructions
Level: Level change instructions
CPDLC message use in 2004
Medium-term conflict detection plans
materialise
During 2004, MTCD trials continued, demonstrating
clear benefits in terms of future safety and
capacity gains. The trials were a unique opportunity
to capture additional requirements for the forthcoming
Flight Data Processing System (FDPS). As
a result, the original FDPS contract was amended
to accommodate the advanced technical features
　
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本文鏈接地址：EUROCONTROL Annual Report 2004(34)