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For each of the above topics, the related issues
have been identified and several solutions have
been proposed for implementation. To this end,
four highly-interdependent projects have been
launched: Advanced Surface Movement
Guidance and Control System (A-SMGCS), Airport
Collaborative Decision-Making (CDM), Airport
Airside Capacity Enhancements (ACE) and runway
safety. Each of these is at various stages of
development.
Cooperative network design
European Air Traffic Management
situational awareness and enables them to accurately
monitor and control aircraft within vertical
holding stacks. Controllers within the LTMA also
have access to the EHS downlinked aircraft
parameter “selected altitude”. This additional data,
which is displayed to controllers via the vertical
stack list (and, eventually, via the Mode S target
label and data window), offers the potential to
reduce the number of level bust incidents by presenting
controllers with a visual clue that all may
not be well before a level bust incident occurs.
8.33 kHz channel spacing to be
implemented above FL 195
After a first successful implementation of 8.33 kHz
channel spacing above FL 245 in October 1999,
European States are following EUROCONTROL’s
Permanent Commission’s recommendation to
extend the mandatory carriage of 8.33 kHz capable
radio equipment to airspace above FL 195.
States are publishing aeronautical information
circulars advising that the effective date within
ICAO EUR Region will be 15 March 2007.
The implementation of 8.33 kHz channel spacing
above FL 195 is a response to the critical shortage
of very high frequency (VHF) communication
channels in the aeronautical mobile radio communication
service band (118 –138 MHz).
Although exceptions exist for State aircraft, a
revised policy has been elaborated that seeks to
maximise the 8.33 kHz equipage of State aircraft in
the airspace of mandatory carriage, especially to
‘transport type’ aircraft, new procurements and
planned retrofits. The handling of non-8.33 kHz
equipped State aircraft can lead to increases in
ATC workload, and this needs to be taken into
account in order to maintain safety levels.
Therefore, non-compliance should be based on
compelling technical or military imperative reasons
and only used as a last resort.
Simultaneously, EUROCONTROL is working with
its stakeholders to review the need for 8.33 kHz
implementation below FL195, taking into account
the long-term demand for VHF assignments. A
decision is expected during 2006. 35
By the end of 2005, more than 50 Mode S ground
radar ATC and Air Defence facilities had been
installed, with the total expected to rise to 71 by
the close of 2006. In addition to those core States
already committed to implementing Mode S EHS
and/or ELS (Belgium/Luxembourg, France,
Germany, the Netherlands, Switzerland and the
United Kingdom):
❚ Italy is progressively upgrading airport and area
radar installations to Mode S capability.
Detailed plans for ELS/EHS service introduction
are still awaited.
❚ Denmark has upgraded one radar to Mode S –
other installations will be upgraded as and
when necessary. Detailed plans for ELS/EHS
service introduction are still awaited.
❚ In the Czech Republic, one Mode S radar is
operational and a further two are planned for
2008. Detailed plans for ELS/EHS service introduction
are still awaited.
❚ Ireland is planning to commence a number of
Mode S installations in 2006, but there are no
further details as yet. Detailed plans for
ELS/EHS service introduction are still awaited.
The UK National Air Traffic Services became the
first air navigation service provider to actually
employ SSR Mode S EHS operationally, in an ATC
capacity, towards the end of 2005. Utilising the
improved quality and integrity of surveillance data
offered by Mode S, a vertical display of holding
stack traffic (vertical stack list) was introduced
within the London Terminal Control Area (LTMA)
during December. This tool enhances controllers’
36
EFFICIENCY
OATA results ready to support industrial
standards and the SESAR definition phase
The OATA (Overall ATM/CNS Target Architecture)
project continued its development with the active
participation of stakeholder organisations and an
Agency-wide effort.
The current phase 2 of the OATA project, started in
2003, will be completed end 2006 and is co-funded
by the European Commission under the TEN-T
　
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本文鏈接地址：EUROCONTROL Annual Report 2005(17)