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should be collected and analysed before
any move to a new standard.
Undoubtedly, with this fact in mind, a
recent Feasibility of ACAS RA Downlink
study by EUROCONTROL found that
RA Downlink is technically feasible and
may deliver safety benefits in that it would
provide an automatic notification to the
controller about RAs generated in the
cockpit. Meanwhile, further refinements
to the system are coming. A new TCAS
standard, which may be designated TCAS
II Version 7.1 (or 8.0), will bring safety
performance improvements to TCAS
reversal logic and modification to the
‘Adjust Vertical Speed, Adjust’ RA. Such
refinements to this already highly effective
system, together with enhanced training
for both ATC operators and pilots, will
undoubtedly maximise the effectiveness of
ACAS and further reduce conflicts which
could lead to mid-air collisions.
EUROCONTROL / IFATCA 2008: a collaborative approach to the future > Designing the network
67
EUROCONTROL / IFATCA 2008: a collaborative approach to the future > Designing the network
Dr David Baker examines the work being undertaken by the EUROCONTROL
Experimental Centre to see why and how it is enhancing the overall safety of
the Air Traffic Management System
Creating a safety culture
Safety in the air is the prime objective for
EUROCONTROL and the creation of a
‘safety culture’ is key to optimising safety
performance and avoiding accidents. The
successful delivery of a Single European
Sky (SES) is integral to both efficiency
and performance, converging at an
optimised safety and reliability value. As a
vital element in its structure, the
EUROCONTROL Experimental Centre
(EEC) has more than four decades of
experience in research and development,
aiding the development of Air Traffic
Control (ATC) systems, and was set up as
the first facility in the world to perform
digital, real-time ATC simulations.
From the very outset its value lay in
defined responsibilities for operational
research into existing ATC systems and for
evaluating methods of operability and
integration across global conventions. To
accomplish this it performed analysis, and
demonstrations, of proposed ATC systems.
In addition, it had responsibility for
testing and evaluating various items of
equipment developed for ATC systems at
technical, engineering and operational
levels. Within the framework requirements
of the United Nations’ International Civil
Aviation Organisation (ICAO) mandate
for every nation to be responsible for its
own air navigation services, Europe is
unique in having a diverse range of
geographically compact countries, each
with its own highly limited air space. The
complexity of airspace management works
only through close coordination and
cooperation between separate States, but
the limitations on operability and safety
imposed by separate structures impedes
efficiency and safety.
Because EUROCONTROL leads and
coordinates the implementation of a
collaborative and high performance pan-
European Air Traffic Management (ATM)
system, the EEC is an essential tool in preformatting
system configurations and
simulating performance and operability of
different functional ATM designs. The
global aerospace community has, over
several decades, developed complex and
efficient simulations and digitally
controlled analysis techniques in
projecting the plausibility of design in all
aspects of aero-engineering for airframes
and propulsion units. The EEC enhances
safety through transferring that rationale
across to ATM in general and
EUROCONTROL proposals in particular.
One example of this is in the Dynamic
Management of the European Airspace
Network (DMEAN) as a short-term
solution to shortages in air traffic capacity
over European skies.
A challenge within the system lies in the
rapidly changing nature of air traffic
density. Some airports are experiencing
year-on-year expansion in excess of 20 per
cent and the enlargement of the EU can
only increase these fluid traffic rates. To
reduce airport delays, currently accounting
for 40 per cent of all flight delays, it is
essential to empower stakeholders to input
directly timely and dynamic data regarding
actual operations. Only by working to realtime
data, about real-time traffic flows, can
delays be reduced and only through traffic
volume and rates projection can capacity
be handled in an efficient and safe manner.
　
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