曝光臺(tái) 注意防騙 網(wǎng)曝天貓店富美金盛家居專營(yíng)店坑蒙拐騙欺詐消費(fèi)者

!Close co-operation between airborne and ground domain
!Still issues on intent data (FMC mode: Selected or managed).
!A need to have a team with C, N and S expertise
!Relation with communication service provider
!Operational aspects
!FANS is beneficial to pilot and controllers.
!FANS has become progressively essential in the region.
!Same process as introduction of radar in the 60’s
!Training is essential
!Use of free text,
!Reduce error of call sign input
!Organisational aspects
!New CNS/ATM concept achievable only at a regional level
!Close co-operation between airborne and ground domain
!Still issues on intent data (FMC mode: Selected or managed).
!A need to have a team with C, N and S expertise
!Relation with communication service provider
!Operational aspects
!FANS is beneficial to pilot and controllers.
!FANS has become progressively essential in the region.
!Same process as introduction of radar in the 60’s
!Training is essential
!Use of free text,
!Reduce error of call sign input
Page 14/16
18-20 June 2001
Lessons learnt
!Technical aspect
!Single standard required to avoid in service problem :
!Lat/long description,
!navigation data-base,
!ADS data (e.g. Figure of Merit)
!FMS 3D intent data
!Flight identification
!Air ground and ground-ground interoperability
!A need for monitoring in service performances
!ADS is combining navigation and communication performances
!Low performance or service interruption may have many causes
– ACARS communication service
– ground and airborne systems
– interoperability
!Technical aspect
!Single standard required to avoid in service problem :
!Lat/long description,
!navigation data-base,
!ADS data (e.g. Figure of Merit)
!FMS 3D intent data
!Flight identification
!Air ground and ground-ground interoperability
!A need for monitoring in service performances
!ADS is combining navigation and communication performances
!Low performance or service interruption may have many causes
– ACARS communication service
– ground and airborne systems
– interoperability
Page 15/16
18-20 June 2001
Conclusion
!FANS implementation was not an R&D driven project
!in 1993, significant R&D activities on ADS/CPDLC had already
been done
!CPDLC is an old idea (end of the 60s)
!A lot of R&D activities between 1985 and 1993 on concepts for
use of digital communication within ground ATC display and
Cockpit
!ICAO expert focusing their effort on a global and longer term
solution : The Aeronautical Telecommunication Network ATN
!Industry and some airline felt that a global solution would take
too much time
!A more practical approach was needed
!Do something even if it is an intermediate step
!It was time for implementation, R&D could continue in parallel for
other environment
!FANS implementation was not an R&D driven project
!in 1993, significant R&D activities on ADS/CPDLC had already
been done
!CPDLC is an old idea (end of the 60s)
!A lot of R&D activities between 1985 and 1993 on concepts for
use of digital communication within ground ATC display and
Cockpit
!ICAO expert focusing their effort on a global and longer term
solution : The Aeronautical Telecommunication Network ATN
!Industry and some airline felt that a global solution would take
too much time
!A more practical approach was needed
!Do something even if it is an intermediate step
!It was time for implementation, R&D could continue in parallel for
other environment
Page 16/16
18-20 June 2001
Conclusion
!FANS implementation has achieved significant benefit but
not all promises in a short implementation time
!Was it worth it ?
!FANS/1/A-Arinc622 is not a “perfect” solution
!Accommodation of FANS/1/A equipped aircraft in a high density
airspace is still an issue
– Flight plan association, No Lack, loss of messages, performances,
!A lot of lessons learnt from the experience of a real implementation
!ADS/CPDLC ground systems are spreading over the world
!Safety improvement in oceanic or low density airspace
!Paving the way to high density airspace implementation
!ADS is used for position reporting over North Atlantic
!PETAL/2 is using FANS/1/A aircraft providing experience for FAA
CPDLC Build/1/1A and Eurocontrol Link2000+ programs (ATN/VDL2)
!FANS implementation has achieved significant benefit but
not all promises in a short implementation time
　
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