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5- ‘EUROCONTROL Airspace Strategy for ECAC’ to harmonise the airspace
classification above a commonly agreed level throughout Member States'
airspace.
6- ICAO Annex 11 defines Class C Airspace as airspace within which IFR
and VFR flights are permitted. All flights are provided with air traffic
control service and IFR flights are separated from other IFR flights and
from VFR flights. VFR flights are separated from IFR flights and receive
traffic information in respect of other VFR flights.
In addition to these implementations, an
Advanced Airspace Scheme (AAS) concept was
launched for the future development of both the
route network and sectorisation, and the associated
‘modus operandi’. A start was also made on the
development of new criteria guidelines for the
design of ATS routes,sectors and terminal airspace,
for inclusion in the EUROCONTROL Manual for
Airspace Planning.
DRIVING FORWARD DATALINK
COMMUNICATIONS
The introduction of Controller Pilot Datalink
Communications (CPLDC) will enable controllers
and pilots to exchange messages without the
need for verbal communication. This relieves the
workload of the controller and frees congested
voice communication channels. It has been
proved that datalink-equipped controllers are
more productive and can safely cope with higher
traffic volumes.
Work on this activity moved several steps closer
during the year, with the LINK 2000+ Programme,
which is coordinating the implementation of a lim-
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EUROPEAN AIR TRAFFIC MANAGEMENT
ited set of datalink services at airports and area
control centres in the core area of Europe by 2007.
To encourage aircraft equipage,a substantial package
of financial incentives has been supported by
the representative bodies, which offers pioneering
airlines reduced route charges over time. Over 30
aircraft belonging to two airlines, one based in
Europe, and another based in the US, had already
been equipped by the end of 2003.On the ground,
six Area Control Centres around Europe have followed
the lead, taken at the EUROCONTROL’s
Maastricht Upper Area Control Centre (UAC) some
years ago, to equip for CPLDC operations.
The Air-Ground Cooperative ATS (AGC)
Programme also produced and processed new
operational requirements for Digital Automatic
Terminal Information Service (D-ATIS) and
Departure Clearance (DCL), resulting in their adoption
in EUROCAE documentation. The AGC
Programme also built on the Link 2000+
Programme by showing, through the DOVE-1 fasttime
and real-time simulation,that substantial benefits
can be achieved through use of an extended
set of CPDLC and associated datalink services.
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ASSESSING AIRPORT CAPACITY
Our airport-related activities incorporate the
concept of gate-to-gate. The Commonly Agreed
Methodology for Airport Airside Capacity
Assessment (CAMACA) was initiated in 2001. It
aims to meet the airport-related objectives of the
EUROCONTROL European ATM 2000+ Strategy,
support the EC Regulation (95/93) on airport slot
coordination, and to provide the airport community
with a worthwhile decision-making tool for
strategic airport planning. CAMACA is composed
of three different modules corresponding to the
three airside components for runway, taxiway
and stand/apron capacity assessment.
During 2003, a simplified version of the CAMACA
was also delivered, with the aim of promoting the
use of CAMACA and increasing the number of
potential users. The real capacity benefit of this
activity relating to the implementation of this
ECIP objective is already measurable.
The Pan-European Airport Capacity and Delay
Analysis function (PACS) successfully delivered
capacity assessment for Istanbul-Ataturk,
Bodrum, London City, Lisbon and Brussels airports.
These studies focused on runway system
capacity/delay and ground efficiency/stand
throughput analysis, and at the same time quantified
the real impact of those airports on the
European ATM network.
RUNWAY CAPACITY ENHANCEMENT
There is considerable latent runway capacity
available in Europe and the EUROCONTROL
Airport Capacity Enhancement project is
designed to help unlock this available capacity.A
number of manuals have been produced which
outline concise steps on how to implement and
organise a capacity enhancement initiative at an
airport, which will involve air traffic control, airlines
and the airport operators. In addition, a
manual has been produced on pilot runway
occupancy time measurement and improvement
　
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本文鏈接地址：EUROCONTROL Annual Report 2003(13)