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Air-ground Data Link services are part of the strategy
for matching the required levels of capacity
with traffic growth and performance targets. They
are key enablers to improve service quality, safety,
and cost effectiveness. To facilitate a timely implementation
of these Air-Ground Data Link services
for the benefit of all ATM stakeholders, EUROCONTROL
set up an Incentives Project team to
develop appropriate incentives.
27
2004 Highlights (cont乫d)
. . . . . . . . . .
ACAS II Phase 2 implementation completed
All of the necessary work for the implementation of
Airborne Collision Avoidance System (ACAS) II
Phase 2 on 1 January 2005 has been completed.
Phase 2 requires all civil fixed-wing turbineengined
aircraft with a maximum take-off weight exceeding
5,700kg, or seating more than 19 passengers, to
be equipped with ACAS II.
While expressing satisfaction at progress in
implementing ACAS II Phase 2, stakeholders
agreed that this phase had presented more difficulties
than Phase 1, owing to the characteristics
of the affected aircraft operators. Preparatory
work involved the need for additional flight crew
training. Together with the States乫 regulatory
authorities, EUROCONTROL provided details of
the exemption procedures, and of any transitional
issues.
Feasibility of TCAS-RA downlink studied
EUROCONTROL was requested by the High Level
European Action Group for ATM Safety to investigate
the feasibility of downlinking ACAS Resolution
Advisories (RAs), so that they could be displayed
on the controller乫s working position.
Currently, pilots are required to notify ATC about
RAs by radio. These verbal reports are often
unreliable, sometimes difficult to comprehend,
unstructured and missing vital elements (callsign,
type of RA, etc). The aim of an RA downlink
would be to inform controllers of an RA event
faster, more reliably and in a structured way, and
hence increase controller situational awareness
in a critical situation.
So far, the indications are that an RA downlink
should be technically feasible and operationally
acceptable. The majority of experimental participants
saw operational benefits in the provision of
RA information to the controller. They also believed
that RA downlinking would decrease the likelihood
of contradictory ATC clearances. Feasibility studies
will continue in 2005 with more safety, operational,
cost/benefit and technical studies.
28
COOPERATIVE
NETWORK DESIGN
EATM: MEETING
THE ATM CHALLENGE
8.33 kHz coordination needed
Stakeholders are now convinced that a coordinated
European approach is essential if the introduction
of 8.33 kHz frequency separation between
FL195 and FL245 in the core States is to succeed.
A revised 8.33 kHz work programme comprising
follow-up activities related to implementation
above FL245, and detailed planning for the implementation
of 8.33 kHz above FL195, was also completed.
As the year drew to a close, a new version of the
handbook on European Aeronautical Spectrum
Strategy was produced and distributed. A
preparatory plan was developed for the World
Radio Conference (WRC) 2007, and the associated
European Aeronautical Common Position was
also ready by the end of the year. The EATM SBU
continuously participated in the ICAO and the
European Conference of Postal and
Telecommunications Administrations groups to
ensure that European positions were taken into
consideration.
Mode S transition extended
In the second half of the year, an increasing number
of aircraft operators reported difficulties
beyond their control in equipping their aircraft to
meet the 31 March 2005 Mode S Elementary
Surveillance (ELS) compliance date. In many
cases operators had asked for a delay in equipping
a proportion of their fleet to Enhanced
Surveillance standard to beyond 31 March 2007,
because to equip all of their aircraft by that date
would incur disproportionate installation costs.
In parallel with the airborne equipment installation
issues, some ANSPs indicated that they would be
unable to upgrade to full ELS operational functionality
before mid-to-late 2006. ANSPs found that the
operation of ground stations interrogating in Mode
S was restricted because of radar detection anomalies
caused by Mode S and Mode A/C transponders
operating out of specification.
Given the scale of the corrective action necessary
to resolve the issues identified, EUROCONTROL,
with the endorsement of the regulatory authorities
　
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本文鏈接地址：EUROCONTROL Annual Report 2004(13)