SINGLE EUROPEAN SKY Results from the transport research programme

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SINGLE EUROPEAN SKY EUROPEAN COMMISSION Information on the wider transport activities of the European Union is also available on the Internet. It can be accessed through the Europa server (http://europa.eu.int/comm/dgs/energy_transport/index_en.html). Manuscript completed in July 2001. Luxembourg:Office for Official Publications of the European Communities, 2001 ISBN 92-894-1550-9 © European Communities, 2001 Cover pictures: Eureka Slide. Photographs shown on page 7 have been provided by Eureka Slide (1, 2 ,4). Reproduction is authorised provided the source is acknowledged. Printed in Belgium. This brochure was produced by the EXTRA consortium for DG Energy and Transport and represents the consortium’s views on research relating to air transport.These views have not been adopted or in any way approved by the Commission and should not be relied upon as a statement of the Commission's or DG Energy and Transport's views.The European Commission does not guarantee the accuracy of the data included in this brochure, nor does it accept responsibility for any use made thereof. Frequently used acronyms A-SMGCS Advanced Surface Movement Guidance and Control System ATC Air Traffic Control ATM Air Traffic Management CNS Communication, Navigation and Surveillance Eurocontrol European Organisation for the Safety of Air Navigation JAA Joint Aviation Authorities Additional information on the transport research programme is available on the Internet. The programme’s Knowledge Centre (http://europa.eu.int/comm/transport/extra/home.html) provides: • structured guides to the results and projects for particular topics; • summaries and final reports of individual projects; • access to project web sites and other contact details. References to some projects are included in this brochure, to help the reader access further information quickly through the Knowledge Centre. 2 3 ir transport makes an increasingly vital contribution to the economy and society1, and is at the heart of globalisation. But traffic growth in the aviation sector is rapidly taking away the benefits, through impacts such as delays, noise and pollution. Innovative policies and technologies can reduce these impacts and promote a more sustainable outcome. Therefore, through its transport research programme2, the European Community has targeted a range of actions to help develop effective solutions. This brochure highlights research results that will help to establish a Single European Sky. Its purpose is to raise awareness of the information and decision support that is now available, and to encourage readers to obtain further details through a web-based Knowledge Centre (http://europa.eu.int/comm/transport/ extra/home.html). THE NEED FOR RESEARCH In this brochure, discover how research can contribute to future policy for one harmonised airspace over Europe, and identify topics worth investigating further on the web. A SINGLE EUROPEAN SKY Coping with air traffic growth Air transport demand has been growing steadily at between 5 and 7 percent over recent years and this rate of growth is expected to continue for the foreseeable future, leading to at least a doubling in traffic every 12 years. For instance, in the year 2000, European air traffic grew by nearly 8%, compared to 6% globally.This is creating serious capacity problems for air traffic management and bottlenecks at airports. Whilst improvements have been made to the national air traffic management (ATM) systems that constitute the European system, these improvements have not kept pace with demand, with the result that delays remain at unacceptably high levels.The latest data for June 2001 show that 22% of all flights were delayed by more than 15 minutes. The ongoing problem of delays led the European Council in 1999 to request a comprehensive reform of European air traffic management. As a result, by 2005 the EU should have in place the framework for a seamless ATM system.This will improve the safety of air transport through better co-ordination at Community level, while at the same time increasing capacity for traffic growth through more efficient use of airspace. Key areas of immediate action towards the goal of a Single European Sky are: • Safety – establishing a European Aviation Safety Agency and a safety action programme; • Airspace management – enabling a single European airspace through the integrated management of air traffic; • Integration of military needs – securing civil/military co-operation on airspace usage and management; • Systems and operations – introducing common technical solutions, regulations and standards; • Framework for providers of air traffic control – regulating and providing national services compliant with EC requirements;and • Social aspects – improving recruitment, training and operational procedures. The key policy issue lies in achieving improvements in three major categories: harmonising the safe and efficient management of airspace across Europe, tackling rapidly growing bottlenecks at airports, and adapting human operators and users to new technologies in the whole sector. Research has been focused accordingly. The latest data for June 2001 show that 22% of all flights were delayed by more than 15 minutes, with the average delay per delayed flight exceeding 22 minutes. © Eureka Slide, Houze KEY RESULTS Research projects have a major impact on policy towards a Single European Sky. Selected highlights are described in this Section. Shaping the future Air Traffic Management (ATM) architecture ir Traffic Management (ATM) capacity is a scarce resource that needs careful deployment.This requires the open exchange of data to ensure that decision making is located where it is most effective. New operational concepts and systems are required that permit aircraft to operate in all weather conditions and fly safely at reduced separation. Such systems should also support the efficient allocation of airspace, while limiting as far as possible the need for new airport infrastructure. Research has identified effective options for improving the efficiency of air transport, aimed at making a real difference over the next 10 years. Common validation of ATM concepts and CNS technologies Research has laid the foundation for the implementation of next generation ATM systems through standardisation and validation activities.Major advances have included the definition of a software platform to support large-scale validation and demonstration, the standardisation of interfaces between ATM domains, and the definition of a common approach to validation of concepts, functions and components. A A viable ATM concept for Europe has been defined for the timeframe 2005 to 2010, building on Eurocontrol's ATM 2000+ strategy. It has two main elements: Layered planning and the introduction of a daily operational plan will help to optimise the management of available capacity. The introduction of additional computer-based tools will significantly reduce the workload for air traffic controllers per aircraft. An assessment covering technical, operational and socio-economic aspects has shown the feasibility of the concept, its benefits and related costs. The future ATM concept3 © Eureka Slide,Von Bux © Eurocontrol SINGLE EUROPEAN SKY 4 5 An open and flexible validation platform has been developed for ATM. It was successfully tested using a set of existing Air Traffic Control (ATC) components provided by key European players. Further validation activities in current and future research programmes are expected to use this platform. It will enable validation activities to be readily set up and the results from different validation exercises to be directly compared.This will reduce the time required to gain acceptance for a new ATM component on a European level.The research demonstrated that the platform’s architecture works and is suitable for the anticipated validations. The specified ATM validation platform is a cornerstone of efforts to move on from the definition and design phase to subsequent implementation, and has obtained a wide consensus on architecture definition and platform development in the ATM industry. It was officially presented to the ATM industry and involved organisations in March 2001. An ‘open’ systems architecture4 One research project has developed a prototype model that, for the first time, integrates land and air side analysis, incorporating microscopic models suitable for detailed analysis and macroscopic models suitable for strategic planning, while employing a common flight schedule to run different models. An evaluation study at the two Milan airports Linate and Malpensa revealed the strength and suitability of this approach, notably: the simplification of data preparation for analyses involving the entire airport, using a common flight schedule; the significant reduction of time and effort spent on airport analysis; and the provision of an effective tool for the identification of bottlenecks. Optimised airport modelling5 An integrative approach towards airport management Airport modelling has previously concentrated on specific subsystems of the airport complex, such as the land side (terminals), the air side (runways and taxiways) and the access/egress system (roads, parking, etc.). However, users must manually co-ordinate inputs and outputs for the various models in order to account for the interaction between the airport subsystems. Similar co-ordination is required for users to mix strategic models (usually involving a low level of modelling detail) with tactical models (requiring a high level of detail in data and system definition). New research has overcome these limitations © Eureka Slide,Wang-Mo © EKA Adapting flight crews to new challenges In the last decade the aviation community has put considerable emphasis on nontechnical skills as one of the potential sources of progress on safety.The emergence of Crew Resource Management courses is among the most visible examples of this growing interest. Four major national aviation authorities, led by the European Joint Aviation Authorities (JAA), research centres, industry and the Commission have joined forces to elaborate suitable methods to evaluate non-technical or social skills, and subsequently achieve preliminary validation. In 1998 the "Non Technical Skills" (NOTECHS) method emerged, driven by the desire to minimise cultural and corporate differences, and to maximise practicality and effectiveness for airline instructors. Bridging the gap from the definition of the NOTECHS method to implementation and benchmarking has been the main task of a recent study on pilot training. Starting with a review of the existing methodology and its applicability, the experimental evaluation found NOTECHS to be a robust and sensitive assessment tool, and confirmed its usability alongside the mandatory regulations regarding the training of flight crews.The four main elements of the novel method are co-operative skills (e.g. team spirit and conflict solving), leadership and managerial skills (e.g. assertiveness and co-ordination), situational awareness (cognitive skills), and decision-making abilities (e.g. diagnosis, option analysis and risk assessment).

brightjm 发表于 2011-1-23 21:26:54

Thank  you.

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SINGLE EUROPEAN SKY Results from the transport research programme