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标题: SINGLE EUROPEAN SKY Results from the transport research programme [打印本页]

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作者: 航空    时间: 2010-10-12 21:11:33     标题: SINGLE EUROPEAN SKY Results from the transport research programme

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作者: 航空    时间: 2010-10-12 21:11:56

Results from
the transport research programme
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 [Europe's] 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).
Improving ‘non-technical skills’ 6
© Eureka Slide, Balaes
SINGLE EUROPEAN SKY
6 7
AREAS OF RESEARCH
he main aims of air transport
research have been to provide
more efficient airspace control
and management, to reduce
environmental impacts, and to preserve
and improve safety standards in line with
international regulations.This has included
efforts to establish a trans-European ATM
network, and has been achieved through:
• specification of ATM concepts and
development of common architectures;
• in-field trials of novel components at
various European airports, research facilities
and simulators; and
• contributions to the international
harmonisation of certification and
operational procedures.
The research has supported policy in five
main areas:
The ATM system for Europe
Developing a single harmonised
architecture for airspace control and
management.
Validation of advanced ATM
technologies and concepts
Developing a common validation
environment for the assessment of
candidate ATM technologies, components
and sub-systems prior to live trials.
Improved safety in aircraft
operations
Identifying gaps in current airworthiness
requirements, promoting the safety
of aircraft users and the targeted training
of aircrew.
Enhanced efficiency at airports
Introducing advanced airside guidance
and control systems for surface movements,
and new approaches towards integrated
airside and landside operations at airports.
Changing working environments
Investigating the impacts of novel
technologies on air traffic control personnel
and cockpit crews, and identifying
appropriate transition training schemes.
T
THE ATM SYSTEM
FOR EUROPE
Next generation Communications,
Navigation and Surveillance
(CNS) technology7
A new concept has been proposed,
building on the use of geo-stationary
satellites, to establish next generation
Aeronautical Mobile en-Route Satellite
Services. Such services would be valuable
in high-density airspace areas,
and the construction of a technical
demonstrator is underway.The foreseen
Europe-wide commercial market for
such a system was estimated at some
20 to 60 million Euro by the year 2008.
The study recommended further activities
to encourage next generation satellite
and aircraft-based CNS applications in
order to improve safety and capacity
in ATM.
Studies showed that the implementation
of Airborne Separation Assurance
System applications is feasible in the
short term using the data available on
board the majority of aircraft, once the
remaining technical and institutional
barriers have been overcome.
These systems would allow for optimised
use of air corridors without cockpit
crews being widely dependent on
ground-based Air Traffic Control (ATC)
for in-flight guidance.
he European Air Traffic
Management (ATM) system can be
considered as a "system of
inter-dependent systems". Its purpose
is to provide a safe, timely and orderly flow
of air traffic, accommodating traffic
demand, that is cost- effective, operates on
the basis of uniform principles, satisfies
national security requirements and is
environmentally acceptable. In view of the
rapid growth in demand for air travel, the
European ATM system requires radical
innovation and development.
Technological contributions
to future ATM systems
New technological developments
addressing the safety requirements of
the European ATM system are emerging
and need to be assessed.Therefore research
has investigated advanced satellite systems,
related broadcasting technology and
on-board components to automate
airborne separation.
T
© Eureka Slide,Domelounksen
SINGLE EUROPEAN SKY
8 9
Noise abatement in the vicinity
of airports 8
Models for predicting noise exposure
around airports have been evaluated,
and recommendations made on
the capabilities and key variables for
modelling.
Following this, noise abatement
procedures were assessed using case
studies based on the airports
Amsterdam-Schiphol,Madrid-Barajas
and Napoli-Capodichino. For the short
term, promising operational procedures
were found to be:

an increased initial altitude before
the aircraft enters its final glide slope;

a reduced landing flap setting;

delayed establishment of landing
configuration (gear down, full flap
extension);

an optimised take-off procedure with
rapid initial climb; and

a continuous descent approach
procedure (for use outside peak
hours).
Cost-benefit analysis highlighted
the value of an approach procedure
combining delayed stabilisation,
reduced landing flap setting and
an intercept altitude of 3000 ft for
the start of the glide slope.
This can reduce noise with no loss
in airport capacity.
Tackling the impacts
of rapid air traffic growth
Over the last 40 years, the steady increase
in the number of flights and in urban
developments around airports has greatly
increased the exposure of the public to
aircraft noise. Some improvements might
be realised in the short term through changes
in the way aircraft are operated (without
any change in aircraft and air traffic control
systems) ground systems and airborne
equipment would help in the longer term
over the next five to ten years (if developed
to meet noise criteria).Therefore
an inventory of current regulations and
practices affecting aircraft noise has been
compiled, together with a study of the
operational, safety, capacity and economic
constraints that might influence
the definition of new procedures.
VALIDATION OF ADVANCED ATM
TECHNOLOGIES AND CONCEPTS
The evaluation of several individual
applications has provided the basis for
verifying the overall capability of a single
system solution for seamless gate-togate
operations across CNS domains.
Among the components assessed have
been:

Global Navigation Satellite System
(GNSS) precision navigation capability
en-route and during approach;

on-ground situation awareness and
taxi guidance;

in-flight situational awareness;

enhanced air traffic control
surveillance;

automatic terminal information service
broadcast;

extended helicopter surveillance; and

runway incursion monitoring.
Proposals for improvements in individual
applications have been provided.
The main recommendations at the
system level include:

accelerating the introduction of
ADS-Broadcast (ADS-B) in Europe,
which calls for close co-operation
with airframe, ATC and airport system
manufacturers;

initiating cost/benefit analyses and
developing operational procedures
with respect to ADS-B;

analysing certification issues and
promoting the development of
international standards for ADS-B;

initiating research on human factors
regarding cockpit layout of traffic
information; and

analysing safety, certification and
operational approval aspects of using
a common data link and a mix of
CNS applications.
New CNS applications 9
The contribution
of future communication systems
he International Civil Aviation
Organization has adopted
an integrated ATM/CNS concept
that envisages the use of data link
communications, satellite navigation
systems and Automatic Dependent
Surveillance (ADS) in upcoming ATM
systems.Today a range of dissimilar
Communication, Navigation and
Surveillance (CNS) systems support pilots
and controllers in different phases of flight.
The emergence of data link services creates
an opportunity to establish integrated,
seamless gate-to-gate services from
departure to arrival of an aircraft.
T
© Courtesy of NEAP project
SINGLE EUROPEAN SKY
10 11
Towards the stepwise introduction
of new ATM technology
The implementation of the necessary
changes to the current ATM system in
Europe will be gradual. Nevertheless, at
each step, the new ATM system has
to demonstrate advances in safety levels
over the current system.
This requires careful validation of
the new concepts and systems prior
to implementation.
Building blocks
of ATM validation10
The ATM validation process covers
regulatory issues (standards, legal
frameworks), management and
monitoring, and performance aspects
related to preparation, design
and reporting.
From a survey of several validation
activities, research has shown that many
validation needs are not yet being met
and that validation of a European ATM
system as a whole is not manageable.
A breakdown of the system into
components will be needed for
the purpose of validation.
Therefore one research study proposed
a system breakdown strategy for overall
validation, consisting of 22 validation
configurations corresponding to several
different operational contexts.This
breakdown has been assessed for two
European target ATM systems – the
current view of the system in 2005 and
in 2015. In addition, short-term actions
were identified relating to practical
issues, such as the identification and
implementation of validation platforms
for the proposed configurations.
A catalogue was compiled describing
available facilities for validation. Also,
inventories were made of validation
tools existing or under development,
and of gaps in system-level validation
facilities.
Member States of the European Civil
Aviation Conference undertake
validation of their ATM systems in
a fairly rigorous, but generally
inconsistent manner. Consequently,
there is a need to harmonise the
approaches and methodologies for
validation in Europe. Research has
recommended a validation process
covering three main areas:

a layered validation process
identifying the most significant
products of validation and providing
a step-by-step approach to tackle
validation in a harmonised manner;

a toolbox of methods, techniques,
tools and facilities for overall validation;
and

recommendations to harmonise the
validation process at the European
level in organisational terms.
© Courtesy of NEAP project
Safer aircraft
mong in-flight hazards related to
weather conditions, aircraft icing
has always been one of the biggest
issues in commercial aviation.
Following major efforts in the 1940’s and
50’s to investigate environmental
conditions prone to formation of ice on
aerodynamic surfaces, the resulting
regulations have not been re-assessed in
detail ever since. Due to a general increase
in air traffic, and in particular the growing
number of regional aircraft which are more
sensitive to icing – due to lower operating
altitudes and lower cruise speeds – there is
renewed interest in solving this problem.
IMPROVED SAFETY
IN AIRCRAFT OPERATIONS
A
To understand the scope of the problem,
a review was made of world-wide icingrelated
accidents and incidents from
1980 to 1995.These were fed into
a database now accessible via
the Internet.To complement this,
a database was developed on existing
icing atmosphere data.
A flight test campaign with twin-engine
turboprop aircraft investigated
the Supercooled Large Droplet (SLD)
conditions that trigger ice formation
on airframe and wing.The existing
regulations for design and certification
of fixed-wing aircraft and helicopters
were reviewed with respect to
operation in icing conditions.
In addition, feedback was sought from
manufacturers of turboprop aircraft and
rotorcraft on their experience with
current icing standards, backed by
interviews with operators about specific
ice problems and crew training aspects.
Several updates and extensions were
proposed to the existing regulation to
cover SLD conditions, and instruments
were specified to measure these
conditions and the characterisation of
atmospheric phenomena.
Tackling in-flight icing hazards11
© Eureka Slide, Crunelle
SINGLE EUROPEAN SKY
12 13
Test experience with currently used
child restraint devices (CRD) in aircraft
have been summarised in a research
project and related to travel and
accident statistics. Relevant aviation
regulations have been discussed, and
opinions on current practice have been
sought from aviation authorities,
operating airlines, cabin crews and
consumer groups.
The outcome has been aggregated in a
Technical Reference Document covering
bio-mechanical parameters that have to
be considered when applying and using
child restraint systems. Issues have been
the definition of child groups, relevant
test criteria applied to standard aircraft
seats, specification of test dummies,
categorisation of CRD tests, definition of
test equipment, definition of standard
adult seats, performance criteria to be
adopted, and general concepts for the
protection of children.
This initiative led to a European
specification for CRDs as a baseline
for integrating the theme into
certification and operational regulations
by the Joint Aviation Authorities.
The main parameters underlying these
specifications are:

the safe restraint of children to
the standard of other passengers;

the minimisation of additional costs
to aviation industry;

compatibility with European
automobile restraint standards;

harmonisation with the upcoming US
standard;

flexibility in CRD design;

the inclusion of different flight phases
(take-off and landing, cruise flight);
and

the need to use CRDs only for
passengers of less than 18 kg weight.
Improved safety for children in aircraft cabins 12
Child safety
Under current aviation regulations, the travel
of infants and smaller children is not well
covered in terms of safety, reflecting a lack of
suitable restraint systems. Improvements in
child safety are anticipated to be viable,once
the required specifications for technical
equipment and operational procedures have
been defined and implemented.
© Eureka Slide,M. Bingen
ir traffic has grown at an average
rate of 5% over the last 15 years,
increasing the pressure on all
aspects of Air Traffic Control (ATC).
Capacity limitations at airports are a major
bottleneck, with several main hubs and
medium or small sized airports facing
constraints on expansion and environmental
concerns.While there is little chance
to significantly enlarge existing airport
infrastructures, the increasing number of
aircraft movements (i.e. take-offs, landings
and related taxiing) needs to be handled
by using runways, taxiways and aprons
more efficiently.
Increasing tarmac capacity
The planned Advanced Surface Movement
Guidance and Control System (A-SMGCS) is
intended to support the safe and efficient
movement of aircraft and vehicles on
an airport under all circumstances with
respect to traffic density, visibility conditions
and complexity of the airport layout.
Simulations have shown that the expected
improvement in traffic handling can be
achieved, and specific functions have been
demonstrated in real airport environments.
ENHANCED EFFICIENCY
AT AIRPORTS
A
The Advanced Surface
Movement Guidance and Control
System (A-SMGCS)13
Two important research projects have
dealt with the concept of integrated
management of airport ground
movements, demonstrating and testing
prototype solutions.
A demonstrator system for A-SMGCS
has been implemented at four
European airports, featuring the first
large-scale demonstrator at
Cologne/Bonn airport.The system
architecture was designed to be
modular and open.This can be used as
a guideline by follow-on projects and
for the realisation of a large-scale
A-SMGCS implementation.
Moreover, the advantages gained
by data exchange during the trials
motivated airports to enhance the
integration of existing systems.
Four areas were suggested for further
investigation or improvement:
surveillance, control, guidance
and planning.
A more complex approach has been to
integrate an A-SMGCS prototype with a
cockpit simulator and a tower simulator,
both backed by several datalinks
providing all relevant information
for live simulation, in order to address
the human/machine interface aspects
of such a system.
The simulations with the A-SMGCS
platform were performed at Amsterdam-
Schiphol and London-Heathrow airports,
with remote connection to an aircraft
simulator at Bedford (UK) and a tower
simulator at Braunschweig (Germany).
The evaluation of these trials generated
a variety of ideas for better simulation
tools from potential end users, such as
air traffic controllers and pilots.
The benefits and technical feasibility of
an A-SMGCS multi-site, real-time,
man-in-the-loop simulation platform
has been underlined, in particular
highlighting how to make best use of
expensive simulation components that
are typically scattered across several
European research facilities.
SINGLE EUROPEAN SKY
14 15
CHANGING
WORKING ENVIRONMENTS
he extraordinary growth of air
transport has potential consequences
for safety, requiring improvements
in both the technical and operational
aspects of Air Traffic Management (ATM).
This means that the role of the human in
conjunction with advanced automation has
to be investigated. In addition, passenger
survivability and human factors in flight
operations have to be considered.
Preparing the human operator to
cope with future ATM concepts
At present, all Air Traffic Management (ATM)
responsibilities rest with the last human
element in the responsibility chain, i.e.
the controllers.This is a strong and well
understandable reason for the reluctance of
controllers to accept a new ATM system, in
particular when they can no longer depend
only on their own judgement or on the
proof of what happened (e.g. via legal
recording).This reduces their ability to
control various traffic situations, whilst at
the same time demands on them increase
with traffic growth.This development
presents a major challenge for the controllers.
In-depth studies have looked at
the differing perceptions of the amount
of detail required for ATM certification
across Europe, compared certification
practices with those in other risk-critical
domains, such as shipping, and analysed
specific ATM certification problems.
The human operator's performance in
terms of ATM safety was assessed by
means of stochastic models.
A case study was performed on
the safety impacts of advanced
automation equipment in order to
relate performance settings on
automated sub-systems to overall safety
design targets.
The outcome has been a consolidated
ATM certification framework that allows
for effective safety management.
The three main components are:

an improved ATM safety certification
framework for use by the various
commercial actors;

guidelines for change control in safetyrelevant
ATM systems for controllers
and pilots; and

guidelines for the safety validation of
automated ATM systems by
manufacturers of those components.
The human role in advanced ATM systems14
T
© Airbus
The transition from conventional
aircraft cockpits to state-of-the-art
"glass cockpits", featuring few large
displays and various digital controls,will
have to take into account human factor
standards, which have not been
adequately addressed in training
schemes so far.
A comprehensive analysis of flight deck
design philosophies employed by
various aircraft manufacturers, focusing
on automated flying functions such as
steering,navigation, system management,
communication and lookout has been
complemented by an accident and
incident review, identifying factors
related to automated cockpits and poor
transition training of crews.
Investigations revealed that seven
different skill groups could be identified
relating to three principal types
of individual behaviour, i.e. knowledgebased,
rule-based and skill-based
behaviour. An assessment of current
training and transition activities at
British Airways, Lufthansa and Airbus led
to recommendations for a booklet on
"Crew Resource Management for glass
cockpits", containing a set of real-life
incident scenarios. PC-based simulation
software was evaluated for training
purposes by performing tests with
pilots from British Airways. As a result,
specific recommendations have been
formulated concerning training content,
training methods and the associated
training media.
Transition training for cockpit crews 15
Preparing flight crew for a new role
The increase in automated tasks in
the airline cockpit has changed the role of
the crew from an active one to an apparently
more passive one, supervising and managing
automated systems.Many believe that this
fundamental change in role has not
received enough attention and that it may
have led to crews not being adequately
trained to perform their new supervisory
and management tasks, resulting in a number
of accidents and incidents attributable
to human factors.
The increase in
automated tasks
in the airline cockpit
has changed the role
of the crew from an
active one to
an apparently more
passive one,
supervising
and managing
automated systems.
© Airbus
16 17
he transport research programme
has shown that the problems facing
air transport – more than for any
other single transport mode – can
only be met by harmonised and integrated
approaches on a European level. Research
has identified a set of candidate concepts,
systems and measures – in particular in
the ATM/CNS domain – and provided the
information base and validation experience
to support future implementation.
While research to date has centred around
the definition, architecture and design of Air
Traffic Management (ATM) technologies,
components and (sub-)systems, the focus of
research in ongoing projects has shifted to
large-scale validation of candidate ATM
concepts.This will be followed by live trials
of validated ATM concepts, ultimately leading
to the large-scale implementation of
reliable and modern systems across Europe.
This move towards implementation is
taking place in five main areas:
• large scale validation of ATM (and CNS)
concepts;
• integration of airborne ATM systems and
ground-based ATM systems;
• optimisation of airport operations;
• the sharing of experiences on airport
activities;
• human factors related training of air crews.
The continuous growth in air transport
demand can only be supported and
sustained by full co-ordination between
en-route ATM systems and airport planning
operations. On-going research will assess
the potential benefits of integrating
Airport Traffic Management Systems
that link existing ground, arrival and
departure operations.
CURRENT DEVELOPMENTS
IN TRANSPORT RESEARCH
This section identifies current
research projects in the air transport
sector. Further details are available
from the Links section of the
web-based Knowledge Centre.
T
SINGLE EUROPEAN SKY
Thematic network
on airport activities16
An integrated approach to airport activities
is needed to tackle the increasing ground
congestion at European airports, which is
most obvious with the lack of "slots", i.e. the
time window assigned to an aircraft for
take-off or landing.
In order to provide solutions for the current
situation, a substantial number of research
activities have been launched, both at
national and at European level.Therefore
a framework for co-ordination has been
created to increase transparency and
effectiveness in the development of
specific projects.
A focal point for collaboration will be
established where the main players can
meet and exchange views.
Important objectives are to avoid
redundancy of work, to address the lack of
consistency between European countries
and to tackle the principal airport policy
and regulation issues.
© Eureka Slide
A current research project aims to
demonstrate the feasibility of integrating
existing tools for arrival and departure
planning management, together with
those derived from the planning and
routing function of ground movements.
A full-scale integration of existing tools
will be performed under real-life
operating conditions at the airports
Madrid-Barajas and Paris/Charles
de Gaulle.
The results of the operational assessment
will provide a quantifiable measurement
of the safety, capacity and efficiency
benefits of such an integrated system.
The most important outputs are expected
to be a set of system design documents,
test plans and evaluation reports.
A complementary study is developing
an integrated, networked simulation
platform for modelling, evaluating and
optimising airside and landside airport
operations.This platform will have an
open system architecture, which will
enable future extensions.
In a second step the simulation platform
will be subject to validation and
evaluation at six major European
airports, namely Frankfurt, Amsterdam,
Madrid, Barcelona (or Palma de Mallorca),
Toulouse and Athens.However,
the platform's architecture is adaptable
for use in trials at other airports.
Integrated airport operations17
Evaluating the operational
benefit of A-SMGCS18
Full-scale systems for advanced surface
movement, guidance and control
(A-SMGCS) now need to be implemented.
This will lead to the creation of industry
rules for integration, including
performance specifications,
the generation of operational procedures
adapted to the potential of the new
technology, and user benefit validations.
A current project is developing the
A-SMGCS architecture for three airports,
and establishing prototype installations
at these airports with data exchange
among the users. Proven A-SMGCS
modules from industry and research
organisations will be used, building on
an operational concept in order to
increase efficiency and safety.
© Eureka Slide, Znam - Von Bux
18 19
References
Further information on the following projects can be obtained from the web-based Knowledge Centre.
Other key documents referenced in the brochure are available on the DG Energy and Transport web
site (http://europa.eu.int/comm/dgs/energy_transport/index_en.html).
1.White Paper "European transport policy for 2010: time to decide", COM(2001)370
2.The transport research programme is part of the fourth framework programme for Community activities in the field
of research, technological development and demonstration for the period 1994 to 1998
3.TORCH project
4. AVENUE project
5.TAPE project
6. JAR TEL project
7.EMERTA project
8. SOURDINE project
9. NEAP project
10. ASIVAL, CASCADE and GENOVA projects
11. EURICE project
12. IMPCHRESS project
13. DEFAMM and SAMS projects
14. ARIBA project
15. ECOTTRIS project
16.THENA project
17. LEONARDO and OPAL projects
18. BETA project
Other useful publications:
• European Aeronautics: A vision for 2020; Report of the group of personalities. Luxembourg: Office for Official
Publications of the European Communities, 2001
• Single European Sky; Report of the high-level group. Luxembourg: Office for Official Publications of the European
Communities, 2001
The programme’s Knowledge Centre is available at:
http://europa.eu.int/comm/transport/extra/home.html
It 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.
Brochures on results from the transport research programme
are available for:
1. Sustainable mobility
2. Clean urban transport
3. European transport networks
4. Single European sky
5. Maritime safety
6. Freight intermodality
7.Getting prices right
8. Road safety
9. Intelligent transport systems
7 KO-39-01-538-EN-C
OFFICE FOR OFFICIAL PUBLICATIONS
OF THE EUROPEAN COMMUNITIES
L-2985 LUXEMBOURG

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作者: yygao    时间: 2011-5-31 12:18:52

感谢分享。

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