SINGLE EUROPEAN SKY Results from the transport research programme

航空

游客，如果您要查看本帖隐藏内容请回复

航空

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).

brightjm

Thank  you.