european air traffic management programme · established in several central european states for the...

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FOREWORD BY THE DIRECTOR 2

MESSAGE FROM THE STAFF COMMITTEE 4

ONE SKY FOR EUROPE 6EUROCONTROL and the Experimental Centre 7

PARTNERSHIP 10CEATS 11European Commission 12R&D Conferences ans Workshops 13

CONSULTATION 14ECCG 15

STAKEHOLDER RELATIONS 16Communications and Public Relations 17

OVERVIEW - WORK PROGRAMME ANDRESOURCES 18

Budget 19People 22

PERFORMANCE, FLOW MANAGEMENT,ECONOMICS AND EFFICIENCY (PFE) 26

SAFETY (SAF) 30

Table of ContentsENVIRONMENT (ENV) 34

ATM CONCEPTS AND STUDIES (ACS) 38

COMMUNICATION, NAVIGATION, SURVEILLANCE (CNS) 42

INNOVATIVE R&D (INO) 46

ATM SUPPORT TO IMPLEMENTATION (ATI) 50

EATMP Reference INDUSTRY-BASED ATMSimulation and trials platform (ERIS) 56

SATELLITE NAVIGATION (GNS) 60

ENABLERS AND SUPPORT ACTIVITIES 64Simulation Facility Management 65Software Engineering 67Development Platform and Information Technology Services 69

CONTINUOUS IMPROVEMENT 72

PUBLICATIONS 74

GLOSSARY 86

E X P E R I M E N TA L C E N T R E A C T I V I T Y R E P O RT 2 0 0 12

The Eurocontrol Experimental Centre (EEC) wasbuilt as a factory for simulations some 40 yearsago. For many years real time, and later fasttime, simulations have been the “bread and butter” of the EEC.Not all these years have been rosy as far as theperformance of the simulators is concerned andthe satisfaction of the EEC’s customers was notalways 100%. By and large, it can be said that

the EEC has made a significant contribution to arecognised Eurocontrol Agency achievement:the continuous optimisation of the EuropeanAirspace.

Later on, the EEC developed a “classical” ATMR&D activity. I call it “classical” since this activi-ty followed the general trends on both sides ofthe Atlantic: ranging from minor improvementsto very advanced or adventurous future sys-tems. Nowadays well-identified weaknesses areevident: a lack of thorough validation keepingmost R&D at the simulation stage in laborato-ries; a lack of cooperation with industry; a lackof linkage between viable R&D and the institu-tional decision process; and very weakEuropean R&D coordination. Driven by itsBusiness Plan, the EEC has launched initiativesto cope with these weaknesses but there is stilla long way to go before they succeed. At least,we have tried to improve our validation processby bringing our experiments into the field andwe have further developed our co-operationwith industry thanks mainly to the programmessponsored by the European Commission. In2001 we made an important step in this direc-tion.

Over all these years there “was” a permanentconflict between the National ATM R&D centresin Europe and the EEC on whether the EEC wasa competitor in providing simulations and R&D .This issue is behind us now for 2 reasons.Firstly, we are phasing out state-dedicated simu-lations and keeping only multistate simulationsaddressing European Airspace bottlenecks.

Foreword by the DirectorWe have the ambitious goal of doing away withthese bottlenecks in order to achieve the 1 minu-te average delay-reduction target set by theEurocontrol Provisional Council.Secondly, for R&D, we are trying to focus theEEC on topics not addressed by other R&Destablishments and to establish the R&D coordi-nation process in close cooperation withEATMP/HQ .

A recent trend for which 2001 has been a blos-soming year is the development of “prospective”studies. Even if they use Europe-wide models,they are different forms of “simulation” and theyare not aiming at “advanced system” develop-ment. These studies support all the political,institutional and economic evolutions that ATMand air transport are experiencing, and aregoing to experience, in Europe. Specificallythese studies are on safety, economics, capacityand the environment. And I think this was themilestone of the EEC for 2001.

All that we have achieved over the years wouldnot have been possible without the vital andextensive involvement of you, our stakeholdersin our activities. I sincerely thank you for yourdedication and commitment and look forward tofurther fruitful collaboration in the future.

E X P E R I M E N TA L C E N T R E A C T I V I T Y R E P O RT 2 0 0 1 3


Message from the Staff Committee

A new Local Staff Committee in Brétigny cameinto office in January 2001 with plenty of enthu-siasm and energy. The hope for change and thewill to achieve it was in all members' minds. Andchange has indeed happened.

Eurokids (the Child DevelopmentCare Centre) became operational

during the summer of 2001 and was ahuge success. Brétigny staff appreciatethis facility very much. We propose tocontinue and extend Eurokids in the future.

We addressed the promotions procedure.The first step was the identification of problemsin the actual promotions system and process.A letter, co-signed by the Director EEC and theLocal Staff Committee, was sent to the Director

Human Resources, requesting additional promo-tion slots for Brétigny. To compensate for inade-quacies in the system, four additional slots wereobtained. However, we realise that we still havea long way to go to rationalise the system.This will be our priority for 2002.

Staff complaints about the lack of motivation andcareer development increased substantially in2001. We also acted as co-ordinators for severalcomplaints regarding sickness fund reimburse-ments, recruitment and lack of communication.

The internal co-ordination of the Local StaffCommittee has improved, especially with ourIFPU2 colleagues (Initial Integrated Flight Plan

Processing Unit-2). We hope this will create a prece-dent for future better collaboration.

Year 2002 will be a difficult year for the staff,however the Staff Committee will try to do thebest in the circumstances, and continue ourefforts to obtain a real impact on decisions inorder to get even better results.

One Sky for Europe

EUROCONTROL, the European Organisation for the Safety of Air Navigation, which currently numbers 31 Member States,has as its primary objective the development of a seamless, pan-European air traffic management (ATM) system. Theachievement of this objective is a key element to the present and future challenges facing the aviation community, whichare to cope with the forecast growth in air traffic, while maintaining a high level of safety, reducing costs and respectingthe environment.

EUROCONTROL develops, coordinates and plans for implementation of short-, medium- and long-term pan-EuropeanATM strategies and their associated action plans in a collective effort involving national authorities, air navigation serviceproviders, civil and military airspace users, airports, industry, professional organisations and relevant European institutions.

EUROCONTROL services span the entire range of gate-to-gate air navigation service operations - from strategic and tacti-cal air traffic flow management control to controller training; from regional control of airspace to development of leading-edge, safety-proofed technologies and procedures, and the collection of air navigation charges. These services, groupingmore than 2,000 international officials, are provided through an international Upper Area Control Centre in Maastricht (NL),a Training Institute in Luxembourg, a Research and Development Centre in Brétigny-sur-Orge (F), a Central FlowManagement Unit (CFMU) and a Central Route Charges Office (CRCO) in Haren, near Brussels. Other units have beenestablished in several central European States for the development of future Central European Air Traffic Services. EURO-CONTROL Headquarters, which ensure the central management function for the European Air Traffic ManagementProgramme (EATMP), are located at Haren.

EUROCONTROL is, and will continue to be, at the forefront of initiatives to increase the capacity and safety levels of ATMin Europe.

The EUROCONTROL organisation has a head-quarters (located at Haren, Belgium) and fiveexternal services:The Central Flow Management Unit (CFMU), theInstitute of Air Navigation Services (IANS), theMaastricht Upper Area Control Centre (MUAC),the Central Route Charges Office (CRCO) and theEUROCONTROL Experimental Centre (EEC). Alsopart of the Agency but administrated independently are the Performance Review Unit,which supports the Performance ReviewCommission, and the Safety Regulation Unit,which supports the Safety RegulationCommission. Finally there is a small unit inPrague, the CEATS* Strategy Planning andDevelopment Unit (CSPDU) and a small unit inBudapest, the CEATS Research, Developmentand Simulation Centre (CRDS).*CEATS (Central European Air Traffic Services)

HQEUROCONTROL Headquarters are based inHaren, Belgium, in the vicinity of the BrusselsNational Airport. Here, operational and enginee-ring services are provided on various technicalprogrammes for Member States, as well asfinancial, legal, linguistic and administrative services for all EUROCONTROL establishments.

Special organisational arrangements have beenmade for the management of the European AirTraffic Management Programme (EATMP) onbehalf of the 38 Member States of the EuropeanCivil Aviation Conference (ECAC).

CFMUThe CFMU is co-located with EUROCONTROLheadquarters at the Haren site. It is tasked withproviding air traffic flow management services,such as slot allocation and re-routing directives,to the 38 ECAC Member States. The CFMU issupported by two Initial Flight Plan ProcessingSystem Units (IFPU-1/2), one co-located with theCFMU at Haren, the other located at the EECsite, Brétigny-sur-Orge, France.

IANSIANS, located in Luxembourg, provides operatio-nal, technical and managerial training to ATMstaff in the ECAC Member States, and in theAgency.

MUACMUAC provides air traffic services in the upperairspace of: Belgium, Luxembourg, theNetherlands and northern Germany. Co-locatedat this EUROCONTROL site is a control unit ofthe German ATS (DFS), allowing close civil/mili-tary coordination in this airspace. MUAC hashandled over 1 197 512 flights in 2001.

CRCOStates provide ATC facilities and services toensure the safe, efficient and expeditious flow ofair traffic through their airspace. The CentralRoute Charges Office bills and collects chargesfrom users of en-route air traffic services onbehalf of 29 States participating in the EUROCONTROL Route Charges System and for7 other states under bilateral agreements. TheCRCO has expanded its services to cover billingand collection of terminal charges.

EUROCONTROLand the

ExperimentalCentre


In 2001 EUROCONTROL comprised 30 MemberStates:

GermanyAustriaBelgiumBulgariaCyprusCroatiaDenmarkSpainFinlandFranceGreeceHungaryIrelandItalythe Former YugoslavRepublic of Macedonia

LuxembourgMaltaMoldovaMonacoNorwaythe NetherlandsPortugalthe Slovak Republicthe Czech RepublicRomaniathe United KingdomSloveniaSwedenSwitzerlandTurkey


The EECThe Mission and Strategy of the EEC have beendeveloped and refined in recent years.They are described in the diagram below.

The implementation of the strategy is achievedvia a matrix organisation of the Core Business asfollows.

Details of the projects, activities and results areprovided in the rest of this annual report.


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E The overall organisation of the ExperimentalCentre is described in the following diagrams.

Partnership


Central European Air Traffic Services(CEATS)The CEATS programme, an Agency/EATMPinitiative, aims to establish a regional ATC centre in central Europe on behalf of sevenEUROCONTROL Member States.The EUROCONTROL Agency has been entrus-ted with the establishment and operation of theair traffic services and support units.

From Spring 1999 until Summer 2001, EricWatkins, member of the EEC Core Managementteam, led the CEATS project to implement theCEATS Research, Development and SimulationCentre (CRDS) in Budapest. The project was delivered on time and within budget. The projectteam was drawn from the EEC and other Agencyservices in a matrix organisation and the projectreported to the Head of the CEATS programme,the Head of CSPDU (CEATS Strategy Planning and

Development Unit), Prague. The project coveredbuilding, equipment, finance, administration,IT/COM, services, staffing, and simulation sup-port. The CRDS will validate main technical andoperational choices during the implementationperiod of the CEATS UAC, and will eventually bethe focal point for ATM R&D in central Europe.

During the first half of 2001, the building wasaccepted and fitted out, technical equipmentwas installed and integrated, and the first stafftook up their duties. A final successful simulationplatform test took place in the week of 18-22June 2001.

The CRDS was inaugurated on the 22nd June2001 by the Hungarian Minister of Transport andWater Management and the Director General ofEUROCONTROL. After the meeting theTransport Ministers of the eight contracting

States of CEATS met at the CRDS to examineprogress made on the CEATS programme, andto reaffirm their commitment to the programme.During November 2001 and with support fromthe EEC, the CRDS successfully conducted itsfirst real time simulation.

The CRDS is now fully operational. It is a sisterunit to the EEC and the EEC is now working toestablish a mutually beneficial partnership covering simulations and R&D.

CEATS


Throughout 2001, the EEC further consolidatedits relationship with the European Commission,which remains one of the motors for sponsoringresearch in ATM and related domains in Europe.

During this period, the EEC successfully nego-tiated its participation in a number of 5thFramework, TEN-T and Thematic Networks pro-jects as peer to the principle research institutesand major European Aeronautics supply indus-try. These projects further strengthen the strate-gic development orientations of the EEC’s busi-ness areas and include:

" AERONET II " ASAS-TN " ATC Wake" EVP" Gate to Gate" HYBRIDGE" LEONARDO" NUP II" SAFESOUND" TALIS 2" Wakenet 2

Following the development and publication ofthe proposed Single European Sky legislation bythe EC, the EEC has taken proactive actions toaddress the new challenges and opportunitiesthat this will inevitably create.

During the year, the EEC extended its actions byproviding support to the International Co-opera-tion Programmes initiated by the EC, and by theorganisation and participation of seminars aimedat providing greater insight into the EEC’sresearch and development activities.

ACARE

A cornerstone in our cooperation with theEuropean Commission is our participation inACARE, the Advisory Council for AeronauticsResearch in Europe.

In its January 2001 report "EuropeanAeronautics: a vision for 2020", the Group of per-sonalities chaired by Commissioner PhilippeBusquin established a number of recommenda-tions for fulfilling the European Aeronautics'ambition to better serve society's needs andstrengthen its quest for global leadership. Thegroup recommends developing a long termcommitment by all stakeholders - the aeronau-tics industry, airlines, airports, air traffic controlservice providers, governments and regulators,research institutes and academia - to work incloser partnership and on the basis of consen-sus with the aim of strengthening and reorgani-sing research and development efforts inEurope.

To develop and implement this strategicapproach to European aeronautics research -the Strategic Research Agenda (SRA), ACAREwas set-up and started to work in 6 workingteams from September 2001 on. Our contribu-tions are mainly, but not only, dedicated to theworking team focusing on ATM.

EuropeanCommission


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R&DConferences

and Workshops

This year, the Experimental Centre co-chairedthe 4th USA/Europe Air Traffic Management R&DSeminar, which was held in Santa Fe, NewMexico, USA, in December 2001.

This conference is organised every 18 monthsby the FAA and the EEC, this time under thelead of the FAA. It has become a meeting placefor the presentation and discussion of state-of-the-art ATM R&D, to which, despite the currentlycritical economic situation in the aeronauticssector, again around 150 researchers from bothsides of the Atlantic could be welcomed.

For detailed information on this event, on theprevious Seminars in Naples, Italy, 2000,Orlando, Florida, USA, 1998 and Saclay, France,1997 and on the next Seminar, planned for June2003 in Budapest, Hungary, seehttp://atm2001.eurocontrol.fr.

The EEC supported also the 2nd European AirTraffic Management R&D Symposium, whichwas organised by the French DGAC in June2001 in Toulouse. Under the theme "FromResearch to Implementation", the event providedan opportunity to review experiences gained atnational, european and international level whenbringing R&D results into the field.

Over two days, 8 projects were presented andround table discussions were held under thethemes "Is there a risk that innovation reducescapacity or jeopardises safety, and, is the existing, very complex situation taken intoaccount?" and “Do projects such as AVENUE,"shadow mode" on-site tests and trials or ASASenable innovation?”

The third day was dedicated to a discussion onR&D requirements derived from the strategies ofthree EUROCONTROL EATMP domains,Communications, Air Traffic Control & DataProcessing and Airspace Management &Navigation as well as the Performance ReviewUnit. As at the first symposium (EEC, Brétigny,September 2000), various ATM/CNS related pro-jects were demonstrated during these two daysand ample time was reserved for the visit of thestands.

The 3rd European Air Traffic Management R&DSymposium, organised by AENA with the sup-port of EUROCONTROL and DG TREN of theEuropean Commission will be held in Madrid inJune 2002.

Consultation


The Experimental Centre ConsultationGroup (ECCG)

The Experimental Centre Consultation Group(ECCG), one of the EUROCONTROLOrganisation consultancy groups, was establis-hed to advise the Director General on the role,strategy, and performance of the ExperimentalCentre. The Chairman of the ECCG is PhilHogge, independent consultant. The membersof the ECCG are drawn from EUROCONTROLMember States, ATM service and systems provi-ders, the controller community, airspace users,airports, R&D establishments, the military, theEuropean Commission, and the EUROCONTROLAgency. There is also an elected representativeof EEC staff.

In 2001 the ECCG met on 10 May at the EEC. Inaddition to the standard ECCG agenda items(EEC Business Plan and EEC performance), themeeting was dedicated to the following specialtopics:" Vision of the future to 2015" Environment and ATM" ATFM/Economic StudiesThe ECCG fully supported the EEC BusinessPlan and Strategy.

The chairman sketched the context of the 2015vision by reiterating the cost of user charges (4 billion USD), the estimated costs of delays (2 billion USD), and the estimated costs of ineffi-cient routings (600 million USD). He furtheradvocated that we must seek global solutions,that environmental and social constraints mustbe taken into account, and that promising tech-nologies include ASAS (Airbone Separation Assurance

System) and ADS-B (Automatic Dependent Surveillance-

Broadcast).

The chairman's view found wide supportalthough there were differences of emphasis andthe controller representatives urged the commu-nity to focus also on shorter term problems. Itwas pointed out that the newly formed AdvisoryCouncil for Aeronautical Research (ACARE) whichis an initiative of the European Commission/DGResearch, will provide much needed focus forATM R&D.

Environment (ENV) and Performance Flow mana-gement Economics and efficiency (PFE) researchare more and more important to the ATM com-munity. The EEC seeks to increase the resourceswhich it allocates to these two business areas.The respective business area managers, TedElliff, and Patrick Ky gave presentations. TheECCG fully supported the EEC approach. It wasunderlined that the cost to the military of diffe-rent measures must also be taken into accountand it was agreed that the EEC/PFE would seekto build a partnership with CMIC (Civil/Military

Interface Standing Committee).

ECCG

Stakeholder relations

During the year 2001, communication has been permanently of paramount importance for the EEC. Thanks to the renova-ted building facilities, many events and visits could be organised. In particular the new show-room has been frequentlyused to present demonstrations of a wide range of EEC projects. Demonstration positions, located on the edges of theroom, permanently display presentations of the main achievements of the different Business Areas. The central part hasbeen designed to be flexible enough to focus on the activities of a particular domain. This has allowed us to set up speci-fic exhibitions in relation with meetings, visits, seminars, etc…During the last quarter of 2001, this facility has been dedica-ted to the projects of the Environment Business Area giving a strong communication support to this strategic activity of theCentre.

The EEC new facilities have also been used to host several meetings and workshops. Twelve such events have beenorganised during the year with an attendance varying between 20 and 80 stakeholder representatives. 2001 was also arecord year in the EEC history for visits. The Centre has organised 51 visits, welcoming altogether more than 220 guests.The guests were not only Europeans but also Americans, Japanese and Chinese, representing all kinds of stakeholders,with a large range of responsibilities, from students to CEOs or DGs. To provide them with high level professional presen-tations at a reasonable cost, the EEC built up a complete library of slide shows introducing the EUROCONTROLOrganisation and Agency, the Experimental Centre, its Business Plan, Work Programme and resources, the key issues forR&D in ATM, etc…This set of presentations is available to all staff of the Centre to help them when they receive visitors orwhen they are invited to meetings, conferences, workshops, etc…

The ATM Forum, the Web based forum aiming at stimulating the ATM R&D debate, already announced in last year’s report,was implemented. Two research communities, ASAS Airborne Separation Assurance and Human Factors played the role ofactive pioneers.


A large number of documents were publishedby the EEC in 2001. To the 12 EEC reports, the20 technical notes and the numerous contribu-tions to journals, professional magazines, confe-rences and workshops listed at the end of thepresent report, should be added leaflets andbrochures or new issues of them as well as pos-ters, not only for our showroom but also for seve-ral exhibitions to which the EEC participated.Amongst these, may be listed ATC Maastrichtand Singapore, ATCA Dublin and Washington,Barcelona DG 13 workshop. A video film wasalso produced with the aim of improving com-munication on the EGNOS (European Geostationary

Navigation Overlay Service) project.

Press relations have also been important duringthe year. Several interviews were given to journa-lists and articles were reviewed. Two French TVmagazines, broadcast on ARTE and FR3, featu-red sequences shot at the Experimental Centre.Jean-Marc Garot, Director of the EEC, was invi-ted to participate to a round table debate at thecolloquium "Réconcilier développement dutransport aérien et qualité de l'environnementurbain", organised by the French AssembléeNationale. This offered us a good opportunity tocommunicate widely to the French political andadministrative public, as well as to the associa-tions of defence of the environment.

Communications

and

Public Relations

Overview - Work Programmeand Resources


BudgetOverview – Work Programme andResources

The total approved budget for the EEC in 2001was 57 MEUR of which more than 99% wasspent.The graph "Budgetary Expenditure for 2001 –EEC Budget" shows the repartition between thedifferent nature of expenditure (salaries/pen-sions, assets and operating).

Taking into account the credits that have beendelegated by our various sponsors [EATMP,CFMU, European Commission, CEATS, PRU,Maastricht, IANS, FAA, ENAV, Support to States]the total expenditure amounts 76 MEUR asshown in the second graph.

57 MEUR

76 MEUR

WORKPROGRAMME TRENDSSince 1999, the EEC Business Plan docu-ment defines the EEC Workprogramme. TheEEC activities (projects and services) aregrouped in 3 different categories: Core Business, ServiceEnabling and Stakeholder Relations, and forcompleteness Executive Management.

The following diagram (Business PlanGroups: Trend) shows a strong increase (~10MEUR) for the Core Business projects. TheExecutive Management and the StakeholderRelations costs remain almost stable in 2001,while the Service Enabling costs decrease.


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The trend Chart with the evolution over sixyears is a clear indication that the perfor-mance of EEC expenditure, including theexternal funding, has improved substantiallyduring the two last years. This is the resultof the measures implemented in 2000 toimprove the financial processes [organisa-tion of regular budget checkpoints andimplementation of user-friendly tools].

CORE BUSINESS VERSUS SUPPORT One of the objectives expressed in 2001 isto continue the decrease of the resourcesassigned to Support activities (e.g. relatedwith the Service Enabling, StakeholderRelations and Executive Management) tothe benefit of Core Business projects.The 2001 figure confirms once again thatthe objective has been successfully achie-ved: more than 73 % of the EEC resourceswere assigned to core business activities, tobe compared to the 67% for 2000.


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S BUSINESS AREASHow each Business Area evolved in 2001 inrespect to 2000 is detailed in the "BusinessAreas: Trend" graph. The following commentscan be made:" Simulator Facility Management: the increase

was conjonctural. In 2001, SFM hosted a partof the CEATS project, mainly the part dealingwith the purchase and installation of the simu-lator equipment at Budapest.

" ATM Concepts and Studies: many importantprojects were started or really took off in 2001such as Integra, Avalon, Dove, MFF andFreer. The new projects were mainly initiatedby the EATMP and the European Union.

" Communication, Navigation and Surveillance:despite a significant increase in budget allo-cation, the Business Area was deeply impac-ted by staff retirement.

" Environment: it is worth noting that this busi-ness area has more or less doubled its num-ber of activities in 2001.

76 MEUR


At the end of 2001, the number of budgetaryposts amounted to 277, of which 264 were occu-pied. Other personnel, including seconded staff,contractors, interim staff and students varyduring the course of the year, with a maximum of283. The Human Resources Management unitalso supports the 68 people of the Initial FlightPlan Processing Unit (IFPU-2) located at theBrétigny site.

The specific actions undertaken by HumanResources Management throughout 2001 were:" reorganisation: the new structure is now com-

posed of 5 entities dealing respectively with:career development, information service, trai-ning, staff management and recruitment andintegration;

" implementation of a streamlined procedurefor the selection of new recruits: in 2001, 24posts advertised externally and 5 internally;

" participation in the different tests (OPQ: occu-

pational professional questionnaire) and in the inter-views for new recruits, organisation and coor-dination of tests at local level and interpreta-tion of the OPQs: there have been 393 candi-dates for a total of 29 advertised posts, ofwhich there were 107 shortlisted candidates.76 of them have been assessed and intervie-wed; a total of 304 tests (including OPQs)have been done; 13 candidates accepted anoffer of employment and 1 refused;

" participation in the recruitment of CEATS offi-cials;

" organisation of "welcome presentations" (2 during the year) in order to improve theinduction of the newcomers;

" participation in the Working Group "arrival-departure" in order to optimise the procedurefor managing arriving and departing staff;

" participation in the Working Group in chargeof the improvement of the use of IT tools atthe EEC;

" improvement in the welcome of students: 35in 2001;

" in cooperation with Headquarters, implemen-tation of decentralised procedures in certaindomains: pensions, part-time work, etc…

" in cooperation with Headquarters, participa-tion in the HiRIS project (staff data base):there were meetings throughout the year inorder to create the foundations of the database;

" management of the different budgets of theunit;

" participation in Headquarters projects: JobManagement, HR Enhancement Programme,etc…;

" participation in the development of the EECStaff Plan;

" preparation and follow-up of the PMM (People

Management Meeting) meetings: 6 meetingsthroughout the year.

In 2001, a specific Human Resources improve-ment project has been launched with the mainobjectives:" to propose, initiate and co-ordinate projects

aiming at the improvement of the HR mana-gement and services of the EEC,

" to undertake initial studies and developmenton new HR services and policies;

" to co-ordinate and co-operate with otherDepartments, in HQ or in France.

People


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S Several projects and studies have been underta-ken in this improvement framework in 2001:" improvement in the welcome of students and

implementation of conditions to manage non-French students: a Convention giving a man-date to a non-profit Association which is reco-gnised by the French Ministry for ForeignAffairs;

" in cooperation with Headquarters, drafting ofrules concerning the secondment of Agencystaff to public services, national authorities,international organisations, etc…;

" design and implementation of a scholarshipgrant to PhD students in the context of theEEC Work Programme;

" creation of a scholarship scheme to supportstaff in order to further their education;

" pilot experience for integration of official'sfamilies;

" implementation of a pilot experience in tele-working.

WelfareA full-time Welfare Officer was recruited in 2001.Her duties include:" providing a confidential consultation service

for staff at the EEC and IFPU-2, their families,and pensioners, who are experiencing perso-nal, family or professional problems and takesprompt action where needed and in difficultcircumstances;

" advising on welfare policy and on generalmatters relating to staff;

" providing assistance to serving staff and pen-sioners and their families;

" facilitating the integration of new arrivals intotheir work environment and France;

" leading the local ASAP (Alcohol & SubstanceAbuse Policy at EUROCONTROL) Group;

" coordinating with the Welfare Officers at othersites;

" liaising closely with the Medical Office inorder to provide, where necessary, assistanceand support for staff who are sick;

" participating in Working Groups such as thePartners' Club, Eurokids (support to the child-ren of officials), the "Mutuelle" (complementaryinsurance).

Social & Medical Unit (SMU)The Social & Medical Unit is responsible for:" sickness insurance, preventive medicine,

management and coordination in the work ofthe Central Office (Rules concerning Sicknessand Accident Insurance Cover);

" setting up of leave rights;" management of absences, sickness, part-

time work, special leave;" medicine care in the workplace, management

of the Doctor's agenda, setting up of mee-tings, vaccination campaigns (influenza) andprevention actions (tobacco, alcohol, "mutuel-le", etc…);

" first aid, help to persons in difficulty, first aidtraining in co-operation with the Local Officerin Protection and Prevention;

" co-operation with the Welfare officer.

Service for Prevention and Protectionat work (SPP)“La sécurité a contre soi qu’il faut la vouloir, qu’ilfaut agir et qu’elle s’éloigne si l’on se contentede la souhaiter… "Henri BERGSON

The objective for 2001, with the support of CoreManagement and the whole of the personnel,was to work out and implement a policy of secu-rity at the Experimental Centre. The principalactions were:

" development of the work safety policy;" implementation of the legal provisions as

regards organization of the prevention;" developement of a culture of prevention for

staff and contractors;" implementation of an information point in

Prevention and Protection at work at the officeof the SP;.

" organisation of several training sessions infirst aid and handling of extinguishers;

" study of context in offices by an authorisedorganisation;

" study of the behaviour of people working withcomputers using a special software package(SHE 2000);

" launching of an audit of fire risk on the wholeof the EEC;

" organisation of two fire drills.


TRAININGTraining continues to be an important activity atthe EEC, an enabler of individual high perfor-mance and self-fulfilment, and a driver of futurebusiness success. It is actively pursued by staffand supported by management.

" The major Management programmes run in2001 included:# Three waves of the “Project Management

Skills Development Programme sponsoredby the Directorate of Human Resources.Twenty persons successfully passed theirPMI certification this year.# “Project Overview” for Project Participants.# People Management for Project Leaders.# SMART: one EEC candidate attended this

programme focused at the A5, A4 and A3Management level.

" Scholarship:A support for further education was set up inEEC, to assist staff to gain qualifications indomains appropriate to their professional acti-vities.Another objective of this system is to allow Bgrade and C grade staff to prepare for careeradvancement to a higher category. This year2 staff benefited from the programme.

" A high level of training in the Air TrafficManagement domain continued to be provi-ded in 2001. IANS provided a significantnumber of courses that are a core element ofour business. The EEC continues to organiseon the spot courses of Introduction to AirTraffic Management for the staff who do nothave a background in ATM.

" Human Resources training was concentratedin three areas: # Individual competency training (e.g.

Negotiation Skills, Procurement, InterculturalManagement, Interpersonal andCommunications Skills, Interviewing skills,Effective Presentation, Assertiveness Skills,Finances for Management Assistants,Report Writing) all aimed at improving ourability to provide high quality professionalservices to our customers.# Coaching for Heads of Centres of Expertise

and Project Managers.# Training of key user on HiRIS, the staff

management system." Language training continued to be a signifiant

activity in 2001. Five languages were covered(English, French, German, Italian andSpanish). 50% of the Centre’s staff participa-ted in the language training programme.Workshops for staff following the English language courses were held this year, andInteractive CD ROMs were given to some ofstudents according to their level of English.

" A significant number of conferences andworkshops on ATM, Information technology,Quality and Human Factors were also atten-ded.# Due to the MS Outlook Migration (March

2001), several demonstrations and courseswere given in the EEC: 4 days and 83 peo-ple on Outlook Demonstrations; 16.5 daysand 202 people on Outlook courses.# Since May 2001 Magali Bonneau conduc-

ted MS Office courses on specific needs:

4.5 days and 9 people on Excel 97

4 days and 14 people on Powerpoint 97

1.5 days and 4 people on Windows NT4

7.5 days and 13 people on Word 97


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The final training budget allocation for 2001 was369.824 ECU, an increase of 10% over 2000.The training budget was totally committed andspent.

Performance, Flow Management,Economics and efficiency (PFE)

ATFM StudiesPFE has continued in 2001 to provide a continuous support to the Flight Management Division (FMD) of the CFMU whichrequested 17 Operational Studies in addition to 12 specific studies in support of Standard Routeing Scheme (SRS) defini-tions and CFMU contingency plans. A sustained support to FMD was provided for their weekly teleconferences, in theform of operational scenarios definition and simulations. The COSAAC pre-tactical simulator, predominantly used for suchstudies, was delivered to FMD in view of a future direct use by the Network Management Cell at the FMD.


PFE has been involved in various ATFM Studies:

" Alternative Slot Allocation Strategies: Thedevelopment of a dynamic version of ISA(Innovative Slot Allocation), which would enable“real life” testing of new slot allocation algo-rithms, was started in order to pursue furtherthe validation of the potential gains in delay ofthe order of 16% to 32% anticipated in pre-vious studies.

" Study of ATFM Priorities, sponsored by theEuropean Commission, was fully completedthrough the evaluation of the proposed priori-tisation algorithms and options.

" A study of the notion of Positive PerformanceIndicators formulated the recommendation topost-evaluate the gains of the pre-tacticalphase of ATFM.

" A study of performance indicators centeredon passengers instead of aircraft showed thatthere were significant differences betweenwhat was perceived by passengers and thecurrent ATM performance indicators.

" The Future ATFM Measures Project, followingthe recommendation of the ATFM indepen-dent Study further elaborated the concept ofreal time flow management in close co-opera-tion with ATFM users and focused on the defi-nition of a high-precision anti-congestion sys-tem reinforced with real-time follow-up.


" The RAIDS (Real-time ATFM Interactive Demonstrator/

Simulator) project had the objective to definethe general design of a real-time and multi-actor ATFM simulation platform. An initialstudy was conducted, with the aim of explo-ring the needs for such a real-time (dynamic)ATFM simulator.

" A workshop on the operational use of ETFMStook place at the EEC to further define andanalyse improvement scenarios for the use ofETFMS system and information.

Overall Performance Analysis andTarget setting

" Medium-Term capacity planning: the resultsof the scenarios simulated by FAP (Future ATM

Profile), in view of setting ATC capacity targetsfor the period 2002-2006, were submitted tothe ACG end February, and, following appro-val by the PC (Provisional Council) were includedin the ECIP (European Convergence Implementation

Plan).

" The "Delay Forecast for summer 2001" usingthe ANSPs’ capacity plans was presented tothe Pre-Council (04/04/01), forecasted an en-route delay per flight of 3.9 minutes assuminga medium traffic growth (+5.3%). The obser-ved delay went down to 3.1 minutes, but itshould be considered that the traffic was stagnating, +0.2%.

# Despite the uncertainty in traffic evolution,Short-Term Capacity Targets for theEuropean Air Navigation Services havebeen set for summer 2002 and approvedby the ACG.

# A series of studies were made for PRU(Performance Review Unit): Analysis of the weekand weekend delay discrepancies, Delayforecast for 2005, Flight efficiency (routelength).

# A London Capacity Plan 2001 was made forNATS as well as several other studies inclu-ding a US/ECAC comparison.

# New tools were developed (FACET - Fast ACC

Capacity Evaluation Tool - , PACT - Portable EEC

Capacity Tool) with the aim of helping ANSPs toprepare their Local CIPs (Convergence

Implementation Plan).

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ECONOMY

" The PAMELA tool, which is an economicmodel of the supply side of ATM, was enhan-ced and submitted to a series of validationsteps (staff vs number of sectors, number ofsectors vs capacity, capacity vs delays) usingFAP and other study results as a baseline.

" The study of Airline price-elasticity of demandwas extended to collect airline financialresults, data on airline activity and CRCOdata on route charges and to a computationof airline price-elasticity figures for Europe.

" Economic Regulation Analysis: Studies wereinitiated with the Ecole Polytechnique andOxford University on the analysis of the evolu-tion of the Air Traffic Management economiccontext in Europe.

" A study on "Constraint to Growth" was under-taken in order to predict the level of delayand “un-accommodated demand” associatedwith a number of different schedule optionsand potential actions that airlines may take inthe future. The first report from this study anda large number of its findings have been pre-sented to IATA, ECAC and several airlines. Improvement of Information Exchange -

Collaborative Decision Making (CDM)

" CDM airport activities were conducted toge-ther with local authorities and airlines atBrussels and Barcelona Airports. These projects implied a close co-operation withBelgocontrol, Sabena and BIAC at Brusselsand with AENA for Barcelona.

" The ATFM-CDM Activities were centredaround the CAIA project (Collaborative Airline

Interface to CFMU), a passive tool forming thebridge between the airlines’ flight planningsystem and the CFMU.

Research ProjectsPFE initiated and/or contributed to research pro-jects in cooperation with other Business Areas:Innovative Research (INO) and ATMImplementation (ATI). These included RAIDS (Real-

time ATFM Interactive Demonstrator / Simulator) andHADES (Help tool for Airspace Design EEC Studies).

Safety (SAF)

Safety R&D PlanIn order for EUROCONTROL to perform appropriate research in ATM safety to face the challenging demand of morecapacity with the same absolute level of safety, the EEC has launched in Summer 2001 a study with a group of internatio-nal safety experts to come up with suggestions for research topics. This initiative resulted in a set of proposals forresearch in October 2001, which are being structured into a Safety R&D Plan for January 2002.The new research will start in 2002 -see description in the EEC Business Plan 2002.


Contribution to AsterProject finished in December 2001. In thecontext of the 5th Framework Program, TLS,Regulation & Costs multi-disciplinary studies onthe global European Air Transport system: theEEC provided the ATM element of the AirTransport System.

SpecTRM for Safe DesignCo-operation with the M.I.T. on a safety analysismethod based on executable specification(SpecTRM), applied to a highly interactive ATMfunction such as the MTCD (Medium Term Conflict

Detection). A paper presented at the ATM R&DConference in Santa Fe in December 2001 des-cribed the approach.

SAFETY MONITORINGACAS Operational Monitoring

" The ACAS team continuously received reportson ACAS incidents within Europe and provi-ded regular feedback to ATS Units, airlinesand ACAS specialists on significant events.

" Annual statistics were produced on the per-formance of ACAS in Year 2000.

" European ACAS Analysis project successfullyfinished in Dec 2001, with conclusions andrecommendations on:

# ACAS Phase 2 mandate 2005,

# ACAS in RVSM,

# Extending Altitude Reporting,

# Electromagnetic Interference,

# TCAS training,

# Mode S monitoring of TCAS.


Operational Safety Monitoring withASMTThe projects aim at developing the operationalconcept of Automatic Monitoring of specificSafety Occurrences in Operations. It combinesan Operational and Human Factors on-the-fielddevelopment in co-operation with the OPS siteswith a technical activity of tool development andadaptation. Achievements for 2001 are as follows:

" The first phase ASMT-Prox is collecting proxi-mity occurrences within Maastricht UpperAirspace: Co-operation with MaastrichtcontInued:

# Technical Provisional Acceptance in May2001.

# Provisional procedure (Memorandum ofUnderstanding ) for ASMT operationsagreed.

# Operational Evaluation restarted after 9months interruption, in preparation forOperational Use from April 2002.

" The next step is collecting TCAS-RA eventsthrough Mode-S stations : ASMT-TCASdemonstrator running in Gatwick sinceSeptember 2001,

" New co-operation started with Slovakia forusing ASMT in Bratislava from end 2002. Thisincludes Operational support for training andprocedure development for the integration ofAutomatic Monitoring into the SafetyReporting Processes of their SafetyManagement System.

" ASMT support to EEC Real Time simulationsstarted during 2001.

" ASMT Operational Impact Study reportpublished in December 2001 (with Maastrichtcase study).

" 2002+: 2-3 further Case Studies for new pilotsites for altitude deviation, airspace penetra-tion and runway incursion within differingenvironments (upper and lower airspace,TMA, and airport Operations): feasibility studyfor ENAV at Rome ACC.

INCIDENT REPORTING FORINDICATORS" Support to the implementation of the harmoni-

sed European taxonomy for ATM safety report(HEIDI) into reporting tools in co-ordinationwith the EATMP Safety Management teamand the Safety Regulation Unit.

# Continued support to the DG-TREN/JointResearch Centre for facilitating the inclu-sion of ATM data within the distributedEuropean global aviation safety data repor-ting system ECCAIRS 4.0, demonstrated inSeptember 2001. First release March 2002.

# Demonstration of the SHIELD InterchangeFormat to “bridge” ECCAIRS with otherdatabase systems HEIDI-based - such asTOKAI- in September 2001.

# 2002+: development and release of a distri-butable version of SHIELD and of plug-inmodules to support other systems such asnon-HEIDI taxonomies and automatedESARR2 reporting.

" From 2002 onwards, the project includes sup-port to States wishing to participate in safetyoccurrence data transfer and continued support to JRC/ECCAIRS4.0 andICAO/ADREP2000.

" In further steps, the project will contribute tothe definition of harmonised European safetyanalyses tools and indicators.

Environment (ENV)

ENVIRONMENTAL STUDIESThe Provisional Council approved an Environmental Policy and Strategy for the Agency in 2001, and this has marked a tur-ning point in the maturity of the R&D Environmental Studies work programme, managed at the Experimental Centre.As in previous years, projects continued to advance in the areas of Noise Nuisance around Airports and with analysing theproblem of Global Aircraft Emissions. And for the first time, work started to develop a capability to analyse the impact ofairport operations on Local Air Quality.


Noise Nuisance around Airports2001 was an important year in the developmentof activities relating to the impact of aircraftnoise on the people living in the vicinity of air-ports.

The first half of the year was taken up, to a largeextent, by a study commissioned by the FrenchDGAC of the impact of different proposals forthe re-organisation of the Paris TMA. This workstarted with an analysis using ENHANCE – theEuropean Harmonised Aircraft-Noise ContourModelling Environment developed at the EECaround the FAA’s Integrated Noise Model (INM) –of the output of a real-time simulation performedat the ENAC in Toulouse. As the year progres-sed the proposals simulated were replaced byothers and a new study was necessary later inthe year.

The reports produced were presented to theFrench Aircraft-Noise Control Authority (ACNUSA)

and to the Environment Consultative Committees(CCE) for Orly and Charles-de-Gaulle Airports.Work on this study, however, seriously delayedthe production of version 2.0 of ENHANCE, ori-ginally planned for September 2001, and this isnow foreseen for April 2002.

The EEC is leader of the Noise Modelling andEmissions work package in the EuropeanCommission’s Sourdine II 5th Framework project,looking into innovative Noise AbatementProcedures, which kicked-off in November 2001.This work will involve 2 people full-time at theEEC over the three-year life of the project, wor-king with leaders in their field from Spain, Italy,France and the Netherlands. The project alsorequires a strong collaboration with the FAA,


who are responsible for INM. This is much aidedby Action Plan 13 of the EUROCONTROL/FAAMemorandum of Understanding that spawnedtwo meetings on aircraft-noise modelling at theEEC in 2001.

Continuing support has been provided to inter-national efforts to improve aircraft noise model-ling (ICAO-CAEP, SAE A21), and particularly thenew European working group, AIRMOD, whichwill lead work to revise international noisemodelling guidance material.

GLOBAL EMISSIONS FROM AIRCRAFTDuring 2001 the emission related activities of theEnvironmental Studies Business Area have beenfurther developed and consolidated. The exis-ting activity on global emission estimation focu-sed mainly on the consolidation of the third ver-sion of the Advanced Emission Model (AEMIII).Validation against operational airline missiondata for fuel burn will continue in 2002. Studiesin this domain focused on the environmentalimpact of proposed CNS/ATM operational impro-vements (ATM2000+). In particular scenarios forthe implementation of RVSM and the Free Routeconcept have been analysed. In April 2001,work started on a new project within theEuropean Commission 5th Framework: AERO2K.In collaboration with other partners, QinetiQ,DLR, NLR, DTI, MMU and Airbus, the objectiveis to deliver a new world inventory on aircraftemissions for a base year (2002) and future sce-narios (2025). The significant contribution of theEEC is to deliver a comprehensive database ofworld aircraft movements. This work is beingconducted with the close cooperation ofFAA/DoT-Volpe in the United States within theframework of the EUROCONTROL/FAA ActionPlan 13.

Work in support of the Performance Review Unitto identify and measure Environmental KeyPerformance Indicators has been performed. For a first time, a significant quantity of radardata has been collected and analysed for amajor part (Core area) of the European airspace,which allows us to compare actual flight trajecto-ries with planned ones. Results will be deliveredin the Performance Review Report 5 (PRR5 –April 2002).

Further contacts with leading domain experts inatmospheric research (DLR, ONERA, Universityof Strasbourg) and meteorology (DFS, ECWMF,MOZAIC) have been set up and extended.A prototype of a thrust based emission calcula-tor for emission related work packages ofSourdine II has been developed. Distinct fromAEMIII, this tool allows a more detailed analysisof approach and departure operations. A laterintegration of this prototype into AEM/TEA (Tool set

for Emission Analysis) is envisaged.

Smaller prototype developments have been star-ted to gain experience with the use of internetrelated technologies for our tools and studies.

Local Air QualityComplementing our activities on global emis-sions, a new branch, local air quality (LAQ), hasbeen developed in 2001. Local air quality in theairport neighbourhood is, after noise, the seconddriving issue in the discussion of sustainable airport development.

In a first step, existing LAQ tools and dispersionmodels have been analysed and a deep literatu-re research in this domain has been performedto acquire the state-of-the-art know how. At theend of the year a first test study has been per-formed using the EDMS (Emission Dispersion Modelling

System) local air quality model, developed byFAA. An interface has been developed with aGeographical Information System (GIS) package,facilitating data input into the model and allo-wing greater possibilities for analysing theresults. A co-operation with ManchesterMetropolitan University (MMU), one key actor inthe domain of Local air quality research, hasbeen developed, and a significant joint project inthis domain is planned in 2002.


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ATM Concepts and Studies(ACS)

ATM Concepts and StudiesATM Concepts and Studies (ACS) covers a number of subjects including controller tools and role development, free flight, human factors and concept studies.Sponsors included several EATMP programmes and services, and the European Commission. ACS activities were publici-sed in a number of international fora, with over 20 reports and publications of various types (see listing later in this report).


Controller tools and role development.The Multi-Sector Planning (MSP) project comple-ted a significant stakeholder consultation andstudy. The principal recommendations of thereport were first, that there should be furtherdevelopment of a Traffic and ComplexityManagement concept. This function is perceivedto ‘fill the gap’ between flow management andsector planning. Secondly, projects concernedwith arrivals management, conflict detection andresolution should consider and incorporate multi-sector aspects into their concepts. The reportgives some guidelines for this, focusing in parti-cular on the management of constraints beyondthe single sector boundary, and overall workloadoptimisation.

Finally, there should be work on more radicalconcepts such as Four-D Control, involving theintroduction of trajectory-negotiated flights anddatalink into the current ATC paradigm. It isplanned that the MSP project will proceed in2002 on the basis of these findings.

In early 2001 the Operational Concept of Use forCORA (Conflict Resolution Assistant) was endorsed bythe ODT (Operational Requirements and Data Processing

Team). The remainder of 2001 saw the develop-ment of a rigorous, user-centred requirementsengineering process with the objective of delive-ring a complete, correct and testable specifica-tion of stakeholder requirements for the futureCORA 2 system.


Seven key activities were identified in the CORArequirements engineering process: system goalmodelling; creative design workshops; use casemodelling and specification; system scenariowalkthroughs (Crews-Savre); requirementsmanagement (Volere); activity modelling; scena-rio-driven impact analysis. The first steps weretaken towards the development of a Safety Casefor CORA, with a Functional Hazard Analysis forCORA level 1.

Preparations were completed for Medium TermConflict Detection (MTCD) pre-operational sha-dow-mode trials, with live test data feeds fromboth Malmo and Rome leading to a high level ofconfidence in the trajectory predictions andconflict detection systems. A validation plan isnow in place for the shadow-mode trials onthese two sites, which will take place in 2002.DOVE (Datalink Operational Validation Experiments) isinvestigating various aspects of advanced air-ground datalink applications by means of real-time and model-based simulations. Work in 2001consisted of preparation for the real-time simula-tions, which will start in May 2002, and the exe-cution of some fast-time (model-based) simula-tions. Early results from these show the potentialfor significant reductions in controller workloadwhen data link communications replace certainvoice instructions (initial contact and lastcontact) and small potential reductions in wor-kload from the introduction of services such asCAP (Controller Access Parameters) and PPD (Pilot

Preference Downlink). Several questions were raisedin relation to controller working method andcontroller situational awareness that will beaddressed during the forthcoming real-timesimulations.

Airborne operations and delegation ofseparation.Freer Flight continued as the key agency spon-sored project in studies of airborne operationsand delegation of separation. Its objectives areessentially to determine the operational feasibili-ty, applicability, and potential benefits - in termsof safety, capacity and overall efficiency - of thedelegation of separation related tasks from theair traffic controller to pilots.Highlights of 2001 included the project's contri-bution to the FAA/Eurocontrol Air TrafficManagement research community guidelinereference paper "Principles of operation for theuse of Airborne Separation Assurance Systems”(ASAS) which recognises four classes of ASASapplications: airborne traffic situational aware-ness, airborne spacing, airborne separation andairborne self-separation. The EACAC (Evolutionary

Air-Ground Co-operative ATM Concepts) series of real-time simulations continued to focus on spacingapplications to support merging and sequencingin the high density core European airspace ofParis TMA (Terminal Manoeuvring Area). New analysistechniques showed a strategic upstream shift ofwhen and where air traffic controller orders areissued when using delegation in an arrival flow.The scope of previous experiments was exten-ded to provide more insight on the impact ofdelegation on controller activity, particularly interms of monitoring and situation awareness.The inclusion of approach sectors allowed thecollection of data on transfer and co-ordination,capability to integrate flows. Finally, non-nominalsituations such as mixed equipage and unex-pected events (detection and recovery) wereintroduced.

The operational concept and procedures deve-loped in EACAC were accepted as the basis forEuropean Union co-funded research and deve-lopment projects MA-AFAS (More Autonomous -

Aircraft in the Future Air traffic management System) andMediterranean Free Flight. These large researchand industry consortium projects led by aircraftmanufacturer BAE systems in the UK and ATMservice provider ENAV in Italy respectively are,with the Freer Flight project team's help, speci-fying the avionics upgrade prototypes necessaryto support the new ASAS operational concepts.To anticipate possible certification processes,members of the Freer Flight team participatedregularly in US and European avionics equip-ment standards bodies RTCA and EUROCAEworking groups on developing minimum avionicssystem performance standards for ASAS appli-cations. The Freer Flight project team also tookan active role in the European Union co-fundedresearch and development project INTENTaimed at evaluating the benefits of aircraft intentinformation in future ATM scenarios by leading inparticular the experimental design. Finally, theteam, in very close co-operation with CENA, ledthe cooperative R&D effort within CARE ASASActivity 2 aimed at defined a Validation frame-work for ASAS and participated to the Activity 3investigating Airborne Separation Minima.


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Requirements for ATM working positions), specificallysupported by the Agency HUM domain.

CoRe is developing a methodology to improveboth the way in which controller working posi-tions (CWP) are developed for ATM applications,and to establish a requirements based evalua-tion process. CoRe used UML to develop a fra-mework that facilitates the work of the differentexperts, to ensure the consistency and traceabi-lity of information and requirements throughdesign to eventual evaluation. CoRe has consi-derable potential as a support to validation pro-cesses.

To illustrate and test the process, a high quality,basic HMI was developed, and this platform wasused in two simulation studies in 2001. Theseinvestigated mechanisms to support the control-ler in the basic management of radar and flightprogress information. Initial results have beenused to refine label anti-overlap requirements,and in particular controllers greatly appreciatedthe CoRe interface management techniques.Work started on guidance material to assistdevelopment projects in the establishment andexpression of requirements, design of HMIs andmethods of evaluation. Two technical papersdescribing CoRe were presented in 2001, andthe work is attracting interest from both the R&Dand industrial domains. CoRe will be completedin 2002.

Concepts and validation.A large scale Free Routes (FRAP) real-time simu-lation covering the airspace of SouthernGermany and Belgium was conducted inJanuary 2001. The simulation report (EECReport n° 365) was issued in April and forms,together with the other FRAP validation activities,the basis of the FRAP Feasibility AssessmentReport that was submitted to the FRAP SteeringCommittee in December. Following the feasibilitystudy (a total of 6 simulations over 2 years) itcan be concluded that it would be possible tooperate free-routing in the envisaged airspacecovering the eight states above FL335. A num-ber of issues will have to be further examinedincluding airspace re-design, controller tools,and CFMU compatibility. Military implications willalso need to be carefully considered.

Finally, the Experimental Centre played an activepart in CARE-Integra, looking at new simulationmetrics for capacity, efficiency and safety. Twoparallel projects at EEC and NLR both appliedthe metrics to experimental data from recentsimulation activities, and the results were usedto improve and tune the original metrics. Anadditional project at the EEC evaluated the useof the INTEGRA Traffic Sample Generator, andthe ENV Business Area undertook a separateevaluation of the Environment metrics at theEEC.

Communication, Navigation,Surveillance (CNS)

The CNS Business Area ran 9 projects in 2001. CNS has undergone a smooth process of project alignment to theBusiness- and Staff Plans, a technical reorientation including an integrated view on CNS, especially for air-ground integra-tion, and a budget balancing between EEC, EATMP and EU sponsors has started.

Highlights of 2001 are: " The TIF project with its very important contribution to the PETAL-2 project, " the RVSM height monitoring project delivering the measurements to the RVSM programme, " the technical evaluation for ADS-B technologies made within a common US- and European effort, and" the presentations at several air shows of the SURVITE surveillance infrastructure in combination with the e-storia tools.

In addition three projects have been launched during 2001: the TALIS-1 project (Total Information Sharing for Pilot Situational Awareness Enhanced by Intelligent Systems) with a European consortium for intelligent information for transportsystems, the ADS-B/TIS-B validation testbed project (AVT), and the MODE-S Airborne Monitoring project (AMP).


ATN Trials Infrastructure Project (TIF)This year the ATN (Aeronautical Telecommunications

Network) activity has mainly been focused onPETAL-II (Preliminary Eurocontrol Tests of Air/ground

Datalink) project. The objectives for the EEC wereto evaluate and integrate the ATN through diffe-rent test steps with the project partners for thefinal objective to fly an American Airlines BoeingB767 against Maastricht UAC and MiamiControl.

The EEC has given support to validate the tele-communications infrastructure on different levels.Applications (Controller-Pilot DatalinkCommunications) were tested in several live tri-als involving other European research centresand their aircraft, i.e. BAC 1-11 from DERA.

The PETAL II trials were successfully completedat the end of 2001. The EEC laboratory succes-fully tested Rockwell Collins airborne interfaceagainst MADAP at Maastricht UAC and valida-ted the end to end connection over VHF DatalinkMode-2 (VDL Mode2) infrastructure. The VDLMode2 infrastructure was provided by ARINC.The successful interoperability tests wereconducted with the ARINC ground infrastructurefor ATN and deployed on the European side wasthe ATN router implementation from the PROATNconsortium.


Total Information Sharing ProjectThe Total Information Sharing Project (TALIS) is aninnovative air-ground datalink project that aimsat research of mass-market commercial-off-the-shelf technologies as those known from the Weband the Internet in the context of theAeronautical Telecommunications Network (ATN).

The year 2001 has been characterised by thepreparation of a proposal for the EuropeanUnion’s 5th Framework Programme, in conjunc-tion with an industrial consortium; and on somepreliminary prototyping to evaluate the technolo-gical feasibility. The project has been acceptedby the European Union and split into two parts,TALIS1 and 2. The consortium is comprised ofEEC acting as the Project Manager, LIDO (asubsidiary of Lufthansa, Germany), ThalesAvionics (avionic supplier for Airbus and others,France), NLR (a R&D center, the Netherlands)and Skysoft (a software house, Portugal). TALIS1started in September 2001 and is working onhigh level user requirements, certification issuesand project management.The preliminary prototyping finished with thestart of the consortium with an operating prototy-pe for traffic information in the cockpit using anATN link and using all components of the futureTALIS architecture, i.e. the extensive use ofmodern off-the-shelf distributed technology. Thisprototype allows the TALIS consortium to have amuch lower risk on the used technology and willbe an important part for the succesful conductof the TALIS1 project.

RVSM Height-Monitoring ProjectThe Height-Monitoring System became fully ope-rational in 2001. The last step to achieve thiswas the final flight trial carried out for theGeneva Height Monitoring Unit (HMU) in January.The three HMUs at Geneva, Linz andNattenheim produced over 466000 measure-ments in 2001. These measurements could becorrelated to almost 7000 individual aircraft. Theairborne GPS Monitoring Units (GMU) producedin total 408 measurements.

The RVSM Monitoring Cell, at the EUROCON-TROL Experimental Centre (EEC), controls alloperations of the HMUs and is responsible for alldata exchange between the different parties thatplay a roll in the monitoring and data analysisprocess. The UK Meteorological Office deliversthe required Flight Level height data four times aday to the Monitoring Cell. These data are then

automatically dispatched to the three HMUs. Thefinal results of the monitoring and measurementprocess are passed on to Brussels to be used inthe safety assessment process.

Aircraft measurements fall into three categoriesregarding the aircraft's ability to maintain RVSMperformance requirements. These are com-pliant, aberrant or non-compliant. Staff at theRVSM Monitoring Cell investigate every instanceof an aberrant or non-compliant measure. Todate staff have evaluated over 11000 measuresagainst set criteria to either validate or reject themeasure. To date approximately 700 measureshave been rejected. Most measurements wererejected due to Mode A/C swaps and or gar-bling. In the case of a Mode A/C swap the HMUinterpreted the transmitted Mode-A as an altitu-de indication (Mode-C) and vice versa.


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In order to be able to handle the shear amountof measurement data correctly, several adjust-ments and improvements were carried out onthe measurement and aircraft database. In addi-tional to the on-line Total Vertical Error MonitoringUnit (TMU) which calculates the important height-keeping parameters in the HMU, an off-line TMUversion was developed using the Fortran pro-gramming language. This off-line program pro-cesses one hour of raw data in less than 10 seconds and therefore allows regeneratingmeasurements whenever this is necessary forsome special flights using different process set-tings. The off-line processor is named after thespiritual father of the TMU and is well known asthe Karlheinz TMU.

The Karlheinz TMU is very important when theRVSM Monitoring Cell is requested to conductinvestigations into missing or erroneous measu-rements. Aircraft operators often request theseinvestigations through the User Support Cell(USC) in Brussels. These investigations can beextensive and include beside comparing databetween the online TMU and the Karlheinz TMUalso real time track analysis using a playbackfacility through a display system and interroga-tion of the HMU event logs. So far over 150extensive investigations have been completed.The figures above show the track and the verti-cal profile of a B747-400 aircraft flying throughthe Nattenheim HMU area. The determinedAltimetry System Error (ASE) for this measurementis 20 feet.

ADS Studies and Trials Project (ASTP)ASTP supports the activities of the EurocontrolADS Programme. In 2001 work focused on ADS-B and TIS-B technology assessment. A large part of this work was done in collabora-tion with the FAA and a joint report was publis-hed in April 2001 (Technical Link AssessmentReport – TLAT). Further work has since then beencarried out focusing on link capacity and multi-link issues and support for the ongoing linkselection process in Europe. The results of thiswork have also been presented to various aero-nautical standardisation bodies. A number oftools have also been produced including simula-tors for VDL-4 and 1090 which can serve to eva-luate ADS-B and TIS-B (Traffic Information Sevice-

Broadcast) and performance.ASTP participated also in the creation of a newactivity, namely the ADS-B/TIS-B ValidationTestbed (AVT), which aims to provide a completeair to ground system validation platform for theADS reference architecture of the EurocontrolADS Programme. AVT will be a joint activity withother EEC projects including EEC-MEDUP,PROVE, and SURVITE. AVT work started inAugust 2001 and is expected to be completedin the 1st Quarter of 2003.

Innovative R&D (INO)

As a confirmation of the Experimental Centre’s strategy and commitments into the future of Air Traffic Management, the missionof its Innovative Research business area is to generate and federate innovations, seeking further improvements in safety, capa-city, efficiency and better protection of environments.

In year 2001, several small studies have been added to the portfolio of exploratory studies in this business area, and areregrouped in the three main threads:

" Innovative Investigations;

" Collaboration with other research institutions;

" Doctoral and University Studies.


INNOVATIVE INVESTIGATIONSInclude studies from bottom-up viewpoint, withstrengths on the changes to current applicationsand/or working practices, covering all segments ofpotential innovations, from application of emergenttechnologies to long-term operational concepts.The focus has been set on three major projects:

SectorLess Air Traffic Management The paradigm that SectorLess investigates is thetrajectory-based individual control as opposed tothe airspace-based, sector control currently used.The ultimate unknown for which this project strivesto clarify is that whether or not in the future wecould remove sectors, as well as their associated

constraints, in order to respond to the capacityimpasse. Similar to all other ATM concept investi-gations, the question of transition from currentoperating methods to the future ones is yet ano-ther principal unknown. Therefore, the majorresearch topics that SectorLess is investigatingconcern not only the future trajectory-based indivi-dual control operational concept (so-calledSectorLess), but also the transition from the cur-rent sector control to the sector-less control. Thelatter is named SuperSector. One natural changefrom sector-based to sector-less would be to growthe sector to larger volumes of several sectors,one could imagine that sector-less is ultimately avery large volume of several super sectors.


The year 2001 was dedicated to define the operatio-nal concept and start a project planned for 2002-2004 in order to demonstrate the proof of concept.

Emotional Risk ManagementThis project follows the “STRESS” pre-study duringwhich our team tried to investigate in some ATC cen-ters the present and pertinent stressors, their conse-quences, and the ways controllers cope with them.The approach was to identify and classify thesestressors according to their action duration (long orshort term acting) and to the individual’s way ofcoping (cognitive or emotional strategy).

It is well-established fact that efficient interaction bet-ween controllers and technical facilities at their dispo-sal remains tightly dependent on the controller’s abili-ty to focus, irrespective of context, the sufficientresources to continue to operate such safely asrequired.

The actual increasing traffic flow can only generateadditional constraints hardly assessable in terms ofhuman adjustment’s cost. Will controllers be able tohandle this challenge or will they be faced by a real“safety wall” as it seems to be shown by the increa-sing incident statistics and more faithfully by control-lers admission!

During this exploratory stage, we noticed that most ofcontrollers, who have to manage the apprehension ofprovoking incidents or accidents, feel a kind ofpsychological discomfort hard to express. TheATCO must build a denial protection to face the workrequirements. Study was focused on how to modelthe qualitative and quantitative variability in risk per-ception, which seems to be linked to psychologicalwell-being (health); capacity (performance) andmainly the operational safety level. A high risk per-ception level is found to be incompatible with ATC

work, and four risk perception states have beenidentified:1 - Pseudo-consciousness;2 - Pseudo-unconsciousness;3 - Consciousness (Acute), and4 - Unconsciousness.

As an initial result, the Pseudo-unconsciousnessseems to be the optimal balance from the point ofview of safety, capacity and psychological well-being. Year 2002 will be focused on the study andvalidation of the initial findings in a larger scale, andto promote a better emotional management of therisk in ATC, with suitable recommendations to applyto the recruitment, the selection, the training proces-ses and the career management.

eDEP The eDEP (early Demonstration Platform) project focuseson building an open, reusable java-based ATMtoolkit, enabling various EUROCONTROL projects tobuild concept demonstrators at low-cost. Particularattention is given to the issue of applying java tech-nology to next generation CWP subsystems. The2001 work consisted of building the technical ATMfoundations, resulting in a client/server architectureoffering initial FDPS and CWP functionality. The 2002work shall extend this FDPS functionality, develop aninitial EATMP CWP look and feel, and provide a richexperimentation environment (data recording,replay).The project commenced in April 2001, and will investa further 4 man years development effort in 2002.

AirmesThis 6 month study investigated the combination ofseveral emerging technologies in the context of air-port-wide mobile information systems. The studycombined PDA (Personal Digital Assistant) computer tech-nology, 802.11 Wireless Networking, and emerging

web-centric software paradigms (XML, Java 2Enterprise Edition, Embedded Java, Cocoon,Baracuda). The resulting application demonstratesairport, airline and ATC personnel sharing flight turna-round information in a mobile environment.The demonstrator was successfully completed, withinterest shown from a number of industrial compa-nies and airlines.

COLLABORATION WITH OTHERRESEARCH INSTITUTIONSThis thread includes the projects that are initiatedfrom a promising technology, product or processdeveloped at another research centre, combinedwith the operational expertise at the ExperimentalCentre, to explore its operational use in ATM.

ATC-WakeThe main objective of the ATC-Wake project is todevelop and build an innovative prototype integratedAir Traffic Control (ATC) wake vortex safety and capa-city optimisation system. This prototype system willhave a test bed environment role:1 - to assess the interoperability of this integrated

system with existing ATC systems currently usedat various European airports;

2 - to assess the safety and capacity improvementsthat can be obtained by applying this integratedsystem in (simulated) airport environments; and

3 - to evaluate the operational usability and accepta-bility – by pilots and controllers - of this integratedsystem in (simulated) airport environments;

This collaborative project, started in late 2001, is partof the European Union IST (Information Society

Technologies) programme, involving Thales AirDefence, Thales Avionics, NLR, DLR, and theUniversité Catholique de Louvain. The ExperimentalCentre provides technology watch and state of theart on Wake vortex matters, and is responsible for


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concepts, new working methods and performingtheir validation through Fast-Time simulations.

LookUnderstanding and evaluation of controller workingmethod and controller working environments in termsof safety, performance, automation limits are the keyissues for the design and validation of controller wor-king position environment. Therefore, there is astrong need to develop a new psychological andmultidimensional human factor approach.

Based on the know how from other research institu-tions in the field of human factors in aviation, mainlySienna University, IMASSA (Institut de Médecine

Aérospatiale du Sevice des Armées), CETCOPRA (Centre

d’Etudes des Techniques, des Connaissances et des Pratiques /

Université Paris-1), and Applied Anthropology Laboratoryof the University of Paris 5, a model of controllersbehaviours has been constructed. The year 2001also saw the definitions of measurements and thepreparation for real-time simulations to collect thedata for analysis. A real-time simulation session wassuccessfully performed in late 2001 with controllerscoming from the DGAC and DFS.Analysis of the collected data will be the main topicfor LOOK in 2002.

SkyStrips & DigistripsThis project, started in 1998, is based on a tightCENA – EEC collaboration project to further developthe Digistrip technology developed at CENA. Thetechnological concept used is based on technicalmass-market products, innovative graphical designwith animation, interactive modes, large flat screensand touch input facilities combined with gesturerecognition. The idea is to emulate conventionalpaper flight strips with multimedia technologies, andthus to enhance the functionality offered to the

controllers using the benefits of the computerisation,especially in terms of information sharing and feed-backs. Year 2001 has been successful in term ofpresentation, demonstration, exhibition (ATCMaastricht 2001, DASC - Digital Avionic Systems

Conference), and a demonstrator was made availablefor EEC visitors during the whole year. The prototypewas greatly improved with new functionalities. Animportant effort was also performed to allow otherprojects (such as Sectorless) to reuse the softwaredeveloped to test new concepts.However, due to many technical problems, the eva-luation of SkyStrips in the framework of the LOOKproject was not possible. The project is now stop-ped. Several companies showed a very high interestin this technology and have or are about to sign alicence agreement with CENA and EEC.

DOCTORAL AND UNIVERSITY STUDIESAnother parallel approach for innovation at theExperimental Centre consists in collaborating withuniversities. This thread covers the topics that mayneed in-depth investigations and/or theoretical foun-dations. Besides the two Doctoral studies formerlyinitiated - Dynamic Sectorisation, and Coordination ofAction in Distributed ATM contexts - four other PhDtheses have been started in 2001:

"Dynamic Rerouting of Aircraft under WeatherUncertainty. This study investigates an applicationof operational research into the modelling of dyna-mic rerouting due to the uncertainties associatedwith weather forecast. Performed at the Universityof California at Berkeley, two papers were publis-hed in major international conferences in 2001.

"Comprehensive Study of the Wake VortexPhenomena. This study draws the full picture ofthe physics, technology and operational aspectsof the phenomena in order to contribute to theoverall knowledge of wake vortex in ATM. Started

in late 2001 at the Experimental Centre, a state-of-the art of the technology for now-casting and fore-casting of wake vortex is being analysed, as wellas its relationships to the physics of turbulence.

"Design for 3D Stereoscopic Visualisation of ATCData. Started in late 2001, this study investigatesthe technical feasibility of constructing anddisplaying ATC objects in 3D stereoscopic envi-ronment in order to provide to controllers the pos-sibility of visualising control information in real 3Dspace.

"Controller’s Interactivities in 3D StereoscopicVisualisation Environment. In conjunction to thevisualisation study, this PhD thesis explores theinteractivities including haptic interactions in thereal 3D space. Also started in late 2001, an expe-rimental model is expected in 2002.

Other exploratory university studies launched in2001 include:

"Demand-based ATM: an Economic Study – Prof.Andreatta, University of Padova, Italy.

" 3D Trajectory Edition – Prof. Anders Ynnerman,Linkopings University, Sweden.

"Colour-coding of Aircraft data for SuperSector stu-dies – Prof. Kevin Corker, San Jose StateUniversity, USA.

" Probabilistic Conflict Detection – Prof. JohnLygeros, Cambridge University, UK.

"Multi-Agents Technology in Support of TacticalATM – Prof. Patrick Bellot, Francophone Institutefor Computer Science, Vietnam.

"Workshop on Interface Design for ATC – Dr.Wendy MacKay, INRIA, France.

All the above studies led to a report of the resultsobtained, and will be made available to a widepublic through the Experimental Centre’s researchmemos in 2002.

ATM Support to Implementation(ATI)

The ATM Implementation Business Area provides:

" Simulations to explore the feasibility and benefits of new airspace organisations, new traffic flow management schemes,new working methods and systems.

" Support for controller working position specification in preparation for new system procurement.

ACTIVITIES IN 2001In accordance with the EEC Business Plan the emphasis is on activities that form an integral part of the EATMP and haveregional value and in consequence activities in support of single states are decreasing.


Airspace reorganisation studies forBelgium, France, Germany,Luxembourg, the Netherlands and theUnited Kingdom.This activity is a continuance of a project startedin 1999 and previously referred to as the 5States project. With the recent addition of theUK, to involve 6 States, it will continue through2002 into 2003. The project includes model andreal time simulation elements. During 2001 therewas an unsuccessful attempt to run a real timesimulation exercise representing parts of theairspace of Belgium, France, Germany,Luxembourg and the Netherlands. Lessons havebeen learnt from the inability to properly repre-sent all the needs of the participating states andthese will be carried forward to a restructed 6States project in 2002 and 2003.

Quantifying the benefits of RVSM in the5 States area (Belgium, France, Germany,Luxembourg and the Netherlands).An ATFM and ATM model study to measure andquantify the potential benefits of the introductionof RVSM on controller workload, capacity, air-craft conflicts and delays. Two airspace organi-sations, September 1997 and ARN v3 route net-work plus associated sectorisations, and twolevels of traffic, 1997 and 2005, were tested.

From the ATM point of view the results showedthat, based on the overall controller workloadrecorded, the projected 10% to 20% gain incapacity following the introduction of RVSM isunlikely to be achieved in the 5 States area. Significant reductions of 25% to 30% in the numberof aircraft conflicts can, however, be expected.


But, with conflict resolution workload represen-ting just 20% of the total workload, the large fallin conflicts could only translate into a maximum8% reduction in the total workload.

The resulting figures in terms of capacity sho-wed that an average gain of 5% in sector capa-city could gradually be expected with the intro-duction of RVSM. Such gains, if achieved, wouldresult in a significant ATFM delay reduction ofbetween 32% and 37%.

An internal EEC note (N°. 1/PFE/2001) wasissued in December

During the simulation preparation theOperational Concept has been discussed andadapted to the technical platform with the fullparticipation of CEATS States representatives.

Reports on these activities are issued by theCRDS.

DenmarkA real-time simulation in September and Octoberwas a follow-up to previous EEC activities tofacilitate the design of the Swedish “System2000” and the future Danish ATM AutomatedSystem - DATMAS.

DATMAS is being acquired to meet future trafficdemand and is specified with a functionality andHuman-Machine Interface in accordance withthe EATCHIP to meet the requirements in thenational Conversion and Implementation Plan(CIP) in Denmark.

The simulation sought to focus on “gate-to-gate”and Medium Term Conflict Detection (MTCD)

appraisal and evaluate the operational impact ofthe human interface with the computer (HCI)

paying particular attention to ATC proceduresand working methods for Area and Approachcontrol. Owing to the immaturity of the MTCDfunctionality this appraisal was not achievedsuccessfully.

The airspace simulated included Tower,Approach and En-route sectors to assess cur-rent sector-manning configurations as well asscrutinising, in terms of safety and controllerworkload, the impact of one-man sector opera-tions in Copenhagen ACC.

Central European Air Traffic Services(CEATS) The EEC has been instrumental in the establish-ment of a sister research and development cent-re in Budapest, initially as a simulation facility forthe benefit of the CEATS states. The CEATSSimulations are prepared in a partnership bet-ween the CEATS States and EUROCONTROL.

One of the first practical examples of the suc-cess of the CEATS programme was in theCEATS Simulations Project, including bothmodel-based and real-time activities.

The first model-based study was completed andpublished results (EEC report N° 362) in April.This study examined sectorisation in the CEATSarea above FL285 ignoring national geographi-cal boundaries using traffic increased to 2007,2010 and 2015 levels, on a modified ARNV3fixed route network. It also examined controllerworkload based on tasks associated with theCEATS Operational Concept. The results provi-ded a basic sectorisation for the CEATS airspa-ce. This was further tested in real-time simulationin 2 phases during 2001. The first phase tookplace at the EEC in May 2001. This simulationconcentrated on a detailed evaluation of sectori-sation and the Human Machine Interface (HMI).

The second phase took place at the new CEATSResearch and Development Centre (CRDS) inBudapest in October 2001. This built on theresults of the first phase and concentrated onone of the main benefits of CEATS - direct rou-tings.

CEATS military partners have been involvedthroughout to ensure that the simulation resultstake into account the needs of all airspace users.


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Danish ATC authority’s (NAVIAIR), implemenationplan for it’s new ATC system. The active involve-ment of controllers in the design and evaluationof the system, airspace proposals and ATC wor-king methods will be a key contributor to thelong-term success of the DATMAS project.

The Total Airspace and Airport Modeller(TAAM)After the positive evaluation completed in 2000,TAAM was installed in the agency, with 2 licen-ses at the Experimental Centre, and one in theHQ. The version 1.2 of the tool was delivered atthe end of 2000. The European TAAM TechnicalSub-Group (ETTSG) was successfully hosted inJune 2001 at the EEC.

Generic Airport Model The first activity with TAAM has been to create ageneric airport model (GAM) including all thefacets of a large busy European airport. Charlesde Gaulle airport was used as a basis for thecreation of GAM. Several configurations of run-way allocation can be simulated with a largevariety of traffic data. This model will be used bythe EEC for airport related studies.

Oslo ATCC and TMA Model StudiesThese studies, part of the EATMP/DIS/STS NOR-SIM project, started in April 2000, are a follow-up of an evaluation undertaken byEUROCONTROL’s AMN unit (Airspace section).

The objectives of the ATCC study were:

" To evaluate the existing traffic regulation sys-tem and related sectorisation capacities atOSLO ATCC.

" To develop proposals in view of increasingcapacity within OSLO ATCC taking intoaccount possible interactions in the neigh-bouring FIRs, in particular Stavanger andTrondheim.

This study used the Reorganised ATCMathematical Simulator (RAMS) and involved theinvestigation of the current and future airspacestructures and working positions, in terms ofsector manning (Executive ATCO, PlanningATCO and Assistant) and controller workload,military activity and the results of the AMN eva-luation of OSLO ATCC.In January 2001 the project team, following thesimulation working group's recommendations,considered that the objectives of the study werefulfilled after the run of 4 scenarios containing 11exercises. The most promising exercises will beretained to be evaluated using a real time simu-lation planned to take place in Autumn 2002 inOslo. They were as well used as the basis forthe OSLO TMA TAAM Simulation which startedin June 2001.

The Oslo ATCC results were presented inNATAM (Norwegian Air Traffic and Airport Management)

Headquarters in OSLO in February 2001. AnEEC Report N° 364 was published in May 2001.

The second study, involves a detailed investiga-tion of the Oslo TMA using the Total Airspaceand Airport Modeller (TAAM).The main purpose of this exercise is:

" To establish optimum SID and STAR systemlinking the OSLO Gardemoen airport runwaysto the ATS route structure within OSLO FIR asset up during the RAMS study.

" To define the crossing points between SIDsand STARs to optimise the aircraft flight profi-les by avoiding intermediate levelling offduring the climb and descent phases from /to OSLO Gardemoen airport, to identify aclear vertical separation between arrival anddeparture flows, thus avoiding untimely ACASalarms.

" To evaluate runway usage at OSLO airport(e.g. segregated or flexible use of both run-ways at ENGM).

" To evaluate the impact of the suppression ofthe 5000 ft noise critical altitude.

The findings of the ATCC study have beenextensively used for the specifications of theTAAM simulation exercises. The project isconducted at the EEC by a NATAM team advi-sed and supported by EEC staff and is schedu-led to be completed by March 2002.


Common Simulations for the Balkans(COSIBA)Two model studies using RAMS and a real timesimulation were conducted within the COSIBAproject:

Model study 1 - Investigation of the wholeAlbanian airspace with special emphasis on theen-route to find a sectorisation capable to dealwith the amount of traffic forseen for 2010. The resulting sectorisation was used as basis inthe real time simulation.

Model study 2 – Investigation of Tirana TWR,TMA and LOW sector airspace to verify propo-sed STAR's and SID's of Tirana airport (both run-way directions), shape and size of the TMA, pro-cedures and working methods. Results providedadvice to accommodate traffic predicted for2010.

The real time simulation involved the wholeGreek, Albanian and FYROM airspace and wasrun in two phases in the last quarter of 2001.The first phase included the northern airspaceincorporating sectors of all three countries, andthe second phase was limited to the en-routesectors of Greek airspace.

COSIBA Simulation Objectives

1. Evaluate transition to and from non–RVSMlevels in the south of the Greek FIR using pro-cedures established in the GFR sub-project,

2. Identify benefits from the use of new unidirec-tional routings (Southeast and Northwestbound),

3. Determine whether a FL Allocation System isappropriate in specific circumstances,

4. Determine the efficiency of the defined verti-cal sector limits,

5. Harmonisation of the separation proceduresin Greece, FYROM and Albania to achieve:# 10NM common radar separation using

common procedures, between ACCs,# an understanding of the feasibility of the

implementation of proposed separation cri-teria with adjacent FIRs,

6. Identify benefits of changed workload charac-teristics resulting from the introduction ofOLDI, including the effects on controller inter-action with the HMI,

7. Compare Upper airspace (above FL 290)sectorisation:# respecting country boundaries,# using the airspace from contiguous ATCCs

as a continuum,

8. Identify impact of Olympic Games in 2004 onhandling of traffic in Greece, FYROM andAlbania Airspace.

EATMP Reference Industry-basedATM Simulation and Trials Platform(ERS)

ERIS consolidated its position in 2001, focusing on platform delivery and updating to OASIS Middle-ware (a value addedCORBA middle-ware for ATM systems). This challenging process provided opportunity for ERIS staff to exercise their tech-nical and managerial skills in assuring simulation programme continuity.

The programme is built on a foundation of eight component teams providing for simulation and live trails. Teams are inte-grated into Experiments And Trials (EAT) which delivers ESCAPE, the EUROCONTROL open architecture ATM validationplatform. Component teams are responsible for the design, integration and maintenance of components. Software deve-lopment itself is increasingly contracted out to Industry as part of the ERIS industry strategy.


ERIS PROJECTS INCLUDE:

EAT – Experiments And TrialsSupports the European Commission (EC) andEATMP validation and trials projects. EAT conso-lidated to two ESCAPE core versions and is nowbased on an OASIS client server architecture.

ACE - Avenue Compliant ESCAPEACE started in 2001 and has completed designand development phases. Compliance relates tothe AVENUE API, Data Dictionary and LogicalArchitecture; UML has been adopted for docu-mentation and modelling.

G2G - Gate to GateNegotiations were completed with theCommission; ERIS will provide the reference vali-dation platform, based on AVENUE. Work com-mences in 2002.

RPF – Rapid Prototyping FacilityThe EUROCONTROL Headquarters sponsorstopped RPF activity following an Agency bud-get reduction.

InteropsInterops is pending and will be reactivated onceclient requirement definition for validation of sys-tem interoperability is defined.


ProveSupports live trails and is integrated into ESCA-PE. Projects include trials on ADS-B, TIS-B andMTCD planned for 2002. The project has alsodriven the evolution of the ESCAPE trajectorycapability.

AvenueThe European Commission’s 4th FrameworkAVENUE project successfully closed afterdemonstrating a validation platform defined byEUROCONTROL Industry, NationalAdministrations and R&D Centres. AVENUE hasset the baseline for the ESCAPE upgrade to anIndustry recognised validation architecture stan-dard.

ERIS participated in the formation of a post AVE-NUE management group and lobbied for thecreation of the EUROCAE Working Group onATM System Architecture (WG61). The program-me also managed a comparison study betweenAVENUE and the ATMCNS high level architectu-re sponsored by SCS.ERIS held two Steering Group meetings toinform stakeholders of ERIS work programmeand strategy. The approach to industrialisation ofESCAPE components was also discussed.

ESCAPE Composition

ERIS Platform Evolution


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Trajectory Predictor and Flight Data ProcessingSystem, an Integrated Data Link Server, and astudy on requirements and technical options forthe implementation of System Assisted Co-ordi-nation.

At the end of the year the programme focussedon the LINK2000 simulation, planned in January2002. This delivery will form the core version forfuture R&D and live trials.

An improvement process was launched toimplement a quality management system basedon ISO 9001 standards. This will be implemen-ted in 2002 together with new test and accep-tance procedures to increase platform perfor-mance and durability.

IN 2002 ERIS WILL:

" Deliver two ESCAPE versions covering air-ground EC and EATMP validation projectneeds;

" Integrate an Industry based TrajectoryPredictor, Flight Data Processing System,Integrated Data Link Server, and an ArrivalManager;

" Support European Projects involvingDeparture and En-Route Managers, Down-Linked Aircraft Data, ADS-B and TIS-B in co-operation with EC TEN-T.

Satellite Navigation (GNS)

2001 was another important and eventful year for GNSS. The new programme structure put in place in 2000 was maintai-ned in 2001. All the SBAS (Space Based Augmentation Systems) and GBAS (Ground Based Augmentation Systems) activities continued tobenefit from full support from the wide range of stakeholders associated with them at the ATM/CNS Consultation Group(ACG) and GNSS Programme Steering Group (PSG) as well as the project level through the specialist working groups.

Work continued with Airspace User Associations and Air Navigation Service Providers to finalise “A Common AviationCommunity Position on GNSS Aviation Needs’ which was endorsed at the 12th meeting of the ACG in June.


GBAS (Ground Based AugmentationSystems)Following the endorsement at the PSG and thesubsequent approval at ACG, the GBAS Projectwas formally launched at the beginning of 2001.The GBAS Working Group (GWG) – composed ofthe project’s Stakeholders – was convened twicein 2001. This group ensures the timely design,development, validation, and operational imple-mentation of GBAS in the ECAC States. Themandate of the Group was agreed in February2001.Taking into account consequences of amend-ments on standards development and therefromon flight trials, the GBAS Project with the fullsupport of the GWG decided that the timeframeof the Project (hitherto limited to the period up to2003) be expanded to 2004 (inclusive).

For operational validation, the GBAS Project hasdefined a process referred to as “OperationalValidation” which complements technical certifi-cation and operational testing performed by ourStakeholders. Related activities have been splitinto two major areas: (i) early trials; and (ii) ope-rational tool definition, development and opera-tion for validation tasks. For the former, the majoractivity has been an investigation into the corre-lation characteristics between the vertical andhorizontal elements of GBAS guidance informa-tion for the ICAO OCP (Obstacle Clearance Panel)

GNSS Sub-Group as a pre-requisite to the deve-lopment of a Collision Risk Model for GBAS. Apaper was presented to OCP All WorkingGroups meeting in Nov. 2001.


For the latter, the GBAS Project has worked on thedevelopment of an Interface Control Document(ICD) and User Requirements Document (URD),contributions to a Development Plan (DP) for aGBAS Monitoring And Reference Station (G-MARS)

that will ultimately be a tool able to assist AirTraffic Service Providers to obtain operationalapproval from their safety regulation authority ofa GBAS installation at an airport.

For safety-related issues, the first task was todevelop the GBAS Safety Plan. Stakeholderswere consulted both on a bilateral basis and in agroup setting within the framework of a GBASSafety Assessment Workshop held at theExperimental Centre on 15-16 May. In parallel,the GBAS Project developed the GBAS SafetyPolicy. In June, the GBAS Project issued Version1.0 of both the GBAS Safety Policy and SafetyPlan. Both documents were submitted to theSafety Regulation Commission for comments.Presentations were made to SRC/12 in October2001, and a formal response was sent to theGNSS Programme Manager early November.Both documents in their version 2.0 were re-sub-mitted to SRC for endorsement late November,and SRC endorsement is now expected byJanuary 2002. To demonstrate the practicabilityof the Safety Plan, the GBAS Project has startedan activity related to the application of the SafetyPlan to various European airports. It was deci-ded to select airports where operational trials ofGBAS CAT-I approaches are currently planned.Those are Bremen (Germany), Milan Linate(Italy), Zurich (Switzerland), Toulouse (France)and Málaga (Spain). Prior to the consultationwith the airports, a Scoping HAZID (HAZard

IDentification) meeting was held at DFS HQ inSeptember with representatives from DFS,STNA, Skyguide, and Lufthansa to prepare for

the application activities. The first meeting forthe application of the GBAS Safety Plan tookplace in Zurich in December with representati-ves from Skyguide, Swissair, FOCA, Unique ZRHairport and SFIT Zürich. The Safety Plan forZurich will be available in March 2002.

Activities in 2002 will focus on the GBASFunctional Hazard Assessment and the prototypedevelopment for G-MARS.

SBAS (Space Based AugmentationSystems)The SBAS Project which co-ordinates its workthrough the GNSS-1 Operational ValidationWorking Group (GOV) focussed its activities in2001 on early trials using the EGNOS test-bed.A key to these activities has been the continuingdevelopment of the Pegasus*Plus tool set for theprocessing and analysis of data collected fromprototype EGNOS receivers both on the groundand during flight trials.

Several co-ordinated static data collection cam-paigns were performed allowing a comparisonof results from different locations throughoutEurope. Contracts have been established withfour organisations to create an ESTB data col-lection network. The Universities of Leeds-UK,Delft-NL, Polytecnic de Catalunya-Barcelona,Spain, and ENAC-Toulouse will collect ESTBdata on a regular basis for a period of one yearand use the Pegasus*Plus tools to producemonthly reports of results and analysis of anyanomalies discovered.

A successful flight trial was carried out at Niceairport where the NLR Cessna Citation aircraft,equipped with EGNOS guidance flew an experi-mental curved approach procedure designed by

the French DGAC. The results of these flight tri-als have been used to make a video and a pre-sentation has been made at the NAVSAT 2001conference in November.

A joint activity with the Navigation Programmeresulted in the development of a draft EGNOSOperational Concept that will be elaboratedduring 2002.

The study report on the EGNOS Integrityconcept was produced and a joint meeting heldwith ESA and the EOIG who are also conside-ring integrity as the key issue regarding safetyand validation. This meeting highlighted thatthere is much work to be done to clarify how thehigh levels of integrity required from EGNOS canbe demonstrated. Further work by all parties iscurrently under definition.

Support to ICAO GNSS PanelStaff from the GNSS Programme participated inseveral meetings of the ICAO GNSS PanelWorking Groups A, B and the Spectrum sub-group. A significant event for the Panel during2001 was the publication of the first set ofStandards and Recommended Practices (SARPs)

covering GPS, GLONASS and the augmenta-tions SBAS, GBAS and ABAS.

Amendment 76 to Annex 10 became applicableon 1 November 2001 and introduced, amongother things, the first package of SARPs andassociated guidance material for GNSS whichnow appear in Volume I of Annex 10 in the follo-wing parts:

" general provisions in Chapter 2 and Chapter 3

" detailed technical specifications in Appendix B;and

" guidance material in Attachment D.


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Support to the ICAO ObstacleClearance PanelThe ICAO OCP is, among other topics, currentlyevaluating the properties of GNSS systems forPrecision Approach in order to determine thenecessary additions to the Procedure DesignCriteria (PANS-OPS).

In order to allow an extension similar to the crite-ria adopted for ILS/MLS, it is necessary that theguidance properties, represented by the charac-teristics of the Collision Risk Model (CRM), are ofsimilar nature as those for ILS. The CRM is usedfor Precision Approaches to determine the risk oftouching an obstacle under a variety of repre-sentative operating conditions, given the envi-ronment and approach parameters. Both thedistribution of the aircraft positions from the idealpath and their relationship in the different co-ordinate directions influence the mathematicalmodels used in the CRM.

Objective of the activities of the GNSSProgramme in this context was the support tothe evaluation of the basic CRM properties onone hand by helping to define a suitable experi-ment contracted by the Navigation Programmeand on the other to provide a comparison of thecorrelation between GBAS CATI and ILS verticaland horizontal guidance properties. To performthis comparison, data from flight inspection cam-paigns were reprocessed and the respectivenavigation errors computed. For the GNSS dataextensive pre-processing was required to obtaindata representative of a GBAS system.The process and the resulting correlation valueshave provided significant insight into the techni-cal processes providing benefits to furtherGBAS validation activities. They have also allo-wed intensive discussions on discrepancies

encountered when presented at the OCP WGmeeting in October 2001.

The meeting has therefore requested all contri-butors to refine the investigations based on thediscussions, with updated results to be presen-ted to the OCP WG meeting to be held April 8-19, 2002 in Brussels. The next Panel meeting(OCP/13), where the PANS-OPS additions arefinalised will be held in October 2002.

Education and AwarenessA GNSS Workshop took place in Rome on 20-21September. The Workshop was organised byEUROCONTROL and co-sponsored by theEuropean Commission (EC), European SpaceAgency (ESA), International Air TransportAssociation (IATA), International Civil AviationOrganisation (ICAO) and EOIG (EGNOS Operations

and Infrastructure Group). The theme of the Workshopwas “A Common Approach towardsImplementation of Global ATM” and importantconclusions were drawn on safety managementwhilst re-iterating the paramount importance ofsafety and security. Emphasis was placed oncertification and standardisation with RNAVbeing recognised as the key to the future navi-gation environment. The importance of co-ope-ration between all partners was underlined aswell as the urgency to develop a comprehensivetransition plan to which all partners can commit.

The Panel will now focus its activities on require-ments for further applications of GNSS, such asGBAS Category II and III operations and surfacemovement guidance. It will also address otherforms of Augmentation, such as ground-basedregional augmentation systems (GRAS), and evo-lutions of satellite navigation systems. This laterincludes additional GPS frequencies, GLONASS-M and Galileo.

During the year a general review of the “GlobalAir Navigation Plan for CNS/ATM Systems” wasco-ordinated by EUROCONTROL. Current workrelated to this is the preparation of inputs to animportant ICAO Air Navigation Conference to beheld in 2003 to re-assess the status of naviga-tion and what is the position of GNSS.

The next meeting of the joint Working Groupswill take place in April 2002, hosted by EURO-CONTROL in Brussels, while the next GNSSPanel meeting will be in spring 2003 prior to theAir Navigation conference.

Enablers and Support Activities

The development of the projects of the various business areas of the EEC was based on the permanent availability of apowerful infrastructure. The Enablers and Support Activities provided in 2001 the necessary means as described in follo-wing chapters.


ATC Real-Time simulationsDuring the course of the year 2001, a significantnumber of real-time simulations and experimentshave been performed at the EEC:

" 5 States for France, Germany and theBenelux, DK01 for Denmark, CRDS for theCEATS Member States and GFART (Greece,FYROM, Albania Real Time Simulation) usingthe large scale simulation facility;

" R&D experiments within the context of pro-jects such as EVP, CORE, EACAC which havebeen running on the medium and small scalereal-time simulation facilities of the EEC.

The main platform has been upgraded in orderto allow the evaluation of new graphical displaysusing LCD 2K x 2K technology.

In addition to those simulation projects internalto the EEC, external deployments and installa-tions of a full real-time simulation platform run-ning the ESCAPE, IPAS (Integrated Preparationand Analysis System) and Audio-Lan systemsdeveloped at the EEC have been finalised onthe premises of:

" the Maastricht UAC Centre;

" the SICTA R&D Centre in Naples;

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" the ENAV R&D Centre in Rome;

" and the CRDS – CEATS Research,Development and Simulation Centre – atBudapest.

A first real-time simulation has been performedat the CRDS at the end of the year 2001 and theacceptance of the ENAV platform has startedand will be completed at the beginning of 2002.

Initial discussion for similar deployment in 2002on the premises of ANS CZ in Prague has takenplace between EUROCONTROL and the Czechadministration.

ATC Fast-Time simulationsThe model based facility of the EEC, the RAMSsystem, has been used in 2001 in order to runfast-time simulations for the CEATS and Norway.

Equally, the TAAM product has been evaluatedas an alternative for running fast-time simula-tions and will be used in 2002.


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SoftwareEngineering

Software is the major tool used by the projects ofthe EEC. Depending on each project’s particularrequirements, software developed by or for theEEC can be of small or big size, of low or highcomplexity. Some software systems have a lowlife span, many of them, however, are maintai-ned over many years. Quality requirements the-refore vary significantly from one software sys-tem to another.

Productivity is also a major issue for the EECgiven the large percentage of EEC budget spentfor software development and maintenance.

There is a long tradition of software engineeringat the EEC and a small Software EngineeringUnit (SEU) has existed for several years. EECneeds are systematically taken into account inthe approach defined by the SEU team. TheMission of the SEU is:

" to assist software projects in improving theproductivity of software development;

" to provide effective assistance in achievingsoftware quality requirements;

" to develop and foster a software engineeringmethodology suitable for EEC projects withsoftware;

" to introduce and support selected softwareengineering tools and environments.

2001 has seen the generalisation in the use of a model centric approach, which gradually evol-ved over the past years, where the model, inUML (Unified Modelling Language), becomesthe focus point for software development.


This approach is achieved through ongoing mentoring of software engineers, and benefitsfrom the now widespread knowledge of object-oriented specification and design tools gained inthe previous years. For this reason, the level ofSEU day-to-day support that is provided to pro-jects in this particular domain of expertise hasbeen increased again.Configuration manage-ment has definitely become part of EEC’s soft-ware engineering culture. Special care has beentaken during the year 2001 to better use thecapability of the CM-Synergy tool in distributedconfiguration management. The year ended inan upgrade to a newer version of the tool.

ARS, EEC’s change management tool, is moreand more widely used by new projects at theEEC, often not directly linked to software deve-lopment, thanks to SEU’s efficient support in thisdomain. In mid 2001 Remedy corp., ARS editor,was bought over by Peregrine corp. with noimpact.

As in 2000, support to project managers in theirtasks of planning and estimating of softwaredevelopment work packages was carried on in2001.

Special care has been taken to support qualityrelated activities in 2001: this included organisa-tion of and participation in various projectreviews, as well as diverse initiatives in testing.Besides, the SEU is committed and activelyinvolved in the setting up of an ISO 9000 com-pliant “Quality Management System” for theERIS programme.

The SEU work is a well-considered and widelyaccepted part of the EEC culture.


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technical teams to better control the increase inthe installed base.

During 2001, ITM made a big effort to producean inventory of PC software and to store this in adatabase. The immediate benefit was to have abetter control of PC software evolution, to increa-se reactivity on software installation requestsand to better plan investment in PC software.

Additionally, improved management of personnelarrival and departure has allowed the optimisa-tion of investment in PC hardware renewal.Consequently, ITM can now work on a PC rene-wal policy rather than being under pressure tosystematically give a new PC to each new arrival.

2001 was a stable year concerning the evolutionand the organisation of ITM (EEC Information

Technology Management) and IT FacilitiesManagement, After two years of extension to theFacilities Management activities to include thewhole of IT support, the phone system and theconference rooms, it was necessary to consoli-date the boundary of this activity in order toincrease the quality of service to users.

The current objective is to consolidate and tooptimise IT equipment. It has become essentialto have a better control of the IT hardware andsoftware. This objective is the most importantone for 2002. In order to fulfil this mission, wehave the intention of installing an equipmentmanagement system to help management and

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" Introduction of PDAs (palmtops): following anincreasing number of requests from users, weperformed a market survey of PDAs andselected colour and black and white stan-dards for the EEC;

" Participation with other SBUs and DF/MIS in aglobal study of operating system migrationand anti-viruses on PCs and on the MicrosoftExchange sever;

" Installation of wireless phones to replace oldpager system. 97 DECT phones have alreadybeen distributed;

" Upgrade of the backup library and its adap-tation to the EEC’s new needs;

" Installation of a centralised fax system andcolour printers. This distribution resolved thefax problem linked to secretaries’ officemoves and it is now independent of theirorganisation and localisation. Some Faxes arecombined to a colour printer; this has stop-ped the uncontrolled request of individualcolour printers.

ITM worked on the following IT projects in 2001:

" Mail migration: a joint project with DF/MIS.This was one of the most important projectsduring the year. The migration consisted ofmoving from Netscape mail to MicrosoftExchange. At the same time, e-mail addres-ses were harmonised Agency-wide. The newformat is forename.surname @eurocontrol.int;

" Electronic Fax: directly receiving and sendingfaxes from the mail interface. The fax systemcan accept 40 users, 17 of them are alreadyin use;

" Network: A network study was performedduring this year to find a configuration tosatisfy simulation needs. Several tests were

In our classical activities we have issued twocalls for tender: the first for the supply ofPCs and associated hardware; the second for anetwork-based secure disc system. The objectiveof the second one is to optimise the use of discspace by users and projects by avoiding duplica-tion, allowing multiple access from UNIX and NTenvironments and better managing disc-quotas.

A very large number of system installations weremade: 400 PCs, 4000 requests (PC hardwareand software requests, PC account creation)and 90 UNIX workstations and servers. The acti-vity in the PC domain is still very high and wehave to monitor this because we are moving out-side the initial FM contract parameters.

Various improvements were made to systems,particularly on database machines:

" ORACLE: the server was renewed to satisfyusers requests for higher availability and anincreasing number of databases;

" INFORMIX: a new development and test ser-ver was installed to separate these activitiesfrom the operational server, this action hasincreased the availability and security of thelatter;

" CONTINUUS: the continuus databases werecentralised on one server in order to optimisedisc space and to eliminate the inter-depen-dency of development servers.

Other important tasks in the technical domain,were:

" Introduction of Internet Explorer as a secondbrowser in addition to Netscape;

" Introduction of Windows 2000 on new laptopsin order to use them more efficiently;


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on CISCO switches. This solution is designedto replace the current temporary configurationin order to resolve simulation crashes thathappened last year;

" Remote Access: A project committee wascreated at the beginning of this year in orderto consolidate the technical solutions propo-sed for accessing EEC resources from theoutside. Different solutions have been testedthroughout the year. A test report will bepublished in January 2002 and the chosensolution will be put into place during thecoming year.

WEB MANAGEMENT

A project for the external webA project management plan has been designedfor the external web, i.e. the web to be accessedby the public and by the stakeholders of theExperimental Center (either internet or extranet).A steering committee has also been appointedfor this project. The work started in September2001 after selection of the contractor. The resultswill appear in 2002.

Dawning of the extranet: e-STORIAThe dawning of the extranet activities has beenmarked by the presentation of the ARTAS@STO-RIA prototype, also called e-STORIA.This prototype was based on a live traffic pre-sentation made intra muros during the buildinginauguration of September 2000. The real timedata feed came from ARTAS and the STORIAdisplay was used. The ARTAS@STORIA prototy-pe uses Java-based standard web technologies(servlet and applet) to present live traffic overEurope through internet. The EEC web server isconnected to the ARTAS unit of the EEC SurvITEproject. The client is any standard web browser.The presentation was made successfully duringfour exhibitions/conferences.Three of them were supported by LockheedMartin." ATC-Maastricht, February." 2nd R&D Conférence, Toulouse, June." ATC-Asia-Pacific, Singapore, September." ATCA, Washington, November.

For each of these events, the permission todisplay the live traffic was demanded from theATC data providers. After the September 11thevent, the same ARTAS@STORIA prototype trig-gered political interest.

On November 9th, ARTAS@INTERNET was run-ning during 20 minutes during the ProvisionalCouncil meeting, as part of a joint CFMU-EECpresentation. This real-time internet-based pre-sentation used the 96 LCD desk screens availa-ble in the EUROPA room. The prototype is avai-lable with recorded data at:http://www.eurocontrol.fr > Events > ATC-Maastricht-2001 orhttp://www.eurocontrol.fr/projects/storia/e-storia.html.

Continuous Improvement

A continuous improvement culture has been gradually built at the EEC and the activities contribute to the improvement ofworking conditions and operational performance. The European Foundation for Quality Management (EFQM) provides theframework both at the EEC and at the level of the EUROCONTROL Agency. The heart of the EFQM mechanism is anannual self-assessment against the EFQM model of business excellence. This results in a set of areas for improvementand an improvement action plan is drawn up and implemented. There has been some delay in the organisation of the2001 self assessment, and it will now be part of the 2001-2002 continuous improvement programme which is briefly des-cribed at the end of this section.

During 2001 a prototype "How to ?" Guide was implemented. The purpose of the facility is to provide easy access to infor-mation and processes using a web application: who to contact, how to do something, where to find process descriptions,where to find information. Information is not duplicated, but is rather pointed to via a flexible multi-keyword system. Thefacility will be completed as part of the 2001-2002 continuous improvement programme.

Numerous improvements have been made to EEC organisation and operation driven by the improvement culture in diffe-rent EEC units. These improvements include a reorganisation of HR section, budget monitoring procedures, staff planning,arrivals-departure procedure, and the development of a facility, ACB - Access to Business Information, to provide a conso-lidated view of activites (projects), and the budget and people allocated to them. This facility makes extensive use ofBusiness Objects to generate consolidated reports from existing corporate and local databases.

The intranet-based suggestion box, which wasstarted in June 2000, is an important bottom-upelement of continuous improvement. It enablesad-hoc suggestions to be structured, plannedand implemented, and anyone working at theEEC may submit a suggestion. The suggestionsvary considerably in terms of resource require-ments, but all contribute to improving the wor-king conditions and daily life at the EEC. Thescheme is well supported and processes onaverage 43 suggestions per year, which compa-res well with industry. Annually in June everyoneat the EEC is invited to participate in a vote todesignate the best suggestion of the year, andthe originator of the winning suggestion is pre-sented with a prize. Some suggestions imple-mented or being implemented in 2001 are as fol-lows:

" Installation in the entrance hall of a collectionbox for foreign coins which will be donated tocharity

" Installation of lockers in the changing rooms

" Improved shutting mechanism on smokingroom doors

" Installation of a traffic slowing device on theroad in front of the EEC building

" Installation of a traffic slowing device betweenthe two front car parks

" Installation of film on the training room doorsto improve the learning environment

" List of available software tools on the intranet(award 2001)

The 2001-2002 continuous improvement pro-gramme comprises 6 work packages:

" WP1 EFQM self-assessment. The award simu-lation method will be used.

" WP2 customer satisfaction/market survey.

" WP3 people satisfaction survey.

" WP4 key processes. Financial and real timesimulation processes will be targeted.

" WP5 suggestion box. This successful andpopular facility will be maintained.

" WP6 "How to ?" Guide. Implementation of thefacility will be completed.

The 2001-2002 continuous improvement pro-gramme is planned to finish mid 2002.



Publications

The Experimental Centre communicates its research activities, product documentation, simulator development and simula-tion results through EEC internal publications and through participation in international conferences, publication of resultsin conference proceedings and publications in scientific journals.


C O N F E R E N C E SThis section contains a selection of contributions of the Experimental Centre to seminars and conferences, grouped by Business Areas. It also includes contributions to scientific books and journals.

ATM Concepts and Studies (ACS)

Limited delegation of separation assurance to aircraft – The Freer Flight Evolutionary AirGround Cooperative ATM Concepts(E. Hoffman, J.-P. Nicolaon, C. Pusch, K. Zeghal) in New Concepts and Methods in Air Traffic Management, Bianco, L.; Dell'Olmo, P.; Odoni, A.R., (Eds.), Springer, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2001

Air Traffic Management (C. Pusch) in Air&Space Europe, N°3/4, Vol 3, Elsevier (Eds), . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2001

Limited delegation of separation assurance to the flight crew(I. Grimaud, E. Hoffman, K. Zeghal)European Commission Aeronautics Days 2001 – Preparing for the Global Challenges,Hamburg, Germany, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . January 2001

TORCH, from strategic planning to real-time optimisation(N. Suarez, N. Poppe, N. Makins)European Commission Aeronautics Days 2001 – Preparing for the Global Challenges, Hamburg, Germany,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . January 2001

Involving pilots and controllers in the evaluation of the limited delegation concept(I. Grimaud, E. Hoffman, L. Rognin, K. Zeghal)International Symposium on Aviation Psychology, Columbus, USA, . . . . . . . . . . . . . . . . . . . . . . . . . March 2001

Implementing changes in controller-pilot tasks distribution: the introduction of limited dele-gation of separation assurance(L. Rognin, I. Grimaud, E. Hoffman, K. Zeghal)International Workshop on Human Error, Safety and Systems Development, Linköping, Sweden, . . . June 2001

Vers une nouvelle coopération contrôleurs - pilotes ?(I. Grimaud, E. Hoffman, K. Zeghal)Syndicat National des Contrôleurs du Trafic Aérien, Conflit dans l'air / Flash-Info, N°379, . . . . . . . . . . July 2001


Conflict resolution in presence of uncertainty: a case study of decision making with dynamicprogramming(K. Blin, F. Bonnans, E. Hoffman, K. Zeghal)AIAA Guidance Navigation and Control Conference, Montreal, Canada, . . . . . . . . . . . . . . . . . . . . . August 2001

Delegation of sequencing operations to the flight crew – First quantitative results(K. Zeghal, I. Grimaud, E. Hoffman, L. Rognin)AIAA Guidance Navigation and Control Conference, Montreal, Canada, . . . . . . . . . . . . . . . . . . . . . August 2001

Delegation of crossing operations to the flight crew – First quantitative results(E. Hoffman, I. Grimaud, L. Rognin, K. Zeghal)AIAA Guidance Navigation and Control Conference, Montreal, Canada, . . . . . . . . . . . . . . . . . . . . . August 2001

User-centered design of cockpit interfaces involving pilots in sequencing operations(L. Rognin, I. Grimaud, E. Hoffman, K. Zeghal)AIAA Guidance Navigation and Control Conference, Montreal, Canada, . . . . . . . . . . . . . . . . . . . . . August 2001

Development of a tool for comparing conflict detection algorithms for air traffic management(T. Loureiro, K. Blin, E. Hoffman, K. Zeghal)AIAA Guidance Navigation and Control Conference, Montreal, Canada, . . . . . . . . . . . . . . . . . . . . . August 2001

Model-based evaluation of merging operations in sequence of aircraft(T. Caetano, E. Hoffman, K. Zeghal)AIAA Guidance Navigation and Control Conference, Montreal, Canada, . . . . . . . . . . . . . . . . . . . . . August 2001

The Mediterranean Free Flight Programme - A Human Factors Perspective(Dirk Schaefer)"L'ergomia nella societa' dell'informazione" - VII Congresso Nazionale della Societa Italiana di Ergonomia, Florence, Italy, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . September 2001

Insight into controller activity through a geographical-based analysis of instructions(I. Grimaud, E. Hoffman, L. Rognin, K. Zeghal)Digital Avionics Systems Conference, Daytona Beach, Florida, USA, . . . . . . . . . . . . . . . . . . . . . . October 2001

Assessing the impact on the flight deck of delegation of separation tasks(I. Grimaud, E. Hoffman, L. Rognin, K. Zeghal)Digital Avionics Systems Conference, Daytona Beach, Florida, USA, . . . . . . . . . . . . . . . . . . . . . . October 2001


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S Integrating multiple viewpoints in the coherent design of advanced controller working positions(A. Dorbes, M. Geissel, A. Jackson)Digital Avionics Systems Conference, Daytona Beach, Florida, USA, . . . . . . . . . . . . . . . . . . . . . . October 2001

Supporting the Collective process of controller working position development for ATM(A. Jackson, A. Dorbes, M. Geissel)Digital Avionics Systems Conference, Daytona Beach, Florida, USA, . . . . . . . . . . . . . . . . . . . . . . October 2001

Air Traffic Complexity as a Key Concept for Multi-Sector Planning(Dirk Schaefer, Colin Meckiff, Adrian Magill, Ben Pirard, Florence Aligne)Digital Avionics Systems Conference, Daytona Beach, Florida, USA, . . . . . . . . . . . . . . . . . . . . . . October 2001

Delegating upstream – Mapping where it happens(I. Grimaud, E. Hoffman, L. Rognin, K. Zeghal)4th USA / Europe Air Traffic Management R&D Seminar, Santa Fe, New Mexico, USA, . . . . . . . December 2001

Evaluation of Advanced Conflict Modelling in the Highly Interactive Problem Solver(B. van Doorn, B. Bakker, C. Meckiff) 4th USA / Europe Air Traffic Management R&D Seminar, Santa Fe, New Mexico, USA, . . . . . . . December 2001A Geomtrical Approach to Conflict Probability Estimation(R. Irvine) 4th USA / Europe Air Traffic Management R&D Seminar, Santa Fe, USA, . . . . . . . . . . . . . . . . . . December 2001

Identification of Air Traffic Controller Conflict Resolution Strategies for the ConflictResolution Assistant Project(B. Kirwan, M. Flynn),4th USA / Europe Air Traffic Management R&D Seminar, Santa Fe, New Mexico, USA, . . . . . . . December 2001

Context-Sensitive Speech Recognition in the Air Traffic Control Simulation(Dirk Schaefer)4th USA / Europe Air Traffic Management R&D Seminar, Santa Fe, New Mexico, USA, . . . . . . . December 2001


Satel l i te Navigat ion (GNS)

Harmonised GNSS Data Evaluation and Tool Development in Europe(S. Remark, A. Lhermite, E. Breeuwer)GNSS 2001 Conference, Seville, Spain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 2001

Overbounding the SBAS Integrity equation(R. Farnworth, E. Breeuwer, P. B. Ober, D. Van Willigen)GNSS 2001 Conference, Seville, Spain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 2001

PEGASUS – Prototype EGNOS Analysis System using SAPPHIRE(R. Farnworth, E. Breeuwer, C. Butzmuehlen, R. Stolz)GNSS 2001 Conference, Seville, Spain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 2001

Validation of Operational GBAS Performance(A. Lipp, A. Lhermite, E. Perrin, B. Tiemeyer)GNSS 2001 Conference, Seville, Spain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 2001

GBAS Safety Assessment(B. Tiemeyer, E. Perrin, A. Lipp)GNSS 2001 Conference, Seville, Spain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 2001

Prevail, a Platform for EGNOS Validation Flight Trials(E. Breeuwer, R. Farnworth, A. Van Den Berg, H. Veerman)GNSS 2001 Conference, Seville, Spain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 2001

EUROCONTROL GNSS Activities(J. Storey)GNSS 2001 Conference, Seville, Spain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 2001

Approaching Nice with the EGNOS System Test Bed(S. Soley, R. Farnworth, E. Breeuwer)ION NTM 2002 Meeting , San Diego, California, USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . August 2001

EGNOS Operational Validation: A Status Update(E. Breeuwer, R. Farnworth, S. Soley)ION GPS2001 . Salt Lake City, Utah, USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . September 2001


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S Approaching Nice with the EGNOS System Test Bed(E. Breeuwer, F. Farnworth, S. Soley)NAVSAT 2001 Conference, Nice, France. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . November 2001

GBAS Operational Validation Early TrialsA. Lhermite, A. Lipp, B. Tiemeyer)NAVSAT 2001 Conference, Nice, France. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . November 2001

Statistical Correlation of Lateral and Vertical Navigation System Errors for GBAS(A. Lhermite, A. Lipp)OCP, London, Great Britain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . November 2001

Envirnoment (ENV)

Aircraft noise modelling validation through the use of full 4-D flight trajectories includingthrust calculation(P. Hullah, L. Cavadini)4th USA/Europe ATM R&D Seminar, Santa Fe, New Mexico, USA, . . . . . . . . . . . . . . . . . . . . . . . . December 2001

Safety (SAF)

Automatic Safety Monitoring in operational centers (ASMT)(B.Hickling, T. Joyce)European Commission Aeronautics Days 2001 – Preparing for the Global Challenges, Hamburg, Germany,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . January 2001

Automatic Safety Monitoring (ASMT)(B.Hickling)2nd European ATM R&D Symposium, Toulouse, France . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . June 2001

Preliminary Statistical Results for TCAS II Version 7(D. Powell, G. Dean)ICAO SCRSP/WGA, Neuilly, France, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . October 2001

TCAS Events Attributed To Ships(D. Powell, G. Dean)ICAO SCRSP/WGA, Neuilly, France, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . October 2001


ACAS Events when Personal Electronic Devices were in use(D. Powell, G. Dean)ICAO SCRSP/WGA, Neuilly, France, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . October 2001

Stakes of transparency in ATM(Christine Fassert)Human Issues in Aviation Systems, Toulouse, France . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . September 2001

A Safety and Human-Centered Approach to Developing New Air Traffic Management Tools(N. Leveson, M. de Villepin, J. Srinivasan, M. Daouk, N. Neogi, E. Bachelder, J. Bellingham, G. Flynn, N. Pilon)4th USA/Europe Air Traffic Management R&D Seminar, Santa Fe, New Mexico, USA. . . . . . . . . . December 2001

Per formances, F low Management, Economics and Eff ic iency (PFE)

Collaborative ATM(P. Ky)Eurocae Technical Conference, Milan, Italy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . June 2001

Flow Management in Europe(P. Ky)ATCA Conference, Dublin, Ireland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . July 2001

Concrete Aircraft Routing Algorithms(P. Loubières, J. Chemla)Digital Avionics Systems Conference, Daytona Beach, Florida, USA, . . . . . . . . . . . . . . . . . . . . . . October 2001

Optimising the use of the European Airspace(P. Ky)Maximising European Air Traffic Capacity, Zurich, Switzerland. . . . . . . . . . . . . . . . . . . . . . . . . . . November 2001

Flow Management Measures to increase safety & efficiency of the European ATM system(P. Ky)ATCOs in a changing world, Brussel, Belgium . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . November 2001

"Collaborative Decision Making: Results of Experiments to Identify Limitations ofInformation Exchanges in Stand and Gate Operations"(P. Martin)4th USA/Europe Air Traffic Management R&D Seminar, Santa Fe, New Mexico, USA. . . . . . . . . . December 2001


PU

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S Innovative Research ( INO)

LOOK une approche pluridisciplinaire(F. Drogoul, L. Guichard)JETSIC 2001: journée d'étude sur le traitement cognitif des systèmes d'information complexes,Poitiers, France . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . June 2001

Which Human Factors for ATC?(F. Drogoul, S. Dusire, G. Gawinowski, L. Guichard)Human Issues in Aviation system, Toulouse, France . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . September 2001

Skytools & Digistrips, from the technology to the european operational context(G. Gawinsowski, L. Guichard, S. Carlier, H. Hering)IEEE DASC 2001, Daytona Beach, Florida, USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . October 2001

Trajectory Optimisation Under Uncertainty(A. Nilim, L. El Ghaoui, V. Duong)Institute for Operational Research and Management Annual Meeting, INFORMS 2001, Florida, USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . November 2001

Sectorless Air Traffic Management(V. Duong, G. Gawinowski, J-P. Nicolaon, D. Smith)4th USA/Europe Air Traffic Management R&D Seminar, Santa Fe, New Mexico, USA. . . . . . . . . . December 2001

Trajectory-based ATM Under Weather Uncertainty(A. Nilim, L. El Ghaoui, V. Duong, M. Hansen)4th USA/Europe Air Traffic Management R&D Seminar, Santa Fe, New Mexico, USA. . . . . . . . . . December 2001


E E C P U B L I C AT I O N SAll EEC publications are classified as Reports, a document which conforms to strict quality criteria regarding bothscientific content and presentation, or as Notes, a more informal document. They have unique identifiers in the for-mat “nnn” (Report) and “nn/00” (Note) and are all available on our web site http://www.eurocontrol.fr. The last sec-tion, Skyway, contains articles published in the EUROCONTROL Magazine Skyway.

R E P O RT S

358 TAAM RVSM Fast-Time Simulation(L. Favey) Project SIM-S-E1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . February 2001

359 RVSM6 CYPRUS Real-Time Simulation(R. Lane, S. Bancroft) Project RVS-5-E3 (R. Deransy, K. Harvey) . . . . . . . . . . . . . . . . . . . . . February 2001

360 Initial Evaluation of a Radically revised En-Route Air Traffic Control System(H. David, J.M.C. Bastien) Project (none) (Université de Paris V) . . . . . . . . . . . . . . . . . . . . . . . March 2001

361 Five States Fast-Time Simulation(R. Dowdall, J.M.C. Bastien) Project SIM-S-E4 – 98_5_States . . . . . . . . . . . . . . . . . . . . . . . . . March 2001

362 CEATS Fast-Time Simulation N°. 1(F. Dowling, J.M.C. Bastien) Project SIM-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . April 2001

363 Eight-States Free Route Airspace Project(P. Eriksen) Large Scale Real-Time Simulation – North ScenarioProject AOM-Z-FR . . . . . . . . . . May 2001

364 Model Based Simulation of OSLO Air Traffic Control(F. Vergne) Centre (NORSIM-MBS-OSLO) Project STS-S-NO . . . . . . . . . . . . . . . . . . . . . . . . . . . May 2001

365 Eight-States Free Route Airspace Project(P. Erisken) Large Scale Real-Time Simulation – South Scenario (M. Bonnier) Project AOM-Z-FR . May 2001

366 IRELAND 2000 (IRL2000) Real-Time Simulation(D. Houlihan) Project SIM-S-E1_IRL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . September 2001

367 EVP-CORA1 Real-Time Simulation(I. Pichancourt, R. McGregor) Project EVP-CORA1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . September 2001

368 EACAC 2000 Real-Time Experiments(I. Grimaud, E. Hoffman) Project SCS-M-21 (L.Rognin, K. Zeghal, R. Deransy) . . . . . . . . . December 2001


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S 369 ASMT Operational Impact Study(C. Fassert) Project SQS-M-S1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . December 2001

NOTES

01/01 Technical Analysis of ATC Controller to Pilot Voice Communication with regard to Automatic Speech Recognition Systems(H. Hering). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . January 2001

02/01 Context-Sensitive Speech Recognition in the Air Traffic Control Simulation(D. Schaefer) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . February 2001

04/01 Mode S Transponders Test Benches Functional Requirements(M. Biot) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . February 2001

05/01 Capacity Plan 2001 for London ACC (S. Bourdais) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 2001

06/01 Expression of Requirements for HMI Specifications for ATC/CWP(D. Pavet, J. Garron, A. Jackson) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 2001

07/01 Better Match for ATC Resources (M. Dalichampt, J. Lebreton, G. Fortunet) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . April 2001

08/01 Forecasting Civil Aviation Fuel Burn and Emissions in Europe (Interim Report)(A. Celikel, F. Jelinek) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 2001

09/01 Environment KPI for PRC - Preliminary Report (A. Celikel, S. Carlier, F. Jelinek, T. Elliff) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . June 2001

10/01 Innovative Slot Allocation: an Overview PFE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 2001

11/01 A simplified Approach to Conflict Probability Estimation (R. Irvine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 2001


12/01 ECAC Ground and Taxi Accidents Rates Conformance with A-SMGCS Target Level of Safety (P. Crick, J. Mateus Martins) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 2001

13/01 Delay Forecast 2001 – based on National Capacity Enhancement Plans (M. Dalichampt, J-C. Hustache, F. Despinois) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . June 2001

14/01 Medium-term Capacity Enhancement targets 2003 - 2006(A. Marsden, J-L. Renteux, M. Dalichampt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . June 2001

15/01 SAPPHIRE - RAIM Validation(Theodor Zink, Jürgen Pielmeier) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . June 2001

16/01 RAIM Study and - SAPPHIRE RAIM Algorithms Validation (A. Lhermite) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . June 2001

17/01 Progress towards Cost-Benchmarking of the European ATM System Update of the Cost-Benchmarking Model for ANSPs/States in 1999(G. Nero (PRU), J. C. Hustache (EEC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . July 2001

18/01 Coverage of 2000 European Air Traffic for the Base of Aircraft Data (BADA) – Revision 3.3(C. Sheehan). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . July 2001

19/01 Transponder Interference with Carrier Waves(H.P. Englmeier) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . November 2001

20/01 Short-Term Capacity Targets 2002 for the European Air Navigation Services (M. Dalichampt, A. Marsden, S. Vincent, J. Lebreton) . . . . . . . . . . . . . . . . . . . . . . . . . . . December 2001

21/01 PAMELA Validation Report(M. Gibellini,J-C. Hustache). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . December 2001

Glossary


ACARE . . . . Advisory Council for Aeronautics . . . . . . . . . . . Research in EuropeACAS . . . . . Airborne Collision Avoidance SystemACC. . . . . . . Area Control CentreA-CDM-D . . Air Collaborative Decision Making . . . . . . . . . . . Demonstrator (EC project)ACE . . . . . . . ATM/CNS Systems Engineering (EEC)ACE . . . . . . . AVENUE Compliant ESCAPEACG. . . . . . . ATM/CNS Consultancy GroupACNUSA . . Autorité pour le Contrôle de la . . . . . . . . . . . Nuisance Sonore AéroportuaireACS . . . . . . . ATM Concepts & Studies (EEC)ADREP . . . . Accident Data REPortingADS . . . . . . . Automatic Dependant SurveillanceADS-B . . . . . ADS-BroadcastAEA . . . . . . . Association of European AirlinesAECMA. . . . European Association of . . . . . . . . . . . Aerospace IndustriesAEM . . . . . . Advanced Emission ModelAENA . . . . . Aeropuertos Españoles . . . . . . . . . . . Navigación Aérea (E)AERONET II . Aero Thematic NetworkAFAS. . . . . . Aircraft in the Future ATM SystemAIDA . . . . . . (CENA)AMAN . . . . . Arrival MANagerAMN . . . . . . Airspace domain EUROCONTROLANC. . . . . . . Air Navigation Commission (ICAO)ANCAT . . . . The ECAC Committee for the . . . . . . . . . . . Abatement of Nuisance caused by. . . . . . . . . . . Air TransportANSP . . . . . Air Navigation Service ProviderAOP. . . . . . . Airport Operations UnitARINC . . . . Aeronautical Radio Inc.ARN. . . . . . . ATS Route NetworkARTAS . . . . ATM SuRveillance Tracker And . . . . . . . . . . . Server SystemASE . . . . . . . Altimetry System ErrorASAP . . . . . Alcohol and Substance Abuse . . . . . . . . . . . Policy (EEC)

ASAS . . . . . Airborne Separation Assurance . . . . . . . . . . . SystemASAS - TN . Airborne Separation Assurance. . . . . . . . . . . Systems - Thematic NetworkASC . . . . . . . Analysis and Scientific (EEC)ASMT . . . . . Automatic Safety Monitoring ToolASTER . . . . Aviation Safety Targets for . . . . . . . . . . . Effective RegulationASTP. . . . . . ADS Studies and Trials ProjectATC . . . . . . . Air Traffic ControlATCA. . . . . . Air Traffic Control AssociationATCO . . . . . Air Traffic Control OfficerATC WAKE . Air Traffic Control Wake TurbulenceATFM . . . . . Air Traffic Flow ManagementATI. . . . . . . . ATM Implementation (EEC)ATM. . . . . . . Air Traffic ManagementATMAS . . . . ATM Automated SystemATN . . . . . . . Aeronautical Telecommunications . . . . . . . . . . . NetworkATS . . . . . . . Air Traffic ServicesAVENUE. . . ATM Validation Environment for . . . . . . . . . . . Use towards EATMSAVT . . . . . . . ADS-B/TIS-B Validation Testbed

CAEP . . . . . Committee on Aviation . . . . . . . . . . . Environmental Protection (ICAO)CAIA . . . . . . Collaborative Airline Interface to . . . . . . . . . . . CFMUCAIRDE . . . Civil Aviation Integrated Radar . . . . . . . . . . . Display Equipment (Ireland)CARE . . . . . Cooperative Actions of R&D . . . . . . . . . . . EUROCONTROLCDM . . . . . . Collaborative Decision makingCEATS . . . . Central European Air Traffic . . . . . . . . . . . Services CENA . . . . . Centre d'Etudes de la Navigation . . . . . . . . . . . Aérienne (France)


EMC . . . . . . EATMP Management Committee EMM . . . . . . Extended Management MeetingENAV . . . . . . Ente Nazionale di Assistenza al VoloENHANCE . European Harmonised Aircraft . . . . . . . . . . . . . . Noise Contour modelling EnvironmentENV. . . . . . . Environment Studies (EEC)EOIG . . . . . . EGNOS Operations and. . . . . . . . . . . Infrastructure GroupERA . . . . . . . Economic Regulation AnalysisERIS . . . . . . EATMP Reference Industry Based. . . . . . . . . . . Atm Simulation & Trials Platform . . . . . . . . . . . (EEC)ESA . . . . . . . European Space AgencyESARR 2 . . EUROCONTROL Safety. . . . . . . . . . . Regulation RequirementESCAPE . . . EUROCONTROL Simulation. . . . . . . . . . . Capability And Platform for. . . . . . . . . . . ExperimentationESTB. . . . . . EGNOS Satellite Test BedETFMS . . . . Enhanced Tactical Flow. . . . . . . . . . . Management SystemETTSG . . . . European TAAM Technical . . . . . . . . . . . Sub-GroupEUROCAE . European Organisation for Civil. . . . . . . . . . . Aviation ElectronicsEVP . . . . . . . European Validation PlatformEVP/CORA. EATMP Validation Platform for. . . . . . . . . . . CORA

FAA . . . . . . . Federal Aviation AdministrationFACET . . . . Fast ACC Capacity Evaluation ToolFAP . . . . . . . Future ATM ProfileFDPS. . . . . . Flight Data Processing SystemFIR. . . . . . . . Flight Information RegionFMD . . . . . . . Flight Management Division (CFMU)FP5 . . . . . . . (Fifth) Framework ProgrammeFRAP. . . . . . Eight States Free Routes Project

CETCOPRA Centre d’Etudes des Techniques, . . . . . . . . . . . des Connaissances et des . . . . . . . . . . . Pratiques/université de Paris-1CFMU . . . . . Central Flow Management UnitCI . . . . . . . . . Continuous Improvement (EEC)CIP . . . . . . . Convergence Implementation PlanCM . . . . . . . . Collaborative Decision MakingCMIC. . . . . . Civil Military Interface Standing . . . . . . . . . . . CommitteeCMM . . . . . . Core Management MeetingCNS. . . . . . . CNS Studies (EEC)CNS. . . . . . . Communications, Navigation, . . . . . . . . . . . SurveillanceCOOSAAC . Common Simulator to Assess . . . . . . . . . . . ATFM ConceptsCORA . . . . . Conflict Resolution . . . . . . . . . . . Advisor/AssistantCORBA . . . . Common Object Request Broker . . . . . . . . . . . ArchitectureCoRe . . . . . Core requirepements for ATM . . . . . . . . . . . working positionsCOSAAC . . Common Simulator to Access . . . . . . . . . . . ATFM ConceptsCOSIBA . . . Common Simulation Project for the. . . . . . . . . . . BalkansCRCO . . . . . Central Route Charges OfficeCRDS . . . . . CEATS Research, Development . . . . . . . . . . . and Simulation CentreCRM . . . . . . Collision Risk ModelCSPDU . . . . CEATS Strategic Planning and . . . . . . . . . . . Development unitCWP . . . . . . Controller working Position

DAI . . . . . . . Development and Integration (EEC)DASC . . . . . Digital Avionic Systems ConferenceDATMAS. . . Danish ATM Automated SystemDEFAMM . . Demonstration Facilities for Airport. . . . . . . . . . . Movement Management toolDERA . . . . . DEfense Research Agency

DF . . . . . . . . Director Finance (HQ)DFS . . . . . . . Deutsche Flugsicherung . . . . . . . . . . . (German ATS)DGAC . . . . . Direction Général de l’Aviation . . . . . . . . . . . CivileDG-TREN . . Transport and EnergyDHR. . . . . . . Director Human ResourcesDNA. . . . . . . Direction de la Navigation . . . . . . . . . . . AérienneDP . . . . . . . . Development PlanDSI . . . . . . . Denmark/Sweden InterfaceDOVE . . . . . Datalink Operational Validation . . . . . . . . . . . Experiments

EACAC . . . . Evolutionary Air-ground . . . . . . . . . . . Cooperative ATM ConceptsEAG. . . . . . . European ATFM GroupEAT . . . . . . . Experiments and Trials platformEATMP . . . . European Air Traffic Management . . . . . . . . . . . ProgrammeEC . . . . . . . . European CommissionECAC . . . . . European Civil Aviation . . . . . . . . . . . ConferenceECCAIRS . . European Coordination Centre for . . . . . . . . . . . Aviation Incident Reporting . . . . . . . . . . . SystemsECCG . . . . . Experimental Centre Consultation . . . . . . . . . . . GroupECIP . . . . . . European Convergence and . . . . . . . . . . . Implementation PlaneDEP. . . . . . early Demonstration PlatformEDMS . . . . . Emission Dispersion Modelling . . . . . . . . . . . SystemEEC . . . . . . . EUROCONTROL Experimental . . . . . . . . . . . CentreEFQM . . . . . European Foundation for Quality . . . . . . . . . . . ManagementEGNOS . . . . European Geostationary . . . . . . . . . . . Navigation Overlay Service


GLO

SS

AR

Y GAM . . . . . . Generic Airport ModelGBAS . . . . . Ground Based Augmentation. . . . . . . . . . . SystemsGFART . . . . Greece, FYROM, Albania Real. . . . . . . . . . . Time SimulationGWG . . . . . . GBAS Working GroupGIS . . . . . . . Geographical Information SystemGLONASS . Global Navigation Satellite . . . . . . . . . . . Systems (Russia)G-MARS . . . GBAS Monitoring And Reference. . . . . . . . . . . StationGMU . . . . . . GPS Monitoring UnitsGNS. . . . . . . Satellite Navigation (EEC)G2G. . . . . . . Gate to Gate

HADES . . . . Help Tool for Airspace Design EEC. . . . . . . . . . . StudiesHCI . . . . . . . Human Interface with the ComputerHEIDI . . . . . Harmonisation of European. . . . . . . . . . . Incident Definitions Initiative for ATMHF . . . . . . . . Human FactorsHIPS . . . . . . Highly Interactive Problem SolverHiRIS . . . . . Human Resources Information SystemHLG. . . . . . . High Level Group of the European. . . . . . . . . . . CommissionHMI . . . . . . . Human Machine InterfaceHMU . . . . . . Height Monitoring UnitsHQ . . . . . . . . Headquarters (EUROCONTROL)HYBRIDGE . Distributed Control and Stochastic . . . . . . . . . . . Analysis of Hybrid Systems . . . . . . . . . . . Supporting Safety Critical Real-. . . . . . . . . . . Time Systems Design

IAA . . . . . . . Irish Aviation AuthorityIANS . . . . . . Institute of Air Navigation ServicesIATA . . . . . . International Air Transport. . . . . . . . . . . Association

IBP . . . . . . . Industry Based Pre-operational. . . . . . . . . . . Prototypes ProgrammesICD . . . . . . . Interface Control DocumentICAO-CAEP ICAA Committee on Aviation. . . . . . . . . . . Environmental ProtectionIFATCA . . . . International Federation of Air. . . . . . . . . . . Traffic Controllers AssociationsIFPS . . . . . . . Initial Flight Plan Processing SystemIFPU-2 . . . . Initial Integrated Flight Plan. . . . . . . . . . . Processing Unit -2IMASSA . . . Institut de Médecine Aérospatiale. . . . . . . . . . . du Service des ArméesIMPACT . . . Innovative Methodology for the. . . . . . . . . . . Projection of ATM Concepts onto. . . . . . . . . . . the Training of ATCOsINM . . . . . . . Integrated Noise ModelINO . . . . . . . Innovative Research (EEC)INTEGRA . . Advanced ATM Tool Integration

ProjectIPAS . . . . . . Integrated Preparation and. . . . . . . . . . . Analysis SystemIPSky . . . . . Internet Protocol in the SkyIPv6. . . . . . . Next Generation Internet ProtocolIREN . . . . . . . Incident Reporting European NetworkISA . . . . . . . Innovative Slot AllocationIST. . . . . . . . Information Society TechnologyIT . . . . . . . . . Information TechnologyITM . . . . . . . Information Technology. . . . . . . . . . . Management (EEC)

JRC . . . . . . . Joint Research Centre

LAN . . . . . . . Local Area NetworkLAQ . . . . . . . Local Air QualityLEONARDO. Linking Existing ON Ground . . . . . . . . . . . ARrival and Departure OperationsLFV . . . . . . . ATS StockholmLRI. . . . . . . . Hungarian ATS provider

MA-AFAS . . More Autonomous –Aircraft in the. . . . . . . . . . . Future Air traffic management . . . . . . . . . . . SystemMADAP. . . . Maastricht Automatic Data . . . . . . . . . . . Processing and Display SystemMATOS . . . . Modelling Actor's Tasks to . . . . . . . . . . . Organise SpectificationsMEDUP. . . . Meditarranean Upgrade . . . . . . . . . . . ProgrammeMFF . . . . . . . Mediterranean Free FlightMIM . . . . . . . Marketing and Information . . . . . . . . . . . Management (EEC)MIT . . . . . . . Massachusetts Institute of . . . . . . . . . . . TechnologyMMV . . . . . . . Manchester Metropolitan UniversityMSP. . . . . . . Multi-Sector PlanningMODE-S . . . Mode Select (SSR Selective . . . . . . . . . . . Interrogation Mode)MTCD . . . . . Medium Term Conflict DetectionMUAC . . . . . Maastricht Upper Area Control

NATS. . . . . . National Air Traffic Services (UK)NLR . . . . . . . Nationaal Lucht-en . . . . . . . . . . . Ruimtevaartlaboratorium (NL)NUP II . . . . North European ADS Network . . . . . . . . . . . Update Programme Phase II

OASIS. . . . . Open Architecture for Simulation . . . . . . . . . . . SystemsOCA. . . . . . . Oceanic Control AreaOCP. . . . . . . Obstacle Clearance PanelODT. . . . . . . Operational Requirements and . . . . . . . . . . . Data Processing TeamOPQ. . . . . . . Occupational Professional . . . . . . . . . . . QuestionnaireOPS . . . . . . . Operations Support (EEC)


PACT. . . . . . Portable EEC Capacity ToolPAMELA . . . Economic Modelling of the . . . . . . . . . . . European ATM SystemPC . . . . . . . . Provisional CouncilPDA . . . . . . . Personal Digital AssistantPETAL . . . . Preliminary EUROCONTROL Tests . . . . . . . . . . . of Air/ground DatalinkPFE . . . . . . . Performance Flow Management . . . . . . . . . . . Economics & Efficiency (EEC)PHARE . . . . Programme for Harmonised ATM . . . . . . . . . . . Research in EUROCONTROLPMM . . . . . . . People Management Meeting (EEC)POEMS . . . . Pre-Operational European MODE SPPD . . . . . . . Pilot Preference DownlinkPRC . . . . . . . Performance Review CommissionPROVE . . . . European ATC PRe-Operational . . . . . . . . . . . Validation and Experimental trials . . . . . . . . . . . platformPRU. . . . . . . Performance Review Unit PSG . . . . . . . Programme Steering Group

RAIDS. . . . . Real-Time ATFM Interactive . . . . . . . . . . . Demonstrator/SimulatorRAMS . . . . . Reorganised ATC Mathematical . . . . . . . . . . . SimulatorR&D . . . . . . Research and DevelopmentRPF . . . . . . . Rapid Prototyping FacilityRTCA . . . . . Requirements and Technical . . . . . . . . . . . Concepts for AviationRVSM . . . . . Reduced Vertical Separation . . . . . . . . . . . Minima

SAF . . . . . . . Safety (EEC)SAPPHIRE. Satellite & Aircraft Data Base . . . . . . . . . . . Project for System Integrity . . . . . . . . . . . ResearchSARP . . . . . Standards and Recommanded . . . . . . . . . . . Practices

SBAS . . . . . . Space Based Augmentation SystemsSC . . . . . . . . Staff CommitteeSDP . . . . . . . Simulator Development ProgrammeSEU . . . . . . . Software Engineering Unit (EEC)SFM. . . . . . . . Simulator Facility Management (EEC)SHIELD . . . Safety through Harmonised . . . . . . . . . . . Implementation of European Local . . . . . . . . . . . DatabasesSID/STAR . . Standard Instrument . . . . . . . . . . . Departure/STandard Arrival RouteSLV . . . . . . . ATS CopenhagenSMART . . . . Senior Management Refresher . . . . . . . . . . . Training ProgrammeSMU . . . . . . Social & Medical Unit (EEC)SPF . . . . . . . Strategic Performance FrameworkSPP . . . . . . . Security Prevention and Protection. . . . . . . . . . . at Work (EEC)SRA . . . . . . . Strategic Research AgendaSR&P . . . . . EUROCONTROL Supplier . . . . . . . . . . . Relations and PolicySRS . . . . . . . Standard Routeing SchemeSRU. . . . . . . Safety Regulation UnitSTORIA . . . Software Tool for Online Recording. . . . . . . . . . . and Interactive AnalysisSurvITE . . . Surveillance Integrated Test bed . . . . . . . . . . . for EATMS

TAAM . . . . . Total Airspace and Airport . . . . . . . . . . . ModellerTALIS . . . . . Total Information SharingTALIS 2 . . . Total Information Sharing for Pilot . . . . . . . . . . . Situational Awareness Enhanced . . . . . . . . . . . by Intelligent SystemsTAM. . . . . . . Terminal Control AreaTCAS . . . . . Traffic Alert and Collision . . . . . . . . . . . Avoidance SystemTCAS-RA . . TCAS-Resolution AdvisoryTEN-T . . . . . Trans European Network - TransportTIF. . . . . . . . ATN Trials Infrastructure Project

TIS-B. . . . . . Traffic Information Service-. . . . . . . . . . . BroadcastTLS . . . . . . . Tactical Load SmootherTMA . . . . . . Terminal Manoeuvring AreaTMU . . . . . . Total Vertical error Monitoring UnitTOKAI . . . . Tool kit for ATM Occurrence . . . . . . . . . . . Investigation

UML . . . . . . Unified Modelling LanguageURD. . . . . . . User Requirements Document

VDL . . . . . . . VHF Datalink Mode

WAKENET2 Wake Turbulence Thematic . . . . . . . . . . . Network

How to contact the Experimental Centre:

Centre Expérimental EUROCONTROLCentre de Bois des Bordes

BP 1591222 Brétigny sur Orge Cedex

FranceTel: +33 (0)1 69 88 75 00

Fax: +33 (0)1 69 88 75 05Email: [email protected]

Web: http://www.eurocontrol.fr

Contact information

How to Travel to the Experimental Centre:

The EUROCONTROL Experimental Centre is convenientlysituated 36 kilometers south of Paris just off the A6

“Autoroute du Sud”, close to the Brétigny-sur-Orge rail-way station, which gives rapid access to the heart of

Paris on the RER-C line, andhas easy connections to

he two main Paris air-ports Charles-de-

Gaulle and Orly.

.BRÉTIGNY

© European Organisation for the Safety of Air Navigation (EUROCONTROL)April 2002

This document is published by EUROCONTROL in the interests of exchange of information. It may be copied in whole or in part, providing that the copyright notice and disclaimer are included. The information contained in this document may not be modified without prior written permission from EUROCONTROL.

EUROCONTROL makes no warranty, either implied or express, for the informationcontained in this document, neither does it assume any legal liability or responsibilityfor the accuracy, completeness or usefulness of this information.

Published by:the EUROCONTROL Experimental CentreTel: +33 (0)1 69 88 75 00Fax: +33 (0)1 69 88 75 05

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